For official use only

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LESSON PLAN FOR TRAINING OF GATE-KEEPER

CAMTECH/2002/C/G-KEEPER/1.0 November - 2002

Centre for Advanced Maintenance Excellence in Maintenance TECHnology

Maharajpur, GWALIOR - 474 020 ½ãÖãÀã•ã¹ãìÀ, ÌãããäÊã¾ãÀ - 474 020

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Foreword

India is a dense populated country with increasing demand for transportation, both rail and road traffic. This has necessitated construction of very large number of level crossings. For better maintenance of these level crossings, gatekeepers are required to be well trained in his trade.

This is the first lesson plan made for training of Gatekeeper. This lesson plan contains detail information regarding operation and maintenance practices. The gatekeeper is the person, who is directly involved at grass roots level in operation & maintenance of level crossings. Civil Engineering directorate of CAMTECH has made excellent effort in bringing out the lesson plan for training of Gatekeeper based on the modules issued by Railway Board.

I am sure that this lesson plan will be certainly proved to be extremely useful to the instructor in training schools for training the Gatekeepers.

CAMTECH/Gwalior C.B.Middha Date : 02.12.2002 Executive Director

Preface

Indian Railways is experiencing a period of continuous growth both in freight and passenger traffic. This increasing demand is being met by more intensive utilisation of the railway assets. The gatekeeper is the most important person who is directly involved in the safety of passengers and road users. The gatekeeper needs to be educated in operation and maintenance procedures of level crossing gates. The educated person is always a asset and contributes to the accident free operations.

To have uniform syllabus all over Indian Railway, this lesson plan has been prepared based on the modules, published by Railway Board. This lesson plan will be immense use to the instructor s of all training schools for giving training to the Gatekeepers.

This lesson plan does not supersede any existing instructions from Railway Board, IRPWM, RDSO on the subject.

I am grateful for the assistance given to me by Shri Anil Dubey, STA/Civil/CAMTECH, who went through the complete text, collected information, data etc. and done editing work. Nice data entry and composing has done by Shri Ramesh Bhojwani, CO/CAMTECH.

We welcome any suggestion for addition and improvements from our readers.

CAMTECH/Gwalior J.K.Nandanwar Date : 29.11.2002 Director/Civil

CONTENT

Sr. NO. DESCRIPTION PAGE NO.

Foreword ii

Preface iii

Content iv

Correction Slip v

1.0 Personal safety 01

2.0 Basic signalling and protection 07

3.0 Action during emergency 24

4.0 Level crossing 33

ISSUE OF CORRECTION SLIPS

The correction slips to be issued in future for this handbook will be numbered as follows:

CAMTECH/2002/C/G-KEEPER/1.0/CS. # XX date .....…………......

Where “XX” is the serial number of the concerned correction slip (starting from 01 onwards).

CORRECTION SLIPS ISSUED

Sr. No. Date of Page no. and Item No. Remarks of issue modified C.Slip

CAMTECH/2002/C/G-KEEPER/1.0 1

1.0 - PERSONAL SAFETY

CE/141

Duration : ½ day

1.1 General :

Gatekeeper is required to take personal safety by himself. The job of a gateman in Railways is very responsible. The gateman should be an the alert and be prepared to take immediate action, should danger be apprehended, and he is responsible for both the Rail and Road users safety.

Generally all gate at level crossings shall be kept constantly closed and securely fastened across the through fare on both sides of the railway and shall only be opened when it is necessary and safe to open them for the passage of road traffic.

Human failure continues to be one of the biggest factor contributing to accidents. At all non-interlocked level crossings on double/multiple lines shall having gate leaves.

Most of the mis-happenings are occurred in non-interlocking L.C. in mid-section. Here as per the rules gateman should always closes the gate for road users and when gate is to be opened for road traffic he should protect the track with banner flag and exchange P.N. with Station Master, then opens the gate for road user. It is very useful for personnel safety of gatekeeper and road users. The following precautions are to be taken:

A- Before going to the site for working : a) The Mate or senior most Gangman posted to work as mate should see that the equipment such as Level-cum Gauge, square, hemp cord, metric stick, keying and spiking hammer, fish bolt spanner, 2 sets H.S. flag (2 sets H.S.Lamp during night), 12 detonators, marking chalk and rail thermometer are there and are in proper working order. Also he should see that there are sufficient number of shovels or powrahs, beater, crowbars, ballast forks or rakes mortar pans or baskets and wooden mallets. b) He should see that the equipment, which is given to him, is in good working order and if he finds any defect, immediately he should replace it. The handles of the beater, ballast rake, hammer should be tight enough so that during work it does not get detached and causes injury. The teeth of the ballast rake should not be so short in length that may cause injury to the fingers during opening.

B- When he proceeds to the site for working – a) He should always walk in the left hand cess of the track and should not walk on the line to avoid any accident due to over looking and also during his walk he should see behind time to time for any passage of train and warn his colleague if he finds him walking on the track.

Lesson Plan for training of Gatekeeper November - 2002

CAMTECH/2002/C/G-KEEPER/1.0 2 b) He should see that the equipment like ballast rake, shovel etc. does not come to the infringement dimensions of the track. c) He should have the following knowledge of rules and signals for protection of the train during walking and working in the field.

(i) Protecting the line in an emergency and during work affecting the track.

(ii) Method of fixing and safety range of detonators.

(iii) Action to be taken when a train is noticed to have parted.

(iv) “Safety first rules”.

(v) Action to be taken where sabotage is suspected.

1.2 Safe working methods :

A- Through packing

(i) Opening of ballast : During opening of ballast hand should not be used, the crib ballast should be broken with the help of pickaxe. Care should be taken to see so that the pickaxe should be held firmly and during driving it should not be struck with the hard solid metal and it does not slip from the hand and strike with the other man at work. When ballast rakes are used to drag the ballast inside and outside, care should be taken that heads are not bend sufficiently that the dust materials do not enter in to the eyes. Care should be taken to see that during working with the rakes no one should be allowed to stand or pass through behind the rake. The wire claw should not be used too fast otherwise the dust will enter in to the eyes. The ballast should not be heaped up more than 50mm above the rail to avoid any entanglement with the hanging part of the vehicle.

(ii) Examination of rail, sleepers, and fastenings : During examination of bottom surface of rail, the head should not be leaned to see the bottom surface and instead that mirror should be used. When fastening like dog spike, rail screw are required to be removed from the wooden sleeper, the crow bar should be used carefully and heavy pressure should not be given to avoid any sudden impact on the floor and causing accident.

(iii) Re-spacing of sleeper and slewing of rail : During re-spacing of sleeper and slewing of rail, the bottom of crow bar should be grounded sufficiently and then pressure should be applied otherwise there may be chance of hitting the crow bar on the floor and causing accident. The angle of crow bar should be slightly less to avoid uplifting of the sleeper from the bed.

(iv) Gauging : For slacking and tightening of the gauge when crow bar are used to hold the rail, it should be well grounded in the ballast bed and should be given well pressure otherwise there may be chances of slipping the rail and causing damage to the leg of the standing men at site holding the crow bar. When hammering is required to be done no man should stand in front of it. ERC should not be driven in or taken out by using hammer. ERC applicator or extractor should be used.

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(v) Packing : The aim of packing is to have each sleeper firmly and uniformly packed so that rail over the sleeper are in correct level. Before packing is commenced it should be seen that chairs/bearing plates are firmly fixed with the sleeper and rails are properly supported over the bearing plates. For through packing of sleeper, four men should be engaged in each sleeper two at each rail seat should stand back to back and pack the ballast under the sleeper. The beater should be worked diagonally with blunt end and should not be lifted above the chest height. The ballast should not be driven forcibly under the sleeper to cause uneven bearing and avoid striking the edges of the sleeper and timber. It should also be taken care that during packing, the beater should not strike with any man and with hard object so as to avoid any accident or injury. It should also be seen that packing should not be central bound. For CST-9 sleeper end pockets are filled with ballast and main packing should be done at corners. The central flat portion of the plates should be tamped lightly by crow bar.

(vi) Every Gangman should always be vigilant of approaching train.

B. Rail renewal (by manual method)

(i) The new rail should be carried out at the site by rail dolly with proper engineering protection signal of track. If rails are carried by dip lorry the traffic block should be obtained.

(ii) The rail should be unloaded carefully, it should not be dropped on sleeper, it should be placed very evenly and during unloading it should be seen that no person is injured.

(iii) Rail always must be handled either by rail tongues or by rail slings. The hook end of the tongues and the slings should be fixed tight.

(iv) After placement of rail and during adjustment of gap hands and fingers should not be kept at the expansion gap.

(v) The work must be carried out under block protection and placing of usual engineering signals.

(vi) Care must be taken that during handling rails it should not strike with the men at work.

(vii) The fish surfaces and fish plates shall be greased before fixing to the rails and during placing of fish-plates and tightening the fish bolts hands and fingers should be taken out from the rail web.

C. Lifting of track:

(i) The lifting is required when the track is required to be re-graded and elimination of sag is required. The lifting of track should not be more than 75 mm at a time.

(ii) Lifting should start from lower level for single line and for double line it should start from opposite to the direction of traffic.

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(iii) For curves, level of inner lines should be taken as that of level of straight lines and outer lines is to be raised to the proper super elevation.

(iv) During lifting required thickness of hard wooden block should be provided at proper places with firm base so that rail does not slip and cause accident.

(v) The lifting jack should be provided in the bottom of either rail on outer side and operate simultaneously so that the track does not tilt and cause sudden slip of jack and injury to the working man. The function of jack should be tested before it is used.

(vi) After lifting of track care should be taken so that legs do not come under the sleeper or rail.

(vii) Lifting of track should be done under block protection.

D- Screening :

Shallow Screening : Crib ballast shall be opened out 50mm at center and 75mm at end for manual packing. For machine packing it shall be 75mm at center and 100mm at end below the bottom of the sleeper. Two consecutive sleepers spacing shall not be opened out at a time. Cross drain shall also be cleaned and filled up with boulder while breaking the core ballast if hard object is felt, care should be taken to break the same by pick end of the axe or by crow bar.

Deep Screening : The work is always carried out under engineering speed restrictions. Full ballast under the sleeper and crib are opened out up to formation depth. Four sleepers are tackled at a time and wooden block supports are provided under the rail to help for passage of train at restricted speed. No un-screened length should be left between lengths of the track at the same time. It should be ensured that when ballast is being removed from any sleeper, invariably, there are at least four fully supported sleepers between it and the next sleeper worked upon. Lifting should be limited to 50 mm. at a time. It should be ensured that packing cross-levels and grade run off are satisfactory before closing the day’s work.

During passage of train do not stand on adjacent track.

E- Material trolley working :

(i) Materials trolley should be placed on track under block protection only by placing engineering signals.

(ii) Before placing of trolley it should be checked for its proper working.

(iii) After placing the trolley and before loading wedges should be provided between wheel and rail to protect it from rolling down.

(iv) Trolleys should be pushed only and should not be pulled.

F- Loading and un-loading of heavy material :

(i) It shall be ensured that materials are unloaded in opposite to the position, where required to be worked and they should not be in excess to the requirement.

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(ii) New rails should be unloaded on one side of the track on the cess.

(iii) For loading and unloading of rails, it should be done by making use of unserviceable rails.

(iv) While loading and un-loading of rails over the ramp none should stand behind the rail on opposite side.

(v) The materials, which are unloaded, should be properly stacked and if placed by the side of track should be atleast 2.36 m from the center of the track to avoid any infringement.

(vi) Mechanical loading of heavy materials should be done.

(vii) The loading and unloading of materials if required on the track shall be done under block protection.

(viii) Do not stand under suspended load, any time it may slip or it may come down over the head due to material or human failure.

(ix) Use protective gloves and clothing to minimise the risk of skin abrasion.

(x) Wear distinctive colour helmet and clothing for easy identification by crane and machinery drivers to avoid accident.

G- Working in curves :

While working in curves such as re-alignment of curves loading and unloading of materials, cutting of rails special care must be taken for protection of track on additional staff should be posted ahead of adequate distances.

H- Poor visibility:

Same precautions as of working in curves shall be adopted for working in poor visibility.

I- Precautions to be taken while working in track circuited areas :

1. The Permanent Way Inspector should instruct the staff not to place across or touching two rails in the track, any tool or metal object, which may cause short- circuiting.

2. All gauges, levels, trolleys and lorries used on the track-circuited length should be insulated.

3. Steel or C. I. Pipes used for carrying water/gas under the track should be run sufficiently below the rails to prevent any short-circuiting.

4. While carrying out track maintenance, care should be taken to see that no damage of track circuit fittings like rail bonding wires, lead wires to rails, bott-legs, jumper wires etc. takes place.

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5. Use of steel tapes should be avoided in track circuited section.

6. Pulling back of rails should be done in track circuited areas in the presence of S&T staff, where signalling connections are involved.

7. Proper drainage should be ensured so as to avoid flooding of track, during rains, particularly in yards, where watering of coaches is done and in water columns and ash pits. It would be desirable to provide washable concrete aprons on platform lines at originating stations, in track circuited areas.

8. Ballast must be kept clean throughout the track-circuited section and care should taken to see that the ballast is kept clear of the rails and rail fastenings. The clearance from the foot of the rail should not be less than 50 mm. During every packing this point should be taken not of.

Maintenance in Electrified areas

J- General instructions & knowledge of engineering staff :

(a) Every engineering official working in electrical traction areas shall in possession of a copy of rules framed for the purpose of the operation of the traction power distribution system pertaining to engineering department and ensure that staff working under him are also acquainted with the rules. He will ensure that rules pertaining to carrying out engineering works are strictly observed.

(b) All electrical equipment every power line or cable shall be regarded as being ‘live’ at all time. No work shall be commenced adjacent to any electrical equipment except on authority issued in writing by competent official of the electrical department to the effect that the equipment has been made dead and earthed.

(c) Defects in overhead equipment : Defects or break-downs in overhead equipment including track and structure bonds noticed by the engineering staff shall be reported immediately to the traction power controller. When defects in the overhead equipment that are likely to cause damage to pantographs or trains, are noticed and it is not possible to convey information to Station Master or signalman to enable them to issue caution orders. The line shall be protected by the staff noticing such defects according to G&SR.

(d) Traction Bonds : In electrified areas the return current fully or partially flows through the rail. To ensure a reliable electrical circuit continuity and also to ensure proper earthing in case of leakage of current.

***

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2.0 - BASIC SIGNALLING AND PROTECTION

CE/143

Duration : 1 day 2.1 General signalling and protection

The signals prescribed in these rules shall be used for controlling the movement of trains in all cases in which exceptions are not allowed by approved special instructions.

Kinds of signals

The signals to be used for controlling the movement of trains shall be :

(a) Fixed Signals (b) Hand signals (c) Detonating signals and (d) Flare signals

Fixed Signals

2.2 Description of distant signals and their indications :

1. A semaphore distant signal has a fish-tailed arm.

2. The aspect and indications of a semaphore distant signal working in the lower quadrant are shown below :

(A) Semaphore distant signal in Two-aspect signalling territory

On position Off position I II

Note : This signal shall be provided only in modified lower quadrant signalling.

I II Aspect : Caution Proceed Indication Proceed with caution and be prepared to stop Proceed at the next stop signal.

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The aspect and indications of a semaphore distant lower working in the upper quadrant are shown below :

(B) Semaphore distant signal in multiple-aspect signalling territory

On position Off position I II III

I II III Aspect Caution Attention Proceed Indication Proceed and be Proceed and be prepared to stop at Proceed prepared to stop at the next signal at such restricted the next stop speed as may be prescribed by signal special instructions.

Note : The distance between the two yellow lights shall be 1.5 metres when this signal displays ‘Attention’ aspect at night.

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2.3 The aspect an indication of a colour light distance signal are shown below :

Colour light distance signal in multiple aspect signalling territory.

On position Off position I II III

I II III Aspect Caution Attention Proceed Indication Proceed and be Proceed and be prepared to stop at Proceed prepared to stop at the next signal at such restricted the next stop speed as may be prescribed by signal special instructions.

A distant signal shall be located at an adequate distance in rear of the stop signal, the aspect of which it pre-warns.

Where necessary more than one distant signal may be provided. In such a case, the outermost signal, to be located at an adequate distance from the first stop signal, shall be called the distant signal and the other called the inner distant signal, with the distant signal capable of displaying ‘Attention’ or ‘Proceed’ aspect only.

Under approved special instructions, a colour light distant signal may be combined with the last stop signal of a station in rear or with a stop signal protecting a level crossing. When a colour light distant signal is combined with the last stop signal of the station in rear with a stop signal protecting a level crossing, arrangements shall be such that the signal shall be not display a less restrictive aspect than the ‘Stop’ aspect till line clear has been obtained from the station ahead in the former case and until the level crossing gates have been closed and locked for the passage of trains in the latter case.

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2.4 The aspect and indication of colour light stop signal are shown below :

(A) Colour light stop signal in two aspect signalling territory.

On position Off position I II

I II Aspect Stop Proceed Indication Stop dead Proceed

(B) Colour light stop signal in multiple three aspect signalling territory.

On position Off position I II III

I II III Aspect Stop Caution Proceed Indication Stop dead Proceed and be prepared to stop at Proceed the next stop.

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(C) Colour light stop signal in multiple four aspect signalling territory.

On position Off position I II III IV

I II III IV Aspect Stop Caution Attention Proceed Indication Stop dead Proceed and be Proceed and be Proceed prepared to stop at the prepared to pass next next stop. signal at such restricted speed as may be prescribed by special instructions.

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2.5 Distinguishing markers and signs for signals :

Where necessary signal shall be distinguished by prescribed markers. Such markers shall be fixed on the signal posts below the signal as under :

Provided on Description Automatic stop signal semi- Letter ‘A’ in black on white automatic stop signal circular disc white illuminated letter ‘A’ against black background when A working as an automatic stop signal, and letter ‘A’ extinguished when working as a manual stop signal. Colour light distant or Letter ‘P’ in black on white Warner signal on a post by circular disc. itself.

A

P

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Provided on Description Gate stop signal Letter ‘G’ in black on yellow circular disc. G

Provided on Description Gate stop signal in Letter ‘G’ in black on Automatic Block territory. yellow circular disc white illuminated letter ‘A’ against black background.

A G

Note : Letter ‘A’ shall be lit only when the gates are closed and locked against road traffic.

Where necessary, signal arms shall be distinguished by prescribed sings as under :

2.6 Signals out of use :

(a) When a fixed signal is not in use, it shall be distinguished by two crossed bars, each bar being not less than 1 metre long and 10 centimetres wide, as illustrated below :

(b) A semaphore or disc signal when not in use shall be kept fixed in the ‘on’ position.

(c) Signals not in use shall not be lit.

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2.7 Back-lights

(a) Every semaphore or disc signal, the light of which cannot be seen from the place from which the signal is worked, shall be provided with a back–light to indicate whether the signal light is burning or not.

(b) Back-light of signals shall show a small white light when ‘on’, and no light at all in any other position.

(c) Any fixed light used in conjunction with a semaphore signal shall show a back-light.

(d) Back-lights may not be provided when alternative arrangement are made at the place from which the signal is worked to indicate whether signal lights are burning or not.

2.8 Fixed signals at level crossing

(a) Unless exempted under approved special instructions, every signal crossing gate which closes across the line at the level crossing shall, except when interlocked with station signals, be provided with signals fixed at an adequate distance from the level crossing showing stop aspects in both Up and Down directions when the gates are open for the passage of road traffic.

(b) Except where otherwise prohibited under special instructions, a ‘G’ marker shall be provided on a gate stop signal.

2.9 Signal for a train shall not be taken off more than 10 minutes before the train is due. Ordinarily, reception signals shall be taken off after “The Train Entering Section Signal’ has been received for the train from block station in rear, but in the case of short block section over which the running time is less than 10 minutes the signal may be taken off before the receipt of the “Train Enter Section Signals”.

2.10 Position of signal arm to correspond with the position of corresponding lever-Except in the following cases the position of a signal arm must always correspond with the position of the lever operating it and if this is not so the signal concerned shall be treated as defective –

(a) When a slotted signal is restored to the ON position by returning the slot or slots.

(b) When, at a non-interlocked station an outer signal fitted with a detached returns to the ON position as a result of the Home Signal being back to ON.

(c) When a signal goes automatically to ‘ON’, on account of automatic reverse operated by the passage to train.

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2.11 Normal aspect of signals :

(a) Unless otherwise authorised under approved special instructions, fixed, except, except automatic signals, shall always show their most restrictive aspect in their normal position.

(b) The normal aspect of an Automatic Stop Signal is ‘Proceed’. Where, however, the signal ahead is manually operated, the aspect normally displayed may be ‘Caution’ or ‘Attention’.

2.12 Conditions for taking ‘off’ gate stop signal : A gate Stop Signal shall not be taken ‘off’ until the concerned level crossing or crossings is or are free obstruction and the gates of such level crossing or crossings are closed and locked against road traffic. Where a gate stop signal is interlocked with station signals it shall be worked in accordance with special instructions.

Hand signals

2.13 Exhibition of hand signals :

(a) All hand signals shall be exhibited by day by showing a flag or hand and by night by showing a light as prescribed in these rules.

(b) During day a flag or flags shall normally be used as hand signals. Hands shall be used in emergencies only when flags are not available.

(c) During night a hand signal shall normally be given by showing a red or green light. A white light waved violently shall be used as a stop signal only when the red light is not available.

2.14 Stop hand signal :

Indication Stop dead

How given by day : By showing a red flag or by raising both arms with hands above the head as illustrated below:

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How given by night : By showing a red light or by violently waving a white light or horizontally across the body of the person showing the signal as illustrated below :

2.15 Proceed hand signal :

Indication Proceed

How given by day : By holding a green flag or by raising one arm steadily as illustrated below :

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How given by night : By holding a green steadily as illustrated below :

2.16 Proceed with caution hand signal :

Indication Proceed slowly reducing speed further if the signal is given at a progressively slower rate.

How given by day : By waving a green flag vertically up and down or by waving one arm in a similar manner as illustrated below :

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How given by night : By waving a green light vertically up and down as illustrated below :

Note : When the speed is to be reduced further, this signal shall be given at a slower and slower rate and when a stop is desired, the stop hand signal shall be shown.

2.17 Hand signals for shunting : The following hand signals shall be used in shunting in addition to the stop hand signal :

Indication Move away from the person signalling.

How given by day : By a green flag or one arm moved slowly up and down as illustrated below :

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How given by night : By a green light moved slowly up and down as illustrated below :

Indication Move towards the person signalling.

How given by day : By a green flag or one arm moved from side to siding across the body as illustrated below :

How given by night : By a green light moved from side to side across the body as illustrated below :

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Note : The hand signals for “Move away from the person signalling” and “Move towards the person signalling” shall be displayed slower and slower, until the stop hand signal is given if it is desired to stop.

Indication Moving slowly for coupling

How given by day : By a Green and a flag held above the head or both hands raised over the head and moved towards and away from each other as illustrated below :

How given by night : By a green light held above the head and moved by twisting the wrist as illustrated below :

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2.18 Banner flags : A banner flag is a temporary fixed danger signal, consisting of a red cloth supported at each end on a post and stretched across the line to which it refers.

2.19 Knowledge and possession of hand signals :

(1) Every railway servant connected with the movement of trains, shunting operations maintenance of installations and works of any nature affecting safety of trains shall have.

(a) A correct knowledge of hand signals; and

(b) The requisite hand signals with him while on duty and keep them in good working order and ready for immediate use.

(2) Every railway servant shall see that the staff under him concerned with use of hand signals are adequately supplied with all necessary equipment for hand signalling and have a correct knowledge of their use.

(3) A red flag and a green flag by day or lamp, which is capable of showing red, green and white lights by night, shall constitute the requisite equipment for hand signalling.

(4) Every station master shall see that his station is adequately supplied with all necessary equipment for hand signalling.

2.20 Detonating Signals

Detonating signals, otherwise known as detonators or fog signals, are appliances which are fixed on the rails and when an engine, a vehicle passes over them, they explode with a loud report so as to attract the attention of the Driver.

(A) Method of using detonators :

(1) A detonator when required to be used shall be placed on the rail with the level or brand facing upwards and shall be fixed to the rail by bending the clasps around the head of the rail.

(2) In the case of a mixed gauge, detonators shall be placed on the common rail or on one rail of each gauge.

(B) Placing of detonators in case of obstruction :

(1) Whenever in consequences of an obstruction of a line, it is necessary for a railway servant to stop approaching trains, he shall proceed, plainly showing his stop hand signal, to a point 400 metres from the obstruction and place on the line one detonator and then proceed to a point 800 metres from the obstruction and place on the line three detonators, about 10 metres apart, at such place :

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Provided that on the broad gauge be first detonator shall be placed at 600 metres and three detonators at 1200 metres from the obstruction about 10 metres part from each other.

(2) If the said railway servant is recalled before the obstruction is removed, he shall leave down three detonators and, on his way back, pickup the intermediate detonator.

 The railway servants deputed to place detonators in accordance with G.R. 3.62 (I) shall, after placing the detonators take his stand at a place from where he can obtain a good view of an approaching train and display a stop hand signal until he is recalled.

 Placing of detonators on single and double lines – On single lines, the lines shall be protected vide. G.R. 3.62 (1) on each side of the obstruction. On double line, both tracks will be similarly protected whenever necessary stop approaching trains.

 Replacement of detonators on the line : Every railway servant placing detonators on the line shall see that they are when necessary, replaced immediately after a train has passed over them.

 On single line sections for trains leaving a station, the fog signalman deputed to place detonator shall show to the Driver Proceed (Green) hand signal in accordance.

(C) Use of detonators

For use of detonators shall be placed on the centre of the head of the rail with the label or brand of the detonator upwards, and shall be securely fastened to the rail by bending the clasps, attached with the detonators, round the upper flange of the rail.

2.21 Flare signals

(A) Description of flare signals : A flare signal, which includes a fusee, emits a bright red flame when lighted and is used for warming the Driver of an approaching train of any obstruction.

(B) Use of flare signals : When it becomes necessary to protect on obstruction in a block section, a flare signal may be used as prescribed by special instructions while the railway servant proceeds to place detonators.

(C) Mode of lighting fusees : A quick and intelligent survey must be made to select a site in the vicinity of the obstruction for fixing the fusee so that the signal flame could be clearly seen by the Driver of the approaching train from the maximum distance possible. The fusee can be very conveniently lighted even in heavy rain, provided the striker is not made damp before it is rubbed against match composition. If possible the fusee should be lit under a cover i.e. an umbrella but once having lit, it could be exposed head down to the rain.

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Directions for lighting the fusee are indicated on the printed label pasted on each fusee, as under :

(a) Expose friction composition and scratch surface of cap by pulling up tape.

(b) Hold fusee near base and rub/scratch surface of strike card against the head of fusee.

(c) If flame is not immediately visible pause before striking again.

(d) Always point fusee away from face and body while igniting and burning.

(e) After igniting hold for 5 seconds but not more than 10 seconds before dropping of fixing in position.

***

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3.0 - ACTION DURING EMERGENCY

CE/144

Duration : 1 day

3.1 General :

Any occurrence which does or may affect the safety of the Railways, its engines rolling stock, permanent way, works, passengers, Railway servants or which does or may cause delays to trains or loss to the Railway, is termed an accident.

Occurrence outside the railway limits threatening the safety of the line or trains should also be reported as accidents. For instance, a flood outside railway limits may seriously threaten the safety of the line and should be treated as an accident.

It is the duty of every railway-man to take the following action whenever any accident comes to his notice:

a) Take immediate steps to stop train, the movement of which is likely to be endangered.

b) Assist in all manners to provide relief to the injured and other stranded passengers.

c) Take immediate steps to remove the obstruction or remedy the defect in which he is able and competent to do so.

d) Make a report to the nearest Station Master by the quickest possible means.

3.2 Unusual Occurrence :

Every railway servant should take immediate steps to prevent an accident and where necessary advise the nearest Station Master by the quickest possible means the following unusual occurrences :

1) Any defective signal

2) Any obstruction, failure or threatened failure of any part of the way or works:

3) Anything wrong with a train; or

4) Any unusual circumstance likely to interfere with the safe running of trains or the safety of the public.

In case of a train having parted, the railway servant will not snow a stop hand signal but shall endeavour to attract the attention of the driver or the guard by shouting, gesticulating or other means.

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3.3 Sounding of Hooters :

It is the practice on the Railways that different number of hooters are sounded according to the type of accident, as indicated below :

Description of accident No. of hooters to be sounded 1. When an accident takes place in the loco-shed or traffic 2 long yard adjoining the loco-shed. 2. When an accident takes place at out-station but main 3 long line is clear. 3. When an accident takes place at out station but main line 3 long & 1 short is clear and relief train is to be turned out with the medical car. 4. When an accident takes place at out-station & main line 4 long is blocked and relief train is to be turned out without medical car. 5. When an accident takes place at out-station and main 4 long & 1 short line is blocked and relief train is to be turned out with the medical car

The duration of the long hooter is 30 seconds and that of the short hooter is 5 seconds.

3.4 Unsafe condition of line :

In case of an obstruction at the level crossing the Gateman should maintain the gate signals, if any, in the “ON” position and if unable to remove it, protect the line as under :

(a) On double line, if both lines are obstructed during day, he shall plant a red flag at a distance of 5 meters on the line on which a train is expected to arrive first, then attach another red flag to the staff and fix it on the other line at site of obstruction. He shall then pick up the first danger signal and showing it, proceed on that line towards the direction of an approaching train to a point 600 meters on Broad Gauge and 400 meters on Meter Gauge and Narrow Gauge from the level crossing and place one detonator on the line, after which proceed further to not less than 1200 meters from the level crossing on Broad Gauge and 800 meters on Metre and Narrow Gauge and place 3 detonators on the line about 10 meters apart. Having thus protected the line on which a train is expected to approach first, he should return to the level crossing, picking up the intermediate detonators on his way back and remove from the other line the staff with red flag and plant it on the line towards the direction protected with detonators. He shall then proceed on the other line showing the danger signal, place detonators similarly and return to the site of obstruction to warn the Driver of an approach train.

(b) Provided that on those Metre Gauge sections where trains run at more than 75 Kmph. the detonators shall be placed at distance to be specified under special instructions by the Administration. (Annexure -A)

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(c) On single line, if the line is obstructed during day, he shall plant a red flag towards the direction from which a train is expected to arrive first, then attach another red flag to the staff and fix it towards the opposite direction at the site of obstruction. He shall then pick up the first danger signal and as in sub-para (a) above, protect the line in direction from which a train is expected to approach first, return to the site of obstruction, re-fix the staff to show the danger signal on the side the line is protected and proceed with all haste in the other direction to protect the line. Having protected the line on both sides he should station himself at the place of obstruction to warn the Driver of an approaching train. (Annexure – B)

(d) 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-paras (a) and (b) above.

(e) Gateman should take immediate action to inform the Mate, P.W.I. and the nearest Station Master about the obstruction at the level crossing through messenger or other means available. Annexure - A

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Annexure - B

3.5 Works of Short duration :

These are the Engineering works, which involve the safety of trains and are required to be completed by the sunset. Before commencing any work of this type, the JE/P.Way should issue a notice to the Station Master in-charge at each end of the block section and obtain their acknowledgement. No Engineering work involving the danger to trains should be commenced unless the site has been protected by hand signals, banner flags and detonators. Depending as to whether the train is to be passed through the work site after stopping or at a restricted speed, the line should be protected in the following manner :

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Case I : When a train is required to pass at a restricted speed in block section (work to be completed before sunset)

The position of flagmen with hand flags and banner flag will be as follows :

Figure : Protection of track for works of short duration. (Trains to pass at a restricted speed- case I)

(i) Two flagmen with hand signals : A flagman exhibiting caution hand signals at a distance of 30 metres from the place of obstruction.

Another flagman exhibiting caution hand signals at a distance of 1200 metres for B.G. and 800 metres for M.G. from the place of obstruction.

(ii) One Gangman with banner flag and intermediate hand signals : An intermediate Gangman with hand signals at a distance of 600 metres for B.G. and 400 metres for M.G. from the place of obstruction. He will also place a banner flag across the track. The intermediate banner flag must be kept across the line until the speed of the train has been reduced, after which the banner flag shall be removed and the train hand signalled forward.

Case II : When the train is required to stop at site of work in block section (work to be completed before sunset)

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The position of hand flags, banner flags and detonators will be as follows :

Figure : Protection of track for works of short duration. (Trains to stop – Case II)

(i) One flagman with hand signals: A flagman with hand signals at a distance of 30 metres in rear of the place of obstruction, to show stop hand signals.

(ii) One flagman with banner flag & hand signals: A flagman with hand signals and a banner flag across the track at a distance of 600 metres on Broad Gauge and 400 metres on Metre Gauge and Narrow Gauge in rear of the work. The flagman will show stop hand signals.

(iii) One flagman with hand signals and 3 detonators: A flagman with hand signals and detonators at a distance at 1200 metres in the case of Broad Gauge and 800 metres in the case of metre and narrow Gauge in rear of the work. The flagman shall fix three detonators on the line 10 metres apart and take/stand at a place not less than 45 metres from the three detonators, from where he can obtain a clear view of the approaching train. He will show stop hand signals.

The following points should be kept in view while protecting the track in the above two cases :

(i) On single line, the line must be protected on both sides of the work.

(ii) At places where there are curves or falling gradients and at times of poor visibility, the distances laid down above may be suitably increased wherever necessary and intermediate flagman posted to relay hand signals.

(iii) The location of the banner flag, detonators and hand signals should be so selected as to avoid stopping of trains as far as possible on continuous steep rising gradients.

(iv) If in an emergency, it becomes necessary to carryout such works in night, red light must be exhibited in the direction of approaching trains in place of red hand flags.

(v) In M.G. sections, with trains running at maximum speed of more than 75 Kmph. The distances specified for M.G. will be suitably increased.

(vi) The following special precautions should be taken when the work is to be carried out in station limits :

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a) The relevant signals are placed in ‘ON’ position.

b) The line on which work is to be done should normally be isolated from running lines and the key held in the personal possession of the PWI. Wherever isolation is effected by the setting of points, these should be locked by means of clamps or bolts & cotters.

(vii) In case of works in automatic territory, if the distance from the place of works/obstruction to the automatic signal controlling entry of a train into the signalling section is less than 1200 metres on BG and 800 metres on MG/NG and the automatic signal is secured at ‘ON’, the banner flag and three detonators may be provided at 60 and 180 metres respectively.

3.6 Works of long duration :

These are the planned track works like deep screening track renewal works, rebuilding of bridges etc. and the speed restriction is to last for more than a day.

Preliminary arrangements :

1. A draft circular (green) notice showing the details of restrictions and the block to be granted is issued by the operating department in consultation with the Engineering branch for execution of the above work in advance.

2. Sanction of Commissioner of Railway Safety is obtained wherever required for execution of the work.

3. After getting confirmation of the sanction of block, on specified day, the line is blocked by the PWI in consultation with the section controller.

4. Caution orders are issued by the Station Masters concerned, as necessary.

5. The necessary temporary Engineering fixed signals as prescribed are provided.

6. In an emergency when it is necessary on consideration of safety, the Permanent Way Inspector, or Authorised railway servant may commence such work before issuing the notice under the protection of hand signals and banner flags. As soon as possible, he should issue the notice and replace the hand signals and banner flags by temporary Engineering fixed signals.

Case III : Protection of line for works of long duration – Train to stop dead.

In case where stop dead restrictions is to be imposed and the restriction is likely to last for more than a day, the following temporary Engineering indicators should be exhibited.

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Figure : Protection of track for works of long duration. (Trains to stop- Case III) i) Stop Indicator : 30 metres from the place of obstruction. ii) Caution indicator : 1200 metres on B.G. and 800 metres on MG and NG from the stop indicator. iii) Termination indicator : A place where the driver may resume normal speed, which is the length of the longest passenger/goods train.

If the distance between the place of obstruction and the automatic signal in rear of the site of obstruction is less than 1200 metres and provided that the automatic signal has been secured in ‘On position’, the banner flag and 3 detonators may be provided at 90 and 180 metres respectively and provision of caution indicator may be dispensed with in such territories.

Case IV – Protection of line for works of long duration : (train to pass at a restricted speed)

In the case where the train is not required to stop (Train to pass at a restricted speed) and restriction is to last for more than a day, the following temporary Engineering indicators should be exhibited.

i) Stop Indicator : 30 metres from the place of obstruction. ii) Caution indicator : 800 metres from the place of obstruction. iii) Termination indicator : A place where the driver may resume normal speed, which is the length of the longest passenger/goods train.

Note : Two Termination Indicator i.e. one for passenger trains (T/P) and other for goods trains (T/G) should be provided on all trunk and main line routes.

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Figure : Protection if track for works of long duration. (Trains to pass at a restricted speed – Case IV)

Protection of track for Engineering works at times of poor visibility.

In thick foggy or tempestuous weather impairing visibility, no rail shall be displaced and no other works which is likely to cause obstruction to the passage of trains shall be performed except in case of an emergency.

When such work has to be undertaken and the site is protected by temporary engineering fixed signals, 2 detonators on the line 10 metres apart should be fixed not less than 270 metres in rear of the caution indicator and a caution hand signal exhibited to approaching trains.

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4.0 - LEVEL CROSSING

CE/148

Duration : 1 day

4.1 Classification of Level Crossings :

The classification of Level Crossings should be settled in consultation with the road authorities concerned keeping in view the class of the road, visibility conditions, the volume of the road traffic and the number of trains passing over the level crossing.

The classification of Level Crossings shall be as under :

a) Special : for roads b) A Class : for roads c) B Class : for roads d) C Class : for roads e) D Class : for cattle crossing

4.2 For the purpose of this standard, Roads shall be categorised as under : a) Class I roads –

i) National Highways ii) State Highways iii) Important roads within towns iv) Roads in and around towns where road and rail traffic are heavy. b) Class II roads –

i) Major and other District roads ii) Un-important roads within municipal towns. iii) Roads within non-Municipal towns including those within shunting limits of Railways stations, iv) Other surfaced roads. c) Class III road –

i) Earth roads, ii) Cart tracks. iii) Class IV roads d) Cattle crossings and foot-path.

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4.3 Gates and locking arrangements :

Gates :

(a) The gates may be in the form of chains lifting barriers or movable gates of approved designs.

(b) At new manned level crossings or when existing unmanned level crossings are upgraded to manned level crossings, lifting barriers should normally be provided which should be coupled so as to operate simultaneously. Chains or swing gates at existing manned level crossings should be replaced by lifting barriers on a programmed basis, giving priority to the important and busy level crossings.

Locking arrangements :

(a) Lifting type barriers, swing gates or chains when closed against road traffic shall be securely locked.

When the locking arrangement is of the hasp and staple type with padlocks, two spare chains with loops at both ends should be provided for locking the gates when the locking arrangement goes out of order.

(b) Stops should be provided to prevent level crossing gates from swinging towards the track and causing infringement. Catches should be provided to secure gates when in the open position to avoid obstruction to road traffic.

(c) In the case of manned level crossings, two long spare chains with loops at both ends, should be kept as reserve for use as an alternate to the barrier/gate, in case of damage to them. Two discs painted red with the words “stop” with arrangements for fixing them on the ground should also form part of the spare equipment. Separate rail posts should be erected near the gate, so that the chains can be fixed on them.

Traffic and Engineering gates :

Traffic gates :

(a) The manned and operation of gates at level crossings located between the outermost stop signals shall be under the control of operating department. The level crossings and structures pertaining there to shall be maintained by the engineering department.

(b) When protected by signals the equipment shall be governed by the signals of the station/block hut and the operation as per the station working rules.

Engineering gates :

(a) Level crossings beyond the outermost stop signals shall be under the control of the permanent Pay Inspectors both as regards to their operation and maintenance.

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(b) Where the level crossing is protected by signals, fixed signals shall be provided in each direction in accordance with the relevant general rules (G.R.3.34 New rules)/ approved special instructions.

(2) The maintenance of signals, interlocking and communication equipment will rest with the signal department in the case of all level crossing gates, whether located within or outside the outermost stop signals.

(3) The working instructions including the signalling diagram of level crossings equipped with gate signals and situated beyond the outermost stop signals in either direction of the block station and/or provided with telephone connections with the nearest adjacent station on either side, shall be kept at the gate-lodge. A copy of the working instructions shall also be kept at the station concerned.

The working instructions in English and local language of every level crossing within outermost stop signals of a block station, and also of level crossing beyond the outermost stop signals which are provided with telephone connections and whose operation is governed by the system of exchange of private numbers under special instructions, should be incorporated as an appendix to the station working rules of the station concerned and kept at the gate-lodge.

4.4 Equipment at Level Crossings :

The equipment for a manned level crossing shall be as follows; in addition to such others as may be prescribed by special instructions :

a) 2 hand signal lamps, tri-colour provided with bright reflectors, b) 1 hand signal flag, green. c) 2 hand signal flags, red. d) 1 staff suitable for exhibition of red lamp or red flag. e) 2 long spare chains with “stop” marked disc attachment at the center to cover the full width of the gate, for use in case the gates/barriers are damaged. f) 2 spare small chains and padlocks for locking gates, in case locking arrangements of gates become defective. g) 12 detonators. h) 1 tin case for flags. i) 1 tin case for detonators. j) 1 canister for muster sheet. k) 1 can for oil. l) 1 tommy bar m) 1 water pot or bucket. n) 1 mortar pan. o) 1 powrah. p) 1 rammer. q) 1 pick-axe. r) 1 tool list (with columns drawn for checking of tools). s) 1 book of safety rules in Hindi or regional language. t) Duty roster. u) Complaint book for road users.

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v) Inspection register w) Level crossing working instructions (in local language) where applicable. x) Two gate lamps. y) 2 flare signals (fuses) in Ghats, Suburban, automatic and absolute permissible block territories and double and multiple lines in other than Suburban sections; z) Diagram indicating the method of protection to be adopted, in case of obstruction in the level crossing.

4.5 Appointment of Gatemen, Rosters and Medical fitness certificates :

a) Before appointment, the Permanent Way Inspector should ensure that competent men selected as gatemen have obtained certificates of fitness for class A3 form the Medical Department and that they are examined thereafter at periods stipulated by the rules in force. In all level crossings provided with telephone connections literate Gateman capable of exchanging private numbers, should be posted.

b) The hours of duty for the Gateman should be laid down and must confirm to the regulations in force. The rosters detailing the hours of duty and rest for each Gateman shall be maintained at the gate-gateman is require to be on duty at any particular time. No Gateman shall be change his hours of duty without the order of the permanent way inspector.

c) Full particulars regarding the periodical medical examination and vision test of each Gateman shall be maintained at the gate-lodge.

d) When handing or taking over charge, the Gateman and their relievers should jointly check all the equipment and test all the gears to see that they are in order.

e) Every Gateman shall be fully conversant with the use of hand signals, detonators, fuses and protection rules.

4.6 Duties of Gateman :

a) Alertness : The gateman should be on the alert and be prepared to take immediate action should danger be apprehended. The keys of the gates shall be on his person.

b) Position during passage of trains : The Gateman should stand facing the track on the gate lodge side of the approaching train. He should observe all passing trains and be prepared to take such action as may be necessary to ensure safety of trains.

c) The Gateman should ensure that the gate lamps and lamps of all gate signals are lighted and kept burning continuously from sunset to sunrise.

d) No Gateman shall leave his gate unless other Gateman has taken charge of it. If it is necessary to leave his gate in an emergency, before doing so, he should close and lock the gates against the public road.

e) The Gateman should see that the channel for the flange of the wheel is kept clear.

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f) The Gateman should keep the road surface well watered and rammed.

g) At level crossings, if any gate or barrier gets damaged/out of order the Gateman should use the spare chain and disc, for closing against the road traffic.

h) As soon as possible, the Gateman should report to the nearest Station Master, Gang Mate or Permanent Way Inspector any defect in his gate or the apparatus pertaining to it.

i) At gates the signal or signals of which have become defective, the Gateman should close and lock the gates on sighting of train and hand signal or pilot the train past the defective signal. In such case he should inform the Driver to report about the defective signal or signals to the Station Master at the next station.

j) In the event of a gate signal becoming defective the Gateman should maintain the signal in the ‘ON’ position by disconnecting the signal or the wire if necessary.

k) The Gateman should ensure that the equipment supplied to the gate is in good order and ready for immediate use.

l) Every Gateman shall as for as possible prevent trespassing by persons or cattle.

4.7 Inspection and maintenance

(a) Each level crossing except those laid with PSC sleepers must be opened out and the condition of sleepers and fittings, rail and fastenings inspected at least once a year or more frequently, as warranted by conditions. However, level crossings laid with PSC sleepers should be overhauled with each cycle of machine packing or more frequently as warranted conditions and in no case shall opening be delayed by more than two years. In all cases, rails and fastenings in contact with the road shall be thoroughly cleaned with wire brush and a coat of coal tar/anticorrosive paint applied. Flange way clearances cross level, gauge and alignment should be checked and corrected as necessary, and the track packed thoroughly before reopening the level crossing for road traffic.

(b) The painting of gates and discs should be done at regular intervals.

(c) The Permanent Way Inspector should keep a manuscript register of repairs for all level crossings o his section. This register should show the date of opening, the condition of sleepers with their age and time, the date and type of each sleeper changed and other requisite particulars.

(d) The Permanent Way Inspector will be responsible for the proper upkeep and maintenance of whistle boards and ‘STOP’ boards provided on the approaches to level crossings.

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Certificate of competency : Every Gateman shall be tested by SSE (P.Way) or Traffic inspector as the case may be, and issued a certificate of competence in the form given below before he is put to work independently. The competency certificate shall be valid for a period of five years.

Certificate of competency

Certified that I have examined Shri ______S/o. Shri ______Designation ______in his duties of Gateman at level crossing Gate no. ______. He is also conversant in the use of hand signals, detonators and other safety equipment provided at this gate. He is also conversant with the procedure to be adopted during abnormal conditions at this gate.

This certificate is valid for five years from the date of issue.

Place ______Signature Date ______Designation (PWI/TI)

S.R.16.01/1(b)

In addition to the above certificate, every gateman shall be issued a certificate of competency by the instructor incharge of the school which has attended for initial/refresher course, in the following proforma.

Certificate of competency

Certified that Shri ______S/o. Shri ______Designation ______Station ______has been examined in the duties of Gateman during normal as well as abnormal circumstances and found conversant. He is also conversant in the use of hand signals, detonators, flare signals and other equipment provided at this gate. He is also conversant with the procedure to be adopted during abnormal conditions at this gate.

This certificate is valid for period of five years from the date of issue.

Place ______Signature Date ______Instructor Incharge Divl. Traffic/P.Way Training School

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4.8 Knowledge of Signals :

No person shall be appointed to be a gateman unless he has a knowledge of signals.

4.9 Supply and care of equipment – Every Gateman shall

(a) be supplied with day and night hand signals, detonators and other prescribed equipment, and;

(b) keep such signals, detonators and other equipment in proper order and ready for use.

The gateman should always keep their hand signal lamps trimmed and ready for lighting and use at a moment's notice. During night, one of the hand signal lamps should be kept lit throughout to show danger stop signal to an approaching train when required. When the lever crossing is closed to road traffic, the hand signal lamp should be kept it dimly only.

Every gateman working on multiple line/double line sections/suburban sections and automatic block territories shall be supplied three fuses and every gateman working on ghat section shall be supplied on fuses. These fuses, may be used particularly at night train/trains short of the obstructed level crossings when the gateman does not have sufficient time to protect the obstruction as laid down in G.R.6.03 and S.Rs.

4.10 Road Traffic :

a) Subject to such special instructions in that behalf as are permitted by these rules, all gates at level crossings shall be kept constantly closed and securely fastened across the thoroughfare on both sides of the railway and shall only be opened when it is necessary and safe to open them for the passage to road traffic.

Provided that any railway administration may from time to time issue special instructions for any particular level crossing or class of level crossing and may by such special instructions permit the gates at any level crossing or class of level crossing to be normally kept open to road traffic and may therein prescribe the conditions under which gates are to be kept closed against road traffic for the passage of a train or trains or for the purposes of any other railway operation; and all such special instructions so long as they be not cancelled for or superseded shall for the purposes only of the Railway Administration issuing the same be deemed to be General Rules within the meaning and subject to the provision of section 60 of the Act.

b) If for any reasons the gates at Level crossings can not be so closed/fastened across the thorough fares on both sides of the track, action to prevent the approaching trains, if any, from running into the gate may be taken in accordance with stipulations laid down under GR 16.06.

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c) Gateman, where provided, shall, at all level crossings be prepared, whenever such level crossing be open to road traffic, to show a stop hand signal to any approaching train.

d) Where no gateman is specially provided for night duty at a level crossing, the gates there at shall, subject to special instructions, be locked at night and opened only to pass road traffic in such manner as may be prescribed by special instructions.

e) Gateman to observe passing trains : Except where otherwise prescribed under special instructions, the Gateman shall observe all passing trains and be prepared to take such action as may be necessary to ensure safety of trains.

4.11 Position and alertness during passage of trains :

The gateman at all level crossing should stand attentively at the gate lodge side, facing the track with furied red and green flags during day in right and left hands respectively and at night hold the hand signal lamp with the white light. He shall watch all passing trains to see any unusual condition like hot axles, chain hanging, any vehicle/wagon on fire, load shifted, etc. and take prompt action to warn the Driver and Guard of the train by showing a danger signal. The Drivers and the Guards should be on the lookout for such danger signals.

SYMPTOMS OF HOT AXLE (DURING NIGHT & DAY) PLAIN BEARING)

SMELL OF BURNING OIL SMOKE FROM AXLE BOX

LATER, FLAMES FROM AXLE BOX

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WHISTLING SOUND FROM AXLE BOX (DURING NIGHT)

WHISTLING SOUND FROM AXLE BOX (DURING DAY)

AXLE BOX BLACK PAINT BURNT OR PEELED OFF (DURING DAY)

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SYMPTOMS OF HOT AXLE (DURING NIGHT) HOT AXLE (ROLLER BEARING)

SMELL OF BURNING GREASE AXLE BOX COVER HOT/RED HOT

AXLE MAY GET LOCKED & WHEEL SKIDDING SCREENING SOUND SPARKS ALONG RAIL

SYMPTOMS OF HOT AXLE (DURING DAY) HOT AXLE (ROLLER BEARING)

SMELL OF BURNING GREASE AXLE BOX COVER HOT/RED HOT

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AXLE BOX COVER CUT OR BULDGED

SYMPTOMS OF BRAKE BENDING (DURING NIGHT)

RED SPARKS ALONG WHEEL CIRCUMFERENCE SCREENING SOUND BRAKE BLOCK HOT/RED HOT VIBRATION IN BRAKE RIGGING

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WHEEL LOCKED & SKIDDING SPARK ALONG RAIL SCREECHING SOUND VIBRATION IN BRAKE RIGGING

SYMPTOMS OF BRAKE BINDING (DURING DAY)

PARTIAL BRAKE BINDING VIBRATION IN BRAKE RIGGING SCHREECHING SOUND RESTRICTED MOVEMENT OF WHEEL

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DURING HALT METAL ON WHEEL TREAD BRAKE BLOCK/WHEEL TREAD DISCOLOURED (BLE/PURPLE)

Lesson Plan for training of Gatekeeper November - 2002

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4.12 Channel for flange the wheels :

The Gateman shall see that the channel for the flange of the wheel is kept clear.

4.13 Defects at level crossings :

(A) If any gate or the gate fastenings thereof, or any fixed signal pertaining to the gate becomes out of order, the Gateman shall –

(a) Take action to close the gates, if possible, against road traffic. (b) After closing the gates, hand signal the train movement past the level crossing. (c) If the gate can not be so closed, put the banner flag or level crossing flag in such a manner as to warn the approaching train to stop short of the gate and thereafter hand signal the train. (d) Report the fact to his superior or the nearest Gangmate.

(B) Obstruction at level crossing : Every Gateman, on noticing any obstruction on the line, shall at once remove it or, if unable to do so shall –

(a) Take action to ensure that the fixed signals, if any, protecting the gate are kept at ‘on’. (b) Show stop hand signal and do his best to stop the approaching trains, and (c) Shall protect the obstruction as per Rule 3.92.

4.14 Parting of a train :

If a Gateman notices that a train has parted, he shall not show a stop hand signal to the Driver, but shall endeavour to attract the attention of the Driver and the Guard by shouting, gesticulating or other means.

4.15 Trespassing :

Every Gateman shall, as far as possible, prevent trespassing by persons or cattle.

4.16 Transfer of gate charge :

Except in accordance with special instructions, no gateman shall leave his gate unless another Gateman has taken charge of it.

If on account of inescapable circumstances the gateman has to be absent, he should close and lock the gate against road traffic and his absence should be for barest minimum period. At gates provided with telephones, the Gateman must take prior permission of the S.M. before leaving.

***

Lesson Plan for training of Gatekeeper November - 2002

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 NOTES 

Lesson Plan for training of Gatekeeper November - 2002

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OUR OBJECTIVE

To upgrade Maintenance Technologies and Methodologies and achieve improvement in productivity and performance of all Railway assets and manpower which inter-alia would cover Reliability, Availability,

and Utilisation.

If you have any suggestion & any specific comments, please write to us :

Contact person : Director (Civil)

Postal : Centre for Advanced Address Maintenance Technology, Maharajpur, Gwalior (M.P.) Pin code – 474 020

Phone : (0751) - 2470869, 2470803

Fax : (0751) - 2470841

Lesson Plan for training of Gatekeeper November - 2002