Automatic Block System Rules PDF

THE AUTOMATIC BLOCK SYSTEM CHAPTER IX THE AUTOMATIC BLOCK SYSTEM A. Rules applicable to Double Line 9.01. Essentials of the Automatic Block System on double line: – (1) Where trains 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 signalling sections 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 signalling section that- (i) the signal shall not assume an “Off” aspect unless the line is clear not only upto the next Stop signal in advance but also for an adequate distance beyond it, and (ii) the signal is automatically placed to „On‟ as soon as it is passed by the train. (2) Unless otherwise directed by approved special instructions, the adequate distance referred to in sub-clause (i) of clause (c) of sub-rule (1) 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 signalling territory in each direction may be made as Modified Semi-automatic Stop signal; (b) The midsection Modified Semi-automatic Stop signal so provided shall be interlocked with the signals of the station ahead through track circuits or axle counters or both and shall be controlled by the Station Master 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 Station Masters at both the ends; (c) Advanced Starter signal of the station in rear shall be interlocked with the midsection Modified Semi-automatic Stop signal in such a way that when working with 'A' sign extinguished, the Advanced Starter shall assume “Off” aspect or be taken “Off” only when the line is clear upto an adequate distance beyond the midsection Modified Semi-automatic Stop signal; similarly the midsection Modified Semi-automatic Stop signal shall assume 'Off' aspect automatically or be taken “Off” only when the line is clear upto an adequate distance beyond the Home signal of the station ahead; 248 THE AUTOMATIC BLOCK SYSTEM (d) During abnormal conditions like fog, bad weather impairing visibility, the midsection Modified Semi-automatic Stop signal may be worked by extinguishing 'A' marker in the manner prescribed under special instructions and this action shall also ensure that the 'A' marker of the Advanced Starter signal of the station in rear and Home signal of the station in advance shall also be extinguished; (e) The adequate distance mentioned under clause (c) shall not be less than as prescribed under sub rule (2). (f) During normal conditions, midsection Modified Semi-automatic Stop signal shall work as normal Automatic Stop signal 4. (a) When the Loco Pilot finds midsection Modified Semi-automatic Stop signal with 'A' marker extinguished in 'On' position, he shall stop his train in the rear of the signal and inform this fact to the Station Master of the station ahead on approved means of communication as prescribed under special instructions; (b) The Station Master of the station ahead may authorize the Loco Pilot to pass the midsection Modified Semi-automatic Stop signal working with 'A' marker extinguished in 'On' position through approved means of communication after ensuring conditions and procedure prescribed under special instructions; (c) In case the Loco Pilot is unable to contact the Station Master 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 of any obstruction, at a speed not exceeding 10 kmph up to the next signal and act as per aspect of this signal; and (d) The Loco Pilot shall report the failure of midsection modified Semi- automatic Stop signal to the Station Master of the station ahead. (Correction Memo No. 2 / 2011 dated 17.10.2011) S.R.9.01 (i) Each signal is controlled by the track circuit between the signal and the next signal ahead plus the track circuit in the overlap. The overlap track circuit should in no case be less than 120 metres beyond the signal. When a train is occupying the controlling track circuit of a signal, that signal is held automatically at “Danger” (Red). 249 THE AUTOMATIC BLOCK SYSTEM S.R.9.01 (ii) Trains are worked under the Automatic Block System (Double line) in the following sections: i) Chennai Beach - Tambaram (Suburban) ii) Chennai Central - JolarpetJn iii) Basin Bridge Jn - GudurJn iv) Basin Bridge Jn - Washermanpet v) Veyasarpadi - Washermanpet vi) Washermanpet - Korukkupet vii) Chennai Beach - Velachery viii) Tambaram - Chengalpattu Jn ix) Korukkupet - AttipattuPudu Nagar (3rd and 4th line) 9.02. Duties of Loco Pilot and Guard when an Automatic Stop signal on double line is to be passed at “On”:- (1) When a Loco Pilot finds an Automatic Stop signal with an „A‟ marker at “On”, he shall bring his train to a stop in the rear of the signal. After bringing his train to a stop in the rear of the signal, the Loco Pilot shall wait therefor one minute by day and two minutes by night. If after waiting for this period, the signal continues to remain at “On”, he shall give the prescribed code of whistle and exchange signals with the Guard and then proceed ahead, as far as the line is clear, towards the next Stop signal in advance exercising great caution so as to stop short of any obstruction. (2) The Guard shall show a Stop hand signal towards the rear when the train has been so stopped at an Automatic Stop signal, except as provided for in sub-rule (4). (3) Where owing to the curvature of the line, fog, rain or dust storm, engine working the train pushing it, or other causes, the line ahead cannot be seen clearly, the Loco Pilot shall proceed at a very slow speed, which shall under no circumstances exceed 10 kmph. Under these circumstances, the Loco Pilot, when not accompanied by a Assistant Loco Pilot, and if he considers necessary, may seek the assistance of the Guard by giving the prescribed code of whistle. (Correction Memo No. 5 dated 22.12.10) (4) When so sent for by the Loco Pilot, the Guard shall accompany him on the engine cab, before he moves forward, to assist the Loco Pilot in keeping a sharp lookout. (5) When an Automatic Stop signal has been passed at „On‟, the Loco Pilot shall proceed with great caution until the next Stop signal is reached. Even if this signal is “Off”, the Loco Pilot shall continue to look out for any possible obstruction short of the same. He shall proceed cautiously upto that signal and shall act upon its indication only after he has reached it. 250 THE AUTOMATIC BLOCK SYSTEM S.R.9.02 (i)(a) The „On‟ position of an Automatic Stop signal may be due to the presence of a train in the Automatic Signalling section ahead or due to an obstruction on the track or any other cause. When a Loco Pilot stops at and then passes an Automatic Stop signal at „On‟ he shall proceed with great caution at a speed not exceeding 15 KMPH even in normal condition of visibility upto the next Stop signal looking out for any possible obstruction and be prepared to stop short of the same. Note: See S.R. 4.51 (i) also. (b) The Guard of the train shall watch that the Loco Pilot does not exceed the speed prescribed. (c) In the case of E.M.U train, if the Motorman exceeds the speed prescribed, the Guard (when not travelling with the Motorman) shall give three pause three rings on the bell code to warn the Motorman and take action as per G.R. 4.45. (d) In the case of other trains also if the Loco Pilot exceeds the speed prescribed, the Guard shall take action as per G.R. 4.45. (ii) After stopping and then passing an Automatic Stop signal at „On, the Loco Pilot of the following train hauled by any locomotive shall ensure that a minimum distance of 150 metres or two clear O.H.E. spans is maintained between his train and the preceding train or any obstruction on the line. However, the above distance may be reduced to 75 metres or one clear O.H.E. span in the case of an E.M.U. train following. In special circumstances, like floods etc. the following train may be pulled closer to the preceding train or the obstruction. However, during dense fog, after passing an Automatic Stop Signal at 'On' (Red), the Loco Pilot / Motorman of the train hauled by any locomotive including E.M.U train shall, while moving at a speed not exceeding 10 kmph should ensure that he maintains a reasonable distance at which he is able to observe the flashing tail lamp of the train ahead or the obstruction, as the case may be. (Correction Memo No. 1 /2011 dated 04.02.2011) S.R 9.02 (iii) When visibility is poor due to sharp curve, fog, rain or dust storm, the Asst. Loco Pilot in the case of locomotive and Guard in the case of Electric Multiple Unit shall pilot the train on foot until the track ahead is visible. (iv)When a Loco Pilot comes across an Automatic Stop signal which is flickering/bobbing, he should observe the procedure as laid down in S.R. 3.74 (i). 251 THE AUTOMATIC BLOCK SYSTEM B. Rules applicable to Single Line 9.03. Essentials of the Automatic Block System on single line:- (1) Where trains on a single line are worked on the Automatic Block System- (a) the line shall be provided with continuous track circuiting or axle counters, (b) the direction of traffic shall be established only after Line Clear has been obtained from the block station in advance, (c) a train shall be started from one block station to another only after the direction of traffic has been established, (d) it shall not be possible to obtain Line Clear unless the line is clear, at the block station from which Line Clear is obtained, not only up to the First Stop signal but also for an adequate distance beyond it, (e) the line between two adjacent block stations may, where required, be divided into two or more automatic block signalling sections by provision of Stop signals, (f) after the direction of traffic has been established, movement of trains into, through and out of each automatic block signalling section shall be controlled by the concerned Automatic Stop signal and the said Automatic Stop signal shall not assume “Off” position unless the line is clear upto the next Automatic Stop signal. Provided further that where the next Stop signal is a Manual Stop signal, the line is clear for an adequate distance beyond it, and (g) all Stop signals against the direction of traffic shall be at „On‟. (2) Unless otherwise directed by Approved special instructions, the adequate distance referred to in clauses (d) and (f) of sub-rule (1) shall not be less than 180 meters. (3) (a) Under special instructions, one of the Automatic Stop signal between two stations in the automatic block signalling territory in each direction may be made as Modified Semi-automatic Stop signal; (b) The midsection Modified Semi-automatic Stop signal so provided shall be interlocked with the signals of the station ahead through Track circuits or Axle counters or both and shall be controlled by the Station Master 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 Station Masters at both the ends; (c) Advanced Starter signal of the station in rear shall be interlocked with the midsection Modified Semi-automatic Stop signal in such a way that when working with 'A' sign extinguished the Advanced Starter shall assume „Off‟ aspect or be taken „Off‟ only when the line is clear up to an adequate distance beyond the midsection Modified Semi-automatic Stop signal; similarly the midsection Modified Semi-automatic Stop signal shall assume 'Off' aspect automatically or be taken “Off” only when the line is clear upto an adequate distance beyond the Home signal of the station ahead; 252 THE AUTOMATIC BLOCK SYSTEM (d) During abnormal conditions like fog, bad weather impairing visibility, the midsection Modified Semi-automatic Stop signal may be worked by extinguishing 'A' marker in the manner prescribed under special instructions and this action shall also ensure that the 'A' marker of the Advanced starter signal of the station in rear and Home signal of the station in advance shall also be extinguished. (e) The adequate distance mentioned under clause (c) shall not be less than as prescribed under sub rule (2). (f) During normal conditions, midsection Modified Semi-automatic Stop signal shall work as normal Automatic Stop signal 4. (a) When the Loco Pilot finds midsection Modified Semi-automatic Stop signal with 'A' marker extinguished in 'On' position, he shall stop his train in the rear of the signal and inform this fact to the Station Master of the station ahead on approved means of communication as prescribed under special instructions; (b) The Station Master of the station ahead may authorize the Loco Pilot to pass the midsection modified Semi-automatic Stop signal working with 'A' marker extinguished in 'On' position through approved means of communication after ensuring conditions and procedure prescribed under special instructions; (c) In case the Loco Pilot is unable to contact the Station Master of 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 of any obstruction, at a speed not exceeding ten kilometers an hour upto the next signal and act as per aspect of this signal; and (d) The Loco Pilot shall report the failure of midsection modified Semi- Automatic Stop signal to the Station Master of the station ahead. (Correction Memo No. 2 / 2011 dated 17.10.2011). S.R. 9.03(i) Where Centralised Traffic Control is in operation at both ends of a block section obtaining of Line Clear may be dispensed with. Whenever Centralised Traffic Control working is not in force (due to failure or other cause) the authority to give permission to enter the block section rests with the Centralised Traffic Control Operator or the Station Master concerned, depending on the number of such affected block sections. S.R.9.03 (ii) Trains are worked under the Automatic Block System (Single Line) in the following sections:- i) Chennai Beach - Chennai Egmore (Third line) ii) Chennai Egmore - Tambaram (Twin Single line) 253 THE AUTOMATIC BLOCK SYSTEM 9.04. Minimum equipment of fixed signals in Automatic Block territory on single line:- The minimum equipment of fixed signals to be provided for each direction shall be as follows- (a) Manual or Semi-Automatic Stop signals at a station- (i) a Home, (ii) a Starter, (b) An Automatic Stop signal in rear of the Home signal of the station. Note: Under approved special instructions the Automatic Stop signal may be dispensed with. (Correction memo No. 02/2024 dated 29.03.2024) 9.05. Additional fixed signals in Automatic Block territory on single line:- (1) Besides the minimum equipment prescribed in Rule 9.04, one or more additional Automatic Stop signals, as are considered necessary, in between block stations, may be provided. (2) In addition, such other fixed signals as may be necessary for the safe working of trains may be provided. 9.06. Conditions for taking „Off‟ Manual Stop signals or Semi-Automatic Stop signals in Automatic Block territory on single line:- (1) Home signal. – When a train is approaching a Home signal, otherwise than at a terminal station, the signal shall not be taken “Off” unless the line is clear not only upto the Starter but also for an adequate distance beyond it and in addition for automatic working, direction of the block section ahead is not set in opposite. (2) Last Stop signal. – The Last Stop signal shall not be taken “Off” for a train unless the direction of traffic has been established and the line is clear upto the next Automatic Stop signal, or when the next Stop signal is a Manual or Semi-Automatic Stop signal for an adequate distance beyond it. (3) The adequate distance referred to in sub-rule (1) and (2) shall never be less than 120 metres and 180 metres respectively unless otherwise directed by approved special instructions. A sand hump of approved design, or subject to the sanction of the Commissioner of Railway Safety, a derailing switch shall be deemed to be an efficient substitute for the adequate distance referred to in sub-rule (1). (Correction memo No. 02/2024 dated 29.03.2024) S.R.9.06 (i) Procedure when Home signal is at „On‟: (a) If a Loco Pilot finds a Home signal at „On‟, he shall bring his train to a stop short of the signal and if there are no visible reasons for the signal being at „On‟ such as shunting or reception of a train from the opposite direction, he shall depute his Asst. Loco Pilot to proceed to the station to inform the Station Master of the signal being at „On‟. If in the meantime the signal is taken „Off‟ the Loco Pilot shall give one long, one short whistle, exchange signals with the Guard and proceed slowly picking up his Asst. Loco Pilot on the way. 254 THE AUTOMATIC BLOCK SYSTEM (b) The Station Master when he finds the Home signal at „On‟ without any apparent reason or on getting information about the Home signal being at „On‟ from the Asst. Loco Pilot, shall inform the Centralised Traffic Control Operator about the signal being at „On‟ and ask for instructions. If he is not able to contact the Centralised Traffic Control Operator, he shall take over emergency control of the station panel. (c) The Centralised Traffic Control Operator, on being informed about the Home signal being at „On‟ by the Station Master, shall ascertain the cause and take „Off‟ the Home signal, if permissible. If the Centralised Traffic Control Operator finds that the signal has failed to assume „Off‟ shall authorise the Station Master concerned to take over emergency control of the station panel and arrange for the reception of the train by taking „Off‟ the Home signal. (d) After taking over “Emergency Control”, the Station Master shall try to take „Off‟ the Home signal after setting and locking the points to the required line. If the signal assumes „Off‟, the Loco Pilot shall proceed in the normal manner. (e) If after the operation of the station panel, the signal does not assume „Off‟ or the station panel does not indicate the correct position of the points, the Station Master shall arrange to operate the points, by the crank handle provided for the purpose. After personally satisfying himself that the points have been correctly set, clamped and pad-locked, the Station Master shall authorise the Loco Pilot to pass the Home signal at „On‟ on the authority of the prescribed form delivered at the foot of the signal. Note: Issue of the prescribed form by the Station Master of the station in rear to authorise a Loco Pilot to pass Home signal at „On‟ is prohibited in Centralised Traffic Control territory. S.R.9.06 (ii) Procedure when Last Stop signal is at „On‟: (a) If a Loco Pilot finds the Last Stop signal at „On‟, he shall bring his train to a stop short of the signal and if there are no visible reasons for the signal being at „On‟ he shall contact the Station Master. (b) The Station Master when he finds the Last Stop signal at „On‟ without apparent reason or on getting information about the Last Stop signal being at „On‟ from the Asst. Loco Pilot shall inform the Centralised Traffic Control Operator about the same and ask for instructions. If he is not able to contact the Centralised Traffic Control Operator, he shall take over emergency control of the station panel. (c) The Centralised Traffic Control Operator on being informed about the Last Stop signal being at „On‟ by the Station Master or the Loco Pilot, shall ascertain the cause and take „Off‟ the Last Stop signal if permissible. 255 THE AUTOMATIC BLOCK SYSTEM (d) If the Centralised Traffic Control Operator is unable to take „Off‟ the Last Stop signal, he shall transfer control of panel to Station Master or if this is not possible advise the Station Master to take over Emergency Control and take „Off‟ the relevant Last Stop signal. The Station Master shall then take „Off‟ the Last Stop signal to allow the train to proceed. In cases, where the Station Master is unable to contact the Centralised Traffic Control Operator and take over the Emergency Control on his own accord, he shall prior to starting a train by taking „Off‟ the Last Stop signal, consult the Station Master of the station in advance who in such cases shall contact the Centralised Traffic Control Operator, if available on the telephone, regarding train regulation. Note: Any consultation with the Station Master of the station in advance regarding the passage of trains shall not be construed as an enquiry for granting Line Clear by the Station Master of the station in advance. (e) If after having taken over the „Emergency Control‟ the Station Master is unable to take „Off‟ the Last Stop signal, he shall ensure that the points are set correctly by seeing the indication on the station panel. He shall also clamp and padlock the points. He shall then issue to the Loco Pilot a written authority to pass the Last Stop signal at „On‟ in the authorised form for entering the block section. If there is no indication on the panel and the „Direction of Traffic‟ cannot be established, he shall arrange for the correct setting of the route of dispatch and ask for „Line Clear‟ from the Station Master of the station in advance over Panel telephone or Control telephone in their order of priority and issue Line Clear Ticket to the Loco Pilot along with signal failure memo in the authiorised form. If he is not able to get Line Clear from the station in advance even through any one of the above means, he shall despatch trains in accordance with S.R. 9.06 (iii). S.R.9.06 (iii) Procedure during total failure of communication: When there is total failure of communications between the Station Master and Centralised Traffic Control Operator and also with the Station Master of the station at the other end of the block section, (i.e. failure of panel indication, Panel phone and Control telephone) trains shall be worked in accordance with Rule 6.02 (ii). 256 THE AUTOMATIC BLOCK SYSTEM 9.07. Duties of Loco Pilot and Guard when an Automatic Stop signal on single line is to be passed at “On”:- (1) When a Loco Pilot finds an Automatic Stop signal with an `A‟ marker at “On”, he shall bring his train to a stop in rear of that signal and wait there for one minute by day and two minutes by night. (2) If after waiting for this period, the signal continues to remain at “On”, and if telephone communication is provided near the signal, the Loco Pilot shall contact the Station Master of the next block station or the Centralised Traffic Control Operator of the section where Centralised Traffic Control is provided, and obtain his instructions. The Station Master or the Centralised Traffic Control operator, as the case may be, shall, after ascertaining that there is no train ahead upto the next signal and that it is otherwise safe for the Loco Pilot to proceed so far as is known, give permission to the Loco Pilot to pass the signal in the “On” position and proceed upto the next signal, as may be as provided under special instructions. (3) If no telephone communication is provided near the signal or if the telephone communication provided near the signal is out of order and cannot be made use of, the Loco Pilot shall give the prescribed code for whistle and exchange signals with the Guard and then proceed past the signal as far as the line is clear, upto the next Stop signal in advance, exercising great caution so as to stop short of any obstruction. (4) The Guard shall show a Stop hand signal towards the rear when the train has been so stopped at an Automatic Stop signal, except as provided for under sub-rule (6). (5) Where owing to the curvature of the line, fog, rain or dust storm, engine working the train pushing it, or other causes, the line ahead cannot be seen clearly, the Loco Pilot shall proceed at a very slow speed, which shall under no circumstances exceed 10 kilometers an hour. Under these circumstances, the Loco Pilot, when not accompanied by Assistant Loco Pilot, and if he considers necessary, may seek the assistance of the Guard by giving the prescribed code of whistle. (Correction Memo No. 5 dated 22.12.10) (6) When so sent for by the Loco Pilot, the Guard shall accompany him on the engine cab, before he moves forward, to assist the Loco Pilot in keeping a sharp look-out. (7) When an Automatic Stop signal has been passed at “On”, the Loco Pilot shall proceed with great caution until the next Stop signal is reached. Even if this signal is “Off”, the Loco Pilot shall continue to lookout for any possible obstruction short of the same. He shall proceed cautiously upto that signal and shall act upon its indication only after he has reached it. 257 THE AUTOMATIC BLOCK SYSTEM S.R.9.07 (i)(a) When a Loco Pilot comes across an Automatic Stop signal which is flickering/bobbing he should observe the procedure as laid down in S.R. 3.74(i). (b) While passing the Automatic Stop signal at „On‟, the Motorman of an E.M.U. train shall give oo pause oo (Two pause two rings) bell signal and the Guard shall acknowledge it by repeating the signal. Whenever a Guard is required by the Loco Pilot for assistance, the latter shall give ooo (Three rings) bell signal and the Guard shall acknowledge it by repeating it before proceeding to the engine. (c ) When visibility is poor due to curve, fog, rain or dust storm, the Asst. Loco Pilot in the case of locomotives and Guard in the case of E.M.U. stock shall pilot the train on foot until the track ahead is visible. (d) When a Loco Pilot stops at and then passes an Automatic Stop signal at „On‟ he shall proceed with great caution at a speed not exceeding 15 KMPH even in normal conditions of visibility upto the next Stop signal looking out for any possible obstruction and be prepared to stop short of the same. (e) (1) The Guard of the train shall watch that the Loco Pilot does not exceed the speed prescribed. (2) In the case of E.M.U trains if the Motorman exceeds the speed prescribed, the Guard (when not travelling with the Motorman) shall give three pause three rings on the bell code to warn the Motorman and take action as prescribed in G.R. 4.45. Note: see S.R. 4.51 (i) also. (3) In the case of other trains also if the Loco Pilot exceeds the speed prescribed the Guard shall take action as per G.R. 4.45. (f) After passing an Automatic Stop signal at „On‟ the Loco Pilot of the following train hauled by any locomotive shall ensure that a minimum distance of 150 meters or two clear O.H.E. spans is maintained between his train and the preceding train or any obstruction on the line. However, the above distance may be reduced to 75 metres or one clear O.H.E. span in the case ofan E.M.U. train following. In special circumstances like floods etc., the following train may be pulled closer to the preceding train or the obstruction. However, during dense fog, after passing an Automatic Stop signal at 'On' (RED), the Loco Pilot / Motorman of the train hauled by any locomotive including E.M.U train shall, while moving at a speed not exceeding 10 kmph should ensure that he maintains a reasonable distance at which he is able to observe the flashing tail lamp of the train ahead or the obstruction, as the case may be. (Correction Memo No. 1 /2011 dated 04.02.2011) 258 THE AUTOMATIC BLOCK SYSTEM 9.08. Person in-charge of working trains on Automatic Block System on single line:- (1) Except where Centralised Traffic Control is in operation, the Station Master shall be responsible for the working of trains at and between stations. (2) On a section where Centralised Traffic Control is in operation, the Centralised Traffic Control Operator shall be responsible for the working of trains on the entire section except as provided for in sub-rule (3). (3) On a section where Centralised Traffic Control is in operation, the working of trains at a station or part of a station may be taken over by or handed over to the Station Master during emergency or as prescribed by special instructions. When such emergency control is transferred, the Station Master shall be the person in-charge of working trains at the station or part of the station and the station shall be worked in accordance with sub-rule (1). C. Rules applicable to both Double and Single Lines 9.09. Working of trains on Centralised Traffic Control territory: On a section where Centralised Traffic Control is in Operation, the working of trains shall be governed by special instructions. 9.10. Protection of a train stopped in an Automatic block signalling section:- (1) When a train is stopped in an Automatic block signalling section, the Guard shall immediately exhibit a Stop hand signal towards the rear and checkup that the tailboard or taillight is correctly exhibited. (2) If the stoppage is on account of accident, failure, or obstruction and the train cannot proceed, the Loco Pilot shall sound the prescribed code of whistle and the train shall be protected immediately as per Rule 6.03 except that for the protection of the occupied line one detonator shall be placed at 90 metres from the train on the way out and similarly two detonators, 10 metres apart, not less than 180 metres from the train or at such distance as has been fixed by special instructions. 259 THE AUTOMATIC BLOCK SYSTEM 9.11. Loco Pilot to report failures:- (1) When a Loco Pilot has to pass an Automatic Stop signal at “On”, he shall stop his train at the next reporting station or cabin as prescribed by special instructions and report particulars of Automatic Stop signals passed at “On” by him. (2) The Station Master or person in-charge of the reporting station or cabin shall promptly report the fact to the signal and operating officials concerned. S.R.9.11 (i) The next reporting station for the purpose of Rule 9.11 shall be the next stopping station. S.R.9.11(ii) When a Loco Pilot comes across an Automatic Stop signal which is flickering/bobbing he should observe the procedure as laid down in S.R.3.74 (i). 9.12. Procedure during failure of Automatic signalling:- When a failure of Automatic signalling is likely to last for some time or cause serious delay, trains shall be worked from station-to-station over the section or sections concerned under special instructions. Note:- Whenever Form T/B 912 is issued to the Loco Pilot the speed of the train shall be 25 kmph over straight with clear view and 10 kmph when view ahead is impaired due to tunnel, curve, obstruction, rain, fog or any other cause and speed over facing points restricted to 15 kmph. S.R.9.12 (i)Failure of all signals likely to last for some time and cause serious delay when means of communications are available: In the event of failure of all signals occurring in an area consisting of two or more stations worked under Automatic Block system, the officials concerned of the signalling department shall take immediate steps to inform all concerned and the following procedure shall be adopted for train passing:- (1) Before any train is allowed to enter the affected section, it shall be brought to a stand and the Loco Pilot of the train advised of the circumstances by the Station Master and the Guard of the train advised through a copy of the “Authority to proceed” as prescribed in S.R. 9.12(i)(5). Controller and the Station Master concerned ahead of the affected section shall also be informed. (2) The Station Master on duty at the station in rear of the affected section shall obtain “Line clear” for the train by one of the following means of communications viz- (a) Inter Cabin/Station Group Telephone (b) Fixed telephone such as Railway Auto phone and BSNL phone. (c) Control Telephone (d) V.H.F sets under special instructions, but not as the sole means of communication on sections where passenger trains run. (Correction Memo No.8 dated 29.01.07) 260 THE AUTOMATIC BLOCK SYSTEM (3) The Station Master on duty at the station in advance shall not give “Line Clear‟ as per S.R.9.12 (i) (2)] 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 for atleast 180 metres beyond the platform Starter orupto 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. (4)(a) The Loco Pilot of the first train entering the affected section on “Authority to proceed” as prescribed in S.R.9.12(i)(5) shall proceed with utmost caution and shall not run at a speed exceeding 25 KMPH under any circumstances, subject to other speed restrictions in force. The Loco Pilot shall continue to look out for any obstruction until he reaches the station ahead. (b) After ensuring that the first train has arrived safely at the station ahead of the affected section, the Loco Pilots of all subsequent trains shall also proceed with great caution, subject to other speed restrictions in force and shall continue to look out for any possible obstruction. (5) The Station Master shall hand over to the Loco Pilot/Motorman of each train an „Authority to proceed” on Automatic block system during prolonged failure of signals in Form T/D 912. (6) Before handing over the “Authority to proceed” all the points over which the trains will pass shall be correctly set and facing points locked. 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. (7) When approaching the next station, the Loco Pilot shall bring his train to a stand outside the First Stop signal and sound one long continuous whistle. The Station Master after satisfying himself that all is safe, shall arrange for a man in uniform to pilot the train from the signal who shall obey hand signals, if any relayed from the station platform. (8) Clearance of the section by each train shall be intimated to the station in rear under a Private Number. (9) Train Signal Register shall be brought into use and all entries regarding train working recorded therein. Controller shall be kept advised of all train movements taking place in the affected section, if possible. (10) As soon as signals are put right by the competent authority, normal working of trains on Automatic block system may be resumed, after exchanging messages with Private Numbers by the Station Master concerned, assuring that the section is clear. Controller‟s permission, if possible shall be obtained before resumption of normal working. 261 THE AUTOMATIC BLOCK SYSTEM (11) All the records in connection with train working on this system shall be retained at the station and the Traffic Inspector of the section shall scrutinize them and submit his report to the Divisional Railway Manager (Traffic) within seven days of the resumption of normal working. S.R.9.12 (ii) Failure of all signals likely to last for some time and cause serious delay when no means of communications are available: In the event of failure of all signals occurring in an area consisting of two or more stations worked under Automatic Block system and when trains cannot be worked by any of the following means, viz., (a) Inter Cabin/Station Group Telephone; (b) Fixed telephone such as Railway Auto phone and BSNL phone; (c) Control Telephone; (d) V.H.F sets under special instructions, but not as the sole means of communication on sections where passenger trains run; (Correction Memo 8 dated 29.01.07) the following procedure shall be adopted for train passing: – (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 trains will run within the affected area shall be correctly set and facing points locked before the movement of any train is authorised over them. 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. (3) Before any train is allowed to leave the station as prescribed in S.R.9.12 (ii)(1), it shall be brought to a stand and the Loco Pilot/Motorman and the Guard of the train shall be advised of the circumstances by the Station Master. (4) The Station Master shall give the Loco Pilot/Motorman of each train an Authority to proceed without line clear on Automatic Block signalling territories in Form T/B 912. The original shall be given to the Loco Pilot and the record foil shall be retained by the Station Master duly obtaining the signature of the Loco Pilot and the Guard. (5) No train shall be allowed to enter an affected section until there is a clear interval of 15 minutes between the trains about to leave and the train which has immediately preceded unless a shorter interval has been prescribed under special instructions. 262 THE AUTOMATIC BLOCK SYSTEM (6)(a) In the event of a Loco Pilot approaching or passing any portion of a line where view ahead is not clear, the Asst. Loco Pilot. or the Guard with hand signals shall be sent in advance to guide the further movement of the train. A sharp look out ahead shall be kept and the engine whistle freely used. Further, before entering a section where there are tunnels, the Loco Pilot shall light the buffer lamps and the electric headlights. (b) A tunnel shall be entered only after it has been ascertained that it is clear and the train shall be piloted on foot by a railway servant equipped with hand signals and detonators. (7) The Guard shall keep a sharp look out in the rear and be prepared to exhibit a Stop hand signal to prevent the approach of a train from the rear and to protect it, if necessary as per extant rules. Before entering a section where there are tunnels, he shall also light the side and tail lamps. (8) When approaching the next station nominated under special instructions under S.R.9.12 (ii)(1), the Loco Pilot shall bring his train to a stand outside the First Stop signal and sound one long whistle. 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 who shall obey hand signal, if any relayed from the station platform. Manual/Semi-Automatic Stop signal if any,will however be passed at „On‟ on the written authority on the prescribed form to be issued by the Station Master. (9) The Loco Pilots of all trains shall hand over the “Authority to proceed without line clear” (T/B 912) to the Station Master of the nominated station at the end of the section. These shall be kept by the Station Master in safe custody for inspection by the Traffic Inspector of the section who shall prepare a report on the working of trains and shall forward the same along with his report to the Divisional Railway Manager/T within seven days of resumption of communications. (10) A record of all trains passed on the affected section on “Authority to proceed without line clear” during the course of total interruption of communications shall be maintained in the Train Signal Registers to be opened at all the specially nominated stations under S.R.9.12 (ii)(1). (11) Trains shall continue to work on this procedure until either the signals are put right or any one of the means of communications is restored by the competent authority. 263 THE AUTOMATIC BLOCK SYSTEM (12) As soon as the signals are put right, normal working of trains shall be resumed, but where signals continue to remain inoperative and any one of the means of communications is restored the Station Master shall immediately send a message to the Station Master at the other end of the affected section on the following form:- From To Station Master_____ Station Master______ No._________ Train (Number and description) _________ arrived complete at ______hours. Last Train _______ (Number and description) despatched to your station at _______hours. Cancel the present method of working of trains. Line Clear shall be obtained by means of _____ Acknowledge. Private Numbers (In figures) _____ _(In words)_____________. On receipt of the above message the Station Master at the other end of the affected section shall acknowledge in the following form:- From To Station Master________ Station Master_______ No.______. Your No.______ Understand that Train (Number and description)__________ which was the last train to leave my station has arrived complete at your station. Train No._______ which left your station has arrived complete at my station at ____Hours/not arrived. Present system of train working is being/ shall be cancelled immediately after the complete arrival of train No_____ Line Clear for the next train shall be obtained by means of _________. Private Number (In figures)________ (In words)________. (13) Line Clear shall not be obtained or given by any means of communication which has been restored until both the Station Masters are satisfied that all trains, engines etc. despatched from their stations have arrived complete at the other station. When the trains referred to in S.R.9.12 (ii)(12), arrive complete at the stations, their number and their arrival time shall be communicated to the other Station Master concerned under exchange of Private Numbers. Thereafter intimation about this shall be given to Controller, if possible. S.R.9.12 (iii)Rules and regulations for working of trains under Automatic Block System during obstruction of one or more lines when signals are operative and communications are available: In the event of obstruction of one or more lines in an area consisting of two or more stations worked under the Automatic Block System when signals are operative and communications are available, the following procedure shall be adopted. 264 THE AUTOMATIC BLOCK SYSTEM PART- I ON THE DOUBLE LINE SECTIONS WHEN ONE LINE IS OBSTRUCTED S.R.9.12(iii)(1) When it is desirable to introduce temporary single line working on Double line on electrical 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 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/Electrical official not less than an Inspector in rank 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) All trains running in the wrong direction shall be worked in accordance with the rules for the use of electrical communication instruments on single line and Line clear shall be obtained on the Inter cabin/Station Group Telephone or Fixed telephone such as Railway Auto Phones and BSNL 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, (Correction Memo 8 dated 29.01.07) Line clear shall not be given unless the line on which the train is to be received is clear for at least 180 metres beyond the point opposite the First Stop signal pertaining to the correct line or the Last Stop signal pertaining to the wrong line whichever is earlier. For each first train running in the wrong direction, Line Clear shall be neither be asked for nor granted unless the two Station Master 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. 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 Numbers shall be exchanged for this transaction. (5) Train Signal Registers shall be introduced at these stations on the affected section. (6) Loco Pilots of all trains on the affected area shall be so advised in writing by the station in rear of the affected section on which temporary single line working has been introduced. The Loco Pilots of trains running in the wrong direction shall be given the prescribed Line Clear Ticket before entering the affected section. (The phrase “A written authority (Form T/369-(3b)) shall also be given to the Loco Pilots of trains running in the right direction to pass the Last Stop signal” has been deleted) (Correction Memo 01/2022 dated 23.03.2022) 265 THE AUTOMATIC BLOCK SYSTEM (7) All the points over which the train will run within the affected area shall be correctly set and facing points locked before the movement of any train is authorised over them. 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. (8) 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) the line by which single line working is proposed; (c) the source of information that the said line is clear; (d) place of obstruction; (e) restriction of speed, if any, on the line; (f) the number and timings of the last train which arrived/left the station nominated by the Divisional Railway Manager (Traffic) under S.R.9.12 (iii)(3). (9) On receipt of acknowledgement from the Station Master at the other end confirmed by a Private Number, single line working shall be introduced. Line Clear shall be obtained on Inter Cabin/Station Group telephones or Fixed telephones such as Railway Auto phones and BSNL phones or Control Telephones or V.H.F. 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 stated above. (Correction Memo No. 8 dated 29.01 07) (10) (a) A Caution Order shall also be handed over to the Loco Pilot of each train in which shall be clearly stated the following: - (i) the line on which the train or light engine is to run; (ii) the kilometres between which the obstruction exists; (iii) any restrictions of speed which may have been imposed, and (iv) the instruction that Automatic Stop signals in the wrong direction shall be considered as out of use even though they may be showing “Proceed” or “Caution” aspect; (b) For trains running in the wrong direction, an authority on the prescribed form (T/A912) authorizing the Loco Pilot/Motorman to pass the intervening non- governing (i.e.) relating to the opposite direction, Semi-Automatic and Manually operated Stop signals on being hand signaled past by a Pointsman or any other railway servant in uniform deputed for the purpose and the Gate Stop signals cautiously upto the level crossing where he shall ascertain that the gates are locked and hand signals are displayed by the Gateman before he proceeds further. 266 THE AUTOMATIC BLOCK SYSTEM He shall also ascertain that the points of the outlying sidings are correctly set and locked before passing over them. In such cases, the hand signals shall be displayed at such points/gates instead of signals. The individual distinguishing number including number of each Automatic, Semi-Automatic, Manually operated and Gate Stop signal/ signals shall be indicated on this authority. (11) An endorsement shall also be made on the caution order given to the Loco Pilot of the first train introducing temporary single line working in the wrong direction to stop and inform all gatemen and gangmen on the way about the introduction of temporary single line working. The road on which the train shall run shall also be specified. (12) The speed of the first train running in the wrong direction shall not exceed 25 kilometers an hour. Subsequent trains may run at their booked speed, subject to observance of other speed restrictions in force. (Correction Memo 01/2022 dated 23.03.2022) (13) When approaching the next station nominated under special instructions, under S.R. 9.12(iii)(3), the 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 , sound one long continuous whistle. 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 on the written authority (S.R.5.10) who shall obey hand signals, if any relayed from the station platform. (14) Resumption of normal working: - (a)On receipt of written certificate from a responsible Engineering / Electrical 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 Controller, the train after the passage of which 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 at which the double line working was suspended, time at which single line working was introduced and the time at which normal working was resumed. (15) All the records in connection with the temporary single line working shall be retained at the station and the Traffic Inspector of the section shall scrutinize them and submit his report to the Divisional Railway Manager /Traffic within seven days of the resumption of normal working. Note:-“The Loco Pilot should switch “ON” the flasher light of the train engine while running on the wrong line on proper authority to proceed. In case, the train engine running on the wrong line without switching “ON” the flasher light is noticed by the station staff, Gatemen and Gangmen, they shall stop the train immediately.” 267 THE AUTOMATIC BLOCK SYSTEM Part II ON A QUADRUPLE LINE SECTION A. If one-line or two lines (one Up and one Down) are obstructed- (i) Trains will continue to run on the unobstructed line under normal system of working and shall be diverted on to their proper line where possible. (ii) Suburban trains running on through line shall stop only at those stations having platform on that line. Where stoppage of a train at stations where it is scheduled to stop is eliminated on this account, passengers shall be suitably notified through loud speakers or other means at convenient stations. B. If both the Up lines or both Down lines are obstructed- (i) On the local line: On the local line trains will continue to run in the right direction, under the normal system of working. (ii) On the through line:(1) The movement of trains on the affected section shall be controlled by the nearest stations provided with cross-over between unobstructed lines. (2) All facing points on the line on which the trains run shall be clamped and locked for the movement of the trains on that line and an assurance to this effect shall be obtained on the telephone from the Station Masters of the affected section, under exchange of Private Numbers. (3) Trains shall be allowed to follow one another at intervals of 15 minutes or at such interval as may be prescribed by special instructions. (4) Trains shall run on “ Authority to proceed without line Clear” applicable upto the terminal station at the other end of the affected section (to avoid stoppage of trains running on through lines at the stations not provided with platforms on through line)In order to ensure that a minimum time interval of fifteen minutes is kept between two consecutive following trains, the Divisional Railway Manager shall prescribe the stations in between the affected section form where a written authority shall be given to the Loco Pilot of the train authorizing him to leave the station. This authority shall be in addition to the “Authority to proceed without Line Clear” already issued and shall not be given to the Loco Pilot by the Station Master concerned on duty unless he has satisfied himself, that atleast 15 minutes have elapsed since the departure of the last preceding train. Suburban trains shall stop only at those stations, having platform on the through line. Where stoppage of a train at stations where it is scheduled to stop is eliminated on this account, passenger shall be suitably notified through loud speakers or other means at convenient stations. 268 THE AUTOMATIC BLOCK SYSTEM (5) Trains shall run at a speed not exceeding 25kilometres an hour when the view is clear and 10 kilometres an hour when the view is not clear subject other speed restrictions in force. Speed over facing points shall be restricted to 15 kilometres an hour. (6) All movements on the through line, other than the normal complement of passenger and scheduled through goods trains, such as running of light engines from and to shed, shunting goods trains etc., shall be suspended. The running of normal trains on the through line shall be controlled by hand signals. C.If three lines are obstructed: - Trains shall be worked on the unobstructed line in accordance with Part I of S.R.9.12 (iii). D.Resumption of normal working: (i) On receipt of a written certificate from a responsible engineering/electrical official that the obstructed track/tracks is /are free or passage of trains, the station master shall issue a message to either station or stations, as the case may be under exchange of private numbers and decide in consultation with the controller, the train after the passage of which the normal working has to be introduced. (ii) An entry shall also be made in the Train Signal Registers of all stations concerned showing the time when normal working was suspended and the time when normal working was resumed. (iii) All the records in connection with the train working under this system shall be retained at the stations and the Traffic Inspector of the section shall scrutinize them and submit his report to the Divisional Railway Manager / Traffic within 7 days of the resumption of normal working. Note:-“The Loco Pilot should switch “On” the flasher light of the train engine while running on the wrong line on proper authority to proceed. In case, the train engine running on the wrong line without switching “On” the flasher light is noticed by the station staff, Gatemen and Gangmen, they shall stop the train immediately.” S.R.9.12 (iv)Rules and regulations for working of trains under the Automatic Block System during obstruction of one or more lines when no communications are available and signals have also failed: 269 THE AUTOMATIC BLOCK SYSTEM Part I ON A DOUBLE LINE SECTION WHEN ONE LINE IS OBSTRUCTED In the event of total interruption of communications occurring on a section worked under Automatic Block System and when trains cannot be worked by any one of the following means viz: (a) Automatic Block (b) Inter Cabin/ Station Group Telephone; (c) Fixed telephones such as Railway Auto phones and BSNL phone (d) Control Telephone: (e) V.H.F sets under special instructions, but not as the sole means of communication on sections where passenger trains run. (Correction MemoNo.8 dated 29.01 07) (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) Before any train is allowed to leave the first controlling station prescribed under S.R.9.12.(iv)(1), to enter the affected area, it shall be brought to stand and the Loco Pilot and the Guard of the train shall be advised of the circumstances by the Station Master. (3) The Station Master shall satisfy himself that the Guard and the Loco Pilot thoroughly understand the rules under which the trains are to be run during total failure of communications on single line. He shall also obtain the signature of the Loco Pilot and the Guard in Form T/B 912. (Correction Memo No.7 dated 07.12.06) (4) Communications shall be opened by an empty train, train engine, light engine, motor Trolley or tower wagon to be sent on the unobstructed line. In case a train consisting of electric multiple unit stock/diesel has to be sent to open communications, all passengers shall be detrained before the train is dispatched. The relevant provisions of the unified rules for single line working on double line during total failure of communications shall be adhered to. (5) Loco Pilots of all trains approaching the affected area shall be advised in writing by the first controlling station prescribed under S.R.9.12(iv)(1) about the stations between which and the line on which single line working has been introduced,. In addition, the Loco Pilots of trains which will run on the right line on temporary single line shall stop at the stations immediately in rear of the affected section and proceed further only on receipt of the prescribed authority to proceed. 270 THE AUTOMATIC BLOCK SYSTEM (6) The Station Master shall hand over to the Loco Pilot opening the communication the following documents. (i) An authority to proceed without line clear on automatic block signalling territory (T/B 912). (ii) The conditional line clear message for a train to enter the affected section from the other end, i.e., the conditional line clear message of Form T/B 602 duly scoring out the first three portions. (iii) An enquiry message addressed to the Station Master of the nominated station in advance seeking line clear for the next train to proceed to his station, i.e., the enquiry message of Form T/B 602. Note: The Form T/B 912 shall contain the line on which the train or light engine is to run and the kilometre between which the obstruction exits. (7) An endorsement shall also be made on the caution order given to the Loco Pilot of the first train to stop and inform all Gatemen and Gangmen on the way about the introduction of temporary single line working. The road on which the train will run shall also be specified. (8) All the points over which the trains will run within the affected area shall be correctly set and the facing points locked before any train is authorised over them. 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. (9) (a) After sending forward a train engine/empty train/light engine/motor trolley/tower wagon with enquiry and Line Clear messages, no other train or engine shall on any account be allowed to leave in the same direction until the return of that engine/empty train/motor Trolley/tower wagon. (b) No obstruction of the line at the station shall be allowed until the return of that engine/motor Trolley or tower wagon or empty train. (10) The Loco Pilot of such an engine/empty Electric Multiple Unit/train/motor trolley/tower wagon proceeding to open communication shall proceed at a speed not exceeding 25Kmph over the straight with a clear view and 10 Kmph when approaching or passing any portion of the line by night or when the view ahead is not clear making free use of the engine whistle. In thick or foggy weather, the Loco Pilot must proceed at walking pace, whistling repeatedly, preceded by two men on foot at an adequate distance, one displaying a red light and the other carrying fog signals ready for immediate use. One of these men shall be provided by the Station Master from his traffic staff and the other by the Loco Pilot from; a member of his crew. Both these men will have their duties clearly explained to them by the Station Master who shall satisfy himself that they thoroughly understand the same, in the presence of the Loco Pilot. 271 THE AUTOMATIC BLOCK SYSTEM (11) In the event of an engine or tower wagon or motor trolley or empty train meeting any other engine, tower wagon, etc., sent from the other end, in the midsection, the two Loco Pilots shall, taking into consideration the importance of the trains waiting, the distance from the nearest station, gradients to be encountered, the presence of catch sidings etc., decide which engine/unit etc., should push back so as to allow the other to go through. (12) On arrival of the train etc., at the next station nominated under special instructions, under S.R.9.12 (iv)(1) the Loco Pilot shall hand over the Conditional Line Clear and Line Clear Enquiry messages to the Station Master. (13) The Station Master on the authority of the Conditional Line Clear shall despatch the waiting train from his station. The Loco Pilot shall be given the following documents: (i) Conditional Line Clear Ticket. (ii) Conditional Line Clear message for a train to leave from the station waiting at the other end of the affected section (T/F 602). (iii) A Caution Order on which shall be clearly stated. (a) The line on which the train is to run. (b) The Kilometres between, which the obstruction exists. (c) Any temporary restriction of speed, which may have been imposed. (iv) An enquiry message (T/E 602) addressed to the Station Master of the nominated station in advance seeking Line Clear for the next train to proceed to his station. (14) When approaching the next station nominated under special instructions, under S.R.9.12 (iv)(1), the Loco Pilot shall bring his train to a stand outside the First Stop signal pertaining to the correct line or opposite to the Last Stop signal pertaining to the wrong line on which he is running, whichever he comes across first and sound one long continuous whistle. 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 stop signals if any shall however, be passed on a written authority on the prescribed form (T/369-3b) to be issued by the Station Master. (15) On arrival at the station, the Loco Pilot shall hand over the Line Clear reply message to the Station Master who shall record it in the Line Clear message book and on its authority issue a Conditional Line clear Ticket for the waiting train. (16) The speed of all trains passing over the temporary Single line shall be restricted to 25 Kmph subject to observance of other speed restrictions imposed and speed over facing points being restricted to 15 Kmph. 272 THE AUTOMATIC BLOCK SYSTEM (17) If there be an even flow of trains in both directions, enquiry and Line Clear messages for each succeeding train may be sent through the Loco Pilot of the preceding train. (18) The arrival and departure of all trains shall be carefully recorded in the Train Signal Register. (19) If the Station Master at one end has more than one train to despatch in the same direction before another train is normally expected from the opposite direction, he shall mention in the Line Clear Enquiry message the number of the trains he wants to send and should also state therein that the latter trains will be despatched after the first train at intervals of fifteen minutes or full running time whichever is more. After the receipt of Line Clear for the required number of trains, the Station Master while dispatching the first train shall endorse on the modified (conditional) Line Clear Ticket that a particular train (giving its number and description in full) shall follow at specified interval. While adopting this procedure the Guard and the Loco Pilot shall be instructed to keep a sharp look out and be prepared to stop short of any obstruction and if the view is restricted because of fog, curve or any other reason, speed shall not exceed 10 Kmph. Note: The Line Clear enquiry message for more than one train shall be mentioned in Form T/E 602. (20) Resumption of normal working: The normal working shall not be resumed unless: (a) The Station Master has received a written certificate from a responsible Engineering/Electrical official that the obstructed track is free for passage of trains and (b) Either the signals are put right or any one of the means of communications as listed in S.R. 9.12 (iv) is restored by the competent authority. Note: (i) In case when obstruction is removed but signals continue to remain inoperative and none of the means of communications is available, the trains shall be worked in accordance with the instructions prescribed in S.R. 9.12 (ii) above. (ii) In cases where either signals are put right or any one of the means of communications is available, but the obstruction continues, the instructions as prescribed in S.R.9.12 (iii) shall be observed. (c) An entry shall also be made in the Train Signal Register of all stations concerned showing the time when normal working was suspended and the time when normal working was resumed. (21) All the records in connection with the train working under this system shall be retained at the station and Transportation Inspector of the section shall scrutinize them and submit his report to the Divisional Railway Manager/ Traffic within seven days of the resumption of the normal working. 273 THE AUTOMATIC BLOCK SYSTEM Part II ON A QUADRUPLE LINE (i) When one line or two lines (one Up and one Down) are obstructed- (1) The trains shall continue to work on proper unobstructed line/lines as in the case of “total interruption” under rules prescribed in S.R.9.12 (i). (ii) When both the Up or both the Down lines are obstructed- On local line, trains shall continue to run on the proper line as in the case of “total interruption” vide rule prescribed in S.R.9.12 (i). (2) On the wrong line (through line): (a) The movement of trains on the affected section shall be controlled by the nearest stations provided with cross overs between unobstructed lines. (b) A train shall not be started in the wrong direction until the affected section is clear of all trains running in the right direction on that line. (c) All facing points on the line on which the trains will run shall be clamped and locked for the movement of the trains on that line. (d) To ensure that all trains running on the through line in the right direction have arrived and that all facing points on the line on which the trains will run have been clamped and locked for the movement of trains on that line, the following procedure shall be observed: (i) The Station Master of the station at which the trains are running in the proper direction shall, on receipt of the information that the tracks are obstructed, prepare a memo by carbon process for the Station Master at the other end of the affected section (say station „A‟) and also for the Station Master of all intermediate stations. This memo shall be to the effect that the train is the last one running on the proper line and that after its complete arrival at station „A‟, the Station Master of that station shall be authorised to despatch trains in the wrong direction on the through line. Requisite number of copies shall be handed over to the Guard of the train and his acknowledgement obtained. The Guard shall deliver a copy each of the memo to the Station Master of intermediate stations and station „A‟ and obtain their acknowledgements. On receipt of the memo, the Station Master of the intermediate stations shall clamp and padlock all facing points for movement of trains on that line. The contents of the memo shall be advised to the Loco Pilot also. (ii) The Station Master shall hand over to the Loco Pilot the following documents:- (1) An Authority to proceed without Line Clear on the prescribed form (Form T/B 912 Up or Down) 274 THE AUTOMATIC BLOCK SYSTEM (2) This authority also authorises the Loco Pilot /Motorman to pass the Automatic Stop signals intervening the two nominated stations at “ON”, the Semi-Automatic signals intervening 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 Stop signals cautiously upto the level crossing where he shall ascertain that the gates are locked and the hand signals are displayed by the Gateman before he proceeds further. The individual distinguishing number /numbers of each Automatic, Semi-Automatic, Manually operated and Gate Stop signal/signals shall be indicated on this authority. (3) On arrival of the complete train at station „A‟ the Loco Pilot shall hand over the “Authority to proceed without Line Clear” and other documents to the Station Master. The Guard shall also hand over the memo to the Station Master who shall record it in the Train Signal Register. On receipt of the memo, the Station Master of station „A‟ shall despatch the waiting train from his station and the flow in the wrong direction on through line will thus be established. The first train travelling on the wrong line shall carry an Engineering official who shall ensure that the facing points on which the trains will run are properly clamped and locked for the movement of trains on that line. For this purpose, the first train shall stop short of all the facing points concerned and shall also stop at all the intermediate stations. (e) Trains will be allowed to follow one another at intervals of fifteen minutes or at such intervals as may be prescribed by special instructions. (f) Trains shall run on “Authority to proceed without Line Clear” applicable up to the terminal station at the other end of the affected section (to avoid stoppage of trains running on through lines at the stations not provided with platform on the through lines) and suburban trains shall stop only at those stations having platforms on the through line. Where stoppage of a train at stations where it is scheduled to stop is eliminated on this account, passengers shall be suitably notified through loudspeaker or other means at convenient stations. (g) All movements on the through line, other than the normal complement of passengers and scheduled through goods trains, such as running of light engines from and to shed, shunting goods trains etc., shall be suspended. The running of normal trains on the through line shall be controlled by hand signals. (iii) When three lines are obstructed:- The procedure laid down in Part I of S.R.9.12 (iv) shall be followed 275 THE AUTOMATIC BLOCK SYSTEM (iv) Resumption of normal working: - The normal working shall not be resumed unless: (a) The Station Master has received a written certificate from a responsible Engineering /Electrical official that the obstructed track /tracks is / are free for passage of trains; and (b) (1)The signals are put right. Note: In case when obstruction is removed but signals continue to remain inoperative and none of the means of communications is available, the trains shall be worked in accordance with the instructions prescribed under S.R 9.12 (ii). (ii) In case when obstruction is removed but signals continue to be inoperative and one of the means of communications [as listed in S.R.9.12 (iv)] is available, the trains shall be worked as per the rules prescribed under S.R.9.12 (i). (iii) In case where either signals are put right or any one of the means of communication is available but the obstruction continues, the instructions as prescribed in S.R.9.12 (iii) shall be observed. (c) An entry shall be made in the Train Signal Register of all stations concerned showing the time when normal working was suspended and the time when normal working was resumed. (v) All the records in connection with train working under this system shall be retained at the station and the Traffic Inspector of the section shall scrutinize them and submit his report to the Divisional Railway Manager /Traffic within seven days of the resumption of the normal working. Note: The Loco Pilot should switch “On” the flasher light of the train engine while running on the wrong line on proper authority to proceed. In case, the train engine running on the wrong line without switching “On‟ the flasher light is noticed by the station staff, Gatemen and Gangmen, they shall stop the train immediately. S.R. 9.12 (v)Rules for despatch of a relief engine/train into an obstructed section on Automatic Block signalling territories. (1) When a block section in an Automatic Block territory is obstructed due to any reason such as an accident, engine failure, etc., any number of trains may be allowed to enter into the obstructed section from either end as may be necessary and the Loco Pilot of such trains shall be issued with T/C 912. In the event of the block section being totally obstructed by the Engineering department, only material trains, motor trollies, dip lorries, wiring trains and other departmental trains are permitted to enter the section, on the authority of T/C 912. (2) Before preparing this authority, the Station Master shall examine the Train Signal Registers, Train Message Books, Working Time Tables, Train Notice Register and Caution Order advices and also contact Control and the Station Master at the other end. 276 THE AUTOMATIC BLOCK SYSTEM (3) This authority shall be prepared in triplicate clearly and legibly. All columns shall be completely and correctly filled without alternation or mistakes. It shall be signed in full by the Station Master. In case of any error, the word “Cancelled” shall be written across it and a fresh authority shall be prepared and issued. The cancelled authority shall be retained in its place or pasted on the triplicate copy, if already detached. Note: The location of the obstruction or the engine/brake van/first vehicle/last vehicle shall be mentioned in Form T/C 912. (4) The Loco Pilot shall examine this authority carefully and ensure that all columns are completely filled in without any mistake or alteration in any of the entries that the date, station names and the number and description of the train are correct and it is signed in full by the Station Master. If any error is detected, it shall be returned to the Station Master and a fresh authority shall be obtained. (5) All trains shall be stopped at the station for the purpose of issue of this authority. (6) All the entries relating to the train dealt on this authority shall be made in red ink in Train Signal Register. (7) When a train arrives at the station with this authority, the Station Master shall enter the number and description of the train and the time of its arrival in Train Signal Register, obtain the signature of the Guard or the Loco Pilot in the case of light engine against the entry for the train and then exchange message as per clause (9) below. (8) If the train returns to the starting station, the Station Master shall comply with the provisions of clause (7) above and make the relevant entries in Train Signal Register on the line referring to the train. (9) For each train clearing section at either end of the block section, the Station Master shall exchange the following messages. No ……………………………. My /Your Private Number……………Train (No …………and description), …………….cleared section here at …… Hrs.……mts. No ………… Your/My Private Number……….Understand Train (No ………and description), …………cleared section at yours at ………Hrs.……..mts. (10) The speed of the train shall not exceed 25 kilometres an hour over straight with clear view and 10 Kmph when view ahead is impaired due to tunnel, curve, obstruction, rain fog or any other cause. (11) During night, if the engine is not fitted with electric head light or if the electric head light is not in working order, the train or the light engine shall be preceded at an adequate distance by a railway servant carrying detonators and exhibiting a red light ahead to stop any approaching train. (12) A sharp look out shall be kept at all times and the Loco Pilot shall be prepared to stop short of any obstruction. 277 THE AUTOMATIC BLOCK SYSTEM (13) When approaching the station ahead, the Loco Pilot shall bring his train to a stand in rear of First Stop signal on single line sections and sound one ling continuous whistle. When the train is running in the wrong direction, the Loco Pilot shall bring his train to a stand opposite to 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 long continuous whistle. If no one turns up from the station within 10 minutes, the Loco Pilot shall send his assistant immediately to the station or the cabin to inform the Station master or Cabinman or the arrival of the train. The train may be received by taking off the reception signals. (14) The working of trains on this authority shall be discontinued and the normal working resumed when the cause for the issue of this authority no longer exists. (15) All the records in connection with the train working under this system shall be retained at the station and Traffic Inspector of the station shall scrutinise them and submit his report to the Divisional Railway Manager (Traffic) within seven days of the resumption of the normal working. 9.13. Movement of trains against the direction of traffic on the Automatic Block system:- In Automatic signalling territory, trains shall run in the established direction of traffic only. Movement of trains against the established direction of traffic in not permitted. When in an emergency it becomes unavoidably necessary to move a train against the established direction of traffic, this shall be done only under special instructions, which shall ensure that the line behind the said train upto the station in rear is clear and free from obstruction. S.R.9.13 (i) in case a Loco Pilot finds in the mid-section that it is impossible to proceed onwards due to the failure of the train engine or obstruction on the line or any other reason he shall contact the Controller on duty through the traction power controller on the field telephone and furnish the details. It the train is required to be moved against the direction of traffic, the controller on duty shall contact the Station Master of the station in rear of the train and ensure that no train has been permitted into the section on the same line in rear of the train required to be brought back. After ensuring this, the controller shall advise the Station Master to make arrangements for receiving the train and issue numbered message which shall contain a Private Number. 278 THE AUTOMATIC BLOCK SYSTEM The Station Master shall acknowledge the same by giving a message with a Private Number to the controller and shall not permit entry of any train into the section on the same line till the complete arrival of the train being brought back into his station. He shall also arrange for closure of all level crossings to be negotiated by the returning train.The automatic working shall be deemed to be suspended till the disabled train is backed into the station in rear and the section is clear of trains. The Station Master shall advise the Station Master in advance, of the situation and both the Station Masters shall enter in the respective Train signal registers the reason for backing the train. The Station Master shall also advise the gatekeepers of intervening level crossings of the movement over phone wherever phone communication is available. The Station Master and the Gate Keeper shall make proper entries in this regard. After obtaining the acknowledgement from the Station Master in rear, the Controller shall issue a numbered message with a Private Number to the Loco Pilot of the train waiting in the mid-section authorizing him to back his train, permitting him to proceed against the direction of traffic upto the station in rear. The Loco Pilot shall record the message in his rough journal book and shall not move his train unless the Guard has read and acknowledged the message by signing in the rough journal book of the Loco Pilot. The Guard shall travel in the leading vehicle and continuously exhibit a “Proceed” hand signal towards the Loco Pilot. The Loco Pilot shall keep a good lookout and be prepared to stop the train in the absence of the “Proceed” hand signal from the Guard treating it as an indication of obstruction. The Guard shall keep a sharp look out. The Loco Pilot shall use the whistle frequently. The speed shall not exceed 10KMPH. Before passing a level crossing, the Guard and the Loco Pilot shall ensure that the level crossing gates are closed and secured against road traffic and that the gatekeeper displays “Proceed” hand signal. In thick and foggy weather or when visibility is poor the Guard shall also depute a competent railway servant to proceed ahead, with hand signals, detonators. etc., with instructions to exhibit hand danger signal towards the train in case of any obstruction and to use fog signals immediately. Note: - If a relief engine/train is required to be sent into the block section to pull back a disabled /crippled train from mid-section, the relief engine/train shall be sent into the block section on “Authority to proceed without line clear” S.R.9.13 (ii) In case following trains have already entered behind the disabled train into the block section, the rearmost trains shall be brought back to the station first and the next train subsequently, always ensuring that the track in rear of the train to be moved against the direction of traffic upto the station in rear is clear. Each train shall have the specific authorization from the controller and shall be moved as mentioned in S.R.9.13 (i) above. 279 THE AUTOMATIC BLOCK SYSTEM S.R.9.13 (iii) If difficulty is experienced in contacting the controller on the field telephone, the Loco Pilot shall depute the Assistant Loco Pilot/Assistant Guard/Guard with a message to the station in rear or in advance of the affected section so that the information is conveyed by the quickest means. If control working has failed, the Station Master in rear shall authorise the movement of the train(s) upto his station against the direction of traffic, after duly contacting the Station Master at the other end of the affected section and advising him of the position. All messages despatched to the Loco Pilots shall have the signature of the Station Master in rear with the station stamp. All the messages issued by the Loco Pilot and the Station Master in rear must be promptly communicated to the Station Master in advance also. When control working has failed at the station in rear and/or if the disabled/crippled train is nearer to the station in advance, messages between the Loco Pilot and the Station Master in rear shall be communicated through the Station Master of the station in advance. In such cases the messages shall have the signature of the Station Master in advance with the station stamp. S.R.9.13 (iv) The train being brought back against the direction of traffic shall be stopped well clear of the Home signal in the case of single line and opposite to the Manual/Semi-Automatic signal on the other line in the case of double line and thereafter be guided by the Station Master who shall arrange to receive the train on signals or by piloting according to the situation. The relevant provisions contained in G.Rs.4.12 and 5.15 and the subsidiary rules thereunder shall be strictly adhered to by all the staff concerned S.R.9.13 (v) Whenever it becomes necessary to make shunt moves, which involve movement against the direction of traffic, the Station Master shall advise the Station Master at the other end of the section and the controller on duty if control is working. After ensuring that the section is clear, the Loco Pilot shall be issued with a memo to shunt upto the specified location and return back. For forward movement Starter or Shunt signals, if any, shall be cleared. In the return direction the point at which the Loco Pilot shall stop before being received into the station shall also be mentioned in the memo. The individual number(s) of the Automatic Signals the Loco Pilot has to pass while performing shunting shall be mentioned in the memo. This is subject to the stipulation in the Station Working Rules. 9.14. Procedure when Semi-Automatic Stop signal is “On”.- (1) When a Semi-Automatic Stop signal is worked as an Automatic Stop signal, Rule 9.02 or 9.07 shall apply as the case may be. (2) When a Semi-Automatic Stop signal is working as a Manual Stop signal and becomes defective, it may only be passed under relevant rules detailed in Chapter III, Section „H‟. (3) When a Loco Pilot is authorised to pass a Semi-Automatic Stop signal at “On‟‟ by taking “Off” the Calling-on signal fixed below it, he shall follow the precautions stipulated in Rule 9.02 or 9.07 as the case may be. 280 THE AUTOMATIC BLOCK SYSTEM S.R.9.14(i)(a) In Automatic Territories the Loco Pilot shall not pass a Manual Stop signal or a Semi-Automatic Stop signal working as Manual stop signal at “On” unless he is in possession of Form T/369-(3b) issued by the Station Master if the signal governs the entry of the train into the station and Form T/369-(3b) issued by the Station Master and a „Proceed‟ hand signal at the foot of the signal, if the signal controls the departure of the train from the station. (Correction Memo No.1/2014 dated 14.07.14) The Station Master shall before issuing Form T/369-(3b), ensure that all the points over which the train will pass are correctly set and padlocked and the L.C. gates are closed and secured across road traffic. He shall then depute a competent Railway servant to deliver Form T/369-(3b) at the foot of the above signal. Similarly the Station Master before issuing Form T/369-(3b) shall ensure that the points over which the train will pass are correctly set and padlocked and that the L.C. gates are closed and secured across the Road traffic and post a competent Railway servant to show a „Proceed‟ hand signal at the foot of the signal. S.R.9.14(i)(b) In the Automatic Signalling territory the following rules will be observed in the event of failure of a Semi-Automatic/Manual departure signal:- (i) If a Semi-Automatic Signal fails, the Loco Pilot when permitted to pass that signal on a written authority he shall take all the precautions as in the case of passing an Automatic Stop signal at „ON‟ as per GR & SR 9.02. (ii) In the case of failure of a Manual Stop signal, the Loco Pilot shall pass the signals at danger only after being given a written authority in the form T/369- (3b) with a proceed hand signal at the foot of that signal. After passing the Manual Stop signal at danger on the prescribed written authority the Loco Pilot shall proceed upto the next signal as applicable for the Automatic Stop signal. Note: - The written permission shall be given by the Station Master of the station where the Semi-Automatic Stop signal concerned is situated, unless otherwise provided for by special instructions. S.R.9.14 (i)(c) Semi-Automatic Stop signals controlled from a lever frame or panel in conjunction with king lever/knob function either as Manual signals with the king lever/knob in the “normal position” or as Automatic signals with the king lever/knob in the “reversed” position. The king lever/knob when reversed

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