20140906

Abnormal Working in Automatic Section

Abnormal Working in Automatic Section

A. Working of trains during prolonged failure of signals when means of communications are available (S.R.9.12 – 1)

1. In the event of prolonged failure of all signals the ‘Officials concerned of the Signalling Department shall take immediate steps to inform all concerned.
2. Before any train is allowed to enter the affected section, it shall be brought to a stand and the Loco Pilot, Guard, Controller and the Station Master concerned ahead of the affected section shall be informed.
3. The Station Master shall obtain ‘Line Clear’ for the train by one of the following means of communications, viz.
a. Station to station fixed telephones wherever available;
b. Fixed telephone such as Railway auto phones & BSNL / MTNL phones;
c. Control telephone;
d. VHF sets under special instructions, but not as the sole means of communication on sections where passenger trains run.
4. The Station Master on duty at the station in advance shall not give such ‘Line Clear’ unless –
(i) The whole of the last preceding train has arrived,
(ii) The line on which it is intended to receive the incoming train is clear at least 180 meters beyond the Platform Starter or the place at which the trains usually come to a stand, and
(iii) All points have been correctly set and all facing points locked for the admission of the train on the said line.
5. Before handing over the ‘Authority to Proceed’ all the points over which the train will pass, shall be correctly set and facing points locked.
6. Whenever any power operated points have to be operated for diverting trains, these may be released and operated locally under the written instructions of the Station Master on duty by the Signal Maintainer at stations where Signal Maintainers are provided.
7. T/D 912 and T/409 are issued to the Loco Pilot who shall proceed with utmost caution and must not run at a speed exceeding 25 km/h under any circumstances, subject to other speed restrictions in force. He shall continue to look out for any obstruction until he reaches the station ahead.
8. Loco Pilot of all subsequent trains shall also proceed with great caution, subject to other speed restrictions in force and must continue to look out for any possible obstruction.
9. When approaching the next station, the Loco Pilot shall bring his train to a stand outside the first Stop signal and sound one continuous long whistle.
10. The Station Master shall send a man in uniform to pilot the train from this signal, who shall obey hand signals, if any, relayed from the station platform.
11. Clearance of the section by each train shall be intimated to the station in rear under exchange of Private Numbers.
12. Train Signal Register shall be brought into use and all entries regarding train working recorded there in. The Controller shall be kept advised of all train movements taking place in the affected section, if possible.
13. As soon as signals are put right by competent authority, normal working may be resumed, after exchanging messages with Private Numbers by the Station Masters concerned, assuring that the section is clear. Controller’s permission, if possible, should be obtained before resumption of normal working.
14. All the records in connection with train working on this system shall be retained at the station and the Transportation Inspector of the section must scrutinize them and submit his report to the Divisional Railway Manager within seven days of the resumption of normal working.

B. Working of trains during failure of all signals when no means of communication are available (S.R.9.12 – 2)

1. In the event of failure of all signals and when trains cannot be worked by any of the following means, viz.,
a) Station to station fixed telephones wherever available;
b) Fixed telephone such as Railway auto phones & BSNL / MTNL phones;
c) Control telephone;
d) VHF sets under special instructions, but not as the sole means of communication on sections where passenger trains run.

The following procedure shall be adopted for train passing:

2. The movement of trains on the affected section shall be controlled by such stations and on such lines as are prescribed by special instructions.
3. All points over which the trains will pass shall be correctly set and facing points locked.
4. Whenever any power operated points have to be operated for diverting trains,these may be released and operated locally under the written instructions of the Station Master on duty by the Signal Maintainer at stations where Signal Maintainers are available.
5. Before any train is allowed to leave the station the Loco Pilot/Motorman and the Guard of the train shall be advised of the circumstances by the Station Master.
6. The Station Master shall give the Loco Pilot/Motorman of each train T/B 912 which shall consist of three parts:
(a) An Authority to Proceed without line clear;
(b) A Caution Order restricting the speed to 25 km/h over the straight with clear view and to 10 km/h when approaching or passing any portion of line where the view ahead is not clear due to curve, obstruction, rain, fog or any other cause subject to the observance of other speed restriction imposed and speed over facing points being restricted to 15 km/h.

(c) An authority to pass the Automatic signals intervening the two nominated stations at ‘On’, the Semi-Automatic signals and manually operated signals on being signalled past by a Pointsman or any other railway servant in uniform deputed for the purpose and the Gate signals cautiously up to the level crossing where he must ascertain that the gates are locked and the hand signals are displayed by the Gateman before he proceeds further.

7. No train shall be allowed to enter an affected section until there is a clear interval of 15 minutes between the train about to leave and the train which has immediately proceeded, unless a shorter interval has been prescribed under special instructions.
8. Before entering a section where there are tunnels, the Loco Pilot shall light the buffer lamps and the electric head lights. A tunnel shall be entered only after it has been ascertained that it is clear. If there is any doubt on this point, the train shall be piloted by a Assistant Loco Pilot or Guard equipped with hand signal and detonators.
9. The Guard shall keep a sharp lookout in the rear and be prepared to exhibit a danger signal to prevent the approach of a train from the rear and to protect it, if the detention is likely to exceed 5 minutes.
10. When approaching the next station the Loco Pilot shall bring his train to a stand outside the first Stop signal and sound one continuous long whistle.
11. The Station Master after satisfying himself that all points have been correctly set and facing points locked, shall arrange for a man in uniform to pilot the train from the signal.
12. The Loco Pilots of all trains shall make over the Authority to the Station Master of the nominated station at the end of the section.
13. A record of all trains passed during the course of total interruption of communications shall be maintained in the Train Signal Registers.
14. Trains must continue to work on this system until either the signals are put right or any one of the means of communications is restored by the competent authority.
15. As soon as the signals are put right, normal working of trains shall be resumed, but where signals continue to remain inoperative and any of the means of communications is restored, trains will be worked as per SR 9.12 – 1.
16. All the records in connection with train working on this system shall be retained at the station and the Transportation Inspector of the section must scrutinize them and submit his report to the Divisional Railway Manager within seven days of the resumption of normal working.

C. Temporary Single Line working in Automatic Block System: SR 9.12 – 3

In the event of obstruction of one line on the double line section and the communications are available, the following procedure shall be adopted –

1. When it is desired to introduce temporary single line working on double line on electric communication instruments, the Station Master at one end of the affected section shall, on receipt of reliable information in writing that one line is clear, take steps to introduce temporary single line working on that line in consultation with the Section Controller and the Station Master of the station at the other end of the section.
2. If there is reason to suspect that the line over which temporary single line working is to be introduced is also fouled or damaged, temporary single line working shall not be introduced until a responsible engineering ‘Official not below the rank of an Inspector has inspected that section and certified that the road is safe for the passage of trains.
3. The movement of trains on the affected section shall be controlled by such stations and on such lines as are prescribed by special instructions.
4. After ascertaining that one of the lines is clear for the passage of traffic, the Station Master proposing single line working shall issue a message under exchange of Private Numbers, containing the following information, to the Station Master at the other end of the affected section –

(a) Cause of introduction of single line working,
(b) Line on which single line working is proposed.
(c) Source of information that the said line is clear,
(d) Place of obstruction,
(e) Restriction of speed, if any, on the line,
(f) Number and timings of the last train which arrived/left the station nominated by the Divisional Railway Manager under clause 3 above, and
(g) An enquiry about speed restriction in the opposite direction.

5. On receipt of acknowledgment and reply to the enquiry regarding speed restriction in the opposite direction, from the Station Master at the other end confirmed by a Private Number, single line working may be introduced.
6. Line clear shall be obtained on Station to station fixed telephones wherever available or Fixed telephone such as Railway auto phones & BSNL / MTNL phones or Control telephone or VHF sets under special instructions, but not as the sole means of communication on sections where passenger trains run, as the case may be, and trains run on the procedure set out above.
7. Line Clear shall not be given unless the line on which the train is to be received is clear at least 180 meters beyond the first Stop signal pertaining to the correct line or the last Stop signal pertaining to the wrong line whichever is earlier.
8. For each first train running in the wrong direction, line clear shall neither be asked for nor given unless the two Station Masters have assured under exchange of Private Numbers that all the trains running in the right direction have already arrived complete at the station in advance.
9. Except for each first train running in the right direction for which the procedure laid down for the trains running in the wrong direction shall be followed, subsequent trains running in the right direction may be allowed to follow each other on Automatic Signal indications, provided the station in rear has intimated the station in advance of the fact that he is permitting particular train/ trains to follow and has ascertained the latter’s readiness to receive it/them. Private Numbers shall be exchanged for this transaction.
10. Train Signal Register shall be introduced at the stations on affected section. 
11. All the points over which the train will pass shall be correctly set and facing points locked before the movement of any train is authorized over them.
12. Whenever any power operated points have to be operated for diverting trains these may be released and operated locally under the written instructions of the Station Master on duty by the Signal Maintainer at stations where Signal Maintainers are available.
13. Loco Pilots of all trains, except the first train, running in the right direction must be given T/A 912 to pass the last Stop signal which shall be kept at ‘red’. The Loco Pilots of trains running in the wrong direction shall be given T/D 602 and T/A 912 before entering the affected section.
14. The Caution Order part of T/D 602 shall include
(i) The line on which the train or light engine is to run,
(ii) The kilometers between which the obstruction exists,
(iii)Any restriction of speed, and
(iv)the instructions that Automatic signals in the wrong direction should be considered as out of use even though they may be showing ‘Proceed’ or ‘Caution’ aspect.
15. Loco Pilots of trains running in the wrong direction are instructed to pass the intervening non-governing (i.e. relating to the opposite direction) Semi-Automatic and Manually operated signals on being hand signalled past by a Pointsman or any other railway servant in uniform deputed for the purpose and the gate signals cautiously up to the level crossings where he must ascertain that the gates are locked and hand signals are displayed by the Gateman before he proceeds further. He must also ascertain that the points of the outlying sidings are correctly set and locked before passing over them.
16. Loco Pilot of the first train introducing temporary single line working in the wrong direction to stop and inform all Gatemen and Gangman on the way about the introduction of temporary single line working. The road on which the trains shall run is also to be specified.
17. The speed of all trains running in the wrong direction shall not exceed 25 km/h.
18. When approaching the next station Loco Pilot of the train running in the wrong direction shall bring his train to a stand opposite the first Stop signal pertaining to the correct line or the last Stop signal pertaining to the wrong line on which he is running, whichever he comes across first, and sound one continuous long whistle.
19.The Station Master, after satisfying himself that all points have been correctly set and facing points locked, shall arrange for a man in uniform to pilot the train from this signal, who shall obey hand signals, if any, relayed from the station platform. Manual/Semi-Automatic signals, if any, shall, however, be passed on a written authority on the prescribed form to be issued by the Station Master.
20. Resumption of normal working –
(a) On receipt of written certificate from a responsible engineering official that the obstructed track is free for passage of trains, the Station Master shall issue a message to other station or stations, as the case may be, under exchange of Private Numbers and decide, in consultation with Section Controller, the train after the passage of which the normal working has to be introduced.
(b) An entry shall also be made in the Train Signal Registers of all stations concerned showing the time double line working was suspended, time single line working was introduced and the time normal working was resumed.
21. All the records in connection with the temporary single line working shall be retained at the station and the Transportation Inspector of the section must scrutinize them and submit his report to the Divisional Railway Manager within seven days of the resumption of normal working.

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