OPERATING MANUAL FOR INDIAN RAILWAYS (2020-2022)

INDEX

S.No.

Chapters

Page No.

Working of Stations

1-12

Working of Trains

13-14

Marshalling

15-18

Freight Operation

19-27

Preferential Schedule & Rationalization Order

Movement of ODC and Other Bulky Consignment

29-32

Control Organisation

33-44

Command, Control & Coordination of Emergency Rescue Operations on the

45-54

open line

Marshalling Yards and Freight Terminals

55-67

Container Train Operation

68-72

Customer Interface and Role of Commercial Staff

73-77

Inspections

78-83

Interlocking

84-92

Station Working Rules and Temporary Working Order

93-102

Non-Interlocked Working of Station

103-114

Operating Statistics

115-121

FOIS

122-146

I.C.M.S

Module in ICMS

System

147-148

Data Feeding

MIS Reports

C.O.A

149

ACD

150

Derailment Investigation

151-158

Concept of Electric Traction

159-164

Crew link, loco link & power plant

165-166

Electric Loco maintenance schedule

Diesel Loco maintenance schedule

167-169

Features of Electric Locomotives

Brake power certificate

170

Various machines used for track maintenance

171

WORKING OF STATIONS

(Back to Index)

Railway Stations, world wide, are located in prime city centres, as railways were started at a time

when expansion of cities was yet to start. Railway station continues to be the focal point of central business

district in all cities in the world.

All description of rail business is transacted at the station, passengers start journey or complete it,

outward parcels are booked and inward parcel consignments received and kept ready for delivery. At

stations having attached goods shed, outward and inward freight cargo is handled there.

In their historic evolution, the stations now have catering establishments, resting facilities in retiring

rooms or a budget hotel. A world-class station may look or in fact be more like a mall with shops and

catering establishments with attendant information, ticketing and reservation counters.

Station Master is in overall charge of the station and includes Station Superintendent/ Station

Manager.

Duty List of Staff

The duties to be performed by different categories of staff in connection with movement of trains

are detailed below. These duties must be read in conjunction with the Station Working Rules of the station,

General & Subsidiary Rule Book, Chapter II of Operating Manual dealing with “Working of Stations” and

Block working Manual as amended from time to time.

Responsibility of Station Master (supervisory)/Station Manager

Station Master is responsible for the efficient discharge of duties by different members of

staff at his Station. (General Rules 5.01)

ii.

Ensuring that the general working of the Station is being carried out in strict accordance

with the current rules, procedures and instructions.

iii.

Providing prompt and courteous service with utmost safety and security of passengers and

employees.

iv.

Availability, helpfulness and good conduct of station porters

He shall be responsible for general up-keep of the station.

vi.

He shall be responsible for keeping the safety and operating literature including circulars,

pamphlets, gazette etc. up to date and these must be explained to the staff working under

him and got noted by them.

vii.

He shall be responsible for maintaining Accident register and Accident charts and keeping

these up to date.

viii.

He shall maintain figures in respect of the stock and get them relayed to the control in time.

ix.

He shall investigate all public complaints and send the extracts of the complaint with

explanation of the staff and his own remarks to Divisional Office in time. In case of

complaints concerning the other department, intimation may be given to the subordinate

In-Charge of that department immediately so that action may be taken to avoid recurrence.

He shall promptly attend all accidents, assume charge of the site to and assist in relief

measures ensuring prompt evacuation of injured & stranded passengers. He shall take

note of all the information available and protect the clues/evidence, which may be helpful

in the enquiry. He shall intimate the control office at regular interval for current information

and ask for the required assistance i.e., Relief Train, Medical van etc. He shall investigate

yard accidents, obtain statements of the staff responsible and submit his report with

conclusions and joint note to the Divisional office.

xi.

He shall ensure that fire fighting equipments at the station such as fire extinguisher, fire

buckets etc. are in fine fettle and ready for use.

xii.

The Station Master should regularly test and record in the charge book, the working of

Points, Signals and Track Circuit to ensure that:

•

The Signals are back to ‘ON’ position when the relevant slide/button/ lever is put

back or intended train movement has been completed.

•

it is not possible to take ‘OFF’ conflicting signals at the same time.

•

Signals are not taken ‘OFF’ until all points are correctly set and facing points

locked.

•

Any other manner of testing prescribed by the Authorised Officer.

•

Panel testing: Normal/Abnormal by Station Master.

•

At stations provided with continuous track circuits or at stations having solid state

interlocking the method of testing shall be prescribed jointly by Signalling and

Operating Branch which shall be described in the Station Working Rules to be

followed by station masters.

xiii.

He must ensure that burners and wicks of the hand signal lamps are daily cleaned,

trimmed and oiled properly.

xiv.

He must ensure that the essential Safety equipments at his station are the same, complete

and, if there is any deficiency should be made good without delay.

xv.

He shall conduct night and surprise inspections to check the alertness of staff and working

of signals, and points and visibility of the signals.

xvi.

The Station Master in charge at a station shall inspect his station daily with a view to

ensure efficient working of-

•

All public facilities including, fans, lights, lifts, escalators,

•

All equipments being in efficient working order. Deficiencies must be promptly

rectified or recorded in Petty Repairs Book

•

Safe and efficient working of trains

•

Cabins, Assistant Station Manager’s office, yards, goods sheds and level crossing

gates under his charge.

•

Reservation Enquiry, Public Address system, Public Information Display System,

booking offices, Ticket Checking, catering and vending stalls etc.

•

Drinking Water availability.

xvii.

He shall see that train signal register, station Diary, Inspection Note Book, reference books

and other station record is property maintained and preserved for a minimum period as

prescribed later in this chapter.

xviii.

At the bigger stations Health Inspector is incharge of sanitation the Station Manager shall

conduct daily inspections and bring out deficiencies. He shall conduct daily inspections of

waiting rooms, bath rooms, lavatories, refreshment rooms and catering trollies, platforms,

tracks and other station premises from sanitation point of view and ensure that

arrangements in this regard are adequate and effective. Availability of safe drinking water

to passengers & employees is joint responsibility of JE/SE (works) and health department

he should check that same is available.

xix.

He shall ensure that sufficient stock is available for the requirement of the day. He shall

keep in touch with the running of trains so that, in case of late running of connecting train,

scratch rake can be turned out, if necessary. He shall also keep a check - on reserved

stock available/allotted to his station.

xx.

He shall take personal interest in arranging quick clearance of reserved carriages of

troops, public, prisoners, treasuries etc.

xxi.

Whenever special trains are arranged to run from his station, he shall ensure that stock for

the same is secured and certified placed on the proper line in time.

xxii.

He shall fix up responsibility in case of detention to trains outside or at the station and

submit full report to DRM office.

xxiii.

He shall be responsible to ensure that all the operating staff working under him are

relieved in time for their periodical NVT/ Competency/ Safety camp and special

competency programmes. No one, overdue NVT/Competency shall be allowed to perform

his normal duties.

II.

Deputy Station Master (Outdoor)

The Deputy Station Manager shall be responsible for general up-keep and proper working

of the station as under-

ii)

He shall maintain safety literature, rule books, safety record. He shall counsel staff

regarding rules and safety- systems

iii)

He shall deal with public complaints and counsel commercial staff for courteous

behaviour.

iv)

He shall ensure right time placement and removal of terminating/originating trains and

keep records in this regard and also keep a watch on Shunting operations.

He shall inspect gate, panel, station, regularly during his shift.

vi)

He shall maintain close contact and co-ordination with Panel ASM and Log ASM for

smooth running of trains and for better planning of operational work and will assist in case

of any abnormal working.

vii)

He shall promptly attend to any incident or accident and assist in relief measures during

his duty. He shall collect all information and inform the Control office for required

assistance, i.e., Relief Train, Medical Van etc. He shall also inform the local civil

authorities as required and safe guard the clues or evidences which may be helpful in

enquiry.

viii)

In case of abnormal working, he shall be responsible for manual operation

(Hand

Cranking) of Points and piloting of trains.

ix)

He shall ensure that all coaching trains scheduled to stop at the station, start within their

allowed time.

Whenever Special trains are arranged to run from his station, during his duty, he shall

ensure that stock for the same is secured and placed on the proper line in time.

xi)

He shall keep close supervision on sanitation. He shall inspect the platforms, waiting halls,

waiting rooms & the track and see that the same are cleaned properly by the sanitary staff.

xii)

He shall keep close watch on passenger amenities provided at station and their up keep.

xiii)

He shall look after any other work assigned to him by Station Manager, from time to time.

xiv)

In case of emergency he shall also perform duty on Panel/Log.

xv)

All instructions received from superiors shall be recorded in an Order Book. Senior officers

should confirm these through a control order to avoid ambiguity. All such instructions shall

be implemented, provided these do not violate safety rules & procedures.

xvi)

He will perform all the duties of SS in his absence.

III.

Log ASM/Block ASM

He shall handle the block instrument himself when on duty and shall not permit any

unauthorized person to manipulate or handle the block panel/block instrument & block

telephone.

ii)

He shall keep the Station Manager’s control keys block instruments in his personal custody

whenever, he is required to leave his office even for a short duration.

iii)

He shall maintain TSR and other connected record/documents in good shape and ensure

that all entries are completed and are upto date.

iv)

He shall attend the control and give arrival departure of trains promptly and shall carry out

instructions given by superiors provided these do not violate safety rules & procedures.

He shall inform the ESM/MSM through a written message, any failure of block working etc.

and invariably enter these failures in signal failure register.

vi)

In case of any accident, he shall inform promptly the section control Station

Manager/Station Master/ Dy. SM immediately. He shall give all the information available

with him in regard to the nature, places, cause and assistance etc. in respect of the

accident.

vii)

He shall communicate reasons for late start of out going trains and late arrival of incoming

trains to control.

viii)

He shall come on duty after taking complete rest and shall not perform his duty under the

influence of liquor, drugs, or intoxicants.

ix)

He shall keep his reference books upto date, posted with latest correction slips and shall

keep himself fully conversant with the extant rules. He shall keep his books readily

available for inspection when asked to do so.

He shall not absent himself from duty without prior permission of his superiors. He shall not

leave his duty unless properly relieved by his relief and shall not exchange his duty without

prior permission from his superiors.

xi)

He shall not consider himself relieved of duty unless he has completed transactions of

trains for which he has given/obtained line clear till the complete arrival of such trains.

xii)

He shall always obey the lawful orders of his superiors so long as they do not contravene

any of the extant rules in force.

xiii)

In case of any abnormal working, he shall also perform the duties assigned to Panel ASM.

xiv)

He shall advise the descriptions of the train to which he had granted line clear or obtained

line clear to panel ASM.

IV.

Panel ASM

When on duty or when called upon to do so, in case of emergency, he shall be responsible

for obtaining and granting line clear to trains or for shunting movements as per SWR & GR.

ii)

He shall handle the control panel himself when on duty and shall not permit any

unauthorized person to manipulate panel.

iii)

He shall keep the SM’s control keys of control panel in his personal custody whenever, he

is required to leave his office even for a short duration.

iv)

While coming on duty, he shall ensure that all points and signals are in good working order

and all the registers, records, pertaining to train passage are completed in all respect

before taking over the charge.

He shall personally ensure that conditions for taking ‘off’ the reception signals are fulfilled

and the clearance of line is verified as per SWRs before actually pressing the relevant

button for taking off the signals.

vi)

He shall ensure from indications available in the panel that the signals are burning 'brightly

and are giving correct indications.

vii)

He shall maintain complete and up to date record of the Engg. Restrictions. He shall be

responsible for bringing forward the caution order register every Monday and displaying

the restrictions on notice board as well.

viii)

He shall be responsible for ensuring delivery of proper caution orders to all trains.

ix)

He shall ensure that all Shunting operations are carried out as per extant orders and GR

5.19 and SRs thereof.

He shall inform the ESM/MSM in writing or through a written message, any failure of

track/signals/ points/keys or panels etc. and shall invariably enter these failures in signal

failure register.

xi)

He shall allow shunting in between the arrival/departure of trains or during slack period as

frequently as possible to the maximum extent.

xii)

He shall come on duty after taking complete rest and shall not perform his duty under the

influence of drugs, or intoxicants.

xiii) He shall keep his reference books upto date, posted with latest correction slips and shall keep

himself fully conversant with the extant rules. He shall keep his books, readily available for

inspection when asked to do so.

xiv) He shall not absent himself from duty without prior permission of his superiors. He shall not

leave his duty unless properly relieved by his relief and shall not exchange his duty without

prior permission from his superiors.

xv)

He shall not consider himself relieved of duty unless he has completed transactions of

trains for which he has given/obtained line clear till the complete arrival of such trains.

xvi)

He shall always obey the lawful orders of his superiors so long as they do not contravene

any of the extant rules in force.

xvii)

He shall ensure that proper indications of points, signals, track, circuits, crank handle, level

crossing gate etc., are displayed at their proper places.

xviii)

He shall be responsible for issuing required papers to trains entering/leaving the yard

under the instructions of log ASM.

xix)

He shall issue shunting order for shunting operations as per extant rules.

xx)

He shall keep a watch on the working of shunting staff.

xxi)

He shall ensure clearance of running lines in case of failure of their track circuits.

xxii)

He shall maintain log book regarding train and shunting movement.

xxiii)

He shall be responsible for giving complete arrival of all trains to log ASM supported by a

private No.

xxiv)

In case of abnormal working he shall be responsible for cranking pad locking of points and

piloting of trains in absence of Deputy Station Manager/out door.

Pointsman/Shuntman

He shall obey all lawful orders of the ASM on duty or official in-charge supervising the

shunting during the course of shunting operations including coupling or uncoupling of

vehicles of wagons. Fixing rubber washers, closing wagon doors, displaying hand signals

etc.

ii)

He shall exhibit danger signal to the official supervising the shunting should the crossing

be fouled during the shunting operation.

iii)

He shall pilot the trains in case of abnormal working and when ordered by the SM on duty.

iv)

He shall be in proper neat and clean uniform while on duty.

He shall come on duty after taking complete rest and shall not perform duty under the

influence of liquor, drugs, or intoxicants.

vi)

Neither shall he absent himself from duty nor shall he exchange his duty without prior

permission of his superiors.

vii)

He shall not leave his duty unless properly relieved or authorized by his superiors.

viii)

He shall set the points properly in non-interlocked yard and man them for all shunting

movements and shall not interfere with the points while the vehicles are standing and, or

passing over them.

ix)

He shall be responsible to see that fouling marks are kept clear after completion of

shunting.

He shall always commence his duty equipped with hand signal lamps during night and

flags during day.

xi)

He shall verify the correct setting of route before delivering required papers to the loco pilot

either through taking 'OFF' the relevant shunt signal or by personal observation.

xii)

In case of track failure he shall assist the SM to ascertain the clearance of line.

xiii)

He shall be responsible for lighting up of the indicators in the evening and putting out in the

morning time fixed by DRM office and ensuring that these are burn brightly at night.

xiv)

He shall be responsible for cleaning and oiling the burners and trimming wicks during day

time under the supervision of Station Manger/Deputy Station Manager.

VI.

Gateman

He shall be responsible for proper operation of the gate as per SWRs for the passage of

trains.

ii)

He shall ensure that no train suffers any detention on account of late closing of the gate.

iii)

He shall keep the channels of check-rails clean and shall clean the road within the railway

limits and water the area regularly.

iv)

He shall clean the gate lamps and hand signal lamps daily. He shall ensure that the wicks

of the burners are trimmed so that these are lighted properly and kept burning continuously

from sun set to sunrise.

He shall keep the surroundings of his gate lodge clean tidy and neatly planted with shrubs,

plants etc.

vi)

He shall remain alert on duty till properly relieved. If he is required to leave the gate in an

emergency he shall close and lock the gate booms against the road traffic before leaving

the gate.

vii)

He shall ensure that the equipment at L-xing are complete and in working orders.

viii)

He shall produce the public complaint book when required by public for lodging complaint

and to the railway officials for inspection.

ix)

He shall ensure that road traffic is not unnecessarily held up at the gate.

He shall stand in attention near the gate lodge facing the track and be prepared to repeat

any signal which the guard may intend to convey to the loco pilot or show caution or

danger signal should anything appear to be wrong with the train itself as it passes.

xi)

He shall be polite and courteous in his behaviour towards the public.

xii)

He shall report any defect in the gate to the ASM on duty without delay.

xiii)

He shall close the gate on sighting a train or when ordered by the ASM on panel duty.

xiv)

He shall attract the attention of the loco pilots and guards by shouting and gesticulating

instead of showing danger signal in case of tram parting.

xv)

He shall obey all lawful orders of the SM on duty.

xvi)

In case of any obstruction, accident or damage to the gates, he shall protect the

gate/obstruction as per instructions and rules in force.

VII

Duty list and hours of duty:

Sr. DPO/DPO shall fix the duty hours for the staff at stations in accordance with the (Hours of

employment regulations in consultation with Sr.DOM/DOM/ Sr.DCM/DCM). Copies of these duty hours

(roaster) must be displayed at each station

Station staff shall handover charge at the end of their hours of duty as prescribed at the station

only when properly relieved. Such duty hours shall not be exchanged without the permission of the Station

Master.

Daily Mustering of Staff: The Station Master or the person authorised in this behalf shall fill in the

attendance of staff at his station in Attendance Register.

SM's responsibility for assurance:

Station Master’s responsibility before allowing employees to take independent charge-

Station Master must not allow any employee to take independent charge of a post connected with

train working without satisfying himself after detailed oral examination about the knowledge of concerned

staff .He must satisfy that the employee -

(a)

Possesses the requisite Certificate of Competency.

(b)

Has understood the working rules of the Station and is fully conversant with the duties he

has to perform.

Before an employee takes independent charge of a post connected with train working for the first

time, the pickup period is generally laid down by the DRM(Safety). However, following guidelines can be

observed on first posting or when there is change of system/means of working of trains -

(a)

Junction stations with marshalling yard and lobby

10 days

(b)

Terminal stations with marshalling yard and lobby

8 days

(c)

Large stations or junction stations

5 days

(d)

Medium stations & Road side station

3 days

(e)

Road side stations

2 days

If employee fails to give declaration in fixed period, he must be directed for Refresher Training at

his expense.

It must cover pickups in all the shifts.

(Minimum one day for each shift.)

He must read station-working rules and must witness the actual performance of these duties for

the time specified as ‘pick up’ time. In emergencies, however and in cases where the duties are of a simple

character and similar to those already performed by an employee at stations where he has worked before,

this pick up period may be reduced by the Sr.DOM.

Home Address Register:

Every Station Master must maintain a Register containing the name and up-to-date address

including telephone /mobile phone no. of each member of the staff employed at his station.

A separate Register containing list of all shopkeepers, licensed vendors, licensed coolies,

contractors coolies or any other persons working at station other than railway employees must be

maintained along with their up to date address and telephone nos, blood group if available and office copy

of their Photo Identity cards. Entry of such persons into station area will be permitted only after checking

the I Card.

Public and Staff notices for exhibition:

The following Notices and Publications, besides those, which may be ordered from time to time, shall be

exhibited at each station in conspicuous places.

Notice Board showing current running of trains in the waiting hall, or at the entrance.

Notices regarding hours of business of goods, luggage and parcels - outside the respective

offices.

Notices regarding restrictions in Goods Booking.

Notices regarding Allotment of Wagons.

Rules regarding occupation/use of Waiting Rooms - Inside the waiting rooms.

Notice regarding date of payment of staff.

Duty Rosters and Classification lists of staff employed at stations.

Extract of Railways Act (24 of 1989) and payment of wages act.

A list of nearest Doctors and Hospitals, with telephone nos.

10.

Rules for the occupation of Rest Houses and Rest Rooms.

11.

A list of home addresses with telephone nos. of staff in Station Master’s office.

12.

List of persons with telephone nos. from whom conveyance can be requisitioned in

emergency; list of tent houses.

13.

List of nearest Fire Stations, Bus depots, Airports, OIL companies etc. with telephone

numbers.

14.

List of telephone numbers of Civil, Police, Military and Railway officials.

15.

Other prescribed notices.

16.

The List of Staff qualified in First Aid.

17.

Blood groups of staff

The Station Manager must be careful to see that out dated timetables and notices are

removed and replaced with current ones. He should also ensure that the telephone nos. are updated from

time to time.

Exhibition of public advertisements:

Public advertisements in the form of Boards, Posters, Showcases, Models, Neon-signs, or in any

other form should not be allowed to be exhibited at any place within the station limit or premises without the

written permission of the competent officer of commercial publicity branch etc. The Station Master will

maintain a register showing full particulars of each advertisement exhibited at the station in the prescribed

form.

Station Masters and other railway staff including Guards and Loco pilots of any train must not

permit the display of advertisement matters on engines, passenger coaches and other rolling stock, unless

the prior permission of the Divisional Railway Manager concerned has been obtained.

Rule Books, Manuals etc. at Stations:

The Station Master is personally responsible to see that rules books. are kept up-to-date and are

available to staff for reference. (G&SR 2.01, 5.02 and 5.03.)

Station Master is also responsible to see that all registers, forms and charts are properly and neatly

maintained and that they are not used for purposes other than those for which they are printed and

supplied.

Station Masters are responsible for general accuracy of all periodical returns and for their

submission in time.

Destructions of obsolete records shall be recorded in a register

Station Records:

Each book/Register, when completed must be stocked in a bundle with a cover showing dates of

commencement and completion.

Records must be placed on shelves and almirahs in dry and secure places, where they shall be

safe from irregular handling or removal by any unauthorised person.

Periods for which Station records must be kept at Stations are given at the end of this chapter. Any

records pertaining to court cases/enquiries must not be destroyed until the DRM’s permission is obtained.

Books and Notices at Level Crossing Gates:

The following books and notices are maintained at a level crossing gate provided with Gate-lodge.

Where Gate-lodges are not provided, the books shall be maintained in the Station Master’s office.

A Book showing the list of equipments.

Duty Rosters.

A copy of duty list with translation in regional language.

Level crossing working instructions, which should appear as separate appendix to SWR.

Hand Book for gateman

Extract of the Station Working Rules.

Public Complaint Book.

Vision test and Competency Certificate of the Gateman.

Results of last Traffic Census.

Inspection Books.

Filing of Operating Circulars:

Every Station must maintain files of circulars etc. subject wise.

Each circular must be got noted by members of the staff concerned. In case of Group ‘D’

moderately literate staff, Station Master must record that circulars etc. have been correctly explained.

Instructions for Guards

Instructions for Guards issued from time to time must be kept in one file at Guards Headquarter stations.

Guards must make themselves thoroughly acquainted with these instructions and should sign the circulars

and assurance register of safety literature file, while “signing on” for duty.

Correspondence:

All official correspondence must be attended to by the Station Master, who must open all covers

and see that all letters are replied without delay.

All inward letters must be registered in the inward letters register showing the dates & letter no. of

reply with a copy placed in a file.

Station Masters are responsible for the accuracy of the information contained in all outgoing letters,

which they must sign personally.

The Station’s name must be stamped on all returns and letters and on envelopes in which they are

despatched.

Every outward letter must be numbered, dated and must also bear reference no. of the subject.

This must be adhered to in all subsequent correspondence when replying to correspondence; reference

must be made to the letter number under reply.

Letters from the public asking for information must be replied to as promptly as possible. If there is

any difficulty in supplying the required information, the receipt of the letter must be acknowledged and

matter referred to the DRM,

SR.DOM shall provide model draft of letters, which are frequently received at stations, using a

model draft will ensure that language used is polite, respectful and courteous. It should be written legibly at

stations not having computers

When forwarding letters or complaints from staff working under them, Station Masters must submit

their own remarks, while forwarding such letters.

Letters received by the Station Master, pertaining to departments under him e.g. Goods Shed,

Booking/Parcel offices etc. may be marked by the Station Master for the In charge concerned, but the

Station Master shall be personally responsible for the early compliance of such letters.

Playing of Bands and presentation of Guards of Honour etc. on Station platform:

The playing of bands and presentation of Guard of Honour etc., on the Station Platform is

prohibited, except with the prior permission of the DRM.

Prohibition against Photography/Film shooting on railway premises:

Such Photography/Film shooting is strictly prohibited within Station limits and on the railway lines,

except with the permission of the officers authorised by railway administration.

Religious Edifices within the railway limits:

Employees are forbidden to occupy any place in station area for praying holding religious

functions speeches, discourses etc., to erect religious structures, either permanent or temporary, or to add

or alter any existing religious structures on railway land, without the sanction of the General Manager.

Station Masters will keep close watch and promptly report any violation of this instruction.

Normal period for which Station Operating Registers and Records are required to be preserved:

S.No.

Period of

of the

Description of the Book/Form

preservation from

Book/

the date of

Form

completion

Train passing registers/Books/Forms

1 year

Muster Roll

Permanent record

Caution order register and Caution Order books

1 year

Wagon Exchange Book/Wagon Exchange Register

3 years

Sick Wagon and Transhipment Register

3 years

Guard’s Signature Book

3 years

Wagon Demand/Priority Register

3 years

Indent and Loading Register

3 years

Wagon Transfer Register

3 years

Damaged Stock Register/ Sick Wagon Register

3 years

Siding Voucher Book/Record of Time Wagon Handing over

3 years

Control Order Book/Conference Book

3 years

HQ Leaving Permission Register

1 year

Uniform Register

Permanent

Record

Record of Station Equipment sent for repairs

Permanent

Record

3 years

Permanent

Record

Station Order Book

Permanent

Record

Station Inspection Register

Permanent

Record

Transportation Bio-data Register Register of Home Addresses of staff etc

Permanent

Record

Spectacles Register

1 year

Station Diary and Charge Book

1 year

Unconnected Wagon Register

3 years

Load Report Register

3 years

Watering Register

3 years

Summary of Daily receipt and despatch of wagons and Work Done

Local Orders to be

issued by DRM

Special Stock Register

Local Orders to be

issued by DRM

Detention to Wagon at Train Marshalling stations

Local Orders to be

issued by DRM

3 years

Detention to Trains outside signals and at adjacent stations

3 years

Marshalling Register for Inward and Outward trains

Local Orders to be

issued by DRM

Local Orders to be

of PU, Repack wagons, etc.

issued by DRM

Local Orders to be

issued by DRM

Guard’s and Assistant Guard Arrival Register

3 years

Number Taker Book

3 years

Yard Wagon Balance Register

1 year

Guard’s Duty Register

3 years

Guard’s Rough Journal

3 years

6 months

Form of Train Examination advice

1 year

3 years

Statement of running of Passenger Trains

3 years

Diary of Yard Supervisor.

Permanent

Record

Unusual Register, other registers and Records maintained in control offices and at

Local Orders to be

specified stations

issued by DRM

Note: -

(i)

In calculating the one year or the three years period, the year to which the books and documents relate,

and the year in which they are to be destroyed should be excluded.

(ii)

Record pertaining to Court Cases, departmental enquiries should not be destroyed till three years from the

date the case is decided.

(iii)

Record pertaining to public claims etc., or those under reference from Home or other railways, should not be

destroyed without permission from DRM concerned.

Most of these registers can be computerised, clubbed & some can be eliminated

~~~~~~~

WORKING OF TRAINS

(Back to Index)

General

No person shall drive a train unless he is in possession of a valid certificate of competency issued

by an authorized officer.

No Loco Pilot, Assistant Loco Pilot or loco pilot of any self propelled vehicle shall be booked to

work a train or to drive a vehicle until he has learnt the road and shall give a declaration that he is fully

acquainted with it.

For this purpose he will be booked to work three round trips on each section including one during

night before being put to work the train/vehicle independently.

Examination of Trains

Each train shall be examined by competent person from the rolling stock/electrical maintenance

department before being offered for passenger, goods/or any other service.

The purpose of the examination is to ensure that all functions of the train and its constituent

carriages/wagons etc are working correctly, particularly safety devices including brake systems, passenger

alarm -etc to be listed by competent authority.

The competent staff shall sign a certificate of safety test indicating duration of its validity.

Classification of Trains:

Trains are either scheduled as shown in the Working Time Table or non scheduled trains and are

run on the following account: -

Traffic Account:

(a)

Mail/ Express/ Passenger Trains

(b)

Commuter trains EMU/DMU/for Suburban, regional

passengers.

(c)

Military Specials including troop trains.

(b)

Parcel trains of carriage of coaching traffic only.

(c)

Goods trains for movement of conventional freight cargo

(d)

Container Trains

(e)

Mixed trains carrying both passengers and freight

Other trains to include Exhibition Trains, Mobile Hospital on wheels etc.

Engineering Account

Ultrasonic and other track testing trains:

(a)

Material trains.

(b)

Track maintenance trains like Tie Tamping Machines, Rail grinding trains PQRS,

BCM, DGS etc.,

(c)

Wiring Special / Tower wagons.

Miscellaneous Account:

(a)

Staff shuttles.

(b)

Water specials.

(c)

Workmen’s specials.

(d)

Accident Relief Train (ARTs)

(e)

Accident Relief Medical Equipment (ARMEs).

(f)

Crane Specials.

Train Ordering: Scheduled passenger trains do not require train ordering

Train advice is necessary only when these are required to be cancelled, put back or there is any

change in the schedule shown in the Public /Working Time Table.

In case of unscheduled trains, train advice should be issued.

Trains are ordered by CTNL in conjunction with the Power Control and or Lobby Supervisor.

Train Preparation:

The time at which train is required to be in readiness in all respects for departure from the starting

station will be laid down by the Divisional Railway Manager/SR.DOM.

In case of passenger trains, the rake duly examined and fit in all respects with full compliment of

coaches (at least to meet reservation requirements fully) should be placed on the platform well in time to

allow all pre departure functions to be completed.

These include-

•

Loading of mails, booked luggage, and parcels

•

Loading of linen

•

Pantry car provisions

•

Watering

•

Cooling of AC coaches

•

Display of reservation charts

•

Deployment of train staff

•

Attaching of locomotive

To facilitate passengers boarding, generally an important long distance passenger train should be

placed on the platform 30 minutes/15 minutes before its scheduled departure, depending upon the terminal

layout.

Every Loco pilot of a train while starting from the starting station must verify adequacy of brake

power as certified in train examination document .In addition, he must conduct a “feel test” to ensure that

train brakes respond to brake application. In case of failure, he will report to the control and bring his train

to a stop as directed by the Control. The train shall move only after the defect has been rectified.

MARSHALLING

(Back to Index)

Marshalling

Marshalling is attaching of vehicles on a train in a predetermined manner to ensure train safety, provide

operational expediency and to maximize customers convenience

Marshalling of Mail/Express/Passenger Trains:

The general principles kept in view while marshalling are

I Position of upper class coaches, ladies compartment, dining car,in respect of easy accessibility

Normally the dining cars or the catering compartments, air-conditioned and upper class coaches, shall be

marshalled in the middle of the train or as near to it as possible and ladies compartment will be near

Guard’s SLR.

Non-passenger carrying stock shall preferably be marshalled next to the engine or in the rear of

the train, defining the area for stacking, loading and unloading of parcels packages and mails on platforms.

The Marshalling of SLRs and Anti-Telescopic/Steel-

Bodied Coaches on Passenger Carrying

Trains:

(a) Marshalling of Mail and Express trains:

(i)

In case of SLRs which have passenger portion on one side, luggage-cum-brake portion on

the other, the SLR should be marshalled in such a way that the luggage and brake portion

is trailing outermost or next to engine.

(ii)

In case of new design of SLRs with Passenger portion in the middle, these can be

positioned in either way.

(iii)

In case, anti-telescopic/steel-bodied SLR is marshalled with passenger portion next to the

engine or rear SLR with the passenger portion towards the end of the train" the passenger

portion of SLR should be locked.

(iv)

In case of shortage of SLRs, any other suitable coaching vehicle or a VPU may be

provided, and in case a coaching vehicle is attached its doors should be locked to ensure

that passengers can not occupy it.

(v)

However on the M.G., if it is not feasible to position the SLR as mentioned in Item (a)(ii)

above due to coupler arrangements marshalling, as operationally convenient may be

allowed.

(vi)

Two anti-telescopic or steel-bodied coaches should be marshalled inside the anti-

telescopic or steel-bodied SLRs at both ends.

(vii)

After providing anti-telescopic or steel bodied SLRs for Mail/Express trains, all the

available anti-telescopic or steel-bodied SLRs should be used on main line passenger

trains and after meeting this requirement, the rest should be used on Branch Line

Passenger trains. Anti-telescopic or steel-bodied SLRs should be marshalled in the same

way as in the case of Mail/Express trains.

(b)

Marhsalling of Short Service trains:

The Railway Board has permitted marshalling of three coaches in front and rear of the SLR on

short trains, provided they have working brakes and subject to two end coaches at either side are anti-

telescopic. An Inspection Carriage may be attached as fourth trailer coach on such trains.

(c)

Non-Passenger Coaches:

VPs LRs, WLRRMs and other coaching vehicles, which do not carry passengers may be

marshalled as operationally convenient. Inspection carriage, whether anti-telescopic/steel-bodied or not

and occupied or being worked empty may be marshalled as operationally convenient.

(d)

Reserved Bogies and Saloons Occupied by VIP:

Reserved bogies occupied by passengers and Inspection Carriages/ Saloons occupied by VIPs

should be treated as a passenger coach and marshalled accordingly.

If they are anti-telescopic or steel-bodied they can be marshalled anywhere as operationally

convenient. If they are wooden-bodied, they should be marshalled inside the required number of anti-

telescopic/steel-bodied coaches.

(e)

Sectional/Through Service Coaches:

(i)

Sectional/through service coaches, if they are anti-

telescopic

steel-bodied,

may be marshalled as operationally convenient.

(f)

POH/Sick coaches returning to Shops:

(i)

In the case of POH/sick coaches, which are returned to shops for major repairs and are

attached to passenger trains, such coaches should be properly locked and windows

secured, so as to prevent entry of any passenger into these coaches. In that case, it is not

necessary to attach these coaches according to safety marshalling instructions and can be

attached next to the train engine or rearmost as convenient. If for any reason, it is not

possible to lock up these coaches, such coaches should be treated like other passenger

coaches in the train formation and should, therefore, be marshalled inside the required

number of anti-telescopic/steel bodied coaches.

(ii)

It is also desired that the above instruction on safety marshalling of passenger carrying

trains should be made known to all the staff and officers concerned and these should be

followed strictly.

Block Rake Composition:

For block rake composition and marshalling order, 'Normal composition and marshalling order and rake link

of passenger trains' are issued by COMs of respective railways from time to time.

Mixed Trains:

Classifying a passenger carrying train as a mixed train needs authorization by COM.

On such a train, coaching and goods stock shall normally, remain in one block (except where a deviation is

permitted) and their marshalling will also be laid down by the COM.

Normally goods stock should be attached next to engine and coaching stock inside the rear brake van.

Attaching of Four Wheelers on Passenger, and Mixed Trains:

Rules on the subject contained in GR 4.08 and in the current Working Time Table should

be followed.

On MG and NG the single empty or loaded 4 wheeler must not be marshalled between an

engine and bogie vehicle/wagon or between two bogies /wagons.

However, on BG the above restrictions do not apply to match trucks along with Break

Down trains and whenever under special instructions four-wheeled brake-van is attached

next to engine provided that such stock is fitted with center buffer couplers.

Attaching of Vehicles outside the Rear Brakevan :

Vehicles outside the rear Brakevan can be attached in accordance with the provision of the following SRs:

Attaching of vehicles in rear of Brakevan in fully vacuum train

Attaching of power plant bogies

Attaching of damaged vehicles

Marshalling Chart for Passenger/Mixed/Goods Trains:

S.No

Type of Stock

Marshalling order

Empty coaching stock, covered

As operationally convenient but preferably

motor trucks etc.

marshalled as outermost vehicle at either end.

Motor car etc. loaded in open wagons

In the rear of the Train either as a last vehicle or

covered with wagon sheets.

inside the rear brake van

Banking Engine

(a) On ascending gradients in rear of train.

(b) On descending grades in front.

front.

ATTACHMENT OF DEAD LOCOMOTIVES

(Railway Board’s letter: 1. No.. 99/Safety(A&R)/19/10 dated 10.12.2001 and 2 No.2000/M(L)/466/803

dated 1/9^th March 2004)

Conditions for attachment of dead locomotive:-

Certificate for ‘Fit to run is issued by Section Engineer/Loco Inspector/Power Controller for

Passenger/Goods train.

ii)

Maximum permissible speed of the train shall not be less than maximum permissible

speed of the dead locomotive

iii)

Arrangements have been made to ensure that brakes can be applied on dead

locomotives in synchronization with working locomotives

Running of double/triple headed is permissible on the section over which the dead

locomotive is to be hauled.

ii)

When a dead electric locomotive has to be moved on a non-electrified section, special

check shall be made regarding its infringement to the schedule of maximum moving

dimensions. In the case of any infringement, the dead locomotive shall be treated as

an ODC.

iii)

As a final check, the coupled locos should be run for about 500 meters and the driver shall

check for any abnormal rise in the temperature of the wheels of the dead locomotive and

shall also check it at subsequent stops during the journey.

iv)

In addition to freight/passenger trains, a dead locomotive can also be attached to

Mail/Express trains including Superfast trains but excluding Rajdhani and Shatabdi if the

locomotive brakes including proportionate brakes are operational and maximum

permissible speed of the locomotive is not less than the booked speed of the train in which

it is being attached. Locos with inoperative brakes can be attached subject to the brake

power of the train being within the permissible limits. Locomotive with defects in

undergear equipment can be attached only in freight trains.

II.

Attaching/hauling of dead locomotives by Mail/Express/Super fast/Passenger trains: -

Only one dead locomotive (diesel/electric) can be attached.

ii)

Brake power of the train should be 100% excluding dead locomotive

As far as possible, brake should work on dead locomotive. However, if it is not possible,

then in the case of air-braked train, brake pipe and feed pipe of working

locomotive shall

be connected to brake pipe and feed pipe of trailing stock and

dead locomotive will

work as piped vehicle.

In the case of vacuum braked train, vacuum pipe of locomotive shall be connected with vacuum

train pipe of trailing stock and the dead locomotive shall be treated as a piped vehicle. If the locomotive is

fitted with pure air braked system and vacuum pipe is not provided on locomotive then it should be

attached with air braked trains only.

III.

Attaching/Hauling of dead locomotives by goods trains:

Movement of maximum three locomotives (2 working+1 dead) with load is permissible subject to

observations of all restrictions on operation of double/triple headed working locomotives in the

section provided that brakes in dead locomotives are operational.

The above instructions should be strictly followed and it is, therefore, advised that these guidelines

be supplemented in the respective Subsidiary Rules also.

IV.

Escorting of dead Locomotives:-

Escorting of locomotives (diesel as well as electric) attached to freight and passenger carrying

trains is not necessary if the brakes including proportionate are fully operational and the dead locomotive is

attached next to the train engine. The dead locomotive will continue to be escorted if attached in the rear

of brake van or has defect in undergear equipment.

Medical Relief Van:

Can be run without brake van (Local SR should be followed for Ghat Section)

Inspection Carriages attached to Light Engine:

Maximum three inspection carriages occupied by the officers can be attached. In case more than 3

Inspection carriages are attached, rules regarding running of goods trains without brake van will apply.

Attaching of Travelling Cranes:

Provisions of G&SR 4.27 should be followed.

FREIGHT OPERATION

(Back to Index)

Importance of Freight Operation:

The freight business is the major source of revenue for the Indian Railway.

Main activity centres of Freight operation include terminals, yards, control office and stations.

Broad Classification of Goods Trains:

End to End:

Trains, generally run from the train-originating Terminal to the final destination. This is an express stream

of freight trains and does not require any stoppage en route, except for crew change.

Such trains will normally include container trains, air braked block rakes for single destination. These trains

are planned to run like non stop Rajdhani trains and may have a fixed timetable and guaranteed transit

time. This group may include trains of private freight operators.

Other through trains -Are also block rakes or may have two or more destinations on the same or adjacent

section. These may have conventional bogie stock

Work Trains, Shunting Trains, Pilots etc.:

These train movements are for short distances for clearance of damaged wagons made fit or for

supply/removal of rakes to and from the sidings or important terminals served by a yard.

Departmental trains:

These include Material Trains, Track maintenance trains, Ballast trains, Relief Trains, Wiring

Special, Crane Specials etc. are known as departmental trains.

II.

Complexity of Freight operations:

Freight operation is generally more complex than passenger train operations for the following reasons:

The changing pattern and fluctuations in demand for rakes/wagons due to changes in the level of

production, changes in the pattern of distribution and changed consumption centres.

The variety of commodities to be moved, with different characteristics & type of wagons required

Preferential traffic schedules, rationalisation scheme& other public policy regulations

Seasonal variations in demand

ii)

Time taken in loading/unloading-whether manual or mechanical

iii)

Train examination Systems

•

End to End/Intensive Examination

•

Premium end to end

•

C.C. rake

This in turn results in -Sick Wagon detachments & attachment of fit wagons for completing the rake

composition.

Following is the series of operations for empty rakes being offered for loading:-

• Examination

• Supply/placement

• Loading

• Despatch

For inward loaded trains which after placement and release have to be back loaded at the same

terminal or at other location, withdrawal from loading points may require an outward examination unless

the rake is fit for round trip or for a prescribed distance.

Once the train is fit in all respects and commercial formalities have been complete a set of activities are

initiated these include -

• Preparation of train documents

• Train ordering,

• Arranging train crew & locomotive

• Monitoring train movement

• Arrival at the destination

This cyclic operation requires constant monitoring and co-ordination.

III.

Ordering of Goods Train:

Each freight Train is required to be ordered to run under a unique number /name or Train

ID for monitoring its movement through intermediate divisions, zones etc as also to

facilitate all processes at control offices, yards, C&W depots station and Crew/Guard

booking Lobby Power Controller/Traction Loco Controller.

The message from Divisional Control that a train is scheduled to leave from a Station or

Yard at a certain time. is known as the Train Notice. The message is, in turn further

conveyed to all concerned. The availability of suitable

(i) Load

(ii) Locomotive

(iii)

Crew/Guard and (iv) Path has to be kept in view for ordering of goods trains.

Co-ordination between the Traffic Controller/and the Power Controller (the shed, if fresh

power is required) ; the Yard/Station, C&W staff and the Crew/Guard booking lobby is thus

required.

Regular conference with yards, terminals, and the adjoining Division is held by the Control

and for exchange of information regarding forecast of trains in yards; completion of

loading/unloading at sidings etc. and interchange with adjoining Divisions. This monitoring

should be enforced through FOIS so that time of staff spent on phone is reduced and more

productive work is done by better planning.

Constant monitoring for expediting loading/unloading at major sidings/goods sheds is also

done by Control and the Station Staff for ensuring the availability of load.

IV.

Planning of Locomotives:

Power Plan:

The power plan indicates the daily average number of locos required and planned for freight

services section wise for each division

This bare requirement of Locos for Traffic use is calculated on the basis of the traffic turn round and

average number of trains run on each section

This represents the average number of locos needed on the Division.

Loco Outage and Loco Utilisation:

Loco Outage means the average number of locos available to traffic use in a day (24 hours). Since

the Diesel and Electric Locos have long extended runs and may cover many divisions in a day, the position

may be maintained graphically for the entire duration (0 to 24 hours) the loco is on line on the Division.

Different colour graphic representation on Bar Chart can represent the time spent by each Loco to serve as

a good Management Information System e.g. (a) time taken by running train (b) time taken for Crew

Changing (c) time for Fuelling (Diesel Locos) (d) time taken for Loco inspection (e) time for repairs on line

(f) time for Light Engine running (g) time taken for Shunting (h) time spent at terminal/ destination (i) en-

route detention.

Thus, the total hours for which the various Locos were available for Traffic use divided by 24

(number of hours in a day) would give the Loco outage.

Loco outage = Engine Hours for traffic use

Loco outage can be prepared service-wise/shed-wise/railway-wise, traction wise etc. The actual

Loco outage should generally be around the target fixed for each Division.

However, it should be appreciated that while the target is based on average, the actual

requirement of Locos may fluctuate due to bunching of trains, increase in traffic or due to bottlenecks on

account of operational reasons, equipment failure or after effect of interruption to traffic.

Control of Operating Department on Loco running:

Electric and Diesel Locos are maintained by the respective Loco Sheds and Locos once turned out

of shed are available for utilisation for a number of days till prescribed maintenance/inspection schedule is

due in the shed or the locos require out of course repairs. Thus, while the operating staff has the

operational control over utilisation of Locos as well as flexibility of using the Locos as per operational

requirement, they have to keep in view the maintenance/inspection schedules of the Locos and send the

Locos to the Shed well in time. Overdue running of locos should be avoided by suitably planning the train

running. Similarly, all out efforts should be made to send the dead locos or locos requiring attention in the

home shed. The hauling capacity of the Locos and special restrictions as jointly agreed to by the officers of

operations and loco departments should also be adhered to.

While operating department has to optimise the work done by each Loco i.e. moving maximum

traffic with the minimum number of Locos by adoption of operational strategies and improving the

efficiency, the Shed and the Loco organisation should provide optimum number of Locos in good fettle,

keeping in view the traffic needs as shortage of Locos can lead to transport bottlenecks and inability to

move the existing and potential traffic.

Along with the availability, reliability, safety and predictability have to be aimed. Loco failures,

Loco troubles en-route and ineffective locos should be kept to the bare minimum.

Balancing of Locos is also required to be done i.e. Locos without loads may be sent to other

Divisions where they are required.

Reduction in terminal detentions and increasing average speed of goods trains would substantially

improve engine utilisation.

Availability of Engine Crew and Guard:

Running staff for Goods operations are generally booked on the principle of first in and first out,

Balancing of Crews/Guards by sending staff spare is also required to be done in case the running of trains

is not even in both directions on a section.

Availability of Path:

Theoretically, on a double line section, a Goods Train can always be run when load, power and

crew are available and the next block section is clear.

On single line sections despatching a train out of path, will be counter productive, due to

Mail/Express Blocks, Peak timings of Suburban or Commuter traffic. Readiness of the interchange point or

the terminal to accept the trains are to be kept in view before pushing a goods train ahead. It is better to

have directional flow if possible.

Master Charts incorporating all Passenger carrying trains and realistic goods train paths are

prepared in consultation with Operating Officers, Controllers, Yard Staff, Power Controller, Station Masters

of important stations etc. in order to:

Find out line capacity of the section.

ii)

To highlight the set of suitable paths for guidance of Control, which can be used for, goods

train ordering also.

Iii

To prepare tentative goods train time table for selected express stream of trains.

Lobby System:

A Lobby is like a Control Office in the field. It is established with the twin aim of reducing engine

detention and crew detention in a Yard or a Crew or engine changing station by realistic ordering of trains

and Crew/Guard booking.

It is advantageous to have a combined Crew and Guard booking lobby so that both are available

simultaneously. The lobby supervisors/staff can take forecast of a train running from the Deputy

Controller/Section Controller along with details regarding the names of Crew, Guard and their signing in

time, loco particulars, last C&W examination etc.

They can verify the dates of Loco Schedules from the Chart available with them and keep liaison

with the Power Controller/TLC. They also keep watch on

“expect” of train formation, examination,

readiness etc. and by constant chasing, planning and updating of information, trains are ordered on

realistic expect, Trains may be put back or cancelled, if required and Crew booking and engine allocation

changed promptly.

Some overlapping Crew/Guard may also be kept in the Lobby to take care of the last minute

absenteeism. Shunters may also be kept in the Lobby of big yards/junctions to attach, detach, and run

round locos or to pull the Train from Yards upto the Crew changing points, so as to avoid wastage of main

line Loco pilots.

The pre-departure detention to the Crew, Crew hours balancing, rescheduling of Locos and Yard

detentions to Locos can be thoroughly monitored by the Lobby and remedial measures taken.

Role of Various Agencies in Freight Operation:

Large number of agencies play important role in freight operation. Marshalling Yards, Train Examination,

Locomotives and Lobbies have been discussed elsewhere in this Manual. Role of a few agencies is

discussed below with special reference to freight operations.

Control Office:

The main function of the Control Office is planning, execution and review with all the three activities going

on simultaneously.

ii)

Planning is aimed at forecasting and optimising the following:-

Interchange

Trains to be run section-wise

Supply of rakes/ for bulk loading,.

Release of inward loaded rakes placed for Unloading

Information regarding the following items is generally required for this purpose:

(a)

Analysis of divisional wagon holding

(b)

Power availability

(c)

Availability of loads

(d)

Disposal of empty rakes

(e)

Demands for loading

The plan is made by Control in the early hours of morning and reviewed by Operating Officers.

Changes in the plan, as deemed necessary are made at various stages on the basis of updated information

received from the activity centres, adjacent divisions and instructions received from the Head Quarters.

iii)

Execution:

The goods operation plan is executed on the basis of actual materialisation. of the forecast with suitable

adjustments made for short falls /excesses.

Yards, Loco Sheds, Stations, Terminals, Lobbies and TXR depots are actively involved in execution of the

plan.

iv)

Review:

The trend of the day’s position is reviewed by the Chief Controllers and Officers in the afternoon.

Detailed review of the previous day’s performance is carried out early in the morning by the Operating

Officers with the following objectives:

Analysing shortfalls of previous day to take remedial measures and pin-point weak spots.

Provide data for planning for the current day.

The main features of performance, which can be reviewed, include:

•

Interchange failures

•

Divisional Wagon Balance (Wagons on Division)

•

Train Running

•

Disposition of empties

•

Loading at important terminals - and in case of shortfall, reason for the same.

•

Review of unusual occurrences

•

Examination of Control Charts

•

Particulars of stabled loads

•

Yard performance

•

Unloading on Division

•

Registrations and Loading

•

Power position, utilisation of Locos & Terminal detention

•

Sick line working

•

Special type of stock

•

Clearance of piecemeal wagons (sick or otherwise) from roadside stations.

VI.

Head Quarter’s Role in Freight Operations:

The Division’s Freight Operations generally require close co-ordination and assistance from other Divisions

and Railways. While direct contact is also maintained by the Control and Operating Officers of various

Divisions, the Zonal Head Quarters play a pivotal role in this respect. Some of the functions performed by

the Head Quarters are summarised below:

VII.

Management Information System:

Important information concerning the position of Freight Operations on various Divisions of

Railways is obtained through line and stock report daily telephonically or through FOIS or Teleprinter or

FAX to the Head Quarters (Central Control) from Divisional Control. Now more and more zones and

Railway Board are shifting to FOIS generated reports.

This includes, loading and stock position, particulars of old outstanding and fresh registration of

indents, category wise position of unloading, transhipment, Yard balances, important yards and wagons on

Divisions, Train Running on each section, average speed, interchange position, Locomotive position and

Locomotive utilization etc.

The position is reviewed and analyzed by the COM/CFTM/ Dy.COM (Goods), STM (Goods)

CMPE(R&L) and CELE. The important position pertaining to various Departments is conveyed to the

Departments concerned as well as the General Manager. The Head Quarter Office also obtains the

Statements at the end of each month or whenever required and the performance is compared with (i) The

Targets (ii) The figures of the previous month (iii) The figures of the corresponding month of the previous

year and (iv) the best ever record etc.

In addition, the Statistical Branch also provides Data to the General Manager and the Departments

concerned with Operations for detailed analysis and review.

Head Quarters plays an important part in planning and co-ordinating freight operations. After

detailed conference with the Operating Officers, and in terms of Railway Boards current-operating

directives Head Quarters issues directions and instructions regarding the following items:

(a)

Interchange transactions (category wise)

(b)

Loading and Unloading

(c)

Traffic insight from other Railways/Divisions This information is now available on FOIS

terminal where a pipe line can be seen from end to end and expected arrival of train at

destination is also estimated by FOIS system

(d)

Conveying priorities for the day and setting quantified objectives to be achieved.

(e)

Reviewing the work done at the important activity centres like Yards, Terminals etc.

(f)

Train and Traffic regulation in case of accidents etc.

(g)

Certain items of Goods Operation are directly controlled by Head Quarters e.g. Co-

ordination and directions regarding rake Loading of programmed and committed traffic,

movement of special type of stock, movement of over dimensioned consignments, out of

turn allotments and allotment despite restrictions etc.

VIII.

Railway Board’s Control on Freight Operations:

The Railway Board provides Unity of Control and direction for the freight operations. It also has the

important role of supervision and co-ordination, which is very much essential for a big network like Indian

Railways. The Railway Board’s Control Office also remains in contact with the Head Quarter (Central

Controls) of the Zonal Head Quarters and watches loading and movement of important streams of traffic,

like coal, raw material for steel plants (iron ore), cement, food grains, fertilisers, POL, sugar, export ores,

container traffic etc. It also watches loading, interchange, power position, goods train running on important

sections etc. to ensure that each Railway fulfils its obligation and optimises the use of various assets. The

items watched are more or less the same as those watched by the Zonal Head Quarters in respect of the

Divisions, but the perspective is wider. Railway Board plays an important co-ordinating role between

various Railways and other Central Government Departments and vital sectors of Economy connected with

Railways. Policy formulation and Planning, which have important bearing on Freight Operations is also the

major function of the Railway board.

IX.

Role of Some Other Departments:

The Commercial Department plays an important role in canvassing for Traffic, improving marketing,

customer relations in general, booking of traffic, expediting loading/unloading of wagons, quick disposal of

unconnected wagons and transhipment of Wagon detached out of course for Hot Axles etc. The various

other Departments like Mechanical, Electrical, Civil Engineering and S&T provide and maintain various

assets and infrastructure (track, wagons, engines, S&T Network etc.). These departments also ensure

sufficient availability, reliability, predictability, safety and reduction in equipment failures; promptness in

restoration in case of breakdowns and accidents should also be ensured. They also endeavour for the

achievements in technology upgradation along with the operating strategies and determine the level of

excellence in Railway Operations to a great extent. In nutshell, all the functionaries have to work as a

dedicated team.

Some Indices of Freight Operation and Efficiency:

The important Operating Statistics, most of which are indices of Operating efficiency, have been discussed

in detail later in this Manual (Operating Statistics). Some Indices of Freight Operations and efficiency are

highlighted below:

XI. Wagon Holding:

For a given amount of originating loading and receipts of loaded wagons from other Railways and making

an allowance for percentage of stock out of commission for repairs, etc., there is an optimum number of

wagons that a Railway, and separately its constituent divisions, should hold to maintain the fluidity of

transport system. More wagons than the optimum number might lead to increase in the repairs and

maintenance percentage, heavier detentions to wagons and trains and transport bottlenecks, i.e. more

congestion in sidings, yards and sections without a proportionate increase in the tonnes lifted, or in the

efficiency of operations. Similarly, excessive shortage of Wagons may lead to loss of traffic. Proper

estimation and projection of requirement, proper planning and working at various stages of freight

operations is necessary for keeping wagon holding low. “Ineffective Stock” percentage should also be kept

minimum.

Interchange Balance:

Maintenance of the interchange target is an indication of a Railway’s overall operating performance and its

efforts to meet inter railway obligations, hence interchange balance should not be very high, even when

maximum trains are interchanged. However, attempts should be made to see that on busy sections,

interchange is not only confined to few hours of the day but uniformly distributed.

ii)

Load of trains:

A train is a unit of transport. Depending upon the load, suitable loco is provided for its haulage. In order to

get the optimum use of motive power and to increase the capacity utilisation and throughput, each

Locomotive is given a load approximately to the maximum hauling capacity, unless operating necessity

requires utilisation of a loco for lesser load. The stations should also ensure that wagons are loaded to the

carrying capacity or the minimum weight prescribed for some commodities.

iii)

Loading and Unloading:

To optimise the loading is one of the most important items in freight operations because it is through

loading that Railway earns the maximum revenue. Similarly, unloading is necessary so that wagon

becomes available for next loading. Reducing the time taken for loading/unloading by technology

upgradation and other strategies in co-ordination with the customers has to be endeavored.

Iv)

Empty Running:

Ideally it is waste of transport capacity to run a wagon empty or with light load, but much of empty running

is inescapable on account of the unbalanced nature and quantity of outward and inward traffic at terminals

and necessity of supplying empty wagons. Certain special type of wagons for POL, Steel, Coal, Natural

Gas, Ammonia, LPG etc. have to be generally run empty to the loading points. Operating skill lies in

avoiding or reducing the extent of empty haulage and cross movements of similar type of empty stock.

Despatch in Block Rakes:

Despatching of wagons in small numbers always means transit delay while a block load can go direct to

the farthest destination skipping many yards, thereby eliminating detention that the wagons might have

suffered in the intermediate yards. Piecemeal wagons passing through a number of marshalling yards,

where they have to be combined with other wagons to form train loads, cause huge amount of work for the

staff and result in loss of efficiency, avoidable delay, anxiety and uncertainty regarding their arrival at

destination. Unit train movement, i.e. a train load consigned by single consignee to single consignor, is

ideal. Consignees can also be motivated to club their Indents to get trainload and block rakes.

Also two points loading on same engine run can improve wagon usage. Close circuit rake movement can

also be resorted to between selected pair of stations or rakes. Maintaining the purity of freight rakes has

also to be ensured.

vi)

Long Distance Trains:

It is an age-old principle of operations that full train loads should be formed at the earliest point for the

longest possible distance. Long distance trains should have least stoppages like long distance passenger

trains. Trains can also be run as “crack trains” or Link Train.

A crack train/Link Train is a train when the same crew (and engine if possible) instead of “Signing off” at the

intermediate crew changing point works a train to farther junction. Thus, a train running from Ujjain to

Godhra or vice versa without Crew/Guard change at Ratlam can be run as X ‘Crack’. The Crew can also

be utilised on ‘Crack’ basis when the same Crew perform a round trip without “Signing off” at the outstation

and is promptly provided a load so that Crew returns to its Head Quarters within normal duty hours.

vii)

Wagon Turn Round:

The interval between two successive loadings calculated from the time a wagon is placed for loading till the

time it again becomes available for reloading is the actual turn round. As the calculations for individual

wagons in the manner stated above are not practicable, the following statistical formula is generally used:

Wagon Turn Round (T )

L+R

Where ‘S’ stand for the effective daily wagon holding or midnight wagon balance of a day (excluding sick,

POH wagons in or waiting for shops, like departmental wagons, wagons lent for departmental use, and the

wagons used for coaching traffic).

‘L’ stands for the total number of wagons loaded on the

Division/Railways plus the wagons loaded at Transhipment Point, ‘R’ stands for the total number of loaded

wagons received from other Railway/Divisions. Thus, for example, if a Division loads 350 Wagons on BG

(including 50 BG Wagons loaded through transhipment of MG Wagons), 150 inward loaded wagons are

received from other Divisions and its effective wagon holding at the end of the day (midnight) is 2250

wagons, the Divisional Wagon turn round will be 4.5 days.

2250

i.e.

---------

= --------

= 4.5 days WTR (Wagon Turn Round)

350+150

500

viii)

Detention to Trains and Wagons:

(a)

Detention to Trains:

A check on the detention to trains (1) outside signals or at stations adjacent to Goods Terminals, (2) in

shunting operations at road side stations and (3) enroute detentions for various reasons should be

exercised regularly.

(b)

Detention to Wagons:

Close watch should be kept on the areas, e.g. Marshalling Yards, Goods Terminals, Stabling Points etc.,

where wagons are likely to suffer avoidable detention during various phases. Although this is watched

through periodical data, special attention should be paid to pockets, where piecemeal Wagons suffer

prolonged detention and often remain out of sight.

Ix)

Engine Utilisation:

Engines being costly resources their utilization have to be carefully monitored. Some of the measures for

improving Engine Utilizations are as under:

(a)

Running of the Goods Trains on proper path: For this, the Master Charts have to be

properly framed and consolidated.

(b)

Proper co-ordination between Control and Line Staff.

(c)

Reduction in Terminal detention of Locos by proper monitoring co-ordination and working

of Yard Staff, C&W Staff etc.

(d)

Judicious ordering of Trains and Right time starts of Goods Trains.

(e)

Proper controlling, judicious crossings and preferences.

(f)

Loop Lines on critical block sections should not be generally blocked.

(g)

Stabling and picking up of load should be judicious and properly planned.

(h)

Loco pilot should run at maximum permissible speed subject to restrictions.

(i)

Light Engines can be coupled or attached to trains in order to save path and energy.

(j)

Light Engines (Single or Couple) should run at maximum permissible speed, for which they

are fit, subject to speed restrictions

(k)

Signals must be taken off promptly at Stations. Distant/Warner Signals must always be

taken off promptly.

(l)

Tangible authority to proceed should be handed over at the appointed place instead of

getting the train slowed down in front of the Station for handing over the Authority from the

Platform.

(m)

Trains should be run through Main Line (as far as possible) since looping results in extra

time on run.

(n)

Locomotives should be in good working order and staff should be well versed in Loco

operations and trouble shooting.

(o)

Hauling capacity of the Locomotives should be properly utilised.

(p)

Engineering speed restrictions should be regularly reviewed and reduced by maximising

the output of the Engineering staff and machines. Due care and foresight in offering blocks

for track maintenance should be exercised.

(q)

Regular foot plating by officers and staff involved in operations, motivates train crew and

alerts the line staff.

(r)

Effective control over traffic yards to reduce other engine hours, detention to locos at

important loading/unloading points and industrial sidings.

(s)

The factors adversely affecting the Locomotive utilisation, speed of goods train, terminal

detention etc. should be got analysed by suitable multi departmental teams and remedial

measures taken.

(t)

Incentive schemes for motivation of staff connected with Goods Operation, so as to

improve Engine utilisation Special watch on Loco pilots loosing time on run and not

running on maximum permissible speed.

Average Speed of Goods Trains:

The average speed of goods trains is calculated by the following formula:-

Average No. of Goods Trains X Distance travelled by each train in 24 hrs. Speed

= Total time taken

by all the Goods Trains run.

The distance and the time taken are calculated from the Control Charts. Thus all detention to Goods

Trains enroute enters into calculation and has the effect of bringing down the average speed.

Almost all the factors affecting engine utilisation play part in the average speed of goods trains, the

difference being that in the calculation of average speed of goods trains, the detention at originating point

and terminating point as well as the Light Engine Running are not taken into consideration. While

computing average speed of freight trains

XII.

Staff Supervisions:

Excellence in freight operations requires that the staff offer their willing co-operation.

To achieve this

proper training for constantly developing the knowledge, skills and commitment is essential.

XIII.

Targets and Statistics:

One of the important means to utilise fully and efficiently the existing carrying capacity of a railway

is to set measurable and specific targets for the various performances after taking into consideration all the

local conditions. Once the targets are laid down, all possible efforts must be made to attain them.

The targets should be set sufficiently high and reviewed constantly with a view to improving the

performance further. Details regarding Statistics pertaining to Railway Operations are given in chapter on

Operating Statistics where targets are not attained within a reasonable period, the causes must be traced

and effective remedial action taken, if necessary, revised targets should be laid down.

PREFERENTIAL SCHEDULE

(Back to Index)

Movement of wagon load traffic, is regulated by what is known as the Schedule of Preferential

Traffic, laid down by the Central Government (Railway Board) under Section 71 OF THE Railways Act

,1989 and is designed to ensure that certain essential commodities and urgent movements are accorded

necessary preference at a time when the available transport is not adequate to meet with all the demands.

Traffic is classified into 4 categories viz., A, B, C, and D. Commodities registered in the lower categories

cannot have preference over those registered in the higher categories although the former may have been

registered much earlier.

(a) This Priority Schedule is decided by Traffic Transportation Directorate of Railway Board.

(b) It lists the Sponsoring Authority and Accepting Authority for programmed traffic.

(Copy of Priority Schedule can be obtained from Indian Railways website)

Rationalization Order

Under section 71 of Indian Railways Act 1989, Railway Board has been empowered to charge freight over

route, which may not be the shortest between alighting point and destination. The Rationalization order

indicating the route through which the freight is to be charged is issued by traffic transportation branch,

Railway Board.

Revised rule 125 of IRCA Goods Tariff Part I(Volume-I) vide Board’s letter nO>ECR 1125/94/3 dated

6/10/94 through which it has been that directed unless there is specific instruction in writing from the

center or his authorized agent to the contrary, goods will be despatched by the route optionally feasible and

freight charges will be levied by the shortest route. However, charging of freight by shortest route is

subject to any instructions issued under rationalities order issued from time to time.

MOVEMENT OF OVER DIMENSIONAL AND OTHER BULKY CONSIGNMENTS (Back to Index)

Definition:

Consignments, which when loaded upon a wagon, would infringe the maximum standard moving

dimension, at any point, on the entire route, from the booking station to the destination, including via break

of gauge is called an Over Dimensional Consignment (ODC).

Therefore, any consignment exceeding the dimension quoted below shall not be registered for booking

unless prior sanction for its acceptance has been obtained from the Zonal headquarters.

Maximum Moving Dimensions from rail level (at any point):

Gauge

Description

(MM)

(762 MM)

Height at Centre

4115

3430

3200

Height at sides

3505

3200

2895

Maximum Width

3050 for Bogie Wagon

2590

2286

3200 for 4 wheeled Wagon

Note:

(i) Above mentioned dimensions includes lashing and packing.

(ii)

When a dummy truck is used, the maximum weight that may be loaded, in any wagon or truck is

distinctly marked on each vehicle and must not be exceeded.

Classification of ODC consignment:

ODCs are divided into 3 classes according to the minimum clearance available between the consignment

and minimum fixed structure profile.

Class ‘A’:

Those ODC loads, which has a gross clearance of 22.86 cm (9 inches) and above.

Class ‘B’:

Those ODC loads, which has a gross clearance of 15.24 cm (6 inches) and above, but less

than 22.86 cm (9 inches),

Class ‘C’:

Those ODC loads, which has a gross clearance of less than 15.24 cm (6 inches) but not

less than 10.16 cm (4 inches).

Maximum

Movement

Required to be

Sanctioning Authority

Permissible

During Day

Class

escorted by

Sanctioned Speed

or Night

Within Division : DRM

Inter Division of the same zone

COM

Sectional speed

Day & Night

Inter Rly.:

COM of the Zone and COM of

concerned Railway.

Local :

BG-40 KMPH

DRM

MG-25 KMPH

Day & Night

TXR

Inter Div/fgn.Rly.: COM

NG-15 KMPH

BG-25 KMPH

(C&W)

CRS

MG-25 KMPH

Day

SE(P.Way) TI

NG-15 KMPH

Net Clearance:

The net clearance shall be worked out as under:

The net clearance between the consignment as loaded in the train and any fixed structure should be

calculated after making an allowance of 75 mm (3 inches) for lurch (horizontal) and 7.62 cm (3 inches)

bounce (vertical) on the straight together with following additional factors applicable only when the

structure in question is situated on a curve.

Horizontal Clearance:

(a)

Allowance for lean due to super-elevation and over hang due to curvature.

The lean should be calculated for that point on the profile of the load which is likely to have the

smallest clearance from fixed structure the formula being :-

where H = height in feet to the point being considered.

C = Super elevation

G = gauge.

For the central overhang due to curvature, the formula will be:- B2/8R

where B = distance between bogie centre

R = Radius of curve.

In cases where the overhang at the end of a vehicle may have to be calculated by the formula will

be: -

L2-B2

where L is the length of the vehicle.

(b)

Additional lurch on curves may be taken 38 mm.

Vertical clearance:

In case where the top width of the consignment exceeds the gauge of the track the vertical tilt should be

added to the height of consignment to work out the vertical clearance from the fixed structure.

Procedure for sanctioning movement of ODC

When ODC consignment is offered at a station for booking SS/SM will verify if the consignment exceeds

the maximum moving dimension from originating station to destination station including via. and break of

gauge, if involved. He should apply to the Sr.DOM, who will obtain the necessary sanction of the

competent authority.

An application must show the length, width, height, and weight of the load accompanied by a sketch in

duplicate of the consignment.

In communicating sanction for the movement of ODC, specific route, through which the particular

consignment will move, should be indicated, and it will be the responsibility of the SS/SM of the station

from which the load originates.

In addition to strictly adhering to the specific route, the restrictions (eg. speed restrictions, night running

restrictions, platform restrictions etc.) notified for conveyance of the consignment over the route, must be

adhered to, and no relaxation in this regard is permitted.

Loading:

On receipt of the sanction, the consignment should be loaded carefully, lashed and packed properly, so as

to avoid any change of shifting enroute.

While examining the wagon loaded, the SE(C&W) must pay attention on the following:

Load is well secured;

Load is within the C.C. of the wagon;

Weight on any pair of wheels does not exceed;

Axle load restriction, if any;

Under gear of the wagon.

After loading the consignment, Sr. SE(C&W) will register the measurement and advise the SS/SM

concerned of the various overall dimensions, including the packing and lashing etc., as loaded in truck.

SE(C&W) must issue “fit to run” certificate to the effect that the loaded wagon concerned is safe to run via

the particular route specified.

SS/SM will inform, then to Sr.DOM/DOM and office of the COM, followed by a confirmation copy, to be sent

to COM.

The Operating Branch will arrange to advise the COM of the other Rlys. concerned, with full dimensions of

the consignment, as loaded in the truck for issue of necessary final sanction for movement.

Under any circumstance, provisional sanction must not be treated as final sanction and final sanction must

invariably be awaited before consignment is despatched.

SS/SM/YS/YM concerned must furnish full particulars of the wagon to the Control, such as Wagon No.,

Owning Rly., Type of Wagon, Station from and to, route over which it is required to move etc. After this,

Control/Divisional office will give necessary permission to the concerned staff to despatch the wagon by a

particular train on date advise and obtain their acknowledgement.

A Caution Order will be given to the Guard and Loco pilot of the train carrying ODC to restrict the speed

and observe any other speed restriction at any other point or other precautions as laid down.

On Electrified Sections:

In addition to the precautions laid down above, the following special precautions must be observed

for transport of over- dimensional loads on the electrified section:

In all cases, where oversize consignment is moving, it should be remembered by all staff

accompanying the ODC, that the overhead electrical equipment is always ‘LIVE’, except when a

particular power block has been obtained from the Traction Power Controller. Even when a power

block has been obtained, it should be remembered that all the lines, other than those for which the

power block has been granted, are ‘LIVE’ at 25000 Volts.

No person should climb on the roof of carriages of wagons, when those vehicles are located

beneath the overhead equipment, except when the equipment is made ‘DEAD’ and earthed.

The following are the prescribed clearance from contact wires for the passage of over-dimensional

loads through electrified traction areas and the special restrictions required:

Special speed restriction is not required when the gross clearance is at least 390 mm.

Speed must be restricted to 15 kmph, when the gross clearance is in between 390 mm to 340 mm.

Speed must be restricted to 15 kmph and over head power must be switched off when the gross

clearance is less than 340 mm

No consignment with less than 100 mm gross clearance from the over head contact wire will be

permitted over electrified section.

A representative of the Traction Department should also accompany all ODC having clearance as

specified in item (b) and (c) of sub para (3) above, over electrified section.

A representative of the Traction Department should accompany all ODC loads having width of

more than 1981 mm for BG and 1910 mm for MG from the centre line of the track.

Section Controllers and Traction Power Controller must co-ordinate, while an ODC moves on

electrified area.

A list of structures, where the clearances are restricted on the electric traction area and also the

clearance available under overbridges should be with the Section Controllers and Traction Power

Controllers.

Despatch of ODCs:

1. At the originating station the ODC wagon will be moved when final approval has been obtained

from the competent authority.

2. At the originating point the number of wagon/wagons carrying ODC should be entered by the Train

Clerk/SM in the vehicle guidance in red ink to be handed over to the Guard of the train.

3. SS/SM should advise the Section Controller on duty, before starting the train and while asking line

clear, describe the train number with letter 'X' suffixed on it.

4. It will be the duty of the Dy. Chief Controller to keep adjoining Control Office informed about the

movement of such ODC, till such time, it is handed over to the adjoining division by specified train.

Also ensure that the consignment is moved strictly by the authorised route.

5. Shunting of train with an ODC should be avoided. Loose and rough shunting of ODC wagon and

against such wagon is prohibited.

CONTROL ORGANIZATION

(Back to Index)

The Control Organization of Indian Railways is the nerve centre of train operations. It controls the asset

management of the Railways, in a dynamic situation, round the clock incessantly moving trains on its entire

network.

It has come a long way from being an exclusively telephone based system emerging in the form of an

Information Technology enabled organization.

This basic structure of Operating Control on Indian Railways exists at the Divisional Level, which has also

been extended to Area Control levels. In addition, Central Control Office is situated in the headquarters

office and one at Railway Board.

The area spread of a division is divided into control sections, each section having a given number of

stations.

The two-way telephone system, also called an omnibus circuit which permits all stations to have direct

communication with Section Controller, who is responsible for train regulation in his area. The section

Controller can speak to all stations at the same time or to one station selectively, using individual

numbers/buttons. Movement of trains is plotted on a time distance graph to record their actual progress,

these records, called control charts, can be analyzed later.

To guide and assist the section controller, there are shift Deputy Controllers.

All technical disciplines involved in train movement have a representative in the Control office to provide

the required support from his department. These would include-

Motive Power Controller

Traction Power Controller

Signaling and Tele-Communication Controller

Commercial Controller

Security Controller

C& W Control

Engineering Control

The entire organization works round the clock, all days of the year without any interruption to monitor actual

movement of trains on the entire rail network.

The detailed organization of the control selected and duties assigned to employees depends on the

demands of the transport task appropriate to each grade of employee or to diversity in the transport task.

The Chief Controller is the head of Divisional Control Organization.

Basic Functions of Control:

Train Control: Supervising & regulating movement of trains from station to station on the section to

avoid delay to trains and to maximize utilisation of the capacity of the section by: -

(a)

Monitoring movement of trains from station to station and recording paths and detention on

charts.

(b)

Arranging crossing and precedence of trains judiciously.

(c)

Arranging working of departmental and material trains.

(d)

Giving time signal to all stations on the section daily at appointed time

(e)

Fulfilling interchange commitment.

(f)

Arranging proper movement of assisting/banking /light engines.

(g)

Clearance of sick wagons from Roadside stations.

(h)

Arrangement of relief for 10 hrs duty staff.

(i)

Incident management on rail network & at station

(j)

Arranging Engineering and/or power blocks in such a way as to involve minimum

disturbance to train running.

(k)

Maintaining fluidity of yards by controlling the flow of stock in and out of yard

(l)

Arranging Speedy relief in case of accidents.

Traffic Control is the general and over-riding control for supervision of the movement of goods and

coaching traffic on the section. It is exercised by :

(a)

Collecting information from the various stations on the section in respect of -

(i)

Registration for wagons outstanding at stations and arrangements for supply of wagons.

(ii)

Number of wagons loaded and empty wagons/rakes awaiting despatch.

(b)

Arranging running, regulation, putting back and cancellation of trains.(both freight &

coaching)

(c)

Securing maximum loads for trains.

(d)

Collecting stock position from the different stations, marshalling and terminal yards.

(e)

Arrangement of Crew & Guard for freight trains

(f)

To keep liaison with adjoining Railways and Divisions for interchange commitments

(g)

Monitoring and co-ordinating working of yards, goods sheds sidings, loco-shed, TXR

depots etc.

(h)

Supervising of stock control.

(i)

Arranging supply of wagons against pending registration.

Securing optimum utilisation of stock, with minimum detention.

To ensure optimum utilisation of loco and staff.

To arrange ART & Crane from adjoining Railway/Division in case of accidents and other

coordination.

Power Control is responsible for provision of motive power to all trains by maintaining position of

locomotives

(a)

Requisitioning engines from loco sheds for all operating requirements, i.e. Train working,

Shunting and Banking.

(b)

Ensuring most economical use of engines by close supervision both in Traffic Yards and

sheds.

(c)

Ensuring the return of engines to “Home Sheds” at regular intervals for servicing and

maintenance.

(d)

Ensuring an even balance of engines and crews between running sheds for meeting

demands of traffic,

(e)

Ensuring that light engine kilometres is kept to the minimum.

(f)

Providing guidance to running staff for troubleshooting.

Carriage and Wagon Control is responsible to assist the train and traffic control and to-

(a)

Ensure timely examination and fitness of all trains

(b)

To keep a watch over the detachment of sick wagons/coaches and to arrange for their

early repair and fitness.

(c)

Keeping a watch over availability of vital C&W components, like Air Hoses, Washers,

Clamps etc.. and efficient working of equipments &machines in C&W depot to avoid

detention to trains.

(d)

To keep a watch over placement of wagons/coaches in sick line and their release.

(e)

To keep account of detention to trains on C&W account and take remedial action.

(f)

To provide guidance to running staff for trouble shooting.

(g)

For Electrical Multiple Units, this function is performed by EMU controller.

(h)

Monitor the movement of POH due stock to workshops

Commercial Control assists the Traffic and Train Control.

(a)

To expeditiously dispose off unclaimed and unconnected wagons, parcel consignments.

(b)

To keep a watch on detention to trains on Commercial account like Alarm Chain Pulling.

Carriage watering, Parcel working etc., and take remedial measures.

(c)

To ensure quick transhipment of sick wagons by arranging matching stock and labour.

(d)

To keep a watch over submission of station returns.

(e)

Monitoring of public complaints lodged at the stations.

(f)

To ensure proper maintenance of public amenities available at stations.

(g)

Any other job entrusted by Sr. DCM/DCM.

Traction Power Control is provided to assist in Traffic and Train Control for -

(a)

Arranging maintenance blocks for OHE

(b)

Arranging alternative power supply in case of tripping etc., through remote control.

(c)

Monitoring OHE failures and taking remedial action.

(d)

Monitoring detention of trains on OHE accounts.

(e)

Guiding running/ station staff in trouble shooting.

Engineering Control

Monitors imposition & cancellation of Engineering Restrictions, Working of track machines & monitoring

integrated maintainable blocks.

To co-ordinate works during maintenance blocks

Running of Material trains.

Signal Control assists Traffic and Train Control and is responsible -

To keep a watch over the S&T failures and take remedial action.

To ensure efficient working of communication channels

Security Control is responsible for prevention of theft of property and assists passengers in

trains/stations.

10.

Functions of Control:

The main functions of Traffic Control are:

Continuous supervision of the movement of all traffic in the controlled area with a view to

achieve the maximum possible operating efficiency.

Systematic maintenance of accurate charts of train movements and the arrangements of

crossing and precedence to the greatest advantage.

Analysis of detentions to trains

Planning, ordering and running of goods trains to the best possible paths.

Maintaining the fluidity of marshalling yards/freight terminals.

Taking remedial action in the event of yard/terminal congestion.

Elimination of avoidable detentions to goods stock at loading and unloading points and at

transhipment stations.

Allotment and distribution of goods stock to stations,

Supply of information to adjoining controls, terminals and engine changing stations regarding

the movements of trains to enable adequate timely arrangements for their reception and

onward despatch.

Arranging of engineering and other departments blocks with minimum detention to traffic.

Running of material trains and other track machines, tower wagons etc.

Arranging relief for engine crews and Guards.

Ensuring maximum utilisation of locomotives.

Issuing instructions for train working in case of equipment failures and whenever abnormal

methods or working have to be resorted to.

Speedy arrangements for relief rescue and restoration in the event of accident.

To assist in the realistic planning of time tables and punctual running of passenger trains in co-

ordination with various departments, other divisions and other railways.

To keep a watch over damaged stock at road side stations, yards and sick lines and to ensure

that they are promptly attended to

To rectify immediately the irregularities on the part of line staff and provide them necessary

guidance.

To provide operations management information.

To ensure smooth functioning of FOIS and other IT applications.

Telecommunication Facilities in Control:

Extensive, efficient and reliable communication network is necessary for the efficient functioning of

the Control organisation. The following telecommunication network is available in control offices.

FOIS Network

Hot lines are provided between:

(a)

Headquarter and Divisions

(b)

Adjoining Divisions and Railways

(c)

Intercom facility to various Officers and other functionaries concerned with the control is

connected with important work centres with STD or Trunk Exchanges.

Deputy Control Lines:

This circuit is provided between various functionaries in the control office, stations and important work

centres like yards, loco sheds, crew booking lobbies.

Section control circuit:

This circuit is connected to all the stations and the section controller, Chief controller etc.

Traction Power Control circuit:

This additional telephone circuit is available on the electrified sections; this is connected to T.P.C. in OHE

remote control centre, all stations, control-offices and selected work places. The section controller or T.P.C.

can also be contacted from the emergency socket provided over the sections of line by means of portable

telephone of the control point with indication on the electric mast, direction wise, to the nearest circuit.

Section Control Board:

The Section Controller of each section is provided with control board with Telecommunication facilities for

coaching stations, certain important cabins, big freight terminals, loco shed etc. over a section. For the

guidance of section controller, the lay out of all the stations and sidings is painted on a large board.

The station lay out diagram is also provided with details of holding capacity of each of the running

& non-running lines, gradients and signals. In electrified area, OHE sectioning diagram is provided. This

depicts elementary sections in different colours & other details of sectioning post (SP) and Sub-sectioning

post (SSP).

Graphs and Plotting:

Trains are plotted on control graphs which consist of horizontal and vertical lines

representing distance and time respectively. Along side the vertical lines stations are

spaced to a uniform scale. Each one hour is first divided into 6 units of 10

minutes

each

and each unit is further sub-divided into 5 smaller units of 2 minutes

each.

ii)

Each control graph at the end of the shift may have the following information on it:

(a)

Name and total distance of the section in Kilometres.

(b)

Distance in Kms. between each station on the section.

(c)

State of weather in each shift.

(d)

Engineering restrictions on the section.

(e)

Code names of each station of the section.

(f)

Time lost by each train on loco, traffic or engineering account at or between

stations.

(g)

Section Controller’s remarks against item (d).

(h)

Time made up by each train on loco, traffic or engineering account.

(i)

Guard’s record of time lost on loco, traffic or engineering account at or between

stations and remarks.

(j)

General remarks.

(k)

Signal failures

iii)

In plotting various types of trains the coloured pencils shall be used as per extant

convention. All up trains are plotted from the bottom of the chart upwards and from

the left diagonally towards the right; and all down trains are plotted from the top of

the chart downwards and also diagonally from the left towards the right.

iv)

For judicious crossing and precedence, it is necessary to have plotting of passenger trains

at least one hour in advance depending on traffic density in easily erasable lines. Now

through computerized charting this is automated. On certain selected controls, this

function has been automated.

Master Charts:

For every section, Master Charts indicating trains run in 24 hours are prepared which show the

running of each Mail, Express or passenger trains over the sections according to its scheduled running. In

between the running of trains carrying passengers, paths for goods trains are worked out and plotted. They

are helpful in revision of time tables and planning the running of any extra train and guidance of section

controllers and should be displayed on the boards to which they refer.

Duties of Control Staff:

1. Duties of controllers:

The main duties of control staff are as under:

These are only guidelines to their day to day working and are not exhaustive.

(a)

Chief Controller (In-charge).

The Chief controller is in- overall charge of control office and is responsible for the total

transportation of the Division on day to day basis. His duties include-

(i)

A review of previous day’s performance to confirm that all forecasts made have been fully

met. For shortfalls, cogent reasons have to be pinpointed to prevent recurrence

(ii)

Prepare current forecast indicating assistance needed from Hedquarters, adjoining

Divisions, railways

(iii)

These will generally relate to interchange, loading and locomotive utilisation

(iv)

Checking control charts and bringing to the notice of the Senior Divisional Operations

Manager/Divisional Operations Manger all avoidable detention to trains.

(v)

Punctuality performance with particular reference to trains which lost punctuality

(vi)

Maintaining statistics regarding the punctuality of passenger trains.

(vii)

Scrutiny of stock papers, Monitoring interchange obligations.

(viii)

Watching detention to stock at stations and terminals

(ix)

Watching the work of marshalling yards/freight terminals.

(x)

Maintaining liaison with neighbouring Divisions

(xi)

Watching utilisation of loco and their terminal detention.

(xii)

Checking duty hours of running staff and balancing of crews.

(xiii)

Granting engineering blocks, power blocks etc.,

(xiv)

Attending control office in cases of accident

(xv)

Establishment work of control office

(b)

Chief controller (Movement)/Dy. Chief Controller / Shift duty:

He is responsible for:

(i)

Running of goods trains, preparing interchange forecast, and monitoring the same, loco

utilisation and passenger and goods train operations in general.

(ii)

Allotting empty stock/rakes to loading stations in accordance with current priority

regulations along with Dy. Chief Controller

(Stock)

,maintaining constant touch with

adjacent divisions through regular conference to facilitate the smooth flow of traffic.

(iii)

Dealing immediately with significant detentions or transport bottlenecks and other

unusuals.

(iv)

Keeping constant touch with the working of major terminals & Marshalling yards and taking

timely action to deal with congestion.

(v)

Giving advice of serious accidents to all concerned, and taking, charge of the affected

sections.

(vi)

Supervising the running of oversized consignments.

(vii)

Maintaining liaison with the Power Controller.

(viii)

Co-ordinate the work of various Section Controllers.

(ix)

Maintain discipline among control staff in the absence of Chief Controller.

(x)

Maintain co-ordination and liaison with various functionaries involved in train running.

(c)

Chief Controller (stock) / Dy. Chief Controller:

He is responsible for:

(i)

Scrutinising the indent register in details with regard to the oldest date of registration,

nature of goods and type of stock required for lifting goods as per the oldest date of

registration.

(ii)

Checking Divisional stock report and position of empties.

(iii)

Checking of different stock reports received from the various points and planning in

advance the supply of stock, loading and clearance keeping in view interchange obligation

and orders received

(iv)

Checking transhipment activity

(v)

Chasing movements of stock as per supply order issued on the previous day.

(vi)

Keeping a close watch over hot axle, special type and unconnected wagons.

(vii)

Cross checking the daily Restriction Bulletin with Restriction Messages received from HQ

office and issuing the same.

(viii)

Assisting the Sr. DOM/DOM in allotments.

(ix)

Keeping a close watch over the movements of seasonal perishable traffic and supply of

suitable stock for its clearance.

(x)

Watching movements of damaged loaded stock in sick line and yards on their division.

(xi)

Informing all major customers about their inward trains’ expected arrival based on FOIS

pipe line, Optimising loading, unloading, transhipment etc.

Duties of Deputy Chief Controller (Punctuality)

Ensuring punctuality of passenger trains in system

ii)

Ensuring punctuality at the start of all outgoing passenger train

iii)

Maintaining Detention Reports of Coaching trains

iv)

Ensure that late running trains make up time

Section Controller:

The Section Controller shall be responsible for:

(i)

Reporting for duty at the prescribed time and ascertaining the position of the section from

his reliever.

(ii)

Recording the movement of trains on the ‘Control’ graph including crossing, connections

and shunting reasons for detentions etc.

(iii)

Arranging for the supply and clearance of stock as ordered by Dy. Controller.

(iv)

Advising stations in advance of the work to be done on trains on move

(v)

Informing sheds and stations about the late running of trains to avoid the calling of Crew

and Guards earlier than necessary or to put back trains wherever advisable.

(vi)

Informing major stations and concerned Section Controller about the current running of

trains on the section and their anticipated arrivals well in time

(vii)

Keeping in close touch with Engineering-blocks and working of material trains so as to give

the maximum possible time with least detention to other traffic.

(viii)

Incident management to include adjusting movements of trains in view of the likely impact

of the incident, informing all concerned

(ix)

Keeping a watch over damaged vehicles detached at road side stations and arranging

repairs or transhipment of their contents and proper attention on the part of the train

examining staff.

(x)

Arrangement of ART & M/Van in case of accident.

(xi)

Eliminating all possible detention to train and stock.

(xii)

Watching the working of marshalling yards & major terminals.

(xiii)

Making timely arrangements for the relief of Guards /loco pilots whose duty hours are likely

to exceed enroute.

(xiv)

Recording stock report (where stock clerks are not posted)

(e)

Power Controller/Traction Loco Controller:

(i)

Planning and directing engine movements so as to ensure efficient engine utilization and

maintaining the prescribed charts, and regular statistics.

(ii)

Co-ordination with sheds and Dy. Chief Controllers (movement) for sending overdue

engines and obtaining time of engines coming out of shed.

(iii)

Making timely arrangement for the relief of crew whose duty hours are likely to be

exceeded enroute

(iv)

Taking timely action to balance crew so as to prevent cancellation or putting back of trains

on account of shortage of crew.

(v)

Arranging relief in case of accidents as per chapter IV to VIII of Accident Manual.

(vi)

Maintaining charts indicating engine position/utilisation.

(vii)

Rendering advice and assistance to locomotive running staff regarding trouble shooting.

(viii)

Carrying out any other duties allotted to him by the Sr.DME/DME or Sr.DEE/DEE from time

to time.

(ix)

Monitoring day-to-day stock position of diesel fuel at RDIs and watching movement of

diesel fuel tank wagons (for power controllers only)

(f)

Traction Power Controller

Traction Power Controller shall be responsible for-

While taking over shift duty acquaint himself with the prevailing position of the entire

section, including the working of the Remote Control equipment position of all

transformers, current breaker’s interrupters and isolators, sections under power block,

position of tower wagons and break down vehicle etc.

ii)

Maintaining continuous contact with the Traffic Section Controllers in regard to power

supply affecting train movements, imposing power blocks etc.

iii)

Taking prompt action for restoration of supply in the event of power supply interruptions or

other failures.

iv)

Imposing and removing power blocks in consultation with Traffic Section Controller.

Advising promptly the concerned officials in case of accidents, OHE breakdown, failure of

power supply and keeping them posted with all important developments.

Operating Discipline

Line Staff to obey orders of control:

Station staff, Shed staff, Crew and Guards etc must obey orders issued by the Control as

long as these orders are consistent with the General and Subsidiary Rules, extant

instructions and the instructions contained in this Manual.

ii)

‘Control order register’:

Important instructions from control will first be recorded in a register maintained in the

control office and serially numbered, commencing with number 1 after midnight each day.

These will be issued as messages indicating the time of issue

All such orders received by the Station Masters or Running staff and Guards’ lobby from

Control should be entered in the control order register by the staff. Each entry must be

initialled with time.

At the end of each turn of duty the relieved as well as the relieving Station Master or Crew

Controller must sign their name in full below the last entry in the register. On days when no

orders are received from control, “Nil” entry must be recorded and signed as prescribed

above. When a station Master or Crew Controller has received an order from the control

and entered it in his register, he may repeat it to the control in order to satisfy himself and

the control that he has understood it correctly.

(iii)

No Terminal Station should start a goods or unscheduled train or block the section without

the permission of the Controller.

(iv)

Every Station on the section must report the movement of every train- passenger, goods,

special, departmental, light engines, TTMs, Tower Wagons, trollies etc. to the controller.

(v)

When the control is in function, Line Clear must be asked from the station ahead for every

train unless orders to stop it are given by the Controller.

(vi)

The Controller’s permission must be obtained before stopping a train that should run

through except to avert an accident or dangerous condition.

(vii)

No station should allow a train, which has been stopped out of course, to proceed, without

first informing the controller that the train has been so stopped and receiving his further

orders.

(viii)

Station Master must advise the controller of any unauthorised or undue detention to trains

at their stations with full explanation.

(ix)

Whenever a train, either passenger or goods is detained at a station for longer than the

booked halt without the orders of the Controller, on its departure, the Station Master must

immediately inform the brief cause of the detention to the Controller.

(x)

Whenever any damaged wagon is detached out of course at a station, the Station Master

on duty should inform the Controller.

(xi)

Station Master must promptly advise the Controller of any defects of signals, points,

interlocking apparatus and line clear instruments at their stations. Information should also

be given of any defects in any other station machinery such as cranes, wagon weigh bridges,

turn tables, water columns, hydrants etc.

(xii)

Starting stations to report particulars of outgoing train:

As soon as a train leaves a train starting station, the Station Master must intimate

the following particulars to the control office:

Number and description of train, Engine number and class, Loco pilot’s name, Guard’s

name, load of the train (in tonnes and vehicles) particulars of shunting to be done on the

journey, time of departure, brief reasons of late start, time of S/O of crew fuel balance etc.

xiii)

Intermediate stations to report arrival and departure time of trains:

Station Master of intermediate station must communicate to the Control as early as

possible, the following information in regard to every train dealt with:

(a)

In case the train has run through, the time it passed the station.

(b)

If it is a stopping train, the time or arrival and departure along with the explanation

for every detention beyond the scheduled stoppage.

(c)

If any shunting has been performed, the number of vehicles attached and

detached.

(d)

If any extra time has been taken in loading and unloading of packages, the number

of such packages and name of the loading station.

xiv)

Terminating stations to report the particulars of incoming trains:

Station Masters of terminal and engine changing station must, as soon as possible, after the arrival

of a train, communicate to the control the time of arrival and the load of the train,

particulars of loco detached/attached.

xv)

Engine Movements to and from sheds to be reported:

Loco foreman must communicate to control the time at which train engine leave from or

returns to the shed ‘Bahar line’.

This in no way, relieves the Station Master of the responsibility for issuing necessary all

concerned messages regarding engine failures and engine trouble enroute. The Controller,

shall record the duration of such defects in his chart, diary and registers.

vi)

Time to be checked with control:

Station Master, Crew Controller and Lobbies must check their time with control at

appointed hours every day when control gives a general ring for setting their

watches/clocks at 16:00 hrs.

Staff must obtain Station Master’s permission before speaking to Controller.

xvii

Mode of using the control phone :

The Control telephone is to be used for operational purposes. The field staff wanting to talk

to control will give their identity and wait for their turn to communicate .As this network is

intensively used, the conversation should be brief, meaningful and polite. Discussions,

disputes and arguments must be avoided.

Station Master and others must not start to speak to control unless they have

ascertained by lifting the receiver and listening in, that the line is free. They must

then announce the name of the station, shed, lobby or site from where they are

speaking and wait for its being repeated by the controller before beginning the

conversation.

When, however an urgent message has to be conveyed and the line happens to

be engaged, the station name must be called indicating Emergency. The

Controller will immediately attend to the Station having an emergency. Station

Masters must attend ‘Control Call’ promptly.

Co-ordination between Control and Stations:

Asking line clear: In order to avoid the detention to passenger trains for crossing a less important

train, line clear enquiry for the less important train must not be asked until the train is ready to leave and

until the Section Controller’s permission has been obtained. The Station Master receiving the line clear

enquiry must immediately ask the Controller’s permission to give line clear before giving the reply. The

Station Master on duty is entirely responsible for seeing that the necessary General and Subsidiary rules

and Station Working Rules are observed before giving Line Clear.

When a Station Master for any reason finds it difficult to carry out Controller’s arrangement to

receive the train in yard/station due to yard/ station constraints, he must explain his reasons clearly and

fully to the Controller.

Work at stations: The permission of the Controller must be obtained before the performance of any

shunting; Controller must be informed of the likely duration of shunting to enable him to arrange crossing

and precedence of trains. In the event of Station Master being unable to start a train on receipt of line clear,

he must at once report the circumstances to the Controller.

Control order regarding crossings etc.:

The Section Controller will give definite instruction for crossing or precedence and will not change them

except under unavoidable circumstance because last minute change of order will result in confusion and

unsafe operation. The Station Master is entirely responsible for seeing that the crossing is effected safely

and strictly in accordance with the rules. The Controller must see that sufficient time is available for the

necessary operations to be carried out. If the Controller fails to do so, the Station Master should represent

that delay may occur, but it does not allow him to disregard any rules in order to avoid such delay.

General Order of Precedence of Trains:

Unless specific orders to the contrary are issued by the COM or by those acting on his behalf, the following

general orders of precedence shall be observed by control and stations.

ARME, ART proceeding to the site of accident.

President’s and VVIP’s specials (Unless otherwise specified in the Time Table).

Suburban train in peak rush direction.

Super fast trains like Shatabdi, Rajdhani etc.

Mail / Express trains.

Military personnel special, if instructed by emergency control/DOM.

Fast Passenger train

Special engaged by the public. (Precedence order may be revised)

Passenger trains.

10.

Mixed trains.

11.

Military stores special.

12.

Express or special goods train.

13.

Through goods train.

14.

Accident relief train returning from the site of accident (unless otherwise ordered).

15.

Shunting and van goods train.

16.

Departmental trains.

Note: - The following general principles are mentioned for the guidance of Controllers but it must be

distinctly understood that nothing in these instructions modifies the safety precautions laid down in the

rules (General and Subsidiary Rules, Station Working Rules etc.).

(i)

A Passenger train nearing the end of its run should not normally be detained in preference

to a train which has a longer run before it, as the latter train is more likely to make up time

and reach its destination punctually than the former.

(ii)

A train running to time should not be detained more than 30 minutes to effect crossing on

single line. (This should be decided by the Division based on actual condition.)

(iii)

A train running late due to defective engine, or defect in rolling stock or any other cause

which is likely to continue to operate against it and prevent it from making up time, should

generally give way to a train running properly.

Accidents:

Controllers and other staff should thoroughly understand and act on the guidelines contained in G & SR

and Accident Manual. Saving of lives and rescue of injured and mitigating hardship to passengers must be

given the topmost priority.

Working of Trains when Control is interrupted:

When the control is interrupted and no communication with the Controller is possible, Station Masters will

be responsible for the working and regulating of trains, keeping in view the instructions issued by the

railway administration.

Books/Documents and basic records to be kept in Control Office:

Station Working Rules of all stations.

Working facilities available on the transhipment sheds.

Schedule of shunting engines in the various yards.

Link diagrams of rakes and engines working the passenger services and also of goods

trains where laid down.

Crew link diagram of the various services, for the running staff.

Details of maximum moving dimensions permitted on the various section of the railway.

Map showing the maximum permissible axle load on all the railways with which traffic is

interchanged.

Charts showing line capacity of the various sections.

Index sections and plans of the various sections of the jurisdiction and details of train

watering, Engine fuelling etc.

10.

Master charts depicting all trains indicated in the working time table in force.

11.

Charts showing jurisdiction of the various officials details of :

(a)

of the maintenance branch of the post and Telegraph department responsible for

maintaining control circuit wires in good condition.

(b)

of the various departments of the railways,

(c)

Zone and telephone numbers of Civil, Police, Military authorities.

(d)

List of various hospitals with Telephone Numbers.

(e)

List of stations Civil, district-wise.

(f)

OHE Sectioning diagram.

12.

Diagrams showing the layout of line wires of the Control Circuit.

13.

Line patrol chart

14.

A calendar of returns

15.

Cranes and Wagon weigh bridges.

16.

Turn tables and Triangles.

17.

List of spare coaches based in the division as well as slip coaches running on and across

the division.

18.

List of coaching Rakes allotted to the division and those passing over the division.

Registers generally maintained in Control:

By the Section controller:

(a)

Section controller’s diary and charge book.

(b)

Inward message book.

(c)

Sick wagon register.

(d)

Yard report registers.

(e)

In-coming and out-going trains RD (Running Diary) (other than passenger).

(f)

Train Advice (T. A Book).

(g)

Caution Order Register.

(h)

Caution Order Message Book.

(i)

Morning (6.O clock) Position Register

(j)

Engine Book.

(k)

Interchange Register.

(l)

Load Register.

(m)

Incoming and Outgoing passenger Train Running Diary.

(n)

Points and S & T Failure Register.

(o)

Important Yard Balance Register.

(p)

Control Failure Register.

By the Chief Controller (Movement),(Coaching)/Dy. Chief Controller :

(a)

Yard Running Balance Register.

(b)

Dy. Chief Controller’s Diary & Charge Book.

(c)

Train Advise Book.

(d)

Forecast and Acceptance Book.

(e)

Train Ordering Book.

(f)

Punctuality Register.

(g)

Accident Register.

(h)

HQ’s Conference Register.

(i)

Goods Train Performance Register.

OPERATING MANUAL FOR INDIAN RAILWAYS (2020-2022) - page 1