CHAPTER IV : Speed and Working of Trains

CHAPTER IV
SPEED AND WORKING OF TRAINS

25. General –– (1) No person shall drive a train unless he is in possession of a valid certificate of competency and medical fitness.
(2) No Train Operator 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 Train Operator 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;
(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 Train Operator in the rear cab shall be instructed by cab to cab telephone by a second qualified Train Operator 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 Train Operator 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 .
26. 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 Train Operator shall start his train from terminal station as soon as he gets the Departure Order Indication.
(5) Each Train Operator shall start his train from each intermediate station at the time indicated by the Departure Order Indication.
(6) Each Train Operator shall follow any instruction from the Traffic Controller which varies the scheduled timings of his train.
27. 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 Train Operator 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 Train Operator.
(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 Train Operator 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 Train Operator as required and the p owe r 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 case of High speed cut out mode, where provided, and the Train Operator 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.
28. Caution Order –– Whenever in consequence of the track 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 train operator 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 Controller shall ensure that the caution order for speed restriction has been suitably incorporated in the Continuous Automatic Train Control system.
29. Train Staffing –– (1) Each train shall be manned by only one Train Operator.
(2) No person shall be allowed to travel in the Train Operator’s cab except a cab authorised trainee or apprentice Train Operator, a driving inspector and other authorised person as laid down in special instructions.
(3) Each Train Operator shall, at all times when on duty, be in possession of–
(a) a Train Operator’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;
(d) a watch; and
(e) a First Aid kit.
(4) Each Train Operator 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 Train Operator shall undergo breathalyzer test at the time of sign-on and signoff.
(6) The Train Operator 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 Train Operator becoming incapacitated while driving a train, he shall, if capable, inform the Traffic Controller who shall inform the Station Controller at the next station.
(i) If the train is under Automatic Train Operation control, it shall arrive at the next station under automatic control and the Train Operator may be relieved at that station for medical attention.
(ii) The Station Controller, having valid competency certificate, may work as Train Operator till such time as another Train Operator is made available and the senior most metro employee qualified in the duties of the Station Controller, shall be in-charge of the Station during the absence of the Station Controller.
(iii) If the train is under manual control, it may get stopped between stations and in this case, the Station Controller at the station in rear of the train shall board the following train, instruct the Train Operator to select Restricted Manual mode and proceed to the rear of the stalled train.
(iv) The Station Controller shall then instruct the Train Operator to close down his driving position, secure the train and leave it in that condition until further instructions from the Traffic Controller.
(v) The Station Controller shall then board the stalled train, go to the leading cab and drive the train to the next station where the Train Operator may be relieved for medical attention and on arrival at the next station, the Traffic
Controller shall be informed that the following train may now be authorised to resume the normal working.
(vi) The Station Controller shall continue to drive the train until such time when another Train Operator shall be made available. Once relieved by Train Operator, the Station C ontroller shall return to his station as speedily as practicable.
(vii) Alternatively the Traffic Controller may arrange to provide a rescue Train Operator from the leading direction train, if necessary, as provided in special instructions.
30. 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) (i) 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;
(ii) 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;
(iii) if a Train Operator 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 (iv) and (v) of this sub-rule;
(iv) 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 Controller shall board the train and act as look out in the leading cab while the Train Operator 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.
(v) In the unlikely event that the defect causes a train to stop between stations, the Traffic Controller shall arrange another Train Operator or if necessary a Station Controller competent to drive the train to reach the failed train and drive the train from rear cab in Cut Out mode with leading cab Train Operator 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 50.
(3) (i) 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 Train Operator 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 Train Operator shall consult Traffic Controller and seek further instructions, in consultation with Rolling Stock Engineer;
(ii) 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 Train Operator 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 50.
(4) (i) Failure of brakes to apply or to release shall be indicated on the Train Control and Monitoring System or Train Integrated Management System panel;
(ii) 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;
(iii) 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 of 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;
(iv) 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 Rolling Stock Engineer;
(v) 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;
(vi) 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 Rolling Stock Engineer.
(5) (i) If doors on a train are not closed, the train shall not start from a station;
(ii) 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;
(iii) 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;
(iv) 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 and although it has no effect on the safe operation of the train the Train Operator shall report such failure to Operations Control Centre, so that rake receives prompt attention to relieve hardship to passengers.
(7) (i) 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 a good train;
(ii) 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.
31. 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:
(i) cab signaling;
(ii) safety brake circuits;
(iii) train radio communication;
(iv) head and tail lights;
(v) Display Panel of Train Control and Monitoring System or Train Integrated Management System, whatever name given;
(vi) brake gears;
(vii) isolating cock ties intact;
(viii) miniature circuit breaker and safety switch seals intact ; and
(ix) 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 Train Operator who runs the train from the depot shall check that the certificate is up to date and currently valid before moving the train and he shall also check the head lights, the tail lights, the marker lights and the speedometer of the train.
32. Duties of a Train Operator –– (1) The Train Operator shall pay immediate attention and obey every signal and shall always be vigilant and cautious and keep a sharp look out.
(2) When a Train Operator, 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 Controller 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 Train Operator shall not operate the train at higher than the maximum authorised speed.
(4) The Train Operator 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 Train Operator 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 Train Operator shall reopen the doors and close them again.
(7) In trains operating under Automatic Mode, the Train Operator 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 Train Operator 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 Train Operator 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 Train Operator 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 and/or board.
(11) If the train stops beyond the end of the platform, the Train Operator 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 can not 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) (i) If a passenger emergency alarm is operated in the train, the Train Operator 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.
(ii) the Train Operator shall inform on radio the Traffic Controller in the Operation Control Centre and Station Controller of the station at which the train stops about operation of the passenger emergency alarm.
(iii) In case of no passenger response for operated emergency alarm, the Train Operator can reset passenger emergency alarm with the approval of Traffic Controller.
(13) In case of poor visibility, rendering the sighting of signals difficult, the Train Operator 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 Train Operator shall ensure that the doors on the platform side only are opened for boarding/alighting the passengers.
33. Locomotives, work trains and maintenance vehicles –– (1) Locomotives, worktrains, 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 Train Operator 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 Train Operator 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 Train Operator of a locomotive, work train or selfpropelled 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