Guide to Duties of Brakesmen on the Nilgiri Mountain Railway

Mechanical Department
Salem Division, Southern Railway
July’ 2021

DISCLAIMER
oOo
This comprehensive guide has been prepared with an intention to educate the
Brakesmen working in Nilgiri Mountain Railway (NMR) as a reference document to understand
an overall perspective of his job.
The guide has been covered under the purview of Brakesman only and hence is not
depicting the complete working of NMR.
This guide is for indication purpose only and no part of this document shall be produced
as an evidence for any of the legal or official claims.
Wherever this guide is ambiguous / contradicting with any of the legal / Official
documents, Manuals, Drawings, Specifications, GRS, SWRs, Office Orders, Instructions,
Circulars, etc. time to time the latter one stands good.
This Guide is issued only on education and safety considerations and will not absolve the
primary responsibilities of any of the employees to whom the nominated train passing / working
duties are assigned in any form.
P. Sathesh Saravanan
Deputy Director (Heritage), Coonoor
Nilgiri Mountain Railways
Salem Division, Southern Railway

CONTENTS
oOo
Sl. No. Description Page
1. THE NILGIRIS – INTRODUCTION 1
1.1 History of The Nilgiris 1
1.2 Geography of Nilgiri Mountain Railway Region 1
1.3 Soil 1
1.4 Drainage 1
1.5 Rainfall 2
1.6 Climate 2
1.7 Impact 2
2. NILGIRI MOUNTAIN RAILWAY - INTRODUCTION 3
2.1 The history of the Nilgiri Mountain Railway 3
2.2 Introduction to Working of Trains in NMR 3
3. SECTION DETAILS – NMR 4
3.1 Details of Stations & Sections 4
3.2 Permanent Speed Restrictions 4
3.3 Details of Tunnels in NMR 5
3.4 Details of Level Crossing Gates in NMR 5
3.5 Details of Major Bridges in NMR 6
3.6 Details of Gradients in NMR 7
3.7 Locations of road approaches for Track in NMR Rack Section 9
4. SPECIAL INSTRUCTIONS FOR WORKING OF TRAIN IN NMR 10
4.1 Special Instructions for Working of Train in NMR 10
4.2 Pilot Staff Working 10
5. BRAKESMAN - INTRODUCTION 11
5.1 Brakesman 11
5.2 Brakesman of NMR 11
6. DUTIES AND RESPONSIBILITIES OF BRAKESMAN 12
6.1 Preparatory Works 12
6.2 Pre-departure Works 12
6.3 Pre-departure Works - Leading Brakesman 13
6.4 Working Train – Both ascending and descending Trains 13
6.5 Working the Ascending Trains 13
6.6 Working the Ascending Trains – Leading Brakesman 14
6.7 Working the Descending Trains 14
6.8 Working the descending trains – Leading Brakesman 14
6.9 Stoppage of train at Station 15

6.10 Post-Arrival Works 15
6.11 Handling of Passengers 15
7. FREIGHT TRAIN 17
7.1 Brakesman Working Freight Trains 17
7.2 Loading and Unloading 17
7.3 Loading of Hopper Wagons 17
7.4 Unloading of Hopper Wagons 17
8. ENGINE WHISTLE CODES FOLLOWED AT NMR 18
9. WORKING IN UNUSUAL SITUATIONS 20
9.1 Unusual observation on run 20
9.2 Vehicles with defective components / deficiencies 20
9.3 Stoppage of train at Station or at Midsection 20
9.4 In case the train stopped in midsection on the Lower Section 21
9.5 Securing the Train in Block Section 21
9.6 Protection of Train in Block Section 21
9.7 Fog Signaling 22
9.8 Train Parting 22
9.9 Fire 23
9.10 Entering the Obstructed Section 23
9.10.1 Pilot Staff Working 23
9.11 Passenger Train Cancellation at Mid Section 23
10. CAUTION ORDER 25
10.1 Caution Order 25
10.2 The contingencies in which caution orders shall be issued 25
11. PRECAUTIONS BY BRAKESMAN TO AVOID SIGNAL PASSING AT DANGER 27
11.1 Precautions Before & After SIGN ON 27
11.2 Precautions after boarding the cabin 27
11.3 Precautions before starting 27
11.4 Precautions on run 27
12. ROLLING STOCKS OF NMR 29
12.1 X-Class Steam Locos 29
12.2 YDM4 Diesel Electric Locos 29
12.3 NMR Coaches 30
12.4 NMR Wagons 30
12.5 Major Dimensions of Existing Rolling Stocks in NMR 30
12.6 Steam Loco Shed, Coonoor 31
12.7 Carriage & Wagon Depot, Mettupalayam 31

12.8 Crew Booking Centre, Coonoor 31
12.9 Central Workshops, Golden Rock 31
12.10 Diesel Loco Shed, Golden Rock 31
13. SELECTION AND TRAINING OF MECHANICAL BRAKESMAN IN NMR 32
13.1 Selection of Mechanical Brakesman in NMR 32
13.2 Syllabus for selection of Mechanical Brakesman in NMR 32
13.3 Refresher Course for Mechanical Brakesman in NMR 32
13.4 Promotions for Mechanical Brakesman in NMR 33
13.5 Periodic Medical Examination for Mechanical Brakesman in NMR 33
13.6 Special Medical Examination 33
14. WORKING TIME AND REST FOR BRAKESMAN 34
14.1 Working Hours 34
14.2 Signing On and Signing Off 34
14.3 Train attendance 34
14.4 Provisions of Rest after duty 34
14.5 Periodic Rest to Brakesman 35
14.6 Booking of Brakesman 35
14.7 Road Learning for Brakesman 36
14.8 Personal Equipment for Brakesman 36
14.9 Running Room 36
15. ORGANISATIONAL STRUCTURE OF MECHANICAL DEPARTMENT IN NMR 37

A Comprehensive Guide for Brakesmen of NMR Page 1 of 37
1. THE NILGIRIS – INTRODUCTION
1.1 History of The Nilgiris
Protected by wild, jungle-covered plateau and slopes located at an elevation of roughly
2,000 meters, the Nilgiris was isolated from most of humanity until the nineteenth century. Its
tribal inhabitants were totally isolated from the mainstream of Indian cultural, social or religious
life. 1602 was the first time that the beauty of the Blue Mountains was discovered by the
outside world by Jacome Ferrieri, a Syrian Christian priest who visited the Nilgiris for spreading
Christianity. First European settlement was traced in the Nilgiris in 1703; however the tiresome
climb to the mountains prevented people from visiting it till mid 1800s.
It was the British thought that the Nilgiris might have potential for cool-climate sanatoria
where they could recreate aspects of English social life in a congenial climate and the British
settlement in the hills began in 1820. By 1830 there was military commandant there and British
families from Madras had begun building summerhouses there, especially in Ootacamund (now
Udagamandalam). By 1870, the Governor of Madras with his whole secretariat moved to Ooty
as Summer Capital. The Nilgiris was made a district on 01.02.1882, and the then Commissioner
Richard Wellesley Barlow has became the First Collector of The Nilgiris.
1.2 Geography of Nilgiri Mountain Railway Region
The Nilgiri Mountain Railway is located on the steep eastern slope of Western Ghats in
the state of Tamil Nadu from Mettupalayam of Coimbatore District to Udhagamandalam of The
Nilgiris District. The location of the Nilgiri Mountain Railway is a mountainous terrain with many
hill ranges and broad valleys with slopping towards plain situated between 11°18'0.02" and
11°24'20.29" North and between 76°41'46.44" and 76°56'3.96" East. In NMR region the
topography is rolling and steep.
1.3 Soil
The Soils of Nilgiris can be broadly classified into 5 major soils types namely,
 Lateritic Soil
 Red Sandy Soil
 Red Loam,
 Black Soil
 Alluvial and Colluvial Soil.
Major part is covered by Lateritic soil; Red sandy soil and Red loams are occurring as
small patches. Black soil is developed in the valleys; where the water logging is also common
during the monsoon period. The alluvial and colluvial soils are seen along the Valleys and major
river courses respectively.
1.4 Drainage
The Nilgiris is drained by a number of streams originating from the number of peaks
available in the district. Coonoor, Katteri, Kallar, Bhavani River are the important sub basins
further subdivided into number of minor basins.

1.5 Rainfall
The Nilgiri district receives rainfall both in Southwest and Northeast Monsoons and is
one of the high rainfall regions in Tamilnadu. The rains during the winter and summer periods
are significant. Unseasonal rains usually hit the Nilgiris due to Tropical depressions, Tropical
Cyclones, Change in climate in and around Tamilnadu, Kerala and Karnataka.
1.6 Climate
The climate of Nilgiri district is temperate and salubrious throughout the year. Mornings
in general are more humid than the afternoons, with the humidity exceeding 90%. In the
period June to November the afternoon humidity exceeds 85 % on an average. In the rest of
the year the afternoons are low, the summer afternoons being the lowest.
High elevation of this district is result in low temperature, which is further lowered by
the excessive moisture content of the atmosphere resulting from the exhalation by the
vegetation. The day temperature in the district ranges from 22.1°C in summer to 5.1°C in
winter. The night temperature touches 0°C in some times. The summer begins early in March,
the highest temperature being reached in April and May. Weather cools down progressively
from about the middle of June and by January, the mean daily maximum temperature drops to
5.1°C.
1.7 Impact
Due to the geomorphology, topography & rainfall in the Nilgiris, the NMR is always
subjected to potential threats like flood, falling of trees, falling of boulders, earth slips,
landslide, stormwater, wild animals, temperature, etc. The Nilgiri area is highly prone for rain
induced landslide and therefore after rain the location is vulnerable for the above threats.

2. NILGIRI MOUNTAIN RAILWAY - INTRODUCTION
2.1 The history of the Nilgiri Mountain Railway
In 1854, the British mooted proposal to build a mountain Railway from Mettupalayam to
the Nilgiri Hills. The Nilgiri Railway Company was formed in 1871, however, the proposal for
Nilgiri Railway became more feasible only in 1876 when Niklaus Riggenbach, the Swiss inventor
of the Riggenbach Rack System of mountain Railways offered to construct the NMR on his
patented “Rigi” pattern.
Mean time the first train in South India ran between Royapuram and Walajah Road on
01.07.1856 and the section from Madras to Mettupalayam was opened in 1873.
The project work was started in August 1891 and the first sod was cut by Lord Wenlock,
the Governor of Madras Presidency and the section from Mettupalayam to Coonoor was
officially opened by the Governor of Madras on August 11, 1898. The first train from
Mettupalayam to Coonoor ran on 15.06.1899, the first train reached Fernhill on 15.09.1908 and
the first train reached Udhagamandalam on 15.10.1908.
Southern Railway was inaugurated on 14.04.1951 comprising The Nilgiri Railway and the
section was started to be referred as “Nilgiri Mountain Railway” thereafter.
NMR is presently administered under Salem Division of Southern Railway from
01.11.2007 after bifurcation from Palghat Division. With a ruling gradient of 8.33% or 1 in 12,
NMR is the steepest Railway in Asia and the second steepest Railway in the world.
On 15.07.2005, UNESCO added the Nilgiri Mountain Railway as an extension to the
World Heritage Site of Darjeeling Himalayan Railway, the site then became known as "Mountain
Railways of India."
2.2 Introduction to Working of Trains in NMR
The locomotives are always marshalled at the downhill (Mettupalayam) end of the train.
The X-Class Steam Locomotives can be used on any part of the line (either with or without rack
section), but the YDM4 Diesel Locomotives cannot work in the steeper rack sections due to the
absence of pinion drive mechanism.
The NMR track is a MG Section (1,000 mm or 3 ft 3 3⁄8 inch) and total length of section
is 45.88 km with 209 curves, 16 tunnels and 257 bridges. Between Kallar and Coonoor (from
Km 7/550 to 26/650, the line uses the ABT Rack and Pinion System to climb the steep gradient.
The average gradient in this rack section is 1 in 24.5 (4.08%), with a maximum of 1 in 12
(8.33%). In the Mettupalayam – Coonoor (including rack) Section trains are operated by X-
Class Steam Locos with Cog Wheels for Pinion Drive. Between Coonoor and Udhagamandalam,
the train is operated by YDM4 Diesel Locomotive using conventional rail adhesion principles;
although the line is not steep enough to need a rack rail, the ruling gradient is still as steep as 1
in 25 (4%).
Due to the topography of the Nilgiris, the NMR is always subjected to potential threats
like heavy rainfall, falling of trees, falling of boulders, earth slips, stormwater, wild animals,
temperature, etc. For these reasons, patrolling by keyman before running of any trains is being
practiced in NMR.

3. SECTION DETAILS – NMR
3.1 Details of Stations & Sections
Station Location
Inter se
distance km
Ruling
Gradient
Section
Speed - Up
Section
Speed - Down
Traction
Altitude
Feet / m
MTP 0/000
Starting Station 1,069 /
325.83
7.4 1 in 40 22.5 27 Steam
QLR 7/400-500
1,260 /
384.24
4.7 1 in 12.28 11.8 11.8 Steam
ADY
12/200-
300
2,398 /
727.26
4.9 1 in 12.5 11.8 11.8 Steam
HLG
17/200-
300
3,580 /
1,092.70
4.7 1 in 12.5 11.8 11.8 Steam
RME 22/000
4,612 /
1,407.68
5.0 1 in 12.5 11.8 11.8 Steam
ONR
27/000-
100
5,616 /
1,711.90
1.5 1 in 23.81 22.5 27.5 Diesel
WEL
28/500-
600
5,804 /
1,769.06
2.7 1 in 25 22.5 27.5 Diesel
AVK
31/300-
400
6,144 /
1,872.69
5.8 1 in 25 22.5 27.5 Diesel
KXT
37/200-
300
6,864 /
2,082.15
4.4 1 in 33.33 22.5 27.5 Diesel
LOV
41/700-
800
7,194 /
2,192.73
4.0 1 in 40 22.5 27.5 Diesel
UAM
45/800-
900
7,228 /
2,203.2
Terminating Station
Note: Caution order notice stations are MTP, ONR & UAM
3.2 Permanent Speed Restrictions
Sl.
No.
Between Stations
From
km
To km
Speed
kmph
Remarks
1. QLR - ONR 7/500 27/000
The speed of trains must be restricted to
5 kmph while the engine enters the rack.
2.
Through ONR, WEL, AVK,
KXT, LOV, UAM Stations
10
Steep gradient and sharp
curves.
3. WEL - AVK 28/8 28/9 10 Deep Bridge No. 148
4. KXT Down Outer 15
Restricted visibility. Sharp
reverse curve.

3.3 Details of Tunnels in NMR
Tunnel No. Between Stations Location Length m Minimum Clearance m
1 QLR - ADY 9/7-8 34.44 4.60
2 QLR - ADY 11/7-8 19.51 3.92
3 ADY - HLG 12/3-4 83.52 3.70
4 ADY - HLG 12/6-7 46.84 4.52
5 ADY - HLG 14/3-4 19.51 (Half Tunnel) 3.60
6 ADY - HLG 14/6-7 79.25 5.10
7 ADY - HLG 15/2-3 88.39 4.11
8 HLG - RME 17/6-7 32.92 4.27
9 HLG - RME 17/8-9 30.48 4.16
10 HLG - RME 19/4-5 20.12 4.30
11 HLG - RME 19/8-9 62.48 3.80
12 HLG - RME 21/2-3 95.10 3.90
13 RME - ONR 23/9-24/0 72.85 5.20
14 KXT - LOV 39/7-8 76.2 5.40
15 LOV - UAM 42/3-4 53.64 5.90
16 LOV - UAM 44/6-8 137.46 (Longest Tunnel) 5.90
3.4 Details of Level Crossing Gates in NMR
LC Gate
No.
Location
Between
Stations
Class I/NI Department
Gate
Type
M/UM
Normal
Position
1 0/4-5 MTP-QLR B
Non-
Interlocked
Engineering
Lifting
Barrier
Manned Opened
2 1/3-4 MTP-QLR B
Non-
Interlocked
Engineering
Swing
Gate
Manned Opened
3 2/0-1 MTP-QLR C
Non-
Interlocked
Engineering
Lifting
Barrier
Manned Opened
8 5/4-5 MTP-QLR A Interlocked Engineering
Lifting
Barrier
Manned Opened
9 7/4-5 QLR Yard C
Non-
Interlocked
Operating
Swing
Gate
Manned Closed
10 26/7-8 ONR Yard A Interlocked Operating
Swing
Gate
Manned Opened
11 28/4-5 WEL Yard B Interlocked Operating
Swing
Gate
Manned Opened
12 31/3-4 AVK Yard B Interlocked Operating
Swing
Gate
Manned Opened
13 37/1-2 KXT Yard B Interlocked Operating
Swing
Gate
Manned Opened

3.5 Details of Major Bridges in NMR
Sl.
No.
Bridge
No.
Location km
Between
Stations
No. of
Spans
Overall
length m
Type of Sleeper
Nature of
Bridge
1 1 1/370-1/523 MTP-QLR 4 97.54 Channel / wooden Bhavani River
2 19 8/300-8/346 QLR-ADY 2 27.34 Wooden Nallah
5 25 9/761-9/894 QLR-ADY 15 126 Wooden Kallar River
8 34 12/660-12/719 ADY-HLG 2 51.40 Wooden Nallah
12 39 13/773-13/815 ADY-HLG 2 36.58 Channel Nallah
20 60 17/350-17/367 HLG-RME 1 12.19 Wooden Nallah
22 63 18/149-18/178 HLG-RME 2 28 Wooden Nallah
27 97 22/47-22/686 RME-ONR 1 18.29 Wooden Coonoor River
28 101 22/517-22/703 RME-ONR 3 46.94 Wooden Katteri River
29 112 23/766-23/847 RME-ONR 5 44.66 Wooden Katteri River
30 143 27/912-27/947 ONR-WEL 5 34.15 Wooden Coonoor River
31 148 28/814-28/875 WEL-AVK 7 60.97 Wooden Coonoor River
32 159-A 30/571-30/618 WEL-AVK 2 36.75 Wooden Nallah

3.6 Details of Gradients in NMR
The Gradients mentioned below are with reference to direction from Mettupalayam
towards Udhagamandalam
Sl.
No.
From
KM
To
KM
Length
(m)
Nature of
Gradient
Grade
(1 in)
Landmarks
1. 0.000 1.510 1510 Falling 48 MTP, LC-1, 2 & Bridge-1
2. 1.510 1.693 183 Level 0
3. 1.693 2.242 549 Rising 50 LC-3
4. 2.242 2.882 640 Rising 70
5. 2.882 3.934 1052 Level 0
6. 3.934 4.849 915 Rising 54.5
7. 4.849 5.672 823 Rising 66 LC-8
8. 5.672 6.130 458 Rising 48
9. 6.130 6.496 366 Level 0
10. 6.496 7.365 869 Rising 40
11. 7.365 7.502 137 Level 0 LC-9 & QLR
12. 7.502 8.646 1144 Rising 12.5 Bridge-19
13. 8.646 8.737 91 Rising 13.21 Bridge-20
14. 8.737 9.103 366 Rising 12.5
15. 9.103 9.698 595 Rising 26.75 Bridge-24
16. 9.698 9.789 91 Rising 23.31 Tunnel 1
17. 9.789 9.880 91 Rising 12.5 Bridge-25
18. 9.880 10.338 458 Rising 12.28
19. 10.338 12.214 1876 Rising 12.5 Bridge-28,30 & Tunnel 2
20. 12.214 12.305 91 Level 0 ADY
21. 12.305 14.410 2105 Rising 12.5 T-3&4, Br-34,35,38,39,40, T-5, Br-44
22. 14.410 14.456 46 Rising 15.38
23. 14.456 14.593 137 Rising 17.09
24. 14.593 15.005 412 Rising 13.27 Tunnel 6
25. 15.005 15.234 229 Rising 1398
26. 15.234 15.508 274 Rising 14.77 Tunnel 7, Bridge 47
27. 15.508 15.920 412 Rising 20
28. 15.920 16.515 595 Rising 14.79
29. 16.515 16.561 46 Rising 13.55 Bridge 55
30. 16.561 17.156 595 Rising 12.5 Bridge 56
31. 17.156 17.247 91 Level 0 HLG
32. 17.247 17.887 640 Rising 12.5 Tunnels 8, 9
33. 17.887 17.978 91 Rising 13.67
34. 17.978 18.344 366 Rising 15.11 Bridge 62, 63
35. 18.344 18.435 91 Rising 13.68
36. 18.435 18.847 412 Rising 12.5 Bridge 66
37. 18.847 19.213 366 Rising 13.39
38. 19.213 19.259 46 Rising 12.8
39. 19.259 19.625 366 Rising 12.5 Tunnel 10
40. 19.625 20.037 412 Rising 27.7 Tunnel 11
41. 20.037 20.632 595 Rising 20
42. 20.632 20.769 137 Rising 14.06
43. 20.769 21.089 320 Rising 12.5 Bridge 88
44. 21.089 21.409 320 Rising 12.69 Tunnel 12
45. 21.409 21.546 137 Rising 12.51
46. 21.546 21.775 229 Rising 13.46

Sl.
No.
From
KM
To
KM
Length
(m)
Nature of
Gradient
Grade
(1 in)
Landmarks
47. 21.775 22.000 225 Rising 16.66
48. 22.000 22.091 91 Level 0 RME
49. 22.091 22.457 336 Rising 12.5
50. 22.457 22.594 137 Rising 23.96 Bridge 97, 101
51. 22.594 22.685 91 Rising 18.97
52. 22.685 23.000 315 Rising 23.25
53. 23.000 23.595 595 Rising 12.9
54. 23.595 23.690 95 Rising 94
55. 23.690 23.827 137 Rising 51.47 Bridge 112
56. 23.827 23.916 89 Rising 12.61
57. 23.916 24.053 137 Rising 12.5 Tunnel 13
58. 24.053 24.190 137 Rising 13.62
59. 24.190 24.281 91 Rising 12.5
60. 24.281 24.372 91 Level 0
61. 24.372 24.463 91 Rising 12.5
62. 24.463 24.921 458 Rising 13.88
63. 24.921 25.150 229 Rising 12.53
64. 25.150 25.333 183 Level 0
65. 25.333 25.516 183 Rising 12.73
66. 25.516 25.745 229 Rising 14.06
67. 25.745 25.928 183 Rising 12.5
68. 25.928 26.019 91 Rising 25
69. 26.019 26.385 366 Rising 12.5
70. 26.385 26.751 366 Rising 15
71. 26.751 26.980 229 Rising 40 LC-10
72. 26.980 27.070 90 Level 0 ONR (©-10)
73. 27.070 27.665 595 Rising 24.86
74. 27.665 27.756 91 Rising 50
75. 27.756 28.305 549 Rising 25 Bridge 143
76. 28.305 28.396 91 Rising 150
77. 28.396 29.625 229 Rising 25 LC-11, WEL & Bridge-148 (©-10)
78. 29.625 28.716 91 Level 0
79. 28.716 31.181 2465 Rising 25 Bridge 159-A
80. 31.181 31.410 229 Level 0 AVK (©-10)
81. 31.410 35.596 4186 Rising 25 LC-12
82. 35.596 36.008 412 Rising 200
83. 36.008 37.152 1144 Rising 25
84. 37.152 37.380 218 Level 0 LC-13 & KXT (©-10)
85. 37.380 38.432 1052 Rising 40
86. 38.432 39.569 137 Rising 33.33
87. 39.569 38.889 320 Rising 50 Tunnel 14
88. 38.889 40.610 1721 Rising 40
89. 40.610 40.745 135 Rising 50
90. 40.745 41.111 366 Rising 40
91. 41.111 41.294 183 Rising 100
92. 41.294 41.568 274 Rising 40
93. 41.568 41.934 366 Level 0 LOV (©-10)
94. 41.934 42.162 228 Falling 50
95. 42.162 42.253 91 Level 0
96. 42.253 42.436 183 Rising 40 Tunnel 15

Sl.
No.
From
KM
To
KM
Length
(m)
Nature of
Gradient
Grade
(1 in)
Landmarks
97. 42.436 42.733 297 Rising 50
98. 42.733 43.648 915 Rising 40
99. 43.648 43.739 91 Level 0
100. 43.739 44.013 274 Falling 40
101. 44.013 44.059 46 Level 0
102. 44.059 44.562 503 Rising 800
103. 44.562 44.653 91 Level 0
104. 44.653 45.248 595 Falling 40 Tunnel 16
105. 45.248 45.431 183 Falling 100
106. 45.431 45.568 137 Level 0
107. 45.568 45.705 137 Rising 40
108. 45.705 46.000 295 Level 0 UAM (©-10)
Note: © - 10 indicate a Permanent Caution of 10 kmph.
3.7 Locations of road approaches for Track in NMR Rack Section.
Location Km Nearest Road approach
QLR Station 7/400-500 Available
- - No road approach
ADY Station 12/200-300 No road approach
FOB 41 14/100-200 No road approach
14/2 Road approach about 500 m away
HLG Station 17/200-300 Road approach about 750 m away
18/7 Road approach about 300 m away
ROB 84 20/396-401 Road approach above Track
20/4-5 Road approach near Track
RME Station 22/000 Available at about 25 m away
RUB 116 24/343–355 Available
KXR Closed Station 24/400 Available
LCG 10 26/7-8 Available
ONR Station 27/000-100 Available

4. SPECIAL INSTRUCTIONS FOR WORKING OF TRAIN IN NMR
4.1 Special Instructions for Working of Train in NMR
Night running of Trains in the NMR section is prohibited except under special
instructions or in case of breakdown or in any other emergency.
Kallar – Coonoor Section is termed as Lower Section and Coonoor – Udhagamandalam
Section is termed as Upper Section.
If a train between Coonoor and Kallar Section failed to reach these stations during day
light, its speed, at night must not be allowed to exceed 5 kmph and Two Gangmen (One line
Watchman and one Gangman) must precede the train towards Coonoor or Two line Watchman
or Gangman must precede the train towards Kallar, each of them duly carry a lighted hand
signal lamp to exhibit danger promptly on observing any obstruction or other causes.
Ascending Train or uphill working refers to a train working in the direction from
Mettupalayam to Udhagamandalam and Descending Train or downhill working refers to a train
working in the direction from Udhagamandalam to Mettupalayam.
The leading/trailing vehicle and the tender of the locomotive are fitted with head light to
illuminate the track inside tunnels and during night or thick foggy weather. A red tail light shall
also be fitted on the engine and the last vehicle.
“Guard” means the railway servant in charge of a train and includes a BT Checker or any
other Railway Servant who may for the time being be performing the duties of a Guard.
All the relief and rescue operations at NMR will be done only under the orders of
DRM/SA.
4.2 Pilot Staff Working
IN NMR, Pilot Staff Working System with pilot Staff working form is followed as authority
to enter into the obstructed Block Section. Mettupalayam Station is provided with one Blue Pilot
Staff, Udhagamandalam Station with one Red Pilot Staff and all other block Stations are
provided with one Blue Pilot Staff and one Red Pilot Staff; each Staff bears the name of the
Station upon it. Blue Pilot Staff is issued to work below the obstruction, i.e. for uphill working
and Red Pilot Staff is issued to work above the obstruction, i.e. for downhill working.
While working with Pilot Staff, if the obstruction has been removed and if it is desirable
the train shall be taken to the Station ahead with special precautions (as specified in the
Additional Special Instructions (Modified) for working Trains in the Nilgiri Railway), instead of
returning it to the Station from where it is started. The Pilot Staff shall be returned to the
Station Master of the issued Station or the Station ahead immediately on reaching any of these
Stations.

5. BRAKESMAN - INTRODUCTION
5.1 Brakesman
Historically, the Brakesman is a person who helped to stop the train, since most of the
trains had coaches / wagons with individual braking systems. The Brakesman was responsible
for getting to an individual vehicle to apply its brakes manually in order to help to stop or slow
down the train whenever necessary. Since the inception of automatic braking systems in trains,
Brakesmen have taken on other duties necessary to keep a train running efficiently and safely.
A Brakesman / Assistant Guard was a Traffic Department Staff whose original job was to
assist the braking of a train by applying brakes on individual vehicles. The advent of through
brakes, brakes on every vehicle which could be controlled by the driver, made this role
redundant. However, presence of rack and adhesion brakes in NMR Coaches and Wagons made
the role of Brakesman in NMR indispensable.
5.2 Brakesman of NMR
Although the name lives on in Nilgiri Mountain Railway, the Brakesmen belongs to
Mechanical Department and carry out a variety of functions including the original job of
Brakesman.
The duties of a Mechanical Brakesman include inspecting trains for safety, helping in
running of trains, watching the track for hazards, giving / exchanging signals and, of course,
applying the brakes. The job is challenging, for example, Brakesmen sometimes walk long
distances beside the track in darkness and bad weather in the absence of keyman; most work
in adverse weather conditions and may be required to perform heavy lifting or other physically
challenging tasks.
The primary responsibility of Brakesmen is to provide onboard assistance to the Crew in
the safe operation of trains. They must be proficient in giving hand signals and will operate
switches, couple and uncouple coaches / wagons, brake tests, and assist the crew in any way
to assure safety in the operation of the train. Brakesmen will be familiar with proper equipment
operation and assist in the ongoing inspection of vehicles.
Because the Loco Pilot is at the rear end of the train during uphill working, the
Brakesman would keep a lookout for track obstructions and communicate with the crew using
hand signals and it is important for the Brakesman to make sure that the Loco Pilot know it
immediately, if there was any problem.
It is the Brakesman’s duty to assist the Guard and help to provide a safe and pleasant
experience for the passengers. This is accomplished by making sure that the environment is
safe, the passengers behave in a safe manner, and the passengers are reasonably comfortable
and informed. Know where the First Aid Kits and Fire Extinguishers are available at all times.
Brakesmen of NMR are possible persons in NMR having maximum interaction with
passengers and hence they shall always exhibit courteous behavior with the passengers to
protect the reputation of Railways and to make their travel experience a pleasant and ever
remembered one. Therefore, the Brakesmen shall always mind their dress code, language,
behavior, body language, etc while they are working passenger trains.
The term Brakesman, hereinafter refers to the Mechanical Brakesman of NMR.

6. DUTIES AND RESPONSIBILITIES OF BRAKESMAN
6.1 Preparatory Works
1. Avail proper rest and report in time for signing on for duty.
2. Confirm whether the booking prevails and the scheduled departure of the booked train.
3. Ensure the Personal Equipments are intact and spare spectacles, if applicable, is
available.
4. Always possess the valid authority issued by competent authority to work.
5. Be in uniform and neatly dressed.
6. Be aware of latest SOB, Divisional Safety Circular, etc.
7. Perform Breath Analyzer Test during Signing On.
8. Sign on by making relevant entries in the registers.
9. Collect the details of the train to be worked.
10. Be in a good mood to ready to serve in a courteous manner.
6.2 Pre-departure Works
1. Immediately after joining duty, each Brakesman shall prepare the train by thoroughly
checking the under gear, effectiveness of Adhesion and Pinion brake and other
connected safety items of their coaches / wagons.
2. Make sure that all vacuum hoses are properly connected, secured and leak proof.
3. Check couplers and verify that they are properly in the locked position.
4. Inspect the brakes and oil the journal boxes as needed.
5. Be certain that the emergency doors are properly closed and secured.
6. All doors through which any portion of the train will pass must be fully operative to the
maximum of their travel.
7. Ensure that the Vehicle is provided with vacuum brake in working order.
8. Ensure that no unauthorized persons are allowed to travel outside the coaches or in the
space nominated for Brakesman.
9. Ensure that all the doors of the coach manned by him are properly closed before
starting the train.
10. Assist passengers, if required, onto the step and instruct them to hold the hand rail as
they climb the steps, offer to assist passengers may have difficulty in negotiating the
steps.
11. Always be courteous and helpful to the passengers and always be ready to assist them
in necessity.
12. Just before the train leaves, make sure that all passengers are seated; advice them not
to throw waste and garbage outside the coaches during travel and to put them only in
dustbins placed at every stations.
13. Locate the availability of fire extinguishers and be conversant with usage of the type of
fire extinguisher available.
14. Locate the availability of First Aid Kit.
15. Verify that all wheel Wedges and Sprags have been removed.
16. Before giving alright signal to the Guard, the leading Brakesman and other Brakesmen
shall ensure that Adhesion Brakes are released first and then the Pinion Brake.
17. When the train is ready, the Leading Brakesman shall first exhibit the starting signal
followed by the other Brakesmen which shall be repeated by the Guard to the Loco
Pilot.
18. The Brakesmen, shall exhibit the Green Flag in such a way that it is continuously visible
to the Loco Pilot and this shall be treated as continuous display of PHS as required
under GRS.

6.3 Pre-departure Works - Leading Brakesman
1. All the duties specified under Para 6.2.
2. In the case of ascending trains, the leading Brakesman shall note the caution details
mentioned in the Caution Order given to him and acknowledge by signing on the Loco
Pilot’s foil and Record foil. The Leading Brakesman, shall record the details of the
cautions in his journal without fail.
3. The Leading Brakesman in the ascending direction shall ensure that his Vehicle is
provided with vacuum brake in working order and vacuum gauge with emergency
valve. The minimum level of vacuum in the vehicle shall be 46 cm.
4. When the train is ready, the Leading Brakesman shall first exhibit the starting signal
which shall be repeated by the other Brakesmen and Guard to the Loco Pilot. The
Guard will give the starting signal to the Loco Pilot only after getting this signal from
the Brakesman
6.4 Working Train – Both ascending and descending Trains
1. Be vigilant and always be ready to stop the train immediately on observing any
obstruction, stop signal or stop whistle code by Loco Pilot.
2. Listen for any unusual incidences or call from the passengers travelling in the coach.
3. Keenly listen to each and every whistle code given by the Loco Pilot while on run or on
idling and respond accordingly. (When the Loco Pilot requires the assistance of hand
brake, he will sound the prescribed code of whistle).
4. Whenever the train is entering the rack section, the pinion brakes shall be absolutely in
released condition and proper engagement of pinion shall be ensured each time by the
Brakesman manning the vehicle; confirm smooth entry without any jerk or unusual
sound.
5. Constantly keep a sharp look out on the permanent way and rack rails in general and
also for signals at station and from line watchmen.
6. The Brakesman will work under the guidance and signals of the Guard and Loco Pilot
on all trains and promptly obey the signals.
7. Make sure that the passengers are seated and not standing or walking inside the
coach, whenever the train is moving.
8. Supervise that the no passengers shall extend their arms and head or lean their body
outside the Coach on run.
9. Before passing bridges all Brakesmen shall ensure that passengers are safely inside the
coaches and no burning coal or fire is found on the sleepers.
10. In case of emergency stopping of trains it may be ensured that to the extent possible
loco is not held up inside tunnel, formation is not held up inside tunnel or upon Bridge.
11. Look for any dragging equipment or any debris lodged in the undercarriages.
12. Listen for any excess heat, smoke, smell and unusual sound from the vehicle.
13. Switch on the light of the coach before entering a tunnel and switch off on exit.
6.5 Working the Ascending Trains
2. Always be on the lookout for any hand signal from the Leading Brakesman or any other
Brakesmen and shall also ensure that passengers are safely seated inside the coaches
and doors are closed.
3. The Brakesman will work under the guidance and signals of the leading Brakesman and
Guard on all trains and promptly obey the signals.

6.6 Working the Ascending Trains – Leading Brakesman
2. The leading Brakesman is responsible for observing signals and to have a close watch
on track and to have a look out at cuttings. He has to exhibit hand signals which will be
relayed by the other Brakesmen to the Guard and loco pilot, who will act accordingly.
3. The Leading Brakesman shall keep a sharp look out and whenever any signal is
sighted, he has to observe the aspect and at once exhibit Danger Hand Signal, if the
signal sighted ahead is at danger or when any obstruction is sighted, duly withdrawing
the Green Flag and exhibiting Red Flag.
4. The leading Brakesman shall ensure that the LC gates are closed and Gate Keeper is
present in the Engineering Gates, i.e. LC Gates 1, 2, 3 & 8 between Mettupalayam and
Kallar.
5. If any wild or stray animal is sighted on the track or obstructing the track, Leading
Brakesman shall at once apply formation brake duly withdrawing the PHS and
exhibiting Red Flag.
6. While the train is approaching the tunnels and cuttings, the Leading Brakesman shall
especially be alert, sound horn and switch on the rotary headlights and focus the same
towards the track, especially the rack bar.
7. At the slightest sign of anything dangerous or unusual, the Leading Brakesman shall
apply the vacuum brake and at once exhibit Hand danger signal duly withdrawing the
Green Flag.
8. On approaching any caution spot, either permanent or temporary, the same may be
indicated through signals for adhering the same.
9. While entering the station platform, the Leading Brakesman shall sound horn to alert
the passengers on the platform and also if any trespassers.
6.7 Working the Descending Trains
2. The speed of the descending train is controlled only by the application of hand brakes,
both adhesion and rack.
3. The rack brake and the adhesion brake on wheels are partially applied by all the
Brakesmen as and when required which will, more effectively control the speed of the
train on run so that part of the load is taken by carriage and wagon pinions.
6.8 Working the descending trains – Leading Brakesman
2. The Leading Brakesman shall inspect the rack bars and seek for any potential hazards
for the successive trains and convey the same to the respective supervisor through a
message.
3. PHS shall be exhibited after clearance of any caution spot.

6.9 Stoppage of train at Station
1. The Brakesmen shall call out the station name when the train arrives at each station
and it shall be audible to the passengers of his coach.
2. Immediately apply hand brakes when the train comes to a stop and secure the coach
by application of sprags or wedges.
3. In Stations where rack bar is not available, application of pinion brakes need not be
done.
4. Open the doors so that the passengers shall detrain. Advise them to deposit the waste
and garbage in the dustbins available in the Station.
5. If required, offer assistance for needy passengers in detraining and boarding.
6. Before authorizing for restarting the train special care shall be taken to ensure that all
the passengers have boarded the train and seated, the doors on both sides are closed
and locked.
7. Before starting it shall be ensured that passengers are safely seated inside the coaches
and not leaning or protruding any parts of their body outside the coach.
8. While releasing the brakes, first release the adhesion hand brake and afterwards the
rack brake.
9. On the prescribed whistle code from Loco Pilot, the leading and other Brakesmen shall
release the adhesion brake and rack brake. After releasing all the above brakes, the
Leading Brakesman and Brakesmen shall exhibit starting signal to the Guard.
6.10 Post-Arrival Works
1. Ensure the coach is vacated completely and none of the belongings of any passenger is
left inside.
2. Don’t leave the Coach / Wagon unmanned till Traffic Staff is taking over for shunting.
3. Ensure closing of all window shutters and doors whenever the train is terminated at a
place where no C&W Staff are available.
4. Perform Breath Analyzer Test during Signing Off.
5. Sign off by making relevant entries in the registers duly mentioning the defects
observed in the respective registers.
6. Avail proper rest.
6.11 Handling of Passengers
1. Brakesmen of NMR are possible persons in NMR having maximum interaction with
passengers and hence they shall always exhibit courteous behaviour with the
passengers to protect the reputation of Railways and to make their travel experience a
pleasant and ever remembered one.
2. The Brakesmen shall always mind their dress code, language, behaviour, body
language, etc while they are working passenger trains.
3. Don’t discuss anything objectionable in front of the passengers or pass any comments
against the policies of Government or anything against the sovereignty of the Nation.
4. Always be courteous and helpful to the passengers and always be ready to assist them
in necessity.
5. Assist boarding and detraining passengers onto the step and instruct them to hold the
hand rail as they climb / descent the steps, if a passenger might have difficulty
negotiating the steps, offer to assist them.
6. Special attention may be given to needy passengers including Women, children, senior
citizen and Persons with disability.

7. Additionally, beware of dealing with and in front of foreigners since reputation of the
Nation is involved.
8. Treat all class of passengers equally.
9. Advice passengers not to throw waste and garbage outside the coaches while on run
and to keep them and put only in dustbins placed at every stations.
10. Just before the train leaves, make sure that all passengers are seated and advise them
that standing and walking inside the train while on run is prohibited.
11. In case the train stopped in midsection due to any reason, advise the passengers not to
detrain unless they are told to do so. Reassure the passengers without frightening
them.
12. Ensure that the passengers are safe and not involving in any of the relief operation
during restoration of the dislocation.
13. Ensure that ALL doors are properly closed and locked before starting after every halt.
14. In case of encountering any wild animals during the travel, ensure the passengers are
safe inside the coach and not indulging in any activity of abusing them and aggravating
the situation.
15. Ensure that the hand brakes, Van Valve and Vacuum Gauge are not tampered by the
passengers while taking photograph.
16. Ensure the coach is properly cleaned and dusted before commencement of the journey;
arrange for cleaning in case of presence of any refuse.
17. Ensure that passengers are not leaning outside, especially before entering into tunnels
and passing cuttings.
18. Switch on lights of the coach before entering the tunnels and switch off on exit.
19. In case a train is cancelled in the midsection for any reasons and could not proceed
further, the Brakesman shall assist Guard and the Chief Ticket Inspector to transport of
the passengers in the following ways
a. Comforting the passengers by explaining that they are safe.
b. Reassuring the passengers that they will be reaching their destination safely by
some alternate arrangements.
c. Assisting them for detraining along with their belongings.
d. Guiding them safely till the alternate arrangement made and ensuring that they
are safely landed.
e. In case the situation resort to walk over through rough terrains including
bridges, nearby valley, etc. they should be guided carefully so that they cross the
location carefully.
f. Assistance of fellow passengers may also be coordinated
20. At any occasion it shall be seen that the passengers are not frightened and are not put
at any risk.
21. Avoid unnecessary argument with passengers. Report the Guard, in case of behaviour
of any passenger was found to be objectionable.
22. In the event of any passenger being reporting any unusual thing like, tampering, theft,
molestation, etc. the same may be reported to the Guard.
23. Smoking, consumption of Tobacco and Alcohol within Railway premises are offences
according to Railway Act. Any passengers contravening these shall be prevented and
brought to the notice of the Guard.

7. FREIGHT TRAIN
7.1 Brakesman Working Freight Trains
The conditions for working of Goods Trains for Brakesman are same as Passenger Trains
except that of the Passengers aspects. Freight trains in NMR are run only for Departmental
purposes. The Brake man shall report 20 minutes before the scheduled departure of the train to
keep the train prepared.
7.2 Loading and Unloading
The Brakesman shall acts as representative of Rolling Stocks and supervise mechanised
/ manual loading and unloading of the wagons. If any mishandling or damage to the wagons
were observed, the same may immediately be brought to the notice of the Ballast Train
Checker, who is performing the duties of Guard.
Damages of Wagons during loading and unloading should be invariably reported to
SSE/C&W/MTP, if terminated at Mettupalayam or to SSE/Loco/ONR, if terminated at Coonoor.
SSE/Loco/ONR shall communicate the same to SSE/C&W/MTP; such wagons shall be deemed to
be unfit until examination and certification by SSE/C&W/MTP.
It may be ensured that, the wagons including the Hopper Wagons are loaded to or
below the correct level. No wagons shall be loaded above the side wall body in the form of
heap and no material shall be projected outside the wagon body. For wagons without
Brakesman, Brakesman of the adjacent wagon shall perform the above duties of the wagons
without Brakesman.
If any deviation of loading / unloading is observed, the same may immediately be
brought to the notice of BT Checker/Guard and get them attended before giving alright signal.
7.3 Loading of Hopper Wagons
It may be ensured that the wagons are loaded to or below the correct level and shall
not be loaded above the side wall body in the form of heap. The Brakesman before giving
alright signal shall ensure that the Doors & hopper valves are closed and locked properly and
load of the wagon is distributed evenly throughout the full area of the wagon and shall not be
concentrated towards any of the sides. If any deviation of loading is observed, the same may
immediately be brought to the notice of BT Checker / Guard and get them attended before
giving alright signal.
7.4 Unloading of Hopper Wagons
Ensure MTP end compartment of Hopper Wagon is unloaded initially followed by UAM
end compartment and discharge of hopper wagon shall be done simultaneously on both sides
on walking speed. Working with only one side of the compartment unloaded is prohibited. For
wagons without Brakesman, Brakesman of the adjacent wagon shall perform the above duties.
If any deviation of unloading is observed, the same may immediately be brought to the notice
of BT Checker / Guard and get them attended.

8. ENGINE WHISTLE CODES FOLLOWED AT NMR
Sl.
No.
Whistle code Indication
1 ●
BEFORE STARTING
1. Indication to Loco Pilot of assisting / banking engine that Loco
Pilot of leading engine is ready to start.
2. Acknowledgement by the Loco Pilot of assisting / banking
engine to leading engine.
3. Engine ready to leave loco yard or after completing loco work.
4. Engine ready to go to loco yard.
ON RUN
1. Assistance of other engine not required.
2. Acknowledgment of Loco Pilot of Assisting / banking engine
that assistance stopped.
2 ●●
1. Call for Signal by Guard / Brakesman
2. Signals not exchanged by Guard.
3. Signals not exchanged by station staff.
3 _____●
BEFORE STARTING
1. Guard / Brakesman to release brakes.
2. Before starting engine or a train from station / mid-section.
3. Main line clear after backing into siding.
4 ●●●
1. Guard / Brakesman to apply brakes.
2. Train is out of control, Guard / Brakesman to assist.
5 ●●●●
1. Train cannot proceed on account of accident, failure,
obstruction or other exceptional cause.
2. Protect train in rear
6 ____ ____ ●● 1. Call for Guard to come to engine.
7 ● _____ ●
1. Token not received.
2. Token missed.
3. With wrong "Authority to Proceed"
4. Passing Stop Signal at “ON‟ on Proper Authority.
8 ______
BEFORE STARTING
1. Vacuum recreated on Ghat section, train ready and to remove
Sprags.
ON RUN
1. Acknowledgement of Signal of Guard / Brakesman.
2. Guard / Brakesman to release brakes.
3. Seeking assistance of sander application.
4. Caution spot cleared and train resuming normal speed.
5. Ghat section cleared
6. In vogue: Guard / Brakesman to release brakes.
9
_____________
(continuous)
1. Approaching tunnel or area of restricted visibility or curves or
cutting or site of accident.
2. Recall railway servant protecting train in rear.
3. Material train ready to leave
4. Running through a station
5. Approaching a Stop signal at “ON‟ or “in consequence of fog,
storm or any other reason the view of signals is obstructed"
6. Detained at a Stop signal.

Sl.
No.
Whistle code Indication
10 ____●____ ●
1. Train parting.
2. Train arriving incomplete.
11 ●● _____
1. Insufficient vacuum in engine.
2. Brakesman / Guard applies vacuum brake.
12 ____●●
1. Signal arm improperly/insufficiently taken “OFF‟
2. Defective signal.
13 ____ ____ ____ 1. Fouling mark not cleared.
14
●●●●●●●●●●●●
(frequently)
1. Apprehension of danger.
2. Danger signal to the Loco Pilot of an approaching train whose
path is fouled or obstructed for any reason.
15
___ ___ ___ ___
___ ___
(Intermittently)
1. Approaching a level crossing.
Note. – The signals above are illustrated by “●” for a short whistle and “____” for a long whistle

9. WORKING IN UNUSUAL SITUATIONS
9.1 Unusual observation on run
1. During run observe for smooth run and for any unusual riding like Lurching, Swaying,
Rough Riding and for any hitting or loose components with the reported locations.
2. Listen whether the abnormality is only at any particular location(s) or throughout the
run; either from Track or from the Rolling Stock.
3. Report the Guard on next halt of the unusual experience with location details to inform
SSE/PW/ONR and / or SSE/C&W/MTP.
4. Stop the train immediately, if the intensity of the abnormality is assessed to be serious
or severe.
5. Inform SSE/C&W/MTP or SSE/Loco/ONR on arrival of the destination about the
deficiency observed during the run.
9.2 Vehicles with defective components / deficiencies
1. No Coach / Wagon identified with any major deficiency shall start from the originating
station.
2. In the event of any unusual observation has been observed from a coach / wagon on
run, the same shall be checked and attended immediately.
3. In case of observation of any serious defects like, Spring breakage, hot axle, flat tyre,
etc., move the vehicle safely at walking speed to nearest station duly piloted by the
Brakesman. The Loco Pilot of the train shall be alert to stop the train at any moment.
4. Stop the train immediately, if the defect has become adverse, or else move the vehicle
till the next Block Station.
5. Detach the vehicle at the Station and secure properly.
9.3 Stoppage of train at Station or at Midsection
1. The Leading Brakesman shall apply the vacuum brake and bring the train to a stop on
noticing any track defect or obstructions including boulders, landslides, etc.
2. When the train comes to a stop on gradients, the Brakesman shall immediately apply
hand brakes and keep a sharp look out for any signal from loco pilot, so that, the
brakes can be released before starting.
3. In case of emergency stopping of trains it may be ensured that to the extent possible
loco is not held up inside tunnel, formation is not held up inside tunnel or upon Bridge.
4. In case the train is to be restarted after the stoppage, the Loco Pilot shall give the
prescribed whistle code enabling the leading and other Brakesmen / Guard to release
the adhesion brake and rack brake. After releasing all the above brakes, the Leading
Brakesman and Brakesmen shall exhibit starting signal to the Guard.
5. After confirming that all the Brakesmen are seen displaying signal favourable for
starting, the Guard will authorize the Loco Pilot to start the train by exhibiting starting
signal.
6. In case of any shunting is involved, Brakesmen shall assist the Guard and Loco Pilot in
performing the shunting operations.
7. At any out of course stoppage, announce all the passengers not to detrain the coach
until they are told to do so. Special care shall be taken to ensure that all the
passengers have boarded the train before authorizing restarting of the train.

9.4 In case the train stopped in midsection on the Lower Section
1. Every brake on the train, both adhesion and rake are tightly screwed down. Sprag /
Wedges to be applied in at least one pair of wheel per coach and every possible
precaution is taken to prevent the possibility of the train escaping down the Ghat.
2. In case the train stopped inside a tunnel or on a bridge, under the instructions of Loco
Pilot and Guard, before securing in the manner as stated above move it out of the
tunnel or bridge by partly releasing the brakes and allowing the train to descend at a
dead slow speed due to its weight towards falling gradient.
3. In case of a loco deficiency that doesn’t warranted a relief loco down to the next
crossing station, under the assessment of the Loco Pilot without any risk in doing so,
the brakes of the train shall be applied so that the speed of the train shall not exceed
5 kmph.
4. Assist in lashing the hauling hook of the relief engine to the buffer of the hauled vehicle
with 1.25 cm chain to the next crossing station.
5. In case a train meets with an obstruction of such a nature as to prevent it from
proceeding further, the train must be pushed back to the nearest crossing station at a
speed not exceeding 5 kmph.
9.5 Securing the Train in Block Section
1. In case the train is stopped at midsection due any accident or failure, obstruction or
any others reason, the Brakesmen shall assist the Guard in securing the train.
2. Immediately apply both adhesion and rack brakes of their coaches.
3. Place the wedges beneath the wheels at the falling gradient end at the rate of at least
two per coach.
4. Insert Sprags between the spokes, if available, of the wheels of the coaches.
5. Before restarting, for ascending trains, the sprags shall be removed first and the
wedges from the falling end may be removed after starting and moving the train.
6. While releasing the brake, the adhesion brakes shall be released first and afterwards
the rack brake. The Leading Brakesman and other Brakesmen after releasing all the
above brakes shall exhibit starting signal towards the Guard.
7. After confirming that all the Brakesmen are seen displaying signal favourable for
starting only the Guard authorize the Loco Pilot to start the train by exhibiting starting
signal.
9.6 Protection of Train in Block Section
When a train is stopped between stations on account of accident, failure, obstruction or
other exceptional cause and the train cannot proceed further, immediately the train has to be
protected as per G.R. 6.03.
1. The Brakesman shall immediately exhibit a hand danger signal towards the Guard.
2. The train has to be secured as per the procedure specified under Para 9.5.
3. The Guard shall either himself go back or send a competent person to protect the train.
If the Guard has deputed a competent person to protect the train, then he shall go to
the Loco Pilot for consultation.
4. The person going back to protect the train shall continuously show his hand danger
signal to stop any approaching train, and in addition to his hand signal, shall take
detonators and place them upon the line on which the stoppage has occurred, as
follows.

5. The first detonator shall be placed at 500 meters and the three detonators 10 metres
apart, not less than 1000 metres or at such distance as has been fixed by special
instructions, from the place where the train has stopped.
6. If a person other than the Guard has gone back to protect the train, he shall continue to
show his hand signal to stop any approaching train, until he is recalled.
7. When the person deputed by the Guard is recalled, he shall leave down the three
detonators and on his way back pick up the intermediate detonator.
8. Should any train be seen approaching, the person going to protect the train shall
immediately place one detonator on the line, as far away from the disabled train as
possible and will continue to show his hand danger signal to stop any approaching train.
If the person has already placed one detonator on 400 metres he will again place one
detonator as far away from the train has met the accident.
9.7 Fog Signalling
In thick, foggy or tempestuous weather impairing visibility, whenever it was felt
necessary by any Station Master to indicate to Leading Brakesman of an approaching train the
locality of a signal, two detonators shall be placed on the line about 10 metres apart, and at
least 270 metres outside the outer most signal.
9.8 Train Parting
1. Train parting is any portion of a train become detached automatically while in motion.
2. Collision of the parted portions to be prevented by stopping the portions accordingly
depends upon the direction of movement.
3. In case of train parting during uphill working, the Loco Pilot shall immediately stop the
loco portion of the parted train and the Brakesmen of the other portion shall not apply
brakes till the loco portion has been brought to a stand and thereafter has to brought
the portion to a stand by applying hand brakes so as to avoid the chance of a collision
between the two portions.
4. In case of train parting during downhill working, the Loco Pilot shall use his judgment to
deep the loco portion of the parted train in motion, if possible until the other portion has
been brought to a stand so as to avoid the chance of a collision between the two
portions.
5. The Brakesmen in the rear portion shall use their judgment to do all they can to prevent
a collision with the loco portion, and promptly apply their hand-brakes.
6. As soon as the rear portion of a train has been brought to a stand, that portion shall be
protected both in the front and the rear, and take steps to secure the vehicles in
stationary position by pinning down hand brakes and by use of sprags and wedges also.
7. When both portions of a parted train are brought to a stand within sight of each other
and it is possible and safe to couple them, the train shall be coupled with due caution
under hand signals from the Guard provided necessary precaution have been taken to
secure the non-loco portion.
8. Whenever the parted portions stopping within sight of each other are coupled up, the
coupling and hose pipe connections shall be checked up before restarting the train to
preclude the possibility of another parting occurring on the further run.
9. Assist in lashing the hauling hook of the couplings involved in train parting to the buffer
of the other vehicle with 1.25 cm chain to the next crossing station.
10. On arrival of the next Block Station after coupling the parted portions, examine both the
couplings involved in the parting and couple them properly. If the reason is not
ascertained and attended, lash the hauling hook of the coupling to the buffer of the
other vehicle with 1.25 cm chain.

9.9 Fire
1. A Railway Employee shall take all possible steps to save life and property on noticing a
fire, likely to result in loss of life or cause damage to property, to prevent it from
spreading and to extinguish it.
2. The occurrence of a fire shall, in every case, be reported to the nearest station Master
by the most expeditious means.
3. Should a fire be noticed in the running train, the train has to be stopped at once and the
safety of the passenger shall first be attended to.
4. First Aid shall be rendered to injured passengers, if any.
5. The vehicles behind the one on fire shall be detached and the adjacent portion(s) of the
train moved outwards so as to prevent the other vehicles catching fire.
6. When isolating the vehicles, necessary precautions shall be taken to secure the divided
portions stationary by the application of hand brakes, sprags and wedges.
9.10 Entering the Obstructed Section
No Train shall enter into an obstructed section without proper authority specifically
issued for that particular train by a competent person. In NMR Pilot Staff with Pilot Staff
Working Form is the authority to enter into an obstructed section. When there is an obstruction
in the Block Section, Trains must be allowed to proceed only up to the point of obstruction with
a speed restriction of 5 kmph with Pilot Staff.
Trains shall not follow one another in the same direction between stations, unless the
Loco Pilot has been properly warned of the time of departure of the preceding train and of the
place at which it will next stop and an interval of fifteen minutes has elapsed since the
departure of the preceding train.
9.10.1Pilot Staff Working
1. Each Pilot Staff bears the Station name upon it.
2. Blue pilot staff will be issued for a train to work below the point of obstruction, i.e. to
work uphill.
3. Red pilot staff will be issued for a train to work above the point of obstruction, i.e. to
work downhill.
4. No train must enter into an obstructed section without the proper Pilot Staff and Pilot
Staff Working Form. Every such form shall apply only to the single journey from the
station named on it.
5. The Guard after collecting the Pilot Staff and Form deliver them to the Loco Pilot and
immediately on the arrival of the train, the Loco Pilot shall deliver the Pilot Staff and
Form to the station Master who shall at once cancel it.
9.11 Passenger Train Cancellation at Mid Section
1. In case a passenger carrying train is cancelled in the midsection for any reasons the
train could not proceed further, the Brakesmen shall assist Guard and the Chief Ticket
Inspector to transport of the passengers in the following ways
2. Comforting the passengers by explaining them they are safe.
3. Reassuring the passengers that they will be reaching their destination safely by some
alternate arrangements.
4. Assisting them for detraining along with their belongings.

5. Guiding them safely till the alternate arrangement made and ensuring that they are
safely landed.
6. In case the situation resort to walk over through rough terrains including bridges,
nearby valley, etc. they should be guided carefully so that they cross the location
carefully.
7. Assistance of fellow passengers may also be coordinated.
8. At any occasion it shall be seen that the passengers are not frightened and are not put
at any risk.

10. CAUTION ORDER
10.1 Caution Order
A Caution Order is a written notice issued by a station master (or other competent
official) to the driver and guard of a train, formally advising them of special conditions and
restrictions in effect on the section of track that the train is about to enter. The Caution Order
may have instructions on speed restrictions and other special procedures to be followed on
account of damage to the tracks, flooding, work on the permanent way, accidents (or
reminders of spots where accidents recently occurred), or unusual situations.
The caution order usually specifies the location of the affected section of track, the
temporary speed limits in effect, the locations of caution indicators and termination indicators,
etc.
A caution order is generally issued by the station master of a station adjacent to the
block section which is affected. In addition, divisional caution orders are also issued by station
masters of certain specified stations on the route, known as Notice Stations. In NMR
Mettupalayam, Coonoor & Udhagamandalam are the Notice Stations.
The Caution Order shall be on white paper, with green font and be made out and signed
in full, specifically addressed to the driver and guard of a particular train identified on it.
Separate caution orders are issued for each train passing through on to the affected section.
A Nil caution order is issued by a notice station to inform the driver and guard of a train
that there are no special caution instructions or temporary speed restrictions in effect between
that station and the next notice station.
A reminder caution order may be issued by a notice station to reiterate caution orders already
issued by other stations or authorities.
When for any reason, the Loco Pilot of a train is required to observe any caution or
speed restriction, he will be issued a Caution Order in form T/409 or T/A 409 or T/B 409.
In NMR working the Caution Order shall be given to the Leading Brakesman during
ascending trains, and his signature obtained on the Loco Pilot’s foil and Record foil. The Leading
Brakesman, shall record the details of the cautions in his journal.
Only Temporary Speed Restrictions and instructions that are not specified in the WTT
will be notified through the Caution Order
10.2 The contingencies in which caution orders shall be issued.
1. When in consequence of the line being under repair or for any other reason, special
instructions are necessary.
2. To look out for a train that is overdue.
3. As an authority to pass the Home Signal at “ON” when a train is stopped short of points
for shunting purposes.
4. When any interlocked points go out of order or become defective in any way.
5. Whenever alternations or repairs are being carried out to interlocked points, signals or
any interlocking gear.
6. When a train approaches a station without proper authority to proceed.
7. When any Material Train works in the block section between two stations.

8. When it is necessary to send an assisting engine or a relief train into a block section
occupied by disabled train or derailed train.
9. For sending an engine in a block section occupied by a portion of a parted train.
10. On single line section when after examination of a train for which “Stop and examine”
signal is received there is reason to suppose that line is damaged or obstructed.
11. When unusually slack or rough running or heavy lurch is reported by the Loco Pilot.
12. When any Patrolman does not report at the time at which he is due.
13. Unsafe condition of the bunds of tanks or rivers.
14. When water level rises over the danger level marked at bridges.
15. When emergency patrols are put on.
16. When there is doubt or suspicion from the condition of run through passing train or
observations made, that the block section in rear might have been affected or
obstructed during the passage of the train.
17. On sections where bell and /or telephone communications have been provided between
level crossing gate (outside FSS) and either of the two stations of the block section, if
the Gateman’s acknowledgement is not received for a train to enter the block section
from either end.
18. Lorry or Trolley on line.
19. When a signal is newly erected or resited.
20. For working of coal pilots and other work trains in mid-section.
21. When a level-crossing gate is damaged or works non-interlocked.
22. For working of trains during prolonged failure of automatic signals.
23. Cases of bad riding of engines.
24. When a dead body is found on/or near the track.
25. Any other condition or circumstance which may require the issue of a Caution Order or
Caution Order issued under local or special instructions.
Note. – The above is the usual list of contingencies under which a Caution Order is required to
be issued but it should not be considered as exhaustive.

11. PRECAUTIONS BY BRAKESMAN TO AVOID SIGNAL PASSING AT DANGER
11.1 Precautions Before & After SIGN ON
1. Do not take alcohol drink, Narcotic, stimulant drugs or preparation 8 hours before Sign
‘ON’
2. Take proper rest before appearing on duty.
3. Appear right time on duty.
4. Be in possession of two pair of spectacles, if passed with glasses.
5. Do not wear sun glasses / colour glasses while on board.
6. Get yourself tested on breath analyzer.
7. Be conversant with system of working, location of signals and have valid learning road
of the section on which you are booked.
8. Read all latest circulars, caution order and notifications after signing.
9. Switch off your mobile phones while on run and keep it in your bag.
11.2 Precautions after boarding the cabin
1. Ensure that the vehicle was examined, certified and Brake Power Certificate was issued
by competent authority.
2. Check for all safety equipments, proper working of head light, Horn, etc.
3. Apply and release both the adhesion and pinion brakes to ensure proper working.
4. Note the defects of your Vehicles & inform to get them attended.
5. Unauthorized persons should not be allowed in the Brakesman’s cabin.
6. Leading Brakesman should assist the Loco Pilot before starting to conduct brake
continuity test.
7. Ensure functioning of brake system as per procedure and ensure adequate vacuum
level.
11.3 Precautions before starting
1. Ensure that correct starting signal pertaining to your line is properly taken OFF before
showing the PHS.
2. Exchange alright hand signal with guard / Brakesmen only after confirming the correct
signal aspect by him.
3. Obey the correct aspect of your signal and immediately act on it.
11.4 Precautions on run
1. The leading Brakesman shall have a keen Lookout for the aspects of the signals and
immediately act upon it.
2. If the signal is at Danger and the speed is not reduced immediately bring the train to
dead stop before the Stop signal by applying emergency brake.
3. Be vigilant and observe the signals exhibited by the Leading Brakesman / fellow
Brakesmen and relay promptly without delay.
4. Observe the signal aspect until the train has passed.
5. Observe all permanent & temporary speed restrictions rigidly.
6. Do not leave the vehicle unmanned after taking overcharge.
7. The Brakesman shall keenly listen to each and every whistle code given by Loco Pilot
while on run or on idling and respond accordingly.

8. Do not discuss personal problem during work.
9. Bind-up luggage after completion of journey
10. Keep in mind the load of your train and the location of gradients for controlling the
speed and making appropriate halts.
11. Mind the speed of the train and apply brakes accordingly or as and when demanded by
Loco Pilot through whistle code to prevent over speed.

12. ROLLING STOCKS OF NMR
12.1 X-Class Steam Locos
X-Class Steam Locomotives are maintained at Steam Loco Shed, Coonoor by
SSE/Loco/ONR.
The X-Class Locomotives were bought in two batches from the Swiss Locomotive and
Machine Works, Winterthur, Switzerland. The first batch of X-Class Locos were ready for
shipment at Hamburg in 1914, however the same was detained due to the First World War and
was received and introduced in 1918. The first batch of 7 locos (X-37384-90) was delivered
between 1918 & 1925 and the second batch of 5 locos (X-37391-95) locos was delivered 1952.
The oldest X-Class Loco X-37384 built in 1914 is still in service.
4 X-Class locos (X-37396-99) were manufactured at Central Workshops, GOC since
2011. Two locos are under manufacturing at Central Workshops, GOC viz. X-37400 Coal fired
and X-37401 HSD fired
The X-Class Locomotive originally was Coal fired. Conversion of Coal fired system to Oil
fired system was started in 2002, the first Loco being X-37395. Proposal for conversion of Oil
fired System to HSD fired system is on hand.
The X-Class locomotives are Metre Gauge tank engine of 0-8-2 type with four cylinders
having rack and pinion compound drive. The two bottom cylinders are called as Adhesion
cylinders or High Pressure Cylinders and the two top cylinders are called as Rack cylinders or
Low pressure cylinders. With a Boiler working pressure of 14.06 kg/cm2
, the engine produces a
power of about 900 Horse Power with a torque of 12,179 kg.
The special features of X-Class Locos are Cogwheels engaging on the rack on the track
and Air valves for giving dynamic brake effect.
There are two systems of drives for transmitting the Tractive Effort (19.9 Tonnes) from
engine to rail. One is the conventional drive of four coupled wheels transmitting the force by
Adhesion and another is by transmitting the force from the loco through the pinion drive to the
rack bars fitted between the rails. Both the drive are independent of each other and is capable
of working as Simple Working as adhesion wheel drives alone and another as Compound
Working as adhesion wheel drive and pinion wheel drive. The ratio of Tractive Effort generated
by adhesion and rack is in the proportion of 57:43.
12.2 YDM4 Diesel Electric Locos
YDM4 Diesel Electrical Locomotives are maintained by Diesel Loco Shed, Golden Rock by
SSE/DSL/GOC at Steam Loco Shed, Coonoor.
The YDM4 has been the most successful Diesel Locomotive in the Metre Gauge operation
of Indian Railways. YDM4 Diesel Electric Locos were originally built by American Locomotive
Company (ALCO) in 1961 and was subsequently manufactured by Diesel Locomotive Works,
Varanasi. The YDM4 Locos running in NMR are built by DLW, Varanasi.
YDM4 loco is fitted with Alco 251D turbocharged Engine with 6 inline Cylinders of
compression ratio 12.5:1 capable of developing a Power of 1,200 HP at 8th
Notch speed of
1,100 rpm and provided with Cast Frame Trimount Co-Co Bogies with asymmetrical

arrangement of traction motors suspended on the axles. The Power transmission is through
Electrical DC-DC Transmission system.
YDM4 loco has been working between Coonoor and Udhagamandalam from 23.04.1993.
12.3 NMR Coaches
Coaches at NMR are maintained at Carriage & Wagon Depot, Mettupalayam by
SSE/C&W/MTP.
NMR coach is vacuum braked vehicle with hand brake arrangement individually for
Adhesion and Pinion Wheels applied by Brakesman / Guard, who is manning the coach. The
pinion is provided on the leading axle for rack and pinion drive. There is no interconnection
apparatus available in these coaches and all the coaches are provided with Vacuum Van Valve.
The coach at the front end, uphill side shall be with Vacuum Van Valve and Vacuum
Gauge and shall be manned by the leading Brakesman.
The coaches presently available in service are of wooden body coaches originally
introduced in 1931 and rebuilt in 2005 by Central Workshops, GOC.
12.4 NMR Wagons
Wagons at NMR are maintained at Carriage & Wagon Depot, Mettupalayam by
SSE/C&W/MTP.
The wagons presently available in service were introduced in 1929. The wagons
available at NMR are used only for Departmental use for maintenance of the permanent way
and for salvage work after dislocation.
NMR coach is vacuum braked vehicle with hand brake arrangement individually for
Adhesion and Pinion Wheels applied by Brakesman / Guard, who is manning the coach. The
pinion is provided on the leading bogie for rack and pinion drive between the axles.
12.5 Major Dimensions of Existing Rolling Stocks in NMR
Description X-Class Loco YDM4 Loco NMR Coaches NMR Wagons
Length of Body 9,990 13,818 10,338 9,220
Buffer to Buffer Length 10,380 15,208 11,515 10,390
Maximum Width 2,490 2,730 2,262 2,300
Maximum Height 3,430 3,407 3,167 3,162
Bogie to Bogie Distance
(Centre Pivots)
- 9,550 6,706 5,791
Minimum distance
between adjacent Wheels 900 / 2,180 /
1,050 / 1,900
1,676 / 1,829 1,448 1,295
Maximum distance
between adjacent Wheels
4470 5258 4496

Description X-Class Loco YDM4 Loco NMR Coaches NMR Wagons
Weight 50.3 Ton 72 Ton 16.06 Ton 25 Ton
Max Axle load 10.7 Ton 12 Ton 6.1 Ton 7.6 Ton
(Note: All dimensions in mm).
12.6 Steam Loco Shed, Coonoor
X-Class Locos are maintained by Steam Loco Shed, Coonoor functioning since 1899.
Prior to X-Class Locos, the Shed has maintained Double Fairlie Locos, R-Class Locos, S-Class
and P-Class Locos. SSE/Loco/ONR is the supervisor in charge of the Shed.
12.7 Carriage & Wagon Depot, Mettupalayam
Coaches and Wagons of NMR are maintained by Carriage and Wagon Depot,
Mettupalayam headed by SSE/C&W/MTP. Practical training for Brakesman is provided by
SSE/C&W/MTP both in the Depot and onboard.
12.8 Crew Booking Centre, Coonoor
Crew Booking Centre, Coonoor is the headquarters for Mechanical Running Staff of NMR
headed by Chief Loco Inspector, Coonoor. Loco Pilots, Assistant Loco Pilots, Firemen and
Brakesman reporting to CLI/ONR.
12.9 Central Workshops, Golden Rock
Central Workshops, Golden Rock is situated at Ponmalai, Tiruchirapalli and headed by
Chief Workshop Manager. Maintenance of Rolling Stocks of NMR are depend upon GOC Shops
for the following aspects,
Manufacturing of X-Class Locos
Deputy Chief Mechanical Engineer, Production
Periodic overhauling of X-Class Locos
Periodic overhauling of YDM4 Locos Deputy Chief Mechanical Engineer, Diesel
Periodic overhauling of NMR Coaches Deputy Chief Mechanical Engineer, Carriage &
Wagon
Manufacturing of NMR Wagons
Repair and Supply of spares for various Rolling Stocks of NMR
12.10 Diesel Loco Shed, Golden Rock
YDM4 Locos running in NMR are maintained by Diesel Loco Shed, Golden Rock headed
by Divisional Mechanical Engineer, Diesel, GOC.

13. SELECTION AND TRAINING OF MECHANICAL BRAKESMAN IN NMR
13.1 Selection of Mechanical Brakesman in NMR
Volunteers are called for from amongst the following employees.
1. Technician Gr. III from the C&W and Loco Wings in NMR Section of Mechanical
Department.
2. Helpers having 3 years regular service in the category of C&W Wing or Loco Wing or
both together in Mechanical Department.
3. The age of the volunteers should not exceed 50 years as on the date of notification.
4. The volunteers should have minimum qualification of Matriculation or its equivalent.
The selection will be based on the marks obtained in the written examination and
perusal of records. The question paper will be 100% objective type. About 10% of marks
allotted for written test shall be on Official Language Policy and rules; however the same may
not be compulsory. One mark will be awarded for every correct answer and one third marks
shall be deducted for every wrong answer. No marks will be awarded for unattended questions.
The selected persons have to satisfy Medical Examination in Aye One Standards and
have to undergo 2 Months training for Brakesman duties. After successful completion of training
the final test will be conducted and those who come out successful in the final test only be
posted as Brakesman.
13.2 Syllabus for selection of Mechanical Brakesman in NMR
1. Basic principles working and of vacuum brakes in coaches and wagons.
2. Components of vacuum brakes equipments.
3. Troubleshooting in vacuum brake working.
4. Working of hand brakes in coaches and wagons.
5. Working in Pinion or carriage and wagon in rack section.
6. Basic knowledge about disengagement of carriage and wagon pinion.
7. Basic knowledge in signals.
8. Knowledge in section gradients.
9. Wheel defects and using of tyre defect gauges.
10. Couplings, buffers in coaches and wagons.
11. Basic knowledge about plain bearing and roll packing.
12. Types of codes and general dimensions used in coaches and wagons.
13. Official Language Policy and rules
13.3 Refresher Course for Mechanical Brakesman in NMR
After induction, Brakesmen are subjected to Refresher Course for a period of 3 Weeks
once in three years according to the following schedule.
1. 9 Days for Mechanism – Maintenance, operations and handling of NMR Coaches &
Wagons at C&W Depot, Mettupalayam by SSE/C&W/MTP
2. 9 Days for GRS, Special Instructions and Safety Camp relevant to NMR Section by
TI&SMR/ONR
Brakesman overdue for GRS Refresher Course shall not be booked to perform running
duties.

13.4 Promotions for Mechanical Brakesman in NMR
Designation
Brakesman Gr.
III
Brakesman Gr.
II
Brakesman Gr. I
Senior
Brakesman
Sanctioned Posts 6 6 4 2
Scale of Pay 6CPC
5200-20200 - GP
1900
5200-20200 - GP
2400
5200-20200 - GP
2800
5200-20200 - GP
4200
Scale of Pay 7CPC 2 3 4 5
Brakesman shall be promoted to next higher grade on getting eligible periodically on
availability of vacancy subject to passing a Trade Test covering Theoretical and Practical
assessments.
13.5 Periodic Medical Examination for Mechanical Brakesman in NMR
1. Brakesman are medically categorized under A-1 category and are subjected to PME
every 4 years till 45 years and then every 2 years till 55 years and there after annually
till retirement.
2. Brakesman overdue for PME shall not be booked to perform running duties.
3. PME shall not be exactly the date when the re-examination falls due, but it will be the
month in which this falls due.
13.6 Special Medical Examination
Special Medical Examination shall be carried out in the following conditions.
1. Having undergone any treatment or operation for eye irrespective of the duration of
sickness.
2. After a long absence, and produces a PMC for more than 90 days.
3. For a Running Staff after an accident.
4. If the employee’s behaviour is consistently odd.
5. If an employee is found to be habitually reporting sick usually on occasion of his
deployment to special duty or on refusal of leave.

14. WORKING TIME AND REST FOR BRAKESMAN
14.1 Working Hours
Brakesman, even though classified as Continuous, is listed under Loco Running staff and
will be required to be on duty more than 8 hours at a stretch in view of special nature of their
duties.
Running duty at a stretch should not ordinarily exceed 9 hours. Such duty may extend
further provided the railway administration gives at least 2 hours notice before the expiration of
9 hours to the crew that he would be required to perform running duty beyond 9 hours, with
the stipulation that the total duty from ‘SIGN ON’ to ‘SIGN OFF’ shall not exceed 11 hours.
In operational exigencies running duty may be extended beyond 9 hours within overall
limit of 12 hours provided a due notice has been given to staff before completion of 8 hours of
running duty.
In exceptional emergencies like accidents staff may be required to work beyond the
limits prescribed. In such cases advance advice will be given.
Hours of work for this purpose shall be calculated from ‘signing on’ to ‘signing off’.
14.2 Signing On and Signing Off
1. The Brakesman shall avail the prescribed rest before / after ‘Signing On’ / ‘Signing Off’
for duty.
2. They shall be well dressed in proper and neat uniform.
3. Posses the valid competency certificates.
4. Enter the details including Date, Train Number, Scheduled time of arrival / departure,
Signing on / off time, etc.
5. Enter the details of the Brakesman
6. Furnish the Declaration for possession of two pairs of spectacles
7. Perform Breath analyser test and record.
8. Update of the safety circulars, Office Orders , etc
9. During Signing off furnish the defect observed in signals, tracks, and vehicles on run.
10. Brakesman Shall not use mobile phone while the train is on movement.
14.3 Train attendance
Brakesman has to report 20 minutes before departure for performing the predeparture
duties and and shall avail 30 minutes after arrival for performing post arrival duties.
14.4 Provisions of Rest after duty
The headquarter rest of Brakesman shall be 16 hours irrespective of the duration of his
incoming trip. The outstation rest of Brakesman shall be 8 hours irrespective of duration of his
incoming trip.
The limit of stay away from headquarters for Running Staff shall be fixed at 72 hours.

In case of Brakesman who are employed on duties which provide for daily rest at
headquarters including Shunters, working in shuttling trains, ballast trains, pilots etc. above
provision will not apply. These staff will not normally be called for duty before expiry of 10
consecutive hours after completion of previous duty. If however if any such staff is required to
work trains out of headquarters and return he will be eligible for rest outstation and at
headquarters.
Interval between trips shall be considered as duty if it is equal to or less than 1 hour
plus time allowed for train or engine attendance before and after trips.
When leaving their homes or Running Rooms Brakesmen must inform the Lobby in
charge or Station Master concerned as to where they would be found, if required.
14.5 Periodic Rest to Brakesman
1. Brakesman is eligible for 4 periods of rest of not less than 30 consecutive hours each per
month each including a full night.
2. Periodic rest shall be given at headquarters.
3. As far as possible it will be given once in 10 days.
14.6 Booking of Brakesman
1. Brakesman will be booked for duty on the principle of ‘First In First Out’.
2. Senior most Brakesman amongst the batch will be booked for Leading Brakesman role.
3. When a Brakesman has to be sent spare by a train, the person due out first will be
booked to work the train and the person next for duty booked as spare. On arrival at
destination, the person arriving spare will be considered first for duty and the person
who worked the train second for duty.
4. In case two Brakesmen arriving at the same time , the one who has been longer on duty
will be booked out after the other.
5. Brakesman returning from LAP or sick leave will be booked out with the first train.
6. Brakesman returning after casual leave will be placed at the bottom most for his turn.
7. Brakesman shall not exchange their duties / coaches without obtaining permission from
the competent official in charge.
8. If a Brakesman fail to report for duty in time or be taken ill after being booked, the next
Brakesman due for duty will be booked as replacement.
9. Any temporary change in the link / booking will be notified accordingly.
10. Booking of Brakesman is communicated at least 2 hours to the maximum extent
possible, in advance through mobile phone or suitable means by the crew booking in
charge.
11. Brakesman is liable to be called for duty at any time.
12. When a Brakesman is unable to work a train owing to his illness he must give at least 4
hours notice to the Lobby in charge or Station Master. A medical certificate from a
Railway Doctor must be produced at the time of reporting sick or as soon thereafter as
possible.
13. When leaving their homes or Running Rooms Brakesmen must inform the Lobby in
charge or Station Master concerned as to where they would be found, if required.
14. Brakesman absenting themselves from duty without leave or without presenting a
medical certificate from a Railway Doctor concerned shall be liable for disciplinary action.

14.7 Road Learning for Brakesman
Every Brakesman shall be given initially 6 trips (up and down directions separately) for
learning road to familiarize himself with the sections.
If the Brakesman has not operated on a section for over 3 months, he should take road
learning for three trips for a period of absence of 3 months to 2 years and six trips for more
than 2 years of absence.
14.8 Personal Equipment for Brakesman
1. A set of a red flag and a green flag
2. Tricolour torch
3. Journal
4. Two pairs of spectacles with the name
5. Tool Box
6. Wooden Wedges – 2 Nos.
14.9 Running Room
1. Running Room, Mettupalayam is maintained by SSE/C&W/MTP.
2. Brakesman shall avail outstation rest at Running Room.
3. While availing rest at Running Room Brakesman are under SMR for Booking.
4. Avail proper rest at Running Room.
5. When leaving the Running Room, Brakesmen must inform the Lobby in charge or
Station Master concerned as to where they would be found, if required.

15. ORGANISATIONAL STRUCTURE OF MECHANICAL DEPARTMENT IN NMR
General Manager
Southern Railway
Principal Chief Mechanical Engineer
Southern Railway
Divisional Railway Manager
Salem Division
Director, Nilgiri Mountain Railway
&
Senior Divisional Mechanical Engineer, Salem
Deputy Director, Heritage
Coonoor
Steam Loco Shed,
Coonoor
SSE/Loco/ONR
Crew Booking Centre,
Coonoor
CLI/ONR
Carriage & Wagon Depot,
Mettupalayam
SSE/C&W/MTP

Guide to Duties of Brakesmen on the Nilgiri Mountain Railway

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Guide to Duties of Brakesmen on the Nilgiri Mountain Railway