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R.S.Chhatwal
Prof. safety
Management

Unusual Working
THICK AND FOGGY WEATHER
WORKING
PATROLLING
T.S.L.
TOTAL FAILURE OF COMMUNICATION
NON INTERLOCKED WORKING
ACCIDENTS & DISASTERS

THICK AND FOGGY WEATHER

Working

Visiility test objet (VTO)

The visibility test object (VTO) may be
i. A post erected for the purpose and lighted at night;
or
ii. The arm by day and light or back-light by night or a
fixed semaphore signal specified by special
instructions; or
iii. The light of a fixed colour light signal both by day
and night specified by special instructions.
The visibility test object must be specified in the
Station Working Rules.

THICK AND FOGGY WEATHER

working

Visiility test objet (VTO)

Contd..

VTO for Semaphore Signalling and for Two

Aspect CLS The VTO may the light of (or
arm by day) of a Starter signal (where exists)
or the back light of Home signal etc. In such
cases VTO is normally located 300 350
metres at a place from where it is to be seen
by the SM.
VTO for MACLS shall have a prescribed VTO
located at a distance of 180 metres from a
nominated location where the SM shall stand.

THICK AND FOGGY WEATHER

working

Action taken by Station Master

When the VTO provided under conditions is not visible
to the Station Master, he shall take actions
Ensures signals are lit during Day/Night (semaphore
Signalling), VTO is also lit.
Observe the VTO before granting line clear.
Depute Fog signalman with detonators.
Two detonators should be placed at a distance of 270
280 metres from the first stop signal.
No shunting should be carried out on non-isolated lines
after granting line clear to an approaching train.

Position of Fog
Signalman

Fog Signals
Fog Signal
Post

Direction
of Train

45

10

270

Metres

Metr
es

Metres

Instructions On Fog Preparedness

Railways to ensure
lime marking across the track at the
warning (sighting) board
Painting of signal warning board
Painting W/L Boards, Fog Signal Post;
Road Sign/Lifting Barriers etc. of busy
LCs or provide with yellow/black
luminous indication strips
LP to whistle frequently to warn gate
man or road users
Placement of detonators

Zonal Initiatives
Kilometer chart of every stop signal (for
approach signals of each station) given in the
working time table or pamphlets to LPs
Retro-reflective Bands on Signal posts,
Sigma marks on OHE posts to indicate
approaching signals to LPs
Rake links, loco links and crew links
modified during foggy months
Cancellations of less important trains
PME, Refresher, Promotional Courses,
Safety Camps completed by 15 th Dec.

Speed of Trains during Fog

Overriding guiding principle: LP to run at a
speed at which he can control the train
depending on brake power, load and
visibility
ABSOLUTE BLOCK SYSTEM
Speed not to exceed 60 kmph
AUTOMATIC BLOCK SYSTEM
After passing green - not to exceed 60
kmph
After passing double yellow - not to
exceed 30 kmph
After passing single yellow restricted

Fog Safe Device (GPS

based)
It is a portable device carried by the

Loco Pilot and is not fixed on any

train.
The device displays the name of
approaching signals and other critical
landmarks even during poor visibility
condition.
It is not a safety system, but an aid
to loco pilot to reduce stress during
running of trains especially in foggy
weather.
Provided on limited, high density,
11
fog prone sections on trial basis.

Patrolling Of Railway line

TYPES OF PATROLLING
Keymans daily patrol.
Gang patrol during abnormal rainfall or storm.
Night patrolling during monsoon.
Security patrolling during civil disturbances and for
movement of VIP specials.

Hot weather & cold weather patrolling for LWR/CWR

Watchmen at vulnerable locations.

Protection of line in case of

emergency
Should any Patrolman / Stationary
watchman /Gangman / Keyman
deputed for the purpose of
patrolling notices any condition
likely to affect safety of trains,
he shall at once protect the line
and report to the nearest Station
Master.

Monsoon Patrolling

Commencement & termination

Preparation of Patrol Charts
Distribution of Patrol Charts
Petrol books and systematic
Patrolling

Petrolman overdue
If a Patrolman who is due to arrive
at a station does not turn up in
time or does not turn up at all,
SM/Block Hut-in-charge will advise
SM/Block Hut-in-charge at the
other end of the block section of
absence of patrolman and both
SMs/ Block-in-charge will issue
caution
orders
to
all
trains
entering
the
section
until

TEMPORARY SINGLE LINE

WORKING

Reason for introducing T.S.L to be known to

concerned SMs at either and with the
involvement of Control
Single line working shall be introduced between
the nearest stations provided with cross overs
between UP and DN line on either side of the
obstruction
Place of obstruction if any to be made known to
Loco Pilot in his papers
I.B.H. / I.B.S. TO BE CLOSED, the commutators of the
block instruments shall be kept locked in Train on Line
position.

Last train
mentioned

arrival/departure

details

to

be
18

 Loco Pilot of each train shall be handed over an

Authority
for Temporary
Single Line
Working
TEMPORARY
SINGLE
LINE
on Double Line Section on form no. T/D 602
WORKING
indicating: i. The line on which the train or light engine is to
run;
ii. The KM between which the obstruction
exists;
iii. Any speed restriction which may have been
imposed by Way and Works staff;
iv. An assurance to the effect that any trap
points in question have been spiked or
clamped and
v. Authority to pass the last stop signal in
the ON position. In case the last stop signal is
the starter, in addition to the written authority,

TEMPORARY SINGLE LINE

WORKING

Train proceeding on the right line:

Authority to pass last stop signal at
ON in form T/D 602
In case of last stop signal is starter,
in addition to written authority, hand
signals shall also be shown at the foot of
this signal.
The approach Stop signals, if any, of
the station in advance of the affected
section , may be taken OFF.

TEMPORARY SINGLE LINE

WORKING

the
wrong
line:
Pointsproceeding
correctly set & on
facing
points
locked.
Train

The train shall be piloted out of the station on a

written authority on form T/511
loco pilot to stop his train opposite the first Stop
signal pertaining to the right line or at the last
Stop signal pertaining to the wrong line (on
which he is running), whichever he comes across
first.
Train piloted into the station on a written
authority on form T/510 issued by the Station
Master.
If the Loco Pilot finds that no railway servant in
uniform has been deputed at the foot of the
signal to pilot the train into the station , GR4.44

TEMPORARY SINGLE LINE

WORKING

Loco pilot of the first train to inform all

Gatemen and Gangmen on the way about the
introduction of temporary single line working
IN A.B.S. first train 25 KMPH, subsequent trains
at normal speed in both directions
In case train stopped between section
Protection as GR 6.03
IN AU.B.S. All trains in wrong direction and first
train in right direction at 25 KMPH
At the time of re-introduction of double line
working again the involvement of control and
proper following of procedure should be followed
22

Unusual Occurrences
TSL (ABS)

Obstruction on Double
Note: - These rules do notLine
apply to continuous track circuit
section working under Automatic Block System

Working of trains
during
Total interruption of
Communication on
Single line

Total interruption of communication

Single
linebe obtained by
when line clear
cannot
any one of the following means in
order of preference viz.
i. Block instruments; Track circuiting or Axle
Counters;
ii. Telephones attached
to the Block
Instruments;
iii.Station to station fixed telephones wherever
provided;
iv.Fixed telephone such as Railway Autophones & BSNL phones;

Total interruption of communication

Single line

Communication will be established by sending

an engine or self propelled vehicle or any other
vehicle in order of preference laid down: i. Train engine after it is detached from the train
by the Loco Pilot on instructions from the SM on
duty;
ii.Motor
trolley/Tower
Wagon
duly
accompanied by a Guard or by a Station Master
other than on duty SM;
iii.Trolley/ Cycle Trolley/ Moped Trolley duly
accompanied by a Guard or by a Station Master
other than on duty SM;
iv.Diesel car/Rail Motor Car/EMU Rake after

Total interruption of communication

Single
line
Before despatching
the Light Engine/ Train
Engine/Motor Trolley/ Tower Wagon/Trolly / Moped
Trolley/ Diesel Car/Rail motor Car/ EMU Rake,
the SM on duty shall hand over form no. T/B
602- which includes
a)
b)
c)
d)
e)

An Authority to proceed without Line Clear;

A Caution Order specifying the speed;
An Authority to pass the last stop signal in the
ON position;
A Line Clear Enquiry message; (T/E 602)
A Conditional Line Clear Message (T/F 602)
permission

Total interruption of communication

Single line
The Loco pilot/Motorman/Guard/SM shall sign on
receipt of form no. T/B 602 on its original and
carbon copy in token of his having under stood its
contents.
In case a light Engine or an Engine and brake van
is to be despatched to proceed to next block section
and the continue its journey onward (not meant for
opening communications). Only three authorities shall
be issued.
I. Authority to proceed without line clear
II. Caution Order
III. Authority to pass the last stop signal at on shall be
issued.

Total interruption of communication

Single line

Speed 15 KMPH by day and 10 KMPH by night

or when the view is obstructed
Speed - In thick foggy or tempestuous weather
or in dust storm etc. at walking pace. By two
men on foot with red light and fog signals.
Both by day and night, a Tunnel must be entered
until Loco Pilot has ascertained that it is clear.
Should there be any doubt on this point, the train
should be piloted by a Railway Employee equipped
with hand signals and Detonators.
In the event of an engine/self propelled
vehicle/other vehicle, meeting in the mid section,
an engine/self propelled vehicle/ other vehicle
sent from the other end.

Total interruption of communication

Single line
Authority for opening communication, Line Clear
Enquiry Message and the conditional Line clear
message shall be handed over to the Station
Master on arrival.
On the Authority of the Conditional Line Clear message
- Conditional Line Clear Ticket on Form No. T/G 602
(UP) or T/H 602 (Down) as the case may be
For Line Clear Enquiry message - Conditional Line
Clear Reply Message on form no. T/F 602 giving line
clear
On return journey normal speed
The arrival and departure time of all trains, engines.
Trolleys etc. must be carefully recorded.

Total interruption of communication

train to despatch in the same
If more than oneSingle
direction, the Line Clear line
not only for that train

but also for the following trains

In the Line Clear Enquiry Message, it shall be
stated that these latter trains will be despatched
after the first train at interval of 30 minutes
Speed for subsequent trains - 25 KMPH over the
straight when the view ahead is clear and 10
KMPH when view ahead is not clear.
Protection
in
case
of
accident,
failure,
obstruction or other exceptional cause - one
detonator at 250 meters from the train on the
way out and two detonators, 10 meters apart, at
500 meters
No train shall be backed except in emergency by
providing protection

Working of trains
during
Total interruption of
Communication on
Double Line

Total interruption of communication

Double
line

In the event of total failure of communication

occurring between two stations on a double
line section i.e when Line Clear can not be
obtained by any one means stated in order of
preference viz. :
i. Block Instruments ; Track circuiting or Axle
Counters;
ii. Telephone attached to the Block Instruments
iii. Station to station fixed telephones wherever
available
iv. Fixed telephone such as Railway Auto-phones
& BSNL phones;
v. Control telephone

Total interruption of communication

Double line
The following procedure shall be adopted for
train passing,

Before any train is allowed to enter a Block

section in advance, it shall be brought to stop
and the Loco Pilot and the Guard of the train
shall be advised of the circumstances by the
Station master on duty.

Total interruption of communication

Double line
The Station Master shall give Authority on form
T/C 602 which shall include: i. An Authority to proceed without line clear
ii. A Caution Order restricting speed to 25 KMPH
over the straight and to 10 KMPH when
approaching or passing any portion of the line
where the view ahead is not clear
iii. An authority to proceed last stop signal in the
ON position

Total interruption of communication

Loco Pilot approaching
passing any portion
Doubleor
line

of line where the view ahead is not clear, a

railway employee with hand signals must be
sent in advance to guide
Subsequent train shall be permitted to enter in
the block section with a clear interval of 30
minutes
Fixed signals with the exception of last Stop
signal may be taken OFF
A tunnel should be entered only after it has
been ascertained that it is clear
A guard shall keep a sharp look out
No train shall be backed except in exceptional

Total interruption of communication

Double
line
Protection of a train 1 detonator at 250 meters
and 2 detonators at 500 meters
Before entering tunnel, the head lights, side and tail
lights shall also be lit
When approaching the station ahead Loco pilot must
stop the bring his train to a stop out side and
sounds continuous whistle
The Loco pilots of all trains shall hand over the
Authority T/C 602 to the station Master of the
station at the other end
A record of all trains passed over the block section on
Authority shall be maintained on the Train Register
Books at both the stations concerned
Message on form no. T/I 602 in case of
restoration of communication

NON INTERLOCKED WORKING

Requires when signalling working is changed
are yard diagram is changed.
Potential for causing accident is very high
and proper preparation is required.
Proper TWO must be issued. Temporary
working instruction must be issued by
Operating department.
TIs must be deputed round the clock at such
stations.
38

NON INTERLOCKED WORKING

N I period should be as short as possible.
Safety aspects like clamping the points,
padlocking etc. to be ensured
Sufficient operating staff like ASMs, Points
man etc. to be arranged.
All concerned staff involved in N I working
must be advised regarding train working.
Use of walkie talkie, speakers talkbacks
etc. to be done.
39

ACCIDENTS & DISASTERS

DISSEMINATION OF INFORMATION
DESPATCH ARME/ART IN TIME (SPART)
RELIEF TRAIN(UNAFFECTED PORTION)
REGULATION OF TRAFFIC
AT SITE
-RESCUE&RELIEF OPERATIONS(LEADER)
-NUMBER OF DEAD & INJURED
-INFORMATION TO THEIR KITH & KIN
-PAYMENT OF EX-GRATIA
-PRESERVATION OF CLUES
-PRIMA FACIE CAUSE
-RESTORATION(EXPECTED TIME)
MEDIA MANAGEMENT
40

ACCIDENTS & DISASTERS

ARRANGEMENT OF MEN AND MATERIAL

STATION MANAGEMENT(REFUNDS ETC.)
RESTORING NORMALCY IN MOVEMENT

OF TRAFFIC
LOGGING OF EVENTS
REVIEW AND ENQUIRY
FOLLOW UP

41

Railway Resources to face an

Accident.
Resource Unit.I =

Railway. & non railway.

Resources on the train and at
near
by surroundings.

Resource Unit.II =

at

Railway resources available

ARME/ARMV and else where
within the division.

Resource Unit.III =

at

Railway resources available

ARME/ARMV and else where
at adjoining Zones at divisions.

Resource Unit.IV =
division.

Non Railway resources

available within or outside the
42

Levels of Disasters
Level-I Accidents of a magnitude which can be
managed by the concerned divisional authorities
Level-II Accidents of a magnitude which may require
assistance from neighboring divisions but can be
managed by the Zonal Railway
Level-III Disasters of a magnitude in terms of their
severity or a scale of casualties that require active
involvement of multiple agencies of the Central
Govt. (Ministries of Railways and other Ministries)

43

These 3 phases are determined both by the time

3
different
phases
of
disaster
response
factor, as also by the extent of specialized assistance
available.
i. Instant
Action
Team
(IAT) (Shortest
duration) It is an amateurish, poorly equipped
effort, but nevertheless the most important
phase, last for about half an hour.
ii. First Responders (FR) - (2-3 hrs. duration till
arrival of DMT) Comparatively less amateurish
and much better equipped.
iii. Disaster Management team (DMT)
(longest phase) Consists of meticulously
planned action by trained DM teams. The last and
final phase of Disaster Response by railways DM
team continues for a few days.
It comes to an end not only with the restoration44 of

Golden hour

If the critical trauma patient is not given definite

medical care with in one hour from the time of
accident, chances of his ultimate recovery
reduces drastically, even with the best of Medical
attention thereafter. The one hour period is
generally known as The Golden Hour.
During the Golden Hour Period every effort should be
made to :
i. Render definite medical care to extent possible
preferably by qualified medical practitioners.
ii. Stop bleeding and restore Blood Pressure.
iii. Persons under shock should be relieved of shock
immediately.
iv. Transport casualties to the nearest hospital so as to
reach within this Golden Hour period.
Any Disaster Management system should aim at
45
recovering as many critical patients and rushing