AND USE OF DETONATING AND
801. Work involving Danger to Train or Traffic- A gang shall not commence or carry on any work which will involve danger to trains or to traffic without the previous permission of the Inspector of Way and Works or of some competent Railway servant appointed on this behalf by special instructions. The Railway servant who has given the permission should be himself present at the site to supervise the work.
802. Carrying out of Works, in case of Emergency - In the case of emergency, when the requirements of safety warrant the commencement of the work by the gangmate, before the arrival of the railway servant, the gangmate shall himself ensure that Engineering signals are exhibited at specified distances according to rules and flagmen are posted with necessary equipment to man them, before commencing the work.
803. Responsibility of the Railway servant in-charge of the work -
The Railway servant in-charge of the work, who is present at the site work, shall ensure that Engineering signals are exhibited at the specified distance according to rules and flagmen are posted with necessary equipment to man them. Trains shall be permitted over the track under repair at such restricted speed as is specified, only after the track is rendered safe for the traffic. He should ensure that the provisions of Para 804 are fulfilled before commencing the work.
804. Precautions before commencing operations which would obstruct the line - No
person employed on the way, works or bridges shall change or turn a rail, disconnect points or signals or commence any other operation which would obstruct the line without obtaining the written permission of the Station Master who shall ensure that all necessary signals have been placed at 'ON'. In addition, the employee mentioned above shall also ensure that the necessary stop signals like banner flags and detonators and hand signal flags have also been placed/exhibited at the prescribed locations as per
Provided further that in emergent cases the persons undertaking such operations shall first bring the train to stop as stipulated in para 812 and advise the driver of the train about the need to stop the train through a written memo. The railway servant shall simultaneously arrange to send a message to the Station Master for the need to block the track as per para 810 and obtain written confirmation of the same. The work which may lead to obstruction to the track shall however be done only during the traffic block, the written confirmation for which shall be obtained from the concerned Station Master. On completion of the work again the authorised railway servant shall advise the driver through a written memo to proceed at the prescribed speed.
805. Categories of Engineering Works -
Engineering works can be broadly divided into three categories -
(1) Category 1 -Works of routine maintenance, requiring no speed restriction, not necessitating exhibition of hand signals and involving no danger to trains or traffic.
These include works of routine maintenance such as through packing, picking up slacks and overhauling of track etc.
(2) Category 2 - Works of short duration -
(a) Works such as casual renewals of rails and sleepers, adjustment of creep and lubrication of rail joints which are completed by sunset of the day of commencement and no restriction of speed thereafter is required, are termed "works of short duration".
(b) Hand-signal and banner flags and fog-signals shall be used at specified distances to afford protection to trains.
(3) Category 3 - Works of long duration -
(a) Works such as relaying, bridge construction, diversions which extend over a few days, or weeks during which period a continuous restriction of speed is to be in force, are termed as "works of long duration".
(b) Temporary Engineering fixed signals shall be used at specified distances to afford protection to trains. These works should be carried out to a programme, about which all concerned will be advised in advance.
806. Works of short duration - Protection in block section and procedure for passing of trains - Before commencing any work of such category the Permanent Way Inspector or authorised Railway servant should issue a notice to the Station Master/ Block hut in-charge at each end of the Block section and obtain their acknowledgment. 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:-
(1) When the train is required to stop
at the site of work (in Block section)-(
Advance Correction Slip No. 110)
(a) Post a flagman with hand signal at
a distance of 30 metres in rear of the place of obstruction, to show
stop hand signals.
(b) Post a flagman with hand signals
and place 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 flag man will show stop hand signals.
(c) Post a flagman with hand signals and detonators at a distance of 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.
Note - In M.G. Sections with trains running at a maximum speed of more than 75 km.p.h. the distances (b) and (c ) shall be as specified under approved special instructions.
(d) The man at the site of obstruction shall give proceed hand signal to indicate to the Driver, when he may resume normal speed after the train has been hand signalled past the obstruction
(2) When the train can pass over the workspot at restricted speed in Block section - Keeping in view the provisions in para 1501.1(C) /GR.1976 the following protections should be adopted in the above cases :-(
Advance Correction Slip No. 110)
(a) Post a flagman exhibiting caution hand signals at a distance of 30 metres from the place of obstruction.
(b) Post a flagman exhibiting caution hand signals at a distance of 1200 metres for Broad Gauge and 800 metres for Metre Gauge and Narrow Gauge from the place of
(c ) Post a intermediate flagman with hand signals at a distance of 600 metres for Broad Gauge and 400 metres for Metre Gauge and Narrow Gauge from the place of obstruction. He will also place a banner flag across the track. The intermediate banner flag most 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.
In Metre Gauge
sections with trains running at a maximum speed of more than 75 km.p.h.
the distance in (b) & (c) shall be increased as specified under
approved special instructions.
(d) The railway servant at the site of
work should give proceed hand signals to indicate to the Driver, that he
may resume normal speed after the train has been signalled past the site
of work -(Annexure 8/2).
(3) The following points should be kept in view, while protecting the track in the cases mentioned in sub-para (1) and (2) above :-
(a) On single line, the line must be so protected on both sides of the work.
(b) At places where there are curves or falling gradients and at times of poor visibility the distances laid down in sub-paras (1) and (2) above may be suitably increased wherever necessary and intermediate flagman posted to relay hand signals.
(c) 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.
(d) If in an emergency, it becomes necessary to carry out such works at night, the provisions for protection of line as detailed in sub-pares (1) and (2) must be complied with except that red light must be exhibited in the direction of approaching trains in place of red hand signaling flags and banner flags.
(e) In an Emergency, when it is necessary on considerations of safety, the Permanent Way Inspector, or authorised railway servant may commence such work after protecting the line before issuing notice to the Signalman. If the work is likely to be prolonged he should notify the Signalman as soon as possible.
(4) Works to be carried out in station limits -
(a) No work should be commenced on running line at a station without the. written permission of the Station Master and until the relevant signals have been placed at 'ON'.
(b) Before commencing a work on a line which can be isolated from the other running lines, the Permanent Way Inspector should ensure
that the line has been isolated and retain the keys of locking device in his possession. Where isolation is effected by the setting of points, they must be locked by means of clamps or bolts and cotters.
(c) Before commencing work on a line which cannot be isolated form
other running lines the Permanent Way Inspector should provide the
prescribed hand signals, detonators and banner flags as detailed on Para
(5) Works in Automatic
Territory - 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 Broad Gauge and 800 metres on Metre Gauge/Narrow Gauge and the automatic signal is secured at 'ON' the banner flag and three detonators may be provided at 90 and 180 metres respectively.
807. Works of long duration -
( Advance Correction Slip No. 97)
(Advance Correction Slip No. 114 )
(1) Preliminary arrangements -
(a) For doing such works the Engineering Department will arrange with the Operating Department for the issue of the circular notice as per extant instructions.
(b) The concerned Divisional Engineer will be responsible for obtaining the sanction of Commissioner of Railway Safety wherever necessary and sending Safety Certificate on completion of such works.
(c ) The Permanent Way Inspector should obtain permission to commence work from D.E.N./ A.E.N. and should arrange to block the line when work is proposed to be done under block with the permission of the Controller/Chief Controller on the day of block and issue a notice to the Station Master on either side.
(d) Caution orders will be issued by the Station Masters concerned as necessary.
(e) The necessary temporary Engineering fixed signals as prescribed should be provided.
(f) In an emergency, when it is necessary on considerations 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.
(2) Protection of line in block section -
(a) In case where stop dead restriction is to be imposed when restriction is to last for more than a day, the following temporary Engineering indicators should be exhibited at the appropriate distance :-
(i) Caution indicator.
(ii) Stop indicator.
(b) In case where the train is not required to stop (non-stop restriction) and the restriction is likely
to last for more than a day the following temporary Engineering
indicators should be exhibited at the appropriate distances:-
(i) Caution indicator,
(ii) Speed indicator,
(iii) Termination indicators.
Note — (i) Annexure 8/3 and 8/3 A indicate the distances at which these are to be fixed.
(ii) When during the course of the work, on consideration of safety it is not desirable to pass trains over the site of work for the time being, the track should be further protected by hand signals and banner flags, by the authorised Railway servant.
(3) Protection of line in station limits- Special instructions will be issued by the Divisional Railway Manager (Operating) after consultations with Divisional Engineer and Divisional Signal and Telecommunication Engineer in regard to the use of temporary Engineering signals in conjunction with station fixed signals. In urgent cases these will be issued by the Station Master at the request of Permanent Way Inspector.
(Advance Correction Slip No. 114 )Temporary Engineering Fixed Signals-Location and details -
(1) These consists of:
(a) Caution indicator.
(b) Speed indicator.
(c) Stop indicator.
(d) Termination indicators ( T/P & T/G).
(2)(a) Multi Speed Restriction (i.e. existence
of two or more than two speed restrictions in continuation): When work of deep screening or sleeper renewal is in progress, there is situation of having two or more than two speed restrictions in continuation. In such situation, placement of speed boards for following speed restriction shall be as under:
(1) In case of following speed restriction being more restrictive, a minimum of 200m track should be under earlier speed restriction zone. If not, then only one SR board should be provided, considering that the previous speed restriction is at par with the following SR, which is more restrictive.
(ii) In case of following speed restriction being less restrictive, corresponding speed indicator board for following speed restriction shall be placed at a distance equal to the length of the longest goods train operating on the section after termination point of previous speed restriction zone.
(2) (b) The details and position of fixing each indicator are detailed in
Annexures 8/4, 8/3 and
( Advance Correction Slip No. 97)
(3) During the hours of night, the lamps of the temporary indicators which are not reflective type should be lit at sunset and kept burning till sunrise, where trains run at night. Reflective type temporary indicators need not be lit.
(4) For intermediate tracks on triple or multiple lines, Engineering indicators should be fixed between tracks to within 300 mm. from rail-level, to avoid infringements of standard dimensions.
(5) All indicators should be placed on the left hand side as seen by the Drivers except on CTC sections (single line) where they should be placed on Right hand side.
(6) Each Permanent Way Inspector should have in his possession at least one complete set of signals consisting of 2 caution indicators, 2 speed indicators, 2 stop indicators and two sets of termination indicators (2 Nos
T/P & T/G indicators).
(7) One termination indicator bearing letters T/G should be located at a distance equal to the length of the longest goods trains operating on the section from the place of work.
Another Termination indicator bearing the letters T/P should be located at a distance equal to the length of the longest passenger train operating on the section from the place of work which will help the passenger trains to pick up speed after reaching
T/P indicator, without losing time. The Guard of a passenger train shorter than the longest passenger train will exhibit an "all-clear" signal to his Driver when the rearmost vehicle has cleared the restricted length and the Driver will resume normal speed. In the case of light-engines or single unit rail cars, the Drivers will resume normal speed after clearing the restricted length.
809. Procedure for Passing Trains at stop dead Restrictions - The flagman at the stop indicators shall present his restriction book to the Driver who should stop in the rear of the stop indicator.
The "restriction book" should be to the following form:
Engineering indicator at
Signature of the Driver
After the flagman has obtained the signature of the Driver at the indicator, he should exhibit proceed with caution signal to the Driver. The Driver will then be authorised to pass the stop indicator and continue at this speed until his train has cleared the restricted length, after which he will resume normal speed.
810. Procedure for blocking line for Engineering purposes -
(1) Arrangements for block-
(a) Except in very urgent cases arrangements for Blocking the lines between stations shall be made by the Divisional Engineer in consultation with the Divisional Operating Manager, sometime before the block is imposed.
(b) The Divisional Operating Manager will issue instructions to the Station Masters on either side of the section to be blocked and Station Masters/Yard Masters of train ordering stations concerned about the last train to pass over the section before the block is imposed, the trains to be cancelled because of the block and any other particulars and will conclude by stating which official of the Engineering Department will impose and remove the block. The instructions will be acknowledged by those to whom issued.
(c ) In an emergency when there is no time to refer to Divisional Operating Manager or where block will not interfere appreciably with the traffic the Station Master (after consulting control on controlled section) will arrange directly with the Engineering Official requiring the block.
(2) Imposition of Engineering Block - (a) The Inspector or authorised railway servant who blocks the line should transmit a message to the Station Master on either side of the block section to be blocked, copy to the Divisional Engineer, Assistant Engineer, Loco Foreman, Controller on controlled sections and Divisional Operating Manager, advising them of the time from which the block is to be imposed and the kilometrage and asking for acknowledgement from the concerned Station Masters.
(b) The Station Master receiving the message for transmission will sign for it, noting the time of receipt and shall transmit the message to the Station Master on the other side of the block section, which is to be blocked, and to the
Controller. The Station Master on the other side will acknowledge receipt by a message addressed to Permanent Way Inspector or authorised railway servant and the Station Master of the transmitting station.
(c ) On receipt of this message the Station Master of the station from which the message was transmitted will block the line in the manner prescribed and hand over a signed copy to the Inspector.
(d) Field telephone should be used for liaison with the Control during the block.
(3) Removal of Engineering Block - (a) When removing a block the Inspector or authorised railway servant responsible will transmit a message to the Station Master on either side of the block section blocked, copy to the Divisional Engineer, Assistant Engineer, Loco Foreman, Controller, Divisional Operating Manager etc., advising them that the block has been removed and asking for acknowledgement from Station Masters. Particulars of kilometrage, restriction of speed and position of Engineering Indicators should be given in the telegram.
(b) The Station Master who receives the message for transmission will sign for it, noting the time of receipt and transmit the message to the Station Master of the other station. The message must be acknowledged by the latter, addressed to the Inspector and Station Master of the transmitting station.
On receipt of this acknowledgement the Station Master who originally imposed the block, will remove it in the manner prescribed. The Control or the Divisional Operating Manager, will advise the Station Masters on the train ordering stations when a block is finally removed.
(4) Issue of Caution Orders to Drivers -Caution order to Drivers of all trains will be issued by the Station Masters for temporary engineering restrictions. Caution order will indicate the exact kilometrage, speed restrictions, stops, as the case may be, but will not include permanent restrictions that are notified in the working time-table.
811. Works at times of poor visibility -In thick foggy or tempestuous weather impairing visibility, no rail shall be displaced and no other work which is likely to cause obstruction to the passage of trains shall be performed except in case of 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.
812. Temporary Signals in Emergency-
(1) Whenever in consequence of an obstruction of a line or for any other reason it is necessary for a railway servant to stop approaching train he shall plant a danger signal at the spot and proceed with all haste in the direction of an approaching train with a danger signal (red flag by day and red light by night) to a point 600 metres for Broad Gauge and 400 metres for Metre Gauge and Narrow Gauge from the obstruction and place one detonator on the line after which he shall proceed further for not less than 1200 metres for Broad Gauge and 800 metres for Metre Gauge and Narrow Gauge from the obstruction and place three detonators on the line 10 metres apart. He should then take a stand at a place not less than 45 metres from there from where he can obtain a good view of an approaching train and continue to exhibit the danger signal, until recalled, if recalled, he shall leave on the line three detonators and on his way back pick up the intermediate detonator continuing to show the danger signal. In case of those Metre Gauge sections where the maximum speed is more than 75 km.p.h. these distances will be as per approved special instructions.
(2) On single line the line must be protected on each side of obstruction.
(3) Where there are adjacent lines and it is necessary to protect such lines, action should be taken on each such line in a similar manner.
813. Periodical notice of Engineering Restrictions - For works involving restriction of speeds of trains the Divisional Engineer will arrange publication in the periodical gazette of the railway furnishing following details :-
(1) The names of the block stations on either side of the site where the engineering work will be undertaken in order that caution orders may be issued.
(2) Kilometrage of site of work.
(3) Restricted speed and stop dead restriction to be observed by the Driver.
(4) Nature of work being undertaken or reasons for restriction.
(5) Probable duration.
814. Permanent speed restriction indicators- (1) Permanent speed restriction boards-
(a) Permanent speed restrictions in force are notified in working time-tables.
The speed indicators are erected to indicate to the Drivers the speed restrictions to be observed e.g., between stations, and at stations due to weaker/non standard track/ bridges, restrictions on curves, grades and points and crossings etc.
(b) The indicators to be used are similar to those used for temporary restrictions, namely, caution indicator, speed/stop indicators and termination indicators (T/P&T/G).
The details of the indicators and the distance at which they are to be fixed are the same in both the cases
(Annexure 8/3 & 8/4).
(c) The permanent indicators need not be flood lit at night as in the case of temporary indicators/ signals.
(2) Siding Boards.-When speed restriction has been imposed on account of facing points of an outlying siding an 'S' marker (a circular board of 1 metre dia. painted yellow, with 300 mm.
letter 'S' painted in black on it) should be fixed at the points in addition to the speed and caution boards fixed in rear of the points. Where however, the sanctioned speed of the section does not exceed 50 km.p.h. the speed
indicator and the 'S' board need not be provided except where the speed over the points is less than sanctioned speed of the section. 'S' marker should be so fixed that the centre of the board is 2 metres above the rail level.
(3) Board indicating speed over points -Where the speed over the points at a station is less than the speed sanctioned at other stations on the same section, a permanent speed indicator should be fixed on the first approach signal of the station.
(4)The posts of permanent speed indicator marker boards should be painted with 300 mm. high bands in white and black.
(5) Where a permanent speed restriction is in force on any intermediate track on triple or multiple lines, the engineering indicators should be fixed between tracks to within 300 mm. from rail-level to avoid infringement of standard dimensions.
815. Indicators (General) - (1) Where indicators are provided under special instructions to furnish information to Drivers, these should be in black letters or figures on yellow back ground.
(2) Whistle indicator - (a) Whistle boards should be provided in rear of all places where the view of the Drivers is obstructed by cuttings or tunnels or curves and where it is necessary to give audible warnings of the approach of a train to those working on the track. The whistle boards are fixed at a distance of 600 metres.
(b) Whistle indicator for level crossings -Whistle boards are also provided on the approach of all unmanned level crossings and in case of manned level crossings, where a clear view is not obtained. These bear the letters W/L. The details of these whistle boards are described in Para 916(1)/ Chapter on Level Crossings and Gateman.
(3) Shunting limit Boards -They are provided at an adequate distance in advance of the trailing points. This shall consist of 600 mm. x 1000 mm. rectangular board painted yellow with a black cross on the top and words "shunting limit" written in black below it. Its height should be 2 metres from the rail level to the underside of the portion containing the cross and the post on which it is fixed, painted with 300 mm. high bands in white and black. It should be fitted with a lamp showing white light in both directions.
816. Detonating signals - Detonating signals otherwise known as detonators or fog signals are appliances which are fixed on the rails, and when an Engine (or vehicle) passes over them, they explode with a loud report so as to attract the attention of the Driver.
817. Care and Custody - (1) Detonators should be protected against damp. They should be stored in tin cases with papers wrapped over them, a layer of waste cotton must be kept at bottom and top of the tin cases to avoid contact with the metal.
(2) In one tin case not more than twelve detonators should be kept.
(3) The tin cases should be stored in wooden boxes which should be kept in dry places and not left in contact with the brick walls, damp wood, chloride of lime or other disinfectants; these should not be exposed to steam or other vapours.
(4) Unexploded detonators should not be as far as possible sent from place to place by consignment; they should be conveyed personally or by a messenger.
818. Stock with Engineering Staff - (1) Each way, Works and Bridge Inspector shall have a stock of detonators sufficient to recoup the number annually tested and any which may be exploded for works and emergency. The
Permanent Way Inspector shall ensure that all Gangs, Gatemen,
Keymen, Patrolmen and Watchmen are equipped with the specified number of detonators.
(2) Every Assistant Engineer, Gangmate, Keyman, Gateman, Patrolman and Watchman, whose duties include protection of track shall carry the specified stock of detonators with him on duty, for use during an emergency.
(3) The month and year of manufacture are shown on the label outside each case and also stamped on each detonator. Detonators should be used in the order of the dates stamped on them, the oldest being used first. To facilitate ready withdrawal in this sequence, they should be stored also accordingly.
819. Use of Detonators - (1) The staff in possession of detonators shall not make any improper use of them. Engineers and Inspectors are responsible to ensure that the staff working under them know how and when to use detonators.
(2) A detonator when required to be used shall be placed on the rail with the label or brand facing upwards and shall be fixed to the rail by bending the clasps around the head of the rail.
(3) In the case of a mixed gauge, detonators shall be placed on the common rail or on the rail of each gauge.
820.Testing - (1) Once a year, one detonator shall be taken by the Permanent Way Inspector from his own stock and from Gangmate, Keyman, Gateman, Patrolman and Watchman for testing, one also from each of the lots in the personal custody of Divisional Engineer, Bridge Engineer, Assistant Engineer, works and relieving Permanent Way Inspector where the headquarters of these officials falls within the P.W.I.'s jurisdiction. The oldest detonators should be selected for the test.
(2) The testing of detonators should be done under an empty 4-wheeled B.G./M.G./N.G. wagon propelled by an engine and moving at walking speed under the direct supervision of the Permanent Way Inspector, who
shall ensure safety range during testing. Results of tests should be entered in a Register.
(3) The P.W.I, shall submit by the end of the year (31st December) a certificate in duplicate to the Assistant Engineer to the effect. "I certify that I have tested the detonators from stocks mentioned below in accordance with standing orders for the year
ending.....and append a list of those that failed to
explode." The Assistant Engineer shall countersign and forward one copy of the certificate to the Divisional Engineer with remarks, if any. Orders regarding the return or destruction of those lots, the samples from which failed to
explode, shall be issued by the Divisional Engineer.
821. Life of detonators - The normal life of detonators is seven years. The life of the detonators can be extended to ten years on an yearly basis subject to the condition that two detonators from each lot of over 7 year old ones are tested for the explosive content and the results being found satisfactory. Such time extended detonators can be used on all sections after satisfactory testing. In case the results are not satisfactory, they should be destroyed as envisaged in
Para 822. In any case no detonator should be kept in use after ten years.
822. Disposal of time-barred Detonators
- No detonator that bears any sign of rust and is time-barred shall be held in stock. Such detonators shall be destroyed by one of the following methods
(1) By soaking them in light mineral oil for 48 hours and then throwing them one by one into fire with due precautions.
(2) By burning them in incinerator.
(3) By detonating them under wagon during shunting operations.
(4) By throwing them in deep sea.
The destruction of time-barred detonators should be done in the presence of a Permanent Way Inspector who should ensure that every care is taken to see that splinters of detonators do not cause any injury to life and property. They should not be buried or thrown in places from where they could be recovered.
823. Safety Range - When detonators are being tested, no person should be allowed within a radius of 50 metres from the detonators to be exploded; the engine crew shall remain well within the cab. In practice, splinters from detonators when exploded seldom fly in a direction to the rear of the wheel which detonates them. Staff should therefore, when observing the safety radius, place themselves, as far as possible on the rear side.
824. Flare Signals- Descriptions - A flare signal which includes a fusee emits a bright red flame, when lighted and is used for warning the Driver of an approaching train of any obstruction. The fusee normally used burns for about seven minutes.
825. Use of flare signals - When it becomes necessary to protect an obstruction in a Block section, a flare signal may be used, while the railway servant proceeds to place detonators. A fusee is to be lit to give timely warning to the Driver of an approaching train of any obstruction such as derailed train obstructing adjacent lines, breaches, wash away floods, landslides etc., when the Railway servant does not have adequate time to do the protection in the normal manner with detonators as envisaged
under rules; besides fusees detonators should also be placed on the line. Fusees are effective only in night time. In day time it can be used in foggy weather.
826. Safeworking of contractors - A large number of men and machinery are deployed by the contractors for track renewals, gauge conversions, doublings, bridge rebuilding etc. It is therefore essential that adequate safety measures are taken for safety of the trains as well as the work force. The following measures should invariably be adopted:
Advance Correction Slip No. 95 )
(i) The contractor shall not start any work without the presence of railway supervisor at site.
(ii) Wherever the road vehicles and/or machinery are required to work in the close vicinity of railway line, the work shall be so carried out that there is no infringement to the railway's schedule of dimensions. For this purpose the area where road vehicles and/or machinery are required to ply, shall be demarcated and acknowledged by the contractor. Special care shall be taken for turning/reversal of road vehicles/machinery without infringing the running track. Barricading shall be provided wherever justified and feasible as per site conditions.
(iii) The look out and whistle caution orders shall be issued to the trains and speed restrictions imposed where considered necessary. Suitable flagmen/detonators shall be provided where necessary for protection of trains.
(iv) The supervisor/workmen should be counselled about safety measures. A competency certificate to the contractor's supervisor as per proforma annexed shall be issued by AEN which will be valid only for the work for which it has been issued.
(v) The unloaded ballast/rails/sleepers/other P. Way materials after unloading along track should be kept clear off moving dimensions and stacked as per the specified heights and distance from the running track.
(vi) Supplementary site specific instructions, wherever considered necessary, shall be issued by the Engineer in Charge.
ANNEXURE 8/1 - PARA 806(1)
IN THE CASE OF M.G. SECTIONS WHERE THE TRAINS RUN AT A SPEED MORE THAN 75 Km. P.H. THE DISTANCES OF HAND - SIGNALS AND DETONATORS SHALL BE INCREASED SUITABLY AS PER APPROVED SPECIAL INSTRUCTIONS.
ANNEXURE 8/2 - PARA 806(2)
(1) INTERMEDIATE FLAGMAN WILL KEEP BANNER FLAG UNTIL THE SPEED OF THE TRAIN HAS BEEN REDUCED, AFTER WHICH THE BANNER FLAG WILL BE REMOVED AND TRAIN
HAND - SIGNALLED FORWARD.
(2) IN CASE OF M.G. SECTIONS WHERE THE TRAINS RUN AT A SPEED MORE THAN 75 Km. P.H. THE DISTANCE OF HAND SIGNALS AND DETONATORS SHALL BE INCREASED SUITABLY AS PER APPROVED SPECIAL INSTRUCTIONS.
ANNEXURE 8/3 - PARA 807 & 808
ANNEXURE 8/3A-PARA 807 & 808
POSITION OF ENGINEERING INDICATORS IN CASE OF MULTI SPEED RESTRICTIONS
ANNEXURE 8/4 - PARA 807 & 808
ENGINEERING INDICATORS FOR TEMPORARY RESTRICTIONS
ANNEXURE 8/5 - PARA 826 (iv)
Certified that shri..........................................................................................P.
way supervisor of M/s.
...............................................................................................has been examined regarding
P. P. Way
working on.......................................work. His knowledge has been found satisfactory and he is capable of
supervising the work safely.