(Question & Answer Format) : Zrti/S.E.Railway/Sini

(Question & Answer Format)
Published
By
ZRTI/S.E.RAILWAY/SINI
Disclaimer: This study material is only for the guidance of trainees. This
material is not a rule book. For rules GR & SRs, Operating Manual, Accident
Manual, Block Working Manual and relevant Correction Slips, etc of South
Eastern Railway shall be referred to.
“This is the Intellectual property of ZRTI/SINI. No part of this publication may
be reproduced in any way for the commercial Purpose”
PREFACE
Instructors of Zonal Railway Training Institute, SINI have

prepared this study material on Transportation Rules for the
guidance of the trainees. The study material covers various
topics from G&SR, Operating manual, Accident Manual,
Carriage and Wagon & Working in electrified section. The
study material is prepared in question & answer format for the
better understanding of the trainees. However, the study
material is only an aid or guide to help the trainees to
understand the subject. Hence, it should not be looked into as
a substitute to General Rules, Operating Manual, Accident
Manual or Block working Manual. If there is any confusion or
doubt the above Manuals must be positively referred.
However, it is reiterated that this book is only a guide in
helping the student to easily understand the subject, it is not a
substitute to the GR/SR, Operating Manual, Accident Manual
and Block working Manual.
We hope that the study material will help to enhance

knowledge and will prove beneficial to the trainees.
Any suggestion or modification will be cordially accepted.
Principal
ZRTI/SINI/SER
INDEX
Sl. Page
Subject
No. No.
1 Organisational structure of Indian Railways 1
2 Definition and classification of stations 2-5
3 Difference between, Conduct of Railway Servant 6-10
Duties of railway servant for ensuring safety, Duty in case of bad riding and 11-12
4
foggy weather
Reception of trains in an obstructed & non signalled line, Departure of trains 13-14
5 from non signalled line and line provided with common starter, securing of
vehicles
Control and precaution of shunting, circumstances in which signal is treated 15-19
6 as defective, working of trains and signals are defective and damaged point,
Kind of signals
7 Short notes on various topic of signal chapter 20-24
8 Aspect and Indication chart of different signals 25-31
Minimum equipment of signals, conditions for taking off Home signal, 32-42
9 necessity of signals, Over Dimensional consignment, Important short notes &
difference and IBP
Objective questions, Power Block Green Notice working of Motor Trolly, 42-45
10
Patrolmant does not turn up
11 Various boards and indicators, detonator and its placement 46-52
Caution order, Last vehicle indicator, Rules regarding intact arrival of train, 52-56
12
personal equipment of Guard and Brake Van equipments
Working of train without Guard, Brake Van, Hot axle detected, All right
13 56-61
exchange of signals, working of Material trains, starting of train.
Protection of train in mid section, Fire on train, Engine failure in mid section,
14 61-68
Engine unable to haul the load, Train Parting
Temporary Single Line working on Double line section, Working of trains
during total interruption of communication on double & single line section,
15 Working of trains during obstruction of one line and when means of 68-79
communication not available on double line in Absolute Block System,
Working of trains into an occupied block section
Various System of workings in Indian Railways, Essentials of Absolute Block
16 System, Conditions for granting Line clear at “A”, “B” and “C” class stations, 79-82
Shunting rules, Shunting Authority
Train staff and ticket system, Objective questions, Brief about working of
17 83-88
trains in electrified section. Working of level crossing Gates
Various fixed stop signals in Automatic Block territories, Essentials of
18 Automatic Block System on Double line & Single Line, Difference between 88-93
Absolute & Automatic Block system, Passing Automatic stop signal at “ON”
19 Working of train in different abnormal situations in Automatic Block System, 94-98
Various Authority to proceed given to LP, Short notes, Working of Motor
20 99-104
Trolley/Lorry
Patrolman does not turn up, One Train Only System, Train Staff and Ticket
21 105-108
System, Short note on Station Working Rule.
What is accident, classification of accident, serious accident, Duties of Guard, 108-113
SMs in case of serious accident, Short Notes, Sounding of Hooters,
22
Reportable Train Accidents, Duty of Section Controller in case of serious
accident, Suspension of Lock and Block Instruments.
Marshalling Yard its components, Important registers maintained in the 113-120
23 marshalling yard, Pooled and Non Pooled wagons, Wagon census,
Interchange of rolling stock, Interchange of coaching stock & goods stock,
Important Abbreviations.
Carriage and Wagon, Air Brake Equipments, Brake Continuity Test, Brake 120-140
Binding, factors influencing brake binding, manual releasing, Passenger
Emergency Alarm System, GDR Check, Advantages of Air brake system over
24 vacuum brake system, difference between Air brake system & vacuum brake
system, Feed Pipe & Brake Pipe, BPC & its type, Brake Power Percentage,
Advantages of Twin Pipe System, Short notes, Objective questions, Flat Tyre,
Breif of LHB coach.
Brief about Disaster and disaster management, Disaster Management Act- 141-153
25
2005, NDMA, NDRF and other relevant topics.
Procedures for arranging blocks & imposing speed restrictions, Objective 154-168
questions, Duties of Guard in case of Murder or serious assault, Duties when
person run over or knocked down, clearing a load from a road side station,
26 Duty of Guard before taking over charge, during run and after arrival, Duty of
Guard when fire on running train, Feels heavy Jerk or Lurch, found “A”
marker signal at “ON”, Train unusually delayed, Fouling mark not clear, Train
parting, Hot axle, Train dividing, Train without Brake van, Train Stops at FSS.
Punctuality & its causes, Rake Link, Time tabling, different types of Time 169-173
27 Tables, need for Passenger Time Table, Brief about CRS, Warning Signal,
Modified Semi-Automatic Stop Signal
Interlocking, Basic Principles of Interlocking, Different standards of Interlocking, 174-178
28
Isolation, Means of isolation, necessity of isolation, substitutes of isolation.
Causes & Remedies of yard congestion, Causes & Remedies of Yard 178-181
29
Accidents, Important registers maintained in yard, Objective Questions.
Train in the block section without authority to proceed, Section Capacity, measures 181-192
to improve section capacity, Engine Turn Round measures to improve Engine Turn
Round, Wagon Turn Round measures to improve Wagon Turn Round, Throughput
30 measures to increase throughput, Control Organization, its function, duties,
Registers maintained in the control office, What is FOIS its advantages, difference
between RMS & TMS, short notes on CMS, ICMS, RAS, COA, Granting of Engineering
Block.
Granting of Engineering Block, Marshalling of coaching and goods stock, 192-197
31
Objective questions.
32 Catch siding & Slip Siding. 197-198
Fire, classification of fire, Different types of fire extinguishers, Types of fire 198-199
33
extinguishers, Duties of running staff in case of fire.
Train detained in section for more than 5 minutes due to no tension, Safety 198-200
34
rules concerned with 25 KV AC working.
Duties of LP when : Head Light defective, Driving Cab defective, Speedometer 201-206
defective, Leading cab horn defective, Loco Pilot Incapacited, Bad riding due to track
35 defective & engine defective, Wheel slipping, Storm & Cyclone, During foggy
weather, Train dividing, Fire on train, Hot axle, Alarm Chain Pulling, During accident,
Securing of vehicle, Train Parting,
36 Guideline for working of TT Machine working. 207-508
37 Rajbhasa 209-217
Various signals and boards and their distances, Various operating forms, Various 218-227
38 Authority to proceeds in normal & abnormal working, material Train
working, Motor trolly working
39 Whistle code, Bell code For EMU DMU & Block Instruments 228-229
40 Summary of Addendum & Corrigendum of G&SR 230-237
41 Abbreviations 238-244
42 Collection of Objective questions & its Key 245-252
Q. (1) Define the following terms?
 ADEQUATE DISTANCE: - means the distance sufficient to ensure safety.
 APPROVED SPECIAL INSTRUCTIONS (ASI): - means special instruction

approved of or prescribed by the Commissioner of Railway Safety (CRS).
 AXLE COUNTER: - means an electrical device which, when provided at two

given points on the track, proves by counting axles in and counting axles out,
whether the track between the said two points is clear or occupied.
 AUTHORITY TO PROCEED: - means the authority given to the LP of a train,

under the system of working, to enter the block section with his train.
 AUTHORIZED OFFICER: - means the person who is duly empowered by

general or special order of the Railway Administration, either by his name or
by virtue of his office, to issue instructions or to do any other thing.
 BLOCK SECTION: - means that portion of the running line between two
block stations on to which no running train may enter until line clear has
been received from the block station at the other end of the block section.
 BLOCK BACK: - means to dispatch a message from a block station

intimating to the block station immediately in rear on a double line, or to the
next block station on either side on a single line, that the block section is
obstructed or is to be obstructed.
 BLOCK FORWARD: - means to dispatch a message from a block station on

a double line intimating to the block station immediately in advance the fact
that the block section in advance is obstructed or is to be obstructed.
 COMMISSIONER OF RAILWAY SAFETY (CRS): - means an Inspector

appointed to exercise any function under the act, and includes an Addl.
commissioner of railway safety.
 COMPETENT RAILWAY SERVANT: - means a railway servant duly

qualified to undertake and perform the duties entrusted to him.
 CONNECTIONS: - when used with reference to a running line, means the

points and crossings or other appliances used to connect such line with
other lines or to cross it.
 CONTROLLER: - means a railway servant on duty who may for the time
being be responsible for regulating the working of traffic on a section of a
railway provided with the system of speech communication.
 DIRECTION OF TRAFFIC: - means -

On Double Line, the direction for which the line is signalled, or
On Single Line, the direction for the time being established under the
system of working, to allow trains to move in that direction.
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 LOCO PILOT: - means the engine Loco Pilot or any other competent railway
servant for the time being in charge of driving a train.
 FACING AND TRAILING POINTS: - Points are facing or trailing in

accordance with the direction a train or vehicle moves over them. Points are
said to be facing points when by their operation a train approaching them
can be directly diverted from the line upon which it is running
 FIXED SIGNAL: - means a signal of fixed location indicating a condition

affecting the movement of a train and includes a Semaphore arm/disc/ fixed
light for use by day and fixed light for use by night.
 FOULING MARK: - means the mark at which the infringement of fixed

Standard Dimensions occurs, where two lines cross or join one another.
 GOODS TRAIN: - means a train (other than a material train) intended solely
or mainly for the carriage of animals or goods.
 GUARD: - means the railway servant in charge of a train and includes a

Brakesman or any other railway servant who may for the time being be
performing the duties of a Guard.
 INTERLOCKING: - means an arrangement of signals, points and other

appliances, operated from a panel or lever frame, so interconnected by
mechanical locking or electrical locking or both that their operation must
takes place in proper sequence to ensure safety.
 ISOLATION: - means an arrangement, secured by the setting of points or

other approved means, to protect the line so isolated from the danger of
obstruction from other connected line or lines.
 INTERMEDIATE BLOCK POST: - means a class ‘C’ station on a single line

or double line or multiple line remotely controlled from the block station in
rear.
 INTERMEDIATE BLOCK SIGNALLING: - means an arrangement of

signalling on a single line or double line or multiple line in which a long block
section is split into two portions each constituting a separate block section
by providing an Intermediate Block Post.
 LSS: - means the fixed stop signal of a station controlling the entry of trains
into the next block section.
 LEVEL CROSSING: - means the intersection of road with railway track at

the same level.
 LINE CLEAR: - means the permission given from a block station to a block
station in rear for a train to leave the latter and approach the former; or the
permission obtained by a block station from a block station in advance for a
train to leave the former and proceed towards the latter.
-3-
 MATERIAL TRAIN: - means a departmental train intended solely or mainly
for carriage of railway material when picked up or put down or for execution
of works, either between stations or within station limits.
 MAIN LINE: - means the line ordinarily used for running trains through and
between stations.
 MIXED TRAIN: - means a train intended for the carriage of passengers and
goods or of passengers, animals and goods.
 MULTIPLE ASPECT SIGNALLING: - means a signalling arrangement in

which signals display at any one time any one of the three or more aspects
and in which the aspect of every signal is pre-warned by the aspect of the
previous signal or signals.
 ‘OBSTRUCTION’ and its cognate expressions include a train, vehicle or

obstacle on or fouling a line, or any condition which is dangerous to trains.
 PASSENGER TRAIN: - means a train intended solely or mainly for the

carriage of passengers and other coaching traffic, and includes a troop train.
 ‘POINT AND TRAP INDICATORS’ are not signals, but are appliances fitted
to and working with points to indicate by day or by night the position in which
the points are set.
 RUNNING LINE: - means the line governed by one or more signals and
includes connections, if any used by train when entering or leaving a Station
or when passing through a station or between stations.
 RUNNING TRAIN: - means a train which has started under an authority to

proceed and has not completed its journey.
 SHUNTING: - means the movement of a vehicle or vehicles with or without

an engine or of any engine or any other self-propelled vehicle, for the
purpose of attaching, detaching or transfer or for any other purpose.
 SPECIAL INSTRUCTIONS: - means instructions issued from time to time by

the authorized officer in respect to particular cases or special circumstances.
 STATION: - means any place on a line of railway at which traffic is dealt with,
or at which an authority to proceed is given under the system of working.
 STATION LIMIT: - means the portion of a railway which is under the control
of a SM and is situated between the outermost signals of the station or as
may be specified by special instructions.
 STATION MASTER: - means the person on duty who is for the time being
responsible for the working of the traffic within station limits, and includes
any person who is for the time being in independent charge of the working of
any signals and responsible for the working of trains under the system of
working in force.
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 SUBSIDIARY RULES: - means a special instruction, which is subservient to
the General Rule to which it relates and shall not be at variance with any
General Rule.
 SYSTEM OF WORKING: - means the system adopted for the time being for
the working of trains on any portion of railway.
 TRACK CIRCUIT: - means an electrical circuit provided to detect the

presence of a vehicle on a portion of track, the rails of the track forming part
of the circuit.
 TRAIN: - Train means an engine with or without vehicles attached, or any

self-propelled vehicle with or without a trailer, which cannot be readily lifted
off the track.
 TWO ASPECT SIGNALLING: - means a signalling arrangement in which

each signal displays at any one time either of the two aspects.
Q. (2):- Describe in detail about the category and classification of station?

Ans. :- Stations are divided into TWO categories: -
1. BLOCK STATIONS are those at which the driver must obtain an authority
to proceed under the system of working to enter the block section with his
train. Block stations are classified into FOUR classes; A, B, C and Special.
‘A’ class station: - Where line clear may not be given for a train
unless the line on which it is intended to receive the train is clear for at
least400 m. beyond the Home signal, or upto the Starter.
‘B’ class station: - Where line clear may be given for a train before
the line has been cleared for the reception of the train within the station
section.
‘C’ class station: - Block Huts, Where line clear may not be given for
a train unless the whole of the last preceding train has passed complete at
least 400 m. beyond the Home signal, and continuing its journey. This will
also include an Intermediate Block Post.
‘Special’ class station: - Any station which can not be worked under
A, B, C or D class conditions is termed ‘Special’ class.
2. NON - BLOCK STATIONS or class ‘D’ stations are stopping places which
are situated between two consecutive block stations and do not form the
boundary of any block section. Passenger halts (PH) and Flag Stations (FS)
are class ‘D’ stations. ‘DK’ stations are also class ‘D’ stations with siding
facility.
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Q. (3):- DIFFERENTIATE BETWEEN
GENERAL RULE SUBSIDARY RULE
1. SR is framed by the Authorised
1. GR is framed by the Railway Board
Officer on behalf of the GM.
on behalf of the Govt. of India.
2. It is applicable to the concerned
2. It is applicable to all Zonal Railways.
Zonal Railway.
3. It is revised by the Authorised
3. It is revised by the Railway Board.
Officer.
4. It is not prefixed.
4. It is always prefixed SR.
5. It is printed in bold letters.
5. It is printed in small letters.
6. Object of GR is safety in train
6. Object of SR is to supplement,
operations, regulate the use of
clarifying, amplifying or simplifying
working and efficient management
the GR.
of the Railways.
FACING POINT TRAILING POINT

1. Point are said to be facing when by 1. Points are said to be trailing when
their operation a train approaching by their operation a train
them can be diverted from one line approaching them can not be
to another. diverted.
2. Locking is essential 2. Locking is not always essential.
3. Facilitate diverging movement. 3. Facilitate converging movement.
4. Speed of train over facing point is 4. Speed over trailing point is not
restricted. restricted.
BOL SOL
1. It stands for Block Over Lap. 1. It stands for Signal Over Lap.
2. It is kept clear for granting line clear. 2. It is kept clear for taking ”OFF”
Home Signal.
3. It is reckoned from FSS. 3. It is reckoned from starter on D/L &
outermost trailing point on S/L &
under approved special instruction
from the place where the train
comes to stop.
4. It shall not be less than 400M/180M 4. It shall not be less than 180M/120M
in TAS/MLQ & MAS signalling in TAS/ MLQ & MAS signalling
respectively. respectively.
5. There is no substitute of BOL. 5. There are substitutes of SOL.
6. It is the portion of block section. 6. It is not the portion of block section.
7. BOL is on the reception sides. 7. SOL is on the departure side.
MAIN LINE RUNNING LINE
1. Means the line ordinarily used for 1. Means the line governed by one or
running trains through and between more signals.
stations. 2. Every running line is not main line.
2. Every main line is running line. 3. On single line, there may be more
3. On single line, there is only one than one running line.
main line.
-6-
AUTHORITY TO PROCEED LINE CLEAR
1. Means the authority given to the LP 1. Means the permission given from a
of a train under the system of block station to the block station in
working to enter the block section rear for a train to leave the latter
with his train. and approach the former.
2. It is a transaction between SM and 2. It is a transaction between two
LP. SMs/CMs.
3. It follows line clear. 3. It precedes authority to proceed.
4. It may be tangible or intangible. 4. It is obtained by the means of
electrical communication
instruments.
5. A train cannot run without authority 5. A train can run without line clear if
to proceed under any situation. situation arises.
POINT INDICATOR TRAP INDICATOR

1. Normally point indicator is provided 1. Trap indicator is provided with trap
with non interlocked point. point.
2. Point indicator has two white
discs/lights and two green 2. Trap indicator has two red
disc/lights. discs/lights and two green
3. When the point is set for loop line, it disc/lights.
shows green light/disc. 3. When trap point is closed, it shows
4. When the point is set for main line, green light/disc.
it shows white disc/light. 4. When trap point is opened, it shows
5. Speed restriction is essential. red light/disc.
5. No speed restriction.
BLOCK SECTION STATION SECTION
1. It is the portion of running line 1. It is the portion of station limit.
between two block stations.
2. It is available between ‘A’, `B`,’C’ & 2. It is available at `B` class station
‘Special’ class stations. only.
3. To perform shunting in block 3. To perform shunting in station
section, block forward/block back is section block back or block forward
generally required. is not required.
4. Generally points & crossings are 4. Points & crossings are always
not provided. provided.
5. In case of obstruction, protection of 5. In case of obstruction, protection of
line is essential. line is not essential.
STOP SIGNAL PERMISSIVE SIGNAL
1. LP is required to stop when it is 1. LP is not required to stop when it is
ÒN`. ‘ON’.
2. It has square ended arm. 2. It has fish tailed arm.
3. These are of different types. 3. These are of two types i.e. ‘Warner’
and ‘Distant’.
4. It is always working. 4. Warner signal may be working or
5. When the signal is at ‘ON`, LP dummy.
cannot pass this signal without any 5. When the signal is at ‘ON`, LP can
authority. pass without any authority.
6. It is painted red with white bar in 6. It may be painted red with white bar
case of Arm type signal. or yellow with black bar in case of
Arm type signal.
-7-
WARNER SIGNAL DISTANT SIGNAL
1. It is provided in TAS/MLQ 1. It is provided in MAS/MLQ
signalling. signalling.
2. It may be placed either on a post by 2. It is placed on a post by itself.
itself or below the FSS/LSS. 3. It has two/three aspects i.e.
3. It has two aspects i.e. ‘Proceed with Caution, Attention & Proceed.
caution’ and ‘Proceed’. 4. It is always working.
4. It may be a working or dummy. 5. It is taken ÒFF`, either for
5. It is taken ÒFF` only for run stopping/run through trains.
through trains over main line. 6. It has fish-tailed arm and painted
6. It has fish-tailed arm and painted yellow with black bar in semaphore
red with white bar in semaphore signalling.
signalling. 7. It is found at ‘B’ & ‘C’ class
7. It is found at ‘A’ ‘B’ & ‘C’ class stations.
stations. 8. Provision of double distant is there.
8. Provision of double Warner is not 9. No such light is provided.
there.
9. Fixed green light is provided when
placed on a post by itself.
CALLING ON SIGNAL SHUNT SIGNAL
1. It is of two types. 1. It is of three types.
2. It may be placed below any stop 2. It may be placed below any stop
signal except the LSS. signal except FSS.
3. It is always placed below a stop 3. It may be placed on a separate
signal. post.
4. It shows no light in ÒN` position. 4. It shows light in ÒN` position when
placed on a post by itself.
5. It can’t be taken ‘OFF’ unless the 5. There is no such provision.
train has come to a stop at the foot
of the signal. 6. When it is taken ÒFF`, it indicates
6. When it is taken ‘OFF’, it indicates to proceed with caution for shunting
to proceed with great caution and purpose.
be prepared to stop short of any
obstruction.
7. Only one calling-on signal is 7. More than one shunt signal may be
provided below a stop signal. provided on the same post.
8. In colour light signalling, it is 8. It has no marker.
distinguished by a ‘C’ marker.
DIRECT RECEPTION INDIRECT RECEPTION
1. In it, a train is received without 1. In it, a train is received after
stopping at the FSS. stopping at the FSS.
2. SOL must be kept clear for it. 2. SOL is not required to be kept clear
for it, unless interlocking prohibits.
3. The rules for direct reception apply 3. The rule for indirect reception
to all the station except terminal applies to all station.
station.
-8-
REPEATING SIGNAL ELECTRIC REPEATER
1. It is provided when a stop signal 1. It is provided to repeat the aspect of
cannot be seen from sighting a signal to SM/CM when signal
distance. concerned is not visible to him.
2. It is a signal provided with an “R” 2. It is not a signal but an electrical
marker. device.
3. It is placed in rear of the signal to 3. It is provided at the place of
which it refers. operation.
4. It indicates the aspect of the signal
ahead. 4. It repeats the aspect of concerned
5. When it is defective, it can be signal.
passed at ÒN` and proceed 5. When it is defective, the concerned
cautiously. signal shall be treated as defective.
AUTOMATIC STOP SIGNAL MANUAL STOP SIGNAL
1. It is provided only in automatic 1. It is provided in all system of
block system. working.
2. Normal aspect is proceed. 2. Normal aspect is stop.
3. ‘A’ marker is provided. 3. Generally no marker is provided.
4. It is not dependent upon manual 4. It is depend upon manual operation.
operation 5. It is found in all signalling
5. It is found in MACLS only. arrangement.
6. It may be passed at ‘ON` after 6. LP cannot pass it at ‘ON’ without
waiting for one minute by day & two proper authority.
minute by night. 7. It may be found between the two
7. It is found between the two block block stations or within station limit
stations in automatic block system. in all system of working.
AUTOMATIC STOP SIGNAL SEMI AUTOMATIC STOP SIGNAL

1. It is distinguished by ‘A’ marker on 1. It is distinguished by ‘A’ marker
white disc. light on black background,
lit/extinguished.
2. It always works automatically. 2. It may work
automatically/manually.
3. It is provided between two block 3. It may be provided between two
stations. block stations or within station
4. No written authority is required to limit.
pass it at ‘ON’. 4. When working manually, written
authority is required to pass it at
‘ON’.
5. No lever/button/switch is provided 5. King lever/button/switch is
for its operation. provided for its operation.
CATCH SIDING SLIP SIDING
1. It protects station section. 1. It protects block section.
2. The length of catch siding is more. 2. The length of slip siding is less.
3. It is provided where the gradient is 1 3. It is provided where the gradient is 1
in 80 or steeper. in 100 or steeper.
4. It is interlocked with FSS. 4. It is interlocked with the LSS.
5. It is provided at reception end. 5. It is provided at departure end.
-9-
SLB BSLB
1. SLB stands for shunting limit board. 1. BSLB stands for block section limit
board.
2. It is provided at “B” class single line 2. It is provided at “B” class double line
stations only. stations only.
3. It is provided in all signalling 3. It is provided in MLQ / MAS
arrangement (TAS/MLQ/MAS). signalling arrangement.
4. It is a replacement of advanced 4. It is not a replacement of advanced
starter. starter.
5. It is provided inside/outside home 5. It is provided inside home signal.
signal. 6. It is always provided at a distance of
6. It is provided at a distance of 180 m. ahead of the FSS.
400/180 m. ahead of the FSS. 7. ‘BLOCK SECTION LIMIT’ is written
7. ‘SHUNTING LIMIT’ is written on this on this board.
board. 8. It is provided where outermost point
8. It is not related with outermost is trailing or there is no point.
trailing point.
IBP IBH
1. It stands for ‘INTERMEDIATE 1. It stands for ‘INTERMEDIATE
BLOCK POST’. BLOCK HUT’.
2. It is remotely controlled by the block 2. It is self controlled.
station in rear. 3. It is a manned ‘C’ class station.
3. It is an unmanned ‘C’ class station. 4. Track circuit/Axle counter is not
4. Track circuit/Axle counter is essential.
essential. 5. The home signal of an IBH has no
5. The home signal of an IBP is marker.
distinguished by ‘IB’ marker. 6. There is no such provision.
6. Signal Post Telephone is provided. 7. It is provided on single/double line
7. It is provided on double line section. section.
8. Written authority is not essentially 8. Written authority is essentially
required to pass IBSS at ‘ON’. required to pass IBSS at ‘ON’.
Q. (4) :- Write down the Conduct of Railway servant? (GR-2.10)

Ans :- A railway servant shall-
a. Wear the badge and uniform, if prescribed, and be neat and tidy in his
appearance while on duty.
b. Be prompt, civil and courteous.
c. Not solicit or accept illegal gratification.
d. Give all reasonable assistance and be careful to give correct information
to the public.
e. When asked, give his name and designation without hesitation.
f. Railway servants when on duty and in contact with public or in uniform
shall not indulge in smoking on platform.
g. Shall switch off his mobile phone while doing duty.
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Q. (5) :- What are the duties of railway servant for securing safety?
Ans :- (1) Every railway servant shall-
a. See that every exertion is made for ensuring the safety of the public.
b. Promptly report to his superior any occurrence affecting the safe or
proper working of the railway which may come to his notice.
c. Render on demand all possible assistance in the case of an accident
or obstruction.
(2) Every railway servant who observes –

a. That any signal is defective
b. Any obstruction, failure or threatened failure of any part of the way or
works
c. Anything wrong with a train, or
d. Any unusual circumstances likely to interfere with the safe running of
the trains, or the safety of the public, shall take immediate steps to
prevent accidents and where necessary advise the nearest SM by the
quickest possible means.
e. In the case of train parting he shall not show a stop hand signal but try
to attract the attention of the driver or guard by shouting or
gesticulating or other means.
Q. (6) :- What are the duties of Loco Pilot in case of bad riding?
Ans :- 1. The loco pilot shall note the exact Km. at which bad riding has occurred
2. He shall while approaching the first block station, whistle frequently and
bring his train to a stop in front of station building or the cabin where block
instrument is located.
3. Handover a written memo to the Station Master or the Switchman, as the
case may be specifying the exact location and the nature of defect
noticed.
4. On a single line section, the loco pilot shall not surrender the ‘Tangible
Authority’, if any, till such time he has issued the message to the Station
Master/ Cabin man.
5. He shall also make a report of the occurrence to the Shed/ Loco/ Traction
Foreman on return to HD. Qrs.
Q. (7) :- What are the duties of a Guard in case of bad riding?
Ans :- In case of bad riding the Guard shall take the following action:-
1. The Guard shall note down the exact KM. at which bad riding has
occurred.
2. He will stop the train at the next station/block cabin by dropping air
pressure and report the matter in writing to the Station Master or
Switch man.
3. If it is not so serious, he will report it, in writing to the Station Master of
the next stopping station.
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Q. (8) :- What are the duties of a Station Master and Switchman in case of bad
riding?
Ans :- In case of bad riding the Station Master and Switchman shall take the
following actions:-
1. The Switchman receiving such message from the LP/Gd, shall
immediately inform the SM and shall not close the block section till
such time, he receives confirmation from the SM supported by P.NO.
that necessary precautions has been taken to ensure the safety of
subsequent trains.
2. The SM receiving such report from the SWM, LP or GD, shall
immediately convey the particulars to the SCR and to the SM of the
station in the rear.
3. He shall then communicate the full particulars to the JE/SSE (P.Way)
concerned, if headquartered at the same station, or to the Station
Master of the station where the concerned JE/SSE (P.Way) is head
quartered.
4. Full particulars of the report should also be sent to the all concerned
officials.
5. S.M. receiving the memo before sending any train in the affected
section should ensure that it is accompanied by an Engineering official
not below the rank of J.E(P.Way) who will pilot the train at the location
as mentioned in the caution order.
6. The engineering official shall stop the train short of the affected
location, inspect the track and issue/do not issue necessary certificate
for the affected location with speed restriction as considered
necessary by him for safe movement of trains.
7. The engineering official shall give a written memo to the Station
Master on arrival at the next station indicating the speed at which the
subsequent trains can run. SM shall accordingly issue caution orders
to drivers of subsequent trains.
8. In the absence of engineering official, the first train shall be allowed
with C/O instructing the LP to stop dead before the affected KM. and
after satisfying himself about the condition of the track shall pass with
a speed not exceeding 10 Kmph or if he finds that the line is unsafe to
pass, stop dead at site and inform nearby SM to send engineering
official to attend and certify.
9. If the LP is not able to detect anything doubtful, subsequent trains
may be allowed with speed restriction of 10 Kmph till the track is
certified fit by engineering official.
Q. (9) :- What action shall be taken by the station staff and train staff during
Cyclonic Weather?
Ans :- If the anemometer is indicating the critical limit of wind velocity of 39 knots
(72 kmph) –
(i) The SM. shall immediately inform the SCR & the SM at the other end
of the section to control the train movement.
(ii) The SM in consultation with the GD and the LP of the train, detain the
train until the storm abates and it is considered safe.
(iii) The station and train staff shall see that doors and windows of the
coaches are kept open by the passengers to allow free passage of
wind through the coaches.
(iv) If a train caught on the run in a cyclone, storm or strong wind of an
- 12 -
intensity which in the opinion of the driver is likely to endanger the
safety of the train, he shall immediately stop the train at the first
convenient place other than the places like curve, bridges, high
embankments etc.
(v) He shall restart the train, in consultation with the guard only after the
cyclone, storm or strong wind abates and it is considered safe for the
train to proceed.
(vi) (vii) The SM shall neither allow the movement of trains from his station
nor give line clear to the adjacent stations.
(vii) He shall resume normal running of train in consultation with the SCR
and the SM of the adjacent stations after the wind velocity comes
down below the danger level.
Q. (10):- Write down the rules for reception of a train on an obstructed line?
1. The SM. shall inform the SM. of the rear station to issue suitable caution
order to the LP & GD that their train will be admitted on obstructed line.
2. Ensure that all the signals for reception of the train are kept at ‘ON’
position.
3. Ensure that all the points are correctly set and the facing points are
locked for the reception of the train on blocked line.
4. The train shall be stopped at the FSS and shall be admitted by any of the
following manner:-
a. By taking ‘off’ the calling-on signal, if provided. or
b. By authorising the LP supported by a P. No. over signal post
telephone, where provided. or
c. By issuing a written authority on T/509 through a competent railway
servant who shall pilot the train.
5. The train shall be stopped at the facing point leading to the reception line
until hand signalled by a competent railway servant.
6. A stop hand signal shall be shown by the SM/CASM personally at a
distance of not less than 45 mtrs. from the point of obstruction to indicate
to the LP to stop the train.
Q. (11) Write down the rules for reception of a train on a non signalled line?
1. If it becomes necessary to receive a train on a non signalled line, the SM shall
inform the SM of the rear station to issue suitable caution order to the LP &
GD that their train will be admitted on non signalled line.
2. The SM shall ensure that the train has been stopped at the FSS.
3. The line on which the train is to be received is clear upto the trailing points or
the place at which the train is required to come to stop.
4. All the points are correctly set and the facing points are locked for the
reception of the train on the non signalled line.
5. The train shall be piloted in by a competent railway servant on a written
authority (T/509).
6. The LP, while entering a non signalled line shall proceed cautiously and be
prepared to stop short of any obstruction.
7. The above procedure shall also be applicable for admission of a train which
has stopped after passing the reception stop signal of a station due to any
reason.
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Q. (12) Write down the rules for departure of a train from a non signalled line?
1. All the points are correctly set and the facing points locked for the departure
of the train from the non signalled line.
2. The LP shall be given a written permission to start on form no. T/511.
3. When a tangible authority to proceed is given, T/511 shall not be issued and if
more than one train are waiting for the same direction, T/511 along with the
tangible authority to proceed shall be given to start a train.
4. This rule shall also be applicable for dispatching of a train which is
standing/has stopped after passing the departure stop signals of a station
other than the LSS due to any reason.
Q. (13) Write down the rules for departure of a train from a line provided with a
common departure signal?
1. When a common departure signal is provided for a group of lines, the LP shall
be given a written authority ‘T/512’ to start the train, in addition to the authority
to proceed under the system of working.
2. The written permission and the authority to proceed shall be given only after all
the points for the departure of the train have been set and the facing points
locked. Common departure signal shall then be taken ‘OFF’.
Q. (14) what are the rules for securing of vehicles on a running line at a station?
Immediately on arrival of a train or when a running line is blocked by a stabled
load the following action shall be taken by various staff: -
1. SM/CASM/CABIN MASTER must ensure that the train/load has stopped
clearing the fouling mark.
1. On double line, the points in rear shall be set against the blocked line. In
case of single line, the points shall be set against the blocked line at either
end.
2. Lever collars/Button collars are placed on the concerned signal/slot
levers/buttons.
3. A remark in RED ink shall be made in TSR indicating the time and number
of running line on which the vehicles are stabled.
4. A record shall also be made in the SMs diary.
5. At station, where end cabins are provided, P. No. shall be exchanged
between the SM and the cabin staff.
6. When the engine of a train is detached or continue to remain on load in shut
down condition, the following precautionary measures shall be taken to
prevent rolling down:-
a) SM shall ensure that the hand brake of at least 6 vehicles at each end of
the rake is applied. If the number of vehicles is 12 or less, the hand brake
of all the vehicles shall be effectively applied. It should be done by the
incoming ALP at the engine end & incoming Guard at the Brake
van/Match Truck end.
b) The train crew and the guard shall personally ensure this and certify
jointly in a written memo for having done the same before they leave the
train.
c) Atleast 04 Skid/Wooden wedges shall be used two each below the
outermost pair of wheels at either end of to secure the vehicles or load
by station staff.
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d) If the train/rake is likely to remain stabled for more than 3 hours, the
station staff under the supervision of SM/ASM/YM/AYM, shall tie two
safety chains at each end and padlock it.
e) The hand brakes shall be fully tightened.
f) Coaching stock not fitted with hand brakes, shall be secured by
wedges/sprags and safety chains.
g) Care must be taken to remove the chains, sprags , wedges and skids
before wagons are moved or coupled to trains.
Q. (15) what are the rules for controlling the movement of shunting?
1. Shunting operations shall be controlled by fixed signals, hand signals or
verbal directions.
2. The speed during shunting operation shall not exceed 15 kmph unless
otherwise authorised by special instructions.
3. Fixed signals, such as Starters (if it is not the LSS), Calling-on and Shunt
signal can be used for control of shunting.
4. Shunting permitted indicator shall also used to perform shunting in the non
interlocked area of Yard where the interlocked area is isolated.
5. Fixed stop signal, such as Outer, Home and the LSS shall not be taken ‘Off’
for shunting purpose.
6. At stations where shunt movements are not controlled by fixed signals,
shunting authority (T/806) shall be issued to the LP through the shunting
supervisor.
7. The LP shall retain the shunting authority till shunting is completed or
withdrawn in case of reception of a train on the adjacent line which is not
isolated. After completion of shunting, T/806 shall be withdrawn, cancelled
and pasted in the record foil.
8. When an engine with or without vehicle is to be attached to a passenger train
or while attaching train engine, the engine must first come to a dead stop at
least 20 mtrs. away from the train and then shall come on to the train with
great caution.
9. Responsibility for the supervision of shunting of passenger train shall devolve
on any official not below the rank of shunting jamadar.
10. When any running line of a station is occupied by a passenger train, no
engine shall be allowed except the train engine or banking engine or shunting
engine required to perform shunting on the formation.
11. Fixed signals shall not be taken ‘Off’ to allow shunt movement of an engine
unless the line upto the next fixed signal which is in the ‘ON’ position is clear.
In case of any doubt or when the line is not clear, the engine shall be
accompanied and hand signalled by the shunting supervisor.
Q. (16) what precautions to be observed during shunting?

The following precautions to be observed during shunting:-
a) During shunting operation, all the facing points for the intended route
shall be correctly set and locked by any of the following means:-
i). By pulling the lock levers,
ii). By key locking,
iii). By clamping and padlocking,
iv). By padlocking the through bolt.
b) At roadside station, the guard shall be responsible for correct setting and
locking of facing points.
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c) When an engine with or without vehicle is to be attached to a passenger
train or while attaching train engine, the engine must first come to a dead
stop at least 20 mtrs. away from the train and then shall come on to the
train with great caution.
d) When any running line of a station is occupied by a passenger train, no
engine shall be allowed except the train engine or banking engine or
shunting engine required to perform shunting on the formation.
e) Fixed signals shall not be taken ‘Off’ to allow shunt movement of an
engine unless the line upto the next fixed signal which is in the ‘ON’
position is clear. In case of any doubt or when the line is not clear, the
engine shall be accompanied and hand signalled by the shunting
supervisor.
f) The speed during shunting operation shall not exceed 15 kmph unless
otherwise authorised by special instructions.
g) When shunting is to be performed on a through goods train, effective
hand brakes of at least 15% wagons of the train not involved in shunting
operation shall be pinned down or applied.
h) During the shunting operation, the fixed signals controlling the reception
& despatch of train shall be kept at ‘ON’.
i)
Q. (17) What are the circumstances in which a signal shall be treated as
defective?
Signal shall be treated as defective in the following circumstances:
1. When a signal cannot be taken’ off.’
2. When a signal cannot be put back to on position.
3. When a semaphore arm type signal is in drooping condition.
4. When the aspect of the signal does not correspond with the position of
controlling lever/ button/ switch.
5. If a colour light signal does not show any light or shows a white light in
place of colour light.
6. If the roundel of a signal is found cracked or in broken condition
7. When a point become defective, the signal protecting the point shall be
treated as defective.
8. If the track circuit/axle counter for a line becomes defective the concerned
signal shall be treated as defective.
9. When the electric repeater for a signal becomes defective the signal shall be
treated as defective.
10. If a Warner signal below a stop signal becomes defective in off condition
then the stop signal shall also be treated as defective.
11. When the home signal is defective, the outer shall also be treated as
defective.
12. If the co-acting signal is defective, the main signal shall also be treated as
defective.
13. If the aspect of signal is conflicting/misleading.
14. If more than one aspect is displayed, the signal shall be treated as defective.
15. If a signal is not relevant to the operation comes off while taking off a signal,
both the signals shall be treated as defective.
16. If the signal light of a colour light signal is found BOBBING OR FLICKERING,
the signal shall be treated as defective.
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Q. (18) What are the duties of SM. When a signal become defective?
1. As soon as the SM comes to know that the signal has got defective he
shall:-
2. Try to keep the signal in ‘ON’ position if it is not in that position –
3. If the signal can not be kept in ‘ON’ position, a competent Railway Servant
shall be deputed with danger hand signal and detonator 90 M. outside it,
provided it is a stop signal except ROUTING, STARTER & ADVANCED
STARTER signal, to protect the signal.
4. During night the green glass of the signal shall be broken.
5. Information shall be given either in writing or by Telephone to all concerned
officials about the defect.
6. The SM shall make necessary entries in the Signal failure Register, Train
Signal Register, Station Master Diary and Caution Order Register.
7. The train shall be passed by observing the relevant rules and procedures till
the normal working of Signal is resumed.
Q. (19):- How the trains will be worked when reception stop Signal is
defective?
SM shall advise the station in rear regarding the defect.
1. The SM in rear receiving the advice of the defective signal shall
immediately acknowledge it and issue caution order accordingly.
2. The SM, where the signal has become defective shall before authorizing
a train to pass the defective signal, ensure that the conditions for taking
“off’ that signal has been fulfilled he shall then authorize the driver to
pass the defective signal at ‘on’ in one of the following manners.
3. By taking ‘off’ calling on signal.
4. By authorizing the driver over signal post Telephone, supported by
Private No.
5. By issuing T/ 369 (1), where applicable.
6. By issuing T/ 369 (3b)
Q. (20) How the trains will be worked when Warner/Distant Signals is

defective in “off” position?
1. Warner signal on an independent post or a distant signal is out of order
and cannot be kept in the ‘on’ position a stop hand signal shall be shown
at the foot of the signal.
2. Advice of the defective signal shall be given to the Drivers of trains at the
station in rear warning them to stop at such signal.
3. At night, the light of the signal shall be extinguished and the train shall be
stopped and hand Signalled past.
4. Warner signal placed below a stop signal becomes defective and cannot
be kept in the ‘on’ position the stop signal above it shall also be treated as
defective.
5. If the Warner or distant signal of an intermediate block post is defective in
‘off’ position, the IBSS shall also be treated as defective.
Q.(21) How the trains will be worked when points and crossing are
damaged?
1. Whenever points, Crossings or guard rails are defective or damaged, the
railway servant in-charge of operation of points shall protect them and
immediately report the matter to the SM.
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2. The SM on duty shall Inform the matter to the station in rear, notice station,
JE/SSE(P.WAY& SIG.), ADEN & DEN, signal maintainer, ASTE, DSTE,
DOM, DTI & SCR.
3. The SM shall arrange to ensure the safe passage of trains.
4. Keep the concerned signal at ‘on’ until the defect is rectified.
5. If interlocked points go out of order no train or vehicle is allowed to pass
over them until-
a. The defect has been rectified; or
b. The points have been secured by a clamp or a through bolt
and padlocked.
6. The speed shall not exceed 15 kmph over the defective points
7. A caution order shall be given to the LP & Guard from station in rear or
notice station.
8. As soon as repairs are completed and points are tested and found in
working order, all concerned shall be notified.
9. When motor operated points become defective, trains may be received or
dispatched, only after clamping & padlocking both the facing & trailing points.
Q. (22):- What are the procedure and precautions to be taken while issuing
Disconnection and Re-connection notice?
When it is necessary to do work in connection with the repairing, renewing over
hauling or installing signals and gears; either interlocked or non-interlocked the
official in charge of signal department shall prepare and hand over the
“Disconnection Notice” on form T / 351.
1. The SM shall not give his signature, if signals have already been taken off
for reception, dispatch of a train until the said train has arrived /passed clear
of the signals and points.
2. The SM shall immediately after signing the record fail of Disconnection
Notice make an entry in the Caution order Register, TSR, and station
master’s diary in Red ink.
3. The Disconnection Notice to be kept in a separate register specially
maintained for the purpose.
4. The station master shall inform the cabin man on duty at either end of
station.
5. Giving details of the signals and / or the points which are to be repaired
overhauled, renewed or in any away interfered with, supported by a private
number.
6. The cabin man shall acknowledge this information supported by a private
number and place lever collars on the concerned levers of the points and
signals.
7. The cabin man at either end shall make an entry in remark columns of Train
signalling Register in Red ink to this effect.
8. The station master shall advice the station master from the block station and
notice station in rear by issuing a massage supported by a private no.
9. Caution order issued to all the driver and guard that the train will be piloted
in,
10. If the signals and points under repair, overhauling etc. related to the live on
which the trains are required to pass. He shall obtain acknowledgment of
this advice by massage supported by a private no. from the block station
and notice station in rear.
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11. The points shall be clamped and padlocked and train will be piloted in during
the period the reception signals and points are disconnected on the route on
which the train is to be admitted.
12. Similar procedure shall be followed for outgoing trains if departure signals
and any points on the departure route for a train are involved.
13. However, during when specific instruction are issued, overhauling of lever
frame or non-interlocking at an interlocked stations signals may be taken
‘OFF’ for reception of trains provided the relevant points are set, clamped
and padlocked for the nominated route.
14. A competent railway staff shall also be deputed to display hand signal, at the
foot of the stop signal.
15. The signal staff shall mention to this effect in the T-351 and assist traffic staff
in setting the point in the desired position.
16. The traffic staff shall be responsible for a clamping and padlocking.
17. On the completion of the work the official in charge of S& T civil Engineering
dept. will hand over the relevant portion of the Re-connection notice/memo
to the SM and obtain this signature on the record foil of the Re- connection
notice.
18. The SM shall not signature the record foil of the “Disconnection notice” until
he has tested the signals and points concerned and he is satisfied that they
are in good working order.
19. He shall then cancel the entry in the caution order Register and make an
entry in the TSR, station diary to this effect.
20. The SM shall then advice completion of the work to cabin man (where
provided) and to block station and notice station in rear under a message by
exchange or private no.
21. The reconnection notice/written memo handed over by the S & T / civil
engineering official in charge after the completion of the work should be kept
in the register specially maintained for the purpose along with the concerned
Disconnection / written memo.
Q. (23):- What is signal? What are the various kinds of signal?

Ans :-“Signal” means an intelligent sign, which is used to control the movement
of trains. It is of 04 kinds.
(1). FIXED SIGNAL
(2).HAND SIGNAL
(3).DETONATING SIGNAL
(4). WARNING SIGNAL
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Q. (24) Write short notes on the following:-
a) WARNER SIGNAL
1. It is a permissive signal.
2. It is of either Arm type or colour light type.
3. In Arm type it has fish tailed arm, painted Red with white bar.
4. It is available in TAS & MLQ signalling arrangements.
5. It is placed on a post by itself or below the FSS or the LSS.
6. It indicates the condition of the Block section ahead.
7. It has two aspects- i. Proceed with caution. ii. Proceed.
8. It may be -a) Working Warner b) Dummy Warner
9. Colour Light Warner signal is distinguished by ‘P’ marker.
b) DISTANT SIGNAL
1. It is a permissive signal.
2. It is of either Arm type or colour light type.
3. In Arm type it is a fish tailed arm painted yellow with black bar.
4. In colour light type it is provided with ‘P’ marker
5. It is available in MLQ & MOMA signalling arrangements.
6. It is always placed on a single post only.
7. It is placed at an adequate distance in rear of the stop signal to which it refers.
8. A colour light Distant signal may be combined with the GSS or LSS or IBSS
under approved special instructions.
9. If Distant is combined P Marker shall not be provided.
10. It has the following aspects- i. Caution ii. Attention iii. Proceed
11. More than one Distant signal may be provided, the first one is the Distant
signal & other is Inner Distant signal.
12. When Inner distant is provided the Distant signal will show either Attention or
Proceed.
Sequence of signals in case of Single Distant
Cases Distant Home Starter Adv. Starter
Home Stoppage Y R R R
Loop Line Stoppage YY Y (With Lunar) R R
Loop Line Through YY Y (With Lunar) Y G
Main Line Stoppage YY Y R R
Main Line Through G G G G
Sequence of signals in case of Double Distant

Cases Distant Inner Distant Home Starter Adv. Starter
Home Stoppage YY Y R R R
Loop Line Stoppage YY YY Y (With Lunar) R R
Loop Line Through YY YY Y (With Lunar) Y G
Main Line Stoppage G YY Y R R
Main Line Through G G G G G
c) OUTER SIGNAL
1. It is the first stop signal of a station.
2. It is located at an adequate distance (400 m. minimum) outside the point.
3. It is available at class ‘B’ station in two aspects signalling only.
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4. It demarcates the commencement of station limit.
5. It cannot be taken ‘OFF’ for shunting purpose.
6. It is never pre-warned by any fixed signal.
7. It is either arm type or colour light type.
d) HOME SIGNAL
1. The home signal is the FSS of a station at which an outer signal is not
provided.
2. The home signal is the second stop signal of a station at which an outer
signal is provided.
3. It is located at an adequate distance outside the point up to which the line
may be obstructed even after granting line clear.
4. Home signal is either arm type or colour light type.
5. Home signal is located outside all connections on the line to which it refers.
6. At ‘C’ class station, it is the FSS as well as the LSS of the station.
7. It is always pre-warned by a fixed signal.
8. It shall not be taken ‘OFF’ for shunting purpose.
e) ROUTING SIGNAL
1. The routing signal is an approach stop signal.
2. It is used to indicate to a driver which of two or more diverging routes is set
for him when the home signal is in consequence of its position, inconvenient
for this purpose.
3. It is provided inside the Home signal.
4. It protects all the points of the lines to which it refers.
5. It is generally provided at big junction stations.
f) STARTER SIGNAL
1. It is a departure stop signal.
2. Where advance starter is not provided it is the LSS.
3. It is essentially provided at ‘A’ class & ’B’ class (D/L).
4. Starter signal is either arm type or colour light type.
5. Normally it protects facing point or fouling mark of the line concerned.
6. When only one starter is provided for a group of lines then it is called
common starter.
g) ADVANCED STARTER SIGNAL

1. It is a departure stop signal.
2. It is the LSS of a station.
3. It controls the entry of a train into the next block section.
5. It is located outside of all connections.
6. It shall not be taken ‘OFF’ for shunting purpose.
h) CALLING-ON SIGNAL
1. It is a subsidiary signal.
3. It is always provided below a stop signal except the LSS.
5. It has no independent aspect in ‘ON’ position.
6. It is taken ‘OFF’ for- shunting purpose, admission of train on blocked line
and to receive or despatch a train, if the stop signal is defective.
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7. Colour light type calling-on signal is distinguished by ‘C’ marker.
8. Colour light type calling-on signal shows miniature yellow light in ‘OFF’
position.
i) SHUNT SIGNAL
2. It is of three types:- a. Position light type.
b. Disc Type a white disc with a red bar across it.
c. Under Special Instruction, Miniature Arm Type.
3. It may be provided –
a. On an independent post; or
b. Below a stop signal except the FSS.
4. More than one shunt signal may be provided on a post.
5. When more than one shunt signal is provided on a post, then the topmost
signal will apply to the extreme left line and second from top to the second
from the left line and so on.
6. It has no independent aspect in ‘ON’ position when provided below a stop
signal.
7. It is used to control shunting movement. In case Shunt signals are not
provided, hand signals may be used for shunting.
j) REPEATING SIGNAL
2. It is of three types:- a. Colour light type. b. Arm type. c. Banner type.
3. It is distinguished by ‘R’ marker or ‘R’ marker light.
4. It is provided in rear of the stop signal to which it refers.
5. It tells the LP whether the signal ahead is ‘ON’ or ’OFF’.
6. In ‘ON’ position it shows yellow light and in ’OFF’ position it shows green
light.
k) CO-ACTING SIGNAL
2. It is also called duplicate signal.
3. It is provided below the main signal.
4. It is similar to the main signal in every aspect.
5. It may be of Light type or Arm type.
6. Both the signals are operated with the same lever.
7. If any signal is defective, both are treated as defective.
l) IBSS (Intermediate Block Stop Signal)

1. It is a home signal provided at an IBP.
2. It is distinguished by ‘IB’ marker.
3. It is remotely controlled from the block station in rear.
4. It can’t be taken ‘OFF’ unless line clear has been taken from the block
station in advance through block instrument.
5. It is the FSS/LSS of the IBP.
6. It is provided in single line, double line & multiple line in absolute block
section.
m) GATE STOP SIGNAL

1. It is provide d to protect the L/C gate.
2. Generally ’G’ marker is provided on signal post.
- 22 -
3. In TAS it is placed at least 400 m. & in MLQ/MAS at least 180 m. in rear of
L/C gate.
4. It is pre-warned by a permissive signal as per signalling arrangement of the
station ahead.
5. The LP can pass it at ‘ON’ without any written authority.
n) HAND SIGNAL
1. It is one, out of the four types of the signal.
2. During day hand signal flags (Red/Green) and during night hand signal
lamp is used as hand signal.
3. Red flag should be kept in right hand and green flag in left hand for use.
4. Hand signals are used in exchanging signal, amongst the train passing staff,
shunting operation etc.
5. In lieu of hand signal flag bare hand is used during shunting.
o) WARNING SIGNAL
1. It is one, out of the four types of the signal.
2. The signals to be used to warn the incoming train of an obstruction.
3. During day red flag and during night flashing red hand signal lamp is used
as warning signal.
4. It is shown during protection of obstruction in the block section.
5. It is generally used by Guard, LP, Patrolman, gateman etc.
6. When a LP notices a warning signal he will stop the train for one minute by
day and two minutes by night.
7. If no further details for showing the warning signal are noticed, he will
proceed cautiously up to the next block station.
p) DETONATOR
1. It is an audible signal.
2. It is also known as fog signal.
3. It is used to protect the obstruction in the block section or to indicate the
location of the FSS of a station.
4. The life of detonators is 5 years (Manufactured during 2010 and onwards) &
7 years of those manufactured before 2009.
5. The safety radius of detonator is 45 m.
6. It is to be tested once in a year and the speed while testing is 8 -12 kmph.
q) FSP
1. Its full form is fog signal post.
2. It is provided for the use of fog signalman to place the detonator during
foggy weather.
3. It is located at a distance of 270 m. in rear of the FSS.
4. It is painted black and white alternately.
5. It is not provided in automatic signalling territory and in the section where
double distant signals are provided.
r) VTO
1. It means visibility test object.
2. It is mentioned in the SWR, where provided.
3. It is provided at a distance of 180 m in multiple aspect signalling area and
300-350m in case of two aspect signalling area, in either side of the station.
4. It is used to test the visibility condition by the SM. during foggy weather.
- 23 -
5. It may be-
 A post erected for the purpose and lighted at night; or
 The arm by day and the light /back light by night; or
 The light of a fixed CLS both by day and night.
6. If it is not visible, the SM will send the fog signalman to place the detonators.
s) FOG SIGNAL REGISTER

1. It is an important register which is maintained at a station where
detonators are placed during foggy weather.
2. Its prescribed form no. is OP/T 124.
3. It has four parts-
 PART-I :- Particulars of fog signalmen.
 PART-II :- Particulars of receipts and stock of detonators.
 PART-III:- Period of fog, fog signalmen on duty.
 PART-IV:- Particulars of issue and testing of detonators.
4. SM in-charge should take acknowledgement from the fog signalmen in
the month of October every year as an assurance of their knowledge for
the use of detonators.
t) BACK LIGHT
1. Every semaphore or Disc type signal, the light which can be seen from the
place of SM office, at which signal is worked, shall be provided with a back
light to indicate whether the signal light is burning or not.
2. Back light of the signal shall show a small white light when signal is “ON”
aspect and no light when in any other position.
3. Any fixed light used in conjunction with semaphore signal shall show a back
light.
4. Back lights may not be provided when alternative arrangements are made
at the place from SM office, at which such signal is worked to indicate
whether single lights are burning or not.
- 24 -
ASPECT AND INDICATION CHART OF DIFFERENT SIGNALS
1. WARNER SIGNAL:
(a) Semaphore Warner signal in Two-Aspect Signalling Territory-on a post by itself :
“ON” Position “OFF” Position
Aspect: Proceed with caution Proceed

Proceed with caution and
Indication: be prepared to stop at the Proceed
next Stop signal.
(b) Semaphore Warner signal in Two-Aspect Signalling Territory-below a Stop
signal :
“ON” Position “OFF” Position “OFF” Position

Aspect: Stop Proceed with caution Proceed
Proceed with caution and
Indication: Stop dead be prepared to stop at the Proceed
next stop signal.
- 25 -
(c) Colour light Warner signal in Two-Aspect Signalling Territory-on a post by itself :

Aspect: Proceed with caution Proceed
Proceed with caution and be
Indication: prepared to stop at the next Stop Proceed
signal.
(d) Colour Light Warner signal in Two-Aspect Signalling Territory-below a Stop signal :

Aspect: Stop Proceed with caution Proceed
Indication: Proceed with caution and be prepared

Stop dead Proceed
to stop at the next stop signal.
- 26 -
2. DISTANT SIGNAL
(a) Semaphore Distant signal in Two-Aspect Signalling Territory :
Aspect: Caution Proceed
Indication: Proceed and be prepared to stop

Proceed
at next stop signal
(b) Semaphore Distant signal in Multiple-Aspect Signalling Territory:

Aspect: Caution Attention Proceed
Proceed and be prepared to pass next Proceed,
signal at such restricted speed as may Block section
be prescribed by special instructions. ahead is
Indication: Proceed and be prepared to stop Train is being received either on Main clear. Train is
at the next stop signal Line and is required to stop at the to pass run
starter signal or on a loop line through the
required to stop at the starter signal station via
or to pass run through via Loop line. Main Line.
- 27 -
(c) Colour light Distant signal in Multiple-Aspect Signalling Territory:
“ON” Position
“OFF” Position
Aspect: Caution Attention Proceed
Proceed and be prepared to pass next Proceed,
signal at such restricted speed as may Block section
be prescribed by special instructions. ahead is
Indication: Proceed and be prepared to stop Train is being received either on Main clear. Train is
at the next stop signal Line and is required to stop at the to pass run
starter signal or on a loop line through the
required to stop at the starter signal station via
or to pass run through via Loop line. Main Line.
3. STOP SIGNAL
(a) Semaphore Stop signal in Two-Aspect Signalling Territory
Aspect: Stop Proceed

Indication: Stop dead Proceed
- 28 -
(b) Semaphore Stop signal in Multiple-Aspect Signalling Territory
“ON” Position
“OFF” Position
Aspect: Stop Caution Proceed
Indication: Proceed and be prepared to stop at

Stop dead Proceed
next Stop signal
(c) Colour light Stop signal in Two-Aspect Signalling Territory
Aspect: Stop Proceed

Indication: Stop dead Proceed
(d) Colour light Stop signal in Multiple Three-Aspect Signalling Territory

Aspect: Stop Caution Proceed
Indication: Proceed and be prepared to stop at

Stop dead Proceed
next Stop signal
- 29 -
(e) Colour light Stop signal in Multiple Four-Aspect Signalling Territory
“OFF” Position
Aspect: Stop Caution Attention Proceed
Proceed and be
Proceed and be prepared to pass next
Indication: Stop dead prepared to stop at the signal at such restricted Proceed
next stop signal as may be prescribed by
special instructions.
4. Subsidiary Signals
Colour light type Calling-on signal in Multiple Aspect Signalling Territory:
No light Yellow light
Aspect: Proceed slow

Loco Pilot shall obey the aspect Stop and then draw ahead with
Indication: of the Stop Signal caution and be prepared to stop
short of any obstruction
- 30 -
Position Light type ‘Shunt Signal’ in Two Aspect or Multiple Aspect Signalling Territory:
Aspect: Stop Proceed slow
Indication: Stop Dead Proceed with caution for shunting
Colour light type Repeating Signal:
Aspect: Signal “ON” Signal “OFF”
Indication: Signal which it repeats is at “ON” Signal which it repeats is “OFF”
- 31 -
Minimum Signalling arrangement at different class and type of stations
(GR.3.27, 3.28, 3.29):-
Class of Modified Lower
stations Two aspect Signalling Quadrant signaling Multiple Aspect signaling
LVs’ku dk oxZ f}ladsrh flxufyax O;oLFkk ekWMhQkbZM yksvjDokMjsaV cgqld
a srh flxufyax O;oLFkk
flxufyax O;oLFkk
‘A’ Class Warner, Home, starter

^^,^^ Js.kh okWuZj] gkse] LVkVZj
Single Line -
Outer, Home
bdgjh ykbZu&vkmVj] gkse
Double line: Distant, Home,
Outer Home, Starter Warner below main
‘B’ Class nksgjh ykbZu & vkmVj] gkse] LVkVZj Home, Starter Distant, Home, Starter
^^ch^^ Js.kh On both on single line and fMLVSaV] gkse] fMLVSaV] gkse] LVkVZj
double line a Warner shall be esu gkse ds uhp sokWuZj]
provided in accordance with LVkVZj
Rule 3.06. If trains run
through at speed exceeding
50kmph without stopping.
‘C’ Class
^^lh^^ Js.kh Warner, Home Distant, Home Dstant, Home
okWuZj] gkse fMLVSaV] gkse fMLVSaV] gkse
Q.(25) :- What are the conditions for taking ‘OFF’ Home signal?
Ans :- Home signal can not be taken ‘OFF’ unless-
1. The line on which the train is to be received is clear of all obstructions.
2. All facing & trailing points have been correctly set and all facing points
have been locked. In panel lock indication of concerned facing point and
route is lit for taking off concerned home signal.
3. Level crossing gate if any to be closed & lock against road traffic.
4. Shunting on the adjacent line which is not isolated should be stopped &
authority will be withdrawn.
5. All the points giving access to the intended line shall be isolated.
6. On double line, the line shall be kept clear for an adequate distance
beyond Starter.
7. On single line, the line shall be kept clear for an adequate distance
beyond the outermost trailing point or the place at which the train will
stop.
8. Line clear has been obtained from the block station in advance at ‘C’
class station.
Q.(26):- Why signals are necessary?

Ans :-
1. The signalling system is indispensable for the railways as the safe and
efficient working of trains depends to a very large extent on this system.
2. The peculiarity of railway which necessitates the provision of signals and
also distinguishes this mode of transport from other modes is the fixed
and rigid track.
3. In case of road traffic, although the density and variety of traffic are
greater than on the railways, yet signalling system is not a must.
- 32 -
4. The reason is that the collisions can be avoided by altering the direction
and getting aside in order to allow the other vehicles to pass.
5. The path of road traffic is not rigid but on the railways the track is fixed
and the drivers have no option and no means to change the direction.
6. Collisions can only be avoided by stopping, but even that is not possible
due to the long loads, heavy weights and high speed of trains.
7. Further, where there is a choice of tracks, it does not rest with the driver,
but with the Station Master.
8. On the railways, therefore, the driver cannot be wholly responsible for the
safety as the case is in other modes of transport.
9. Since the trains cannot cross between the stations and the drivers have
no means to ensure the clearance of track on which they have to
proceed therefore an outside factor has to be introduced, who shall
ensure the clearance of track from obstructions, before permitting the
drivers to proceed to the other station.
10. The outside factor so introduced is the Station Master who
communicates his directions to the driver and also fulfils his responsibility
in ensuring safety through the agency of signals.
11. The signalling system establishes harmony between the train and the
track.
Q.(27):- What are the basic principles of signalling?

Ans :- Every fixed signal shall be so constructed that, in case of failure of any part
of its connections, it shall remain at, or return to its most restrictive aspect.
In other words it can be said that-
(a) The fixed signal which is at “ON” position, shall also remain at “ON”
position if any failure on any part of its connection is caused and in that case
the concerned fixed signal can not be taken “OFF”, and
(b) The fixed signal which is at “OFF” position shall return to its “ON” position
immediately if any failure on any part of its connection is caused.
Q.(28):- What do you mean by “ODC”? How it is classified? Describe in brief
about the different classes of “ODC”
Ans.:-Any consignment, when loaded upon a wagon infringes the maximum
standard moving dimension, at any point, on the entire route, from booking
station to the destination, including via break of gauge is called the ‘Over
Dimensional Consignment’.
Classification of ODC: -
MAXIMUM MOVING DIMENSIONS
• If any package before loading exceeds the following dimensions, it is treated
as an ODC.
Gauge
Description BG MG NG
(1.676 MM) (1000 MM) (762 MM)
Height at Centre 4115 3430 3200
Height at sides 3505 3200 2895
3050 for Bogie Wagon
Maximum Width 2590 2286
3200 for 4 wheeled Wagon
Note: (i) Above mentioned dimensions includes lashing and packing.
(ii) When a dummy truck is used, the maximum weight that may be loaded, in any
wagon or truck is distinctly marked on each vehicle and must not be exceeded.
- 33 -
MAXIMUM MOVING DIAMENSION (OPM 8.15 of E.Co.R.):-
ODCs are divided into THREE classes according to the minimum clearance
available between the consignment and minimum fixed structure profile.
Class ‘A’:- Those ODC loads which has a gross clearance of 22.86 cm
(9 inches) & above.
Class ‘B’:- Those ODC loads which has a gross clearance of 15.24 cm
(6 inches) and above, but less than 22.86 cm (9 inches).
Class ‘C’:- Those ODC loads which has a gross clearance of less than 15.24 cm
(6 inches) but not less than 10.16 cm (4 inches).
MAXIMUM MOVEMENT
SANCTIONING ESCORTED
CLASS PERMISSIBLE DURING DAY
AUTHORITY BY
SANCTIONED SPEED OR NIGHT
Within Division :– DRM
Inter Division of the
same
‘A’ Sectional speed Day and Night -
Zone:- COM
Inter Rly:- COM of the
zones concerned
40 kmph/
15 kmph – Passing
Local :- DRM
station, yard, curves,
‘B’ Inter Division: - COM Day and Night TXR
turnouts./
Foreign Rly. : - COM
8 kmph- Passing
tight structure.
25 kmph/
SE (C&W),
8 kmph/
‘C’ CRS Day SE(P.WAY)
stop & proceed with
& TI
walking speed
- 34 -
General instruction regarding loading & movement of ODC.
 This type of consignments must be loaded carefully and packed properly.
 This type of load shall be examined by SE/(C&W) before starting.
 This load shall be moved by through trains only and not by any work or
shunting train.
 Loose and fly shunting is prohibited.
 When specified, movement of these types of load shall be avoided through
loco yd., goods shed, transshipment / platform shed.
 Guard must intimate to the SCR regarding the particulars of ODC before
starting of the train.
 TNC will endorse the ODC load in the wagon way bill with red ink.
 DY.Chief controller must ensure that the load is running in the authorized
route.
Following particulars are mentioned on the card label :
• Sanction number & sanctioning authority
• Route and via junctions
• Weight of the consignment
• Actual overall dimension
• Classification of ODC
Permanent restrictions are to be strictly followed while ODC will be transported.
Q.(29) :- WRITE SHORT NOTES OF THE FOLLOWING:

Ans. :- ASSURANCE REGISTER :
1. All the staff, associated with train passing duties, must sign a declaration
in the assurance register in token of having studied the SWR and other
instructions pertaining to their duties and understood the same and they
are in a position to take up duties independently at the station.
2. In case of illiterate staff, the SM in-charge/YM/SM shall personally
explain the SWR and their duties and obtain their acknowledgement in
the assurance register.
3. Acknowledgement is taken in Prescribed form-A (For Gr-C staff) and
form-B (For Gr-D staff)
4. Fresh assurance must be obtained from the staff concerned when:
a) He/she joins the station as a new member.
b) There is any change in the SWR.
c) He/she resumes duty after an absence of 15 consecutive days or more.
 TEMPORARY WORKING ORDER (TWO) :

 It is a bunch of detailed instructions issued and circulated by the
Sr.DOM/DOM whenever any pre-planned work of signalling, OHE or
engineering department is to be done, requiring special safety precautions to
be observed by staff
 Temporary Working Order shall be issued in the following cases :
a) When the nature of work is such, that it will require the imposition of
speed restriction for more than one day.
b) In all the cases when addition or alteration in the layout of the yard or
to permanent signalling and interlocking arrangements are to be
made.
c) Overhauling of the signal and lever frames.
d) The nature of work involves temporary termination of working of the
trains.
- 35 -
e) For construction of all new installations on or near the track, such as
new station, foot over bridge, renewal of track, etc.
f) Any other condition which require specialised type of working over the
Railway.
 TRAIN SIGNAL REGISTER

1. It is an important register kept by the SM or under his orders.
2. All the signals received or sent on the block instrument with its time shall
be entered in it, immediately after acknowledgement.
3. Actual timings shall be recorded. Fraction of a minute shall be counted
as one.
4. Entries shall be made in blue/black/red ink.
5. No erasure shall be made. If any entry is found to be incorrect, a line
shall be drawn through it and correct entry shall be made above it.
6. The SM, who makes an entry for a train, shall continue on duty till all
entries for that train are complete.
7. While change of duty a line shall be drawn right across the TSR.
8. All entries regarding blocking of running lines, block back, block forward,
running of motor trollies, material trollies shall be made in RED ink.
9. Form No. of TSR is OP/T28 (Revised).
10. If any correction is made, it must be initialled by the person on duty.
11. SM in-charge shall scrutinise the TSR daily and certify its correctness by
signing it. Any irregularity noticed, shall be reported to DSO.
12. It shall on no account be taken out of the block cabin/station. In case of
any accident, it may be removed for safe custody by the SM in-charge or
by an Inspector/Officer of the operating department after a new register
has been brought into use.
 PRIVATE NUMBER :
1. It consists of two digits. It shall be allotted serially. These are not printed
in consecutive order but in random series in a book.
2. DOM shall issue sufficient number of Private Number books to SM,
JE/SE/SSE (P-way), CHC, JE/SE/SSE (Traction/OHE), CTPC and other
officials concerned.
3. Private Numbers allotted and used for one purpose shall not be re-used
for another purpose.
4. When Private Number is transmitted over phone, it shall be given and
acknowledged in two different ways. When possible, it shall be given in
regional language as well.
5. While using a Private Number, the figures to be scored out by drawing a
diagonal line through it and the train number and/or the purpose for
which it is allotted shall be entered against it.
6. In case of duplication of Private Number, after issuing the first number,
the second one shall be cancelled.
7. While changing duties, a line shall be drawn horizontally below the last
Private Number used by the staff relieved and initialled by both the
incoming and outgoing staff.
8. At midnight a line shall be drawn in red ink horizontally below the last
Private Number used on the previous day and the date being written
below the horizontal line.
- 36 -
9. Private Number book shall be kept in the safe custody of the staff on
duty during the course of his duties and shall be handed over to the staff
relieving him.
 IDENTIFICATION NUMBER SHEETS :

1. Each sheet is divided into two parts and in each part there are two
columns of combinations of letters and figures.
2. The DOM shall issue to each block station of his Division, two ID No.
sheets for each adjoining block station each in a separate sealed cover.
3. When line clear has been obtained by means of ID. No. through the block
telephone, control phone or the electrical communication instruments, an
entry shall be made in the TSR and at the top of ‘line clear ticket’ at the
time of issue.
4. The sealed cover of ID. No. sheet shall be opened only when it is actually
required for use.
5. One ID. No. sheet shall not be used for more than one period of
interruption.
6. Once an ID. No. sheet is taken out of its cover and used for an interruption,
the same sheet or any other sheet, brought into use after the former sheet
has been exhausted, shall be used during continuance of that particular
interruption only, but on no account, a partly used sheet shall be used for
subsequent interruption.
7. Used ID. No. sheets or partly used sheets shall be sent to the DOM as
soon as the interruption is over and normal working resumed.
 WORKING TIME TABLE :

1. Issued separately for each division.
2. Issued by PCOM, every year.
3. Issued for the guidance of concerned Railway staff.
4. Copies are supplied to the Loco Pilots, Guards, Stations, control and
other concerned staff, free of cost.
5. It contains a lot of information for the guidance of railway staff such as:
6. Section wise arrival departure particulars.
7. Sectional information.
8. MPS of each section.
9. Various information about coaching and goods stocks.
10. List of notice stations.
11. Permanent speed restrictions.
12. ART/ARME/Tower Wagon bases.
13. Signalling, Class of station, System of Working.
14. Information’s about LCs & TVU etc.
 WAGON WAY BILL/VEHICLE GUIDANCE

1. Its form number is OP/T-437.
2. It is a very important train paper for Guard. The Guard in-charge of every
train must be furnished with wagon way bill, properly filled in at the
originating station.
3. At each terminal or starting station, it must be prepared directly from the
TNC’s handbook in which the TNC must record the number of each
individual vehicle from engine to the rearmost vehicle of the train.
- 37 -
4. It must be carefully and legibly prepared in ink or by carbon process at
the starting station and all the columns should be filled up by TNC and
must be signed by him.
5. For through goods trains, it must be prepared in duplicate, one copy
must be made over to the SM of the terminal station of the Division and
the original copy should go through up to destination station of the train.
6. Guards handing over the through wagon way bill will obtain
acknowledgement in their rough journal.
7. Only one vehicle is to be entered in each line of the way bill. Vehicles are
to be entered in the order in which they are placed from the engine at
starting station.
8. Before starting, the Guard shall be responsible for checking the load on
the train with the entries on the wagon way bill of wagon numbers,
booking and destination station, type of vehicle, load or empty, open or
covered, etc.
9. Any detaching/attaching of wagon should be entered in the wagon way
bill with the name of station, type of stock, number & load/empty.
 DRS CARD :
1. DRS means Deficiency in Rolling Stock.
2. The deficiencies of electrical & C&W fittings in passenger carrying trains
are recorded in these cards.
3. Guard should ensure that it is issued by electrical & C&W staff at
originating station and on arrival at destination, the same shall be
returned to them.
4. In case it is not provided, the Guard should obtain a certificate from the
electrical & C&W staff and record the same in T.34HF.
 CAUTION ORDER REGISTER :
1. It is maintained by SM at every station.
2. It is also known as ‘URGENT ORDER BOOK’.
3. Its register No. is OP/T469.
4. It has two parts – Part – A and Part – B
5. In Part – A, notification, imposition and modification of caution order is to
be written and in Part – B, cancellation of caution order is to be written.
6. Whenever any imposition, modification and cancellation message is
recorded in this register, all the SMs must put their signature on it.
7. On every Monday, the SM in-charge will take a fresh page and prepare a
weekly summary in red ink, which shall be acknowledged by all the SMs
of that station.
8. Only one set of serial no. is to be used in this register.
9. All caution Orders which are imposed on the 31st Dec of the year is
carried forward with all particulars in fresh Urgent Order Book. The
register is maintained from 1st Jan to 31st Dec of the year. On 1st Jan
every staff have to acknowledge again in the urgent order book.
 NON-INTERLOCKING (NI) WORKING :
1. It means temporary disconnection of points, signals, track circuits, axle
counters, and other signaling and interlocking gadgets for any
designated work like new installation of panel/ SSI/RRI, overhauling of
cabin lever frame, yard remodelling, Meggering of cable, etc.
2. It can be divided into two categories i.e. minor works and major works.
- 38 -
3. NI Working shall be carried out by keeping in mind the following
important points: -
4. Green notice is to be issued by DOM/Sr.DOM. which shall contain the
following: -
• Details of existing yard layout and it’s various provisions.
• List of all works to be undertaken by the concerned branch during
NI.
• Additional facilities to be made available after completion of new
works.
• Existing facilities that are to be dismantled.
• Details of yard layout to be made available after completion of NI.
5. Advance preparation for train running.
6. Time tabling change.
7. Goomty and staff arrangements.
8. HOER and Duty roster shift wise.
9. Temporary Working Instructions (TWI).
10. Field level advance preparation.
11. Mock drill and staff assurance.
12. Arrangement of telecommunication, light, medical, safety equipments,
security etc.
13. Introduction of & Train operation during NI working.
14. Issue of Revised SWR and completion of NI working.
 GUARD’s ROUGH JOURNAL BOOK (OPT-7) :

1. It is a printed book.
2. It is a personal equipment of Guard.
3. It is issued to the Guard from their controlling office.
4. Following particulars are recorded in this book by the Guard while
working a train: -
a.) Train No., Engine No., BPC No. & Type, Issue Stn & Date, Name of
LP, ALP, their HQ, pressure level in engine and brake van, Up/Down,
date and weather condition, etc.
b.) Booked and actual arrival/departure time of the train of each station.
c.) Any unusual occurrences such as failure of signals, Alarm Chain
Pulling, person run over or passenger fallen out of the train etc.
5. It shall be preserved for THREE years.
Q. (30) :- Distinguish between:-

Ans. a):-
PI (Panel Interlocking) RRI (Route Relay Interlocking)
1. This interlocking replaced the 1. This interlocking is the developed
mechanical interlocking. form of Panel Interlocking.
2. All points and signals are set 2. Entire route is set by pressing just
individually for movement of trains. two buttons.
3. Operation of points and signals 3. Operation of points and signals
takes more time. takes less time.
4. It may or may not be Track 4. It is always Track Circuited
circuited.
5. It is suitable for small yards. 5. It is suitable for Big Yards.
6. Wiring is less complicated. 6. Wiring is more complicated.
- 39 -
RRI (Route Relay Interlocking) SSI/EI (Solid State/Electrical Interlocking)
1. Interlocking is achieved through a 1. Interlocking is achieved through
number of electro mechanical computerized software & hardware.
relays. 2. It is suitable for both small and big
2. It is more suitable for big yards. yards.
3. Points and signals are operated 3. Points and signals are operated
through panel. through panel or VDU.
4. The system occupies more space. 4. The system occupies less space.
5. Relays are used. 5. Microprocessor chips are used.
6. More power consumption. 6. Less Power consumption.
ORDINARY RAKE CC-RAKE

1. Subject to conventional Intensive - 1. Subject to PME examination.
examination
2. It has no fixed C&W Depot. 2. It has Fixed C&W base depot
3. Examination time is 3hrs 3. Examination time is 6hrs
4. Serves minor Customers 4. Serves major customers.
5. No Specify running routes. 5. Runs in Specified Circuits as
mentioned in BPC.
6. No restrictions of OFF POH/ ROH 6. The rake is formed with OFF
wagons in train formations. POH/OFF ROH or wagons having
good condition.
7. BPC color is Light Green. 7. BPC color Yellow.
8. No need to log KMs in the BPC. 8. KMs to be loged by Loco Pilot in
every trip.
Intermediate Block Post (IBP) :
1. IBP is a C-class Block station.
2. It is an unmanned station controlled by the station in rear.
3. IBP is identified by the IB marker.
4. It may be provided in Double Line, Single Line or Multiple Line section.
5. Provision of Track circuit or Axle counter is compulsory in IB area.
6. A long block section can be split into two smaller block sections.
7. It increases the section capacity and minimizes detention.
In Single Line Section, to take off IBSS:
• First direction of traffic to be established.
• Line clear to be obtained from advance station.
• The rear section shall be termed as “ Station controlled Intermediate
Block Section”.
• Advance section shall be termed as “ Block controlled Intermediate Block
Section”.
Suspension of IB Signal :
 When IB fails.
 When TC/Axle Counter fails.
 When Block Instrument fails.
 During TSL working.
 When trains allowed without BV/without Guard.
 When Motor trolley allowed in the section.
 When Advance Starter Fails.
- 40 -
Q.(31) What are the rules for passing IBSS at ‘ON’?
(A) If the SM is aware that the IBSS is defective:
a) SM shall stop each train.
b) Suspends the IB working.
c) Treats the entire section a single block section.
d) The SM shall obtain fresh “L/C” from block station in advance
supported by P. No. and exchanging I.D. No.
e) SM shall handover the LP, T/369(3b) with P. No. and I.D. No. and
also mention in the prescribe form to pass the last stop signal and
IBSS at “ON”.
f) While writing ID number & Private number in T/369(3b), SM shall also
write pass IBS signal at normal speed subject to other speed
restrictions in force.
g) The LP shall proceed normal speed.
(B) IBSS at “ON”, Telephone is working:

a.) Driver shall stop the train in rear of IBSS.
b.) Driver shall inform to Guard of the fact by sounding a long continuous
whistle.
c.) Driver shall contact the SM in rear over the signal post telephone.
d.) If SM finds that the block section ahead is not clear or “L/C” has not
been obtained from station in advance then he will advise the driver
to stop the train until “L/C” is obtained from station in advance.
e.) But if the SM finds that IBSS is defective, he shall after obtaining
“L/C” from station in advance, shall authorise the driver to pass IBSS
at “ON” and enter the block section ahead supported by I.D. No. and
P. No. under which he has received L/C for the train from station in
advance.
f.) The driver shall then sound 0 _ 0 (one short, one long, one short)
whistle and shall proceed ahead with normal speed.
(C) IBSS at “ON”, Telephone out of order or not provided:

a) LP will wait for 5 minutes.
b) If after waiting for 5 minutes signal is not taken off.
c) LP will pass the IBSS at ‘ON’ & proceed with a restricted speed of
15/8 kmph(15-view ahead clear, 8-view ahead not clear due to curve,
obstruction, rain, fog or any other reason)
d) LP shall be prepared to stop short of any obstruction.
(D) When there is total interruption of communication between two

stations but IB Telephone is working:
a.) Driver shall stop the train in rear of signal.
b.) Driver shall contact with SM in rear over the signal post telephone.
c.) SM shall inform to the driver that he is unable to obtain “L/C” due to total
interruption of communication, and advise him to call the guard by
sounding __ __ 00 (two long & two short).
d.) SM shall advice the guard to the circumstances and give a P. No. for the
train to Guard shall prepare a memo in duplicate authorising the driver to
proceed with P. No. received from SM. In such case speed will be 15/8
km/h.
- 41 -
Q.(32):- What are the rules for backing of train on the portion of line after
passing the IBSS?
Ans:- Due to unavoidable circumstances , if it is required to back the train on
the portion of the line provided with track circuit / axle counter, after
clearing the IBSS.
1. The Driver will inform the Guard by sounding four short whistles.
2. The Guard will check up the tail lamp/ tail board and shall proceed to
protect the train as per GR 6.03.
3. The Guard shall then check the location of the train and enquire to the
driver, the point up to which backing is required If the backing is not likely
to foul the axle counter/ tract circuit section.
4. Guard shall give a written permission to the driver for backing indicating
the approximate distance and after protecting the train with reference to
the place up to which the train is to be backed.
5. If the train which has required to back on the portion of the line controlled
by track circuit / axle counter.
6. The Guard shall, before giving such permission, walk to the telephone
provided on IBSS and contact the SM on duty of the station in rear
7. Confirm by a private no. from the SM that no train has been allowed
behind his train nor shall be allowed from station in rear till the Guard
informs to the SM that his train has cleared the section.
8. Guard shall prepare a memo in duplicate & issue memo with P.NO. to
the driver for backing.
Q. (33) WRITE TRUE / FALSE OR FILL IN THE BLANKS:-
1 The Goods warning board is provided at not less than 1400 meters
True
from FSS/GSS/IBSS.
2 When a distant signal is placed at 1000 meters, passenger warning
True
board need not be provided.
3 ‘W’ Board is be provided at all level crossing gates False
4 ‘W’ Board will be provided at vulnerable places where the Drivers
True
are required to whistle
5 Termination Indicator will be a square board with a letter T. False
6 On double line, when Line Block is permitted on one line, TSL
True
working on DL may be introduced in the other line
7 Trolley can work during night also on form T/1518 in certain areas True
8 During Total interruption of communication, a trolley may be allowed
True
on T/B602 to open communication.
9 During failure of block instrument, Motor Trolley following a train is
False
prohibited.
10 A Motor Trolley can follow a train during night False
11 The maximum speed of 4- wheeler tower wagon is 40KMPH True
12 At stations where both Inner Distant and Distant signals are provided
True
goods warning board will be dispensed with
13 MAX. ----------------- no. of motor trolley may be allowed in a block
3
section
14 If the patrolman does not turn up within 15mts, caution order will be
issued for speed restriction of ___________Kmph during day and 40/15
________Kmph during night
15 Max.------------------- no. of track maintenance machines are permitted
Any number
in a block section during line block at a time
- 42 -
16 The Banner flag is a _____________ signal. Temporary
fixed danger
17 Anemometers are provided to measure the ____________ of wind Velocity
18 _________ Marker Board shall be provided at a distance of-----------
S & 30
m. from the facing point of an outlying siding
19 W/L board will be provided at not less than ________ meters from 600
the gate
Q. (34):- WHAT DO YOU MEAN BY POWER BLOCK?

Ans.:- Restriction of entry for the electric movement over a given portion of
line in OHE area for the certain period is known as electric power
block.
How many types of power block?
Three Types
1. Pre-arranged power block
2. Local power block
3. Emergency power block.
1. Pre-arranged power block: For the purpose of maintance work, traction
department chalk out the plans in advance to organise the power blocks
on specified OHE area with co-ordination of operating department such
blocks is known as pre-arranged power blocks.
2. Local power block: For the purpose of maintenance work, traction
department organises the power blocks in major yards without hampering
the movement of through/main line with consultation of SM/CYM/YM locally,
such blocks is known as local power blocks.
3. Emergency power block : When situations emergent itself compels to take
the power blocks in order to make OHE fit such as in times of accidents,
OHE breakdown such blocks is known as emergency power blocks.
Precaution to be observed during power block:
• No electric train shall be allowed
• Block levers/collars shall be placed on concerned line
• Ensure to take acknowledgement of LP not to raise Pento during power
block
• Record with red ink in TSR & Power Block Register.
• Ensure with end cabins & YM’s.
• Line clear will be given only for non-electric trains, if traffic block is not
granted.
Q.(35):- Write in detail about ‘Green Notice’?

The object of the Green Notice is to afford advance information to all
concerned on the grounds of safety so as to arrange the train services to
suit the block or speed restrictions required for Engineering or Signal
work.
It shall be issued by the Divisional Operations Manager on getting
necessary particulars from the DEN or DSTE, as the case may be.
The DOM shall check with the DEN/DSTE whether necessary
provision for the loss of time involved exists, failing which he shall make
a reference immediately to COM, advising the DEN/DSTE about it.
The following items shall be incorporated in the Green Notice:-
a) Nature of work.
b) Probable duration of the work.
- 43 -
c) Speed restrictions to be imposed.
d) System of work such as Signals, Interlocking etc., to be introduced
during the progress of the work.
e) Various stages in which the work will be undertaken and the method
of work in each stage separately.
f) Nature of temporary signals which will be erected.
g) Additional time required for Mail/Exp/Pass and Goods trains to cover
the speed restriction.
h) Whether the work will be done and speed restriction applied between
sunrise and sunset or during the entire the 24 Hrs.
i) Currency of Green Notice is maximum 3 Months from the date of issue.
Q.(36):- Describe the procedure for working of Motor Trollies?

a) A Motor trolley shall always run on ‘line clear’ or following a train/light
engine/another motor trolley.
b) On S/L when proceeding on line clear- The Authority will be Ball Token/
T-369(3b) with Line clear P. No. & Caution Order.
c) On D/L when proceeding on line clear- The Authority to proceed will be
T-369(3b).
d) Speed: 40 Kmph during day and 30 Kmph at night.
e) 15 Kmph on Point/X-ing and when passing station.
f) On D/L, Line Clear will be granted by turning the commutator to TOL
position supported by P. No. On arrival of the trolley at the station in
advance, SM will give TOS report for normalising the instrument
supported by P. No.
Q. (37):- Describe the procedure for working of Motor Trolley following a

train/light engine/another motor trolley?
Ans. :- Both on Double Line and Single Line, a motor trolley may be allowed to
follow a train/light engine/another motor trolley.
1. Maximum two motor trolleys may be allowed to follow.
2. Such following movement will be allowed during day light hours only
except on the sections where such movements are restricted.
3. When following a train/light engine, the ATP will be –
a) When only one motor trolley is following: -
Motor Trolley Permit - (T/1525).
b) When two motor trolleys are following:-
First MT: - Caution order with P. No.
Last MT: - Motor Trolley Permit (T/1525) with P. No. & C/O.
4. Last motor trolley shall be treated as the last vehicle of the train.
5. Signals taken-off for train/light engine shall be applicable for the
following motor trollies. The motor trolleys shall be admitted on the
same line.
6. In case the following motor trolley fails to follow closely, the reception
signals may be put back to ‘ON’ position after 10 minutes, in order to
perform shunting or any other movement or to clear road traffic.
7. The motor trolley may be admitted on signals on any line.
8. Before allowing following motor trolley SM shall advise the SM of the
station ahead about the purpose and obtain permission supported by
P. No,
9. Entry of such movement shall be made in red ink in TSR.
- 44 -
Q. (38):- Write down the procedure for running Motor Trolley in Automatic
Block System?
• Normally the motor trolleys are allowed during daylight hours in the
following manner: -
o At night or in emergency, when there is no train to follow, if it
becomes necessary to run a motor trolley, Automatic Block
System shall be suspended under exchange of P.No. and the
line clear shall be obtained.
o Authority to proceed will be T/369(3b) with P.No.
o Automatic Block System shall be resumed only after getting
arrival report supported by P. No. from the station ahead.
• If the motor trolley does not clear the section within the normal
running time, the first train will be allowed with caution order to look
out and proceed cautiously.
Q. (39):- Write down the duties of a Station Master, when a Patrolman does
not turn up within 15 minutes from his scheduled arrival at the
station?
Ans: a) SM shall stop run through trains, proceeding in to the next block
section out of course.
b) He shall advice the SM at the other end of the section to take
similar action and also advice the Section Controller.
c) He shall issue a Caution Order to every train proceeding into the
block section advising the LP to be on the alert and to observe a speed
restriction of 40 Kmph during day when visibility is clear and 15 Kmph during
the night or when visibility is impaired.
d) The Caution Order shall be issued until the Patrolman arrives and
reports that the line is safe for passage of trains.
d) The SM shall send out a Station Staff /Gangmen to lookout for the
Patrolman and the reason for delay and in case the Patrolman is not found
the SM shall immediately contact the concerned Gangmate/JE/SE/SSE(P-
way) to arrange for another Patrolman.
 Means of communication provided to passengers with Guard & LP :-

Alarm chain apparatus is the means provided with the passengers to have
communication with LP and Guard in case of emergency.
- 45 -
Q.(40) What are the various Engineering Indicators and Boards?
Ans To guide the LP to take action as the conditions deserve, different kind of boards and
engineering indicators are provided. The appearance, the indications that they provide,
where and why they are provided are given below :
a) Caution Indicator Board :
1. It shall consist of horizontal board fish tailed to the left and pointed to
the right, painted Yellow and Black fixed to a vertical post painted with
high bands of Black & White alternately, keeping the lower edge of the
board at height of 2.0 M above rail level.
2. The indicator shall be provided both for permanent and temporary
restrictions.
3. When it is used for temporary speed restriction, two yellow lights are
provided.
4. This board is provided at a distance of 1200m from place of restriction.
5. When it is provided for an outlying siding point then, it is placed at
distance of 800m in rear of “S” marker board.
6. When used for temporary restriction, it will display 2 Yellow lights
arranged horizontally, for permanent restriction, no light needs to be CAUTION INDICATOR
displayed.
b) Speed Indicator :
1. It is a equilateral triangular board painted yellow and the speed
restriction is written on it in black.
2. The board is provided with a vertical post painted black and white 20
alternately, keeping the lower edge of the board at a height of 2.0 M
above rail level.
3. This board is provided at a distance of 30m from the point of
restriction.
4. It is provided both for temporary and permanent speed restriction. SPEED INDICATOR
5. For temporary restriction, it is illuminated during night.
c) Stop Indicator (SR15.09.02) :

1. It shall consist of a horizontal board and painted with Red & White
vertical strips.
2. The board shall be fixed to a vertical post, painted with bands of White
and Black alternatively, keeping the lower edge of the board at a
height of 2.0 M above rail level.
3. This indicator shall, by night, display 2 Red lights provided
horizontally.
4. A signal man shall be posted for hand signalling trains past the stop
indicator, after verifying that there is no danger to the trains if allowed
at restricted speed.
5. As soon as the train stops the Signalman shall obtain the signature of
the Driver on the Restriction Book (Stop Order) and then allows the
train to proceed by showing a Green hand signal.
6. Engineering Stop Order form E.D. 9.39 (for UP trains) and E.D. 9.40
(for Down trains) shall be used for the restriction books maintained
with the Signal man. STOP INDICATOR
7. It is provided at a distance of 30m from the stopping point.
- 46 -
d) TERMINATION INDICATOR :( SR15.09.02)
This board indicates the ‘LP’ to regain normal speed as the spot of speed restriction has passed.
Termination indicators are of the three types: 1) Termination board for passenger trains (TP),
2) Termination board for goods trains (TG), 3) Termination board (T)
1. Termination Indicator (Goods Train) :
1. These indicators shall consist of Yellow painted 1.0 M diameter disc
and bearing letters T/G in Black. These shall be fixed on vertical post
painted with bands of White and Black, keeping the centre of the
board 2.15 M above the rail level.
2. The termination indicator bearing letters T/G shall be fixed at a
T/G
distance beyond the restricted length equal to the length of the longest
goods train running on the section.
3. It is provided at a distance of 700m from the restriction zone or equal
to the length of longest Goods train in the section.
4. It is also provided at a distance of 1400 M from the restriction zone for
long haul trains.
5. The boards shall indicate to the LP the point from which the normal
speed may be resumed.
6. The termination indicators provided for temporary restriction shall be TERMINATION INDICATOR
illuminated at night by fixing a hand signal lamp.
2. Termination Indicator (Passenger Train) :

1. These indicators shall consist of Yellow painted 1.0 M diameter disc
and bearing letters T/P in Black. These shall be fixed on vertical post
painted with bands of White and Black, keeping the centre of the
board 2.15 M above the rail level. T/P
2. This is a circular board painted yellow and “T/P” is written on it in black
paint.
3. It is provided at a distance of 550m from the restriction zone or equal
to the length of longest passenger train in the section.
4. The boards shall indicate to the LP of a Passenger carrying train, the
point from which the normal speed may be resumed.
5. The termination indicators provided for temporary restriction shall be
illuminated at night by fixing a hand signal lamp.
6. After passing the zone of speed restriction by the EMU trains, the
Guard shall give the Bell-code signal to the Motorman to pickup the TERMINATION INDICATOR
speed.
3. Termination Indicator at vulnerable locations :
1. A Termination Board, of the same description as the caution board,
but bearing the letter ‘T’ instead of ‘C’ shall be fixed at a distance
beyond the vulnerable bridge of length, equal to the length of the
longest train running on the section.
1. Where the length between the ‘C’ and ‘T’ board exceeds 1.6 Km, a
T
series of ‘C’ board shall be provided at a intervals of 800 M to remind
the Driver that the vulnerable length has not been passed completely.
2. On single line section, the first and last boards may have the letter ‘C’
and ‘T’ painted on opposite faces so that no separate ‘T’ board need
be provided. Intermediate boards, if any, shall have the letter ‘C’
painted on the both faces.
3. These special Caution and Termination boards shall be fixed and
TERMINATION INDICATOR
maintained in position only during the monsoon season and need not
be lit up at night.
- 47 -
4. When a Loco Pilot comes to a, ‘C’ board, whether by day or by night,
he shall remains specially vigilant and be prepared at any movement
to reduce the speed or to stop, should be receive a signal from any
Stationary Watchman, Patrolmen or Gangmen or should be himself
observe any danger to the track. In the absence of any indication to
the contrary the Loco Pilot may resume normal running on his passing
the ‘T’ board.
e) Caution Indicator at vulnerable locations :
1. At such of bridges, where during monsoon, water level may touch the
danger level mark, and also at other vulnerable locations as
considered necessary (i.e. where there is likelihood of danger arising
suddenly during monsoon),
2. Provided to enable the LPs attention being drawn to the need for extra
C
caution over such locations.
3. These boards shall be painted Yellow and bearing letter C in Black
and fixed vertical posts painted bands of White and Black keeping the
lower edge of the board 2 M above rail level.
4. Such a board shall be fixed at a distance 1200 M in respect of the
point from which the vulnerable bridge or location starts.
If the length between ‘C’ & ‘T’ board is more than 1.6km, a series of ‘C’ CAUTION INDICATOR
boards shall be provided at intervals of 800m.
f) “S” MARKER: (SR3.35.01)
1. It is an indicator to indicate the LP for points at the outlying sidings out

side the station limit.
2. It shall be placed 30 m in rear of the facing points of the outline siding.
3. A speed indicator if any shall be fixed below the “S” marker to indicate
S
the speed restriction.
4. It shall be preceded by a caution indicator fixed at 800 M in rear of “S”
marker, in addition, the speed shall be given on the caution indicator
board also.
5. A “TP” board shall be placed at distance of 550 M and a “TG” board at
a distance of 700 M shall be placed beyond the outlaying siding point
to indicate the Loco Pilot for resuming the normal speed.
Note: The Caution Indicator board, should not be hung from OHE
mast and should be fixed on separate post using unserviceable S - Board
rail post and fixed at a distance clearing in infringement of all
moving dimensions.
h) SHUNTING LIMIT BOARD(SLB):
1. SLB provided to expand the station section.
2. SLB demarcates the end of station section and the beginning of the
block section.
3. SLB provided 180m outside of the home stop signal.
4. A lamp is fitted on it showing white light on both direction.
5. SLB shall be provided if the following conditions are satisfied
 Absolute block system
 Single line
 B-class station
 TALQ/MLQ/MACL Signalling arrangement
 Where there is no advance starter.
- 48 -
g) BLOCK SECTION LIMIT BOARD (BSLB):
1. BSLB demarcates the end of block section and the beginning of the
station section.
2. BSLB provided 180m inside of the home signal.
3. A lamp is fitted on it showing white light on both direction.
4. BSLB shall be provided if the following conditions are satisfied
 Absolute block system
 Double line
 B-Class Station
 MLQ/MACL Signalling arrangement
5. It is provided where the outermost point at the approaching end are
trailing or there is no point.
i) WHISTLE BOARDS ( SR 4.50.02) :
.02.- Types of whistle Boards :-
W
There are three types of whistle boards as follows :
a) “W” board b) “W/L” board. C) RW/L board
a) “W” a) “W” board:
 It is a yellow coloured board, and W is written in black paint.
 Its post is painted alternately black and white.
 It is provided to warn the staff working on the line, on the
approaches of curves or cuttings or tunnels.
 It is provided at a distance of 800m from the site, where the
visibility is limited to 800 m or less. ‘W’ Board
 The duty of the ‘LP’ on approaching this board is to sound one long
continuous whistle until the view ahead is clear.
b) “W/L” BOARD :
 It is a yellow coloured board and W/L is written in black paint.
 Its post is painted alternately black and white.
 It is provided on the approaches of all manned and unmanned
level Crossings.
W/L
 It is provided at a distance of 600m from the from the level
crossing.
 This board should be in bilingual.
 The duty of a ‘LP’ on approaching this board is to sound intermittent
Long whistle up to RW/L board in case of unmanned LC or up to manned W/L Board
LC.
c) ‘RW/L’-BOARD :
1. It is a yellow square board with capital ‘RW/L’ is written in black paint.
2. Its post is painted alternately black and white.
3. It is provided on the approaches of all unmanned level Crossings only.
4. It is provided at a distance of 250m from the level crossing followed by
RW/L
W/L board.
5. This board should be in bilingual.
6. The LP of every train shall sound engine whistle continuously upto LC
gate.
NOTE: If W/L board of one LC is located near the R W/L board or within the
continuous whistling zone of another LC (i.e. within 250 m of LC), then the
whistling code of RW/L board should be followed. RW/L Board
- 49 -
j). GOODS WARNING BOARD: OPM-13.07
1. It is a rectangular board, colored black with two yellow horizontal bars
at both ends on yellow round at the centre.
2. This is placed at not less than 1400m from FSS/IBSS/GSS, which is
not pre-warned by the provision of Warner or Distant Signal.
3. not lit during night
4. On BG where the MPS of goods train is 75kmph and passenger train
speed is 100kmph, this board will be provided.
5. If Distant/Warner signal is placed at 1000m from home, then this
board shall be dispensed with
6. This is to warn the passenger train driver that they are going to face a
stop signal.
k). PASSENGER WARNING BOARD: OPM-13.07
1. It is a rectangular board, painted alternatively yellow and black
diagonally.
2. Not lit during night.
3. It is provided at not less then 1000m from FSS/IBSS/GSS.
4. If distant/warner signal is placed at 1000m from Home, then this board
shall be dispensed with.
5. This is to warn the passenger train driver that they are going to face a
stop signal.
GR 15.09(b):- WORK IS FOR MORE THAN A DAY AND THE TRAINS ARE REQUIRED TO BE
STOPPED: Protection shall be done as follows
OR 30m 550
m
PLACE
30m OF 700m
1200m OBSTRUCTIO
Q.(41):- DETONATOR (SR 3.59)

1. Detonator is an appliance, used as an audible signal or fog signal,
2. It is fixed on the rail-head and when an engine or a vehicle passes over.
3. It explodes; it alerts and draw the attention of the LP/ALP.
4. It is a round-shaped shell made of tin plate, painted in red, filled up with gunpowder
inside (contains 10 pieces in a Tin/Plastic case).
5. On the detonator, manufacturing month and year is embossed.
6. The normal life span of detonators is 5 years from the year of manufacture, it can
revalidated upto 8 years after suitable testing.
7. It can be revalidated by testing two detonators every year randomly in a
speed 8-12 Kmph up to 1+1+1=3years.
8. The safety radius of a detonator is 45 meters.
9. It is supplied in the prescribed quantity to the LP, Guard, SM and
engineering staff to use in exigencies and during protection.
10. Detonators should be handled with care as they are liable to explode, if
handled roughly.
11. Detonators should be kept/stored in a dry place.
- 50 -
DISPOSAL OF DETONATORS SR 3.64.06 & 07:-:
Disposal / destruction of time-expired detonators shall be carried out, ensuring
due safety, preferably in the presence of a gazetted officer (but, never below
the rank of a senior subordinate), by any one of the following methods:
 By soaking in light mineral oil for 48 hours and throwing them cautiously
into fire, one by one.
 By burning them in incinerator.
 By detonating them under the wheels of wagons, preferably during
shunting operations.
 By throwing them in deep sea.
PLACING OF DETONATORS:
1. ONE DETONATOR
 One detonator shall be placed at a distance of 90m from the
reception signal (outer, Home) and Gate stop signal found
defective at OFF position.
 One detonator shall be In case of an emergency, to protect an
obstruction in block section by the Engine Crew, Guard or
Engineering staff. No specific distance for placing it.
2. TWO DETONATORS
 Two detonators shall be placed at a distance of 270m
and10m apart, in case of thick and foggy weather from
the FIRST STOP SIGNAL
 Two detonators shall be placed at a distance of 270m
and10m apart by PWI Staff in case of thick and foggy
weather from the CAUTION INDICATION BOARD,
when visibility is less than 180m SR-3.61.01.07(n).
3. THREE DETONATORS
 Three detonators shall be placed at a distance of
90M -90M -10M in case of accident/obstruction in
Automatic System of working.
 Three detonators shall be placed at a distance of
250M- 250M- 10M, when a train allows on the authority
of Block Ticket.
 Protection during TIC, Three detonators to be placed at
a distance of 250-250-10M.
 Protection of Engg work site. Banner flag at 600M and
3 detonators 10m apart from 1200M.
 Protection in Train staff Ticket/Following train
system/Pilot Guard System- Three detonators to be
placed at a distance of 250-250-10M
- 51 -
4. FOUR DETONATORS
 Four detonators shall be placed at a distances of
600m – 600m – 10m – 10m, in case of
accident and obstruction in S/L or D/L section in
Absolute Block system.
 Protection of adjacent line in Absolute and automatic
Block Section. Four detonators shall be placed at a
distances of 600m – 600m – 10m – 10m.
 During obstruction at level crossing gate shall be
protected by a banner flag at a distance of 5m. from the
edge of the road/ obstruction, four detonators at a
distance of 600m – 600m – 10m – 10m from the level
crossing according to the direction of traffic in double
line and both side in single line section (S.R.16.07.01).
WHEN ENGINE EXPLODES DETONATORS:

► Single detonator, stop the train.
► Two detonators, control train immediately
► Three detonators control train and move cautiously.
► After proceeding 1.5 km, if the driver does not explodes any more
detonators or sees no other signals, he may then resume authorized speed.
Q (42) – What is caution order?

Ans – Whenever in consequence of the line being under repair or for any other
reason , special precautions are to be exercised for which a written advise detailing
the KM between which such precautions are to be exercised, the reason for such
precautions and the speed at which the trains is to travel , is given to the driver at
the stopping station ,immediately short of the place where such precautions are
necessary ,or at the notice station or from where the train originating is called
caution order.
Q (43) – What are the various kinds of Caution Order? What are their
prescribed form no.? What contents are written?
Ans – caution orders are of three types: -
(a) Divisional caution order (T-409)
(b) Nil caution order ( T/A-409 )
(c) Reminder caution order (T/B-409)
Caution order is prepared in carbon process.
1st Foil is kept in record,
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2nd Foil given to the driver and
3rd Foil given to the guard.
If 4th copy is required then it is prepared on plain paper.
Caution order contains the following coloums.
Sl no,
Between station,
Speed restriction,
Cause/remarks
 In caution order station name shall be written in full.
 Any correction found necessary in a caution order shall be done neatly in
ink and duly attested by the SM issuing the same.
 No over writing shall be resorted to.
 The driver shall not start the train until they have received the caution order.
 The km and the stations shall be indicated in geographical order in relation
to the direction of movement.
 Every caution order shall be signed by the SM with date.
 Before handing over the caution order to the driver & guard
acknowledgement must be obtained from them on the record foil.
 The record foil of caution order shall be preserved for a period of 12 months
after issue.
 The LP shall hand over their copies of caution order to the SSE(LOCO)
/SSE(Tr./OHE)/SM at the end of the journey.
Q (44) – Write down any ten circumstances when Caution Order is required to
be issued.
Ans – C/O is issued in the following circumstances:-
(a) To look out for a train, which is overdue.
(b) When a train is to be received on a blocked line.
(C) When any interlocked point goes out of order.
(d) When a material train works in the block section.
(e) On a single line section when the token is lost.
(f) When a train is to be received on non- signalled line.
(g) When level crossing gate is damaged.
(h) When communication cannot be established with the gateman.
(i) In case of bad riding.
(j) When a dead body is found on or near the track.
Q (45) – What is the procedure for imposition of caution order?

Ans – When a competent railway servant finds it necessary to impose any speed
restriction or any special precaution on a portion of line including OHE
due to any reason he shall -
(a) I- Advise the SM of the nearest block station in writing detailing the exact
kilometre, station at which or the stations between which such
precautions are to be observed , its nature and duration, the method of
protection of the place etc. He shall also advise the SCR, TPC, loco
foreman, TFR, SM of notice station, DTI, CHC, DEN, DOM, DEE
II- He shall not commence such operation until written permission is
received from the SM.
(b) The SM receiving the advice shall not acknowledge it until he has
advised the SM of the block station at the other end of the block section
to be affected and obtained his acknowledgement.
(c) The SM after giving acknowledgement to the advice shall obtain
acknowledgement from the SM of notice stations and SCR.
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Q (46) – What are the procedure for cancellation of Caution Order?
Ans – When the cause of restriction or special precaution is removed, the
competent railway servant concerned shall advise this fact to the SM of
the nearest block station, under exchange of private number and officials
concerned who were notified earlier.
Q (47) – What is C/O register?
Ans –
a. It is an important register which is maintained at all stations.
b. The SM shall keep an up-to-date record of all the restrictions imposed,
with the date of its imposition and cancellation, authority, nature etc.
c. It is maintained on prescribed form no-OP/T-469.
d. This register has two parts i.e. Part-A & B.
e. Part-A is maintained for restrictions imposed or modified and part – B for
restrictions removed.
f. Only one set of Sl. No. is used for both parts, which commence from
January 1st every year.
g. On every Monday the SM in-charge shall prepare C/O summary in red
ink in a fresh page.
Q (48) –What is Last Vehicle Indicator?

Ans - In order to indicate the train passing staff, that a train is complete, an
indicator is affixed, in rear of the rearmost vehicle of a train which is called
Last Vehicle Indicator. It may either be –
(a) A tail board of approved design ( by day )
(b) A red lit tail lamp of approved design during night or in thick foggy or
tempestuous weather impairing visibility or inside tunnel.
(c) A red cross on white background on right hand bottom corner for EMU/
DMU/MEMU/DEMU. During night, a RED light flashing or static will be
used in addition to RED CROSS on white background.
(d) In exceptional circumstances a red flag may also be used in lieu of tail
board or an unlit tail lamp with the prior approval of DOM/DSO.
Q (49) – What is intact arrival register?

Ans.
 It is an important register which is maintained for the purpose of
obtaining complete arrival certificate from the guard, in case when there
is any doubt regarding the complete arrival of the train at the station or
when advised by the station in rear.
 It is maintained on prescribed form no.T-1410.
 It contains five columns i.e. – Sl /No, Date, Train No, Time and Signature
of guard.
 When SM requires to obtain certificate from the guard he fills up the
concerned columns and sent the register to the guard who in turns signs
in the concerned columns with time after getting assured that the train is
complete and LVI is in its proper position, the train has cleared the
fouling mark.
Q (50) – What are the duties of SM when a train arrives at his station
without LVI?
1. When SM comes to know that the train has arrived without LVI, he shall –
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(a) Advise the CM, when instrument is provided in the cabin to withheld the
closing of block instrument supported by P.No. If the instrument is with
the SM he should withheld the closing of block instrument.
(b) Send a competent railway servant to the guard of the train with intact
arrival register after filling up the concerned columns.
(c) Close the block instrument only when he observes green hand signal
jointly given by the guard and station staff but L/C cannot be given till the
register is received back by the SM.
2. The guard shall not sign the same unless he has satisfied that the LVI is in
its proper position and the train is standing clear of fouling mark of the
adjoining lines or derailing switch or clearance/lock/fouling bar where
provided .
Q (51) – What are the duties of SM when a train passes a station without
LVI?
When a train passes a station without LVI:-
(a) The SM shall at once advise the SM of the station in advance by giving
6-2 beat over block instrument and also over block telephone.
(b) He shall also advise the SM in rear by giving 6-3 beats, SCR is also
advised.
(c) At stations where block instrument is installed in the cabin the SM shall
obtain an assurance supported by P. No. from the person on duty that
the closing of instrument is withheld and that the block section will not be
closed until advised by the SM supported by P. No.
(d) The SM of the station ahead shall take immediate step to stop the train
and obtain a certificate from the guard in the complete arrival register
and advise the SM in rear from which such message was received.
(e) The SM on receipt of such advice that the train is complete shall initiate
to close the block instrument supported by P. No.
(f) On double/treble/parallel single line section the SM on duty must arrange
to put back the fixed signal at “ON” to stop any train from the
same/opposite direction and issue C/O to proceed cautiously and stop
short of any obstruction.
Q (52) what are the personal equipment of a goods guard? SR 4.19.01– (a)(ii)
The personal equipments of a guard working goods train are as follows:-
1. Torch cum flashing H.S.Lamp-1
2. H.S.Flag- (Red-2, Green-1 mounted on stick)
3. Detonators-10 in a case
4. Guard & LP hand book-(Print or digital)
5. WTT with all correction slips (Digital)
6. Whistle-1
7. Flashing Tail Lamp-1
8. Rough Journal-1
9. Guard’s memo book-1
10. Padlocks-3 (large-2, small-1)
11. Air Pressure Gauge with quick coupler-1
12. Chain with a suitable lock for securing brief case-1
13. Tail Board
14. Hammer
15. Chisel
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Q (53) – What are the personal equipments of the guard working
passenger trains? SR 4.19.01 – (a)(i)
The personal equipments of guards working Mail/Express/Passenger
trains are –
1. Torch cum flashing H.S.Lamp-1
2. H.S.Flag- (Red-2, Green-1 mounted on stick)
3. Detonators-10 in a case *
4. Guard & LP hand book-(Print or digital)
5. WTT with all correction slips (Digital)
6. Whistle-1
7. Flashing Tail Lamp-1
8. Rough Journal-1
9. Guard’s certificate book-1
10. Guard’s memo book-1
11. Padlocks-3 (large-2, small-1)
12. Carriage Key-1
13. ACP Resetting Key-1
14. Complaint/ Suggestion Book-1
15. Chain with a suitable lock for securing brief case-1
16. Tail Board
17. Hammer
18. Chisel
Q (54) – What are the brake-van equipments?

Brake-van equipments of all trains carrying passengers are:-
 Ambulance Stretcher-1
 Portable Telephone-1
 Fire Extinguisher-2 each in front and rear BV
 Emergency lighting equipment-1 set each in front and rear BV
 Wedges-2
 First Aid Box-1
Q (55) – What are the rules for working trains without guard?
(1) In emergency or under special instructions train may run without Guard.
(2) There should be continuous and effective pressure from engine to rearmost
vehicle.
(3) If without Guard from originating station, LV number & type should be
mentioned in the BPC by SE(C&W).
(4) If no Guard is provided at intermediate point LP on being informed by SM,
shall examine the brake power and also ensure that the rearmost 3 pistons
(including BV) are in proper working order.
(5) LVI should be fixed at the tail end of the rearmost vehicle by the LP.
(6) C/Order indicating running of train without Guard and last vehicle number to
be issued to the LP.
(7) LV number and running of train without guard shall be mentioned in each
line clear enquiry and reply message or with the departure report in Auto
section.
(8) The duties of the Guard for protection of the train shall devolve on the LP.
(9) In automatic Block system or in Intermediate block signalling, a second train
shall not be allowed to leave the bock station unless the previous train
without Guard arrives at the next block station complete except in case of an
accident or failure of the train.
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Q (56) – What are the rules for working trains without brake-van?
(1) In emergency or under special instructions train may run without Brake van.
(2) There should be adequate pressure from engine to rearmost vehicle.
(3) In BPC (Mech-V5) number and description of last vehicle should be
mentioned by SSE(C&W).
(4) Guard at originating station shall relay the last vehicle number to the SCR
and SM.
(5) LVI should be fixed at the tail end of the rearmost vehicle by the Guard.
(6) LV number should be repeated in line clear enquiry and reply message.
(7) SM/CM must ensure that the train is provided with LVI before closing the
block section & before giving Train Entering Section report to the block
station in advance.
(8) If the SM is unable to see the LVI of a passing through train, he shall at once
inform the SM of station in advance to stop and examine the train. Until
Train Out of Section report is obtained SM shall not close the section.
(9) Guard shall travel on the engine.
(10)In automatic Block system or in Intermediate block signalling, a second
train shall not be allowed to leave the bock station unless the previous train
without BV arrives at the next block station complete except in case of an
Q (57) – What are the duties of railway men when hot axle is noticed in a
train?
When hot axle is noticed by any railway man it should be reported to the guard
and LP, SM etc. by any means of communication:-
(a) Guard and LP as soon as come to know about hot axle will stop his train
and examine jointly the condition.
(b) If the condition is not so serious they should proceed cautiously up to
next station in the mean time they should also intimate the SM.
(c) The SM who observes the hot axle should try to stop the train and take
action as per seriousness of the hot axle but if he fails to stop the train he
should intimate the station in advance by giving 6-1 beat and should also
advice the SCR.
(d) When the SM gets the message that a train with hot axle is approaching
his station he should try to receive such trains directly on main line if
possible but when the main line is obstructed and such train is to be
received on loop line, he should first stop the train at the FSS and then
arrange to receive the train on loop line.
(e) If the condition of hot axle is severe it will be detached and intimated to
all concerned.
Q. (58) Write in detail about ‘All Right Exchange of Signal’.

When the train is running in safe and proper manner, green hand signal is
exchanged between the guard & Loco Pilot or between crew/guard and station
staff.
Rules for exchange of signals between Loco Pilot and Guard:-
 Signal shall be exchanged by waving of green hand signal horizontally on
straight from left hand side of engine/B-van and on curves from suitable side.
 When a train is ready to start, after stopping at station, yard or outside
station limit, the Guard shall ensure that everything is all right to start the
train, then give usual starting signal from his brake van/SLR.
 LP will acknowledge by prescribed whistle code and start the train. (____0)
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 If signal is not visible due to curve, cutting, bridge or any other reason,
Guard to give verbal permission to start the train, over walkie talkie. While
doing this he shall give his identity along with station name/train no. and also
confirm the identity of the LP.
 LP shall acknowledge it through whistle code (_____) and start the train.
 After train starts the Guard shall satisfy everything is right and exchange all
right signal, after the last vehicle passed over the points on quitting the yard.
 LP/ALP shall acknowledge it by prescribed code of whistle and with hand
signal.
 If Guard signal not received, LP shall sound prescribed whistle code (00) to
call for Guard or contact in walkie-talkie, if no response LP must stop the
train.
 At stations where it is not possible to view the signal displayed by Guard
after starting, it is sufficient to exchange signals when they are visible to
each other.
 For passing through trains signal shall be exchanged after quitting the yard.
 If LP does not receive signal of Guard, he shall sound 00 whistles, if signal is
still not given train shall be stopped.
 In case of EMU/DMU/MEMU/DEMU exchange of signal shall be done by
using bell code.
 Exchange of signal by Guard of Rajdhani exp not required when train starts
after stopping outside station limit.
 Exchange of signal by Guard of Rajdhani/Satabdi/Duronto types trains
having AC guard compartment is not required. However, Guard to have
sharp look out and see the signal exhibited by station staff and gateman.
 Guard of running train is responsible to watch any train passing over
adjacent line.
 Guards of trains running in opposite direction shall examine each others
train. The Guard of these two trains shall exchange green hand signal
between themselves.
 Train running in same direction: The Guard of both the trains shall observe
each others train.
 Guard of the train which overtakes the other train shall exchange green
hand signal with the LP of the other train. In case of any unsafe condition is
observed and the Guard and LP does not exchange signal with the Guard of
the train noticing the condition, shall bring his train to stop to the next station
and report the SM.
 SM shall take steps to stop and examine the train at the next station which it
is about to pass. LP will examine the train.
The Guard while working a train should take the following actions:
 The Guard shall observe and exchange signal with train/trains passing on
the adjacent line/lines in the block section/stationary at a station.
 The Guard shall watch train in curvature, exchange signal with LP/ALP, any
abnormality to be reported to LP/ALP.
 The Guard shall remain attentive towards C/O & inform LP/ALP after last
vehicle clears restricted zone.
 After clearing cross over while passing over loop line the Guard must
appraise LP/ALP.
Exchange of signal with station staff
 SM should observe the condition of the running through train and exchange
all right signal with LP Guard from his office side.
 If view is obstructed, he shall depute one staff for the same purpose.
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 At station with no cabins/LC gate lodge or cabins at the same side, SM shall
depute a staff at the other side to observe the passing through trains.
 On double line or multiple line section, when trains run through
simultaneously or train is standing on the adjacent line, SM shall observe
one train and depute a competent staff for the other train.
 SM shall wave a green hand signal until any thing wrong with the train is
noticed.
 Any abnormality to endanger the safety of train is noticed, the SM/CM/Staff
shall at once show the red hand signal to stop the train.
 If train cannot be stopped, intimation shall be given to the next station (6-1),
SCR and TPC in required.
 LP and Guard shall be on the look out for the signal displayed by
SM/CM/Gateman.
 If they observe stop hand signal, immediate action to be taken to stop their
train.
 While passing through a station, LP shall sound long continuous whistle.
 All the duties of LP w.r.t exchange of signal shall be devolved upon ALP at
his respective side.
 If LP/Guard fails to exchange signal with station staff or not sounded the
prescribed whistle the SM shall report to the SCR and the SM of next station,
who shall stop the train and hand over a written warning to the defaulter.
 If station staff fails to exchange signal with LP & Guard, they should exercise
extra caution to ensure all is right and record the same in Guard rough
journal.
Exchange of signal at L/C gate:
 The Gateman at all level crossing gates should stand attentively at the gate
lodge side, facing the track with furled red and green flags during day in right
and left hands respectively and at night hold the hand signal lamp with white
light pointing towards the track.
 Gateman shall watch all passing trains to see any unusual condition like hot
axle, hanging parts, vehicle/wagon on fire and load shifted etc. and take
prompt action to warn the LP and Guard by showing danger signal.
 The LP and the Guard should be on the lookout for such danger signals.
 The Gateman shall also inform the Station Master on telephone.
 If the train is found passing normal, the Gateman must exchange ‘all right
signal’ with the Guard.
 The Guard shall in turn exchange ‘all right signal’ with LP/ALP.
Q. (59):- How all right signals are exchanged?

• Signals shall be exchanged by waving green hand signal horizontally from
the left side on a straight road.
• On curvature it is from the side enabling to see the signals. Action to be
taken when Guard/Driver fails to exchange signal
• When driver and guard fails to exchange signals with the station staff the
train will be stopped at the station in advance and the SM will hand over
written warning to the defaulting staff.
Q. (60):- Describe in detail about the working of material train?

 Material train is a departmental train worked under special instruction.
 The train will consist of a certain number of wagons for the carriage of
railway material and one or more brake vans properly equipped.
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 Ordinary traffic wagons may be attached to material train with special
instruction from DRM.
Working hours:-
 Material train shall work during day light hours only.
 Actual working hours shall be restricted to the time allowed by section
controller.
 During the interruption of control circuit, the SM may notify the time
allowed for its work, in consultation with the SM at the other end.
 A material train may run during the night from and to its stabling station
without execution of work.
Under special circumstances material train is allowed to work in the night
with the following condition:-
1. The engineering supervisor on the train should not be below JE (P-
Way)/JE (TRD).
2. Loading and unloading of rails between stations is not permitted.
3. A portable generating set should be carried on the train with adequate
number of flood lights.
4. Female labours should neither be engaged nor carried on the train.
A material train shall be worked under the system of working in force.
 On D/L section, when working on proper line, on completion of work, it
shall proceed to the next block station in advance & return, if required on
the proper line.
 The authority to proceed shall be taking “0ff” of the last stop signal.
 On D/L, it may be allowed to work on wrong line & return. In such case,
the concerned section must be blocked back.
 The authority to proceed shall be “Caution order”.
 On single line, it may be allowed to work between stations & proceed to
the next block station or return to the block station from which it is about
to start. The authority to proceed shall be “Token or taking ‘off’ of the last
stop signal.
 On both D/L & S/L section, when material train is to be allowed to work
in obstructed block section, The authority to proceed will be “Block
Ticket” & the train inspector is not below the rank of JE(P-way) or
JE(TRD).
 The SM shall advise to the other end of the SM about the programme of
material train that the duration of it before it is allowed to leave.
 SM shall give fresh “Authority to Proceed” for each trip.
 A caution order shall be issued to the driver notifying the time at which
the block section must be clear & whether the train has to proceed or
return.
Speed of the material train:-
 When the M/T running through between block station speed shall be
same as goods train.
 The speed of the material train working between stations shall not
exceed 25KMPH.
 The speed of the material train working with “Block Ticket” between
stations shall not exceed 15/10 KMPH.
When engine is pushing the train or middle of the train & B/V is leading.
 The speed shall not exceed 25 kmph on straight & 08 kmph over turnout.
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 The Guard shall travel in leading B/V & must exhibit necessary hand
signals to the LP.
 When approaching any non interlocked station the Guard shall satisfy
himself that the facing points are properly manned before hand signaling
to the LP.
 The LP shall keep a good look out ahead & be prepared to stop short of
any obstruction.
When the engine is pushing the train or is placed in middle and the B/V is
not leading:-
 The speed shall not exceed 08 kmph.
 The Guard shall travel on the leading vehicle & exhibit hand signal to the LP.
 The train crew shall keep a good look out ahead & be prepared to stop short
of any obstruction.
 When train is approaching any non interlocked station, the Guard shall
satisfy himself that the facing point is properly manned before hand signaling
LP.
On arrival of a Material train at a station after working in mid section:-
 The Guard & Train inspector shall issue a joint memo to the SM certifying
the complete arrival of Material train & nothing has been left infringing the
running lines.
 When Material train returns to the stations from which it started, the SM shall
issue a message to the SM of the concerning block section at the other end
that the train has returned & the block section is clear.
Protection of Material train in block section:-
 Whenever Material train comes to a stand for a period over 15 minutes or in
the event of any other train is approaching on the same line, the train
inspector shall arrange for protection of the train with banner flags held
across the track at a distance of 600 mtrs & shall place 3 detonators on the
track 10 mtrs. apart at 1200m .
Workers on Material train:-
 Before giving the signal to start, the Guard shall:-
 Advise the Engineering official in charge that the train is ready to start.
 That all the workers are on the train and warn them to sit down.
 Ensure that all wagon doors are secured.
Protection of Material train when stabled at a station.
 A Material train shall not be stable on a running line at a station, except in
unavoidable circumstances.
 The vehicles are properly secured and not fouling any points and crossing.
 All points are properly set against the line and have been secured with
clamp & padlock.
 SM shall keep the keys in his personal custody, until the Material train is
ready to leave.
 SM & Guard shall jointly ensure that sufficient no. of hand brakes have been
applied & secured by safety chains & Pad locked.
Q. (61) What are the rules for starting of train?

LP shall not start his train without proper authority to proceed. Where necessary
hand signal are given and line before him is clear of visible obstructions and
guard has given signal.
• Guard shall give signal only after receiving permission of the SM to start as
prescribed in special instruction.
- 61 -
• Guard will give starting signal when he will satisfied himself that no person is
traveling in any compartment or vehicle not intended for the use of
passenger.
• SM will see that all is right for the train to proceed.
• For suburban train permission of SM for starting train may be dispensed with
• In such station (suburban section) or, where no SM is posted the guard shall
see, all is right before giving all right signal.
• At terminal station, junction station. or engine changing station with a halt of
10 minutes or more a warning bell shall be sounded 5 minutes before the
starting time of a passenger train.
Q. (62) What are the rules for protection of train stopped in mid section?
The following actions are to be taken for protecting the train stopped in mid-
section:-
(1) When the Loco Pilot knows about any of the following circumstances, he shall
switch “ON” the Flasher Light and dim the Head Light:-
(a) Sudden jerk with drag and/or drop in air pressure or vacuum of the train.
(b) Sudden increase in air flow indicator reading.
(c) Train parting or derailment of the train.
(d) Any situation warranting protection of the adjoining track.
(2) When the train is stopped in mid-section or between stations due to accident,
failure, obstruction or any other reason and the train is unable to proceed
ahead; the Loco Pilot shall immediately switch “ON” the Flasher Light and
switch “OFF” the Head Light of the Engine to attract the attention of the Driver
of a train approaching from the opposite direction.
(3) The Driver shall sound “Four Short” whistles ( 0 0 0 0 ) repeatedly and display
Red hand signal Flag during day light and Red hand signal Light during night,
thick, foggy, tempestuous weather impairing visibility or in long tunnels, to
appraise/warn the Guard about his inability to proceed.
(4) Hearing the four short whistle (0 0 0 0) and observing Red hand signal
displayed from the engine, the Guard shall acknowledge it by waving a Red
hand signal Up & Down vertically.
(5) The Loco Pilot shall acknowledge the Guard’s signal by sounding a long
whistle.
(6) Then the Guard shall check up and ensure that the Tail Board or Tail Lamp
(LVI) is correctly exhibited towards the rear.
(7) The Guard shall lit a Flashing Amber Light instead of Red light of the Tail Lamp
to indicate obstruction on track during night, thick, foggy, tempestuous weather
impairing visibility or in long tunnels.
(8) Then the Guard and the Loco Pilot shall take immediate action to protect the
train in the front and the rear as per rule.
(9) Before proceeding to protect the train the Guard shall –
(a) Tie a Red hand signal flag to a side lamp bracket or to the hand rail during
day light, or
(b) Tie a Red hand signal lamp with the side lamp bracket or with the hand rail
showing Red light towards the engine during night, thick, foggy, tempestuous
weather impairing visibility or in long tunnels.
(c) Reverse one of his brake van side lamp slides to show Red light towards the
engine and White light towards the rear during night, thick, foggy,
tempestuous weather impairing visibility or in long tunnels.
(10) The Driver and the Guard shall protect the train in the following manner :-
- 62 -
(A) On single line section or when TSL working is in force on double or
multiple line section :-
(i) The Guard himself or sending a competent railway servant, shall place four
(4) detonators on the track in rear of the train. One detonator shall be placed
at 600 meters from the train and three detonators at 1200 meters about 10
meters apart from the last vehicle of the train or place of obstruction.
(ii) Then the Guard shall confirm from the Loco Pilot through walkie-talkie or any
means of communication that the train is protected in front of the engine in
the same manner.
(iii) The Guard or the person going back to protect the train shall display stop
hand signal continuously towards the rear, remaining at a distance of 45
metres in rear of the last detonator placed, until he is recalled.
(iv) In absence or failure of communication system the Guard shall go to the
Loco Pilot personally to confirm the protection of train in front.
(v) The Loco Pilot of the train either by going himself or by sending his Assistant
Driver or any other competent railway servant, shall protect the train in front
in the same manner by placing four (4) detonators. One detonator shall be
placed at 600 meters from the and three detonators at 1200 meters about 10
meters apart.
(B) On double line section with unidirectional traffic :-
(i) The Loco Pilot of the train either by going himself or by sending his Assistant
Loco Pilot or any other competent railway servant, shall protect the adjacent
line in front. First detonator shall be placed at 600 meter & three detonators
at 1200 meters about 10 meters apart.
(ii) The Guard shall himself first immediately proceed ahead to assist and
ensure protection of the adjacent line in front in the same manner mentioned
above.
(iii) When the Guard finds that the adjacent line is not obstructed, the Guard
shall consult with the Loco Pilot and go back to protect the train in rear in the
aforesaid manner, if he has not already sent another competent person for
this purpose.
(C) On multiple line section with unidirectional traffic on the nominated
lines :-
(vi) The Loco Pilot or Assistant Loco Pilot or competent railway servant shall
protect the adjacent line/ lines in front in the aforesaid manner. One
detonator shall be placed at 600 meters and three detonators at 1200
meters about 10 meters apart.
(i) The Guard shall protect first the adjacent line, in rear, on which trains
normally run in the direction of the affected train, in the manner mentioned
above.
(ii) Thereafter the Guard shall proceed ahead to assist and ensure protection of
the obstructed adjacent line/lines in front on which trains normally run in the
opposite direction.
(D) In absolute block system of working during total interruption of
communication on single line & double line :-
The train shall be protected by placing three (3) detonators at a distance of
250 — 250 — 10 meters, from the place of obstruction, adopting above
mentioned procedure.
(E) In automatic block system of working :-
(i) The line on which the train is standing shall be protected in rear by placing
three (3) detonators at a distance of 90 — 90 — 10 meters from the place of
obstruction.
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(ii) The adjacent line shall be protected by placing four (4) detonators. One
detonator shall be placed at 600 meters and three detonators at 1200
meters about 10 meters apart.
(iii) During failure of all signals or a series of signals the line shall be protected
by placing four (4) detonators. One detonator shall be placed at 600 meters
and three detonators at 1200 meters about 10 meters apart.
(iv) During total failure of all signals and all means of communications, the train
shall be protected by placing three (3) detonators at a distance of 250 —
250 — 10 meters from the place of obstruction, adopting above mentioned
procedure.
(F) When train are worked on block ticket :-
The train shall be protected by placing three (3) detonators at a distance of
250 — 250 — 10 meters from the place of obstruction, adopting above
mentioned procedure.
(11) In case of EMU trains :-
(i) Motorman shall sound the Bell four times instead of sounding the whistle.
(ii) Guard shall acknowledge the same by ringing the bell four times.
(iii) If the Guard does not acknowledge the bell within a reasonable time, the
Motorman must take efforts to contact with the Guard with the assistance of
persons available.
(iv) The Guard shall immediately switch “ON” the Flasher light in rear.
(v) The Motorman and the Guard shall protect the train in prescribed manner
mentioned above.
(12) When the obstruction is removed, the Loco Pilot shall re-call the Guard or the
competent railway servant sent to protect the train, by giving a long
continuous whistle.
(13) When the Guard or the person deputed by him is re-called, he shall leave
down the three (3) detonators, and on his way back pick up the intermediate
detonator.
(14) Then the Guard shall remove the hand signal flag or lamp from the side lamp
bracket or hand rail and put back the side lamp slide to its normal position.
(15) Thereafter, the Guard shall give starting signal to the Loco Pilot.
(16) Receiving the starting signal form the Guard, the Loco Pilot shall exchange all
right signal with him and start the train.
(17)If it is not possible to exchange signals due to curvature, obstruction or any
other reason, the Loco Pilot shall start the train on getting verbal permission
from the Guard through his Assistant Loco Pilot.
Q.(63) What are the duties of staff in case of fire on train?
The following actions are to be taken when the train or vehicle catches fire:-
(A) When Coaching train or vehicle catches fire :-
(1) Noticing the train catches fire, the Guard shall take immediate action to stop
the train.
(2) The train shall be stopped near the source of water clearing the tunnels,
bridges, platform sheds, buildings associated with the line concerned etc. in
such a manner that the affected vehicle may remain nearest to the source of
water like river, pond, canal, water tank etc.
(3) The Guard shall immediately disconnect the supply of electricity.
(4) The Guard shall take immediate action to save the life of passengers, live
stock and Mail bags.
(5) The Guard shall arrange to detrain the passengers & live stock immediately
and render first aid to the injured passengers.
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(6) Then the affected vehicle catches fire shall be so isolated that the vehicle
may remain at a distance not less than 45 meters from the unaffected
vehicles.
(7) If the incident occurred in mid-section and the train is not protected by fixed
stop signal, the Guard shall protect the train as per rule (GR 6.03, GR 9.10
and SRs thereto).
(8) Then every possible action shall be taken by the Guard with the help of
passengers, villagers, railway staff, volunteers etc. to extinguish fire.
(9) Water, earth, sand and fire extinguishers are to be used to extinguish fire
promptly.
(10) Water shall not be used if the fire breaks out due to electric short circuit.
(11) The assistance of fire brigade may be obtained to extinguish fire, if available
nearby.
(12) The fire brigade shall be allowed to work only after ensuring that the electric
supply in OHE is already made dead in electrified sections.
(13) The Guard shall send a message to the Station Master of either end of the
block section regarding the occurrence by using any means of
communication and also intimate about the assistance required.
(14) In spite of all endeavour, if the fire cannot be extinguish, the Guard shall
allow to burn the affected vehicle.
(15) The burnt vehicle shall not be utilized further until written certificate
intimating that the vehicle is fit to run is obtained from the TXR and
clearance certificate received from the police official in case of wrecking or
sabotage or criminal activities.
(B) When Goods train or wagon catches fire :-
In case of Goods train/wagon catches fire, the following actions in addition to
all actions mentioned in Clause (A) above shall be taken:-
(1) Seal cards and side cards must be preserved.
(2) Samples of commodity carried in vehicles must be preserved.
(3) Seal cards and side cards of vehicles and samples of commodity or goods
must be sent to the DCM and commercial department concerned.
Q.(64) What action will be taken by the staff in case of engine failure in mid-
section?
The following actions are to be taken when the train engine failed in mid-section:-
(1) When the train engine fails, the Loco Pilot shall stop the train immediately and
give Four Short whistles.
(2) Hearing Four Short whistles the Guard shall protect the train immediately as
per rule.
(3) Then the Guard shall contact the Loco Pilot and shall secure the train by
applying the hand brakes as per rule, if required.
(4) Thereafter, the Guard shall contact the Control Office through the portable
telephone set and inform the Controller about the circumstances and
assistance required and shall also obtain order from the Controller.
(5) If the portable telephone set is not available or got out of order, the Guard
shall arrange to send a written message in this respect to the Station Master
either by sending a messenger or through the train passing over the adjacent
line after stopping it at the site or by other means.
(6) The written message, to be sent to the SM through the messenger or train,
must signed by the Guard and/or the Loco Pilot.
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(7) Receiving the message from the Loco Pilot and /or the Guard, the Station
Master shall arrange to send a relief engine on issue of “Block Ticket” on
prescribed Form No. T/A 602 or T/C 912 as the case may be.
(8) If the engine become disable in mid-section and the Loco Pilot considers that
the defect cannot be rectified in 30 minutes, he shall inform the Guard
immediately of this fact so that intimation can be sent to the nearest station
asking for relief engine / assistance.
(9) If the Loco Pilot considers that the defect can be rectified within 30 minutes,
assistance need not be asked immediately from the station.
(10) If after passage of 30 minutes the Loco Pilot finds that he is unable to rectify
the defect, he shall immediately inform the Guard of this fact so that the
nearest station can be informed asking for a relief engine/assistance.
(11) If the assistance is asked for from the station but before arrival of the relief
engine at the site, the Loco Pilot considers that the defect is rectified and he is
able to move his train, the Loco Pilot may proceed with his train only after
taking following precautions :-
(a) The train must run at a walking pace.
(b) A competent railway servant either Assistant Loco Pilot or Assistant Guard
or other servant must be sent with hand signals and detonators to protect
the train in front.
(c) The competent railway servant shall proceed on foot keeping a safe distance
of at least 400 meters in advance of the train and display hand signal
onwards continuously.
(d) The Guard himself or any other competent railway servant shall protect the
train in rear in same manner as prescribed above.
(12) Level crossing gate telephone may also be used for conveying message to
the Station Master by the Loco Pilot or the Guard, if available.
Q. (65) What action will be taken when an engine is unable to haul the load?
The following actions are to be taken when the engine cannot haul the train or
whole load:-
(1) When the Driver realizes that the train or the whole load cannot be hauled by
his engine, he shall stop the train immediately and give four short whistles.
(2) Hearing Four Short whistles the Guard shall protect the train immediately as
per rule and shall contact with the Loco Pilot.
(3) If the Loco Pilot considers that the train may proceed to the next station only
after backing the train upto a certain distance, he may advise the Guard to
allow such backing of the train.
(4) The Guard shall give a written permission to the Loco Pilot to back the train
as per rule only after protecting the line, upto which the train is to be backed.
(5) After backing the train the Loco Pilot & Guard shall try to proceed to the next
station at a single run.
(6) If the Loco Pilot & the Guard considers that the engine cannot haul the whole
load even after backing, the train shall be protected and hand brakes applied
by the guard as per rule and vehicles are to be secured by him.
(7) If the engine is capable of proceeding onward either alone or with some
vehicles, the Guard shall take action to send the engine either alone or with
some vehicles to the next station.
(8) Before uncoupling the engine or the vehicle, the Guard shall ensure that the
hand brakes of remaining portion of the train are applied and vehicles are
secured properly so that the remaining portion may be kept stationary.
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(9) Thereafter, the Guard shall issue a written permission/authority to the Driver
on prescribed Form No. T- 609 authorizing the Loco Pilot to uncouple the
vehicle or engine from the train and proceed to the next station with or without
vehicle attached.
(10) The Guard may authorize the Loco Pilot on that authority T- 609 to return the
same engine to the same line to clear the remaining portion of the train, if the
Guard considers that the engine is fit to do so.
(11) Before handing over the authority T- 609, the Guard must have to collect the
“Tangible Authority to Proceed” from the Loco Pilot and it shall be kept in his
safe custody until the whole of the train or all vehicles have cleared the block
section.
(12) The Guard shall endorse the number of the last vehicle allowed with the front
portion of the divided train, in the written authority T- 609 but Last Vehicle
Indicator shall not be affixed in the rear of that last vehicle.
(13) At night or in thick, foggy or tempestuous weather impairing visibility, as soon
as the engine with or without vehicle attached is drawn forward, the Guard
shall take following actions :-
(a) Protect the remaining portion of the train in front also as per rule.
(b) Affix a Red light on the front / leading vehicle of the remaining portion of the
train.
(c) After sending the engine, the Guard shall remain at a distance of 45 meters
from the last detonator placed in rear of the train and continuously display
stop hand signal towards the rear until the same engine returns or any other
engine arrives at the site to clear the remaining portion of the train.
(14) While proceeding to the next station, the Loco Pilot shall sound “One Long
One Short One Long One Short” ( — 0 — 0 ) whistles constantly to
appraise/inform the Station Master that the train is incomplete.
(15) If “Token” is the “Authority to Proceed” for the said train, all the portions of the
train may be admitted at the station directly by taking “Off” signals.
(16) If the station is provided with Token less Block Instrument or train is worked
on Paper Line Clear Ticket or other written authority to proceed, the front
portion of the train except the last portion must be stopped outside the First
Stop Signal and then it shall be Piloted-in on issue of written authority on
prescribed form T- 369(3b) or T- 509 as the case may be.
(17) The last portion of the train shall be admitted directly by taking “Off” signals.
(18) The Guard shall sign in Complete Arrival Register on prescribed Form No. T-
1410 after complete arrival of the last portion of the train at the station and
shall hand over the tangible authority to proceed to the Station Master.
(19) In case of emergency the rear portion of the train may be cleared by pulling it
to the station in rear also.
Q. (66) What are the duties of LP and Gd. in case of train parting?
The following actions are to be taken when train parting is occurred during run:-
(1) The Loco Pilot of the train shall understand that the train parting is occurred
when there is sudden acceleration with the train.
(2) The Guard of the train shall understand that the train parting is occurred when
there is sudden deceleration with the train.
(3) Being assured that train parting is occurred, the Loco Pilot shall sound “One
Long One Short One Long One Short” (— 0 — 0) whistles constantly to
appraise/inform the Guard and keep the front portion on motion until the rear
portion is stopped.
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(4) The Guard shall display hand signal to the Loco Pilot by waving a Green Flag
by day and White Light by night in repeated motions up and down vertically to
indicate train parting and to keep the front portion on motion.
(5) The Guard shall never display Stop hand signal to the Loco Pilot until the rear
portion of the train finally come to a stand.
(6) Then the Guard shall apply the hand brake to stop the rear portion of the train.
(7) If there is any assisting engine attached in rear of the train, the Loco Pilot of
the assisting /banking engine also sound “One Long One Short One Long
One Short” ( — 0 — 0 ) whistles and apply brake to stop the rear portion of
the train.
(8) The Guard shall exhibit stop hand signal to the Loco Pilot immediately after
stopping the rear portion for stopping the front portion also.
(9) Immediately after stoppage of rear portion, the Guard shall protect the rear
portion of the train on both front and rear and also secure the vehicles and
apply hand brakes as per rule to make the rear portion stationary.
(10) If the train has banking engine attached, the Loco Pilot of the banking engine
shall protect in rear and Guard shall protect in front of the rear portion of the
train.
(11) The rear portion of the train shall not be moved until the train engine returns
or a relief engine arrives to clear the said portion.
(12) If both the front and rear portion stops within the sight of each other, they shall
be coupled together with great caution after taking precautions, if such
coupling is possible and safe.
(13) If coupling is not possible, the Guard shall allow the front portion to the next
station.
(14) If the front portion of the parted train has already reached the next block
station before the train could stop, the Loco Pilot shall sound “One Long One
Short One Long One Short” ( — 0 — 0 ) whistles to appraise the Station
Master that the train is incomplete and shall not surrender/hand over the
tangible authority to proceed to the Station Master until the rear portion of the
train clears the block section.
(15) When the rear portion is arrived complete and block section is cleared, the
Guard shall sign in Complete Arrival Register on prescribed Form No. T- 1410
and surrender the tangible authority to proceed to the Station Master.
Q. (67) What are the rules for Temporary Single Line (TSL) working on D/L in
case of obstruction of one line in absolute block section?
In case of obstruction of one line on double line section, the SM shall stop
the train at the station and inform the Loco Pilot & Guard about the
circumstances.
(1) Trains may be worked on introducing Temporary Single Line working under
any one of the following system —
(a) By obtaining line clear through electric speaking instrument.
(b) By installation of Single Line Block Instrument and SLB demarcating the
block section in the wrong direction of the affected line if the obstruction is
likely to remain for a substantial period.
(2) The SM who desires to introduce TSL working must get reliable information in
writing that the other line is clear and free from all obstructions either from Loco
Pilot or Guard or JE/SE/SSE (P-WAY) or JE/SE/SSE (TRD).
(3) If there is any doubt whether the said line is clear or not, the line must be
inspected by the JE/SE/SSE (P-WAY) and a written certificate is issued to the
SM.
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(4) If the SM does not receive any written information from the Loco Pilot or Guard
or JE/SE/SSE (P-WAY) or JE/SE/SSE (TRD), the Station Master shall consult
with the Section Controller, and may allow only one non-passenger carrying
train or a light engine to run over wrong line on issue of a Block Ticket (T/A-602)
without introducing TSL working.
(5) After receiving written information, the SM shall consult with the Section
Controller and the SM of the block station in advance to introduce TSL working.
(6) Then the SM shall obtain Section Controller’s Order for introducing TSL
working.
(7) Both the Station Masters intend to introduce TSL working shall ensure that —
(a) The TSL working shall be introduced between the nearest stations having
cross over between both Up and Down line on either side of the obstruction.
(b) If there is any “C” class station or IBP, the working of that “C” class station
will be closed.
(c) The block instruments of all the stations including “C” class station, among
which TSL working is to be introduced shall be kept at “Train On Line”
position for both the affected and unaffected line throughout the period the
TSL working remain in force.
(d) In case of Diado Type Single Line Block Instrument, provided in multiple line
section, a Caution Indicator shall be hung.
(e) The signals at the Block Hut shall be kept in the “ON” position and it shall be
passed by the Loco Pilot at “ON” on receipt of a written authority.
(8) After ascertaining that the line is clear, both the Station Masters shall exchange
messages between themselves supported by Private Number, intimating
the —
(a) Cause of introduction of TSL working.
(b) Line on which TSL working will be introduced.
(c) Source of information that the said line is clear.
(d) Place of obstruction.
(e) Speed restrictions if any.
(f) Intermediate “C” class station which is to be closed.
(g) Trap point set and locked.
(h) Stop signal which is to be passed at “ON”.
(i) Last train which arrived or left on the line.
(9) Then the SM proposing TSL working shall obtain line clear from the station in
advance using any one of the following telephones —
(a) Telephone attached with block instrument. Or
(b) Station to Station or Inter-Cabin group telephone. Or
(c) Railway auto-phone. Or
(d) BSNL fixed telephone. Or
(e) Control telephone. Or
(f) VHF sets.
(10) The SM shall obtain Line clear under exchange of Identification Number
and supporting by Private No. shall issue a written authority to the Loco Pilot on
prescribed form no T/D – 602 that includes —
(a) Line Clear Ticket.
(b) Authority to pass Last Stop Signal at “ON”.
(c) Caution Order which shall contain the following information:-
(a) Line on which it is to run,
(b) Km of obstruction,
(c) any restriction of speed,
(d) assurance that the Trap point (if any) is set, clamped and padlocked.
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(e) Driver shall give frequent whistle to warn the Gangmen & Gatemen
working on line.
(11) The speed of the First train shall not exceed 25 Kmph in any circumstances.
The speed of the Second & Subsequent trains may be normal speed subject to
other speed restrictions.
(12) If the train is allowed to run over wrong line —
(a) At the dispatching station —
(i) Set all concerned points for the nominated route and lock all concerned
facing points by clamps & padlocks.
(ii) Authority to pass all departure stop signals at “ON” position shall be
issued on T/D-602 itself.
(iii) Train entering block section report shall be given accordingly to the SM.
(b) At the receiving station —

(i) The Driver shall stop his train at the Last Stop Signal of the wrong line or
First Stop Signal of the right line whichever comes across first.
(ii) SM shall depute a competent railway servant at the said FSS or LSS
concerned to stop the train.
(iii) Set all concerned points for the nominated route and lock all concerned
facing points by clamps & padlocks
(iv) The train shall be piloted in on issue of written authority T-509.
(v) SM shall ensure complete arrival of train by receiving signature of Guard
on T-1410.
(vi) SM shall give train out of block section report supported by a Private No.
to the SM of block station in rear.
(13) If the train is allowed to run over right line —
(a) At the dispatching station —
(i) Set all concerned points for the nominated route and lock all concerned
facing points.
(ii) All departure stop signals except Last Stop Signal shall be taken “Off”.
(iii) SM shall give “Train Entering Block Section” report to the SM of block
station in advance.
(b) At the receiving station —
(i) The Driver shall obey the aspect of the First Stop Signal.
(ii) SM shall admit the train by taking “Off” relevant reception signals.
(iii) SM shall ensure complete arrival of train by receiving signature of Guard
on T-1410.
(iv) SM shall give “Train out of Block Section” report supported by a Private
No. to the SM of block station in rear.
(14) During run the Loco Pilot shall give frequent whistle to warn the Gangmen &
Gatemen working on line regarding introduction of TSL working.
(15) If the train runs over the wrong line, the Loco Pilot shall lit the flasher light.
(16) Resumption of normal working:-
(a) SM shall receive a written certificate from a responsible official intimating
that the obstruction is removed and the track is free and safe for the
passage of the train,
(b) The SM shall convey the message to the SM at the other end under
exchange of private number.
(c) The SM shall consult with the Section Controller and obtain his consent to
resume normal working.
(d) When normal working is resumed, the working of Block Instrument, fixed
signals, block huts etc. shall be resumed immediately.
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(e) In TSR the SM shall write the time of suspension of double line working, the
time of introducing TSL working and the time of resuming normal working.
(f) The Loco Pilot of the first train entering the section after normal working is
resumed shall inform all Gatemen and Gangmen on the way about the
resumption of normal working.
(17) All records in connection with the TSL working shall be retained at the
station and the Transportation Inspector of the section must scrutinize them
and submit his report to the Divisional Railway Manager within 7 days of the
resumption of normal working.
Q. (68) What are the rules for working of train during total interruption of
communication on double line in absolute block system?
(1) In case of total interruption of communication on double line section, the SM
shall stop the train at the station and inform the Loco Pilot & Guard about the
circumstances.
(2) During total interruption of communication between two stations Line Clear
cannot be obtained through any one of the following means —
(a) Block Instrument or Axle counter or Track Circuit. Or
(b) Telephone attached with block instrument. Or
(c) Station to Station or Inter-Cabin group telephone. Or
(d) Railway auto-phone. Or
(e) BSNL fixed telephone. Or
(f) Control telephone. Or
(g) VHF sets.
(3) The SM shall issue a written authority to the Loco Pilot of all trains on
prescribed Form No. T/C-602 to run during total interruption of communication.
(4) Form No. T/C-602 includes —
(a) An authority to proceed without line clear.
(b) An authority to pass last stop signal at “ON” position.
(c) A Caution Order. Speed of all trains shall be restricted to 25/10 Kmph (25-
on straight and when view clear, 10-When view ahead is not clear due to
curve, obstruction, rain, fog or any other cause).
(5) The SM shall set all concerned points for the nominated route and lock all
concerned facing points.
(6) The SM shall dispatch the train by taking “Off” departure signals except the
Last Stop Signal.
(7) The SM at the station in advance shall admit the train by taking “Off” reception
signals only after stopping the train outside the First Stop Signal.
(8) Subsequent train may be allowed after a clear interval of 30 minutes.
(9) The Loco Pilot shall sound frequent whistle during run.
(10) Before entering into the tunnel the Driver shall ensure that the tunnel is clear
from all obstruction.
(11) Before entering into the tunnel it shall be ensured that Headlight, Sidelights
and Tail Lights etc. are lit.
(12) In case of any doubt, whether the tunnel is clear from all obstruction or not,
the train should be piloted by a railway employee.
(13) When the train is stopped in the block section due to any accident, failure,
obstruction or other exceptional cause :
(a) The Loco Pilot shall sound four short whistles to apprise the guard about the
fact.
(b) The Guard shall immediately exhibit a hand danger signal towards the rear.
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(c) The Guard shall check up and ensure that the tail board/tail lamp is correctly
exhibited.
(d) The Guard shall protect the train in rear by placing 3 detonators at a
distance of 250—250—10 meters from the train.
(14) No train shall be backed in midsection except under unavoidable
circumstances.
(15) In exceptional circumstances, if backing is to be done, the train first be
protected by placing three detonators at a distance of 250-250-10 m from the
place up to which backing is required.
(16) While approaching the station ahead, the Loco Pilot shall sound continuous
whistle to warn the SM and shall stop the train at the First Stop Signal.
(17) When train detains outside the First Stop Signal but neither the signal takes
“Off” nor any station staff turns up to pilot the train and the detention exceeds
or is likely to exceed 10 minutes, train to be protected by placing three
detonators at a distance of 250-250-10 m and ALP to be send to the
station/cabin to inform the SM.
(18) Arriving at the next station, the Loco Pilot shall hand over the authority T/C-
602 to the SM who shall keep it in his safe custody for further inspection.
(19) Record of all trains run over the block section on the authority T/C-602 shall
be maintained in TSR at both stations.
(20) Trains must continue to work on this system until any one means of
communication is restored by the competent authority.
(21) When communication restores, the SM must send message of restoration to
the SM at other end under exchange of Private No. and shall record it on T/I-
602.
(22) Before Granting or Obtaining Line Clear for a train, both the SM shall
ascertain the timings of arrival & departure of all trains and complete arrival of
the last train.
(23) The Section Controller shall be intimated accordingly if communication is
restored with the Controller.
(24) All records in connection with the working of train during “Total Interruption
of Communication” shall be retained at the station and the Transportation
Inspector of the section must scrutinize them and submit his report to the
Divisional Railway Manage within 7 days of the resumption of normal working.
Q.(69)What are the rules for working of train during total interruption of
communication on single line in absolute block system?
(1) In case of total interruption of communication on single line section, the SM
shall stop the train at the station and inform the Loco Pilot & Guard about the
circumstances.
(2) During total interruption of communication between two stations Line Clear
cannot be obtained through any one of the following means :
(a) Block Instrument or Axle counter or Track Circuit. Or
(b) Telephone attached with block instrument. Or
(c) Station to Station or Inter-Cabin group telephone. Or
(d) Railway auto-phone. Or
(e) BSNL fixed telephone. Or
(f) Control telephone. Or
(g) VHF sets.
(3) The SM shall arrange to open communication with the next block station by
sending a vehicle.
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(4) The SM shall explain the working procedure to the concerned staff before
sending them to open communication.
(5) The SM shall send any one of the following in order of preference for Opening
Communication:
(a) Train Engine
(b) Light Engine
(c) Motor Trolley/Tower Wagon duly accompanied by Guard or “off” duty SM.
(d) Diesel Car/Rail Motor Car/ Empty EMU Rake etc.
(6) The SM shall ensure setting & locking of concerned points and taking “Off”
departure signals except the Last Stop Signal.
(7) The SM shall issue “An authority to for opening of communication during total
interruption of communication on single line” on prescribed Form No. T/B-602
which includes the following :
(a) Authority to Proceed Without Line Clear.
(b) Authority to Pass Last Stop Signal at “ON”.
(c) Caution Order. Speed shall not exceed 15/10 KmpH.
(d) Line Clear Enquiry Message — for the train waiting for line clear or expected
to arrive at the station.
(e) Conditional Line Clear Message — giving line clear supported by Private No.
for return journey of the vehicle sent for opening communication.
(8) If one Light Engine or Light Engine with Brake Van is to be dispatched to
proceed to the next station and continue its journey onwards and is not meant
for opening communication, Form No. T/B-602 shall be issued but “Line
Clear Enquiry Message” & “Conditional Line Clear Message” shall not be
applicable.
(9) The SM shall not obstruct the line outside the outermost facing point after
dispatching the vehicle for opening communication till the vehicle returns.
(10) If the two vehicles of opposite direction meet at midsection, the Loco Pilot &
Guard of both vehicles shall jointly decide the station to which they shall
proceed considering the importance of train, proximity of block section,
gradient in the section and presence of catch siding and shall proceed after
coupling the vehicles or keeping safe distance between themselves.
(11) The Loco Pilot shall stop the train at the first stop signal of the next station
and sound a long continuous whistle to warn the SM.
(12) The SM shall admit the vehicle or vehicles either by taking off signals or by
piloting in.
(13) The Loco Pilot shall hand over Form No. T/B-602 to the SM who shall keep it
in his safe custody.
(14) The SM shall return the vehicle alone or attaching the vehicle with another
vehicle or train as per the Conditional Line Clear Message received.
(15) The SM shall issue the following documents to the Loco Pilot of vehicle for
return journey—
(a) Conditional Line Clear Ticket on prescribed Form No. T/G-602(UP) or T/H-
602(DN).
(b) Authority to Pass Last Stop Signal at “ON” on prescribed Form No. T-
369(3b).
(c) Caution Order on prescribed Form No. T-409. The vehicle shall run at a
normal speed.
(d) Line Clear Enquiry Message on prescribed Form No. T/E-602 for trains
waiting at the station.
(e) Conditional Line Clear Reply Message on prescribed Form No. T/F-602 with
Private No.
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(16) The Loco Pilot or the returning vehicle shall stop the train at the first stop
signal of the base station and sound a long continuous whistle to warn the SM.
(17) The SM shall admit the returning vehicle either by taking off signals or by
piloting in.
(18) The Loco Pilot shall hand over Conditional Line Clear Reply Message to the
SM.
(19) After opening of communication the SM shall issue the following documents
to the Loco Pilot of all trains for which line clear obtained :
(a) Conditional Line Clear Ticket on prescribed Form No. T/G-602(UP) or T/H-
602(DN).
369(3b).
(c) Caution Order on prescribed Form No. T-409. The First train allowed after
opening communication shall run at a normal speed. The speed of the
second & subsequent trains shall not exceed 25/10 Kmph.
(d) The Guard or Loco Pilot of every last train allowed after opening
communication shall he issued Form No. T/E-602 & T/F-602, if required,
along with the above documents.
(20) Subsequent trains may be allowed to run in following of one another keeping
a clear interval of 30 minutes between two successive trains.
obstruction or other exceptional cause:
(a) The Driver shall sound four short whistles to apprise the guard about the fact.
exhibited.
(d) The Guard shall protect the train in rear by placing detonators at a distance
of 250—250—10 meters from the train.
(e) The Driver shall protect the line in front by placing detonators at a distance
circumstances.
(23) In exceptional circumstances, if backing is to be done, the train first be
protected by placing three detonators at a distance of 250-250-10 m from the
place up to which backing is required
(24) While approaching the station ahead, the Driver shall sound continuous
whistle to warn the SM and shall stop the train at the First Stop Signal.
or is likely to exceed 10 minutes, the train shall be protected in rear and the
ALP shall be deputed to inform the SM.
(26) Arriving at the station, the Loco Pilot shall hand over all the documents to the
SM who shall keep it in his safe custody for further inspection.
(27) Record of all trains run over the block section on the authority of T/B-602 &
T/G-602 or T/H-602 shall be maintained in TSR at both stations.
602.
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the last train.
Q. (70) What are the rules for working of trains during obstruction of one line
and when means of communication are not available on double line in
absolute block system?
(1) In case of obstruction of one line on double line section during total
interruption of communication, the SM shall stop the train at the station and
inform the Loco Pilot & Guard about the circumstances.
(2) Trains may be worked on introducing Temporary Single Line working only
after receiving reliable information in writing from the Engineering Official not
below the rank of JE/SE/SSE(P-WAY) intimating that another line on which
TSL working is to be introduced is clear and safe for passage of trains.
(3) The Engineering Official shall give written certificate to the SM of the station
for which the unobstructed line is the right line for dispatching trains.
(4) On Receipt of this certificate the SM (of the station for which the
unobstructed line is the right line for dispatching trains) shall arrange to
open communication with the next block station by sending a vehicle for
working of trains by introducing TSL working.
(5) The SM shall explain the working procedure to the concerned staff before
sending them to open communication.
(6) The SM shall send any one of the following vehicle for Opening
Communication:
(a) Train Engine
(b) Light Engine
(c) Motor Trolley/Tower Wagon duly accompanied by Guard or “off” duty SM.
(d) Diesel Car/Rail Motor Car/ Empty EMU Rake etc.
(7) The SM shall ensure setting & locking of concerned points and taking “Off”
departure signals except the Last Stop Signal if the train runs in right direction.
(8) If the train runs in right direction, facing points shall be clamped & padlocked
and departure signals shall not be taken ‘Off’ for trains.
(9) The SM shall issue “An authority to for opening of communication during total
interruption of communication on single line” on prescribed Form No. T/B-602
which includes the following :
(a) Authority to Proceed Without Line Clear.
(b) Authority to Pass Last Stop Signal at “ON”.
(c) Caution Order. Speed shall not exceed 15/10 Kmph.
(d) Line Clear Enquiry Message — for the train waiting for line clear or expected
to arrive at the station.
(e) Conditional Line Clear Message — giving line clear supported by Private No.
for return journey of the vehicle sent for opening communication.
(10) The SM shall not obstruct the line outside the outermost facing point after
dispatching the vehicle to opening communication till the vehicle returns.
(11) The Driver shall stop the train at the first stop signal of the next station and
sound a long continuous whistle to warn the SM.
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(12) The SM shall admit the vehicle or vehicles either by taking off signals or by
piloting in.
(13) The Driver shall hand over Form No. T/B-602 to the SM who shall keep it in
his safe custody.
(14) The SM shall return the vehicle alone or attaching the vehicle with another
vehicle or train as per the Conditional Line Clear Message received.
(15) The SM shall issue the following documents to the Driver of vehicle for return
journey:
(a) Conditional Line Clear Ticket on prescribed Form No. T/G-602 or T/H-602.
369(3b).
(c) Caution Order on prescribed Form No. T-409. The vehicle shall run at a
normal speed.
(d) Line Clear Enquiry Message on prescribed Form No. T/E-602 for trains
waiting at the station.
(e) Conditional Line Clear Reply Message on prescribed Form No. T/F-602 with
Private No.
(16) The Loco Pilot of the returning vehicle shall stop the train at the First Stop
Signal pertaining to right line or at the Last Stop Signal pertaining to wrong
line of the base station and sound a long continuous whistle to warn the SM.
(17) The SM shall admit the returning vehicle.
(18) The Loco Pilot shall hand over Conditional Line Clear Reply Message to the
SM.
(19) After opening of communication the SM shall issue the following documents
to the Loco Pilot of all trains for which line clear obtained:
(a) Conditional Line Clear Ticket on prescribed Form No. T/G-602 or T/H-602.
369(3b).
(c) Caution Order on prescribed Form No. T-409. The First train allowed after
opening communication shall run at a normal speed. The speed of the
second & subsequent trains shall not exceed 25/10 Kmph.
(d) The Guard or Loco Pilot of every last train allowed after opening
communication shall he issued Form No. T/E-602 & T/F-602, if required,
along with the above documents.
(20) Subsequent trains may be allowed to run in following of one another keeping
a clear interval of 30 minutes between two successive trains.
obstruction or other exceptional cause —
(a) The Loco Pilot shall sound four short whistles to apprise the guard about the
fact.
exhibited.
(d) The Guard shall protect the train in rear by placing detonators at a distance
(e) The Loco Pilot shall protect the line in front by placing detonators at a
distance of 250—250—10 meters from the train.
circumstances.
(23) Backing of train can be done only after making protection of line in rear of the
place upto which the train is to be backed.
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or is likely to exceed 10 minutes, the train shall be protected in rear and the
Assistant Guard or Assistant Driver shall be deputed to inform the SM.
(25) Arriving at the station, the Driver shall hand over all the documents to the SM
who shall keep it in his safe custody for further inspection.
(26) Record of all trains run over the block section on the authority of T/B-602 &
T/G-602 or T/H-602 shall be maintained in TSR at both stations.
602.
the last train.
Q. (71) What are the rules for working of trains into an occupied block
section on the authority of BLOCK TICKET in absolute block system?
Answer:-
(1) In case of obstruction on the line, the SM shall stop the train at the station
and inform the Loco Pilot & Guard about the circumstances.
(2) The Station Master may allow trains to work on the obstructed line upto the
place of obstruction on the “Authority of Block Ticket” in prescribed Form
No. T/A-602.
(3) Before sending the train on the “Authority of Block Ticket” (Form No. T/A-
602) :
(a) The Station Master shall suspend the system of working in force between
the affected block stations under exchange of messages supported by
Private Number.
(b) Both the Station Masters shall obtain concurrence from each other for
allowing train on “Block Ticket” and record them in the Train Signal
Register and Caution Order Register.
(c) The SM shall correctly set all concerned points of the line over which the
train will pass and facing points lock.
(d) Departure stop signals except the Last Stop Signal shall be taken “Off”, if
possible.
(4) The Station Master shall endorse clearly in detail on the “Block Ticket” (Form
No. T/A-602) whether :
(a) The train will return to the same station. Or
(b) The train will wait at the place of obstruction for arrival and return of another
following train. Or
(c) The train will proceed to the next station.
(5) The speed of the train allowed on the “Authority of Block Ticket” (Form No.
T/A-602) shall not exceed 15/10 Kmph in any circumstances (15-day/visibility
clear, 10- night/visibility not clear).
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(6) During run the Loco Pilot must sound frequent whistle.
(7) The SM shall give information to the SM of ether end when the train leaves
his station and enters the obstructed line supported by a Private No.
(8) The SM shall again give information to the SM of either end when the train
returns his station from the obstructed line supported by a Private No.
(9) After sending a train on Block Ticket (Form No. T/A-602), the SM shall not
dispatch another train following the previous train in the same direction unless:
(a) The previous Block Ticket is collected and cancelled. Or
(b) Necessary endorsement is made on the previous Block Ticket to wait the
train at the site for a next train to follow. Or
(c) The previous train has met with an accident or has been disabled. Or
(d) The Previous Block Ticket is collected from the Loco Pilot by the Official-in-
Charge at the site, kept it in his personal custody and he assures the SM
over telephone by quoting the serial number of the collected Block Ticket
that it will be kept in his custody until another train arrives at the site.
(10) When the train sent out on the authority of Block Ticket reaches at the place
of obstruction, it shall be protected by placing three detonators at a distance
of 250—250—10 meters in rear as per rule.
(11) After completion of work, the Traffic Official-in-Charge at the site shall —
(a) Authorize the Loco Pilot to proceed to the station as endorsed on the Block
Ticket.
(b) In absence of such endorsement on Block Ticket (Form No. T/A-602) —
(i) Obtain concurrence over telephone from the SM of the station to which
he desires to send the train supported by a Private Number.
(ii) Authorize the Loco PIlot to proceed to the desired station endorsing the
Private Number on the Block Ticket so received from the SM.
(c) Arrange to Couple the trains together, if possible, when there is more than
one train at the site, otherwise send them independently in following of one
another.
(d) Allow the train to run in following of another train from the site of obstruction
keeping an interval of 15 minutes between two successive trains.
(e) Ensure that the speed of the train allowed in following shall not exceed 8
KmpH.
(12) The SM shall admit the train either by taking off signals or by piloting in as per
rule, when the train approaches to the station from the site obstruction.
(13) On arrival at the station both the Loco PIlot and the Guard shall endorse the
“time of arrival & that the train has arrived complete and nothing has
left in the section” on the back side of the Block Ticket (Form No. T/A-602)
and also shall sign on it.
(14) After making necessary endorsement and signature the Loco PIlot shall hand
over the Block Ticket (Form No. T/A-602) to the Station Master.
(15) The SM shall then cancel the Block Ticket collected from the Loco PIlot and
shall paste it with the concerned Record Foil after cancelling it, if issued from
the same station.
(16) If the Block Ticket is issued from another station, after collection of Block
Ticket the SM shall send it to the issuing station for cancellation and record.
(17) Resumption of normal working:-
(a) SM shall receive a written certificate from a Loco PIlot or Guard or
JE/SE/SSE(P-WAY) or JE/SE/SSE(OHE) intimating that the obstruction is
removed and the track is free and safe for the passage of the train,
(b) The SM shall convey the message to the SM at the other end under
exchange of private number.
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(c) The SM shall consult with the Section Controller and obtain his consent to
resume normal working.
(d) Then the SM of both stations shall resume the system of working under
exchange of messages supported by Private Numbers between themselves.
(e) When normal working is resumed, the working of Block Instrument, fixed
signals, block huts etc. shall be resumed immediately.
(f) In TSR the SM shall write the time of suspension of system of working and
the time of resuming normal working.
(18) On Double Line section during obstruction on one line, when the SM does not
receive any written information from the Loco Pilot or Guard or JE/SE/SSE(P-
WAY) or JE/SE/SSE(OHE) about the circumstances whether the adjoining
line is clear or not, the Station Master shall consult with the Section Controller,
and may allow only one non-passenger carrying train or a light engine to run
over wrong line on issue of a Block Ticket (T/A-602) without introducing TSL
working.
(19) If the obstruction is likely to stay for a day or more, an Assistant Station
Master may be deputed at the site for Line Clear duties.
(20) In this case trains shall be worked between the station and the site of
obstruction as per special instructions issued by Authorized Officer.
Note: In Automatic Block Signalling section, all the above instructions
will be followed except, in lieu of prescribed form no-T/A-602, T/C-912
shall be used.
Q. (72) Write down the various system of working in Indian Railways? What are
the systems of working are in force in South Eastern Railway?
The following systems of working are in force over Indian Railways: -
1. ABSOLUTE BLOCK SYSTEM,
2. AUTOMATIC BLOCK SYSTEM
3. FOLLOWING TRAIN SYSTEM
4. PILOT GUARD SYSTEM
5. TRAIN STAFF AND TICKET SYSTEM
6. ONE TRAIN ONLY SYSTEM
There are four systems of working enforced in South Eastern Railway:
.1.Absolute Block System 2.Automatic Block System 3.One train only system.4.Train
staff and Ticket system.
Q.(73) What are the essentials of absolute block system?

(1) Where trains are worked on the absolute block system:-
(a) no train shall be allowed to leave a block station unless line clear has been
received from the block station in advance, and
(b) on double lines such line clear shall not be given unless the line is clear ,
not only upto the first stop signal at block station at which such line clear is
given but also for an adequate distance beyond it ;
(c) on single line such line clear shall not be given unless the line is clear of
trains running in the same direction, not only up to the first stop signal at the
block station at which such line clear is given but also for an adequate
distance beyond it, and is clear of trains running in the direction towards the
block station to which such line clear is given.
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(2) Unless otherwise directed by approved special instruction the adequate
distance referred to in clauses (b) and (c) of sub-rule (1) shall not be less
than –
(a) 400 meters in case of two aspect lower quadrant signalling or two aspect
colour light signalling.
(b) 180 meters in case of multiple-aspect signalling or modified lower quadrant
signalling.
Q .(74) What are the conditions for granting line clear at class ‘A’ station?
At a class ‘A’ station on single line or double line, the line shall not be
considered clear and line clear shall not be given, unless:-
(a) the whole of the last preceding train has arrived complete;
(b) all signals have been put back to ‘on’ behind the said train;
(c) The line on which it is intended to receive the incoming train is clear up upto
the starter; and
(d) All points have been correctly set and all facing points have been locked for
the admission of the train on the said line.
Q.(75) What are the conditions for granting line clear at class ‘B’ station?
(1) At a class ‘B’ station ‘ON’ double line, the line shall not be considered clear
and line clear shall not be given, unless:-
(a) The whole of the last preceding train has arrived complete inside the outer
most facing point or the BSLB, if any.
(b) All necessary signals have been put back to ‘ON’ behind the said train;
and
(c) The line is clear:-
(i) At station equipped with Two Aspect Signalling upto the Home signal;
or
(ii) At station equipped with Multiple Aspect Signalling or Modified Lower
Quadrant signalling upto the outer most facing point or the BSLB.
(2) At a class ‘B’ station on single line the line shall not be considered clear and
line clear shall not be given, unless:-
(a) The whole of the last preceding train has arrived complete;
(b) All necessary signals have been put back to ‘ON’ behind the said train ;
and,
(c) The line is clear:-
(i) At station equipped with Two Aspect Signalling:-
Up to the SLB or advanced starter at that end of the station nearest to the
expected train, or
Up to the home signal it there is no SLB or Advanced starter, or
Up to the outermost facing point if there is no SLB or Advanced starter or
Home signal;
(ii) at station equipped with Multiple Aspect Signalling or Modified Lower
Quadrant signalling:-
Up to the SLB or advanced starter at the end of the station nearest to the
expected, or
Up to the outermost facing point if there is no SLB or Advanced starter.
Q.(76) What are the conditions for granting line clear at a class ‘C’ station?
At class ‘C’ station on single line and double line in two aspect, multiple aspect
or modified lower quadrant signalling the line shall not be considered clear and
line clear shall not be given, unless:-
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(a) The whole of the last preceding train has passed complete at least
400 mtrs. beyond the Home signal and is continuing its journey; and
(b) All signals taken ‘off’ for the preceding train have been put back to
‘ON’ behind the said train;
Provided that on a single line the line is also clear of trains running in opposite
direction towards the block hut from the block station at the other end.
Q.(77) What are the rules for obstruction or shunting on double line at a
block station when a train is approaching?
1. Class ‘A’ Station: - When line clear has been given, no obstruction shall be
permitted outside the home signal or on the line on which it is intended to admit
the train, upto the starter pertaining to the said line.
2. Class ‘B’ Station: - When line clear has been given, no obstruction shall be
permitted outside the station section but shunting within the station section may
go on continuously provided the necessary signals are kept at ‘ON’.
3. When signals have been taken ‘Off’ for an incoming train on to a line which
is not isolated no shunting movement shall be carried on towards the points
over which the incoming train will pass.
Q.(78) What are the rules observed for obstruction or shunting on double
line in the block section?
1. When line clear has been given no obstruction shall be permitted in the
block section.
2. Shunting or obstruction for any other purpose shall not be permitted in the
block section in rear unless it is clear and is blocked back.
3. Shunting or obstruction for any other purpose shall not be permitted in the
block section in advance unless it is clear and the section has been blocked
forward.
Provided that when the block section in advance is occupied by a train
travelling away from the station, shunting or obstruction may be permitted
behind the train under special instructions taking into consideration the speed,
weight and brake power of trains and the gradients on the section, and as
soon as intimation has been received that the train has arrived at the block
station in advance, the line shall be blocked forward if it is obstructed.
Q.(79) What are the rules observed for obstruction or shunting of line on
S/L at a class ‘A’ station when train is approaching?
When line clear has been given, no obstruction shall be permitted outside the
Home signal, or on the line on which it is intended to admit the train, upto the
starter.
Q.(80) What are the circumstances when line may be obstructed on S/L at a
class ‘A’ station?
The block section shall be obstructed for shunting purposes in following
circumstances:-
(a). When the SM has received line clear from the station at the other end of the
block section; or
(b)When the block section is blocked back; or
(c)When the block section is occupied by a train travelling away from the block
station at which the shunting is to be performed;
Provided that such shunting may be permitted under special instruction
taking into consideration the speed ,weight and brake power of trains and the
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gradients on the section. As soon as intimation has been received that the train
has arrived at the next block station, the section shall be blocked back, and
(d) the LP or other person in-charge of the shunting operation has received
distinct order from the SM to shunt as per the SWR .
Q.(81) What are the rules for obstruction or shunting within station section on
S/L at ‘B’ class station?
(1) If the necessary signal are kept at ‘ON’ shunting may be carried on within the
station section, provided the provision of rule 8.09 are complied with for shunting
upto SLB or Advanced starter, where provided.
(2) When signals have been taken ‘OFF’ for an incoming train on to the line
which is not isolated, no shunting movement shall be permitted towards the
points over which the incoming train will pass.
Q.(82) What are the rules for obstruction outside the station section at a class
‘B’ on S/L in Two Aspect Signalling?
The line outside the station section and upto the Outer signal shall not be
obstructed unless a railway servant specially appointed in this behalf by the SM
in-charge of the operation, and unless:-
(a) The block section into which the shunting is to take place is clear of an
approaching train and all necessary signals are at ‘ON’ position, or
(b) if an approaching train has arrived at the outer signal the SM has personally
satisfied himself that the train has been brought to a dead stand at the signal;
Provided that the line shall not be obstructed when train has stopped at FSS in
thick, foggy or tempestuous weather impairing visibility or when permitted in the
SWR.
Q.(83) What are the rules for obstruction of line outside the station section at a
class ‘B’ station on S/L in MOMA signalling?
1. The line outside the station section and up to the first stop signal(Home Signal)
shall not be obstructed unless a railway servant specially appointed for this
operation by the SM, and
2. the block section into which the shunting is to be performed is clear of an
approaching train and section is blocked back, if required.
Q.(84) What are the rules for obstruction of line in the face of an approaching
train at a class ‘B’ station on S/L?
The line outside the home signal in Two Aspect Signalling territory or
outermost facing point in Multiple Aspect/ Modified Lower Quadrant signalling
territory in the direction of a train for which line clear has been given shall only
be obstructed when a SLB or an advanced starter is provided; and
Permitted in the SWR taking into consideration the speed, weight, brake
power, the position of the FSS.
Conditions for permitting shunting in the face of approaching train at a
class ‘B’ station on S/L where SLB or advanced starter is provided is as under:-
(a) Shunting has been authorised by the DSO.
(b) Shunting can be completed within the period of time fixed by the DSO. Once
this limit is crossed shunting will be stopped whether the train due to arrive is
in sight or not.
(c) The shunting is performed between the limits of the SLB or advanced starter.
Q.(85) What are the shunting authorities for shunting in block section?
(a) Written Authority -T/806
(b) A Token of prescribed design.
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(c)OCC key, SKB key, SH key(shunting key) -in Token less block instrument
in Absolute Block system in single line section.
(d) Shunting arm of prescribed size and design below LSS.
Q.(86) Write down the essentials of train staff and ticket system.
1. Where train are worked between two stations on the train staff and ticket
system:-
(a) a single train staff shall be kept at one of such station, and
(b) no train shall start from either of such stations to the other unless the said
train staff is at the station from which the train starts and has either been
handed to or shown to the LP by the SM when giving such permission.
2. What are the authority to proceed in the train staff and ticket system?
 When only one train is to be sent:- Train Staff.
 When more than one train is to be sent:-
Previous trains: Train staff ticket & Staff to be shown
Last Train: Train staff.
3. Conditions for following trains:
 Max speed 25 kmph.
 Time interval 15 minutes.
 LP to be warned, departure time of preceding trains and next stop.
Q.(87) Write TRUE / FALSE.
a. Train staff and ticket system is adopted for working of trains over SER.
b. Protection in Train staff and ticket system is done by placing 4 detonators
at a distance of 600-600-10-10 m.
c. When train staff ticket is given to the LP, showing of train staff is not
essential.
d.Time interval between two trains in Train staff and ticket system is 30 mints.
Q.(88) FILL IN THE BLANKS
a. Authority to proceed in train staff & ticket system is -------- or -------
b. Time interval between two trains in train staff & ticket system is ---------------
c. Maximum speed in train staff and ticket system is ----------
d. Train staff tickets are kept in -----------
e. Protection in train staff and ticket system is done after --------- minutes by
placing --------- detonators at the distance of.------------ .
Q.(89) Brief about Over Head Equipment.
OHE- Means the electrical conductors over the track together with their associated
fittings, insulators and over attachment by means of which they are suspended and
registered in position.
Grid substation or sub-station- means an electrical installation inters connected
with other and equipped with transfer and switch gear from which power supplied for
electric traction.
Feeding post- means a supply control post where the incoming feeder lines from
grid substation are terminated.
Sectioning & paralling post (SP)- means a supply control post situated midway
between two feeding post at a neutral section and provided with bridging and
paralleling interrupters.
SSP- means a supply control post where sectioning and paralleling interrupter are
provided.
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Elementary section – means the shortest section of overhead equipment which
can be isolated form the rest of system by switching operations.
Neutral section- means a short section of insulated and dead overhead equipment
which separates the fed by adjacent sub station or feeding posts.
There are three type of neutral section.
a) Overlap type
b) Section insulator type
c) PTFE (Poly Tetra Fluro Ethylene) type.
Blocking of Lines- For maintenance work of P-way & electric traction installations
two types of blocks are provided:-
1) Traffic block; and
2) Power block
Traffic block- means blocking of a track against movement of all traffic.
Power block - means blocking of a section of line to electric traffic only.
Power blocks are of three types:-
1) Emergency power block;
2) Pre arrange power block; and
3) Locally arranged power block.
a) Emergency power block shall be arranged by the TPC immediately on receipt

of an advice of any serious breakdown of the OHE or injury to persons or
damage to property.
b) Pre-arranged power block – means the power block arranged by the TPC for
the schedule maintenance of OHE.
c) Locally arranged power block – means the power block on the OHE of
secondary lines i.e. siding, yard, shed etc. arranged by SM/YM/SSE(Shed).
Information will be given to TPC to isolate power supply.
Isolator Switch :-
1. It is operated manually.
2. It is provided to sectionalise OHE into elementary section.
3. Its one key is kept with ATFO and other key with SM.
4. The person operating isolator switch will not operate it unless ordered
by the TPC supported by P. No.
5. Before operating this switch TPC shall ensure that corresponding
sub-sector is made dead.
Q.(90) DIFFRENTIATE BETWEEN

ELEMENTARY SECTION NEUTRAL SECTION
1. It is running wire of OHE. 1. It is the dead and insulated wire of OHE
2. It has no types. 2. It has three types
3. It has no warning boards. 3.Warning boards are provided
4. It is provided in one sector with same 4. It separates two sections of different phases
phase.
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TRAFFIC BLOCK POWER BLOCK
1. It is granted by SCR. 1. It is granted by TPC.
2. It means blocking of line for all 2. It means blocking of line for electric traffic
Traffic. only.
3. It is generally pre-planned. 3. It may be pre-planned, emergency or
locally arranged.
4. No train can run during traffic block. 4. Train with other than electric engine can
run with suitable C/O, if required.
Q.(91) What is level crossing?

Level crossing means the intersection of road with Railway at the same level.
Q.(92) What is level crossing gate?
Level crossing gate means any form of movable barrier, including chain, capable of
being closed across the road at the level crossing but does not included a wicket or a
turnstile for the use of pedestrians.
Q.(93) What is Distinguishing markers of the gate stop signals?
(a). Letter “G’ in black on yellow circular disc in absolute block system D/L or S/L
(B). Semi automatic gate stop signal in Automatic Signalling Section:- letter “G” in
black on yellow circular disc and white illuminated letter “A” marker against black
background. Letter “A” shall be lit only when the gate is closed and locked against road
traffic.
Q.(94) What are the various classes of level crossing?
These are classified according to volume of rail and road traffic. there are five classes of level
crossing: -
The classification of level crossings shall be as under:
Class Criteria
(A). Special class - For roads TVUs greater than 50,000
(B). “A” class - For roads TVUs between 50,000 & 30,000
Or Line capacity utilization 80% (on single line) and number of road
vehicles greater than 1000
(C). “B” class - For roads TVUs between 30,000 and 20,000 and
number of road vehicles greater than 750
'B' Class is further subdivided (B-1 Class and B-2 class) -
B1 class for roads TVUs between 30,000 and 25,000
B2 class for roads TVUs between 25,000 and 20,000
(D). “C “class - All other level crossings for road not covered in above classes.
(E). “D” class - For cattle crossings.
Q.(95) Kinds of level crossing gate? Write in detail about level crossing?
Level crossing gate is of Four kinds
(A) Lifting barrier
(B) Leaf gate
(C) Chain gate
(D) Sliding gate
Level crossing gate is 1. Operating/Traffic gate 2. Engineering gate.
Traffic gate: Traffic gates are situated between outermost stop signals of a station.
Engineering gates: Engineering gates are located outside of the outermost stop signals of a
station.
Census of a Level crossing:
 Periodical census of all manned/unmanned LCs is done in every three years.
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 Conducted by supervisors of Engg, traffic & S&T department.
 Counting of rail unit and road unit over the LC is done for 7 days.
 The final result of census is known as TVU (Train vehicle Unit)
Formula of Calculation of TVU=
Total No. Of trains unit passed over the LC in 24 hrs X Total No. of road vehicle unit passed
over the LC in 24 hrs.
Calculation of road vehicle unit:
1. 04 wheeler or more wheelers road vehicle including Bullock Cart & Tonga = 01 Unit
2. 03 wheeler road vehicles = 1/2 Unit
3 Motorised. 02-wheeler road vehicle = 1/4 Unit
4.pedestrian and Bicycle = 0 unit
L-Xing gates are classified on the basis of TVU.
The following are the classes:
1.Special class 2. “A” class 3. “B” class (B-1 & B-2 classes) 4. “C” class 5. “D” class
Features of each class:

1.Special class:
a. TVU > 50,000, b. Busiest L-xing gate, c. Manned gate d. Interlocked gate, e. Normal
position –open to road traffic, f. If TVU 1 lakh or more then recommended for ROB or RUB.
2. “A” class:
a. TVU between 30,000 to 50,000 or line capacity Utilisation 80%(on single line) and number of
road vehicle>1000 b. Busy L-xing gate, c. Manned gate d. Interlocked gate, e. Normal
position –open to road traffic, f
3.B-Class-TVU between 20000 and 30000 and number of road vehicles>750
“B-1” class:
a. TVU between 25,000 to 30,000, b. Normal traffic , c. Manned gate d. Interlocked gate, e.
Normal position –open to road traffic,
“B-2” class :
a. TVU between 20,000 to 25,000, b. Below normal traffic , c. Manned, d. Non-Interlocked gate,
e. Normal position –Closed to road traffic f. exchange of private number between SM &
gateman is compulsory.
4. “C” class:
a. TVU < 20,000, and any other gates which do not come under above category b. Very less
traffic , c. Manned/Un-manned gate d. if manned, non-interlocked and normal position - closed
to road traffic.and. exchange of private number between SM & gateman compulsory.
5. “D” class: a.TVU=0 b. Un-manned gate c. Cattle crossing.
Q. (96) Write down essential equipment of gate man?

(A) Hand signal lamp. (Tri colour- one )
(B) Hand signal flag. (Green –one )
(C) Hand signal flag. (Red –one )
(D) Detonators. (10 in case)
(E) Banner flag.
(F) Chain with pad locks.
(G) Gate lamp.
(H) Tommy bar. (one)
(I) Renner. (One )
(J) Pick axe (One )
(K) Cantor oil and water pot /bucket.
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(L) Gate diagram.
(M) Basket, whistle, wall clock.
Q.(98) What action must be taken when there is an accident at level crossing?
(A) If level crossing gate is not already in closed condition, it must be closed.
(B) Gate must be protected by placing banner flag at 5 meters and one detonator at
600m and 3 detonators 10m apart at 1200m on both direction in the case signal
line and in the direction of train coming on the double line.
(C) Guard / Gate keeper to report the matter to next station if the gate is connected with a
station by phone.
(D) If no gate phone, guard to use field telephone and advise control and get assistance.
(E) In case of injuries to passenger First aid must be rendered by Guard.
(F) Arrange to all available nearest medical assistance by all train staffs Doctor and
volunteers available on train.
(G) If gate leaf or barrier is broken emergency chain must be used as gate for the train
passage.
Q.(99) WRITE TRUE OR FALSE :

(A) level crossing gate accident comes under class “C” accident (True/False)
(B) In S/L or D/L MACL , Signalling arrangement absolute block section
gate stop signal provided 180 Meters from the gate (True/False)
(C) In TALQ S/L or D/L absolute block system gate stop signal ,
provided 4000 meters from the gate. (True/False)
(D) A gate signal may be provided with “G” Marker (True/False)
(E) Gate stop signal protecting points, “G” Marker not provided (True/False)
(F) Gate come distance signal normal aspect is danger (True/False.)
(G) All automatic gate stop signal will be provided with a “G” Marker (True/False)
Q.(100) What action must be taken by Guard or Driver When a gate signal With “G”
Marker fails?
(a) LP to stop and give one long continuous whistle.
(b) He must wait for one minute during day and two minutes during night.
(c) Even after this, if the signal is not taken off, LP to pass the signal at danger cautiously
so as to be able to stop short of the gate.
(d) While approaching, if the gate is closed and gateman is showing green hand signal,
he may proceed without stopping.
(e) If Gateman is available but not exhibiting hand signals, LP will stop short of the LC till
hand signalled past the LC by the gateman.
(f) If gateman is not available, ALP to go and close the gate and give proceed hand
signal for passing the gate.
(g) LP to pass the gate and stop clear of it by at least 2 bogie length. ALP will open the
gate and board the engine and LP will start the train.
(h) After reaching at the next station, LP will give memo to the station master indicating
the condition of the gateman, gate and telephone.
Q.(101) Why necessity for a gate signal?
(a) To avoid accident and provide safe running.
(b) To control the movement of train at the level crossing.
(c) To protect the gate.
Q.102 What is the duty of Gateman in case of failure of gate signal in ‘off’
position?
The gate man shall at once close and lock the gate across the road, place a
detonator 90meters away from the defective signals and renew it after the
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passage of every train the gate man may open the gate to pass road traffic
only after the signal is so protected . If it happens at night or if it continues
after dark the green glass of the signal arm in question shall be broken to
prevent a green light being seen by the Loco Pilot of an approaching train.
Q.103- What is the duty of Gate man in case of boom/barrier is damaged?

a) Close the level crossing against the road traffic with chain and pad lock
immediately or before allowing the movement of train as the case may be.
b) Report the failure over telephone or through the Loco Pilot of a passing
train or through a gang man to the station master of the adjacent station and
the nearest gateman.
c) The SM on duty on receipt of the above information shall arrange to issue
caution order to the Loco Pilots and guards of all trains entering to the
section.
d) Loco Pilot to whistle frequently and stop short of the L/C and be guided by
the hand signal given by the gate man.
e) The SM shall intimate the fact to the SM at the other end of the block
section for issue of caution order.
f) The caution order shall continue to be issued till the defect is rectified. The
SM shall also advise the JE/SE (Sig). JE/SE (P-way) officials concerned for
immediate rectification and other necessary action.
g) The Loco Pilot shall insure that the level crossing is not obstructed and on
being hand signalled by the gate man negotiable the L/Crossing cautiously.
h) Necessary entries shall be made in the caution order resister and SM dairy
by the SMs at either end at the affected section.
Q. 104 What are the various types of fixed stop signals in automatic block
territories?
Ans. Various types of fixed stop signals in automatic block territory are-
a) Automatic Stop signal - It is not dependent upon manual operation but is controlled
automatically by the passage of a train into, through and out of the automatic block
signaling section;
b) Semi-Automatic Stop signal - It is capable of being operated either as an
Automatic Stop signal or as a Manual Stop signal, as required;
i) When a Semi-Automatic Stop signal works as an Automatic Stop signal, it assumes
‘ON’ and ‘OFF’ aspects automatically according to the conditions of the automatic
block signaling section ahead.
ii) When a Semi-Automatic Stop signal works as a manual Stop signal, it assumes
ón’ aspect automatically on the occupation of the automatic block signaling section
ahead, but assumes óff’ aspect when operated manually provided the relevant
automatic block signaling section ahead are clear;
iii) When Semi-Automatic Stop signal works as an Automatic Stop signal, the Á
marker provided under the signal is illuminated. When the Á’ marker is extinguished,
the signal shall be deemed to work as a Manual Stop signal;
c) Modified Semi Automatic Stop Signal:- Such signals are provided between two
block stations, one each on either directions under special instruction. Such signals
may work either as modified semi automatic stop signal with ‘A’ marker extinguished,
or as normal automatic stop signal with ‘A’ marker illuminated.
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C) A Manual Stop signal operated manually and which cannot work as an Automatic
or a semi-Automatic Stop signal.
Q. 105 What is the authority to Pass Automatic / Semi-Automatic / Manually
Operated / Gate stop Signal at ‘ON’?
Ans: T/A 912
Q. 106 What is the Authority to Proceed without line clear on Automatic Block
Signaling Section?
Ans: T/B 912
Q.107 What is form No. for Authority to Proceed for relief engine/Train into an
Automatic Block signaling section?
Ans: T/C 912
Q. 108 What is the authority to Proceed on Automatic Block System during

prolonged failure of signals?
Ans: T/D 912
Q.109 What is the speed of a train while passing Automatic stop signal at ‘ON’?
Ans: 15/10 kmph. Upto next stop signal.
Q.110 What is the procedure to pass an Automatic stop signal at ‘ON’?
1. If an automatic stop signal is at ‘ON’ Loco Pilot will bring his train to a stop at
the foot of the signal.
2. LP will see that there is ‘A’ marker.
3. LP will stop one minute by day and two minutes by night.
4. Guard will immediately check up his LVI and keep vigilant attitude towards the
rear.
5. LP will proceed cautiously up to the next stop signal at a speed not exceeding
15/10 kmph.
6. Even if, the next stop signal is in ‘OFF’ position, the LP shall continue to look
out for any obstruction short of the same.
7. Guard will note down the signal number which has been passed at ‘ON’ in
T/34HF and in the rough journal. He will also note the time lost in T/34HF.
Q. 111 What are the essentials of AUTOMATIC BLOCK SYSTEM on Double Line?
Where trains on double line are worked on the Automatic block system –
a. The line shall be provided with continuous track Circuiting or Axle counters
b. The line between two adjacent block stations may, when required , be
divided into a series of automatic block signaling sections, each of which is
the portion of the running line between two consecutive stop signals, and
the entry into each of which is governed by a stop signal, and
c. The track circuits or axle counters shall so control the Stop Signal governing
the entry into an automatic block Signaling section that-
 The signal shall not assume an “OFF” aspect unless the line is clear not
only upto the next stop signal in advance but also for an adequate
distance beyond it, and
 The signal is automatically placed to “ON” as soon as it is passed by
the train.
 Unless otherwise directed by approved special instructions, the
Adequate Distance referred above shall not be less than 120 meters.
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d. Under special Instruction one of the Automatic Stop Signal between two
stations in Automatic Block signalling territory in each direction may be made
as Modified Automatic Stop signal.
e. The Mid section Modified Semi-Automatic Stop signal so provided shall be
interlocked with the signals of the station ahead through track circuit and axle
counter or both and shall be controlled by the SM of the station ahead, the
relevant indication whether the signal is in normal Automatic mode or Modified
Semi-Automatic mode shall be available to the SMs at both the ends.
f. Adv. Starter of the station in rear shall be interlocked with the midsection
Modified Semi-Automatic Stop signal in such a way that when working with “A”
sign extinguished, the Adv. Starter shall be assume off aspect of be taken off
only when the line is clear up to an adequate distance beyond the midsection
Modified Semi-Automatic Stop signal. Similarly, the midsection Modified Semi-
Automatic Stop signal shall assume off aspect automatically or be taken off
only when the line is clear up to an adequate distance i.e. 120m beyond the
Home signal of the station ahead.
g. During abnormal condition like fog, bad weather impairing visibility, the mid-
section modified semi-Automatic stop signal may be work by extinguishing “A”
maker in the manner prescribed under special instructions and this action shall
also ensure that the “A” marker of the Adv. Starter signal of the station in rear
and home signal of the station in advance shall also be extinguished.
h. During normal conditions, mid-section modified Semi-Automatic Stop Signal
shall work as normal Automatic Stop Signal.
i. When the LP finds mid-section modified Semi-Automatic Stop Signal with “A”
marker extinguished in “ON” position, he shall stop his train in rear of the
signal and inform this fact to the SM of the station ahead on approved means
of communication as prescribed under special instructions.
j. The SM of the station ahead may authorize the LP to pass the mid-section
modified Semi-Automatic Stop Signal working with “A” marker extinguished in
“ON” position through approved means of communication after ensuring
conditions and procedure prescribed under special instructions.
k. In case LP is unable to contact the SM of the station ahead, he shall pass the
signal at “ON” after waiting for 5 minutes at the signal and proceed cautiously
and be prepared to stop short of any obstruction, at a speed not exceeding 10
Kmph up to the next signal and act as per the aspect of this signal.
l. The LP shall report the failure of mid-section modified Semi-Automatic Stop
Signal to the SM of the station ahead.
Q. 112 What are the essentials of AUTOMATIC BLOCK SYSTEM on Single Line?
Where trains on a single line are worked on the Automatic Block
System –
a. The line shall be provided with continuous track circuiting or axle counters.
b. The direction of traffic shall be established only after Line Clear has been
obtained from the block station in advance.
c. A train shall be started from one block station to another only after the
direction of traffic has been established.
d. It shall not be possible to obtain Line Clear unless the line is clear, at the
block station from which Line Clear is obtained, not only up to the first stop
signal but also for an adequate distance beyond it.
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e. The line between two adjacent block stations may, where required be
divided into two or more automatic block signaling sections by provision of
stop signals.
f. After the direction of traffic has been established, movement of trains into,.
through and out of each automatic block signaling section, shall be
controlled by the concerned Automatic Stop Signal and the said Automatic
Stop Signal shall not assume “OFF” position unless the line is clear upto the
next Automatic Stop signal; provided further that where the next stop signal
is a Manual Stop signal, the line is clear for an adequate distance beyond it
and
g. All stop signals against the direction of traffic shall be at “ON”.
“Unless otherwise directed by approved special instructions, the adequate
distance referred above shall not be less than 180 meters.”
h. Under spl.. instruction one of the Automatic Stop Signal between two
stations in Automatic Block signalling territory in each direction may be made
as Modified Automatic Stop signal.
i. The Mid section Modified Semi-Automatic Stop signal so provided shall be
interlocked with the signals of the station ahead through track circuit and
axle counter or both and shall be controlled by the SM of the station ahead,
the relevant indication whether the signal is in normal Automatic mode or
Modified Semi-Automatic mode shall be available to the SMs at both the
ends.
j. Adv. Starter of the station in rear shall be interlocked with the midsection
Modified Semi-Automatic Stop signal in such a way that when working with
“A” sign extinguished, the Adv. Starter shall be assume off aspect of be
taken off only when the line is clear up to an adequate distance beyond the
midsection Modified Semi-Automatic Stop signal. Similarly, the midsection
Modified Semi-Automatic Stop signal shall assume off aspect automatically
or be taken off only when the line is clear up to an adequate distance i.e.,
180m beyond the Home signal of the station ahead.
k. During abnormal condition like fog, bad weather impairing visibility, the mid-
section modified semi-Automatic stop signal may be work by extinguishing
“A” maker in the manner prescribed under special instructions and this action
shall also ensure that the “A” marker of the Adv. Starter signal of the station
in rear and home signal of the station in advance shall also be extinguished.
l. During normal conditions, mid-section modified Semi-Automatic Stop Signal
shall work as normal Automatic Stop Signal.
m. When the LP finds mid-section modified Semi-Automatic Stop Signal with “A”
marker extinguished in “ON” position, he shall stop his train in rear of the
signal and inform this fact to the SM of the station ahead on approved
means of communication as prescribed under special instructions.
n. The SM of the station ahead may authorize the LP to pass the mid-section
modified Semi-Automatic Stop Signal working with “A” marker extinguished
in “ON” position through approved means of communication after ensuring
conditions and procedure prescribed under special instructions.
o. In case LP is unable to contact the SM of the station ahead, he shall pass
the signal at “ON” after waiting for 5 minutes at the signal and proceed
cautiously and be prepared to stop short of any obstruction, at a speed not
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exceeding 10 Kmph up to the next signal and act as per the aspect of this
signal.
p. The LP shall report the failure of mid-section modified Semi-Automatic Stop
Signal to the SM of the station ahead.
Q. 113 What is the difference between Absolute & Automatic Block system?
Ans:
Absolute Block System Automatic Block System
1 Between two block stations there will 1 The line between two block stations
be only one block section. is divided into a series of auto
signaling section.
2 Block section is normally considered as 2 Automatic signaling section is
blocked. normally clear.
3 Suitable for every type of traffic, light or 3 Suitable for heavy density of traffic.
heavy.
4 Block Stations are of 3 classes, i.e. A, 4 Block Stations are of SPECIAL class
B & C. only.
5 Track circuit/ Axle counter may or may 5 Track circuit / Axle counter is
not be required. essential.
6 For P/IN & P/OUT T/369 ‘3b’ is issued. 6 For P/IN T/369’3b’ & for P/OUT T/A
912 is to be issued.
7 Signals may be arm type or colour light 7 Signals must be MACL.
type.
8 Normal aspect of stop signal is “stop”. 8 Normal aspect of automatic stop
signal is “Proceed”.
9 Protection in rear of a train :- 9 Protection in rear of a train :-
600 – 600 – 10 – 10 90 – 90 – 10
10 Line clear is obtained to dispatch a 10 Line clear is not obtained to dispatch
train. a train.
11 Signals are operated manually. 11 Signals are operated manually/
automatically.
Q. 114 How the SEMI AUTOMATIC STOP SIGNAL works?

Ans: Semi Automatic stop signal is capable of being operated either as an
automatic stop signal or as Manual stop signal , as required ;-
 When a semi automatic stop signal works as an Automatic Stop signal, it
assumes ‘ON’ and ‘OFF’ aspects automatically according to the condition of
the automatic block signaling sections ahead.
 When a semi-automatic Stop signal works as a Manual stop signal , it
assumes ‘ON’ aspect automatically on the occupation of the automatic block
signaling section ahead, but assumes ‘OFF’ aspect when operated manually,
provided the relevant automatic block signaling sections ahead are clear;
 When a Semi-Automatic stop Signal works as an Automatic stop signal , the
‘A’ marker provided under the signal is illuminated .
 When the ‘A’ marker is extinguished , the signal shall be deemed to work as a
Manual Stop signal.
Q. 115 How the MANUAL STOP SIGNAL works?
Ans: A manual stop signal is operated manually and which cannot work as an
Automatic or Semi Automatic stop signal.
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Q. 116 What are the procedures to pass the automatic stop signal at ‘ON’ both
in Double Line & Single Line?
Ans. DOUBLE LINE:
 When a Loco Pilot finds an Automatic Stop Signal with an “A” marker at
“ON”, he shall bring his train to a stop in rear of the signal,
 He will wait for one minute by day and two minutes by night.
 If after waiting for this period, the signal continues to remain at “ON”, he/she
will give the prescribed code of engine whistle and exchange signals with
Guard and then proceed ahead, as far as the line is clear, towards the next
stop signal in advance exercising great caution so as to stop short of any
obstruction.
 In case the visibility is fair not exceeding 15 kmph.
 In case the visibility is impaired on account of curvature, fog, rain, dust
storm, engine working the train pushing or other cause the loco pilot shall
proceed at a very slow speed which shall under no circumstances exceed
10 kmph.
SINGLE LINE:
 When a Loco Pilot finds an Automatic Stop Signal with an “A” marker at
“ON”, he/she shall bring his/her train to a stop in rear of the signal.
 He will wait there one minute by day and two minutes by night.
 If after waiting for this period, the signal continues to remain at “ON” ,and if
telephone communication is provided near the signal , the loco pilot shall
contact the Station Master of the next block station, to ascertain that there
is no train ahead upto the next signal and that it is otherwise safe to
proceed.
 If no telephone communication is provided near the signal or out of order,
loco pilot shall give the prescribed code of engine whistle and exchange
signals with Guard and then proceed ahead ,as far as the line is
clear ,towards the next stop signal in advance exercising great caution so
as to stop short of any obstruction.
 In case the visibility is fair not exceeding 15 kmph.
 In case the visibility is impaired on account of curvature, fog, rain, dust
storm, engine working the train pushing or other cause the loco pilot shall
proceed at a very slow speed which shall under no circumstances exceed
10 kmph.
Q. 117. What is the procedure for working of trains during failure of all or series
of signals in the Automatic Block system on double line likely to last for some
time and cause serious delay while means of communication are available?
a) The Station Master shall inform the controller and the concerned Station
Master of the affected section.
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b) Before the train is allowed to enter the affected section it shall brought to a
stand and the Driver and the Guard of the train advised of the circumstances
by the Station Master.
c) The station master on duty at the station in rear of the affected section shall
obtain ‘line Clear’ for each train by one of the following means indicated below
in order of preference:-
i) Inter cabin / Station Group telephone,
ii) Rly. Auto phone / BSNL phone
iii) Control telephone
iv) VHF Set.
d) The station Master on duty at the station in advance shall not give such
‘Line Clear’ unless:-
i) The whole of the last preceding train has arrived complete.
ii) The line on which it is intended to received the train is clear upto the starter
and for a distance of 180 meters beyond it,
iii) All signals behind the said train have been put back to ‘on’.
iv) All points have been correctly set and all facing points locked for the
admission of the train on the said line.
NOTE- The granting of line clear shall be supported by a Private Number and by
exchange of identification Number also.
e) (i) The Station Master on obtaining ‘Line Clear’ from the station in advance shall
give the Driver / Motorman of each train an Authority to proceed T/D-912 on
Automatic Block System during prolonged failure of signals
(ii) A Caution order shall invariably be issued to the Driver / Motorman and Guard
as prescribed in sub-rule (g) (i) and (ii) below.
f) Before handing over the ‘Authority to proceed’ all the points over which trains
will pass shall be correctly set and all facing points locked. Whenever any power
operated points have to be operated for diverting trains these may be released
and operated as per the instructions contained in the Operating Manual.
g) (i) The Driver / Motorman of the first train entering the affected section shall
proceed with utmost caution and shall not run at a speed exceeding 25 KM per
hour under any circumstances subject to other restrictions in force and continue
to look out for any obstruction until he reaches the station ahead.
(ii) After ensuring that the first train has arrived safety at the station in advance,
the Driver of the subsequent train may run at normal speed subject to the
observance of any other speed restrictions in force exercising great being open
to road traffic and other obstructions and stop short of any obstruction that he
may encounter on the run.
h) When approaching the next station, the Driver / Motorman shall obey aspect of
the first Stop signal. The Station Master after satisfying himself that all is safe
shall arrange to received the train by taking ‘off’ the relevant reception signal or
pilot the train if the situation warrants.
(i) Clearance of the section by each train shall be intimated to the station in rear
supported by a Private number.
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(ii) Train Signal Register Book shall be brought into use and all entries
regarding train working recorded their in. Controller shall be kept advised of
movement of all trains in the affected section.
k) As soon as signals are put right by the competent authority, normal working of
trans on Automatic Block System shall be resumed after exchanging messages
with Private Numbers by the Station Masters concerned assuring that the
section is clear. Controller’s advice shall be obtained before resumption of
normal working.
Q. 118 What is the procedure for working of trains under Automatic Block
system on double line during failure of the means of communication when
signals are operative?
(a) The Station master of the station in rear of the affected section shall in
consultation with the Section Controller, or with the Station Master of the station
immediately in rear of his station, if Section Controller is not available, ascertain
the number and description of train(s) in the section and the expected time of
arrival at his station. He shall then decide the sequence for allowing the trains
into the affected section keeping in view the order of precedence and make out
a list in duplicate under his stamp and signature indicating the number and
description of the trains in the sequence in which the trains shall be allowed to
leave his station.
(b) Before the first train of the series so listed, is allowed to enter the affected
section, it shall be brought to a stop. A caution order shall be issued to the
Driver and the Guard detailing the circumstances and advising the Driver to
bring his train to a stop outside the first stop signal of the station in advance and
sound the prescribed code of whistle and thereafter be guided by the instruction
of the Station Master of the station in advance. The Driver shall also be given a
copy of the list (mentioned in sub-rule (a) to be handed over to the Station
Master of the station in advance.
(c ) On arrival of the train at the station in advance of the affect section, the Driver
shall handed over the list to the Station Master and the latter shall paste the
same and make necessary entries in the log-register about the number and
description of the trains according to the sequence shown therein. As and when
the train actually passes / arrives his station he shall score out the train number
and description from the list indicating the time of its arrival / passing, until and
unless he is advised otherwise by the Station Master of the station in rear in the
similar manner.
(d) After sending out the list through the Driver as per sub-rule (b) above, the
Station Master of the station in rear shall paste the other copy in his Train Log-
register. Subsequent train(s) of the list need not be stopped out of course,
provided they are allowed to enter the affected section in the same sequence as
detailed in the list. As each train enters the section, he shall also score out the
train number and description from his list.
(e) If due to any operational exigencies, it becomes necessary to change the
sequence for running of the trains in the affected section or on the completion of
the movement of all the trains in list already sent, a fresh list shall be prepared
with necessary remark for any change in the sequence of the previous list and
action taken for working of the subsequent trains as per fresh list in the same
manner as indicated in sub-rule (b) to (d) above.
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Q. 119. What are the conditions for taking “OFF” manual stop signals in
Automatic Block territory on single line?
(1) Home signal –When a train is approaching a Home Signal, otherwise than at a
terminal station, the signal shall not be taken ‘off’ unless the line is clear not
only up to the Starter but also for an adequate distance beyond it.
(2) Last Stop Signal –The last Stop signal shall not be taken ‘off’ for a train
unless the direction of traffic has been established and the line is clear up to
the next Automatic Stop signal, or when the next Stop signal is a Manual Stop
signal for an adequate distance beyond it.
(3) The adequate distance referred to in sub-rules (1) and (2) shall never be less
than 120 meters and 180 meters respectively unless otherwise directed by
approved special instructions. A sand hump of approved design, or subject to
the sanction of the Commissioner of Railway Safety, a derailing switch shall be
deemed to be an efficient substitute for the adequate distance referred to in
sub-rule (1).
Q. 120. Write down the procedure for working of trains in Automatic Block
System on double line during obstruction of one line, when signals are
operative and means of communication are available?
1. When one line on a double line section becomes obstructed due to any
reason, TSL is introduced.
2. Before introducing TSL working, the SM must obtain a written certificate
from the Guard/Driver/PWI/TFO etc. that one line is clear and free from all
obstruction and shall consult with the section controller and the SM of the other
end to introduce TSL working if there is any doubt that the said line is clear or not,
the line must be inspected by PWI and a written certificate is obtained by the SM.
TSL Working shall be introduce between the nearest station having cross over
between UP&DOWN line on either side of the obstruction.
2. After ascertaining that one line is clear, both the SMs shall exchange
massages supported by private number in which the following items to be
communicated: -.
a) Cause of introduction of TSL working.
b) Line on which S/L working will be introduced.
c) Source of information that the said line is clear.
d) Place of obstruction.
e) Speed restriction if any on the said line.
f) Last train which arrived or left the block station issuing the message.
3. On receipt of the acknowledgement from the SM at the other end supported
by private number single line working shall be introduced.
4. The SM proposing TSL working shall obtain controller’s order no. and
suspended D/L working in consultation with the SM of the other end and
single line working will be introduced.
5. Line clear shall be obtained by the means of electrical communication
instruments which shall be used in order of preference as:-
a) Station to station fixed telephones.
b) Fixed telephone such as Railway Auto phone/BSNL phone.
c) Control telephone.
d) VHF Set.
A) For trains running in the wrong direction: -
a) All trains running in the wrong direction shall be worked by obtaining line
clear for each train by means of communication as stated above.
b) Line clear will be given only when:-
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i. The whole of the last preceding train has arrived complete;
ii. The line on which the train is to be received is clear up to fouling mark
or starter if
any at the trailing end; and
iii. All points at the approaching end are correctly set and the facing
points are
clamped and padlocked.
c) The following documents shall be given to the LP and Guard:-
(i) Paper line clear ticket (T/C-1425 for ‘UP’ train & T/D-1425 for ‘DN’ train)
(ii) Authority to pass automatic, semi-automatic and manually operated
signal/GSS at ‘ON’(T/A-912)
(iii) Caution Order (T-409) indicating the line on which TSL working is
introduced, kilometer, speed reaction if any on the said line and an
endorsement to inform gateman and gang man working in the section.
The speed of the first train shall be restricted to 25 kmph subject to
observance of any other restriction already in force. Subsequent
trains may run at normal speed subject to observance of any other
restriction already in force.
d) The train shall be admitted at the receiving station by piloting in on form no.
T/509 and the complete arrival of the train shall be reported to the rear station
supported by private number.
B) For trains running in the right direction:-
a) For each first train to run in the right direction line clear shall be obtained
as per the provision started above and such line clear shall be given only-
(i) The last train running in the wrong direction has arrived complete for
which private number has been exchanged between the station masters.
(ii) The line is clear at least 180 m beyond the FSS.
b) The authorities given for the train running in the wrong direction shall be
given to each first train running in the right direction.
c) Subsequent trains to run in the right direction shall be allowed to follow

each other on automatic signal indications provided the SM of the station in
rear has intimated the SM of the station in advance of the fact that the
former is permitting particular trains to follow, and has ascertained the
letters readiness to receive them and obtain private number for each such
train.
Subsequent trains shall be allowed with caution order only.
C) Resumption of normal working
On received of a written certificate from Driver / Guard / PWI /TFO that the
obstructed track is free and SM shall convey the message to the SM at the other end
by exchange of private number and after consultation with the section controller they
will decide, the train after the passage of which normal working shall be resumed. An
entry shall also be made in the train Signal Register showing the time at which D/L
working was suspended, S/L working was introduced and normal working resumed.
C) All records in connection with TSL working shall be retained at the station for
inspection by inspecting officials.
Q. 121. Write down the procedure for working of trains in Automatic Block
System on double line during means of communication and series of
Automatic stop signal failed?
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Ans:
The following procedure shall be adopted for train passing:-
1. Stop all the train and advised the circumstance to the LP and guard of the train.
2. Hand over the Authority on prescribed form no. T/B-912 which contains the
following items:-
a) An authority to proceed without line clear.
b) An authority to pass all automatic, semi-automatic and manually operated
signals at ‘ON’.
c) A caution order restricting the Speed to 25/10kmph.
3. When view ahead is not clear, a Railway employee with hand signals must guide
the movement of the train.
4. The engine whistle shall be freely used.
5. Subsequent trains shall be allowed at a clear interval of 15 minutes between the
trains.
6. Except LSS all signal may be taken OFF for reception and departure of trains,
provided that the FSS shall be taken ‘OFF’ indirectly.
7. The guard shall keep a sharp look out in the rear and exhibit a danger hand signal.
8. On account of accident & obstruction, 3 detonators shall be placed at a distance of
250,250,10m.
9. When approaching the station ahead, the driver must bring his train to stop outside
first stop signal and sound continuous whistle.
10 If the train is detaining for more than 5mints at the foot of the FSS, Guard shall
arrange to protect the train by placing 3 detonators at distance of 250,250,10m apart.
11. The driver shall make over the authority to the SM on arrival at the next station.
12. All the above documents shall be kept by the SM in his safe custody for
inspection by the DTI.
13. A record of all trains passed over the block section on the authority of T/B-912
shall be maintained in TSR.
14. Train must continue to work on this system until either the signals are put right or
any means of communication is restored.
15. As soon as any means of communications has been restored the SM must send
a message to the SM of the other end and obtain acknowledgement.
16. Line clear shall not be obtained or given by means of Communications restored,
until both the stations are satisfied that the lines between stations are clear of
trains.
Que. 26: When an IBP is treated as closed?
Ans: Closing of IBP:-
If the electrical block instruments provided at the stations on the either side of
an IBP; or the track circuiting provided beyond the last stop signal; or
the axle counters provided at either end of the block section fail, the IBSS shall be
treated as defective and the IBP shall be deemed to be closed and section between
the stations on the either side of the IBP shall be treated as one block section.
Q. 122 What are the various authorities to proceed given to the LP?
Ans
(A) : On the double line, by the taking ‘off’ of the last stop signal.
(B) On the single line, either –
(i) by a token for the block section, taken from an electrical block instrument, or
(ii) by a line clear ticket duly signed by the Station Master, or
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(iii) by any document prescribed in this behalf by special instructions, or by the
taking ‘off’ of the last stop signal in lieu of tangible authority in case of tokenless block
instrument area.
Q.123 Write short note on TSR?

Ans: Train Signal Register: -A train signal register shall be kept by the SM/CM.
(i) All signals received or sent on the electrical block instruments and the timings
of receipt and despatch shall be entered therein, immediately after acknowledgement,
by the person operating the block instrument.
(ii) The timings entered in the register shall be the actual timings, except that any
fraction of a minute shall be counted as one.
(iii) All entries in the register shall be made in ink.
(iv) No erasure shall be made in the register, but if any entry is found to be
incorrect, a line shall be drawn through it, so that it may be read at any time and the
correct entry shall be made above it.
(v) The person who keeps the register for the time being shall be responsible for
all entries made therein and for correctly filling in each column thereof.
(vi) The Station Master who makes an entry for a train, shall continue on duty till
all entries affecting that train are complete. The Station Master who gives line clear
for a train shall remain on duty till the train has arrived and the ‘Train out of block
section’ signal has been given by him to the station in rear and acknowledged.
Similarly, the Station Master who receives line clear shall remain on duty till the
“Train out of block section” signal is received from the station in advance and is
acknowledged by him.
(vii) But in case of duty changing time of Station Master, a line shall be drawn right
across the train register, and the outgoing station master shall sign his name eligibly
and enter the time above the line or make any of the following endorsements as may
be appropriate in the event of his having to sign off at any time after his rostered duty
hours terminate.
(viii) The incoming Station Master shall sign his name legibly and enter the time
below the line.
(ix) In the event of another train being signalled after the incoming Station Master
has reported and before the outgoing Station Master has signed ‘off’ the line clear
shall be given by the former and latter need not wait for completing the transactions
in respect of that train.
(x) If the detention of the train in block section due to an accident or for any other
exceptional reasons exceeds by more than one hour beyond the normal running time.
In such case the Station Master may sign ‘off’ after making the following entries in
red ink in the Station Master’s diary as well as in the Train Signal Register. Above
entry shall be signed jointly by the Station Master who goes off duty and the Station
Master who relieves him.
On double /single line________ (block section/UP/DN line) is occupied by the
_______train number and train ------------left at _______ hrs.
* In this case Item no. (vii) shall not be applicable.
SHORT NOTES –
1) Permanent Speed Restriction - speed restrictions which are likely to continue
over a long period, with no prospect of early removal, are termed as permanent
restrictions and these shall be notified in the working time table. Semi-permanent
restrictions which although of limited duration, are likely to extend for the full period of
the working time table, shall also be notified therein. The rules relating to permanent
speed restrictions shall also apply to semi-permanent speed restrictions also. All
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drivers shall make themselves fully conversant with the up-to-date list of permanent
restrictions and observe them meticulously.
2)Whistle Board – These are provided with a view of indicating to the Driver of an
approaching train to the need for sounding the Whistle/horn to warn the staff who
may be working on the line, as well as the Gateman and the road users of Level
Crossings, about the approaching train.
The Driver shall sound the Whistle/horn continuously up to the Level Crossing
Gate/site of work.
3) Showing of Engineering Signal: Whenever due to lines being under repair or
due to any other obstruction it is necessary to indicate to the Driver that he has to
stop or proceed at a restricted speed, the following signal shall be shown:
a) When the train is required to stop and the restriction is likely to last only for a day
or less – A Banner flag shall be exhibited at a distance of 600 M and 3 Detonators
shall be placed at a distance of 600-600-10-10 M from the place of obstruction. In
addition stop hand signal shall be shown at a distance of 30M from the place of
obstruction, at the Banner flag and at a distance of 45 M from the Detonators. The
Railway Servant at the place of obstruction shall give proceed hand signal to the
Driver when he may resume normal speed after the train has been hand signal pass
the place of obstruction.
b) When the train is required to stop and the restriction is likely to last for more than 1
day - A stop indicator shall be exhibited at a distance of 30M from the place of
obstruction and a Caution indicator at 1200 M from the place of obstruction. In
addition Termination indicators shall be provided at the place where a Driver may
resume normal speed.
c) When the train is not required to stop and the restriction is likely to last only for a
day or less – Proceed with Caution hand signal shall be exhibited at a distance of
30M and again at a distance atleast 800M from the place of obstruction. The Railway
Servant at the place of obstruction shall give Proceed hand signal to indicate to the
Driver when he may resume normal speed after the train has been hand signal past
the place of obstruction.
d) When the train is not required to stop and the restriction is likely to last for more
than 1 day - A Speed indicator shall be exhibited at a distance of 30M from the place
of obstruction and again a Caution indicator atleast a distance of 800M.In addition
Termination indicators shall be provided at the place, where a Driver may resume
normal speed.
4) Banner Flag – Banner Flag is a temporary fixed Danger signal, consisting of a

Red cloth supported at each end on a post and stretched across the line to which it
refers. It is provided to Engineering Officials and Gateman of the Level Crossing
Gate for their use. A Driver has to dead stop the train if he sees the Banner Flag
ahead.
Q 124 Discuss various terms which are related to Motor Trollies and Lorries.
Ans)
i. TROLLEY: A vehicle, which can be lifted bodily off the line by 4 men-is called
TROLLEY (i.e., its weight does not exceed 220 kg).
ii. LORRY: Similar like trolley but heavier vehicle, which 4 men-can lift bodily of
the line-is called LORRY.
iii. MOTOR TROLLEY: Any trolley, which self-propelled, by means of motor-is
called Motor Trolley. (Note: In case of emergency, when trolley may used for
the carriage of permanent way or other heavy material, then it is so called,
lorry also).
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iv. DIP LORRY: Dip lorry consists of two separate 4-wheeled units that can be
join together to form a single vehicle for the conveyance of materials and
equipment. When treated like lorry to run on light, whether as single units or in
pairs coupled together.
v. MATERIAL TROLLEY: similar to Lorry with its weight not exceed 220 kg for to
conveyance of materials.
Motor Trolley: Two types, a) Light Motor Trolley b) Heavy Motor Trolley.
Light Motor Trolley: Any trolley, which is self-propelled vehicle, which can be lifted
bodily off the line/track by 3 men and weight shall not exceed 165 kgs.
Heavy Motor Trolley: Any trolley, which is self-propelled cannot be lifted bodily off the
line/track by 3 men and shall exceed 165 kgs.
Q 125 Discuss about working of Motor Trollies.

Ans) A Motor trolley shall always run light that is on ‘line clear’ or to follow a train/light
engine/another motor trolley-subject to the ‘following’ either on Single Line/Double
Line. Motor Trolley shall not carry more than 8 person and two persons shall always-
seated in front.
On Line clear S/L- Authority to proceed will be Block Token/T/369(3b) with pvt. no.
On Line clear D/L-Authority to proceed will be ………T-369(3b) with pvt. no
Speed: 40 kmph during day and 30 kmph at night.

15 kmph on points/X-ings and when passing station.
Line Clear will be granted by turning the instrument to TOL position supported by PN.
On arrival of the trolley at the station in advance, SM will give TOS report for
normalising the instrument supported by PN.
Q 126 Discuss the procedure while following of Motor Trolley behind a

Train/Light Engine/Another Motor Trolley.
Ans)
1. Both on Double Line and Single Line, a motor trolley may be allowed to follow
a train/Light Engine/another motor trolley. Here maximum two motor trollies
may be allowed to follow.
2. Such following movement will be allowed during day light hours only. Authority
to follow shall be “Motor Trolley Permit (T/1525)”
3. Last motor trolley shall be treated, as the last vehicle of the train.in other
words signal taken off for a train/light engine/motor trolley preceding it shall
not be put back to on until the following motor trolley has passed such signals.
The motor trolley shall be admitted to the same line as the train/light engine/
motor trolley it is following.
In case the following motor trolley fails to follow closely, the reception signals
may put back to ON position after 10 minutes in order to pass the blocked
road traffic. And after clearance of the same, motor trolley may be admitted on
signals on any line as per the convenience.
4. Before allowing following motor, trolley SM shall advise SM ahead about for
the purpose and supported by PN, as it is acknowledged by station ahead also
by giving a PN.
5. Entry of such movement shall be made in red ink on Train Signal Register.
6. If the following motor trolley shall not arrive the station within 10 minutes due
to its failure or by any other reason, after the arrival of first trolley/train/ light
engine like as mentioned above. And the trolley fails to do so; SM shall put
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back the signal to ON position, in order to perform shunting or any other
movement or to clear road traffic.
7. In case a motor trolley follows another motor, trolley travelling on line clear, the
leading motor trolley will get its usual “Authority to Proceed” and “Motor Trolley
Permit (T/1525)” will be given to the following one.
8. If two motor trolleys follow another motor trolley, the leading motor trolley shall
get an “authority to proceed” under the system of working”, second one gets
“Caution Order (T/B 409)”, and the last one gets “Motor Trolley Permit
(T/1525)” by mentioning PNs individually.
Q 127 Write the procedure of running Motor Trolley in Automatic Block System.
1. Normally the motor trolleys are allowed during daylight hours under the
following manner only.
2. At night or in emergency, when there is no train to follow or it is necessary to
run motor trolley as light (that is single individual unit), Automatic Block
System shall be suspended under exchange of PNs with message and the
line clear shall be obtained by treating the system as ‘Absolute Block System’.
3. Authority to proceed will be …………………. T/369(3b) with PN.
4. Automatic Block System shall be resumed after getting arrival/TOS report in
support of PN, from the station ahead.
5. If the motor trolley shall not clear the section and TOS report not received with
in normal running time, authenticated by PN the train following a motor trolley
shall be allowed with caution order for to look and proceed cautiously.
Q 128 What are the documents get by Motor Trolleys under different systems
of working in force ?
Ans)
Token Area (In normal - I) Token and Taking-off the LSS
I. condition))
II. When Token Block - I) PLCT with P.No. & ID No.
Instrument is suspended/out
of order.
III. Token Less Block - I) T/369(3b) with P.No.
Instrument (In normal
condition)
IV. Token Less Block - I) PLCT with P.No. & ID No.
Instrument Out of order
V. Lock & Block Instrument in - I) T/369(3b) with P.No.
D/L section (In normal
condition))
VI. If three motor trolleys are to - 3 Motor Trolleys can follow one
be allowed in the block - after another.
section:- -
Ist Motor Trolley - T/369(3b) with P.No. (On Line Clear)
IInd Motor Trolley Caution Order(T/409) with P.No.
IIIrd Motor Trolley Motor trolley permit with pvt.
no.(T/1525)
VII. In rear of a train/an Engine - 2 Motor Trolleys can be allowed.
Ist Motor Trolley - Caution Order (T/409) with P.No.
IInd Motor Trolley - Motor trolley permit with pvt.
no.(T/1525)
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VIII. Automatic Area - In Following of trains during day
light hours only.
1. Motor trolley permit with pvt.
no.(T/1525)
2. C/Order (T/409) (by informing the
train ahead)
3. If LSS fails- (T/A 912) will be
issued to pass the same at ‘ON’
position.
IX. In Automatic Area, At night or in an emergency or when there is no train to
follow: –
First to suspend the normal Auto Working and line clear will be taken as per
rule – and T/369(3b)] with P.No. shall be given.
Q. 129 Discuss regarding Lorry and Trolley working with block protection, and
without block protection.
Ans) Trolley/Lorry Working:
1. A lorry shall normally be run under block protection.
2. In case such block protection is likely to cause detention to train, the official in-
charge of the lorry or trolley, after considering the urgency of the work to be
done, should decide whether to place the trolley or lorry on the line without line
clear being obtained or wait for the line clear obtained for this.
3. But in the following circumstances the trolley or lorry shall invariably be work
under block protection.
a.) it is necessary during an emergency to run it at night or during thick,
foggy or tempestuous weather impairing visibility.
b.) It is loaded with rail/girders
c.) It is loaded with especially heavy materials which cannot be readily
unloaded
d.) It is required to work on the section which will be mentioned in the SWR
of different stations.
Procedure for working of Lorries or Trolleys between station under block
protection:
i. The official in-charge of the lorry/trolley, intending to put the lorry on line
shall give requisition to the SM, mentioning all relevant particulars in the
prescribed form T/1518 with proper acknowledgement.
ii. On receiving the requisition; the SM shall obtain permission from the
section controller with SCR O.No. Then he will exchange message with the
SM of the other end of the station supported by PN. Thereafter he will
issue a written authority to the in-charge of the lorry in the prescribed form
no. T/1518 to work in the section.
iii. On S/Line where token less block instrument provided the OCC key in
case of Diodo Block Instrument, SKB Key in case of Siemens Instrument
and SHK Key, in case of Podanur Instrument. And in case of Token Block
Instrument where provided the Token shall be handed over to the
lorry/trolley along with written authority, in case the block instruments are in
normal working order.
iv. When a track on a D/Line section is blocked for a lorry/trolley, the official
in-charge shall run the trolley only on the track that has been blocked and
shall not placed it on the other track either on the outward journey or on the
return journey.
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v. When approaching a station the leading hand signalled man shall promptly
report his arrival to the SM, who shall make immediate arrangements for
the safe reception of the trolley/lorry either by taking off the approach
signals or by piloting it from the FSS.
vi. When the Trolley/Lorry is removed from a line at a station, the official in-
charge shall issue a trolley removal report to the SM in prescribed form on
T/1518 .The ball token/OCC Key/SKB Key, SHK Key if any shall also be
handed over to the SM with due acknowledgement.
vii. In case the lorry is removed in mid section, the trolley removal report along
with the block token, OCC key, SKB key SHK key if any shall be send to
the nearest station and shall be handed over to the SM with due
acknowledgement.
viii. Trolley removal report in the prescribed form along with the ball token,
OCC key, SKB key or SHK key if any shall be the authority for the SM to
cancel the block and resume the normal working of trains in the
concerned sections.
ix. The official in-charge of a lorry on block section shall be responsible for
ensuring that the lorry is removed from the line at such time as to enable
the block being cleared with in such period as stipulated originally, except
in cases where in extension of the duration of block has been authorized
subsequently.
Procedure for working of Lorries/Trolleys between station without block
protection.
i. The official in-charge of lorry/trolley, shall give a requisition to the SM in the
prescribed form T/1518, clearly endorsing that the trolley shall work without
block protection. If there is any speed restriction for train to be followed, in
concerned section, shall also be endorsed on it.
ii. On receiving the requisition the SM shall exchange message with the SM
of the other end block station under exchange of PNs, in consulting, with
the SCR. Thereafter, he will authorize the trolley in-charge bin the
prescribed form T/1518 to work in the section without block protection.
iii. Until the trolley removal report in the prescribed form T/1518 has been
received at either end of the section shall stop all trains entering the
concerned section and serve caution orders to the drivers/guards, advising
them that a lorry is working in the section.
iv. A driver, on receiving intimation that a lorry is on the section, shall work his
engine or train at such speed that he can, without difficulty bring it to a
stand with in a distance of 800 mts,. After sighting the First Stop Hand
Signal.
v. A lorry/trolley shall be removed clear off the line at least 10 minutes before
a train is expected to pass the spot.
Q 130 What do you know about Patrol Book & Restriction Book ?
Ans) Patrol Book: It is a book available with Patrol men during their duties. These
books are exchanged one with other in the section as per their scheduled time
chart during their patrolling duties. As per the DEN trip chart the Patrol Book
shall be maintained ant take signatures of adjacent Station Masters during their
duty period.
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Restriction Book: This is a book available with engineering department
personnel, where posted at Stop Indicator. The all drivers who are passing
through over the section shall sign in this register by stopping their train.
Q 131 Duty of a Station Master, when a Patrol man does not turn up within 15
minutes of his scheduled arrival at the station.
Ans:
a) SM shall stop run through trains, proceeding in to the next block section out of
course.
b) He shall advice the SM at the other end of the section to take similar action and
also advice the Section Controller.
c) He shall issue a Caution Order to every train proceeding into the block section
advising the Driver to be on the alert and to observe a speed restriction of 40 Kmph
during the Day when visibility is clear and 15 Kmph during the night or when visibility
is impaired. The Caution Order shall be issued until the Patrol man arrives and
reports that the line is safe for passage of trains.
d) He shall send out a Station Staff /Gang man to lookout for the Patrolman and the
reason for delay and in case the Patrolman is not found the SM shall immediately
contact the concerned Gangmate/PWI to arrange for another Patrolman.
Q.132 Write down the essentials and authority on the one train only System?
What is the procedure on the one train only system in case of accident or
disablement?
Ans. Essentials of the one train only system: -
Where trains are worked on the one train only system, only one train shall be on
the section on which this system is in force, at one and the same time.
Procedure in case of accident or disablement: -
1. The train shall be protected as per Rule 6.03 in the direction from which
assistance can be obtained.
2. The Guard of the train shall convey the message to the SM of the station from
which assistance can best be obtained and if it is necessary for such Guard to
proceed to such station, he shall issue a memo to the LP to keep the train
stationary until his return and obtain his acknowledgement.
3. If the message is received by the SM of the station which is not the base
station, he shall communicate the same to the SM of the base station. The SM
of the base station, receiving the message may allow another engine to enter
the line, if the assisting/relief engine is required.
4. The assisting/relief engine shall be accompanied either by the Guard or by the
ALP of the disabled train, who shall explain the circumstances like place (km.)
and nature of defect etc. to the LP of such engine.
5. The Guard of the disabled train shall be responsible for the safe and proper
working of train on the line until the disabled train has been moved and any
other engine sent to the assistance of the disabled train has been returned to
the base station.
6. If there is no Guard, the ALP or, if necessary, the LP shall perform the duties
of Guard, provided that the engine is not left unmanned.
Q. 133 Write down the essentials of the Train-staff and Ticket System? What
are the conditions to be observed for following trains on the Train-staff and
Ticket System? When the Train-staff or Train-staff Ticket is to be delivered to
the LP?
Ans. (A) ESSENTIALS OF THE TRAIN-STAFF AND TICKET SYSTEM: -
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a) A single Train-staff shall be kept at one of such stations, &
b) No train shall start from either of such stations to the other unless the said
Train-staff is at the station from which the train starts and has either been handed to
or shown to the LP by the SM when giving such permission.
(B) Conditions To Be Observed For Following Trains On The Train-Staff
And Ticket System: - Trains shall not follow one another in the same direction
between Train-staff stations, unless
a) The LP has been properly warned of the time of departure of the preceding
train and of the place at which it will next stop;
b) All the trains are timed to run at the same speed i.e. 25 kmph, except under
special instructions;
c) An interval of 15 minutes has elapsed since the departure of the preceding
train.
(C) Train-staff or Train-staff Ticket is to be delivered to the LP in the
following manner: -
1. When no other train is intended to follow before the Train-staff will be required
for a train running in the opposite direction, the Train-staff shall be delivered to
the LP.
2.When other trains are intended to follow before the Train-staff can be returned
then, a Train-staff Ticket indicating that the Train-staff is following, shall be
delivered to the LP of each train except the last; and the Train-staff shall be
delivered to the LP of the last train.
3. When a train is assisted by a second engine in the rear, a Train-staff Ticket shall
be delivered to the LP of the front engine and the Train-staff shall be delivered to
the LP of the rear engine;
Provided that if both the engines attached to the train are to travel over the
entire length of the line to which the Train-staff applies, and the train is to be
followed by other trains, a Train-staff Ticket shall be delivered to the LP of each
of the engines attached to the first mentioned train.
4. When a train is assisted by a second engine in the front, the Train-staff or a
Train-staff Ticket, as the case may be, shall be delivered to the LP of the leading
engine.
5. When a material train has to stop between stations, the Train-staff shall be
delivered to the LP.
6. The Train-staff or a Train-staff Ticket shall not be delivered to the LP of any train
until the train is ready to start
7. The LP shall not accept a Train-staff Ticket unless he sees the Train-staff at the
same time in the possession of the person who delivers the Train-staff Ticket to
him.
Q. 134 Write down the procedure when engine is disabled between two stations
on the Train-staff and Ticket System? What are the rules for protection of
trains on the Train-staff and Ticket System?
Ans. (A) Procedure when engine is disabled between two stations on the
Train-staff and Ticket System: -
1. If an engine which carries a Train-staff is disabled between two stations, the ALP
shall take the train-staff to the staff-station in the direction where assistance can
best be obtained in order that the Train-staff may be available at that station for
delivery to LP of the assisting engine.
2. If an engine which carries a Train-staff Ticket is disabled between two stations,
assistance shall ordinarily be obtained only from the station at which the Train-staff
has been left; but if assistance can more readily be obtained from another station
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in the opposite direction, immediate steps shall be taken to have the train-staff
transferred to the other end of the section.
3. Whenever an engine is disabled between two stations, the ALP shall accompany
the assisting engine to the spot.
(B) Rules for protection of trains on the Train-staff and Ticket System: -
i) When a train which is followed by another train is stopped between stations,
the Guard and the LP shall take action to protect the train.
ii) When a train is stopped between stations and if the detention exceed or is
likely to exceed 5 minutes, it shall be protected as per Rule 6.03, except that
the Guard shall place 3 detonators at a distance of 250 m., 250 m. & 10 m.
from the train, irrespective of gauge.
Q. 135 Write down the essentials and authority on the one train only System?
What is the procedure on the one train only system in case of accident or
disablement?
Ans. Essentials of the one train only system: -
Where trains are worked on the one train only system, only one train shall be on
the section on which this system is in force, at one and the same time.
Authority To Proceed On The One Train Only System: -
The Metallic Badge is the authority to proceed in this system.
Procedure in case of accident or disablement: -
1. The train shall be protected as per Rule 6.03 in the direction from which
assistance can be obtained.
2. The Guard of the train shall convey the message to the SM of the station from
which assistance can best be obtained and if it is necessary for such Guard to
proceed to such station, he shall issue a memo to the LP to keep the train
stationary until his return and obtain his acknowledgement.
3. If the message is received by the SM of the station which is not the base
station, he shall communicate the same to the SM of the base station. The SM
of the base station, receiving the message may allow another engine to enter
the line, if the assisting/relief engine is required.
4. The assisting/relief engine shall be accompanied either by the Guard or by the
ALP of the disabled train, who shall explain the circumstances like place (km.)
and nature of defect etc. to the LP of such engine.
5. The Guard of the disabled train shall be responsible for the safe and proper
working of train on the line until the disabled train has been moved and any
other engine sent to the assistance of the disabled train has been returned to
the base station.
6. If there is no Guard, the ALP or, if necessary, the LP shall perform the duties
of Guard, provided that the engine is not left unmanned.
Q. 136 What are the salient features of SWR? Describe in detail?

[[
Ans.
 SWR stands for Station Working Rule.
 Each Station is provided with SWR under special instructions.
 Each station has its special features like system of working, signalling,
location, geographical condition, restrictions etc.
 Hence the object of SWR is to inform all concerned staff about the special
features and working to ensure safe train operations at and between stations
including LC’s depending upon local conditions.
 Copy of SWR or relevant rules or relevant extracts there of shall be kept at
stations, cabins, LC concerned.
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 It should be issued in bilingual.
 It is prepared in conjunction with GR & SR and cannot anyway supersede
them.
 For interlocked station it is normally signed by Sr.DOM/DOM &
Sr.DSTE/DSTE or DY.CSTE (CON)/DSTE (CON).
 For non-interlocked station by Sr.DOM/DOM & Sr.DEN/DEN.
 Pages are serially numbered, station name code is written in each page.
 Language should be simple brief and legible.
 Issued afresh after every 5 years or after issue of 5 correction slips whichever
is earlier.
 Any alteration or modification done should be incorporated and
acknowledgement of concerned staff should be taken.
 It has following seven appendices:
 A- Working of Level Crossing Gates.
 B- System of Signalling and Interlocking and communication.
 C- Anti Collision Device (Raksha Kavach)
 D- Duties of Train passing staff and staff in each shift.
 E- Essential Equipments.
 F- Working of IBH,IBS, halts, DK stations and outlying sidings.
 G- Working of train in electrified sections. (to be jointly signed by
Sr.DOM/DOM & Sr.DEE (TRD)/DEE(TRD))
ACCIDENT MANUAL
Q. 137. What is accident? What are the different classes of accident?
Ans.
Accident is an occurrence in the course of working of railway which does
or may affect the safety of the railway, its engine, rolling stock, P. Way and works,
fixed installations, passengers or servant or which affect the safety of others or which
does or may cause delay to train or loss to the railway.
Accidents have been classified into 16 classes from ‘A’ to ‘R’ excluding ‘I’
and ‘O’.
Accidents are classified under following heads: -
1. Train Accidents
2. Yard Accidents
3. Indicative Accidents
4. Equipment Failures
5. Unusual Incidents
Q. 138. Define ‘Serious Accident’?

Ans. Accident to a train carrying passengers which is attended with loss of life or with
grievous hurt to a passenger or passengers in the train or with serious damage to
railway property of the value exceeding Rs. 2 crore and any other accident which in
the opinion of the CCRS or CRS requires the holding of any inquiry.
TRAIN ACCIDENT:
1. CONSEQUENTIAL TRAIN ACCIDENT
2. OTHER TRAIN ACCIDENT
CONSEQUENTIAL TRAIN ACCIDENT: Includes train accidents having
1. Loss of human life
2. Human injury
3. Loss of Railway Property
4. Interruption to rail traffic
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CONSEQUENTIAL TRAIN ACCIDENT: CLASSIFICATION
1. COLLISION = “A” class (A1-A4)
2. FIRE = “B” class (B1-B4)
3. LEVEL CROSSING = “C” class (C1-C4)
4. DERAILMENT = “D” class (D1-D4)
5. MISCELLANEOUS = “E” class (E1)
Train running over or against any obstruction including fixed structure other than
included under class ”C” resulting in loss of human life/grievous hurt or loss/damage
of railway property exceeding more than rs.2/- crore.
OTHER TRAIN ACCIDENT:
All other accidents not covered under the definition of consequential train
accidents. These includes accidents under categories: B5 & B6 , C5 to C8 , D5 ,
E2
YARD ACCIDENTS:
Accident occurred in the yard not involving a train, these includes (A5, B7, C9, D6)
INDICATIVE ACCIDENTS:
In real term these are not accidents but are serious potential hazards. Includes all
cases of AVERTED COLLISION: Class ‘F’, BREACH OF BLOCK RULE : Class
‘G’ & TRAIN PASSING SIGNAL AT DANGER: Class ‘H’
EQUIPMENT FAILURES:
Failure of Railway equipment which includes:
FAILURE OF ENGINE & ROLLING STOCK –Class ‘J’
FAILURE OF P. WAY – Class ‘K’
FAILURE OF ELECTRIC EQUIPMENT- Class ‘L’
FAILURE OF Sig. & Telcom. – Class ‘M’
FAILURE OF ENGINE & LOCOMOTIVE –Class ‘J’
FAILURE OF HAULING,TRAIN PARTING, FLAT TYRE, AXLE LOCK, HOT AXLE
etc.
FAILURE OF P. WAY – Class ‘K’
BUCKLING, WELD FAILURE, RAIL FRACTURE
FAILURE OF ELECTRIC EQUIPMENT- Class ‘L’
AC-COACH DETACH, NO TENSION > 3”,OHE DEMAGE
FAILURE OF Sig.& Tel com. – Class ‘M’
RRI/SSI/PANEL, AXLE/C, BLOCK/I,TRACK/C,
CONTROL PHONE >15”,SIG/POINT FAILURE
UNUSUAL INCIDENTS:
Include cases related to law and order but not resulting in train accidents.
1. TRAIN WRECKING - Class ‘N’ ( sabotage & Train wrecking)
2. CASUALTIES – Class ‘P’ FALLEN FROM TRAIN,RUN OVER & KNOCKED
DOWN
3. OTHER INCIDENTS – Class ‘Q’ ROBBERY,MURDER,PUBLIC AGITATION
Q. 139. What are the duties of guard in case of a serious accident occurred in
mid section on double line?
The following are the duties of guard in case of a serious accident: -
1. Note the exact time and km.
2. a) Protect the adjacent line/lines and the train.
b) Secure the vehicles.
c) Ensure if adjacent line(s) is /are fouled.
3. Make a quick survey, for an immediate action, of the casualties, injuries and
assistance required.
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4. Relay the information giving details of the accident and assistance required to the
control through the most expeditious means. On double /multiple line section, a train
passing on the adjacent line should be stopped and the LP/GD be given this
information and also depute any railwaymen/willing person available on the train to
proceed to the nearest station/police station/hospital/village seeking assistance for
relief.
5. Render first aid to the injured persons taking assistance from the
railwaymen/doctors/volunteers on train or near the site of accident.
6. Get the particulars of damages to the rolling stock, P.Way, OHE.
7. Arrange to shift the injured persons to the nearest hospitals with the help of all
available staff and volunteers and also keep their particulars.
8. See that water, tea etc. are supplied to the affected passengers.
9. Arrange protection of railway and public property with the help of available police
and railway staff.
10. Preserve all clues to possible cause of accident.
11.Depute an available railway employee on the field telephone to ensure regular
flow of information.
12. Check the unaffected portion of the train and arrange to clear the same to the
adjacent stations as per rules and in consultation with the control /SM concerned.
13. Remain in over all charge till replaced by a senior railway official and permitted by
the competent authority.
NOTE: - In case of suspected sabotage, nothing should be disturbed except
for rescuing any injured persons, till arrival of police officials and on orders
from a senior railway official at the site.
Q. 140. What are the duties of SS/SM/ASM in the event of a serious accident?
Immediately after an accident or on receiving the report of an accident, the
SS/SM/ASM must: -
1. Stop the entry of a train by any means, into the affected line/section from either
direction; lock the commutator/handle of the block instrument controlling the affected
section in ‘TRAIN ON LINE’ position wherever possible; ensure the signals giving
entry to the line are kept at ‘ON’ position; ensure that ‘Line Blocked’ lever/slide collars
are kept on the concerned levers/slides; ensure that the points are set against the
entry to the affected line and clamped wherever practicable.
2. Take action to protect the traffic and safety of the property.
3. Collect the detailed information of the accident such as Time, Nature & Location,
Casualties/Injuries, Obstruction, Damages and Assistance required and ensure that
the adjacent line is clear before allowing any movement.
4. Inform the controller giving details of the accident and assistance required through
control phone or by any other means.
5. Render first aid to the injured persons taking assistance from the
railwaymen/doctors/volunteers on train or near the site of accident if the accident
takes place within the station limits.
6. Arrange to send all available medical assistance to the site of accident in case the
accident takes place in section.
7. Inform all concerned officials including civil and police.
8. Arrange to shift the injured persons to the nearest hospitals with the help of all
available staff and volunteers and also keep the detailed particulars of the dead and
injured passengers.
9. Check the unaffected portion of the train and arrange to clear the same to the
adjacent stations as per rules to facilitated relief operation.
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10. Take all measures for quick movement of ARME/ART to the site of accident and
ensure that all documents with clear instructions are correctly issued to the LP&GD of
all trains proceeding to the site of accident.
11. See that water, tea etc. are supplied to the affected passengers within his
resources.
12. Remain on duty until replaced by a competent person.
13. Report the accident to all concerned by the issue of accident message.
14. Seize the TSR/Log Book, P. No. Book, Line Admission Book and Other relevant
records, note the position of block instrument, signals, points, indicators & levers etc.
15. Take the statement of staff where possible.
16. Preserve all clues and arrange to protect the area with the help of police/RPF.
17. Warn all passengers in advance of their transhipment at the site of accident.
18. Ensure preservation of documents of damaged parcels, mail & goods etc.
19. Ensure chronological recording of all information received and action taken in
connection with the accident, in the SM’s diary.
NOTE: - In case of suspected sabotage, nothing should be disturbed except for

rescuing any injured persons, till arrival of police officials and on orders from a
senior railway official at the site.
Q. 141. WRITE SHORT NOTES ON THE FOLLOWING TOPICS -

i) ACCIDENT MOCK DRILL: - If, an ARME/ART has not been called out during a
period of 03 months, a practice drill should be arranged immediately and the
following points to be observed: -
a) It is ordered by DRM,
b) It is conducted under the supervision of a Senior Scale Officer.
c) It should be kept very confidential.
d) It should be made as realistic as possible.
e) It is conducted to judge the alertness and preparedness of staff.
f) The result of mock drills should be maintained in a special register and
the result should also be communicated to COM/CSO.
ii) SABOTAGE: - It means criminal interference with any part of the working
machinery of a railway with the object of rendering it inoperative or any act intended
to cause loss of life and damage to railway property.
iii) TRAIN WRECKING: - It means willful obstruction of or tempering with the P.Way,
Works, rolling stock, structures or equipments, resulting in an accident to a train with
or without loss of life or damage to railway.
iv) SPAD: - It stands for ‘signal passed at danger’. It comes under ‘H’ class accident.
It is a type of ‘INDICATIVE ACCIDENT’. In real term it is not an accident but it is a
serious potential hazard.
v) BREACH OF BLOCK RULE: - When a train enters a block section without any
authority or without proper authority to proceed or passes an IBSS without
observing rules or is received on blocked line not constituting an averted collision, or
when it enters or received on a wrong line at a station or a catch siding or slip siding
or sand hump, such incident constitutes a case of ‘Breach Of Block Rule’.
vi) AVERTED COLLISION: - It is an occurrence in which a collision would have
occurred either in the block section or within the station limits between two trains or
between a train and an obstruction but subsequently it is avoided by the vigilance
shown by any person or persons.
The following occurrences may not be treated as an Averted Collision: -
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a) If, outside the station limits, the distance between the two trains or the train and
obstruction at the time the train or trains have finally comes to a stop, is 400 mtrs. or
more.
b) If, within the station limits, there is an intervening stop signal at danger governing
the moving train and compliance by the moving train with the indication converted by
the stop signal averted the collision between the trains or between the train and the
obstruction.
vii) SOUNDING OF HOOTERS AND TARGET TIME FOR TURNING OUT OF

ARME/ART: (AM 4.10)
Total no. Of Duration of Gap between Target time for turning
Description
Hooters each hooter two hooters out
ARME –
25 MINUTES IN SINGLE
60 10
ARME with ART 5 EXIT SIDING &
SECONDS SECONDS
15 MINUTES IN DOUBLE
EXIT SIDING
60 10
Crane 4 -
SECONDS SECONDS
ART –
ART without 60 10
3 DAY – 30 MINUTES
ARME SECONDS SECONDS
NIGHT – 45 MINUTES
120
OHE breakdown 1 CONTINUE -
SECONDS
viii) REPORTABLE TRAIN ACCIDENTS: -

Under section 113 of the Railway Act 1989, the following accidents are termed as
‘Reportable Train Accidents’: -
1. Any accident attended with loss of any human life, or with grievous hurt;
2. Any collision between trains of which one is a passenger carrying train; or
3. The derailment of any train carrying passengers, or of any part of such train; or
4. Accidents which are attended with loss of human life in passenger trains involving
train wrecking, or attempted train wrecking, cases of running over obstruction
placed on the line, or passenger falling out of a train or fire in train, or grievous hurt,
or serious damage to railway property of the value exceeding Rs. 2 crore and also
the cases of land slide or of breach by rain or flood which cause interruption of any
important through line of communication for at least 24 hours.
Q. 142. What are the duties of Section Controller in case of a serious accident?
Ans. Immediately on receipt of information regarding a serious accident, he shall: -
1. Inform Dy. CHC. with detailed particulars of the accident and the nature of
assistance required.
2. Ensure that the adjacent line is clear and free from all obstructions before allowing
any movement on that line.
3. Regulate the train services at suitable places, if required.
4. Advise the TI, SSE/SE/JE (SIG., P.WAY, LOCO and TRD) to proceed to the site of
accident by first available means.
5. Advise the section controller of the adjacent sections to regulate the train services
at suitable places, if required.
6. Ensure that the ARME/ART and other relief trains are worked out to and from the
site of accident promptly and have a clear passage.
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7. Keep a chronological record of all information received and action taken.
8. Obtain further details in regard to the extent of damages and progress in rescue
operation and relief measures and co-ordinate with officer-in-charge at the site.
9. Arrange to remove the unaffected vehicles if any, to facilitate relief operation.
 SUSPENSION OF L&B INSTRUMENT ONE SIDE:

1. After passing LSS, if it is not raise back to ON position.
2. Before obtaining L/C, if LSS is lowered.
3. After obtaining L/C, if LSS is not lowered.
4. Without pressing the plunger if the commutator turns.
5. While giving L/c to a Motor trolley if the needle not comes to TOL position.
6. After arrival of a train if the needle not comes to line closed position.
 SUSPENSION OF L&B INSTRUMENT BOTH SIDE BAD CONDITION:
1. Beat fails.
2. Block Telephone out of order.
3. If any reason it believes that block Telephone wire contact with any other wire.
4. Block instrument, battery country seal Broken in the absence of S&T dept.
5. Train arrive without line clear given for it.
6. Erratic movement of needle.
7. Before arrival of a train, if the instrument comes to Line Closed Position
 SUSPENSION OF L&B INSTRUMENT BOTH SIDE GOOD CONDITION:
1. TSL working.
2. BSI wants to open the Block Instrument.
3. P&T dept. wants to check the Telephone Cable
MARSHALLING YARD
Q. 143:- What is YARD, what do you mean by marshalling yard? How many
types of marshalling yards are there? What are the various
components of marshalling yard, describe in brief?
YARD: - It is a place or the activity centre on a railway system, where the trains or
rolling stock or group of rolling stocks are received, reformed into trains or
loads after marshalling and are despatched to their destinations.
OR It is a particular area laid out with a network of tracks divided into different
grids for receiving, sorting, forming and despatching of trains.
MARSHALLING YARD: - Yards are nominated as marshalling yards on the basis of
the work done and wagons dealt with. As a statistic, a yard dealing with 8000 eight-
wheeler wagons and over per month in respect of BG yards and 5000 eight-wheeler
wagons and over per month in respect of MG yards are termed as marshalling yard.
Marshalling yards are classified under three groups on the basis of the
method of sorting out trains: -
a) Flat yard: - These are generally laid on flat or level land where shunting
operations are carried out with the help of engine by push and pull method. These
are economical in space but slow in working and wasteful in shunting engine hours.
b) Hump yard: - These are constructed by providing gradients between
reception and the sorting and despatch lines and the grids. The gradients are created
by constructing an artificial hump. The hump is constructed in such a manner that the
wagons roll down of their own to specified sorting lines from the apex of the hump
after being pushed up by the shunting engine. These are economical in shunting
engine hours as compared to flat yards.
c) Gravity yard: - These are constructed where the natural shape of land
permits a suitable falling gradient extended over a sufficient length. The falling
gradient helps to use the yard to the fullest extent in marshalling wagons/trains.
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Hence, the use of shunting engine is minimised. These are the most economical
yards.
COMPONENTS OF MARSHALLING YARD: -
i) RECEPTION YARD: - Reception yard comprises of the lines on which the
incoming trains are received. Separate grids may be provided in the reception yard
for through trains and terminating trains. Separate reception yards may be provided
in the for trains coming from different directions.
ii) SORTING YARD: - In this yard, the trains are broken up on the different
sorting lines for various directions or specified destinations, as per marshalling order.
iii) DEPARTURE YARD: - In this yard, load can be held ready for departing trains.
In large marshalling yards, different departure yards are provided for trains for
different directions.
iv) SHUNTING NECK: - It is a line, leading to sorting lines on
which actual shunting may be done clear of any running lines.
v) TRANSFER LINES: - These lines are provided for transferring wagons from
UP yard to DN yard and vice versa, in case of two separate marshalling or hump
yards.
vi) BY PASS OR AVOIDING LINE: - It is a line, which joins the shunting neck at
one end and the main hump line short of the king point at the other end.
vii) ENGINE RUN ROUND LINE: - It is the line reserved for movements of
incoming and outgoing train engines to and from the yards or the loco shed.
viii) KING POINTS: - It is the first pair of points a wagon meets with after passing
over the hump. They divide the sorting yards into two portions.
ix) QUEEN POINTS: - It is the second pair of points a wagon meets with on its
way downwards, which further divide the sorting yard into four portions.
x) JACK POINTS: - The third pair of points a wagon meets are called the jack
points and these serve to divert the rolling wagons into the different grids of the
sorting yard. Points beyond jack points are called ‘TEN POINTS’.
xi) RETARDERS: - In mechanised yards, retarders or rail brakes are installed to
reduce and keep the speed of the humped vehicles under control. It may be
automatic or manually operated.
xii) BRAKEVAN SIDING: - In this siding brakevans of incoming terminating trains
are detached and attached to the originating trains.
xiii) SPECIAL STOCK SIDING: - These are provided for keeping special type
stock, cattle wagons, wagons containing explosives, petroleum etc. which cannot be
humped.
xiv) SICK LINES: - Sick wagons are sorted out and kept in the sick line for repairs.
xv) SKIDS: - in yards, where retarders are not provided, skids are placed on the
sorting lines to control the speed of the humped wagons.
Q. 144. What are the important registers maintained in the marshalling yard?
Describe in details?
Ans. The following registers are maintained the marshalling yard: -
1. RUNNING BALANCE REGISTER: - It will be maintained by Hd. TNC or TNC
in-charge. All stock entering into the yard i.e., received by incoming trains or from
shed, tranship shed, sidings including departmental sidings should be posted with
blue or black pencil showing date, train no., loads or empties against different
columns direction wise as directed by DOM or CHC of the division.
The entries of outgoing trains or when the stock is leaving the traffic yard for
placement in shed, sidings, departmental siding and tranship shed etc., shall be
done by the red pencil.
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The posting will be done from time to time commencing from 00-00 hrs. and every 4
hrs. the balance will be closed after adding the incoming stock while departing stock
is subtracted and the balance repeated to the control for the purpose of ordering and
controlling of incoming trains as necessary.
This register forms the basic records to show at any time the condition of the yard,
controlling the loads and empties offering for ordering out trains, the trend of traffic
and loads held up as well as to prepare certain statements and statistical figures.
2. WAGON LINK CARDS: - It contains particulars of each wagon dealt with in a
yard namely, owning railway, wagon number, load/empty, type of wagon, from and
to station including its arrival and departure timings and total detention.
It should be maintained in 10 groups digit wise. Separate link cards should be
maintained for loaded and empty wagons, as well as for special type stock. In orders
to keep a watch on loaded wagons detained in the yard link cards are also
maintained for-
Wagon detained over 24 hours.
TNC’s HAND BOOK: - Particulars of all wagons entering or leaving the
marshalling yard must be recorded in this book directly from the trains by which they
are received or despatched. Wagons work into or out of the yard and to the outlying
shed and sidings by pilots are to be treated in the same way as wagons arriving or
leaving by trains. Separate books must be maintained for incoming and outgoing
trains, each book shall be earmarked for a particular direction. Basic records of these
books are posted in running balance register and wagon link card.
3. REGISTER SHOWING RECEIPT AND DESPATCH OF WAGONS: - It is
maintained in form OP/T442 to show the detention at different stages i.e. from
arrival to placement, release and despatch of all wagons. From this register
details of detention to goods stock in goods shed, sidings, departmental siding
and tranship shed and sick lines can be checked. It is jointly maintained by the
Operating/Commercial, Carriage & Wagon staff as the case may be.
4. LOADED WAGONS DETENTION REGISTER: - It is maintained direction-wise to
watch the detention to through loaded wagons. From this register the yard
detention return is submitted to the DOM with a copy to COM at the end of each
ten day period, i.e. 10th, 20th and the last day of the month.
5. SHUNTING ENGINE LOG BOOK: - A log book for each shunting engine should
be maintained by the YM or the shunting jamadar of each engine. In this book the
daily performance of the shunting engine should be recorded with timings, it
arrives into the traffic yard till the time it leaves the traffic yard for the loco shed
with the detention in the yard on loco account.
6. YARD PERFORMANCES REGISTER: - It must be maintained at all marshalling
yards.
Yard Performance Register is a register, which is maintained by TNC branch
in marshalling yard with various columns for showing performance in the yard.
The following columns are maintained:
a) Date
b) Number of wagons at 0(odd) Hours.
c) Number of wagons detached from train.
d) Number of wagons received by pilot from outlying siding.
e) Number wagon to dispatch.
f) Number of wagons placed from yard for siding.
g) Total number of wagons remaining at 0(odd) Hours.
h) Total number of wagons dealt.
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i) Number of trains received.
j) Number of trains dispatched.
k) Number of shunting hours by shunting engine.
l) Number of shunting hours by private engines.
m) Remarks etc.,
7) WAGON WAY BILL: - (OP/T 437 or VEHICLE GUIDANCE)

 It as an important train paper on prescribed form (OP/T 437) to be carried by
every Guard of train. The individual numbers of vehicles as per composition of
trains are recorded in it. It is prepared in triplicate under carbon process, one
for guard, and one for station record and other for tele-printer.
 It must be carefully prepared by TNC, who attends the outgoing train after
being informed in the yard.
 It consists of different columns such as wagon no., Owning Railway, type of
wagon, Load/Empty, From and To, Via, Numerical code of station, 4-wheeler
bogie or special type, tare, weight/weight of container, gross weight, total Load
in tonnage is to be shown in list. Wagon Way Bill must be signed by TNC or
who prepares vehicles entered in the wagon way bill must be in the order in
which they are placed from the engine to the brake van.
 On arrival at the station, the guard will make over the same to the station
master/yard Master/other yard staff deputed for the purpose and must take
signature in Rough Journal book for through yard pulling the train. It will be
transferred from guard to guard and preserved at the destination as an
important record.
POOLED WAGON?
These wagons belong to the central pool of all Indian Railways. These
wagons can be utilized in through booking from any station to any station
irrespective of wagon.
“P” mark not available on pooled wagons
NON-POOLED WAGON?
These wagons are excluded for the central pool of all Indian Railways. These
wagons are marked “NP”. These wagons should not be utilized for through
booking all over Indian Railways. These wagons are intended for local
booking only. When any Non-pooled wagon is received from foreign Railway
station, it should be return to the owning railway by first means whether it is an
empty or in loaded condition.
ESSAY ON WAGON CENSUS? HOW IT IS DONE?
 Broad Gauge wagon census including brake van, held every year on 30th
November, at 12 hours noon exactly (Coaching: 31st October, every year).
 Any difference found in wagon Census shall be adjusted by the Joint Director
(Computer Services)/Railway Board.
 After Census, enumerations are checked with the records of individual
railways.
 If by any reason wagon are remain untraced, those shall classify under the
following categories: -
 Stock in existence but not enumerated
 Stock not in existence but enumerated
 Double (Duplicate) enumeration.
 Computer Services/ Railway Board rectify such irregularities as far as possible
after scrutiny the records of each railway.
 By taking each census result as opening balance figure after adjusting with the
hire charges amount (Charges collection in utilization of wagon by other
railways)
- 116 -
 The above said hire charges-addition or deduction is calculated by the net
daily difference in interchange and aggregated carry forward of each railway.
And once in every month these settlements are made over.
 Hence, by the time the current Wagon/ Brake Van balances to be settle down
with the Wagon Census results and Hire Charges amounts.
 The result of the Census is notified in two stages as I) Preliminary & II) Final
 Preliminary Census results/balances announced immediately after
enumeration and the total number of wagons railway wise will be known by
this figure.
 Final Census results/balances announced after tracing of wagons through
checking in either ‘missed enumeration’ or ‘enumerated incorrectly’ figures.
 Computer Services/ Railway Board finalizes the result and anywhere the
concerned wagon are found missing in two successive censuses— are
deleted from the existing stock of individual Railway. The list of such wagons
is circulated by Joint Director (Computer Service)/Railway Board
INTERCHANGE OF COACHING AND GOODS STOCK.RETURNS AND
DAILY STOCK REPORT
INTERCHANGE OF ROLLING STOCK DEFINITIONS:( OM: 13.02)
i)“Owning Railway” means the Railway to which a vehicle or wagon
belongs.
ii)“Forwarding Railway” means and includes each Railway sending a
vehicle or wagon to another Railway, whether on the outward or
homeward journey.
iii)“Receiving Railway” means and includes each Railway receiving a
vehicle or wagon from another Railway, whether on the outward or
homeward journey.
iv)“Booking Railway” means the Railway on which traffic originates.
v)“Destination Railway” means the railway on which traffic terminates.
vi)“Intermediate Railway” Intermediate railway” means any Railway between
the booking Railway and the destination Railway.
vii)“Working Railway” means a Railway working a junction.
viii)“Using railway” means a Railway using a junction worked by another
Railway.
• ix)“Rolling Stock” includes both coaching stock and goods stock.
• x) (a) “Coaching Stock” means all coaching vehicles such as Postal,
Motor and Coaching traffic vans, Horse boxes, and Military cars in addition to
passenger carrying vehicles. Coaching vehicles belonging to different
Railways and of different kinds are identified by a code signifying what type of
vehicle it is and on each vehicle is also painted the initial of the working
Railway and a number.
• Thus S.E. FZ. 423 indicates passenger-coaching vehicle
belonging to South Eastern Railway with accommodation for first, and second
classes bearing number 423
x) (b) Goods wagons intended for coaching traffic should be marked as
such and used for coaching traffic only. They will be treated as coaching stock
for interchange purposes but damages and deficiencies will be charged for at
scheduled areas for goods stock
• xi) “Goods Stock” means rolling stock, other than coaching stock,
irrespective of contents, whether attached to Passenger or Goods trains, and
includes tanks, flats, vans and such like vehicles. Each type of wagon carries
a code indication, the initial of the owning Railway and the wagon number.
- 117 -
e.g. SE/C/12576 indicates that a S.E.Rly four wheeler covered wagon bearing
number 12576
RULES FOR INTERCHANGE OF COACHING STOCK? (OM: 13.04)

• (1) There are certain rules laid down for interchange of coaching stock
between Individual Railway, however mutual arrangements are in accordance
with rules.
• (2) The General Rules for interchange that empty coaching vehicles
shall be returned to its owning Railway by the shortest route
• (3) Coaching vehicles may be returned loaded by the receiving Railways to
a station
• (i) On the shortest route back to the owning Railway, or
• (ii) On the route via which received, or
• (iii) On the owning Railway.
• (4) (i) A vehicle which returned to the owning Railway by the shortest
route unless reloaded to or via the owning Railway
• (ii) Special vans i.e., luggage parcel, motor vans and horse
boxes booked by the owning Railway to another Railway shall be returned to
the owning Railway as quickly as possible, that is a day for every 121
kilometers or part 121 kilometers from the interchange junction to the
destination station plus 2 days at the destination.
• For example, if the distance between the interchange
junction and, the destination is 300 kilometers, the total time allowed for the
vehicle to be returned is, 3 plus 2=5 days.
• (5) In the event of interruption of through communication occurred on
whatever Railway of about 48 hours, dispatch telegraphic advice of the fact to
all Railways whose vehicles are detained on account of interruption.
• (6) If a Railway affixes any fittings on interchange stock in respect of
which special instructions are necessary, for that send copies of such
instructions to the Railways to which such stock is interchanged
RULES FOR INTERCHANGE OF GOODS STOCK? (OM: 13.07)
i) Pooled wagons can be used by all Railways indiscriminately immaterial of
the ownership. This applies to BVs also.
ii) Non-pooled wagons may be loaded by the receiving Railway to a station
either:
iii) On the route visa which received
iv) On the owning Railway
v) Empty non-pooled wagons may not be diverted to other than the owning
Railway to secure a load except by special arrangements and with the
approval of the Director.
vi) If loads are not available, they shall be returned to the owning Railway by
the shortest route.
vii) If goods loaded in the non-pooled wagons are required to be rebooked to
another destination a consignment may be sent on in the original wagon
• viii) The owning Railway shall bring to the notice of the adjoining Railway
whenever the non-pooled wagons are booked in contravention to rules.
• ix) In the event of interruption of through communication from any cause
whatsoever, the Railway on which interruption occurs shall advise within 48
hours of occurrence by telegraph to the owing Railway.
• x) Local traffic wagons shall not be used for interchange. If mutually agreed up
on two or more trips may be permitted for interchange or short distance traffic
during a specified period
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• BSLB=BLOCK SECTION LIMIT BOARD
• VTO =VIGIBILITY TEST OBJECT
• WTT=WORKING TIME TABLE
• ODC=OVER DIMENTIONAL CONSIGNMENT
• EOT=ENGINE ON TRAIN
• UTS=UNRESERVED TICKETING SYSTEM
• CC=CLOSED CIRCUIT
• CC=CARRYING CAPACITY
• CCC= CHIEF COMMERCIAL CONTROLLER
• RRI=ROUTE RELAY INTERLOCKING
• CYM=CHIEF YARD MASTER
• COIS=COACHING OPERATIONS INFORMATION SYSTEM.
• POH=PERIODICAL OVER HAUL
• DC=DEMMURRAGE CHARGES
• ICMS=INTEGRATED COACHING MANAGEMENT SYSTEM
• TMS=TERMINAL MANAGEMENT SYSTEM
• CONCOR=CONTAINER CORPORATION OF INDIA LIMITED
• VG=VEHICLE GUIDANCE
• BPC=BRAKE POWER CERTIFICATE
• TNC=TRAINS CLERK
• PDD=PRE-DEPARTURE DETENTION
• LAP=LEAVE ON AVERAGE PAY
• CMS=CREW MANAGEMENT SYSTEM
• RMS=RAKE MANAGEMENT SYSTEM
• DRS= DEFICIEANCY IN ROLLING STOCK
• NP=NON POOLED
• SPART= SELF PROPELLED ACCIDENT RELEIF TRAIN
• CRIS= CENTRE FOR RAILWAY INFORMATIONS SYSTEM
• IOH=INTERMEDIATE OVER HAUL
• CRS= COMMISSIONER OF RAILWAY SAFETY
• RVNL=RAIL VIKAS NIGAM LIMITED
• SWR=STATION WORKING RULES
• N’BOBR= PNEUMATIC BOGIE OPEN BOTTOM RAPID DICHARGE
• N’BOBS M1= PNEUMATIC BOGIE OPEN BOTTOM SIDE DICHARGE MARK
ONE
• BOXNHL= BOGIE OPEN PNEUMATIC HIGH AXLE LOAD WAGON
• BOXNHS= BOGIE OPEN PNEUMATIC HIGH SPEED WAGON
• BTPN=BOGIE PETROLIUM TANK WAGON PNEUMATIC
• POL WAGON= PETROLIUM,OIL, LUBRICANT WAGON.
• BFNS=BOGIE FLAT WAGON PNEUMATIC SYTEM
• SLR=SECOND CLASS LUGGAGE CUM BRAKEVAN
• SLRD=SECOND CLASS LUGGAGE CUM BRAKEVAN WITH DISABLED
• WGSCN= VESTIBULE SELF GENERATOR SEOND CLASS 3TIER SYSTEM
• WLRRM= VESTIBULE LUGGAGE CUM POWER CAR WITH BRAKEVAN
(GUARD’S COMPARTMENT)
• WGACCN= VESTIBULE SELF GENERATOR AIR-CONDITION 3 TIER ( 3A)
• WGACCW= VESTIBULE SELF GENERATOR AIR-CONDITION 2 TIER ( 2A)
• WGFACCW= VESTIBULE SELF GENERATOR 1ST CLASS AIR-CONDITION
CUM 2 TIER AC ( 1A+2A)OR HA
• WGACZ= VESTIBULE SELF GENERATOR AIR-CONDITION CHAIR CAR
• WCB= VESTIBULE PANTRY CAR
- 119 -
• VVN=MILK VAN
• WCD= VESTIBULE DINING CAR
• VPU= PARCEL VAN UNIT
• VPH= HIGH CAPACITY PARCEL VAN
• WGFAC= VESTIBULE SELF GENERATOR 1ST CLASS AIR CONDITION
(H)
• WFC= VESTIBULE 1ST CLASS
• GS=2ND CLASS
• GSRD= 2ND CLASS LUGGAGE ROOM CUM DISABLED
• WGSCZ=VESTIBULE SELF GENERATOR BROAD GUAGE SECOND
CLASS CHAIR CAR
• SATSaNG= SOFTWARE AIDED TRAIN SCHEDULING AND NETWORK
GOVERNANCE
Carriage and Wagon

Q.145 what is the principle of working of air brake system? Describe
briefly the various components of air brake system.
Ans: In air brake system compressed air is used for getting brake force. The
compressed air is supplied to the train brake pipe from locomotive. The
brake pipe pressure is maintained at 5Kg/cm square. The magnitude of
braking force increases in step with the corresponding reduction in brake
pipe pressure & vice versa.
Charging:
The compressed air from the locomotive, through hose assemblies & cut off
angle cocks of successive wagons, charge brake pipe throughout the train
length. In individual wagons the compressed air, after passing through dirt
collector for filtration, charges the auxiliary reservoir through distributor
valve(DV) . During charging DV also keeps the brake cylinder vented to the
atmosphere thus keeping the brake released.
Application:
A reduction of brake pipe pressure whether intentional or accidental will
initiate brake application by admitting the compressed air into the brake
cylinder from auxiliary reservoir through the distributor valve. The piston
movement in(out ward) brake cylinder causes application of brake through
brake rigging.
Release:
When the brake pipe pressure increases the DV reacts to the pressure increase &
vents the brake cylinder pressur to atmosphere. This releases the brake.
Air Brake Equipments
1. Distributor Valve (DV)
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The DV is the most important functional equipment of the system & can be
termed the “Heart “of the system. It senses the Brake pipe pressure variations &
works automatically to provide brake application as well as release.
2. Brake cylinder(BC)
At the time of brake application, compressed air from the Auxiliary Reservoir
via DV, enters the Brake cylinder & moves its piston out wards. The force on
the piston in the brake cylinder is multiplied & transmitted to brake blocks via
the brake rigging. In every there is one piston .when piston works then only
brakes will be applied,
3. Auxiliary Reservoir:
In single pipe system it receives the supply of compressed air from the brake
pipe through DV, Inn twin pipe it is connected with Feed pipe.
4. Angle Cock
The Angle cock is provided on the brake pipe of either end of each wagon which
is used for opening or closing the brake pipe.
5. Hose coupling
The Hose coupling is provided to connect the Brake pipe hoses of consecutive
wagons.
6. Dirt Collector
It removed dust from the compressed air coming through the brake pipe.
7. Slack Adjuster Barrel: It is part of brake rigging arrangement of body
mounted brake cylinder system. It is provided to adjust gap between brake block
and wheel automatically. These are two types 1. DRV-450(coaching) 2.DRV-
600(goods). Its main advantage is to release brake binding by rotating it anti
clock wise manually.
8. Guard’s Emergency Brake Valve & Pressure Gauge
The emergency valve is provided in the brake van for the guard to apply brakes.
One gauge is provided in the brake van for the guard to check the pressure in the
brake pipe.
Q.146 What is Brake Continuity Test? Under what conditions this test
should be done? Describe its procedure.
Ans: The following procedure should be adopted while attending the continuity
test on A/B trains.
1. Create prescribed BP pressure in engine & brake van as under
Engine B/Van
Up to 56 5.0 kg/cm square 4.8 - kg/cm square

Wagons
Beyond 56 5.0 kg/cm square 4.7 - kg/cm square

Wagons
Coaching Trains 5.0 kg/cm square 4.9 - kg/cm square
- 121 -
Upto 18 coaches
Beyond 18 5.0 kg/cm square 4.8- kg/cm square
Coaches
2. Move A9 handle to drop BP pressure by 1 kg/cm square

& remain at 4 kg/cm square.
3. After the needle stabilised, close L/T cock.
4. Press the handle of guard’s emergency valve until all air is exhausted
reducing the pressure to zero (0 kg/cm square).
5. Then it must be observed that the BP pressure in engine has dropped to zero
& does not rise again .If the BP pressure does not fall, this can be due to
angle cock being closed anywhere in the train.
6. After correction of this fault step 4 & 5 must be carried out again.
7. Move 9 handle to running position & check that required pressure is
registered in engine & B/Van again.
This test is carried out
1. While attending pressure of originating train.
2. After completion of shunting on a through train in effect of detachment
or attachment.
3. When train is stabled & cleared.
4. When changing of engine.
5. Whenever the guard suspects that the pressure disturbed in M/T when
the train stopped at any place.
This test is to be conducted by TXR staff at the station provided with C&W
staff & by guard & driver at other station/sidings.
Q. 147 What are various factors influencing brake binding? What steps
would you take to release it manually to clear the station?
Ans: Definition:-i) Brake not releasing on recharging of vacuum/BP pressure or
delayed/ sluggish release is called brake binding.
ii)When A-9 valve is kept in normal position, system is fully
charged, even though if brakes of any vehicle is not released then this state
is called brake binding.
Symptoms: -
 Wheel skidding
 Vibrations in brake rigging.
 Vibrations in trolley frame/wagon
 Screeching sound
 Sparks along the rail(clearly visible during night time only )
Causes: -
 Hand brake ON
 Brake shaft or piston jammed/seized
 E/L box wrong setting
 Tampering of E/L box sleeve nut.
 Tight pin-hole adjustment
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 SAB stuck up.
 DV malfunctioning
 Insufficient release time allowed by the driver after brake application &
before notching up..
 Excess leakage
BP builds up very slow.
Procedure for manual releasing of brake/ piston manually releasing of

brake binding in case of Air Brake System: -
1. Release the brake/ piston manually by pulling the distributor valve (DV)
release hook.
OR
2. Put the DV isolating handle in parallel position / release position & rotate
the hand brake of the wagon OFF & ON in both position.
OR
3. Put The DV isolating handle in release position & rotate the SAB in anti
clock wise direction keeping the face on long pull rod side.
OR
4. Loose vent nut of brake cylinder.
OR
5. Loose sleeve nut of E/L box.
OR
6. Uncouple the pull rod pin of slack adjuster barrel head pin & secure the
pull rod with safety bracket or by steel wire after manual releasing of the brakes.
The affected wagon made isolate/dummy by putting the DV isolating handle in
dummy position to avoid further detention for further brake binding.
Q.148 What is Passenger Emergency Alarm System? Describe briefly.

Ans: A passenger emergency alarm signal device (pilot valve ) is fitted on the
end wall at cant rail level of each coach & is connected through a 10mm
common control pipe to passenger emergency alarm valve & then to the main
brake pipe. A cam operated electrical limit switch is also provided on the end
wall. For actuation of audio visual device provided in loco cabin through wire
inter Coach Elec. Coupler, dummy coupler carrier & shorting plug for continuity
of the system is provided.
Working Procedure: – When a passenger pulls alarm chain, the alarm spindle
rotates from horizontal to vertical position. This in turn will pull down operating
bar of PEASD. As a result lever assembly rotates in anti -clockwise direction.
There by the pistol valve moves off & opens the passage for air from the 10mm
pipe connecting to PEASD. As PEASD is connected to PEAV by control pipe,
the pressure at top of diaphragm of PEAV is decreased which lift the valve
assembly there by allowing brake pipe pressure to vent to atmosphere . During
ACP the micro switch operates the audio signal device provided in the loco
- 123 -
cabin & the driver gets indication through the buzzer sound & indication light.
The driver also gets indication through the overshooting of movable (white)
needle of air flow indicator.
Resetting-1.By pulling wire rope whitch is connected with RE SET KEY.

2. The PEASD can be reset with the square key no.004 by turning in clock wise
direction. This key is normally kept with the guard/TXR of the train. On all new
coaches the PEASD has fixed key.
Isolating- In case the PEASD is defective and Could not be rest with the key
no.004, the isolating cock provided on the coach under frame just below the
PEAV is to be closed to isolate the air pressure.
Q.149:- What is GDR? Which C&W items are attended by Guard & Driver
during GDR Check?
GDR is a Guard and Driver check report which is done to clear any Goods
train from road side station, When it is stabled for different time period.
Items to be checked by GDR in the rake :-
Item no Description of items Remarks

1. Rake Integrity
2. a EOT at
b. Vacuum Air Pressure ready at:
c. Vacuum/ Air pressure in locomotive:
d. Vacuum/ Air pressure in Brake van:
e. Total no of Cylinders:
f. Total No of operative Cylinders:
g. Total No of Inoperative Cylinders
(With wagon details):
h. % of Brake power
3. Loose fittings/hanging parts which may

Endanger Safe running of train:
4. Doors of all wagons are closed & locked.

5. All CBCs are properly coupled & locked.
6. Empty load device handle is in proper position as required:
7. Hand Brakes are in released condition:
8. Continuity of Brake pipe pressure is confirmed through VHF/whistle code
before starting .All angle cocks should be in open condition exept front of
Loco and rear of Bk.van.
9. Any other abnormalities noticed & action taken:
10. Brake power: Ascertained where ever required.*
o When BPC becomes invalid.

o A load stabled at a non TXR station for more than 96 hrs.
- 124 -
When to be conducted:
i. A load stabled for more than 12 hrs at a non TXR point.
ii. A rake unloaded/back loaded/tippled at non TXR point.
When not to Conduct:

a) A load stabled at TXR points
b) A load stabled at non -TXR point up to 6hrs.
When to conduct and what to do?
i) If stabled for 0 to 12 hrs---Only continuity test to be done,
ii) If stabled for 12 to 24 hrs—GDR to be done but brake power check is
not essential.
iii) If stabled for 24 to 96 hrs--- GDR to be done and brake power check is
must.
iv) If stabled for more than 96hrs---GDR to be done, brake power check is
must and train will run up to next examination point.
Q.150 What are the comparative advantages of air brake system over
vacuum brake system?
Ans: Conventional vacuum brake has several limitations like vacuum trouble,
brake power fading, increased application & release timings etc. This system is
not so safe & reliable to have long & fast trains at high speeds .So the IR have
adopted the air brake system due to its following major advantages.
 High braking force

 Short braking distance
 Quick release & quick application of brakes.
 Very little brake power deterioration during run.
 Low exhaustibility of brake power under continuous or repeated brake
applications.
 Uniform brake power over entire train length.
 Simultaneous brake application through out the train.
 Easy detection of leaky hoses/joints due to higher audible leakage sound.
 No air pressure trouble at higher altitudes above MSL.
 Simple brake rigging
 Light & compact equipments
 High speed operations.
 Minimum “run in” & “snatch” action during braking.
 Very less chance of brake fade.
- 125 -
Q.151:- How would you differentiate between vacuum brake & air brake
system?
Ans:-
FP system BP system
1. V/B is worked by exhaustion of air. 1. A/B is worked by Compression of air.
2. Exhausters provided in the engine 2. Compressors provided in the engine
create vacuum in the system. charge the system.
3. During application, air goes into the 3. During application, air comes out of the
system. system.
4. Brake application is caused by the 4. Brake application is caused by the
inward piston movement. outward piston movement.
5. It derives its braking force from the 5. It derives its braking force from the
atmospheric pressure. pressure differential across the DV main
diaphragm.
6. Vac cylinder is suspended in Vertically. 6. Brake cylinder is mounted in
Horizontally.
7. Gravitational force helps in releasing the 7. Return spring is provided for the
piston. purpose.
8. During release piston comes out. 8. During release, piston goes in.
9. No provision for isolation of Wagons. 9. Isolating & angle cocks are provided for
this.
10. Vac cylinder is directly Connected to 10. Bk cylinder is connected to aux reservoir
train pipe through Release valve & exhaust through DV.
11. Train pipe is of 50 mm dia. 11. Brake pipe is of 32mm dia.
12. Hose pipe, universal coupling & IR 12. Air hose, palm end & MU washers are
washers are provided to couple the provided to couple the system.
system.
13. The trailing hose coupling of BV/LV is 13. The trailing hose coupling of BV/LV is
placed on the dummy plug. placed on suspension hook & the
corresponding angle cock is closed.
14. The release valve is pulled to release 14. The DV hook is pulled to release brakes
brakes on a standing load by equalising on a standing load by venting out brake
the pressure above & below the piston. cylinder pressure.
15. For ACP resetting, no key is required. 15. For ACP resetting, key No. 004 is
required.
Q.152 How would you differentiate between FP & BP system?

Ans:
FP system BP system
1. Its colour is white. 1. It colour is green.
2. Pressure in FP should be 6 Kg/cm2 . 2. Pressure in BP should be 5Kg/cm2.
3. It is fitted in only twin pipe air brake 3. BP is fitted in Signle Pipe and twin pipe
system. (both) Air Brake System.
4. FP Pressure is required for quick 4. BP Pressure is require for brake
release of brakes. application and release.
5. FP is directly connected with AR too. 5. BP pipe is connected with DV only.
Q.153 What is Brake Power Certificate? Which columns are filled by TXR
on the BPC at originating point?
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Ans:- BPC is a certificate issued by the JE or SSE of C&W department to the
Driver & Guard of the outgoing train at the examining station. It’s Form
No. is MV-5. BPC issued means the train is fully mechanically fit &
having sufficient brake power.
The following columns are to be filled by the TXR on the BPC at the
examining station:
a. Date
b. Station / Railway
c. Train No.
d. Load
e. Engine No.
f. EOT at
g. Pressure ready at
h. Pressure: on Engine
&
on Brake Van
i. Total No of Brake Cylinders
j. No .of Operating Cylinders.
k. Brake Power %
No fresh BPC should be issued during revalidation.
Colour scheme of BPC as specified by Railway Board.
Intensive Rake - Green

CC Rake - Yellow
Premium Rake - Green with Red Diagonal Band
Q.154:- How will you find out brake power of a goods train during GDR
Check?
Ans:
I. Ensure all BP hoses are connected with each other.
II. Keep the rear most hose on suspension hook.
III. Ensure all angle cocks are in open position except the rear most,
which must be closed.
IV. Keep the handles of DV isolating cocks of all the wagons
vertically down ward.
V. Attach engine with the train. ( EOT)
VI. Connect BP air hoses of engine with first wagon. Bring driver’s
brake valve handle to charging position & charge the System.
VII. Ensure prescribed BP pressure is registered in engine & brake
van respectively as under:-
No of wagons Engine Brake Van
Up to 56 5Kg/cm2 4.8 kg/cm2
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Above 56 5Kg/cm2 4.7 Kg/cm2
VIII. Bring drivers brake valve handle to braking position & drop BP
pressure by 1.6 Kg/cm2. Brakes should be applied in full rake.
IX. Count the no of operating cylinders.
Check the piston stroke. It should be as follows:-
PISTON STROKE(mm)
Type of wagons Piston stroke

Empty Loaded
BOXN, BCN/BCNA, BRN, BTPGLN 85+10 130+10
BTPN 87+10 117+10
BOY 90+10 135+10
BVZC 70+10
BOBRN 100+10 110+10
 The brake blocks should bind the wheel tread effectively.
X. Apply the following formula to calculate % of brake power in the train:-
Brake Power % = No of Operative Cylinders X 100

Total No of Brake Cylinders
Brake Power %
TXR Road Side

Sl.No. Type of Rake Examination
Station
Station
1. Intensive rake 90% 75%
2. Premium rake 95% 75%
3. Close circuit Train 100% 90%
4. Coaching Train + BLC Wagon 100% 90%
Q.155:- What is Twin Pipe System & its advantages?

Ans:- In Air brake coaching stock, in addition to brake pipe (BP), an extra pipe
called feed pipe (FP) is fitted. This is called Twin Pipe System. In this
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System BP is set at 5 kg/cm2 & FP at 6 Kg/cm2. FP is fitted at higher
level than BP over rail level in coaching stock. BP colour is green & FP,
white.
Advantages:-
1. Aux reservoir is charged at higher pressure (6 kg/cm2).
2. Aux reservoir is charged uninterrupted throughout the operation even
during brake application.
3. Less releasing time.
4. Chances of brake binding are minimised.
5. Brakes can be applied again and again more quickly, giving more
effective control to the driver over the train negotiating long stretch of
DN Gradients.
Q.156:- How will you compare between single pipe and twin pipe system?
Ans:- 1. Principle of working:
Single Pipe:- The operation is same as that of the twin pipe system except
that the auxiliary reservoir is charged through the D.V. instead of feed
pipe, since there is no feed pipe in single pipe system.
Twin Pipe:- The Brake pipe is charged to 5g/cm2 by the driver’s brake
valve. The auxiliary reservoir is charged by the feed pipe at 6kg/cm2.
through a check valve and choke . The brake cylinder is connected to the
atmosphere through a hole in the D.V. when brakes are under fully
released condition. To apply brakes, the driver moves automatic brake
valve handle either in steps for a graduated application or in one stroke to
the extreme position for emergency application. By this movement the
brake pipe pressure is reduced and the pressure differenced is sensed by
the D.V. against the reference pressure locked in the control reservoir. Air
from the auxiliary reservoir enters in to the brake cylinder and the brakes
are applied. At the time of release the air in the brake cylinder is to be
vented progressively depending upon the increase in the brake pipe
pressure. When the brake pipe pressure reaches 4.8kg/cm2 the brake
cylinder is completely exhausted and brakes are fully released.
2. Charging auxiliary reservoir
Single Pipe – Discontinued during brake application;
Twin Pipe – Uninterrupted
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3. B.C. and A.R. pressure equalisation
Single Pipe – Occurs during prolonged brake application;
Twin Pipe – Does not occur.
4. Release of brakes (reduction in brake cylinder pressure)
Single Pipe – Proportionate to build up of A.R. pressure
Twin Pipe – Auxiliary reservoir is continuously charged through feed
pipe
5. Leakage in brake cylinder during application
Single Pipe – During emergency application, feed for auxiliary reservoir
from brake pipe is discontinued. Leakages in brake cylinder will therefore
reduce braking force since auxiliary reservoir may not be able to equalise
the leakages.
Twin Pipe – Auxiliary reservoir is continuously charged through feed
pipe and hence leakages in brake cylinder can be equalised even during
emergency application ensuring full brake force.
6. Colour
Twin Pipe - Brake pipe – Green; Feed pipe – White
7. Pressure
Single Pipe – Brake pipe – 5kg/cm2 Twin Pipe – Brake pipe – 5kg/cm2
Feed Pipe – 6kg/cm2
Short Notes:-
Air Brake System
Air brake is braking system used on rolling stock (Goods & coaching) in which
the media of brake application is compressed air.
There are 2 types of A/B system available in world Railways. UIC has
adopted “GRADUATED RELEASE” & AAR the “DIRECT RELEASE”
system. Both direct & graduated releases are further available in two forms:
 Single Pipe
&
 Twin Pipe
In graduated release, the brakes can be released in steps at the discretion of the
driver whereas in direct release, the brakes release completely, thus providing no
intermediate control to the driver.
Both the types are graduated in application.
CC Rake:- Some freight trains are used continuously in dedicated operations
over a closed loop journey. These are known as close-circuit rakes & typically
consists of 41BCN or 43 BCNA wagons (cement) or 59 NBOX wagons (coal)
or 47 BTPN tankers (POL). These rakes are subjected to a more rigorous
maintenance regime, known as super-intensive examination & have BPC issued
for 6000 kms/30 days or 7500kms/35 days at a time.
- 130 -
E/L Box: - It is a device which is incorporated in the brake gear & serve to vary
the brake ratio when required. This is manually operated for adjustment when
empty or loaded.
When the gross load is below 42.5 ton then it is treated as empty.
1. Handle to be kept in black colour side for loaded wagon
2. Handle to be kept in yellow colour side for empty wagon
3. If the handle is set in wrong position it effects braking force. Such as poor
brake power/brake binding.
Hand Brake:- The hand brake provides a means of attaining retarding force
with the brake shoe. The BOXN & BCN wagons are equipped with side
operated hand brakes.
Quick Coupler :- All the air brake goods brake vans (BVZC/BVZI) are
equipped with a ‘quick coupling arrangement’ that permits quick coupling of
detachable gauge (a part of personal equipment of Guard ) for checking the
brake pipe continuity & air pressure thus ensuring safety of trains.
POH:- means Periodic Overhaul of Rolling Stock. It signifies a thorough

minute examination of rolling stock & is undertaken in nominated work shops,
painting of body also to be done during POH. It is done for wagons and coaches.
Return date of the vehicle indicates due POH.
Period: Wagon First time after 6 yrs, then after every 4.5yrs.
Coaches: First time after 2 yrs, then after every 18 months. (ICF)
ROH:- ROH means Routine Overhaul carried out on roller bearing fitted
wagons at nominated wagon depots like TATA, BNDM, ADTP, BOKARO,
BHILAI, VSKP etc,. It is done only for the wagons after every 18 months.
IOH:- Means Intermediate Overhaul. It signifies a thorough minute examination

of Coaching Stock in Coaching Depots. Normally one IOH schedule to be in
between two successive POHs. It is done only for the coaches. After every 9
months.
CBC: - Means Centre Buffer Coupler. It connects wagon to wagon

mechanically. It bears both the draft & buffing force. The yield strength of HT
CBC is 180 T. In CBC assembly coupling action is automatic.
Parts of the CBC:-Knuckle, Knuckle Pin, Operating Handle, Lock, Lock

lifter, Tougle, Yoke, Draft gear etc.
- 131 -
Short Questions:-
Q. 1. Which brake is based on the simple physical properties of compressed air?
Ans:- Air Brake.
Q.2. Which type brake is used in EMU/ MEMU?

Ans. EP brake.
Q.3. How many wagons are allowed to be replaced by TXR examined wagons
in the entire run between two PMEs?
Ans:- Four (4)
Q.4. How much leakage is allowed in a goods train as per AFI?

Ans:- Equal to number of wagons.
Q.5. One module of BLC wagons comprises how many flats?

Ans: - Five (5)
Q.6. In which brake system, parking brake is applied manually through

mechanical linkage?
Ans: - Hand brake
Q.7. Name the loco brake, which is used as a speed controlling brake on grades
or a slowing brake on level track?
Ans:- Dynamic brake.
Q.8.What is the maximum limit of flat tyre in ICF (all-coil) coach?

Ans: - 50 mm
Q.9. While conducting leakage test, what is prescribed leakage rate?
Ans:-Goods trains - 0.25 kg/cm2/min
Coaching train – 0.20 kg/cm2/min
Q.10.Which device is fitted on BLC wagons to function in lieu of EL Box?

Ans: - Load Sensing Device.
Q.11.What should be max BP drop when alarm chain pulled from a coach?
Ans”- 0.4 Kg/ cm2
Q.12.What is the max speed of NMG rake?

Ans: - 75 Kmph
Q.13.What is the operational speed of BLC wagons rake?

Ans: - 100 Kmph
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Q.14.What is the size of PEAV choke?
Ans. 8 mm
Q.15.Which type of roller bearing is used on N/BOX wagons?

Ans: - CTRB
Q.16. Why is vac/air brake called automatic?

Ans: - Because vac/air brakes is self-acting in case of train parting.
Q.17.Which brake derives its braking force from the atmospheric pressure?
Ans: - Vac brake
Q.18.Which pressure works as a reference pressure for actuating the DV?

Ans. Control reservoir (CR)
Q.19.What is the size of cylinder in conventional air brake system?

Ans: - 14” (355mm)
Q.20.What is the size of cylinder in Bogie Mounted air brake system?

Ans:- 8
Q.21.Which equipment distributes air pressure uniformly throughout the train?

Ans:- DV
Q.22.Which equipment should be set in closed condition for coupling /

uncoupling of air hoses?
Ans: - Angle-Cock
Q.23.Which equipment is provided at the junction of brake pipe and branch pipe
to protect DV from dust and moisture?
Ans: - Dirt Collector
Q.24.Which air brake equipment works as a dummy for the front engine & the
rear wagon?
Ans: - Angle–Cock
Q.25.What does the red needle of air flow indicator point out?
Ans: - Reference mark which shows initial train leakage.
Q.26.Which device is provided to fix pressure gauge in BVZC type brake van?
Ans: - Quick Coupler
Q.27.What is the BPC validity of a premium rake in empty condition?

Ans:- 12 days
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Q.28.What is the BPC validity of A-category CC-rake?
Ans:- 7500 Kms or 30 days, which ever is earlier.
Q.29 In a HT CBC, what is the yield strength of knuckle?

Ans: - 180 tonnes
Q.30.What is the yield strength of enhanced capacity screw coupling?

Ans: - 60 tonnes
Q.31.When is TC coupling used?

Ans: - To connect CBC & Screw Coupling
Q.32.What is WSP?
Ans: - Wheel Slide Protection.
Q.33.What is full form of PEASD?

Ans: - Passenger Emergency Alarm Signal Device.
Q.34.What is the expanded name of PEAV?

Ans: - Passenger Emergency Alarm Valve.
Q. 35. During testing what is the permissible leakage in BP & FP?

Ans: - 0.2 Kg/cm2/min.
Fill in the blanks.

1. In engine, Brake Valve is set at specified operating pressure of ________
kg/cm2 (5/6/10) Ans: - 5.
2. In engine, Feed Valve is set at specified operating pressure of ________
kg/cm2 (5/6/10) Ans: - 6.
3. Leakage in _____________ results in non-application of brakes shortly after
brake application. (BP/FP/CR) Ans: - CR
4. Which is not an essential requirement of air brake system?
(Automatic /Continuous/ Manual) Ans: - Manual
5. ___________ pressure is depleted only at the time of manual release.
(BP/CR/AR) Ans: - CR
6. _________ is mounted at the bottom cover of DV.
(QRS/ CPB / CR) Ans: - QRS
7. DV is connected to _____________ through 3-way dirt collector.
(BP / AR / BC) Ans: - BP
8. In a goods stock, capacity of auxiliary reservoir is ___________ litres.
(100 / 200 / 250) Ans: - 100
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9. Charging of auxiliary reservoir is discontinued during ________ stage in
single pipe system.
(1. Charging 2.Application 3. Release /Recharging) Ans:- Application
10. To initiate brake application mathematically BP< _________.
(CR / AR / BC) Ans: - CR
11. DV actuates when BP pressure drops below _________ kg/cm2.
(0.3 / 0.4 / 0.5) Ans: - 0.4
12. BPC colour of CC rake is __________________.
(Yellow / Green / Pink) Ans: - Yellow
13. The concept of _________ rake is originally devised in a cyclic movement
on a short circuit.
(End-to-End / Premium / CC) Ans: - CC
14. In a CC-rake if km earned is not logged properly, the BPC will remain valid
only for ______________ days from the date of issue.
(40 / 30 / 20) Ans: - 20
15. Up to _______ wagons (equivalent to 10 FWUs) may be replaced by TXR
examined wagons in between two successive PMEs.
Ans: - 4.
16. The BPC shall be invalid if a train is stabled for more than ________ hours
at non- TXR station.
Ans:- 96 hrs
18. The BPC shall be invalid if a train is stabled at a TXR station for more than
_____ hrs. Ans:- 24 hrs.
19. GDR check is conducted in case of _____________
(Valid BPC/ Invalid BPC / Both) Ans:- Both
20. ______________ leakage causes false braking.
( BP / CR / BC ) Ans:- BP
21. PEASD equipments are connected to passenger emergency valve (PEAV) by
a common pipe of _____________ mm bore. Ans 10mm
22. During ACP brake pipe pressure is vented to atmosphere through a
____________ mm dia chock Ans:- 4 mm.
23. Maximum allowed to leakage is ____ kg/cm2/min in air brake goods train.
(2.0/2.5/3.0) Ans:- 2.5
24. Maximum allowed to leakage is ____ kg/cm2/min in air brake coaching train.
(2.0/2.5/3.0) Ans:- 2.0
25. In a coaching train, not more than _____ % of the inoperative cylinders
(subject to a maximum of two cylinders only) can be permitted at any
intermediate station?
(5/10/15) Ans: 10 %
26. On the run not more than ____ cylinders on the whole air brake coaching
train shall be dummied.
(1/2/3) Ans: 2.
27. The difference between the pressure in the engine & the rear SLR should not
exceed _________ kg/cm2.
(0.1/0.2/0.3) Ans: 0.2.
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28. After brake application, distributor valve (DV) is disconnected from the
___________.
(BP/AR/BC) Ans: BP.
29. ___________ pressure is vented out if the brake is manually released by
QRV ?
(BP/AR/CR) Ans: CR.
True/False
1. The JPO doesn’t in any way amend any stipulations of IRCA, G & SR.
Ans: True.
2. CC rakes generally run in a specified circuit and the same is printed in the
BPC.
Ans: True.
3. CC rakes are predominantly formed out of off – ROH and off – POH wagons.
Ans: True.
4. CC rakes may be examined at any place within the validity of earlier
examination.
Ans: False.
5. If an over due PME/CC rakes is moving towards its base depot, no
revalidation of BPC is required even after the expiry of BPC.
Ans: True.
6. All trains originating from or passing through nodal points must have valid
BPC.
Ans: True.
7. Divisions are permitted to extend validity of cc rakes beyond specified limits.
Ans: False.
8. ROH & POH wagons are marked and detached from cc-rakes at base depots
only.
Ans: True.
9. Breaking the rake into parts and reforming the same parts, will not be deemed
to have broken the rake composition.
Ans: True.
10. BPC colour of cc-air braked train is Green.
Ans: False.
11. E/L box adjusts the leverage ratio for loaded & for empty wagons.
Ans: True.
12. On either end of Brake Pipe angle cocks are provided to facilitate closing &
opening.
Ans: True
13. Palm ends are used on the coupling side of Air Hoses.
Ans: True
14. Brake cylinder is connected to Auxiliary Reservoir & Exhaust through
Distributor Valve.
Ans: True
15. The air brake system works at a BP pressure of 5kg/cm2.
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Ans. True.
16. Air brake application is caused by the inward movement of piston.
Ans. False
17. Release of brake rigging is not done by the release spring provided in air
brake cylinder.
Ans. False
18. Air brake cylinder is suspended in vertical plane.
Ans. False
19. Brake Pipe is of 32mm size in N-BOX wagon.
Ans. True
20. Air brake is worked by exhaustion of air.
Ans. False
21. In Air brake system during brake application air goes into the System.
Ans. False
22. Air brake derives its braking force from the atmospheric pressure.
Ans. False
23. There are provisions for isolation of vacuum brake wagons.
Ans. False
24. Brake cylinder is incorporated with release spring to release the brakes on
release/recharging.
Ans. True
25. The length of BOXNHL is more than 250mm over other BOXN type
wagons.
Ans. True
26. During ACP air is exhausted from PEASD only.
Ans. False.
FLAT TYRE :
Due to brake binding after skidding of the wheel with the track,wheel becomes
flat at some places,It is called Flat tyre.
Permissible limit of flat tyre:
Wagons: 60 mm
Coach &Loco: 50 mm
Demerits: i) Abnormal sound from the wheel
ii) It damages the track
iii) Partts of the vehicle may uncouple or thrown
iv) It may derail
v) Punctuality loss
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 LHB Coach
To bring a quantum jump in passenger coach technology and to bring it to

contemporary world standards. In October 1995 Indian Railways entered
in to a contract with M/s Linke Holfmann Busch (LHB). The bogies for
these coaches are being manufactured by M/s FIAT- SIG,Switzerland.
Features :-
1. Length over body : 23540 mm
2. Length over buffer : 24000 mm
3. Height over roof : 4039 mm
4. Maximum width over body : 3240 mm
5. Height of compartment floor from
Rail level under tare condition : 1303 mm
6. Maximum buffer drop under gross load : 75 mm
7. Higher speed potential - 180 kmph upgradable upto 200
8. Ride index of coach - 2.5 at 160 kmph
9. ACP can be reset from inside of the coach only
10.Body is made of fire retardant material
11. There is a provision of heat and sound insulation
12. “H” type CBC is fitted
13. Axel mounted disc brake - disc dia - 640 mm
14.Seat capacity - two rows extra than ICF coach
15.Breaking distance - 1200m at 60 kmph.
- 138 -
H TYPE CBC
(LHB)
CBC YOKE
- 139 -
BOGIE FIAT
ACP SYSTEM
- 140 -
Disaster Risks in India:
India is vulnerable, in varying degrees, to a large number of natural as well as
man-made disasters. 58.6% of the landmass is prone to earthquakes of moderate to
very high intensity; over 40 million hectares (12% of land) is prone to floods and river
erosion; of the 7516 km long coastline, close to5700 km is prone to cyclones and
tsunamis; 68% of the cultivable area is vulnerable to drought and hilly areas are at
risk from landslides and avalanches. Vulnerability to disasters/emergencies of
Chemical, Biological, Radiological and Nuclear (CBRN) origin also exists. Heightened
vulnerabilities to disaster risks can be related to expanding population, urbanization
and industrialization, development within high-risk zones, environmental degradation
and climate change. It can also be related to increase in terrorism around the Globe.
DISASTER MANAGEMENT ACT – 2005

The Disaster Management Act, 2005, enacted by the Parliament provides for the
legal and institutional framework for the effective management of disasters. The Act
mandates creation of new institutions and assignment of specific roles for Central,
State and Local Governments. Under the provisions of the Act, the National Disaster
Management Authority (NDMA) has been established under the chairmanship of the
Prime Minister and a National Executive Committee (NEC) of Secretaries has been
created to assist the NDMA in the performance of its functions. At the State level, a
State Disaster Management Authority has been created under the chairmanship of
Chief Minister, which has been assisted by a State Executive Committee. At the
District level, District Disaster Management Authorities have been created. The
responsibility of laying down the policies on disaster management, approving the
National Policy on Disaster Management (NPDM) and laying down the guidelines on
Disaster Management has been given to NDMA under the Act.
The NPDM envisages a holistic approach to disaster management,
encompassing the entire disaster management cycle including prevention, mitigation,
preparedness, relief, response, rehabilitation and reconstruction. It addresses all
aspects of disaster management covering institutional, legal and financial
arrangements, capacity building, knowledge management, research and
development. It focuses on the areas where action is needed and the institutional
mechanism through which such action can be channelized.
1.1 Salient Features of the Disaster Management Act, 2005:
It is the central legislation on Disaster Management around which all the Disaster
Management related activities revolve since its enactment. It legislates a holistic
approach to Disaster Management, from mere responding to disasters to greater
attention to prevention and mitigation, capacity building and preparedness.
The Disaster Management Plan of the Railways has been prepared by taking
relevant provision of this Act into consideration.
Disaster has been defined in this Act as under:

“Disaster means a catastrophe, mishap, calamity or grave occurrence in any area,
arising from natural or man- made causes or by accident or negligence which results
in substantial loss of life or human suffering or damage to, and destruction of,
property, or damage to, or degradation of, environment, and is of such a nature or
magnitude as to be beyond the coping capacity of the community of the affected
area”
Disaster Management has been explained in this Act as under:
“Disaster Management means a continuous and integrated process of planning,
organizing, coordinating and implementing measures which are necessary or
expedient for• prevention of danger or threat of any disaster;
- 141 -
• Mitigation or reduction of risk of any disaster or its severity or consequences;
• Capacity-building;
• Preparedness to deal with any disaster;
• prompt response to any threatening disaster situation or disaster;
• assessing the severity or magnitude of effects of any disaster;
• Evacuation, rescue and relief;
• rehabilitation and reconstruction”
1.2 Important Provisions in the DM Act, 2005 Concerning Railways:

Sections 35, 36 & 37 of the DM Act, 2005 detail the responsibilities of Ministries and
Departments of Central Govt. as per which a number of measures/actions are to be
taken either on their own or in consultation with NDMA. Drawing up mitigation,
preparedness and response plans, capacity building, data collection and
identification and training of personnel in relation to Disaster Management is one of
the key responsibilities.
NATIONAL DISASTER MANAGEMENT AUTHORITY (NDMA)

1.1 The Disaster Management Act, 2005, provides the powers, roles and jurisdiction
of a National Authority as under:-
1.2 Powers and functions of National Authority:

Subject to the provisions of this Act, the National Authority shall have the
responsibility for laying down the policies plans and guidelines for disaster
management for ensuring timely and effective response to disaster.
The National Authority may --
a) lay down policies on disaster management;
b) approve the National Plan;
c) approve plans prepared by the Ministries or Departments of Government of India
in accordance with the National Plan;
d) lay down guidelines for the State Authorities to draw up the State Plan;
e) lay down guidelines to be followed by the different Ministries or Departments of the
Government of India for the purpose of integrating the measures for prevention of
disaster or the mitigation of its effects in their development plans and projects;
f) coordinate the enforcement and implementation of the policy and plan for disaster
management;
g) recommend provision of funds for the purpose of mitigation;
h) provide such support to other countries affected by major disasters as may be
determined by the Central Government;
i) take such other measures for the prevention of disaster, or the mitigation, or
preparedness and capacity building for dealing with the threatening disaster situation
or disaster as it may consider necessary;
j) lay down broad policies and guidelines for the functioning of the National Institute
of Disaster Management;
NATIONAL DISASTER RESPONSE FORCE (NDRF):

As per Disaster Management Act 2005, various Ministries and Departments under
the
Government of India should join hands for mutual assistance in case of a disaster.
Assistance from local Government and non-government agencies is invariably
required by the Railway Administration for prompt relief and rescue operation in case
of major disasters affecting Railways. Assistance of NDRF could be of great help to
the Railways in major railway disasters.
- 142 -
Zonal Railways should get in touch with NDRF officers at the nearby NDRF locations
to have the first hand knowledge of the resources available with them and also
familiarise
NDRF task force with railway related disaster situations and expose them to the
issues relevant to rescue and relief of passengers during railway accidents. Railways
may also associate NDRF in the full-scale DM Exercise which shall be held once
every year. Respective NDRF Battalion pertaining to the Railway territory has to be
co-ordinated while doing such exercises.
There are no charges for availing the services of NDRF except for the rail
transportation which railways may provide at their cost for attending to rail accidents.
Railways may also have to provide the rail transportation logistics for transporting
NDRF in case of
non-railway exigencies Railway Board have also empowered Divisional Railway
Managers to directly requisition the relevant NDRF Battalion for relief and rescue
operations depending upon the gravity of situation so that their services could be
made available expeditiously at the time ofmajor Railway disasters without any loss
of time. However, requisitioning of NDRF should be judicious and NDM Control
Room under Ministry of Home Affairs (Tele No.011-23092885 Fax No.011-23093750)
and Security Control Room (Tele No.011-23387981 Fax No.011-23303983) and
safety cell (Tele Fax No.011-23382638) in the office of Railway Board must be kept
informed.This instruction is issued by Railway Board in consultation with National
Disaster Management Authority (NDMA) having the administrative control on NDRF.
NDMA CONTROL ROOM (Ref: Rly. Bd’s letter No.2003/Safety (DM)/6/3 dt.13.06.08)
CONCEPT OF DISASTER ON RAILWAYS
Disaster defined in Railways’ context:
The concept of a Disaster was, till the year 2005, not adequately and
comprehensively defined on Indian Railways. It was accepted that a Disaster
situation implies, on the railways, to cover only cases of serious rail/train accidents. It
was, perhaps, due to this anamoly as late as the year 2008, even CAG’s report on
DM on Indian Railways has broadly adopted this fact in the concept of disaster and
has gone to examine the relief/rescue/mitigation and preparedness of Indian
Railways based on the earlier concepts and has reviewed the facilities for handling
disasters available with the Railways only on the report/recommendations of the HLC
on DM of Mr. S. Dhasarathy. The definition of DM as given by the Government of
India was legislated for the first time in the Disaster Management Act, 2005. The
broad principles of disaster for any department of the government changed to the
concept of any incident which could not be handled with alone by that department i.e.
if it was beyond the coping capacity of a particular department, the incident could be
termed as a disaster. With this came the concept of the departments of Government
of India as also the State governments required to join hands to extend whatever
facilities were available with them to provide relief/rescue and mitigation on the
occurrence of a disaster. In the DM plan of Indian Railways, this concept of disaster,
which has now evolved, has been adopted. The zonal railways have to ensure that,
down the line, this definition is understood. While this Disaster Management Plan is a
comprehensive Document, more detailed guidelines where required will be laid down
on specific topics under the overall philosophy of Disaster Management laid down in
this document. For instance, this has been done in the Guidelines on Chemical
Disasters and the Hospital Disaster Management Plan.
Definition of a Disaster on Railways:
- 143 -
Based on the definition of the Disaster Management Act 2005, Ministry of Railways
has adopted the following definition of Railway Disaster:
“Railway Disaster is a serious train accident or an untoward event of grave
nature, either onrailway premises or arising out of railway activity, due to
natural or man-made causes, that may lead to loss of many lives and/or
grievous injuries to a large number of people, and/or severe disruption of
traffic etc, necessitating large scale help from other Government/Non-
government and Private Organizations.”
NEED FOR DISASTER MANAGEMENT PLAN:

Indian Railways do have an established system of disaster response. Swiftness in an
accident primarily depends upon various components constituting the accident relief
team being fully conversant with their areas of responsibility. Success or failure of
rescue operations in the event of major disaster depends upon the adequate
resources both in terms of men and material and extensive teamwork and co -
ordinated efforts. In this regard, Railways have set up a High-level Committee to
review Disaster Management on Indian Railways. Based on the recommendations of
the Committee, it has been felt necessary to have well documented DM Plan and
upgrade our resources to improve the capability to handle disasters and mitigate the
hardships and sufferings of passengers.
Nodal department for Policy Formulation on DM on Indian Railways:
The preparation of the Disaster Management Plans on Indian Railways and on the
Zonal Railways in co-ordination with the different Departments of the Railway, other
Central/State Govt. agencies, NGOs, Private agencies, etc. has to be done by the
Safety department in the Railway Board, on the Zonal Railways and Divisions. The
Hospital DM plans and the Security arrangements (drills etc) shall be prepared and
coordinated by the Medical and the Security dept. respectively. The Management of
Floods, Cyclones, Earthquakes, Landslides, etc, and preventive action to be taken
for mitigation shall be coordinated by the Civil Engg Deptt. The Rescue and
Restoration DM Plans including preparing plans and procurement of specialized
equipment and rescue centric training of personnel has to be coordinated by the
Mechanical Department.
AUTHORITY TO DECLARE A DISASTER ON RAILWAYS :

(RLY BOARD’S LR.NO.2003/SAFETY/(DM)/6/2 PT. DATED 06.01.2009):
Railway Board has authorized GMs, AGMs or CSOs (when GM/AGM is not available)
for declaring an untoward incident as Railway Disaster. With the adoption of the
above definition of railway disaster, it needs to be appreciated that, a serious train
accident mayturn into a railway disaster, if not handled and managed properly and
there may be many more Railway related events which may not even involve human
lives but may turn into disasters for which necessary prevention and mitigation
measures are to be taken by the Railways beforehand. Zonal Railways will ensure
that prevention, mitigation, preparedness, rescue and relief related issues covering
all types of disasters, particularly affecting railway system are addressed and their
details are appropriately incorporated in their Disaster Management Plans.
The high level committee on Disaster Management analysed various aspects of the
present Disaster Management system and has pointed out areas of deficiencies such
as lack of precision, speed and co-ordination, non-availability of clear procedure to
avail outside resources and non-availability of an updated databank on outside
agencies resources etc. Some important measures suggested by High-Level
Committee on Disaster Management are as under: Till date Relief, Rescue and
Restoration are primary objectives of DM Plan. By the
- 144 -
introduction of DM Act 2005, the following areas are brought under the purview:
1. Prevention, Preparedness & Capacity Building
2. Preparation of databank
3. Streamlining the Logistics of Railways
4. Seeking assistance from State Government and involvement of Local Civilian
Authorities
5. Effective Trauma Care
6. Proper Trigger Mechanism to ensure adequate medical care within “Golden Hour”
7. Divisional/Zonal Disaster Management Plans
8. Making use of Non-Railway Resources
9. Maintenance of ART/MRT to have failure proof service
10. Defining responsibilities of various staff / departments
In addition, DM Plan should also be a golden opportunity for developmental process,
in
which, quality and standard of construction process shall be based upon standard
Civil
Engineering procedures. With a view to buildup appropriate capability to manage
Disaster at Divisional & Zonal levels, clear instructions, defining the role of various
Departments are required. This DM Plan issued by this Railway covers such
instructions to organize an efficient Rescue, Relief & Restoration operation and lay
down the basic framework for immediate action by every Railway Servant.
Philosophy of Disaster Management in the Railways
With the enactment of the Disaster Management Act, 2005 and other developments
on the national level, DM philosophy has also changed to adopt the latest concepts.
NEW PHILOSOPHY
• Serious train accidents, not the only events termed as disasters.
• Other events, e.g. Internal security related events like terrorist attack at station/train,
marooning of train due to flash flood, disruption to traffic due to natural factors like
earth-quake, cyclone, floods etc.
• No more Relief and Rescue Centric.
• Holistic Approach adopted to incorporate :-
Prevention
Mitigation
Preparedness
Rescue, Relief
Rehabilitation
New Philosophy gives more Emphasis on Prevention and Mitigation as under:
• Prevent and mitigate disasters
• Audit Existing Systems for Disaster Resistance, Disaster Prevention and Mitigation
on the basis of NDMA’s and self prepared guidelines
• Disaster Management in Developmental Planning – New activities should be
disaster resistant
• Preparedness, Rescue, Relief and Rehabilitation - Dimensions of DM
• Expertise based response from all stake holders
• Pooling of resources of all agencies, e.g. local administration, community, defence,
hospitals and other Govt. organizations.
Disaster in the Railway context was traditionally a serious train accident, caused by
human/equipment failure, which may affect normal movement of train services with
loss of human life or property or both. This is now extended to include natural and
other man made disasters.
DISASTERS IN RAILWAYS ARE MAJORLY CAUSED AS A RESULT OF:
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i. Human failure / equipment failure.
ii. Sabotage.
iii. Natural calamities.
Disasters in Railways result in heavy loss of lives, injuries, damage to property and
affect
the normal movement of trains.
i. Human / Equipment failure leads to:
a. Collisions.
b. Derailments.
c. Level crossing accidents at Manned/Unmanned Level Crossings.
d. Fire on Train.
ii. Sabotage involving disaster is on account of:
a. Bomb blasts.
b. Setting fire to train/Railway installations and Railway property.
c. Tampering with Railway fittings to cause accidents.
d. Placing of obstructions on track to cause disruption to traffic.
iii. Disasters owing to natural calamities are:
a. Earth quakes.
b. Land slides.
c. Cyclones/Floods.
d. Storm/Tornadoes.
TYPES OF DISASTERS CAUSING INTERRUPTION TO TRAIN SERVICES:
A) HUMAN/EQUIPMENT FAILURE:
The disasters/accidents may be caused by human/equipment failures, which may
affect
normal movement of train services with loss of human life or property or both. These
include:
_ Collisions
_ Derailments
_ Accidents at manned or unmanned level crossings.
_ Fire or explosion in trains
_ Other accidents affecting the safety of rail operation.
B) NATURAL DISASTERS:
Natural disaster in general like floods, cyclones is forecasted; whereas others like
earthquakes, landslides etc. are difficult in nature to forecast. But preparedness for
floods & cyclone will help in tackling situation for other natural disasters also.
1. Landslide:
_ Whenever landslide is expected / experienced due to heavy downpour, all train
services to be regulated. Rescue team to be rushed for restoration work.
2. Floods:
Based on the weather forecast warnings regarding impending flood condition, the
following steps should be taken: Watchman at important bridges and at vulnerable
points to inform flow of water to be posted.
_ Shifting of all movable equipment around the bank.
_ If time permits, sandbags, dykes can be constructed to ensure safe passage of
trains.
_ Regulate the train service till the flood recedes.
_ Evacuate people on train / at station and move them to a safer place.
_ Contact Fire brigade, Naval, Army, Air force, Local boat man and arrange Divers
and boats.
_ With the co-ordination of local authorities, arrange temporary shelter in nearby
schools, marriage halls, community centres etc.
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_ If necessary, arrange coaches to accommodate the affected.
_ Seek assistance from voluntary organisation and arrange safe drinking water, food,
medicines, etc.,
_ RPF and GRP in co-ordination with local Police shall arrange protection.
_ Keep constant communication with Divisional Control Office.
_ When people are marooned by floods, arrange air dropping of food packets,
clothes etc.,
with the assistance of Civil Administration.
_ Contact SJAB (St. John Ambulance Brigade), local doctors and provide medical
care to the affected.
3. Cyclone / Storm:
When a train is caught in a cyclonic storm at mid section/station:
_ Stop the train clear of cuttings, bridges and embankments.
_ Guard, Loco-Pilot and other Railway servants on train shall keep open windows
and doors of all coaches.
_ At stations where Anemometer is installed, shall not start trains when the wind
velocity exceeds the permitted level of 65 KMPH. At other stations when the wind
velocity exceeds safe limits, SM must consult with Control and GDR of the train
before starting.
_ Make announcement frequently to warn the public about the storm/cyclone.
_ Take all necessary action to provide shelter and other assistance as in the case of
floods.
(C) MAN MADE DISASTER:
The following disasters / accidents may be caused by human activities, which may
affect
the normal movement of train services with loss of life or property or both.
Sabotage causing deliberate loss of life/damage to property or both.
- Bomb threat/ blasts.
_ Setting fire to Train.
_ Tampering with Railway fittings to cause accidents.
_ Placing of obstructions on track to cause disruption to traffic
1. Bomb threat/Blast:
Person receiving call regarding bomb threat:
_ Should attempt to gain as much information as possible from the caller ID devices,
time set, location, reason / purpose of the act, dialect mannerism and identity of the
caller.
_ The person receiving call should inform higher ups who in turn shall alert the
Disaster Management team (Bomb detection squad).
_ Also, alert Police, Fire Brigade and Explosive Department.
_ Pass the information to all Departments concerned.
_ Take initiative for evacuation of all from the premises.
_ Person noticing a bomb like object, should bring it to the notice of the nearest
available Officer.
_ Inform Railway Police, RPF, and Bomb detection squad.
_ Ensure all persons are away from the spot and to avoid unnecessary crowding
near the area.
_ Inform control to take further steps of regulating the train services.
_ Wait for clearance from the Police Department to restore normal working.
2. Tampering of Railway fittings causing accidents & Placing of foreign particles on
track to cause disruption to traffic
_ A staunch vigil should be kept by introduction of special patrolling over the area as
and when warranted with assistance of RPF personnel.
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_ Specially trained persons shall be drafted for duty over the area if required.
3. Radiation Emergency/Personal Injury Involving Radioactive Material
Contamination
_ Render first aid immediately for serious injuries.
_ As far as possible, without causing harm to the victim, monitor the injured and
remove contaminated clothing and gross personal contamination.
_ Remove and bag all contaminated clothing.
_ Call Fire Station, bomb squad, and police.
_ Skin contamination should be cleaned using mild soap and warm water. Use
portable survey meter to monitor for remaining contamination. If not free of
contamination, re-wash and re-survey.
4. What to do upon suspected letter/package receipt
_ Call Police/Fire Service/ Bomb Squad.
_ Handle with care
_ Don’t shake or bump
_ Isolate and look for indicators
_ Don’t open, smell, or taste
_ Treat it as suspect
If parcel is Open and/or Threat is identified for a Bomb
_ Evacuate immediately
_ Call Police / Fire Service / Bomb
PREPAREDNESS FOR NATURAL DISASTER FROM DEPARTMENTS:

1. Engineering Department
_ Shall identify Risk Zones prone for natural disasters like floods, cyclones or
earthquakes with the help of Meteorological Department.
_ Shall identify major infrastructures like track, bridges and buildings and such
inventory analysed for its strength to withstand such disasters.
_ Shall keep sufficient stock of track materials.
_ Shall ensure arrangement of essential items like empty bags, sand, dust, cinders
etc. ready to be moved to vulnerable locations.
_ Intensify Patrolling of track at vulnerable locations.
2. Mechanical Department
_ Shall ensure that ARTs, ARMVs are equipped with sufficient tools.
_ Staff of proven caliber to be nominated to man ARTs/ARMEs
3. Medical Department
_ Shall ensure availability of adequate medicines first and materials, disinfectants etc.
at Health Units / Hospitals near the vulnerable places.
_ Shall take enough measures to prevent epidemics, in co-ordination with
Engineering Department for sanitation and disinfection of drainage and public places.
4. Electrical Department
_ Shall ensure availability of standby power (generator) at strategic locations.
_ In OHE area, sufficient stock of relief materials shall be kept.
_ Tower Wagons with quick mast erection facilities and sufficient spares should be
kept ready at Tower Wagon Shed (for electrified section).
5. Telecommunication Department
_ Shall ensure proper communication with adequate facilities like Wireless
Communication, Satellite phones etc.
6. Transportation Department
_ Requirement of essential staff and their deployment shall be assessed by Sr.DOM
of respective Divisions.
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_ SMs of the warned area stations, in co-ordination with assistance respective
Departments, shall ensure all station equipments like Generator, Emergency light
VHT sets, First Aid equipment etc. are in good condition.
_ SMs will also ensure proper securing of stabled coaches / wagons as per extant
instructions.
_ COM of the Railway will issue instructions regarding regulation, diversion or
cancellation of trains in the warned section with information to CPRO.
7. Commercial Department
_ Shall alert arrangements to open enquiry offices at areas likely to be affected.
_ Shall ensure arrangement for food, water and other requirement at vulnerable
places.
8. Security Department
_ Alert Security personnel to accompany relief material trains and render assistance
at vulnerable stations in handling public enquiries.
_ Arrange for crowd control and also prevention of theft.
9. General
_ Apart from the above, each PHOD/DRM shall nominate an officer to monitor
warned location and order arrangement.
_ A monitoring cell shall be formed by all Departments concerned at Divisional and
Zonal level to ensure proper co-ordination and planning.
ACTION PLAN FOR DIFFERENT EXIGENCIES:
_ When first tremors are sensed during an Earthquake, all Personnel should
evacuate buildings and assemble at safe places away from structures, walls and
falling objects.
_ Emergency shutdown should to be declared.
_ Emergency response plan to be activated.
_ After the status is restored, personnel should inspect all the facilities for rescue,
assessment of damage, cleanup, restoration and recovery Squad.
GOLDEN HOUR CONCEPT:
“If a critical trauma patient is not given definite medical care within one hour from the
time of accident, chances of his ultimate recovery reduce drastically, even with the
best of medical attention thereafter. This initial one hour period is generally known as
The Golden Hour”
• Render definite medical care within Golden Hour.
• Stop bleeding and restore blood pressure within an hour.
• Persons under shock shall immediately be relieved of shock.
• Transport the casualties to the nearest hospital.
DISASTER RESPONSE:
INSTANT ACTION TEAM – Loco-Pilot / Assistant Loco-Pilot, Guard & other on-board
staff – their duties.
Duties of LP & ALP:
• Ensure loco flasher light is switched ‘on’.
• Note down the time, location and weather condition.
• Ensure the formation is secured, protect the train giving priority for protection on
adjacent line/s on double and multiple line sections.
• Inform the Guard, nearest SM and SCR/TPC by using walkie-talkie
set/CUG/emergency telephone socket, etc., i.e., in other words make efforts for
quickest possible means of communication for transmitting the information.
• Render first-aid and assist Guard in saving the lives.
• Ensure the speedometer memory freeze button is operated duly breaking the glass
cover.
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• Ensure the important documents such as BPC, VG, caution order and other train
passing documents given en-route by the station Operating staff are handed over to
the Inspector / Officer who arrives first at the accident site.
• Ensure the important documents / registers are seized from Gate lodge, in case of
accidents involving road-users.
• In case of fire related accidents, make use of the fire extinguishers loaded in the
locomotives.
• Ensure the clues are not disturbed.
• Do not allow the unaffected wagons / coaches from the site of accident unless they
are permitted so by the ART Supervisor or by the C&W official or by conducting GDR
check.
Duties of Guard:
• Ensure the LV board / flashing tail lamp is available / properly working during day /
night and foggy weather respectively.
• Note down the time, location and weather condition.
• Ensure the formation is in secured position.
• Protect the train in rear and ensure the adjacent line is protected first on double and
multiple line section by loco crew.
• Inform the SM and SCR by the quickest possible means such as walkie talkie set,
CUG mobile phone, using the portable control telephone (in case of coaching trains),
through nearby LC Gate telephone or IB Signal post telephone, stop the adjacent line
trains and convey the information of accident or detach the loco (if, in good condition)
and send it to the nearest station, etc.,
• Make a quick survey of the accident site and ask for relief accordingly.
• Render first-aid to the injured passengers and assist / co-ordinate with loco crew in
saving the lives, transport the injured to the nearest hospitals/nursing homes/clinics.
• In case of fire related accidents, make use of the fire extinguishers available in the
Guard compartment of SLR/LRs.
• Ensure all the clues are preserved.
• Ensure the important documents / registers are seized from Gate lodge, in case of
accidents involving road-users.
• Do not allow the unaffected wagons/coaches from the site of accident unless they
are
permitted so by the ART Supervisor or by the C&W official or by conducting GDR
check.
Duties of TTE and Pantry Car staff:
• Avail the services of the doctors and other paramedical staff travelling by the train in
rendering first-aid to the injured and in transporting the injured to the nearby
hospitals/ clinics / nursing homes.
• Render first-aid to the injured passengers.
• Prepare a list with the details of the injured passengers such as name, age, sex,
ticket
no., along with coach no./ berth no. and contact telephone no., etc.,
• Assist in transporting the injured to the nearby locations where medical facilities are
available.
• Co-ordinate with local volunteers and other Railway officials at the site of accident.
• In case of fire related accidents, make use of the fire extinguisher units kept in the
AC
Coaches, Pantry Cars and at stations.
• Inform the stranded passengers about the cancellation, regulation and diversion of
trains as given by Control Organisation.
Duties of AC Mechanics and Coach Attendants:
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• Switch ‘off’ the power supply and avoid short circuiting.
• Assist the LP, Guard, TTE or any other Railway official at the site of accident in
saving the lives and in transporting the injured to the nearby hospitals.
• Render first-aid to the injured by using the first-aid boxes available with the in-
charge of the Pantry Car and from the Guard.
• Make use of the fire extinguishers kept in the AC coaches in cases of fire related
accidents.
Duties of Security staff on escorting duty:

• Render first-aid and help in extricating the entrapped passengers.
• Ensure safety and security of the relatives /dependants of injured passengers and
also the security of railway property.
• Protect the clues at the site of accident and collect such P.Way material and Rolling
stock parts including that of locomotive which would contributed for the accident.
• Protect the bag and baggage of the train passengers.
• Ensure crowd control by providing plastic tape barricades and give warning
messages through hand-held loud speakers.
• Assist Civil Police and GRP.
FIRST RESPONDERS – NEAREST GANG, STATION MASTERS,OTHER
DEPARTMENTAL OFFICIALS –DUTIES
Duties of Engineering Gang:
• The Gangmate and his team of Trackmen should rush to the accident site
immediately.
• Render all possible help to the injured passengers and co-ordinate with other
Railway
officials in relief and rescue work.
Duties of Gatemen:
• Keep the LC Gate in closed condition, if the train is stopped within the gate portion.
• Exhibit stop hand signal to trains coming on adjacent lines.
• Inform the SM of the station to which the LC Gate is connected.
Duties of Station Masters/Managers:
• Do not allow any train into the affected block section on the same line and also on
adjacent line on double line/multiple line sections.
• Inform the SM of the adjacent block station, SCOR, Medical authorities (both
Railway and non-Railway) and other Officials / Officers (like SSE/SE/JE-P.Way,
SSE/SE/JE-C&W, SSE/SE/JE-Electrical, SSE/SE/JE-Signal and Telecom
Department, Security Officials, GRP, CCC, SLI, AEN / ASTE / AO / AM, etc.,
stationed at the station.
• Mobilise all kinds of medical resources available at the station, i.e., Railway and
non-Railway to go to the accident site and to take care of the injured passengers
brought to the Civil Hospitals/Nursing Homes/Clinics, etc.,
• Inform the Civil, Revenue, Police, Transport, NGO Organisations, Political
dignitaries, fire fighting officials, etc.,
• Seize the registers and records from the station / cabin.
• In case of accident at station, note down the position of points / signals/ block
instrument position, BPAC condition, Relay Room position, data logger condition, etc.,
• Co-ordinate in making catering arrangements in consultation and sanctions from
Divisional/Zonal Headquarters.
• Ensure that Public Assistance booth is opened and manned continuously with
details of dead, injured, locations where they are undergoing treatment, details of
cancellation/termination/diversion of trains. The necessary infrastructure required to
man the booth also to be arranged.
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• Call the ‘off’ duty staff to assist at the station.
• Assist the stranded passengers by arranging catering, transport, medical, shelter
arrangements, etc.,
Duties of SSE/SE/JE-P.Way of the section:
• Proceed to the spot immediately.
• Seize the documents from the LP such as BPC, Caution Order, train passing
documents, etc.,
• Secure and preserve the gang diary, gang chart, curve register, etc.,
• Assess the accident site and call for the assistance accordingly.
• Assist and co-ordinate with other officials in relief and rescue work.
• Preserve all the clues at the site of accident.
• Prepare the accident sketch.
• Execute other functions as ordered by Officers at the accident site.
Duties of Section TI:
• Proceed to the spot immediately.
• Ensure that no other train is sent into the block section except relief trains.
• In case of accident at station, seize all the relevant station records and registers.
• Seize the important documents from the LP such as BPC, Caution Order, train
passing documents, etc.,
• Keep close liaison with Control Organisation and assist in receiving the relief trains
at the site. In case of accident at station, assist the SM in receiving, despatching,
marshalling the relief trains and noting down the position of signals/points/block
instrument/BPAC, etc.,
• Execute other functions as ordered by Officers at the accident site.
DM TEAM – DUTIES AT ACCIDENT SITE
Nominated officials from various Departments arriving at site by MRVs and ARTs
form part of the DM Team. Officials representing each Department are responsible to
ensure that assigned duties of their respective Departments are efficiently carried out.
Senior officers of each Department shall also ensure that their work is synchronised
with that of functionaries of other Departments for quick rescue, relief and restoration
operation. Members of DM Team: Disaster Management team normally comprises
members of following Departments.
a. Trained men from Medical, Commercial, Mechanical, Electrical, Engineering,
Security, Operating, Safety and S&T Departments.
b. In case of fire related accidents, fire service personnel shall also form part of the
team.
c. In case of water-logged accidents, water body, divers and naval cadets will also
form part of the team.
d. In case of suspected sabotage or bomb explosion – bomb disposal squads,
forensic lab
officials (central and / or state) and GRP/local Police authorities shall also form part
of the team.
e. Various rescue units shall accompany MRVs, ARTs or move by quickest possible
means to site of accident.
Officer in-charge of site (OIC site): On arrival of MRV at the site of accident, DRM of
the Division shall take over as OIC site from the senior most officer. DRM will be
responsible for forming core groups as required and direct them to carry out efficient
rescue, relief and restoration operations.
Rescue, Relief and Restoration operation: DM team on arrival shall undertake the
following action;
A. Crowd control and law & order
B. Rescue operation
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C. Clearance from State Police for restoration, where required.
D. Relief operations
E. Installation of communication network
F. Video coverage of accident site
G. Preservation of clues and evidences
H. Media management
I. Salvage operation
J. Restoration operation
K. Lighting arrangements
L. Catering facilities, etc.,
Photography and videography: Prior to restoration work, Divisional authorities shall
undertake suitable video coverage if the complete restoration work. Still photographs
by digital camera shall also be undertaken extensively. The coverage and
photographs shall be taken from a vantage point and from different angles apart from
close-ups and Birdseye view filming. Such photographs shall clearly indicate;
a. Severity of the accident
b. Illustrate the damage to P.Way, rolling stock, signal, OHE and other structures and
equipment.
c. Victims and unidentified bodies should also be extensively photographed for easy
identification, payment of ex-gratia, etc.,
General: For efficient Disaster Management, responsibilities of various Departments
are to be executed by deputing responsible Officers and Supervisors. Important
duties of such Officers and Supervisors are enlisted below:
a. Ensuring the setting of Unified Command Centre
b. Collecting the information on progress of restoration from OIC site.
c. Take stock of the situation and plan for effective and efficient rescue operation.
d. Estimate the quantum of assistance required from the resources available within
the
Division, adjoining Divisions, non-Railway agencies and from State/District authorities.
e. Ensure general co-ordination from various Departments.
f. Intimation to District Civil, Revenue, Police authorities.
g. Given prima-facie cause of the accident and probable time of restoration.
h. Total no. of dead, injured with complete details.
i. No. of wagons/coaches involved in the accident, their details and position.
j. Forecast for completion of each activity such as rerailment, track fitness, OHE fit,
points and interlocking, clearance of section and movement of first train.
Q. 157. TRUE or FALSE
1. SM of ‘A’ class station can grant LC when point at reception end is flashing for
the Nominated line. (F)
2. For grating LC at ‘B’ class station the line must be clear up to starter signal. (F)
3. Shunting may be permitted in rear of a train at ‘A’ class S/L station. (T)
5. After granting L/C at ‘B’ class S/L station is Two Aspect Signalling the line
outside home signal may be obstructed. (T)
6. OCC key is a shunting authority. (T)
7. SKB key is a shunting authority. (T)
8. SH Key is a shunting Authority. (T)
9. A token of prescribed design is a shunting authority. (T)
Q.158 FILL IN THE BLANKS:-
1. Form no. of shunting authority is -----------
2. The time period of shunting is fixed by ---------
3. The line outside the FSS shall not be obstructed unless------
4. OCC key is the shunting authority on ---------- section.
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5. ---------- of prescribed design is a shunting authority.
Q.159 What are the procedure for arranging blocks and imposing speed
restrictions:-
(a) The Divisional Engineer concerned shall send to the Divisional Operations
Manager by 15th of every month a forecast of speed restrictions and block likely to
be required during the following month.
(b)Speed restrictions:-
i) Speed restrictions shall be classified as permanent, Semi-permanent and
temporary. Temporary restrictions are those which are purely short term in nature
and are not listed in the Working Time Table.
ii) The Divisional Engineer shall inform the DIVISIONAL OPERATIONS MANAGER
as soon as it becomes necessary to impose any speed restriction or to lower the
speed limit for an existing restriction. Where the necessity for the same can be
foreseen, 7 days’ notice shall be given to enable the “Green Notice” being issued .
iii) In case of emergency, temporary speed restrictions may be imposed by a
Permanent Way Inspector by issue of a message to the Chief Controller or to the
SM concerned, to enable caution orders being issued accordingly. Copies of the
message shall be sent to all the concerned officers of Engineering, Operating, S&T,
Mechanical and Electric (Traction) Departments, as well as to the Loco/Shed
Foreman/Traction Foreman (RS), concerned and the Station Masters on either side
and those of the notice stations concerned.
c)Blocking of line:-
i) For urgent and unforeseen works required for safety, the requisite blocks shall be
arranged specially on requisition by the Engineering officials concerned, even at
short notice.
ii) In the case of other works affecting running lines and involving speed
restrictions, blocks shall not be imposed unless all concerned have been notified by
a circular issued on Green paper and known as “Green Notice”. For all such works
the Divisional Engineer or the Divisional Signals & Telecom Engineer, as the case
may be, shall give 7 days’ notice to the DIVISIONAL OPERATIONS MANAGER to
enable him to issue the “Green Notice”.
Q.160 What are the General Instructions regarding Blocking of line for
Engineering Works?
i) The time for blocking the line shall be such as to cause as little interference as
possible to train services.
ii) The period of line shall, in all cases, be deemed to commence immediately after
clearance of the concerned block section by the last train nominated to pass the
work spot block section by the last train nominated to pass the work spot prior to
commencement of the line block, unless any later time than that in specifically
stipulated in the line, block order.
Q.161. Objective Questions:
1. High Flood Level mark shall be painted in
B
a) Red b) White c) Blue
2. Termination Indication Board will be
A
a) A square b) Round c) rectangular
3. Caution and Termination Indication Boards will be fixed from the bridge or
vulnerable places at B
a) 400 metres b) 600 metres c) 1000metres
4. When the water rises above ballast level, but below rail level in C
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causeways, train may be permitted to run by
a) JE(PWay) b) One Gangman c)2 Gangman
5. To apply for Line Block, the notice shall be given to DRM not less than
B
a) 48 hrs b) 24 hrs c) 12 hrs
6. When two trolleys are working in section the gap between the two must be
A
a) 100 metres b) 200 metres c) 400 metres
7. The speed of a trolley is
C
a) 20Kmph b) 8Kmph c) 15Kmph
8. When a trolley is working on T/1518 during thick or foggy weather, the
speed is A
9. The speed of cycle/moped trolley is
B
a)15Kmph b) 10Kmph c) 20Kmph
10. The speed of lorry shall not exceed
B
11. During poor visibility, the speed of lorry is
C
12. The speed of motor Trolley over points and crossings is
C
a) 10Kmph b) 8 Kmph c) 15Kmph
13. A Lorry shall be protected by banner flags and detonators if it remains
stationary within the station yard for more than A
a) 15mts b) 10mts c 20mts
14. When unsafe condition of river bund is reported, Caution Order to be
issued for speed for day is B
15. When water touches danger level mark, C.O. to be issued for speed-
during day B
16. Motor Trolley can follow another motor trolley during
C
a) Day and Night b) Day only c) Day and Night clear weather
17. A self propelled vehicle used for repairs in OHE is
A
a) Tower Wagon b) Ladder Trolley c) Moped Trolley
18. Track maintenance machine is permitted to work during
B
a) day b) Day and Night c) Day clear Weather
19. The maximum distance covered by a patrol man should not normally
exceed A
a) 10KM a day b) 12KM c) 15KM
20. The length of long welded rail under Indian conditions should be about
A
a) 1KM b) 2KM c) 0.50KM
21. Goods warning board will be provided from FSS in BG at A
a) 1400 mts b) 1000 mts c) 560 mts
162. OBJECTIVE TYPE QUESTIONS AND ANSWERS SAY (TRUE/FLASE)

1. The Goods warning board will be provided at a section on BG where the True
speed of passenger train is 100 and goods train is 75
2. The distance between goods warning board and FSS is not less than False
1200metres
3. The Goods warning board will be provided at not less than 1400 metres for True
FSS
4. When a distant signal is placed at 1000 metres, passenger warning board True
will not be provided
5. W/L Board will be provided at all unmanned level crossing gates and at True
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manned level crossing gates and at manned level crossing gates if they
are on sharp curve
6. ‘W’ Board will be provided at all level crossing gates False
7. ‘W’ Board will be provided at vulnerable places where the Drivers are True
required to whistle
8. Motor Trolley competency certificate will be renewed to staff stationed in True
Head Quarters office by CPTM
9. The arrival and departure of patrol man shall be entered in the centre False
column of TSR by SM
10 Danger level mark shall be painted in red colour below the High flood level False
. mark
11 Caution indication board will be used for work of long duration False
.
12 Termination Indicator will be a square board with a letter T False
.
13 If the night patrol man does not turn up within 15mts., run through trains False
. need not stopped out of course for the issue of C.O.
14 When the water flows above flat bar level in cause ways, DEN can permit False
the Driver to pass
15 When the water flows below flat bar level but above rail level in causeways True
JE/P way can permit
16 More than one line block on the same date shall not be applied in one False
. applications form
17 To carry out line block, portable telephone is a must. False
18 The line block message may be conveyed not necessarily in telegraph True
. form using code
19 If there will be no engineering official at the site of work, caution order need True
not be given for last train before line Block
20 When Line Block order is received it must be copied in TSR in remark False
. column
21 The Line Block order must be copied in red ink in bold hand writing across True
. each page of TSR day by day until the actual date
22 The Line Block period cannot be extended beyond the time stated in the False
. original Line Block Notice
23 On double line, when Line Block is permitted on one line,TSL True
. working on DL may be introduced in the other line
24 Normally, during thick or foggy weather, no rail shall be displaced except in True
. cast
25 When Engineering work is carried out during thick or foggy weather 2 True
. detonators are to be placed 10 metres apart in rear of caution indicator
26 When the work of short duration takes place within station limit the SM and True
. JE/P Way to ensure that the line has been isolated by setting of points by
means of clamps and pad lock
27 An Engineering work which can be completed in more than a day is called False
. work of short duration
28 An Engineering work which can be completed within a day is called work True
. of short duration
29 Even is Emergency the Engineering official must start work of short False
. duration only with the consent of SM
30 In work of short duration a flag man must be posted with Hand danger False
. signal at 45 metres from the place of actual work
- 156 -
31 If Engineering watch man is not available to present ER7 to pass stop False
. Indicator the train can be piloted by Gangman
32 When work of long duration is to take place within station limit, special True
. instructions shall be issued by DRM
33 Magistrates proceeding to the site of an accident on duty can be carried in False
. Lorry
34. A person requiring medical aid can be carried in Trolley False
35 In emergency a Lorry may be loaded in Mail and express trains False
36. Trolley can work during night also on form T/1518 in certain areas True
37. A Lorry may be worked on T/1518 under caution order production False
38. Whenever a trolley is placed or removed in the midsection, signature of True
the messenger must be obtained on TSR
39. Without obtaining PN from the station in advance, a trolley shall not be False
permitted on T/1518
40. When a Trolley is cleared at a CNC station, and informed to SM, True
concerned SMs must exchange PN
41. After entering the block section on T/1518, if thick or foggy weather exists, True
trolley must be removed from line
42. Gang or Gateman shall show a stop hand signal to warn a Train when True
they see a Trolley on line
43. During Total interruption of communication, a Lorry must work on T/A602 True
to open communication
44 During Block failure Motor Trolley following a train is prohibited False
45. A Motor Trolley can follow a train during night False
46. A Motor Trolley may work on the wrong line in DL in an emergency True
47. A Motor Lorry shall not normally work at night True
48. On SL, a man shall follow a Trolley and another to precede at not less True
than 1000 metres in both BG and MG with a danger signal
49. Push Trolley ;shall not be used for establishing communication during total False
interruption of communication
50. JE/P Way will check the NPM one in a month by train and by night trolley True
51. Hot weather patrolling in introduced when the temperature exceeds td +20 True
degrees ‘c’
52. The maximum speed of 4wheeler tower wagon is 40KMPH True
53. The maximum speed of 8 wheeler BG Tower wagon is 100KMPH True
54. Caution Indication Board is a rectangular yellow board, conic on the side False
and fish tailed on the other side
55. Temporary Engg. Indicators which are reflective type need not be lit during True
night
56. Passenger warning board will be lit during night False
57. Passenger warning board will not be provided for gate signals False
58. At stations where both Inner Distant and Distant signals are provided True
goods warning boards will be dispensed with
59 W/L Boards will be provided for all level crossing gates False
60 Caution Indication Board will be fixed at not less than 600 metres from the True
bridge or vulnerable places
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61 Only Three material Trains can be permitted during line block False
62. In Lorry 15 men may be carried on BG False
63 Motor Trolley competency certificate is valid for 3years after which it must True
be revalidated for another 3 years for no gazetted staff
64 In token less area, when a motor trolley is working on line clear ticket on True
. arrival at next station to be handled over to SM
65 Track maintenance machine can work only during day False
66. Track maintenance machine competency certificate is valid for 5years False
67. Works of short duration is an Engg. work which can be completed within a False
day be from 6 to 18hrs
68. It water flows above flat bar level in causeway, DEN can permit speed 5 False
KMPH
69. In jungle and Ghat sections 2 patrol men may be deputed for each beat True
70. Normally the beat length shall not exceed 3kms False
71 If Torch light is not supplied to patrol man one more HS lamp to be supplied True
72 During think or foggy weather a Track machines can be permitted to work True
. with DRM permissions
73 During Total Interruption Track machine can be used for establishing False
. communications
74 Shunting of goods stock shall be permitted on the line where Track False
machines are stabled
1. When the SM receive a message from local authorities for unsafe

condition of river bunds he must issue caution order with
15 & 10
speed________________ during day and _________________
during night
2. Total no. of ________________track maintenance machines are Any
permitted into block section during line block number
3. Track maintenance machine must work as train
Line clear
on__________________
4. Track maintenance machine must be protected as for
Train
_______________
5. If night patrol man does not turn up within ________ minutes,
15
caution order will be issued.
6. If the night patrol man does not turn up within 15mts, caution
order will be issued for speed ___________Kmph during day and 40/15
________Kmph during night
7. Caution indication boards will be provided at all ____________
Vulnerable
places.
8. When the water flows above ballast level but below rail level in
cause ways train can be allowed to pass after being certified by Gangman
____________________
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9. When the water flows above rail level and below Flat bar level in
JE(PWay)
cause ways _______________ can permit the train to pass
10. For imposition of Line block application must be sent
24
_____________ Hrs in advance
11. In the work of short duration the first flag man to the approaching
train must stand at not less than _____________ metres from the 45
last detonator
12. For work of long duration, the stop indicator must be erected at not
30
less than ______________ metres on BG
13. A lorry must work as ____________ Train
14. A vehicle which can be bodily lifted off the line by ____________
4 man
is a trolley
15. For a trolley to work in notified areas during day the trolley must
Line clear
work on _____________
16. When a motor trolley is in charge of officer, the motor trolley can
go up to outer most facing points after waiting for ___________ 10 mts
minutes
17. The Banner flag is a _____________ Temporary
stop signal
18. Anemometers are provided to measure the ____________ of wind Velocity
19. Patrol Diagrams are issued by _______________ DRM
20. When a trolley is working on T/1518 and not cleared the section at
T-1408
18hrs, other trains shall be started on _______________
21. The Key man of the gang shall walk over his length of line at least
Daily
once ___________ in each direction
22. Once a _______________ the duties of the Key man shall be
Week
performed by the gang mate
23. In jungle and ghat sections ___________ patrol men may be
Two
deputed for each beat
24. Normally the beat length shall not exceed ______________ KM. Five
25. A period of at least __________________ rest is desirable
½ Hour
between consecutives beats in night patrolling
26. The interval between two consecutive patrols shall be normally
3 hrs
________ hrs
27. The speed of patrol man walk shall not exceed __________
3 hrs
KMPH
28. When a petrol man is not supplied with a torch light
Two
_____________ Hand signal lams shall be supplied
29. When a train is passing, the patrol man shall stand on the
Right
__________ side to passing train
30. If the patrol man does not turn up within ________ minutes,
15
caution order must be issued
31. The flat bars in cause ways will be painted alternatively Black &
___________ White
32. All Engineering Indicators shall be placed on the _________ side
Left hand
of the line as seen by the drivers
33. _________ Marker Board need not be provided when speed over S
- 159 -
points at outlying siding is less than 50 KMPH
34. Caution orders need not be issued for ___________ speed
Permanent
restrictions
35. To indicated to Drivers of Goods trains to run at a restricted speed
and where speed and caution indicators are provided they should GDS
bear the legend ______
36. To pas the stop indicator the Engineering Watchman to present
ER7
form _________ to Driver and pilot the train
37. When a Driver passes Engineering stop indicator on ER7 he shall
10
proceed at KMPH _________
38. BG trolley can carry _______________ men 10
39. Form ___________ will be used for Motor Trolley on double line
T/A 1525
only
40. Trolley competency certificates shall be valid for __________
3
years
41. Trolley competency certificates is valid for ____ years for
5
Divisional Officers
42. The clearance of the height gauges at, level crossings in
electrified section shall be maintained at ________ metres from 4.67
road level
43. Only _________ persons other than the motor man/Guard are
2
authorised to travel in the cab in EMU
44. Authority for starting a motor trolley from a station in a DL is
PIC
___________
45. Caution Indication board will be provided at ___________ metres
600
from the bridge or vulnerable places
46. W/L board will be provided at not less than ________ metres from
600
the gate
47. Termination Indication Boards post will be painted alternatively
30
black and white with _________ cm high bands
Que. 1: TSR is maintained in a prescribed form no. _____________.

Ans: OP/T-28(R)
Que. 2: If bell code is not acknowledged, it shall be repeated at an interval of
____________Second.
Ans: 20 Second.
Que. 3: No bell code signal shall be acknowledged until it is clearly understood.
Ans: True.
Que. 4: A signal shall not be deemed complete until it is acknowledge. (T/F)
Ans: True.
Que. 5: Electrical block instrument shall not be brought into use unless approved by
CRS. (T/F)
Ans: True.
Que. 6: Approved means of taking line clear are electrical block instrument of token or
token less type, track circuits, axle counters or electrical communication
instruments. (T/F)
Ans: True.
Que. 7: Without the permission of SM, no railway servant shall interfere with block
working equipment. (T/F)
Ans: True.
Que. 8: Validity of competency certificate is __________ year from the date of issue.
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Ans: 03 Years.
Que. 9: Competency certificate for operation of block instrument is issued by the
Ans: Principal, ZRTI/SINI.
Que.10: Validity of OP/T-1B may be extended for max. ___months by ________.
Ans: 06 Months & AOM.
Que.11: All entries are made in the TSR in blue/black ink. (T/F)
Ans: False.
Que.12: What are the various means of granting/obtaining line clear?
Ans: Electrical block instruments of token or token less type.
Track circuits, Axle counters & Electrical communication instruments.
Que. 13: Electrical block instrument shall not be brought into use unless they have been
passed by the __________.
Ans : Commissioner of Railway Safety (CRS).
Que. 14: No Railway servant shall interfere with the block working equipment without the
permission of ___________.
Ans: Station Master.
Que. 15: Competency certificate for block working shall be in the prescribed form no.
Ans: OP/T-1B.
Que. 16: The Driver shall ensure that the authority to proceed given to him is a proper
authority under the system of working. (T/F)
Ans: True.
Que. 17: Write down the conditions for closing of block section.
Que. 18: Train message books after completion shall be retained for 06 months at a
station.
Ans: True.
Que. 19: Bell code signal for train passed without LVI is ___________.
Ans: 06 Pause 02
Que. 20: Bell code signal for obstruction danger is _________________.
Ans: 06 beat.
Que. 21: Bell code signal for stopping and examination of the train(due to Hot axle/Brake
binding/Hanging parts etc) is ______________.
Ans: 06 Pause 01.
Que. 22: 6-4 beat is meant for ________________.
Ans: Vehicles running away in wrong direction on double line Or into the block section
on single line.
Que.23: 6-5 beat is meant for ________________.
Ans: Vehicle running away in right direction on double line.
Que.24: Call attention beat shall be given in all cases except giving six beats. (T/F)
Ans: True.
Q.163. Duties of a guard in case of Murder or serious assault?

If a murder or serious assault be committed in a Railway carriage on a running
train, the following action shall be taken by the guard-
 Vacate the compartment and lock up.
 Closed all shutters immediately from outside, so that all clues like blood stain,
finger prints etc may remain undisturbed.
If the crime took place in a second class compartment
a) the carriage shall be detached at the station where the crime was
detected.
b) It shall be watched till the Police arrive to take over the case.
If the crime took place in a upper class compartment,
a) It shall be immediately locked up.
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b) Carriage allowed to the nearest station where it can be replaced.
 If the GRP staff are not available, a number of Rly staff must watch it, until a
police officer comes upon the scene.
 No other person except those who are giving First Aid to the injured
passenger or unable to leave the compartment will be allowed to enter the
compartment.
 Railway police shall be advised at what station the carriage has been
detached
 The carriage shall not be removed or utilized without the written permission
from the police releasing the carriage.
Q.164. Duties of Staff concerned when person run over or knocked

down
by a train.
 When Life is not extinct:
 First aid to be given by Guard and /or by a qualified doctor if any in the train
or at the station.
 Person to be sent to the nearest Railway station.
 SM will arrange to send the injured to the Hospital, after rendering First aid.
 A statement should be recorded by the Guard and/or LP.
 Particulars like name, father’s name, age, sex, caste, address,
relatives/friends available nearby, reason, particulars of injuries etc.
 Duplicate statement with signature of Guard, LP or the person found the
injured & other witness.
 Copy to be handed over the SM, for onward transmission to the Police
authorities
 Along with the statement, a memo showing date time and place and action
taken thereof, should also be handed over to the SM.
When life is extinct:
 Guard and/or LP or Railway employee concerned must ensure recording of
all available evidences.
 The dead body should not be removed until the arrival of Police.
 However, to clear the line, the dead body may be removed with minimum
movement.
 Information to the Police authority without loss of time.
 Memo to be prepared with following particulars:
 Time and place.
 Position of the body.
 Blood stains on the ballast, rail, sleeper etc.
 Extent of injury.
 Whether injury inflicted by a train or otherwise.
 Approximate age, sex.
 Name, Father’s name and address if available.
 Position of clothing any other evidence found near the track.
 Information given by the person, father’s name and full address.
 The body to be left in charge of village chowkidar or any responsible person
in the vicinity or lineman or gangman or gateman.
 If no one is available, it may be removed with the help of available
assistance to the nearest gate lodge.
 If no gate lodge, it is to be carried and made over to the SM next station.
 In all cases a memo to be handed over to the SM with all particulars.
- 162 -
Q.165. DUTIES OF GUARD WHILE CLEARING LOADS FROM A ROAD SIDE
STATION
1. Collect wagon way bill, BPC & seal memo from SM.
2. Before EOT ensure release of the chains and pad locks from wheel.
3. Remove the skid.
4. Adequate Air pressure is created and the Hand Brake are released.
5. PR 5.0 KG/CM2 in engine and 4.8/4.7 KG/CM2 in the Brake van.
6. Guard checks the train with respect to air leakage, Brake pipe leakage, door
open.
7. Ensure that at least pistons of 3 wagons out of rearmost 4 wagons including
brake van is in proper working order.
8. Keeping in view the stabling hour, Guard will take following action:
Stabling Hour Action to be taken Condition of BPC

Only Air Pressure continuity test to
0-12hrs BPC valid
be done.
GDR to be done, Brake power test
12-24 hrs is not mandatory. (time allotted for BPC valid
GDR-45 Minutes)
24-96 hrs is mandatory. (time allotted for BPC valid
GDR-90 Minutes)
Above 96 hrs is mandatory. The rake will be BPC invalid
offered at 1st TXR point.
9. At road side station Brake power should not be less than 75% and for Ghat
section 90%.
10. If the calculated brake power is less than that then memo should be given to
SCR & C&W for further action.
11. GDR memo shall be prepared in Triplicate one given to Loco Pilot another to
Guard and third kept at station
12. Seal memo is collected from the seal checker.
Q.166. DUTY OF GUARD BEFORE TAKING OVER CHARGE, DURING RUN
AND AFTER ARRIVAL AT STATION:
BEFORE TAKING OVER CHARGE:

 Report on duty in time (30 min before for coaching train and as notified in
case of Goods train)
 Be in proper uniform.
 Give breathalyzer test.
 Sign on in CMS.
 Go through Correction slips, safety circular etc.
 Set watch according to the station clock.
 Collect all train papers like, Caution order, Wagon way bill, BPC etc and
minutely observe the same.
 Check the following:
 Wagon/Vehicle number and load of the train.
 Marshalling order.
 Whether properly coupled or not.
 Hose pipe/brake pipe are properly connected.
- 163 -
 No audible leakage.
 Doors are properly closed and not open.
 Seal, hand brakes, empty load handle.
 Check the position of ODC if any and poper sanction obtained.
 Conduct continuity test with LP as per rule.
DURING JOURNEY:
 Properly exchange all right signal with all concerned staff.
 Be vigilant during entire journey.
 Ensure observance of all speed restrictions meticulously.
 Ensure safe running of train from time to time enroute and in curvature.
 Show danger hand signal to the driver and try to stop the train if any body
shows danger hand signal.
 Give necessary protection and securing of train whenever required.
 Report any abnormality to SM and all concerned.
 Guide the LP and assist him whenever required.
 Enter all particulars regarding arrival departure of trains and detention in
T/34 (HF) and Rough Journal.
 Assist the LP whenever required.
 Inform SM about any abnormal situation.
Arrival at station
 Ensure the Last vehicle is inside the fouling mark.
 Give Complete arrival report if required.
 Hand over all train papers to the SM at the end of journey.
 Obtain signature of SM in his rough journal book.
 T/34HF must be handed over to the LP.
 Remain on duty for 30minutes.
 Give breathalyzer test and sign off in CMS.
 In an intermediate station hand over charge to the outgoing Guard properly.
 Inform any abnormality in the train to the outgoing Guard.
 Hand over parcel luggage and B/V equipment, C/O and other train papers
like vehicle guidance to the SM at the end of journey and obtain the
signature in his rough journal book.
Q.167. DUTY OF GUARD WHEN THERE IS FIRE ON RUNNING TRAIN.
 As soon as Guard noticed fire on his train, he shall apply the hand brake to
stop the train.
 Inform to the Loco PIlot.
 Isolate the vehicle immediately at distance of 45m.
 Train shall be protected 6.03 or 9.10
 Every effort shall be made to extinguish the fire and to save the wagon
labels, seals and the contents of the vehicle
 Earth or sand if available shall be used.
 In the case of fire occurring in a passenger train, the safety of the passenger
shall be first attended to.
 In case of postal van every effort shall be made to save the mails.
 In an electrically fitted carriage, if the wood work catches fire due to short
circuit, the electric couplers at both ends shall be disconnected and the links
from the battery fuse boxes removed.
 The fire appliances, available in the train and the engine shall be made use
of in all cases where fire has broken out.
 The practice of keeping a lighted “Chula” or stove in a carriage is prohibited.
- 164 -
 In case of fire on any part of traction in the electrified section then
information shall be given immediately to the TPC.
 The occurrence of fire shall be reported to the nearest SM.
 Guard shall report the matter in his Rough Journal and T/34HF.
Q.168. DUTIES OF GUARD WHEN FEELS HEAVY JERK OR LURCH ON

TRAIN
 Guard must note down the location and km accurately.
 Ensure Loco Pilot to switch ON Flasher Light.
 If the jerk or lurch is dangerous for the passage of train, he will bring his train
to a stop at the next station/cabin.
 Train will stop without clearing the block section. Ensure SM is informed
through available means of communication.
 If the jerk is not so severe or dangerous, the guard should bring his train to a
stop at the next stopping station/cabin
 Report the matter in writing to the SM or switchman as the case may be.
 On S/L section do not hand over the token to the SM until he has advised in
writing.
 Guard shall give his remarks on his relevant paper( T/34 HF).
Q.169. DUTIES OF GUARD WHEN ‘A’ MARKER SIGNAL FOUND AT ON.
1. When Loco Pilot finds automatic stop signal at ‘ON’, he shall stop the train at
foot of the ‘A’ marker signal and sound one long whistle to warn the guard.
2. Loco Pilot shall check the tail lamp and note down the Km, Time & no. of ‘A’
marker signal.
3. Loco Pilot shall wait 1min by day & 2mints by night at the foot of the ‘A’
marker signal.
4. After waiting for the above time, if the signal remains at ‘ON’ Loco Pilot shall
pass the signal at ON sounding continuous whistle and exchange signal with
the guard.
5. Speed of the train shall be 15/10 kmph.
6. Loco Pilot of the train shall ensure that a minimum distance of 150m or 2
clear OHE spans is maintained between his train and the preceding train or
obstructions.
7. In case of EMU train, the distance may be reduced to 75m or one clear OHE
span.
8. Guard shall made an entry to this effect in his rough journal and T-34HF.
Q.170. DUTIES OF GUARD WHEN TRAIN UNUSUALLY DELAYED:
If a train carrying passenger does not arrive within 10mint
or a goods train does not arrive within 20 mints after its normal running time,
then it is called train unusually delayed.
 The Loco Pilot and Guard of the train are responsible for sending the
information promptly to the nearest station.
 The Loco Pilot shall try to clear the section by pushing back so that he can
get over the gradient or by dividing the train after taking all precautions.
 After backing, the train will not be started unless alright signals receives from
the guard.
 Before exchanging alright signal, it must be ensured by the guard that the
train has come to a stand when moving forward, Guard shall be ready to
apply hand brake if required.
 Backing over spring point is permitted only when it is clamped and
padlocked and authorized by the SM.
- 165 -
 If the detention of the train is more than 15mints,loco-hand brake shall be
applied in addition to application of vacuum/air brake.
 The guard of passenger train shall apply the hand brake of the B/V and
sprags or wooden wedges or scotch block shall be used to wheels Two
vehicles nearer to the descending grade.
 In case of Goods train, Hand brake of one third of the total wagon or 10
wagon from engine and 5 wagons from B/V which ever is more shall be
pinned down.
 Special care or precaution shall be taken for roller bearing stocks.
 When the train is ready to start wooden wedges, sprags etc shall be
released and the train will be about to start.
 Guard shall make an entry to this effect in his rough journal and T/34 HF
Q.171. DUTIES OF GUARD WHEN FOULING MARK NOT CLEAR
 Guard shall first check Tail Board or Tail Lamp of his train.
 The RED hand signal flag shall be placed in the hand rail.
 Guard shall come to cabin Plainly exhibiting a danger hand signal towards
Station/cabin on his way thereto
 Guard shall inform the driver regarding not clearance of F.M. and possible
steps to be taken for clearing the F.M.
 Guard shall record the fact in Rough Journal and T-34HF.
Q.172. DUTIES OF GUARD WHEN TRAIN PARTING:
 When a train detached during run automatically or unintentionally is called
“Train Parting”.
 In this situation, the LP shall not stop his first portion until the rear portion
comes to stand.
 The LP shall sound One long One Short One Long One short (– 0 – 0)
whistle to inform the Guard.
 The Guard shall immediately apply handbrake to control the rear portion.
 He will show green flag by day and white light by night waving it up and
down vertically.
 If there is a banking engine in rear, the LP of banking engine shall try to
control the rear portion and sound the prescribed whistle code i.e. One Long
One Short One Long One Short (– 0 – 0 ).
 After stopping the rear portion, Guard shall protect the train in rear and front
as per rule. When there is a banking engine , the LP of that engine shall
protect in rear.
 If both portions stop within sighting distance then it may be coupled and
clear the section. While coupling both portions, extra precautions may be
taken to avoid rolling down of train.
 If coupling is not possible, the guard shall allow the front portion to the
advance station.
 If the front portion reaches the next station, the LP shall inform the SM and
sound prescribed whistle code that the train has arrived incomplete.
 When the rear portion arrives at the station and block section is cleared, the
guard shall sign in the intact arrival register(T/1410) and report the matter to
the SM in writing and the tangible authority is handed over to the SM.
Q.173. DUTIES OF GUARD WHEN HOT AXLE FOUND IN A TRAIN
1. When Train running with Hot Axle and is detected by the Guard, he shall
Stop the train.
2. He shall advise the Loco Pilot about the Hot axle.
3. Check the Tail Board/Tail lamp and tie a red hand signal to the Hand rail.
- 166 -
4. The condition of the axle Box shall be checked jointly by the Guard and
driver.
5. In case of Burning flame water shall not be used to extinguish the same
6. Use sand or soil to cool the axle box.
7. If the condition of Hot axle is not serious, Loco Pilot shall proceed to the next
station cautiously and inform to the SM & TXR in writing.
8. Train shall be admitted directly on Main Line and indirectly on Loop Line.
9. If the condition of Hot axle is serious, Guard shall inform same to SCR
through portable telephone for further action.
10. Necessary remarks shall be incorporated in the Guard’s Rough Journal and
T-34HF.
Q.174. DUTIES OF GUARD WHEN TRAIN DIVIDING:
 When the LP realizes that train or whole load cannot be hauled by his
engine, he shall immediately stop the train and sound four short whistles (0
0 0 0) to inform the guard.
 If the engine is capable of proceeding onward either alone or with some
vehicles, the guard shall take action to send it to next station.
 Before dividing the engine or vehicles, the guard shall ensure that the hand
brakes of the remaining portion are applied and the vehicles are secured as
per rule.
 The guard shall issue a written authority to the LP in a prescribed from T/609
to authorize the LP to divide the train and proceed to the next station.
 On T/609, guard shall mention the details about the number of vehicles, last
vehicle number, Km no. of second portion and whether the engine has to be
return on the same line to clear the remaining portion, if he considers that
the engine is fit to do so.
 Before handing over T/609, the guard shall collect tangible authority, if any,
from the LP and keep it in his safe custody until the whole train has cleared
the block section.
 At night or in thick foggy weather impairing visibility, the guard shall protect
the front portion of the remaining part and place a red light on front and rear
side.
 While approaching the next station, the LP shall sound One Long One Short
One Long One Short (– 0 – 0) whistle to warn the SM that the train is
incomplete.
 If the token is an authority to proceed for the said train, the train may be
admitted by taking off signals.
 If the station is provided with TLBI or train is worked on PLCT or other
written authority, the front portion must be stopped outside the FSS and may
be piloted in by issuing of T/369(3b).
 The remaining portion of the train may be admitted by taking off signals.
 After complete arrival, the guard shall sign on T/1410 and handover the
tangible authority, if any, along with the written memo detailing the reason to
the SM.
Q.175. DUTIES OF GUARD WHEN TRAIN ALLOWED WITHOUT B/V.

 In emergency or under special instructions train may run without Brake van.
 There should be adequate pressure from engine to rearmost vehicle.
 In BPC (Mech-V5) number and description of last vehicle should be
mentioned by SSE(C&W).
 Guard at originating station shall relay the last vehicle number to the SCR
and SM.
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 LVI should be fixed at the tail end of the rearmost vehicle by the Guard.
 LV number should be repeated in line clear enquiry and reply message.
 SM/CM must ensure that the train is provided with LVI before closing the
block section & before giving TES to the block station in advance.
 If the SM is unable to see the LVI of a passing through train, he shall at once
inform the SM of station in advance to stop and examine the train. Until TOS
is obtained SM shall not close the section.
 Guard shall travel in the engine.
 In automatic Block system or in Intermediate block signalling, a second train
shall not be allowed to leave the bock station unless the previous train
without BV arrives at the next block station complete except in case of an
Q.176. DUTIES OF GUARD WHEN TRAIN STOPS AT THE FSS.

1. When the stop signal of a station is at “on” position, the driver of an
approaching train shall sound continuous whistle and stop at the foot of the
FSS.
2. As soon as the train stops the guard shall check up the tail Board/tail lamp
correctly exhibited.
3. Guard will remain vigilant in rear of the train.
4. After 5mints, the Loco Pilot shall sound continuous whistle to warn the guard
and send ALP to station/cabin to inform the SM, ALP will proceed by
exhibiting a stop hand signal towards the station.
5. Guard shall take action to protect the train in rear after a halt of 15mints.
6. Guard shall tie red hand signal flag to the hand rail by day or reverse the
side lamp showing red towards engine at night, if provided.
7. Protect the train by
i) Four detonators at a distance of 600, 600, 10 &10m in absolute
Block system from the B/V.
ii) Three detonators at distance of 250-250-10 during total interruption
of communication, when train is detained for more than 10mints.
iii) Three detonators at distance of 90, 90 &10m in automatic block
system after 15mints or such less time as may be prescribed by spl
instruction.
8. The guard shall show red hand signal to stop any approaching train until he
is recalled.
9. After the signal is taken off or when the Loco Pilot receives necessary
authority to pass the signal at “on”, Loco Pilot shall recall Guard by sounding
continuous whistle.
10. When guard is recalled, he shall leave down 3 detonators on his way back
and pick up the intermediate one.
11. Guard shall remove the red flag, which he fixed on the B/V or put back the
side lamp to its normal position and give starting signal to the Loco Pilot.
Q.177. WHAT IS PUNCTUALITY ? WHAT ARE THE CAUSES THAT CAN
AFFECT PUNCUALITY ?
1. The efficiency of passenger train operation is judged by the punctuality of
passenger services. Punctuality is calculated on the basis of percentage.
Endeavor should be made to achieve 100% punctuality for all trains not only at
destination but at intermediate stations also.
2. Passenger train punctuality is calculated on the basis of: -
Trains arriving destination right time (RT)
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Train not losing time on the railway/division for which punctuality is being
reckoned (NLT)
3. For example if 12809 Dn. Mumbai – Howrah mail is handed over by South
East Central Railway to South Eastern Railway at Jharsuguda 30 minutes late
and it reaches Howrah 30 minutes or less late, the train will be treated as not
losing time (NLT) on South Eastern Railway.
4. The punctuality of coaching trains is worked out by the following formula:-
(A+B) X 100
C
Where “A” stands for the number of trains arriving destination right time.
“B” stands for the number of inter railway trains not losing time in the
system.
“C” stands for the total number of trains run on the system.
The causes that can affect punctuality:
Faulty time tabling –
If there is a defect in the time table, then no drive will assist in bringing up
punctuality. Such defects may be crossings at wrong stations, bunching of
trains at junctions with inadequate platform accommodation, inadequate time
for shunting, engines of outgoing train are being held up at the ‘bahar’ line
because of grouping of trains, etc.
Bad controlling:-
• Wrong crossing or precedence
• Ambiguous orders given to staff, permitting shunting on goods trains, or
allowing goods trains ahead without being specific as to the time upto which
this can be done.
• Stabling of goods trains at station with platform on the loop line.
Late berthing at starting stations:- This would result in a late start to the
train. Though late berthing of the train may not always be due to operating
ceases, it can be due to train examination or electrical department also, may
be due to slackness of the yard staff .
Extra time at station for shunting:- this depends on the attitude of station
staff and guards. Sometimes the control may also contribute to the delay by
not informing earlier the station staff about the shunting to be done.
Delay in abstaining line clear or sending token to the Loco Pilot or taking ‘off
‘ signals by the station staff.
• Delay in abstaining line clear or sending token to the Loco Pilot or taking ‘off
‘ signals by the station staff.
• Dilatory working of the guard in supervision over loading, shunting or giving
the signal to start the train at a station or taking extra time to take over or
coming late for duty.
Operating (Power) & Mechanical: -
• Engine late on train on account of being turned out of shed late.
Engine failure:- An engine failure not only causes delay to the train which it is
hauling but may affect the punctuality of other trains also.
• Loco losing time:-This may be due to mechanical cause, management by
crew.
• Loco Pilots missing tokens, delaying in starting after getting the signals, or
taking extra time in taking over.
• Extra time for train examination.
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• Hot Axle on a train, or a carriage having to be detached from the train for any
other cause. This not only causes delay to the train but also considerable
inconvenience to the passengers.
• Air pressure trouble.
Signalling: -
• Defective signals, requiring trains to be piloting in and piloting out at station.
• Defective points, requiring the points to be considered as non-interlocked and
consequent detention in there rectification.
• Poor visibility of signals requiring Loco Pilots to slow down and lose time.
• Failure of Block instruments and other communications between stations
requiring abnormal working procedures to be brought into force for working of
trains which necessarily dilatory.
Engineering:-
• Cautious driving on the line taking more time than provided in time-table.
• Engineering blocks given being exceeded.
Electrical:-
• Failure of overhead, failure of power.
• Failure of train lights/fans, A.C.
• Failure of Head light of the engine.
Commercial:-
• Detention due to disputes for reservations etc.
• Overcrowding
• Alarm chain pulling- This may be due to various cause, these cases are
progressed by the commercial department.
• Accidents and unusual occurrence:-
• Apart from accidents, various types of unusual occurrences can delay trains-
passenger run over, passengers falling out of trains passengers getting sick,
thefts and various other incidents taking place that delay trains.
• Efforts to be made to ensure punctual running of trains:-
• Station and Running staff and control must understand clearly their duty to
ensure punctuality in train running. Efforts must be made by all centered to
make trine at station when a train is running late.
• LP must be alert and ready to start their trains immediately on receipt of the
guard’s signals. They must satisfy themselves that the signals have been
taken off and they are in possession of correct and relevant authority to
proceed if any before starting.
• In order to ensure punctual running, station masters must devote close
attention to prompt loading and unloading of parcels.
• Packages intended for loading should be kept at the spot on the platform
where the van usually comes to a stand.
• Guard must assist station master to avoid detention by advising control in
advance when they have a number of bulky parcels for a station. The fully
complement of ticket collectors, parcel and luggage clerks and hamals booked
for duty must be on platform ready to commence their respective duties
immediately the train arrives and the station Master concerned is responsible
to ensure that this is done.
• Every endeavor should be made to make up time by a passenger train running
late, at the refreshment room station where the halt of the train is 15 minutes
or more. The refreshment room managers are to be intimated beforehand so
that they will be in a position to serve the passengers expeditiously to avoid
delay. The passengers are to be intimated about the approximate departure of
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the train No time should be made up by a train with a halt of less than 15
minutes.
• Passenger train should not arrive more than 15 minutes before time.
• No passenger train should be started from a station earlier than the departure
time shown in the public time-table.
• Trains carrying mail should not normally be detained at the stations for postal
mails. In very exceptional cases trains may be detained on the written request
from the sorter in charge for a few minutes not exceeding 3 minutes in any
case. All such detentions on this account should be carefully booked in the
guard’s train report (T/34 HF) and the mail sorter’s initial obtained against such
entries.
Q.178. WRITE IN BRIEF ABOUT RAKE LINK.

 Block rakes are run according to links formed by PCOM with the object of
optimizing utilization of passenger coaches consistent with proper
maintenance.
 Mail & Exp trains have generally rake composition uniquely suited to
their specific requirements & as such rake links for such trains are
generally exclusive & not a combined one for several trains.
 For slow passenger trains a particular rake link may cover several trains
which make it possible to improve utilization of rolling stock.
 Following points are to be taken into consideration while preparing rake link:-
 The depot at which rake will be maintained has to be decided.
Adequate halt to be provided for the rake for proper maintenance.
 Where the halting time at terminal is too tight for the rake to start back ,
it is better to have an overlapping rake at the terminal.
 Excessive lie over of rakes at preliminary & secondary maintenance
depot should be avoided as far as possible.
Q.179. WHAT IS TIME TABLING? WHAT ARE THE DIFFERENT TYPES OF

TIME TABLES ? WHAT IS THE NEED FOR A PASSENGER TIME TABLE ?
• The Time Tables are changed once on 1st July every year. Consequently the
following types of Time Tables are published on this Railway and issued once
in every year to come into force on the above mentioned dates.
• a) Public Time tables: These are handy volumes for use by the public and
are printed in English and in regional languages. In additions to the time
schedules they contain a variety of useful information for passengers including
fare tables.
• b) Suburban time tables: - There are printed in English and in Bengali and
are of pocket size. They contain in detail the timings of all suburban services
as well as of other passenger services running over the suburban section and
also abstract timings of other main line passenger.
• c) Sheet Time Tables: - These are exhibited on the notice boards of station,
platforms and passenger waiting halls. They are printed in English and also in
regional languages and contain the schedules of various coaching services,
tabulated and brought together on a large sheet for ready public reference.
• d) Staff copy of the Time Table:- This is a copy of the time table meant for
use by Railway staff.
• e) Working Time Tables:- these are issued separately for each division for
the information and guidance of all Railways staff especially the running staff,
station and control staff. These time table contain the schedules of all
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coaching trains as well as of goods trains, and other valuable information such
as load tables of goods trains, headquarters of divisional staff, permanent and
semi permanent engineering restrictions and special working instructions.
Along with the working time table on Appendix to the working time tables is
issued for the use of Railway staff. This contains verity of information and
instructions for the staff e.g. composition of trains, rake links, speeds over
turnouts, particulars of Relief trains, conversion tables etc.
NEED FOR A PASSENGER TIME TABLE:-
• Publishing of a time table for passenger trains in essential for two reasons –
• a) Passengers must know arrival and departure times of various passenger
carrying trains at various stations so as to programmed their journey
accordingly and board the desired trains without waste of time.
• b) Activities of a number of departments involving a large number of railway
staff have to be co-ordinate to enable successful running of a train. For
example train engine has to be arranged in time, rake has to be examined
cleaned and berthed, reservation of seats and berths have to be arranged and
charts pasted, loading unloading of parcels etc. have to be done. With the help
of published time-tables all staff involved know what they are required to do
and when. Their activities are smoothly co-ordinated without having to order
these trains every day.
• FACTORS TO BE TAKEN INTO ACCOUNT FOR SCHEDULING
PASSENGER CARRYING TRAINS:--
• Factors which effect time- table can be divided into two main headings –
• a)Passengers convenience
• b) Service requirements
• PASSENGERS CONVENIENCE:-
• a) Convenient Departures and arrival at Terminals and Important station:-
• Passengers would normally prefer to start their journey after days work,
say after 17.00 hrs. ldeal time for departure would probably be between 20.00
and 22.00 hrs. However, it could be stretched from 17.00 hrs to 24.00 hr on
the other hand passengers would like to reach their destinations in the
morning, so between 8.00 to 9.00 hre, this time could also be stretched from
6.00 hrs to 10.00 hrs, similarly arrivals and departures at intermediate big
stations should be convenient as for as possible.
• b) Speed and reasonable transit time: -
• India is a vast country and a heavy density of passenger traffic is
carried between distant metropolitan and other important towns separated by
thousands of kilometers. It will be great convenience for long distance
passengers if their journey could be covered over night without wastage of a
working day. Speeding up long distance passenger trains and reducing the
transit time is an important consideration for long distance passengers.
• c) Appropriate Meal Halts:-
• Appropriate meal halts for non-vestibule trains are imperative even
when a dining car is provided on the trains. Base kitchens have also been set
up at specified stations from where meals are supplied to the passengers, for
which suitable halts have to be provided. Meal Halts are also necessary
because a number of passengers may like to use catering facilities provided at
stations. Provision of suitable meal halts has to be made in the time table.
• d) Entraining and detraining of Passengers:-
• Halting time at intermediate stations must be adequate to facilitate
entraining and detraining of passengers conveniently. The length of the train
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and the quantum of traffic at the station must be duly taken into account while
deciding upon the halt.
• e) Convenient Connecting Trains:-
• Passengers may need changing from one train to other while going
from mainline to branch line and vice versa. Scheduling of trains has to be so
adjusted that the passengers are not required to wait for unduly long time at
junction stations for connecting trains.
Q.180. WRITE IN BRIEF ABOUT COMMISSIONER OF RAILWAY SAFETY (CRS)
1. CRS is not a railway employee, functions under the ministry of civil aviations
and his decision is free from fear and favour.
2. He also acts as Principal Technical Advisor to the Central Government in all
matters pertaining to railway safety.
3. CRS is appointed by the central government.
4. His functions include
 Holding of serious accident inquiries.
 Prescribing maximum permissible speed.
 Approving special class station working rules.
 Safety standard of the railway.
 Prior permission of passenger train running in a new lines etc.
 Issuing approved special instructions
Q.181. WRITE A SHORT NOTE ABOUT WARNING SIGNAL.(GR 3.65, 3.66,

3.67)
 It is used to warn the incoming train of an obstruction.
 It shall be red flashing hand signal lamp at night or a red flag during day.
 It is used while proceeds to place detonators.
 It shall be supplied to LP,Guard, Patrolman & Gateman or as prescribed by
special instruction.
 It is supplied on working D/L, multiple line, Ghat section, sub-urban or
automatic block territories or as prescribed by special instruction.
 The concerned servant has a correct knowledge of their use.
 It shall ready with them for immediate use.
 In-charge of concerned staff shall responsible to have a correct knowledge of
their use.
Q.182. WRITE A SHORT NOTE ABOUT MODIFIED SEMI-AUTOMATIC STOP

SIGNAL.
 It is placed in mid-section in between two stations in automatic section.
 It is placed in both on double line & single line.
 It controlled by station in advance.
 Its indications are provided at both stations.
 When the “A” marker is illuminated the signal works as Automatic stop signal.
 This signal is interlocked with the signals of station ahead and advance
starter of rear station through track circuit or/and Axle counter.
 This signal is interlocked with the signals of station ahead and advance
starter of rear station through track circuit or/and Axle counter.
 When working with “A” marker extinguished, the Advance starter of rear
station shall assume “off” aspect or be taken off only when the line is clear
upto an adequate distance beyond the mid-section modified semi-automatic
stop signal.
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 The mid-section modified semi-automatic stop signal shall assume “off”
aspect automatically or be taken off only when the line is clear upto an
adequate distance beyond the Home signal of the station ahead.
 The adequate distance mentioned above should not be less than120 m in
double line & 180 m in single line section.
 During abnormal conditions like fog, bad weather impairing visibility, the mid-
section modified semi-automatic stop signal may be worked by extinguishing
“A” marker in the manner prescribed under special instructions and this action
shall also ensure that the “A” marker of Advance starter signal of the station in
rear and Home signal of the station in advance shall also be extinguished.
 If LP finds the modified semi-automatic stop signal with ‘A’ marker
extinguished in ‘on’ position unable to contact the Station Master of station
ahead, he shall pass the signal at ‘on’ after waiting for 5 minutes at the signal
and proceed cautiously and be prepared to stop short of any obstruction, at a
speed not exceeding 10 kmph upto the next Signal and act as per aspect of
this signal.
Q.183. WHAT IS INTERLOCKING? WHAT ARE THE BASIC PRINCIPLES OF

INTERLOCKING? WHAT ARE THE VARIOUS STANDARDS OF
INTERLOCKING?
 Interlocking means an arrangement of signals, points and other appliances,
operated from a panel or lever frame, so interconnected by mechanical locking or
electrical locking or both but their operation must take place in proper sequence
to ensure safety.
Basic principles of interlocking:
 It shall not be possible to take off conflicting signals at one & at the same time.
 It shall be possible to take off signal for a running line only when:-
 All points on the running line are correctly set and locked.
 All points giving access to the running line from the siding and
goods line are set against the running line.
 LC gates, if controlled by interlocking are closed and locked against
road traffic.
 A signal lever when operated must lock or back lock as necessary the levers
operating the points and gate locks referred to above.
 Once a signal is taken off, it shall not be possible to alter the points, unlock the
gate lever etc until the signal has been put back to “ON” position.
 When all signals are in “ON” position, all points which would be locked by
taking off such signals must be free for shunting or testing purpose etc.
 It is impossible to take off a Warner signal until all the relevant stop signal in
advance have been taken off.
MODE OF INTERLOCKING:
 Direct Interlocking
 Indirect Interlocking
DIRECT INTERLOCKING: In direct interlocking all lever of points locks and signals
are concentrated in one lever frame and worked there from and the interlocking
effected by electrical and mechanical means.
INDIRECT INTERLOCKING: When the points are set and locked from one place
and signals operated from another place and another lever frame, the interlocking is
affected by means of keys carried or transmitted from one place to the other. Such
type of interlocking is called indirect interlocking.
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STANDARD OF INTERLOCKING
 STD-I (R)-UPTO 50 KMPH
 STD-II (R)-110 KMPH
 STD-III (R)-140 KMPH
 STD-IV (R)-160 KMPH
TYPES OF INTERLOCKING
 Mechanical interlocking (MI)
 Panel interlocking (PI)
 Route Relay Interlocking (RRI)
 Solid State Interlocking (SSI) OR Electronic Interlocking (EI)
STD-I (R)
 Speed – 50 Kmph.
 Isolation – recommended on M/Line not essential.
 Points – facing points with key locking switches.
 Interlocking – indirect (by means of key locks)
 Minimum signals –2A/MA
2A – outer, bracketed home and starter is optional.
MA – distant, home.
 Points Operations- Mechanical
 Interlocking: Key/Mechanical
 Preventing of SPAD: No
 Block Working (Minimum)- Token
STD-II (R)
 Speed – 110 Kmph.
 Isolation –Essential.
 Points – facing points with plunger type locking with switches and bolts.
 Interlocking – direct/indirect
 Signals – 2A/MA
 2A- outer, Warner and bracketed home and starter when necessary.
MA – distant, home, starter.
 Points Operations- Mechanical/Elect
 Interlocking: Mechanical/Elect/Electronic
 Block Working (Minimum)- Token/SGE
STD-III (R)
 Speed –140 KMPH.
 Isolation - Compulsory.
 Points – facing points with plunger type locking with switches and bolts.
 Interlocking – Direct Interlocking.
 Signals – MA
 MA – Distant, Home and Starter.
 Points Operations- Mechanical/Elect
 Interlocking: Mechanical/Elect/Electronic
Block Working (Minimum)- #SGE/TC
STD-IV (R)
 Speed – 160 KMPH
 Isolation - Compulsory.
 Points –Clamp type direct desirable.
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 Interlocking – Direct Interlocking.
 Signals – MA
 MA – Distant, Home and Starter.
 Points Operations- Elect
 Interlocking: Elect/Electronic
 Preventing of SPAD: Yes
 Block Working (Minimum)- #SGE/TC
184. WHAT IS ISOLATION? WHAT ARE THE VARIOUS MEANS OF
ISOLATION? WRITE DOWN THE NECESSITY OF ISOLATION &
WHAT ARE THE SUBSTITUTES OF ISOLATION?
Ans:- Isolation means an arrangement secured by the setting of points or other
approved means to protect the line so isolated from the danger of obstruction from
other connected line or lines.
In other words, a train or ‘vehicle’ which is standing on one line should ‘not
come into contact with the running train on the other line and cause accident. It
means separation of line or lines from other connected line or lines.
 Various means of isolation are:

1.Scotch block
2.Hayes Derail
3.Trap Switch
4.Deraling switch
5.Sand hump
6.Snag Dead end.
7.Over run line.
 Means of isolation used as substitute of SOL:
Dearling Switch,
Sand hump,
Over run line and
Snag dead
 Kinds of Isolation : Two kinds
Isolation of running line from non –running line.
Isolation of main line from loop line.
 What is running line?
1.Must be governed by one or more signals.
2.Must be used by a train for entering or leaving or running through and the line
between two block stations.
 What is non- Running line?

1.Will not be governed by a signal.
2.Will not be used by a train from for entering or leaving or running through.
Necessity of Isolation:
1. To prevent collision between trains.
2. To provide STD-II,III & IV inter locking.
3. To provide simultaneous reception facility from opposite direction during crossing
in S/L.
4. To provide simultaneous reception & dispatch facility in same direction on both
S/L & D/L
5. To prevent unauthorized/wrong movements.
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6. To perform shunting on isolated line even train is passing through.
7. To ensure safety.
 Description of Isolation devices:
Scotch Block:
1.A lump of log(wooden)covered with iron sheets and coloured red.
2.This will be connected with a chain and tied up on the earth.
3.This is place across the rail and locked to prevent vehicles moving away.
4.If the vehicle moves the vehicle will derail.
5.This is used normally to isolate running line from non running line.
Hayes Derails:
1.This is a lump of iron piece worked by a lever, coloured red.
2.When the lever is operated this will rest on the rail and prevent vehicle from
moving
away.
3.In some cases this will work in conjunction with a trap point.
4.When the vehicle moves, the vehicle derail when the Hayes derail is on the
rail.
5.This is normally provided to isolate running line from non running line.
6.The normal setting of points is open condition.
Trap switch:
1.This is a singal rail cut.
2.This rail cut will be away from the adjacent line.
3.To provide isolation, the trap point will be open.
4.When it is open and if a vehicle/engine moves the vehicle will derail.
5.This is provided to isolate running line from non running and main line from
loop line.
6.In some areas, Trap indicators may be provided in mechanical interlocking
system.
7.It prevents unauthorized/wrong movements.
Derailing Switch:
1. This is an extended portion of track ending with some sand.
2. The distance from the point is about 15 feet.
3. This is used to isolated main line from loop line
4. This is an efficient substitute for signal over lap under approved special
instructions.
5. The normal setting of points is for derailing switch.
6. If the vehicle/engine moves, the vehicle/engine will derail on the sand at the
end of
derailing switch.
7. This should not be obstructed.
8. It prevents unauthorized/wrong movements.
Sand Hump:
1. This is an extended portion of track with sand at the end.
2. The length is 170 feet on the rising gradient with 1 in 60.
3. Starting from the point, first 50feet is 1 in 50 and the next 60 feet is 1 in 30
and the last 60 feet is level.
4. This is an efficient substitute for a signal overlap.
5. This is used to isolate main line from loop line
6. It provides simultaneous reception facility from opposite direction during
crossing in S/L.
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8. It provides simultaneous reception & dispatch facility in same direction on
both S/L & D/L
Snag Dead end:
1. This is also an extended portion of track with buffers at the end.
2. This is also an efficient substitute for signal overlap and provided to isolate
main line from loop line.
crossing in S/L.
both S/L & D/L
6. Its length shall not be less than 180 M.
Over run line:
1. It is extention of loop line provided with a Trap point
2. This is an efficient substitute for a signal overlap.
3. This is used to isolate main line from loop line
4. The distant between signal & Trap point shall not less than 180 M in TAS
and 120 M in MLQ/MOMA.
crossing in S/L.
both S/L & D/L
185. WHAT ARE THE CAUSES & REMEDIES OF YARD
CONGESTION?
 CAUSES OF YARD CONGESTION:
1. Shunting Engine Trouble.
2. Shortage of Power & Shortages of Staff
3. Cross Traffic.
4. Sudden increase in the Inward Traffic.
5. Mixing up of Classification lines.
6. Congestion in the Neighboring Yards.
7. Late joining of GDR & Late start.
8. Unwanted Stock Stabled in the Yard
9. Delay in Train Examination and BPC.
10. Accident or other Unusual happenings.
11. Shortage of essential equipments for staff.
12. Accumulation of weighment loads.
13. Accumulation of wagons in the Local Sdg,Goods Sheds,TP Points,Sick lines
and Loco yards.
 REMEDIES FOR YARD CONGESTIONS:

a) Stabling
b) Diversion of Traffic.
c) Regulation of Traffic
d) Assistance from the neighboring yards
e) Double Heads.
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f) Officers to Instruct.
g) Shunting Engine.
h) Power Utilizations.
i) Increase in Inward.
j) Cross Traffic.
k) Local Sheds
l) Technical
m) Extra Stock.
n) GDR.
o) Yard Staff.
p) Accidents.
q) If the Trouble is due to Mixing Up of Nomination lines.
r) Impose Restrictions
186. WHAT ARE THE CAUSES & REMEDIES OF YARD

ACCIDENTS?
 REMIDIES TO MINIMISE YARD ACCIDENTS:
1. Careless of staff while working & Slack supervision.
2. Wrong operation of Points.
3. Confusion in understanding between traffic Signal & Driver while Shunting.
4. Excess speed contributed by jerks caused by the driver for unforeseen
reasons.
5. Hanging Parts of Wagons.
6. Shifting of Loads.
7. Spread Gauge of tracks.
8. Tight Gauge of Track.
9. Insufficient No. of Sleepers, Keys etc.Poor Packing of Track.
10. While Humping, improper Pin down of Brakes either manually or
Mechanically.
11. While Humping brake Binding of wagons being dashed by the wagons
rolling from the rear.
12. Speedy humping dis-regarding Hump signals.
13. Stones (ore) falling on the track in sidings.
14. F.M.not cleared of wagons.
 REMIDIES TO MINIMISE YARD ACCIDENTS:

1. Staff should be alerted and know their jobs well.
2. Points should not be operated unless the Ist operation is completed by
clearance of the wagon.
3. Meticulous attention should be paid by traffic staff and driver while shunting.
4. Uniformity in shunting speed depending upon the type of the wagons
involved in shunting.
5. Before shunting it should be ensured that there are no hanging parts of
wagons.
6. PWI to ensure proper maintain of track by frequent supervisions.
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7. Before shunting free movement of wheels of wagon to be ensured.
8. Timely application of skids by skid porters.
9. Siding lines to be cleared of stones.
10. Ensure clearance of fleeing to avoids side collision.
11. Night Inspections by Supervisory staff.
12. Safety meetings to be conducted periodically with staff.
13. Last minute shunting/humping which shall be tedious to staff to be avoided
especially at staff changing times.
14. Punishment should not be over looked to the staff responsible for accidents
after impartial joint findings.
187:- WHAT ARE THE IMPORTANT REGISTERS MAINTAINED IN

YARD?
1. TNC Hand Book (OP/T 100; I/ward & O/ward No. taking Book)
2. Running Balance Register
3. Link Cards (OP/T 441)
4. T/39 Register (Receipt and Dispatch Wagon Register)
5. QTS Register.
6. SQT Register.
7. Load detention Register (OP/T 417)
8. Yard Performance Register.
9. Perishable Register.
10. Tank Wagon Register.
11. Live Stock Register.
12. Food grain Register.
13. Sick Wagon Register.
14. Un-connected Register.
15. Floating Register
FILL IN THE BLANKS:

1. Maximum impact speed of a Single roller Bearing type wagon during
Shunting is____
2. Wagon Turn Round is expressed in __Days__.
3. The word “RETURN” stenciled on the end panels of a wagon
indicates_______
4. Special Instructions are issued by _______
5. Running Balance Register is Maintained by________.
6. Maximum speed in the Loop line of a standard III interlocked station
is______.
7. The normal aspect of an Automatic signal is _______.
8. A spring Broken Wagon when Clamped Shall be allowed with a restricted
speed of -------Kmph.
9. ARME should be started within ---minutes after sounding of hooters in case
of double exit siding.
10. Maximum number of Explosive wagons can be attached by a Goods Train
is____ and by Mixed/Parcel train is_____.
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11. Maximum No. of 4 wheeler attached in rear of B/V of a fully braked Goods
train is_____.
12. When a crane is attached to a train, the speed will be restricted to ___ kmph
in straight line and ____ kmph in Turnouts.
13. Pooled wagons can be interchanged between different railways subject to
the ________
14. Maximum speed during Shunting is _______.
Q.188. DUTIES IF TRAIN IN A BLOCK SECTION WITHOUT AUTHORITY TO

PROCEED.
If the LP becomes aware of the fact that he does not have proper Authority
to Proceed, he will take following action:-
(1) The LP shall stop the train immediately.
(2) He shall sound 0 – 0 (One Short One Long One Short) whistle and guard will
acknowledge it by waving red hand signal up & down.
(3) LP & Guard shall protect the train as per rule.
(4) Information to be send to the SM by any means of communication or by
sending ALP or any other railway servant or through LP/Guard of the train
passing over the adjacent line.
(5) SM on getting information shall inform the same to the other end station and
Section Controller.
(6) SM shall issue a written authority by issue of C/O in consultation with other
end SM authorizing the LP to go ahead to the next station or to push back.
Duties of SM:
 On getting such information, inform SM at other end & SCR.
 Issue a written authority i.e caution order to go ahead or push back in
consultation with SM at other end.
 When a train enters after passing approach (C class stations) and or
departure signals of station and enters into the block section without
authority to proceed:
 Inform SM in advance by giving six pause five on double line and six pause
4 on single line also saying loudly on block phone.
 Inform TPC directly or through SCR supported by P.NO. immediately to
switch off OHE.
 Adv. Station SM, shall ensure all signals are at “ON”.
 Route set & locked for clear line preferably Main line.
 Arrange to place 3 detonators 10m apart as far away from starter as
possible (Between Home & starter).
 Train shall not be turned into dead end or derailed unless necessary to avoid
more serious accident.
 Vehicles containing passengers or live stock must not be derailed.
 If train stops at FSS, reception should be done as per rule.
 Detonators to be removed before admission.
 Till complete arrival at next station Block instrument shall be kept at “TOL”
and signals at ‘on’.
 If station staff or gateman shows danger hand signal to the Guard,
he will try to attract the attention of LP and take every action to
stop the train.
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Q.189:- WHAT IS SECTION CAPACITY? WHAT ARE THE MEASURES TO
IMPROVE SECTION CAPACITY OF A SECTION ?
Section Capacity” is defined, as the number of trains that can be run
each way over a given section of the Railways in 24 Hrs.
Section capacity=Line capacity
This could be expressed in three different ways: -
i) Maximum line capacity
ii) Practical line capacity
iii) Economic line capacity
Maximum line capacity :

Represented by the maximum number of trains that can be
accommodated in the master chart, so that it is not possible to introduce
even a single more train on the section concerned.
Practical line capacity:

Represented by the actual number of trains per day which is derived
from the maximum line capacity by making allowances for factors such as
time required for maintenance of PERMANENT WAY, OHE,S&T, Operating
Irregularities.
In calculating the capacity of a section it is necessary to take into account,
the possibility of operating irregularities, incidents & delays. This is done by
inserting “Time Allowances” gaps between the line occupation time. The
maximum permissible time allowance is known as “Tolerance”.
Economic line capacity:

Optimum number of trains which can be run on the section economically.
When line capacity is under utilized, increase in train services follows the
pattern of law of increasing returns due to more intensive utilisation of fixed
asset. As the number of trains operated on a section increase, the section
gets saturated, thus making it difficult to increase the services without time
loss.
Calculation of Line Capacity:

Scotts Formula:
 Double Line N = 24 x 60 X _7
R+5 10
 Single line N = 24 x 60 _7 _1_
X X
R+5 10 2
Where – N represents the number of trains each way in 24 hrs,
24 x 60 represents the no of minutes in a day.
R— Represents running time of a goods train in minutes
over the ruling section (the section over which the
running time is the longest)
5 – Represents the time in minutes allowed for ‘block
working’
7/10--represents the efficiency factor (to cater for delays
due to human element & for the effects of irregular
distribution of trains over the day)
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Methods for improving the capacity of a section:
i) Intelligent schedule of Goods train.

ii) Close & constant supervision.
iii) Increase in speed of trains - Could be achieved by inducting
better -
- Motive power
- Rolling stock
- Signaling & interlocking
- Track
- Cab signaling – Cab signaling envisages visual or audible
warning in the drivers cab so as to indicate to him the condition of
section ahead.
vi) Reducing block operating time by
a) Direct exchange of token
b) Tokenless block instrument
c) Panel interlocking, RRI,SSI etc
e) Centralised traffic control
f) Automatic signaling.
vii) Increasing efficiency factor “E” is possible by –
a) Time table improvement
b) Reducing disparity in intersectional running time
c) Review of sectional running time.
viii) Extended trips as Bullet trains, Jet trains etc.
ix) Improve maintenance of equipment i.e, locomotives, wagon and coaches,
points & signals, telecom system.
x) Providing adequate no. of loop lines.
xi) Providing simultaneous reception and despatch facilities.
xii) Providing standard III interlocking.
xiii) Reduce speed restrictions.
xiv) Provision IB signal.
xv) Increase Loop capacity.
xvi) Provision of curve switches & long welded rails etc.
xvii) Convert un-manned to manned interlocking gates.
xviii) Construct road under/over bridges.
xix) Reduce asset failures.
xx) Prevent Block burst, Banner flag & section congestion etc.
Q.190:- WHAT DO YOU MEAN BY ENGINE TURN ROUND? WHAT ARE THE
MEASURES TO IMPROVE ENGINE TURN ROUND?
 The period from the time the engine leaves the home shed till returns to the
home shed. This period is much more prolonged and during this interval the
loco works train from the base yards through a number of out stations going
from direction and often from Railway to Railway.
 The movement of the locomotive is governed by the requirements of traffic
and its own requirements to take fuel in the case of diesel or trip
examination, in the case of electric, can well be done in the yard premises
itself.
 The usage of these locomotives has to be closely watched by the control, an
eye has also to be kept at the same time on its next schedule so that it is
returned to the home shed for the purpose.
Factors to improve E.T.R:-
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• Trains should not be stopped outside signals for want of room.
• Trains should not be stopped frequently for picking of the staff.
• Engineering restrictions should be reduced.
• Proper maintenance of engine
• Trains should not be detained enroute for want of relief.
• Proper train ordering
• Reduction in time of C& W examination
• Proper controlling to avoid looping of the train
• Reduction in time for crew changing for yard pulling trains.
• Traffic block should be judiciously given.
• Lie over period of coaching power should be fully utilized.
• Cross running of light engines should be avoided
Q.191. WHAT DO YOU MEAN BY WAGON TURN ROUND? WHAT ARE THE
MEASURES TO IMPROVE WAGON TURN ROUND?
This figure expresses the ratio between the total number of serviceable wagon
on a Railway and the number of wagons required daily for effective use on the
Railway for its outward, inward and transshipment traffic.
It is the time interval between two successive loading of a wagon.
• WTR is expressed in days
Formula To Calculate Wagon Turn round :-
No of effective wagon holding (S)________

Wagon turn round (T):
Loaded Wagon (L) + Loaded Received Wagons (R)
=
Where ‘S’ stand for the effective daily wagon holding or midnight wagon
balance of a day (excluding sick, POH wagons in or waiting for shops, like
departmental wagons, wagons lent for departmental use, and the wagons used for
coaching traffic). ‘L’ stands for the total number of wagons loaded on the Division /
Railways plus the wagons loaded at Transhipment Point, ‘R’ stands for the total
number of loaded wagons received from other Railway / Divisions.
 A drop in the figure of wagon turn round is a healthy sign which ordinarily
indicates better wagon mobility and less detention. Endeavour should be
made to keep this figure low.
Factors to improve WTR

• Detention in the yard to be minimized
• Detention in the loading/unloading point to be minimized
• Loading/unloading time to be reduced by offering various scheme to customer
• Mechanized loading/unloading
• 24 hrs siding working
• MGR system
• Right time start of trains at starting/intermediate station
• Judicious controlling
• Utilization of powerful locomotive
• Speed of the train to be increased
• Speed restriction to be curtailed
• Proper maintenance of signal, OHE, track
• Terminal facilities to be improved
• Wagons to be loaded soon after unloading
• Wagon holding should not be more than requirement
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Q.192.WHAT IS THROUGHPUT? HOW THROUGHPUT OF A SECTION CAN BE
INCREASED?
Throughput of a section is the total quantum of traffic that can be transported
over the section in a period of 24 Hours.
This include both passenger throughput and goods throughput.
The passenger throughput can be measured in terms of passenger Km.,
which is carried over the section in 24 Hrs. Goods through put is expressed
in terms of Traffic carried
a) No. of wagons or
b) Gross tonne-Kms. or
c) Net tonne – Kms carried over the section in 24 Hrs.
In Railway parlance throughput generally refers to goods throughput, which
is expressed in Net tonne Km.
Throughput cab be increased by
i) Increasing the section capacity
ii) Increasing the load of the train.
Throughput can be increased without increasing the section capacity by the
following:-
a) To run the train with full load.
b) By running more loaded trains.
c) Empty haulage of train should be minimized
d) Increase load of the train with the instruction contained in the policy of
Railway Bd. to load the different wagons with CC+6+2, CC+8+2 tonnes.
e) Utilizing high capacity loco motives.
f) With light weight wagons with high capacity loads.
g) Quick clearance of road side loaded sick wagons.
h) Running long haul on Loaded trains.
i) Utilization more CC rakes & Premium rakes in back Loading system.
j) Reduce post load detention.
k) Reduce rejections in loads.
Q.193. DESCRIBE CONTROL ORGANISATION.
1. Controls the movements of all trains throughout the division.
2. Each division has one control office.
3. Each division is divided into different sections according the density of traffic.
4. Each control section has control board manned by a section controller round
the clock.
5. Each control board provided with Control Office Application &
Communication system with all facilities.
6. All boards are supervised by Dy.CHC/CHC’s
7. Control Office is also manned by officials of different departments such as
TLC, TPC,DPC,S&T, Engg., Comml., Electrical etc
8. Overall supervision is done by CHC (P).
9. In some divisions provided with Area control, Yard control etc. for better
movements.
10. Control Office is provided with FOIS, ICMS system integrated with COA.
 Functions of Control Organization:

1. Round the clock supervision of the movement of traffic for achieving better
operations.
- 185 -
2. Charting of all train movements for better crossings and precedence
judiciously.
3. Arranging goods trains to the best possible path.
4. Arrangement of Blocks.
5. Ensuring optimum utilization of Assets.
6. Arranging relief for crew guard.
7. Issuing instructions at the time abnormal working of trains. (TSL working)
8. Remedial actions when the yard & section is congested.
9. Monitoring of safety, security & punctuality of train movements.
10. Prompt action in relief & rescue operations at the time of accident.
 CONTROLLER (SCR): Controller means a railway servant on duty who may

for the time being be responsible for regulating the working of traffic on a
section of a railway provided with the system of speech communication.
Duties of SCR:
1. Report 30 minutes before for duties.
2. Study the control chart, Restrictions and related documents carefully.
3. Arranging efficient running of trains in sections, crossing and precedence by
giving clear orders well in advance.
4. Plotting neatly and clearly the movement of all trains in the control chart.
Giving remarks in spl. events
5. Informing terminal station, Loco sheds etc for late running of train to avoid
calling of crew and Guard
6. Watching the working of marshalling yard.
7. Intimating the station in advance for shunting works.
8. To inform station in advance for Loading/unloading particulars to the guard
&SM.
9. Keeping close touch with Engg and Power Blocks and working of Material
trains.
10. Keeping watch of detached vehicle at road side stations for their repairs and
clearance
11. Maintaining the Various registers prescribed from time to time.
12. Passing massages regarding reservation, and meal messages etc.
13. Timely arrangement to reliever for Crew & Guard.
14. Relay information to all concerned in case of accidents.
15. Carry out any other duties allotted by Dy.CHC,CHC or any other officers.
 TRAIN CONTROL CHARTS-: Each SCR shall record on control chart the
movements of all trains over his/her section on receipt of information from
each station during his/her duty hour.
Each control chart is printed for an 8 hour working shift.
It represents Horizontal & vertical lines of distance & time.
Both sides of vertical line shows Station Names, codes, with Stn.Kms.
One hour divided into 6 equal parts, each part 10 units & each such unit
further sub-divided into 5 smaller units of 2 minutes each.
Date,Distance between consecutive stations in Kms.
Code initial of each station on the Rt. Hand side.
TRAIN CONTROL CHARTS-:

Red-for M/E & other top priority trains.
Blue- Passenger Trains.
Green-Military Special, Other Goods Train (BCN)
- 186 -
Black- Goods trains.
Up trains from bottom to upwards from left to right diagonally.
Down trains from upwards to bottom from left to right diagonally.
Advance plotting of Mail/Express to make perfect Planning of Engg. Blocks
• MASTER CHART: these are 24 hours charts basically similar to train control
chart prepared for each section seperately and to show the scheduled paths
for all mail/express/passenger trains according to time table in force. In
between the running of trains carrying passengers, paths for goods trains
are worked out and plotted. Such charts are called master charts.
• These are helpful in revision of time tables, running of extra trains and
arranging engg. Blocks and for working out line capacity.
• For guidance of scr these charts are displayed on the boards to which they
refer.
REGISTERS MAINTAINED IN THE CONTROL OFFICE

• SCR’s diary
• Inward message book
• Damage wagon register
• Work order book-allotment, supply, load & empty clearance.
• TN register-incoming &out going.
• Out station T.O. book
• Yard state register
• Caution order register
• Private number book.
• Yard balance register.
• Order number book
• Forecast & acceptance book
• Train order book.
• Goods train performance register
• Coaching train performance registers
• Unsatisfactory registers.
• Night order book.
• Accident registers
• ODC register.
• Power position book
• crew position register-home & out station
• Work shop & shed position
• Diversion & rebooking register.
• Conference & local instruction register.
• Detention register.
CONTROL ORGANISATION:
1. It is the nerve centre of the Division and control the movements of all trains.
2. Each division has one Control Office.
3. Each division is divided into different section according to the density of the
traffic.
4. CHC is all over in charge of the each control office.
5. Different Boards are manned round the Clock kept watch over the happens
on the line.
6. In control office there is an elaborated telephonic circuit provided to connect
station yard loco shed etc.
- 187 -
7. A traction control is also provided in electrified area.
8. One Power control is provided to coordinate all the boards
FUNCTIONS OF THE CONTROL ORGANISATION:

Functions of the control is divided in three heads
• Train control
• Traffic control.
• Power control
Train control:
1. Ensuring the Punctual running of M/Exp and Passenger trains.
2. Running of Goods Train to best possible Paths and minimize detention en-
route.
3. Arranging the running of Engg, Material trains
4. Arranging Engg. and Power Blocks in such a way without disturbance of
M/Exp & Passenger trains
5. Arranging relief for crew and guard.
6. Arranging relief and regulating trains in the event of accidents.
Traffic control:
1. Allotment and distribution of Coaching and Goods stock.
2. Securing maximum utilization of stocks.
3. Regulating traffic for full filling the interchange commitment.
4. Securing maximum workable loads for each train with proper engine.
5. Ensuring correct marshalling of the trains
POWER CONTROL:
1. Requisition of Power for all operating requirements like Train
working ,shunting and Banking.
2. To ensure the most economical use of power.
3. To ensure the return of power to home running shed
Q.194. WHAT IS FOIS? WHAT ARE THE ADVANTAGES OF FOIS?

 FOIS means Freight Operations Information System
 It captures various relevant data input of freight operations & commercial
activities on real time with continuous up dated process.
 It provides complete real time information to Managers for planning,
execution, organizing and monitoring the operations & commercial activities
performed at various Stations, Yards, Sidings and Goods sheds etc.
 It captures all operational functions such as train arrival & departure, rake
placement & release, reports of interchange, loco holding, wagon & rake
holding etc. and goods shed functions such as delivery, booked delivery,
demand registration to RR generation including the details of e-payment etc.
 It comprises of two modules such as RMS & TMS
 RMS: Rake Management System. This system captures of all freight
operational activities which are pertaining to various yards and
terminals such as train arrival & departure, rake placement & release,
reports of interchange, loco holding, wagon & rake holding etc.
 TMS: Terminal Management System. This system captures of all
freight train of commercial activities which are pertaining to various
goods sheds and commercial related sidings such as delivery,
booked delivery, demand registration to RR generation including e-
payment details. Now-a-days on-line demand registration facility is
also provided to customers.
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 ADVANTAGES OF FOIS:
 Provides information fast, accurate & same to all.
 Find out the missing & unconnected wagons.
 Provides requisite field information.
 Saves valuable time of managers for collecting information.
 Mitigate the congestion through its advance information.
 Provides better monitoring system for cc & premium rakes.
 Increases energy & efficiency level of the managers.
 Provides at glance freight accountal, e-payment & earnings.
 Provides long term plans to increase section capacity.
 Transparency in sharing of information with customers.
 Assists managers to optimise asset utilisation.
 Provides current status of consignment to customers, to gain
customer satis faction.
 Facility to obtain distances through RBS
 Facility to obtain all latest commercial rules.
 FOIS information shall be obtained through internet.
Q.195:- Differentiate between RMS & TMS.

RMS (Rake Management System) TMS (Terminal Management System)
a) Captures all operational activities a) Captures all freight commercial
activities
b) Captures terminal detentions b) Captures demurrage & wharfages
c) Provides Asset Utilization & c) Provides freight earning
maintenance accountable accountable
d) Provides information of rake, wagon d) Provides information of to-pay, paid
& loco holding details & weight only traffic details
e) Provides information of NTKM,GTKM e) Provides information e-payment & e-
etc demand details
f) It does not prepare Balance sheet & f) It prepares Balance sheet & RR
RR generation. generation.
g) It dealt with P1 & P2 g) It dealt with P3
Q.196:- Write short note on CREW MANAGEMENT SYSTEM (CMS).

a) CMS is unique system
b) In which accuracy and monitoring is automatically maintained.
c) Where in all functions like crew booking, call served to crew, signing on &
signing-off duties are done through computers after ensuring their rest,
training and medical particulars etc.
d) Crew booking is done through SMS, thus eliminate the manual serving of
call book for crew, saves manpower and time etc.
e) Morning position of crew strength at various crew booking locations.
f) Alerts for crew strength at particular crew booking point going below a
critical limit.
g) Automated alerts for their nominated Inspector, for crew becoming due for
monitoring.
h) The crew can have his personnel information like turn of crew booking,
Status, PME, Mileage and other Training due dates on his Mobile.
i) Congratulations on birthdays to crew members of whose date of birth are
with the database.
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Q.197:- INTEGRATED COACHING MANAGEMENT SYSTEMS (ICMS).
MODULES IN ICMS:
 Punctuality Module (PAM):For Post facto analysis of punctuality loss and
its causes (not an on-line system), Captures train running at Originating/
Terminating and interchange points and the causes of detention. Data input
predominantly at Divisional HQ level.
 Coaching Operations Information System (COIS): Captures events on
Coaches/Rakes, Generates Reports for Management of Coaching Stock.
Data input predominantly at Station/Coaching Yard level.
 COIS Data Entry Module: Support module of ICMS, to maintain database
pertaining to the information of Rake Links, Yard Infrastructure, Coach
Master, Train Schedules etc. Data input at Zonal HQ level.
a) PAM:
Feeding mostly at divisional level. Interchange owning division
controls the data feeding for handing over or taking over, Zonal client does
the responsibility fixing (deciding the trains “lost in punctuality”).
Activities include:
Originating terminating, interchange timings.
Detention Reports.
Cause wise logging
Fixing Responsibility
b) COIS:
Unlike PAM - no concept of data “feeding” in COIS. Instead working
on the system at station/yard level leads to generation of required data (and
memos for the operator).This works as input for MIS. All station/yard
activities from arrival to departure of rake are captured:
 Yard stock entry
 Dispute Resolve
 Yard Position
 Sick Marking
 Rake formation
 Sickline Placement
 Sickline Operation
 Modify consist
 Shop Marking
 Movement Shop Placement
 Movement (Yard to yard)
 Remove fit available coaches
 Rake Examination
 Search Feedbacks
 Departure Reporting
 Send Feedbacks
 En route Attachments/Detachments
 Generate memo
 Arrival Reporting
Q.197:- Rake Allotment System (RAS):

Computerized system for allotment of iron ore rakes in advance to
customers under this system.
RAS Features
- 190 -
1. Loading stations / sidings of the division are demarcated into
congested/non-congested sectors.
2. Capacity of each loading terminal will be earmarked separately for
Priority ‘C’ and WIS ‘D’.
3. Allocation of rakes is done on the basis of pro-rata entitlement for
programmed traffic i.e. CBT, Priority ‘C’ and WIS consumers.
4. Allocation, once made, for programmed traffic will remain valid for 15
days for allotment.
5. Entitlement for programmed traffic will lapse, if indents are not placed
timely as per allocation.
6. Consumers may please ensure availability of indents matching with the
entitlement at regular spacing.
7. The main criteria for allotment are allocation, availability of indent,
loading capacity of the station, unloading capacity of the terminal, route
capacity and quota for export.
8. Fresh allotments at a loading terminal are withheld, whenever number of
pending allotment exceeds three times of the loading capacity of the
terminal.
Q.198.:- What is CONTROL OFFICE APPLICATION (COA) ? What are
the features of COA?
 It is a comprehensive software for the automation of Control Charting
at a railway divisional control office.
 Developed by CRIS. (Centre for Railway Information System)
Functions:
 Replaced tedious manual plotting of running trains on a chart.
 It is intended to provide the Traffic Controllers good look-and-feel and
user-friendly work environment.
 The integration with allied systems like FOIS, NTES and COIS.
 It facilitates the flow of data on real time basis to adjoining divisions to
enable train operations without dependency on human interference.
 The application will have interfacing capability with Data Logger to
capture data pertaining to train movements in the final version of the
product.
Benefits of COA:
 Better planning and decision-making in train operations.
 Increased operational efficiency.
 Fully Automated work environment.
 Aid to the controller in terms of efficiency, precision & time
management.
 Leverage to Controller's Experience in decision making through
manual forecast.
 Real time information on train operation without human dependence.
 Backbone system for sharing of data between allied systems.
Functions of COA:
 Train Ordering
 Maintain Train Information
 Manage Train Movement (Abnormal Working, Stabling, Banker
Movement)
 Report Unusual Occurrences.
 Management of Maintenance Blocks
- 191 -
 Caution Orders
 Plot Graph.
 Advance Plotting.
 Maintain referential data
 MIS Reports
 Yard Management Siding
 Miscellaneous Functions
 View Station Layout
Q.199.GRANTING OF ENGINEERING BLOCK.
1. When any operation involving interference with permanent way or signaling/
interlocking gear is to be under taken whether within or out side station limit
and the work is of such nature as to require blocking of line, the Engineering
official responsible for such operation shall issue an advice in writing to SM
concern of his intention to under take the work.
2. The SM before allowing Engineering block obtain permission from SCR.
3. The SCR after verifying the movement of traffic shall allow the block, after
that the work may be started by Engineering officials in consultation with SM.
4. These orders to be entered in TSR, caution order register, SM’s Diary in red
ink.
5. SM shall exchange block message supported by P.No. with SM of the
adjoining block station
6. SM to inform both the end cabins supported by P.N.
7. During Engineering block, lever collars/Button collars/Line Block level shall
be placed on point, slot, lock and signal levers
8. During Engineering block no traffic shall be allowed to enter the obstructed
section.
9. Material train/Motor Trolley may be allowed into the obstructed section on
the authority of block Ticket under the supervision of JE/SE/SSE(P-WAY).
10. A line block when once imposed shall continue to be enforced until a block
removal message is received from the engineering officials.
Q.200:-What do you mean by Marshalling & explain in detail:
Marshalling of trains means arrangement of engine, wagons, coaches
or any other vehicles in a train in a sequence as prescribed in the rules for
safe, convenient and punctual running of trains.
Object of Marshalling:
Safety, Operational feasibility & Passenger convenience
 The composition of all coaching trains should as per the rake links.
 Normally, no train shall run under load.
 In emergency train may be allowed to run under load.
 The normal rake composition be restored as soon as possible.
MARSHALLING ORDER OF COACHING STOCK
 In case of Mail/Express and passenger trains anti-telescopic/steel bodied
SLRs must be marshalled as the last coach at both ends of the train formation
ensuring that the luggage and brake van portion is trailing outermost or next to
engine.
 In case of Mail/Express train at least two and in case of passenger trains at
least one anti-telescopic/steel bodied coaches should be marshalled inside
the anti-telescopic/steel bodied SLRs at both ends.
 Incase it is inescapable to utilize wooden bodied SLR, such SLR should be
marshalled inside two anti-telescopic/steel bodied coaches in case of
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Mail/Express trains and one anti-telescopic/ steel bodied coach in case of
Passenger train.
 In case of short distance shuttle having a composition of 5 bogies, only one
SLR (whether anti-telescopic/steel bodied) coach in front and rear of the train
formation
 VPs, LRs and WLRMS should preferably be marshalled as outermost vehicles
at either end.
 Inspection carriages whether occupied or not whether anti-telescopic/steel
bodied or not and occupied by Railway officers, may be marshalled as
operationally convenient.
 Sectional/through service coaches/reserved coaches occupied by passengers
and saloons occupied by VIPs whether anti-telescopic/ steel bodied may be
marshalled as operationally convenient. In case such coaches are not anti-
telescopic/steel bodied, they must marshalled inside the required number of
anti-telescopic/steel bodied coaches.
 Attaching of vehicles behind the rear brake van: Maximum 2 vehicles in
addition to that an inspection or officer’s carriage.
 In case of short service trains : 3 coaches in front or rear of SLR, in addition
to this one inspection carriage may be attached.
 Reserved coaches and saloons occupied by VIPs: shall be treated as
passenger coach and marshalled accordingly.
 Sectional/Through service coaches : As operationally convenient.
 POH/Sick coaches returning to shops: If locked and windows secured then
may be attached next to engine or rearmost.
 If not locked, should be treated as passenger coaches and marshalled
accordingly.
MARSHALLING ORDER OF GOODS STOCK:
i) 4-WHEELER WAGON:
4-wheeler wagon shall not be marshalled between two bogies or
between the engine with a bogie tender and bogie stock. But a Match Truck
fitted with center Buffer coupler may be marshaled between two bogies or
between the engine and bogie stock
ii) WAGONS CONTAINING EXPLOSIVE:

The maximum number of wagons containing explosives may be attached to
a goods train shall be 10 and to a mixed or parcel train shall be 3.
Wagons containing explosives shall be separated by not less than-
a) One wagon from the train locomotive (Electric, Diesel)
b) 3 Wagons from the Passenger carriage or the brake van.
c) 3 Wagons from other wagons containing other dangerous
goods/inflammable article, such wagons shall be close coupled.
iii) WAGONS CONTAINING PETROLEUM AND OTHER INFLAMMABLE

LIQUIDS:
No restriction on number of wagon to be attached on a train. Wagons
containing petroleum and other inflammable liquids class 'A' shall be separated by
not less than-
a) One Wagon from the train locomotive (Electric, Diesel).
b) 3 Wagons from the passenger carriage or the brake van.
c) 3 Wagons from other wagons containing explosives/ other dangerous
goods/inflammable nature
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Wagons containing other inflammable liquids class 'B' shall be separated by
not less than-
a) One Wagon from the train locomotive.
b) One Wagon from the passenger carriage or brake van.
c) One Wagon from wagons containing dangerous goods or
inflammable articles.
d) Two wagons from wagons containing gases, compressed liquefied or
dissolved.
e) Three wagons from the wagons containing explosives.
iv) LIVE STOCK WAGON:
i) As a general rule Live Stock Wagon be marshaled in rear of the train.
ii) At least 7 wagons intervening between the livestock wagon and the
engine.
v) CRANE : The crane should be as a rule be placed four vehicles from the
engine, but when proceeding to a break down this condition may be relaxed.
vi) DEAD ENGINE:
 The dead locomotive may be attached next to train locomotive on section
where double heading is permitted. The total number of locomotives shall
not exceed three, which are 2 live +1 dead (brake operative).
 If the dead locomotive is required to be attached on a double/multiple
headed train or on a section where double/ multiple heading is not permitted,
the dead locomotive shall be attached at a minimum distance of 11 ordinary
wagons or 91 meter or a minimum distance equal to the largest span of the
bridge in the section.
 At least ten fully air braked 4 wheeler units shall be attached behind the
dead locomotive.
 A dead locomotive may be attached in rear with hand brakes in working
order and a competent person is travelling on the dead locomotive.
vii) MARSHALLING OF EXPLOSIVE WAGONS:
1. Maximum no. of Explosive wagons in a Goods train is 10.
2. Maximum no. of Explosive wagons in a Mixed or parcels train is 03.
State True or False: -

 INTERMEDIATE BLOCK POST is a Block Station. T
 Trap Indicator shows Red if the trap is in open condition. T
 The speed of train after passing an automatic stop signal at ‘ON’ is 15/8
kmph. F
 Block ticket must be collected and pasted with the concerned record foil at
the issuing station.T
 If patrolman does not turn up within 15 minutes of his scheduled arrival, the
SM on duty shall take action as stipulated in the rules.T
 IBSS is a home signal provided at an intermediate block post.T
 A train stopped in the block section for any reason is not a running train.F
 ‘A’ class stations are found only in Two Aspect signalling arrangement. T
 The SM on duty shall see that fog signalman is not kept on duty at Fog signal
post for more than 3 hrs at a stretch.T
 Block Overlap (BOL) is required to take off Home Signal. F
Fill in the blanks: -
I. Speed of subsequent trains after introduction of Single Line Working
is……….. (NORMAL SPEED).
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II. In exceptional circumstances, the validity of a competency certificate may be
extended locally by an officer not below the rank of AOM for a period
of ......6......months.
III. Calling – on signal shall be provided below stop signal except ……LSS…….
IV. The Stop Signal controlling the movement of train into the next Block section
is …LSS……
V. The currency of Green Notice is .........3...........months from the date of issue.
VI. Tower Wagon may be attached to goods train only by the permission
of.......CHC........
VII. Solid State Interlocking is otherwise known as.....Electronic......interlocking.
VIII. The weather warning message register should be inspected ................by
the SS/SM.
IX. The details of transaction of Cabin basement/Relay room key is maintained
at a station and jointly signed by
the...JE/SE(SIG)....and.....SM.....respectively.
X. The accident report is submitted on form no....GA-3..........
XI. In place of train signal register ....Log....register is maintained on Automatic
Block Section.
XII. The form no......T/A-602 or T/C-912......used for Block Ticket.
XIII. The target time to dispatch ART from base station is....30....min by day
and ....45....min by night.
XIV. Fouling Mark is provided to prevent …Side Collision…..
XV. Passenger warning board shall is placed .....1.......KM in rear of the
FSS/IBSS/GSS.
XVI. Minimum brake power percentage required to clear a load from Road side
station is ……75%…….
XVII. Air pressure specification in engine and brake van of a coaching train
is ....5Kg/Cm2... and.... 4.8/4.7Kg/Cm2.....
I. Before piloting in a train,SM will ensure clamping of motor operated facing
points only. F
II. Calling-on signal shall show No light in ‘ON’ position.T
III. The point indicator shows Green if the point is set for main line.F
IV. The Last Stop Signal of C-class station is Home Signal.T
V. Shunting Limit Board may be provided in ‘B’ class single line stations. T
VI. IBP is controlled by the station in advance.F
VII. Colour light Warner signal provided individually on a post is distinguished by
‘P’ marker.T
VIII. In Automatic Signalling Territory, placing of detonators in foggy weather may
be dispensed with.T
IX. If Co-acting signal is defective the main signal shall also be treated as
defective.T

a) The adequate distance in Automatic Signalling Territory on double line
is…120m……
b) Normal aspect of a distant signal in a single distant territory
is …Caution……
c) The Block Overlap at ‘A’ class station is minimum …400…..mts.
d) The distance which is kept clear to take ‘OFF’ Home signal is
called …SOL……
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e) The portion of running line between two block stations on to which no train
can enter without line clear is called....Block Section......
f) The written authority to pass the defective Home signal at a ‘C’ class station
is…T/369(3b)…..
g) BSLB is a board where …Block Section…ends …Station Section…..
begins.
h) The Catch siding point interlocked with …FSS…. Signals.
i) The normal aspect of IB signal is …STOP…..
j) The normal aspect of Gate Stop signal is …STOP…...
k) Derailment comes under …D…. Class of accident.
l) Breach of Block Rules comes under .....G..... of accident.
m) Goods Warning Board shall is placed .....1.4.......KM in rear of the
FSS/IBSS/GSS.
a) The distance between BSLB and Home signal shall not be less than
180mtrs. T
b) Where distant signal is placed at 1km, Passenger Warning Board is not
required.T
c) The distant signal is Stop Signal. F
d) If in a Station, Advance Starter is not provided, Starter may be lowered for
the purpose of shunting. F
e) The catch siding protects station section. T
f) A coaching train may be admitted in goods loop /goods yard in case of
emergency. T
g) When signal overlap is not clear, line clear should not be granted to the rear
station. F
h) At a class “B” station the Last Stop signal demarcates end of Station section
and commencement of Block section. T
i) The Calling –on signal may be used for the purpose of shunting. T
j) When a red hand signal shown by a railway servant, it supersedes all other
signals. T

1. During Engine Pushing the speed of train shall be …25kmph….
2. The speed over a station on STD-II(R) interlocked station is …upto
110kmph……
3. The general speed of shunting is ….15kmph….
4. The sanctioning authority for loading of ‘B’ Class ODC to Foreign railway
is …PCOM……
5. Authority given to LP to start a train from non signalled line is …T/511….
6. Collision comes under ......A......... class of accident.
7. For ordering of ARME ……5….. Nos. of hooters to be sounded.
8. Under Approved Special instructions, colour light distance signal may be
combined with …LSS….. Signal of station in rear.
9. After placing detonator on the rail, the person shall stand at least …45…..
Mts. from the detonator.
10. If a train stalls in block section, …Block Ticket…. Authority shall be given
to the relief loco to clear the section.
11. The prescribed form of shunting order is …T/806…...
12. If a train enters in Catch Siding, it comes under …G…. Class of accident.
13. The maximum permissible speed of a section is sanctioned by …CRS….
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1. Passenger Warning Board will not be provided for gate signals. False
2. The speed of train after passing an automatic stop signal at ‘ON’ is 15/8
kmph. False
3. Block ticket must be collected and pasted with the concerned record foil at
the issuing station. True
4. Track maintenance machine can work only during day. False
5. A Motor Trolley normally shall not work at night. True
6. A train stopped in the block section for any reason is not a running train. F
7. At stations where both Inner Distant and Distant signals are provided goods
warning board s will be dispensed with. True
Q.201. Write short notes on Catch Siding and Slip Sidings:
CATCH SIDING:
 It is a safety siding.
 Catch siding is provided where there is a steep falling gradient from block
section towards the station section.
 Catch siding protects station section.
 Catch siding provided where the gradient is 1 in 80 or steeper.
 The length of Catch siding is normally equal to the length of a goods train.
 Catch siding interlocked with FSS (otherwise mentioned in SWR).
 The normal setting of point is Catch siding.
 Catch siding should not be used for the purpose of shunting or stabling. It
should not be obstructed.
 Before the points leading to the Catch sidings are set for the M/L, it shall be
ensured that the train has come to a stop outside the stop signal placed
short of the Catch siding.
 It is not necessary to stop the train at the stop signal controlling points
leading to Catch siding provided the following conditions are satisfied.
 Line clear has been obtained from the Block section ahead.
 The train will run through over the M/L.
 Gradient of the block section ahead are such that the train can be
brought under control easily.
 Points is set for the M/L.
 Warner/Distant should be kept at ON position.
SLIP SIDING:
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 It is a safety siding.
 Slip siding is provided when block section is situated on lower Gradient
following station section situated on higher Gradient.
 Slip siding protects Block Section.
 Slip siding provided where the gradient is 1 in 100 or steeper.
 The length of Slip siding is 7 to 8 vehicles.
 Slip siding interlocked with LSS.
 The normal setting of point is Slip siding.
 Slip siding should not be used for the purpose of shunting or stabling. it
should not be obstructed.
Q.201(a):- What is fire? Classification of fire? Different types of fire
extinguishers commonly used.
In simple words we can say that the fire is the combination of combustible
material, oxygen and heat at proportionate rate.
 How can you classify the fire?
According to the types of fuel and combustible, fire may be classified
in following four categories-
 Class ‘A’ fire (Solid):- These are fires involving combustible materials of
organic nature, such as wood, paper, rubber and plastics etc where the
cooling effect of water is essential. Class ‘A’ fire are the most common and
the most effective agent is generally water.
 Class ‘B’ fire (Liquid):- These are fires involving liquids or liquefiable
solids. Some flammable liquids are miscible with water and others are
immiscible with water. Taking into consideration to the fact extinguishing
agent like water spray, foam, water, vaporizing liquids, carbon dioxide and
dry chemical powder may be used.
 Class ‘C’ fire (Gas):– These are fires involving gases or liquefied gases.
Foam or dry chemical powder can be used to control these type of fire.
 Class ‘D’ fire (Metal):– These are fires involving metals. Extinguishing
agent containing water are ineffective, and even dangerous. Carbon dioxide
and carbonate classes of dry chemical powders may also be hazardous if
applied most metal fires. Normally powdered graphite, powdered talc, soda
ash, limestone and dry sand are suitable for metal fires.
Q.201(b). How many types of Fire Extinguishers are there and which type of
fire extinguisher commonly used in locomotive?
The types of fire extinguishers are mentioned below against each
class of fire are generally most suited. In electric locomotive Dry Chemical
Powder Type fire extinguisher is used commonly.
i) Class A Fires:- Water expelling type extinguishers.
ii) Class B Fires:- Foam, dry powder, vaporizing liquid, carbon
dioxide extinguishers.
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iii) Class C Fires:- Dry powder and carbon dioxide extinguishers.
iv) Class D Fires:- Extinguishers designed for expelling special
dry chemical powder.
Q.201(c). What are the duties of Running Staff in case of fire?

FIRE ON GOODS TRAIN-
i) Stop the train immediately and put on flasher light.
ii) Isolate burning vehicle at a safety distance of 45 meters on either side.
iii) Save the wagon label card and seal card also the contents of the vehicle.
iv) Extinguish the fire by any means, which is available near by.
v) Protect the train as per G.R. 6.03.
vi) Draw the burning vehicle nearest to the water tank if available.
vii) If the fire is not controlled advice TPC to switch ‘OFF’ the OHE power
supply and ask for fire brigade if required.
FIRE ON PASSENGER TRAIN –
i) Stop the train immediately and put ‘ON’ the flasher light.
ii) De-train the passengers first and attend to their safety first.
iii) If there is postal van on the train, every effort shall be made to save the
mails.
iv) Disconnect the electrical couplers and remove fuse links of the batteries
if possible.
v) Isolate the burning vehicle at a distance of 45 meters on either side.
vi) Protect the train as per G.R 6.03.
vii) Extinguish the fire by the fire extinguishers available in train or by using
other means like sand etc.
viii) If the fire is out of control ask for fire brigade and inform to TPC/SCR
over portable telephone post. If there is a chance of OHE being affects
with fire contact TPC and advice him to suppress the tension of OHE.
FIRE ON OHE
Inform the TPC through the nearest emergency telephone tap and
also nearest stationmaster about the nature of fire and the amount of
damage caused by giving km. Number and between stations.
FIRE ‘ON’ ELECTRIC LOCO –
i) Open DJ, lower pantograph, open HBA (Battery switch) and stop the
train/loco.
ii) Try to extinguish the fire with fire extinguishers provided on the loco.
iii) If the fire is not controlled inform TPC switch ‘OFF’ the power supply of OHE
and ask for fire brigade through emergency telephone.
iv) Protect in the train/Loco as per G.R. 6.03 if it is in block section.
Q.202. DIFFERENCE BETWEEN “TRANSPORTATION AND OPERATION”.
 The word transport has its roots in the Latin word “Transporter” Which
actually is a combination of two words and means to carry across of from
one place to another. So, in other words transportation means to carry mean,
live stock and material from one place to another to help achieve optimal
utilization of country’s resources.
 Transport’ can be regarded as consisting of 3 elements-1) Track over which
movement can take place 2)Means of loco, motion and carriage and:3)
Arrangements to be made for beginning and ending of journey, collection
and distribution, loading and unloading of Tariffs be it freight or passenger in
a sage or economic way.
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 But the operation means the process or method of working to achieve the
above.
Q.203.PRECAUTIONS WHEN TRAIN IS DETAINED IN SECTION FOR MORE
THAN 5 (FIVE) MINUTES DUE TO NO TENSION ON LINE:
 Whenever any train gets held up for more than 5 minutes in the block
section on account of no tension, the Loco Pilot of the train shall depute his
Assistant Loco Pilot to check the train in order to look for any abnormality
and to advise the guard for no tension on line (in OHE) together with
Assistant Loco Pilot the guard shall check the entire train.
 If in the mean time power supply restored the Loco Pilot shall call back the
Assistant Loco Pilot to the locomotive and resume journey.
 Otherwise after the train is checked the Loco Pilot/Guard inform the section
controller/TPC of the details of abnormality if any or otherwise an assistant
required to the nearest emergency telephone socket or by other available
means.
 The Loco Pilot and Guards shall arranger protection of line to the affected
line in accordance with GR 6.03 in auto section as per GR 9.10.
 RULES FOR ELECTRIFIED SECTION
 In the event of OHE failure, the traction power controlled shall immediately
locate the faulty section and isolate the healthy section on adjacent tract on
the same route length. As shall also isolate the healthy section on adjacent
tract on the same route length. As the faulty section, then he advises the
section controlled about the same.
 On receipt of information from TPC, the section controller shall immediately
inform the stationmaster, if the station who are concerned with the working
of train which healthy OHE temporarily is isolated. They shall not allow any
train to leave their stations unless both the drivers guards of the first train
have been issued a caution other to proceed at speed of 35 KMPH by day
and 20 KMPH by night subjected to observance of other speed restrictions
exercising great caution.
Q.204. WHAT ARE THE SAFETY RULES CONCERNED WITH 25 KV AC

WORKING ?
 Do not approach to 25 kv AC directly or indirectly within a radius of 2 meters.
 On line before going to the roof of the loco take emergency power block first
by exchanging private No. With TPC and ground the loco, OHE on both
side of loco by earthing poles and cables. After that climb on the roof of the
loco.
 Do not enter in the high-tension compartment of loco until loco is grounded.
 Do not perform roof inspection in shed, stations or yards until correct
isolating switches are opened and grounding switch is closed. Put your
personal pad lock on the isolating switch for more personal safety.
 Do not project part of body above the roof of the loco while changing head
light bulb.
 Do not project jet of water towards OHE.
 Do not touch any conductor line near the electrified track.
 Do not throw any conductor on the OHE from over bridge.
 Do not walk between track and under OHE.
Q.205.DUTY OF LP WHEN HEAD LIGHT DEFECTIVE.
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 In case the engine head light goes out of order after leaving engine or crew
changing station, the Loco Pilot shall work the train at night or during thick
foggy or tempestuous weather or inside a tunnel cautiously at a speed not
exceeding 20 kmph after ensuring the proper glowing of marker lights up to
the repairing station and the Loco Pilot shall sound long continuous whistle
frequently.
 The Loco Pilot shall hand over a written memo to the station master of the
next station for necessary repair of headlight.
Q.206. DUTY OF LP WHEN DRIVING CAB DEFECTIVE (SR 4.21.01)-
In case of on electric engine, if the leading driving compartment is defective-
i) The Loco Pilot shall inform the TLC.
ii) The ALP shall work the train form the trailing cab.
iii) The Loco Pilot shall remain in leading cab and be responsible for the correct
operation of the train.
iv) Speed not exceeding 40 kmph up to the repairing station or work till such time
relief engine is arranged by the TLC in consultation with deputy chief controller.
Q.207. DUTY OF LP WHEN SPEEDOMETER DEFECTIVE.
No locomotive shall be turned out from Shed with deficient or defective
speedometer. If it becomes defective enroute, Loco Pilot shall work the train at a
speed of 10% less than the permissible speed.
The following formula will help a Loco Pilot to calculate the speed in this regard.
i) No. of electric mast passed in one minute x 4.3 = -------kmph
ii) 60x60_______________
Time taken to cover one km. in seconds = --------kmph
Q.208. DUTY OF LP WHEN LEADING CAB HORN NOT SOUNDING
(SR 4.21.01)-
 In case horn/whistle of the driving cab of an engine becomes defective in the
section the Loco Pilot will run the train/engine at 40 kmph in day time up to
the destination or till the defect is rectified and at night he will only clear the
section at a speed not exceeding 40kmph.
 During run the horn/whistle as prescribed should be sounded by Asstt. Loco
Pilot from rear cab.
Q.209. WORKING OF TRAIN WHEN LOCO PILOT INCAPACITED-
(G.R.4.20. SR. 4.20.01)
 If a driver becomes incapacitate while the engine in motion, the Asstt. Loco
Pilot if duly qualified may work the train up to the next station cautiously and
where the Asstt. Loco Pilot is not duly qualified he shall bring the train to a
stop and send a message to the station master of the nearest station to
make arrangements for a Loco Pilot to take over the train and for so doing
he may take assistance of the guard.
 The speed of the train shall not exceed more than 25 kmph up to the next
block station and on arrival at next station the fact shall be reported to the
stationmaster.
 If required train shall be shunted into a suitable line and shall remain under
the change of Asst. Loco Pilot till relief arrives.
Q.210. BAD RIDING DUE TO DEFECT IN TRACK (S.R.2.11.01)
a) DUTY OF THE LOCO PILOT WHO EXPERINENCE BAD RIDING-
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i) The Loco Pilot shall note as accurately as possible the KM No. at which bad
riding has occurred and he shall also put on the flasher light and put off the head
light if it is night time.
ii) He shall apply train brakes and look back to see the condition of the train
behind and after the train comes to a stop, he shall take account of the extent of
damage.
iii) After going through the condition of track if the Loco Pilot thinks that he can
pass the spot safely with his train he will proceed pass the spot carefully and
then resume normal speed.
iv) He shall while approaching the next block station, whistle frequently and bring
his train to a stop in such a manner that the engine is in front of the station
building or the cabin where block instrument is located without clearing fouling
mark. Hand over a written memo to the station master or the switch man as the
case may be, specifying the exact location as far as practicable and nature of
defect noticed. On single line section the driver shall not hand over the authority
to proceed till such time he has issued the memo to the station master/ cabin
man.
v) He shall also make a report of the occurrence to the CCC(E) on return to the
head quarter.
b) DUTIES OF LOCO PILOT OF SUBSEQUENT TRAIN-
The Loco Pilots of the subsequent trains shall be guided by the caution order
issued to them by the station master.
BAD RIDING DUE TO ENGINE DEFECT (SR 2.11.02)-
In such a case the Loco Pilot shall-
i) Note down the KM. No. and time.
ii) Stop his train and take account of the extent of damage and proceed
cautiously to the next station and report the station master about the fact by
giving a written memo.
iii) Inform Te LC (loco controller) and SCR (section controller) whether any
assistance is required or he will be able to continue the journey up to the
next repairing station.
Q.211. DUTY OF LP WHEN WHEEL SLIPPING (SR 2.11.03)
i) In the event of wheel slipping of an engine while on run between stations
ensure the safety of track and try to stop wheel slipping as quickly as
possible.
ii) Note carefully the kilometerage and the extant of damage. If required ask for
necessary assistance by contacting TLC over telephone.
iii) Inform the SM of the next block station in writing about the full particulars of
the incident.
iv) In case the track in his opinion is not safe for passage of trains at the normal
speed take necessary action, as per action during bad riding (Point 3 & 4)
(SR 2.11.01)
Q.212. DUTY OF LP STORMS AND CYCLONE (SR 2.11.04)
In case of a train be caught on the run in a cyclone, storm or strong wind
which is likely to an danger the safe running of the train in the opinion of
Loco Pilot, he should.
i) Stop the train at a convenient place avoiding sharp curve, high embankment
and bridges.
ii) LP to avoid jerk while stopping.
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iii) In coaching train ensure that doors and windows of the coaches are kept
open by the passengers to allow the free passage of winds through the
coaches.
iv) The train should be restarted in consultation with the guard only after the
cyclone, storm or strong wind abates and it is considered safe for the train to
proceed.
Q.213.WORKING OF TRAINS DURING FOGGY WEATHER.
DUTIES OF LOCO PILOT:-
When due to thick, foggy or tempestuous weather the visibility is impaired, the
Loco Pilot shall regulate the speed of his train to a maximum of 60/75 KMPH in
Absolute Block territory. The lower speed limit shall depend upon the visibility
condition and the conscience of the Loco Pilot. But in Automatic Block
System the speed as under-
i) After passing Automatic stop signal at GREEN the speed should not exceed
60/75 KMPH.
ii) After passing Automatic stop signal at DOUBLE YELLOW the speed should
not exceed 30 KMPH.
iii) After passing Automatic stop signal at YELLOW the loco pilot to run at a
further restricted speed so as to be prepared to stop at the next signal.
NOTE: Maximum speed may be enhanced to 75 kmph provided that there is fog
device in the loco and is subject to the judgement of the loco pilot.
DUTIES OF THE STATION MASTER:-
 In foggy or tempestuous weather, when there is doubt regarding the
adequacy of visibility, the SM/ASM shall immediately arrange to put the VTO
on the visibility test post and observe it from the nominated place. If the VTO
is not visible to him, he will arrange to place detonators to warn the Loco Pilot.
 In thick foggy or tempestuous weather impairing visibility, whenever it is
necessary to indicate to the Loco Pilot of an approaching train, the locality of
a signal, Two detonators shall be placed on the line, by a railway servant
appointed by the Station Master in this behalf about 10 meters apart and at
least 270m outside the First Stop Signal.
 No shunting should be carried out on non-isolated lines after granting line
clear to an approaching train.
Where not necessary to place detonators:
It is not necessary to place detonators to indicate ‘location of a Stop signal’ to the
Loco Pilot in following circumstances:
 In sections where a reliable FOG SAFE DEVICE has been provided on
Locomotives.
 At stations where double distant signals are provided.
 Where maximum speed allowed in the station section is upto 15 Kmph
even at stations where pre-warning signal is not available, but a warning
board exists.
 Where speed of the section is less than 50 kmph (but more than 15) and
the first signal of a station is not a stop signal.
 In Automatic Signalling territory.
 On gate signal.
 On departure signal.
 At the site (s) of Temporary speed restriction imposed due to
maintenance of Track/OHE/Signal.
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Q.214.Duties of LP/ALP in case of train dividing (GR-6.09):-
 LP/ALP experiences that engine is unable to haul the load, stop the train and if
possible clear bridges, tunnels etc.
 LP/ALP shall sound four short whistles to alarm the Guard.
 Observe the Red Hand Signal up & down shown by the Guard.
 LP/ALP shall acknowledge the Guard with Red Signal as well as prescribed
whistle code.
 Ensure LP/ALP to place detonators & also protect the train by means of
securing.
 Divide the load as per the hauling capacity of the loco.
 Obtain written permission from Guard in the prescribed form (T/609) to clear
1st portion from section.
 Ensure last vehicle indicator shall not be provided in the last vehicle, while
clearing the 1st portion from section and LV no. mentioned in the written
permission.
 On single line, where Token working will be in force, the LP/ALP shall hand
over the token to Guard.
 LP/ALP shall give one long one short one long one short whistle to inform
SM/CM approaching station.
 LP/ALP shall stop the train without clearing FM and obtain acknowledgement
from SM/CM.
 If 2nd portion clears with same loco with same LP than proceed with same
authority, while returning with load the train may be admitted by taking off
reception signal.
Q.215.Duties of LP/ALP in case of Fire:-
 As soon as the LP/ALP notices fire in his train, he will first stop his train.
 As far as possible train shall be controlled near available water sources and
clear the bridges, tunnels and steeper gradients etc.
 He will inform the guard about the fact.
 Note down exact kms. ,wagon no. and position of wagon from
engine/breakvan.
 Affected vehicle should be isolated immediately for a distance of 45m.
 Every effort should be made to extinguish the fire and to save the wagon
labels, seals and contents of the wagon.
 If electrical fire is caught then use Earth or sand, if available.
 In case of fire in a passenger train, the safety of passenger shall be taken care
first.
 In case of postal van, every effort shall be made to save the mails.
 In an electrically fitted carriage, if wood work catches fire due to short circuit,
the electric coupler at both ends shall be disconnected and remove battery
fuse.
 The fire extinguishers available in train/engine shall be used as per
circumstances.
 In case of fire in any electrified section, immediately inform TPC/SM.
 Record all events in chronological order in LP diary/T-34 HF.
Q.216. Duties of LP/ALP in case of Hot Axle:-
 Hot Axle noticed in running train then LP/ALP shall control the train.
 Advise Guard accordingly.
 Note down exact kms., wagon no. and position of wagon from
engine/breakvan.
 Jointly check the condition of Hot Axle.
 In case of burning with flame, efforts shall be made to extinguish.
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 If Hot Axle is not so serious, proceed to the next station cautiously and inform
SM and TXR in writing.
 Train shall be admitted on main line and indirect reception will be done in case
of loop line.
 If Hot Axle is serious, inform to SCR through portable telephone for further
action.
 Necessary remarks shall be recorded in Rough Journal and T34 HF.
Q.217. Duties of LP/ALP in case of Alarm Chain Pulling (ACP) :-

 On noticing the fall of Air Pressure/Vacuum in the guage, immediately stop the
train and if possible clear bridges, tunnels & gradients etc .
 The LP/ALP shall sound prescribed whistle code i.e. two short one long (o o -).
 The whistle code shall be repeated till the guard acknowledges it by showing
Red Hand Signal.
 Immediately after stopping of the train, the Guard will proceed from left side
and the ALP from the right side to take the following particulars:-
(a) Km and time,
(b) Coach number,
(c) Owning Railway & type,
(d) Position of coach from loco and SLR,
(e) Name of the passenger who has pulled the chain, reason if available.
 After collecting all particulars, the ACP to be reset by turning of the disc from
vertical position to the horizontal position.
 Report should also be made to SCR and remarks should be given to the
relevant papers.
Q.218. Duties of LP/ALP during Accident (AM 3.02 & 3.02.01):-
Immediately after occurrence of an accident, the LP/ALP must:-
 Switch on the flasher light.
 Note down exact time and Kms.
 Protect the adjacent line at front side and guard will protect in rear as per
GR 6.03 & 9.10.
 In case guard is injured, the duties of guard shall be performed by LP/ALP.
 Take such precautions as may be necessary.
 Render all possible assistance to Guard in relief measures to the injured
and particularly in the assessment of damage of Rolling stock, P/Way,
Locomotive, OHE and nature of assistance.
 Refer all the duties of Guard in case of accident mentioned in this book.
Q.219. Duties of ALP in the event of serious Accident (AM 3.02.01):-
 Assist the Guard/LP in conveying message of Accident to all concerned.
 Help the LP in protection of site of the accident.
 Render all possible assistance to the Guard in relief measures to the injured
persons.
 Carry out any other jobs assigned to him relating to the accident by the LP of
the train.
 He should man the engine in absence of LP.
 Refer all the duties of Guard in case of accident mentioned in this book
Q.220. Duties of LP/ALP in securing of vehicles at station
(G.R. 5.23):-
 LP/ALP must ensure that his train is standing after clearing the Fouling Mark.
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 If the engine is detached or remain on load in shut down condition with the
train, then,
 If no. of wagons/vehicles is 12 or less than 12; hand brakes of all
wagons must be pinned down/tightened by incoming Guard and ALP.
 If no. of wagons/vehicles is more than 12; the incoming ALP and Guard
must pin down the hand brakes of 6 wagons from each front and rear
side respectively.
 LP/ALP shall apply the train brake and hand brake of the engine and must put
wooden wedges, available in the engine, under the wheels of the engine.
 At least four sprags/wooden wedges be used, two each below the outermost
pair of wheels at either end.
 The vehicles of stabled load/train should be coupled together. In case the
stabled load has to be split for any reason, each such split part should be
treated as a separate load for the purpose of securing.
 In case of coaching train, the LP will apply Air/Vacuum brake effectively and
must ensure that the station staff has put skids at both ends of the rake.
 Finally LP/ALP and Guard will prepare a written memo jointly certifying the
securing of wagons and hand over to SM, who will give a diary entry in which
all securing particulars are written.
Q.221. Duties of LP/ALP during Train Parting
(GR- 6.08 & 6.09 and S.R.6.09.01):-
 If the LP of a train notices that his train has been parted, he shall sound the
prescribed whistle code for the same i.e. one long one short one long one
short (– o – o) to appraise the Guard and will keep the front portion in motion
till rear portion stops.
 The Guard will show Green flag by day and white light by night up & down
vertically till such time rear portion stops.
 The Guard will then apply the hand brake to stop the rear portion in order to
prevent collision with the front portion.
 The LP of banking engine (if any) shall bring the rear portion to a stand and
sound one long one short one long one short (– o – o) whistle to attract the
attention of the LP of the front portion.
 As soon as the rear portion stops, the Guard shall immediately protect the rear
portion and will secure the vehicles by applying the brakes.
 If both the portion of the train has come to a stand within sight of each other
and if it is possible and safe to couple then the Guard shall exhibit hand signal
to the LP to couple the train with a great caution.
 If the first portion of the train proceeded without stopping, then –
 The LP will warn the SM of the station in advance by sounding one long
one short one long one short (– o – o) whistle.
 Guard will protect both rear and front portion of the train left in the
section.
 The LP will not hand over the tangible authority to proceed, if any, till
the clearance of the block section.
 If there is a banking engine in the rear of the train, the LP of the
banking engine shall arrange to protect the rear and the Guard will
protect the front portion.
 The LP shall proceed with front portion to the next station and shall
immediately inform the SM that a portion of the train has been left in the block
section.
 The LP shall return with the engine alone on the authority of T/409 to pick up
the rear portion observing all cautions and signals shown by the Guard.
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 The broken knuckle, if any, must be loaded on B/Van and deposited at the
next station.
 All particulars of train parting and detention in the section must be mentioned
by the Guard in his Rough Journal, T34 HF and memo, which is to be given to
the SM of the next station.
Q.222. What are the guidelines for working of TT Machine?

 The heavy duty on Track Tie Tamper machine has been specially designed for
packing of ballast, travelling and lining the track during maintenance as well as
track renewal.
 4 or 8 wheelers self propelled or non self propelled vehicle.
 Shall be considered as train.
 Can run both by day and night.
 Max speed-40kmph, over Points and crossings-15 kmph.
 Treated as a train and shall run as per system of working.
 Will work under the supervision of an engineering official not below the rank
of JE(P-WAY).
Working:
 Camping coaches with engine if needs to move from one station to other –
Allowed as per the System in vogue.
 While working in the Block section between two stations:
 The operator/SSE/JE (P-way) to inform SM in writing with all details, such as
type, number, sequence, work, whether return or proceed, time.
 SM to obtain permission of Control.
 SMs will exchange messages supported by private number.
 Machines will be allowed in the block section on Line clear or Blocked forward
or blocked back.
 SM will use button/lever collars, set point against block line and make entry in
TSR & SM diary in red ink.
 Last machine will affix LVI & manned by SSE/JE (P-way)/site in charge.
 Single authority in prescribed form T/465- for working or for shifting from one
station to another.
 Any number of machines can be allowed in the section with the permission
of SCR.
 The Block Permit/ATP (T/465) to be handed over to SSE (P-Way) in charge.
He will obtain signature of all SSE/JE/TMO.
 This authority will be the authority for all machines to enter into the block
section.
 T/465 shall also be issued for dispatch from non-signalled line.
 Alteration of point & TES report after getting written assurance from
Competent Railway Servant of Engg dept.
 Admission of train after completion of work:
 On right direction- By taking off reception signals.
 Competent Rly Servant will display green hand signal from FSS till last
machine enters.
 All trains to be admitted on same line.
 On wrong line (D/L) : With T/509 (to SSE in charge), Competent Rly Servant
to travel in first engine.
 Intact arrival will be certified by SSE/JE (P-way) in charge in prescribed format.
 T/465 to be returned.
 The SM will alter the route. Exchange messages supported by P/No.
 While moving from one station to another without work:
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 One or more coupled machines – On line clear as per system of working.
 Group of machines following each other: By taking short duration block (10
minutes more than running time)
 Safety distance- 200m.
 Authority-T/465.
 Working on Automatic Signalling Section:
 Auto working to be suspended under exchange of messages with P/Nos after
ensuring clearance of section.
 Working same as above in 22.2 a & b.
 Normal working will be resumed on completion of work under exchange of
messages with P/Nos.
 Should not work during TIC.
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RAJBHASHA
Q1. When Hindi Day observed?
Hindi day observed every year on 14th September.
Q2. In which year Hindi accepted as the Official Language?

On 14th September 1949 Hindi accepted as the Official Language.
Q3. How many Articles are there in the Constitution on official Language?
There are 09 Articles (343 to 351) in our constitution about official language.
Q4. Write short note on Official Language policy?

a) Policy made to increase the use Hindi in place of English.
b) Accept Hindi as official language and English as associate official
language.
c) To promote Hindi, training of Hindi should be imparted free of cost.
d) Incentives to be granted to promote Hindi.
e) Plans should made to promote Hindi in Administration in place of
English.
Q5. What are the courses-examination are conducted in railways?

a. Prabodh :- Primary, for employees in south India only.
b. Praveen :- Middle, for employees of all region.
c. Pragya :- Matric, for employees of all region.
Q6. In which script Hindi is written?

Hindi is written in Devanagri script.
Q7. What is the importance of section 3.3 as per official language Act?
a) Compulsory use of Hindi and English in bilingually in the specified 14

documents
b) Hindi shall be used before and above English
c) Hindi shall be written on big font size and bold letters
d) issuing authority shall be responsible to ensure the use of Hindi
e) the terms used in Hindi shall be simple and accept the use of technical English
word in Hindi
f) Propagate Hindi through these documents.
The specified important documents are;
1. General orders, 2. Resolution, 3. Rules, Rubber stamp & Name plates
4. Press- Communiqués, 5. Notices, 6. Form of Tender, 7. Contract, 8. Agreement
9. License, 10. Permit, 11. Notification, 12. Parliament official papers,13.
Parliament official reports. 14. Administrative reports.
Q8. According to official languages rules, how the states are divided, mention
states of each region?
According to official languages rules 1976, All states & UTs are divided in 03
regions i.e. A, B & C
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“A” Region means Fully Hindi speaking areas :- U.P., M.P., Bihar, Jharkhand,
Delhi, Rajasthan, Haryana, Uttarakhand, Chhattisgarh, Andaman and Nicobar
islands.
“B” Region means Semi- Hindi speaking areas:- Punjab, Gujarat,
Maharashtra, and Chandigarh.
“C” Region means Non- Hindi speaking areas :- West Bangal, Andra
Pradesh, Odisha, Assam, Kerala, Karnataka, J&K etc.
The official language rules are applicable to whole India except Tamilnadu.
Q9.- What is eight schedule of the constitution?
Eight schedule of the constitution is about the indian languages. At
present, there are 22 languages in this schedule. They are –Sanskrit, Hindi,
Urdu, Assamese, Bangla, Oriya, Telugu, Tamil, Kannad, Malayalam, Marathi,
Gujrati, Panjabi, Kashmiri, Sindhi, Nepalese, Konkani, Manipuri, Dogri, Maithili,
Santhali and Bodo.
Q10.- What are the Rajbhasha Incentive Scheme?
Rajbhasha Incentive schemes have been introduced to promote the use of
Hindi. Two types of incentives are admissible as follows-
i) Monetary Incentives:-
- Cash awards are given on passing Hindi Exams.For writing books in Hindi – Indira
Gandhi award, Lal Bahadur Shashtri award, Prem Chand award, Maithili Sharan
Gupta award etc. are given.
ii) Non-monetary Incentives:-
-Free Hindi Library facility, Hindi Books, dictionary, glossary etc. and Hindi Workshop
training and other helping literature etc.
Q11.- How you will promote Hindi at your work place?

Ans:-
a. make your signature in Hindi
b. wear name badge in Hindi
c. paste name slips in Hindi on your rule books
d. apply leave applications in Hindi
e. convey messages in Hindi
f. daily write thoughts in Hindi at your work place.
g. make habit to communicate in Hindi with your co-workers
h. render free service in Hindi library
i. participate in Hindi essay, songs and cultural functions.
j. celebrate Hindi Diwas at your work place.
k. encourage your co workers to give Hindi exams.
l. recommend your supervisor to award the staff working in Hindi.
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Official Language Policy - Constitutional Provisions:
On 14th September 1949 Hindi was accepted as Official Language of the Union by the
Constitutional Assembly to include in the Constitution of India, which was promulgated on
26th January 1950. We celebrate Hindi Day (Hindi Divas) on 14th September, every year.
Provisions regarding Official Language are contained in Article 120(1), 210(1) and 343 to 351
of the constitution.
Article 120(1) : Business in Parliament shall be transacted in Hindi or in English.

Article 210(1) : Business in the Legislature of a state shall be transacted in the Official
Language or Languages of the state or in Hindi or in English.
Article 343(1) : The Official Language of the Union shall be Hindi in Devnagari Script. 2)
The form of numerals to be used for the official purposes of the union shall
be the international form of Indian numerals.
Article 343(2) : For the period of 15 years from the commencement of the constitution,
English Language shall continue to be used.
Article 343(3) : Parliament may be law provide for the use of the English after 15 years.
Article 344 :The President shall constitute a commission after five years from the
Commencement of the constitution and thereafter ten years.
The duty of the commission shall be to make recommendations to the
President as to: -
(a) The progressive use of the Hindi Language for the Official purposes of the
Union.
(b) Restrictions on the use of English Language for all or any of the Official
purposes of the Union.
(c) Language for communication between Union and State or between One
State and another.
There shall be constitutional committee consisting of thirty members of whom twenty
shall be from Lok Sabha and ten from the Rajya Sabha. It shall be the duty of the
Parliamentary Committee to examine the recommendations of the commission so constituted.
Article 345: The Legislature of states by law can adopt one or more languages as:
(1) Official Language or Languages of the state.
Article 346: Official Language for communication between one state and the Union.
Article 347: Provides for special provision relating to language spoken by a Section of the
population of a state.
Article 348: Deals with Languages to be used in the Supreme Court and in the High Courts
and Acts, Bills etc. The authoritative of bills Act, ordinances, orders
regulations and byelaws issued under the constitution shall be in English
language.
Article 349: No bill to be introduced for amendment of the language unless President gives
sanction. After considering the recommendation of the commission and the
committee constituted for the purpose.
Article 350: Deals with Language to be used in representation for redressal of Grievances.
Article 351: Deals with Directive for development of Hindi Language to promote the
spread of the Hindi Language to develop it so that it may serve as a medium of
expression for the composite culture of India to secure its Enrichment by
assimilating without interfering with its genuine forms, style and expression
used in Hindustani and other languages of India.
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SCHEDULE VIII – LANGUAGES (Article 344(i) & 351)
The following languages are accepted in the constitution as Official Language for the
Union and States:
1 Assamese 2 Oriya 3 Urdu 4 Kannada 5 Kashmiri
6 Gujarati 7 Tamil 8 Telugu 9 Punjabi 10 Bengali
11 Marathi 12 Malayalam 13 Sanskrit 14 Sindhi 15 Hindi
16 Nepali 17 Manipuri 18 Konkani 19 Bodo 20 Santhali
21 Maithali 22 Dogari
THE OFFICIAL LANGUAGE ACT 1963 - AMENDED IN 1967

Section 3(1) deals with the continuation of English language in addition to Hindi for
Official purposes of the union and for use in parliament.
Section 3(2) deals with the provision of Hindi or English language used for the
purpose of communication between Ministry or Department or Office of Central Government
and any corporation or company owned or controlled by Central Govt. Translation of such
communication in Hindi or English shall be provided till such date as the staff concerned,
Ministry, Department, Office or corporation or company have acquired working knowledge of
Hindi.
Section 3(3) deals with the provision of both Hindi and English languages shall be
used for Resolutions, General Orders, Rules, Notifications, Administrative or other reports of
Press Communications, Contracts and agreements executed and licenses, permits, notices and
forms of tender issued by the offices.
Section 3 states that the Central Government may by notification in the official gazette
make rules for carrying out the purpose of this Act.
Resolution 1968: Intensive and Comprehensive programme should be prepared and

implemented by the Government of India for accelerating the spread and development of
Hindi in collaboration with the State Government.
SALIENT FEATURES OF OFFICIAL LANGUAGES RULES 1976 (AS AMENDED 1987)

In exercise of the powers conferred by Section 8 of the Official Language Act, 1963,
the Central Government has made the following rules. With a view to implement the Official
Language Policy, regions namely 'A','B' & C' have been constituted in the country.
"A" Region - Bihar, Haryana, Himachal Pradesh, Madhya Pradesh, Rajasthan and
Uttar Pradesh, Jharkhand, Uttaranchal, and Chatisgargh, Delhi and Andaman & Nicobar.
"B" Region - Gujarat, Maharashtra, Punjab & Union Territory Chandigarh, Daman &
diu and Dadar & Nagar Haveli .
"C" Region - States and Union Territories other than those referred to in A & B
Regions.
Rule-I deals with the title and Rule-2 regarding the definitions of words such as Act
"Employee", Notified office of proficiency" etc. used in the rules.
3. Communications to states etc. other than Central Govt. offices- Communications from
Central Govt. Offices to states and Union territories in A & B region is normally in Hindi.
For states, Union territories in the region 'C' shall be in English (Office includes individual
also).
4. Communication between Central Govt. offices situated in 'A' shall be in Hindi and for
offices situated in 'B' & 'C' may be in Hindi & English or in such proportion determined
from time to time.
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5. Replies to communications received in Hindi - Replies to communications in Hindi shall
be in Hindi.
6. Use of both Hindi & English for documents referred in Section 3(3) of 1963 Act. Both
Hindi & English to be used for documents such as Resolutions, General Orders, Rules,
Notifications, Administrative or other reports, press communiqués, Contracts, agreements
and licenses, permits, notices and forms of tender issued by the offices.
7. Applications, Representations - Employee may submit an application, appeal or
representation in Hindi or in English.
8. Noting - An employee may record a note or minute on file in Hindi or in English without
being himself required to furnish a translation there-of in the other Language.
9. Proficiency in Hindi - Matriculation or any equivalent or higher examination with Hindi as
the medium of instruction or Hindi as an elective subject in degree.
10. Working knowledge of Hindi - Metric with Hindi as one of the subject i.e., Its language or
Pragya pass or declaring himself having working knowledge in Hindi.
11. Manuals, Codes, other procedural literature Article of Stationary, Forms & Headings,
Stations written printed or shall be in Hindi & English.
12. Responsibility for compliance -
(1) Ensure implementation of the provision of the Act.
(2) Devise suitable and effective checks points.
(3) Issue of Directions from time to time.
******
Various Incentives/Award Schemes for Rajbhasha Hindi
Railway Board's Individual Cash Award Scheme
Every year 135 officers/employees are awarded for doing commendable & maximum work in
Hindi by Railway Board at All India Hindi Week Celebrations. These awards are given by the
Railway Minister. Every award gets 1500/- in cash and a certificate.
General Manager's Individual Cash Award Scheme
Every year on the eve of South Eastern Railway's Hindi Saptah Celebrations 10
officers/employees are awarded for doing commendable and maximum official work in Hindi.
These awards are given by General Manager.
Home Ministry's award Scheme
The particulars of the scheme are as follow: -
1. All officers and employees working in South Eastern Railway can participate in the
Competition under this scheme.
2. Officers/employees working in regions: - ‘ A’ , ‘B’ for writing minimum 20,000 words
& in "C" for writing minimum 10,000 words in Hindi per year.
Awards to be given
For Ministry/Dept/Attached Office For Subordinate Office
First prize 2 Awards 2000/-each First prizes 2 Awards 1600/each
Second prize 3 Awards 1200/- each Second prize 3 Awards 800/each
Third prize 5 Awards 600/- each Third prize 5 Awards 600/each
(Authority: DD/OL/MORly/NDLS L.No.Hindi -2013/ /7/7 Dtd 28/01/2013.)
Note: Under this scheme minimum 10 participants should be there from any
Unit/Section/Office.
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Collective Cash Award Scheme
Under the scheme 3 departments are awarded for doing commendable and maximum work in
Hindi.
Particulars of the award
First Prizes (1) : 9,000/-
Second Prizes (1) : 7,000/-
Third Prizes (1) : 5,000/-
Award for writing original Hindi books on Economic subjects
First Prizes (1) : 50,000/-
Second Prizes (1) : 40,000/-
Third Prizes (1) : 30,000/-
Apart from this copies of the awarded books are purchased for the Railway Hindi Libraries.
(Authority: Dy.Dir(Raj)/MORly/NDLS L.No. Hindi-2009/ .-7/9 Dtd 02.03.2010)
Award for writing original Hindi books on Technical subjects

Every year following 7 Cash awards are distributed by Railway Board to such of genius
Railway men who write original Hindi books on technical subject: -
First Prizes (1): 15,000/-
Second Prizes (2): 8,000/-each
Third Prizes (2): 5,000/-each
Consolation prizes (2): 2,500/-each
Apart from this, copies of the awarded books are purchased for the Railway Hindi
Libraries.
Rajeev Gandhi Gyana-Vignayan Award for writing original books on
Technical/Science Subject.
First Prize : 2 lakh with Certificate & memento
Second Prize : 1.25 lakh with Certificate & memento
Third Prize : 75,000/- with Certificate & memento
Consolation Prizes(10): 10,000/-each with memento
(Authority: Dy.Dir(Raj)/MORly/NDLS L.No. Hindi-2009/ .-7/9 Dtd 13.05.2010)

Indira Gandhi Rajbhasha Award Scheme
Every year following 3 awards is distributed to the writers of the best Hindi Books on Official
working:
First Prize : 60,000/- with memento
Second Prize : 45,000/- with memento
Third Prize : 30,000/- with memento
Consolation Prizes : 15,000/-each with memento
(Authority: Dir(Policy)/MOH/NDLS L.No. 14011/01/2014/OL(Policy) Dtd 07.05.2014)

Cash award scheme for writing story, novel and poetry in Hindi 1.
Premchand Award Scheme
Every year Premchand award is given to the best story book or a novel in Hindi.
First Prize : 15,000/-
Second Prize : 7,000/-
Third Prize : 3,300/-
2. Maithilisharan Gupta Award
Every year Maithilisharan Gupta award is given for best poetry book in Hindi.
First Prize : 15,000/-
Second Prize : 7,000/-
Third Prize : 3,300/-
- 214 -
3. Railway Minister Hindi Essay Competition
For writing best essays pertaining to Railway subject following awards are distributed:-
First prize : 3,000/-
Second prize : 2,000/-
Competition is held in January
(Authority: Dy.Dir(Raj)/MORly/NDLS L.No. Hindi-2014/Trg.-7/1 Dtd 04.02.2014)
Training - Incentives regarding Hindi/Hindi Typing/Hindi Stenography

training (Only for those officers/employees who do not possess working knowledge of
Hindi.)
The officers/employees of Group ‘A', 'B' and 'C' who pass the above examinations conducted
under the Hindi Teaching Scheme with creditable marks are awarded in the following manner.
On passing Prabodh/Praveen/Pragya/Hindi Typing/Stenography examination under the Hindi

Teaching Scheme by own efforts the officers and employees are awarded in the following
way: -
Cash Award
Having secured Prabodh Praveen Pragya
70% or more Marks 1600/- 1800/- 2400/-
60% or more Marks 800/- 1200/- 1600/-
55% or more Marks 400/- 600/- 800/-
Lump sum Award 1,600/- 1,500/- 2,400/-
In addition personal pay equal in amount to one increment for 12 months.
For passing Hindi Typing Examinations For passing Hindi Stenography Examinations
Having secured 97% or more 95-97% 90-95% 95% or more 92-95%
88-92% Typing 2400 1600 800 Stenography 2400 1600 800
Lump sum Award for Hindi Typing : 1,600/- ; Hindi Stenography : 3,000/-
Typewriting
In addition, personal pay equal in amount to one increment for 12 months.
Stenography
In addition, Stenographers whose mother tongue is not Hindi are given personal pay
equal in amount to two increments for the first 12 months and one for the next 12
months on passing Hindi Stenography examination.
(Authority: Dir./MOH/Dept. of OL/NDLS L.No.21034/66/2010-OL(Trg.) dtd 29/07/2011 received under
Dy.Dir(Raj)/MORly/ NDLS L.No. Hindi-2011/ 10/11 Dtd 04/10/2011
Honorarium to the Typists 80/- and Stenographers 120/- for doing day to day official
work in Hindi
Hindi Essay, Elocution, Noting and Drafting Competitions

Hindi Essay, Elocution, Noting and Drafting competitions are conducted at Zonal & Railway
Board level and the Hindi Typewriting competition is conducted only at Zonal level. All
those competitions are conducted once in a year.
- 215 -
Awards are given in the following manner
For Hindi Essay, Elocution and Noting and Drafting competition:
Prizes Zonal Level Rly.Board level Hindi Yatra Vritant
First prize 2000/- 3000/- 4000/-
Second prize 1600/- 2500/- 3000/-
Third prize 1400/- 2000/- 2000/-
Consolation prize 800/- 1500/-
(3 prizes) (5 prizes)
When competition is held July August (to be sent in Feb to Rly)
(Authority: Dy.Dir(Raj)/MORly/NDLS L.No. Hindi-2013/ /-21/8 Dtd 24.01.2013)

Incentive allowance to Typists and Stenographers
English Typist and English Stenographers are allowed on certain conditions incentive
allowance of 80/- and 120/- per month respectively for doing Hindi Typing and Hindi
Stenography work.
Incentive Scheme for officers giving dictation in Hindi

All the officers who have been provided Stenographic assistance and who generally give
dictation, can participate in this scheme. Hindi speaking officers for giving dictation in Hindi
for a minimum of 20,000 words in a calendar year. NonHindi speaking officers for giving
dictation in Hindi for a minimum of 10,000 words per calendar year. Amount of award 2000/-
for each officer. Two awards for each office.
Note: The officers/employees working in Hindi organisation will not be eligible to participate
in any of the above competitions.
(Authority: DD/Railway Board/NDLS l.No Hindi -2013/ /7/8 dtd 30.01.2013
Dir(Tech/Policy)/MOH/NDLS L.No.II/12013/01/2011
*****
List of documents coming under Section 3(3)
1. *General Orders 2. Notifications 3. Agreements
4. Licenses 5. Permits 6. Tender Form & Tender Notices
7. Resolutions 8. Rules 9. Documents/Papers presented in Parliament
10. Administrative & Other Reports.
(*) General Orders include:

1. All orders, decisions or instructions intended for departmental use and which are of
standing nature.
2. All orders, instructions, memoranda, notices etc. relating to or intended for group or groups
of Government employees.
3. All circulars whether intended for departmental use or for Government employees.
For Officers
Kamalapthi Tripathi Rajbhasha Gold Medal- to above SAG Grade Officer for Outstanding
Contribution towards Rajbhasha
Implementation in Zonal Railway/
Production/ Workshop Units.
Rail Mantri Rajbhasha Bronze Medal - to SAG Grade Officer for Outstanding
Contribution towards Rajbhasha
Implementation in Zonal Railway/Production/
Workshop Units.
(Authority: Executive Dir(IR)/MORly/NDLS L.No. Hindi-2013/ -7.-7/6 Dtd 17.02.2014)
- 216 -
Various signals and boards and their distances
Sl.
Board/Signal From TO Distance
No.
1 Outer(D/L) Outer Home 400 M (Min.)
SLB/Adv. Starter
2 Outer(S/L) Outer 400 M (Min.)
(Oposit Direction
Outer Most Facing
Point
3 Outer(S/L) Outer (If SLB/ADV. 580 M (Min.)
Str./Home) Not
Provided
BSLB/Outer Most
4 Home Signal (D/L) Home 180 M (Min.)
Facing Point
SLB/Adv. Starter
5 Home Signal (S/L) Home 180 M (Min.)
(Oposit Direction)
Outer Most Facing
Home Signal Point
6 Home 300 M (Min.)
(S/L)(MLQ/MOMA) (If SLB/ADV. Str.) Not
Provided
7 Distant Home 1 KM (Min.)
8 Distant Inner Distant 1 KM (Min.)

Home
9 Distant (In Double Distant 2 KM (Min.)
Territory)
10 Warner FSS(HOME) 400 M (Min.)
11 GSS (Two Aspect) Gate Stop Signal Level Crossing 400 M (Min.)
GSS(MLQ/Multi
12 Gate Stop Signal Level Crossing 180 M (Min.)
aspect)
Outer Most Trailling Advance Starter (Two

13 Adv.Starter(S/L) 180 M (Min.)
Point Aspect)
Outer Most Trailling Advance Starter

14 Adv.Starter(S/L) 120 M (Min.)
Point (MLQ/MOMA)
Strater(D/L
15 Starter Advance Starter 120 M (Min.)
MLQ/MOMA)
Strater(D/L Two
16 Starter Advance Starter 180 M (Min.)
aspect)
- 217 -
Adv.Starter/SLB Outer Most Trailling
17 SLB 180 M (Min.)
(S/L Two Aspect) Point
Adv.Starter/SLB Outer Most Trailling

18 SLB 120 M (Min.)
(S/L MLQ/MOMA) Point
Centre of Station
19 VTO (Two Aspect) VTO 300 M (Min.)
Building
Centre of Station
20 VTO (MACL) VTO 180 M (Min.)
Building
21 FSP First Stop Signal FSP 270 M
Caution indicator Caution Indicator

22 Place of Restriction 1200 M
board Board
Caution indicator Outlying Siding Caution Indicator
23 830 M
board Point Board
Outlying Siding
24 S' Marker board S' Marker Board 30 M
Point
Caution indicator Caution Indicator
25 S' Marker Board 800 M
board Board
Speed indicator Speed Indicator

26 Place of Restriction 30 M
board Board
Speed indicator Speed Indicator Caution Indicator

27 1170 M
board Board Board
STOP INDICATOR
28 Place of Restriction Stop Indicator Board 30 M
BOARD
29 W BOARD Curve or Tunnel W' Board 800 M
All level Crossing

30 W/L BOARD W/L Board 600 M
Manned/Unmanned
Only Unmanned
31 RW/L Board R/WL Board 250 M
L/C
Passenger Warning Passenger Warning

32 FSS/GSS/IBSS 1 KM (Min.)
Board Board
Goods Warning Goods Warning

33 FSS/GSS/IBSS 1.4 KM
Board Board
- 218 -
550 M/Length of
34 T/P Board Point of Obstruction T/P Board Longest
Passenger Train
700 M/
35 T/G Board Point of Obstruction T/G Board Length of Longest
Goods Train
At least 3 OHE
36 Sigma Board Stop Signal Sigma Board
Mast
Neutral Section First Warning

37 Neutral Section 500 M (Min.)
Board Board
Neutral Section Second Warning

38 Neutral Section 250 M(Min.)
Board Board
39 PH Board PH Marker Post Centre Of Station 400 M (Min.)
Fouling Mark
40 Centre of Track Centre of Track 4.265 M
(Existing)
Fouling Mark (New
41 Centre of Track Centre of Track 5.30 M
Work))
Detonator(Safety
42 Point of Placement Person 45 M
Radius)
43 OHE(Safety Radius) Contact Wire Person 2M
44 C Board Vulnerable Location C' Board 1200 M

Length of Longest
45 T Board Vulnerable Location T' Board train in the
section
46 Broad Guage Track Track 1676 MM (5'6")
47 Meter Guage Track Track 1000 MM (3'3")
48 Narrow Guage Track Track 762 MM (2'6")

Height Guage of L/C
49 OHE Rail Level 5.270 MM(Min.)
Gate
CBC
Maximum Height
50 Rail Level Coupler/Centre of 1105 Mtr.
above RL
Buffers
- 219 -
VARIOUS OPERATING FORMS: (Written Authorities)
Sl
FORM No. DESCRIPTIONS
No.
1 T/351 1. Disconnection/Reconnection Notice.
2. Issued by JE/SE of S&T Department.
3. Consists of 03 foils i.e Record/Dis-Connection/Re-Connection.
4. Before allowing by SM on duty observe the movements at station and
Take permission of SCR.
5. Advice concerned Cabin Master ,YM/CYM etc.
2 T/369(1) 1. Advance authority to pass defective reception signals of the station in
advance.
2. This is used in absolute block system only.
3. For goods trains it is issued from the station immediately in rear of the
block station at which the signal becomes defective.
4. If the station immediately in rear happens to be a block hut, T/369(1)
shall be issued from the station in rear of the block hut.
5. For mail express trains this authority shall be issued from the last
stopping station of the train.
6. This authority shall not issued, when signal becomes no light, flickering,
bobbing, conflicting, white light , failure in ‘off’ position or point flashing
etc.
7. Depute competent Rly. Servant foot of the Home signal will show
proceed hand signal.
8. LP shall not pass signal at “ON’’ if proceed hand signal is not showing
from the foot of such defective signal.
3 T/369(3b) It is a written authority signals at ‘ON’ or in defective position
i. For Piloting a train into the station when outer, home or routing signal at
ON or defective.
ii. For piloting a train into the station where conflicting signal occurs.
iii. For piloting in a train into the station when approaching stop signal
remains flickering/bobbing or showing more than one aspect or no light
or white light.
iv. For passing IB signal at ON or defective when rear station is aware of
the defective of IB signal.
v. For dispatching a train when lock and block instrument is suspended.
vi. For piloting out a train from the station during non-interlocking work.
vii. For piloting out a train when departure stop signals at ON or defective.
viii.Before
viii. issuing it, ensure all facing points are locked & clamped with pad
lock. If Motor operated points both end shall be locked & clamped with
pad lock.
4 T/409 Caution Order
5 T/ A 409 NIL Caution Order
6 T/ B 409 Reminder Caution Order
7 T/431 Train Examination Advice/Report
8 T/509 Authority to receive a Train on an Obstructed line/Non-Signaled Line
9 T/511 Authority to start from a non- signaled line
- 220 -
10 T/512 Authority to start from a line with a Common Starter Signal
11 T/A602 BLOCK TICKET: Authority to proceed for relief engine/Train into an
obstructed Block Section in Absolute Block System.
12 T/B602 Authority for opening communication during Total Interruption of
Communication on Single line section.
13 T/C602 Authority for working of trains during Total Interruption of Communication
on Double line section
14 T/D602 Authority for TSL Working on Double line section
15 T/E602 Line Clear enquiry message asking line clear for dispatch of trains during
Total Interruption of Communication on Single line section.
16 T/F602 Conditional Line Clear reply Message
17 T/G602 Conditional Line Clear Ticket (up)
18 T/H602 Conditional Line Clear Ticket (Dn)
19 T/I602 Message on Restoration
20 T/609 Guard’s written permission to Loco Pilot, when allowed parted/detached
portion to proceed next station from mid-section
21 T/806 Shunting Order.
22 T/A912 Authority to Pass automatic/semi-Automatic/Manually operated Gate Stop
signal
23 T/B912 Authority to proceed without Line Clear in Automatic Block System.
24 T/C912 BLOCK TICKET: Authority to proceed for relief engine/Train into an
obstructed Block Section in Automatic Block System.
25 T/D912 Authority to proceed on Automatic Block System during prolonged failure
of Automatic signals.
26 T/1410 Train intact arrival register
27 T/C-1425 Paper line clear ticket for UP train
T/D-1425 Paper line clear ticket for DN train
i) During S/L working introduced on D/L auto block system.
ii) To pass last stop signal at ON or defective on token less system
(S/L).
iii) When block token instrument is out of order or not
provided.(S/L).
28 T/A1425 Line Clear enquiry and reply message( Train dispatching station)
29 T/B1425 Line Clear enquiry and reply message( Train receiving station)
30 T/1518 Trolley/Lorry/OHE ladder trolley notice
31 T/1525 Motor trolley permit
32 OP/T-1A Competency certificate for working of points & signals
33 OP/T-1B Competency certificate for working on Block Instruments
- 221 -
34 OP/T-1C Competency certificate for working on PI/RRI/SSI
35 OP/T-469 Caution register
36 OP/T-456 Controllers train order book
37 OP/T-48 Station Masters Diary
38 OP/T-28(R) Train signal cum log register for Single/Double line section
39 OP/T-28(B) Train signal cum log register at Double line section provided with Lock and
Block Instruments at end cabins.
40 ED 9.39(UP) Engineering stop order for UP and Down trains.
ED 9.40(DN)
41 OCC key/ Shunting authority of stations provided with token less instrument on S/L
SKB section.
AUTHORITY TO PROCEED IN NORMAL WORKING:

Sl. SYSTEM OF WORKING D/L OR S/L AUTHORITY
No
1 ABSOLUTE BLOCK D/L Taking ‘OFF’
OFF’ of last stop signal
SYSTEM
2 ABSOLUTE BLOCK S/L (TOKEN TOKEN

SYSTEM INSTRUMENTS)
3 ABSOLUTE BLOCK S/L (TOKENLESS Taking ‘OFF’

OFF’ of last stop signal
SYSTEM INSTRUMENTS
AUTHORITY TO PROCEED IN ABNORMAL WORKING:

Sl. SYSTEM OF D/L OR AUTHORITY REMARKS
No WORKING S/L
4 ABSOLUTE D/L LAST STOP T/369(3b) WITH ID No.&PN.
BLOCK SIGNAL FAILS OR
SYSTEM L&B INSTRUMENT
SUSPENDED
5 ABSOLUTE D/L TSL WORKING T/D 602 WHICH INCLUDES.
BLOCK (1) LINE CLEAR TICKET.
SYSTEM (2) AUTHORITY TO PASS LSS AT
“ON”
ON” .
(3) CAUTION ORDER
6 ABSOLUTE D/L T/I OF T/C 602 WHICH INCLUDES.
BLOCK COMMUNICATION 1. AUTHORITY TO PROCEED
SYSTEM WITHOUT LINE CLEAR.
2. AUTHORITY TO PASS LSS AT “ON”
ON”
3. CAUTION ORDER.25/10
- 222 -
Sl. SYSTEM OF D/L OR
AUTHORITY REMARKS
No WORKING S/L
7 ABSOLUTE D/L S/L To allow a train into T/A 602- AUTHORITY TO PROCEED
BLOCK obstructed block FOR RELIEF ENGINE/TRAIN INTO
SYSTEM section AN OCCUPIED BLOCK SECTION,
WHICH INCLUDES:-
1.BLOCK TICKET TO PROCEED
WITHOUT LINE CLEAR.
2.AUTHORITY TO PASS LSS AT “ON”
3.CAUTION ORDER 15/10
8 ABSOLUTE D/L Other than T/A602 which includes
BLOCK introducing TSL (1)BLOCK TICKET TO PROCEED
SYSTEM working. WITHOUT LINE CLEAR.
(D/L) Section to allow an (2) AUTHORITY TO PASS LSS AT
engine or Goods “ON”
ON” .
train only on wrong (3) CAUTION ORDER 15/10
line
9 (S/L) S/L 1.TOKEN T/C 1425UP,T/D1425Dn WITH P.no &
INSTRUMENT D no
SUSPENDED T/369(3b)
2.TOKEN
INSTRUMENT
WORKING BUT
LSS FAILED
10 (S/L) S/L TOKENLESS T/C 1425UP, T/D1425Dn WITH P.no. &
INSTRUMENT ID no
SUSPENDED OR
LSS FAILED
11 (S/L) S/L To open T/B 602 which includes
communication 1. Authority to proceed without line
during total clear
interruption of 2. Authority to pass LSS at “ON”
ON”
3. CAUTION ORDER 15/10
communication
4. Line Clear Reply Message (T/F 602
5. Line Clear Enquiry Message (T/E
602)
12 ABSOLUTE S/L After opening i) CLCT T/G602 up & T/H602 Dn
BLOCK communication ii) T /369(3b) Pilot out memo
SYSTEM iii) Caution order
iv) Conditional Line Clear Reply
Message (T/F 602)
v) Line Clear Enquiry Message (T/E
602)
- 223 -
ABNORMAL WORKING IN AUTOMATIC BLOCK SYSTEM :
SL.
D/L OR S/L CONDITION AUTHORITY
NO
1 D/L If the last stop signal fails 1. T/A 912
Series of automatic stop signal 1. T/D 912
2 D/L
fail but communication available 2. CAUTION ORDER
C/O-T/B409
When signals are operative but (A Copy of list of trains to be handed over to
3 D/L
communication fails Loco Pilot to hand over to SM of the station in
advance)
T/B 912. which includes
Failure of all signals and i. Authority to proceed without line clear.
4 D/L
communications. ii. Authority to pass stop signal at “on”
on”.
iii. Caution order.(Speed) 25/10
1. PLCT( T/C 1425UP, T/D1425DN)
2. T/A 912
3. Caution Order Speed 1st train 25kmph
Subsequent at Normal speed
5 D/L TSL WORKING NOTE:- These Authorities/Documents to be
given to all trains running in wrong direction
and each 1st train running in right direction.
Subsequent trains on right direction following
each 1st train shall be given only a caution
order
T/B 602 Which includes
i. Authority to proceed without line clear.
During suspension of panel and ii. Authority to pass all stop signal at “on”on”
no means of communication are (T/A 912) (given separately)
6 S/L
available (TO OPEN iii. Caution order 15/10
COMMUNICATION) iv. Line clear enquiry message.
v. Conditional line clear reply message with
Pvt. No.
If the Panel Working is 1. PLCT with Pvt. No. & I.D. No.
Suspended due to direction of 2. T/A 912 Pilot Out
7 S/L 3. Caution Order- 1st Train 25kmph
Traffic cannot be establish but
Subsequent at Booked speed
communication is available
Direction of Traffic is Established 1. T/A 912 (only for S/L)
8 S/L
but Last Stop Signal Failed 2. T/A 912 + T/511 if 3rd Line
T/C 912 Which Includes
i. Authority to proceed for relief Engine into
To allow a Train/Engine into an
an Automatic Block signaling Section
automatic Block Signaling
9 S/L &D/L ii. Caution Order-Speed 15/10 Kmph
Section Which is already
iii. Authority to pass all governing / Non
Occupied
governing signal at ‘ON ’(T/A 912) if
Required
- 224 -
MATERIAL TRAIN WORKING:
Sl. SYSTEM OF
D/L OR S/L AUTHORITY REMARKS
No WORKING
1 ABSOLUTE D/L ON RIGHT LINE TO (1) TAKING “OFF”
OFF” OF
BLOCK SYSTEM WORK AND PROCEED. THE LSS.
(2) CAUTION ORDER T/B
409
2 --do-- D/L WHEN ALLOWED TO (1) CAUTION ORDER
WORK ON WRONG LINE T/B 409 WITH BLOCK
AND SREETURN BACK PRIVATE NO.
(2) T/ 511
3 --do-- S/L M. T. TO WORK IN (1) (TOKEN)
(TOKEN) SECTION AND (2) CAUTION ORDER T/B
PROCEED OR RETURN 409
TO STARTING STATION.
4 --do-- S/L M. T. TO WORK IN (1) TAKING “OFF”
OFF” OF THE
(TOKENLE SECTION AND LSS
SS) PROCEED OR RETURN (2) CAUTION ORDER T/B
TO STARTING STATION. 409
5 ABSOLUTE D/L OR S/L ON OBSTRUCTED (1) BLOCK TICKET(T/A
BLOCK SYSTEM SECTIION. 602).
(2) CAUTION ORDER T/B
409
6 AUTOMATIC D/L OR S/L ON OBSTRUCTED (1) BLOCK TICKET (T/C
BLOCK SYSTEM SECTIION. 912)
(2) T/A 912 TO PASS
STOP SIGNAL AT
“ON”
ON”.
(3)CAUTION ORDER T/B
409 SPEED 15/10.
- 225 -
MOTOR TROLLY WORKING:
Sl. SYSTEM OF D/L OR S/L AUTHORITY REMARKS
No WORKING
1 ABSOLUTE D/L ON LINE CLEAR (1) T/369(3b) WITH PRIVATE NO.
BLOCK (2) CAUTION ORDER (T/b 409)
SYSTEM
--do-- S/L TOKEN ON LINE CLEAR (1) TOKEN.
2
AREA (2) TAKING “OFF”
OFF” OF
DEPARTURE SIGNALS.
(3) CAUTION ORDER (T/B 409)
--do-- S/L (TOKEN ON LINE CLEAR (1) T/ 369(3b) WITH PRIVATE
3
LESS AREA) NO.
(2) CAUTION ORDER (T/B 409)
4 --do-- D/L S/L FOLLOWING A MOTOR TROLLEY PERMIT
TRAIN/ANOTHER (T/1525) WITH PRIVATE NO.
MOTOR TROLLY CAUTION ORDER (T/B 409)
5 ABSOLUTE D/L OR S/L IF TWO M/T C/O (T/B 409) WITH P.N.
BLOCK FOLLOW M/T PERMIT (TT/1525) WITH P.N.
SYSTEM (A) TO LEADING C/O (T/B 409)
M/T
(B) FOLLOWING
M/T
AUTOMATIC D/L OR S/L DURING DAY (1) M/T PERMIT(T/1525) WITH P.N.
6
BLOCK LIGHT (2) C/O (T/B 409)
SYSTEM FOLLOWING A
TRAIN /
M/TROLLEY
7 AUTOMATIC D/L OR S/L AT NIGHT OR Automatic Block system will be
BLOCK WHEN THERE IS suspended and Absolute Block
SYSTEM NO TRAIN IN DAY system will be introduced
TIME TO ALLOW A T/369(3b)-Pvt No. & C/O
M/T FOLLOWING A
TRAIN.
1. WHEN ONLY
ONE TROLLEY IS
RUNNING.
2. FOR
FOLLOWING M/T
- 226 -
TYPES OF WHISTLE CODE (SR 4.50.01)
The whistle codes, which are used in different occasions, are mainly two types.
i) Short Whistle ‘0’

ii) Long Whistle ‘_’
The prescribed code of whistle shall be blown in different condition in different ways.
WHISTLE CODE
No.
Sl No. code INDICATION
1 O Before starting-
i) Call for guard’s signal

2 OO
ii) Signal not exchange by Guard or by Station staff.
i) Guard to apply brakes.
3 OOO ii) Train is out of control, Gd to assist.
i) Protect in rear.
4 OOOO ii) Train can not proceed.
i) Passing ‘A’ or ‘IB’
IB’ at ON.
5 ---- ii) On run acknowledgement Of Gd’
Gd’s signal
6 ---- ---- Raise Pantograph
7 ---- ---- ---- F.M. not clear
8 ---- ---- OO Call for guard to come to engine

i) Train Parting
9 ----O ----O ii) Train arriving incomplete
i) Token not received.
ii) Token missed.
10 O ---- O iii) With wrong authority to proceed.
iv) Passing Stop signal at ‘ON’
ON’ on proper authority
i) ACP
ii) Insufficient vac. in eng.
11 O O ---- iii) Gd. Applies V/B.
iv) Inter-communication apparatus used.
12 ---- O O i) Signal defective/drooping
13 000000000000000000 Apprehension danger.
- 227 -
BELL SIGNALS (SR 4.51.01)
For single or multiple unit electric trains, the following bell signal codes shall
be used between the Motorman and the Guard. In case of failure of electric bell
equipment in the cab, the codes shall be sounded by horn.
BELL CODE
S.No. Code of Bell signal Indication Acknowledgement
1. 0 Stop Train 0
2. 00 Start Train 00
3. 000 pause 0 To push back train 000 pause 0
4. 00 During run through 00
5. 000 Guards required by Loco Pilot 000
6. 00000 Brakes tested found alright 00000
Brakes tested and not found
7. 00000 pause 0 00000 pause 0
alright
Information to Motorman
8. 0000 pause 0000 regarding guard leaving the 0000 pause 0000
cab.
9. 00 pause 00 Passing automatic signal at on 00 pause 00
10. 0000 Protect train in rear 0000
Proceed with caution while

11. 00pause 0 00pause 0
working under GR 4.21 (2) (a)
Guards warning to Motorman if

EMU exceeds the prescribed
12. 000 pause 000 000 pause 000
speed after passing an auto
signal at ‘ON’
Zone of speed restriction is

13. 0 pause 0 0 pause 0
over, resume prescribed speed
- 228 -
BLOCK INSTRUMENT:
14.05. Bell code.–For the signaling of trains, the prescribed code of bell signals as
detailed below, shall be used, and a copy thereof shall be exhibited in each block
station near the place of operation of the block working equipment–
(One Stroke or Beat)
REF. HOW
HOW SIGNALED INDICATION
NO. ACKNOWLEDGED
1. 0 (One) Call Attention, or Attend Telephone 0 (One)
2. 00 (Two) Is Line Clear, or Line Clear Enquiry 00 (Two)
3. 000 (Three) . Train Entering in Block Section 000 (Three)
4 (A). 0000 (Four) Train Out of Block Section 0000 (Four)
(B). 0000 (Four) Obstruction Removed 0000 (Four)
5(A). 00000 (Five) Cancel Last Signal 00000 (Five)
(B). 00000 (Five) Signal Given in Error 00000 (Five)
6(A). 000000 (Six) Obstruction Danger Signal(General) 000000 (Six)
000000-0 000000-0
(B). Stop and Examine the Train
(Six Pause One) (Six Pause One)
000000-00 Train Passed without Tail Lamp or 000000-00
(C).
(Six Pause Two) Tail Board (Six Pause Two)
000000-000 000000-000
(D). Train Divided
(Six Pause Three) (Six Pause Three)
Vehicle Running Away in Wrong
000000-0000 000000-0000
(E). Direction on Double Line or into the
(Six Pause Four) (Six Pause Four)
Block Section on Single Line
000000-00000 Vehicle Running Away in Right 000000-00000
(F).
(Six Pause Five) Direction on Double Line (Six Pause Five)
7. 0000000000000000 Testing (16SixteenStroke or Beat) 0000000000000000
NOTE:-
1. ‘0’ INDICATES A STROKE OR A BEAT AND ‘_’ INDICATES A PAUSE.
2. EACH SIGNAL SHALL BE GIVEN SLOWLY AND DISTINCTLY.
3. EXCHANGE OF BELL CODES UNDER REFERENCE NUMBERS 3 AND 4 ARE NOT
REQUIRED IN A SECTION PROVIDED WITH BLOCK PROVING AXLE COUNTER OR
TRACK CIRCUIT HAVING COMPLETE TRACK CIRCUITING OF STATION YARD
EXCLUDING NON-RUNNING LINES ON EITHER END.
14.06. Acknowledgement of signals.–
(1) Each signal received shall be acknowledged by sending its authorised
acknowledgement.
(2) No signal shall be acknowledged until it is clearly understood.
(3) A signal shall not be deemed to be complete until it is acknowledged.
(4) If the station to which a signal is sent does not reply, the signal shall be repeated at
intervals of not less than 20 seconds until reply is received.
- 229 -
CORRECTION SLIPS (Summary)
Addendum & Corrigendum of G&SR/S.E.Railway.
Old
Correction
Rule no. Topic Existing/ New charge
slip no.
Replacement
82 SR 3.23.02 Starter indicators Insert 1. Starter indicator provided to
15.05.12 Page no.35 repeat the aspect of starter
signal to Gd.
2. Due to typical yard layout.
3. Exhibit No light when
starter ”ON”
4. Exhibit Yellow light when
starter ”OFF”
5.This is not a signal hence
marker shall not be provided.
6. Not shown in SI Plan.
7. In case failure inform S&T
dept.
8. Give C/O to Gd for
information from previous
Stn./DCO Stn./available means
from the concerned stn.
83 SR 3.64.04 Life of Detonator Delete 07 i) Normal life of detonator is 05

31.05.12 Page-69 yrs life mfg. yrs. Manufactured from 2010
After 2010 onward.
ii) Extended life is 08 yrs .
which shall extended after
testing detonators and found
satisfactory(i.e 5+1+1+1=8
yrs.)
84 - Reprint G&SR-2011 Add/Delete Change of designations such as
13.08.12 corrections /Change Loco Pilot as LP, PWI as
JE/SE/SSE(P way works)
Flare/Fusee signal as Warning
signal
Lowering as Taking-off
Inclusion of correction slip from
46 to 81 in reprint G&SR-2011.
85 SR 16.06.01 No light in gate signal Insert 1. When gate is opened for road
Page No.261 traffic.
2. Fix Banner Flag in
approaching direction of train.
3. Banner Flag is placed at a
distance of 5 mts. from gate
4. In foggy weather & night
time Fix red light, facing
towards approaching direction
of train.
85 SR 4.01.01 Time set Replace i) TCI relay time at 14.10 hrs.
Page No. 88 ii) CHC/Dy.CHC check correct
time and set it inform SCR
iii) SCR inform all stn. On
common ring at 16.00 hrs.
iv) All stn. SM on duty correct
time
v) Time adjustment noted in
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TSR & SM diary
vi) SM inform end cabin/gates
viii) SM correct platform time
with the help of S&T.
86 3.07 GR(page Aspect of single Change i) Proceed and be prepared to
04.09.16 no. 18 of 2011 Distant signal pass next stop signal at such
edition) “Attention” restricted speed as given under
Sub-rule (3) Spl. Inst.
Under sub ii) The train is being received on
heading M/L and reqd. to stop at Starter
‘Attention & Or on a Loop line stop at
‘Proceed’ Starter Or to pass run through
Page No.18 via Loop line
‘Proceed’ Change Proceed Block section ahead is

clear, train is to pass through
the station via M/Line
86 3.07 GR(page Aspect of Double Changed i) Proceed and be prepared to

04.09.16 no. 19 of 2011 Distant signal then pass next stop signal at such
edition) Distant signal restricted speed as given
Sub-rule (4) “Attention” Spl.Inst.
Under sub ii) The train is being received on
heading M/L and reqd. to stop at Starter
‘Attention & Or on a Loop line stop at
‘Proceed’ Starter Or to pass through via
Page No.19 Loop line
Proceed Block section ahead is

‘Proceed’ Changed clear, train is to pass run
through the station via M/Line.
87 SR 5.23.01 Securing of vehicles Replace Read correction slip no 87
05.10.12 Page-298/143 carefully and explain.
88 SR 16.04.01 Added Gateman at night time hold the
02.01.13 Page-261 hand signal white light “pointing
towards him”.
89 SR 5.03.06 SPI Added Shunting Permitted Indicator
31.01.13 Page No.139 Read fully the correction slip of
89 the working procedures of
SPI and explain in detail.
90 SR. 4.09.01 Issue of caution order Replace When communication cannot be
19.04.13 Item no.17 existing established with the Gateman of
Page No.91 Item no.17 a mid-section level crossing
under SR. gate provided with telephone
4.09.01 and not protected by gate
signal.
SR 16.03.04 Mid-section L-xing gate Replace i) LP approach LC gate
(a)(ii) non-protected gate existing cautiously and shall be able to
Page No.260 signal and Clause stop sort of gate in case
communication failure. (a)(ii) of SR - gateman not found or
16.03.04 - gateman shows danger signal
- gateman does not show
green signal.
ii) LP will pass gate cautiously
without stopping. When
gateman shows green signal.
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SR 16.03.04 Mid-section L-xing gate Replace If Comply GR 3.73(2) ( c),
(b)(i) non-protected gate SR 16.03.04 LP shall stop his train and
Page No.260 signal and (b)(i) ascertain that the gateman is
communication failure. available and in a condition to
perform his duties, The LP will
inform SM over gate telephone.
No need to issue c/o to
following trains. Otherwise
continue to issue c/o.
SR 16.03.05 Only rule numbering Replace Re number SR 16.03.05, SR
Page No.260 existing 16.03.06 & SR 16.03.07 as SR
Clause SR 16.03.06, SR 16.03.07 & SR
16.03.05 16.03.08 respectively.
SR 16.03.05 Mid-section L-xing gate Replace SR Not necessary to issue caution
Page No.260 protected gate signal 16.03.05 order & follow GR 3.73
and communication
failure.
91 SR. 3.36.02 Written advice to LP Delete This correction slip has been
25.06.13 b(ii) where power signal & modified by the latest correction
Page-39 route relay yards or if slip no. 97.
the signals are
interlocked with a
mechanical/electrical
time release system.
92 SR.3.38.05 Rules for the working Added i) Reception & Dispatch of trains
18.09.13 As SR 3.38.06 of trains at stations stated
Page-43 provided with Central ii) Include in SWR, where
Panel Central Panel commissioned.
iii) Refer the Correction slip no.
92 in detail to explain the rules
of Central Panel working.
93 SR 9.12.09 Auto section single line Added i) Authority to proceed should
09.09.14 (after SR failure of Starter & be T/A 912 & T/511 in reference
9.12.08) Advance Starter signal to BWM 6.23(iv)
Page-201 after establishing
direction of traffic
SR 14.04,01 Extension of Added i) The competency certificate of
Page-212 Competency certificate SM/ASM shall be extended by
within 06 months of AOM. No need to depute
retirement Refresher Training who is to
retire within 06 months.
ii) The competency certificate of

STJM/CM/PM shall be extended
by DTI. No need to depute
Refresher Training who is to
retire with in 06 months.
93 SR.2.11.01 Bad riding Added i) 1st train allowed affected

09.09.14 d(111) attributable to any section with caution order .
New Para defect in P-Way ii) Verify, if satisfied pass with
Page-11 10 KMPH.
iii) If not safe, stop & inform to
attend engg. officials to rectify.
SR.3.61.01 Detonators Replace i) supply 20 detonators instead
Page-65 of 24 to fog signal man.
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SR.3.61.01(g) Fog signal man at fog Replace 2nd On single line and double line
Page-66 post sentence Fog signal man shall show white
light for departing train.
SR.4.09.09(iv) Signature on Caution Replace i) ASM /SM’S of each shift sign
Page-95 order register. on caution order register every
Monday.
ii) SM in charge confirm it.
SR.4.35-03(d) Bell Code Replace i) instead of EMU now
Page-119 EMU/MEMU/DEMU/DMU all
will give 2 rings to start signal.
SR.4.42.01(d) Signal Exchange by Replace i) instead of EMU(Push/Pull)/
Page-120 Guard. Rajdhani , now it refers
EMU/MEMU/DMU/DEMU,
Rajdhani, Shatabadi,
Duranto and other trains
with SLR ,AC Gd
compartment shall exchange
of alright signal with LP by
bell code.
ii) Gd. Of these trains with Air
condition break van shall
observe stn. Staff signal, no
need to exchange alright signal.
iii) Stop train if stn. Staff shows
any danger signal.
iv) Other train’s Gd. shall
always exchange alright signal
with station staff.
94 SR.4.35 Starting of trains Added i) Guard shall not give the
01.12.14 Page No.118 signal to start without satisfying
himself. That no one is
travelling on roof or in
unauthorized compartment.
iii) Take help of GRP,RPF and
station staff if needed.
95 SR.4.50.02 Whistle Board Replacement i) W/L board 600mts.
13.01.15 Page-126 ii) RW/L board 250mts.
iii) Continuous whistle from 250
mts.
v) intermittent whistle from 600
mts.
vi) RW/L means Repeater
Whistle Board.
96 GR 4.21 Driving an electric Added i) Electric engine and diesel
30.01.15 Page 107 engine from rear cab. engine having twin cab.
ii) In case defect in front cab LP
& ALP shall drive from rear cab
and guard shall present in
leading cab.
iii) Guard blow horn and apply
emergency brake. If required.
iv) In case driving by ALP from
rear than LP in leading cab.
v) In case LP incapacitated then
Qualified ALP drive with 25
kmph
97 GR 1.01 Change of short Title Replacement Change of short title &

15.05.15 Page 1 Change of Commencement I.Rlys. (open
- 233 -
GR-3.36 short little lines) general (amendment)
Page-38 Rules 2015 as instead of
Rules 2011
GR 1.01 When Starter/Advance Replacement i) In an emergency to avert an
Page 1 Starter put back in accident Starter/Advance
emergency. Starter may be put backed to
“ON” position.
ii) Ensure the said train has
stopped.
iii) Inform through secured
means not to start or written
memo.
iv) Route shall not be altered.
Unless acknowledgement
obtained before Taking-off
signal to another train.
98 SR15.25.09 Light motor trolleys Modification i) MT & LMT as same
10.09.15 Page 249/250 in Light ii) Minimum 3 trolley man & in
Motor no case shall exceed 6
Trolley
99 SR.3.40.04 “Terminal yards” Newly added i) No need of SOL
29.10.15 Page 49 placement of fixed stop ii) Red signal/stop boards fix at
boards/Dummy red fouling marks
signal for the iii) Endorsed in SWR
movement of iv) May also be fixed at
coaching/goods trains temporary terminal yards, for
including shunting doubling/gauge conversion/new
lines
v) Painted yellow with letters
‘STOP’ in black and reflection
from panel and night visible
along with miniature red aspect.
vi) LP/Shunter may pass this
signal when proceed hand
signal is shown by authorized
Rly. servant.
100 SR.4.50.02 Whistle Boards change i) RW/L boards shall be placed
11.05.16 (b)(iii) at all unmanned L-xing Only.
Page No.126 ii) 250mts from L-xing
iii) Continuous whistle from
RW/L iv) intermittent whistle
from W/L board upto RW/L.
101 SR 4.09.01 New signal 15 days 3 months Continuous caution
07.11.16 Page no. 91 commissioned/changed Continuous order.
Item :29 caution
order
102 GR.3.07(7): Speed while passing Newly added Speed should not exceed 40
23.02.17 SR 3.07.01 signal at Caution aspect kmph for coaching trains and 30
Page no. 20 kmph for freight trains
respectively.
103 GR.3.07(7): Speed while passing delete Correction slip no 102 dated
SR 3.07.01 signal at Caution aspect 23.02.17 is treated as cancelled.
Page no. 20
104 SR. 16.03.03
a (I),(II), (III), Replace Replace Entire Para.
(IV)
b(I),(II), (III),
(IV)
Page NO. 258.
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GR-3.07(7), SR Holding white light Replace Holding white light towards the
105 16.04.01(08) towards him self track
Page no – 260
106 Entire 104 is cancelled by correction slip no 106
107 SR 4.19.01 List of equipment of Insert Tricolour Tourch

Page No.-106 ALP Red hand signal
Green Hand Signal
Hammer cum screwdriver,WTT
108 Sr 4.25.03 Page Push- Pull Insert New Push pull train operation
No.-111 Para after
4.25.02(d)
109 SR Fog precaution Replace Train operation during fog –
3.61.01(a)(b)(c) Precaution.
(i)(ii)(iii) at Duties of LP during fog.
Page No.-64&65
110 SR 4.25.02 Air brake & Working Replace Replace word vacuum brake &
Page No.-111 piston At least last three piston are in
working condition
111 SR-3.61.01(6) Fog Precaution Precaution by Loco Pilot during
A&C Slip No.- foggy weather
109 Sr-3.78.04
Page No.-65&85
112 SR 16.01.01 Gate competency Replace Competency certificate of
Page No.-255 Gateman
113 SR 3.78.04 Fog precaution. Reproduce Precaution by LP during FOG
Page No.85
114 USR 4.19.01 ALP equipments. Replace List of Essential equipment of
Page No.-106 ALP
115 USR 3.78.6(a) Road LR. Addition Road learning of
after 3.78.06 ALP/LP/Motorman
Page No.84
116 GR 15.09.03 Placement of banner Printing Banner Flag Placed & Detonator
Page No.- 233 flag and detonator. Mistake Placed 90 & 180 Respectively
117 SR 16.04.01 End cabins rules. add the End cabins follow same rule as
add the following traffic L/C Gate
following Note
Note Page No.-
261
118 SR-2.10.02 Use of mobile while on add the Switched off the mobile phone
after SR2.10.01 duty by train passing following
Page No.10 staff. Para
119 SR-4.42.01a(i), All right signal Replace Replacement of All Right signal
Note & (ii) Page
No.-20
120 GR-1.01, Short titles an Replace Short title & Commencement,
1.02(31)&(32) commencement. IBP in single Line, Double Line &
at Page No.-1 Multiple Line
GR-3.40(i) & Condition for taking of Replace Condition for taking off home
3.42 Page No.- signals. Signal, LSS & IBSS
48&50
121 SR-4.19.01 Personnal equipments Addition Tail Board in Item No.-16,
a(I,II,III) of guard. Hammer in Item No-17 & Chisel
Page No.- 104 in Item No.-18
122 SR-4.19.01 a(i, Personnal equipments Replace Item No.-4, 7 to be replaced
ii) of guard. with Guard and Loco Pilot’s
Page No.104 & Hand Book in Print and Digital
- 235 -
105 Form ( In Tablet)
Item No.-5 & (iii) Item No.-9 to
be replace with – working time
table in print form and digital
form (in tablet) with all
correction slip and appendices
SR-2.01.01(a) Rule Book Addition Rule Book may be either in
at Page No.-8 print form and digital form
123 SR-06.06.01 Breach of block rules. Replace Duty of Loco Pilot/Motorman/
Page No.166 Station Master/Guard when
become aware that train
entered in block section without
authority to proceed
Precaution and Prevention while
SR-6.11.01(b) Addition vehicles escapes from station
124 SR-5.23.01 Stabling Replace At least 4 skids were used to
(b)(iii) each below the outermost pair
Page No.143 of wheels.
125 SR-4.10.01 & Speed Speed of Train over turnouts
4.10.02
Page No.-96
126 SR-14.04.01 Competency Addition Principal ZRTI/SINI issue
Add the certificate. Competency Certificate for Gr-
following lines ‘C’ Staff & Instructor In-charge
after first DTTS for Gr-‘D’ Staff. In
sentence exceptional circumstances
Page No.212 validity may be extended locally
by an officer not below the rank
of AOM/ATM for a period of six
month only.
127 Add Below USR Road LR & Signal Add No separate for LP/ALP in case
3.78 6(9) Location Chart of existing section being added
Page No. 84 with D/L, T/L,M/L and existing
signaling system being
upgraded to Auto one, first trip
40/15 KMPH.
Ensure display of location chart,
Signal Location Table in a lobby
as a ready reference for Crew &
Guard.
128 Add below SR Block Competency Add ZRTI/SINI should include in
14.04.01 & their Block Competency
SR14.04.02 Certificate Format-
Page No.212 PI/RRI/EI/BPAS/SSDAC/MSDAC,
and one day study tour may be
arranged.
Add below Change in station Add In case of any change in
3.39.08 working due to working at a station due to
Page No.48 introduction of introduction of
PI/RRI/EI/BPAC PI/RRI/EI/BPAS/SSDAC/MSDAC,
/SSDAC/MADAC staff required to be made
convergent TI/SSE to issue
competency certificate which is
duly counter signed by
AOM/ARM. SSE(SIG) remain in
station for Three to Four Days
in each shift.
129 Replace GR 1.01 Change in Title Replace These rules are called 2020
page No.01
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Speed over facing Replace Limit of speed over facing point
point shall not excide 30 KMPH.
Add SR 4.43.02 Duties of guard while Add Rules for observing and
(d) Page No.122 working on train. exchange of signal by guard
while working on train.
Add the Equipments at traffic Add The number of hand signal
following or cabine operated detonator, Banner flag, and
“NOTE” below gates on multipul lines. other required items shall be
Para (6) of SR increased suitable.
16.02.04 page
No.257
130 Add the Passing IBSS at ON. Add Strike out “at a speed not
following lines exceeding 15 KMPH” while
below SR. writing ID number & Pvt.
3.75.03 Number in T/369/3b, also write
Page no.82 “Pass IBSS at normal speed
observing other speed
restriction in force.
131 Add a second Supply of Copies of Add “The copy of rules to be
sentence in Rules. supplied by Railway
SR.02.02.01 at administration under General
page no-8. Rule 2.01 may be hard copy or
electronic copy of the document
or relevant extracts thereof.”
Add SR.4.19.01 Personal equi[pment of Add “Each Guard and Loco Pilot
before Guard. while on duty with his/her train
SR.4.19.01 (a) shall have a copy (in hard or in
at page 104. electronic form) of these rules
and relevant portion thereof, as
supplied to him/her under rule
GR.2.01 and a copy (in hard or
in electronic form) of the
working time table and the all
correction slips and appendices,
if any, inforce on that section of
the railway over which the train
is to run.”
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ABBREVIATIONS:
1 AAWS Advance Approach Warning System.

2 ACD Anti Collision Device
3 ACP Alarm Chain Pulling
4 ACPCNF Alarm Chain Pulled But Culprit Not Found
5 ADFM Assistant Divisional Finance Manager
6 ADRM Additional Divisional Railway Manager
7 AGM Additional General Manager
8 AMUL Anand Milk Union Limited.
9 AOM Assistant Operations Manager
10 APO Assistant Personnel Officer
11 ARME Accident Relief Medical Equipment
12 ARMV Accident Relief Medical Van
13 ART Accident Relief Train.
14 ASR As Soon As Ready
15 AWS Auxiliary Warning System.
16 AYM Assistant Yard Master
17 BCN Bogie Covered Wagon With Pneumatic Brake
18 BOBRN Bogie Open Bottom Rapid Discharge With Pneumatic Brake
19 BOBSN Bogie Hopper Wagon Bottom Side Discharge With Pneumatic Brake
20 BOL Block Over Lap
21 BOMN Bogie Open Wagon For Military Loading With Pneumatic Brake
22 BOXN Bogie Open Box Wagon With Pneumatic Brake
23 BOYN Bogie Open Wagon For Ores Loading With Pneumatic Brake
24 BPAC Block Proving Axle Counter
25 BPC Brake Power Certificate
26 BRN Bogie Flat Wagon With Pneumatic Brake
27 BSLB Block Section Limit Board
28 BTPGLN Bogie Tank Wagon For LPG Loading With Pneumatic Brake
29 BTPN Bogie Tank Wagon For Petroleum Loading With Pneumatic Brake
30 BVZC 4 Wheeler Brake Van
31 BVZI 8 Wheeler Brake Van
32 BWL Bogie Well Wagon
33 BWM Block Working Manual
34 CAO (Const.) Chief Administrative Officer ( Construction )
35 CBC Centre Buffer Coupler
36 CC Carrying Capacity
37 CCC Chief Crew Controller
38 CCRS Chief Commissioner Of Railway Safety.
39 PCEE Principal Chief Electrical Engineer
40 CELE Coupled Electric Light Engine
41 CELE Chief Electric Locomotive Engineer
42 CFTM Chief Freight Transportation Manager
43 CHC Chief Controller
- 238 -
44 CLI Chief Loco Inspector
45 CLW Chittaranjan Locomotive Works
46 CME Chief Mechanical Engineer
47 CMPE Chief Motive Power Engineer
48 CMS Crew Management System
49 COA Control Office Application
50 COFMOW Central Organisation For Modernization Of Workshop
51 COIS Coaching Operation Information Sysytem
52 PCOM Principal Chief Operations Manager
53 CONCOR Container Corporation Of India Limited
54 CORE Central Organisation For Railway Electrification
55 PCPO Principal Chief Personnel Officer
56 CPRO Chief Public Relation Officer
57 CPTM Chief Passenger Transportation Manager
58 CRB Chairmain Railway Board
59 CEO Chief Executive Officer
60 CRIS Centre For Railway Information System
61 CRS Commissioner Of Railway Safety.
62 CRSE Chief Rolling Stock Engineer
63 CRT Container Rail Terminal.
64 CSO Chief Safety Officer
65 PCSTE Principal Chief Signal & Telecommunication Engineer
66 CTC Centralised Traffic Control
67 CTPC Chief Traction Power Controller
68 CTPM Chief Transportation Planning Manager
69 CUG Closed User Group
70 CWC Carriage And Wagon Controller
71 DAR Discipline And Appeal Rules.
72 DCO Divisional Caution Order
73 DEMU Diesel Electrical Multiple Unit
74 DEN Divisional Engineer
75 DFC Dedicated Freight Corridor
76 DFCCIL Dedicated Freight Corridor Corporation Of India Limited.
77 DFM Divisional Finance Manager
78 DGM Deputy General Manager
79 DLBI Double Line Block Instrument
80 DLE Diesel Light Engine
81 DLW Diesel Locomotive Works
82 DMO Divisional Medical Officer
83 DMRC Delhi Metro Rail Corporation.
84 DMU Diesel Multiple Unit
85 DOM Divisional Operations Manager
86 DPC Diesel Power Controller
87 DPO Divisional Personnel Officer
- 239 -
88 DRM Divisional Railway Manager
89 DRS Deficiency In Rolling Stock
90 DRUCC Divisional Railway Users Consultative Committee.
91 DS Derailing Switch
92 DTI Divisional Traffic Inspector
93 DYCE Deputy Chief Engineer
94 E-ACT Electronic Allotment For Congested Terminals
95 EBD Emergency Braking Distance
96 EDD Early Departure Detention
97 EFT Emergency Field Telephone
98 EIMWB Electronic In Motion Weigh Bridge
99 EKT Electrical Key Transmitter
100 EMU Electrical Multiple Unit
101 EOL Engine On Load
102 EOTT End Of Train Telemetry
103 EPB Emergency Power Block
104 ESP Engineering Scale Plan
105 ETA Engineering Time Allowance
106 PFA Principal Financial Advisor
107 FL Flasher Light
108 FM Fouling Mark
109 FOIS Freight Operation Information System
110 FSD Fog Safe Device
111 FSS First Stop Signal
112 GDR Guard Driver Check Report
113 GM General Manger
114 GR General Rules
115 GRRC General Rules Review Committee
116 GS Ordinary Second Class
117 GSCN Generation Second Class Three Tier AC
118 GSM-R Global System For Mobile Communication In Railway
119 HOER Hours Of Employment And Period Of Rest
120 IBH Intermediate Block Hut
121 IBP Intermediate Block Post
122 IBS Intermediate Block Signaling
123 IBSS Intermediate Block Stop Signal
124 ICD Inland Container Depot
125 ICMS Integrated Coaching Management System
126 IOH Intermediate Over Haul
127 IOW Inspector Of Works
128 IRCA Indian Railway Conference Association
129 IRCON Indian Railway Construction Company Limited
130 IRCTC Indian Railway Catering & Tourism Corporation
131 IRFC Indian Railway Finance Corporation
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132 IRICEN Indian Railways Institute Of Civil Engineering
133 IRITM Indian Railways Institute Of Transport Management
134 ISMD Infringement Of Standard Moving Dimensions
135 ISRT Inter Station Running Time
136 ITES Integrated Train Enquiry System.
137 IVRS Interactive Voice Response System
138 JSE Joint Section Expansion
139 KRC Konkan Railway Corporation.
140 LGS Second Class Coach ( Sg )
141 LGSLR Second Class Cum Luggage And Brake Van ( Sg )
142 LHB Linke Hoffman Busch
143 LHS Limited Height Subway
144 LI Loco Inspector
145 LSS Last Stop Signal
146 LVCD Last Vehicle Checking Device
147 LVI Last Vehicle Indicator
148 LWACCN A/C Three Tier Sleeper Coach ( EOG )
149 LWACCW A/C Two Tier Sleeper Coach (EOG )
150 LWCBAC A/C Hot Buffet Car ( EOG )
151 LWFAC A/C First Class Coach ( EOG - End On Generator )
152 LWFCZAC A/C Executive Chair Car ( EOG )
153 LWGACCN A/C Three Tier Sleeper Coach ( SG )
154 LWGACCW A/C Two Tier Sleeper Coach (SG )
155 LWGFAC A/C First Class Coach ( SG - Self Generator )
156 LWGSCN Three Tier Sleeper Coach (SG )
157 LWLRRM Brake Luggage Cum Generator Car
158 LWR Long Welded Rail
159 LWSCZAC A/C Chair Car (EOG )
160 MACL Multiple Aspect Colour Light
161 MASA Multiple Aspect Signaling Arrangement
162 MAUQ Multiple Aspect Upper Quadrants.
163 MCB Miniature Circuit Breaker
164 ME Member Electrical
165 MELE Multiple Electric Light Engine
166 MEMU Mainline Electrical Multiple Unit
167 MFD Maschinen Fabriken Deutschland
168 MGR Merry Go Round
169 MLQ Modified Lower Quadrant
170 MOMA MANUALLY OPERATED MULTIPLE ASPECT
171 MoR MINISTRY OF RAILWAY
172 MoSR MINISTER OF STATE FOR RAILWAY
173 MPS MAXIMUM PERMISSIBLE SPEED
174 MRT MINIMUM RUNNING TIME
175 MTI MATERIAL TRAIN INSPECTOR
- 241 -
176 MTRC Mobile Train Radio Communication.
177 NAIR National Academy of Indian Railways
178 NBD Normal Braking Distance
NBFU/
179 BOGIE WELL WAGON WITH PNEUMATIC BRAKE
NBWT
BOGIE LOW PLATFORM WAGON FOR CONTAINER LOADING WITH
180 NBLC
PNEUMATIC BRAKE
BOGIE TANK WAGON FOR ALLUMINIUM POWDER WITH PNEUMATIC
181 NBTAB
BRAKE
182 NCDRC NATIONAL CONSUMER DISPUTE REDDRESSAL COMMISSION
183 NDMA National Disaster Management Association.
184 NRT NORMAL RUNNING TIME
185 NTES NATIONAL TRAIN ENQUIRY SYSTEM
186 ODC OVER DIMENSIONAL CONSIGNMENT
187 OES OBEY ENGINEERING SIGNAL
188 OHE OVER HEAD EQUIPMENET
189 OTOS ONE TRAIN ONLY SYSTEM
190 PAM Punctuality Analysis Module
191 PAMS Passenger Amenities Management System.
192 PCCM PRINCIPAL CHIEF COMMERCIAL MANAGER
193 PDD PRE DEPARTURE DETENTION
194 PEASD Passenger Emergency Alarm Signal Device.
195 PFT PORTABLE FIELD TELEPHONE/PRIVATE FREIGHT TERMINAL
196 PGRM PUBLIC GRIEVANCES REDDRESSAL MACHINERY
197 PLCT PAPER LINE CLEAR TICKET
198 PME PREVENTIVE MAINTENANCE EXAMINATION
199 PMS PARCEL MANAGEMENT SYSTEM
200 POH PERIODIC OVER HAUL
201 POMKA PORTABLE MEDICAL KIT FOR ACCIDENT
202 PPP PUBLIC PRIVATE PARTNERSHIP
203 PQRS PLASSERS QUICK RELAYING SYSTEM
204 PREM PARTICIPATION OF RAILWAY EMPLOYEES IN MANAGEMENT
205 PSR PERMANENT SPEED RESTRICTION
206 PTT PUBLIC TIME TABLE
207 RAS RAKE ALLOTMENT SYSTEM
208 RDSO RESEARCH DESIGN AND STANDARD ORGANISATION
209 RDW RAIL DOLLY WORKING
210 RITES Rail India Technical and Economic Services.
211 RLDA RAIL LAND DEVELOPMENT AUTHORITY
212 RMS RAKS MANAGEMENT SYSTEM
213 ROH Routine Over haul.
214 ROSHAN Rolling Stock Health Analyst.
215 RRI ROUTER RELAY INTERLOGGING
216 RSC RAILWAY STAFF COLLEGE
217 RVNL RAIL VIKAS NIGAM LIMITED
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218 SATSANG SOFTWARE AIDED TRAIN SCHEDULING AND NETWORK GOVERNANCE
219 SCADA SUPERVISORY CONTROL AND DATA ACQUISITION
220 SCO SECTIONAL CAUTION ORDER
221 SDGM Senior Deputy General Manager.
222 SDIR STOP DEAD IF REQUIRED
223 SGE Siemens and General Electrical Railway Signal Company Ltd.
224 SIMRAN SATELLITE IMAGING FOR RAIL NAVIGATION
225 SIP Signaling & Interlocking Plan
226 SLB SHUNTING LIMIT BOARD
227 SLR SECOND CLASS LUGGAGE ROOM CUM GUARD BRAKE VAN
228 SM STATION MASTER
229 SOL SIGNAL OVERLAP
230 SP SECTIONING AND PARALLELING POSTS
231 SPAD SIGNAL PASSED AT DANGER
232 SPARME SELF PROPELLED ACCIDENT RELIEF MEDICAL EQUIPMENT
233 SPARMV Self Propelled Accident Relief Medical Van.
234 SPART SELF PROPELLED ACCIDENT RELIEF TRAIN
235 SPART Self-Propelled Accident Relief Train.
236 SPI SHUNTING PERMITTED INDICATOR
237 SPO SENIOR PERSONNEL OFFICER
238 SPURT Self Propelled Ultrasonic Rail Testing Car.
239 SR SUBSIDIARY RULES
240 Sr DFM SENIOR DIVISIONAL FINANCE MINISTER
241 Sr DME SENIOR DIVISIONAL MECHANICAL ENGINEER
242 Sr DSTE SENIOR DIVISIONAL SIGNAL AND TELECOMMUNICATION ENGINEER
243 Sr. DEE SENIOR DIVISIONAL ELECTRICAL ENGINEER
244 Sr. DPO SENIOR DIVISIONAL PERSONNEL OFFICER
245 Sr. DSO SENIOR DIVISIONAL SAFETY OFFICER
246 SRIJAN STATION REJUVENATION INITIATIVE THROUGH JOINT ACTION
247 SS SWITCHING STATION
248 SSD Speed Sensing Device.
249 SSDAC Solid State Digital Axle Counter.
250 SSE SENIOR SECTION ENGINEER
251 SSI SOLID STATE INTERLOGING
252 SSP SUB-SECTIONING AND PARALLELING POSTS
253 SWR STATION WORKING RULES
254 SWRD Station Working Rule Diagram.
255 T/G OR TG TERMINATION FOR GOODS TRAIN
256 T/P or TP TERMINATION FOR PASSENGER TRAIN
257 TACL TWO ASPECT COLOUR LIGHT
258 TALQ TWO ASPECT LOWER QUADRANT
259 TASA TWO ASPECT SIGNALLING ARRANGEMENT
260 TAST TWO ASPECT SIGNALLING TERRITORY
261 TAWD TRAINS ACTUATED WARNING DEVICE
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262 TAWS TRAIN ACTUATED WARNING SYSTEM
263 TDC TARGET DATE OF CANCELLATION
264 TELE TRIPLE ELECTRIC LIGHT ENGINE ( consists power )
265 TFO TRACTION FOREMAN
266 TIC TOTAL INTERRUPTION OF COMMUNICATION
267 TIELS TERMINAL INTENSIVE CUM ENGINE ON LOAD SCHEME
268 TLBI TOKEN LESS BLOCK INSTRUMENT
269 TLC TRACTION LOCO CONTROLLER
270 TMM TRACK MAINFRAME MACHINE
271 TMS TERMINAL MANAGEMENT SYSTEM
272 TPC TRACTION POWER CONTROLLER
273 TPMS TERMINAL PIPELINE MANAGEMENT SYSTEM
274 TPWS TRAIN PROTECTION AND WARNING SYSTEM
275 TSL TEMPORARY SINGLE LINE
276 TSR TRAIN SIGNAL REGISTER/TEMPORARY SPEED RESTRICTION
277 TSTS TRAIN STAFF AND TICKET SYSTEM
278 TTM TIE TAMPING MACHINE
279 TVU TRAIN VEHICLE UNIT
280 TWO TEMPORAY WORKING ORDER
281 UFSBI Universal Fail Safe Bock Interface.
282 VCD VIGILANCE CONTROL DEVICE
283 VDU VISUAL DISPLAY UNIT
284 VG VEHICLE GUIDANCE
285 VP/VPU PARCEL VAN / VPH - HIGH CAPACITY PARCEL VAN
286 VTO VISIBLE TEST OBJECT
287 VVN MILK VAN / CZAC - CHAIR CAR
288 W Board WHISTLE BOARD
289 WCB VESTIBULED PANTRY CAR
290 WCD VESTIBULED DINING CAR
291 WGACCN VESTIBULED SELF GENERATION THIRD AC / AC THREE TIER
292 WGACCW VESTIBULED SELF GENERATION SECOND AC/AC TWO TIER
293 WGFACCW VESTIBULED SELF GENERATION FIRST AC CUM SECOND AC
294 WGSCN VESTIBULED SELF GENERATION SECOND CLASS THREE TIER
295 WGSCZ VESTIBULED SELF GENERATION SECOND CLASS CHAIR CAR
296 WILD WHEEL IMPACT LOAD DETECTOR
VESTIBULED POWER CAR CUM LUGGAGE WITH GUARDS
297 WLRRM
COMPARTMENT
298 WTR WAGON TURN ROUND
299 WTT WORKING TIME TABLE
300 WWB WAGON WAY BILL
301 YM YARD MASTER
302 YMS YARD MANAGEMENT SYSTEM
303 ZRTI ZONAL RAILWAY TRANING INSTITUTE
304 ZRUCC ZONAL RAILWAY USERS CONSULTATIVE COMMITTEE
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Collection of Objective Questions
Fill in the blanks:

1. Hand Shunting speed is …………
2. Maximum permissible speed is fixed by …………….
3. The dead engine must be attached ………….
4. Collision is …………. Class accident.
5. The banner flag is a …………..
6. Block Over Lap in case of MACLS is ………..mts.
7. Safety radius of detonator is ………………….
8. Speed of an engine with block ticket is ……………..
9. Stations in automatic signalling territory are classified as …………… class.
10. For ordering ARME, total numbers of hooter sounds are ……………….
11. Accident mock drill for ARME/ART is done in …………… months.
12. Speed of first train during Total interruption of communication in single line is ………….
13. The normal aspect of Automatic signal in automatic signalling system is …………….
14. The speed of a train when crane is attached to it ……………
15. Speed over non-interlocked facing point is ……….
16. Speed of first train during Temporary single line working is …………
17. T/806 is an authority for ……………
18. BSLB is provided on ………….. class station equipped with MLQ/MOMA.
19. There are …………… appendices in the Station Working Rule.
20. Breach of block rule is …………. Class accident.
21. Signal passed at danger is ………….. class accident.
22. Maximum number of explosive wagons that can be hauled by goods train is ……………….
23. A colour light distant signal may be combined with _____& _____signal under approved special
instruction.
24. Catch siding protects …………….
25. Slip siding protects ……….
26. The safety distance of OHE is …………mts
27. Adequate distance for lowering Home signal is …… in case of two aspect signaling.
28. Last Stop signal ……….. entry of train into next block section.
29. Speed of an engine while pushing outside station limit should not exceed ……….. kmph
30. Maximum speed limit in foggy weather in absolute block system is …………kmph.
31. ……….. authority is issued in S/L token less instrument when it is failed.
32. 0000 code of engine whistle indicate …………
33. SLB is found in ……….station.
34. SLB indicates commencement of …………………
35. When distant signal showing double yellow, it indicates ……………,…….. or ……………
36. Speed of “C” class ODC when view ahead is clear is …………….
37. Round trip BPC of a coaching train is valid for ………. Km.
38. Calling on signal may be placed below any other stop signal except …………..
39. Tower wagon may be attached in rear of a goods train with the permission of …………
40. Where double distant signal is provided ,distant signal will show ………… light in “ON” position.
41. “A” class BPC of a CC rake has validity of …………. Days.
42. …………. Check is to be done when goods train is to be cleared from a siding.
43. The speed of ARME while proceeding in block ticket is ………….Kmph.
44. The Goods warning board is applicable for both for ………&…….. train.
45. Medical relief van shall be dispatched within …….. minutes from double exit siding.
46. Maximum speed of a train after passing Automatic signal at on position is …………… kmph.
47. Station limit is the portion of a Railway in single line automatic signaling section
between……………..
48. ………………… stations are non-block station.
49. Critical limit of wind velocity is …………kmph.
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50. The distant signal shall be located at an adequate distance in rear of stop signal, the aspect of
which it …………..
51. Any station which cannot be worked under A, B, C or D class is termed as ………………
52. At a “C” class station ……….. is the LSS.
53. A Gate stop signal shall be placed in rear of level crossing at a minimum distance of ……. M
MOMA signaling arrangement.
54. T/369 (3b) is issued as …….. & …………
55. 0 0 0 0 0 hooters are sounded for ordering of …………….
56. The TO, ASR means ……………
57. BSLB is provided at such station where ……………….
58. ………………authority is given to send a train into an obstructed block section.
59. Speed of 1st train intemporary single line working is …………..
60. Speed of “A” class ODC is ……………..
61. …………….. BPC is given to long haul train.
62. GR is framed by ………… and SR is framed by …………….
63. Prescribed form no. of Caution order is …………
64. Guard working Rajdhani express exempted from ………….
65. POH stands for ……………….
66. WGSCN stands for ………………..
67. Calling on signal shall show ………..light in “ON” position.
68. NBOBS wagons are having ……………….. Discharge facility.
69. CMS stands for ……………….
70. Maximum speed of shunting is ………………..
71. If co-acting signal is defective then concerned signal will be treated as ………………
72. Fog signal shall be placed at a distance of …………… from the 1st stop signal.
73. The special instructions approved or prescribed by CRS are called ……………………….
74. ……………….. means the distance sufficient to ensure safety.
75. The speed of Tower wagon is …………………..kmph, when attached in rear of a goods train.
76. BOBRN wagon has ………….. discharge facility.
77. MFD stands for ……………….
78. In “B” class station ……………… is available.
79. WTT is issued ………….. in a year.
80. Form no. of BPC is ……
81. Calling on signal is a …………..
82. Permanent caution order is published in ……………
83. 4 times of blowing hooter is ordering of ……………..
84. Target time of the departure of ART in day time is ……..
85. If a Guard will not exchange SIGNAL, he will be issued …… by SM of advance station.
86. ROH stands for ……………..
87. Shunt signal is a ………………. Signal.
88. Coaching train will start with ……..% of beak power.
89. The ALP after coming to lobby will undergo ……………… test.
90. OPT/1/B is issued by…………
91. SOL means …………
92. Co-acting signal is a ………….. signal.
93. Shunt signal may be placed below all signals except ……………..
94. ……………… signals are denoted by “G” marker.
95. Level crossings protected with signals are called …………….. level crossings.
96. Speed over facing point in standard-II( R ) interlocking is ……………..
97. Maximum …….persons may be allowed on Motor Trolley at a time.
98. Block hut is a ……….. class station.
99. Normally fixed signals are erected at the ………….. side of track.
100. Passenger warning board is provided ……………km in rear of FSS/IBSS/GSS.
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101. Target time of ART at night is ………………
102. When IBSS post telephone is out of order, any train after waiting for 5” may pass
with ……………kmph
103. Interlocking are of …………….. types.
104. CBC stands for ………..
105. Validity of premium BPC is …………..
106. Ladies compartments will be marshaled ……………
107. Fixed signal should show their …………. aspect in normal position.
108. ……….. % of total number of cylinders should be fully operative on train on ghat section.
109. In case of defective head light of locomotive running in a section with refractive type of
engineering fixed signal during night in BG speed of the train should not be more
than………………..
110. If Loco Pilot is incapacitate while the engine is motion, the ALP, if duly qualified may work the
train upto next station at a speed not exceeding ……….. kmph.
111. Normal aspect of distant signal is ………….
112. Hand brakes of …………number of vehicles at each end are required to be pinned down, when a
rake is stabled.
113. If automatic stop signal is defective the Loco Pilot, shall wait for ……….. min by night time at the
foot of the signal and then proceed as per rule.
114. …………. Coaches can be attached in rear of SLR of coaching train.
115. A coach with fire should be isolated from the other vehicles by at least ………….
116. Level crossing gates that lie outermost stop signals of a station are ……..
117. Sanctioning authority for “A” class ODC within division is ………….
118. Semi-automatic signal is provided with …………..
119. When an overrun line is blocked, it ceases to be a ……………………..
120. ……………. Signal is denoted by “C” marker.
121. Conflicting signal shall be treated as …………….
122. Notice stations are notified in …………

123. In case of defective headlight maximum speed of locomotive is……………..kmph
124. To receive a train on to an obstructed line, the LocoPilot shall be given …… authority where there
is no calling ON signal and signal post telephone.
125. To receive a train on to non signalled line, the Loco Pilot shall be given ………
126. The speed of a goods train while entering goods terminal yard is restricted to ……….kmph.
127. I. B signal is identified by …….
128. Shunt signal below stop signal will show …… light in ON position.
129. Condition for taking off calling on signal is that the train has been brought to a………..at the stop
signal.
130. Calling On signal shows _____________ colour light in OFF‘ position.
131. When a colour light Distant is combined with LSS/Gate signal,………marker shall be dispensed
with on the signal post.
132. Distant signal is provided at a distance of ………. meters in rear of the stop signal.
133. Wind velocity can be measured by ……………..
134. When colour light Distant signal is combined with Gate/LSS, the normal aspect of that signal
is …….
135. Engine Whistle for Guard to come to Engine is ……….
136. In case of train parting,guard shall show ------------- by night.
137. During TIC on S/L, when line clear is obtained for more than one train,trains are run at an
interval of -----minutes.
138. Authority to pass defective starter signal (if it is not LSS) is …………..
139. The distance from Home signal to BSLB shall not be less than __________ metres
140. Fog signalman shall remain at FSP for a period of _____ hours on Main line section.
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141. Authority to proceed in “one train only system” is -----------.
142. When a train is held up at F S S for more than _______ minutes, the Loco Pilot shall depute
Assistant Loco Pilot to go to Station.
143. When SM / Station Staff does not exchange “all-right‘ signals, the Loco Pilot shall give
_______ engine whistle code.
144. When SM receives advice of Hot axle, that train shall preferably be admitted on _____ line.
145. In any case, there shall not be more than ___officials/staff in other than engine crew at any
time on the engine except in emergencies.
146. Maximum number of coaches attached in rear of SLR of Passenger or Mail & Express trains
is______.
147. The number of persons permitted to travel in the brake-van of goods trains, in addition to the
Guard, should not exceed ___________.
148. During T S L working the block instruments shall be kept and locked in ________ position.
149. During TIC on Double line, if no one from the station turns up within ________minutes, Guard
shall protect the train in rear and ALP may be sent to station.
150. The minimum equipment of fixed signals in automatic block system on single line shall be
__________and __________signals
151. No person shall operate the electrical block instruments unless he holds a ______issued by
Principal/ ZRTI which shall be valid for a period of ______ years.
152. Stop indicator is located at____ metres from the obstruction (work spot)
153. During TSL working Automatic Block System, the first train proceeding on right line when signal
and communications are working shall proceed on ___________authorities.
154. If the night patrolman does not turn up even after ______ minutes beyond theschedule arrival
time, SM shall stop all the trains and issue caution order restricting the speed to ____________
kmph.
155. ……….is the normal authority to proceed on Single Line token less sections/Double line sections.
156. The time interval between two trains during signal and communication failure on D/L Automatic
Block System shall be __________________minutes.
157. The minimum equipment of fixed signals in absolute block system on B- class two aspect single
line shall be ___ & ____
158. Station working rules of non-interlocked station is signed by ------

159. During prolonged failure of signals in automatic section, ----- is issued to loco pilot.
160. Whenever new signal is placed, caution order is issued to loco pilot for ------- days.
161. Permission of ------- is required to work the material train in the night.
162. While attaching an engine to a passenger train, it shall be stopped ------- meters before the train.
163. To start the train from a line with common starter, ------- authority is issued.
164. There are --------- chapters in the book of gr and sr.
165. Train entering into sand hump is a ------------- class of accident.
166. Record of caution order is kept for ------ months.
167. Speed over facing point in standard III(R) interlocking is …… kmph.
168. For Guard to apply brake …………….. whistle must be given by LP of the train.
169. ………….. must be issued during thick foggy weather.
170. The total number of vehicles with in-operative cylinders must be mentioned in …………, while
starting a train.
171. At a class ‘B’ station with two Aspect signaling a Warner signal will be provided when the speed
of train exceed …………..kmph while passing through the station.
172. When inner distant signal is provided the distant signal shall have ……………… and ……………..
aspects.
173. When shunt signal is defective ……..,,, is the authority for the Loco Pilot to pass at ‘ON’.
174. Authority to pass defective last stop signal on double line is automatic block system is ……………..
175. Whenever two distant signals are provided ……….. boards can be dispensed with.
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176. Colour light distant signal is provided with …. Marker.
177. Neutral sections in electrified sections are notified in ………….

178. …………… will be the authority to proceed for Material Train working in shadow block.
179. In electrified section direction of nearest portable telephone socket is indicated on the …………….
180. Train proceeding on wrong line in TSL working on double line shall switch on …….light.
181. When head light is defective and marker lights are working the LP shall drive the train with speed
not exceeding ……..kmphupto the next station where it can be attended.
182. When relief engine is sent into the section the authority to proceed shall be on form no…… in
ABS.
183. ____ ___ 0 0 Code of whistle indicates …………..
184. While passing automatic stop signal at ‘ON’ ALP will sound ……….. whistle.
185. Three long whistle means ……………..
186. Speed of 3rd train on TSL working on double line in ABS is …………..kmph.
187. Authority given during total interruption of communication in double line is ______ .
188. When Adv. Starter fails in D/L, ATP is ………………
189. …………types of system of workings are available over Indian Railways.
190. In case of failure of motor operated point clamping and ……………….. is required.
191. Home signal of intermediate block post is provided with ………….. marker.
192. From a roadside station, minimum % of BP required in goods train is…………
193. Loss of Railway property exceeding more than Rs……………. Is one of the factors of serious
accident.
194. The total number of persons that is allowed in the brakevan of a goods train besides the Guard
shall be …..
195. LP can pass Gate Stop signal at ‘ON’ by stopping …… minutes in night.
196. Speed of B class ODC is ……….

197. Explosion is a …………………. Class accident.
198. Maximum number of train that can be allowed between two stations under following train system
is…………
199. ………… & ……… engineering boards are provided in vulnerable location during monsoon.
200. Whistle code for defective signal is……………..
201. When train on block ticket met with an accident protection in rear will be …………..
202. Speed of Motor Trolley during night shall not exceed…………..
203. Maximum ………. Number of TT machine can be allowed in the section for block.
204. ………. is the number of Wagon way bill/Vehicle Guidance.
205. ……………. authority given by Guard to clear the 1st portion of the parted train form the block
section.
206. Rake link is given in ……………..
207. Prescribed form number of TT Machine Permit is ………..
208. Normal aspect of Repeating signal is ……………….
209. In case of Alarm Chain pulling or Pressure trouble Driver should blow ……………whistle.
210. Derailing switch can be used as ……..
211. Form No-……. Is maintained by SM at the station to record the caution orders.
212. Obstruction danger signal is given by………
213. Submission of accident report on form no. …..
214. Accident are divided into …… classes.
215. VTO in MACLS is placed at either side from the centre of the station building at a distance of ……
216. A goods train with partial pressure can only be started with the permission of ………
217. Block back is to be taken for conducting shunting beyond…. in Automatic Block Signalling section
D/L.
218. Prescribed form number of Nil caution order is ………
219. The shortest section of OHE which is required manual operation is called…………
220. No tension in OHE for 5 minutes is classified as……….. class accident.
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Answer Key:
Q.1 Ans: 5 kmph Q.2 Ans:CRS Q.3 Ans:In rear of train
engine
Q.4 Ans:A Q.5 Ans: Temporary fixed danger Q.6 Ans:180
signal
Q.7 Ans:45 m Q.8 Ans:15/10 kmph Q.9 Ans:Special class
Q.10 Ans:5 Q.11 Ans:3 Q.12 Ans:25 kmph
Q.13 Ans:Proceed ( Green ) Q.14 Ans:40/15 kmph Q.15 Ans:Not more than 30
kmph
Q.16 Ans:25 kmph Q.17 Ans:Shunting Q.18 Ans:B
Q.19 Ans:7 Q.20 Ans:G Q.21 Ans:H
Q.22 Ans:10 Q.23 Ans:LSS and GSS Q.24 Ans:Station
Q.25 Ans:Block Q.26 Ans:2 Q.27 Ans:180m
Q.28 Ans:Controls Q.29 Ans:25 Q.30 Ans:60
Q.31 Ans:PLCT Q.32 Ans:Protect train in rear Q.33 Ans:B class single line
Q.34 Ans:Station Q.35 Ans:Loop line stoppage, loop Q.36 Ans:25
line through, main line
stoppage
Q.37 Ans:3500 km Q.38 Ans:Last stop signal Q.39 Ans:CHC
Q.40 Ans:Y ( Caution ) Q.41 Ans:7500km or 35 days Q.42 Ans:GDR
Q.43 Ans:15/10 Kmph Q.44 Ans:Passenger& Goods Q.45 Ans:15
Q.46 Ans:15 Q.47 Ans: Between UP & DN FSS Q.48 Ans:D-Class
Q.49 Ans:72 Q.50 Ans:it pre warns Q.51 Ans:Special Class
Q.52 Ans:Home signal Q.53 Ans:180 m Q.54 Ans:Pilot in , Pilot out
Q.55 Ans:ARME+ART Q.56 Ans:As soon as ready Q.57 Ans:1st point is trailing
or no point
Q.58 Ans:T/A 602, T/C 912 Q.59 Ans:25 Q.60 Ans:Sectional speed
Q.61 Ans:Cover Q.62 Ans:Government of India, Q.63 Ans:T/409
Authorised officer
Q.64 Ans:Exchange of alright Q.65 Ans:Periodical over haul Q.66 Ans:
signal with station staff
Q.67 Ans:No Q.68 Ans:Side Q.69 Ans:Crew
management system
Q.70 Ans:15 kmph Q.71 Ans:Defective Q.72 Ans:270 m
Q.73 Ans:Approved special Q.74 Ans:Adequate distance Q.75 Ans:40
instruction
Q.76 Ans:Bottom Q.77 Ans:MachinenFebrikenDautc Q.78 Ans:Station section
hland
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Q.79 Ans:Once Q.80 Ans:MV-5 Q.81 Ans:Subsidiary signal
Q.82 Ans:WTT Q.83 Ans:Crane Q.84 Ans:30 min
Q.85 Ans:Warning memo Q.86 Ans:Routine Overhaul Q.87 Ans:Subsidiary
Q.88 Ans:100 Q.88 Ans:Breathlyser Q.89 Ans:
Q.90 Ans : Principal/ZRTI Q.91 Ans: Signal overlap Q.92 Ans: Subsidiary
Q.93 Ans : FSS Q.94 Ans : Gate stop signal Q.95 Ans : Interlocked
Q.96 Ans : 110 kmph Q.97 Ans : 8 Q.98 Ans :C
Q.99 Ans : Left Q.100 Ans :1 km Q.101 Ans :45
Q.102 Ans : 15/8 Q.103 Ans : Two Q.104 Ans : Centre buffer
coupler
Q.105 Ans : 12 days Q.106 Ans : Near SLR Q.107 Ans : Most restrictive
aspect
Q.108 Ans : 100% Q.109 Ans : 20 kmph Q.110 Ans : 25 kmph
Q.111 Ans : Y ( caution ) Q.112 Ans : Six Q.113 Ans : Two
Q.114 Ans : Two Q.115 Ans : 45 Q.116 Ans : Engineering LC
gate
Q.117 Ans : DRM Q.118 Ans : Illuminated A Q.119 Ans : SOL
Q.120 Ans : Calling ON Q.121 Ans : Defective Q.122 Ans : WTT
Q.123 Ans : 25 Q.124 Ans : T/509 Q.125 Ans : T/509
Q.126 Ans : 10 Q.127 Ans : IB marker Q.128 Ans : NO
Q.129 Ans : Stop Q.130 Ans : Yellow Q.131 Ans : “P”
Q.132 Ans : 1000 Q.133 Ans:Anemometer Q.134 Ans: Stop(R)
Q.135 Ans:_ _ 0 0 ( Two long two Q.136 Ans:White Q.137 Ans:30
short )
Q.138 Ans:T/369(3b) Q.139 Ans:180m Q.140 Ans:Three
Q.141 Ans:Metallic Badge Q.142 Ans:Ten Q.143 Ans:Two short ( 0 0 )
Q.144 Ans:Main Q.145 Ans:Three Q.146 Ans:Two
Q.147 Ans:Five Q.148 Ans:TOL Q.149 Ans:Ten
Q.150 Ans:Home,Starer auto Q.151 Ans:Competency Q.152 Ans:30 m
signal in rear of home
signal
Q.153 Ans:PLCT+T/A 912 & C/O Q.154 Ans:15 min Q.155 Ans:Taking off
Q.156 Ans:15 min Q.157 Ans:Outer& Home Q.158 Ans:Sr. DOM/DOM &
SR.DEN/DEN
Q.159. Ans:T/D 912 Q.160 Ans:90 Q.161 Ans:DRM
Q.162 Ans:20 Q.163 Ans:T/512 Q.164 Ans:18
Q.165 Ans:G Q.166 Ans:12 ( Twelve ) Q.167 Ans:140
Q.168 Ans:0 0 0 0 ( Four short ) Q.169 Ans:Caution order Q.170 Ans:BPC
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Q.171 Ans:50 Q.172 Ans:YY ( attention ) ,G Q.173 Ans:T/369 ( 3b)
( Proceed )
Q.174 Ans:T/A 912 Q.175 Ans:Goods warning Q.176 Ans:’P’
Q.177 Ans:WTT Q.178 Ans:Block Ticket Q.179 Ans:WTT
Q.180 Ans:Flasher Q.181 Ans:40 Q.182 Ans:T/A 602 or T/C
912
Q.183 Ans:Call for guard to come Q.184 Ans: _ ( One long ) Q.185 Ans:Fouling not clear
to engine
Q.186 Ans:Normal Q.187 Ans:T/C 602 Q.188 Ans:T/369 (3b) with
PN
Q.189 Ans:Six Q.190 Ans:Pad lock Q.191 Ans:’ IB ‘
Q.192 Ans:70% Q.193 Ans:Two Q.194 Ans:Five
Q.195 Ans:Two Q.196 Ans:40/25/15 Q.197 Ans:N
Q.198 Ans:5 (five) Q.199 Ans:C& T Q.200 Ans:_ 0 0 ( One long
two short )
Q.201 Ans:250-250-10 Q.202 Ans:30 kmph Q.203 Ans:Any number
Q.204 Ans:OPT/437 Q.205 Ans:T/609 Q.206 Ans:WTT
Q.207 Ans:T/465 Q.208 Ans:Caution ( Y ) Q.209 Ans:0 0 _ ( Two short
one long )
Q.210 Ans:SOL Q.211 Ans:T/469 Q.212 Ans:Loco pilot
Q.213 Ans:GA-3 Q.214 Ans:16 ( sixteen ) Q.215 Ans:180m
Q.216 Ans:DRM Q.217 Ans: Outermost point Q.218 Ans:T/A-409
Q.219 Ans: Elementary Section Q.220 Ans:Class L
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Maximum permissible speed of different types of Wagons over SER
Reference: EL/OPTG/SFY-1/Gen. Dtd 17/08/2020. 31 BVZC (4 Wheeler) 100
It should be noted that the speeds mentioned below are
subject to: 32 BVZI (8 Wheeler) 100
1. any lower sectional speeds mentioned for specific section if 33 BLC 100
any. 34 BOBS MK-II 60 75
2. any lower temporary or permanent speed restriction
35 BOBSNM1 (25T) 45 60
imposed in any section;
3. any lower speed sanctioned for specific locomotive hauling
the train; 36 BOBY(CC) 65 65
Srl. MPS 37 BOBYN (CC+6+2) 60 75

Stock
No. 38 BFNS (CC) 75 100
Loaded Empty
39 BFNS 22.9t 60 60
1 BOXN (E) --- 80 40 BFNSM 22.9t 60 60
2. BOXN (CC) 75 80 41 BOY Derated (CC) 65 65
.3 BOXN (CC+6+2) 60 80 42 BCBFG 60 60
. 43 BWTB 65 65
4 58 BOXNM1 (CC+6+2) 70 80
. 44 140T Break down 100
5 58 BOXN (CC+8+2) 60 75
. Crane
60 80
45 BCACM 9 units Rake 65 65
6 BOXNHS (CC) 100 100
(2+3)
.7 58 BOXNHL (CC+8+2) 60 100
46 BCACBM 9 units Rake 65 65
.8 BOXNHA (CC) 75 100
(2+7)
9 58 BOXNHA (CC+8+2) 60 90 50 50
10 58 BOXNHAM (CC+8+2) 60 90 47 BTPGLN 75 80
48 BRSTN 70 70
11 58 BOXNLWM1 (CC+6+2) 60 65
BOMN 70 70
49 BLLA/BLLB 18.8t 100 100

12 58 BOXNLWM1 (CC+8+2) 60 65
50 BLAN/BLBN 916.75t 75 75
13 BOXNEL (25T) 45 60 axle load)
40 40
51 BRH 20.32t 75 75
45 60
52 BFAT 25 40
14 BCN (CC) 65
75 80 53 BCCN 100 100
54 BCCNR 100 100

15 BCNM1 (CC+6+2) 60 80
55 BRHNEHS 65 65
16 BCNAM1 (CC+6+2) 60 80
56 Accident Relief Train 105
17 43 BCNAM1 (CC+8+2) 60 80
(SPART)
18 BCNAHS (CC) 75 100
19 BCNAHSM1 (CC+6+2) 60 65 57 Rail Grinding Machine 50 on its 65 in train
Model RGI 72 own formation
20 43 BCNAHSM1 (CC+8+2) 60 100
power
21 BRN (CC) 65 65 58 BCL (8-axle Bogie Wagon) 40 40

22 BRNAHS 75 100 [Rake Combination
23 BOBRM1 (CC+6+2) 70 75 i) 10 BOXN + 1 BCL + 5

BOXN + 1 BCL + 5 BOXN
24 BOBRN (CC+6+2) 60 65
+1 BCL + 30 BOXN + 1 Bk.
25 BOBRNM1 (CC+6+2) 70 80 Van,
26 45 BOST max. Axle 75 80 ii) 10 BCN + 1 BCL + 5 BCN
load 20.32t + 1 BCL + 5 BCN + 1 BCL +
27 BOST (CC+6+2) 60 80 16 BCN + 1 Bk.Van
28 45 BOSTHS 75 80 59 22 BCLA 40 40
29 BOSTHSM1 (CC+6+2) 60 80 60 58 BCFC 60 65
30 45 BOSTHSM2(CC+6+2) 60 85 61 BTAP 20.32t 65 65

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Instructors of Zonal Railway Training Institute, SINI have

We hope that the study material will help to enhance

Any suggestion or modification will be cordially accepted.

 APPROVED SPECIAL INSTRUCTIONS (ASI): - means special instruction

 AXLE COUNTER: - means an electrical device which, when provided at two

 AUTHORITY TO PROCEED: - means the authority given to the LP of a train,

 AUTHORIZED OFFICER: - means the person who is duly empowered by

 BLOCK BACK: - means to dispatch a message from a block station

 BLOCK FORWARD: - means to dispatch a message from a block station on

 COMMISSIONER OF RAILWAY SAFETY (CRS): - means an Inspector

 COMPETENT RAILWAY SERVANT: - means a railway servant duly

 CONNECTIONS: - when used with reference to a running line, means the

 DIRECTION OF TRAFFIC: - means -

 FACING AND TRAILING POINTS: - Points are facing or trailing in

 FIXED SIGNAL: - means a signal of fixed location indicating a condition

 FOULING MARK: - means the mark at which the infringement of fixed

 GUARD: - means the railway servant in charge of a train and includes a

 INTERLOCKING: - means an arrangement of signals, points and other

 ISOLATION: - means an arrangement, secured by the setting of points or

 INTERMEDIATE BLOCK POST: - means a class ‘C’ station on a single line

 INTERMEDIATE BLOCK SIGNALLING: - means an arrangement of

 LEVEL CROSSING: - means the intersection of road with railway track at

 MULTIPLE ASPECT SIGNALLING: - means a signalling arrangement in

 ‘OBSTRUCTION’ and its cognate expressions include a train, vehicle or

 PASSENGER TRAIN: - means a train intended solely or mainly for the

 RUNNING TRAIN: - means a train which has started under an authority to

 SHUNTING: - means the movement of a vehicle or vehicles with or without

 SPECIAL INSTRUCTIONS: - means instructions issued from time to time by

 TRACK CIRCUIT: - means an electrical circuit provided to detect the

 TRAIN: - Train means an engine with or without vehicles attached, or any

 TWO ASPECT SIGNALLING: - means a signalling arrangement in which

Q. (2):- Describe in detail about the category and classification of station?

FACING POINT TRAILING POINT

POINT INDICATOR TRAP INDICATOR

AUTOMATIC STOP SIGNAL SEMI AUTOMATIC STOP SIGNAL

Q. (4) :- Write down the Conduct of Railway servant? (GR-2.10)

(2) Every railway servant who observes –

(iv) If a train caught on the run in a cyclone, storm or strong wind of an

Q. (16) what precautions to be observed during shunting?

Q. (20) How the trains will be worked when Warner/Distant Signals is

Q. (23):- What is signal? What are the various kinds of signal?

Sequence of signals in case of Double Distant

g) ADVANCED STARTER SIGNAL

l) IBSS (Intermediate Block Stop Signal)

m) GATE STOP SIGNAL

s) FOG SIGNAL REGISTER

(a) Semaphore Warner signal in Two-Aspect Signalling Territory-on a post by itself :

“ON” Position “OFF” Position

Aspect: Proceed with caution Proceed

“ON” Position “OFF” Position “OFF” Position

“ON” Position “OFF” Position

“ON” Position “OFF” Position

Indication: Proceed with caution and be prepared

“ON” Position “OFF” Position

Aspect: Caution Proceed

Indication: Proceed and be prepared to stop

“ON” Position “OFF” Position

“ON” Position “OFF” Position