(1) These rules may be called the Kolkata Metro Railway General Rules, 2019.

(2) They shall come into force on the date of their publication in the Official Gazette.

In these rules, unless the context otherwise requires,

(1) Absolute Block Working means the systems of working the trains specified in Part-II, Chapter-V;

(2) Act means the Calcutta Metro Railway (Operation and Maintenance) Temporary Provisions Act, 1985 (10 of 1985);

(3) Adequate Distance Means the distance sufficient to ensure safety;

(4) Approach Lighting means an arrangement in which the lighting of signals is controlled automatically by the approach of a train;

(5) Approved means of communication means any communication equipment or system which is capable of audio transmission between Controller, and/or stations and/or train crews and is approved under special instructions;

(6) Approved Special Instruction means special instruction approved or as prescribed by the Commissioner of Railway Safety;

(7) Aspect of a signal means the appearance of signal as seen by the Motorman of an approaching train;

(8) Authorised Electrical Person means any person who is duly authorised to perform specific work on the electrical equipment of circuitry, the authorisation being done by an officer of Metro Railway Administration empowered for this purpose;

(9) Authorised Officer means a person who is duly empowered by General or special order of the Metro Railway Administration either by name or by virtue of his office, to issue instructions or to do any other thing;

(10) Authority to Proceed means the authority given to the Motor man of the train, under the system of working, to enter the block section with his train;

(11) Automatic Block Working means systems of working of the trains specified in Part-II, Chapter-V;

(12) Automatic Mode means the mode of operation of train under Automatic Train Operation where train is driven automatically including control of acceleration, coasting, braking and stopping of trains;

(13) Automatic Train Operation means a Continuous Automatic Train Control system or Communication Based Train control System, which automatically controls acceleration, coasting, braking and stopping of trains;

(14) Automatic Train Protection means Continuous Automatic Train Control System or Communication Based Train control System which maintains safe train operation, including train direction, train separation, interlocking and speed enforcement;

(15) Automatic Train Supervision means a sub-system of Continuous Automatic Train Control system or Communication Based Train control System which automatically monitors the entire system and directs train running so as to provide scheduled service under normal circumstances;

(16) Auxiliary Substation means a substation where equipments are provided for conversion of high voltage AC to 415/230 Volts AC;

(17) Axle Counter means an electrical device which, when provided at two given points on the track, proves by counting axles in and counting axles out , whether the section of the track between the said two points is clear or occupied;

(18) Bad weather impairing visibility means adverse weather condition whereby normal visibility is effected due to fog, dust or thunder storm, heavy winds, rain etc. resulting in reduced visibility;

(19) Berth means length of track nominated to be occupied by a train;

(20) Block Back means to dispatch a message from a block station intimating to the block station immediately in rear that the block section is obstructed or is to be obstructed;

(21) Block Forward means to dispatch a message from a block station to the block station immediately in advance the fact that the block section in advance is obstructed or is to be obstructed;

(22) Block Section means that portion of the running line between block stations as specified by special instructions on to which no running train may enter, until permission to approach has been received from the block station at the other end of the block section;

(23) Blue Light Station means a location indicated by a blue light where a person can communicate with the Operations Control Centre and disconnect traction power of a specified section to stop a train, in an emergency;

(24) Bond means connections for electrical continuity in the running rail for traction return current or for signaling track circuit;

(25) Braking Distance means the distance required by a train to stop in normal braking conditions, taking into account the track gradient, the train weight and its speed;

(26) Building Management System means a control-panel or workstation installed at every station to monitor and control proper functioning of building services, including safety critical systems; It includes Integrated Station Management System and Tunnel Ventilation System;

(27) Cab to Cab Communication means voice communication provided between Driving Motorman and the conducting motorman;

(28) Cab Signal means visual indication displayed as speed limit and target distance on the Motorman's console granting him the authority to proceed under Automatic Mode, or Coded Manual Mode of driving;

(29) Calendar Day means the period from midnight to midnight;

(30) Car Shed means an area where the Metro Railway trains and Coaches are berthed either for repair or for any other attention including stabling;

(31) Caution Order means an instruction given to the Motorman to observe special precautions including speed reduction at notified locations;

(32) Certificate of Competency means the certificate issued to the Metro Railway servant after he has been examined for his knowledge of rules, regulations, procedures and manuals relevant to his duties, and found fit;

(33) Chief Controller means the Metro Railway servant in overall charge of Operations Control Centre functions;

(34) Circuit means an arrangement of conductors and electrical apparatus connected to a source of electric supply;

(35) Circuit Main Earth means any earth, whether portable or integral with the equipment, which is applied prior to the issue of a permit to work ;

(36) CCTV means Closed Circuit Television for surveillance and Monitoring of passengers and others;

(37) Coded Manual Mode means the mode of operation of train under Train Control System where train is driven manually but remains subject to maximum speed determined by Automatic Train Protection codes (Coded Manual Mode is also referred as Automatic Train Protection Mode);

(38) Commissioner of Railway Safety means a Commissioner of Railway Safety appointed to exercise designated functions under the Act, and includes the Chief Commissioner of Railway Safety;

(39) Communication Based Train Control system is a continuous, automatic train control system using high-resolution train location determination, bidirectional train-to-wayside data communications and train borne and wayside processors capable of implementing Automatic Train Protection functions, with option of Automatic Train Operation and Automatic Train Supervision;

(40) Competent Metro Railway servant means a Metro Railway servant duly qualified and nominated to undertake and perform the duties entrusted to him;

(41) Continuous Automatic Train Control system means an automatic system of controlling and monitoring train movements continuously by means of sub-systems, namely, Automatic Train Protection System, Automatic Train Operation system and Automatic Train Supervision System;

(42) Conducting Motorman means a competent Metro Railway servant in-charge, for the time being, of a train (in the rear cab) and includes the second Motorman or any other competent Metro Railway servant who may perform duties of the Conducting Motorman;

(43) Connection means when used with reference to a running line, the points and crossing or other appliances arrangements used to connect such line with other lines or to cross it;

(44) Controller means a railway servant on duty who, for the time being is responsible for regulating the working of traffic on a section of a railway provided with communication equipment between the Control, Stations and Train Crew;

(45) Cross Passage means a physical connection between two single track tunnels, which is used for maintenance of the Metro Railway, and can also be used for evacuation of passengers and for other relief works during emergencies;

(46) Cut Out Mode means the mode of operation of trains under Continuous Automatic Train Control system or Communication Based Train control System when train borne Automatic Train Protection Equipment is cutout;

(47) Day and Night means the period from sunrise to sunset and vice versa;

(48) Depot Controller means a Metro Railway servant responsible for movements of rakes within the depot area including interchange of rakes between the depot and the main line;

(49) Departure Order Indication means an indication on a display panel in the Motorman's cab conveying authority to the Motorman to proceed or start his train;

(50) Direction of Traffic means the direction for which the line is signalled;

(51) Driving Motorman means the train driver or any other competent Metro Railway servant in-charge, for the time being, of driving a train;

(52) Driverless Train Operation means a train operation where a train can start and stop itself but a train attendant may be present to operate the train doors and to manually drive the train in case of emergencies;

(53) Earth means the general mass of the earth and any conductor in direct electrical connection with it;

(54) Earthed means connected to earth in such a manner as will ensure at all times an immediate discharge of electric energy without danger;

(55) Electrical Way and Works means the traction installations including third rail and other connected works provided on the Metro Railway;

(56) Emergency means an incident involving injury to passengers and employees, damage to Metro Railway equipment or property, delay or disruption to traffic or any combination of these circumstances shall be considered as Emergency and dealt with accordingly;

(57) Emergency Stop Plunger means the device, the operation of which causes the trains, within the station limits, running on Automatic Train Protection, to come to a stop;

(58) The Engineer in-charge means the Assistant Engineer or any other officer in immediate charge of the section concerned;

(59) Engineer's Possession means a defined section of track and works under the sole control of a competent Metro Railway servant for a specific length of time;

(60) Engineering Train Unit means a train which is used for the maintenance and repairs of track side fixed infrastructure;

(61) Facing and Trailing Points means points are facing or trailing in accordance with the direction of a train or vehicle moves over them; Points are said to be facing points when by their operation, a train approaching them can be directly diverted from the line upon which it is running;

(62) Feeding Post means a supply control post in overhead traction, where the incoming feeder lines from grid sub-station are terminated;

(63) Fixed Signal means a signal at fixed location controlling the movement of trains and forming part of the signalling system;

(64) Fouling Mark means the mark at which the infringement of fixed Standard Dimensions occurs, where two lines cross or join one another;

(65) Global System for Mobile Communications Railways means a wireless Mobile Railway communication system, specially designed for Railway applications with features like priority calls, emergency calls, all party conference, etc. and facilitates communication between on board Motormen and Controller or Railway Officials or Maintenance staff;

(66) Headway means the time interval between trains;

(67) Integrated Station Management System Controller means a Metro Railway servant competent and responsible for the control of the Auxiliary systems including tunnel ventilation system, station air conditioning and building management system of the Metro Railway;

(68) Interlocking means an arrangement of signals, points and other appliances, operated from a panel or lever frame, so interconnected by mechanical or electrical locking or both that their operation must take place in proper sequence to ensure safety;

(69) Incident means any occurrence which causes or has potential to cause delay or disruption to passenger services;

(70) Inspection Car means a self propelled vehicle, which is used for the inspection, maintenance and repairs of the equipments of the Metro Railway;

(71) Insulated Third Rail Joint means a special joint for the purpose of sectioning the third rail being powered from different traction substations;

(72) Irrevocable Emergency Brake means that when an emergency brake gets applied, intentionally or otherwise, the brake remains applied until the train speed comes to zero and the cause of application of the emergency brake is removed or reset;

(73) Isolate means to disconnect from all sources of electric supply;

(74) Isolation means an arrangement secured by the setting of points, or other means approved under special instruction, to protect the line so isolated from the danger of obstruction from other connected line or lines;

(75) Jumper Cable means a cable provided with clips for use as a temporary electrical connection to bridge a gap e.g. in a running rail, cable or pipe;

(76) Line Clear means the permission from a block station to a block station in rear for a train to leave the latter and approach the former, or the permission obtained by a block station from a block station in advance for a train to leave the former and proceed towards the latter;

(77) Local Control means the assumption of the responsibilities of the Traffic Controller for the specific station by a person who is authorised to do so for the time being;

(78) Metro Railway servant means a servant duly qualified, possessing a valid certificate of identity and nominated to undertake and perform the duties entrusted to him;

(79) Multiple Aspect signalling means a signalling arrangement in which signals display at any one time in any one of the three or more aspects and in which the aspect of every signal is pre-warned by the aspect of the previous signal or signals;

(80) Motorman means the train driver or any other competent Metro Railway servant in charge, for the time being, of driving a train;

(81) Non-signalled Areas means that position of track in the depot when fixed signals are not installed, movements on these tracks are thus controlled by hand signals;

(82) Non-traffic Hours means the period between the times of running of the last passenger train at night and the first passenger train the following morning;

(83) Normal Direction of Traffic means traffic moving on the left side track;

(84) Obstruction means a train, vehicle or obstacle on or fouling a line or any condition which is dangerous to trains;

(85) OFF Aspect means any prescribed aspect other than its most restrictive aspect displayed by a signal;

(86) ON Aspect means the most restrictive aspect displayed by a signal;

(87) One Train Only System means the systems of working the train specified in Part-II, Chapter-V;

(88) Open Circuit means the condition when a circuit is incomplete by the opening of a switch or otherwise thus preventing electric current from flowing;

(89) Operating panel means the panel in the panel Operation Room which monitors and controls station signaling system;

(90) Operation Control Center or Control Office means the organisation in overall charge of controlling the movement of trains includes Central Control and Area Control;

(91) Panel Operator means the competent Railway servant who is for the time being responsible for the operation of the points and signal from the panel within the station limit in independent charge for working of trains under the system in force;

(92) Passenger Train means a train intended solely or mainly for carriage of passengers;

(93) Permission to Approach means the permission given from a block station to a block station in rear for a train to leave the latter and approach the former;

(94) Platform Screen Doors means a system of automated doors synchronised with the train doors which are provided at the platform edge to isolate passengers on platform from track;

(95) Platform Supervisor Booth means a monitoring cabin on platform for supervisor;

(96) Points and Trap indicators means the appliances fitted to and working with points to indicate the position in which they are set;

(97) Pointsman means a competent railway servant responsible for showing hand signals, ensuring correct setting and locking of points, shunting movements, and other train passing related works as per advice of panel operator;

(98) Power Block means withdrawing traction current or power supply from a particular section;

(99) Proceed Code means the Automatic Train Protection code other than zero speed code on the Motorman's console which indicates the target speed;

(100) Provisional Terminal Block Station means a station not at the end of running line but provided with car reversing siding to enable reversing of trains;

(101) Railway Board means the Railway Board as empowered under section 2 of the Indian Railway Board Act, 1905 (4 of 1905);

(102) Receiving Substation means an electric sub-station where electric power supply is received from Grid substation and transformed to appropriate voltage for distribution;

(103) Rectifier means an apparatus for conversion of alternating current into direct current;

(104) Restricted Manual Mode means a driving mode where train is driven manually and is subjected to Automatic Train Protection in respect of maximum speed limit only;

(105) Rolling Stock Supervisor means a Metro Railway servant duly qualified to examine trains and certify their fitness for safe running ;

(106) Run On Sight Mode means a driving mode where the train is driven manually and is subject to Automatic Train Protection restriction in respect of speed only until Automatic train protection track indications are recognised after which it automatically changes to Coded Manual Mode;

(107) Running Line means the track used for running trains through and between stations and includes connections, if any used by a train when entering or leaving stations;

(108) Running Train means a train which has started but has not completed its journey;

(109) Supervisory Control and Data Acquisition system means the system for the purpose of remote monitoring and control of all traction power supply installations and auxiliary systems;

(110) Section Gap means the gap between the lengths of third rail fed by two different feeders;

(111) Secure a Train means to make a full brake application, close down all driving positions and remove the Motorman's control key and apply parking brakes wherever applicable;

(112) Senior Section Engineer or Junior Engineer (Permanent Way or Works or Bridge or Third Rail or Signal and Telecommunication) means competent Metro railway servant responsible for the construction or maintenance of Permanent Way, points, signals, communication equipments, bridges and Third Rail or other works connected therewith;

(113) Senior Section Engineer or Junior Engineer (Train Examination) means a Metro Railway servant so designated and entrusted with the duties to examine trains or any other rolling stock and certify their fitness for safe running and includes any other railway servant who may be for the time being performing these duties;

(114) Short Circuiting Device means such devices provided for safety reasons on each station located in Auxiliary Sub-station/Traction sub-station/station control room to temporarily short circuit the running rails to earth in case the rise of running rail potential exceeds prescribed limits;

(115) Short Circuit means a fault condition in the circuit arising from the introduction of a path of low resistance to electric current;

(116) Shunting means the movement of a coach or coaches with or without traction motors or of any other self propelled vehicle, for the purpose of attaching, detaching or transfer or for any other purpose;

(117) Signal means an indication given to a Motorman for controlling the movement of his train;

(118) Special Instructions means instructions issued from time to time by the authorised officer in respect of particular cases or special circumstances;

(119) Staff Protection Key means a key provided in station control room extracted and given to authorised staff going to a particular track section for inspection or maintenance;

(120) Staff Special Key means a key provided to open Manual Secondary Door from platform side which is used by the maintenance staff to access the track side;

(121) Station means any place on a line of the Metro Railway at which passenger traffic is dealt with;

(122) Station Control Room means the room where station control panel or work-station is located;

(123) Station Shift-in-charge's Office means the office of the Station Superintendent or Station Shift-in-charge at station for the command and control of various activities in the station -Public Address system, Closed Circuit Television, Automatic Fare Collection System and Passenger Assistance Telephone;

(124) Station Limits means the limit of Metro Railway section which is under the administrative control of a Station Shift-in-charge as specified by special instructions;

(125) Station Shift-in-charge means the person on duty who is for the time being responsible for the working of the station and traffic within station limits in independent charge of the station, working of signals and responsible for the working of trains under the system of working in force;

(126) Station Section means that portion of station limits at a block station, which forms the boundary of the contiguous block section;

(127) Subsidiary Rule means a special instruction which is subservient to the general rule to which it relates and shall not be at variance with any general rule;

(128) Sub-Station means a building or area containing electrical equipment for reception and transmission of electrical energy;

(129) Supply Control Post means an assembly of interrupters, isolator switches, remote control equipment and other apparatus provided for controlling power supply to overhead equipment or third rail traction equipment, and it includes feeding posts, sectioning and paralleling posts;

(130) System of Working means the system adopted for the time being for the working of trains on any portion of a railway;

(131) Target Distance means the farthest point to which the train may safely proceed;

(132) Target Speed means the speed displayed on the Motorman's console which thetrain must not exceed;

(133) Temporary Earth means an additional earth which is applied after the issue of a permit to work and which must be removed prior to the cancellation of the permit to work ;

(134) Terminal station means station, specially declared so by the authorised officer, where normally no train runs through and passenger trains originate or terminate or continue its onward journey after change of crew and issue of Caution Order or shunting etc; such station shall be provided with stop boards (where no stop signals are provided) at a place where trains normally come to a stop; Signal overlap is not required at such station;

(135) Test Track means the track in car shed area which is used to test movements of trains and performance of on board appliances or equipment, when required;

(136) Third Rail means the rail on insulator laid by the side of the running rails by means of which electrical energy is supplied to electric trains through current collectors;

(137) Track Circuit means an electrical circuit provided to detect the presence of a vehicle on a portion of track, the rails of the track forming part of the circuit;

(138) Traction Feeder Breaker means a circuit breaker controlling the supply of 750 volts DC to the third rail equipment;

(139) Track maintainer means a Metro Railway servant employed on permanent way or work connected therewith;

(140) Traffic Controller means a Metro Railway servant on duty who is for the time being responsible for regulating the working of traffic on a part or full section of the Metro Railway;

(141) Traffic Hours means the period between the time of the start of the running of the first scheduled train in the morning and termination of the last scheduled train at night;

(142) Track and Structure or works Engineer means any Metro Railway servant responsible for the construction or maintenance of points, underground structure, surface structure, bridges or other works connected therewith;

(143) Traction means a traction system working on 25000 volts single phase, 50 Hz alternating current or 1500 volts Direct Current with Overhead Equipment System, or on 750 volts or some other voltage of Direct current with third rail system;

(144) Traction Current means the current drawn by an electrical train at 750 volts DC for movement;

(145) Traction Power Controller means a competent Metro Railway servant who is for the time being responsible for the control of power supply and operations pertaining thereto on the traction power distribution system of the Metro Railway;

(146) Traction Power Distribution System means a power distribution system provided for traction purposes;

(147) Traction Sub-station means a sub-station where equipment is provided for converting from AC to DC through rectifier transformer sets;

(148) Train means one or more units of coaches with driving cabs at either end or both end or any self-propelled vehicle with or without a trailer, which cannot be readily lifted off the track;

(149) Train Control and Monitoring system or Train Integrated Management System means a system designed to provide information and exercise control on a variety of functions related to movement of metro trains, like traction, power, braking, air conditioning, etc;

(150) Train Radio means a wireless telephone message communication system between the cab of the train, stations and the control;

(151) Train Protection and Warning System means an Automatic Train Protection system to safeguard against over-speeding, passing signal at danger and avert collision;

(152) Transformer means a static apparatus for transforming and supplying alternating current at different voltage;

(153) Tunnel Ventilation Section means a minimum length of a tunnel section of an up or down line capable of being mechanically ventilated using tunnel ventilation fans;

(154) Two-aspect signaling means a signaling arrangement in which each signal displays at any one time either of the two aspects;

(155) Unattended Train Operation means a train operation where the starting and stopping of trains, as well as operation of train doors and handling of emergencies are fully automated without any regulatory requirement of staff present in the trains;

(156) Work Train means a departmental train intended solely for execution of works, including maintenance works, on the Metro Railway network.

(1) Station shall, for the purpose of these rules, be divided into two categories block stations and non block stations.

(2) Block stations are those at which the Driving Motorman must obtain an authority to proceed under system of working to enter the block section with his train; and under the absolute Block system consist of three classes, namely:

(a) Class A stations. where line clear may not be given for a train unless the line on which it is intended to receive the train is clear for at least 400 meters beyond the Home Signal or up to the Starter;

(b) Class B stations. where line clear may be given for a train before the line has been cleared for the reception of the train within the station section; and

(c) Class C stations. block hut, where line clear may not be given for a train, unless the whole of the last preceding train has passed complete at least 400 meters beyond the Home Signal, and is continuing its journey which will also include an Intermediate Block Post.

(3) Special Class Stations. are such block stations which do not fall under the category of class A , B and C mentioned above.

(4) Non-block stations or Class D stations are stopping places which are situated between two consecutive block stations and does not form the boundary of any block section.

In these rules, wherever words such as he or his or him etc. are used in the context they shall include corresponding feminine word such as she or her etc. unless expressly mentioned to the contrary. These rules will apply equally to both male and female railway servant.

All other words and expressions used in these rules and not defined but defined in the Act or the Construction Act, shall have the meanings respectively assigned to them in those Acts.

RULES APPLYING TO METRO RAILWAY SERVANTS GENERALY

The Metro Railway administration shall supply a copy of these rules and the amendments made thereto,

(1) (a) to each station and Operations Control Center;

(b) to each maintenance shed; and

(c) to such offices as may be specified.

(2) to each Metro Railway servant on whom any definite responsibility has been placed by the said rules, or of such portions thereof as relate to his duties.

Every Metro Railway servant who has been supplied with a copy of these rules, shall,

(1) have his copy readily available when on duty;

(2) keep it posted with all amendments;

(3) produce the same on demand by any of his superiors;

(4) obtain a new copy from his superior in case his copy is lost or defaced; and

(5) ensure that the staff working under him are supplied with all amendment and that they also comply with the provisions of the amended rule.

Every Metro Railway servant shall,

(1) be conversant with the rules relating to his duties and the Metro Railway administration shall ensure that he does so;

(2) pass the specified examinations, if any;

(3) satisfy himself that the staff working under him have complied with sub-rule (1) and (2); and

(4) if necessary, explain to the staff working under him, the rules so far as these apply to them.

Every Metro Railway servant shall render assistance in carrying out these rules and report promptly any breach thereof, which may come to his notice, to his superior official and other authority concerned.

(1) Every Metro Railway servant shall be responsible for the security and protection of the property of the Metro Railway administration under his charge.

(2) Every Metro Railway servant shall endeavor to prevent,

(a) trespass on Metro Railway premises;

(b) theft, damage or loss of Metro Railway property;

(c) injury to himself and others, and

(d) fire in Metro Railway premises.

Every Metro Railway servant shall promptly observe and obey,

(1) all rules and special instructions, and

(2) all lawful orders given by his superiors.

Every Metro Railway servants shall be in attendance for duty at such times and places and for such periods as may be fixed by the Metro Railway administration and shall also attend at any other time and place at which his services may be required.

13 Absence from duty. (1) No Metro Railway servant shall, without the permission of his superior, absent himself from duty or alter his appointed hours of attendance or exchange duty with any other Metro Railway servant or leave his charge of duty unless properly relieved.

(2) If any Metro Railway servant, while on duty, desires to absent himself from duty on the ground of illness, he shall immediately report the matter to his superior and shall not leave his duty until a competent Metro Railway servant has been placed in charge thereof.

14. Taking alcoholic drink, sedative, narcotic, stimulant drug or preparation. (1) While on duty, no Metro Railway servant shall, be in a state of intoxication or in a state in which, by reason of his having taken or used any alcoholic drink, sedative, narcotic or stimulant drug or preparation, his capacity to perform his duties is impaired.

(2) No Metro Railway servant, directly concerned with the working of trains, shall take or use any alcoholic drink, sedative, narcotic or stimulant drug or preparation within eight hours before the commencement of his duty or take or use any such drink, drug or preparation when on duty.

15. Conduct of Metro Railway servants. A Metro Railway servant, shall,

(1) wear the badge and uniform, as may be specified, and be neat and tidy in his appearance while on duty;

(2) not wear any attire unsuitable for public appearance;

(3) be prompt, alert, civil and courteous;

(4) not solicit or accept illegal gratification;

(5) give all reasonable assistances and be careful to give correct and relevant information to the public;

(6) not read newspapers and publication other than those connected with his duties, or play radios or other gadgets while on duty;

(7) avoid any threatening gesture or behavior or arguments as would tend to create adverse criticism of the Metro Railway administration;

(8) give his name and designation without hesitation, when asked if his duties require him to contact the public;

(9) conduct himself, whether on or after duty, so as to merit the confidence and respect of the public.

16. Duty for ensuring safety. (1) Every Metro Railway servant shall,

(a) see that every effort is made for ensuring the safety of the public;

(b) promptly report to his superior any occurrence affecting or likely to affect the safe or proper working of the Metro Railway which may come to his notice;

(c) render on demand all possible assistance in the case of an accident, disaster or obstruction; and

(d) never resort to shortcut methods endangering safety.

(2) Every Metro Railway servant who observes,

(a) that any signal is defective;

(b) any obstruction, failure or threatened failure of any part of the Way or Works or Third rail;

(c) anything wrong with a train; and

(d) any unusual circumstance or situation likely to interfere with the safe running of train, or the safety of the public shall take immediate steps, such as the circumstances of the case may warrant, to prevent accident, disaster or obstruction; and must inform the nearest Shift-in-charge or control office by quickest possible means.

SIGNALS

17. Placing of Fixed Signals. Fixed signals shall be clearly visible to the driving motorman of trains approaching it and shall be placed immediately over or to the right or left side of the line to which it refers unless otherwise authorised by special instructions.

18. Exhibition of hands signal. (1) All hand signals shall be exhibited by showing a flag or hand by day and showing a light by night and at tunnel.

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

(3) The size of hand signal flags (green and red) should not be less than fifty centimeters long and forty five centimeters wide.

(4) During night and bad weather and impairing visibility, a hand signal shall be given by showing a red or green light. A white light vigorously waved in horizontal direction shall be used as a stop signal only when the red light is not available. White light in such eventuality should be waved horizontally.

(5) Red or green light of hand signals shall be either a static or flashing type.

(6) Red flag should normally be kept in the active hand and green flag in the other hand.

(7) In tunnel section hand signal shall be exhibited by showing a hand lamp by day and night time.

19. Methods of display of hand signals for controlling train movement. Methods of display of hand signals for controlling train movement and Indications are explained below,

(1) STOP DEAD,

(2) Proceed,

(3) Proceed with caution hand signal,

20. Hand Signals for shunting movements.

21. Knowledge and possession of hand signal. (1) Every Metro Railway servant connected with the movement of the trains, shunting operations, maintenance of installation of works of any nature affecting safety of trains shall have,

(a) a correct knowledge regarding display of hand signals; and

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

(2) Every Station Shift-in-charge and other supervisory staff shall see that the staffs working under him who are required to use hand signals are supplied with all necessary hand signalling equipment and have a correct knowledge of their use.

WORKING OF TRAINS GENERALLY

22. Standard Time. The working of trains between stations is regulated by the Indian Standard Time.

23. Adherence to advertised time. No train-carrying passenger shall be dispatched from a station before the advertised time.

24. General. (1) No person shall drive a train unless he is in possession of a valid certificate of competency and medical fitness.

(2) No Motorman shall be booked to work a train until he has learnt the road and signed a certificate that he is fully acquainted with it and for this purpose, he shall be booked for minimum three round trips including one trip during night before being put to work the train independently.

(3) A Motorman who has not worked on a section for three months or more should be given road learning trips to refresh his knowledge as under:

(4) No train shall be driven on a running line from the rear cab except,

(a) a locomotive working within an Engineer's Possession under the control of hand signals; and

(b) in exceptional circumstances, when authorised by an official not below the grade of Traffic Controller. A look out shall be positioned in such cases at the leading end with the capacity to apply the emergency brake, and the speed of the train shall not exceed ten kilometer per hour in such cases.

(5) In depot, the train shall be always driven from the leading cab in the direction of travel or otherwise the Motorman in the rear cab shall be instructed by cab to cab telephone by a second qualified Motorman in the leading end cab.

(6) In depot, where a part consist or damaged train cannot be driven from the leading end, a look out shall be posted at the leading end, the Motorman shall have the means of sounding an audible warning and, if practicable, the means of applying the emergency brake.

(7) Each train while manned shall show two white lights to the front and two red lights to the rear in the direction of travel.

(8) A stationary train on a running line shall be secured and shall show two red lights at each end of the train.

(9) A train stabled in a depot or siding shall show at least one red light at each end at a double ended siding and at the outermost end in the dead end siding.

25. Speed of trains over Facing Points. (1) The speed of a train over an interlocked facing point shall be as specified in the Approved Special Instructions .

(2) Speed of a train over a non interlocked facing point and cross over shall not exceed fifteen kmph unless otherwise specified.

26. Trains driven from the trailing Driving Cab. No train shall be driven from the trailing Driving Cab outside Station Limits except in emergency in accordance with Special Instructions and at a speed not exceeding fifteen kmph.

27. Examination of defective Coaches. (1) No train with a coach, which has derailed or has been rendered defective, shall be kept in service to run between stations until it has been examined and passed by a rolling stock supervisor.

(2) Where a coach has derailed between stations, the Driving Motorman shall not take the train after derailment to the next station unless the coach has been examined and certified fit to run and accompanied by a rolling stock supervisor.

28. Duties of staff to examine notices before starting. Every Driving Motorman and Conducting Motorman, after coming on duty to work with train, shall examine the notices issued for their guidance and ascertain there from whether there is anything requiring their special attention on the section over which they have to work.

29. Examination of Train by Driving Motorman. The Driving Motorman shall, before the commencement of journey, ensure that,

(1) the train is properly coupled;

(2) all electrical couplings are properly made;

(3) the train control and power apparatus are working properly as specified;

(4) the brake system of the complete train is working properly as specified;

(5) the head and tail lights are functioning properly;

(6) the train is in proper working order; and

(7) the radio communication system with the control is in working order.

30. Train crew not to leave the train till handed over. No Driving Motorman or Conducting Motorman shall leave his train unless it has been ensured that custody of the train remains in the hands of authorised personnel and he can only get down from the cab in case of any failure of train movement in accordance with special instructions.

CONTROL AND WORKING OF STATIONS

31. Access to booking office and areas not open for public. (1) Only persons authorised under special instructions shall be permitted inside booking offices and other offices.

(2) Suitable notices shall be displayed restricting entry to prohibited areas.

32. Authorities and Messages in prescribed Forms. (1) All messages and written authorities connected with working of trains shall be prepared on forms as may be specified and shall be stamped with the station stamp.

(2) If the necessary printed form is not available, a manuscript form containing particular shall be prepared as an emergency measure and the reasons therefore will be recorded in the station diary.

(3) All messages and written authorities connected with working of trains shall not be prepared and signed in advance.

33. Station Working Rules. (1) In addition to the Generals Rules for Metro Railway and Subsidiary Rules of a Railway, each station shall be provided with the station working rules applicable to the station issued under special instructions.

(2) A copy of the Station Working Rules or relevant extracts shall be kept at Station Shift-in-charge's as well as at Panel-room.

34. Opening of station. Stations shall remain open throughout traffic hours unless otherwise authorised by special instructions or when temporary closure is necessary in emergencies.

35. Control of over-crowding on platforms. (1) Station staff must monitor directly or as an alternative through the Closed Circuit Television.

(2) In case of over-crowding on the platforms, the sale of tickets shall be stopped temporarily and regulation of passengers shall be enforced in accordance with special instructions.

(3) In cases referred to in sub-rule (2),

(a) the Driving Motorman of the approaching train, shall approach cautiously; and

(b) the passengers at the stations, shall be cautioned.

36. Prohibition of begging, vending, smoking, etc. No person shall beg, vend, smoke create nuisance or create inconvenience to other passengers and misuse Metro Railway property.

37. Prohibition against carrying of dangerous or offensive goods. (1) No person shall take or cause to be taken any dangerous or offensive goods upon the Metro Railway.

(2) If any Metro Railway Official has reason to believe that any such goods are contained in a package in the custody of the passengers, he may cause the package to be opened for the purpose of ascertaining its contents.

38. Securing of Metro Coaches. The Station Shift-in-charge shall ensure that metro coaches stabled at the station are properly secured in accordance with special instructions.

39. Responsibilities of Booking office staff. (1) The booking office staff shall,

(a) be responsible for the sale of tickets at ticket window and by self service machines where provided;

(b) sell tickets for the prices in the current fare table and render exact change as may be required;

(c) account for all tickets sold and all cash taken in accordance with instructions issued from time to time;

(d) keep such amounts of cash at their points of sales, as is necessary for giving change, and the surplus shall be kept in a locked safe or the other secure storage;

(e) be responsible for ensuring that self service ticket vending machines, if provided are adequately stocked with tickets and that cash is regularly removed from the machines to secure storage;

(f) be responsible for reporting malfunctioning or irregularities in the operation of ticket issuing equipments to the maintenance departments; and

(g) assist the passengers during crowd control and emergency evacuation procedures.

(2) The Traffic Supervisor or Senior Traffic Assistant or Traffic Assistant, wherever provided, shall,

(a) be responsible for the accurate accounting for ticket sold and cash received; and

(b) be required to assist or depute for the Station Shift In-charge when circumstances demand.

40. Security.

(1) (a) Stations shall be open for access to the public at least ten minutes before the advertised time of departure for the first train and until all the passengers have left the station after the arrival of the last train and at all other times the station shall be secured, as laid down in the special instructions, against unauthorised entry;

(b) at a location near station control room, a key to a designated emergency exit shall be provided in a glass box, which is for use of maintenance staff in the event of emergency during non-traffic hours. The emergency key box shall be inspected each morning by Station Shift In-charge and use of the key, when made, shall be reported to the Security Controller who shall arrange for the box to be secured again;

The opening of emergency exit doors should be monitored by suitable mechanism to keep track of its usage, and ensuring their closure after usage.

(c) the emergency exits, where ever provided, may also be used for the passenger's evacuation in emergency, if required.

(2) All the equipment rooms shall be kept locked at all times when access is not required and when these rooms are accessed by authorised person, such person shall be responsible for ensuring that no unauthorised person is permitted access.

(3) (a) All areas not required for the passage of passengers at the station shall be secured against unauthorised access;

(b) booking offices and other places where items of value, such, as tickets and cash are kept, shall be locked at all times, and within such areas, tickets and other items of value shall be kept in locked cupboards;

ACCIDENT AND UNUSUAL OCCURENCES

41. Report of the accident and unusual occurrences. (1) Any accident or incident shall be reported by the Metro Railway servant concerned or any other person who notices it with utmost expediency to the Traffic Controller and the nearest Station Shift In-charge as soon as practicable.

(2) On receipt of a report under sub-rule (1), the Station Shift in-charge shall inform the Traffic Controller and vice versa.

42. Duties of Traffic Controller in case of Emergency . (1) When a report of any incident or obstruction is received by the Traffic Controller, he shall see that all necessary precautions are taken by the most expedient means possible, for the protection of traffic or Metro Railway property and equipment.

(2) In case of an accident, the Traffic Controller shall arrange for all necessary assistance to be sent to the site of accident.

(3) The Traffic Controller on duty shall, on receipt of information about any incident, immediately inform the nearest Station Shift-in-charges, departmental Supervisor sand Officers concerned who shall take necessary action in accordance with Special Instructions.

43. Duties of Station Shift-in-charge and departmental Supervisor generally in case of Emergency. A Station Shift-in-charge or Departmental Supervisor, on being informed about the incident, shall,

(1) take action as possible within his means and in accordance with Special Instructions to tackle the situation and inform the Traffic Controller, if any outside assistance is required; and

(2) submit a report on each incident after normal conditions have been restored in accordance with special instructions.

44. Order of priority for action in emergency. In case of an emergency, action shall be taken as promptly as possible in the following priorities,

(1) Save life and alleviate sufferings;

(2) Protect Metro Railway property and equipments;

(3) Restore conditions for safe running of trains;

(4) Resume Traffic services.

45. Recording of activities during Emergency . A detailed record of all activities till the emergency lasts shall be maintained in chronological order by the Traffic Controller.

46. Traffic regulation. Traffic regulation as required shall be arranged by the Traffic Controller. Trains shall be worked between stations, as possible, in accordance with special instructions.

47. Duties of the station staff. (1) On receipt of a report of an incident or accident or emergency, as the case may be, under sub-rule (1) of rule 41, the Traffic Controller shall first ascertain the extent of injury to passengers and others and take prompt action to prevent further injuries and he shall also assess the potential effect on the train services and then take all reasonable measures to maintain the train services, prevent delay or damage to property and equipment.

(2) If the incident is an emergency, the Traffic Controller shall report it to the Chief Controller and the Chief Controller shall arrange for the assistance of the Metro Railway emergency response staff and where necessary, arrange the assistance of the Police, fire and the Ambulance services.

(3) The Traffic Controller shall keep a log of all reports and requests received, action taken and other relevant information obtained or distributed.

(4) A Station Shift in-charge, in the event of an accident at his station, shall take measures to prevent the situation becoming worse, render first aid if possible, arrange for the injured to be hospitalised and inform the Traffic Controller for outside help, if required.

(5) If the accident is an emergency, the Station Shift In-charge shall evacuate the area concerned and take measures to prevent access to the area other than by the emergency services, and in extreme cases, the station may be closed and the Traffic Controller requested to arrange for trains to pass the station without stopping.

(6) A full record of events and actions shall be entered in the Station Log, including the video recording as necessary, to preserve the clues.

(7) All staff of the Metro Railway shall deal with the accidents and emergencies expeditiously and with the following priorities,

(a) save life, prevent further injury, and alleviate suffering;

(b) protect the Metro Railway property and equipment;

(c) take steps for preservation of clues;

(d) inform the public of the effect on train services and the availability of alternative transport facilities;

(e) restore the safe operation of the train services as quickly as practicable; and

(f) restore normal services.

48. Flooding of tunnel. (1)(a) When a Metro Railway servant notices a flood condition in the tunnel, he shall immediately report to the Traffic Controller and provide the information regarding location of the affected area, approximate water level with respect to the Rail Top, place where the water is entering the system, if known, estimated flow and length of the flooded area; and

(b) The Traffic Controller shall, on receipt of information, report the incident to all concerned in accordance with special instructions.

(2) (a) The Motorman of any train approaching the area shall be cautioned by the Traffic Controller; and

(b) When the water level is above the Central drain, train services over the affected area shall be suspended.

(3) (a) The traction power supply shall be switched off in the affected flooded length after ensuring that the train is standing there; and

(b) The traction power supply shall be restored after the situation has normalised in accordance with the special instructions.

(4) When a train gets stalled in the flooded area, action shall be taken to detrain passengers under Rule 151 of Part-II or Rule 232(3)(c) of Part-III.

(5) The departmental Supervisors concerned, on receipt of information, shall take steps to tackle the flooding condition in accordance with procedures under Special Instructions.

49. Accidents. (1) In case of accidents, arrangements for medical aid, evacuation of sick, injured passengers, access for ambulance, staff and vehicles shall be made and included as per the provisions specified in special instructions.

(2) In the event of serious accident, the Chief Controller may, in consultation with senior management, declare the situation an emergency, as per the provision specified in special instructions.

(3) Chief Safety Officer or officer nominated shall set up an emergency control either at Operations Control Centre or at the site depending on the nature of the occurrence.

(4) The Chief Safety Officer or officer nominated shall be in over all charge of all the Metro Railway resources of staff and materials for the handling of the emergency and the coordination between the Metro Railway and external emergency agencies, such as fire, ambulance and police and utility services.

50. Fire and Smoke. (1) All Metro Railway servants shall be conversant with the provisions of Fire Fighting manual or any other approved instruction or special instruction for the time being in force.

(2) On noticing fire, which may endanger life or cause damage to property or obstruction to running of trains, a Metro Railway servant shall,

(a) take all possible steps to save life and property, prevent fire from spreading and extinguish it as necessary; and

(b) report the incident to the nearest Station Shift-in-charge or the departmental Supervisor concerned when equipments are involved in the Fire.

(3) The Station Shift-in-charge or the departmental Supervisor concerned on receipt of such information shall,

(a) report the incident to Traffic Controller giving information regarding location, nature and extent of Fire, seek assistance as necessary;

(b) take all possible action within his means to have the fire extinguished with the assistance of local staff; and

(c) render all possible assistance to the persons, if any, involved in fire accident and call for medical relief if necessary. In case of injuries of serious nature, action shall be taken to despatch such persons to the nearest hospital by the fastest means.

(4) On receipt of a report regarding incidence of fire, the Traffic Controller shall,

(a) collect information regarding location, nature and extent of the smoke or fire;

(b) arrange to have the electric current switched off, if necessary;

(c) inform all the officials concerned in accordance with Special instructions;

(d) arrange assistance as required, including activation of smoke extraction system wherever existing in accordance with Special instructions.

(e) arrange detrainment of passengers if required; and

(f) regulate traffic suitably keeping the passengers and Station Staff informed.

(5) (a) The train shall be worked to the next station by the Driving Motorman, if practicable, where prompt action shall be taken to deal with the outbreak including cutting off the source of electric supply to stop serious arcing or fusing.

(b) If it is not possible to take the train to the station in advance, the Driving Motorman shall make efforts to bring the train to a stand at a place convenient for the detrainment of passengers.

(c) If there is a risk of Fire spreading, the train shall be divided, if possible, and arrangements made to clear unaffected portion of the train.

51. Electrical equipment on Fire. In case the Fire is on or adjacent to any Electrical Equipment, the Metro Railway servant concerned, if he is competent to handle the equipment and trained for such purpose, shall arrange to switch off the current and isolate the affected part.

52. Action to be taken in case of earthquake, cyclone. In case of earthquake or cyclone, the train movement should be done in accordance with special instructions.

PERMANENT WAY AND WORKS

53. Maintenance of line. Each Senior Section Engineer or Junior Engineer of way or works shall,

(1) programme and arrange maintenance works during non-traffic hours after obtaining power block on third rail;

(2) see that his length of line or works in his charge is efficiently maintained;

(3) promptly report to the Engineer-in-charge all accidents or defects in the way or works, which he considers likely to interfere with the safe running of trains, at the same time taking such action as may be necessary to prevent accidents, and

(4) Co-ordinate with Senior Section Engineer or Junior Engineer Signal and/or electrical so that track equipments are not damaged or become defective while undertaking maintenance and repair works as required.

54. Condition of permanent way and works. Each Senior Section Engineer or Junior Engineer of way or works shall be responsible for the condition of the permanent way and works under his charge.

55. Keeping of materials. Each Senior Section Engineer or Junior Engineer of way or works shall see to the security of all rails, chairs, sleepers and material in his charge and ensure that such of the said articles as are not actually in use are properly stacked clear of the line so as not to interfere with the safe running of trains.

56. Inspection of Permanent Way and works. (1) Every portion of the permanent way shall be inspected daily on foot by a Metro Railway employee appointed in this regard in accordance with special instructions.

(2) All joint works connected with signals and connecting gears, points and crossing, third rail and any other equipment affecting the safety and working of trains shall be jointly inspected regularly in accordance with special instructions.

57. Works involving danger to trains or traffic. (1) A Track maintainer or worker shall not commence or carry on any work which may involve danger to trains or to traffic without the prior permission of Senior Section Engineer or Junior Engineer (Permanent Way and works), or a competent Metro Railway servant appointed in this behalf by special instructions and the Metro Railway employee who gives such permission shall himself be present to oversee such works and shall see that the provisions of rule 60 and rule 201 are observed.

(2) Where the work under sub-rule (1) involves any signal or electrical gears, the presence of a competent representative of the department concerned shall be arranged during the period the work is in progress.

(3) The traction current shall be switched off to ensure safety of staff, when necessary, in accordance with special instructions.

58. Emergency repairs to track and structure. When a report is received from any source informing damage to structure or track requiring immediate attention for safe running of trains, the Traffic Controller shall, if the work is to be done during traffic hours,

(1) give order to stop train services over the affected sections;

(2) inform the concerned Senior Section Engineer or Junior Engineer of permanent way or works to proceed to the site of occurrence.

(3) have the traction current on the affected portion switched off before the work is commenced.

(4) resume train services over the affected section in accordance with special instructions after the concerned structure or track has been attended and certified fit by the competent engineering official not lower than the rank of Senior Section Engineer or Junior Engineer of Permanent Way in case of track work or Senior Section Engineer or Junior Engineer of Works in case of structures.

59. Work under conditions of impaired visibility. No rails shall be displaced and no other work which is likely to cause unsafe condition to traffic shall be performed in poor lighting or visibility conditions within the tunnel. In open sections or elevated structures in foggy or tempestuous weather impairing visibility, no rails shall be displaced and no work which is likely to cause unsafe conditions to the passage of trains shall be performed.

60. Precautions before commencing operation which would obstruct the line. No person employed on the way or works shall change rails, disconnect points or signals, or commence any other operation which would obstruct the line until,

(1) possession of the track has been taken over from the Traffic Controller by the authorised engineering official in accordance with special instructions;

(2) all safety precautions for staff have been taken;

(3) the engineering official-in-charge superintending the work at site has ensured that the traction current has been switched off, if necessary; and

(4) the site of work is protected in accordance with special instructions.

61. Engineering Supervisor in each gang. Each Senior Section Engineer or Junior Engineer (Permanent Way and works) shall satisfy that in every gang employed in his length of line there is a competent Engineering supervisor.

62. Knowledge of signals and equipment of gang. Each Senior Section Engineer or Junior Engineer (Permanent Way and works) shall ensure,

(1) that every track maintainer and Engineering Supervisor employed under him has a correct knowledge of hand signals;

(2) that every gang employed in his length of line is supplied with a permanent way gauge, and two hand signal lamps or Flag in addition to such other tools or implements as laid down in special instructions; and

(3) that every maintainer or Trolley-man is periodically tested for his competence as laid down in special instruction and is in possession of competency certificate to perform his work.

63. Inspection of gauges, signals, tools and implements. (1) Each Senior Section Engineer or Junior Engineer (Permanent Way and works) shall at least once in every month inspect the permanent way gauges, hand signal lamps/flag, tools and implements supplied to the gangs under him under sub rule 2 of rule 62.

(2) He shall see that any defective or missing articles are replaced promptly.

64. Responsibility of Senior Section Engineer or Junior Engineer as to safety of line. Each Senior Section Engineer or Junior Engineer shall ensure,

(1) that his length of line is kept safe for passage of trains;

(2) that the hand signals, tools and implements supplied are kept in proper order and ready for use; and

(3) that all the men working with him have a correct knowledge of hand signals.

65. Putting in or removing points or crossings. Except in cases of emergency, no Metro Railway employee shall put in or remove any points or crossings on and from the running line otherwise than as permitted by special instructions.

66. Working of Lorries, trollies and motor trollies. (1) A material trolley is a vehicle which can be lifted bodily off the line by four or less persons. A similar but heavier vehicle shall be deemed to be a lorry. Any trolley, which is self propelled by means of a Motor is a Motor Trolley. When a material trolley is loaded with permanent way or other heavy materials, it shall also be deemed to be a lorry.

(2) Each trolley or lorry shall have the minimum equipment as laid down in special instruction.

(3) (a) No lorry or material trolley shall be placed on the line except under the supervision of a qualified engineering official-in-charge (permanent way or electrical or signals) who has been authorised by special instructions in this behalf.

(b) Such official-in-charge shall be present at the site when it is used and shall be personally responsible for its proper protection, and removal from the line after use.

(4) A lorry or a material or push or Motor trolley shall be run,

(a) during non-traffic hours under conditions of clear visibility and under power block or

(b) during traffic hours when track possession has also been taken of that section by the engineering official-in-charge and traction Power Controller has confirmed that the traction current on the section has been switched off.

(5) (a) material or push or Motor trolley or lorries shall not be left unattended when in use.

(b) A lorry or material or push or Motor trolley when not in use, shall be placed at safe place clear of the line and the wheels thereof be secured with a chain and pad lock.

(6) At the close of the work, the Engineering official-in-charge shall issue a certificate in writing to the nearest Station Shift-in-charge that the material trolley or lorry has been taken off the line and secured, the line is free from all obstructions, third rail alignment is clear from any tools, implements, wire etc. which might have been used at site, no staff is working in the section and the track is safe for resumption of train services. On confirmation of the receipt of safety certificate by the Station Shift-in-charge, the Traffic Controller shall permit switching on of traction current and resumption of train services.

(7) After a material trolley or lorry has been removed from the track, the Station Shift-in-charges on duty at either end of the section shall, if necessary, restore to normal the axle counter of the section by utilising the resetting device as per procedure laid down in special instructions.

67. Track work and track side work in non traffic hours. (1) No maintenance staff shall enter on to the track of any running line without the permission of the Traffic Controller.

(2) Traffic Controller who will grant block permission after ensuring that Traction Power Controller has disconnected the third rail power, earthed and secured.

(3) Non traffic hours are defined as the hours between the passage of the last train, including any work train, and a published time before start of traffic again in the morning and the normal time shall be published in the relevant handbooks which may be varied from time to time by the Metro Railway.

(4) The Traffic Controller shall give permission, specifying the location and reason for which permission is given and the time by which staff shall have to leave the track.

(5) The Traffic Controller shall log the time, location and the name of the person to whom permission under sub rule (4) has been given.

(6) On completion of the work, the person to whom permission has been given under sub rule (4), shall report to the Traffic Controller, identify himself and affirm that he and his equipment are clear of the track and that it is safe for service to resume.

(7) If the work cannot be completed within the allotted time, the person to whom permission has been given under sub rule (4) shall inform the Traffic Controller before the expiry of the time he has been allotted and agree with the Traffic Controller for an extension of time and the extension of an Engineer's Possession.

(8) The Traffic Controller shall not permit the start of normal service until all permission to work have been properly given up and rescinded; and

(9) All other works carried on in non traffic hours shall be protected by an Engineer's Possession.

68. Maintenance of line in traffic hours. (1) No routine maintenance shall be undertaken during the hours in which train services normally run.

(2) If emergency repair work is required to be carried out to prevent accidents or to maintain or restore train services, such emergency work shall be done under the Engineer's Possession which shall be granted by the Traffic Controller without delay taking the exigencies of trains services into account and making adjustments in train schedules.

(3) The train services on adjacent sections of the line shall be operated with appropriate caution order or other precautions as prescribed in special instructions.

69. Engineer's Possession. (1) Engineer's Possession on running lines is granted by the Traffic Controller who has final responsibility on whether or not the Engineers may take possession.

(2) All works on tracks in depot shall be undertaken within an Engineer's Possession which shall be granted by the Depot Controller but in other matters the provisions hereinafter provided shall apply.

(3) An area under the Engineer's Possession is the sole responsibility of engineering official in charge and all issues of safe working within that area including the movement of trains in is his responsibility.

(4) The person in charge of Engineer's Possession shall be trained in the duties and responsibility of the role and certified so by the authorised Official or institution of Metro Railway.

(5) Where work on one track is likely to affect the passage of trains on an adjacent track, possession shall be taken of all tracks likely to be affected.

(6) If trains are required to pass on an adjacent track, the person in charges of the possession shall be responsible for ensuring that the track is safe to use.

(7) Unless essential for the movement of trains, traction power shall be switched off from the area of the possession by the Traction Power Controller and shall only be reenergised on receipt of clearance.

(8) All switching ON or switching OFF operations of traction power required for maintenance work or Engineer's Possession or for any other purpose shall be approved by Traction Power Controller.

(9) The person in charge shall be responsible for confirming to the Traffic Controller on completion of the work that the track is safe for traction power to be switched on, all protection measures have been removed and the track is safe for trains to run.

POWER SUPPLY AND TRACTION

70. Inspection of Electrical Way and Work. The Electrical Way and Works shall be inspected regularly in accordance with instructions by officials nominated for the purpose and in accordance with the duties assigned to them.

71. Permit to work adjacent to or involving electrical equipment. (1) Works should be carried out adjacent to electrical equipment and involving any parts thereof only by qualified Metro Railway employees.

2) No works under sub-rule (1) shall be undertaken unless an authorised electrical person has given a permit of work and addition, nominated a qualified representative of the electrical branch, when necessary, in accordance with instructions on this behalf to be available at the site of work to ensure necessary safety and guidance.

(3) The authorised electrical person shall not be issued such permit to work without the knowledge and consent of the traction power controller who in turn, shall keep the Traffic Controller informed when train movement are affected.

(4) When ever such work is likely to affect any other installations, the work will be carried out as per special instructions.

(5) The maintenance and operation of Electrical Traction Installations in emergency conditions shall be carried out after obtaining permit to work as per procedure contained in Special instructions.

72. Warning to staff and public. All electrical equipment shall be regarded as being live at all times and consequently dangerous to human life, save and except in cases, where the electrical equipment has been specially made dead in accordance with instructions, on this behalf. Caution notices shall be prominently fixed near all vulnerable places to warn staff and public to exercise due caution.

73. Work on the third rail or any associated equipment thereof. No work shall be undertaken on third rail or its associated equipment or in zones within two meters from third rail excepted in accordance with instructions issued in this regard by the Chief Electrical Engineer.

74. Work on service building and structures in the vicinity of live equipment. The Metro Railway servant required to carry out work on service buildings and structures in the proximity of third rail equipment shall exercise special care to ensure that tools, measuring tapes, materials are not placed in a position from which they are likely to fall on or make contact with electrical equipment.

75. Train maintenance works on the line. When it is necessary to carry out any work on train which involves person working within two meters from third rail, works shall be carried out with proper safety precautions in accordance with instructions issued by the Chief Electrical Engineer in this regard.

76. Battery locomotives. The rules for movement and working of the battery locomotives shall be laid down by special instruction.

77. Protection of the trains in case of Traction system failure or breakdown. Whenever a Motorman finds that his train cannot proceed further on account of Traction system failure or breakdown the Motorman shall follow instructions laid down in sub-rule (2) of rule 232.

78. Issue of Caution Order. In case of breakdown of third rail equipment, when it is necessary for a train to proceed cautiously, the Traction Power Controller shall arrange for issue of caution order in accordance with the procedure in force.

79. Work on service building and structures in the vicinity of live equipment. The Metro Railway servant required to carry out work on service buildings and structures in the proximity of Third Rail Equipment shall exercise special care to ensure that tools, measuring tapes, materials are not placed in a position from which they are likely to fall on or make contact with electrical equipment.

80. Alterations to Track.. Before any alteration to alignment or level of electrified tracks is commenced, due notice shall be given to those responsible for the Third Rail, so that the Third Rail may be adjusted using specified gauge to confirm to the new conditions of track.

81. Additional rules for electrified Sections. Special instructions, if any, for working of trains on electrified sections shall be issued.

82. Rules applicable to DC Traction Third Rail equipment only. Switching OFF and ON of Traction power. - (1) Traction power shall ordinarily remain ON and shall be switched OFF during traffic hours for a specified section by the Traction Power Controller or through the Authorised Servant immediately after informing the Traffic Controller in emergencies, like,

(a) to stop serious arcing or fusing;

(b) to stop train in unusual circumstances and

(c) when flood water overflows the drains.

(2) The Traction Power Controller shall issue emergency power block as per prescribed procedure, to the Authorised Servant. The Traffic Controller shall also inform all concerned that train movements on the affected section have been stopped.

(3) When the cause of Switching OFF is over, the servant who has taken emergency power block will inform Traction Power Controller to that effect and cancel the emergency power block.

(4) Before switching ON the current, the Traction Power Controller shall obtain the permission of Traffic Controller who shall confirm from the Engineering and Signaling officials that the track is safe and free from any obstructions before permitting energisation of third rail. Thereafter, Traffic Controller will resume the traffic.

83. Procedure for preventing admission of electric rolling stock into or over sections of track with dead or earthed third rail. (1) In order to prevent electric rolling stock from being admitted into a track or a crossover for which third rail equipment, is made dead or for which a permit to work is to be issued, suitable measures shall be enforced to block setting of such routes.

(2) The levers or slide or push buttons of signals and points governing movement of electric Rolling stock shall be suitably protected and if the points and signals are locally operated, they shall be clamped and padlocked in their normal position and the keys shall be kept with the Station Shift In-charge or Depot Controller as the case may be.

(3) These protective measures shall not be withdrawn until the Station Shift In-charge or the Depot Controller, as the case may be, receives a message from the Traffic Controller and acknowledges the same, and the Traffic Controller shall not issue a message unless he has received a message from the Traction Power Controller cancelling the power block.

(NORTH-SOUTH CORRIDOR)

SIGNALS

84. Signals. Signal is an indication given to a Driving Motorman or a conducting motorman for controlling the movement of his train in all cases, except under approved special instructions.

85. Kinds of signals. The signals to be used for controlling movements of trains on running lines in car sheds and sidings shall be,

1) fixed signals and

2) hand signals.

The aspects of the signals displayed by day and by the night shall be the same.

86. Use of Fixed Signals. (1) Except under approved special instructions the Metro Railway shall be equipped with fixed signals as specified in these rules.

2) Colour light signals - The aspects of a colour light and position light signal both by day and by night shall be the same and shall be displayed by static light.

87. Colour light stop signals. (1) All stop signals on the Metro Railway shall be colour light signals with aspects as explained in the pictures below.

2) Short range colour light signals shall be installed in tunnel sections, normally mounted at Driving Motorman's eye level.

(3) Colour light stop signal in Multiple Three-Aspect Signalling Territory,

(4) Colour Light stop signal in Multiple Four-Aspect Signalling territory,

88. Fixed stop signals for admission of approaching trains. (1) A home signal shall be located outside all connections on the line to which refers;

(2) Where necessary, additional inner home signal may be provided; and

(3) Unless otherwise permitted by special instructions, where two or more lines diverge, the stop signal shall be provided with approved type of route indicator.

89. Fixed stop signals for departing trains. (1) A starter signal shall be fixed at the limit beyond which no train may pass unless the Driving Motorman is given an authority to proceed under the system of working;

(2) A starter signal should be placed outside all connections to which it refers except at stations where block section commencement boards are provided; and

(3) Shunting operation beyond the starter shall be carried out only in accordance with special instructions.

90. Combination of signals. Under approved special instructions, a colour light home signal may be combined with the starter signal of a station in rear. When so combined, the arrangements shall be such that the combined signal shall display ON aspect until conditions for taking OFF both the signals have been fulfilled.

91. Placing of more than one signal on the same post. Not more than one signal referring to trains moving in the same direction, whether on the same line or on separate lines, shall be placed on the same post, except for subsidiary signals.

92. Calling on Signal. (1) Calling on signal is a subsidiary signal which when taken off calls on the Motorman to draw the train ahead with caution after the train has been brought to a stop even though the stop signal above it is a ON and indicates to the motorman that he should be prepared to stop short of any obstruction.

(2) Calling on signal, where provided, shall be fixed below a stop signal governing the approach of a train. Under special instruction, calling on signal may be provided below any other stop signal except the last stop signal.

(3) A calling on signal shall show no light in the ON position and a miniature yellow light provided (with a C marker) in the OFF position.

(4) The aspects of the color light calling on signal are shown below,

a) Colour light type Calling-on signal in Two Aspect Signal Territory.

(b) Colour light type Calling-on signal in three aspect Signal Territory.

93. Shunt Signals. (1) A shunt signal is a subsidiary signal for controlling shunting movements and shall be a position light type signal. It may be placed on a post by itself or below a stop signal other than first stop signal.

(2) The aspects and indication of a shunt signal are shown below,

Manual Aspect

(3) When a shunt signal is taken OFF , it authorizes the driver to draw ahead with caution for shunting purposes although stop signal if any, above it is at ON .

(4) A Shunt Signal placed below a Stop Signal Shall show no light in ON Position.

(5) Where shunt signals are not provided, hand signals may be used for shunting.

94. Repeating Signals. (1) A Signal placed in rear of the fixed Signal for the purpose of repeating to the driving motorman of an approaching train the aspect of the fixed Signal in advance is called a Repeating Signal.

2) A Repeating Signal shall be a colour light Signal provided with R marker.

3) The aspects and indications of a colour light Repeating Signal shall be as shown below,

95. Point Indicator. Point Indicator where provided shall show a miniature white light in both directions when the point is set for the straight and a miniature green light in both direction when the point is set for the turnout.

96. Signals out of use. (1) When a fixed colour light signal is not in use, it shall be distinguished by two crossed bars, each bar being not less than thirty cms. long and ten cms. wide.

(2) Signals not use shall not be lit.

C. Equipment of Signals:

97. Minimum equipment of fixed signals at stations and carshed cabins. Minimum equipment of fixed signals at a special class station on double line, except otherwise exempted under approved special instruction,

(1). In absolute Block System,- (a) Home and Starter Signals shall be provided at intermediate block stations and Provisional Terminal Block Stations.

(b) Home signal and Starter signal in opposite direction, shall be provided at a Terminal Block Station.

(2). In Automatic Block system - Manual, Semi Automatic and Automatic stop signal shall be provided.

98. Additional fixed Signals provided at stations and cabins generally. In addition to minimum equipment of signal prescribed in rule 97 above, such other fixed signals shall be provided at every station as may be necessary for the safe working of trains.

99. Commissioning of Fixed signals. Fixed Signals shall not be brought into use until they have been sanctioned by the Commissioner of Railway Safety as being sufficient to secure safe working of trains.

100. Signals at Non Block Stations. Signals may be dispensed with and trains may be stopped in such manner as authorised by special instructions.

101. Fixed signals generally. (1) Every fixed signal shall be so constructed that in case of any type of failure, it shall remain at or return to its most restrictive aspect.

(2) A stop or shunt signal which has been taken OFF for a train shall not be placed at ON until the whole of the train has passed it, except,

(a) In an emergency, if a signal has to be put back to the ON position before the passage of the train for which it was taken OFF no points or lock shall be operated until train has come to stand.

(b) Where the signalling arrangement automatically restores the signal to ON position, the control operating the signal shall not be restored to its normal position till the whole of the train has passed it.

(3) No fixed signal within the station limit shall be taken off without the permission of the Panel Operator on duty or Traffic Controller or such person may, for the time being, be in independent charge of the working of such signal.

102. Normal Aspect of Signals. (1) Unless otherwise authorised under approved special instructions fixed signals, except automatic signals, shall always show their most restrictive aspect in their normal position.

(2) The normal aspect of an automatic stop signal is proceed . Where, however, the signal ahead is manually operated, the aspect normally displayed is Caution or Attention .

103. Points affecting movements of a train. (1) A signal shall not be taken off for a train until,

(a) all points over which the train will pass are correctly set and all concerned facing points locked, and

(b) the line over which the train will pass is clear and free from obstructions.

(2) (a) Whenever a running line is blocked by a train, the Panel Operator on duty after its arrival shall ensure that the points in rear are set against the blocked line immediately where interlocking or station layout permits, except when shunting or any other movement is required to be done on that line.

(b) The panel operator must make use of the lever collars, slide collars/pin; button or switch collars lead to the obstructed line to prevent operation of points and signals and also to serve as a visual reminder of the line occupied by train.

104. Locking of facing points. Facing points for passage of trains shall be either interlocked or key locked or shall be clamped and padlocked.

105. Condition for taking off Home Signal. The Home signal may be taken OFF if,

(1) On double line the line is clear and free from obstructions for and adequate distance beyond the next stop signal.

(2) At terminal block station where adequate distance beyond the place where the trains normally come to a stand is not available, the home signal or inner home signal where provided, shall be taken off after the train has first been brought to a stand outside it and the line is clear up to the place at which the train is required to come to a stand.

(3) The adequate distance referred to in clause (1) shall not be less than 180 meters in Absolute Block System and not less than 90 meters in Automatic Block System except under approved special instructions.

106. Condition for taking off Starter Signal. (1) In the event of Absolute Block Working system,

(a) A Starter Signal shall not be taken off for a train unless permission to approach has been received from the block station in advance.

(b) A Starter Signal shall not be taken off for shunting purpose.

(2) In the event of manual operation of Starter Signal in Automatic Block Working system,

The Starter signal shall not be taken Off for a train unless the line is clear up to the next Automatic Stop Signal and adequate distance beyond it. The adequate distance referred to shall not be less than 90 meters.

107. Condition for taking off calling on signal. A calling on signal shall not be taken off until a train has been brought to a stand at the stop signal below which the calling on signal is provided.

108. Lighting of Signals.-All fixed signals and indicators shall be kept lit throughout the day and night.

109. Fixed Red Light. Fixed Red light shall be provided on terminal platform tracks, siding and car-shed tracks to indicate the farthest points beyond which no train or shunting movements may be permitted.

110. Stop Board. Stop Board of specified design shall be provided on platforms so as to be visible to the Driving Motorman of an approaching train, indicating the location where the train shall be brought to a stand for detraining or entraining of passengers.

111. Block Section Commencement Board. Block Section Commencement Board is a board (as shown below) which when provided denotes the commencement of a block section and indicates the limit beyond which a train shall not proceed unless it has been received the authority to proceed into the block section.

BLOCK SECTION

112. Traps and other points. Trap points are single switched rail points provided on a line to isolate it from other line. The switch is so designed that a vehicle passing over the switch in the open position will derail. Trap switches shall be set against the running line and locked in that position. Points leading to a short dead-end and used solely for the purpose of isolating the running line or siding shall be treated as derailing switches.

113. Points. (1) All points shall normally be set for the straight route except when otherwise authorised by special instructions.

(2) No Metro Railway servant shall interfere with any points, signals, or their fittings or any interlocking or other connecting gears for the purpose of effecting repairs or for any other purpose except with the previous permission of the on duty Station Superintendent or Traffic Supervisor or Senior Traffic Assistant or Traffic Assistant.

(3) The Metro Railway servant concerned with the operation of the points and signals shall not, while on duty, leave the place of operation of points and signals under his charge except as authorised by special instruction.

114. Duties of Station Shift-in-charge generally when a signal is defective. (1) As soon as a Station Shift-in-charge becomes aware that any signal or indicator has become defective or has ceased to work properly, he shall,

(a) immediately arrange to place the signal at ON position if it is not already in that position.

(b) report occurrence to the Traffic Controller who shall inform Metro Railway servant responsible for the upkeep of the signals.

(2) When Station Shift-in-charge receives information of any defect in a signal not within his station control limits from a Driving Motorman or any other Metro Railway servant, he shall immediately inform the Traffic Controller who shall advise the signal maintenance staff and also the Station shift-in-charge concerned.

(3) When the approach signal is defective, the Station Shift-in-charge shall,

(a) advise the station in rear to caution the driving motormen of approaching trains.

(b) inform the Traffic Controller on duty about the arrangements for receiving trains, and

(c) after ensuring that the conditions for taking off approach signal have been fulfilled, advise the Traffic Controller to permit the Driving Motorman of the approaching train on radio telephone to pass the defective signal in accordance with special instructions.

(4) When a departure signal is defective, the Station Shift-in-charge after ensuring that the conditions for taking off starter signals have been fulfilled,

(a) depute a Pointsman to hand over the written authority to proceed to the Driving Motorman and show hand signals for the train to start; and

(b) keep the Traffic Controller informed about the defective signal.

115. Intimation to officials when defects remedied. As soon as a defective signal has been put into good working order, the Shift-in-charge shall intimate the fact to the officials who were advised of its being defective.

116. Absence of a signal or a signal without light. (1) If (a) there is no signal at a place where it ordinarily exists, or

(b) the light of a signal is not burning when it should, or

(c) the aspect of a signal is misleading or imperfectly shown or

(d) more than one aspect is displayed, the Driving Motorman shall act as if the signal is showing its most restrictive aspect.

(2) At signal equipped with R marker, and when absolute block working is in use, the diving motorman shall bring his train to stand, if it does not show any light or show an imperfect aspect, and having satisfied himself that the signal is provided with a R marker shall proceed preparing to stop at the next stop signal and shall be guided further by its aspect.

117. Defective or damaged point. (1) Whenever points, crossings or check rails are defective or damaged, the Metro Railway servant in charge of operation of points shall protect them and immediately arrange to report the circumstances to the shift-in-charge on duty.

(2) The Panel Operator or Shift-in-charge on duty on becoming aware of such defective or damaged points etc. shall,

(a) inform the Traffic Controller about it, and arrange to have the defect rectified by the person responsible for its maintenance;

(b) personally ensure safe passage of trains, after setting and locking of facing points, and

(c) arrange to keep the signal or signal concerned at ON position until the defect is rectified.

118. Duties of Driving Motorman in respect of signals. (1) The Driving Motorman shall be vigilant and cautious and pay attention to and obey every signal whether the cause of the signal being shown to him is known to him or not.

(2) When he notices any unsafe condition, he shall immediately bring his train to a stop and after informing the conducting motorman and the Traffic Controller, proceed exercising great caution so as to stop short of any obstruction. He shall report the incident in writing at the next station on arrival.

(3) Every Driving Motorman shall acquaint himself with the system of working, location of signals and other local conditions affecting the running of trains on the section over which he is required to work.

119. Duties of Driving Motorman when approach signal is defective. The Driving Motorman shall not pass the approach signals that refers to his train, when it is defective unless,

(1) bring his train to stand;

(2) contact the Traffic Controller on available means of communication for seeking permission from the Panel operator to pass the signal;

(3) proceed past such signal at a restricted speed after proper authorization in accordance with special instructions; and

(4) The Driving Motorman then proceed at a restricted speed on being guided by the green hand signal exhibited from the nearest edge of the platform or he is either authorised by a calling-on signal in OFF position.

120. Duties of Driving Motorman when departure signal is defective. The diving motorman shall not pass the defective starter signal unless,

(1) the train has been brought to a stop at the station;

(2) a proper authority to proceed under the system of working is received by him; and

(3) a proceed hand signal is given in accordance with special instructions.

121. Duties of Driving Motorman in respect of a Calling-on Signal. The Driving Motorman of a train shall be guided always by the indication of the Stop signal below which the Calling on signal is fixed. If this Stop signal is at ON he shall bring his train to a stop. If he finds that the Calling-on signal is taken OFF he shall, after bringing his train to a stop draw ahead with caution and be prepared to stop short of any obstruction.

122. Permission before entering a running lines. No Driving Motorman shall take his train on any running line or cross it until he has obtained permission of the Station Shift-in-charge in the manner as may be specified and has satisfied himself that all correct signals have been shown.

123. Reporting of defects in signals. If a Driving Motorman observes that a signal light is imperfectly visible or partially obscured, he shall report the matter to the Traffic Controller on duty who shall take steps to inform the Station Shift-in-charge and also advise the persons concerned to get it rectified immediately.

124. Distinguishing markers and signs for signals. Where necessary, signals shall be distinguished by prescribed makers and such markers shall be fixed on the signal posts below the signals as under

125. Kinds of Fixed stop signals in Automatic Block Territories. (1) Stop signals in Automatic Block Territory shall be colour light signals and may be of the following kinds namely,

(a) An Automatic Stop Signal which is not dependent upon manual operation but is controlled automatically by the passage of a train into, through and out of the automatic block signaling section;

(b) A Semi Automatic Stop signal which is capable of being operated either as an Automatic Stop signal or as a Manual Stop signal, as required;

(i) When a Semi-Automatic Stop signal works as an Automatic Stop signal, it assumes ON and OFF aspects automatically according to the conditions of automatic block signaling section ahead;

(ii) When a Semi-Automatic Stop signal works as a Manual Stop signal, it assumes ON aspect automatically on the occupation of the automatic block signaling section ahead, but shall assume OFF aspect when operated manually, provided the relevant automatic block signaling sections ahead are clear;

(iii) When a Semi-Automatic Stop signal works as an Automatic Stop signal, the A marker provided under the signal is illuminated and when the A is extinguished, the signal shall be deemed to work as a Manual Stop signal; and

(c) A Manual Stop signal operated manually and which cannot work as an Automatic or a Semi-Automatic Stop signal.

(2) Colour Light signals in Automatic Block territory shall be three aspects or four aspects.

WORKING OF TRAINS GENERALLY

126. Setting Watch. Before a train starts from the originating station, the Conducting Motorman shall set his watch by the Station Clock and communicate the time to the Driving Motor man who shall set his watch accordingly.

127. Supply of working time table and Schedule of Standard Dimensions. (1) A copy of the Working Time Table in force shall be supplied to each station, Motorman, and Senior Section Engineer or Junior Engineer (Permanent Way or Works and Signal and Telecom) and any other Metro Railway servant requiring the use of the working timetable during the course of his duties;

(2) A copy of the said Working Time Table shall on issue, be supplied to the Commissioner of Railway Safety;

(3) A copy of the Schedule of Standard Dimensions for the time being in force shall be supplied to Controller, Traffic Inspector (Planning) and each Senior Section Engineer or Junior Engineer (Signal and Telecom, Permanent Way and Train Examiner).

128. Limits of speed generally. (1) Every train shall be run within the limits of speed as may be specified for a section.

(2) The sectional speed and the permanent speed restrictions shall be shown in the working time table.

(3) Whenever it is necessary to indicate to the Driving Motorman the locations where trains are run at a restricted speed or where trains have to come to stop dead and proceed due to the track being under repairs or due to any other cause, action shall be taken as specified under special instructions.

129. Caution order. (1) Whenever, in consequence of line being under repair or for any other reason, special precaution is necessary, a caution order detailing the kilometer between which the precautions are necessary, the reasons for taking such precautions and the speed at which the train shall travel, shall be handed over to the Driving Motorman at stopping station immediately short of the place where such precaution is necessary or at such other station and in such a manner, as provided under special instructions.

(2) Sub-rule (1) does not apply in cases of long continued repairs when fixed signals are provided at an adequate distance short of such place and have been notified to the motorman concerned.

(3) The caution order referred to in sub-rule (1) shall be green paper and be made out as above and signed in full.

130. Limits of Speed while running through Stations. (1) No train shall run through any station unless the line on which the train has to run, has been isolated from all connected lines by proper setting of points and interlocking has been provided to maintain the conditions during the passage of the train.

(2) The speed of a train while running through a station shall not exceed the speed as may be specified.

131. Head Light, Marker Light and Speedometer. (1) All trains shall have an electric head light of approved design and in addition an electric white marker light in front.

(2) The electric headlight on the train shall be switched OFF and marker light switched ON when the train is stationary at a station, and such other occasions as may be specified.

(3) In case the head light of a train fails, the train shall run at a speed as may be specified.

(4) Rakes should not be turned out from car-shed if the speedometers records are in defective condition. In case of speedometer recorder becoming defective during the run, the train should run at a speed prescribed by special instructions.

132. Tail Lamp and Parking Lights. (1) All trains shall have a red Tail Lamp in the rear.

(2) Within station limits or in depot sidings when stabled a train shall have red parking light in rear and in the front unless otherwise specified.

(3) All trains shall have in addition to Red tail Light, a yellow flashing back light in the rear to be activated by Conducting Motorman as per advice of Driving Motorman when the train has stopped in rear of a Red or Defective signal.

133. Equipment of Driving Motorman and Conducting Motorman. Each Driving Motorman and Conducting Motorman shall have with him while on duty with his train, the following equipments and copies of Rules, Manual and Time Table,

(1) a copy of General Rules, Subsidiary Rules and Accident Manual;

(2) a copy of the Metro Railway Working Time Table;

(3) a Wrist Watch;

(4 two pairs of such spectacles as he is required to wear under medical advice;

(5) a tricolor torch;

(6) GSM-R hand set;

(7) Cab equipments such as;

(a) First Aid Box;

(b) Emergency Telephone;

(c) Train Radio;

(d) Train Public Address System;

(e) Earthing Rod;

(f) Passenger detraining Ladder during emergency;

(g) Tail Lamp and a yellow flashing light (fixed) in last vehicle Wedge;

(h) Fire Extinguisher;

(i) Trouble Shooting Tool Box;

(8) such other articles as may be specified.

134. Manning of trains. (1) (a) Except as otherwise specified by special instructions, no train shall be allowed to be in motion on any running line unless the leading cab is manned by a Driving Motorman and the rear Cab by a Conducting Motorman; and

(b) In no circumstance any person other than the Driving Motorman and the Conducting Motorman or any railway servant duly qualified and in possession of a Competency Certificate to move or drive a train on a running line.

(2) (a) If a Driving Motorman becomes incapacitated while the train is in motion, the train shall be brought to a stand. Driving Motorman or the Conducting motorman shall inform the Controller on duty. The Conducting Motorman shall broadcast suitable information to the Passengers on the Public Address System, if required, and Conducting Motorman shall drive the train from rear cab up to the next station. Thereafter, Conducting Motorman shall drive the train from leading cab till relieved by competent person; and

(b) If a Conducting Motorman becomes incapacitated while the train is in motion, the train shall be worked upto next station by the Driving Motorman informing Controller on duty. The door control of the train shall be taken over by the Driving Motorman and work until the charge of Conducting Motorman is taken over by a competent person.

(3) (a) In the event of the Driving apparatus in the leading Cab becoming defective, the train shall be driven up to the next station from the trailing Driving Cab by the Conducting Motorman under intimation to the Traffic Controller. The Driving Motorman in the leading Cab shall be responsible for application of emergency brake and safely conducting the train; and

(b) Action to detrain the passengers at the next station, if required, clearance of the defective train from the running line and induction of another train from the running line for resumption of services shall be taken in accordance with procedure as specified.

(4) For shunting movements in a depot or car-shed on non-running line, manning of the rear cab by Conducting Motorman will not be compulsory.

135. Examination of trains. (1) A Rolling Stock Supervisor in accordance with procedures as may be specified shall examine a train.

(2) Unless the rolling stock supervisor has given a report to the effect that a train is fit for traffic service in all respects and has the specified brake power, the Station Shift-in-Charge of thestation or the Car Shed in-charge of the Car Shed where the train is examined, shall not give permission toput the train in service.

136. Examination of train by Conducting Motorman. The Conducting Motorman after coming on duty to work a train shall satisfy himself that,

(1) communication system between the Conducting Motorman and the Driving Motorman is operative;

(2) the door closing apparatus is working properly;

(3) the passenger alarm apparatus on the train is working properly;

(4) the train light and fan controls are in proper working order;

(5) the emergency brake system is working properly; and

(6) the Public Address system in the train and Radio Communication system with OCC is working satisfactorily.

137. Driving Motorman to obey certain orders. At stations and during the journey the Driving Motorman shall obey,

(1) any order of the Traffic Controller in matters connected with starting, stopping and movement of trains or detrainment of passengers in mid section during emergency;

(2) any order communicated to him by the Station Shift-in-charge on duty or any railway servant acting under special instructions, so far as they do not infringe the safe and proper working of his train;

(3) any order given to him by the Conducting Motorman concerning safe working of the train or safety of passengers.

138. Driving Motorman and Conducting Motorman to keep a good look out during journey. (1) Every Driving Motorman and Conducting Motorman shall keep a good look out while the train is in motion.

(2) On noticing any dangerous condition or a red signal, the Driving Motorman shall take immediate steps to stop the train.

(3) In emergency, the Conducting Motorman shall stop the train by application of emergency brake.

139. Application of Parking Brake by Conducting Motorman. The Conducting Motorman shall apply Parking Brakes on the train when required by the Driving Motorman to secure the train.

140. Sounding of train whistle. The Driving Motorman shall sound the whistle of the train according to the specified whistle code- (1) before putting train in motion; and

(2) at such other times and places as may be specified.

141. Bell signals between conducting motorman and Driving Motorman. When all communication is provided between the leading and the rear driving cab, bell signal code, as may be specified, shall be used.

142. Passengers. (1) Every Conducting Motorman shall keep a watch on the Passengers detraining or entraining at stations and shall exercise due care while closing the doors of the coaches. In case of Conducting Motorman becomes incapacitated Driving Motorman shall exercise the same. Motorman shall also warn the passengers before closing the doors on the Public Address System.

(2) Means of Communication,

(a) In every coach, Passenger Alarm System is provided and when operated, the Alarm Apparatus draws the attention of the Motorman without stopping the train.

(b) In the event of such an alarm operation, the Driving Motorman while continuing to proceed ahead, shall inform through the cab to cab communication to the Conducting Motorman to check the affected coach and verify the reasons for such an operation.

143. Driving Motorman to see that the train is stopped at the proper place. When a train stops at a station, the Driving Motorman shall see that the train has stopped short of the starter signal or at the STOP Board so as to ensure that the train is properly berthed at the platform. If not, he shall inform the Conducting Motorman at once through the cab to cab communication and prevent the opening of the doors of the coaches.

144. Moving of train carrying passengers after it has been stopped at a station. (1) When any moving train stop beyond or short of the scheduled stopping point, coach doors to be opened only after the Conducting Motorman makes sure that there is no coach door remained outside the platform.

(2) When a train carrying passengers has been brought to a stand at a station alongside, beyond or short of the platform, the Driving Motorman shall not move it unless clearance from the Conducting Motorman is obtained.

145. Stabling of trains on running lines. (1) When a train is stabled at a station on a running line, the Driving Motorman and the Conducting Motorman shall not relinquish charge until they have properly secured the rake, exhibit parking light and ensure that the train is not fouling any points or crossings.

(2) The Station Shift-in-charge shall ensure that,

(a) all necessary points have been set against the line on which the train is stabled and such points have been secured with clamps and padlocks;

(b) the keys of such padlocks are kept in his personal custody until the train is ready to leave the line; and

(c) the coaches have been properly secured.

146. Reception of a train on an obstructed line. (1) No train shall be received on an obstructed line at a station by taking off Signals.

(2) In emergency, if a train has to be received on an obstructed line, the Station Shift-in-Charge shall inform the Traffic Controller who shall inform the Driving Motorman on available means of communication. The train shall be moved slowly in accordance with special instructions.

(3) The Driving Motorman shall keep his train well under control and be prepared to stop short of any obstruction.

147. Control of Shunting. (1) Shunting Operation shall be controlled by Fixed signals or hand signals.

(2) The speed during Shunting operations shall not exceed ten kmph unless otherwise authorised by Special instructions.

(3) The coaches shall not be loose shunted.

148. Responsibility for Shunting. The Station Shift-in-charge or the Car Shed in-charge shall see that the shunting of trains or coaches is carried out only at such time and in such manner as will not involve any danger.

149. Shunting on Gradients. When shunting is being performed on a gradient, the Metro Railway servant in charge of shunting shall ensure that parking brakes are put on and all precautions are taken to prevent the train or coaches getting out of control.

150. Conditions for detrainment. (1) Passengers shall not be detrained on to the track except in extreme emergency and on Traffic Controller's instructions.

(2) Notwithstanding anything contained in sub-rule (1), if it is not possible for the train crew to establish communication with the Traffic Controller within ten minutes of the stoppage of the train, the Driving Motorman shall, if in his judgment find detrainment is necessary, arrange to get the passengers detrained from either end or passengers detrained from both ends and escorted by the Conducting Motorman or nominated traffic staff to the nearest adjacent station, only after taking all necessary safety precautions including switching OFF of third Rail.

(3) Notwithstanding the provisions of sub-rule (1) and sub-rule (2), in all cases of fire, fusing, fumes etc. or any other causes presenting immediate hazard to passengers, arrangement for detrainment shall be made as quickly as possible

(4) The train shall be kept secured by application of parking brakes.

151. Procedure for detrainment. In all cases of detrainment, Traffic Controller shall ensure that,

(1) traction current is switched OFF ;

(2) tunnel light is kept glowing;

(3) a Metro operating official is deputed to supervise detrainment of passengers and to escort them safely to the nearest or adjacent station; and

(4) if such Operating official can't be immediately deputed, the train crew under the advice of Traffic Controller are to arrange detrainment under their supervision. The passenger shall be escorted to the nearest or adjacent station by the Conducting Motorman.

152. Working of track maintenance machine. Track laying or on track tamping or maintenance machines shall be worked only with the permission of the Station Superintendent and in accordance with special instructions.

CONTROL AND WORKING OF STATIONS

153. Responsibility of the Station Shift-in-charge for working. The Station Shift-in-charge shall,

(1) be responsible for the efficient discharge of the duties devolving upon employed under his control within the station limits and such staff shall be subject to his authority and direction;

(2) report, without delay, to his superior all neglect of duty on the part of any Metro Railway servant under his control;

(3) see or cause to be seen that all signals, points, emergency equipments, platform indicator, Closed Circuit Tele Vision surveillance equipment where provided, Radio Frequency Identification based Automatic Fare Collection equipment, lifts and escalators or any other machinery provided at his station are kept in proper working order and shall report all defects therein to the proper authority;

(4) ensure that the station working rule in force together with all amendment slips and appendices instructions and see that the working of the station is carried out in strict accordance with the rules and regulations for the time being in force;

(5) see that no person other than the authorised person at the station asks for or gives mission to approach or gives authority to proceed;

(6) see that any working notices or instructions or orders issued by the Metro Railway administration are properly exhibited or distributed to staff concerned;

(7) see that the train timings and fare lists are correctly exhibited at the station;

(8) see that all staff under him are supplied with a copy of these rules or relevant extracts thereof;

(9) frequently visits the platforms, booking counters, ticket collection gates and other areas under his administrative control to maintain an effective supervision and to ensure that the platforms, passenger circulating areas, working offices and other areas are kept neat and clean;

(10) attend all passenger complaints or requirements give necessary assistance to passengers when required; and

(11) perform any other duties as may be specified.

154. Keeping of books and returns. The Station Shift-in-charge shall see that all books and returns are neatly kept and posted regularly.

155. Access to and operation of equipments. No unauthorised person shall be permitted to have access to places from where points, signals, electrical communication instruments or any other appliances connected with working of the Metro Railway are operated.

ACCIDENT AND UNUSUAL OCCURENCES

156. Train defect. If a train is stopped by reason of any defect, the Driving Motorman and the Conducting Motorman shall communicate with each other. The Driving Motorman shall,

(1) after ascertaining the cause, inform the Traffic Controller;

(2) take such action as he is competent to take to rectify the defect and clear the section;

(3) inform passengers of the circumstances, if an extended delay is likely;

(4) inform the Traffic Controller, if an assisting train is required to clear the disabled train from the section, and wait till the assistance arrives;

(5) not take any action to move the train after assistance has been asked for, even if the train defect is rectified, unless the Traffic Controller has confirmed that the assisting train has not entered the blocked section and arrangements for assistance have been cancelled;

(6) take action to detrain passengers in accordance with Special Instructions, if so desired by the Traffic Controller, after ensuring that the traction current has been switched off; and

(7) give a report in writing to the Station Shift-in-charge on his arrival at the station.

157. No traction current. If a Driving Motorman becomes aware when running between stations that the traction current has been switched off and is not switched on again,

(1) he shall proceed to the next station if possible, keeping a sharp look out for hand danger signal or any unusual circumstances on the way. On arrival at the next station he shall seek instructions from the Station Shift-in-charge.

(2) he shall, if it is not possible to proceed to the next station,

(a) stop his train at a convenient position and secure it against rolling movement as per Special Instructions;

(b) establish communication with the Traffic Controller and try to ascertain the cause, if traction current is not switched on within specified time;

(c) inform the passengers of the circumstances and detrain the passengers, if necessary, in accordance with Special Instructions; if traction current is not likely to be restored within ten minutes;

(d) clear the section as instructed by the Traffic Controller; and

(e) check up from the Traffic Controller, in case where an assisting train is required from which end the assisting train is being sent and take further appropriate action as directed by him.

158. Train parting. (1) After both parts of the train have come to a stop due to automatic application of emergency brakes in the event of parting of a train while in motion, the Driving Motorman and the Conducting Motorman shall prevent rolling of the respective parts as per Special Instructions.

(2) The Driving Motorman after communicating with the Conducting Motorman shall report to the Traffic Controller about the circumstances.

(3) The train shall be cleared intact after coupling the two parts when couplers are not damaged. In case of damage at mechanical couplers, the two parts shall be cleared separately in accordance with instructions received from Traffic Controller.

(4) When assistance is required to clear the section, Traffic Controller shall be so informed by the Driving Motorman and action shall be taken as directed by the Traffic Controller.

(5) The Traffic Controller on receipt of information about the parting of the train shall keep the Station Shift-in-charge at both ends advised. He shall also attempt to inform the passengers on both the portions of the train over Train Radio in case the Motorman are not able to do the same.

159. Train in a Block Section without Authority To Proceed. (1) The Driving Motorman shall, on becoming aware that he does not have authority to Proceed, inform the Conducting Motorman of the circumstances and take immediate action to stop the train.

(2) The Driving Motorman shall, thereafter establish communication with the Traffic Controller and obtain his permission to proceed to the nearest station.

(3) The Driving Motorman shall, after informing the Conducting Motorman, move the train to the next station.

(4) The incident shall be reported in writing by the Driving Motorman on arrival at the next station.

(5) The Traffic Controller on getting information from the Station Shift-in-charge or otherwise about a train having entered a block section without authority to proceed shall arrange to have the train stopped as per special instructions.

160. Report of unsafe conditions likely to affect running of train. (1) The Driving Motorman, Conducting Motorman and Station Shift-in-charge shall advise the Traffic Controller of any known conditions or unusual circumstances likely to affect the safe and proper working of trains.

(2) The Traffic Controller, on becoming aware of such defect or failure, shall inform the same to the departmental Supervisor concerned responsible for the maintenance.

161. Action to be taken in case of accident. (1) When a train is stopped between stations on account of accidents warranting protection of the adjoining track, Driving Motorman shall switch on flasher light of his train immediately to warn oncoming trains and shall apprise the conducting motorman of the fact by approved means of communication and control shall be informed.

(2) (a) Arrangement for medical aid, relief operation, transport of injured, ex-gratia payments etc. shall be made in accordance with Special Instructions;

(b) Necessary announcement regarding traffic regulations till the emergency lasts shall be made on the Public Address System at stations and on trains or as otherwise considered necessary; and

(c) In case of serious accident involving suspension of services, injury to the passengers, details as considered necessary for information of the General Public should be made known through the Press and Other Media.

SYSTEM OF WORKING

162. System of working. All trains working between stations shall be worked on one of the following systems,

(1) Absolute Block System.

(2) One train only system.

(3) Automatic Block System.

163. Authority to enter the block section. (1) A Driving Motorman shall not take his train into the block section unless he has received an authority to proceed as specified under special instructions.

(2) Provided that in an emergency the Traffic Controller may permit a second train to enter the section in accordance with special instructions.

164. Essential of absolute block system. (1) Where trains are worked on absolute block system,

(a) No train shall be allowed to leave a block station unless permission to approach has been received from the block station in advance; and

(b) Such permission to approach not be given unless the line is clear, not only up to the first stop signal at the block station at which such permission to approach is given, but also for adequate distance beyond it.

(2) Unless otherwise authorised by approved special instructions, the adequate distance referred to in clause (b) of sub-rule (1) shall not be less than one hundred eighty meters.

165. Conditions for granting permission to approach. The line shall not be considered clear and permission to approach shall not be granted unless,

(1) the whole of the last preceding train has arrived complete and has cleared an adequate distance beyond the first stop signal as specified in sub-rule 2 of rule 164 above;

(2) all signal have been put back to on behind the said train;

(3) the line on which the train is intended to be received is clear of any obstruction up to the starter or, at terminal block stations, up to the place where the train is required to come to a stop; and

(4) all facing points have been correctly set and locked for the admission of the said train and all trailing points have been set including isolation.

166. Rules and regulations for single line working on a double line section when one line is obstructed. In case an accident to a train or track or other obstruction precludes the use of one of the lines on the double line section; the traffic may temporarily be worked over the other single line or over the portion of the obstructed line which is clear of obstruction under the system of one train only system subject to the following,

(1) The line or the portion of the line is free from all obstructions;

(2) If there is any point over the line or portion of the line on which the train shall run under one train only system , the same is set and locked;

(3) The occupants of the affected train have been detrained and none is left inside tunnel. The affected train is not fouling the other line and same is properly secured.

167. Essentials of one train only system. Under the One Train Only System, only one train shall be on a section at one and same time.

168. Condition for granting permission to approach and making over authority to proceed at block sections. (1) Permission to approach shall not be given to a block station in rear, unless the block section between the stations is clear of all obstructions and the line on which the train is to be received is clear up to the place where the train is required to stop.

(2) Authority to proceed shall not be handed over at a block station to the driving Motorman, unless permission to approach has been received the block station in advance.

169. Procedure in case of accident or disablement on the One Train Only System . (1) If train become disabled and requires assistance or if an accident occurs which renders it impossible for the train to proceed, the Driving Motorman and the conducting motorman shall take action as laid down in rules 150 and 156.

(2) In case of accident, the Traffic Controller and Station Shift-in-charge of adjoining station shall take action as laid down in rule 161.

170. Block back and block forward. Block back or block forward shall be done only on accordance with the procedure prescribed under special instructions.

171. Authority for shunting. (1) When permitting shunting the Driving Motorman shall be given a written authority and shunt signal to be taken off with the procedure prescribed under special instructions.

(2) If shunt signal is out of order or inoperative then the Driving Motorman shall be given a written authority and hand signal shall be exhibited. Before giving such written authority the Panel Operator shall personally ensure correct setting and locking of points.

(3) The Motorman shall not back his train in the midway of shunting unless he is given a written authority by on duty Panel operator and hand signal passed.

172. Isolation of siding. All siding lines must be isolated from the running lines except under approved special instructions.

173. Obstruction at a block station or in the block section after permission to approach has been given. No obstruction shall be permitted outside the home signal and on the line on which the train is intended to be received after permission to approach has been given.

174. Shunting or obstruction in the block section. Shunting or obstruction in the block section shall not be permitted unless the block section is clear and is either blocked back or blocked forward in accordance with the special instructions.

175. Essentials of Automatic Block system on double line. (1) Where the trains on a double line are worked on the Automatic Block System,

(a) the line shall be provided with continuous track circuiting, axle counters or any other similar approved device;

(b) the line between two adjacent block stations may, when required, be divided into a series of automatic block signaling sections each of which is the portion of the running line between two consecutive stop signals, and the entry into each of which is governed by a stop signal; and

(c) the track circuits, axle counters or any other similar approved device shall so control the stop signal governing the entry into an automatic block signaling section that,

(i) the signal shall assume OFF aspect only when the line is clear for an adequate distance beyond the next stop signal in advance; and

(ii) the signal is automatically placed to ON as soon as it is passed by the train.

(2) Unless otherwise directed by approved special instructions, the adequate distance referred to in sub-clause (i) of clause (c) of sub-rule (1) shall not less than 90 meters.

176. Duties of Driving and Conducting Motorman when an Automatic stop signal is to be passed at ON . (1) When a Driving Motorman finds an automatic stop signal with an A marker at ON he shall bring his train to a stop in the rear of the signal and after bring his train to a stop in the rear of the signal the Driving Motorman shall wait there for one minute by day as well as by night and two minutes when visibility is impaired due to thick foggy or dusty or any other of the bad weather If, after waiting for this period, the signal continues to remain at ON he shall give prescribed Code of whistle and exchange signals with the Conducing Motorman and then proceed ahead, as far as the line is clear, towards the next Stop signal in advance exercising great caution so as to stop short of any obstruction.

(2) The Conducting Motorman shall activate the Yellow flashing back light as per advice of the Driving Motorman when the train has been so stopped at Automatic Stop Signal.

(3) The Driving Motorman before proceeding ahead shall inform controller on duty about the situation with reference to the signal.

(4) When an Automatic Stop Signal has been passed at ON the Driving Motorman shall proceed with great caution until the next stop signal is reached and even if this signal is Off the Driving Motorman shall continue to look out for any possible obstruction short of the same and thereafter shall proceed cautiously up to that signal and shall act upon its indication only after he has reached it.

177. Protection of a train stopped in an Automatic Block Signaling section. When a train stopped in an Automatic Block Signaling section, the Conducting Motorman shall immediately checkup that both tail lamp and Yellow flashing backlight are correctly exhibited and the Driving Motorman shall immediately report to the controller on duty over Train Radio Communication.

178. Condition for taking OFF Manual Stop Signals in Automatic Block Territory. (1) Home Signal when a train is approaching a Home Signal, otherwise than at a terminal station, the signal shall not be taken Off unless the line is clear not only up to the Starter but also for an adequate distance beyond it.

(2) Last Stop Signal The last stop signal shall not be taken Off for a train unless the line is clear up to the next Automatic Stop Signal and adequate distance beyond it.

(3) The adequate distance referred to in sub-rules (1) and sub-rule (2) shall not be less than ninety meters.

179. Driving Motorman to report failure. In case of failure of automatic stop signal, the Driving Motorman shall report to the Controller on duty over available means of Communication and follow rule 176 and the Controller on duty shall promptly report the failure to the Station Shift-in-charge of the Panel Interlocked Station in rear and in advance of the signal in question and also report to Signal official concerned.

180. Procedure during failure of Automatic Signaling. When a failure of Automatic Signaling is likely to last for some time or cause serious delay, trains shall be worked from station to station over the section or sections concerned as per the special instructions.

181. Movement of trains against the direction of traffic on the Automatic Block System. In Automatic signaling territory, trains shall run in the established direction of traffic only and the movement of trains against the established direction of traffic is not permitted and in an emergency, when it becomes unavoidably necessary to move a train against the established direction of traffic, the same shall be done only under special instructions ensuring that no conflicting movement is permitted and the last preceding train has cleared the signal overlap, as may be applicable.

182. Procedure when Semi-Automatic Stop Signal at ON . (1) When a Semi-Automatic stop signal is worked as an Automatic Stop Signal, rule 176 shall apply.

(2) When a Semi-Automatic Stop signal is working as Manual Stop signal other than approach signal and becomes defective, it may only be passed in accordance with the special instructions.

(3) When a Driving Motorman is authorised to pass a Semi-Automatic Stop signal at ON by taking Off the Calling-on signal fixed below it, he shall follow the precautions stipulated in rule 176.

Automatic change of sequence of aspects behind the train in three-aspect and four-aspect signaling is illustrated in the following diagrams, which are not drawn in scale,

AUTOMATIC CHANGE OF SEQUENCE OF ASPECTS BEHIND THE TRAIN IN THREE-ASPECT SIGNALING TERRITORY

AUTOMATIC CHANGE OF SEQUENCE OF ASPECTS BEHIND THE TRAIN IN FOUR-ASPECT SIGNALING TERRITORY.

BLOCK WORKING

183. Means of getting or obtaining permission to approach. Permission to approach, transaction for the running trains between block stations shall be regulated by means of any one of or a combination of the followings,

(1) Track Circuits;

(2) Axle Counters; and

(3) Approved means of Communication.

184. Provision of instruments. (1) Approved means of communication instruments shall be provided at all block stations.

2) Panel Boards for granting of permission to approach through indication by means of electrical circuits shall be provided at all block stations to establish absolute block working as and when required.

185. Interference with points, signals, or related equipments and other gears connected with for obtaining or granting Line Clear etc. (1) No Railway employee shall interfere with or disconnect any points, signals, continuous track circuits, axle counters, any other secured device for the purpose of obtaining or granting Line Clear, communication equipment or system, connected gears including interlocking gears, relay rooms for the purpose of effecting repairs, or for any other related purpose, which would affect running of trains or endanger safety without prior written permission of station shift-in-charge on duty of the concerned station.

(2) No work requiring interference with points, lock bars, detectors, signals, interlocking gear, related equipments and other gears connected with, for obtaining or granting Line Clear etc., which is likely to involve safety of trains or traffic shall be commenced at a station except with the knowledge and written authority of the Senior Section Engineer or Junior Engineer (Signal) and station shift-in-charge on duty as per laid down procedure.

186. Disconnection and reconnection of Signal and Telecom equipments. (1) The railway employee of Signal and Telecom department shall not undertake any work involving repair, replacement, alteration, additions, removal of any Signal and Telecom equipments or instruments affecting the train working, for obtaining or granting Line Clear etc. before a disconnection memo is issued by him and acknowledgement of station shift-in-charge on duty is obtained on the record foil of the Disconnection Memo. After completion of the work a Reconnection Memo must be issued.

(2) On receipt of Disconnection Memo station shift-in-charge on duty shall inform the controller about the gears to be disconnected and likely affection running of trains during disconnection period.

(3) After the work is completed the railway employee of Signal and Telecom dept. on duty shall ensure after testing that the disconnected gear is in proper working order. Thereafter the railway employee of Signal and Telecom dept. on duty shall give reconnection memo to the station shift-in charge on duty. The disconnection and reconnection Memo will be preserved and pasted on the opposite pages on the concerned Register.

187. Certificate of Competency. (1) No person shall operate the electrical block instruments until he has passed a test in the operation of block instruments and unless he holds a certificate of competency granted by a railway employee appointed in this behalf by the Railway Administration.

(2) The certificate of competency referred to in sub-rule (1) shall be valid for a period specified in special instructions.

188. Train Signal Register. (1) A train signal register shall be kept by the Station Shift-in-charge in accordance with special instructions.

(2) Actual timings of messages sent or received or train received or dispatched shall be entered therein as per special instructions. Timings shall be recorded to the nearest half-minute.

(3) All entries in the registers shall be made in ink or dot pen.

(4) No erasure shall be made in the register, but if any entry is found to be incorrect, a line shall be drawn through it so that it may be read at any time, and the correct entry made over it.

(5) The person who is the custodian of the register for the time being shall be responsible for all entries made therein and for correctly filling in each column thereof.

189. Authority to proceed. Authority to proceed for a train under the system of working shall be,

(1) taking off of the starter signal;

(2) any document or procedure specified in this behalf in special instructions.

190. Driving Motorman to examine authority to proceed. (1) The Driving Motorman shall ensure before starting the train that,

(a) he has obtained an authority to proceed ;

(b) the authority to proceed given to him is proper authority under the system of working; and

(c) if the said authority is in writing, it is complete and duly signed in full in ink or dot pen with station stamp.

(2) If the conditions mentioned in sub-rule (1) are not complied with, the driving motorman shall have the mistake or the omission rectified before the train is started.

191. Conditions for closing the block section. When trains are worked in Absolute Block system and when the train has cleared the block section and arrived at the station intact or cause of blocking the section has been removed, the block section shall be closed.

192. Responsibility of Station Shift-in-charge as to authority to proceed. (1) An authority to proceed shall not be given to the driving motorman except by Metro Railway servant appointed in this behalf by special instructions.

(2) Authority to proceed shall be given to the Driving Motorman after the procedure prescribed for the purpose has been followed.

(3) When the authority to proceed is in writing, it is correct, complete and signed in full in ink or dot pen with station stamp.

193. Failure of track circuits, axle counters, panel boards. (1) Where track circuits provided for block working and their connections fail, or the axle counters when in case of block working fail to correctly count in and out, or the panel indications and trains are worked in Automatic Block System, are out of order, permission to approach shall be obtained through the approved means of communication.

(2) When permission to approach has been so obtained, an entry to the effect shall be made in the Train Signal Register and the train allowed to proceed on the issue of written authority to proceed which shall also bear remarks to that effect.

194. Form for written authority to proceed. (1) Authority to proceed shall be written on forms specially provided for the purpose by the Metro Railway administration.

(2) Such forms shall be bound up in books and kept at each Special class Station by the Station Shift-in-charge.

(3) No written authority to proceed shall be written out or signed until necessary.

(4) Every message dispatched in connection with the working of a train shall distinctly describe the train to which it refers.

(5) For every train, a separate enquiry and reply shall be sent.

195. Special responsibility as to operation of panel. The Station Shift-in-charge on duty shall be responsible to ensure that,

(1) no one but himself operates the panel for purposes of granting or obtaining of permission to approach; and

(2) no one except a person who holding certificate of competency is authorised to operate the panel.

196. Preservation of messages and written authorities to proceed. Train messages and written authorities to proceed shall not be destroyed before the time as laid down in the special instructions.

197. Cancellation of permission to approach. When permission to approach already granted is cancelled, the messages dispatched or received shall be entered in the train signal register.

198. Working of trains in case of failure of communication including total failure of communication. In case of failure of communication, trains shall be worked between stations under absolute block system as follows,

(1) When panel phone or magneto telephone provided for obtaining line clear fails, the line clear shall be asked through the Traffic Controller and line clear shall be obtained by the operation of line clear switch.

(2) When line clear switch is defective, line clear shall be obtained through panel phone or magneto phone exchanging private number and the authority to proceed will be paper line clear ticket indicating private number thereon.

(3) When both the line clear switch and panel or magneto telephone fail, the line clear shall be obtained through control phone exchanging private number and the authority to proceed will be paper line clear ticket. In such case, both the Station Shift-in-charges shall indicate arrival and departure time of last proceeding train and the Traffic Controller shall keep a record of private number exchanged between stations.

(4) When all the above communication systems fail, the trains shall be worked on Authority to proceed without line clear subject to,

(a) the driving and the conducting motorman shall be advised about the circumstances;

(b) Authority to proceed without line clear on prescribed form (separate for up and down) shall be given to the Driving Motorman;

(c) a caution order restricting speed to twenty five KMPH over the straight and eight KMPH over a portion where view ahead is not clear shall be handed over to the Driving Motorman;

(d) train shall run at an interval as specified in special instructions;

(e) when approaching the station ahead the Driving Motorman must bring his train to a stand at the foot of the stop signal and shall move as guided by the signal or piloted post;

(f) paper line clear ticket should be issued as per special instruction; and

(g) the Driving Motorman shall hand over the authority to proceed to the Station Shift-in-charge at the end of the affected section who will preserve this for inspection.

(5) When all communications including the communication between the Traffic Controller and the motorman through radio telephone or emergency telephone fail, the train service will be regulated as per special instruction.

199. Failure of radio communication between train crew and Traffic Controller. In the event of failure of radio communication between the train crew and the Traffic Controller, the train crew shall use emergency telephone to contact the Traffic Controller and act in accordance with special instructions.

200. Use and operation of block working equipment. The use and operation of the instruments provided for block working shall be governed by special instructions.

PERMANENT WAY AND WORKS

201. Showing of signals to control train speeds. Whenever due to lines being under repair or due to any other reason it is necessary to indicate to the Driving Motorman that he has to stop or proceed at a restricted speed,

(1) a stop and proceed board or a speed indicator with a warning board of approved shape and size shall be provided for traffic in both directions under special instructions;

(2) the Driving Motorman of approaching train shall be served with a caution order, informing him of the restriction and the details thereof.

POWER SUPPLY AND TRACTION

202. Switching off traction current. (1) Traction current will ordinarily remain on unless needed to be switched off either due to emergency or for any other purpose in accordance with instructions issued in this regard by the Chief Electrical Engineer.

(2) When it is necessary for traction current to be switched off during traffic hours in emergencies like,

(a) to stop serious arcing or fusing;

(b) to stop train in unusual circumstances; and

(c) When the flood water overflows the central drain;

for a specified third rail section while the rest of the section remains on the same shall be switched off by the Traction Power Controller or through his authorised staff in the substation immediately after informing the Traffic Controller. The Traffic Controller shall also inform all concerned Metro Railway employees to ensure that there is no train movement over the affected section. The Traction Power Controller will issue emergency power block as per prescribed procedure to the authorised person who has informed him of the emergency.

(3) When the cause of switching off is over, the person who has taken emergency power block will inform the Traction Power Controller to that effect and cancel the emergency power block. The Traction Power Controller will switch on the power is accordance with the instructions issued in this regard by the Chief Electrical Engineer.

203. Switching on traction current. (1) When traction current has been switched off the current shall be switched on in accordance with instructions issued in this regard by the Chief Electrical Engineer.

(2) Before the switching on the current, the Traction Power Controller shall obtain the permission of Traffic Controller.

(3) In all cases where possession of track has been taken for any purpose, the traffic controller shall give said permission under sub-rule(2) after receiving a certificate from the engineering official in charge that running line is safe and free from all obstructions.

(4) Before resumption of traffic, the Traffic Controller shall obtain a confirmation from Traction Power Controller that the third rail is safe and the power has been switched on .

(5) The engineering official in charge nominated for the supervisory works over the section

shall issue a certificate under sub-rule (3) after complying with procedure under special instructions.

(EAST-WEST CORRIDOR)

RULES APPLYING TO METRO RAILWAY SERVANTS GENERALLY

204. Access control. (1) All Metro Railway servants, in addition to identity cards, shall be provided with access control cards or authorisation signed by their controlling officers to allow them to visit places of Metro Railway system with restricted access in line of their duties.

(2) The following places in particular, shall have restricted access in addition to other places as notified from time to time by the order of authorised Officer, namely,

(a) Guide ways, viaducts and tunnels;

(b) receiving sub-station;

(c) traction substation;

(d) auxiliary substation;

(e) signaling equipment room;

(f) telecommunication equipment room;

(g) uninterrupted power supply room;

(h) station control room;

(i) operations control centre;

(j) back-up control centre, where provided; and

(k) depot control centre.

SIGNALS AND CONTROL

205. General. (1) The following signals shall be used for controlling the movements of trains on the Metro Railway, namely,

(a) cab signals;

(b) fixed signals; and

(c) hand signals.

(2) The aspects displayed by fixed signals are the same by day and by the night, in open and in tunnels.

(3) A fixed signal be placed, where practicable, on the left hand side of the track to which it refers, unless authorised otherwise under special instructions, and shall be visible from such a distance as will enable a Motorman to brake a train from twenty five kilometer per hour speed to stop before reaching the fixed signal and a repeater signal shall be provided at locations where due to obstructions such visibility is not available, except in depot. This signal sighting distance shall be specified under special instructions.

206. Description of signals. (1) Cab Signals,

(a) Train movements on running tracks shall normally be governed by the Automatic Train Protection system which displays to the Motorman in the operating console,

(i) actual speed of the train;

(ii) the maximum permitted speed at each point of travel;

(iii) the distance the train is currently authorised to travel (where provided);

(iv) system alarms; and

(v) Messages.

(b) if the target speed indication and the target distance indication, where provided, are greater than zero, the indication is referred to as PROCEED indication;

(c) if either of these indications is 0 , the indication is referred to as STOP indication;

(d) The Motorman is authorised to drive his Train up to the indicated speed as far as authority has been given for such purpose.

(2) Fixed Signals,

(a) on main lines, fixed signals are color light signals, either showing two aspects or three aspects;

(b) two aspects fixed signals, where provided, shall be capable of showing a red or a white or violet aspect, namely,

(i) a red aspect indicates that a train must be brought to STOP short of the signal; and

(ii) a White or violet aspect indicates that the route is set and locked but may not be fully clear up to the next fixed signal and a train operating under cab signals may proceed under the authority of the cab signals but a train operating on the sole authority of line side signals must stop and seek instructions from the Traffic Controller;

(c) three aspect signals, where provided, shall be capable of showing a red , white or violet or green aspect, namely,

(i) a red aspect indicates that a train must be brought to STOP short of the signal;

(ii) a white or violet aspect indicates that the route is set and locked but may not be fully clear up to the next fixed signal and a train operating under cab signals may proceed under the authority of the cab signals but a train operating on the sole authority of line side signals must stop and seek instructions from the Traffic Controller;

(iii) a green aspect indicates that the route is cleared to the next fixed signal and the train may proceed as far as the next fixed signal;

(d) when a fixed signal is not in use, the aspect shall be covered and the cover shall display two crossed white bars on a black background, the bars being not less than thirty centimeter long and ten centimeter wide.

(3) Depot Signals,

(a) in depots, fixed signals may be colour light or position light type Colour light type using red and yellow aspects should be used in the manner as specified below,

(i) a red aspect indicates that a train must be brought to STOP short of the signal; and

(ii) a yellow aspect indicates that the route is set, locked and clear and a train may proceed in Restricted Manual mode as far as the line is clear and the Motorman must keep a good look out for any obstruction;

(b) in position light type signaling,

(i) two white lights displayed horizontally shall mean that a train must stop; and

(ii) two white lights displayed at an angle shall mean that a train may proceed in Restricted Manual mode as far as the line is clear and the Motorman must keep a good lookout for an obstruction;

(c) the depots and stabling lines shall be isolated from the running line through an approved means.

207. Provision of Signals. (1) Fixed signals shall be provided on running lines at the approach to all points and crossings of interlocked areas and located in such a way that trains will stop at a safe distance from any fouling movement or location.

(2) All depot tracks and any other tracks not equipped with Automatic Train Protection shall be controlled by fixed signals for both entry to and exit from the main line.

(3) All single ended tracks shall be provided with at least one permanent red aspect light to indicate the point beyond which train shall not proceed.

(4) Stopping markers shall be provided at all platforms to indicate where a train of a given length will stop for the convenient detraining and entraining of passengers:

Provided that where trains of varying lengths may operate, separate markers will be provided for trains of each potential length, and for bi-directional running.

208. Working of Signals and points. (1) Control of signals and points shall be from a route setting panel or work-station, and complete routes, points and signals, will be cleared by a single set of operations under normal conditions.

(2) Any failure of vital equipments shall cause the signaling system to display the most restrictive indication.

(3) Any route which has been cleared for a train shall not be cancelled until it is cleared by the train entering the route except,

(a) in case of emergency; and

(b) in case where operating conditions require that an alternate route be cleared and in this case, the alternative route shall not be made available for clearance until the preset time, defined under special instructions, has elapsed from the time the original route was cancelled.

(4) In conditions of failure of route setting controls, points can be set individually from Operations Control Centre, Station Control Room or locally as may be necessary.

209. Control of Signaling. (1)(a) Main line signaling is controlled from an Operations Control Centre and operates normally under automatic control with routes being set and train intervals regulated by computer control;

(b) Signaling system will permit more than one train at a time in one Tunnel Ventilation Section. This can be restricted to one train in one Tunnel Ventilation section in case of emergencies, and in a case the Traffic Controller decides to send additional trains in a Tunnel Ventilation section already occupied by a train, he shall set the route manually for additional trains and shall advise Motormen about this before authorising them to proceed;

(c) the Traffic Controller, if required, may hand over control of the signals of a specific station to the Station Shift In-charge and a local control panel or work-station shall be provided at the station for this purpose;

(d) in case of complete failure of control from Operations Control Centre, the entire control may be transferred to a standby backup control centre, if provided at an alternate location, which may be at separate locations for traffic control and control of traction power;

(e) the Traffic Controller shall have control of all routes on and to the main line as specified; and

(f) train movement shall normally be under computer control but the Traffic Controller has the capability of setting routes manually and of setting individual points, if necessary.

(2) Safety Communication,- All communication between Operations Control Center and Motormen, Station Shift In-charge, maintenance staff of electrical, rolling stock, signal and telecommunication and track structures department and other pertaining to movement of trains shall be recorded with time stamping, and preserved for incident analysis and training and the mode of preservations and its duration shall be specified in special instructions,

(a) the Metro Railway servants shall initiate and acknowledge radio messages in a manner that ensures establishment of communication only between intended parties;

(b) messages affecting train movements shall be addressed by the Traffic Controller to only one train at a time:

Provided that in an emergency, a blanket message may be sent by the Traffic Controller to all trains in or approaching a particular area, which must be acknowledged individually by all concerned Motormen provided further that in an emergency, such message may be given by the Station Shift In-charge, if authorised by the Traffic Controller in this behalf.

(3) Running Lines, (a) the Signaling system on the running line shall be an Automatic Train Protection system;

(b) if the speed which permits a train running on Automatic Train Protection to stop under normal braking within a limit of safety, is exceeded, and the Motorman fails to take corrective action on the alarm generated, an irrevocable emergency brake shall automatically apply which ensures that the train does not proceed beyond the safe limit;

(c) normal operation of the train running on Automatic Train Protection is monitored from indication on the Motorman's console and each main running line is duly signaled for operation;

(d) certain lines are equipped for automatic train operation with provision for the Motorman to assume manual control of the train if required;

(e) in the event of failure of the Automatic Train Operation equipment and on lines not so equipped, Motorman shall control their train up to the speed indicated on the console;

(f) where no cab indication is available, train shall be automatically restricted to a maximum speed of twenty five kilometers per hour; and

(g) fixed signals are provided at approach to all points and crossings of the interlocked area, and certain other locations.

(4) (a) Station Shift In-charge's control panel or work-station shall have the capability of setting routes within the area of control, and of setting individual points when necessary; and

(b) on each platform, and in station control room, there shall be emergency stop plunger, which when operated shall cause any approaching train to stop before it enters the platform. In this situation any train entering, stationary or leaving the platform shall experience a full irrevocable emergency brake application.

(5) (a) The depot tracks may not be equipped with full complement of Automatic Train Protection and trains shall be automatically restricted to a maximum speed of twenty five kilometers per hour and the Motorman may further restrict the speed of the train in the depot lines to a lower value as provided in the special instructions;

(b) movements within depots shall be controlled by fixed colour light signals or position light type signals;

(c) control of movements within the depot shall be exercised by a Depot Controller from a control panel or work-station located within the depot or at some other suitable location;

(d) the Depot Controller shall use a control panel or work-station for setting and clearing of routes within the depot;

(e) instructions to Motormen as to which siding they shall drive or give permission to depart may be given by train radio on a dedicated depot channel distinct from that used by Operations Control Center;

(f) in the event of the failure of the radio, a Public Address system may be used;

(g) a verbal instruction as well as proceed indication from the fixed signals shall be received before a train may move into a depot from main-line; and

(h) both verbal instruction and proceed indication from the fixed signals shall be received before a train may move into main line from a depot.

(6) (a) Local operation of points on running lines as and when required may only be undertaken by a Station Shift In-charge with the permission of the Traffic Controller. Such transfer of control should be acknowledged by the Station Shift in-charge before the local control can be activated;

(b) the crank handle used to manually operate the points is interlocked through a key which, when released by the Station Shift in-charge, shall inhibit setting of routes over the points concerned; and

(c) some points in depots may be trailable. In the event of a route failure they need not be correctly set before a movement is authorised over them in the trailing direction. The non trailable points shall be protected by fixed signals or stop boards. Backing of trains over trailable points is strictly prohibited.

(7) (a) Where Some lines of the network are equipped with Automatic Train Operation, the Motorman shall close the train doors and start the train from a station and monitor its functioning;

(b) all Passenger trains shall be equipped with Automatic Train Protection equipment and can be driven manually under the control of the Automatic Train Protection system;

(c) if Automatic Train Protection information is not available from the track side equipment, the train can be driven with Traffic Controller's permission in Run On Sight mode, or in Restricted Manual Mode, where the train is not equipped with Run On Sight mode, in which the on board Automatic Train Protection equipment restricts the speed of the train to twenty five kilometers per hour and when the Automatic Train Protection information is again available from the track, the mode automatically upgrades to Coded Manual mode;

(d) if the Automatic Train Protection is not available from the track or loco or cab side equipment due to fault or otherwise, the train may be driven with Traffic Controller's permission in Restricted Manual mode, and in this mode the on board Automatic Train Protection equipment restricts the speed of the train to twenty five Kilometers per hour, this mode shall be used in depots and exceptionally on running lines when authorised by the Traffic Controller; and

(e) if the on board Automatic Train Protection equipment is also defective, the train may be driven in High Speed Cut out Mode, where available, or Low Speed Cut out Mode, as authorised by Traffic Controller and when so authorised by the Traffic Controller, the Motorman may open and operate a sealed switch and drive the train without Automatic Train Protection and in this mode the Motorman shall limit the speed of the train at forty kilometers per hour in High Speed Cut Out Mode, where available, and twenty five kilometers per hour in Low Speed Cut Out Mode and be responsible for safe movement of the train.

210. Train detained on Line. (1) if a train operating under Automatic Train Operation or cab signals comes to a stop on a running line and does not receive a proceed code within sixty seconds, the Motorman shall inform the Traffic Controller by the radio and ask for instructions.

(2) The Traffic Controller shall check his indications and if he is satisfied that there is no train ahead, he may instruct the Motorman to proceed in Run On Sight mode or Restricted Manual Mode, as the case may be, exercising utmost vigilance so that he may stop short of any obstruction.

(3) If, after travelling some distance, a proceed indication is received by the train, the train shall automatically upgrade to the Coded Manual mode of control and the Motorman shall again inform the Traffic Controller. If the train is fitted with Automatic Train Operation, Automatic Mode of the control may be selected.

(4) If the cause of the problem is confirmed as a track side equipment malfunction, the Traffic Controller may instruct subsequent trains without waiting for the Motorman to seek instructions provided the preceding train has passed through the affected section and reported resumption of Coded Manual mode.

(5) A train operating without receipt of proceed code shall stop at fixed signals irrespective of their aspect, and the Motorman shall contact the Traffic Controller by the radio and ask for instructions.

(6) If a train operating under the authority of line side signals only stops at a fixed signal at danger and it does not clear within sixty seconds, the Motorman shall inform to the Traffic Controller by radio and ask for instructions.

(7) The Traffic Controller shall consult the concerned Station Shift In-charge in control of the signaling and decide whether or not the train may proceed.

(8) If there are no points in the route ahead, the Traffic Controller may instruct the Motorman to proceed as far as the next fixed signal at a reduced speed, not more than twenty five kilometers per hour, such that he can stop short of any obstructions and if after travelling some distance a proceed indication is received by the train running on Restricted Manual mode, or Run On Sight Mode, the train shall automatically upgrade to the Coded manual mode of control and the Motorman shall again inform the Traffic Control; and if the train is fitted with Automatic Train Operation, Automatic Mode of the control may be selected.

(9) If there are points in the route, the Traffic Controller and the station controller shall examine the indication of the points and if indications at the station and the Operations Control Centre agree that all points are set correctly and locked, the Traffic Controller may instruct the Motorman to proceed as far as the next fixed signal at a reduced speed such that he can stop short of any obstruction and if after travelling some distance, a proceed indication is received by the train running on Restricted Manual mode or Run On Sight Mode, as applicable, the train shall automatically upgrade to the Coded manual mode of control and the Motorman shall again inform the Traffic Controller; and if the train is fitted with Automatic Train Operation, Automatic Mode of the control may be selected.

(10) If points are not indicated as set and locked, the Traffic Controller shall instruct the Station Shift in-charge to examine the concerned points. If they are lying in the incorrect position, he shall manually set the points from the station control room with the crank handle interlocked through a key which, when released, will inhibit setting of routes over the points concerned, and the points shall be secured with a clamp and padlocked and the train instructed by hand signal to proceed.

211. Absence of cab signaling. (1) Failure of the cab signaling shall initiate an irrevocable emergency brake application.

(2) The Motorman shall report the occurrence to the Traffic Controller and seek instructions.

(3) The Traffic Controller shall verify as far as practicable from indications on his diagram that the problem is not caused by a track side fault or another train and if no cause is apparent, he shall instruct the Motorman to select the Restricted Manual mode or Run On Sight mode, and try to move ahead exercising utmost vigilance so that he may stop short of any obstruction.

(4) If the train still does not move, the Traffic Controller shall authorise the Motorman to operate the Cut Out switch and to proceed in Cut Out mode of control to a suitable station, exercising utmost vigilance so that he may stop short of any obstruction. At the next station, passengers shall be detrained and the train worked to depot or a suitable siding.

212. Failure of fixed Signals. (1) If a Motorman observes that a fixed signal is not displaying any aspect, he shall stop his train and seek instructions from the Traffic Controller by radio.

(2) All, concerned staff shall then follow the provisions of sub-rules (7) to sub-rule (10) of rule 210 and rule 211.

213. Failure of route setting. (1) If a route through an interlocked area cannot be set automatically or by manual control from the Operations Control Centre, the control of the area shall be passed to the local Station Control Room.

(2) If the route cannot be set from the Station Control Room signaling control panel or work-station, the Traffic Controller shall instruct the Motorman to secure his train and wait for instructions.

(3) The Traffic Controller and the Station Shift In-charge shall examine the indications for the points and if indications at the station and at Operations Control Centre agree that all points are set correctly and locked, the Traffic Controller may instruct the Motorman to select Run On Sight mode or Restricted Manual mode, as the case may be, and proceed at reduced speed such that he can stop short of any obstruction. Once cab signals show a proceed indication, Coded Manual mode shall be resumed; and if the train is equipped with Automatic Train Operation, then Automatic Mode may be resumed.

(4) If any point indication is missing or shows the points set for the wrong direction, or there is a discrepancy between the indications at the station and in Operations Control Centre, the Station Shift In-charge shall examine the position of the points himself. If they are lying in the wrong direction, he shall manually set the points with the crank handle from the station control room and the points shall be secured with a clamp and padlock and the train instructed by hand signal to proceed, and if after travelling some distance, a proceed indication is received by the train running on Restricted Manual mode, the train shall automatically upgrade to the Coded manual mode of control and the Motorman shall inform the Traffic Controller. If the train is fitted with Automatic Train Operation, Automatic Mode of the control may be resumed.

(5) The Station Shift In-charge, after examining the position of the points under sub-rule (4), shall then return to the station and report to the Traffic Controller that the route remains secured and any subsequent train may be instructed by radio to proceed.

(6) In depot, the Depot Controller may instruct the Motorman by radio to proceed if,

(a) point indications for all facing points in the route show the points as set and locked in the correct position;

(b) any points not showing an indication shall be traversed in the trailing direction only if the points are trailable; and

(c) If points for which indications are not available, have to be traversed in the facing direction, the Depot Controller shall ensure that the points are set manually and secured in correct position with the clamp and padlock before authorizing the train to proceed.

SPEED AND WORKING OF TRAINS

214. Service Regularity. (1) Every effort shall be made by Operations Control Centre Staff, station staff and train staff to ensure that scheduled intervals between trains are maintained.

(2) the Traffic Controller shall be responsible for maintaining the services at the scheduled level as far as practicable and for restoring the train services following a delay or disruption.

(3) the Traffic Controller at the Operations Control Centre may adjust the timetable and may intervene manually to set and clear routes if the timetable needs to be varied or in the event of a major disruption.

(4) Each Motorman shall start his train from terminal station as soon as he gets the Departure Order Indication.

(5) Each Motorman shall start his train from each intermediate station at the time indicated by the Departure Order Indication.

(6) Each Motorman shall follow any instruction from the Traffic Controller which varies the scheduled timings of his train.

215. Speed of trains. (1) Every train shall be run on each line of the Metro Railway within the limits of speed as specified in the approved special instructions.

(2) The speed of the trains in Automatic Mode shall be automatically controlled by the Continuous Automatic Train Control system.

(3) In Coded Manual mode, the Motorman shall regulate the speed of trains according to the cab signals, the maximum permissible speed shall not be exceeded and the speed of the train shall be such that it can be stopped within the distance indicated, as being the limit of safety, and the failure to do so shall result in irrevocable application of emergency brakes which shall be viewed as a failure on the part of the Motorman.

(4) In Restricted Manual mode or Run on Sight Mode, as the case may be, the maximum speed of the trains shall be automatically regulated to twenty five kilometer per hour and the Motorman shall further restrict the speed as required by special instructions.

(5) In Cut out mode, the speed of train shall be manually regulated by the Motorman as required and the power to the train propulsion system shall be cut off above twenty five kilometer per hour in case of Low speed cut out mode and forty kilometer per hour in High speed cutout mode. The Motorman shall further restrict the speed as required by special instructions.

(6) The maximum train speed, when passing through a station platform, shall be as per the Approved Special Instructions, and in case it is not possible to close any platform screen door or platform edge door, where provided, while receiving, dispatching or passing any train, the speed of the train shall be restricted to twenty kilometer per hour and an audible warning shall be sounded while entering or leaving the platform.

(7) The maximum speed of trains in shunting shall not exceed the speed limit as prescribed in the Approved Special Instructions in case of main line, and special instructions on other lines.

(8) The speed of train in condition of poor visibility while operating in Restricted Manual Mode or Run on Sight Mode or Cut Out Mode shall be governed by special instructions.

216. Caution Order. Whenever in consequence of the track, works or traction equipment being under repair, or for any other reason, special precautions are necessary, a caution Order detailing the kilometers between which such precautions are necessary, the reason for taking such precautions and the speed at which the train shall travel, shall be handed over to the Motorman at the stopping station short of the place where such precautions are necessary or at such other stations or work place and in such a manner as specified under special instructions and in addition, the Traffic Controller and the Station Shift In-charge shall ensure that the caution order for speed restriction has been suitably incorporated in the Continuous Automatic Train Control system or Communication Based Train Control System.

217. Train Staffing. (1) Each train shall be manned by only one Motorman.

(2) No person shall be allowed to travel in the Motorman's cab except a cab authorised trainee or apprentice Motorman, a Loco inspector and other authorised person as laid down in special instructions.

(3) Each Motorman shall, at all times when on duty, be in possession of,

(a) a Motorman's handbook containing the General Rules and special instructions and the operating and troubleshooting procedures for the train;

(b) two pairs of such spectacles he is required to wear under medical advice;

(c) a tri-colour torch or hand lamp capable of showing red, green and white aspects; and

(d) a watch.

(4) Each Motorman when reporting for duty shall examine any notice issued for his guidance and in particular those which require his special attention on the specific day and line.

(5) The Motorman shall undergo breathalyzer test at the time of sign-on and sign-off.

(6) The Motorman or Shunter shall check continuity and adequacy of brake power and air pressure or pneumatic pressure before taking the train out of depot and conduct brake power feel test at the first available opportunity.

(7) In the event of a Motorman becoming incapacitated while driving a train, he shall, if capable, inform the Traffic Controller who shall inform the Station Shift in-charge at the next station,

(a) If the train is under Automatic Train Operation control, it shall arrive at the next station under automatic control and the Motorman may be relieved at that station for medical attention;

(b) If the train is under manual control, it may get stopped between stations and in this case, the Traffic Controller immediately advice crew control for arranging relieving motorman and considering duration of train detention and availability of relieving motorman, evacuation process shall be initiated as per special instructions; and

(c) On arrival of train at next station, the relieving Motorman shall inform Traffic Controller that the following train may now be authorised to resume the normal working.

218. Train Defects. (1) No train with defective safety equipments, cab signaling, leading cab controls, interior lighting, ventilation, brakes or doors shall remain in passenger service, and it shall be removed from service at the earliest opportunity.

(2) (a) If traction power is lost on any car bogie, the train need not be withdrawn from service, if power is lost on more than one car bogie and the reduction in speed causes delay to following trains, the passengers shall be detrained at the station and the train worked empty, otherwise, the train may remain in passenger service until it can be replaced by a serviceable train;

(b) in the event of a mechanical defect in the traction motor or drive which causes the wheels to lock, the train shall be stopped immediately and shall not be moved until clearance has been given by a Rolling Stock Engineer;

(c) if a Motorman finds that the train cannot be driven or braked from the leading end cab, passengers shall be detrained as per the provisions referred in clauses (d) and (e) of this sub-rule;

(d) such an occurrence may usually happen at a station and a terminal in which case the passengers shall be discharged at the station itself and to dispatch the train to the depot, the Station Shift In-charge shall board the train and act as look out in the leading cab while the Motorman drives from the rear cab in Cut Out mode Information on signals and cleared routes shall be passed by cab to cab telephone and train speed restricted to a maximum of ten kilometer per hour; and

(e) In the unlikely event that the defect causes a train to stop between stations, the Traffic Controller shall arrange another Motorman to drive the train to reach the failed train and drive the train from rear cabin Cut Out mode with leading cab Motorman acting as look out and the information on signals and cleared routes shall be passed by cab to cab telephone or radio and train speed restricted to a maximum of ten kilometer per hour. Alternatively, the failed Train can be rescued by assisting train or shunting vehicle as per rule 232.

(3) (a) Upon failure of any train control system, which shall be indicated on the Train Control and Monitoring System or Train Integrated Management System, whatever nomenclature given, the Motorman shall bring the train to a complete stop, if the train can still be operated by applying suitable isolations in the train control system, the Motorman shall consult Traffic Controller and seek further instructions, in consultation with Rolling Stock Engineer; and

(b) when such failure of the traction control happens on a running line and renders the train inoperative even by applying appropriate isolations in the Train Control and Monitoring System or Train Integrated Management System, the Motorman shall inform the Traffic Controller that his train is stalled and requires assistance to move and in this case the train shall be dealt with in accordance with rule 232.

(4)(a) Failure of brakes to apply or to release shall be indicated on the Train Control and Monitoring System or Train Integrated Management System panel;

(b) If brakes on any car bogie fail to apply, the brake of that bogie shall be isolated manually and the normal service will be resumed. The train shall be withdrawn from service after completion of the trip;

(c) In case the brakes of more than one car bogie and upto fifty percent of the train fail to apply, the train shall be worked at speed not exceeding twenty-five Kilometers per hour upto next station and passengers must be detrained at the next station and the train worked to depot at a speed not exceeding twenty-five kilometers per hour;

(d) if brakes fail to apply on more than fifty percent of the bogies, the train shall be brought to a stop as soon as possible by application of the emergency brake and shall not proceed until authorised by a Senior Section Engineer or Junior Engineer Rolling Stock;

(e) if brakes fail to release on any car bogie, up to a maximum of fifty percent the brakes shall be isolated on the affected cars; the brakes released by local control; passengers shall be detrained at the next station and, the train worked to depot, at a speed not exceeding twenty-five kilometer per hour;

(g) if brakes fail to release on more than fifty percent of the cars, no attempt shall be made to move the train until authorised by a Senior Section Engineer or Junior Engineer Rolling Stock.

(5) (a) If doors on a train are not closed, the train shall not start from a station;

(b) If doors cannot be closed by command or manually or there is no obviously open door and the Doors Closed indication is still not received, passengers shall be detrained and the train shall be worked empty until it can receive attention from the Rolling Stock maintenance department;

(c) If some doors of train do not open at stations but after closing the doors all doors are indicated as closed, the train may remain in passenger service, and necessary announcement shall be made in the train and on the stations to inform the passengers; and

(d) In peak period, the extended dwell times at stations, that could result from some doors not opening, may make it desirable for the train to be withdrawn from service to avoid delaying the following trains.

(6) Failure of an air conditioning unit shall be indicated on the Train Control and Monitoring System or Train Integrated Management System panel, the Motorman shall report such failure to Operations Control Centre, so that rake receives prompt attention to relieve hardship to passengers.

(7) (a) Failure of main car lighting on one or two cars shall be reported by the Train Operator to the Operations Control Centre and the train may continue in passenger service to the end of its trip provided the emergency lighting is working satisfactorily and at the terminal it shall be withdrawn from service or replaced by good train; and

(b) if all main train lightings fail or main lighting and emergency lighting both fail, on the same car, passengers shall be detrained at the next station and the rake withdrawn from service.

219. Examination of Trains. (1) Each train shall be examined by a competent person from the Rolling Stock Maintenance department before being offered for passenger service.

(2) The examination shall ensure that all functions of the train are working correctly and in particular safety devices, such as:

(a) cab signaling;

(b) safety brake circuits;

(c) train radio communication;

(d) head, tail, flasher and marker lights;

(e) Display Panel of Train Control and Monitoring System or Train Integrated Management System, whatever name given;

(f) brake gears;

(g) isolating cock ties intact;

(h) miniature circuit breaker and safety switch seals intact; and

(i) any other item specified under special instructions.

(3) The competent staff shall sign a certificate of safety test indicating duration of its validity, which shall remain in the leading cab in the direction of departure.

(4) The Motorman or Shunter who runs the train from the depot shall check that the train fitness certificate is up to date and currently valid before moving the train and he shall also check the head lights, the tail lights, the flasher lights, the marker lights and the speedometer of the train.

220. Duties of a Motorman. (1) The Motorman shall pay immediate attention and obey every signal and shall always be vigilant and cautious and keep a sharp look out.

(2) When a Motorman, not working under Coded manual mode, approaches a fixed signal at on or in defective position, he shall not pass a fixed signal that refers to his train, unless after bringing his train to a stop, he is either given a written authority by the Station Shift In-charge to proceed past such signal or is authorised by the Operations Control Centre or the Traffic Controller on train radio in accordance with special instructions.

(3) The Motorman shall not operate the train at higher than the maximum permissible speed.

(4) The Motorman shall be alert for changing rail conditions, and shall exercise extra care when operating in areas which may be affected by grease, oil, water or other substance, which could cause running rails to become slippery and shall adjust the train speed accordingly.

(5) When closing the train doors, the Motorman shall observe the platform end, as far as practicable, and prevent the closing doors from striking boarding passengers.

(6) If the doors are obstructed or the doors closed indication is not received, the Motorman shall re-open the doors and close them again.

(7) In trains operating under Automatic Mode, the Motorman shall start the train after closing the doors, and all further progress to the next station and the opening of doors there takes place automatically, unless manual opening of doors is selected.

(8) In trains not operating under Automatic Mode, the Motorman shall drive the train, observing and obeying cab signals, to the next station and shall stop the train at the appropriate stopping mark, and the doors of the train shall not be opened until the train has come to a complete stop and the platform screen doors, where provided, can be opened manually from the local panel provided near the cab on the platform.

(9) If a train stops short of its proper stopping place, even in Automatic Mode, the Motorman shall manually drive the train to its proper stopping place, and the doors of the train shall not be opened until the train has come to a complete stop and the platform screen doors, where provided, can be opened manually from the local panel provided near the cab on the platform.

(10) If a train stops beyond its normal stopping place but with the doors still on the platform, the Motorman shall contact the Traffic Controller to take his permission for reversing so as to align the train at proper stopping place. After reversing, the doors may be opened manually and passengers allowed to alight or board.

(11) If the train stops beyond the end of the platform, the Motorman shall seek instruction from the Traffic Controller and if the Traffic Controller can prevent the following train from approaching the platform by using the signaling controls, he may do so and then authorise the train at the platform to reverse until all doors are at the platform and train is correctly positioned at stopping place. Otherwise, an announcement shall be made to the passengers and the train may proceed to the next station without opening the doors, and if the train is the last train of the day, the train may be reversed on instruction of the Traffic Controller and stopped at the normal stopping place. If the train cannot be reversed, then the passengers may be allowed to disembark from the train by opening selected doors of the train by the exterior emergency doors control.

(12) (a) If a passenger emergency alarm is operated in the train, the Motorman shall try to establish voice communication with the location by intercom or public address, and he shall try to establish the reason for the operation of alarm but, unless there is a clear and immediate danger to the train and its passengers, he shall continue to the next station before taking any action;

(b) the Motorman shall inform on radio the Traffic Controller in the Operation Control Centre and Station Shift In-charge of the station at which the train stops about operation of the passenger emergency alarm; and

(c) In case of no passenger response for operated emergency alarm, the Motorman can reset passenger emergency alarm with the approval of Traffic Controller.

(13) In case of poor visibility, rendering the sighting of signals difficult, the Motorman shall advise the Traffic Controller and proceed in accordance with special instructions.

(14) Where the Train is driven manually in other than Coded Manual mode, the Motorman shall ensure that the doors on the platform side only are opened for boarding or alighting the passengers.

221. Locomotives, work trains and maintenance vehicles. (1) Locomotives, work trains, and self propelled maintenance vehicles equipped with Automatic Train Protection equipment shall be worked as per rules of operation for passenger trains.

(2) The operator of a self-propelled maintenance vehicle which is permitted to operate on running lines shall hold a certificate of competency as a Motorman or to be accompanied by a person holding certificate of competency and in the latter case, the person holding the certificate of competency is responsible for the observance of these rules in respect of the operation of the vehicle.

(3) Before departing from depot, or from a work site where the Train has been uncoupled, the Motorman of the leading locomotive shall

(a) ensure that the Train is fully coupled;

(b) carry out a continuity test of the pneumatic brake; and

(c) verify that all handbrakes have been released.

(4) Subject to sub-rule (2), the Motorman of a locomotive, work train or self-propelled maintenance vehicles, shall possess at all times, when on duty,

(a) a tri-colour torch capable of showing a red, green and white aspects; and

(b) any special notices relating to the working of work trains.

(5) Any unpowered vehicles, stationed on a siding or on the running line, shall be secured by the application of sufficient number of handbrakes unless coupled to a locomotive.

(6) Any such vehicle or group of vehicles shall have a lamp attached to an outermost vehicle displaying a red aspect in the direction of approaching trains and on a running line such lamps shall be placed at both the ends of the vehicle or group of vehicles.

(7) Any self-propelled maintenance vehicle which is not fitted with Automatic Train Protection equipment shall be taken on running line only if,

(a) during revenue service period, it is coupled to a locomotive or other vehicle which is so equipped and driven at such speeds as specified in Special Instructions; or

(b) during revenue service period, it is working within the limits of Engineer's Possession; or

(c) during non-revenue service period, it is running on line of sight method at a speed not exceeding twenty five kilometers per hour or in accordance with special instructions.

(8) Shunting of vehicles to make or break work train consists shall only take place as per special instructions.

(9) The maximum speed of vehicles, not equipped with Automatic Train Protection control, shall be limited in accordance with Approved Special Instructions.

(10) Fly shunting of any vehicle is expressly prohibited at any time.

Note: In this rule, a fly shunt is made when two vehicles are sent forward unattached either together or one immediately after the other and placed on different lines necessitating the points being reversed after the passage of the leading vehicle.

PLATFORM DOORS

222. Kinds of Platform doors. Platform doors, where provided, shall be of the following types, namely,

(1) Platform Screen Doors, these doors are powered doors located along the platform at the platform edge throughout the passenger area with door locations corresponding to the train car passenger door locations;

(2) Platform Edge Doors, these are powered doors located along the platform at the platform edge;

(3) Manual Secondary Doors, these are manual doors located at one end of platform or both ends of platform to provide access between platform and the trackside;

(4) Emergency Escape Doors, these doors are located around Platform Screen Doors of leading and trailing passenger cars and are meant for use in emergency situations;

(5) Fixed Panel, platform length sections, not provided with any of Platform Screen Doors or Platform Edge Doors or Emergency Escape Doors or Manual Secondary Doors, are provided with fixed screens called Fixed Panel; and

(6) All the above doors and panels may be full height or half height as required.

223. Normal working of doors. (1) Platform screen Door,

(a) Opening or closing of the Platform Screen Doors shall be after receipt of the doors open or doors close command signal from the signaling link, or any other suitable arrangement;

(b) signaling link or any other suitable arrangement enables automatic operation of the Platform Screen Doors only when the train stops within 500 mm or the defined limit, as the case may be, of it's normal stopping position. In the event of a train stopping outside this limit, the train may be driven under Motorman's control in Cut out mode, if necessary, to reposition it, and allow normal operation of the Platform Screen Doors when correctly positioned in accordance with sub-rules (8), (9), (10) and (11) of rule 220.

(2) Platform Edge Door, Opening or closing of the Platform Edge Door, where provided, will be by an authorised servant, after receipt of indication of the DOORS OPEN or DOORS CLOSE command signals.

(3) Manual Secondary Door, The Manual Secondary Door may be opened from the platform side by using a special maintenance staff key.

224. Abnormal working and emergency usages of doors. (1) Platform Screen Door,

(a) In case any Platform Screen Door does not open automatically due to any failure, train passenger can go to the platform after opening the Platform Screen Door by using the manual release handle located on the track side of the door;

(b) if the Platform Screen Door does not open or close automatically after Train doors opening or closing, then, the Motorman or maintenance staff may open or close all Platform Screen Doors using a local control panel located at the platform with the help of staff special key;

(c) maintenance staff can open or close each individual Platform Screen;

(d) Door from platform side using staff special key, if needed;

(e) any defective Platform Screen Door may be isolated by using staff special key, if needed; and

(g) if it is not possible to close any platform screen door, the speed of all trains entering the station, leaving the station or passing through the station shall be restricted to a maximum speed of twenty kilometers per hour and in addition, an audible warning shall be sounded by all trains while entering the station Further necessary precautions may be taken as per special instructions.

(2) Platform Edge Door,

(a) If platform edge door local panel does not receive indication of the doors open or doors close command signals from the signalling link or from any other suitable arrangement, then the Motorman or maintenance staff can provide this indication to local panel by using platform screen door local panel with the help of staff special key and after receiving open or close indication, the authorised servant can open or close the Platform Edge Doors;

(b) An authorised servant can open or close each individual Platform Edge Door using special staff key, if needed;

(c) any defective Platform Edge Door may be isolated by using staff special key, if needed; and

(d) if it is not possible to close any platform edge door, the speed of all trains entering the station, leaving the station or passing through the station shall be restricted to a maximum speed of twenty kilometer per hour and in addition, an audible warning shall be sounded by all trains while entering the station.

(3) Manual Secondary Door,

(a) In case of emergency evacuation from trackside the Manual Secondary door may be opened from the trackside by using a push bar; and

(b) The door will be designed to swing open and be held at an open position of ninety degree and the door shall automatically revert to closed and locked position safely if it is left open at less than ninety degree without need for staff intervention;

(4) Emergency Escape Door,

(a) If train does not stop at the correct position and opened train doors are not in front of Platform Screen doors or under other specified conditions provided in special instructions, the passengers from the train can detrain to the platform after opening the emergency escape door by pressing the emergency push bar located on the track side of the emergency escape door; and

(b) the door will be designed to swing open and be held at an open position of ninety degree and the door shall automatically revert to closed and locked position safely if it is left open at less than ninety degree without need for staff intervention.

(5) Any door which has been manually released from track or platform side shall then be subjected to a gentle reclosing force, against which it can be pushed or held open, which shall ensure that the door returns safely to the closed and locked position afterwards, without need for staff intervention.

225. Indications. (1) Door open indicator,

(a) when platform screen door or platform edge door is under opening and closing process, the door opening indicator flashes and chime is activated;

(b) when platform screen door or platform edge door is under fully opened position, the door opening indicator is illuminated and chime is deactivated; and

(c) when platform screen door or platform edge door is under closed and locked position, the door opening indicator is extinguished and chime is deactivated.

(2) Indicators near the manual secondary door or emergency escape door, One each light emitting diode or other suitable indicator is provided near each manual secondary door or emergency escape door leaf to give closed and locked indications, respectively.

(3) Obstruction detection,

(a) Sensors are provided to detect any person trapped between train door and Platform Screen Door at station with curved platform. When all Platform Screen Doors and Platform Edge Doors are closed by the Motorman, the sensors shall check and give following indications on Platform Screen Door local panel at both headwall and tail wall:

(i) nobody trapped green; and

(ii) somebody trapped Red flashing, unless sensors detect all doors clear, Platform Screen door system will not give clearance for train departure;

(b) in case of detection of an obstruction in between two leaves of a Platform Screen Door resulting in non closure of such door, the door makes further attempts to close automatically, if the obstacle is removed in these attempts Platform Screen Door closes again, if obstacle is still present, then the Platform Screen Door stops in unlocked position and is free to be pushed back by hand and once the obstruction disappears, train driver can open and close the doors again and if the problem persists, then, station staff shall attend the affected door.

CONTROL AND WORKING OF STATIONS

226. Responsibilities of Station Shift In-charge. Each Station Shift In-charge shall,

(1) open the station at least ten minutes before the advertised time of the first train;

(2) carry out an inspection of the station premises, at the start of his duty period recording any defects or irregularities found and reporting the same to authorities concerned including the operations control centre for prompt rectification;

(3) be responsible for the supervision of the passenger flows, and the provisions of adequate barriers and escalator services, ensuring that all staff renders prompt assistance to passengers;

(4) be responsible for reporting any defect and failure of any equipment on the station to the appropriate maintenance department;

(5) be responsible for handling any emergency situations, and public announcements;

(6) be responsible for the training of the station staff in local rules and conditions, for monitoring of their performances, discipline and administration;

(7) observe the departure of last train and at interchange station, shall supervise the interchange of passengers between last advertised connecting train and shall inform the Traffic Controller when all interchange has been completed;

(8) inspect the station after the departure of last train to ensure that no unauthorised persons and unattended object remain on the premises and then lock all the entrances, as required;

(9) be responsible for keeping a log book which details occurrence on the station which shall include among other things, timings and reports of inspections, timing and location of maintenance activities, complaints or request from passengers, instruction from the Traffic Controller period of local control of signaling and unusual incidents; and

(10) be responsible for control and Operation of local panel and work station with the approval of the Traffic Controller.

227. Responsibilities of Platform Supervisor. The Platform Supervisor, where provided, shall,

(1) monitor the boarding and alighting of passengers and be alert to observe any accident and report each to the Station Shift In-charge;

(2) when a dangerous situation arises, operate the emergency stop plunger to stop any train on or approaching the platform and report his action to the Station Shift In-charge;

(3) handle any malfunctioning of Platform Screen Doors, where provided;

(4) manage customer interface;

(5) monitor platform attendance;

(6) manage trolley circulation, if any; and

(7) be responsible for platform cleaning.

228. Responsibilities of Baggage Handling Supervisor. Wherever the Baggage Handling System is provided, the Baggage Handling Supervisor shall,

(1) monitor the entire baggage handling system to ensure smooth movement of passenger baggage; and

(2) take appropriate action as provided in special instructions in case of any abnormality in the Baggage Handling System.

229. Station Working Rules. (1) In addition to the General Rules and special instructions of the Metro Railway, each station shall be provided with the Station Working Orders applicable to the station giving details of,

(a) the location of equipment and guidelines for their use;

(b) the emergency evacuation routes at station and with adjoining block section;

(c) the designated entrance for attendance by police, fire and ambulance vehicle;

(d) the designated entry for fire services; and

(e) list of medical facilities locally available.

(2) Copies of these Station Working Orders shall be readily available with on duty Station Shift In-charge who is required to work at the particular station.

(3) A copy of these working orders shall be kept in a special marked binder in a conspicuous place in the station control room.

230. Emergency Evacuation. (1) The Station Shift In-charge shall control the evacuation from the Station Shift in-charge Room in the event of evacuation of the station becoming necessary as a result of cessation of train services, risk of fire or any other emergency,

(a) all automatic fare collection barriers shall be set to open freely in the exit direction and the station staff deployed to assist in passenger evacuation;

(b) information and instruction shall be passed to the public by public address system and where available, visual displays;

(c) all inwards escalators may be stopped and used in the outwards direction, in accordance with special instructions;

(d) all ticket sales shall be suspended and the staff used to assist in passenger evacuation; and

(e) all station exits shall be opened.

(2) The Station staff shall verify that each area of the station has been evacuated and when areas are verified as clear of passengers, the staff shall leave the station and secure it unless otherwise instructed by the Traffic Controller.

(3) If fire or smoke is present, passengers shall, as far as practicable, be instructed to use exit routes that avoid contaminated area.

(4) If the fire is in the station, the Traffic Controller shall be informed so that he can instruct to all concerned Motormen not to stop the train at the station.

(5) If the fire is at the concourse level, the train may be stopped to allow passengers to board only, as means of evacuating the passenger's more quickly and Motorman shall make announcements in their trains to inform passengers not to alight from the train at the affected station.

(6) If the fire is so extensive that the trains should not approach the station, the Station Shift In-charge shall inform the Traffic Controller to instruct the trains coming towards the affected station to stop at the previous stations for evacuating the passengers there and this should prevail till normalcy is restored to the affected station.

231. Supervision of train movements. (1) When the station control is being exercised from the Operations Control Centre, the Station Shift In-charge shall observe the passage of trains on the monitor and be alert to take action if the train service is in any way disrupted.

(2) Any failure of any indication on the panel or work station shall be reported immediately to the Traffic Controller.

(3) Control of the panel and workstation may only be taken with the permission of the Traffic Controller and the Operation of individual routes and points shall be carried out as per the Traffic Controller's instructions.

(ACCIDENT AND UNUSUAL OCCURRENCES)

232. Train stopped between stations. (1) (a) If a Motorman cannot isolate a defect on his train and is unable to move it under its own power, he shall secure the train and request the Traffic Controller for assistance;

(b) the Traffic Controller shall, if possible, instruct the Motorman of the following train to drive as close to the stalled train as possible under Coded Manual mode and at the limit of authority under cab signaling;

(c) the Traffic Controller shall then instruct the Motorman of the assisting train to change to Restricted Manual mode, and to proceed at reduced speed and stop about ten meters short of the stalled train;

(d) in case it is more convenient to provide assisting train from the leading end direction, the Traffic Controller shall instruct the Motorman of the assisting train, to detrain the passengers at the station, to change the cab and proceed in the direction of the stalled train under Coded Manual mode as far as limit of authority under cab signaling and thereafter change to Restricted Manual mode and stop short of about ten meters of stalled train;

(e) the Traffic Controller shall instruct the Motorman of defective train to secure his train, and instruct the Motorman of the assisting train to couple to the defective train by mechanical means only and to isolate all electrical connections to the defective train;

(f) once the trains are confirmed as coupled, the Traffic Controller shall instruct the Motorman of the defective train to release the brakes of his train;

(g) the Traffic Controller shall then authorise the Motorman of the assisting train, if in front, to once again change the cab and to drive forward in Restricted Manual mode at slow speed while exchanging communication with the front cab of defective train until the assisting train has completely reached on platform of the next station;

(h) The combined consist shall then be moved forward until the defective train has completely reached on platform and then, the passengers of the defective train shall be detrained at the station and the combined consist shall be moved to the depot;

(i) the Motorman of the assisting train, if in the rear, will drive the combined consist in Restricted Manual mode at a speed not exceeding ten kilometer per hour, while exchanging communication with the Motorman of the defective train in the lead cab until the defective train is at the platform of the next station;

(j) all passengers shall be detrained from the defective train, and the combined consist shall then be moved further until the assisting train is completely on the platform; and

(k) all passengers of assisting train shall then be detrained at the station and the combined consist worked to the depot in Restricted Manual mode at a speed not exceeding ten kilometer per hour, with leading and intermediate Motorman exchanging communication on cab to cab telephone particularly if being assisted from rear.

(2) (a) If traction power is lost, all trains shall coast as far as the momentum of the train and the signaling system permit, after ascertaining from Traffic Controller that there is no defect in the third rail system. The objective is to get every train to a platform or as close to the platform as possible where passengers can be detrained if the incident is likely to be prolonged;

(b) if the traction power has not been restored within fifteen minutes, passengers shall be detrained from all trains at stations, and the process of detraining passengers from any train stopped between stations shall be initiated after switching off third rail power supply in case of side evacuation and the Motorman shall also take suitable measures of securing his train;

(c) the Traffic Controller shall advise the Station Shift in-charges of the adjoining station to which evacuation is planned, who shall in turn make suitable arrangement for assisting the evacuation process and, if applicable, in-train baggage tagging for identification of passenger baggage later; and

(d) after evacuation of passengers, the Traffic Controller shall take appropriate action of working the stranded trains to nearest station siding or depot using other suitable shunting vehicles.

(3) (a) If a train cannot be moved as a result of derailment or a mechanical failure, leading to possible infringement, the Motorman of the stalled train shall switch on the flasher light, secure the train, and immediately inform the Traffic Controller advising him of any infringement on other track, if any and possibility of injuries to passengers among other things, and also inform him that he is unable to move his train;

(b) the Traffic Controller in consultation with the Motorman shall decide the most appropriate method of evacuation, assistance needed and working of failed train cars taking into account proximity of stations, availability of trains and other local conditions and, advise the Motorman the direction from which assistance is to be provided and inform the Station Shift In-charge at the station to which passengers shall be evacuated;

(c) the following methods of evacuation, as the case may be, shall be followed, namely,

(i) evacuation to a train on the same track;

(ii) evacuation to a train on an adjacent track (except in twin tunnel sections);

(iii) evacuation to train on adjacent track (in twin tunnels);

(iv) evacuation on foot to the nearest station; and

(v) evacuation by climbing down the viaduct or climbing up the evacuation shaft in tunnels.

(4) Evacuation to a train on the same track, (a) (i) Wherever considered necessary, the traffic on the adjacent track may be stopped, as prescribed under Special Instructions;

(ii) If being assisted by an assisting train from the rear, passengers shall, if possible, be first detrained from the assisting train at station and the Traffic Controller shall instruct the Motorman to drive in Coded Manual mode until the limit of authority under cab signaling;

(iii) the Traffic Controller shall, thereafter, instruct the Motorman to change to Restricted Manual mode and drive at not more than twenty five kilometer per hour to stop about ten meter from the stalled train; and

(iv) if assistance from the rear is not possible, assistance may be provided from the front end direction, following similar procedure once the Motorman has changed the cab for driving in the other direction as provided in the special instructions;

(b) the Motorman of the assisting train shall report to the Operations Control Centre when he has reached this location and the Traffic Controller shall then instruct him to move his train slowly and stop it ten meters short of the stalled train;

(c) the Motorman of the assisting train shall secure his train, and open the appropriate side or end door and ramps, if any and the Motorman of the stalled train shall open the corresponding door on his train and the two Motormen shall assist passenger to shift from the stalled train to the assisting train and where applicable the assisting metro staff or the Motorman of the stalled train shall also take appropriate measures for in-train baggage tagging for identification of passenger baggage later;

(d) when all passengers have been transferred, the doors and ramps, if any, of both the trains shall be closed and secured;

(e) the Motorman of the stalled train shall remain with his train and the Motorman of the assisting train shall move to the other cab and report to the Traffic Controller that all passengers have been transferred and that his train is ready to move; and

(f) only after receiving the instructions from the Traffic Controller, the Motorman of the assisting train shall select Restricted Manual mode and drive the train to the station from which he came where passengers can be detrained.

(5) Evacuation to a train on an adjacent track (except in twin tunnel sections),

(a) if assistance cannot easily be given by a train on the same track, a train on the adjacent track may be used;

(b) on receipt of a request for assistance, the Traffic Controller shall inform the Station Shift in-charges at the station on the either side of the location of the incident;

(c) the Passengers may be detrained from the assisting train at a station;

(d) the Traffic Controller shall instruct the Motorman of the assisting train to select Coded Manual mode and proceed towards the stalled train as near as permissible and then, select Restricted Manual mode in consultation with the Traffic Controller and drive his train to a point, near the stalled train;

(e) the Motorman of the assisting train shall secure his train and open the appropriate door of his train and report completion to the Traffic Controller.

(f) the Traffic Controller shall then instruct the Motorman of the stalled train to open appropriate door and ramp, if any, of his train;

(g) the two Motorman shall then supervise the transfer of passengers via the ramps or step ladders and the track from the stalled train to the assisting train taking particular care to inform passengers of the dangers of tripping on rails and other equipment, and where applicable, the assisting metro staff or the Motorman of the stalled train shall also take appropriate measures for in-train baggage tagging for identification of passenger baggage later;

(h) once all passengers have been transferred, the doors and ramps, if any, shall be secured and completion reported to the Traffic Controller by the Motorman of the assisting train;

(i) the Motorman of the stalled train shall remain with his train; and

(j) the Traffic Controller shall then authorise the Motorman of the assisting train to proceed to the next station in the normal direction of traffic, where normal service may be resumed.

(6) Evacuation to train on an adjacent track (in twin tunnels),

(a) In twin tunnel sections, if assistance cannot easily be given by a train on the same track, a train on the adjacent track may be used;

(b) on receipt of request for assistance, the Traffic Controller shall inform the Station Shift in-charges at the station on the either side of the location of the incident;

(c) Passengers may be detrained from the assisting train at a station;

(d) The Traffic Controller shall instruct the Motorman of the assisting train to select Coded Manual mode and proceed toward the direction of stalled train as near as permissible to an appropriate Cross Passage as advised by Traffic Controller and then change to Restricted Manual mode in consultation with Traffic Controller to drive his train to a point, near a Cross Passage as advised by the Traffic Controller;

(e) The Motorman of the assisting train shall secure his train and open the appropriate door and ramp, if any, of his train and report completion to the Traffic Controller;

(f) the Traffic Controller shall then instruct the Motorman of the stalled train to open its appropriate door and ramp, if any, as applicable, which is nearest to this Cross Passage;

(g) the two Motormen shall then supervise the transfer of passengers via the Cross Passage and the track from the stalled train to the assisting train taking particular care to inform passengers of the dangers of tripping on rails and other equipment, and the hazards of walking through the Cross Passage, and the two Motormen shall ensure that all passengers have been safely transferred and accounted for. Where applicable, the assisting metro staff or the Motorman shall also take appropriate measures for in-train baggage tagging for identification of passenger baggage later;

(h) Once all passengers have been transferred, the appropriate doors and ramps, if any, of assisting train shall be closed, secured and completion reported to the Traffic Controller by the Motorman of the assisting train; and

(i) the Motorman of the stalled train shall close the doors and ramps, if any, and return to his train cab.

(7) The Traffic Controller shall then authorise the assisting train to select appropriate mode and proceed to the next station where normal service may be resumed. Evacuation on foot to the nearest station,

(a) In case of evacuation on foot, the Traffic Controller shall decide as to which station passengers are to be evacuated which shall normally be the nearest station subject to other factors, such as the location of the trains, ventilation consideration in tunnel sections and any damage to track, train or structures which may make it desirable to use an alternative station;

(b) the Traffic Controller shall inform the Station Shift in-charge at the station designated to receive the passengers and the Station Shift in-charge shall clear the platform concerned of waiting passengers and, if necessary, stop incoming passengers, and if a tunnel section is involved, he shall ensure that the tunnel lighting is switched on, open all emergency doors, manual secondary doors and platform screen doors, where provided, and he shall position himself and his security staff on the platform to receive the arriving passengers;

(c) the Station Shift in-charge shall prepare to render assistance or first aid to any passenger who may have had difficulty or met an accident during the evacuation;

(d) on open sections and in double track tunnels, the Traffic Controller may arrange for traffic to be suspended on the adjacent track for the duration of the evacuation, and in case of third rail Traction system instruct the Traction Power Controller to switch off the third rail power supply;

(e) the Traffic Controller shall verify with the Motorman that the train has been secured and then instruct him to deploy the appropriate door and ramp, if any, of the train, nearest to the designated station;

(f) passengers shall be informed of the procedures to be followed and given explicit warning on tripping hazards, where to walk, or hazards of walking on the raised walkway, not to raise any object above head level, and what to expect at the station;

(g) wherever applicable, the Motorman or assisting metro staff shall take appropriate measures for in-train baggage tagging for identification of passenger baggage later;

(h) passengers shall be detrained on the track, or on the raised walkway, as applicable, by the Motorman and directed to the station and the Motorman shall count passengers as they leave the train;

(i) the Station Shift In-charge shall count the passengers as they arrive at the platform;

(j) the Motorman shall ensure that the last passenger has left the stalled train and also check that all passengers have left the track or raised walkway, as the case may be;

(k) the Motorman and Station Shift in-charge shall check their respective count of passengers' numbers and satisfy themselves that all passengers have reached the platform and thereafter the Motorman shall return to his train and secure the end door and ramp, if any, or the side doors, as the case may be; and

(l) the Station Shift in-charge shall record in the station log the details of the incident, in particular, the number of passengers detrained, and then report the statistics to the Traffic Controller.

(8) Evacuation on foot by climbing down on via-duct or climbing up the evacuation shaft in tunnels,

(a) If the train is near a suitable location designated for evacuation of passengers by climbing down the via-duct or climbing up the evacuation shaft in tunnels, the Motorman of stalled train shall consult the Traffic Controller and on instructions from Traffic Controller, secure his train;

(b) the Traffic Controller shall intimate the Station Shift In-charges of adjoining stations for assisting in the evacuation, who shall depute competent metro staff and security personnel at the safe evacuation point to assist the evacuation;

(c) the assisting metro staff shall prepare to render assistance or first aid to any passenger who may have had difficulty or accident during the evacuation;

(d) the Traffic Controller may arrange for traffic to be suspended on the adjacent track for the duration of the evacuation;

(e) on the advice of the Traffic Controller, the Motorman of stalled train shall open the appropriate door or ramp, if any, of the stalled train;

(f) passengers shall be informed of the procedures to be followed and given explicit warning on tripping hazards, where to walk and not to raise any object above head level, and what to expect at the evacuation point;

(g) the assisting metro staff or the Motorman shall take appropriate measures, where applicable, for in-train baggage tagging for identification of passenger baggage later;

(h) passengers shall be detrained on the track by the Motorman and directed to the evacuation staircase or rescue vehicle and the Motorman shall count passengers as they leave the stalled train;

(i) the passengers shall again be counted as they arrive at the safe location after evacuation by the assisting metro staff at the safe evacuation point;

(j) the Motorman shall ensure that all passengers have left the stalled train and check that all passengers have left the track;

(k) the Motorman and the assisting metro staff at the safe evacuation point or vehicle shall check their respective count of passengers' numbers and satisfy themselves that all passengers have reached the safe evacuation point or vehicle and report the same to Traffic Controller. The Motorman shall, thereafter, return to his train, secure the end door, and seek further instructions from Traffic Controller;

(l) the evacuated passengers shall be brought to nearest station; and

(m) the concerned Station Shift in-charge shall record in the station log the details of the incident, and, in particular, the number and other details of passengers detrained, and transfer of their luggage and repeat the complete incidence details to the Traffic Controller.

(9) If a train cannot be moved as a result of failure of Traction system the Motorman shall consult the Traffic Controller who in turn shall consult the Traction Power Controller, and after ensuring that it is not possible to restore Traction power, shall arrange to cut off Traction power in the affected section and take any further measures for safety of passengers and then action, in accordance with sub-rules (5) to (8), wherever applicable, shall be taken to evacuate the passengers from the stalled train.

(10) Notwithstanding, anything contained in sub-rules (1) to (9), in the case of Third Rail Traction system, the Third Rail power supply shall be switched off in all cases of evacuation in which passengers are required to come on the raised walkway or the track.

233. Train divided. (1) If a train is stopped by an irrevocable emergency brake application and cab signaling indications are normal, the Motorman shall examine the Train Control Monitoring System panel, or Train Integrated Management System panel, as the name given, to ascertain the cause, if indication of faults in multiple circuits affecting the whole train or rear cars of the train are present, the train shall not be moved until, it has been verified that the train is complete and coupled.

(2) After the verification about complete arrival and the integrity of the train is completed under sub-rule (1), the Traffic Controller may authorise the Motorman to make appropriate isolations and proceed. If the train is not divided, but is still unable to move on its own, the train shall be worked in accordance with sub-rule (1) of rule 232.

(3) If the train is found to have parted, the Motorman shall first satisfy himself that no passenger has been injured or has fallen from the train, and then,

(a) the passengers shall be cleared of the open ends of the train and train re-coupled with the help of assisting staff as per special instructions, if possible, in consultation with Traffic Controller and Rolling Stock Supervisor; and

(b) if the Motorman has successfully re-coupled the train, he shall return to the leading cab, report the circumstances to the Traffic Controller and seek permission to proceed to the next station following the instructions given by the Traffic Controller.

(4) The train shall be withdrawn from passenger service at the next station and worked to depot for investigation of the incident.

(5) If train cannot be re-coupled, the Motorman shall inform the Traffic Controller and the Traffic Controller shall then inform the Station Shift In-charge at the previous station to detrain passengers from the following train if possible, and use it to go to the site and take at least two staff with him.

(6) The Motorman of the following train shall drive his train in Coded Manual mode as far as the signaling permits, thereafter the Traffic Controller shall instruct the Motorman to drive the train under Restricted Manual Mode and proceed at reduced speed as near to the divided train as possible and stop, and the Station Shift In-charge and the staff shall then leave the train from the front, or from the side, as applicable, and board the parted train.

(7) The staff shall be positioned at the rear of the front portion of the train and the Motorman of the divided train shall return to the leading cab, make the necessary isolation and seek permission from the Traffic Controller to proceed.

(8) The Traffic Controller shall instruct the Motorman to proceed at a speed not exceeding ten kilometer per hour as far as the next station and to stop at the far end of the platform.

(9) The other staff shall be positioned at the front end of the rear divided train portion and the assisting Station Shift in-charge shall, then, drive the rear portion of the train from the shunting position of the assisting train with utmost caution, and with the staff keeping a look out at the front, maintaining continuous communication with the Traffic Controller and the train shall be driven to the next station at a speed not exceeding ten kilometer per hour in any case.

(10) On arrival of the train at the station, passengers shall be detrained.

(11) The two portions of the train shall then be worked under the supervision of rolling stock Engineer in Restricted Manual mode, if possible to the nearest depot or siding at a slow speed.

(12) The assisting train shall proceed once the cab signaling displays a proceed code and shall entrain passengers at the next station and resume normal working.

(13) In case of depot being in the direction opposite to the direction of working of the divided train, the rear portion of the divided train shall first be worked toward the nearest station in the direction of depot after positioning a security staff at the divided train portion in the rear, after the Motorman has changed his cab in the leading direction of movement, in consultation with the Traffic Controller.

(14) The other parted portion of the train shall then be worked cautiously in the shunting mode after appropriate isolation, at a very slow speed after positioning the other security staff at the divided end keeping a close look out at the front and maintaining continuous communication with the Traffic Controller.

(15) After reaching the station, the assisting train can resume normal operation.

(16) The parted portions of the divided train shall be worked to depot under supervision of rolling stock supervisor in Restricted Manual mode, if possible.

(17) In case it is not possible to move any parted portion of the divided train on its own power, it shall be worked to the depot using another suitable train under instructions of the Traffic Controller.

234. Unusual occurrences. (1) All Metro Railway servants shall be conversant with the location and use of fire alarms and firefighting equipment at their place of work.

(2) All Metro Railway servants observing the smoke or fire shall raise the alarm by means of the equipment provided or by informing the Station Shift in-charge and Traffic Controller as may be most appropriate and expeditious.

(3) If smoke or fire is reported on a train between stations, the Motorman shall inform the Traffic Controller, drive his train to the next station and detrain passengers. Traction power shall then be switched off, the third rail traction territory the current collection devices of the affected train retracted, before traction power is restored to other trains.

(4) If the fire on a train or on the track causes a train to stop between the stations, passengers shall be evacuated as per the provisions specified in sub-rules (3) to (8) of rule 232, as applicable.

(5) If the incident occurs in a tunnel, the Traffic Controller shall arrange with the Integrated Station Management System Controller for the ventilation system to supply fresh air to the chosen route for evacuation before authorising detrainment of passengers.

(6) If the fire alarm on a station is actuated or a verbal report is received of smoke or fire on the station, the Station Shift In-charge shall inform the Traffic Controller and then verify for himself by closed circuit television or actual inspection whether or not the alarm is genuine.

(7) If smoke or fire is present, the Station Shift In-charge shall inform the Traffic Controller and arrange for passengers to be evacuated from the area concerned preventing further access and if necessary, the station may be completely evacuated and the Traffic Controller may be requested to arrange for trains not to stop.

(8) The Traffic Controller shall inform the Chief Controller who shall arrange for the attendance and assistance of the fire fighting services and if necessary the ambulance services.

(9) If a Motorman or Station Shift In-charge observes a fire in adjacent premises that could affect the property of the Metro Railway he shall report the circumstances to the Traffic Controller and the Traffic Controller shall inform the Chief Controller and the Security Controller and maintain normal services unless or until a local inspection confirms that a potential danger exists.

235. Other unsafe conditions. (1) All Metro Railway servants, and, in particular Motorman and Station Shift in-charges shall keep a look out for unsafe conditions on or in the vicinity of the railway track which are as follows,

(a) damaged or dislodged fixed equipment within the railway right of way;

(b) broken or buckled rails;

(c) displaced or damaged third rail power conductors;

(d) construction activities adjacent to the track including use of cranes which can swing within six metres of the track;

(e) road accidents which might cause or have caused damage to bridges and viaducts;

(f) road accidents which might cause or have caused vehicles or their loads to encroach on the Metro Railway right of way; and

(g) any other obstruction on the track.

(2) If the Motorman observes any unsafe condition, he shall report to the Traffic Controller immediately so that action can be taken to minimise the effect and remove the cause. In the event of an earthquake, the Traffic Controller shall instruct all trains to stop immediately and after such earthquake has subsided, the Traffic Controller may instruct each stranded Motorman to proceed in Restricted Manual mode at walking speed after examining that the track is safe for train movement and free from obstruction up to the next station:

Provided, that in such event, the normal operation of trains may be resumed if all the track and structures are examined, as per Special Instructions.

SYSTEMS OF WORKING

236. Continuous Automatic Train Control System. (1) The Continuous Automatic Train Control system of working shall be adopted on the Metro Railway, for movement of trains between stations and between depot and the main line.

(2) The Continuous Automatic Train Control system works on the principle of target speed and target distance with Cab Signaling by means of continuous transmission between trackside and train through suitable approved means, ensuring safe movement of all trains under all operating conditions by continuously generating a safe operating envelope defined by the limit of movement authority and the maximum safe speed.

(3) The limit of movement authority shall be the farthest point to which the train may safely proceed taking into account margins for error in speed and distance measurement, calculating braking distances and the equipment reaction times.

(4) The maximum safe speed shall be maximum speed at which the train is permitted to travel without intervention by the train control and signaling system and it shall be continuously calculated in such a manner that permanent speed restrictions, the speed limits for the type of train and temporary speed restrictions shall not be exceeded and the train shall always stop without passing the limit of movement authority.

(5) The Continuous Automatic Train Control system will provide the following modes of train operation, namely,

(a) Automatic Mode, where provided;

(b) Automatic Reversal Mode, if provided;

(c) Coded Manual Mode or Automatic Train Protection;

(d) Restricted Manual Mode;

(f) Cut Out Mode; and

(g) Run On Sight Mode, where provided.

237. Automatic Mode. (1) In the Automatic Mode, the train shall operate without intervention by the Motorman except closing of train doors and starting from a station stop and it shall operate under the supervision and control of Automatic Train Protection functions.

(2) In Automatic Mode, the train control and the signaling system shall,

(a) accelerate and decelerate the train by applying traction power, coasting and applying and releasing brakes automatically;

(b) automatically control speed, acceleration, and stop the train at stations;

(c) provide all indications necessary to operate the train;

(d) determine continuously the maximum safe speed and limit of movement authority;

(e) prevent movement of the train in excess of the maximum safe speed and limit of movement authority;

(f) open train doors on the correct side when the train is docked if permitted by the Automatic Train Protection door release and the platform screen doors, where provided, open automatically on the correct side;

(g) prevent the train from starting if train doors, or the platform screen doors where provided, are not detected closed unless isolated;

(h) train re-starting from a signal stop shall be automatic; and

(i) train starting or re-starting from a station stop shall be initiated by the Motorman.

238. Automatic Reversal Mode. (1) This mode, where provided, is used to reverse the running direction of a train automatically in areas of the section specifically defined in the special instructions which are possible only at specified track circuits of a station when train is at standstill.

(2) The transition from Automatic Mode or Coded Manual mode to Automatic Reversal mode is initiated automatically upon receiving the request for reversal operation from Automatic Train Supervision and has to be acknowledged by the Motorman by pressing the Automatic Reversal button at standstill.

(3) The on-board Automatic Train Protection unit of leading cab activates the unit at trailing end on arrival at a station if a reversal operation is requested by Motorman.

(4) The train borne Automatic Train Protection unit shall return from Automatic Reversal mode to Coded Manual mode once the reversal operation has been carried out successfully and the Motorman has unlocked the new leading cab for further running.

239. Coded Manual Mode or Automatic Train Protection Mode. (1) In Coded Manual Mode the train shall be driven by the Motorman, obeying Cab Signals.

(2) In Coded Manual Mode, the train control and signaling system shall,

(a) provide cab signals and all other indications necessary to operate the train including current speed;

(b) determine continuously the target speed and limit of movement authority;

(c) prevent train operation in excess of the target speed or limit of movement authority;

(d) provide audible and visual warning if the train speed exceeds the target speedor the maximum safe speed;

(e) enable train doors when the train is docked, enabling only the doors on the platform side of the train; and

(g) prevent the train from starting if train doors, and or the platform screen doors where provided, are not detected closed.

240. Restricted Manual Mode. (1) The Restricted Manual Mode is the default mode of operation and is automatically initiated, when the automatic train control train borne equipment is first powered and it remains in operation until sufficient conditions have been met to allow for a transfer to Coded Manual Mode.

(2) The Restricted Manual Mode shall be used,

(a) to operate trains in depots;

(b) following an emergency brake application on main line, and absence of cab signals;

(c) for entry to and up to exit from the depot; and

(d) on instructions from Traffic Controller.

(3) In Restricted Manual Mode, the train speed shall be limited to a maximum of twenty five kilometer per hour enforced by on board Automatic Train Protection equipment.

(4) All platform screen doors, where provided, will have to be operated manually by the Motorman from the local panel provided near the train cab at the platform.

(5) The Train doors on the correct side will also have to be operated manually by the Motorman.

241. Cut Out Mode. (1) The Cut Out Mode, is intended for use in case of complete failure of train borne signaling and train control system and in such mode the train speed shall be restricted to twenty five kilometer per hour, unless special provision is made as under,

(a) Low Speed Cut Out Mode this is the default mode of operation in Automatic Train Control Cut-out condition, in which the propulsion system would cut out traction of the train above twenty five kilometer per hour speed and the Motorman shall manually drive the train in accordance with the line-side signals and shall monitor and limit the speed of the train if it exceeds twenty five kilometer per hour speed, by service brake or emergency brake application; and

(b) High Speed Cut Out Mode this mode, where provided, shall be employed only under specific instructions from the Operations Control Centre, in which the operation in Automatic Train Control Cut-Out condition the propulsion system would cut out traction of the train above forty kilometer per hour and the Motorman shall manually drive the train in accordance with the line-side signals and shall monitor and limit the speed of the train if it exceeds forty kilometer per hour, by service brake or emergency brake application.

(2) In Cut Out modes, the train shall be operated by the Motorman in accordance with line side signals and on Radio verbal instructions from the Traffic Controller.

(3) Running of trains on mainline in Cut Out Mode is permitted only under instructions of the Traffic Controller.

(4) All platform screen doors, where provided, shall have to be operated manually by the Motorman from the local panel provided near the train cab at the platform.

(5) The train doors on the correct side shall also have to be operated manually by the Motorman.

242. Run on Sight Mode. In Run on Sight Mode, which only operates in the absence of Automatic Train Protection signals from the track or wayside equipment, the train is driven manually on line of sight and the speed is limited by Automatic Train Protection system to a maximum of twenty five kilometer per hour. When Automatic Train Protection signals from track or wayside equipment are received, this mode automatically changes to Coded Manual Mode.

243. Communications-based train Control. (1) In Communications-based train Control systems the trains continuously calculate and communicate their status via radio to the wayside equipment distributed along the line. This status includes, among other parameters, the exact position, speed, travel direction and braking distance. This information allows calculation of the area potentially occupied by the train on the track. It also enables the wayside equipment to define the points on the line that must never be passed by the other trains on the same track. These points are communicated to make the trains automatically and continuously adjust their speed while maintaining the safety requirements. So, the trains continuously receive information regarding the distance to the preceding train and are then able to adjust their safety distance accordingly.

(2) In Communications-based train Control system, position of the train and its braking curve is continuously calculated by the train borne equipment, and then communicated via radio to the wayside equipment. Thus, the wayside equipment is able to establish protected areas, each one called Movement Authority Limit, up to the nearest obstacle ahead. The occupancy calculated in these systems must include a safety margin for location uncertainty added to the length of the train. Both of them form what is usually called Footprint of the Train . Thus as the train ahead moves forward, the movement authority limit of the following train also moves resulting in a moving block system of working.

(3) The Communications-based train Control system will also provide the same modes of train operation as in Continuous Automatic Train Control system in rule 237, 238, 239, 240, 241 and 242.

SINGLE LINE WORKING

244. Objective of single line working. In case of an obstruction on a portion of line between any two stations on one of the running lines, train service may be continued in the affected section on the adjacent line in both directions using single line working on the unaffected track and such single line working shall be achieved by fleeting of trains in groups in one direction at intervals decided by the Traffic Controller followed by an equivalent group of trains in the other direction.

245. Implementation. (1) The Traffic Controller, shall after consultation with the chief controller, decide to implement the single line working.

(2) The Traffic Controller, shall before the train passes in the reverse direction, inform to the Station Shift In-charge at each of the stations in the single line section.

(3) The Station Shift In-charges shall also closely monitor crowding on the platform in use and prepare to close entrances to the station if overcrowding becomes dangerous.

(4) The Station Shift In-charges at these stations shall inform passengers by visual and audible announcement and take any other measures necessary to direct passengers on the correct platform.

(5) The Traffic Controller shall inform the Motorman of all trains of the location and direction of the single line working.

(6) Trains shall work under normal signalling including Automatic Train Operation in the normal direction of travel. In the reverse direction of travel, If signalling system permits, the train shall normally work under Automatic Mode or Coded Manual Mode. Other Modes like Restricted Manual Mode, Run On Site Mode or Cut Out Mode may also be used for train operation in the reverse direction of travel, under Special Instructions.

(7) When normal working is to be restored, the Traffic Controller shall inform the Station Shift In-charge at each station of the single line section, of the last train to pass the section in the reverse direction after which normal station operation shall be restored.

246. Signaling Failures. In the event of a failure of a track side signaling equipment which makes Restricted Manual operation necessary on all trains, single line working shall be suspended immediately and if necessary, train may still pass through the section in the normal direction of travel and after defect is repaired; single line working may be resumed.

PERMANENT WAY AND WORKS

247. Works at Stations. (1) No maintenance work, affecting safety of train operation, shall be carried out at any station without Engineer's Possession and until permission has been granted by the Station Shift in-charge.

(2) All works in public areas shall be securely fenced to prevent access by the public.

(3) The maintenance staff shall inform to the Station Shift in-charge before starting work and again before leaving the work site within the station premises and Station Shift in-charge shall record the time and location of their work so that they be warned of any emergency arising on the station.

(4) Any maintenance work on a station which requires fire alarm or fire suppression equipment to be isolated shall be done only with the permission of the Station Shift in-charge.

(5) The maintenance staff shall be responsible for their own protection and for raising the alarm in case of fire in the area which has been isolated and shall also be responsible for restoring normal function to the isolated equipment informing the Station Shift in-charge on completion of their work.

(6) Maintenance work which requires the complete shutdown of the fire alarm or fire suppression systems of public areas shall preferably be taken up during the hours in which the station is not open to the public.

POWER SUPPLY AND TRACTION ARRANGEMENT

248. Switching on, and off, of traction and power supply distribution. (1) All traction and power distribution systems shall remain live at all times and shall only be switched off when necessary for maintenance of the equipment or protection of other maintenance activities.

(2) Traction supplies shall be switched on and off as per instructions of the Traffic Controller:

Provided that in case of emergency after giving information to the Traffic Controller, Traction Power Controller shall be authorised to switch off the power.

(3) All traction and power distribution systems which have been switched off shall be adequately earthed before any maintenance or repair work is undertaken.

(4) All maintenance work on high tension distribution network shall be undertaken with the permission of the Traction Power Controller who shall ensure maintaining adequate power supplies for the operation of the Metro Railway network under the condition prevailing at that time.

(5) Emergency Trip System, where provided,

(a) The Emergency Trip Switches will be used for switching off the traction power supply on the line of the particular sections near the Emergency Trip Switch in case of any emergency; and

(b) The Emergency Trip System switches are installed at each end of platform in stations, at station control rooms and at cross passages in tunnels. After activating an Emergency Trip System an individual signal is sent to Supervisory Control and Data Acquisition system, and according to a tripping scheme and logic provided, the Supervisory Control and Data Acquisition system shall switch off relevant circuit breakers and send signals to indicate that the track section is de-energised.

249. Access. (1) All points of potential access by the metro railway servants voltage or public to high equipment shall be kept locked and suitable warning notices displayed therein.

(2) All switch gear and other high voltage equipment shall be fenced off and shall be accessible only to authorised staff and access to the live equipment shall only be permitted when the equipment has been switched off and earthed as laid down under special instructions.

(3) No person shall work on high voltage equipment, or DC traction equipment or switch such equipment by local control unless he is properly trained and certified to perform such duties and possesses a valid certificate of competency and he shall also obtain the permission of the traction power controller before undertaking such work and the procedure for obtaining; granting and cancelling of such permission shall be laid down in special instructions.

(4) No person shall work closer than two meters to a live conductor.

250. Arcing and Fire. (1) If any member of staff observes fire, smoke, arcing or fusing in the vicinity of the third rail equipment, as the case may be, he shall inform the Traffic Controller or Station Shift In-charge as quickly as possible and request power to be switched off from the section of the line.

(2) The Traffic Controller shall instruct the Traction Power Controller to switch off the power to that section of line before taking further action to investigate the occurrence.

(3) The Traffic Controller shall also instruct the Station Shift In-charge at the nearest station to check if the fire or arcing has been extinguished.

(4) On the basis of report of investigation and confirming rectification of the fault, Traction Power Controller shall re-energise the section and may advise the Traffic Controller to resume train services.

251. Sectioning and siding switches. (1) Sectioning and siding switches installed in the Traction system shall be operated only by such officials as are authorised to do so by the in-charge of the Traction system.

(2) No switch affecting the feed to main running line or loop line shall be closed or opened without permission of the Traction Power Controller and the detailed procedures for opening and closing of sectioning and isolating switches shall be as per the Metro Railway Traction Manual.

(3) All operations of section or isolating switches, when completed, shall be reported to the Traction Power Controller in all cases.

OTHER SYSTEMS OF WORKING

252. Application of Special Procedure. Notwithstanding anything contained in these rules, special procedures framed under approved special instructions shall apply to the initial stage of operation or whenever such a condition arises on any section of the Metro Railway.

Explanation. For the purposes of this rule, the expression initial stage means the period in which any section of the Metro Railway shall be opened without Automatic Train Protection, or when signalling and Train Control is not available from the Operations Control Centre.

253. Driverless Train Operation. (1) The Driverless Train Operation will provide the following two modes of train operation, namely,

(a) driverless train operation where an authorised servant is onboard the train, but normally not in the driving cab, and he will have no responsibility for train operation except for failure recovery; and

(b) unattended train operation where no authorised servant is onboard the train.

(2) An Authorised servant will be onboard the train, who is termed as Roving Attendant, and will perform the following duties,

(a) be present in the train and be watchful;

(b) be on general lookout from front window of the cab occasionally;

(c) report any unusual occurrence to the Traffic Controller; and

(d) do any other duty as assigned by general or special order of the Metro Railway Administration.

(3) The rules provided in these General Rules relating to the duties of Motorman, Operation Control Centre and Depot Control, shall not apply to the Driverless Train Operation. Either Approved Special Instructions shall be issued or separate Rules shall be notified for this purpose.

[See rule 73] (For 750 V DC traction)

1 Vide Notification No. G.S.R. 465(E), dated 1-7-2019, published in the Gazette of India, Extra., Part II, Section 3(i), No. 388, dated 1-7-2019.