Fly Leaf No. 07/2014 All-concerned – Malselu, Chondi - Basmat 15.6.2014 15.10.2014 MMR – MUE Manmad – Sarwari Sarwari – Kodi, Kodi – Parbhani Purna - Mudkhed 15.6.2014 15.10.2014

SOUTH CENTRAL RAILWAY

Safety.387/Fly Leaf/07/2014

Fly Leaf No. 07/2014

Attention... “All-concerned” Regular Monsoon patrolling guidelines

Action by SE/P.Way: · The Patrol Book shall be serially numbered and handed over to the SM. · The Patrol book shall contain the vulnerable locations and bridges which shall

attract special watch. Copy of Patrol chart signed by Sr.DEN/DEN should also be exhibited in the station.

· Ensure that as far as possible that those Patrolmen who are provided with quarters are selected for patrolling.

· Also, ensure that another Gangman is arranged if the nominated Patrolman does not turn up for patrolling for any reason. Ensure that equipment, protective clothing and consumables are procured.

· Check the equipment of Patrolman once a fortnight and inspect the track by proceeding on trolley as per laid down guidelines.

· ADENs / Sr.DENs to conduct frequent inspections as per Correction Slip No. 132 to IRPWM

Following are the block sections, Division-wise identified for regular Monsoon Patrolling for the year 2014 – 2015 vide CTE/SC letter No. W.363/P/Vol. XII dated 03.6.2014.

Division Section Block section Period From To

SC

BPQ – KZJ Ballarsha – Kazipet 15.6.2014 15.10.2014 KZJ – KI Kazipet – Kondapalli

Warangal – Kazipet Byepass 15.6.2014 15.10.2014

DKJ – BDCR – MUGR

Dornakal – Bhadrachalam – Manuguru

15.6.2014 15.10.2014

KRA – SYI Karepalli – Singareni Collries 15.6.2014 15.10.2014 SC – KZJ –

SNF Kazipet – Secunderabad Hussainsagar Junction – Hyderabad Secunderabad - Sanathnagar

15.6.2014 15.10.2014

SC – WADI Santhnagar – Wadi 15.6.2014 15.10.2014 VKB – PRLI Ghatnandur – Parli Vaijnath 15.6.2014 15.10.2014

GTL

GDR – RU Kondagunta – Venkatagiri 19.9.2014 15.01.2015 GY – DMM Chigicherla - Dharmavaram 19.6.2014 15.01.2015

GNT

NLPD – NDL Gazulapalli – Chelama Chelama – Diguvametta

15.6.2014 15.10.2014

NDKD – PGDP

Nalgonda - Thipparthi 15.6.2014 15.10.2014

BZA

GDR – BZA Gudur – Vedayapalem Padugupadu – Alluru Road Srivenkateswarapalem - Ongole

15.9.2014 15.01.2015

*Ongole - Ammanabrolu 01.7.2014 31.12.2014 *Note: Ongole – Ammanabrolu section will be effected by South West and North East

Monsoons KZJ – BZA Kondapalli – Vijayawada 19.6.2014 18.10.2014

BZA – VSKP Samalkot – Ravikampadu Hamsavaram – Tuni Gullipadu – Narsipatnam Road

01.7.2014 31.10.2014

Narsingpalli – Bayyavaram Thadi – Duvvada Nidadavolu - Nawabpalem

BZA – MTM Tarigoppula – Gudivada 01.7.2014 31.10.2014 GDV – BVRM Undi - BVRM 01.7.2014 31.10.2014

NDD – NS NDD - Kaldhari 01.7.2014 31.10.2014

HYB

SC – DHNE Secunderabad – Umdanagar Thimmapur – Itikyala Alampur Road - Dhone

15.6.2014 15.10.2014

SC – MUE Wadiaram – Sirnapalli Jankampet – Basar Jankampet - Bodhan

15.6.2014 15.10.2014

NED

MUE – PMKT Mudkhed – Bimbari, Himayatngar – Hadgaon Road, Bhokar - Hadgaon Maltekdi – Mugar Himayatnagar - Adilabad

15.6.2014 15.10.2014

PBN – PRLI Parbhani – Parli Vaijnath 15.6.2014 15.10.2014 KNW – PAU Mordar – Amlakhurd, Tukaithad –

Dhulghat, Dhulghat – Hiwarkhed, Akot – Patsul, Gandhi Smarak Road – Ugwe, Patsul – Ugwe Jhaulka – Malselu, Chondi - Basmat

15.6.2014

15.10.2014

MMR – MUE Manmad – Sarwari Sarwari – Kodi, Kodi – Parbhani Purna - Mudkhed

15.6.2014

15.10.2014

CHIEF SAFETY OFFICER SAFETY ORGANISATION




Attention... “All-concerned” KNOW EVERYTHING ABOUT TROLLEY WORKING (GR & SR 15.18 TO 15.28)

In the recent past there were two accidents on our System in which Moped Trollies collided with the train leading to casualty and injury of Railway Officials.

Brief details of the cases are; · On 23rd January 2014, between Lohagad and Amanwadi stations of NED Division, Moped

Trolley of SSE/P.Way/WHM collided with a light engine resulting in the instant death of one Trolleyman and serious injury to SSE/P.Way.

· On 31st May 2014, between Vijayawada and Ramavarappadu stations of BZA Division, Moped Trolley of S&T Officials collided with Train No. 57381 (GNT-NS Passenger) resulting in the death of one Trolleyman, one ESM and injuries to two other Officials.

In both the cases, the cause of the unusual was due to “placing of Moped Trolley on

track after Sunset without prior permission and authority”.

In order to prevent such incidences, stipulated instructions are once again brought out to the notice for strict implementation and awareness of Officials.

1. How many types of trollies are in use on our system? Push Trolley, Cycle Trolley, Moped Trolley and Motor Trolley as per G&SR,. However, Cycle Trolley is not being used.

2. What is a Motor Trolley? As per GR 15.18 (2) ‘any trolley which is self-propelled, by means of a motor, is a Motor Trolley. Hence, Moped Trolley should also be treated as a Motor Trolley.

3. Minimum and maximum number of persons permitted in a Push Trolley / Moped Trolley / Motor Trolley are .......? · Minimum Four persons for Push Trolley and Motor Trolley, Three for Cycle

and Moped Trolley. · Maximum no. of persons permitted for Push and Motor Trolley is 10 (BG); and 5

for Cycle or Moped Trolley.

4. What equipment is essential to be carried in any Trolley? 5 Red Flags, 2 HS Lamps, 10 Detonators, 1 five cell torch, one chain with padlock, copy of WTT, motor horn and search light (for Motor Trolley only),

5. Which Department Officials can use the Trollies and who is qualified to be in-charge of a Trolley? · Generally Engineering, S&T and TRD Departments. Occasionally Operating

and Commercial Departments will use trollies. · Push Trollies are permitted to be used by minimum Section Mates and Head

Trolley man of Engineering Department; and ESM of S&T Department. · Cycle / Moped and Motor Trollies are permitted to be used by Officers and

Supervisors of Engineering, S&T and TRD. In addition to this, Motor Trolley Driver is also authorised to drive the Motor Trolley.

6. Is competency certificate essential for working Moped and Motor Trollies, if so who is competent to issue? · For Moped Trollies; DRM of the Division to issue competency certificate to

Officers of the Division and DEN/DSTE/DEE are empowered to issue to the staff working under them.

· For Motor Trollies; DRM is empowered to issue for Officers and for Group ‘C’, DSO is authorised to issue.

7. Who is the Official in-charge when more than one such Official is on the Trolley? When more than one qualified Official in-charge is on the trolley, the person who is actually manning the brakes shall act as in-charge.

8. During which period, the trollies are permitted to be used? Generally Trollies shall be worked only during day, i.e., Sunrise to Sunset.

9. For placing the Trolley on track circuited yard, which important precaution need to be ensured by the Official in-charge? Only insulated trollies are permitted and the insulation shall be tested and certified by the S&T Supervisor once every 6 months.

10. What precautions need to be taken when trollies are not in use? When they are stabled on platform for loading or not in use, the trolley shall be placed parallel to the track and duly chained & locked. It shall also be ensured that it is not likely to cause any injury to Railway Servants / Passengers.

11. What are the precautions for the working of a Motor Trolley? · It shall always work under block protection. · Authority to proceed on single line token section, token is the ‘authority to

proceed’ duly obtaining line clear. On double line and single line tokenless section, T/A1525 (paper authority) after obtaining line clear without operating the block instrument.

· IBS working shall be suspended. · Free Starter Signals, wherever exist can be taken ‘off’. · Immediately, after the departure of the Motor Trolley, both SMs shall place the

‘trolley on line’ cap on the plunger of the block instrument. On double line, the block instrument shall be kept in TOL (Train On Line) position.

· Reception signals can be taken ‘off’ and on arrival at that station, the Official in-charge shall sign with date and time on the document and handover the same to the SM of that station who shall paste it in the Station Diary. On double line and single line tokenless section, the SM shall give a PN to the other end SM,.

· Red ink entries shall be made in the TSR. · Official in-charges / Motor Trolley Driver shall ensure that LC Gates, if any are

closed against road traffic before passing that gate.

12. What precautions need to be taken while working the Motor Trolley in Automatic Block System? · Automatic Block System shall be suspended and Absolute Block System shall be

introduced, i.e., line clear system shall be introduced. · T/A 1525 is the authority for the Motor Trolley. · Normal working shall not be introduced unless the Motor Trolley/s reach at

other end of the section.

13. While Motor Trolley is following a train or another Motor Trolley, what are the additional precautions to be taken? · A Motor Trolley can follow a train or another Motor Trolley/s during day and

that too when the visibility is clear. However, following a Goods train is not permitted in certain gradient sections as specified under SR 15.26.2.1.

· SM at the despatching end shall advice the SM at the receiving end about the no. of Motor Trollies proposed to enter the block section along with the designation of the Official who is in occupation. SM at the receiving end shall communicate separate PN for each Motor Trolley.

· In single line token section, the first Motor Trolley will be given Token as “authority to proceed” and following Motor trolley/s will be given T.1525.

· On double line and single line tokenless section, first Motor Trolley will be given T/A 1525 and following Motor Trolley/s will be given T.1525.

· The last Motor Trolley will be treated as LV.

· At the receiving end, the reception signals once taken ‘off’ for the train / first Motor Trolley shall not be put back. Even, if the signals are automatically flying back after the passage of the train / Motor Trolley, the signal knob shall not be normalised by the SM.

· All the Motor Trollies shall be received on the same line on which the train / first Motor Trolley is received, in other words, the points shall not be altered until the arrival of the last Motor Trolley.

· Red ink entries for each trolley shall be made separately with departure and arrival timings in the TSR at both the stations.

· In-charge of the last Motor Trolley shall sign with date and time of arrival in the TSR and after that the SM shall communicate a message supported by PN to the SM at the other end.

· Motor Trolley Drivers shall ensure that a safe distance of 150m is maintained between two Trollies.

14. What is to be done when break down of Motor Trolley takes place? · Once the Motor Trolley fails in the block section, the same shall be removed

clear off the track and advice the nearest station SM in writing along with the token / paper authority.

· Similar action shall be taken even when the Trolley is removed from the track for any other reason.

· The Motor Trolley shall not be placed on the track after it is rectified unless a writing advice is sent to SM who shall permit by sending the token / paper authority along with a manuscript memo.

15. What is the speed of the Motor Trolley during night and on points and crossings? Maximum of 30 KMPH during night and on Points and Crossings 15 KMPH.

16. What are other general precautions? · Attaching to a train is prohibited. · Movement within station limits – Motor Trolley shall not be placed on any line of

the station without the permission of SM. · Even moving from one line to another line should not be done unless the same is

permitted by SM. · Great care shall be taken while negotiating a curve and cutting. · The Official in-charge before leaving the station shall ascertain the whereabouts

of all approaching trains by enquiring with the SM in both direction on single line and in the right direction on double line.

17. Which are the specified block sections as per SR 15.26.2.1 which are situated on steep gradients and curves? · At the following locations, even Push Trolley is prohibited to be put on the track

unless “ Trolley Notice” (T.1518) is given by the Official in-charge of the trolley to the SM who shall advice all the LP of trains by issuing a Caution Order.

· SC Division: Vikarabad – Rukmapur Sirpurkagaznagar – Makaudi Ghatnandur – Parlivaijnath

· HYB Division: Indalvai – Uppalvai · NED Division: Ambari – Kosai · GTL Division: Mamanduru – Balepalli

Balepalli – Settigunta Dronachalam – Panyam

· GNT Division: Gazulapalle – Diguvametta





Attention... “All-concerned” KNOW EVERYTHING ABOUT TRAIN SIGNAL REGISTER

(TSR) (GR14.07 AND BWM) 1. Single line TSR is T.14 and double line TSR is T.15.

2. TSR shall be kept under the control of SM.

3. All signals received or sent in the course of trains dealing along with

timings shall be entered by the SM operating the block instrument.

4. Erasing of the entry or overwriting shall not be made. If any entry is

wrongly made, correct entry shall be made above it duly rounding off

the wrong one.

5. The SM who makes an entry for a train in the TSR shall continue to

remain on duty till movement for all entries pertaining to that train

are completed. However, in case of accident / unusual, both the SMs

(incoming and outgoing) shall pass a remark to that effect and

acknowledge.

6. A line shall be drawn in TSR whenever duty is changed by SMs.

7. The SM taking over charge shall test the block instrument (as per the

procedure for testing different block instruments given in BWM) and

pass a remark to that effect in TSR.

8. While handing over charge, the SM shall write the last numbers in the

counters and signed by both SMs, i.e., relieved and reliever.

9. Whenever PLCTs are issued as ‘authority to proceed’, the progressive

numbers of PLCT issued to each train shall be recorded in the

remarks column of TSR.

10. The ‘out’ report and ‘in’ report timings shall be clearly told and

written in the TSRs at despatching station and receiving station.

11. On double line having IBS, two separate entries shall be made; one for

axle counter section and another for IB section.

12. In the following cases, both end SMs have to exchange PNs and write

the same in the TSR.

Refusal of ‘is line clear’ signal.

‘Obstruction danger’ signal given.

‘Cancel last signal’.

‘Signal given in error’.

‘Trains unusually delayed’.

‘Stop and examine’ signal.

‘Train passed without tail board/lamp’.

‘Train divided signal’.

‘Vehicles running away into block section’.

13. A red ink line shall be drawn after the last train entry of the date.

14. Red ink entries in the following circumstances shall be made;

Material train entering block section.

Motor trollies working.

In case of trolly / lorry entering block section on line clear.

Testing signals exchanged with SE/JE-Signals.

Block instrument testing remark after taking over charge by the SM.

Interruption of block working.

Introduction of PLCT working messages.

Introduction of normal working messages.

Notice of obstruction of line (line block) received from Engineering

Branch.

Any other special occurrence in connection with block working.

Whenever running line is blocked by stabled vehicle/s.

All movements made with Calling-on route cancellation.

Whenever ‘block forward’ / ‘block back’ is done.

On single line section when shunt movement is treated as train

movement.

Train passed IBS at ‘on’.

Token balancing.

Removal of defective tokens / insertion of new tokens.

Replacement of token instrument.

Material train / Track Machines / Tower Cars entering block section

for executing the works.

Relief loco / train sent into occupied / obstructed block section.

Whenever line clear is obtained / granted using control telephone as a

means of communication, SMs of either end block section shall repeat

the arrival / departure timings of last three trains to the SCOR who

shall cross check the same with control chart; and both the SMs shall

record the information in red ink in TSR.

Similar procedure is essential when line clear is obtained / granted

using block telephone / auto-phone / BSNL / VHF set as a means of

communication except that SCOR is not required to be involved.

Prolonged failure of all signals in automatic block territory when

means of communication are available, entries of all trains to be

made in red ink in TSR.

15. Inspection of TSR:

SMR / SM in-charge of the station shall check all the entries of the

date and sign in the TSR daily.

The section TI and SE/Signals shall also check and sign in the TSR

whenever he visits the station.

16. Preservation of TSR:

TSR shall be retained for one year after the half year in which it is

completed.

However, the book required in connection with pending enquiries, on

no account be treated as old records and disposed off before the

conclusion of such enquiry without specific orders from the Official

who issued the original orders for retention.


Attention Inspecting Officials

Ensure that the HS lamps at stations, LC Gates and with

train crew are available and in working condition.

LP / ALPs shall not remove the safety equipment used to

secure the loco, shall not release the hand brake before

energising and building air-pressure in the loco.




Attention... ALL CONCERNED..........

ROLE OF RAILWAY STAFF DURING ACCIDENTS (CHAPTER III OF ACCIDENT MANUAL) 1. ROLE OF GUARD

Note the time of accident. Ensure protection of the train (on double line, ensure protection of adjacent line

first). Make a swift survey of the accident location and seek assistance accordingly. Send information of the accident to SM, Control and other concerned through

quickest means of communication. Render first aid and transport the injured to the nearest hospitals. Preserve the clues and evidences and Remain in general charge till a senior Railway Official takes charge.

2. ROLE OF ENGINE CREW

Immediately ensure engine flasher light is ‘on’. Note the time of accident. Secure the loco and formation. Ensure protection of train. Depute ALP to assist the Guard in establishing contact with Control, relief and

rescue operations.

3. ROLE OF STATION MASTER Immediately after the accident, stop the movement of trains including adjacent line. Inform the SCOR and the SM of adjacent station. Control to be advised about the time and nature of accident, brief description,

medical assistance required, number of vehicles derailed/capsized, availability of road approach, etc., Also, inform the section TI and other Department Officials using quickest means of communication.

Sound the accident siren, if relief train is stationed at that station. Note down the position of signal knobs, point position, block instrument position,

various counters readings, seize and preserve the registers and documents. Plan judiciously for the movement of relief trains and unaffected vehicles.

Arrange for medical assistance, co-ordinate with Railway and non-Railway Medical Authorities for transporting the injured by using expeditious means of transport.

Catering arrangements to be ensured. Arrange for alternate transport to the stranded passengers. Arrange for security assistance to protect the passenger luggage and Railway

property. Ensure public assistance booth is opened and continuously manned. In case the SM is working at “Controlling Station” as notified in the Accident

Manual; Proceed to the site of accident. Responsible to regulate traffic. Attend to the injured. Make a note all evidences which are essential for ascertaining the cause of

the accident; and Remain at the site of accident till a Traffic Inspector or Officer takes charge.

4. ROLE OF TRAIN SUPERINTENDANT / TTE

Arrange for first-aid by tracing the presence of a qualified doctor as per the reservation chart.

Assist the injured along with other TTEs. Ensure that unclaimed luggage, if any is handed over to GRP under clear

acknowledgement. Prepare a list of dead and injured with as much details as possible.

5. ROLE OF OFFICER OR SENIOR SUPERVISOR FIRST ARRIVING AT THE SITE OF ACCIDENT

Whether protection is done? Whether the adjacent line is free of obstruction (in case of double / multiple / twin

single line sections) for running the trains. Even it is free, the train should run cautiously duly whistling and proceeding with a restriction on the speed.

Whether the detailed message about the accident / unusual is relayed or not? Make a quick assessment of the relief measures required. Judiciously marshal the available resources. Examine and make a note of all evidences. Ensure that the speedometer is freezed and the chip is taken out for ascertaining the

speed analysis. Arrange to barricade / protect the area having possible clues.

Pay special attention on the condition of track, point of drop / mount, condition of rolling stock, marks on sleepers and rails, position of derailed vehicles, position of S&T gear, etc.,

Cross check the list of injured and dead with the Railway doctor. Ensure that a rough sketch is drawn by the Engineering Official. Ensure that blood samples and BA test of the train crew and station staff is taken. Probable prima-facie cause of the accident to be relayed. Constantly feed the progress of restoration work to Divisional and Zonal

Headquarters.

6. ROLE OF CONTROL ORGANISATION Immediately order MRV & ART, including the ordering of adjoining Division relief

trains. Inform all the Officials as per Accident Manual. Maintain a log of events till the first train passes over the affected section after

restoration. Information such as time of accident, KM, between stations, adjacent line whether free or not, number of vehicles derailed / capsized, Trains involved, type of rolling stock involved, load, nature of accident, casualties / injuries, progress, etc., shall be recorded in this register.

Ensure clear path for the run of relief trains. Cancel, terminate and regulate trains. Advise Medical Authorities, District and State Civil Authorities, Military, etc., Co-ordinate with other Controls such as Commercial in arranging catering

arrangements, running of alternate special trains, arranging ex-gratia, arrange for free passes, arrange for refunds, arrange clean and pure drinking water, arrange for manning ‘may I help you’ booths at stations. Also co-ordinate with Power Controller to arrange for power and crew for relief trains, ensure that power supply is disconnected in OHE area, plan for additional powers and crew to assist in restoration, etc., Co-ordinate with Security Control in ensuring the luggage of passengers is protected, crowd control, barricading and protecting the site of accident, etc.,

CHIEF SAFETY OFFICER SAFETY ORGANISATION Attention Guards and LPs

As per GR 4.60, incoming Guard of the train shall not leave the

BV unless the BV Equipment and Parcels/Luggage articles are

handed over to outcoming Guard.

As per GR 4.61, the LP shall not unman the loco.





PREVENTION OF FIRE ACCIDENTS

Fire causes destruction, damage to property and disruption to rail traffic apart

from causing deaths and injuries to passengers. Hence, prevent fire hazards by

observing the following precautions.

SMs, COMMERCIAL STAFF, LOCO-PILOTs & GUARDs:

1. Ensure that four fire extinguishers of Dry Chemical Powder (DCP) type

are available in the loco within the expiry date.

2. Check all the electrical circuits for foul (burning) smell, smoke and sparks.

3. Pay special attention to oil tank wagons, especially for leakages while

taking charge of trains.

4. Ensure proper marshalling of wagons containing inflammables.

5. Pay special attention to prevent cooking in the passenger compartments by

the passengers.

6. Station staff to ensure that updated telephone numbers (landline +

mobile) of fire stations / Fire Brigade Officials are available, tested at a

periodical frequency along with the record of status of the check and also

exhibited outside the SM office.

7. Take stern steps to prevent unauthorised hawkers and vendors using

‘sigris’ and stoves on trains.

8. After completion of the loading, Guard must ensure that all the lights in

the luggage portion of the SLR are switched ‘off’ to eliminate possibility

of short-circuiting.

9. Booking of explosives, dangerous, inflammable articles, empty gas

cylinders, dry grass and dry leaves, etc., should not be booked as luggage

in passenger carrying trains.

10. Dangerous articles, such as explosives of any variety including fireworks,

inflammable materials such as oil, grease, ghee, paint, dry grass and leaves

of any variety, etc., are prohibited to be carried by any person in the

compartment.

11. Commercial Supervisors to ensure that proper precautions are taken

while stacking combustible material in Goods Shed / Commercial Plots.

Conduct surprise checks on clubbing of commodities which may lead to

chemical reactions and passenger carrying trains for luggage / parcels in

co-ordination with RPF in trains, stations and in Parcel Offices. Also

ensure that these are stacked away from residential areas. Ensure that the

Commercial plot holder takes all safety precautions as per the Siding

Agreement. Also, ensure that the maximum height of combustible material

stacked should not be more than 20 feet in height.

12. Parcel Supervisors shall ensure that two-wheeler motor bycycles when

offered for transport by rail, the petrol tank is emptied totally.

13. Do not allot and allow VPUs to be used in lieu of kitchen cars in FTR

specials.

14. Adequate space must be left between roof and the top layer of the

packages loaded in the SLRs including the private parties/lease-holders.

15. Parcel staff shall ensure that hamals (labour) shall not smoke or light a

cigarette / beedi while loading/unloading parcels.

16. Drought relief material, such as, paddy grass should be handled properly

while loading/unloading in wagons so as not to be swept away by wind

towards Diesel loco and cause loco catching fire.

TRAIN EXAMINERS / ELECTRICAL STAFF:

1. Ensure full watering of all passenger coaches.

2. Ensure that ACP apparatus is functioning properly.

3. Ensure that emergency windows are properly working.

4. Ensure all electrical connections are intact and there are no loose

fittings in the coaches.

5. Do not allow battery boxes in ‘open’ condition and also MS sheet

covering is provided wherever required.

6. Ensure correct rated fuses/MCBs are provided in electrical circuits.

7. Ensure the availability of fire extinguishers in AC coaches.

PANTRY CAR STAFF:

1. Chimneys of pantry cars should be regularly cleaned to prevent choking

with soot and over-heating.

2. Ensure the placement of gas cylinders in the gas room only.

3. Electrical junction boxes should be covered.

4. Staff should be trained to use the fire extinguishers.

5. Specified number of fire extinguishers should be available in good

condition.

6. Ensure no garbage is dumped in the vestibule path-way.

7. Ensure the gas pipe is insulated with Asbestos material.

SECURITY STAFF:

1. Ensure that the maximum height of combustible material stacked should

not be more than 20 feet per stack.

2. Ensure the combustible material is stacked away from the residential

areas.

3. Ensure that smoking is not taking place in banned locations.

4. Ensure that the labour and the hawkers are not cooking food using open

oven / chullah / sigris.

5. Do not allow gas cylinders to be loaded in the passenger compartment.

Summer precautions in maintenance of track – P. Way Officials 1. Shortage of ballast in LWRs and newly created welded rail sections

should be good.

2. Ensure proper profile of ballast in LWR section. Gangs to be

directed to carryout shoulder ballast compaction to improve the

lateral stability, especially outside the curves to increase lateral

ballast resistance.

3. Dressing up of ballast to the required profile on bridge approaches,

LC approaches and places like pedestrian / cattle crossing locations.

4. De-stressing of LWRs based on behaviour of LWR, stretches of LWR

where renewals / deep screening had been carried out.

5. Locations where de-stressing was already done at lower temperatures

than as specified in the LWR Manual should be de-stressed once

again at the standard rail temperature.

6. Recoupment of fittings to ensure zero-missing fittings in theft prone

locations after theft report to RPF staff by Keyman.

7. Plan for Hot Weather Patrolling.

8. All the P.Way Officials should be clear of DOs and DON’Ts of LWR.

The staff should hold competency to work in LWR territory.

9. Special watch to be kept on the areas where deep screening works are

on hand, strict adherence to the Manual provisions such as proper

isolation, temporary de-stressing in case of LWR and correct

sequence of following operation, etc.,

10. Gangs should have thermometers in working condition and its

accuracy should be checked at frequent intervals by Inspecting

Officials.

11. Knowledge of Gangs in rules should be tested.

12. Stretches of 10-rail panel should have an SR of 50 KMPH till

converted into LWR and Patrolling should be done during day.

13. Foot-plate inspection of the entire section should be done,

14. LWR details fed into TMS should be immediately scrutinised, if

already not done. De-stressing of LWR / CWR undertaken wherever

necessary based on inspection of SEJ as per schedule.

15. SEJs should be oiled and greased once in a month without fail.






General Safety Precautions to be observed in OHE

Territory

S&T Department

DOs

Warn the staff about the danger of coming in close contact to the live traction

overhead wires within 2m.

Do report any abnormality in OHE which may adversely affect safety to the TPC. If

the damage is heavy or the moving dimensions are infringed take steps to protect

the lines.

While working on signal posts, keep away from OHE live conductors. If necessary,

take ‘power block’ and ‘permit to work’ from TRD.

DON’Ts

Do not work on any portion of a signal post or its fittings falling within a radius of

2m from 25 KV live OHE unless such portion is protected with a metallic screen or

power to the live OHE has been switched ‘off’ and a ‘permit to work’ has been

obtained. Paint a red band of 10cm wide all around the signal post at a height of 3m

above the rail level at such locations. Counsel the staff accordingly.

Do not depute the staff to work on a signal post where protective screen is not

provided.

Do not carry out any works within a distance of 2m from the live parts of overhead

traction wires unless they are made dead and earthed; and ‘permit to work’ is

obtained.

Do not use steel measuring tapes or long metallic wires rod or levelling staff.

Do not disturb track bonding / earthing of TRD installations.

Do not touch the two ends of fractured rails with bare hands.

Do not change track circuits without the knowledge of Traction Staff.

Engineering Department

DOs

Warn all the staff about the danger of coming in close contact to the live traction

overhead wires within 2m.

All staff to report immediately about any abnormality on the OHE which may

adversely affect safety to the TPC. If damage is heavy or the moving dimensions are

infringed take steps to protect the lines.

The risk of direct contact with the live OHE is ever present while working in

electrified sections such as for painting of steel work of through spans of bridges

and platform covered sheds, etc., Therefore no work shall be done within a distance

of 2m from the live OHE without ‘permit to work’. Also, no tool or any part of the

body of the worker comes within the danger zone.

The return current in the rails may cause a potential difference between two ends of

a fractured rail and at an insulated joint, etc., provide temporary electrical

connection invariably.

When unloading the rails along side of the track, do ensure that rails do not touch

each other to form a continuous metallic mass of length greater than 300m.

During maintenance / renewal of track, continuity of rails shall invariably be

maintained. For bridging gaps which may be due to removal of fishplates, breakage

of rail etc., jumpers to be provided. The two ends of fractured rail should be

temporarily connected by metallic jumpers of approved design taking necessary

precautions.

Since relaying unit involves removal of existing rails along with all the different

types of traction bonds, provide temporary jumpers for passage of return current

till such time the permanent bonds are fixed to the new rails.

Maintain implantation as per SOD in consultation with TRD.

In track circuited area, do not bridge insulated jointed rails with bare hands or

with any metallic article. Also, do not have simultaneous contact with an insulated

section of rail and non-insulated section of rails. Ensure availability of TRD, S&T

staff at site for removing and replacing the traction bonds and jumper / bonding

connections wherever required. Cancel the block to resume the normal traffic only

after ensuring that traction bonds / cable jumpers have been reconnected by TRD,

S&T staff.

Do take care when carrying or handling long pipes, poles, ladders, overhanging on

shoulders which may inadvertently come in contact with or within 2m of live OHE.

Do always keep clear of all materials, the top of foundation block of OHE mast.

Keep the top of foundation blocks of traction structures clear of all materials and

tidy.

Do give notice of 48 hours in advance to the TRD staff having alteration to

alignment or level of track / relaying work of any major work on track in electrified

territory is carried out.

Do ensure that while excavating or digging near a mast foundation, the foundation

is not exposed. All such works to be done under intimation to TRD staff.

At LC Gate, do maintain approaching road levels such that the clearance between

the top member of the LC gauge and the road level shall not exceed 4.67m.

Provide continuous protective screens / parapet walls on all FOBs / ROBs and also

ensure commissioning of FOBs only after completion of the work with all statutory

provisions like screening, electrical earthing of FOBs steel work etc., Until then, the

entry for FOB under construction shall be physically blocked for the use of public.

While working on service buildings and structures in the proximity of OHE, do

exercise special care to ensure that tools, measuring tapes, materials, welding cables

are not placed in a position where they are likely to fall or may come in contact with

OHE.

While carrying excavation works adjacent tracks and cable routes in an electrified

area, take adequate precautions for the safety of staff and to avoid damage to

underground cables and rail bonds.

No crane shall be worked adjacent to OHE unless OHE is made dead and earthed

and authorised OHE staff is present.

In case of wire snaps at level crossing, the Gate Keeper shall immediately make

arrangements to stop all road traffic and inform the nearest SM / TPC / OHE

section in-charge.

As far as possible, use closed wagons for Engineering Material train.

No part of a tree shall be nearer than 4m from the nearest live conductor. Any tree

or branches likely to fall on live conductor should be cut or trimmed periodically to

maintain this clearance.

DON’Ts

Do not use steel measuring tapes, metal tapes, tapes with woven metal

reinforcement, metallic levelling staff and long metallic wire rods on the electrified

track.

Do not touch fallen or hanging traction wires. In case the wires drop at a level

crossing, the Gate Keeper shall make arrangements to stop all road traffic and keep

the public away.

Avoid contact with the rails when an electrically hauled train is within 250m.

Do not touch two ends of the rail with bare hands. Gloves of approved quality shall

only be used.

Do not carry out any works within a distance of 2m from the live parts of overhead

traction wires unless the traction wires are made dead and earthed and ‘permit to

work’ is obtained from TRD.

Do not cut or trim a tree near the traction OHE without the presence of an

authorised traction staff and without obtaining ‘permit to work’ from TRD.

Do not disturb track bonding or bonding provided to OHE structures. If any bond

is disconnected / disturbed, immediately inform the traction staff.

Do not remove / loosen the fishplates without making a temporary connection with

a jumper or approved design.

Do not bridge with bare hands or any metallic articles, the insulated joints or rails

in track circuited area.

Do not have simultaneous contact with an isolated section of rail and non-isolated

section of rail of the same or other track.

Do not use rails as route path for sitting or for such other purposes.

Do not carry long pipes, poles, ladders, vertically which will come within the danger

zone of 2m of live overhead traction equipment.

Do not open temporary jumper without informing the TRD staff.

Do not hang / keep loose the welding able while ROB works are under progress.

Do not raise the rail level under FOBs, ROBs and other over line structures. Do not

slew track / realign without the knowledge of traction staff.

Do not use any kind of tools or metal articles such as paint pots, oil case, metal bars,

etc., which can be either lifted or be dropped or be carried by the wind on to the live

OHE.

Mechanical Department (C&W and LOCO)

DO’s

Warn all staff about the danger of coming in contact with the live traction within

2m.

All staff to report immediately about any abnormality on the OHE which may

adversely affect safety to the TPC. If the damage is heavy or the moving dimensions

are infringed, take steps to protect the lines.

No crane shall be worked on or near OHE unless an authorised representative of

OHE is present. When so working, care shall be taken to avoid hitting or damaging

OHE structures.

Observe Caution Orders and signals exhibited by OHE staff working at site.

DON’Ts

Do not climb / get on to the locomotives / carriages standing below the OHE unless

the OHE is made dead and earthed.

Never direct a jet from a hose towards OHE while filling water, the jet of water

should only be directed horizontally far away from the live OHE and not vertically.

Do not carry long poles or any other articles which may come within the danger

zone of 2m of the live traction wires.

Do not open water filling hydrants till the other end of the hose pipe has been

inserted in the tank of the carriages. Do not withdraw the hose pipe from carriage

tank till the hydrant is closed. This is necessary to avoid accidental contact of a

water jet with the live overhead traction wires.

While attending the diesel loco, do ensure that tools do not get within the danger

zone of 2m of the OHE.





Attention... TRAFFIC, LOCO RUNNING STAFF,S&T AND ALL OTHER

INSPECTING OFFICIALS

KNOW EVERYTHING ABOUT CALLING-ON SIGNAL

(Ref: GR&SR 3.13, 3.69, 3.70, 3.79, 5.09 and Appendix XI)

In the background of a derailment of light engine caused due to the failure of

Operator (SM) at LPI station of SC Division on 28th

December 2013 at 1855 hours, it is

felt appropriate to sensitise all the SM/ASMs, Loco Running Staff and all Inspecting

Officials about the correct procedures to be followed while being admitted onto an

obstructed line through Calling-ON signal..

The brief of the incident is as follows’

Light engine was planned to be received onto Gautami empty rake which was

stabled at the station, by taking ‘off’ Calling-on signal.

The failure on the part of the SM was initiating Calling-on cancellation immediately

after the passage of the light engine beyond the signal, i.e., premature operation

(without clearing the point zone).

By the time, the loco was passing the point; SM had an opportunity to alter the

point without ensuring the presence of loco / vehicle indication on the panel.

As a result of that operation, the point got operated under the passage of the loco

and taken two routes and derailed. One may wonder how a loco can derail on

facing point. Here was an example.

In order to prevent such failures, following laid down guidelines need to be

followed without compromising for time and shortage of staff.

1. What is Calling-on signal?

It is a subsidiary signal and shall not be placed independently.

2. On which signal below it can be placed?

Below reception stop signals like Outer, Home, Routing Home and Starter signals.

3. Below which signal it shall not be placed?

Below LSS.

4. What marker is placed to identify?

“C” mark board, i.e., black colour letter “C” on white round plate.

5. What is the purpose of this signal?

a. To receive a train on an obstructed line

b. To receive / despatch the train when the stop signal above which it is provided

becomes defective.

c. When the route get locked after the passage of the train and even the normal

route release operation fail, to cancel the route, Calling-on route cancellation is

applied.

6. In ‘on’ / ‘off’ positions what light is displayed by this signal?

No light in ‘on’ position and miniature yellow light when signal is taken ‘off’.

7. Is it is necessary to ensure setting and locking of points when this signal is taken

‘off’?

No.

8. What is proved by the ‘off’ position of this signal?

It proves correct setting and locking of facing point/s. It shall not prove trailing end

points and it shall not prove berthing track condition.

9. Will this signal come to ‘off’ position, the moment the signal is given by SM?

No. The train should be in the calling-on zone and SM should initiate taking ‘off’

Calling-on signal and after a time delay of 60 seconds, the signal will assume ‘off’

aspect.

10. Is it is necessary to register all details such as date, time, train no., reason, etc.,

whenever this signal is used?

Yes. It is necessary to write all the details including the counter numbers before and

after usage in a separate register called Calling-on Route Cancellation Register.

11. What precautions are needed to be followed by the SM and LP/ALP while being

admitted on this signal?

During signal failure/s

a. Role of SM

Ensure that the train is in the calling-on zone by observing on the panel and /

or by hearing the buzzer sound (audio-visual indication).

Ensure all the relevant points for reception of the train are correctly set.

Take ‘off’ Calling-on signal by turning the Calling-on signal knob in case of

Podanur type panel; and by simultaneously operating the route button and

COGGN (Calling-on signal) button in case of Siemen’s / Domino type panels.

Inform the LP of the train through walkie-talkie set from the nominated

channel about the failure of the signal, if feasible.

After 60 seconds, the white slit indication below the concerned signal on the

panel appears which is an indication that the signal assumed ‘off’ aspect.

Do not apply Calling-on cancellation, immediately after passage of the train

beyond the signal; instead wait till the complete train comes well within the

rear fouling area by observing on the panel or by physical check and then

apply calling-on route cancellation.

If Calling-on signal is used due to defective Starter Signal, ensure line clear

is obtained for the train, take ‘off’ Advanced Starter Signal, set the point and

then take ‘off’ Calling-on signal.

Make entry in the Signal Failure Register and also in the Calling-on

cancellation register.

b. Role of loco crew

Ensure that the loco is in the calling-on zone.

Inform the SM on walkie-talkie set about the ‘on’ position of the signal and

confirm the method of admission.

Once the Calling-on signal assume ‘off’ position, give O – O engine whistle

and convey the message to the Guard. Also, make use of the walkie-talkie set

to inform the Guard.

Draw ahead with caution and be prepared to stop short of obstruction.

In case of more than one reception stop signal (i.e., Home and Routing Home

or Outer and Home), proceed only upto the next stop signal and wait for that

signal to be given or Calling-on signal is taken ‘off’.

Make a remark in the CTR and Rough Journal Book.

Receiving a train on obstructed line

a. Role of SM

Ensure the train is in the calling-on zone.

Inform the LP through walkie-talkie set, if feasible.

Set the facing point correctly.

Depute one Pointsman to exhibit Stop Hand Signal and stop the train near

the facing point leading to the obstructed line.

Also, arrange to exhibit Stop Hand Signal 45m before the obstruction.

Take ‘off’ Calling-on signal which will take 60 seconds to assume ’off’

aspect.

Make entry in the Calling-on Route Cancellation Register with clear details.

b. Role of LP/ALP

Ensure the loco is in the calling-on zone.

Inform and confirm from the SM through walkie-talkie, wherever possible.

Once the signal assume ‘off’ aspect, inform the Guard by giving O-O engine

whistle and/or by making use of walkie-talkie set.

Draw ahead with caution and be prepared to stop short of obstruction.

Stop near the facing point leading to the obstructed line where a competent

Railway Servant is exhibiting Stop Hand Signal.

Finally, stop the train 45m before the obstruction where Stop Hand Signal is

exhibited.

12. What are the new technical features of Calling-on signal circuit?

a. Old circuits: After the arrival of the complete train inside the rear fouling, the

SM has to apply Calling-on cancellation which will take 240 seconds (in case of

Podanur Panel, the SM shall also normalise the Calling-on signal knob before

applying cancellation).

b. New circuits: The route behind the train will get automatically released like a

normal train movement. However, in case of Podanur Panel, the SM shall only

normalise the knob and there is no need of applying cancellation. In other words,

the route will be in locked condition till the intended movement is completed.

c. In spite of the arrival of the train on Calling-on Signal, if the route does not get

released, SM shall apply normal route cancellation which will take 120 seconds

time to release the route.

CHIEF SAFETY OFFICER

SAFETY ORGANISATION

Documents

Fly Leaf No. 07/2014 All-concerned – Malselu, Chondi - Basmat 15.6.2014 15.10.2014 MMR – MUE Manmad – Sarwari Sarwari – Kodi, Kodi – Parbhani Purna - Mudkhed 15.6.2014 15.10.2014