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CHAPTER - VI

ACCIDENTS AND UNUSUAL OCCURRENCES

6.01. Accident or obstruction.—
(1) When a report of any accident or obstruction is received by the
Station Master, he shall see that all necessary precautions are taken
by the most expeditious means possible, for the protection of traffic.
(2) If an accident happens to a train, the Station Master shall arrange for
all necessary assistance to be sent to the train.
(3) The Station Master shall, as soon as practicable, report each accident
in accordance with special instructions.
S.R.6.01.1. In the event of a Loco Pilot experiencing a lurch, unusually slack or rough running, the
instructions referred in SR 6.07 should be followed by all the staff concerned.
S.R.6.01.2.1. If a Loco Pilot realises, while on run that there is a rail fracture he shall bring his
train to a stop immediately and protect the train in accordance with GR 6.03 and SRs there under,
treating this as an obstruction. He shall then examine the track and proceed further only if he is
personally satisfied that the track is safe for the passage of the train. In case it is found that the track is
not safe for the passage of the train, he shall arrange to advise the Station Master and the SCOR.
S.R.6.01.2.2. The Station Master and the SCOR, on being advised of this occurrence, shall advise all
concerned and not permit any train to enter the section unless the track is certified fit for the safe
passage of the train.
S.R.6.01.2.3. The Loco Pilot of the affected train shall proceed onwards only after the track is
certified for the safe passage of his train.
S.R.6.01.3.1. If a Mate/Keyman /Patrolman detects rail/weld fracture of less than 30 mm gap, he
shall show Stop hand signal and inform the Loco Pilot of the first train to pass the fractured
spot at 10 KMPH and subsequent trains at 15 KMPH.
S.R.6.01.3.2. The Loco Pilot of the first train shall stop his train at the next block station and give
memo about the rail / weld fracture to arrange issue of caution order, to observe 15 KMPH over the
fractured rail / weld.
S.R.6.01.3.3. Station Master, who received report from the Loco Pilot about rail/weld fracture, shall
inform the Station Master at the other end. Both the Station Masters shall arrangeissue of caution
order of 15 KMPH and also advise all concerned.
S.R.6.01.3.4. In cases where the gap at the fractured location is more than 30mm or where multiple
fractures have taken place resulting in a piece of rail or the head getting dislodged, the mate /
patrolman / Keyman cannot pass the train. He should take immediate action to protect the line and
only a PWM / PWI can pass the traffic, after attending to the fracture appropriately or taking necessary
safety precautions.

6.02. Working in case of accident or failure of communications.—

In case of accidents to the line or to any train, or of failure or interruption of
communications, or in an emergency, trains shall be worked between stations
in accordance with special instructions.

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S.R. 6.02.1. Rules and regulations for Temporary Single Line (TSL) working on a Double line section,
when one line is obstructed.
1. When it is desired to introduce temporary single line working on double line on electric
communication instruments, the Station Master at one end of the affected section shall on
receipt of reliable information in writing that one line is clear, take steps to introduce temporary
single line working on that line in consultation with the Section Controller and the Station
Master of the station at the other end of the section. The decision to introduce temporary single
line working should be taken by Sr. Divisional Operations Manager / Divisional Operations
Manager (in-charge). Temporary Single Line Working shall be introduced between the nearest
stations provided with favourable cross-over between Up and Down lines on either side of
obstruction. Nomination of stations between which Temporary Single Line working shall be
introduced shall be done by Sr. Divisional Operations Manager / Divisional Operations
Manager (in-charge) of the division as mentioned in above.
2. If there is reason to suspect that the line over which temporary single line working is to be
introduced is also fouled or damaged, temporary single line working shall not be introduced
until a responsible engineering official not below the rank of a SSE/JE (P.Way) has inspected
that section and certified that the track is safe for the passage of trains..
3. In case where due to non-availability of favourable cross over, TSL working has been
introduced covering more than one block section, the movement of trains on the affected
section shall be authorised for each block section by the Station Masters of block stations on
either side of the block section.
4. The commutator of block instruments pertaining to obstructed line, including that of
intermediate block station/s if any between the nominated stations, shall be kept in TOL
position and locked for the entire duration of TSL working. During wrong line operations, the
block instrument pertaining to the unobstructed line shall be kept in TOL position and locked.
In case of UFSBI, the LCB key shall be kept in OUT position.
5. All trains running in the wrong line shall be worked in accordance with the rules for the use of
electric communication instruments on single line. Line clear shall be obtained using the forms
T/A 1425 and T/B 1425 on the following:
(a) Telephone attached to Block Instrument
(b) Station to Station fixed telephones wherever available.
(c) Fixed telephone such as Railway auto phone & BSNL/MTNL phone with caller ID.
(d) Control Telephone.
(e) VHF set under special instructions, but not as the sole means of communication on sections
where passenger trains run
(f) Fixed Telephone with CUG sim which have been provided to the station only for official use
to the on- duty Station Master.
NOTE:- In all the above cases, since line clear is obtained/granted by a means of communication
other than Block Instrument/Track circuit/Axle counter, the system of calling station name,
followed by establishing identity of the Station Master on duty, by cross checking Private
numbers given for the last Preceding train shall be adopted.
6. All entries shall be made in RED ink in the Train Signal Register, at all stations where trains are
being run on Temporary Single Line Working.
7. After ascertaining that one of the lines is clear for the passage of traffic, the Station Master
proposing single line working shall issue a message under exchange of private Number,
containing the following information, to the Station Master at the other end of the block
section:-

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(a) Cause of introduction of single line working;
(b) Place of obstruction;
(c) The line by which single line working is proposed;
(d) The source of information that the said line is clear;
(e) Restriction of speed, if any, on the line;
(f) The number and timings of the last train which arrived/left the station nominated.
8. On receipt of acknowledgement from the Station Master at the other end and confirmed by a
private number single line working may be introduced. Line clear shall be obtained on available
means of communications as mentioned at para - 5 above. All the gate man shall be informed
under exchange of PN that TSL working is being commenced on the proposed line, all Up and
Down trains shall be dealt on the same line.
9. Introduction of Wrong Line Working
(a) Station Masters on either side of the proposed line for TSL working shall ensure that the
whole of the last train in the right direction has cleared the section and the proposed line
between the two stations is clear. Only after ensuring this, steps shall be taken for introducing
wrong line working.
(b) Station Master at the receiving end of the wrong line train shall ensure that there is no train in
the Main line corresponding to the line on which TSL working is being planned. If in
exceptional case, the main line is blocked by a train before introduction of TSL working, the
loco pilot shall be served with a written memo stating that Wrong line working is in force, do
not start until issued with T/D 602.
(c) The block instrument pertaining to the unobstructed line on which wrong line working is
planned shall be kept in TOL position and locked throughout the period of wrong line
working. In case of UFSBI, the LCB key shall be kept in OUT position
(d) Station Master at the receiving end of the wrong line train shall ensure that all the departure
signals of the station towards the proposed line for TSL working are kept at „ON‟ and
blocked in the VDU panel / in case of other control panels, „line blocked caps‟ shall be kept
on the concerned signal knobs throughout the period of wrong line working.
(e) All the gate man shall be informed under exchange of PN that wrong line working is being
commenced on the proposed line. The gateman of interlocked gates shall be advised that after
closing and locking of the gate against road traffic, the signal knob under his control shall not
be reversed, so as to keep the gate signals in danger. After closing the gate, all the gateman
shall exhibit Proceed Hand Signals to the loco pilots working the wrong line train, standing at
a place, where PHS is clearly visible.
10. Conditions for Granting Line Clear For Wrong Line Trains The Station Master on duty at the
station receiving wrong line train shall not give such “Line Clear” unless:-
(a) The whole of the last preceding train has arrived complete.
(b) The line is free not only up to the LSS, but also clear on the line of reception up to trailing
points or up to the place at which the train is required to come to a stand.
(c) All the points including crossover points leading to the line for admission of the train are
correctly set, clamped and padlocked.
(d) All the movements which are likely to infringe the path of wrong direction trains are brought
to a stop.
(e) The points of outlying sidings/ turnouts under his control are correctly set and locked.
(f) All the gateman are advised with the particulars of the train and ensured gate closure duly
exchanging PN.
11. Cancellation of Wrong line working and commencing Right line working with TSL in force.
(a) In order to commence Right line working, the Station Masters at both ends of the block
section shall ensure through Line clear enquiry (T/A 1425) and reply message (T/B 1425)

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books and TSR, that the last train despatched on wrong line has arrived complete at the station
in advance and exchange messages in the following format, supported by PN for cancellation
of wrong line working of trains and introduction of right line working of trains with TSL in
force.
From To
Station Master/Y Station Master/X
Message No.________
Last Train (Number and description)___________________which left from your station in
the wrong line at _____ hours ____ min arrived completely at my station at _____ hours
____ min. Cancel the wrong line working of trains and introduce right line working of trains
with TSL in force.
Private Number (in figures) _________(in words)_____________________
From To
Station Master/X Station Master/Y
Message No._________ Your Message No._________ is understood, that Train
No._________which left my station in the wrong line at _____ hours ____ min has arrived
complete at your station at_____ hours ____ min. Wrong line working of trains is cancelled
and right line working of trains being introduced with TSL in force.
Private Number (in figures)__________(in words)_____________________
(b) After exchanging the above messages, the SMs shall advise all the gate man under their
control under exchange of PN, that right line working of trains is introduced with TSL in
force, on the nominated line. For right line trains, after closing and locking of the gate
against road traffic, the signals of interlocked gates shall be taken off by reversing the knob
under his control.
(c) All the points shall be set in favour of right line trains including crossover points which were
earlier set for wrong line trains.
(d) The block instrument pertaining to the unobstructed line on which wrong line working has
been cancelled and right line working is planned which was hitherto kept in TOL position
shall be brought to use. In case of UFSBI, the LCB key shall be kept in IN position.
12. Rules for running right line trains
The right line trains shall be run on signals duly obtaining line clear through block instruments.
Where IBS is provided, after the first right line train clears the IBS, subsequent right line train
can be despatched, provided that the station in rear has intimated the station in advance about
the fact that he/she is permitting particular train up to IBS and has ascertained the readiness of
station in advance to receive the same. Private numbers shall be exchanged for every such
movement. Ensure closure of all the non-interlocked LC gates against road traffic duly
exchanging PN.
NOTE: On completion of all right line trains, if once again wrong line working of trains is
proposed, the rules mentioned starting from 9 above shall be repeated.
13. A written authority (form T/D 602) shall be given to Loco Pilot/Motorman and Train Manager of
all trains in right and wrong line which includes.
a) A “line clear ticket” on Absolute block system during temporary single line working on double
line for all wrong line trains.
b) Instruction to the Loco Pilot/Motorman of right line trains to follow rule 3.75 to pass IB Signal
when at ON and rule 3.73 to pass Gate signal interlocked to LC gates in midsection when at
ON. Instruction to the Loco Pilot/Motorman of wrong line trains to pass gates only when he
receives proceed hand signal from a railway servant in uniform. Authority to pass Departure
Stop signals at ON for wrong line trains.
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(c) The Authority T/D 602 shall also include:-
(i) The line on which the train or light engine is to run
(ii) The kilometres between which the obstruction exists on the adjacent line.
(iii) Any restriction of speed which may have been imposed; and
(iv)An authorisation to pilot out the train starting towards wrong line after all the concerning
points have been correctly set and locked.
(v) Location of the Neutral section if any.
14. An endorsement shall also be made on the form T/D 602 given to the Loco Pilot/Motorman of
the first train introducing temporary single line working in the wrong line to stop and inform all
Gatemen and Gangmen on the way about the introduction of temporary single line working.
The line, on which the trains shall run, also be specified. The Loco Pilot should switch “ON”
the flasher light of the train engine while running on the wrong line on proper authority to
proceed. In case, the train engine running on the wrong line without switching on the flasher
light is noticed by the station staff, Gatemen and Gangmen they shall stop the train immediately
15. (a) The speed of every first train running in the wrong line shall not exceed 25 kmph subject to
other speed restrictions. The subsequent trains in the wrong line, which would be dispatched
on line clear, may be permitted to run on sectional speed subject to other speed restrictions.
(b) The speed of every first train running in the right line shall not exceed 25 kmph subject to
other speed restrictions. The subsequent trains in the right line, which would be dispatched
on line clear, may be permitted to run on sectional speed subject to other speed restrictions
in force.
16. (a) When approaching the next block station the Loco Pilot/Motorman of the train running in
the wrong line shall bring his train to a stand before the Last Stop Signal pertaining to the
wrong line on which he is running and sound one long whistle. The Station Master after
satisfying himself that all points have been correctly set, clamped and padlocked, shall
arrange to issue a written authority T/510 through a competent railway servant in uniform;
who shall then pilot the train from this signal and shall obey hand signals, if any, relayed
from the station platform. The intervening signals authorised to be passed at ON, if any,
shall be written on the Authority issued.
(b) When approaching the next block station the Loco Pilot/Motorman of all the trains running
in the right line shall be guided by the aspect of the Home Signal of the receiving station. In
case the Home signal/Calling-On is not in working condition then the Station Master after
ensuring that all the conditions for taking OFF such a Reception Stop Signal has been
fulfilled; shall issue authority on Form No. T/369 (3b) and depute a competent railway
servant in proper uniform who shall then pilot the train by duly showing PHS for receiving
the train.
17. Resumption of normal working.
(a) On receipt of written certificate from a responsible engineering official that the obstruction
on affected line is removed and the obstructed line is free for passage of trains, the Station
Master will issue a message to the other station and inform all the gateman under his
control, under exchange of private numbers and decide, in consultation with Section
Controller the train after the passage of which the normal working has to be introduced.
From To
Station Master/X Station Master/Y

Message No._______

Last Train (Number and description) ________________which left from your

station at __hrs__min arrived completely at my station at __hrs__min. Cancel the
TSL working of trains and introduce Normal Double line working.

Private Number (in figures)______(in words)_____________________.

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From To
Station Master/Y Station Master/X

Message No________

Your message No.__________ is understood, that Train No.___________ which

left my station at __hrs__min has arrived complete at your station at __hrs__min.
TSL working is cancelled and Normal Double line working is introduced.

Private Number (in figures)______(in words)_____________________.

(b) An entry shall also be made in the Train Signal Register of all stations concerned showing the
time at which double line working was suspended, single line working was introduced and the
time at which normal working was resumed.
(c) The Loco Pilot of the first train entering the section where obstruction was removed and normal
working is resumed shall not exceed 25 kmph subject to other speed restrictions and inform
all Gatemen and Gangmen on the way about resumption of normal working. A caution order
shall be issued by the Station master for the same.
18. All the records in connection with the temporary single line working shall be retained at the
station and the Transportation Inspector of the section must scrutinize them and submit his
report to the Sr. Divisional Operations Manager / Divisional Operations Manager (in-charge)
within seven days of the resumption of normal working.

6.02.2. Rules and regulations for temporary single line working on double line section during total
interruption of communications.
The following rules must, in addition to the prescribed rules and regulations for working of trains
during total interruption of communications on single line, be observed by the staff:
1. Whenever an accident to a train or track or other obstruction precludes the use of one line on a
double line section during total interruption of communications, TSL working shall be introduced
only after a responsible official of the Engineering department not less than an Inspector in rank,
has certified that the other line on which TSL working is to be introduced is free and safe for
passage of trains. Such an Engineering official shall give the certificate only to the Station Master
of the station at the end of the affected section for which the unobstructed line shall be the right
line for despatching train. On receipt of this certificate, the Station Master will follow the rules
prescribedfor opening of communications.
2. Loco Pilots of trains, including light engines, shall be given T/B602 (Authority for opening
communication during total interruption of communication on Single Line Section) on which,
shall be stated clearly:-
1. the line on which the train is to run;
2. kilometreage where the obstruction exists;
3. any restriction of speed which may have been imposed by Way and Works staff,
4. an assurance to the effect that any trap points on the line in question have beenspiked or
clamped and pad locked.
3. All the cross-over points in the facing direction over which the train shall proceed,while
TSL working is in force, shall be clamped and padlocked.
4. In the case of train proceeding on the right line:
1. The LSS of the station in rear of the affected section may be passed in the ‘on’ position on the
basis of T/B 602 (Authority for opening communication during total interruption of
communication on Single Line Section).
2. The approach Stop signals, if any of the station in advance of the affected section may be
taken ‘off’.

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5. In the case of a train proceeding, on the wrong line:
1. The train shall be piloted out of the station on a written authority issued by the Station
Master after all the facing points have been correctly set and locked and trailing points
correctly set over which the train will pass.
1.1. The endorsement shall also be made in the T/B 602 given to the Loco Pilot ofthe first
train to stop and inform all Gatemen, Gangmen, patrolmen, OHE staff, Telecom staff
and any other staff on the way about the introduction of temporary single line working
and specifying the road on which the trains will run. This information shall be conveyed
through the Loco Pilot of a subsequent train alsoif necessary.

SOUTH CENTRAL RAILWAY

PILOT - OUT memo
(Loco Pilot / Record )
Date:
Time:
From To
SM / ……………. The Loco Pilot of …………………..

You are hereby authorized to start your train from line No. .................................... to
the wrong line. All the points on the path are correctly set and locked.Observe hand
signals and proceed forward.

Signature of the Loco Pilot Signature of Station Master

Station stamp

2 On reaching the next station, the Loco Pilot shall bring his train to a stop opposite the
FSS pertaining to the right line or at the LSS pertaining to thewrong line (on which
his train is running), whichever he comes across first.
3 The Station Master of the station in advance shall depute a railway servant in uniform at
the foot of the signal (whichever the train would encounter first) who shall stop the train
on stop hand signal and thereafter ‘pilot in’ into the station on a written authority issued
by the Station Master.

SOUTH CENTRAL RAILWAY

PILOT - IN memo
(Loco Pilot / Record )
Date:
Time:
From To
SM / ……………. The Loco Pilot of ………………
You are hereby authorized to bring your train on to line No…………………..….All
the points on the path are correctly set and locked. Observe hand signals and proceed
forward.

Signature of the Loco Pilot Signature of Station Master

Station stamp

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6. It will be the responsibility of the person in charge of the first engine or self propelled
vehicle or other vehicle, sent under T/B 602 to inform all the Gatemen, Gangmen,
Patrolmen, OHE staff, Telecom staff and any other staff enroute about the
introduction of TSL working as also the line on which it is proposed to run the train.
7. Resumption of normal working.
1. If after the introduction of TSL working, communications are restored between
the two affected stations, the trains will continue to run under special rules until
action is taken in accordance with the instructions contained in these rules for
the cancellation of the procedure. Thereafter, trains will be run in accordance
with the instructions for the movement of traffic during TSL working on double
line.
2. If however before communications are restored the other line is released for the
passage of traffic, trains shall be worked, in accordance with the instructions for
running of trains on double line section during total interruption of
communications.
S.R. 6.02.3. Rules and regulations for working of trains during total interruption of
communications on double line sections.
1. In the event of total interruption of communications occurring between two block
stations on a double line section, i. e., when Line Clear cannot be obtained by any
one of the following means stated in the order of preference viz.,
1. Block Instruments, Track Circuits or Axle Counters,
2. Telephone attached to the Block Instrument,
3. Station to Station fixed telephones wherever available,
4. Fixed telephone such as Railway auto phones and BSNL telephones,
5. Control telephone and
6. VHF set.
The following procedure shall be adopted for train passing.
2. Before any train is allowed to enter a block section in advance, it shall be brought to a
stop and the Loco Pilot and the Guard of the train shall be advised of the
circumstances by the Station Master on duty.
3. The Station Master shall give T/C 602 (Authority for working of trains during total
interruption of communication on double line section) to the Loco Pilot of each train
which includes:
1. An authority to proceed without line clear,
2. A caution order restricting the speed to 25 KMPH over the straight and 10
KMPH when approaching or passing any portion of the line where the view
ahead is not clear due to curve, obstruction, rain, fog or any other cause,
3. An authority to pass LSS in the `on `position.
4. In the event of a Loco Pilot approaching or passing any portion of the line where the
view ahead is not clear, a railway employee with hand signals must be sent in
advance to guide the further movement of train. A sharp look out ahead should be
kept and the engine whistle freely used.
5. No train shall be allowed to enter the block section until there is a clear interval of 30
minutes between the train about to leave and the train which has immediately
preceded.

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6. Fixed signals with the exception of the LSS may be taken `off ` for the reception and
departure of trains. The FSS shall, however, be taken ‘off’ only after the train has
been brought to a stand outside it.
7. A tunnel should be entered only after it has been ascertained that it is clear. If there is
any doubt on this point, the train should be piloted by a railway employee equipped
with hand signals and detonators.
8. The Guard shall keep a sharp look out in the rear and be prepared to exhibit a Stop
hand signal to prevent the approach of a train from the rear and to protect it if
necessary.
9. When a train is stopped in the block section, the Guard shall immediately exhibit a
stop hand signal towards the rear and check up that the tail board or the tail lamp is
correctly exhibited. If the stoppage is on account of accident, failure, obstruction or
other exceptional cause and the train cannot proceed, the Loco Pilot shall sound the
prescribed code of whistle to apprise the Guard of the fact, whereupon the Guard
shall protect the train by placing one detonator at 250 metres from the train on the
way out and 2 detonators, 10 metres apart, at 500 metres from the train, irrespective
of the gauge. When a train is detained outside signals and if the detention exceeds or
is likely to exceed 10 minutes, it shall also be protected accordingly. In the absence
of the Guard, the duty of protecting the train shall devolve on the Loco Pilot.
10. No train shall be backed. In exceptional circumstances when it may be unavoidable to
back a train, the train shall be backed only after providing protection by placing one
detonator at 250 metres and two detonators, 10 metres apart, at 500 metres in rear of
the point upto which the train is to be backed.
11. Before entering a tunnel, the head lights, side and tail lights and other lights (where
provided) shall also be lit.
12. When approaching the station ahead, the Loco Pilot must bring his train to a stop
outside the FSS and sound continuous whistle (or any other code prescribed by
special instruction). If no one from the station turns up within 10 minutes, the train
shall be protected as per para 9 above and the Loco Pilot may send his Assistant
Loco Pilot immediately thereafter, to the station or the cabin to inform the Station
Master or Cabinman of the fact that the train is waiting at the signal for its admission
into the station. In the absence of the Assistant Loco Pilot, the Guard, after protecting
the train, shall give this information.
13. The Loco Pilots of all trains shall make over the T/C 602 (Authority for working of
trains during total interruption of communication on double line section) to the
Station Master of the station at the other end of the affected section. These shall be
kept by the Station Master in his safe custody for inspection by the Traffic Inspector of
the section, who shall prepare a report on the working of trains and shall forward the
same along with his report to the DRM within 7 days of resumption of normal working.
14. A record of all trains passed over the block section on T/C 602 (Authority for working
of trains during total interruption of communication on double line section) during the
course of total interruption of communications, shall be maintained in the TSR at both
the stations concerned.
15. Trains must continue to work on this system until one of the means of
communications, mentioned in para 1 above, is restored by the competent authority.
16. As soon as any one of the means of communications has been restored, the Station
Master must send a message to the Station Master at the other end of the section on
the prescribed form T/I 602 (Message on restoration by any one of the
communication).

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17. Thereafter intimation about this shall be given to SCOR also, on controlled sections, if
communications with the SCOR has also got restored and normal working resumed.
If, however, communications with the SCOR has not got restored along with
restoration of communication between two stations, the SCOR shall be advised of the
position immediately on restoration of communication with him.
S.R. 6.02.4. Rules and regulations for working of trains during total interruption of
communications on single line section
1. In the event of total interruption of communications occurring between two block
stations on a single line section i. e., when Line Clear cannot be obtained by any
one of the following means stated in order of preference viz.,
1. Block instruments, Track circuits or Axle counters,
2. Telephone attached to the Block Instrument,
3. Station to Station fixed telephones wherever available,
4. Fixed telephone such as Railway auto phones and BSNL telephones,
5. Control telephone and
6. VHF set.
The instructions laid down in succeeding paragraphs shall be followed for working trains
between block stations.
Note:- These instructions shall also be followed whenever during total interruption of
communications, an accident to a train or track or other obstructions precludes the use of
one of the lines on a double line section or whenever total interruption of communications
occurs during TSL working on a double line section.
2. The Station Master who has a train to despatch through the affected block section
shall open communication by establishing contact with the Station Master of the
block station at the other end of the affected block section by sending an engine or
self- propelled vehicle or any other vehicle enumerated below, in the order of
preference laid down.
1. Light engine.
2. Train engine, after it is detached from the train by the Loco Pilot on instructions
from the Station Master on duty.
3. Motor trolley/Tower wagon duly accompanied by a Guard or by a Station
Master other than the Station Master on duty.
4. Trolley/Cycle trolley /Moped trolley duly accompanied by a Guard or by a
Station Master other than the Station Master on duty.
5. Diesel Car/Rail Motor Car/EMU Rake etc., after ensuring that all passengers
have detrained.
3. Before the Light engine/Train engine/Motor trolley/Tower wagon/Trolley/Cycle
trolley/Moped trolley/Diesel car/Rail motor car/EMU rake is sent into the affected
block section to open communications, the Loco Pilot/Motorman/Guard/Station
Master being sent to do so shall be advised by the Station Master on duty of the
circumstances in which and the purpose for which he is being sent. The Station
Master on duty shall also satisfy himself that the Loco Pilot/ Motorman/Guard
/Station Master being sent to open communications, thoroughly understands the
rules for working of trains during total interruption of communications on the single
line. If the Loco Pilot/Motorman/Guard/Station Master, who is being sent to open
communications, is not conversant with the rules for working of trains during total
interruption of communications on single line, the Station Master on duty shall

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explain these rules to such staff. The Station Master on duty shall also obtain the
signature of the Loco Pilot/Motorman/Guard/Station Master on T/B 602 (Authority
for opening communication during total interruption of communication on Single
Line Section) in token of such staff having fully understood the circumstances in
which and the purpose for which he is being sent and the rules for working of
trains during total interruption of communications on single line.
4.1. Before despatching the Light engine/Train engine/Motor Trolley/Tower
wagon/Trolley/Cycle trolley /Moped trolley/Diesel Car/Rail Motor Car/EMU rake,
the Station Master on duty shall hand over T/B 602 (Authority for opening
communication during total interruption of communication on Single Line Section)
to the Loco Pilot/Motorman /Guard/Station Master who is being sent to open
communications, which includes:-
1. Authority to proceed without Line Clear.
2. Authority to pass signals in ‘on’ position i.e., the authority to pass the
departure signal/signals in the `on` position.
3. A caution order, specifying the speed up to which the engine or self
propelled vehicle or other vehicle referred to in para 2 may run through the
affected block section.
4. A line clear enquiry message addressed to the Station Master of the block
station at the other end of the affected block section asking for Line Clear
for the train waiting to be despatched to his station.
5. A conditional line clear (CLC) message to the Station Master of the block
station at the other end of the affected block section permitting him:
1. to return the Light engine/train engine, either light or attached to a train
waiting to be despatched from his station or attached with another
engine; or
2. to return Tower wagon/Diesel car/Rail motor car/EMU rake running by
itself; or
3. to return motor trolley/trolley/cycle trolley /moped trolley either running
by itself or loaded in a train waiting to be despatched from his station.
4.2. Line clear enquiry message:
T/B 602 (Authority for opening communication during total interruption of
communication on Single Line Section).--- for only one train, if to be despatched;
or T/E 602 (Line clear enquiry message asking Line Clear for despatch trains
during total failure of communication on single line section) --- for more than one
train, if to be despatched, along with T/B 602 (Authority for opening
communication during total interruption of communication on Single Line Section)
shall be sent through the Loco pilot/Motorman/Guard/Station Master going to open
communications.
4.3. The Loco Pilot/Motorman/Guard/Station Master going to open communications
shall, on receipt of ‘Authority for opening communication during total interruption of
communication on single line section’ (T/B.602) and sign on its original and
carbon copy in token of his having understood its contents.
4.4. In case a light engine or an engine and brake-van is to be dispatched to proceed
to the next block station and then continue its journey onward after arrival at the
next block station and is not meant for opening communication, the Loco Pilot of
engine or the engine and the brake-van shall be given T/B602 (Authority for
opening communication during total interruption of communication on Single Line
Section).and the items ‘line clear enquiry message’ and ‘conditional line clear

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message’ shall be struck out in the form T/B602 (Authority for opening
communication during total interruption of communication on Single Line Section).
Should it be necessary to despatch another light engine or another engine and
brake- van in the same direction, an interval of at least 30 minutes shall be allowed
to lapse before it is despatched.
4.5. The LSS shall not be taken ‘off’ while permitting an engine or self-propelled vehicle
or other vehicle to proceed to the next station on T/B 602 (Authority for opening
communication during total interruption of communication on Single Line Section).
5. After an engine or self propelled vehicle or other vehicle is despatched to the next
station to open communications with LC enquiry message and CLC messages for
the return journey of the engine or self propelled vehicle or other vehicle, no other
train or engine or self propelled vehicle or other vehicle shall be allowed to leave
the station and proceed in the same direction until the engine or self propelled
vehicle or other vehicle sent to open communications returns. This does not,
however, prevent an engineering official going into the section on his push trolley
for his work on a section on which push trolleys do not run on line clear.
6.1. The engine or self propelled vehicle or other vehicle proceeding on T/B 602
(Authority for opening communication during total interruption of communication on
Single Line Section) shall switch on the flasher light and dim the head light and
shall proceed at a speed not exceeding 15 KMPH by day when the view is clear
and 10 KMPH during night or when the view is obstructed, making free use of the
engine whistle or horn of the self propelled vehicle, where provided. In thick, foggy
or tempestuous weather or in dust storm etc, when visibility is impaired, the engine
or self propelled vehicle or other vehicle proceeding on T/B 602 (Authority for
opening communication during total interruption of communication on Single Line
Section) shall proceed at walking pace only making repeated use of the engine
whistle or horn of self propelled vehicle, preceded at an adequate distance by two
men on foot, one displaying a red light and the other carrying fog signal ready for
immediate use. Normally one of these men will be provided by the Station Master
from his group ‘D’ staff and the other from the crew of the engine or the person
whose motor trolley/trolley/cycle trolley/moped trolley is being used. In case of
single manned self-propelled vehicle, both these men shall be provided by the
Station Master. The Station Master on duty shall explain to both of them their
duties, in the presence of the Loco Pilot/Motorman/Guard/Station Master in charge
of the self-propelled vehicle or other vehicle being sent to the next station and
satisfy himself that they understand the same.
6.2. Both by day and night, a tunnel must not be entered until the Loco
Pilot/Motorman/Guard/Station Master has ascertained that it is clear. Should there
be any doubt on this point the engine or other vehicle etc, should be piloted by a
railway servant equipped with hand signal and detonators. Before entering the
tunnel the head lights, side and tail lights and other lights (where provided) shall
also be lit.
6.3. No obstruction of the line beyond the outermost facing points shall be allowed until
the return of the engine/tower wagon/diesel car/rail motor car/EMU rake/motor
trolley/trolley/cycle trolley/moped trolley.
7. In the event of an engine/self propelled vehicle/other vehicle proceeding on T/B
602 (Authority for opening communication during total interruption of
communication on Single Line Section) meeting in the mid-section, an engine/self
propelled vehicle/other vehicle sent from the other end, the Loco Pilot/Motorman/
Guard/Station Master as the case may be, shall taking into consideration the
importance of the train for which they are proceeding to get Line Clear, the
distance from the nearest station, gradients to be encountered, the presence of

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catch sidings, etc., decide to which of the two stations, the engines/self propelled
vehicle/vehicles should proceed. Before proceeding, the engines or self propelled
vehicles shall, if possible, be coupled up. If the engines/self-propelled vehicle
cannot be coupled up, they should run at a safe speed and adequate distance
apart. In the case of motor trolley/trolley/cycle trolley/moped trolley, meeting an
engine and brake-van/diesel car/rail motor car/EMU rake, the motor
trolley/trolley/cycle trolley/moped trolley shall, if possible, be loaded in the brake-
van/diesel car/rail motor car/EMU rake.
8. On sighting the station to which the engine/self propelled vehicle/other vehicle
running by itself or with another similar unit coupled together or separately, to
which it is/they are proceeding, the leading engine/self propelled vehicle/other
vehicle shall stop outside i.e., in rear of the FSS of the station. The engine or self-
propelled vehicle or other vehicle following the leading engine/self propelled
vehicle / other vehicle, shall stop at a safe distance behind the leading engine/self-
propelled vehicle/other vehicle. The Station Master shall be advised of the
stoppage outside the FSS either by using the engine whistle/horn of the self-
propelled vehicle, if provided, or by sending a man if necessary. They shall not
enter the station till permitted by the Station Master to do so either by taking ‘off’
the relevant signals or otherwise.
9. When the engine or engines/self propelled vehicle or self propelled vehicles/other
vehicle or vehicles have been admitted into the station, the T/B 602 (Authority for
opening communication during total interruption of communication on Single Line
Section) shall be delivered to the Station Master on duty, who shall keep these
documents in his safe custody. On the authority of the CLC message for the return
journey, the Station Master on duty shall make out conditional line clear ticket (T/G
602 or T/H 602) and hand it over to the Loco Pilot/Motorman/Guard/Station Master
to return to the block station from where he came with his engine (either light or
attached to a train or another engine or a self propelled vehicle if one is waiting to
proceed in that direction)/ self propelled vehicle/other vehicle.
10. In case of the engine or self-propelled vehicle or other vehicle returning to the
station from which he was sent without reaching the next station, the T/B602
(Authority for opening communication during total interruption of communication on
Single Line Section) shall be taken back by the Station Master on duty of the
station from which this was issued and cancelled. The cancelled forms shall be
pasted for record purpose.
11. The Station Master on duty before despatching the engine either light or attached
to a train/self-propelled vehicle/other vehicle, on the return journey shall hand over
to the Loco Pilot/motorman/Guard /Station Master, CLC message (reply) for the
line clear enquiry message giving Line Clear for the train waiting at the other
station, thereby authorising the Station Master at that station to start the train
waiting there on complete arrival of the engine, either light or attached to a
train/self-propelled vehicle/other vehicle at his end.
12. The CLC message (reply) shall be prepared on T/F 602 (Conditional Line Clear
Message).
13. On the return journey, the engine either light or attached to a train/Diesel car/Rail
motor car/EMU rake/train loaded with Motor trolley/trolley/Cycle trolley/Moped
trolley may run at booked speed observing speed limits in the Working Time Table
and other relevant rules. The Motor trolley/trolley/Cycle trolley/Moped trolley
returning by itself may run at their normal speed observing the rules governing
their running on Line Clear.

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14. On reaching the station, the engine either light or attached to a train/self-propelled
vehicle/other vehicle shall again stop outside (i.e. in rear of) the FSS of the station
and thereafter be guided by the instructions from the Station Master who may
arrange to receive in by taking ‘off’ the relevant signals or otherwise.
15. On arrival at the station, T/F 602 shall be handed over to the Station Master who
shall prepare T/G 602 or T/H 602 (Conditional Line Clear Ticket) for the waiting
train.
16. If there be an even flow of trains in both directions, T/E 602 for each succeeding
train may be sent through the Guard of the preceding train.
17. The arrival and departure time of all trains, engines, trolleys etc., which are passed
under the above rules, must be carefully recorded in the TSR.
18. If the Station Master at one end of the interrupted section has more than one train
to despatch in the same direction before another train is normally expected from
the opposite direction, he shall, in such cases, send the available engine of a train
to obtain Line Clear not only for that train but also for the following trains which
may be waiting or expected at his station. In T/E 602, it shall be stated that these
latter trains will be despatched after the first train at intervals of 30 minutes. After
the Loco Pilot returns with the Line Clear for the required number of trains to the
station at which he had left the train, the Station Master shall despatch the first
train on T/G 602 or T/H 602 and shall also endorse on T/G 602 or T/H 602 that a
particular train (giving its number and description in full) shall follow at a specified
interval. The Loco Pilots of the second and subsequent following trains shall be
given a Caution Order restricting the speed to 25 KMPH over the straight when the
view ahead is clear and to 10 KMPH when approaching or passing any portion of
the line where the view ahead is not clear due to curve, obstruction, rain, fog or
any other cause.
When dispatching a second and subsequent trains, the particulars of the last
preceding train along with its time of departure will be endorsed on the T/G 602 or
T/H 602 as also the particulars of the train which would follow. The T/G 602 or
T/H 602 for the last train of the series should be endorsed with the particulars of
the preceding train together with its time of departure.
While adopting this procedure, the Guard and the Loco Pilot should be instructed
to keep a sharp look out and be prepared to stop short of any obstruction.
19. When a train is stopped in the block section the Guard shall immediately exhibit a
Stop hand signal towards the rear and check up that the tail board or tail lamp is
correctly exhibited. If the stoppage is on account of accident, failure or obstruction
or other exceptional cause and the train cannot proceed, the Loco Pilot shall
sound the prescribed code of whistle to apprise the Guard of the fact, whereupon
the Guard shall protect the train by placing one detonator at 250 metres from the
train on the way out and 2 detonators, 10 metres apart, at 500 metres from the
train, irrespective of the gauge. When a train is detained outside signals and if the
detention exceeds or is likely to exceed 10 minutes it shall also be protected
accordingly. In the absence of the Guard, the duty of protecting the train shall
devolve on the Loco Pilot.
20. When trains follow one another, no train shall be backed. In exceptional
circumstances when it may be unavoidable to back a train, the train shall be
backed only after providing protection by placing one detonator at 250 metres and
two detonators, 10 metres apart, at 500 metres from the point up to which the train
is to be backed.
21. Trains must continue to work on this system until any one of the means of
communications mentioned in para 1 is restored by the competent authority.

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22. As soon as any one of the means of communications has been restored, the
Station Master must send a message to the Station Master at the other end of the
section on the prescribed form T/I 602.
23. Thereafter intimation about this shall be given to SCOR also on controlled
sections, if communication with SCOR has also got restored and normal working
resumed. If, however, communication with SCOR has not got restored along with
restoration of communication between two stations, the SCOR shall be advised of
the position immediately on restoration of communication with him.
24. On the section where total interruption of communications occurs, the Traffic
Inspector of the section must scrutinise the train passing records of the station and
submit his report to the DRM within 7 days of the resumption of communications.
S.R.6.02.5. On a double line section, if for any reason other than introduction of temporary
single line working, it becomes necessary to run a train against the established direction of
traffic, the line concerned shall be blocked as per GR 1.02 (8), indicating the station to which
the train is to proceed, after obtaining the acknowledgement from the Station Master of the
station at the other end, the Station Master intending to despatch the train, shall issue a
block ticket (T/J 602) indicating the following :-
1. Speed at which the train is to run,
2. The precautions to be observed,
3. To ascertain the condition of the train/obstruction over the adjacent line,
4. To look out for possible obstruction and take action accordingly and
5. Report (in writing) at the next station.
The Station Master at the other end of the block section, after acknowledging the message
vide GR.1.02 (8) shall not permit any obstruction outside the outermost points on the line at
the end of the station nearest to the expected train.
The Loco Pilot after reaching the next block station will also certify (in writing) whether the
line over which the train has passed on ‘block ticket’ is safe for introduction of single line
working. The Station Master, on receipt of such certificate from the Loco Pilot, shall take
steps to introduce TSL working, under the procedure detailed in SR. 6.02.1. Movement of
train shall be restricted to one train only and the train shall not, in any case, be a passenger
carrying train.
SR.6.02.6. Despatch of relief engine / relief train into an occupied /obstructed block section
to assist the crippled or disabled engine / train.
1. When a block section between two block stations is occupied/obstructed due to
accident/ disabled train, if it is required to despatch a relief engine / relief train into
such block section, it can be despatched by issuing “Authority for Relief engine / train
to enter into an occupied block section” (T/A.602), which contains the following:-
(i) ‘Authority to proceed without line clear’ – authorizes to proceed cautiously
without Line Clear upto the point of obstruction at KM on up/down line and
clear back to the station from which it is started or to the station at the other
end of the affected block section.
(ii) ‘Authority to pass signals in ‘on’ position’ – authorises to pass the
signal/signals in ‘on’ position with speed not exceeding 15 KMPH observing
hand signals at the foot of the signal post/s, if it protects the points.

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(iii) Caution Order – to observe the speed of 15 KMPH during day when view is
clear or 10 KMPH during night or when view ahead is not clear or proceed at
walking speed preceded by two men on Single Line/one man on double line
on foot with Red light and fog signals incase of foggy/tempestuous weather or
electric light of the loco not working.
2. If control is working, all operations shall be carried out in consultation with the Section
Controller.
3. The Station Master on duty at the other end of the affected section shall be advised of
the relief engine/relief train, allowed into the section and the station into which they
will clear under exchange of Private Numbers.
4. When a relief engine is sent, the Loco Pilot should be given clear instructions in the
caution order regarding nature of obstruction as far as known, the station to which the
crippled train/engine could be moved, the location of the train engine and brake van
of the crippled/disabled train.
5. The Loco Pilot must keep a sharp look out at all times and be prepared to stop short
of any obstruction and should use engine whistle frequently.
6. The Loco Pilot shall bring his train/engine to stop short of obstruction and thereafter
will obey the hand signals at the site.
7. While returning to the station from which it was started or the station ahead, the Loco
Pilot shall act according to the aspect of signal on single line/the right line on double
line and stop at LSS on wrong line and sound continuously whistle. Thereafter, the
train shall be piloted-in by the station staff.
8. On arrival at the station, the authority (T/A.602) should be handed over to the Station
Master on duty, who shall retain in the station records.
9. A record of timings of relief loco/relief train etc., entering/clearing the obstructed
section shall be made in the TSR in red ink. However, in case of accident, ‘track fit’
certificate shall be obtained before resuming normal working. Before introducing
normal working, the Station Masters at either end shall ensure that the block section
is clear of any obstruction under exchange of Private Numbers. An entry shall be
made to this effect in TSR and station diary in red ink.
10. When it is required to push the train, follow the guidelines given in SR 4.12.
Note: Whenever it is necessary to despatch any self propelled vehicle such as Track
Tamping Machine, Tower Car etc., into such block section, they may be despatched on
T/A.602.
6.03. Protection of trains stopped between stations.—
(1) When a train is stopped between stations on account of accident,
failure, obstruction or other exceptional cause and the Loco Pilot
finds that his train cannot proceed, he shall apprise the Guard of the
fact by sounding the prescribed code of whistle, or through walkie-
talkie or other means and exchange hand danger signals with him.
Then the Guard shall immediately exhibit a hand danger signal
towards the rear and check up that the tail board or tail light is
correctly exhibited and switch on flasher light if provided in the rear of
his brake-van. The Guard and Loco Pilot shall then immediately take
the following action in the rear and the front:-

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(i) On a single line section or a section of double or multiple lines

when temporarily worked as a single line section. –
(a) The Guard shall either himself go back or send a competent
person to protect the train. If the Guard has deputed a
competent person to protect the train, he shall go to the Loco
Pilot for consultation.
(b) The person going back to protect the train shall continuously
show his hand danger signal to stop any approaching train
and in addition to his hand signal shall take detonators and
place them upon the line on which the stoppage has occurred,
as follows:-
One detonator at 600 metres from his train, to be placed on
the way out and three detonators, 10 metres apart, not less
than 1200 metres from his train or at such distance as has
been fixed by special instructions.
Provided that on the Metre gauge and Narrow Gauge, the first
detonator shall be placed at 400 metres and the three
detonators 10 metres apart not less than 800 metres or at
such distance as has been fixed by special instructions, from
the place where the train has stopped.
(c) If a person other than the Guard has gone back to protect the
train, he shall after taking action as per sub-clause (b),
continue to show his hand signal to stop any approaching
train, until he is recalled.
(d) When the Guard has himself gone back to protect the train, he
shall, after taking action as in sub-clause (b), depute a
competent person, if available to show a hand danger signal
to stop any approaching train until he is recalled and shall
himself return to his train to ascertain the cause.
(e) Unless the Guard has succeeded in getting another
competent person to show a hand danger signal, as in sub-
clause (b) he shall after consultation with the Loco Pilot once
again return to the place at which he placed three detonators,
showing his hand danger signal to any approaching train and
continue to do so until he is recalled.
(f) When the Guard or the person deputed by him is recalled, he
shall leave down the three detonators and on his way back
pick up the intermediate detonator.
(g) On a section of double or multiple lines, if assistance has
been asked for or on a single line section or during temporary
single line working on a section of double line or multiple
lines, the Loco Pilot shall at once show a danger signal to the
front and proceed to protect the train in front in the manner
prescribed in clauses (b) and (f) either by going himself or by
sending his Assistant Loco Pilot or some other competent
person; and

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(h) Should any train be seen approaching, the person going to

protect the train shall immediately place one detonator on the
line, as far away from the disabled train as possible and will
continue to show his hand danger signal to stop any
approaching train. If the person has already placed one
detonator on 600 or 400 metres in BG or MG/NG respectively
and he is not in a position to reach at a distance of 1200
metres or 800 metres in BG or MG/NG respectively, he will
again place one detonator as far away from the train which
has met the accident.
(ii) On a double line section where trains on the two lines run in the
opposite direction. –
(a) As soon as the Loco Pilot comes to know that his train has
met with an accident he shall at once switch on the flasher
light and switch off the head light and thereafter either go
himself and send his Assistant Loco Pilot or some other
competent person to protect the adjacent line in front in the
manner prescribed in clause (i) above.
(b) The Guard shall himself first immediately proceed ahead to
assist and ensure protection of the adjacent line in front in the
manner prescribed in clause (i) above and if a competent
person is available send him to protect the train in the rear in
the manner prescribed in clause (i) above.
(c) In case it is not known whether the adjacent line is obstructed
or not –
(d) The Loco Pilot shall take action to protect the adjacent line as
mentioned above. The Guard shall proceed towards the
engine watching the train carefully. If the Guard finds that the
adjacent line is obstructed, he shall proceed ahead to assist
and ensure protection of the adjacent line as mentioned
above. In case he finds that the adjacent line is not
obstructed, he shall, after consultation with the Loco Pilot, go
back to protect the train in the rear in the manner prescribed
in clause (i) above, if he has not already sent another
competent person for the purpose.
(iii) On a multiple line section with uni-directional traffic on the
nominated lines. –
(a) As soon as the Loco Pilot comes to know that his train has
met with an accident, he shall at once take action to protect
the adjacent line/lines in the manner prescribed in clause (ii)
above.
(b) As soon as the Guard comes to know that his train has met
with an accident, he shall at once protect such adjacent
line/lines in the manner prescribed in clause (i) above.
(2) (i) In the case of a train without a Guard, the duties of Guard, as laid
down in this rule shall devolve on the Loco Pilot or on a railway
servant deputed by him.
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(ii) In the event of any disability of the Loco Pilot, the duties devolving
on the Loco Pilot, as laid down in these rules shall devolve on the
Guard or on a railway servant deputed by him.
S.R. 6.03.1.When a train is stopped between stations for any reason and the Loco Pilot finds
that his train cannot proceed further and it is necessary to protect the train, the Loco Pilot
shall give four short whistles repeatedly and wave a red flag by day and red light by night
towards the Guard of the train until he acknowledges this signal by repeating it. The Loco
Pilot shall acknowledge the Guard’s signals, by giving one long whistle. Thereafter, the Loco
Pilot shall proceed immediately to protect the train in front in accordance with GR 6.03 unless
he has already sent the Assistant Loco Pilot or some other competent railway servant for this
purpose.
S.R. 6.03.2. The Guard shall, during day, fix a red flag on the side light bracket of his brake-
van or on the handle of the door or at such place on the brake-van which can be easily seen
by the Loco Pilot and at night reverse the side light of his brake-van to show red towards the
engine. He shall also ensure that during day, the tail board is in position and at night that the
tail and side lights are burning brightly and then arrange to protect the train in accordance
with the GR 6.03.
S.R. 6.03.3. If there is a banking engine, the Loco Pilot of the banking engine shall arrange to
protect in the rear.
S.R. 6.03.4. After the train has been protected, the Guard and the Loco Pilot shall proceed
towards each other on the left hand side of the train (as from the brake-van towards the
engine) for consultation and take further action as necessary.
S.R. 6.03.5. When the train is again ready to proceed, the Loco Pilot shall recall the railway
servants protecting the train by sounding a continuous whistle. After the railway servants
have returned, the Guard shall give the starting signal for the train. When the train goes
forward, the Loco Pilot shall endeavour to stop short and pick up the three detonators placed
in front.
S.R. 6.03.6. In case of Light Engine or coupled Light Engines, the Loco Pilot or the Loco
Pilots shall be responsible to protect the engine or engines in accordance with these rules
S.R. 6.03.7. Flasher light units have been provided on Diesel/Electric locomotives. The unit,
when switched on, flashes amber coloured light. At the same time the headlight, if on, is
automatically switched off or, switched off by the Loco Pilot. When taking over charge of the
electric/diesel locomotive from the shed/yard, the Loco Pilot shall test the working of the unit
and make an appropriate entry in the loco log book.
When a train comes to a stop between stations or at a station, on account of any accident or
any cause which is not immediately obvious (including tripping of traction power on OHE in
electrical section) and the Loco Pilot finds that his train cannot proceed, he shall immediately
switch on the flasher light if provided on his engine to attract the attention of the Loco Pilot of
a train coming in the opposite direction and give four (4) short whistles to apprise the Guard
of his inability to proceed. Then the Guard and the Loco Pilot will take action to protect the
train as per GR 6.03.
The Loco Pilot shall then ascertain either by going personally or deputing his Assistant Loco
Pilot or any other qualified railway servant available that any part of the disabled train (or
traction over head equipment or masts in the electrified section) is not obstructing the
adjacent track, if any.
The Flasher Light shall be switched off only when the Loco Pilot finds that his train is in a
position to proceed or after it had been assured that the adjacent line, if any, is free from
obstruction and it is not necessary to stop any approaching train to obtain assistance.

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G&SR 2020 Chapter VI – Accidents and Unusual Occurrences
The Loco Pilot or the Guard of the disabled train will then contact the SCOR/TPC through
field/emergency phone or send the information through a messenger or through the Loco
Pilot of an approaching train on the adjacent track, if any, about the occurrence and the
assistance required, if any. He should also specifically indicate whether the other line, if any,
is free and safe for the passage of trains.
The Loco Pilot of the train (diesel/electric) coming in the opposite direction on the adjacent
track, if any, on seeing the flashing light will immediately acknowledge by switching ‘on’ and
‘off’ the flasher light, if provided on his engine 3 times. He shall immediately take action to
stop his train short of the obstruction just as he would act when he sees a danger signal or
hears the distress whistle code of another engine or explodes a detonator. Then he should
reduce the speed of his train to 20 KMPH during day and when visibility is clear and 10
KMPH when visibility is not clear and during night time. He should approach the disabled
train at such a restricted speed (not exceeding the speed limits mentioned above) that will
enable him to stop his train short of any obstruction. He should then bring his train to a stop
as near to the engine of the disabled train as possible and shall find out from the Loco Pilot
of the latter the cause for putting on the flashing light and render all possible assistance to
the affected train. He will continue his journey at normal speed, only after ascertaining that
the line on which he is proceeding is free from any obstruction. If, however, he finds that the
line on which he is to proceed is obstructed, the Loco Pilot and Guard of that train will protect
their train by placing detonators etc., as per GR 6.03.
The Loco Pilot of the train proceeding on the adjacent track, if any, shall invariably stop at the
next station and report the occurrence immediately and the assistance required.

6.04. Trains unusually delayed.—

(1) If a train carrying passengers does not arrive within 10 minutes or if a
goods train does not arrive within 20 minutes after allowing for its
normal running time from the station in rear, the Station Master at the
station in advance shall immediately advise the station in rear and the
Control of this fact. Thereafter on double or multiple lines, the Station
Masters at either end of the block section shall immediately stop all
trains proceeding into the block section on adjacent line or lines in
either direction and warn the Loco Pilots and Guards of such trains by
issue of suitable Caution Orders and shall also ascertain the
whereabouts and the condition of the delayed train.
(2) The action mentioned above shall be taken earlier, should the
circumstances so require.
S.R. 6.04.1 The instructions contained in Rule. 6.04 shall equally apply where lines of
different gauges or same gauge run parallel, adjacent to each other.
S.R. 6.04.2.1 If, for any reason, a train is brought to a stand for a period longer than 15
minutes, the hand brakes of the locomotive shall be applied in addition to the application of
vacuum/air brake etc. If such stoppage happens to be of train having vehicles with roller
bearings on sections with a grade of 1 in 150 and steeper and train having vehicles with
other than roller bearings on sections with a grade 1 in 100 and steeper, the following
additional precautions shall be taken :-
On trains carrying passengers, the Guard shall apply hand brakes in the brake-van and
sprags or wedges or scotch blocks as the case may be, to the wheels of two vehicles nearer
to the descending steep incline. On goods trains, hand brakes of at least one third of the
wagons in the train or 10 wagons behind the engine and 5 wagons inside the brake-van,
whichever is more, shall be pinned down, in addition to the application of Guard’s hand brake
in the brake-van. Special care shall be taken for the train with special type of wagons such as

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BOX, BOBS, BOI, BFR, etc., which are fitted with roller bearings, while taking the above
precautions.
S.R. 6.04.2.2 When the train is expected to start, proper vacuum/air pressure must be
recreated/re-charged, as the case may be, and the vacuum brake/air brake must be applied
before the sprags or wedges or scotch blocks removed and/or hand brakes released.
Thereafter, the vacuum/air brakes may be released to start the train.
S.R. 6.04.2.3 The Loco Pilot himself or, on his direction, the Assistant Loco Pilot, shall be
responsible for application and release of the hand brakes of wagons behind the engine. The
Guard shall be responsible for similar action in regard to the wagons inside the brake-van.
S.R. 6.04.2.4. Considering the condition of brake power on train, the Loco Pilot may take
additional precautions as mentioned in sub-rule 2.1 above, during the stoppage of his train
on sections steeper than 1 in 150 or 1 in 100 to avoid run-away.

6.05. Sending advice of accident or break down.—

If the engine is, for any reason unable to proceed, the Guard or in his absence
the Loco Pilot, shall convey, by the most expeditious means, advice to the
nearest station, stating the location, nature and cause of the accident, and if
assistance has been asked for the train shall not be moved until such
assistance arrives, provided that if the train is subsequently able to move, it
may do so at walking pace, but not unless a competent railway servant has
been sent with hand signals and detonators to protect the train, such railway
servant keeping at least 400 metres in advance of the train, the other end of the
train being protected in a similar manner.
S.R. 6.05.1.1 The Guard/Loco Pilot shall contact Station Masters/SCOR/TPC telephonically,
advise the location (Kilometreage) of engine and brake-van and ask for relief engine. If
Guard/Loco Pilot cannot contact Station Masters/SCOR/TPC telephonically, Assistant Loco
Pilot/Guard or any other railway servant deputed by the Guard shall walk to the nearest
station or send the message, indicating the location (Kilometreage) of engine and brake-van
and ask for relief engine through the Loco Pilot of a train proceeding on adjacent line
(Double/Multiple) seeking relief engine. (Item no. 7 of II of AS-1 dt. 19.04.2021).
S.R. 6.05.1.2. The report shall be sent by the engine, when the Loco Pilot and his staff can
be of no assistance at the site of the accident. When the engine is detached from its train in
mid-section and sent with the report, the procedure laid down in G R 6.09 shall be strictly
observed.
S.R. 6.05.1.3. On the way out, the messenger or the Loco Pilot carrying the report shall
inform the Gatemen at the level crossings which they pass, of the obstruction, and warn
them to be prepared for unusual warning and in the case of Double Line, wrong line
movement. The messenger shall not stop and wait for the Gateman or the Loco Pilot shall
not stop his train for this purpose if the Gatemen are absent; it shall be clearly understood,
that no time should be lost on this account. The Gateman shall inform the adjacent station, if
telephone communication is provided.
S.R. 6.05.2. On receiving the report, the Station Master shall act in accordance with the
instructions given in the Accident Manual.
S.R. 6.05.3. Once relief has been asked for, the Loco Pilot of the disabled train, even if the
engine on the train is fit to move subsequently, should not move unless he intimates the
same and obtains an assurance from the Station Master to the effect that no relief engine or
train has moved into the obstructed block section.
S.R. 6.05.4. When an engine is disabled, the Guard shall ascertain from the Loco Pilot if it is
necessary to requisition a relief engine. If the Loco Pilot expects that putting the engine in

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working order will take more than 5 minutes, he will request the Guard to arrange for a relief
engine. The Guard requisitioning a relief engine advises the Station Master in accordance
with SR 6.05.1.1.
S.R. 6.05.5. If the engine of a passenger train fails in a section, the train shall not be divided.
After protecting the train in accordance with GR 6.03, a relief engine shall be requisitioned.
The train shall be detained with the engine coupled to the train till the assistance arrives. The
train shall then be worked forward with the assisting engine coupled up, to the station ahead,
where the Loco Pilot will decide whether he is in a position to haul the load forward with his
engine or double headed with an assisting engine.
6.06. Train in a block section without authority to proceed.—
(1) When a Loco Pilot becomes aware in a block section that he does not
have an authority to proceed or a proper authority to proceed, he shall
immediately stop the train.
(2) The train shall be treated as an obstruction in the block section and
protected as such, in accordance with Rule 6.03.
(3) The Guard, or in his absence the Loco Pilot, shall convey the report of
the occurrence to the nearest block station by the most expeditious
means and the train shall thereafter move only in accordance with the
instructions which may be issued by the Station Master to whom the
occurrence has been reported :
Provided that when a proper tangible authority to proceed is lost on
the run, the Loco Pilot may proceed to the next station and report the
occurrence to the Station Master.
S.R. 6.06.1. If a Loco Pilot enters a block section without an authority to proceed or without a
proper authority to proceed, after taking action as stipulated in GR 6.06 (1) and (2), the report
of occurrence explaining the circumstances shall be sent to the Station Master of nearest
station through the Assistant Loco Pilot. When the report is sent to the station in rear, the
Station Master shall arrange to send a PLCT to the Loco Pilot of the train to proceed to the
next station duly suspending the block working. Proper entries should be recorded in the
TSR. In case the report is sent to the station in advance, the Station Master shall
immediately inform the control and the Station Master at the other end of the block section
and send a Caution Order for the train to come to his station duly suspending the block
working. Proper entries should be recorded in the TSR. On arrival of the train, the Station
Master shall intimate the station at the other end of the block section by a message
supported by a Private Number of the complete arrival of the train at his station. (Item no. 8
of II of AS-1 dt. 19.04.2021)
S.R. 6.06.2. Before starting forward with PLCT or the Caution Order, the Loco Pilot should
pick up the detonators placed in front for protecting the train.

6.07. Report of conditions likely to affect running of trains to Controller or

Centralised Traffic Control Operator.—
(1) Loco Pilots, Guards and Station Masters shall advise the Controller or
the Centralised Traffic Control Operator of any known conditions or
unusual circumstances likely to affect the safe and proper working of
trains.
(2) The Controller or the Centralised Traffic Control Operator, on
becoming aware of such defect or failure, shall inform the same to the
railway servant responsible for the maintenance of the equipment and
other railway servants concerned.
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SR 6.07.1. In the event of the Loco Pilot and/or Guard experiencing any abnormal condition
in the track over which his train has passed and he considers that the portion of the track
over which his train has passed is detrimental for safe running of subsequent trains will take
action as under:-
(a) Stop his train at the home signal of the next block station and inform the Station
Master through available means of communication not to permit any train from
either end of the affected block section in case of single line and from the rear in
case of double line. In case of IBS and automatic block territories, the Loco Pilot
must inform the Station Master and Loco Pilot of trains already left station in rear
through available means of communications to stop movement of trains;
(b) Proceed further, only after satisfying himself that Station Master has clearly
understood so as not to permit further movement over the line until a written memo
indicating the details of the occurrence is received by Station Master from the Loco
Pilot. He will then again stop at the station at a convenient place so as to deliver
the written memo to the Station Master;
(c) The Station Masters on receipt of such a memo must issue a message addressed
to the Station Master of the block station at the other end of the block section, and
Junior Engineer / Section Engineer (P.Way), Assistant Engineer, Divisional
Engineer, Chief controller and Divisional Operations Manager;
(d) Arrange to dispatch by rail, maintenance machine / tower wagon / light engine or
in their absence a train accompanied by an engineering official with a Caution
Order to the effect to stop dead sufficiently short of the expected portion of the
track. The engineering official accompanying will inspect the track and shall allow
the train to pass only after satisfying that the track is safe for the passage of train.
Advise the condition of the track and any restriction of speed to be imposed to the
Station Master personally or through written memo which may be sent through the
Loco Pilot.
(e) In the absence of engineering officials the train with a Caution Order instructing
the Loco Pilot to stop dead before the affected kilometres and after satisfying
himself about the condition of track, pass over the track in question at 10
kilometres per hour or if he finds the line unsafe to pass, return to station in rear. If
the Loco Pilot is not able to detect anything doubtful, subsequent trains shall be
dispatched with a speed restriction of 10 kilometres per hour till the track is
certified to be safe by engineering officials.
(f) If the condition as reported earlier is confirmed by the Loco Pilot, no train
movement shall be allowed till certified to be safe by engineering officials;
Note: In case the Guard of the train experiences any abnormal occurrence in the track while
working his train, he must inform the Loco pilot of his train through walkie-talkie or other
available means of communication between the Loco Pilot and the Guard about the
occurrence, after which the Loco Pilot shall take action as mentioned in SR 6.07.1.(a). In the
event of Guard unable to contact the Loco Pilot, he should take action to stop the train and
inform the Loco Pilot.
SR 6.07.2. As soon as information of sabotage or likely sabotage, bomb blast, explosion etc.
to the track, bridges or other fixed installation is received, the Station Master who becomes
aware of it, will stop movement of trains in the affected block section as well as on adjacent
lines on double/multiple line sections and will take action as per SR 6.07.1 (d) in consultation
with the Section Controller except that only rail maintenance machine/tower wagon/light
engine shall be sent to ascertain for the line to be safe for the movement of the train.

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SR 6.07.3. In the event of the Loco Pilot and / or Guard experiencing any obstruction or any
other unsafe condition, on or near the track adjacent to the line over which his train has
passed and which in his opinion is detrimental to safe train running, will take the following
remedial action:-
(a) Immediately switch on the flasher light of his loco;
(b) Inform the Station Master(s) concerned / control through the available means of
communication, and concurrently;
(c) Stop his train and proceed with danger hand signals to protect the line in question
in terms of GR 3.62;
(d) Thereafter, he will continue journey to the next station cautiously keeping flasher
light on; and
(e) Be prepared to stop any incoming train approaching on the affected line by
communicating on walkie talkie or other available means of communication and
exhibiting danger hand signal;
(f) On arrival at the next station he shall inform the Station Master through a written
memo about the occurrence.
(g) On receipt of such information, the Station Master must take action as per SR
6.07.1(c) to (f).

6.08. Train parting.—

(1) If any portion of a train should, while in motion, become detached-
(a) The Loco Pilot shall use his judgment to keep the front portion in
motion, if possible, until the rear portion has been brought to a
stand so as to avoid the chance of a collision between the two
portions; and sound the prescribed code of whistle to inform the
Guard of the parting.
(b) the Guard or Guards in the rear portion shall-
(i) do all they can to prevent a collision with the front portion, and
(ii) promptly apply their hand-brakes, where provided, and
(c) the Loco Pilot of a banking engine, if any, shall bring the rear
portion to a stand and sound the prescribed code of whistle to
attract the attention of the Loco Pilot in the front portion.
(2) As soon as the rear portion of a train has been brought to a stand,
the Guard of the train shall protect that portion in accordance with
Rule 6.03 both in the front and the rear, and take steps to secure the
vehicles in stationary position by pinning down hand brakes and
wherever necessary and prescribed by special instructions by use of
sprags and chains also.
(3) The Guard shall indicate the parting of the train, by waving in repeated
motions a green flag by day, or a white light by night, up and down
vertically as high and as low as possible.

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(4) When both portions of a parted train are brought to a stand within
sight of each other and it is possible and safe to couple them, the
train shall be coupled with due caution under hand signals from the
Guard provided necessary precautions have been taken to secure the
rear portion in the manner described in sub-rule (2).
(5) If the Loco Pilot of the parted train has already reached the block
station in advance before he could bring the front portion to a stop, he
shall instantly warn the Station Master of the parting as also the
railway servant in charge of a cabin, if passed on the way, and shall
not give up the tangible authority to proceed, if any, till the block
section is cleared of all the vehicles of his train.
(6) The duties of the Guard specified in this rule shall devolve on the Loco
Pilot in the absence of the Guard.
SR 6.08.1.1 If the Loco Pilot finds it necessary to proceed to the station ahead, he shall, on
approaching the station, give ‘one long, one short, one long, one short’ whistle repeatedly to
warn the station staff.
SR 6.08.1.2 The Loco Pilot shall act as per the aspect of the signals at gate or station, while
proceeding.
SR 6.08.1.3 The Station Master shall promptly admit the train into the station on a vacant
line, and immediately inform the station in rear and SCOR that the train has parted and that
the rear portion may roll back.
SR 6.08.1.4 If, however, the rear portion is following the front portion, the Station Master
shall place three detonators on the line to attract the Guard’s attention and endeavour to
bring it to a stand by the application of wagon brakes or by heaping up earth on the rails or
other suitable means or divert it, if possible, to a vacant loop or siding line.
SR 6.08.2. If the Station Master notices a train running in two or more portions, he will
endeavour to attract the attention of the Loco Pilot and the Guard by waving a green flag by
day or a white light by night up and down vertically as high and as low as possible provided
the line ahead is clear and take action as stipulated in the Block Working Manual.
SR 6.08.3. When a train parts on its journey, the tonnage of the train shall be jointly
checked by the Guard and the Loco Pilot and also by the Station Master, where the train is
taken in two portions. This information shall be embodied in the accident report.
SR 6.08.4. If the parted portion / portions cannot be coupled up due to any reason, the
procedure for divided train working as per GR 6.09 and SRs there under shall be followed.

6.09. Portion of train left in a block section.—

(1) When a train stopped in a block section has to be divided in
consequence of an accident or the inability of the engine to take the
whole train forward, the Guard of the train shall immediately take
steps to protect the rear portion of his train in accordance with Rule
6.03.
(2) If the engine is capable of proceeding either with or without vehicles,
the Guard shall, after taking action as provided for in sub-rule (1) and
before uncoupling, put down the brakes and shall, if necessary,
otherwise carefully secure the rear portion of the train to ensure its
remaining stationary.

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(3) When the Guard has taken action as provided for in sub-rule (2), he
shall give a written permission to the Loco Pilot to uncouple and
proceed to the next station and may, if he thinks fit, give him written
instructions to return on the same line.
(4) On sections of the single line where token working is in force, the
Loco Pilot shall, before leaving any portion of his train in a block
section, hand over the token to the Guard from whom he shall obtain
a written receipt. The Guard shall retain the token until the block
section has been cleared of all vehicles of his train.
(5) At night or in thick, foggy or tempestuous weather impairing visibility,
as soon as the engine, whether with or without vehicles is drawn
forward, the Guard shall-
(a) protect his train in the front also in accordance with Rule 6.03, and
b) also see that a red light is shown on the front vehicle of the rear
portion of the train.
(6) When the front portion of the train is taken forward, no tail lamp or tail
board shall be placed on the rear vehicle of that portion of the train
but the Guard shall give its number in full in the written permission
referred to in sub-rule (3).
(7) On entering a station with the knowledge that the block section in rear
is obstructed, the first duty of the Loco Pilot is instantly to warn the
Station Master of this fact. If a cabin is passed on the way to the
station, the railway servant in charge of the cabin shall also be
informed of the fact.
(8) When, under written instructions referred to in sub-rule (3), the engine
is to be brought back, the Guard shall, until the arrival of the engine,
continue to remain in rear of the portion of the train left in the block
section and shall not permit a following train, if any, to move any of
the vehicles under his charge.
(9) (a) The Loco Pilot shall not bring his engine, with or without
vehicles, back on the same line unless he has received written
instructions under sub-rule (3) from the Guard to do so.
(b) In addition, on a multiple line section, the Loco Pilot shall also
have a written authority from the Station Master, who shall ensure
that no train is diverted on to or crossing the same line on that
portion of the track over which the said Loco Pilot would be
returning.
(c) The Station Master, before giving such written authority, shall
obtain necessary assurances as prescribed by special
instructions from the Station Masters having diversion facilities
and also inform the Controller of the circumstances.

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(10) On double or multiple line sections, the Loco Pilot may, under
instructions from the Station Master, take the train back on the proper
line, according to the system of working, until he can cross on to the
line on which he has left the rest of his train and may then proceed
by that line and after attaching the engine shall work the train to the
station to which he is directed.
(11) When moving under written instructions against the direction of
traffic on a double line, or against the established direction of traffic
on a single line, the Loco Pilot shall proceed cautiously and make
frequent use of the prescribed code of whistle.
S.R.6.09.1. Whenever a Loco Pilot has to stop his train between stations, in consequence of
an accident or the inability of the engine to haul the whole train forward, he shall invariably,
unless special circumstances render such a procedure unsafe, bring his train to a stand in
front on a level portion of the road and then apprise the Guard, by giving four short whistles.
If it is not possible to get the relief engine or push back the train to the station in rear as per
SR 4.12, the crew can decide to divide the train duly observing the following instructions. If it
is not possible, to work the train on to a level portion and consequently the train has to be
divided when it is standing on a grade steeper than 1 in 600, the Guard shall act in
accordance with Rule 4.48.
S.R.6.09.2. The Guard shall protect the train in rear in accordance with Rule 6.03. Then he
shall proceed towards the engine, on the left hand side of the train (as from the brake-van),
for consultation with the Loco Pilot and the Loco Pilot/Assistant Loco Pilot (engine shall not
be left unmanned) shall also proceed, on the same side of the train towards the brake-van, to
meet the Guard.
S.R.6.09.2.1 During night time or in thick, foggy / tempestuous weather impairing visibility,
the protection in rear of the train shall be done by the Assistant Loco Pilot, who shall proceed
with the hand signal lamp and detonators given by the loco pilot.
S.R.6.09.3.1. Divide the train with the help of Assistant Loco Pilot as mentioned below:
S.R.6.09.3.1.1. In the case of air brake stock, close the cut-off angle cocks in between the
wagons to be separated. Wait for a minute for the entrapped air between coupling hoses to
escape. Then, detach the air hoses and place them in the respective suspension brackets.
Open the front Cut-off angle cock of the first wagon of the rear portion of the formation to
ensure application of Formation Brake in the rear portion.
S.R.6.09.3.1.2.In the case of vacuum stock, detach the vacuum hosepipes in between the
wagons to be separated. Place the rear hose pipe of the last wagon of the front portion on
the dummy and the front hose pipe of the first wagon of the rear portion should be kept loose
to ensure application of formation brakes in the rear portion.
S.R.6.09.3.1.3.Wait till train brakes are fully applied in the rear formation, then only the
CBC/Coupling should be uncoupled in between the wagons to be separated.
S.R.6.09.3.2. The Guard will prepare a written permission in the prescribed Form (T/609) in
duplicate and give a copy to the Loco Pilot to proceed to the next station, clearly stating the
number of vehicles and also the painted number and the owning railway of the last vehicle on
the load attached to the engine and the kilometerage at which the second portion of the train
is detached. On a single line token section, the Loco Pilot shall hand over the Token or the
Line Clear Ticket to the Guard. The Guard shall retain the Token or the Line Clear Ticket
until the block section has been cleared of all the vehicles of his train.
S.R.6.09.3.2.1 After the departure of the first portion, Guard shall stand at a distance of 45
metres in front of second portion, exhibiting Stop hand signal.

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S.R.6.09.4. At night, or in thick, foggy or tempestuous weather impairing visibility, the second
portion of the train left in section shall be protected in the front by Guard in accordance with
Rule 6.03.
S.R.6.09.5. On approaching the station ahead with the knowledge that the block section
behind is obstructed, the Loco Pilot shall stop at the Home signal, even though it is ‘off’ or at
the outermost facing points (where a Home signal is not provided) and repeatedly give ‘one
long, one short, one long and one short whistle’ to warn the station staff that only a part of
the load has arrived and that the block section in rear is obstructed. The Station Master and
Loco Pilot shall contact each other on the VHF sets / walkie talkie sets. Then the Station
Master will take immediate steps to ensure that the block section is not cleared and will
advise the Station Master at the other end of the block section and also the SCOR. He may
then exhibit an ‘All Right’ hand signal to the Loco Pilot to enter into the station.
S.R.6.09.5.1 On arrival at the station within fouling marks, Loco Pilot shall deliver the written
authority given by the Guard (T/609) to the Station Master on duty. The Loco Pilot and
Station Master shall jointly check the load and last vehicle number as recorded in the
authority to see that the first portion of the train has arrived complete. Then, the Station
Master on duty shall sign in the authority (T/609) in the prescribed column permitting the
Loco pilot with light engine to enter into the block section to clear the second portion of the
train left in the block section.
S.R.6.09.6. As per written permission given by Guard (T/609), the train engine has to return
to clear the second portion of the train. The Guard in-charge of the train shall not permit any
other train or engine to move any of the vehicles under his charge, unless he receives advice
in writing from the Station Master of the station ahead or the Loco Pilot of his train that the
train engine will not return.
S.R.6.09.7. When returning to pick up the load left in a section, the Loco Pilot shall keep a
sharp look-out and proceed cautiously at a speed not exceeding 25 KMPH making frequent
use of the engine whistle.
S.R.6.09.7.1.1 During the day, the Loco pilot on sighting the Stop hand signal exhibited by
the Guard shall stop the locomotive and the Guard shall pilot the locomotive and couple up
with the second portion.
S.R.6.09.7.1.2. During night the Guard shall pick up the three detonators and pilot by riding
on the engine towards the second portion, leaving the intermediate detonator to be exploded
which will alert the Loco Pilot that he is approaching the place of obstruction. As soon as the
portion of the load left in the section is sighted either by the Guard or the Loco Pilot, the
engine will be brought to a halt. The Guard will get down from the engine and pilot the engine
onto the load walking at a safe distance ahead of the engine.
S.R.6.09.7.1.3. Then the Loco shall be coupled up to the second portion. The Assistant Loco
Pilot deputed to protect the train in rear during night time, shall be recalled by giving a long
whistle. The Assistant Loco Pilot will return leaving the three detonators on the line and
picking up the intermediate detonator.
S.R.6.09.7.1.4. After creating required air pressure/ vacuum, ensuring the continuity of the
brake pipe pressure and releasing of hand brakes etc., the train will be started.
S.R.6.09.7.2. On arrival of the second portion at the station, Guard shall collect T/609 from
the Loco Pilot and hand over back the token or PLCT if any to the Loco Pilot. The Station
Master shall check along with the Guard for complete arrival of the train as per Vehicle
Guidance and clear the block section.

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S.R.6.09.8. In case, the engine of a passenger train is unable to haul the full load, it shall not
be detached. It shall remain coupled up to the train until an assisting engine arrives. And the
train shall be protected in rear in accordance with Rule 6.03. If the information cannot be
conveyed to the Station Master on duty / SCOR for assisting engine, the Assistant Guard or
Assistant Loco Pilot will be sent to the nearest block station with a written memo for
assistance.
S.R.6.09.9. Goods Train running without Guard
When a goods Train runs without Guard has to be divided, such of the duties of the Guard as
can be performed by the Loco Pilot shall devolve on the Loco Pilot and Assistant Loco Pilot.
The Assistant Loco Pilot will protect the train in rear as per GR 6.03. Then the Assistant Loco
Pilot shall proceed towards the engine for consultation with the Loco Pilot.
S.R.6.09.9.1 As per the instructions of Loco Pilot, the train will be divided as laid down under
SR 6.09.3. Loco Pilot will prepare a written memo clearly stating the number of vehicles and
also the painted number and the owning railway of the last vehicle of the front portion
attached to the engine and the kilometer at which the second portion of the train is detached.
On single line Token section, the Loco Pilot shall hand over the token or the PLCT to the
Assistant Loco Pilot and obtain a receipt from him.
S.R.6.09.9.2 After the departure of the first portion, Assistant Loco Pilot shall stand at a
distance of 45 metres in front of second portion, exhibiting Stop hand signal.
S.R.6.09.9.3 On approaching the station ahead with the knowledge that the block section
behind is obstructed, the Loco Pilot shall stop at the Home signal, even though it is ‘off’ or at
the outermost facing points (where a Home signal is not provided) and repeatedly give ‘one
long, one short, one long and one short whistle’ to warn the station staff that only a part of
the load has arrived and that the block section in rear is obstructed. The Station Master and
Loco Pilot shall contact each other on the VHF sets / walkie talkie sets. Then the Station
Master will take immediate steps to ensure that the block section is not cleared and will
advise the Station Master at the other end of the block section and also the SCOR. He may
then exhibit an ‘All Right’ hand signal to the Loco Pilot to enter into the station.
S.R.6.09.9.4 On arrival into the station within fouling marks, Loco Pilot shall deliver the
written memo prepared by him to the Station Master on duty. Loco Pilot and Station Master
shall jointly check the load and last vehicle number according to the written memo to see that
the first portion of the train has arrived complete. Then the Station Master shall issue T/A.602
to the Loco Pilot to clear the second portion not exceeding 15 KMPH when view is clear and
10 KMPH when view is not clear.
S.R.6.09.9.5 The Loco pilot on sighting the stop hand signal exhibited by the Assistant Loco
Pilot shall stop the locomotive short of obstruction and couple up the locomotive with the
second portion. After ensuring the continuity of the brake power and releasing of hand
brakes etc., the Loco Pilot shall start the second portion and clear the block section.
S.R.6.09.9.6 On arrival of the second portion at the station, Station Master shall collect
T/A.602 and the token / PLCT if any from the Loco Pilot and check along with the Loco Pilot
for complete arrival of the train as per the Vehicle Guidance.
S.R.6.09.9.7 Dividing of train without Guard during thick, foggy or tempestuous weather is
not permitted.

6.10. Fire.—
(1) A railway servant noticing a fire, likely to result in loss of life or cause
damage to property, shall take all possible steps to save life and
property, to prevent it from spreading and to extinguish it.

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(2) In case the fire is on or adjacent to any electrical equipment, the

railway servant shall, if he is competent in handling electrical
equipment and specially trained for the purpose, have the affected
part immediately isolated from its source of supply of electrical
energy.
(3) The occurrence of a fire shall, in every case, be reported to the
nearest Station Master by the most expeditious means and the Station
Master shall take such action as may be prescribed by special
instructions.
S.R.6.10.1. Fire in a running train-Isolation.
S.R.6.10.1.1. Train with non-vestibuled stock-
If a fire is noticed in a running train, the Loco Pilot shall at once stop the train. The vehicles
behind the one on fire shall be detached and the front portion of the train then moved forward
so as to prevent the rear vehicles catching fire. As soon as the front portion of the train has
moved forward, a sufficient distance, to secure the desired object, the burning vehicle shall
be detached and the vehicles in front of it shall then be moved forward to a safe distance.
S.R.6.10.1.2. Train with vestibuled stock-
When a fire occurs in a train composed of vestibuled stock, the following precautions shall be
taken in order to separate the burning vehicle, from the rest of the train.
1. The ‘Link’ holding the Fastening Lever on both the sides of the vestibule connection
shall be disconnected immediately and then the vestibule separated by means of
the handle provided.
2. The couplings of the vehicles shall be unfastened and then the vehicles separated.
3. If circumstances do not permit unfastening the vestibule fitting, immediate action
shall be taken to unfasten the couplings beneath the corridor foot-plate and an
attempt made to separate the vehicles by making the engine pull them apart,
thereby tearing off the vestibule.
S.R.6.10.2. Using water from the nearby spot-
After isolating the vehicle as detailed in S.R.6.10.1, every effort shall be made to extinguish
the fire and to save the contents of the burning vehicle.
S.R.6.10.3. The Guard shall immediately switch off the electric lights and fans, by operating
the control switch to the ‘off’ position.
S.R.6.10.4. The Guard shall disconnect the Kent couplers, at each end of the vehicles in
which the fire has occurred.
SR 6.10.5 Fire in a passengers carrying carriage ---
If a passengers carrying carriage catches fire, safety of the passengers shall first be attended
to. Then the procedure as stipulated in SR 6.10.1 is to be followed. In case of CBC coaches,
the Guard or Assistant Loco Pilot, whoever nearer to the affected coach, shall unlock the
CBC operating handle and open the couplings for detaching affected coaches. The CBC
operating handle key is provided as personal equipment of Loco Pilot and Guard.
S.R.6.10.6. Fire in a postal van or carriage –
When a postal van or postal carriage is found to be on fire, every effort shall be made to save
the mails.

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S.R.6.10.7. Fire in a goods vehicle –

1. If a fire occurs in a goods vehicle, the wagon shall at once be opened and earth or
sand thrown on the burning goods and such articles as are not burning saved, if
possible, sods with grass, if available, shall be thrown, as these often smother fire
better than water.
2. If a wagon loaded with cotton or other goods catches fire and the fire cannot be
extinguished, the Guard shall try and obtain the label of the wagon and sample of
the cotton or goods and forward the same securely packed to the DRM with a full
report stating the train number, date and place of fire, wagon number and name of
stations from and to.
3. In the event of any goods being damaged or destroyed by fire, or in any accident,
the Station Master of the station receiving the Guard’s report or at which the fire has
occurred shall issue a message, briefly enumerating the wagons damaged or
destroyed the contents of such wagons and the damage sustained by them, to the
Station Master of the destination station, with copy to the Commercial Inspector of
the section, DRM and CCM. In addition to the despatch of message, the staff are
required to protect the salvage very carefully and to forward the same to
destination, without delay, for delivery to the consignee. The Station Master shall
also immediately send a detailed report to the DRM, forwarding the label of the
wagon and samples of the contents of the wagons, a copy of which shall also be
sent to the Commercial Inspector of the section and CCM.
S.R.6.10.8. Fire on Bridges –
Loco Pilots noticing bridges, sleepers or any part of the wood work of the track on fire shall
stop the train at once and the train staff shall endeavour to extinguish the fire. The Guard and
the Loco Pilot shall report the occurrence to the nearest Permanent Way Gang. The Loco
Pilot shall stop his train at the next block station even if booked to run through and the Guard
and the Loco Pilot shall also report the matter in writing to the Station Master and obtain his
acknowledgement.
S.R.6.10.9. Prevention of fire in Horse Boxes and Cattle Wagons - The Station Master at the
station from which horse boxes and cattle wagons are forwarded, shall personally warn the
attendants in charge of the horses or animals against using any naked light or smoking or
cooking in the horse boxes or cattle wagons and point out the risk and danger involved and if
the men are able to read, their attention should be drawn to the notice exhibited in the horse
boxes.
Guards shall frequently inspect horse boxes and cattle wagons enroute to see that the orders
are carried out. The small end door of a horse box shall be kept closed when a horse box is
attached to a train.
Station Masters, Guards, and others concerned shall also see that none of the attendant’s
family or persons other than the attendants actually in charge of the horses are allowed to
travel in the horse boxes or cattle wagons.
S.R.6.10.10. When reporting cases of fire on trains, the position of the vehicle on the trains
shall be stated, also whether it was loaded or empty.
S.R.6.10.11. Fire on Electricity and Power Distribution System-
1. In the event of a fire on any part of the electrical equipment, the affected part is
first to be completely isolated from the Distribution System, if this has not been
done automatically.

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2. If arching continues due to a feed from adjacent sub-stations, this feed shall be
interrupted by means of the supervisory control equipment by direct telephone
communication to the adjacent sub-stations. The Fire shall be extinguished by
means of the extinguishers provided.
3. Water shall not be used for extinguishing fires on electrical equipment. Fire
extinguishers shall be recharged immediately after use.
4. If the services of the Fire Brigade are required, the Brigade shall not be allowed to
commence operations until all electrical equipment adjacent to the fire has been
made dead.

6.11. Vehicle escaping from station.—

If any vehicle escapes from a station, the Station Master shall take immediate
steps to warn the other stations or persons concerned, as far as practicable, to
prevent an accident.
***

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