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Q Bank with Answer - SM & Goods Guard Selection (PART - 1)

Q.1. Differentiate between

a)    Warner and Distant signal
b)   Calling on signal and shunt signal
c)   Point indicator and trap indicator
d)   Block station and non block station.

Ans 


a)


WARNER

DISTANT
1.

Provided in TAS section only

Generally provided in MAS section
2.

In A &C class stations compulsory.  In B
In MAS section it is compulsory.


class when the speed is above 50 KMPH



over facing points.



3.

Tells about next block section.

Tells about next stop signal.
4.

Generally  provided  below  FSs  or  LSS
Always provided independently except some times


and sometimes independently also
combined with gate signal or LSS
5.

Some times non working also

Always working only
6.

Gives two aspect caution and proceed
Gives three aspects cautions, Attention, Proceed.
7.

When placed in rear of FSS.
It should
Placed in rear of FSs at a distance of not less than


not less than 400 mtrs

1000 mtrs or 1 Kms.
8.

Interlocked with block instrument
Interlocked with stop signal to which it refer
9.

Does not indicate the driver whether the
Indicates the driver whether the train is received on


train is received on straight line or turn
straight line or turn out.


out.





10.

In its ‘OFF’ position it indicates the driver
In its ‘OFF’ position it indicates the driver whether


that the train is going through via Main
loop  line  Home  signal is  taken  off  or  Main  line


line.




Home signal.
11

When independent a fixed green light  is
When independent no fixed green light is provided


provided 1.5 to 2 meters above

above.
12.

In
colour
light
when
provided
In colour light it will have a “P” marker board.


independent  only  “P’  marker  board  is



provided.





b)


CALLING ON SIGNAL
SHUNT SIGNAL
1.

Provided below all stop signal except LSS
Provided  independently  or  below  stop  signal







except FSS
2.

Two types –



Three types –


1) Miniature Semaphore Arm type
1) Miniature Semaphore Arm type.


2) Colour lights.



2) Disc type







3) Position light type
3.

Miniatures Semaphore arm type painted
Miniatures Semaphore arm type painted white in


white in colour with red band.

colour with white band.
4.

Will have “C” marker board

Position light in a box three white lights is provided







in a box one above and two below.







White disc with red band.
5.

Used for admitting train on obstructed line
Used for shunting purpose only.


when  signal  becomes  defective  during



track circuit failure.



6.

“On” position no indication.

‘ON’ position gives stop indication when provided







independently.
7.

“OFF”
position
indicates
proceed
“OFF” position indicates proceed with a speed not
cautiously with a speed not exceeding 30
exceeding 15KMPH for shunting purpose only.

KMPH and be prepared to stop short of


any obstructions.


c)
POINT INDICATOR
TRAP INDICATOR.
1.
It  indicates  the  position  in  which  the
It indicates the position of derailing switch

points are set.


2.       It is provided where there are not It is provided at derailing switch where there is no departure signals or where signal are signal protection.

Home is provided

3.
Points indicators shall show a white target
Trap indicator shall show red target by day and red

by day and white light by night in both
light by night in both directions when the derailing

directions where points are set for straight
switch is open.

line.

4.
Point  indicator  shall  show  no  target  by
Trap indicators shall show a knife edge of the disc

day  or  a  green  light  by  night  in  both
by day and green light by night in both directions

direction when points set for the turn out
when the derailing switch is close.

d)
BLOCK STATION
NON-BLOCK STATION
1.
Block stations are provided with signals
Non-block stations are not provided with signals.
2.
Operating staff such as ASM, Points men
Not compulsory.

are compulsory.

3.       Authority proceed is to be given to the Authority proceed is not required. Trains are driver of a train under the system of stopped and started according to the working

working
for   entering   into   the
block  timetable  with  the  all  right  signals  exchanging
section.

between the driver and guard.
4.   Block stations are of three types.
Non-block  stations  are  also  called  as  D  class
i)A
station and Halt station.
ii)       B
iii)      C




Q. 2.  How trains will be worked in the following cases.
a)    Home signal defective
b)    Starter and Adv. Starter Defective
c)    Gate signal at ON
d)    Automatic signal at ON.

Ans 

a)            Home signal Defective.

There are four methods for receiving the train when Home signal becomes defective, they are:

(1)  Calling “ON” method (2) Pre- Warning Method (3) T.369 (3b) Method (4) Telephonic Method.

Calling “ON” Method:


1.    Line is to be kept free up to Trailing points
2.    All the points are to be correctly set to the admission line.
3.    Train is to be stopped at signals before taking “OFF” Calling “ON” signal.

Pre-Warning Method:

1.    Station Master gives Pre-warning message to Notice station and Rear station Masters.
2.    Notice SM or Rear SM gives Pre-warning Memo T 369 (1)
3.    Line is to be kept free up to Advance starter or shunting limit board.
4.    All points are to be correctly set clamped and pad locked in the presence of Station Master
5.    Points man shall go in uniform to the Home signal
6.    While going if any LC gates are to be closed.

7.    Standing at the foot of defective Home signal, proceed Hand signal ( PHS) is to be exhibited to the approaching.

T.369 (3b) Methods

1.    Line is to b e kept free upto Trailing points.

2.    All the points are to be correctly set clamped and pad locked in the presence of Station Master.

3.    Points shall go T. 369 (3b) Memo to Home signal
4.    While going if any LC gates are to be closed.
5.    After stopping the train at Home signal T 369 (3b) is tobe handed over to the Driver.
6.    Proceed Hand signal shall be exhibited standing at the foot of defective Home signal. 

b)  Starter Defective.

There are two methods for dispatching the train when starter becomes defective.  They are:
(1) Calling “ON” Method. (2) T 369 (3b) Methods.

Calling “ON Method: If calling on signal is provided below starter signal train is to be stopped at the signal and then calling “ON signal is to be taken “OFF”

T369 (3b) Method.:

1.    All points are to be set correctly clamped and pad locked in the presence of Stationmaster.

2.    Points man shall take T 369 (3b) from Station Master and Hand over to Driver.
3.    Proceed hand signal to be exhibited at the foot of defective starter.

Advance starter Defective.

1.
On double Line
-
PLCT to be given.
2.
On signal line token less section
-
PLCT To be given
3.
On signal lie token section.



When token extracted
-
Token & T 369 ( 3b)

When token not extracted.



PLCT  -

Paper line clear ticket. Down direction



PLCT No. T/B 1425 Up direction



PLCT No. T/C 1425

c)    Gate stop signal is at ON

1.    Drivers shall given continuous whistle and stop the train at the signal.

2.    If the gate signal is provided with ‘G’ marker:

a)    Wait 1 minute by day and 2 minutes by night give a long whistle, exchange signals with guard, draw ahead cautiously and stop short of level crossing.

b)    Pass the gate on the hand signal exhibited by the Gateman

c)    If gateman is not available, pass the gate on the hand signals of the Asst. driver or guard who will do so after ensuring that the gate is closed and locked against road traffic.

d)    After passing the gate, stop at two-vehicle length from level crossing gate and arrange to open the gate for road traffic.

3.    If gatemen is not found, stop the train out of course at next station and report the matter to SM.

4.    If gate signal is not provided with ‘G’ marker, the train shall be stopped and dealt as per the special instructions.

Q.3. Duties of Driver and Guard when an Automatic Stop signal on double line is to be passed at ‘on’. ––

Ans -

(1)  When a Driver finds an Automatic Stop signal with an `A` maker at `on`, he shall bring his train to a stop in the rear of the signal. After bringing his train to a stop in the rear of the signal. The Driver shall wait there for one minute by day and two minutes by night. If after waiting for this period, the signal continues to remain at `on`, he shall give the prescribed code of whistle and exchange signals with the Guard and then proceed ahead, as far as the line is clear, towards the next Stop signal in advance exercising great caution so as to stop short of any obstruction.

(2)  The Guard shall show a Stop hand signal towards the rear when the train has been so stopped at an Automatic Stop signal, except as provided for in sub-rule (4)

(3)  Where owing to the curvature of the line, fog, rain or dust storm, engine working the train pushing it, or other causes, the line ahead cannot be seen clearly, the Driver shall proceed at a very slow speed, which shall under no circumstances exceed 8 kilometers an hour. Under these circumstances, the Driver, when not accompanied by a Fireman or an Assistant Driver, and if he considers necessary, may seek the assistance of the Guard by giving the prescribed code of whistle

(4)  When so sent for by the Driver, the Guard shall accompany him on the engine cab, before he moves forward, to assist the Driver in keeping a sharp lookout.

(5)  When an Automatic Stop signal has been passed at ‘on’, the Driver shall proceed with great caution until the next Stop signal is reached. Even if this signal is ‘off’, the Driver shall continue to look out for any possible obstruction short of the same. He shall proceed cautiously up to that signal and shall act upon its indication only after he has reached it.

S.R. 9.02 1. The ‘on’ position of an Automatic Stop signal may be due to the presence of a train in the Automatic Signaling section ahead or due to an obstruction on the track or a broken or a displaced rail or any other cause.

1.   When a Driver passes an Automatic Stop signal at ‘on’ he shall proceed at a speed not exceeding 10 KMPH to enable him to stop short of any obstruction. He shall continue to drive cautiously at this speed until he passes the next Stop signal. The speed shall be further restricted to 8 KMPH during poor visibility due to curvature of the line, fog, dust-storm, engine working the train pushing it or any other cause.

2.   When it becomes necessary to stop a train in rear of an Automatic Stop signal at ‘on’ it shall be brought to a stop as close as possible in rear of that Automatic Stop signal so as to provide the maximum possible margin for the Driver of a following train, driven cautiously, to stop clear of the train ahead.


3.    The indication of an Automatic Stop signal applies only to the track beyond the signal and there is a possibility of a train standing in rear of the signal while it is showing `off` A Driver having passed an Automatic Stop signal at ‘on’ shall not, therefore, act on the indication of the signal ahead until he has actually reached it.

4.    Distance between two trains in Automatic signaling territories after passing an Automatic Stop signal at ‘on’-

After passing an Automatic Stop signal at ‘on’, the Driver of the following train hauled by any locomotive, shall ensure that a minimum distance of 150 meters or two clear OHE spans (on electrified sections) is maintained between his train and the preceding train or any obstruction on the line.

However, the above distance may be reduced to 75 meters or one clear OHE span in case of EMU train following. In special circumstances like floods etc., the following train may be pulled closer to the preceding train or the obstruction.

5.   After passing an Automatic Stop signal at ‘on’, the Guard of a train shall watch that the Driver does not exceed the speed prescribed in para 1. If the Driver exceeds the speed prescribed, the Guard shall take action as per G.R. 4.45.

Duties of Driver and Guard when an Automatic Stop signal on single line is to be passed at ‘on’.

(1)  When a Driver finds an Automatic Stop signal with an ‘A’ marker at ‘on’, he shall bring his train to a stop in rear of that signal and wait there for one minute by day and two minutes by night.

(2)  If after waiting for this period the signal continues to remain at ‘on’, and if telephone communication is provided near the signal, the Driver shall contact the Station Master of the next block station or the Centralized Traffic Control Operator of the section where Centralized Traffic Control is provided, and obtain his instructions. The Station Master or the Centralized Traffic Control Operator, as the case may be, shall, after ascertaining that there is no train ahead up to the next signal and that it is otherwise safe for the Driver to proceed so far as is known, give permission to the Driver to pass the signal in the ‘on’ position and proceed up to the next signal, as may be provided under special instructions.

(3)  If no telephone communication is provided near the signal or if the telephone communication provided near the signal is out of order and cannot be made use of, the Driver shall give the prescribed code of whistle and exchange signals with the Guard and then proceed past the signal as far as the line is clear, up to the next Stop signal in advance, exercising great caution so as to stop short of any obstruction.

(4)  The Guard shall show a Stop hand signal towards the rear when the train has been so stopped at an Automatic Stop signal, except as provided for under sub-rule (6)

(5)  Where owing to the curvature of the line, fog, rain or dust storm, engine working the train pushing it, or other causes, the line ahead cannot be seen clearly, the Driver shall proceed at a very slow speed, which shall under no circumstances exceed 8 kilometers an hour. Under these circumstances, the Driver when not accompanied by a Fireman or Assistant Driver, and if he considers it necessary, may seek the assistance of the Guard by giving the prescribed code of whistle.

(6)  When so sent for by the Driver, the Guard shall accompany him on the engine cab, before he moves forward, to assist the Driver in keeping a sharp lookout.

(7)  When an Automatic Stop signal has been passed at ‘on’, the Driver shall proceed with great caution until the next Stop signal is reached. Even if this signal is ‘off’, the Driver shall continue to look out for any possible obstruction short of the same. He shall proceed cautiously up to that signal and shall act upon its indication only after he has reached it.

S.R. 9.07. The Driver of a train passing an Automatic Stop signal at ‘on’ on single line shall also adhere to the provisions of subsidiary rules given under G.R.9.02


Q.4. Write the procedure of stabling of material train in the yard.

Ans  1. A material train shall not be stable on a running line at a station, except in unavoidable circumstances.
2.    The stationmaster and guard are jointly responsible for ensuring that.

a)    Points are set against occupied line and locked and the keys of the padlocks shall be kept under the personal custody of stationmaster.

b)    Sufficient number of hand brakes including brake van are applied
c)    The train is berthed clear of fouling mark
d)    If any shunting is to be performed, the Guard shall supervise such shunting.
3.    The guard is responsible for securing Materials train at an outlying siding.

Q.5        What are the means of communication available for obtaining line clear?

Ans  The following means of communication available for obtaining line clear.
a)    Block instrument or track circuits or axle counter
b)    Telephone attached to the block instrument
c)    Station to station tele phone
d)    Control telephone
e)    VHF set.
f)  BSNL telephone and Auto telephone.


2.            The following procedure shall be adopted for working of trains.
1.     Trains shall be brought to a stop at station.

2.     The SM who has trains to dispatch shall open communication with the SM of block station at the other end by sending any one of the following vehicles in the order of preference.

a)    Light engine
b)    Train engine, after it is detached from the train.
c)    Motor trolley/tower car – accompanied by a guard or by off duty ASM
d)    Trolley/Cycle trolley/Moped trolley accompanied by a guard or by off duty ASM
e)    Diesel Car /EMU/DMU after detraining the passenger.


Q.6      While on duty the reception signal at your station becomes defective explain the procedure for piloting of train.


Ans (1) In the event of an Outer or a Home or a Routing signal becoming defective, the Station Master shall advise the station in rear and the nominated station in rear, save in case where a signal post telephone or a Calling-on signal is provided on the defective signal, in order that the Drivers of approaching trains may be warned of the defective signal and issued a written authority to pass such signal on receipt of Proceed hand signal at the foot of the defective signal.

(2)   The Station Master in rear as referred to in sub-rule (1), on receiving the advice of the defective signal, shall immediately acknowledge it and advise the Station Master of the station where the signal has become defective, of the number of the first train which will be notified of the defective signal and again on receipt of the advice that the defective signal has been put into proper working order, shall advise the number of the train so notified last.

(3)   The Station Master of the station where, the signal has become defective shall, before authorizing a train to pass the defective signal, ensure that the conditions for taking ‘off’ that signal have been fulfilled (all relevant points clamped and padlocked). He shall then authorize the Driver to pass the defective signal at ‘on’ in one of the following manners.

(a)  When the Driver of an approaching train has been advised of the defective signal at station in rear-- by deputing a competent railway servant in uniform under clause (b) of sub-rule (1) of Rule 3.68, to exhibit Proceed hand signal at the foot of the defective signal to the approaching train. In such cases, the Station Master shall not give Line Clear to the station in rear unless the conditions for taking ‘off’ the signal which has become defective, have been complied with; or

(b)  When the Driver of an approaching train has not been advised of the defective signal at a station in rear-- by having a written authority, authorizing the Driver to pass the defective signal at ‘on’, delivered at the foot of the defective signal through a competent railway servant; or

(c) by taking ‘off’ the Calling-on signal where provided; or

(d)  by authorizing the Driver to pass the defective signal at ‘on’ over the signal post telephone where provided, in accordance with special instructions.

(4)  When the Home signal becomes defective, the Outer shall also be deemed to be out of order and the procedure prescribed in sub-rules (1), (2) and (3) shall be followed.

S. R 3.69.1. The procedure laid down in the SWR for reception of trains should, rigidly, be complied with even during failure of signals, if interlocking permits.

2.1. The station in rear or the nominated station in rear shall on being advised of a defective signal notify the Drivers by issuing T/369(1)

The description of the signal such as first loop Home, second loop Home, main Home etc., should be clearly indicated.

2.2. If T/369(1) is not issued by the station in rear, the train shall be brought to a stop in rear of the defective signal. A written authority should, then, be delivered to the Driver to pass the defective signal at ‘on’ in accordance with G.R.3.69 (3b). The Driver should proceed at a speed

not exceeding 15 kmph only after observing the PHS exhibited at the foot of the defective signal by a competent railway servant in uniform.

3.  In the two aspect signaling territory, the Driver of a train, when notified of a defective Home signal by the station in rear, or the nominated station in rear, may pass the Outer signal taken

‘off’ in conjunction with one of the Home signals in working order at a restricted speed of 15 kmph.

4.     When the Outer signal is defective, the railway servant deputed at the foot of the Outer signal shall not deliver the written authority for passing the signal at ‘on’ or exhibit the PHS to the Driver, unless the relevant Home signal has been taken ‘off’ correctly. If the correct Home signal is not taken ‘off’, he should exhibit a Stop hand signal to the approaching train and stop the train at the Outer signal.



Q.7. Write short notes on the following.

Ans 

1.Mansoon Patrolman not turned up in time.


10.4. if a Patrolman does not turn up within 15 minutes of his scheduled arrival, the SM on duty shall take the following action.

10.4.1. He shall stop run through trains proceeding into the block section:–

10.4.2. He shall advice the SM at the order end of the block section to take similarly action and also advice the SCOR, the Gang mate and the PWI.

10.4.3 He shall issue a caution order to all trains proceeding into the block section advising the driver to be on the alert and specify a speed restriction of 40 KMPH

The caution orders will be issued until the Patrolman has arrived and reported that the line is safe for passage of trains.

2.  when no response from level crossing gate


When telephonic communication fails or it does not get any response from the Gateman despite or 3 attempts, the following procedure should be adopted

1. SM on duty shall send written advice to the Gateman through the porter with full details of number, description and direction of the train.

2. Gateman on receipt of such advice shall close the gate and transmit the key to the SM/Switchman which will enable them to take OFF reception/departure signals

3. When sufficient time is not available because of greater frequency of train service, SM will issue written authority to the train driver to pass the signal at ON position.

In addition the SM shall also issue a caution order advising the Driver to whistle continuously and approach the gate cautiously.

The train Driver shall be instructed to pass the gate cautiously, on being hand signaled by the Gateman. If hand signal is not seen, Driver should be prepared to stop short of the gate and ensure that gate is closed following GR 3.73 (2) (b).
4. In case of an approaching train, the SM shall advise the SM at the dispatching end, that the telephone at the gate has failed.

5.   The SM at the dispatching end shall then issue a caution order to the Driver before dispatching a train in the block section from his end.

6.  SM should also advise S&T staff responsible for maintenance of the telephone to rectify the defect at the earliest.

8.   Normal working will be resumed only after S&T staff rectifies the telephone and issue reconnection/fit memo for the same.

C-  GATE PROTECTION RULES:-


In the case of an obstruction at the level crossing the gateman shall maintain the gate signals if any in “on” position. And shall show stop hand signal and do his best to stop approaching train if any. He shall at once remove the obstruction and if unable to do so, shall inform the station/cabin and shall proceed to protect the line as follows:-


1.    On the double line, if both lines are obstructed, during day, he shall plant a staff fixed with red flag, 5 meters ahead of the obstruction on the line on which the train is expected to arrive first, and plant another staff fixed with red flag. 5 meters in the opposite direction on the other line. He shall then proceed on that line to a point 400 meters on the MG and 600 meters on the BG from the level crossing and place one detonator on the line, after which he shall proceed further to a point not less than 800meters on the MG and 1200 meters on the BG from the level crossing and place 3 detonators in staggered manner on the rails about 10 meters apart so that two will be on the driver side. Apart protecting the line on the a train is expected to approach first, he shall return to the level crossing, picking up the intermediate detonator on his way back. He shall then proceed on the other line showing the stop hand signal, place detonators similarly and return to the site of obstruction to warn the Driver of an approaching train.

2.    On the signal line, if the line is obstructed during day, he shall plant the staff fixed with red flag 5 meters ahead of the obstruction towards the direction form which train is expected to arrive first and then plant the other staff fixed with red flag 5 meters in the opposite direction fro the site of obstruction. He shall then protect the line in the direction from which a train is expected to approach first, return to the site of obstruction and proceed the with all haste in the direction to protect the line. After protecting the line on both sides, he shall station himself at the place of obstruction to warn the driver of a approaching train.

3. In automatic Block territories on double line sections, if both lines are obstructed, during day, he shall plant a staff fixed with red flag 5 meters ahead of the obstruction on the line on which the train is expected to arrive first and plant another staff fixed with red flag, 5 meters in the opposite direction on the other line. He shall then proceed showing stop hand signal proceed on that line to a point 90 meters from the level crossing and place one detonator on the line after which, he shall proceed further to a point not less than 180 meters from the level crossing and place two detonators on the rails about 10 meters apart. After protecting the line on which a train is expected to approach first, he shall return to level crossing picking up the intermediate detonator on way back and he shall proceed on the other line showing stop hand signal, place detonators similarly and return to the site of obstruction to warn the Driver of an approaching train.

4. In Automatic block territories on signal line sections if the line is obstructed during day, he shall plant a staff fixed with red flag 5 meters ahead of obstruction from which a train is expected to arrive first, and then plan another staff fixed with red flag 5 meters in the opposite direction from the site of obstruction. He shall then as in sub-para 3, protect the line in the direction from which a train is expected to approach first, return to the site of obstruction and proceed in other direction to protect the line. After protecting the line on both sides, he shall station himself at the place of obstruction to warn the driver of an approaching train.

5. at night the gateman should light the two hand signal lamps and take action to exhibit red light and [protect the lines as in sub-para 1 to 4.

Q 8 Mention the Zonal railways,. Which are in Operation in Indian Railways along with their Head quarters.?



Ans : Zonal Railway

Head Quarters.
1.
Central Railway
-
Mumbai
2.
Eastern Railway
-
Kolkata
3.
Northern Railway
-
Delhi
4.
North Eastern Railway
-
Gorkhpur
5.
Northeast Frontier Railway
-
Guwahari
6.
Southern Railway
-
Chennai
7.
South Central Railway
-
Secunderabad
8.
South Eastern Railway
-
Kolkata
9. Western Railway
-
Mumbai ( Church gate)
10.
North Western Railway
-
Jaipur
11.
East Central Railway

-Hajipur
12.
East Coat Railway
-
Bhubaneswar
13.
South Western Railway
-
Hubli
14. West Central Railway
-
Jabalpur
15.
North central Railway
-
Allahabad
16. South East Central Railway     -       Bhilaspur
Q 9. Write a letter to your officer asking for 20 days LAP?

ANS -  Model letter                                                                                             Date:
Place
To

Sr. Divl. Operations Manager
Hyderabad Divn
Secunderbad.

Respected Sir

Sub: Request for leave ( LAP ) – Regarding.

Kindly grant me ____ days leave ( LAP ) from ________ to _____ as my daughter’s marriage is to be performed on ________

Thanking you sir,

Yours faithfully
Name,
Design,
Station.



Q 10. Write short notes on

a)    Engine pushing
b)    Caution order
c)    Working time table
d)    Material train.

ANS

a)    Pushing Engine

a)    No engine may push the train out side station limits expect in accordance with special instructions.

b)    This rules shall not apply to a train the leading vehicle of which is equipped with driving apparatus (Push – Pull train)

c)    This rule shall not apply to an engine assisting in rear of train.

d)    Patrol or searchlight special with one or more vehicles in front of the engine may be permitted to run at a maximum speed of 40 KMPH.

e)    Engine pushing may be permitted in the following circumstances.
1)            In connection with working of material trains.
2)            Inability of the engine to haul the load.
3)            Trains are required to work to the point of obstruction.
4)            Working of relief/Transshipping train during accidents.
5)            To pick up injured passenger, if considered necessary.

f)     Except in case of ( 5) when it is not possible to go forward, and no relief engine is available, the guard in consultation with the Driver, can decided to push back the train.

g)    The guard /Driver shall contact SMs/SCOR/TPC telephonically and obtain permission to push back. Such permission will be given by rear Station Master supported by PN.

h)    If guard/driver cannot contact SMs/SCOR/TPC, the guard/Assistant Driver shall walk to the nearest station. If the station in advance is nearest, SM of the station shall issue caution order permitting pushing back after obtaining permission from stationmaster in rear supported by PN. If the station in rear is nearest the SM permits pushing back by giving caution order.

i)      The guard shall travel in the leading vehicle, if it is fitted with brake valve or hand brake, If not travel in the nearest vehicle fitted with brake valve.

j)      The speed of the train is restricted to 25 KMPH when guard is traveling in the leading vehicle and 8 KMPH when guard is not traveling in the leading vehicle.

k)            The guard while pushing the train, shall keep a good look out and continuously exhibit PHS.

l)      On single line, reception can be arranged by taking off signals after stopping the train at FSS.

m)  On double line, reception can be arranged by piloting after stopping the train either at opposite to FSS of other line or LSS of same line which ever he comes across first.

b             CAUTION ORDER:


1.    Whenever, in consequence of the line being under repair or for any other reason, special precaution are necessary, a caution order detailing the kilometers between which such precautions are necessary, the reason for taking such precaution and the speed at which a train shall travel, shall be handed to the Driver at the stopping station immediately short of the place where such precautions are necessary, or at such other stations and in such manner, as prescribed under special instructions.
  
2.    Sub – Rule ( 1) does not apply in the case of long continued repairs when fixed signals are provided at an adequate distance short of such place and have been notified to the running staff concerned.

3.    The Caution order referred to in sub-rule (1) shall be on white paper with green font and be made out and signed in full: Provided that as a temporary measures the caution order may be on white paper with a green band running diagonally across the form

c)            WORKING TIME TABLE


The working timetable is supplied to all the running staff the information pertaining to each section is presented in the following sequence.

a)    First sheet gives salient sectional information such as system of working traction; line capacity utilization ruling gradients, passenger load table, total route kilometers, number of stations and axle load.

b)    Standard of interlocking/signaling and loop capacity
c)    Detailed sectional timings of Express/Passengers trains
d)    Skip timings

e)    Time allowance provided for Mail/Express trains and authorized detentions for connecting at Junction stations.

f)     Intersectional running times.
e)    Integrated blocks for maintenance and traffic/Engineering payments schedules.
f)     Permanent speed restrictions
g)    Speed restrictions on steep gradients
h)    Details of level crossing gates.

i)      The general information pertaining to whole division is given in one group in the last section under the heading – other information.

d.            Material Train: Material train’ means a departmental train intended solely or mainly for carriage of railway material when picked up or put down or for execution of works either between stations or within station limits.

Q 11. What is shunting? Explain shunting precaution and authorities



ANS - Shunting means movement of vehicles from one line to another line with or without engine or a light engine or detaching or attaching of vehicles. They are five types of shunting they are 
1.    Hand shunting
2.    Flat shunting or push and pull shunting
3.    Loose shunting
4.    Fly shunting
5.    Hump Shunting.

1.        Shunting operations should be controlled by fixed signals or hand signals or by verbal instructions.

2.        The driver shall, before moving, observe the stop signal/shunt signal taken off for him / observe the hand signals of the railway servant conducting shunting.

3.        At the stations where separate shunting staff is employed, they shall attend to all shunting operations. The Guard shall supervise at all other stations, shunting operations.

4.        In the case of shunting of trains from one line to another line across main line or wagons containing explosives, the shunting operations shall be carried out under personal supervision of SM.

5.        No vehicle shall be loose shunted unless it is equipped with an effective hand brake or unless it is attached to another vehicle, which is so equipped. A loose shunted vehicle shall be accompanied by a railway servant to pin down the hand brake whenever necessary.

6.        Loose shunting of or against empty or loaded oil tank wagons, trucks loaded with heavy machinery / rails / timber, cranes, vans loaded with explosives, livestock, wagons labeled as “not to be loose shunted”, coaching vehicles etc., is prohibited.

7.        In case the shunt movements are governed by shunt signals or starter signal, which detect the facing points, the shunt signal or starter shall be taken “off” and in all other cases the facing points shall be clamped/ cotter bolted and pad locked.

8.        The speed during shunting operations shall not exceed 15 Kmph. In case of vehicles containing inflammable liquids, explosives, the speed is restricted to 8 Kmph.

9.        Carriages occupied by passengers shall not be moved for shunting purposes without the orders of the SM and also the Guard of the train who will jointly responsible to warn and prevent accident to the passengers in the carriages or those who entrain or detrain thinking that the train is leaving.

10.      Slip coaches shall not be kept on blocked line in the rear of passenger carrying trains.

11.      While performing shunting on passenger carrying trains, shunting engine with or without coaches shall first come to a halt at 20 m away from the train and thereafter perform shunting carefully.

12.      When vehicles moved by an engine for attaching to passenger train, the vacuum brake should be connected up so that adequate brake power will be available.

13.      In case of shunting on Goods trains at intermediate station the vacuum brake shall, as far as possible, be connected with engine.

14.      No engine shall be allowed on to a line where passenger carrying is waiting, except the one which has to perform shunting on the same train.

15.      Gradients of 1 in 400 or steeper in respect of roller bearing stock and 1 in 260 or steeper in respect of other than roller bearing stock are considered as steep gradient.

16.      Hand shunting of carriages occupied by passengers is strictly prohibited.

17.      At a station yard where the outer most points are on a steep gradient, shunting shall be done only with the engine attached towards the falling side of the gradient.

18.      Hand shunting of the roller bearing stock is prohibited at a yard where the outer most points are on or within 100 m of a gradient steeper than 1 in 400.

19.      Hand shunting of other than roller bearing stock is permitted at a station yard on a gradient steeper than 1 in 260, having slip, subject to the following precautions:



a) The block section is free of an approaching train.

b) Personal supervision by SM or competent staff.

c) Only one vehicle is moved at a time.

d) The vehicle to be moved is fitted with an efficient hand brake.

e) A competent railway servant mans the hand brake.

f) The speed does not exceed 5 Kmph.


AUTHORITIES TO BE GIVEN FOR SHUNTING AT CLASS 'B' STATION/ SINGLE LINE (APP. XII OF G&SR) :


1. Where shunting operations are supervised by Guard/ ASM, Driver shall be given T.806 (Shunting order form) duly filled in. At major stations where separate staff viz., outdoor SM/ AYM/ Shunting Jamedar/ Shunting Master are provided for supervising. the shunting, form No.T.806 need not be given. The respective Sr.DOMs will notify such stations.


2. Shunting operations shall be controlled by fixed signals or hand signals or by verbal directions.


3. Outer, Home and LSS should not be taken 'off for shunting.


4. If Advanced starter is provided, free Starter can be taken 'off for shunting.


5. When a fixed shunt signal on a post by itself or below a stop signal or Shunting permitted indicator becomes defective, T / 369(3b) shall be issued and , PHS shall be shown from the foot of such defective signal after ensuring the locking of points.

A.    SINGLE LINE:

i)   Shunting within the station section: T.806.
ii)   Up to FSS: Provided that no train is on line clear and signals are at ‘ON’:
  T.806 in token sections, T.806 + shunt key in token less sections.
 *If shunt key cannot be extracted in Podanur Push button type block instrument, advise SM at the other end to take out shunt key and give PN. T.806 with PN is the authority for the Driver.

iii)    Beyond FSS: Treated as train movement. Authority under the system + Memo to the Driver to push back to the station after the shunting is completed. Take 'off 'all departure/reception signals for departure and reception.
iv)  Shunting beyond the Home signal in TAS territory and outermost facing points in MAS territory, in the· face of an approaching train - Generally not permitted. If permitted, the following conditions Should be fulfilled:

a)   SLB / Advanced starter is provided

b)   Permission is indicated in SWR.

c)  Shunting warning board is provided in rear of FSS

Note: In TAS territory. after ensuring that the incoming train has come to a stop at the outer signal, shunting may be performed upto Outer signal, subject to the following conditions.

i)         When authorized by Special Instructions.

ii)         Shall not be done in thick, foggy or tempestuous weather impairing visibility or during night

iii)        Provision shall be available in SWR

B.   DOUBLE LINE:

i)      Within station section: T.806.
ii)     Beyond LSS: Block forward & T.806 with PN.
iii)    Beyond LSS behind a train traveling away:
T.806. Without PN if SWR permits. As soon as the preceding train clears the section. the line should be blocked forward if the shunting is not completed.
iv)   Behind BSLB / outermost facing points: Block back & T.806 with PN.

v)    Involving LSS : T.806 with PN + T.369 (3b) to pass LSS at 'on'. (Both sections shall be treated as one.)


 READ ALSO - 

QUESTION WITH ANSWER LDCE GOODS GUARD - PART 2

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