BWM-16-68 Rules and Regulations for Double Line Working (PDF)

CHAPTER III RULES AND REGULATIONS FOR DOUBLE LINE WORKING I – General 3.01. Code of Bell Signals – The following code of Signals shall be used for Double Line Block Working and each signal shall be given slowly and distinctly. Ref. How Indication Code How Signalled No. Acknowledged 1. Call Attention and/or 0 One stroke or One stroke Attend Telephone. beat 2. Is Line Clear or Line Clear 00 Two Two Enquiry. 3. Train Entering Section. 000 Three Three 4. (a) Train out of section. (b) Obstruction removed. 0000 Four Four 5. (a) Cancel Last Signal. (b) Signal given in error. 00000 Five Five 6. (a)Obstruction Danger 000000 Six Six Signal (General). (b) Stop and Examine Train. 000000-0 Six pause one Six pause one (c)Train passed without Tail 000000-00 Six pause two Six pause two Lamp or Tail Board. (d) Train divided. 000000-000 Six pause three Six pause three (e) Vehicles running 000000-0000 Six pause four Six pause four away on the Block Section. (f) Vehicles running 000000-00000 Six pause Six pause away on right line. 7. Testing Signal 0000000000000000 Sixteen Sixteen 11 3.02. Acknowledgement of Signals – (a) Each signal received shall be acknowledged by sending the authorized beats in acknowledgement. (b) No signal shall be acknowledged until it is understood. (c) Transmission of a signal shall not be deemed to be completed until it is acknowledged. (d) Should the station to which a signal is sent fails to reply, the signal shall be repeated at intervals of not less than 20 seconds until the reply is received. means of communication should be resorted. 3.03. Method for use of Bell Codes – (1) “Call Attention” (a) This signal shall be sent and acknowledged before sending any other signal. (b) The “Call Attention” signal is not required to proceed the “Train Entering Section” Signal (three beats) “Obstruction Danger” signal is six beats on double line. As soon as a Station Master receives this signal he will take action as per Sub-paragraphs 6(a) and (b) of rule 3.3 of the BWM. This signal will be acknowledged by giving six beats. The Station Master receiving the “Obstruction Danger” signal shall acknowledge it by an exact repetition provided he succeeds in stopping the train. (2) “Is Line Clear” or “Line Clear Inquiry” – This signal denotes that permission of despatch a train is required and shall not be sent until and unless the “Train Out of Section” signal has been received for the preceding train and the “LINE CLOSED” indication has appeared on the Block Instrument. Should the station in advance not be in a position to accept the train he shall answer the “Is Line Clear” inquiry by following method prescribed for refusing line clear. (i) Under normal condition, when Line Clear cannot be granted for want of accommodation at the station from which Line Clear is being asked, refusal shall be communicated by stating the fact on block telephone and by giving Bell Code. (ii) When due to some obstruction, it becomes not possible to grant line clear by the station from which it is asked refusal shall be communicated by giving “Obstruction Danger” signal (six beats) without turning the commutator of the Block instrument to “Train On Line” position. 12 (3) “Train Entering Section” – This signal shall be sent to the Block Station in advance as soon as the train has passed the Last Stop signal. Note : In cases, where, due to any reason, there is delay in conveying the “Train Entering Section” signal by beats on Block Instruments or acknowledgement, thereof, the time of the train, entering the section should also be repeated on the block telephone and an entry made to this effect in the “Remarks” column of the “Train Signal Register”. (4) “Train Out of Section Signal” – This signal is sent when the train has arrived complete and when the conditions under which line clear may be given as per GR 8.02, 8.03 & 8.04 have been complied with. (5) “Cancel Last Signal” or “Signal given in error” – ve beats) shall be sent when it is required to cancel the previous signal. Private Numbers shall be exchanged in each case when this signal is given and the circumstances that necessitated the cancellation of the signal as well as the Private Numbers shall be recorded in the “Train Signal Register”. (6) (a) “Obstruction Danger” – This signal is sent when it is necessary in consequence of any obstruction or other cause to refuse “Line Clear” or to stop an approaching train at the Block station in rear. The procedure to be followed in each case is as described below :- I. When refusing “Line Clear” this signal shall be sent without turning the needle to “Train On Line”. The fact that “Line Clear” was asked and refused, shall be recorded in the Train Signal Registers at both stations together with a remark as to the circumstances. II. When it is required to stop an approaching train at the Block station in rear for which “Line Clear” has already been given - (i) The Station Master who requires the train to be stopped at the station in rear shall immediately place all signals at his station pertaining to the line on which the train is approaching in the “ON” position or keep them in that position if they have not been taken “OFF”. He shall then give the “Obstruction Danger” signal and turn the commutator of his Block Instrument to indicate “Train on Line” (obstruction). (ii) The Station Master of the Block Station receiving the “Obstruction Danger” signal shall put all signals to the “ON” position and employ every other means available to stop the train after which he shall acknowledge the signal. (III) Should he not succeed in stopping the train he shall, instead of acknowledging the signal, at once send the “Train Entering Section” signal in reply and advise the station ahead by telephone. 13 (iv) Should he succeed in stopping the train, he shall at once acknowledge it and advise the Station Master who sent the “Obstruction Danger” signal by telephone. On no account shall the train be allowed to proceed until the “Obstruction Removed” signal has been received (four beats). (v) On being advised that the train has been stopped at the Block station in rear, the Station Master who sent the “Obstruction Danger” signal, removed and has received information about track being clear and safe from eering department, send the “Obstruction Removed” signal, and (A) At stations where the Block Instruments and signals are locked, follow the procedure laid down in the case of treadle failure. (B) At other stations, turn the Commutator to “Line Closed” and follow the procedure laid down for passing trains. (C) When it is required to stop an approaching train at the Block station in rear, for which “Line Clear” has not been given – The Station Master sending the “Obstruction Danger” signal shall turn the Commutator of his Block Instrument to “Train on Line” and shall on no account obstruction has been removed and has given the “Obstruction Removed” signal. (6) (b) Stop and examine train – (i) This signal is sent to the Block station in advance when anything unusual is observed on a train passing a station, such as – ・ Signals of alarm by a Passenger, ・ Goods falling off from an open wagon, ・・ Hot axle-box, ・ A carriage door opening outwards, ・ A goods wagon door open and not fastened or secured, ・ Steel consignments loaded in unsafe condition, or ・ Any other dangerous condition likely to foul or obstruct the railway line or lines. (ii) Station Masters and their staff shall observe the condition of vehicles on trains passing their stations. In the event of any defect or irregularity as referred to in sub-paragraph (I) above, being detected, immediately steps shall be taken to stop the train by showing danger signals. If the train cannot be stopped, the Station Master shall at once send “Stop and Examine Train” signal (000000-0) Six pause one to the Station Master of the Block station in advance and advise him by telephone why the signal was sent, under exchange of Private Numbers. 14 (iii) The Station Master sending the signal shall, if he considers it advisable, stop a train coming in the opposite direction, with a view to ascertaining whether, any injury to a passenger or damage to the train has been caused by the train for which the signal was sent. (iv) The Station Master receiving the signal shall acknowledge it immediately and ascertain if the Station Master giving the message considers that the adjacent line or lines is/are likely to be fouled. In case the fouling of adjacent line/lines is/are considered likely, the Station Master receiving the message shall use all available means to stop the train in question and also any train proceeding by adjacent lines likely to be fouled. Till such time as the affected train which was likely to foul the adjacent line or lines, arrives complete at the station where the message was received by the Station Masters at either end of the block section, shall not allow any train by such adjacent line(s) in either direction. When the affected train has been stopped, it shall be carefully examined and dealt with as occasion may require. (v) If, after examination of the train the reason for the signal is not apparent or there is a likelihood of a passenger having fallen down or some goods or materials having fouled or obstructed the railway lines, trains may be permitted to enter the section by the same or adjacent lines after advising the Loco Pilot of the circumstances and warning them through a Caution Order to proceed at a speed not exceeding 15 Kmph to the next Block station and to keep a sharp look-out for any possible obstruction, Issuing of Caution Order shall be discontinued only when it has been ascertained that the concerned block sections are free from obstructions. (vi) If, however, the Station Master sending the signal notices, signals of alarm by a passenger in the passing train or goods falling off an open wagon or any other dangerous condition likely to have fouled or obstructed the railway line or lines of the section in rear also he shall, after taking action as per sub-paragraph (ii) above, use all means available to stop trains, if any, proceeding in the opposite direction toward the Block Station in rear by adjacent lines and send immediately “Obstruction Danger” signal to the Station Master of the Block station in rear to stop trains. If, any approaching train in the same direction either by the same line or adjacent lines. He shall then advise him by telephone why the signal was sent, under exchange of Private Numbers. Thereafter, trains may be permitted to enter the section by the same or adjacent lines after advising the Loco Pilot of the circumstances and warning them through a Caution Order in accordance with the procedure as mentioned in Sub-paragraph (v) above. (6) (c) Train passed without Tail-lamp or Tail-board” – This signal shall be sent to the Block station in advance should a train pass without a Tail-lamp which must be burning by night. The “Train out of Section” signal shall not be sent to the Block Station in rear, until advice has been received from the station in advance, that the train is complete. 15 (i) If after sending the signal the Station Master has reason to believe that a portion of the train is missing he shall immediately put or keep all Up and Down signals in the “ON” position. He shall use all means Loco Pilot of which shall be given a Caution Order containing instructions to keep a sharp look out for an obstruction on either line. (ii) When the train has been stopped, the Station Master shall satisfy himself whether it is completed or not and shall advise the Station Master in rear accordingly. If the train is found to be complete and conditions under which “Train Out of Section” signal can be given, are prevailing. He shall signal “Train Out of Section”. Before allowing the train to proceed he shall see that the last vehicle is indicated in one of the following ways prescribed in General Rule 4.16. By night as well as in thick foggy or tempestuous weather during day a tail lamp or hand signal lamp showing red. (iii) If the train is found to be incomplete, the “Train out of Section” signal shall be withheld. Normal working shall not be resumed until ck Sections concerned are clear. (iv) Should the signal be received too late to stop the train the signal shall be forwarded immediately to the Block station ahead. (6) (d) “Train Divided” – This signal (six pause three) is sent to the station in advance in case a train is seen to be running through a station in two or more parts. (i) The Station Master receiving the signal shall after acknowledging it turn the commutator of his Block Instrument to “Train on Line” and take has been stopped and the Station Master is shall follow the procedure laid down in Subsidiary Rule 6.03. (ii) When the remainder of the train has been brought into the station ahead and of the train portion and the “Train out of section” (four beats-0000) signal given to the Block Station in rear, provided the conditions under which line clear may be given, have been complied with. (iii) This signal shall also be sent to the station in advance should a train become divided when starting from a Block station and the Loco Pilot stationary 16 (6) (e) “Vehicles running away on wrong line” – This signal (000000-0000) six pause four shall be sent when a train, portion of a train or a vehicle be proceeding on a wrong line. The Station Master sending the signal shall immediately put all his signals in the “ON” position and shall issue a Caution Order to the Loco Pilot direction (on the right line) mentioning the circumstances and instructing him to proceed cautiously. (i) The Station Master receiving the signal shall immediately endeavour to stop the runaway vehicles by diverting them into a siding. Where no siding is available or where this course would result in a serious accident, he shall cross the vehicles over to the right line, provided the Block Section on that line is clear. (ii) Station Master receiving the signal should also transmit the same to the station in advance. He should also take action for stopping the runaway vehicle. (iii) Should there be a train travelling towards the runaway vehicles on the same line all available measures shall be taken to stop the train. (6) (f) “Vehicles running away on right time” – This signal (000000-00000) six away on the right line or when a train has entered a Block Section without authority. The Station Master sending the signal shall keep all signals in the “ON” position and use all measures available to stop any train entering the Block Sections between the Block Stations concerned whether on the line occupied by the runaway vehicles or on any other line in the occupied Block Section. (i) The Station Master receiving this signal shall also put or keep all signals in the “ON” position. Should the section which the runaway vehicles have entered, be already occupied by a train on the same line, the signals taken off shall be kept “OFF” until the train has passed them. The Station Master shall also use every means available to stop any train following the runaway vehicles or proceeding in the opposite direction. (ii) If the signal is received too late to take the action mentioned in the preceding clause the Station Master shall repeat it to the next station towards which the runaway vehicles are proceeding and should also take action for stopping the runaway vehicle. (7) “Testing Signal” – This signal is used by the Block Maintenance Staff to ascertain whether the Block Instruments etc. are in order and if shall be promptly repeated by Station Masters. (8) The Lock and Block instrument should be treated as defective and its working should be suspended under any of the following conditions – (i) The Last Stop Signal is not restored to ‘ON’ position automatically by the passage of the train. 17 (ii) If it is found possible to take off the last Stop Signal without obtaining the “Line Clear” indication on the instrument. (iii) If the Block Instrument Commutator could be turned from ‘TOL’ to ‘Line Clear’ position without the arrival of the train. (iv) When the Block Instrument shows erratic movements of the indicators or is defective in any other way. 3.04. Failure of Electrical Block and Speaking Instruments. – In the event of failure of the Block and Speaking Instruments trains shall be signalled in accordance with rules laid down below - (a) Should the Block Instrument fail – The block Bell shall only be used for sending the “Call Attention” signal. All signals in connection with the passing of a train shall be given by telephone. The “Line Clear Advice” obtained on phone or by any other me an exchange of Private Numbers. (b) Should the Block Bell fail - The Block Instruments shall be put out of use and the Station Master shall inform the Controller who will advise the station concerned to attend the telephone and trains shall be passed as prescribed in paragraph (a). (c) Should the Direct telephone communication also fail – (i) Should the direct telephone communication also fail all messages for passing trains shall be transmitted through Control telephone and Line Clear will be obtained and given through Control phone after exchange of Private Numbers. (ii) The Station Master asking Line Clear from the Station Master at the other end of the Block Section will indicate the departure time from this station of the last two preceding trains, Similarly, the Station Master who will grant Line Clear, shall give to the Station Mater asking Line Clear, the arrival time at his station of the last two preceding trains. (iii) Thereafter, Line Clear shall be asked and given after due exchange of Private Numbers. (iv) Section Controller should ensure that the Station Master at either end shall, before asking and granting “Line Clear” repeat the arrival and departure timings of the last two preceding trains. He should also check correctness of the particulars to ensure that correct stations are contacted and record on his control chart the Private Numbers exchanged between the stations concerned. The Station Masters concerned shall, however, be entirely responsible for safety of trains. (d) Should all means of communication fail – All messages for passing trains shall be transmitted through the VHF sets, if provided, and trains shall be passed as prescribed in paragraph (c). Note – VHF should also be taken as an available means of communications for train passing work which is detailed in Appendix – B of this Manual. 18 3.05. Rules and Regulations for working of trains during total interruption of Communications on double line section – 1. In the event of total interruption of communications occurring between two stations on a double line section i.e. when “Line Clear” cannot be obtained by anyone of the following means stated in order of preference viz. (a) Block Instruments; Track circuits or Axle Counters; (b) Telephones attached to the Block Instruments; (c) (d) Fixed Telephones such as Railway Auto Phones, BSNL Phones under special instructions. (i.e. “Line Clear” shall be separately for each train as detailed in Appendix – “A” of BWM). (e) Control Telephone; (f) V.H.F. sets under special instructions, but not as sole means of communication on sections where Passenger trains run. Provided further that – (A) The order of preference, as mentioned above, should not be violated under any circumstances. Any violation should be treated with utmost severity for taking up the defaulters. (B) In case of failure of all other means of communication, leaving VHF as the only alternative, it can be used for line clear only under special instructions specifying the circumstances, duration and manner in which VHF will be used till restoration of any one of the other means of communication. The use of VHF sets for prolonged duration will be permitted only in presence of supervisory staff in terms of the following instructions – i. In a single line station, in case of any defect in block instrument whereby paper line clear ticket has to be introduced, SSE/JE (S&T) should reach the station immediately, within one hour of occurrence of such failure. ii. any other nearby supervisory Station Master should go to the station for assisting the staff there and to ensure that all rules are meticulously adhered to and appropriate authority for each and every train issued, taking care that there are no mistake. iii. In such incidents, Section Controller should also ensure that no crossing or precedence is arranged at a station where such failure is continuing. iv. Similar precaution to be taken during introduction of single line working in double line sections. v. In case of failure of block instruments in double line section, similar action should be taken for rectifying the failure in three hours. Section Controller should not allow precedence at such stations till the Instruments are put right. vi. Further, in case the senior supervisors mentioned above do not reach the station where such failure occurred within the stipulated period and if there is mishap, they should be held equally responsible for the same. In case, the non- attendance is due to orders of the Superiors, level should be held accountable. This procedure should be introduced immediately. The speed restriction of 30 Kmph wherever being imposed on this account should be discontinued. A speed restriction of 30 kmph be imposed additionally if working train on PLC exceeds duration of 24 hrs. of PLC working introduction. (Authority : Rly. Board's Letter No. 2005/Safety (A&R) / 19/16 dated : 16/10/2007) 19 (C) VHF sets can, however, be used as the only means of communication, under are running. (D) In all cases where line clear is obtained / granted by a means of communication other than Block Instrument / Track Circuit / Axle Counter or telephone attached to Block Instrument, the system of calling station name, followed by establishing identity of the Station Master on duty by either cross checkin g by Private Numbers given for line clear to preceding three trains, or identification number sheet should be prescribed. (E) Further, wherever Global System of Mobile Radio has been / is being provided, the use of VHF sets for the purpose of line clear should not be permitted. The following procedure shall be adopted for train passing. 2. Before any train is allowed to enter a block section in advance, it shall be brought to a stop and the Loco Pilot and the Guard of the train shall be advised of the circumstances by the Station Master on duty. 3. The Station Master shall give an authority for working of trains during total interruption of communication on double line section to the Loco Pilot of each train on Form T/C 602 which shall include :- (a) An Authority for working of trains during Total Interruption of Communication on Double line Section on Form T/C 602. (b) A caution order restricting the speed to 25 kilometres per hour over the straight and to 10 kilometres per hour when approaching or passing any portion of the line where the view ahead is not clear due to curve, obstruction, rain, fog or any other cause. (c) An authority to pass the last Stop signal in the ‘On’ position. 4. In the event of a Loco Pilot approaching or passing any portion of the line where the view ahead is not clear, a railway employee with hand signals must be sent in advance to guide the further movement of the train. A sharp look out ahead should be kept and the engine whistle freely used. 5. No train shall be allowed to enter the block section until there is a clear interval of 30 minutes between the train about to leave and the train which has immediately preceded. 6. Fixed signals with the exception of the Last Stop signal may be “taken off” for the reception and departure of trains. The First Stop signal shall, however, be “taken off” only after the train has been brought to a stand outside it. 7. A tunnel should be entered only after it has been ascertained that it is clear. If there is any doubt on this point, the train should be piloted by a railway employee equipped with hand signals and detonators. 8. The Guard shall keep a sharp look out in the rear and be prepared to exhibit a hand danger signal to prevent the approach of a train from the rear and to protect it if necessary. 9. When a train stopped in the block section the Guard shall immediately exhibit a hand danger signal towards the rear and check up that the tail board or the tail 20 light is correctly exhibited. If the stoppage is on account of accident, failure, obstruction or other exceptional cause and the train cannot proceed, the Loco Pilot shall sound the prescribed code of whistle to apprise the Guard of the fact, where upon the Guard shall protect the train by placing one detonator at 250 metres from the train on the way out and two detonators, 10 metres apart, at 500 metres from the train, irrespective of the gauge. When a train is detained outside signals and if the detention exceeds or is likely to exceed 10 minutes it shall also be protected accordingly. In the absence of the Guard, the duty of protecting the train shall devolve on the Loco Pilot. 10. No train shall be backed. In exceptional circumstances when it may be unavoidable to back a train, the train shall be backed only after providing protection by placing one detonator of 250 metres and two detonators, 10 metres apart, at 500 metres in rear of the point up to which the train is to be backed. 11. Before entering a tunnel, the head lights, side and tail lights and other lights (where provided) shall also be lit. 12. When approaching the station ahead, the Loco Pilot must bring his train to a stop outside the first Stop signal and sound continuous whistle (or any other code prescribed by special instructions), if no one from the station turns up within 10 minutes the train shall be protected as per para 9 above and the Loco Pilot may send his Assistant Loco Pilot immediately thereafter, to the station or the cabin to inform the Station Master or Cabin man of the fact that the train is waiting at the signal for its admission into the station. In the absence of the Assistant Loco Pilot, the Guard, after protecting the train, shall give this information. 13. The Loco Pilots of all trains shall make over the “Authority for working of trains during total interruption of communication” on Double Line Section on Form T/C 602 to the Station Master of the station at the other end of the affected section. These shall be kept by the Station Master in his safe custody for inspection by the Transportation 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 within 7 days of resumption of communications. 14. A record of all trains passed over the block section on “Authority for working of trains during total interruption of communication” on Double Line Section on Form T/C 602 during the course of total interruption of communications, shall be maintained on the Train Signal Registers at both the stations concerned. 15. Trains must continue to work on this system until any one of the means of communications, mentioned in rule (1) above is restored by the competent authority. 16. As soon as any one of the means of communications has been restored, the Station Master must send a message to the Station Master at the other end of the section on the “Message on Restoration” on T/I 602 form. 17. “Line Clear” shall not be obtained or given by means of communications restored until both the stations are satisfied that all trains and engines etc. dispatched from their stations have arrived complete at the other station. When the trains referred to in paragraph (16) above arrive complete at the stations, after “restoration of communication”, their No. and their arrival time will be communicated to the other Station Master concerned under exchange of Private Numbers. There after an intimation about this shall be given to Section Controller also, on controlled sections, if communication with the Section Controller has also got 21 restored and normal working resumed. If however, communication with Section Controller has not got restored along with restoration communications between two stations. The Section Controller shall be advised of the position immediately on restoration of communication with him. 3.06. Reporting of Failures – (a) All failures of Electrical Block and Electrical Speaking Instruments or any Electrical Signalling Apparatus shall be reported to the following persons by message – Divisional Railway Manager; Divisional /Assistant signal and Tele-communication Engineer; SSE (S&T) or his assistant; Transportation Inspector (Movement). (b) The Station Master shall record details of all failures in the Block Failure Register maintained at his station. (c) When a failure has been rectified, the SSE (S&T) or his authorized representative shall certify to that effect in the column provided in the Block Failure Register. 3.07. Obstruction of the Block section – No obstruction of the Block Section shall be allowed to take place under any circumstances without the permission of the Station Master controlling the section having been first obtained. 3.08. Thick, foggy or tempestuous weather – Drawing of a train, waiting for an “Authority to Proceed”, up to a Starter in an advanced position or up to an Advanced Starter is totally prohibited under the following conditions: (i) In thick, foggy or tempestuous weather impairing visibility even if track circuits or Axle Counters indicate the presence of the train in the advanced position, and (ii) At night when track circuits and Axle Counter have failed to indicate the presence of the train in the advanced position. 3.09. Train Signal Register – (a) The exact time at which all signals are sent or received and also Private Numbers when used shall be entered, immediately after being acknowledged in the Train Signal Register by the Station Master on duty. (b) The entries shall be in ink and no erasures shall be made in any circumstances. If an incorrect entry is made, a line shall be drawn lightly through it and the correction made above it and initialed so that the original entry may be clearly seen. (c) The Train Signal Register is on no account to be taken out of the Block Cabin. It shall be examined and signed daily by the Station Master. The only exception to this rule is when an accident has occurred under which circumstances the register may be removed for safe custody by the Station Master or by an Inspector after a new register has been brought into use. 22 (d) The Train signal Register shall also be scrutinized by the Transportation Inspector (Movement), who shall place his initials against such portions of the register as he has examined. 3.10. Station Masters changing duty.– (a) The Station Master who makes any entry for a train shall continue on duty until all the entries affecting that train are completed. By this it shall be understood that the man who gives permission for the train to enter the Block Section shall remain on duty till the train has arrived and the “Train out of Section” signal has been given and acknowledged. The man who receives permission for the train to enter the Block Section shall remain on duty till the “Train out of Section” signal has been received and acknowledged. (b) In the case of a train working in the Block section and in exceptional circumstances like accidents engine failure, OHE failures when abnormal delay to the train is apprehended sub-rule (a) need not be observed, but the fact shall be recorded in the remarks column of the Train Signal Register by the Station Master going off duty who shall be responsible for seeing that the entry is initiated by the Station Master coming on duty. (c) A line shall be drawn across the Train Signal Register whenever a Station Master changes duty and the Station Master going off duty shall sign his name legibly an enter the time above the line. The Station Master coming on duty shall sign his name below the line. 3.11. Custody of keys of points. – At stations where there is no locking between the points and signals the keys of points which connect with a running line shall be kept in the custody of the Station Master or some Railway servant appointed in this behalf and the Station Master shall not give permission for a train to approach or leave unless he has satisfied himself that the point connecting with the line on which the train is to be received or dispatched are correctly set. II – “A” CLASS STATIONS 3.12. Conditions under which line clear may be given – (GR 8.02). The line shall not be considered clear, and line clear shall not be given unless – (a) The whole of the last preceding train has arrived complete; (b) All signals have been put back to “on” behind the said train; (c) The line on which it is intended to receive the incoming train is clear up to the Starter; and (d) All points have been correctly set and all facing points have been locked for the admission of the train on the said line. 3.13. Obstruction when train is approaching – (GR 8.05) – When line clear has been given, no obstruction shall be permitted outside the Home signal, or on the line on which it is intended to admit the train, up to the Starter pertaining to the line on which the train is to be received. 23 3.14. At ‘A’ Class stations on the Double line where Advanced Starters are not provided and except where special instructions are issued to the contrary, if “Line Clear” has been given to the station in rear when the Block section in advance is obstructed, all signals shall be kept at danger and the train must be brought to a stop at the Home signal, then only it shall be taken off to allow the train to draw up to the Starter. Should however, the Block Section in advance be cleared before the train for which “Line Clear” has been given has arrived at the Home Signal/Signals may be taken off in the usual manner. 3.15. Refusing “Line Clear” – If a station receives the “Is Line Clear” signal and is not in a position to accept the train, the “Is Line Clear” Signal shall be answered as per procedures prescribed in sub-paragraphs (I) & (ii) of paragraph. 3.03(2). The time that the “Obstruction Danger” signal is sent and received shall be entered in the Train Signal Register at both stations. 3.16. “Train Entering Section” – The “Train Entering Section” signal shall be sent as soon as the train or a part of the train passes the last Stop signal. 3.17. “Train on Line” – (a) This indication on the lock Instrument is preceded by the prescribed Bell code signal of four beats and shall be sent in acknowledgement of the Train Entering Section signal received from the station in rear. (b) If the Station Master finds his Block Instrument still showing “Train on Line” after the lapse of the full running time of the train plus five minutes he shall take steps to ascertain from the Station Master in advance the cause of the delay in giving the “Train out of Section” signal. Failing any response from the Station Master in advance the matter shall be reported immediately to the Controller. 3.18. “Train out of Section” – The “Train out of section” signal shall not be sent until – (i) The train has passed the Starter or there is a line which is clear up to the starter, the facing points of which have been correctly set and locked; (ii) The Station Master has satisfied himself that the whole train has arrived complete; and (iii) All signals protecting the rear of the train have been put back to “ON”. 3.19. Obstruction in rear of Starter when Block section is clear – G.R. 8.06 (2) – (a) If when the Block section in rear is clear, it becomes necessary to obstruct the line outside the Home signal or between the Home and the Starter the line shall be blocked back. (b) The following is the method to be followed for blocking back – if “Line Clear” has not been given for a train to approach, the Station Master of the station wanting to “Block Back”, shall telephone to the next station in rear as follows :- “I am blocking section back for shunting purposes. Private Numbers ………………………………..” The Station Master receiving this advice shall acknowledge it as follows – “I note the section is to be blocked back for shunting purposes. Private Numbers………………………………..” 24 The Station Master at the shunting station shall then turn the needle of his Block Instrument to “Train On Line”. As soon as the Block section is cleared, the station blocking back shall advise the station in rear as follows – “Shunting has been completed. Block section is clear. Private Numbers ………………………………” The Station Master in rear shall reply as follows – “I note shunting has been completed and Block Section is clear. Private Numbers………………………………” The Station Master at the station blocking back shall then turn the needle of his Block Instrument to “Line Closed” position. (c) The time at which each of the above mentioned messages are exchanged shall be entered in the Train Signal Registers at both stations separately for each message. 3.20. Obstruction outside last Stop signal when Block Section is clear – [G. R.8.06 (3)] – If when the Block section in advance is clear, it becomes necessary to obstruct the line outside the last Stop signal – (a) either a shunting arm (which may for this purpose be provided on the post of the last Stop signal) shall be taken off or a written permission to shunt on (Form T/806) be given to the Loco Pilot; and (b) the line shall be blocked forward. 3.21. Blocking Forward – The following is the method of blocking forward (a) The Station Master shall telephone to the next station in advance as follows – “I am blocking section forward for shunting purposes Private Numbers ………………………………..” The Station Master receiving this advice shall acknowledge it as follows – “I note that you are blocking section forward for shunting purposes. Private Numbers………………………………..” and shall then turn the needle of the Block Instrument to “Train on Line” position. (b) If the section is occupied by a train proceeding to the next station shunting may be performed without blocking forward, but should the section be cleared while shunting is still in progress the section shall be blocked forward as above. (c) As soon as shunting has been completed and the Block section is cleared the station performing shunting shall telephone to the station in advance as follows- Shunting has been completed. Remove Block; Private Numbers………………………………..” The Station Master in advance shall reply as follows – 25 “Block removed. Private Numbers ………………………” and shall turn the needle of his Block Instrument to “Line Closed” position. (d) The times at which each of the above mentioned messages are exchanged shall be entered in the Train signal Registers at both stations separately for each message. 3.22. The last stop signal is interlocked electrically with the Block Instruments and an electric lock is provided inside the Block Instrument on Commutator. The operation of the last stop signal and Block Instrument Commutator are described below :- (a) Control on the Last Stop Signal – (i) The last stop signal shall be so controlled that it cannot be taken “off” until the Block Station in advance is signalled “ Line Clear” on the Block Instrument. (ii) The lever/switch button is free and the signal can be put back to “on” any time. (b) Lock on the Block Instrument – The Block Instrument Commutator is locked when turned to indicate “Train On Line” after the passage of train over treadle/track circuit/axle counter placed in advance of Last Stop Signal and the signal goes back to “ON” position for which “Line Clear” has previously been signalled. The commutator remains locked in that position until – (i) The train has operated a treadle/track circuit/axle counter placed in advance of Home Signal at receiving station. (ii) The Home Signal Lever has been put back to “Normal” position. (iii) The whole of the train has cleared the first facing point fully. 3.23. Release Plungers – These are only provided at stations having back shunt dead end siding. In the Station Master’s Office, there are two Release Plungers and two Bells (one Plunger and one Bell referring to the Up line and the other Plunger and Bell referring to the Down line). Each plunger works a counter which records the number of times the Plunger has been operated. In the Signal cabin are located two Bells and two sets of press Buttons, each set consisting of two buttons one marked “Release” and the other Bell one set of Press Buttons and one Bell refer to the Up line and the other see an bell to the Down line. 3.24. Use of Release Plungers- The circumstances under which the release the Block Instrument Commutator may be effected by means of the Release Plungers are as under :- (a) When a train has been shunted for precedence to enable a following train to pass and consequently the Treadle/Track Circuit in advance of the last Stop Signal has not been operated. (b) When a train has procceded and the Treadle Track circuit failed to operate. Note : Failure of the treadle will be indicated by – (i) the sound resulting on operation of the treadle being not audible, and 26 (ii) the commutator of the Block Instrument getting locked in the “Train on Line” position. 3.25. Method of operating Release Plungers – When a train has been shunted or a Treadle/Track circuit has failed the person operating the Block Instrument presses the button marked “Bell” (Up or Down as the case may be) to call the Station Master’s attention. The Station Master having satisfied himself by personal inspection that the line is clear for a following train, signals protecting the rear are in “On” position and points are correctly set presses the corresponding Release Plunger to its full extent and holds it for about ten seconds. This action rings the bell in the cabin and the person operating the Block Instruments shall immediately press the button marked “Release” at the same time turning the Block Instrument Commutator to “Line Closed” the combined action having released the Block Instrument. 3.26. Record or operations – (a) A record shall be maintained by the Station Master every time the Release Plungers are used. This record shall include– (i) The number of the train in serial number which did not operate the Treadle/Track circuit in consequence of being shunted or through failure of the Treadle/Track circuit. (ii) time used. (iii) The number appearing on the counter after the operation of the Release Plunger. (iv) Brief remarks as to the circumstances which necessitate the operation of the Release Plunger. (v) Signature of the Station Master. This record shall be entered in a book especially set apart for the purpose. (b) The person operating the Block Instruments in the cabin will likewise record the operation by making a remark in the Remarks Column of the Train Signal Register as follows – “Release Plunger” operated by S. M. at………. hours………… minutes. Reasons for operating the Plunger should also be clearly recorded. These records must be inspected by the Transportation Inspectors, during the course of inspections. 3.27. Failure of Treadles/Track circuit- At stations where Release Plunger are not provided the following shall be the procedure – (a) The Station Master on finding that his Treadle/Track circuit has failed shall inform the station in rear of the fact by telephone and exchange Private Numbers with him. The Station Master in rear shall ask for the obtain “Line Clear” for the next train on the block bell after previously obtaining a Private Numbers from the station in advance. The Private Numbers shall be recorded in the Train Signal Registers against the train in question at both stations. (b) The Station Master in rear shall then issue (Form T/369-3b) to the Loco Pilot of the train as an authority to pass the Stop Signal in the “On” position 27 III – “B” CLASS STATIONS 3.28. Conditions under which line clear may be given- [(G. R. 8.03 (i)] – The line shall not be considered clear, and Line Clear shall not be given unless, (a) the whole of the last preceding train has arrived complete; (b) all necessary signals have been put back to ‘on’ behind the said train; and (c) the line is clear – (i) at stations equipped with two aspect signalling up to the Home signal or (ii) at stations equipped with multiple-aspect signalling or modified lower quadrant signalling – Up to the outermost facing points or the Block Section Limit Board (if any). 3.29. Obstruction when train is approaching - (G.R. 8.05) – When Line Clear has been given, there shall be no obstruction of the line outside the Home signal but shunting between the Home signal and the last Stop signal of the station may go on continuously, provided the necessary signals are kept at “On”. Note : When Line Clear has been given for a train, no obstruction of the line between the Home signal and the last Stop signal of the stations shall be permitted under the provisions of paragraph 3.29 above in thick, foggy or tempestuous weather, impairing visibility. 3.30. Refusing “Line Clear” – If a station receives the “Is Line Clear” signal and is not in a position to accept the train, the “Is Line Clear” signal shall be answered by sending the refusing line clear signal (six beats) without putting the Block Instrument needle to “Train on Line”. The time that the refusing line clear signal is sent and received shall be entered in the Train signal register. 3.31. “Train Entering Section” – the “Train Entering Section” signal shall be sent to the station in advance as soon as the train passes the last Stop signal. 3.32. “Train on Line” – (a) This indication on the Block Instrument is preceded by the prescribed Bell Code signal and shall be sent in acknowledgement of the “Train Entering Section” signal received from the station in rear. (b) If the Station Master finds his Block Instrument still showing “Train On Line” after the lapse of the full running time of the train plus ten minutes for passenger train and 20 minutes for Goods trains he shall take steps to ascertain from the Station Master in advance the cause of the delay in giving the “Train out of Section” signal. If there is no response from the Station Master in advance the matter shall be reported immediately to the Controller. Station Master will also ensure that no train is allowed to enter the section which is not clear. He will also ask Station Master in advance if he has initiated action as per GR and SR 6.04 for a train being over due. 3.33. “Train out of Section” – The “Train out of Section” signal shall not be sent until – (1) the train has passed the Home signal or any other signal where block section terminates. (2) the Station Master has satisfied himself that the train has arrived complete; 28 (3) all signals have been put back to “On” behind the said train. 3.34. Obstruction outside Home signal when Block section is clear. – (G.R. 8.06) (a) If, when the Block section in rear is clear, it becomes necessary to obstruct the line outside the Home signal, the line shall be blocked back. (b) The following is the method of blocking back – If “Line Clear” has not been given for a train to approach the Station Master of the station performing shunting shall telephone to the next station in rear as follows- “I am blocking section back for shunting purposes Private Numbers……………………………..”. The station Master receiving this advice will acknowledge it as follows – “I note the section is to be blocked back for shunting purposes. Private Numbers……………………………..”. The Station Master performing shunting shall then turn the needle of his Block Instrument to “Train on Line”. As soon as the Block Section is cleared the station Master performing shunting shall advise the station in rear as follows – “Shunting has been completed. Block section is clear. Private Numbers……………………………..” The Station Master in rear shall reply as follows – “I note shunting has been completed and Block section is clear. Private Numbers……………………………..” The Station Master at station at which shunting was being performed shall then turn the needle of his Block Instrument to “Line Closed” position. (c) The times that the above messages, signals and Private Numbers are sent shall be entered in the “Train Signal Registers” at both stations separately, immediately after sending the message, signal or Private Numbers as the case may be. 3.35. Obstruction beyond the Last Stop signal when Block section is clear. – [G.R. 8.06 (3), 8.15] If when the Block section in advance is clear, it becomes necessary to obstruct the line outside the last Stop signal – (a) either a shunting arm (which may for his purpose be provided on the post of last stop signal) shall be taken “off” or a written permission to shunt on Form T/806 shall be given to the Loco Pilot and the block instrument of the section concerned should be put on “Train On Line” position. (b) the line shall be blocked forward. 3.36. Blocking Forward – The following is the method of blocking forward – (a) The Station Master shall telephone to the station in advance as follows- “I am blocking section forward for shunting purposes. Private Numbers……………………………..” The station Master receiving this advice shall acknowledge it as follows- 29 “I note you are blocking section forward for shunting purposes. Private Numbers……………………………..” and shall then turn the needle of the Block Instrument to “Train on Line”. (b) If the section is occupied by a train proceeding to the next station shunting may be performed without blocking forward but should the section be cleared while shunting is still in progress the section shall be blocked forward as above. This should not be done if there is a falling gradient from the block section towards the station. (c) As soon as shunting has been completed and the Block section is cleared the shunting station shall telephone to the station in advance as follows – “Shunting has been completed. Remove Block. Private Numbers………….” The Station Master in advance shall reply as follows – “Block removed. Private Numbers……………………..” and shall turn the needle of his Block Instrument to “Line Closed”. (d) The times that the above messages, signals and Private Numbers are sent shall be entered in the Train signal Registers at both stations separately immediately after sending the message, signal or Private Numbers as the case may be. Additional rules and regulations applying to stations at which the Block Instruments and signals are interlocked. 3.37. At such stations Electric locks are provided on the last Stop signal lever and on the Block Instrument Commutator. The operation of the locks is described below – (a) Lock on the last Stop signal – (i) The last Stop signal lever is locked in the normal or “On” position and the signal cannot be taken “Off” until the Block Station in advance has given “Line Clear” on the Block Instrument following prescribed procedure – (ii) The lever is free in the reverse or “Off” position and the signal can be put back to “On” at any time. (iii) The signal once it has been “taken off” and put back to “On” cannot be “taken off” again for the same “Line Clear” nor can it be “taken Off” for a subsequent “Line Clear” unless “Train On Line” indication has been signalled previously by the station in advance. (b) Lock on the Block Instrument – The signal, once it has been “taken Off” and put back to “On” should not be “taken off” again for the same “Line Clear” nor should it be “taken Off” again for a subsequent “Line Clear” unless the Block Station in advance turns his Commutator cautiously to “Line Closed” and then gives a fresh “Line Clear” or grants a “Line Clear” after a “Train On Line” has been signalled previously. 30 3.38 Failure of Treadles/Track circuit – (a) The Station Master on finding that Treadles has failed shall inform the station in rear of the fact by telephone and exchange Private Numbers with him. The Station Master in rear shall ask for/and obtain “Line Clear” for the next train on the Block Bells after obtaining a Private Numbers from the station in advance. The Private Numbers shall be recorded in the Train Signal Registers against the entries of train in question at both stations. (b) The Station Master in rear shall then issue Form T/369(3b) to the Loco Pilots of the train as an authority to pass the last Stop signal in the “On” position. IV – “C” CLASS STATIONS 3.39. Conditions of granting Line Clear – (GR 8.04) – The line shall not be considered clear and line clear shall not be given, unless – (a) the whole of the last preceding train has passed complete at least 400 metres beyond the Home signal and is continuing its journey; and (b) all signals taken “off” for the preceding train have been put back to “on” behind the said train. 3.40. Refusing “Line Clear”. – If a station receives the “Is Line Clear” signal and is not in a position to accept the train, the “Is Line Clear” signal shall be answered as per procedures prescribed in sub paras (i) & (ii) of Para 3.03(2). The time that the “Obstruction Danger” signal is sent and received shall be entered in the Train Signal Register. 3.41. “Train Entering Section” – The “Train Entering Section” signal shall be sent as soon as the train passes the last Stop signal of the station. 3.42. Train on Line. – (a) This indication on the Block Instrument is preceded by the prescribed Bell Code signal (three beats) and shall be sent in acknowledgement of the “Train Entering Section” signal received from the station in rear. The Station Master receiving the train on line signal will also turn his Commutator to “Train On Line” position. (b) If the Station Master finds his Block Instrument still showing “Train on Line” after the lapse of the full running time of the train plus five minutes he shall take steps to ascertain from the Station Master in advance the cause of the delay in giving the “Train Out of Section” signal. Failing any response from the Station Master in advance, the matter shall be reported immediately to the Controller. Action as per GR/SR 6.04 shall also be taken. 3.43. “Train Out of Section”.- The “Train Out of Section” signal shall not be sent until – (i) The whole of the last preceding train has passed complete at least (400 metres) beyond the Home signal and is continuing its journey; and (ii) All signals taken off for the said train have been put back to ‘on’ behind it. 31 3.44. Blocking Back and Blocking Forward – Blocking back and blocking forward are never necessary at “C” class station. At such stations action as details below shall be taken by the Station Master when the stations in advance and rear are either “A” or “B” class and desire to block back or block forward for shunting purpose – (a) In the case of the station in advance desiring to block back he shall telephone to the “C” class station in rear as follows – “I am blocking section back for shunting purposes. Private Numbers…………………………” and the “C” class station receiving this advice shall acknowledge it as follows. “I note the section is to be blocked back for shunting purposes. Private Numbers……………………………” The Station Master at the shunting station shall then turn the needle of the Block Instrument to “Train On Line”. As soon as the Block Section is cleared the shunting station shall advice the “C” class station in rear as follows – “Shunting has been completed. Block section is clear. Private Numbers………………………….” The “C” class station in rear shall reply as follows – “I note shunting has been completed and block section is clear. Private Numbers………………………….” The Station Master at the shunting station shall then turn the needle of the Block Instrument to “Line Closed” position. The times that the above message, signals and Private Numbers are sent shall be entered in the Train Signal Registers at both stations, separately and immediately after each operation. (b) In the case of the station in rear desiring to block forward he shall telephone to the “C” class station in advance as follows – “I am blocking section forward for shunting purposes. Private Numbers………………………………..” The “C” class station receiving this advice shall acknowledge it as follows – “I note you are blocking section forward for shunting purposes. Private Numbers………………………………” and shall then turn the needle of the Block Instrument to “Train On Line” position. As soon as shunting has been completed and the Block Section is cleared the shunting station shall advise the “C” class station in advance as follows – “Shunting has been completed. Remove Block. Private Numbers………………………………” 32 The “C” class station in advance shall reply as follows- “Block removed. Private Numbers…………………………………” and shall turn the needle of his Block Instrument to “Line Closed” position. The times that the above messages, signals and Private Numbers are sent shall be entered in the Train Signal Registers at both station separately and immediately after each operation. 3.45. Additional rules and regulations applying to stations at which the Block Instrument and Signals are interlocked. At such stations electric locks are provided on the last Stop signal lever and on the Block Instrument Commutator. The operation of the locks is described below – (a) Lock on the last Stop signal – (i) The last Stop signal lever is locked in the normal or “On” position, and the signal cannot be taken “off” until the Block station in advance has signalled “Line Clear” on the Block Instrument. (ii) The lever is free in the reverse or “off “position and the signal can be put to “ON” at any time. (iii) The signal once it has been taken “off” and put back to “ON” should not be taken “off” again for the same “Line Clear”, nor should it be taken “off” again for a subsequent “Line clear” unless the block Station in advance turns his Commutator cautiously to “Line closed” and then gives a fresh “Line Clear” or grants a “Line Clear” after a “Train on line” has been signalled previously. (b) Lock on the Block Instrument – The Block Instrument Commutator is locked when turned to indicate “Train on Line” provided that “Line Clear” has previously been signalled. The Commutator remains locked until the train for which “Line Clear” and “Train On Line” were signalled has operated a Treadle placed in advance of the Home signal and the Home signal lever has been returned to the normal or “ON” position. 3.46. Failure of Treadles/Track circuit – (a) The Station Master on finding that his Treadle has failed shall inform the station in rear of the fact by telephone and exchange Private Numbers with him. The station Master in rear shall ask for and obtain “Line Clear” for the next train on the Block bells after previously obtaining a Private Numbers from the station in advance. The Private Numbers shall be recorded in the Train Signal Registers against the train in question at both stations. (b) The Station Master in rear shall then issue form T/369(3b) to the Loco Pilot of the train in question as an authority to pass the last stop signal in the “on” position. 33 3.47. (A) Rules and regulations for single line working on a double line section when one line is obstructed. – 1. Whenever an accident to a train or track or other obstruction precludes the use of one of the lines on a double line section, the traffic may temporarily be worked over single line under one of the following systems – (a) By obtaining “Line Clear” on electric speaking instruments. (b) By the installation of single line Block instruments and Shunting Limit Board demarcating the block section in the wrong direction, if the affected line is likely to remain out of use for a substantial period. 2. When it is desired to introduce temporary single line working on double line, on electric speaking instruments, the Station Master at one end of the affected section shall on receipt of reliable information in writing that one line is clear, take steps to introduce temporary single line working on that line in consultation with the Section Controller and the Station Master of the station at the other end of the section. 3. 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 must not be introduced until a responsible engineering official of the rank not less than that of an Inspector has inspected that section and certified that the road is safe for the passage of trains. 4. Single line working shall be introduced between the nearest stations provided with cross-over between Up and Down lines on either side of the obstruction. If there is an Intermediate Block Hut between the above two stations, the same shall be treated as closed and the Commutator of the Block Instrument at such Block Huts shall be kept locked in “Train On Line” position throughout the period single line working is in force. The Commutator shall be locked also in that position with SM’s key, wherever possible. In cases where it is not possible to keep the commutators in “Train On Line” position, as in Daido Instruments the Block Instruments shall be put out of use and Caution Indicator hung on the handle of the Block Instruments. The signals at such Block Huts shall be kept in the “ON” position throughout and these shall be passed by the Loco Pilots on a written authority in the prescribed form issued by the Station Master of the adjoining block station in operation. 5. All trains will be worked in accordance with the rules for the use of electric speaking instruments on single line and “Line Clear” shall be obtained on the telephone attached to Block Instrument or Control Telephone or VHF set. 6. At all stations on the portion of the section on which single line working has been introduced, the Commutators of the Block Instruments pertaining to both obstructed and un-obstructed lines shall be kept in “Train On Line” position throughout the period single line working is in force. The Commutators shall be locked also in that position with SM’s 34 key, wherever possible. In cases where it is not possible to keep the Commutators in “Train On Line” position as, in Daido Instruments, the Block Instruments shall be put out of the use and Caution Indicator hung on the handle of the Block Instruments. At these stations, if the train is running on the wrong line, all fixed signals shall be kept in the “ON” position. 7. After ascertaining that one of the lines is clear for passage of traffic, the Station Master proposing single line working shall issue a message containing the following information under exchange of Private Numbers to the Station Master of the other end of the affected section. (a) cause of introduction of single line working; (b) the line in which single line working is proposed; (c) source of information that the said line is clear; (d) place of obstruction; (e) restriction of speed, if any, on the line; (f) names of intermediate stations, if any, which would be out of use. (g) assurance that the trap points, if any, have been spiked or clamped and padlocked; (h) assurance that if the train is running on the right line, the last Stop signal shall be kept in the “ON” position. In case the train is running on the wrong line, all fixed signals shall be kept in the ‘on’ position; and (i) the number and timings of the last train which arrived or left the block station issuing the message. 8. On receipt of acknowledgement from the Station Master, confirmed by a Private Numbers single line working may be introduced, “Line Clear” will be obtained on telephone attached to Block Instruments or Control Telephone or VHF set or any two way communication system set, and trains run on Paper Line Clear Ticket. In accordance with the instructions contained in the GR book and BWM. 9. Loco Pilot of each train shall be handed over an Authority for Temporary Single Line Working on Double Line Section indicating :- (i) the line on which the train or light engine is to run; (ii) the kilometrages between which the obstruction exists; (iii) any restriction of speed which may have been imposed by way and works staff; and (iv) an assurance to the effect that any trap points on the line in question have been spiked or clamped; 35 (v) authority to pass the last Stop signal in the ‘On’ position. In case the last Stop signal is the Starter, in addition to the written authority, he shall also be shown hand signals at the foot of this signal. 10. An endorsement will also be made in the Caution Order given to the Loco Pilot of the first train to inform all Gateman and Trackman on the way about the introduction of temporary single line working and specifying the road on which the train will run. This information shall be conveyed through the Loco Pilot of a subsequent train also, if necessary. 11. The speed of the first train passing over the temporary single line, will be restricted to 25 kilometers per hour. Subsequent trains may run at their booked speed, subject to observance of other speed restrictions imposed by Way and Works staff. 12. When a train is stopped between stations on account of accident, failure, obstruction or other exceptional cause and the Loco Pilot finds that it cannot proceed, it shall be protected as per G.R. 6.03. 13. In the case of a train proceeding on the right line : (a) The last Stop signal of the station in rear of the affected section may be passed in the “ON” position on a written authority issued by Station Master in the prescribed form T/D 602. In case the last Stop signal is the starter, in addition to the written authority hand signal shall also be shown at the foot of this signal. (b) The approach Stop signals if any of the station in advance of the affected section, may be taken off. 14. In the case of train proceeding on the wrong line :- (a) The train shall be piloted out of the station on a written authority issued by the Station Master after all the facing points have been correctly set and locked and trailing points correctly set & locked over which the trains will pass. (b) On approaching the next station the Loco Pilot shall bring his train to a stop opposite the first Stop signal pertaining to the right line or at the last Stop signal pertaining to the Wrong line (on which he is running), whichever he comes across first. (c) The Station Master of the station in advance shall depute railway servant in uniform at the foot of the signal (whichever the train would encounter first) who shall stop the train on hand danger signal and thereafter pilot it into the station on a written authority issued by the Station Master. (d) If the Loco Pilot finds that no railway servant in uniform has been deputed at the foot of the signal to pilot the train into the station, G.R. 4.44 shall be observed. 15. All the cross-over points in the facing direction over which the train shall proceed, while temporary single line working is in force, shall be clamped and pad locked. 36 16. Resumption of normal working – (a) On receipt of a written certificate from a responsible Engineering Official that the obstructed track is free and safe for passage of trains, the Station Master will issue a message to the other station or stations, as the case may be, under exchange of Private Numbers and decide in consultation with Section Controller, the train after passage of which the normal working has to be introduced unless the conditions of this rule is complied with the abnormal work will continue, no intervention is allowed. (b) When Double Line working is introduced the Block Instruments and all fixed signals, including those of Intermediate Block Huts which were treated as closed, shall be brought into use immediately and entry shall also be made in the Train Signal Register Books of all stations concerned showing the time double line working was suspended, time single line work was introduced and the time normal working was resumed. The Loco Pilot of the first train entering the section after normal working is resumed shall inform all Gatemen and Trackmen on the way about the resumption of normal working. 17. All the records in connection with the temporary single line working shall be retained at the station and the Transportation Inspector of the section must scrutinize them and submit his report to the Divisional Railway Manager within seven days of the resumption of normal working. 3.47.(B) Single Line Working on Double Line during total Interruption of Communication The following rules must, in addition to the rules prescribed in “rules and regulations for working of trains during total interruption of communications on single line” be observed by the staff. 1. Whenever an accident to a train or track or other obstruction, precludes the use of one line on a double line section during total interruption of communications, single line working shall be introduced only after a responsible official of the engineering department, not less than Inspector in rank has certified that the other line on which single line working is to be introduced is free and safe for passage of trains. Such an engineering official shall give the certificate only to the Station Master of the station at that end of the affected section for which the unobstructed line shall be the right line for despatching trains. On receipt of this certificate, the Station Master will follow the rules prescribed for opening of communications. 2. Loco Pilots of trains, including light engine, shall be given a caution order on which, shall be stated clearly – (a) The line on which the train is to run; (b) Kilometreage where the obstruction exists; 37 (c) Any restriction of the speed which may be imposed by way and works staff; (d) An assurance to the effect that any trap point on the line in question have been spiked and clamped. 3. All the cross-over points in the facing direction over which the train shall proceed, while temporary single line working is in force, shall be clamped and padlocked. 4. In the case of a train proceeding on the right line : (a) The last Stop signal of the station in rear of the affected section may be passed in the “ON” position on a written authority issued by the Station Master in the prescribed form. In case the last Stop signal is the starter, in addition to the written authority, hand signals shall also be shown at the foot of this signal. (b) The approach Stop signals, if any, of the station in advance of the affected section may be taken off. 5. In the case of a train proceeding on the wrong line : (a) The train shall be piloted out of the station on a written authority issued by the Station Master after all the facing points have been correctly set and locked and trailing points correctly set over which the train will pass. (b) On reaching the next station, the Loco Pilot shall bring his train to a stop opposite the first Stop signal pertaining to the right line or at the last Stop signal pertaining to the wrong line (on which his train is running), whichever he comes across first. (c) The Station Master of the station in advance shall depute a railway servant in uniform at the foot of the signal (whichever the train would encounter first) who shall stop the train on hand danger signal and thereafter pilot it into the station on a written authority issued by the Station Master. 6. It will be the responsibility of the person in charge of the first engine or self propelled vehicle or other vehicle, sent under “Authority to proceed without Line Clear” in form T/D 602. to inform all the Gatemen and Trackmen en-route about the introduction of temporary single line working as also the line on which it is proposed to run the train. This information shall be conveyed through the Loco Pilot of a subsequent train also, if necessary. 7. Resumption of normal working – (a) If after the introduction of single line working, communications are restored between the two affected stations, the trains will continue to run under special rules until action is taken in accordance with the instructions contained in these rules for the cancellation of the procedure. There after trains will be run in 38 accordance with the instructions for the movement of traffic during temporary introduction of single line working on double line. (b) If, however, before communications are restored, the other line is released for the passage of traffic, trains shall be worked in accordance with the instructions for running of trains on double line section during total interruption of communications. Note – (i) In cases when single line working is introduced first on a double line section and then total failure of communications occurs, single line working would be introduced first as per instructions contained in 3.47(A) above and subsequently during total failure of communications, the rules contained in Chapter VII of the Block Working Manual would be followed. (ii) In cases when total failure of communications occurs on a double line section and then during this total failure, single line working has to be introduced, the rules contained in BWM 3.05 would be observed so long there is total failure of communications only. When single line working has to be introduced subsequently, rules contained in BWM 3.47(B) would be observed and trains passed in accordance with instruction incorporated in Chapter VII of the Block Working Manual. 3.48 Working of trains in cases of obstruction on sections where there are Triple or Quadruple lines. – (a) When owing to an obstruction or for any other cause it becomes necessary to use a line solely for trains to travel in the wrong direction all concerned shall be advised and trains shall proceed on the authority of a Caution Order, “Line Clear” being obtained by Telephone. The signals pertaining to the normal working of the line shall be put out of use and trains shall be admitted on hand signals which shall be displayed at positions where the Home and Warner (or Outer and Warner) signals would be situated. In the event of a Block Hut intervening Line Clear shall be obtained through the Control as laid down in paragraph 3.04 (C). All points whether facing or trailing at the station and Block Hut intervening shall be properly locked, clamped or spiked for the line on which trains will proceed. (b) The Authority for Temporary Single Line working on Double Line on form T/D 602 shall clearly state – (i) that it constitutes the authority for an Up/Down train to proceed in the wrong direction on the Down/Up line. The Private Numbers confirming the “Line Clear” received for the train shall be entered on the form. (ii) any restriction of speed which the Permanent Way Staff might have imposed. (c) First train will run with 25 KMPH and second and subsequent train will run with booked speed. 39 3.49. Failure of Electrical Speaking Instruments – The Block Instruments having been put out of use. (a) Should the direct telephone also fail, this shall be done through the Controller. (b) Should communication with the Controller also fail trains shall be passed on (Forms T/C 602) as laid down in Chapter VII of this Manual. (c) First train will run 25 kmph and second and subsequent train will run with booked speed. 3.50. Persons to be advised. – (a) The persons to be advised in case of obstruction on a section are – (i) The Controller. (ii) The Controlling Station Master. (iii) The Transportation Inspector (Movement). (b) The Station Master sending this advice shall do so by the quickest means possible and mention what action has been taken by him. The Divisional Railway Manager shall also be furnished with full particulars immediately through the Controller. If Control working is suspended, full particulars shall be communicated to the persons concerned. (c) Each Divisional Railway manager shall appoint Controlling Station Masters and detail their lengths. The jurisdiction of each controlling Station Master shall be notified to the staff on the division. 3.51 Regulating Traffic when single line working is introduced – The Controller shall be responsible for regulating traffic while Single Line Working is in force. 3.52. Warning Labour Gang. – Whenever an accident on the Double Line involves the necessity of Single Line working, the person sent to rouse the Labour gangs shall be instructed to warn them of the line on which trains will run. 3.53. Line Clear Forms at Double Line stations – (a) Station Masters at all Double Line stations shall keep in their offices ready for emergencies one complete set of abnormal working books and forms. (b) Transportation Inspectors (Movement) shall see that these books and forms are ready for use when they inspect stations. 3.54. Whenever a Block Instrument is opened by the Inspector/Maintainer of signal department for the purpose of maintenance it should be done only in the “line closed” position of the instrument. A register is to be maintained and Cabinmaster/SM and the staff of signal department shall sign mentioning date and time of opening. The Cabinmaster /SM in charge of the Cabin/Station shall immediately advise the station in rear duly exchanging Private 40 Numbers that the Block Instrument, has been taken on maintenance. During the period the Block Instrument is under such maintenance, “Line clear” will not be signalled on the Block Instruments and trains to be passed according to rules for failure of Block Instrument according to Chapter III of BWM. On completion of Inspection/maintenance the instrument shall again be closed, padlocked and sealed in “Line closed” position and the Cabinmaster/SM and the signalling staff will both sign the register in acknowledgement that the Block Instrument has been sealed and padlocked. Time the block instrument is made available will be recorded in the register. The Cabinmaster/SM in charge of the Cabin/Station shall not however resume normal working on the Block Instrument unless Private Numbers has been exchanged with the Cabinmaster/SM of the block station in rear in co n i f rmaoti n that no train is in the block section or the last train leaving the rear station on Private Numbers has cleared the section. 3.55. Special instructions for working of trains on Absolute Block System through continuous track circuit control and associated indications. (a) At stations in double line territory where block instruments at cabins are not provided the movement of trains on Absolute Block System shall be controlled through continuous track circuit and inter-slotting or track circuiting only with associated indications at the concerning cabins. (b) In sections where movements of the trains are controlled by this method the whole of the section on the pertaining line in the direction a train is to move normally continuous track circuit between last stop signal of the station in rear to the first stop signal and an adequate distance beyond it of the station receiving the train with illuminated indications, to be provided at both the cabins on either end of the track circuit to indicate whether the respective section is clear or occupied. In addition to joint control over the track by the two block cabins at either end of the block section by means of continuous Track Circuit inter-slotting may also be provided if considered necessary. No train shall however be allowed to enter into the continuous track circuited block section unless Private Numbers has been exchanged between the cabins at either end of the section before the concerning signals of the respective cabins are taken off. (c) In the event of total interruption of communication between the block cabins and the block station at either end of track circuit controlling the block section trains shall be worked as per following. (i) When from the track indication it appears that the section from last stop signal to the first stop signal and overlap in the direction of the train is clear trains will be worked as per chapter III paragraph 3.05 of

BWM-16-68 Rules and Regulations for Double Line Working (PDF)

Document Details

Tags

Related

Summary

Full Transcript

Upgrade to continue