Train divided –(1) If a train is stopped by an irrevocable emergency brake application and cab signaling indications are normal, the Train Operator shall examine the Train Control Monitoring System panel, or Train Integrated Management System panel, as the name given, to ascertain the cause, if the indication of faults in multiple circuits affecting the whole train or rear cars of the train is present, the train shall not be moved until it has been verified that the train is complete and coupled.

(2) After the verification about complete arrival and the integrity of the train is completed under sub-rule (1), the Traffic Controller may authorize the Train Operator to make appropriate isolations and proceed. If the train is not divided but is still unable to move on its own, the train shall be worked in accordance with sub-rule (1) of rule 50.

Train divided Metro Train

(3) If the train is found to have parted, the Train Operator shall first satisfy himself that no passenger has been injured or has fallen from the train, and then –
(i) the passengers shall be cleared of the open ends of the train and train re-coupled with the help of assisting staff as per special instructions, if possible, in consultation with Traffic Controller and Rolling Stock Supervisor.

(ii) if the Train Operator has successfully re-coupled the train, he shall return to the leading cab, report the circumstances to the Traffic Controller and seek permission to proceed to the next station following the instructions given by the Traffic Controller.

(4) The train shall be withdrawn from passenger service at the next station and worked to the depot for investigation of the incident.

(5) If the train cannot be re-coupled, the Train Operator shall inform the Traffic Controller and the Traffic Controller shall then inform the Station Controller at the previous station to detrain passengers from the following train if possible, and use it to go to the site and take at least two staff with him.

(6) The Train Operator of the following train shall drive his train in Coded Manual Mode as far as the signaling permits, thereafter the Traffic Controller shall instruct the Train Operator to drive the train under Restricted Manual Mode and proceed at reduced speed as near to the divided train as possible and stop, and the Station Controller and the staff shall then leave the train from the front, or from the side, as applicable, and board the parted train.

(7) The staff shall be positioned at the rear of the front portion of the train and the Train Operator of the divided train shall return to the leading cab, make the necessary isolation, and seek permission from the Traffic Controller to proceed.

(8) The Traffic Controller shall instruct the Train Operator to proceed at a speed not exceeding ten-kilometer per hour as far as the next station and to stop at the far end of the platform.

(9) The other staff shall be positioned at the front end of the rear divided train portion and the assisting Station Controller shall, then, drive the rear portion of the train from the shunting position of the assisting train with the utmost caution, and with the staff keeping a lookout at the front, maintaining continuous communication with the traffic controller and the train shall be driven to the next station at a speed not exceeding ten-kilometer per hour in any case.

(10) On arrival of the train at the station, passengers shall be detrained.

(11) The two portions of the train shall then be worked under the supervision of the rolling stock Engineer in Restricted Manual Mode, if possible to the nearest depot or siding at a slow speed.

(12) The assisting train shall proceed once the cab signaling displays a proceed code and shall entrain passengers at the next station and resume normal working.

(13) In case of depot being in the direction opposite to the direction of working of the divided train, the rear portion of the divided train shall first be worked toward the nearest station in the direction of the depot after positioning a security staff at the divided train portion in the rear, after the Train Operator has changed his cab in the leading direction of movement, in consultation with the Traffic Controller.

(14) The other parted portion of the train shall then be worked cautiously in the shunting mode after appropriate isolation, at a very slow speed after positioning the other security staff at the divided end keeping a close lookout at the front, and maintaining continuous communication with the Traffic Controller.

(15) After reaching the station, the assisting train can resume normal operation.

(16) The parted portions of the divided train shall be worked to depot under supervision of rolling stock supervisor in Restricted Manual mode, if possible.

(17) In case it is not possible to move any parted portion of the divided train on its own power, it shall be worked to the depot using another suitable train under instructions of the Traffic Controller. 

* “Connections”, when used with reference to a running line means the arrangements used to connect such line with other lines or to cross it.
* “Continuous Automatic Train Control system” means an automatic system of controlling and monitoring train movements continuously by means of sub-systems, namely, Automatic Train Protection System, Automatic Train Operation system, and Automatic Train Supervision System.

* “Crss Passage” means a physical connection between two single track tunnels, which is used for maintenance of the Metro Railway, and can also be used for evacuation of passengers and for other relief works during emergencies.
* “Cut Out Mode” means the mode of operation of trains under Continuous Automatic Train Control system when train bore Automatic Train Protection Equipment is cutout.

* “Depot Controller” means a Metro Railway employee responsible for movements of rakes within the depot area including interchange of rakes between the depot and the main line.
* “Departure Order Indication” is an indication on a display panel in the train operator’s cab conveying authority to the Train Operator to proceed or start his train.

* “Driverless Train Operation (DTO)” means a train operation where a train can start and stop itself but a train attendant may be present to operate the train doors and to manually drive the train in case of emergencies.
* “Electrical way and works” means the traction installations including overhead equipment or third rail equipment and other connected works provided on the electrified sections of the metro railway.

* “Emergency” means an occurrence where there is an imminent or a continuing risk of injury and damage or major disruption to the metro railway service.
* “Emergency Stop Plunger” means the device, the operation of which causes the trains, within the station limits, running on Automatic Train Protection, to come to a stop.

* “Engineer’s Possession” means a defined section of track under the sole control of an authorised employee for a specific length of time.

*“Engineering Train Unit” means a train which is used for the maintenance and repairs of track side fixed infrastructure.
* “Facing and Trailing Points” means points are facing or trailing in accordance with the direction a train or vehicle moves over them and the points are said to be facing points when by their operation, train approaching them can be directly diverted from the line upon which it is running.

* “Feeding Post” means a supply control post in overhead traction, where the incoming feeder lines from grid sub-station are terminated.
* “Fixed Signal” means a signal of station at a fixed location controlling the movement of trains and forming part of t he signaling system.

* “Fouling Mark” means the mark at which the infringement of fixed Standard Dimensions occurs where two lines cross or join one another.
* “Headway” means the time interval between two successive trains.

* “Incident” means any occurrence which causes or has potential to cause delay or disruption to passenger services.
* “Inspection Car” means a self propelled vehicle, which is used for the inspection, maintenance and repairs of the equipments of the metro railway.

* “Insulated Third Rail Joint” means a special joint for the purpose of sectioning the third rail being powered from different traction substations;
*“Interlocking” means an arrangement of signals, points and other appliances, operated from a panel or work-station, so interconnected by mechanical or electrical or electronic locking, or any combination thereof, that their operation must take place in proper sequence to ensure safety.

* “irrevocable Emergency Brake” means that when an emergency brake gets applied, intentionally or otherwise, the brake remains applied until the train speed comes to zero and the cause of application of the emergency brake is removed or reset.

* “Isolation” means an arrangement secured by the setting of points, or other approved means, to protect the line so isolated from obstruction due to movement on other connected line or lines.
* “Jumper Cable” means a cable provided with clips for use as atemporary electric connection to bridge a gap in a running rail, cable or pipe.