Railway Operations Signal Failure Procedures

When an 'On' Automatic Stop signal is encountered, the Loco Pilot must bring the train to a stop, wait for a specified time (1 minute during the day, 2 minutes at night), and then cautiously proceed after exchanging signals with the Guard.

The Guard must display a Stop hand signal when the train is stopped at an 'On' Automatic Stop signal.

When visibility is impaired (fog, rain, dust storm, curvature, or other reasons), the Loco Pilot must proceed at a very slow speed, not exceeding 10 kmph.

The Loco Pilot may call for the Guard's assistance if visibility is poor and they need an extra pair of eyes to look out for potential obstructions.

If requested by the Loco Pilot, the Guard must accompany them on the engine cab to help watch for obstructions.

After passing an 'On' Automatic Stop signal, the Loco Pilot must proceed with caution until reaching the next signal.

Even if the next signal is 'Off,' the Loco Pilot must continue to look for any potential obstruction. They should only act upon the signal's indication after reaching it.

An 'On' Automatic Stop signal might indicate a train ahead, an obstruction, or another factor.

When the Last Stop signal is 'On' for no reason, the Station Master informs the Centralised Traffic Control Operator and awaits instructions.

The Centralised Traffic Control Operator determines the cause of the Last Stop signal being 'On' and deactivates it if possible.

If the Centralised Traffic Control Operator can't deactivate the Last Stop signal, they hand control to the Station Master, who deactivates it to allow the train to proceed.

If the Station Master can't contact the Centralised Traffic Control Operator, they consult with the next station's Station Master and proceed with the train after deactivating the Last Stop signal.

After taking emergency control, the Station Master confirms points are correctly set, clamps and padlocks them, and gives written permission to the Loco Pilot to proceed.

The Loco Pilot receives written authority to pass the Last Stop signal at 'On' after the Station Master takes emergency control.

The Station Master informing the Centralised Traffic Control Operator about the Last Stop signal being 'On' does not automatically grant the train permission to proceed.

The Station Master ensures the safety of the train by confirming correct point settings, clamping and padlocking them, and giving written permission to the Loco Pilot.

The resumption of normal train operations on an Automatic Block system following a disruption, requiring confirmation that the track is clear and communication with the relevant Station Master.

The Traffic Inspector must review all records related to train operations on the Automatic Block system and submit a report to the Divisional Railway Manager (Traffic) within seven days of normal operations resuming.

If all signals fail in an area with multiple stations using the Automatic Block system, preventing train operations, specific procedures are defined to allow train movement.

Train movements in an affected area with a failed Automatic Block system can only be controlled by specific stations and lines as outlined in special instructions.

Before any train is authorized to move in the affected area with failed Automatic Block system, all points must be set correctly and facing points locked.

In a failed Automatic Block area, power-operated points can be released and operated manually under written instructions from the Station Master and supervision of the Signal Maintainer (if available).

Before departing a station in a failed Automatic Block area, the train crew must be informed of the circumstances by the Station Master, highlighting the disruption.

When one line is obstructed on a double-line section, temporary single-line working can be introduced after a written confirmation of a clear line and consultation between the Station Master, Controller, and the Station Master at the other end.

The Station Master must issue a printed authorization to the Loco Pilot of each train before entering a section covered by Automatic Block signaling. This document is called Form T/B 912 and is referred to as the "Authority to Proceed without Line Clear."

The Station Master keeps a copy of Form T/B 912, called the 'record foil,' and obtains signatures from the Loco Pilot and Guard.

When the line's safety is questioned, a responsible Engineering or Electrical official must inspect and certify the line's safety before temporary single-line working is introduced.

Trains that arrive complete at stations during an obstruction must be communicated to the other Station Master, including their arrival time.

No train can enter an affected section, where Automatic Block signaling is used, until there is a 15-minute gap between it and the previous train. This is the minimum separation required for safety under normal conditions.

The system for working trains under Automatic Block System when there is an obstruction and communications are available.

If the Loco Pilot cannot see clearly ahead, the Assistant Loco Pilot or Guard must go ahead to guide the train. The Loco Pilot should also sound the whistle and look ahead carefully.

Prior to entering tunnels, the Loco Pilot must ensure the tunnel is clear and provide a railway servant equipped with signals and detonators to pilot the train through it.

The procedure to follow when one or more lines are obstructed within an Automatic Block System area.

The Guard must have a clear view of the rear of the train, be ready to signal a stop if needed, and light the side and tail lamps before entering a section containing tunnels.

When a line is obstructed, written confirmation and consultation are required before temporary single-line working is introduced.

A responsible Engineering or Electrical official must certify the line's safety for train passage before temporary single-line working begins.

When the train arrives at the next station designated in special instructions, the Loco Pilot must stop outside the first Stop signal and sound one long whistle. The Station Master then arranges for a man in uniform to guide the train.

Communication is crucial during an obstruction, especially regarding train arrivals and the status of the line.

The Loco Pilot must hand over the "Authority to proceed without Line Clear" document to the Station Master at the end of the Automatic Block section they have just traveled through.

Before a train can move on a track controlled by the Automatic Block System, all points on the route must be set correctly and facing points locked to ensure safe passage.

When single-line working is necessary, the Station Master at the starting point must issue a message to the Station Master at the other end, detailing the cause, the line being used, the source of information about the line's clearance, the location of any obstructions, any speed restrictions, and the timings of the last train that passed through the affected section.

If power-operated points need to be operated for diverting trains during single-line working, the Station Master can authorize the Signal Maintainer (where available) to release and operate them locally under written instructions.

After confirming that a single line is clear for traffic, the Station Master at the starting point of the affected section initiates single-line working by issuing a specific message to the Station Master at the other end, under exchange of unique Private Numbers.

Line clearance for the passage of trains is obtained through various communication channels such as Inter Cabin/Station Group telephones, fixed telephones, Railway Auto phones, BSNL phones, Control Telephones, or VHF sets, but only under specific instructions, and never relying solely on a single communication method on lines with passenger trains.