OPERATING MANUAL FOR INDIAN RAILWAYS (2020-2022)

COMMAND, CONTROL AND COORDINATION OF EMERGENCY RESCUE OPERATIONS ON THE

OPEN LINE

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Purpose

The purpose of this Standard Operating Procedure (SOP) is to delineate responsibilities and

procedures for the control and coordination of all responses to emergency situations on the mainline.

ii)

To provide step by step guidance on how to deal with incidents should they happen

iii)

Particular note should be taken of the need to provide suitable training to keep staff aware of what

needs to be done in the event of a serious incident.

Objectives of incident Management Plan

In Order of priority these are:-

Save lives and alleviate suffering

ii)

Provide help to stranded passengers and arrange their prompt evacuation

iii)

Instil a sense of security amongst all concerned by providing accurate information

iv)

Protect Railway property

Ascertain the cause of accident, preserving clues by cordoning of incident site etc.

vi)

Expedite restoration of train operation

There is a difference between a disaster and an accident. All disasters need not be the outcome of train

accidents, neither are all accidents classified as disasters.

Accidents are occurrences where safety has been affected

Disasters are those situations, which cause acute distress to passengers, employees and outsiders and

may even be caused by external factors and unless promptly managed the distress levels are likely to

increase with time.

List of serious incidents requiring use of this plan

Fire, smoke emission, explosion in railway premises including trains

ii)

Derailment of a passenger carrying train

iii)

Collision of a train/trains

iv)

Security threats/Terrorist attacks, widespread violence, bomb explosion

Release of Chemical or biological gas in trains, stations or tunnels

vi)

Natural calamities like cyclone, floods and earth quakes.

Definitions

In the context of Indian Railways, unusual events are classified as under:

Incidents - which cause delay to trains

ii)

Accidents - which have the potential or do actually cause loss of life and or injury and

damage to property

iii)

Emergency/Serious Accidents/Disasters

- these may or may not necessarily be the

outcome of train accidents but have the potential to cause loss of life and or injury to

human beings causing further death/injury and wide spread and prolonged distress to all

those involved unless tackled in an effective manner.

iv)

Disaster Management Team (A team of Railway officials earmarked to reach incident site

by first available means & take over site management) at Zonal, Divisional and area/major

station levels.

Scope

This SOP is applicable to all IR personnel working on the Open Line.

Responsibility

•

The Assistant Operations Manager Divisional Control Office, or designated Divisional

Control Office Supervisor, is responsible for the overall control and coordination of

emergency situations on the mainline.

•

The OCS (officer in charge site) is responsible for overall control and coordination of all

activities at the incident scene under instructions of Divisional Control.

•

Traction, Track and Structure, Signalling, and Telecommunication, fire service & security

personnel are responsible for providing technical assistance to Divisional Control Office &

OC site.

•

Rolling Stock Department is responsible for providing technical assistance to Divisional

Control Office and OCS, as required and managing site restoration work.

•

Station Operations & Commercial personnel are responsible for making appropriate station

announcements, and providing information, rendering first aid, mobilizing medical & fire

services & assistance from civil administration, including police and providing all other

assistance in alleviating suffering and hardship to passengers and others.

•

The Guards in charge &Loco pilot in the area affected by the incident are responsible for:

Providing their passengers with up-to-date and timely information regarding the

situation’s status and/or progress; and

Operating their trains in compliance with applicable rules and procedures and

Divisional Control Office instructions.

•

Government Railway Police and Railway Protection personnel are responsible for securing

the incident scene and for performing/directing investigation activities in compliance with

existing procedures. (in case of incidents caused by criminal acts)

•

The senior Police official at the scene is responsible for controlling and coordinating all

police activities at all times. In doing so, this official has final authority to determine when

these activities are complete and shall coordinate these activities with the OCS and the

senior Fire services official.

•

Security personnel will assist Civil/Railway Police; Fire services personnel, medical

services or station staff as directed by OCS.

General

The following is the list of personnel authorized to act as Officer-in-Charge site (OCS). This list also

indicates the probable change of command at the scene.

Train Superintendent or Guard of the affected train

Loco pilot

Station Manager/ Station Master

Rail Operations Supervisor or Traffic Inspector

Any Railway Officer either on duty, off duty or on leave, present at the site of incident

Members of Division Disaster Management Team

When none of the above mentioned personnel are present at the scene, DIVISIONAL

CONTROL OFFICE shall appoint an OCS as directed by DRM from the personnel

available.

Guards in charge, Loco pilot and Station Manager must assume and carry out the responsibilities of the

OCS until relieved.

The first Guard in Charge /Loco pilot, on the scene, shall act as the OCS until he/she is relieved by the first

senior personnel /Rail Operations Supervisor to arrive.

The Rail Operations Supervisor shall continue acting as the OCS until he/she is relieved by an authorized

senior official or released by DIVISIONAL CONTROL OFFICE after another OCS has been designated.

However, it is the responsibility of DIVISIONAL CONTROL OFFICE to select the most qualified person, for

the type of incident, to act as the OCS.

The mere presence or arrival of an authorized senior official at the scene shall not indicate his/her

assumption of command as OCS. Such senior official shall remain in an evaluating capacity unless he/she

specifically assumes command.

The method of managing an emergency situation will be in compliance with the applicable Zonal Railway

Rules and Procedures contained in Accident Manual, Disaster Management Manual or as directed by

DIVISIONAL CONTROL OFFICE during incidents not covered by Rules or Procedures.

The OCS has the authority and the responsibility to command the presence of any personnel and

equipment required at the scene and to command the removal of any unnecessary personnel or equipment

from the scene. This does not apply to police or Fire Department personnel.

Entry into the incident area by the news media or other visitors must be authorized by the CPRO and shall

be coordinated with DIVISIONAL CONTROL OFFICE DIVISIONAL Rail Manager, and OCS and Metro

Police.

When it is necessary to notify the Fire Services, and/or to seek medical assistance the following

information shall be provided:

Identification or caller;

Nature of problem (give in plain English,/Hindi e.g., fire, flood, smoke, injuries);

Type of assistance requested; be specific

Specific location of the problem and the best access points;

Procedure

The Chief Controller/Operations Manager of DIVISIONAL CONTROL OFFICE, or designated DIVISIONAL

CONTROL OFFICE Supervisor shall:

a. Ensure that ARME & ART is turned out on time

b. Appoint the initial OCS

c. Coordinate all field activities and requests through the OCS.

d. Notify members of Disaster Management Team and all departments and personnel,

as required.

e. Coordinate and direct the safe movement of all trains, to include those trains which may be

involved in the incident;

Request Police /RPF assistance in critical stations for crowd control;

g. Keep Loco pilots and Station Managers informed of system status and instruct them to make

appropriate announcements to their passengers;

h. Ensure that system-wide public address announcements are made frequently to provide

patrons with up-to-date information concerning Rail System status;

Coordinate and assist OCS with restoration activities;

Provide and obtain, from OCS frequent updates on events

k. Inform Commissioner Rail Safety and local civil authorities as per procedures in vogue in the

event of train accidents like, derailment, Collision fire, terrorist attack etc., of a passenger

carrying train or any other accident relating to train operation resulting in death and/or grievous

injury (as per Railway Act provision).

The OCS shall:

Ensure that the safety of passengers and personnel at the incident scene is maintained;

ascertaining that all injured and stranded passengers have been safely evacuated. Till

evacuation is complete necessary succour in the form of drinking water, tea & edibles are

made available to stranded passengers.

Ensure that all personnel involved, at the scene, work efficiently to restore rail service as

quickly and safely as possible;

Control and coordinate all field activities with personnel at the scene.

Coordinate all police related activities and requirements with the senior police official at the

scene.

Coordinate activities with the senior Fire Department official at the scene and, when

available, provide the Fire Department Command Post with a knowledgeable employee, to

act as a communications link to Divisional and Central Control and to the OCS.

to the senior official at the scene;

and activities at the incident site and keep DIVISIONAL CONTROL OFFICE informed of

progress;

Establish a command post, at the incident scene Direct all inquiries and/or requests made

by jurisdictional police officials Appoint individual

(s) to provide public address

announcements, at five (5) minute intervals, to passengers of the incident train and/or

inside the incident station;

Direct all inquiries and/or request made by the news media to the CPRO Office;

Maintain a chronological log of all events.

Station Operations/Commercial personnel shall:

•

Make appropriate station announcements;

•

Assist Police with crowd control; and

•

Make every effort to identify and retain knowledgeable witnesses. or to obtain their

testimony along with their address.

Guards and Loco pilots shall:

Operate their trains in compliance with applicable rules and procedures; and

Keep their passengers informed by making frequent announcements regarding system

and delay status.

All Rail personnel at the incident scene shall honour the requests of and obey the

directions of the OCS.

Emergency Control in the Zonal Office

Emergency Control shall be manned by designated officers as per procedure laid down.

It shall take prompt action to inform concerned officers Plan all assistance to the Division.

Mobilize resources and manpower.

Seek GM/COM’s approval to relay the information to Railway Board Regulate traffic on the affected line, on

adjoining Divisions and Zonal railways, to include train cancellation, diversion rerouting, road bridging,

and air lifting of stranded passengers.

CPRO will continuously brief media to inform passengers of the current status of rail situation.

DUTIES OF COMMERCIAL STAFF IN CASE OF ACCIDENT

On receipt of information of accident from the Operating Emergency Control, following Officials of

Commercial department at HQ will be informed by the Commercial Control of the headquarter:-

(Designations of HODs and Dy HODs may differ from zone to zone.)

CCM

CCM/G&R

CCO

CCM/Services & Marketing)

Dy. CCM/General

Dy. CCM/Catering

SCM/General

Nominated Commercial officials (para no. 3) on receipt of information of train accident would proceed

to the site of accident by the quickest available means.

In case of serious accidents involving passenger trains, CCO (in absence of CCO, CCM (S&M) or

CCM/IT will proceed to the site of accident. CCM/G will remain in Commercial Control.

Centers of Activity:

Headquarter

Divisional Commercial Control

Site of Accident.

Headquarter

Commercial Control will have DOT and railway Telephones, FAX, photocopier machine

and a PC with an Internet. The details are as under:-

Telephone Nos.

P&T

Rly.

Fax

ii)

Commercial Control office in Headquarter would be manned by officers round the clock

basis. In case of serious accident of passenger carrying trains, CCM/G will immediately

come to Control office. In his absence, CCM(IT)/CCM(S&M) and Dy.CCM/G will come to

the Control office. If Dy.CCM/G is not available, SCM/G will attend. Thereafter, Control

duties will be assigned as per roster for manning the Control office round the clock.

Besides regular staff manning commercial control at least one officer and one inspector

will remain in the control round the clock. Officer deputed will be responsible for proper

functioning of the control.

iii)

Headquarter Commercial Control would collect following information:

Time and place of accident from Operating Emergency Control.

Details of dead/injured Passengers, rescue operations, helps/assistance being

rendered at the site of accident, enroute etc. from the divisional Commercial

control/control at the site of accident.

Details of specials being run to the accident site and officials accompanying from

Operating Emergency Control.

CCM/IT will get the reservation charts printed and supplied to control. In addition

the addresses as per requisition slips shall also be get collected by CCM/IT &

supplied to Commercial control, and Divisional Control.

iv)

Commercial control at HQ will maintain: -

Telephone and FAX numbers of the control at accident site manned by

Commercial officer.

Names and phone numbers of hospitals where injured are admitted/(i) with names

of passengers and (ii) location of dead bodies identified (iii) digital photographs of

all injured and dead transmitted through computer network to be displayed and at

sites or telecast & all enquiry offices.

Telephone and FAX numbers of enquiry offices that would have been set up at

various stations including at other Zonal Railway.

Commercial control in the Headquarters office would constantly monitor the information

relayed from the divisions and other railways regarding the dead and injured persons and

enquiry offices opened at important stations.

vi)

Commercial control in the HQ office will monitor/coordinate regarding assistance required

by the division from other divisions/other railways in terms of deployment of material, staff

and officers.

vii)

In case of confirmation of death/injury, the Commercial control will inform the concerned

division/railway (Commercial control) to convey the information to the family of affected

passengers.

viii)

Maintain a log of events.

Divisional Control.

Control Offices will have DOT/Rly. Telephones, FAX, photocopier machine and a PC with

an Internet connection. The details of telephones and faxes of all the divisions should also

be kept: -

ii)

Commercial Control in Division would be manned by officers on round the clock basis. In

case of serious accident of passenger carrying trains, DCM in his absence, DCM/Catering,

where available or one of the ACMs will immediately come to the Control. Thereafter,

Control duties will be assigned as per roster for manning the Control office. Second senior

most commercial officer of the division will work as incharge of the Commercial control.

iii)

Divisional Commercial Control would collect the following information from Divisional

Emergency Control/accident site:-

Time and place of accident from Operating Emergency Control office.

Details of causalities

- dead/injured and safe passengers from operating

emergency control office.

Details of specials being run to accident site and officials accompanying from

Operating Emergency Control office and monitor their arrangements.

Details of rescue operations and assistance being rendered to the affected

passengers.

iv)

Information collected should be relayed to all concerned including HQ Commercial Control,

Enquiry Offices opened at stations through phone, fax, etc. without delay.

Commercial Control in Division will maintain:

Telephone and FAX numbers of the accident site.

Names and phone numbers of hospitals where injured are admitted and dead

bodies shifted, and

Telephone and FAX numbers of enquiry offices that would be set up at various

stations including at other Zonal Railways.

Name of Commercial Officer(s) deployed in each hospital.

vi)

Divisional control will advise headquarters commercial control, details of assistance

required from Headquarter or the adjoining divisions.

vii)

Maintain a log of events.

Site of Accident

Sr. DCM in his absence, DCM will attend site of accident and work as site in charge of the Commercial

department.

Setting of Control Office at the site

Division would set up a control office at the site with telephone, FAX and Public

Announcement System (PAS) to be manned by Commercial, Security and Medical

departments.

ii)

Announcement would be made for registering the names of injured passengers, and the

list would be verified by Doctor to be relayed to the Control offices at the division and

headquarters. Separately indicating the extent of injury viz. Trivial, simple & grievous.

iii)

Control office at the site will be manned by Assistant Commercial Officers on round the

clock basis.

iv)

The site control office would maintain a log book. Flow of information both incoming and

outgoing would be recorded along with the time and names of the officers / staff who were

given information to keep track of chronology of events.

Commercial Officers/personnel at site will NOT interact with the press.

vi)

All necessary arrangements for refund as per rules should be made.

vii)

A manual/guide be made available with train crew like; TTEs, AC Coach Attendants, AC

Pantry Car Staff, which will inter-alia to include DOs and DONTs for them in case of

accidents.

viii)

Commercial Control will ensure that at stations where trains are

•

Delayed,

•

Diverted, or

•

Terminated.

Additional alphabetical list of passengers on board with their current status must be available and

displayed at enquiry counters for quicker dissemination of information. It will be ensured by

CCM/IT and Divisional Control and divisional Commercial Officers.

II.

Rescue

Sr. DCM will ensure the following functions.

Sufficient number of TTEs/TCs and licensed porters in uniform would be rushed to the site.

The required personnel would be mobilized from the affected division and the neighboring divisions

by the quickest available means. For this purpose TTEs from the divisional squad should be

utilized. Requirement of staff could be continuously reviewed and augmented depending on the

assessment of the officer in charge of site.

ii)

Arrangements will be made for speedy dispersal of stranded passengers of the train(s)

involved in the accident, as well as of trains regulated or terminated as a result of the accident in

association with operating Department. In case of non availability of rail services, adequate

arrangements should be made to disperse them by arranging road vehicles etc. This would be

done by site in charge.

iii)

Depending upon the need, accommodation in hotels/Dharamshalas would be hired for

accommodating passengers and providing resting facilities to officials working at the site.

iv)

Make arrangements to inform the next of kith & kin of the deceased/injured persons

involved in accident. It will be done free of cost.

TTEs of the affected train will not leave site of accident till ordered by the site in charge.

vi)

Train Superintendent or Conductor or senior most Ticket Checking staff till a commercial

officer from division reaches to the site of accident, will allot duties to each available ticket

Checking/other Commercial staff/volunteers in a manner to ensure maximum help to

passengers under the prevalent circumstances. This function will be taken over by a

Commercial officer as soon as he reaches to the site of accident.

vii)

Duties of ticket checking staff on board will be:

Collect Railway staff, Doctors and volunteers on the train or near the accident site for

obtaining assistance.

Provide assistance to Guard in making quick assessment of assistance required.

To carry out the duties assigned to them by Guard/Senior official present at the site of the

accident.

Take action to save lives and render First Aid and organise relief operations with the

available assistance.

viii)

In case of involvement of Goods Train, following actions will be taken promptly:

Arrangements of adequate labour by mobilising resources available at other stations as

well as from the market locally, for unloading of material from the wagons involved in

accident.

Adequate tarpaulins to cover the contents so that these are saved from rains etc.

Arrangements of gunny bags etc. for retrieval of loose materials lying at the site of

accident.

Consignor/consignee would be informed regarding involvement of their consignments in

accident besides intimating forwarding/destination station. The information will be

conveyed through the Commercial Control of the division/HQ as the case may be. Also to

make arrangements for delivery of the consignments at the site of accident if they desire.

Arrangements of road transport for evacuation of the contents from the site of accident.

To coordinate with the Operating branch for supply of adequate empty stock for

transshipment /disposal of the contents.

Till such time, the consignment involved in the accident is not removed/transported; the

same shall be made over to RPF Incharge for security purposes.

ix)

Staff using their personal mobile phones in connection with the accident will be eligible for a lump

sum grant of Rs.200/- without any clerical work to be performed in accidents

In case of bodies, which remain unclaimed/unidentified, the division shall get such bodies

photographed by hiring a photographer. Each body will be given a number, which can be

displayed, on the body of the dead for subsequent identification.

II.

Safety of Passengers/Passengers luggage

Separate tent for packages/bags and belongings of the injured and dead should be

arranged and guarded with the help of RPF at site.

ii)

A list of each item with distinguishing marks should be made.

iii)

Luggage claimed should be handed over on the satisfactory proof of ownership.

iv)

Unclaimed items will be safely transferred to one of the stations and for this purpose, if

need be, road vehicles will be utilized/hired. Their personal belongings are useful in

establishing identify of deceased/missing.

III.

Catering arrangements

It will be ensured by the site incharge.

Sr. DCM will ensure that adequate eatables, water etc. is available at the site of accident in

case of involvement of a passenger carrying train in an accident. This arrangement will be

made for the passengers free of charge at the site of accident and at roadside station

where train involved in the accident is stabled temporarily.

ii)

Gas stoves, Gas cylinders, drinking water, provisions for preparation of meals, etc., should

be rushed to site for left over stranded passengers and officials involved in rescue

operations. This will be augmented later, if necessary. Sufficient cooks and catering staff

from departmental catering or catering contractor would be ensured at the site for

arranging tea, biscuits, packed meals like poories and vegetables to the stranded

passengers, and staff engaged in rescue and restoration.

iii)

Sr. DCMs would prepare advance section-wise nomination of catering agencies both

departmental and private for rushing to site.

iv)

To supplement railways catering arrangements, nearby Dhabas and hotels should be

contacted and arrangements made for opening up stalls at the site.

IV)

Hospitals: -

One assistant officer each in the hospitals will be deputed to look after where injured

passengers are admitted or dead passengers are kept. In case of non-availability of

assistant officer, one CMI/ inspector/Sr. supervisor will be deputed by Sr. DCM. All dead

bodies must be photographed after wiping their faces to establish identify.

ii)

The nominated officer will work in close coordination with doctors and render required

help.

iii)

Officer incharge of the hospital will assist kith and kin of the passengers involved, in

disposal of dead bodies, release injured passengers.

iv)

Deputed official will obtain details like name, address, etc. of hospitalized/dead

passengers. He will also obtain the details of injured, nature of injuries with the help of

doctors and convey it to the divisional Commercial control.

Payment of ex-gratia

Payment of ex-gratia at the site as well as in the hospitals will be arranged on the basis of

the identification of injuries by the doctors.

ii)

Sr.DCM/DCM will ensure availability of sufficient cash for payment of ex.gratia.

iii)

CCO will also depute claims officials at the site/hospitals to assist the relatives of the

injured/dead passengers regarding filing of claims for compensation.

iv)

If some injured passengers/kith & kin of deceased involved in accident have not been paid

ex-gratia at the site of accident or in the hospital, arrangements should be made to pay at

their residence by deputing officials of the division or seeking help of the other

divisions/railway. Such payment will be witnessed by the Pardhan or Sarpanch or any

other responsible official of the area.

Enquiry offices at the important stations enroute.

This function will be ensured by the incharge available in divisional control.

Emergency offices would be opened at important stations as per the route of the train. On

the basis of need, enquiry offices would be opened at other important stations also.

ii)

All these enquiry offices should have DOT and Railway telephones with STD facility, Fax

machine, photocopier and a PC with Internet connection. Identical telephone numbers will

be preferred.

iii)

These enquiry offices would be manned on round the clock basis by deputing additional

staff. It will be supervised by a Commercial officer, where feasible/commercial

inspector/CIT.

iv)

These control offices should constantly keep in touch with the divisional Commercial

Control.

Emergency offices would display the list of dead and injured passengers at the notice

board at stations.

vi)

Officers attending these emergency offices would not interact with the press.

vii)

Sr.DCMs will prepare their own contingency plan on similar lines.

viii)

Withdrawal of Money from station earnings:

Money withdrawn from station earnings will also be used for relief operations like purchase of items

immediately required, hiring of vehicles and other equipments directly.

MARSHALLING YARDS AND FREIGHT TERMINALS

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Introduction and Definition:

A Yard can be defined by the functions it performs. It is the place or the activity centre on a Railway

system, where the trains or rolling stock or group of rolling stocks are received, reformed into trains or

loads after marshalling and are despatched to their destinations. A Yard is, thus, a classifying and

distributing machine with facilities for receiving, sorting and despatching the wagons to their various

destinations, after the prescribed attention. This necessarily involves detention to trains and wagons, but it

is inherent in railway working to have Marshalling Yards.

A Yard is a specified area laid out with a network of tracks divided into several grids for receiving sorting,

forming and despatching of trains.

II.

Necessity and Significance of Marshalling Yards:

Though Yards perform very important functions, yet the work done in a Marshalling Yard is only

indirectly productive. Yards are operational necessity and are even considered as necessary evils. The

ingenuity of the operating man consists in putting in the minimum number of the wagons into the minimum

possible number of Marshalling Yards by forming trains for the farthest common points subject to rules and

regulations. If the control is analogous to brain of the operating system, a large Marshalling Yard is a kin to

the heart and its working to be planned and monitored with considerable care. Constant vigilance and

intelligent and efficient work in day-to-day functions is required as it is one of the important factors

governing the capacity and the output of a section. A Marshalling Yard affects not only the traffic it deals

with, but also the entire train running on the section, in particular and the working of Railway system in

general. The Yard gets easily congested if treated as a holding Yard and if more trains are put in than

taken out.

III.

Classification of Yards:

Yards can be classified as:

Terminal Yard

Marshalling Yard.

IV.

Terminal Yard: Terminal Yard means the Yard attached to terminal goods sheds where large

number of wagons are loaded and/or unloaded. This term is also used for every goods Yard, where a

goods train terminates.

Marshalling Yard: Yards are nominated as Marshalling Yards on the basis of the work done and

wagons dealt with. The Yard which receive and despatch trains without any shunting on them are classified

Transit Yard. In such Yard generally change of Crew, Engine or C&W examination etc. only take place in

addition to formations of a few loads. During the last 50 years such yards have become anachronistic and

have given way to modern freight terminals the world over. Therefore, this description has value (1) as a

historical document (2) as also as guidelines for efficient working of modern freight terminals, described at

the end of this chapter.

Objectives of Marshalling Yards:

Quick Transit viz.

(a)

Accepting trains without detention at adjacent station outside the Yard.

(b)

Minimising the detention to wagons in the Yard.

(c)

Timely supply and placement/removal of wagons to the goods shed, transhipment shed,

repacking shed, sidings, carriage and wagons depots etc. served by the Yards.

(d)

Forming block loads for the farthest destination.

(e)

Ensuring convenient Marshalling of wagons from the operational efficiency point of view.

(f)

Ensuring right time start to outgoing trains.

Economy:

(a)

Maximising productivity of resources and minimising the detention to Train Engine/Light

Engine, Shunting Engine, crew and other connected staff.

(b)

Optimising the Trailing load of the trains.

(c)

Optimising shunting engine utility.

Safety:

(a)

Ensuring minimum damage to wagons and consignments loaded on the wagons during the

shunting operations.

(b)

Ensuring safe Marshalling and C&W pattern of examination.

(c)

Elimination of Yard accidents.

ii)

Kinds of Yards:

Marshalling Yard can be classified under three groups on the basis of the method of sorting out trains:-

Flat Yard: Flat Yards are generally laid on flat or level land where shunting operations are

carried out with the help of engine by push and pull method. Such Yard is economical in

space but slow in working and wasteful in shunting engine hours.

Hump Yard: Hump Yards are constructed by providing gradients between reception and

the sorting and despatch lines and the grids. The gradients are created by constructing an

artificial hump suitable for the purpose. The gradient of the hump is constructed in such a

manner that the wagons roll down of their own to specified sorting lines from the

summit(apex) of the hump after having been pushed up by the shunting engine. The load

is pushed up by engine towards the hump from one side of the hump so that the uncoupled

portion of the load rolls away towards another side of the hump in sorting/despatch line.

There are generally two humps one for ‘Down’ and one for ‘Up’ Yard. These Yards are

economical in shunting engine hours as compared to flat Yards.

Gravity Yard: Gravity Yards are constructed where the natural contour of land permits a

suitable falling gradient stretched over a sufficient length. The falling gradient makes it

possible to use the Yard to the fullest extent in Marshalling wagons/trains thus minimising

the use of engine power. Therefore gravity Yards are more economical than flat Yards but

the layout of it dependent on the availability of plenty of land with the required topography

which is seldom possible.

iii)

Some Terms Concerning Marshalling Yards and its Components:

Some of the components of Marshalling Yards are explained below:

Reception Yard: Reception Yard comprises of the lines on which the incoming trains are

received and stand clear of other running lines while waiting their turn to be dealt with.

Incoming trains may be composed of wagons which are to go through after changing of

power, Crew and Guard or of wagons requiring sorting and Marshalling. Separate grids

may be provided in the reception Yard one for through trains and another for terminating

trains. Separate reception Yards may be provided for trains coming from different

directions. The grids for through trains bye passes the hump.

Sorting Yards: It is a Yard in which the trains are broken up on the different sorting lines for

various directions or specified destinations, as per Marshalling order so as to form them

into trains and prepare them for correct Marshalling.

Marshalling Lines: The lines in which sorted wagons are separated first, if necessary,

according to commodity, type of vehicle, Marshalling order, direction and secondly

reformed into trains in special order to meet the requirements of the section ahead or any

other special transportation requirement.

Departure Yard: In which load can be held ready for departing trains. Separate departure

Yards for trains for different directions are provided in large Marshalling Yard.

Shunting Neck: It is a line in a Yard leading to sorting lines on which the actual shunting of

the trains maybe done clear of any running lines.

Gathering lines: It is a line on which the turn outs to other lines are arranged.

Transfer lines: These lines are meant for transferring wagons, generally from up Yard to

down Yard or vice versa, in case of two separate Marshalling or hump Yards.

By pass or avoiding lines: It is a line, which skirts the hump, and its object is to avoid

engine going over the hump. It joins the shunting neck at one end and the main hump line

short of the king point at the other. It is also used for vehicles, which cannot be passed

over the hump into the sorting Yard due to various reasons.

Engine Run Round Line: It is the line reserved for movements of incoming and outgoing

train engines to and from the Yard or the loco shed, or for independent movement of

shunting engines.

10.

Engine Escape Line: It is the line meant for engine movements to and from the loco shed

from and to Yard so that engine returning to loco sheds do not interfere with engines, going

out of the loco shed, or with any other movements in the Yard.

11.

King Points: The first pair of points a wagon meets with after passing over the hump are

called ‘King Points’. They divide the sorting Yard into two portions.

12.

Queen Points: The second pair of points a wagon meets with on its way downwards are

called Queen Points, which further divide the sorting Yards into four portions.

13.

Jack Points: The third pair of points a wagon meets are called the jack points and these

serve to divert the rolling wagons into the different grids of the sorting Yard. Points beyond

jack points called ‘Ten points’.

Note: In a hump Yard there are usually a pair of ‘king points’ two pair of ‘Queen points’ and four pairs of

‘Jack points’.

14.

Retarders: One of the main problems in the working of a hump Yard is to adjust suitably

the speed of the humped wagons rolling down so that they may not cause damage by

humping down against wagons already standing on the same line. The speed of the

humped wagons varies according to the force of the push given by the engine, the height

of the hump, the weight the nature of the axle box (viz. roller bearing or plain bearing) as

also on the weather prevailing.

In mechanised Yards, retarders or rail brakes are installed to reduce and keep the speed

of the humped vehicles under control. The retarders may be automatic or manually

operated.

15.

Skids: At Yards, where mechanical retarders are not provided skids are placed on the

sorting lines to control the speed of the humped wagons. These skids are placed by skid

porters and the skids automatically come out of runways, where provided, or/and are

removed after the wagon has come to stop.

16.

Brake van siding: In this siding, brakevans of incoming terminating trains etc. may be

detached for subsequent attachment to originating trains.

17.

Special stock siding: These are provided for keeping for special type stock, cattle wagons

containing commodities like explosives which can not be humped.

18.

Stabling Lines: In large Yard, ballast, material or POH special, empty military special trains

are sometimes required to be stabled. Moreover there are heavy accumulations of certain

classes of stock for various reasons. The stabling accommodation in the Yard should,

therefore be ample so that the Yard may retain its mobility inspite of any accumulation of

wagons or other set backs.

19.

Sick lines: Normally sick wagons are sorted out in the sorting Yard, then sent in the sick

line. As the time taken in placing wagons into and withdrawing them from a sick line is

usually several times the time spent in actual repairs. Provisions should be made to carry

out whatever repairs are possible in the sorting Yard itself by providing sick lines.

iv)

Telecom Equipment of Marshalling Yards:

A Marshalling Yard should necessarily have the best possible telecom facility for proper functioning and

efficient supervision of work:

Telecommunication arrangement: Since a Marshalling Yard covers a considerably big

area, the distance between its different points and portions becomes naturally long.

Therefore extensive telecom network, through an electronic exchange and intercoms

between all-important points in the Yard, is imperative so that instructions to the

supervisory staff can be conveyed quickly over telephone. The Yard should also have

direct dialling trunk facilities and Control Telephones, so that instructions to the

supervisory staff can be communicated properly and promptly.

Paging and talk-back arrangement: Major Marshalling Yards are provided with Paging and

talk-back sets, through which orders and instructions are issued to the staff concerned,

working in different spheres in the Yard, from one central point. Similarly, the staff can also

convey any information to the central points. This helps co-ordination between different

spheres of the Yard.

Loud speakers are also provided at convenient points so that instructions can be conveyed

to different staff working in the same area. For example, loudspeakers are provided in the

Sorting Yard, so that the incharge of the hump can convey instructions relating to Hump

cabin and the skid Porters regarding the line on to which wagons are being shunted.

Similarly, arrival and despatch of trains can be monitored.

Extensive use of good walkie-talkies will also go a long way in improving the efficiency of

the Yards.

Yard Organisation:

Yard working is controlled by a Chief Yard Master, though small Yards may be controlled by Yard Master.

Bigger Yards may be under the control of Area Officer. The Yard in charge has two organisations under

him.

Field staff: It includes the Chief Yard Masters, who is overall Incharge of the Yard and

Yard Masters in each shift are responsible for operational work. In dual yard system, there may be more

than one Yard Masters, e.g. one for Down Yard and another for Up Yard, on the other hand, where the

traffic is comparatively low, Yard Masters may be replaced by Assistant Yard Masters. The next level of

supervision is generally related to the shunting engines. Each shunting engine may have an Assistant Yard

Master/Shunting Master, attached to it, who controls the movements of the shunting engine. Shunting

Jamadar may be included in the organisation to assist them for dealing with the shunting work allotted to

each engine. Where the shunting work is not heavy or comparatively unimportant, the Shunting Jamadar

may be incharge instead of Yard Master. Each shunting engine generally has a batch of three or four

Pointsmen, whose duties are usually as under:

(a)

For Uncoupling the wagons

(b)

For Braking of wagons

(c)

For Relaying of signals

(d)

For operating the points.

The above staff from the organisation for sorting work besides other staff are also required for

various auxiliary functions - cabin staff, call boys, box boys (brake or skid porters in hump Yards) etc.

apart from the staff of other departments.

Trains Branch: CTNC or Head TNC, has over all responsibility for the efficient working of

the trains branch. Below them, there are Head TNCs/ Sr.TNCs/TNCs, who may be on shift duties or during

day duty only, depending on the work load of the Yard. These Trains Clerks are entrusted with

comparatively important work in the trains branch like preparation of Marshalling Yard statistics,

maintenance of the Yard Balance Register, Daily Stock Taking etc. The TNCs in shift duties take stock of

trains in Reception and Despatching Yard. They also maintain Wagon Exchange Registers, Phase-wise

Detention Register and stock on line position. The number of TNCs in a Yard will depend on the number of

wagons, trains dealt with in a Yard.

Yard Working Instructions:

For proper and efficient working of each Yard, general directions for working in each shift should

be laid down in the Yard Working instructions. The instructions should deal with all important aspects of

working in detail other than the procedure for reception and despatch of trains, etc., which are required to

be given in the Station Working Rules to be useful for the general guidance of staff working in the Yard as

well as to the new and the relieving staff. The Yard Working instructions should be prepared generally

under the following heads:-

a. Full description of the Yard including no. of lines with their holding capacity etc.

b. Strength of the Yard Staff in each shift.

c. Quantum of inward, outward and internal traffic required to be dealt with by the Yard and their

timings.

d. Marshalling Orders in force.

e. Shunting engines available in each shift and their utilisation, generally.

Procedure of work to be carried out, generally in each shift.

g. Directions to Shunting Jamadars and Yard Masters on arrival on duty, in general, in regard to

advance planning of the work during their shift.

h. Directions to Shunting Jamadars and Yard Masters in regard to position of the Yard at the time

of handing over the charge.

Important Safety Precautions

Miscellaneous instructions.

Main Works required to be performed by Yards:

Generally a large Yard is required to perform the following work with due regard to efficiency, reliability,

economy and safety:

To pass through trains after changing of engine and carriage examination and detaching

sick wagons, if any, and adjusting load of the train if necessary.

To break up and sort out terminating trains and loads and the local loads originating in the

Yard.

To form originating through trains for the farthest point possible in accordance with long

distance Marshalling orders laid down by the HQ office.

To form shunting and van trains for the different sections served by the Yard.

To hold back trains and wagons until they are able to go out.

To keep wagon detention to the minimum while planning item No. (1) to (5).

To move train engines and pilots between the Yard/Loco Shed and sidings.

Placement and removal of inward loaded wagons for the goods depots, loco shed, private

sidings etc. served by the Marshalling Yard.

Placement and removal of wagons from the repacking shed to the Yard.

Placement and removal of Sick/Fit wagons from the sick lines.

Assessment of room by the nominated shunting trains for roadside stations.

Arrangements for supply of stock as per Indent Register and ODR required by the road

side station in accordance with the orders received from the CTNL(Stock).

Weighment of wagons in certain nominated Yards as and when required.

Maintenance of the correct tally of the daily output of the Yard.

Maintenance of record of detentions to other kinds of stock such as local loaded, sick

wagons, empties and special stock etc.

Some Factors Affecting Working of the Yards :

Lack of proper advance planning and co-ordination between the Control and the Yards,

and want of proper co-operation between the Yard staff, loco shed staff and carriage and

wagon staff, affects Yard working adversely. For efficient Yard working it is necessary that

the Yard staff must plan their work in advance in consultation with control and adjacent

Yards, if necessary the different members of the Yard staff should extend co-operation in

the efficient working of the Yard as a matter of team sprit.

Sometimes, while breaking up the terminating trains, local wagons are not properly

collected in specified lines and they remain scattered in the sorting and Marshalling lines

or other parts of the Yards thereby causing undue delay in the Yard operations. Endeavour

should always be made to collect these wagons in lines specified for the purpose.

Late or irregular removal of loads from local areas affecting timely placement of wagons in

their appropriate sidings is often a chronic cause of trouble in the working of the Yard.

Therefore endeavour must always be made to adhere to the schedules for placement and

removal of wagons in the different areas of the Yard in accordance with Yard working

instructions.

Empty stock should not be allowed to lie scattered all over the Yard. As far as possible

empties should be sorted out in the groups in which they are generally required to be

worked out, keeping as far as possible special type of stock separately from general

wagons. All empties stock so grouped preferably be kept separate in specified lines.

Sick wagons and wagons for adjustment of loads and transhipment of contents often lie

scattered through out the Yard thus hampering the Yard operations. Even if the number of

sick wagons exceeds the repair capacity, these must invariably be kept collected in the

specified lines and sick lines placement and removal should be done strictly according to

the schedule. Wagons required adjustments of loads and transhipment or contents must

always be placed in the appropriate line and attended to with the least possible delay.

Where adjustment of loads can possibly be done in the Yard itself, this must be resorted

to.

Any tendency on the part of shunting engine Loco pilots to waste time on loco

requirements should be curbed. Shunting engine must not be allowed more than the

specified time for loco requirements at fixed intervals.

Higher wagons balance in a Yard affects its mobility. It is therefore very necessary that

proper analysis of the highest wagon balance beyond which mobility of the Yard is

seriously affected, should be worked out and proper co-ordination between the Yard

Master, Assistant Station Master, Control and adjacent Yard should be maintained all the

time. To prevent excessive inflow of wagons, which seriously affects mobility of the Yard,

an eternal watch should be kept on the Yard Balance and steps taken to keep within the

working capacity of the Yard.

Efficiency of the Yard shunting engine is one of the most important factors on which the

working of the Yard depends. Requirement of a better shunting engine or an additional

shunting engine during the busy periods, may therefore be found necessary for better

working of a Yard. In big Yards, efficiency and sufficiency of the Yard shunting engines

should be periodically examined and if frequent engine trouble is reported, supervisors of

loco should be posted temporarily with them until the cause of the trouble is removed.

Yard lay out: The shunting Jamadar and the Yard Master should carefully watch if any

particular feature of the layout, such as wrongly placed cross over, a short shunting neck

or isolation of two busy groups of lines is a restrictive factor in the efficient working of the

Yard, and if any minor additions and alterations, such as providing an additional

crossovers, positioning an existing cross-over correctly, lengthing of a particular line, etc.

are likely to improve the working of a Yard, necessary proposals should be forwarded to

the DRM(O).

Sometimes delay in the release of the wagons by public and departmental consignees

cause heavy accumulation of local wagons thus affecting the working of the Yard. Advance

intimation given to rake handling parties on the telephone and the departmental

supervisors in the local area about the number of wagons awaiting unloading would enable

them to make necessary arrangements in time for releasing the wagons.

Sometimes identification of any particular traffic, which affects the mobility of the Yard, is

required so as to advice to control to restrict the inflow.

In case of heavy congestions requiring block back on the neighbouring sections,

neighbouring Yard should be called upon or directed by Sr.DOM/CTNL by taking upon

them some of the sorting and Marshalling work, the congested Yard would normally have

done. If necessary a competent Officer or Inspector should sit in the Yard and a direct

operation until the congestions is cleared.

In the event of an accident temporarily reducing working capacity, steps should be taken to

regulate the inflow of trains into the Yard for a day or two, or such a long period as may be

absolutely necessary until the emergency is over and the Yard has regained its normal

working capacity. The work load on the Yard must be suitably reduced to avoid serious

repercussions on the Yard itself and on the neighbouring sections. Accidents should

preferably be attended to personally by officers, as far as possible so that re-

railing/restoration and clearance work may be done in the best possible manner.

Late start of trains from the Yard: Whatever may be the cause of late start of trains from a

Yard, this apart from reducing available capacity of the section, in turn, affects the working

of the Yard itself by delaying subsequent formations of trains.

Yard facilities: Ordinarily a Yard should be adequate enough for its requirements of sorting,

handling of local traffic, formation of trains and for holding back stock until it can go out on

the sections or to various installations in the local area. If shunting or train movements in

one part interferes with similar movement in the other parts, or if simultaneous reception of

trains from and despatch to different directions is not possible, or the Yard starting a train

from or carrying on shunting in one group of lines while a train is being received in the

other group, if prevented, it requires careful attention of Supervisors, Inspectors and

Divisional Officers for necessary remodelling. If frequent congestion takes place in a Yard

or a Yard show poor performance, the entire working should be thoroughly examined to

determine the root cause of congestion. The causes of strained working may be a

generally increase in traffic, large increase of traffic from one or two sections or stations,

bad working of some installations served by the Yard, small or obsolete shunting engines

or their inadequacy etc. all these call for suitable action.

Sometimes want of proper working facilities, such as adequate lighting, communication

between the different key-points in the Yard and the Yard Master and the Assistant Station

Master requiring a number of messenger to run about in the Yard for this purpose, affects

the working of the Yard adversely.

Some of the other factors affecting the Yard working:

(a)

Non-rectification of hump gradients.

(b)

Hump shunting not useful enough for the loads which require pushing of loads.

(c)

Under load running of outward trains.

(d)

Trains received mismarshalled.

(e)

Congestion/interruption on the section or in the intermediate

terminal

Yards.

(f)

Heavy receipts of local wagons.

(g)

Shortage of engines.

(h)

Train Crew shortage.

(i)

Heavy shortage of Yard working staff including C&W staff.

Operating Considerations Governing Design of a Yard:

The lay-out of the Yard should be such that as far as possible movements of wagons in

their several Marshalling operations would be continuous and progressive in the direction

of the destination of the wagons because reverse or zig-zag movements reduce efficiency.

The reception lines, sorting lines, shunting necks, Marshalling lines, departure lines

should, wherever possible, be arranged with this object in view.

ii)

The layout should also satisfy the basic principles of maximum flexibility in movements

consistent with safety so that as many as possible of the different types of movements

which are required to be performed may be carried out. At one and the same time it should

be possible to perform all the different movements which are to take place at the same

time.

The following independent movements within one and the same area should be planned

as far as possible.

(a)

Simultaneous reception of trains from different directions.

(b)

Simultaneous despatch of the trains to different directions.

(c)

Two or more shunting engines working, not to interference with one

another, by provision of separate shunting necks.

(d)

Reception of one train not to interfere with the departure of another train

and vice-versa.

(e)

Reception of trains in one part of the Yard should not interfere with

shunting in another part.

(f)

In large Yards, there should be separate lines for Reception, Marshalling

and Despatch. Bye-Pass Running lines may be provided if possible, when

only crew change is required.

(g)

There must be adequate facility of light and communication in the different

part of Yard. Yard should be so designed as to permit future extensions in

each important section, like reception lines, sorting lines/ Marshalling

group etc. in the next 25 years though on consideration of economy,

requirements of the next five years only may the first instance be provided.

Marshalling Yard Statistics: (Manual of Statistical Instructions Volume-I)

(Railway Board has decided that statistics shall be maintained in terms of 8-wheeler units.

Same be incorporated by the railways)

General Instructions:

The Marshalling Yard statistics should be prepared for selected Yards generally dealing

with 8000 eight-wheeler wagons and over per month in respect of BG Yards and 5000

eight wheeler wagons and over per month in respect of MG Yards, prior approval of the

Railway Board should however, be obtained for addition or deletion of any Yard.

Brake vans are to be included.

The area of each Marshalling Yard is to be carefully defined and no extra allowance is to

be made for any work done within that area. A diagram showing the Marshalling Yard area

clearly demarcated should be prepared for the Yards for which statistics are requires to be

compiled by the Railway for the Board. This diagram should be readily available at the

stations to enable any inspecting officer to obtain a clear indication of the extent of the

Marshalling Yard.

Sick lines and repacking sheds, transhipment points, goods sheds, departmental sidings

and the industrial sidings etc., may as a general rule, be treated as lying outside

Marshalling Yards for purpose of calculation of Marshalling Yard statistics.

At places, where there are points like the Goods terminal station and/or Brake-of gauge

transhipment point etc., continuous to the Marshalling Yard, and the detention statistics for

each of these Yards are compiled separately either for submission to the Railway Board or

for inclusion in the Railway’s own Domestic Statistics. The sum total of detention in each

Yard should accord with the total detention from arrival of a wagon till its final despatch

from that station. To ensure this, the supervisory staff in-charge should exercise a check,

at least once in a month, on a random sampling basis. This check should be broad based

covering not only the important categories of wagons e.g. four wheelers, BOX wagons, oil

tanks etc. but also the main stream of movement of wagons to and from different

directions. This exercise should cover at least 10% of the total number of local wagons

dealt with in the Marshalling Yard during the previous month and the records of such

checks should be properly maintained to be available for scrutiny by inspecting personnel.

In the case of wagons whose detention or despatch particulars are not available, their

detention should not be omitted but reckoned on the basis of the average detention during

MARSHALLING YARD STATISTICS

Statement No. 14

For the month of __________________________________

Name of Marshalling Yards stating broad

Item

gauge or metre gauge

Remarks

Wagons despatched-

1.01

Number of wagons despatched -

Despatched by trains during the month

1.02

Number of wagons placed from Marshalling Yard outside the Yard by

pilots in goods sheds, transhipment/repacking sheds, departmental

sidings or Yards, military sidings, assisted sidings, etc.

1.03

No. of wagons dealt with during the month

Daily average number of wagons despatched.

Number of trains received

a) Number of by passing trains

3.01

b) Number of terminating trains

Total (a+b)

3.02

Average detention to by passing trains:

Target-

Actual -

3.03

Number of wagons carried by -

By passing trains included in items 3.01(a)

Number of trains despatched

4.1

No. of by passing trains

4.2

No. of originating trains

4.3

Total

No. of wagons dealt with per shunting engine

hour -

5.1

No. of pilots working in the station

(a) Number of pilots

(b) Number of shifts per day

5.2

Total shunting engine hours outside Marshalling Yards

5.3

Total shunting engine hours of regular shunting engines employed

for work inside Marshalling Yard

5.4

Total shunting hours by train engine employed for work in

Marshalling Yard.

5.5

Total time taken for locomotive duties and minor repairs

5.6

No. of wagons dealt with per shunting engine hour

Average detention per wagon (Hours)

6.1

All Wagons-

Target

Actual

6.2

Through loaded wagons -

Target

Actual

6.3

Through empties

6.4

Outward Local

6.5

Inward Local

6.6

Sick wagons

Procedure for Working Out Marshalling Yard Statistics:

Wagons despatched:

Item 1.01 and 1.02 are self explanatory. A wagon should be included under item 1.02 as many

times as it leaves the Marshalling Yard.

Wagons on ‘by passing” trains (i.e. through goods trains, as defined in note under item 1 of

statement will not be included under item 1.01).

Item No. 1.03 - Item 1.01 + 1.02

ii)

Daily average number of wagons despatched:

Item 2 =

Item 1.03

No. of days in the month

(iii & iv) Number of trains received and despatched:

(a)

A train for this purpose is a set of wagons or vehicles worked by locomotive, or any

other self-propelled unit, or rail-motor vehicles, empty or conveying traffic when

running, under a particular number or a distinct name, from a fixed point of

departure to a fixed point of destination.

(b)

All trains, both terminating and by-passing (i.e. through goods trains) are to be

included. “By passing trains” should be accounted both under the number received

and despatched.

Number of wagons dealt with per shunting engine hour:

Item 5.06 =

Item 1.03

Items 5.03 + 5.04

Note: (i)

While compiling shunting engine hours under item 5.3 and 5.4 the

following instructions should be kept in view.

(a)

Shunting engine hours are to include the shunting hours of regular shunting engines and

train engines before and after working a train or during its run when employed in shunting

goods wagons only in the Marshalling Yard area. The shunting time within the Marshalling

Yard area should only be taken into account and not the time spent outside its limits.

(b)

Shunting engine hours are to be reckoned from the time of arrival of the shunting engines

in the Marshalling Yard upto the time of their departure from the Yard on the basis of

shunting vouchers. The time spent on locomotive duties whether in the Yard itself or

outside the Yard is to be included. However, any extra time taken over the normal time

prescribed for carrying out legitimate locomotive duties should be excluded, the normal

time being determined by the individual railway taking into account the local conditions and

indicated in the operating manuals.

If shunting engine is required to be repaired in the Yard itself, the extra time beyond 30

minutes spent on such repairs in a shift should also be excluded.

(c)

The time spent in the Marshalling Yard for change of crew and/or fuelling, should be

accounted for in the same manner as on locomotive duties referred to in Note (1)(b) above.

(d)

Since shunting engines shunt both coaching and goods vehicles, the allocation of shunting

engine hours to goods and coaching stock may be fixed for each Yard on a percentage

basis after an examination of the work done. This percentage is to be rechecked at least

once a year and also when any change occurs in the type of traffic passing through that

Yard. Where daily records are kept of the working of shunting engines according to hours

spent (i) inside the Marshalling Yard (ii) outside the Marshalling Yard and (iii) in shunting

coaching vehicles, it will not be necessary to fix a percentage, as the actual hours spent in

the Marshalling Yard in shunting goods vehicles will be available. Time taken by shunting

engine in placing wagons in such lines is to be included in shunting hours when such lines

form the part of the Marshalling Yard area.

Note: (ii)

Time spent for locomotive duties recorded separately under item 5.5 will include under 5.3

also. Item 5.5 will include the time taken by shunting locomotive for locomotives duties and

minor repairs upto 30 minutes per shift as per Note (i)(b) under item 5.

vi).

Average detention per wagon:

(a)

The detention time should have reference only to the detention within the Marshalling Yard

territory as defined in para (iv) of General Instructions and the incoming and outgoing

wagons from and to the local outlying sheds, sidings, etc. should be counted as many

times as they enter the Yard. This will include detention to sick wagons in the Marshalling

Yard although their detention is separately shown against item 6.6.

(b)

The average detention is to be obtained by recording in the wagon exchange register or

similar record, the hours of detention to each wagon, that is the interval between its arrival

and departure. At the end of the month under different types must be totalled, and both

detentions and number of wagons for each type must be multiplied by the factor of

equivalence to four wheeler and then consolidated to work out the average detention per

wagon, the following example will illustrate the method of calculation of the average

detention per wagons.

Example: Suppose Yard A has despatched 100 four wheelers with a total detention of 400 hours,

20 bogie wagons (Equivalent to 40 four wheelers) with a total detention of 200 hours and 10 Box

wagons (equivalent to twenty five four-wheelers) with a total detention of 150 hours. Average

detention per wagon will be -

400 x 1 + 200 x 2+ 150 x 2.5

7.1 hours

100 x 1 + 20 x 2 + 10 x 2.5

The detention of wagons arriving in one month and despatched in the next will be shown in

the month in which they are despatched, but the time must be reckoned from the date of

arrival. Stations which maintain a wagon card index may obtain the figures therefore

instead of from the wagon exchange register. The number and detention of Brakevans will

be excluded for the purpose of this item.

(c)

The ‘target’ detention hours will be fixed by the Railway Board from time to time having

regard to the past performance of each Yard and also materialisation of different streams

of traffic, Marshalling commitments and the facilities available. A pointer to the correct

level of a target would be the best result achieved in the past one or two years, assuming

that there has been no noticeable improvement or deterioration in the operating conditions

and methods. The target should be somewhat better than the actual recorded performance

so that it may call for better effort on the part of the staff concerned to achieve the margin

of improvement remaining between the actual and the target.

Item 6.1 - All wagons - The term ‘all wagons’ includes through loaded, through empty, local loaded, local

empty and departmental wagons, wagons on ‘through trains’ (as defined in item 1.01 & 1.02) sick and

damage wagons will be excluded. Sick and damaged wagons will be included wherever the sick lines form

part of the Marshalling Yard area.

In respect of the Yards which may as well be depots for holding empties, such empties should not be

included for the purpose of this item. These Yards should, however, be denoted by a suitable footnote

specifying therein the average daily holding of the depot.

The “exit” and “re-entrance” timings may be fixed on the basis of sample observations made once a year.

These fixed timings may be rechecked annually and also when any major change occurs in the working of

the Marshalling Yard.

Item 6.2 -

Through loaded wagons - The term “loaded wagons” mean loaded wagons which neither

originate nor terminate at the station, but which are dealt within the Yard and are not on “by-passing” trains

(as defined in item 1.01. and 1.02).

Item 6.3 - Through empty wagons - The terms “empty wagons” means empty wagons which neither

originate nor terminate at the stations, but which are dealt in the Yard and are not on ‘by-passing” trains (as

defined in items 1.01 and 1.02).

Item 6.4 - Outward Local - This item will include detention to local wagons despatched by trains from the

Marshalling Yard i.e. from the time of their entry into the Marshalling Yard from the outlying sheds and

sidings till their despatch by trains.

Item 6.5 - Inward Local - This will include the detention to local wagons from the time of their arrival in the

Marshalling Yard till their placement into the local sidings.

Item 6.6 - Sick Wagons - Detention to sick wagons in the Marshalling Yard will be included under this item

as also under “all wagons”. In case the sick lines form part of the Marshalling Yard the detention in the sick

lines will also be included under this item. If the sick lines are outside the Yard, such detention will be

excluded.

vii)

Present Status and the Road Ahead:

Closure of conventional marshalling yards was an outcome of -

Unit train movement

Advent of containers

The container revolution ensured that an universal flat rail car could move all description of traffic

of varying cargo size - train load, full container load or less than container load. It can quickly eliminate

shunting operations, which was replaced by gantry or road mobile trains; picking up containers and

repositioning them - the equivalent of tortous shunting as detailed above. It ensured that freight customer

does not have to register a wagon or rake, he has to ask for simply a given number of containers which are

sent to his premises for loading/unloading and are brought back to modern freight terminals. The

exorbitant cost involved in taking freight consignments to railway goods shed and unloading in inward

consignment there and carting them to customers’ premises are totally eliminated and inter modal

operation ensures door to door service, which till now was the hallmark of road transport, which had

captured nearly 80% of making Indian Railways the second largest mode of transit movement.

Rightly enough the era of modern freight terminals has began. These are world class facilities and

include:-

An ICD for export/import cargo with customs clearance facility

ii)

Appointed warehouse to facilitate custom duty being paid as an when the cargo is

needed.

iii)

Large warehouses where cargo can be stuffed/restuffed/stored

and moved as per customers’ instruction

iv)

Road, rail and air transport connectivity on demand.

Cold chain for refrigerated cargo

vi)

Banks

vii)

Fax, Telex & Telephone Internet connectivity

viii)

Continuous cargo tracking globally

Freight terminal operating company and some of the railroad company who have a customer

services centre working round the clock to receive customers instructions for change of destinations,

rebooking of cargo etc. and this new environment the freight customer may visits the commercial office to

execute agreements or long term contracts. The freight terminal is like a factory where the cargo goes and

goes out. Process for bringing about this business like cause is already on way with private operators

managing their terminals, running their own trains, serving their customers in an entirely business like

environment. In this scenario the erstwhile marshalling yard are in the following areas

Providing rail substitute to road

ii.

Serving large production units like steel plants & refineries

iii.

Major customers like thermal powerhouse, fertiliser plants, cement plants,

ensuring availability of inputs and clearance of their outward cargo.

iv. Major carriage wagon depots for freight rolling stock

v. Crew and loco changing locations

vi. ICDs of IR’s subsidiary CONCOR

The transition from conventional; goods shed and marshalling yards of freight terminals have

equipped railway system worldwide to win back high profit yielding, finished production from road to rail

cum road system which reduces cost to the economy and the customers, substantially reducing the

adverse environment impacts of road transport, paving the way for sustainable transport. The future

manifestation of railway yards is likely to be as Logistics Park as railways strives to become a logistics

provider rather than a mere transporter.

The future manifestation of railway yards is a logistic park, essential for Railways as it shifts

towards being a logistic provider from a mere transporter.

CONTAINER TRAIN OPERATION

(Back to Index)

With a view to increasing railway’s share of container traffic and introducing competition in railway

container transport services in India, Ministry of Railways decided to grant eligible parties the right to

require the Railway Administration to haul their Container trains on Indian Railway network for movement

of both Export and Import Traffic as well as Domestic Traffic subject to various terms and conditions

contained in an Agreement. This Agreement sets out in detail their mutual relationship and the terms and

conditions, which shall govern the right of the Concessionaires to offer their Container trains for movement

to Railway Administration and the obligation of Railway Administration to move the trains.

The salient features of this Agreement as well as of related instructions with respect to train operations are

given below. The salient features of the Concession Agreement with Container Train Operators and of

other related instructions are indicative in nature and for guidance only. For actual provisions, the

Concession Agreement and the Circulars and Railway Board’s letters mentioned above should be referred

to.

Concessionaires have a non-exclusive right to require the Railway Administration to haul the

Concessionaire’s Trains subject to the Concessionaire establishing/ensuring access to Rail Terminals and

acquiring a minimum number of Wagons including brake vans to form a Block Rake for the commencement

of operations and for transportation of containers.

The term of this Agreement shall be for a period of 20 years starting from the Commercial

Operations Date.

In the event the Concessionaire fails to operate its Container Trains in accordance with the

requirements of this Agreement within three (3) years from the date of award of the In Principle Approval,

Railway Administration shall have the right to terminate the Agreement.

The rights of the Concessionaire shall include the following:

The right to undertake the business of collecting, storing and loading onto Wagons,

consignments of goods from any third party;

ii)

The right to determine, charge, collect, retain and appropriate all the fees that it charges

from the consigners;

iii)

The right to obtain access to Rail Terminals and develop, own, operate and maintain Rail

Terminals, including inland container depots;

iv)

The right to procure and own/lease Wagons and containers.

The concessionaire will be responsible for loading and unloading operations at both the origin and

destination Rail Terminals

The Railway Administration shall haul the Concessionaire Trains on the payment of prevalent

haulage charges as notified from time to time. The present haulage charges are contained in Board’s letter

no. 2008/TTIII/73/8 dated 1-7-2008.

The Central Government (Ministry of Railways) shall have the right to specify certain commodities,

which ordinarily move in railway wagons in trainload as notified commodities, which may be subjected to

different tariff and conditions for haulage. At present as per Board’s letter no. 2008/TTIII/73/8 dated 1-7-

2008, carriage of coal, coke, minerals and ores in containers is prohibited.

The existing incentives/schemes extended to rail customers or that may be introduced in future

shall not ipso facto apply to the Concessionaires. Upon request of the Concessionaire(s), Railway

administration may consider extending such schemes to the Concessionaire to the extent possible in a

non-discriminatory manner.

All commercial rules like that contained in Commercial Manual, as amended from time to time and

as applicable to other freight traffic moving on Indian Railways shall apply to the Container traffic, except

rules specially covered in this Agreement in a non-discriminatory manner amongst similarly placed entities.

10.

It shall be the Concessionaire’s sole responsibility to procure the requisite approval/authority for

the Concessionaire’s Train and/or a Railway Administration locomotive to enter into and utilize the origin

and destination Rail Terminal(s).

11.

Each concessionaire is required to set up two rail linked inland container terminals within three

years of obtaining the license to operate or have access to inland container terminals.

12.

Use of Railway freight terminals (Goods sheds) as Container Rail Terminals (CRT) has been

permitted by the Railways in terms of Rates Circular 10 of 2008.

13.

Each Rail Terminal, other than a Railway owned Terminal, that is used by the Concessionaire shall

conform to the following:

(i)

Each Rail Terminal shall have rail facilities for handling Concessionaire Trains along with

locomotive in conformity with siding rules prescribed by Railway Administration from time

to time.

(ii)

Be equipped with a RDSO approved in-motion weigh bridge of prescribed standards for

weighing of Wagons with and without containers of the Concessionaire’s Train.

(iii)

Be equipped with TMS and such other facilities as may be required to interface with, and

ensure transfer of data online to, FOIS of Railway Administration.

14.

The Concessionaire shall declare the weight of each Wagon/container prior to departure of the

Concessionaire’s Train.

15.

The Concessionaire shall procure by way of purchase, lease or hire, Wagons including Brake Vans

and Containers required for the purposes of operating the Concessionaire’s Trains. However, till such time

as the Concessionaire procures the required Brake Vans, Railway Administration may provide its own

Brake Vans (provided they are available), on non-discriminatory basis, at a reasonable charge, notified by

the Railway Administration from time to time.

16.

In the event any of the Wagons of the Concessionaire are lying idle

(“Idle Wagons”), the

Concessionaire may offer to the Railway Administration or other Concessionaires, use of any such Idle

Wagons. However, Railway Administration shall be under no obligation to accept such an offer of the

Concessionaire for use of any Idle Wagons and may levy a Stabling Charge as specified.

17.

In the event of an Emergency, Railway Administration shall have the right, to temporarily assume

control and make use of the Wagons of the Concessionaire. For any such Emergency Use, Railway

Administration shall pay to the Concessionaire, a reasonable rent/charge to cover the cost of provisions,

maintenance and operation of the Wagon.

18.

The Concessionaire shall at all times conform to the maintenance standards specified by the

Railway Administration in accordance with Good Industry Practice for the Concessionaire’s Containers,

rail related equipment and tracks.

19.

The Concessionaire’s Wagons shall be maintained by the Railway Administration in accordance

with the maintenance schedule notified by the Railway Administration. Such maintenance shall, inter alia,

include intensive examination, routine overhaul

(“ROH”) and periodic overhaul

(“POH”). The

Concessionaire will provide and maintain the requisite Wagon examination facilities(as specified by railway

Administration) inside the Rail Terminal and bear a one time capital cost for tools and plants as specified

by Railway Administration and approved by RDSO.

20.

Wagon maintenance charges for maintenance by Railway administration of the Concessionaire’s

Wagons shall be included in the Haulage Charges. The present Haulage Charges include 5% thereof by

way of maintenance charges.

21.

Railway Administration shall normally complete the intensive train examination within a period of 6

hours from the time the Concessionaire’s Wagons (in empty Rake formation) are handed over by the

Concessionaire for such examination. Provided however, that the minimum interval between two

successive Rakes offered for intensive train examination shall be at least 6 hours. Alternatively, the

Railway Administration may examine the Concessionaire’s Wagons at suitable point enroute its destination

where the facilities for such examination exists. The time stipulated for maintenance shall not be applicable

vis-à-vis such Concessionaire’s Wagons that are declared sick during the course of examination and are

required to be detached from the Concessionaire’s Train for sick line/ workshop attention.

22.

In the event of the Railway Administration’s inability to conform to the time schedule specified for

intensive train examination, it shall pay to the Concessionaire for every 24 hours of delay (inclusive of initial

6 hours) so caused, an amount equal to the Stabling Charges payable for such period of delay.

23.

The Concessionaire may undertake maintenance of the Concessionaire’s Wagons through any

other entity including the Concessionaire on such terms and conditions as specified by the Railway

Administration from time to time provided however, that the maintenance is carried out as per maintenance

schedules and various stages of inspection as may be notified by Railway Administration and pre-

departure certification of such Wagons shall be issued by the Railway Administration for which the

prescribed charges shall be paid by the Concessionaire.

24.

The Concessionaire shall hand over empty Concessionaire’s Wagons, in rake formation, to

Railway Administration for carrying out maintenance as per the schedule specified by the Railway

Administration.

25.

The haulage charges for moving the Wagons, in rake formation, from a Rail Terminal to the

workshop/maintenance depot/train examination point of the Railway Administration and back shall be

borne by the Railway Administration, provided however, that the scheduled haulage charges shall be

payable by the Concessionaire in the event maintenance is carried out by an entity other than the Railway

Administration and inspection is carried out by the Railway Administration at the location of maintenance.

26.

In the event wagon maintenance is undertaken by the Concessionaire, or any other party (other

than Railway Administration in accordance with the provisions of this Agreement) a proportionate rebate in

haulage charges (equivalent to the built in maintenance charges) shall be given to the Concessionaire.

27.

Subject to any operational constraints, Railway administration will provide locomotives to haul the

Concessionaire’s Trains on a non-discriminatory and non exclusive basis vis-à-vis other Concessionaires

only.

28.

At least four (4) hours prior to the planned departure of Concessionaire’s Train, the Concessionaire

shall submit an indent (“Indent for Locomotive”) for supply of locomotive. The existing incentive schemes if

any or incentive schemes that may be introduced in future for supply of locomotives may be extended to

the Concessionaire’s Trains with suitable modifications such that it is applied in a non discriminatory

manner among different concessionaires.

29.

The Concessionaire may, anytime prior to arrival of a locomotive cancel its Indent provided

however, the Concessionaire shall be liable to pay to Railway Administration indent cancellation charges

equivalent to one

(1) hour Locomotive Detention Charges. In the event, indent for cancellation of

locomotive is received by Railway Administration after the loco is dispatched for the Rail Terminal, the

Concessionaire in addition to indent cancellation charges, shall also be liable to pay to Railway

Administration such charges as may be prescribed by Railway Administration for the infructuous movement

of locomotive both ways. Such charges, however, shall not exceed the charges levied for the movement of

the locomotive for the distance from the nearest locomotive shed.

30.

If after arrival of the locomotive at the Rail Terminal from where the train is required to depart, or

the Rail Terminal where the train is required to terminate, as the case may be, the Concessionaire’s Train,

for whatsoever reason not attributable to Railway Administration, is not attached or detached and released

(as the case may be), prior to expiry of the Free Waiting Time of two hours

(entry to exit), the

Concessionaire shall be liable to pay to Railway Administration, Locomotive Detention Charges for every

hour (or part thereof) for which the locomotive is detained beyond the Free Waiting Time. Provided

however, if a locomotive is detained for a period of more than eight (8) hours at any Rail Terminal (either

the Rail Terminal of origin or of termination, as the case may be), then, without prejudice to the

Concessionaire’s liability to pay to Railway Administration the Locomotive Detention Charges, Railway

Administration shall have the right, but not the obligation, to withdraw and/remove the locomotive from such

Rail Terminal. In case Railway Administration withdraws and/or remove the locomotive from the Rail

Terminal after detention of 8 hours, the detention along with movement charges shall be levied without

granting any free time. In the event Railway Administration withdraws the locomotive then, the Indent for

locomotive shall deemed to have lapsed, with no further effect. These provisions shall also apply to the

situation where the locomotive arrives at a Rail Terminal where the train is scheduled to terminate, but is

denied entry into such Rail Terminal for reasons attributable to the Concessionaire and /or the Rail

Terminal operator.

31.

Locomotive Detention Charges payable by the Concessionaire for detention of a locomotive

beyond the Free Waiting Time shall be at the rates as prescribed for Diesel/Electric Train Engines by the

Railway Administration from time to time. The current Locomotive Detention Charges are contained in

Rates Circular No. 18 of 2008.

32.

Railway Administration shall, in the event of delayed supply of locomotive beyond 12 hours from

the indented schedule time of departure of the Concessionaire’s Train, be liable to give to the

Concessionaire a one time rebate equal to two (2) percent of the haulage charges payable by the

Concessionaire for the Booked Route. This rebate shall, however, not be admissible in contingencies such

as interruption of traffic due to accidents or any other similar unavoidable reasons beyond the control of

Railway Administration.

33.

Transportation of the Concessionaire’s trains shall be in Block Rakes. In the event a

Concessionaire’s Train operates with lesser number of Wagons/Containers than those prescribed in the

Block Rakes (“Non-Block Rake Trains”), the haulage charges for such Non-Block Rake Trains shall be

recovered on the basis of the minimum composition of Block Rake as specified by Railway Administration.

Provided, however, in the event a Concessionaire’s Train has less than half the Wagons required to

constitute a Block Rake, the Railway Administration shall have the right to refuse to haul the

Concessionaire’s train comprising less than half a Block Rake. The Railway Administration may however,

at its sole discretion extend the facility of two point rakes for Container Trains during specified periods and

on specified routes.

34.

The Concessionaire’s Trains to be hauled by Railway Administration pursuant to this Agreement

shall be booked by the shortest route possible (the “Booked Route”) and the haulage charges shall be

determined with reference to such Booked Route. Provided however, in case of any accident or other

operational exigencies on, or affecting, the Booked Routes, Railway Administration shall, in its sole

discretion, be entitled to transport the Concessionaire’s Train by an alternative route (“Alternate Route”).

The Concessionaire shall be liable to pay haulage charges only for the Booked Route even when

Concessionaire’s Train is transported by an Alternate Route. Provided that in case the Concessionaire’s

Trains are carried by a longer route in pursuance of the Rationalisation Scheme of MOR (under section 71

of the Railway Act 1989), the Concessionaire shall be liable to pay charges accordingly.

35.

The Concessionaire shall, at least 7 (seven) days prior to any calendar week in which it proposes

to operate any Concessionaire’s Train, inform

(“Weekly Advance Scheduling Notice”) Railway

Administration of the number of Concessionaire’s Trains, it requires to be moved, the proposed routes and

the likely departure dates (“Weekly Advance Schedule”).

36.

Notwithstanding anything to the contrary, the Concessionaire shall, at least twenty four (24) hours

prior to the day of programmed loading (excluding the day of loading itself) of a Concessionaire’s Train,

confirm to Railway Administration the departure schedule of such Concessionaire’s Train, provided that

such notices shall not in any way be binding and shall be only indicative of the Concessionaire’s operations

schedule for the following week / day.

37.

Railway Administration shall maintain a level playing field among all Concessionaires and shall

devise and implement a transparent and non-discriminatory system for dispatch of Concessionaire’s Trains

on a first come first served basis.

38.

Notwithstanding anything to the contrary contained in the Agreement, dispatch of locomotives and

Concessionaire’s Train(s) shall be subject to any operational exigencies and/or system restrictions.

39.

Railway Administration shall make all efforts to ensure minimum enroute detention of the

Concessionaire’s Trains.

40.

Subject to any operational and capacity restrictions of Railway Administration, there shall be no

restriction on the number and frequency of Concessionaire’s Trains that the Concessionaire may require

Railway Administration to haul pursuant to this Agreement.

41.

The Concessionaire may request the Railway Administration to accept, at any time after the

departure of a Concessionaire’s Train, the diversion/re-diversion of such Concessionaire’s Train to any

other Rail Terminal, in accordance with the various terms and conditions (including but not limited to

payment of haulage charges and other charges) and procedures specified by Railway Administration from

time to time subject to its operational exigencies and/or for system restrictions. It is clarified that the

Railway Administration shall not be under a legal obligation to comply with such request.

42.

The Concessionaire shall be liable to pay to Railway Administration Stabling Charges, in the

following events :

(i)

In case the Concessionaire’s Train suffers detention at the serving station for reasons

attributable to the Concessionaire or when the Concessionaire either declines to accept

Wagons inside the Rail Terminal, scheduled to be the terminating Rail Terminal or is not in

a position to receive placement of subsequent Wagons; or

(ii)

In case of non acceptance of trains inside any port by the port authority concerned; or

(iii)

At any of the stations en route due to any reason attributable to the Concessionaire.

(iv)

Provided however that Stabling Charges shall be levied only where the detention of the

Concessionaire’s Train is for a period in excess of 4 hours.

Stabling Charges shall be payable at the rates notified by Railway Administration from time to time and the

Railway Administration shall have the right to revise the Stabling Charges on an annual basis; provided

that any increase in charges in any Financial Year during the term of this Agreement, shall not exceed 10%

(ten percent) of the charges payable in the preceding year. The current Stabling Charges are contained in

Railway Board’s letter no. TC-I/98/201/4 dated 17.1.2008.

CUSTOMER INTERFACE AND ROLE OF COMMERCIAL STAFF

(Back to Index)

The physical movement of both passengers and freight cargo is handled by operating staff but it is the

commercial staff, who interacts with our customers.

Passenger

Platform Ticket Checking staff: - (a) Their foremost duty is to enforce rigid access control in station area to

prevent ticket less travel and entry of undesirable elements in station premises.

Occupation of waiting rooms and waiting sheds -

(a)

Except under special orders from the Div. Railway Manager, passengers must not be

allowed to use the waiting rooms at stations as rest houses, but passengers arriving at

Road side stations at night may be allowed to occupy the waiting rooms or waiting halls

between trains or until the morning. At junction stations passengers may use waiting

rooms and waiting halls when waiting for connecting trains.

(b)

To ensure that bona fide use of waiting rooms is being made, they shall be checked by a

ticket checking staff every eight hours.

Booking staff: -

(a)

To issue tickets, release and display reservation slips and charts in time to avoid detention

of trains in boarding of passengers.

(b)

To advise all commercial figures and occupation report of trains to Divisional office and SM

on duty as required.

(c)

Station Master or Parcel Clerk shall ensure:- Parcel, luggage, goods and vendors’ trays

and barrows shall not be placed on passenger platforms within 3 meters of the edge of the

platform. When parcels or luggage are loaded on platform, the barrows must be kept

outside this distance at a point opposite where the vehicle, into which they are to be

loaded is likely to stop. Packages unloaded from a train must be removed as quickly as

possible to the usual place of stacking outside this distance, if they are not taken away into

luggage and parcel offices or the goods shed. Under no circumstances should drums and

barrels be left on the platform in such a position that they may roll into the track.

Precautions before starting a train carrying passengers:

(a)

Control of electric lights and fans in coaches: -Switching ‘On’ and ‘OFF’ of lights and fans

circuits in a rake is effected by operating rotary switches or MCBs in the Junction box

provided inside individual coaches. Operation of these circuits is the duty of train-lighting

staff deputed at important stations. Individual switches regulators of lights and fans are to

be operated by passengers themselves.

(b)

Conductor or TTEs are responsible for ensuring that the electrical equipments and fittings

of all coaches are functioning satisfactorily. Where any defect or deficiency is noticed,

they should inform the electric staff on duty of AC coaches or advise through control to the

next station where electrical staff is provided.

(c)

Conductor or TTE shall, before the train leaves the starting station, request the occupants

of those compartments to test if the locking devices on doors and windows are in working

order. In case of any defect, they shall arrange to have the defects put right by the TXR

staff under advice to SM either at the starting station or at the next train examining station.

(d)

Travelling Ticket Examiners are to note that doors on both sides of carriages on a train

carrying passengers shall never remain locked at the same time, except in the case of

compartments reserved for ladies which may be locked at the request of the occupants.

(e)

Conductor and TTEs must see that passengers are not getting in and out of carriage when

trains are about to start and that no one is travelling on the roofs of carriage.

(f)

Segregation of passengers suffering from infections or contagious diseases: - For greater

safety of the travelling public, passengers suffering from infections or contagious diseases

should be segregated from other passengers by TTE with the help of security forces.

(g)

Passengers to be courteously treated.-All passengers, irrespective of the class of tickets

they hold, shall be courteously treated and all possible assistance and protection afforded

to them while on Railway Premises.

(h)

Female passengers particularly when unaccompanied by males, friends or relatives shall

be given special attention at all times.

(i)

Each member of staff who has to deal with passengers must be acquainted with the time

of arrival and departure from their stations of all trains carrying passengers to answer in

prompt and civil manner any question put to them by the public.

Precautions during journey:-

(a)

In cases of long distance through trains coming from or going to other railways, which have

yet to journey through the following night, the guard or conductor or TTE shall, at a

convenient station some time during the day, approach the occupants of upper class and

second class ladies compartments, and request them to check up if the door latches and

window catches are in good working order; when the train arrives at a station where the

TXR staff is required to attend to the safety catches, the TXR staff should be ready with the

necessary material and should themselves check up the locking devices and put right any

deficiencies detected by them or reported to them by passengers.

(b)

The Conductor or TTE should also make it a point to warn the passengers at convenient

stations between 21 and 22 hrs to apply the locking devices, if not already done.

(c)

Should it be found that the alarm chain has been pulled mischievously or for an

unjustifiable cause or the hose pipe has been disconnected by some miscreants, the

Conductor or TTE in charge must ascertain the name of the person who pulled the chain or

disconnected the hose pipe. His name and address with those of other occupants must be

obtained and the Conductor or TTE should make a report regarding the alarm chain pulling

or the hose pipe disconnection incident and hand over the same to SM/ASM of the station

at which the incident occurs, if time permits or at the next stopping station, who will take

action in lodging the report with the GRP of the station in whose jurisdiction the incident

has occurred.

(d)

Calling out name of station - Travelling Ticket Examiners where employed and at Ticket

Checking stations, the Ticket Examiners are required to give this information to

passengers as they go from compartment to compartment checking tickets and at junction

stations they shall advise passengers to change, if necessary.

Waking up passengers: -

(a)

Passenger of all classes occupying reserved accommodation shall not be roused for

tickets, to be rechecked between the hours 22 and 6 except when there are reasons to

believe that a certain passenger is travelling without a ticket or otherwise irregularly.

(b)

TTE,s of Mail Express and passenger trains are to arouse Air Conditioned and First Class

Passengers at night at any station when requested by the passengers to do so and will be

assisted by the coach attendant. The Ticket Checking staff to whom such a request is

made by a passenger shall enter in the “wake up memo” the name of the passengers the

number and the class of the carriage occupied and the name of station at which the

passenger is to be called.

(c)

The Ticket Checking staff when intimating the arrival of the train at a station where a

passenger has been noted to alight shall take care of that other passengers are not

unnecessarily disturbed.

(d)

Passengers shall not be placed in carriages of a higher class than that for which tickets are

held except on payment of additional fares as per extant rules or on automatic

upgradation.

Ladies travelling alone at night:-

(a)

In no case, whatever, shall a male passenger (except a boy under twelve years of

age) be allowed to travel in a compartment reserved for Ladies in any train.

(b)

A lady travelling alone or with children under 12 years of age at night in a first class

compartment reserved for ladies may take with her in the same compartment in which

she is travelling, one women attendant holding a second class ticket for that portion of

the journey which is performed between the hours 8 p.m. and 6 a.m. This rule may also

apply when two or more ladies are travelling in the same compartment with out any

objection and any inconvenience.

(c)

A lady travelling alone or with children under 12 years of age in a first class compartment

may take with her compartment one dog on payment of the dog-box rate, provided that if

another lady enters the compartment, the dog shall only be allowed to remain in the

compartment with the permission of the other passenger.

Medical Aid:-

(a)

It will be the duty of the train manning staff or station staff to render first aid to any injured

person within Railway premises immediately.

(b)

If the case is serious one, the senior most official available on the spot must arrange to

summon medical aid from the nearest available source, whether Railway, Civil, Military or

private.

Murder or serious Assaults -

(a)

If a crime of serious nature such as a murder or a serious assault be committed in a

Railway carriage on a running train, the following action shall be taken by the staff with a

view to helping the Police Officials in their investigation: -

(b)

The Conductor or TTE of the train shall have the compartment emptied and locked up after

all shutters have been raised from outside immediately the commission of such an Offence

is known so that blood stains, marks of struggle, foot prints, finger impressions etc. may

remain undisturbed.

Passenger trains overshooting Platform:-

When any portion of a passenger train over shoots a platform, or when a platform is too short to

accommodate a full train, at night, passengers who are obliged to alight on ballast should be told that they

should alight carefully as there is no platform. If a carriage at the end of a train is off the platform, the

Guard should also call out a similar caution to the passengers.

10.

Duties of Conductor

Attendance

(i)

He shall report to the train guard for his appearance and the time of his appearance shall

be noted down by the train guard in the Constitution Report. The Conductors shall sign

this entry and the train guard shall countersign it.

(ii)

See that the window catches and other safety devices fitted in II Class compartments

reserved for ladies are in perfect working order and get the deficiencies repaired.

(iii)

See that the passenger carriages are thoroughly cleaned and filled with water.

(iv)

Look after the safety and comfort of passengers of all classes and more particularly, of

women and children, attend to complaints of passengers regarding cleanliness of

carriages, water supply in lavatories, lights and fans and any other complaints and have

them promptly attended to.

(v)

Make it a practice to walk along his train at stations to see if passengers want any

assistance or information and keep a careful look out for irregularities of any kind, specially

at night.

(vi)

Before a train begins a night journey, ensure that the safety bolts provided on the inside of

windows and doors of Upper Class carriages and ladies compartment are in working order.

(vii)

Arrange for the meals of passengers when requested to

(viii)

Wake up upper class passengers alighting at night if requested;

(ix)

See, in so far as is possible that there is no irregular or unauthorized travel by trains in

contravention of any rules in force. All infringement of rules by passengers should be

brought to the notice of the station master on duty.

(x)

Note the Coach, which is to be detached short of the destination of the train, must see that

such carriages are not occupied by passengers who have tickets for beyond the station to

which they are booked. He must arrange that, if any passengers are allowed to ride in

such coaches they are warned before starting that they shall have to vacate the coaches

on arrival at the station at which they are to be detached.

(xi)

Conductor must see that passengers are not getting in and out of carriages when trains

are about to start and that no one is travelling on the roof of carriages

Duties and Responsibilities of TTEs

(i)

He shall see that all doors, bolts, windows and catches etc. of all the coaches particularly

upper class and ladies compartments are in perfect working order and also that all through

and sectional coaches are provided with proper destination boards.

(ii)

If there are defects in the working of any of the fans and lights, he shall get them rectified

by the train lighting staff.

(iii)

He shall see that, where arrangements exist, the compartment are properly cleaned,

dusted, and watered and shall make necessary enquiries from passengers in this

connection.

(iv)

He shall see that lights, fans and other fittings, and water in the carriages are not misused.

(v)

He shall check Attendant compartments and ensures that only bonafide attendants of

upper class passengers occupy them.

(vi)

He shall check Vendors and G.R.P/RPF compartments to ensure their correct use.

(vii)

He shall receive reservation charts well in time before the departure of the train, see that

the same are completed in all respects and that the reservation labels are intact so that

there is no hitch in providing berths to passengers.

(viii)

He shall look after the safety and comforts of passengers in general and of upper class

and women passengers in particulars.

(ix)

He shall assist all classes of passengers in securing accommodation either reserved or

available for them.

(x)

During the course of the journey, he shall keep special watch on compartments occupied

by women passengers without causing any annoyance to occupants. He shall, where halt

permits; walk on platforms, to see that ladies compartment that everything is well. While

inspecting a train in this manner, he should be ready to answer queries and receive

complaints from all classes of passengers and complaints of special nature and action

taken by him should be recorded.

(xi)

During the night, he shall awake upper class passengers who express their desire to be

called at a particular station and in the event of his change of duty en route, ask his reliever

to do so.

(xii)

He shall ascertain from Passengers their meal requirements and arrange it either from the

Dining Cars running with the train or the next Refreshment Room station.

(xiii)

He shall assist Refreshment Room bearers in finding out space for return of empty meals

crockery, trays or thalies.

(xiv)

He shall see that no suspicious characters attempt to enter upper class compartments and

compartments reserved for women.

(xv)

He shall not interfere with or annoy passengers by talking, smoking or slamming doors

while entering, or leaving compartments.

(xvi)

He shall keep an eye on vendors and licensed porters charging passengers excessively

and promptly intervene where necessary. All such cases must be reported to the

Divisional Commercial Manager concerned under intimation to the Station Master

concerned.

INSPECTIONS

(Back to Index)

Objects of Inspections:

The Railway network is spread over a vast area. It is estimated that for running a train over a section, co-

operation and co-ordination of about (2000) thousand Railway staff is essential. A vast organisation, such

as the Indian Railway system functions on the basis of a carefully arranged system of selective Autonomy,

Accountability and Responsibility. Rules and instructions lay down the procedure of work and the staff are

properly trained and the officials at various levels monitor, supervise and direct the staff from time to time

by different means. Inspection is an important function of management, particularly in the field of Railway

Operations to ensure efficient working at all levels.

Following objects shall be borne in mind while conducting inspection:

Verify whether every Railway employee is fully conversant with rules, instructions and procedures

relating to his duties.

Ascertain that the staff is performing their duties according to rules, instructions and the procedure

in force.

Detect undesirable shortcuts, irregularities or unsafe practices being resorted to by the staff taking

remedial action which may be:-

(a)

Educative, in case these are resorted to out of ignorance.

(b)

Corrective, if there is something wrong in the working conditions, or there are system

deficiencies.

(c)

Punitive, if resorted to wilfully or negligently and persisting even after repeated guidance

and counselling.

Observe the conditions actually prevailing at the work spots to understand the difficulties

experienced by staff including their personal grievances and seeking on the spot redressal.

Ensure that full complement of staff and equipment is available and staff have knowledge of its

operation.

Ascertain that registers, documents and other records are being maintained and preserved

according to instructions.

monitor the behaviour of staff towards customers, particularly promptness of response and

willingness to help.

Assess as far as possible that the interest of the public and the Railways are kept in view and

safeguarded.

Inculcate discipline and build up the morale of the workers.

10.

Check the compliance of previous inspection reports.

11.

Analyse efficiency targets vis-à-vis performance.

Inspections, thus provide the means to achieve efficiency and effectiveness through spot checks and

personal contact with the staff on line. In order to accomplish these objectives, inspections have to be

carried out at officer's and Supervisor's level. The inspecting official has to command the respect and

obedience of staff, for his inspection to be effective and beneficial and as such his conduct should be

exemplary.

Types of Inspections:

The following inspections have to be carried out by operating and safety officials:-

Regular Inspection (six monthly) -

Each station on the division must be inspected in details at least once in every six months i.e. January to

June and July to December covering the various aspects of safety, operations and allied matters including

staff matters. The inspection shall be carried out by the Sr.DOM/DOM/Sr.DSO/DSO/ AOM

/ARM/SS/SM/DTI/TI etc. While minor stations are inspected by the TI concerned, the DRM will nominate

important stations (including all such stations which do not fall within the jurisdiction of TI, that is those

which have SS/SM in grade equivalent to or higher than those of TI of the section) to be inspected by the

nominate officers. Each officers will be allotted at least two such a stations. The officials concern shall

also spend the night at the station. Regular inspections have to be comprehensive in nature.

Safety Inspections (monthly) -Safety inspections are basically meant to be preventive by detecting short cut

methods and unsafe practices resorted to by train passing, running and maintenance staff. The

irregularities noticed must be personally brought to the notice of the Station Master and remedial measures

initiated promptly. In case of any serious irregularity, the inspecting officials must at once inform

Sr.DSO/DSO or Sr.DOM/DOM concerned personally or telephonically beside making a written report.

Surprise Inspection (Monthly)

Such inspections must have an element of surprise. Officers and Inspectors may inspect a station either

while passing through it or during the short time at their disposal or when they want to check some aspect

at the station without prior notice. Apart from any special aspect, they intend to check; they must also

observe and take note of the irregularities/ deficiencies or good work being done which may come to their

notice. They may check as many items as possible as time permits. Minimum 6 such inspections in a

month shall be conducted by the sectional TI.

In the automatic signalling territory, besides surprise inspections, ambush checks should also be

conducted to check whether the Loco pilots / Motormen are observing the rules regarding passing of

automatic signal at ‘ON’ position etc.

Similarly loco pilots’ whistling at whistle boards on apporoach of LC gates also needs to be checked

Night Inspection (fortnightly) -

Night inspection must be carried out by the Officers and Supervisors frequently to appreciate the working

conditions as well as to detect the irregularities.

Surprise night inspection may be carried out between 00 hrs. to 4 hrs. because during this period, the staff

is likely to be lethargic and negligent in duties. Similarly, instances of staff sleeping on duty, dim signal

lamps and indicators, unauthorised absence from duty and many other irregularities, unsafe and

undesirable practices may come to notice between 00 hrs. to 4 hrs. Frequent night inspections are a must

and SS/SM must conduct surprise night inspections fortnightly of their station between 00 to 4 hrs. and

take remedial measures to rectify the irregularities and deficiencies noticed.

Level Crossing Inspections -

Level crossing gates should be inspected in detail with a view to ensure safety of rail and road traffic,

availability of safety equipments, knowledge of Gatemen regarding rules pertaining to his duties and loco

pilot’s whistling while passing the LC gates.

Surprise Inspection by Road -

These inspections have an element of surprise in them. To create a sense of alertness amongst the staff

the road inspection should be carried out without informing anybody.

Footplate Inspections -

Footplate Inspections are carried out by travelling on the engine of running trains. These afford an

opportunity to the inspecting official to observe and check certain aspect of working on the engine, along

the track and at the stations which can not be checked otherwise. To achieve the purpose for which

footplate inspections are carried out, it is essential that these are done by day and by night, in clear

weather and when the visibility is poor due to thick, foggy or tempestuous weather.

Joint Footplate Inspections -

These are carried out jointly with officials of Mechanical, Electrical

(Running), Permanent Way and

Signalling branches e.g checking the visibility of the signals, their locations, operations, lighting up, speed

restrictions and caution boards rail wheel interaction and loco pilots’ and assistant loco pilots’ operating

behaviour.

Surprise Speed checks -

In order to ensure the maximum permissible speed are not exceeded, permanent and temporary speed

restrictions are correctly observed and limits of speed over turnouts and facing points are observed,

surprise speed checks should be conducted as per schedule.

Running Rooms Inspections -

During regular, safety, surprise and night inspections opportunity should also be taken to inspect running

rooms to ensure that running staff are able to get proper food and resting facilities. Running rooms should

also be jointly inspected by the team of officers as nominated and prescribed.

Ambush checks -

It is essential to ensure rigid observation of rules when automatic stop signals are passed in ‘ON’ position.

The inspecting officials should carry out ambush checks with the help of signalling officials who will arrange

Schedule of Inspections by Operating/Safety Officers and Transportation Inspectors

Type/

Sr.DOM/DOM

Area Manager/

AOM(M)

Sr.DSO/DSO

AOM(G)

TIs

No.

Nature of

Area Officer

inspections

Regular

2 important

All stations in

Inspection -

stations as

their jurisdiction

Half yearly

nominated by

nominated by the

once in three

the DRM

DRM

months.

Safety

1 station every

4 stations every

6 stations every

All stations in

Inspections

month

their jurisdiction

once in a month

Surprise

No quota

Minimum 2

As often as

Inspections

stations per

possible

month

(minimum 2

(minimum 3

(minimum 6

every month)

Night

Inspections --

i. Level

1 per month

2 per month

3 per month

crossing

1 per month

2 per month

3 per month

ii. Station

1 per month

2 per month

3 per month

iii. Footplate on

goods train

Level

1 per month

2 per month

3 per month

Crossings

during day

time

Surprise road

1 per month

---

1 per month

Inspections

Individual

1 section per

footplate

month by both

inspections

Mail/

i.Mail/

Mail/Express /

Mail/Express/

i. Mail/

i. Mail/ Express/

Express/Pass.

Express/

Pass.

Pass

Express/Pass

Pass

ii. Goods train

Pass.

ii. Goods train

ii. 2 Goods train

ii. 3 Goods train

ii. Goods train

Joint Footplate

---

One section

One section once

Inspections

every quarter

a month covering

covering the

the entire division

entire jurisdiction

entire division

once a year.- Up

once in six

once a year.- Up

and Dn

months including

and Dn

separately by

Up/ Dn day/night

separately by

day and night.

separately.

day and night.

Surprise speed

No quota

3 per month

5 per month

checks

Running

1 major

All running rooms

Each running

Rooms

running room

under Sr./DSOs

under Sr./ DSOs

room under their

Regular

as identified by

as identifi- ed

charge of Mecha-

charge once a

jurisdiction once

Inspections

DRM-once a

by DRM-once

nical & Electrical

year (alongwith

in a month.

year (alongwith

a year (along-

dept. (alongwith

with AEN and

Sr.DEN and

with Sr.DEN

AEN AEE & AME

Sr.DEN &

AEE

Sr.DEE

and Sr.DEE

Sr.DEE

Ambush

One during

One in a month

One during day

Checks in

day and one

and one during

Automatic

during night

night in a month.

signalling

territories

Running Trains

As often as

Inspections

possible

Loco Shed

1 shed every 3

Inspections

months

Depots

1 Depots every 3

1 Depots every 2

Inspections

months

Accident Relief

1 Medical van

Medical Equip-

every quarter.

ment Scale -I

(ARMEs)

Accident Relief

1 ART every

Trains-(ARTs)

quarter

General Guidelines for Inspecting Official:

Before commencing the inspection all inspection books should be called for and the notes

made by other inspecting official should be carefully persued to check whether the staff have complied

with their instructions. If any of these instructions have not been carried out written explanation of the

Station Master should be obtained.

It shall not be enough merely to point out the irregularity of the staff; matters must be put right

personally while at the station to the extent possible.

All books and registers inspected must be initialled and dated.

Technique of Inspections:

It requires both expertise and experience to carry out intelligent inspections. To evolve a sound

technique of inspections an inspecting official should:

Have a clear understanding of the station lay out its signalling, special features of working and

the instructions in regard to reception, despatch, crossing, shunting and running through of trains. For

this he should have a good knowledge of not only General & Subsidiary Rules but also of Station

Working Rules.

Select the feature of working which he intends to check during his inspection and should have

a clear conception about them in his mind. For instance he may like to emphasise on the correct

reception and despatch of trains and observance of safety rules by the staff or on utilisation of stock,

detention to passenger or goods train, knowledge of staff etc.

Inspect the aspect of working by thorough inspection of books, registers, forms and

equipments used for operations and secondly by means of personal observation of actual operations.

Be selective in choosing:

(a)

The time and operations of personal observation.

(b)

The documents, registers and forms for checks and cross checks.

(c)

The equipments for checking, its availability, adequacy, maintenance and its use.

Select specific periods for checking registers books and forms keeping in view the purpose of

inspection and time of inspections and time of disposal, should be subjected to concentrated, minute

and probing checks and cross checks. It may be worth while to select two or more separate periods.

One of these being that immediately preceding the day of inspection. This will help him in not only

detecting the irregularities being committed but also whether these have been continuing for the past

some time.

Discuss the irregularities or lapses noticed during inspection with the staff actually doing the

work as well as those supervising their work. Such a discussion will prove to be educative and

produce useful results.

Discuss, as far as possible, the points common to two or more branches, like the Signalling

Interlocking branch or Loco Train Examining, Civil Engineering and Commercial Branches jointly for

objectivity and acceptable solutions. This will help in not only arriving at correct conclusions and

forming sound views but also in avoiding unnecessary correspondence.

INTERLOCKING

(Back to Index)

Definition: - Interlocking means an arrangement of signals, points and other appliances, operated from

a panel or lever frame, so inter-connected by Mechanical locking or Electrical locking or both that their

operation must take place in proper sequence to ensure safety.

Basic Principles: - The basic principles of interlocking are as follows: -

It shall not be possible to take “off” conflicting signals at one and the same time.

vi)

It shall be possible to take “off” signal for a running line only when:-

(a)

All points on the running line are correctly set and facing points locked

(b)

All points, giving access to the running line from the sidings and goods lines,

are set against the running line.

(c)

Level crossing gates if included or controlled by interlocking are closed and

locked against the road traffic.

(d)

A signal lever when operated must lock or back lock as necessary the levers

operating the points and gate locks referred to above.

Once signal is taken off it shall not be possible to alter the points, to unlock

the gate lever etc until all signals are taken off have been put back.

vii)

When all signals are in the “On” position, all points which would be locked by taking

‘off’ such signals must be free for shunting purposes/testing etc.

iv)

It must be impossible to take “off” a Warner Signal, until all the relevant stop signals in

advance have first been taken “off” and when “off” it must back lock all such signals.

Interlocking -

Points, Signals and other units are usually, operated by means of levers and panels.

Interlocking between these levers is accomplished either by mechanical or by electrical or

electro-mechanical or electronic means. In the former method, some mechanical contrivance

variously designed, controls the relation between one lever and the other.

At less important stations the point, signal and other levers are interlocked by means of keys

which are used to lock or release the levers, either in the normal or in the reverse position, as

required. At other stations the levers are interlocked by means of tappets inside a box of the

lever frame, which is normally kept covered and sealed.

Types of Interlocking:

Mechanical Interlocking.

ii)

Panel Interlocking (Relay)

iii)

Route Relay Interlocking.

iv)

Solid State Interlocking.

Mechanical Interlocking:

The era of interlocking started with mechanical frames. In mechanical signaling, since the

functions are operated by levers, the relationship that should exist between the functions can

be transferred to exist between the levers. To ensure that the signal can be taken ‘OFF’ only

after the point is correctly set, we can arrange the interlocking between the signal lever and

point lever to be such that the signal lever can be reversed only after the point lever is in the

correct position, viz. ‘Normal’ or ‘Reverse’, as the case may be.

As the size of yards & train movements increased, size of lever frames also increased.

These lever frames not only increased in size occupying more space but also required

intensive maintenance.

ii)

Panel Interlocking:

With the advent of Electro-mechanical relays, lever frames gave way to relay

interlocking based installations. This development resulted in relatively faster operation, fail-

safe operation and reduced size of buildings required for housing of interlocking installations.

With further increase in traffic and expansion of railway network, panel Interlocking

installations were commissioned.

iii)

Route Relay Interlocking:

Route Relay interlocking is same as Panel Interlocking with Electro Mechanical

Relays doing the Interlocking except that it can be employed for big yards. the interlocking is

done between one route and another route. Another Important feature in terms of operating

point of view is that the SM has to only press two buttons, Signal button & Route Button

(entry-exit system). He doesn’t have to individually operate the points to the required position.

iv)

Solid State Interlocking (SSI):

Computer based interlocking uses thousands of Electro-mechanical relays requiring

complex wiring and Inter-connections. The wiring diagrams for such installations run into

hundreds of sheets. Individual relays, wiring and interconnections along with thousands of

shouldered joints are required to be physically examined and certified. This exercise requires

traffic blocks of long durations and large manpower to manage the traffic during blocks.

Even for small yard re-modelling like addition of a loop line, all the above activities

are required to be redone. Therefore, the advantages of relay based interlocking installations

are being nullified.

The SSI system occupies considerably less space, consumes less power, is more

reliable and is easy to install and maintain. Also, initial commissioning & changes due to yard

re-modeling can be carried out in negligible time requiring skeleton manpower for traffic

management during the blocks.

Unlike PI or RRI, Microprocessors (IC’S) are doing the Interlocking based on pre determined

logic circuits.

Advantages of SSI:-

•

Increase in section capacity.

•

Faster operation.

•

User friendly operation.

•

Fail safe technique

•

Multiple mode operation.

Significance of SSI for operating staff:

•

Reduces man power

•

Centralised operation

•

Multiple mode of operation

•

Control cum indication panel

•

Video display unit (P.C)

•

CTC (Centralised Traffic Control)—permits remote control

•

Significant reduction in traffic block time

•

Easier & simple operation

Indirect and Direct Interlocking: -

(a)

Indirect interlocking means that the points are set and locked from one place and the

signals are operated from another place and another lever frame; the interlocking is

effected by means of keys carried from one place to the other.

(b)

Direct interlocking means that all levers, viz. the point, the point locks and the signal

levers are concentrated in one lever frame and worked therefrom; the interlocking is

effected by means of rigid connections between levers without the use of keys.

Standards of Signaling and Interlocking: - Interlocking at stations is standardized into four different

classes viz. I(R), II(R) ,III(III) and IV(R). The regulations prescribing the four standards have been

drawn up primarily to meet the needs of crossing stations on the single line but, with such

modifications as may be necessary in regard to the equipment of signals; these are also applicable to

other stations both on single and double lines. The standards are as follows: -

Note: - For details see para 170 to 174 of “Indian Railway Signal Engineering Manual”.

Two aspect signalling.

(a)

Standard I.(R)

(i)

Speed - 50 kms. Per hour.

(ii)

Isolation - Isolation of the main line is recommended, but is not essential.

(iii)

Points - the facing points should be provided with key locks, locking both switches

independently and the switches detected independently by relative signals.

(iv)

Interlocking - Interlocking between points and signals may be carried out indirectly by

means of key locks.

(v)

Signals - Outers and Bracketted Home signals shall be provided. The provision of

Starter signals is optional. Working Warners may be provided for metre gauge

stations where trains run through, if considered necessary, but are not required for

other stations signalled to standard I.

(b)

Standard II.(R)

(i)

Speed - 110 kms. per hour.

(ii)

Isolation of the main line is essential.

(iii)

Points - the facing points should be provided with plunger type locks, locking both

switches independently and the switches and the bolt being detected independently

by relative signals.

(iv)

Interlocking - The interlocking between points and signals may be direct or indirect.

Where indirect interlocking is used, signals shall be worked from a position under the

control of the Station Master and key must be provided to enable the Station M<aster

to lock up the signal frame.

(v)

Signal - Outers, Warners and bracketed Home signals must be provided, and Starters

where considered necessary; (ii) Where Starters are not provided the “off” position of

the Warner signal shall be dependent upon the receipt of ‘Line Clear’ on the block

instrument.

(c)

Standard III.

(i)

Speed - 140 km/h Unrestricted speed.

(ii)

Isolation - same as for Standard II.

(iii)

Interlocking: - the interlocking between points and signals must be direct.

(iv)

Signals. - Outers, Warners, Bracketed Home Signals and Starters must be provided

and Advanced Starters as may be necessary.

Standard-IV(R)

(i)

Speed upto 160 km/h

(ii)

Isolation - as per Standard III

Multiple aspect signalling.

The Standards, their speeds, requirements of isolation equipments of points and requirements

of interlocking between points and signals are the same as in the case of two aspect signalling. The

Signalling, however, should be as under: -

(i)

Standard I - A Distant and a Home Signal in each direction.

(ii)

Standard II - A Distant, a Home and a Starter Signal in each

direction.

(iii)

Standard III - A Distant, a Home and a Starter signal in each

direction.

SL.No.

Item

Std. I ®

Std.II ®

Std.III ®

Std.IV ®

Allowable speed (kmph)

Upto 50

Upto140

Upto160

Upto110

Isolation

2 Aspect (2A)

2A/MA

Semaphore/Multi Aspect

2A/MA

(MA) Signalling

Double distant

Y**

Point Operation

Mech

Mech/Elect

Elect

Point Locking

Key/FPL/HPL

FPL/Ptm/c

FPL/Pt. m/c

Clamp type direct %

Point Detection

Mech/Elect

Elect

Lock Detection

Interlocking

Key/Mech

Mech/ Elec/ Electronic

Mech/ Elec/

Electric/Electronic

Electronic

Track Circuiting

Mech Interlocking: Run

All Running Lines

Through Lines (Main),

Elec/Electronic: All

Running Lines

10.

Block Working (Min.)

Token

Token/ SGE

# SGE/ TC

# SGE/TC

11.

Preventing signal passing

at danger

*Isolation is not compulsory provided that the conditions laid down in the second paragraph of the

general rule 4.11 are complied with “Limits of speed while running through stations-

Double distant on sections where goods trains have a braking distance of more than 1 km.

% Desirable

At station provided with CPI or high density routes, Means for verifying complete arrival of

train by suitable means.

Note: The provisions of the new revised Para 7.131 will only apply to future Signalling and

Interlocking installations. Wherever existing installations do not fulfill these requirements, existing

speed of operation may be permitted to continue.

Painting of Levers: - Levers shall be painted in the following colours:-

(a)Warner signals (two-aspect) lever

Green.

(b)Distant signal (multiple-aspect) lever 45^ο aspect

(a) Yellow.

Green.

(d) Other Signal levers

Red

(e) Slot lever mechanical

Same color as of the lever slotted, with a 6” (150

mm.) wide blue band in the middle.

(f) Slot lever electrical

Same colour as of the lever slotted with a 6” (150

mm.) wide yellow band and in the middle.

(g) Points lever

Black

(h) Facing points lock lever.

Blue.

(i) Economical facing point lock lever

Upper half-black lower half-blue.

(j) Station Master’s control lever

…

Upper half white lower half-black.

(k) Lever-crossing gate control lever

Chocolate.

(l) Release lock lever

Black, with a 6” (150 mm) wide blue band in the

middle.

(m) Setting lever, “List and Morse” signalling …

Blue with a 6” (150 mm) wide black band in the

middle.

(n)Detector lever (D.W.)

Red and blue bands 6” (150 mm.) wide

…

alternately.

(o) Route lever.

Upper half red, lower half black.

(p) Siding key control lever

Black.

(q) King lever

Red and white bands 6” (150 mm.) wide

alternately.

(r) Spare lever

White

Numbering of levers in frames.

1. All levers, including spares, are numbered consecutively through the frame from left to right. Each

lever is provided with a name plate showing its function and the number of the other levers in the order

of operation which must precede to release it.

2. The levers are broadly classified into three groups :-

(i)

Up signal levers/slotting levers.

(ii)

Down signal levers/slotting levers.

(iii)

Point, lock, shunt signal and other levers.

3. The group to which the lever connected to the first approach signal, or Warner signal, situated to

the left, or the person working the levers, belongs is allotted the first set of consecutive levers, lying to

the left of the frame. The second set of consecutive levers is allotted to group (iii), and the third set of

levers lying to the right is allotted to the remaining group. All levers, including spares/spaces, of each

group are, then numbered consecutively, starting from the first lever on the left. The relative position

of the levers of each group, the first lever on the left. The relative position of the levers of each group,

generally, corresponds to the relative position of the units they operate.

Isolation: - A line is said to be isolated from the adjacent line or lines when no movement on the

adjoining lines can foul it. Isolation can be achieved by any of the following methods.

(a) Snag dead end, (b) sand hump, (c) trap points, (d) setting of points (e) permanently locked points,

(f) Scotch Block and (g) Hay’s Derail. (h) Derailing Switch.

Note:-For the purpose of definition of Isolation

(f) scotch block and

(g) Hay’s derail are not means

of Isolation. Otherwise Definition of Isolation may be changed as ‘isolated from the adjacent line or

lines as well as any movement on same line.”

(a) Snag Dead End

(i)

This is an extended portion of track with an erected obstruction with buffers at the

end.

(ii)

The length is at least 180 metres.

(iii)

This is used to isolate main line from loop line.

(iv)

This is an efficient substitute for signal overlap.

(b)

Sand Hump

Sand hump is an extended portion of rail embedded in sand. It is total 60 m in length, with

increasing gradient of 1 in 60, of which the first 30 m is laid with normal track embedded in

sand and remaining 30 m is an earthen lump of uniform 4 m width.

OPERATING MANUAL FOR INDIAN RAILWAYS (2020-2022) - page 2