ABNORMAL WORKING IN AUTOMATIC SECTION
A. Working of trains during prolonged failure of signals when means of communications are available (SR-9.12-1).
1. In the event of prolonged failure of all signals, the officials concerned of the signaling 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 SM 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 telephone wherever available
b) Fixed telephone such as railway auto phones and 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 stations master on duty at the station in advance shall not give such ‘ Line clear’ unless
I. The whole of the last preceding trains 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 are locked for the admission of the train on the said line. 5. 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.
6. The Loco Pilot and Guard shall be informed about the situation and following authorities shall be issued –
a. T/D-912
b. T/-409 caution order – speed must not exceed 25 KMPH under any circumstances subjected to any other speed restriction in force.
7. When the train reaches the station in advance with TL/TB complete, the station master shall clear the section under exchange of private no. with station master in rear.
8. As soon as signals are put rights by competent authority, normal working of train on automatic block system may be resumed after exchanging messages with private number by the station masters concerned, assuring that the section is clear. Controller’s permission, if possible, should be obtained before resumption of normal working.
9. 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.
FAILURE OF ALL SIGNALS WHEN NO MEANS OF COMMUNICATIONS ARE AVAILABLE (SR 9.12-2)
In the event of failure of all signals occurring in an area consisting of two or more station worked under Automatic Block System and when train cannot be worked by taking line clear by any one of the following means
a. Station to Station fixed telephone.
b. Railway Auto phone/BSNL/MTNL telephone
c. Control phone
d. VHF set under approved special instruction. It would not be treated as sole means of communication in the section where passenger trains run.
1. The movement of trains on the affected section shall be controlled by such stations and on such lines as are prescribed by special instructions.
2. All the points over which the train will run within the affected section shall be correctly set and facing points are locked before the movement of any train is authorized over them.
3. Whenever any power operated points have to be operated for diverting trains, this may be released and operated locally under the written instructions of the SM on duty by the signal maintainer at stations where the signal maintainers are available.
4. Before any train is allowed to leave the station, the LP/Motor man and the Guard of the train shall be advised of the circumstance by the SM.
5. SM shall give the LP/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 of 25 KMPH over the straight path with clear view and 10 KMPH when approaching or passing any portion of line where the view ahead is not clear due to curve, obstructions, rain, fog or any other cause subjected to observance of other speed restrictions imposed and speed over facing points being restricted to 15 KMPH.
c. An authority authorizing the LP/Motor man to pass the automatic signals intervening the two nominated stations at ON, the semi-automatic signals and manually operated signals on being signaled pass by a points man any other railway servant in uniform deputed for the purpose and the gate signal cautiously up to the level crossing where he must ascertained that the gates are locked and the hand signals are displayed by the gate man before he proceed further.
6. No train shall be allowed to enter an affected section until there is 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.
7. Before entering a section where there are tunnels, the LP shall light the buffer lamp 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 ALP or Guard equipped with hand signal and detonators.
8. The Guard shall keep a sharp look out in the rear and be prepared to exhibit a danger signal to prevent the approach a train from the rear and to protect it, if the detention is likely to exceed 5 minutes.
9. When approaching the next station the LP shall bring his train to a stand outside the first stop signal FSS and sound one continuous long whistle.
10. The SM after satisfying himself that all points have been correctly set and facing points are locked, shall arrange for a man in uniform to pilot the train from the signal.
11. The LPs of all train shall make over the authority to the SM of the nominated station at the end of the section.
12. A record of all trains passed during the course of total interruption of communication shall be maintained in the Train Signal Register.
13. Trains must continue to work on this system until either the signals are put right or any one of the means of communication is restored by the competent authority.
14. As soon as the signals are put right, normal working of the trains shall be resumed, but where signals continue to remain inoperative and any of the means of communication is restored, trains will be work as per the SR 9.12-1.
15. All the records in connection with the train working on this system shall be retained at the station and the Transportation Inspector (TI) of the section must scrutinize them and submit his report to the DRM within 7 days of the resumption of normal working.
TEMPORARY SINGLE LINE WORKING IN AUTOMATIC BLOCK SECTION- 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 the double line on electric communication instruments, the SM 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 SOCR and SM of the station at the other end of the affected 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 inspector has inspected that section and certified that the line is safe for the passage of trains.
3. The movement of the 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 line is safe for the passage of trains, the SM proposing single line working shall issue message under exchange of Private Number, containing the following information, to the SM at the other end of the affected section.
a. Cause of introduction of single line working,
b. Line on which single line working in 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 timing of the last train which arrived/left the station nominated by the DRM under clause 3 above, and
g. An enquiry about speed restriction in the opposite direction.
5. On receipt of acknowledgement and reply to the enquiry regarding speed restrictions in the opposite direction, from the SM at the other end confirmed by a private number, single line working may be introduced.
6. Line clear shall be obtained by any one of the following means of as order of preferencea. Station to Station fixed telephone.
b. Railway Auto phone/BSNL/MTNL telephone
c. Control phone
d. VHF set under approved special instruction. It would not be treated as sole means of communication in the section where passenger trains run.
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 (FSS) pertaining to the correct line or the Last Stop Signal (LSS) pertaining to the wrong line whichever will come first.
8. For each first train running in the wrong direction, line clear shall neither be asked for nor given unless the two SMs have assured under exchange of Private No. 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 indication, 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 number shall be exchanged for this transaction.
10. Train Signal Register shall be introduced at the station on affected section.
11. All the points over which the train will pass shall be correctly set and facing points are locked before the movement of any train is authorized over them.
12. Whenever any power operated points have to be operated for diverting trains, this may be released and operated locally under the written instructions for the SM on duty by the Signal Maintainer at station where Signal Maintainers are available.
13. The LPs of all trains, except the first train, running in the right direction must be given T/A 912 to pass the Last Stop Signal (LSS) which shall be kept at ON. The LPs of the trains running in the wrong directions 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
a. The line on which the train or light engine is to run. b. The KMs between which the obstructions exists.
c. Any restrictions of speed. d. The instructions that Automatic Signal in the wrong direction should be considered as out of use even though they may be showing “proceed” or “caution” aspect.
15. The LPs of the 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 signaled passed by a points man or any other railway servant in uniform deputed for the purpose and the gate signal cautiously up to the LC gate where he must ascertained 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 outlaying sidings are correctly set and locked before passing over them. 16. The LP of the first train introducing temporary single line working in the wrong direction to stop and inform all Gatemen and Gagmen on the way about the introduction of temporary single line working. The line on which the train shall run will also to be specified.
17. The speed of all trains running in the wrong direction shall not exceed 25 KMPH.
18. When approaching the next station, the LP 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 of the pertaining to the wrong line on which he is running, whichever he comes across first, and sound one continuous long whistle.
19. The SM, after satisfying himself that all the points have been correctly set and facing points are locked, shall arrange for a man uniform to pilot the train from the signal, who shall obey hand signals, if any, displayed 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 SM.
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 SM shall issue a message to other station/stations, as the case may be, under exchange of Private Number and decide in consultation with SOCR, the train after the passage of which the normal working has to be introduced.
b. An entry shall also be made in the TSR of all stations concerned showing the time double line working was suspended , time of 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 (TI) of the section must scrutinize them and submit his report to the DRM within 7 days of the resumption of normal working.
