SYSTEM OF WORKING GR. 7.01
The following SYSTEMS OF WORKING is applicable on Indian Railway.
1. Absolute Block System
2. Automatic Block System
3. Following Train System
4. Pilot & Guard System
5. Train Staff & Ticket System
6. One Train Only System
SR 7.01-1 Following three systems of working are applicable to the Central Railway.
1. Absolute Block System
2. Automatic Block System
3. One Train Only System
ABSOLUTE BLOCK SYSTEM GR. 8.01
1. When trains are worked under Absolute Block System.
a. No train shall be allowed to leave a Block Station unless Line Clear has been received from the block section in advance, and
b. On Double line such line clear shall not be granted, unless the line is clear, not only up to the first Stop signal of the station at which such line clear is granted but also for an adequate distance from it,
c. On Single Lines such Line Clear shall not be given unless the line is clear of trains running in the same direction not only up to the First Stop Signal of the block station at which such line clear is granted but also for an adequate distance beyond it, and also the Line is clear of trains running in the direction towards the block station to which such line clear is given.
2. Unless and otherwise directed by approved special instructions, the adequate distance referred to in above clauses shall not be less than a. 400 meters in case of TALQ or two aspect color light system, and b. 180 meters in case of multiple-aspect or modified lower quadrant signaling system.
ESSENTIALS OF LOCK AND BLOCK SYSTEM- SR 8.01-1
1. It shall not be possible to take OFF the Last Stop Signal (LSS) to permit a train to leave a block station until “Line Clear” has been received from the block station in advance.
2. The entry of a train into a block section shall cause the Last Stop Signal (LSS) to be automatically replaced at “ON”.
3. Line Clear shall not be given and it shall not be possible to clear the section by the block station in advance until the preceding train has passed over the section clearing track circuit or its equivalent provided beyond the first stop signal and until stop signal/ signals in rear of the train has/have been replaced to “ON” position.
CONDITIONS FOR GRANTING LINE-CLEAR
Condition of Granting Line Clear in “A” Class Stations- GR 8.02
In ‘A’ Class station, on single line or double line, the Line shall not be considered clear and Line Clear shall not be granted to any train unless
1. The whole of the last proceeding train has arrived complete,
2. All signals have been put back to their “ON” position behind the said train,
3. The line on which it is intended to receive the incoming train is clear up to the Starter,
4. All the points have been correctly set and all facing points are locked for the admission of the train on the said line.
Note- there are no “A” Class station on the single line on
CR. CONDITIONS FOR GRANTING LINE CLEAR AT “B” CLASS STATION
1. At a “B” Class Station on Double Line, the line shall not be considered clear and Line Clear shall not be granted, unless
a. The whole of the last proceeding train has arrived complete,
b. All necessary signals have been put back to “ON” behind the said train,
i. At station equipped with TALQ signaling Up to the Home signal, or At a station equipped with MAUQ signaling Up to the outermost facing points or the Block Section Limit Board if any.
2. At a “B” Class station on Single Line, the Line shall not be considered clear and Line Clear shall not be given, unless
a. The whole of the last proceeding train has arrived complete,
b. All necessary signals have been put back to their “ON” position behind the said train,
c. The line is cleari. In TALQ signaling system, up to the Shunting Limit Board or Advance Starter (if any) at the end of the station nearest to the expected train Or Up to the Home Signal if there is not any SLB or Advance Starter. Or Up to the outermost facing points if there is no SLB or Advance Starter Signal or Home signals.
ii. In MACLS system Up to the SLB or Advance Starter (if any) at the end of the station nearest to the excepted train. Or Up to the outermost facing points if there is no SLB or Advance Starter.
AUTOMATIC BLOCK SYSTEM
In the following sections of the Central Railway the Automatic Block System is applicable
1. CSTM-TITWALA
2. KYN-BADLAPUR
3. CSTM-PANVEL
4. CSTM-ANDHERI
5. BSL-JALGAON
ESSENTIALS OF THE AUTOMATIC BLOCK SYSTEM ON DOUBLE LINE GR-9.01
1. Where train on a double line are worked on the Automatic Block System
a. The line shall be provided with continuous track circuiting or axle counters,
b. The line between two adjacent block stations may, when required, be divided into a series of automatic block signaling section each of which is the portion of the running line between two consecutive stop signals, and the entry into each of which is governed by a stop signal, and
c. The track circuits or axle counters shall so control the stop signal governing the entry into an automatic block signaling section that
- The signal shall not assume an “OFF” aspect unless the line is clear not only up to the next stop signal in advance but also for an adequate distance beyond it, and
- The signal is automatically placed to ‘On’ as soon as it is passed by the train .
2. Unless otherwise directed by approved special instruction, the adequate distance referred to in above shall not be less than 120 meters.
3.
a. Under special instructions one of the automatic stop signal between two stations in the Automatic block signaling territories in each direction made as MODIFIED SEMI AUTOMATIC STOP SIGNAL.
b. The Mid-Section Modified Semi-Automatic Stop Signal so provided shall be interlocked with the signal of the station ahead through track circuits or axle counters or both and shall be controlled by the SM of the station ahead, the relevant indications whether the signal is in normal Automatic mode or Modified Semi-Automatic mode shall be available to the SM at both ends.
c. Advance Starter Signal of the station in rear shall be interlocked with the Mid-Section Modified Semi-Automatic Stop Signal in such a way that when the A marker is extinguished, the Advance Starter shall assume OFF aspect or be taken OFF only when the line is clear up to an adequate distance beyond the Mid-Section Modified Semi-Automatic Stop Signal. Similarly the Mid-Section Modified Semi-Automatic Stop Signal shall assume OFF aspect automatically or be taken OFF only when the line is clear up to an adequate distance beyond the Home Signal of the station ahead.
d. During abnormal conditions like fog, bad weather, impairing visibility, the Mid Section Modified Semi-Automatic Stop Signal may be worked by extinguishing the A marker in the manner prescribed under special instructions and this action shall also ensure that the A marker of the Advance Starter of the station in rear and Home Signal of the station in advance shall also be extinguished.
e. The Adequate Distance mentioned above shall not be less than 120 meters.
f. During normal condition, the Mid Section Modified Semi-Automatic Stop Signal shall work as normal automatic stop signal.
4.
a. When the LP finds the Mid-Section Modified Semi-Automatic Stop Signal with the A marker extinguished in ON position, he shall stop his train in the rear of the signal and inform this fact to the SM of the station ahead on approved means of communication as prescribed under special instruction.
b. The SM of the station ahead may authorize the LP to pass the Mid-Section Modified Semi Automatic Stop Signal working with A marker extinguished in ON position through approved means of communication after ensuring conditions and procedures prescribed under special instructions.
c. In case of the LP is unable to contact with the SM of the station ahead, he shall pass the signal at ON after waiting for five minutes at the signal and proceed cautiously and be prepared to stop short any obstructions at a speed not exceeding 10 KMPH up to the next signal and act as per the aspect of the signal, and
d. The LP shall report the failure of Mid-Section Modified Semi-Automatic Stop Signal to the SM of the station ahead.
AUTOMATIC STOP SIGNAL GR 3.17
1. These signals are provided in Automatic Signaling territories.
2. The letter A is written in black on a white circular disk on the signal post for its identification.
3. The normal conditions of these signals are Green.
4. These signals assume their ON or OFF position automatically on the passage of the train.
5. These signals are provided where the line is straight i.e. there are no points, gates or crossings. The LP can pass these signals at their ON position by stopping at these signals 1 minute by day and 2 minutes by night and with a speed not exceeding 15 KMPH when the visibility is clear and 8 KMPH when the visibility is not clear.
SEMI AUTOMATIC STOP SIGNAL GR 3.17
1. A Semi-Automatic Stop Signal is capable of being operated either as an Automatic or as a Manual stop signal as per the requirement.
7. An illuminated white “A” marker is provided on the signal post for its identification.
8. These signals are operated by either by king lever or by AGGN/AGGYN button on the panel.
9. When “A” marker is illuminated on the signal post, the signal works as an Automatic Stop Signal. At this time the Loco Pilot can pass this signal at its ON position as an Automatic Stop Signal by halting at the signal by one minute in the day and two minutes by night.
10. When the “A” marker is extinguished, it works as a manually operated stop signal. At this situation the Loco Pilot cannot pass this signal at its ON position without proper authority.
11. These signals are generally provided at those automatic sections where gates and points are found.
ESSENTIALS OF ONE TRAIN ONLY SYSTEM GR 13.02
1. Where trains are worked on the One Train Only System, only one train shall be on the section on which this system is in force, at one and the same time.
2. This system is applicable short terminal branch lines. Only one train shall be in the section where such system of working is in force. In Central Railway the lines in which such system of working is in force are mentioned in the Working Time Table of the Division.
3. The lines are as followsi. Pachora- Jamner (BSL DIV.)
ii. Murtijapur- Achalpur (BSL DIV.)
iii. Murtijapur- Yawatmal (BSL DIV.)
iv. Ghodadongari- Sarani (NGP DIV.)
v. Hirdagargh- Nandanvashari Siding (NGP DIV.)
4. In this system where the branch line originates is called the base station and the last station is called the terminal station.
5. Generally there are flag stations in these sections. The trains are stop at the station as per the time table and works on the hand signals of the Guard.
6. Metal tokens are provided as authority to proceed at the base station on which the name of the other section is written on one side and “one train only” is written on the other side.
7. The LP shall not enter into the block section until he has this token in his possession from the
SM.
8. The SM shall, before allowing a train to enter the section, personally hand over the token to the LP of the train.
9. The token shall be kept locked in a case especially provided for this purpose and the key of the case shall be kept by the SM in his personal custody.
10. On arrival of the train the LP shall personally handover the token to the SM and the SM will immediately secure it in the case.
11. When the token is lost, the SM will at once report the matter to the DRM for replacement and until the token is replaced, he shall issue an authority on manuscript form to the LP.
PROCEDURE IN CASE OF ACCIDENT OR DISABLEMENT ON THE ONE TRAIN ONLY SYSTEM-GR 13.04
1.a. IF a train becomes disabled and requires assistance or if an accident occurs which renders it impossible for the train to proceed, the train shall be protected in accordance with the provision of rule 6.03 in the direction from which assistance, if necessary, is being obtained.
b. The Guard of the train shall convey advice of the circumstances under which the train has become disable and is not able to proceed, to the SM of the station from which assistance can best be obtained, and if it is necessary for such Guard to proceed to such station, shall instruct the LP in writing to keep the train stationary until his return, and obtain his acknowledgement.
2.a. Such SM if he is not the SM of the base station shall communicate this information to the SM of the base station. On receipt of the information, the SM of the base station may allow another engine to enter the line.
b. The engine so sent shall be accompanied by the Guard of the disabled train, who shall explain to the LP where and under what circumstances the disabled train is situated, or the LP of the engine so sent shall be given written authority, containing such instructions as to where and under what circumstances the disabled train is situated and such other particulars as may be necessary to enter the line unaccompanied by the Guard of the disabled train.
3. The Guard of the disabled train shall responsible for the safe and proper working of the line until the disabled train has been moved and any other engine sent for the assistance of the disabled train has been returned to the base station.
4. If there is no Guard of a disabled train, the Asst. LP shall perform the duties imposed by this rule on the Guard, provided that the engine is not left unmanned in terms of rule 4.20.
SR- 13.04-1
If it is necessary for the Guard to remain with his train, he will send the advice to the nearest station through the Asst. LP stating the nature and cause of the break down and at once protect the train in accordance with the GR 6.03 in the direction from which relief is expected. If assistance has been asked for, he shall not allow the engine or any portion of his train to be moved until such time assistance arrived.
SYSTEM OF WORKING GR. 7.01
1. Absolute Block System
2. Automatic Block System
3. Following Train System
4. Pilot & Guard System
5. Train Staff & Ticket System
6. One Train Only System
SR 7.01-1 Following three systems of working are applicable to the Central Railway.
1. Absolute Block System
2. Automatic Block System
3. One Train Only System
ABSOLUTE BLOCK SYSTEM GR. 8.01
1. When trains are worked under Absolute Block System.
a. No train shall be allowed to leave a Block Station unless Line Clear has been received from the block section in advance, and
b. On Double line such line clear shall not be granted, unless the line is clear, not only up to the first Stop signal of the station at which such line clear is granted but also for an adequate distance from it,
c. On Single Lines such Line Clear shall not be given unless the line is clear of trains running in the same direction not only up to the First Stop Signal of the block station at which such line clear is granted but also for an adequate distance beyond it, and also the Line is clear of trains running in the direction towards the block station to which such line clear is given.
2. Unless and otherwise directed by approved special instructions, the adequate distance referred to in above clauses shall not be less than a. 400 meters in case of TALQ or two aspect color light system, and b. 180 meters in case of multiple-aspect or modified lower quadrant signaling system.
ESSENTIALS OF LOCK AND BLOCK SYSTEM- SR 8.01-1
1. It shall not be possible to take OFF the Last Stop Signal (LSS) to permit a train to leave a block station until “Line Clear” has been received from the block station in advance.
2. The entry of a train into a block section shall cause the Last Stop Signal (LSS) to be automatically replaced at “ON”.
3. Line Clear shall not be given and it shall not be possible to clear the section by the block station in advance until the preceding train has passed over the section clearing track circuit or its equivalent provided beyond the first stop signal and until stop signal/ signals in rear of the train has/have been replaced to “ON” position.
Condition of Granting Line Clear in “A” Class Stations- GR 8.02
In ‘A’ Class station, on single line or double line, the Line shall not be considered clear and Line Clear shall not be granted to any train unless
1. The whole of the last proceeding train has arrived complete,
2. All signals have been put back to their “ON” position behind the said train,
3. The line on which it is intended to receive the incoming train is clear up to the Starter,
4. All the points have been correctly set and all facing points are locked for the admission of the train on the said line.
Note- there are no “A” Class station on the single line on
CR. CONDITIONS FOR GRANTING LINE CLEAR AT “B” CLASS STATION
1. At a “B” Class Station on Double Line, the line shall not be considered clear and Line Clear shall not be granted, unless
a. The whole of the last proceeding train has arrived complete,
b. All necessary signals have been put back to “ON” behind the said train,
i. At station equipped with TALQ signaling Up to the Home signal, or At a station equipped with MAUQ signaling Up to the outermost facing points or the Block Section Limit Board if any.
2. At a “B” Class station on Single Line, the Line shall not be considered clear and Line Clear shall not be given, unless
a. The whole of the last proceeding train has arrived complete,
b. All necessary signals have been put back to their “ON” position behind the said train,
c. The line is cleari. In TALQ signaling system, up to the Shunting Limit Board or Advance Starter (if any) at the end of the station nearest to the expected train Or Up to the Home Signal if there is not any SLB or Advance Starter. Or Up to the outermost facing points if there is no SLB or Advance Starter Signal or Home signals.
ii. In MACLS system Up to the SLB or Advance Starter (if any) at the end of the station nearest to the excepted train. Or Up to the outermost facing points if there is no SLB or Advance Starter.
In the following sections of the Central Railway the Automatic Block System is applicable
1. CSTM-TITWALA
2. KYN-BADLAPUR
3. CSTM-PANVEL
4. CSTM-ANDHERI
5. BSL-JALGAON
ESSENTIALS OF THE AUTOMATIC BLOCK SYSTEM ON DOUBLE LINE GR-9.01
1. Where train on a double line are worked on the Automatic Block System
a. The line shall be provided with continuous track circuiting or axle counters,
b. The line between two adjacent block stations may, when required, be divided into a series of automatic block signaling section each of which is the portion of the running line between two consecutive stop signals, and the entry into each of which is governed by a stop signal, and
c. The track circuits or axle counters shall so control the stop signal governing the entry into an automatic block signaling section that
- The signal shall not assume an “OFF” aspect unless the line is clear not only up to the next stop signal in advance but also for an adequate distance beyond it, and
- The signal is automatically placed to ‘On’ as soon as it is passed by the train .
2. Unless otherwise directed by approved special instruction, the adequate distance referred to in above shall not be less than 120 meters.
3.
a. Under special instructions one of the automatic stop signal between two stations in the Automatic block signaling territories in each direction made as MODIFIED SEMI AUTOMATIC STOP SIGNAL.
b. The Mid-Section Modified Semi-Automatic Stop Signal so provided shall be interlocked with the signal of the station ahead through track circuits or axle counters or both and shall be controlled by the SM of the station ahead, the relevant indications whether the signal is in normal Automatic mode or Modified Semi-Automatic mode shall be available to the SM at both ends.
c. Advance Starter Signal of the station in rear shall be interlocked with the Mid-Section Modified Semi-Automatic Stop Signal in such a way that when the A marker is extinguished, the Advance Starter shall assume OFF aspect or be taken OFF only when the line is clear up to an adequate distance beyond the Mid-Section Modified Semi-Automatic Stop Signal. Similarly the Mid-Section Modified Semi-Automatic Stop Signal shall assume OFF aspect automatically or be taken OFF only when the line is clear up to an adequate distance beyond the Home Signal of the station ahead.
d. During abnormal conditions like fog, bad weather, impairing visibility, the Mid Section Modified Semi-Automatic Stop Signal may be worked by extinguishing the A marker in the manner prescribed under special instructions and this action shall also ensure that the A marker of the Advance Starter of the station in rear and Home Signal of the station in advance shall also be extinguished.
f. During normal condition, the Mid Section Modified Semi-Automatic Stop Signal shall work as normal automatic stop signal.
4.
a. When the LP finds the Mid-Section Modified Semi-Automatic Stop Signal with the A marker extinguished in ON position, he shall stop his train in the rear of the signal and inform this fact to the SM of the station ahead on approved means of communication as prescribed under special instruction.
b. The SM of the station ahead may authorize the LP to pass the Mid-Section Modified Semi Automatic Stop Signal working with A marker extinguished in ON position through approved means of communication after ensuring conditions and procedures prescribed under special instructions.
c. In case of the LP is unable to contact with the SM of the station ahead, he shall pass the signal at ON after waiting for five minutes at the signal and proceed cautiously and be prepared to stop short any obstructions at a speed not exceeding 10 KMPH up to the next signal and act as per the aspect of the signal, and
d. The LP shall report the failure of Mid-Section Modified Semi-Automatic Stop Signal to the SM of the station ahead.
AUTOMATIC STOP SIGNAL GR 3.17
1. These signals are provided in Automatic Signaling territories.
2. The letter A is written in black on a white circular disk on the signal post for its identification.
3. The normal conditions of these signals are Green.
4. These signals assume their ON or OFF position automatically on the passage of the train.
5. These signals are provided where the line is straight i.e. there are no points, gates or crossings. The LP can pass these signals at their ON position by stopping at these signals 1 minute by day and 2 minutes by night and with a speed not exceeding 15 KMPH when the visibility is clear and 8 KMPH when the visibility is not clear.
SEMI AUTOMATIC STOP SIGNAL GR 3.17
1. A Semi-Automatic Stop Signal is capable of being operated either as an Automatic or as a Manual stop signal as per the requirement.
7. An illuminated white “A” marker is provided on the signal post for its identification.
8. These signals are operated by either by king lever or by AGGN/AGGYN button on the panel.
9. When “A” marker is illuminated on the signal post, the signal works as an Automatic Stop Signal. At this time the Loco Pilot can pass this signal at its ON position as an Automatic Stop Signal by halting at the signal by one minute in the day and two minutes by night.
10. When the “A” marker is extinguished, it works as a manually operated stop signal. At this situation the Loco Pilot cannot pass this signal at its ON position without proper authority.
11. These signals are generally provided at those automatic sections where gates and points are found.
3. The Guard of the disabled train shall responsible for the safe and proper working of the line until the disabled train has been moved and any other engine sent for the assistance of the disabled train has been returned to the base station.
4. If there is no Guard of a disabled train, the Asst. LP shall perform the duties imposed by this rule on the Guard, provided that the engine is not left unmanned in terms of rule 4.20.
SR- 13.04-1
If it is necessary for the Guard to remain with his train, he will send the advice to the nearest station through the Asst. LP stating the nature and cause of the break down and at once protect the train in accordance with the GR 6.03 in the direction from which relief is expected. If assistance has been asked for, he shall not allow the engine or any portion of his train to be moved until such time assistance arrived.
