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 metres.

9.02. DUTIES OF DRIVER AND GUARD WHEN AN AUTOMATIC STOP SIGNAL

ON DOUBLE LINE IS TO BE PASSED AT ‘ON’

(1) When a Driver 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 Driver shall wait there for 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

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 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 Driver shall proceed at a very slow speed, which shall under no
circumstances exceed 8 kilometres an hour. Under these circumstances, the
Driver, when not accompanied by a Fireman or an Assistant Driver, and if he
considers necessary, may seek the assistance of the Guard by giving the
prescribed code of whistle.

(4) When so sent for by the Driver, the Guard shall accompany him on the engine
cab, before he moves forward, to assist the Driver in keeping a sharp look-out.

(5) When an automatic Stop signal has been passed at ‘On’ the Driver shall proceed
with great caution until the next Stop signal is reached. Even if this signal is
‘Off’ the Driver 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.

S.R.9.02. (i) The ‘ON’ position of an Automatic Signal may be due to the presence of a train in the
Automatic Signalling section ahead including the overlap or due to an obstruction on the track or a broken or
displaced rail or any other cause.

Therefore, When a Driver passes an Automatic Stop Signal at ‘ON’ either on double line or single line
he shall proceed with great caution at a speed never exceeding 15 KMPH even if the visibility may be quite clear.
He shall go on proceeding with such caution, looking out for any possible instruction and be prepared to stop
short of the same until he reaches near the obstruction or near the next automatic signal as the case may be even
if the signal may from any distance be seen exhibiting OFF aspect.

(ii) When a train has to stop at an Automatic Signal because of its being at ‘ON’ the Driver of the
train shall draw his train as close as possible in rear of the signal, in order to provide maximum possible margin
for a train following cautiously behind it in accordance with G.R.9.02.

(iii) After passing a permissible stop signal at ‘ON’ either on double line or single line the driver shall
proceed with great caution and speed never exceed 15 KMPH even if the visibility may be quite clear. He shall go
on proceeding with such caution looking out for any possible obstruction and be prepared to stop short of it, until
he reaches near the obstruction or near the next automatic signal as the case may be even if the signal may from
some distance be seen exhibiting OFF aspect.

(iv) Whenever any Automatic Signal is passed at ‘ON’ the Guard shall record in his Train Journal
the time of passing the signal at ‘ON’ and the time of passing the next stop signal. All such cases of passing the
Automatic Stop signal at ‘ON’ together with the timings of passing the two signals shall be recorded in a special

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register to be maintained in the Control office and this should be scrutinised by the operating officers to ensure
that the drivers take not less than the minimum running time required for observing the speed restriction and
cautions driving.

(v) Every driver passing an Automatic Signal at ‘ON’ must proceed cautiously up to the foot of the
next signal even if the ‘off’ aspect of the same is visible as the line between those two signals may be obstructed.

(vi) After passing an Automatic stop signal at ‘ON’ the driver of the following train hauled by any
locomotives shall ensure that a minimum distance of 150 metres or two clear OHE 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 OHE span which ever is more. In the case of in EMU train following. In case of special
circumstances like floods etc. the following train may be pulled closer to the preceding train or the obstructions.
But in such cases it must be ensured that a proper caution order is given to the second train/EMU before it enters
the signalling section.
(vii) All Guards, Drivers, Diesel Asstt/Asstt. Drivers who are required to work on Automatic
Signalling section shall be imparted one days intensive course once in every six month about the rules pertaining
to this system and competency certificate issued/renewed in token of their knowledge and proficiency in these
rules. A record of such competency certificate issued shall be maintained by Divisional Safety Officer and
Divisional Mechanical Engineer concerned. No Guard, Driver,Diesel Asstt/Asstt Driver shall be put on duty on
such section unless he possesses such a certificate.

(viii) After passing an Automatic Stop Signal at ‘on’ the Guard of a train shall watch that the Driver
does not exceed the speed prescribed. In case of EMU trains if the Motorman exceeds the speed prescribed Guard
(When not travelling with the Motorman) shall give three pause three (000 pause 000) rings on the bell code to
warn the Motorman and take action as prescribed in GR-4.45. In case of other trains also, if the Driver exceeds
the speed prescribed, the Guard shall take action as per GR 4.45.

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 upto the first
Stop Signal but also for an adequate distance beyond it,

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 (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 metres.
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 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.

S.R. 9.04 Automatic Stop Signal in rear of the Home signal on sections where Automatic Block System
on Single line is in operation, shall he called Approach signal and may have either three or four aspects.

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.

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9.06. CONDITIONS FOR TAKING ‘OFF’ MANUAL 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.
(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 Stop
signal for an adequate distance beyond it.
(3) The adequate distance referred to in sub rules (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 sub-
rule(1).
S.R 9.06 (i) when home signal is not taken ‘OFF’ after operation of station panel ,the Station master on
duty shall personally ensure that all points over which the train will pass are correctly set, and pad locked and
line over which train will pass are free from obstruction as required Vide G&SR 3.38 and 3.39.

(ii) The Station Master on Duty will then issue Authority to pass Defective Signals in “ON”position
on prescribed from NoT/369-(3b).
(iii) In the event of failure of points machine, the points shall be set by means of crank handle the
details of which are incorporated in the station working Rules.

(iv) The station master will issue written message to S&T staff for rectification of the defect/Failure
and obtain his remarks in signals Failure Register after the S&T gear is put right.

(v) When Line Clear for train is obtain and Direction of the traffic has been established on station
Panel and Station Master is unable to take OFF the starter Signal, he will ensure that all points over which train
will pass are correctly set, clamped and pad locked . there after he will issue authority on prescribed form no T/D
912 to pass departure signal and other intervening signal at ‘ON’ observing other precaution and proceed to next
station at speed not exceeding 25 kmph. The subsequent train shall not be allowed to follow till the preceding
train has reached the block station in advance.

(vi) When line clear for train is not obtained and Direction of traffic has not been established the
train shall be worked on authority of Paper Line clear Ticket as described under chapter XIV and Appendix ‘B’ of
G&SR book and Absolute Block System will come into force. The Driver shall be issued authority to disregard
Automatic Stop Signal on prescribed form no T/A 912.

(vii) When a relief engine or train is required to be sent in the block section which is occupied due to
obstruction the Station Master shall issue authority on prescribed form no T/C 912 to enter into the block section
up to place of obstruction.

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9.07. DUTIES OF DRIVER AND GUARD WHEN AN AUTOMATIC STOP SIGNAL
ON SINGLE LINE IS TO BE PASSED AT ‘ON’ -

(1) When a Driver 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 Driver 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 Driver to proceed so far
as is known, give permission to the Driver to pass the signal in the ‘On’
position and proceed upto the next signal, as may be 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 can not be made use
of, the Driver shall give the prescribed code of 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 Driver shall proceed at a very slow speed, which shall under no
circumstances exceed 8 kilometres an hour. Under these circumstances, the
Driver when not accompanied by a Fireman or Assistant Driver, and if he
considers it necessary, may seek the assistance of the Guard by giving the
prescribed code of whistle.

(6) When so sent for by the Driver, the Guard shall accompany him on the
engine cab, before he moves forward, to assist the Driver in keeping a sharp
look out.

(7) When an Automatic Stop signal has been passed at ‘On’, the Driver shall
proceed with great caution until the next Stop signal is reached. Even if this

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 signal is ‘Off’, the Driver 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.

S.R.9.07 (i) When a train has to stop at an automatic signal because of its being at ‘ON’, the Driver of
the train shall draw his train as close as possible in rear of the signal, in order to provide maximum possible
margin for train following cautiously behind it in accordance with GR 9.07.

(ii) After passing an Automatic stop signal at ‘ON’ the driver of the following train hauled by any
locomotives shall ensure that a minimum distance of 150 metres or two clear OHE 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 OHE span which ever is more. In the case of in EMU train following. In case of special
circumstances like floods etc. the following train may be pulled closer to the preceding train or the obstructions.
But in such cases it must be ensured that a proper caution order is given to the second train/EMU before it enters
the signalling section

(iii) After passing an Automatic Stop Signal at ‘on’ the Guard of a train shall watch that the Driver
does not exceed the speed prescribed. In case of EMU trains if the Motorman exceeds the speed prescribed the
Guard (When not travelling with the Motorman) shall give three pause three (000 pause 000) rings on the bell
code to warn the Motorman and take action as prescribed in GR-4.45. In case of other trains also, if the Driver
exceeds the speed prescribed, the Guard shall take action as per GR 4.45.

9.08. PERSON IN CHARGE OF WORKING TRAINS IN 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 sections 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).

S.R. 9.08 (i) At stations worked on Automatic Block System on single line the following procedure shall
be observed during shunting operation.

(a) The line outside the first stop signal (Home signal) shall not be obstructed unless the line has
been blocked back.

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 (b) The line outside the outermost facing points or beyond advanced starter signal where provided
and up to first stop signal shall not be obstructed unless the block section into which the shunting is to take place
is clear of an approaching train and a Railway Servant specially appointed in this behalf by the Station Master is
incharge of shunting operation.

(c) The line outside outermost facing points shall not be obstructed in face of an approaching train.

However, where Advanced starter signal is provided, the line beyond outermost facing points and up to
Advanced starter signal shall not be obstructed in such case unless the provisions contained under SR 8.09 (i)
have been complied with.

(ii) (a) At stations worked on Automatic Block System four shunting tokens will be provided at each
station. The token for different shunting purpose will be as under-

Rectangular shape: Shunting between Dn. Home and Dn Approach signals.

Triangular shape: Shunting between Dn. Home and Up starter signals.

Rhombic shape: Shunting between Up Home signal and Up Approach Signals.

Pyramidal, Shape: Shunting between Up Home signal and Dn Starter Signal.

(b) The Possession of Shunting token by the Driver authorises him to perform shunting on the
instructions of the person incharge of shunting only at that end of the station for which token is intended, i.e.
between Home signal or approach signal of that end and the starter of the opposite end.

(c) The shunting token shall be issued to the Driver through the Guard of the shunting train, or
person incharge of shunting in case of yard shunting as an authority for performing shunting up to Up/Dn. Home
signals or up to first Up/Dn. Automatic stop signals, as the case may be and also to pass the requisite starter
signal at ‘ON’ if required to do so. Under no circumstances shunting should be performed unless shunting token
or the Station Masters memo in lieu thereof is in personal custody of the Driver.

(iii) All Guards, Drivers, Diesel Asstt/Asstt. Drivers who are required to work on Automatic
Signalling section shall be imparted one days intensive course once in every six month about the rules pertaining
to this system and competency certificate issued/renewed in token of their knowledge and proficiency in these
rules. A record of such competency certificate issued shall be maintained by Divisional Safety Officer and
Divisional Mechanical Engineer concerned. No Guard, Driver,Diesel Asstt/Asstt Driver shall be put on duty on
such section unless he possesses such a certificate.

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 -

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 (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 check up that
the tail board or tail light is correctly exhibited.

(2) If the stoppage is on account of accident, failure, or obstruction and the train
cannot proceed, the Driver 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 part, not less
than 180 metres from the train or at such distance as has been fixed by special
instructions.

S.R. 9.10 In addition to GR 9.10 (1), the Guard will switch on the flasher tail lamp and Driver will switch
on the flasher light of engine.

9.11. DRIVER TO REPORT FAILURES -

(1) When a Driver 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 Divisional Railway Manger shall issue instructions specifying the stations or cabins
where drivers will be required to report particulars of Automatic Stop Signals passed in the ‘ON’ position by
them, particulars of the signals so reported along with date, train No., drivers name, action taken etc shall be
recorded by the stations or cabins in the registers maintained for the purpose.

(ii) The Automatic Signal failures shall also be recorded in the Divisional Office and checked to
ensure that there are no hold ups and that failures, if any, are promptly attended to and requirements of safety are
fully maintained.

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.

S.R. 9.12 (i) (a) If a driver finds on automatic stop signal ‘Red’ he shall follow G.R. 9.07.

(b) Station Master, on being informed by the Driver of the second train that the particular Automatic
Stop signal is giving stop (Red) indication, through there is no train in the signalling section concerned causing

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the said signal to assume ‘Red’ indication, will declare the signal as defective and advise Station Master of the
station in rear and last stopping station to issue authority to pass Automatic Stop Signal at Red aspect on
prescribed form no T/A912 to all Drivers for passing the particular Automatic Stop Signal without following G.R.
9.07 upto the next signal ahead. Drivers will be guided by the aspect of the next signal only after reaching it.
Station Master after declaring the said Automatic Stop Signal as defective shall not allow any train to follow a
preceding train in the same block section, as per G.R. 9.03 (f).

(c) Station Master on being informed by a Driver about the Automatic Stop Signal being defective,
will inform the Signal Maintainer to attend the site immediately for putting right the defect.

(d) If, however, the failure of an Automatic Stop signal continues the procedure to issue authority to
pass Automatic Stop signal at ‘ON’ as per S.R. 9.12 (i)(b) will continue to be issued till defective signal is put
right.

(e) After the defect has been rectified, all concerned who were previously advised, vide para (d)
above, regarding the signal being defective will again be advised by wire that the defect has been put right and
normal working has been resumed.

(f) Detail of working is as uder:-

PART-I
(I) Failures 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 & Telecommunication 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
Driver 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’ TD/912 as prescribed in Rule 5(a) below.
The 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) Control telephone.

(c)VHF sets.

(3) The Station Master on duty at the station in advance shall not give such ‘Line Clear’ (as per Rule
2 above) unless -

(i) the whole of the last preceding train has arrived complete,

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 (ii) the line on which it is intended to receive the incoming train is clear at least 180 metres
beyond the Platform Starter or the place at which the trains usually come to a stand, and

(iii) all points have been correctly set and all facing points locked for the admission of the train
on the said line.

(4) (a) The Driver of the first train entering the affected section on ‘Authority to Proceed’, TD/912
as prescribed in rule (5)(a) below shall proceed with utmost caution and must not run at a
speed exceeding 25 Kilometres per hour under any circumstances, subject to other speed
restrictions in force. The Driver 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 Drivers of all subsequent trains shall also proceed with great caution, subject to other
speed restrictions in force, and must continue to look out for any possible obstruction.

(5) The Station Master shall give the Driver/Motorman of each train -

(a) An ‘Authority to proceed incorporating the speed restriction to be observed as referred to

in Rule (4) above on prescribed form TD/912. Distinguishing number/numbers of
Departures and Gate signal/signals required to be passed shall also be indicated on this
Authority, authorising the Driver/Motorman to pass it/them.

Note - To distinguish this authority from ‘Authority to Proceed without Line Clear’, TC/912 it shall be
crossed diagonally by 2 green lines.

(6) Before handing over the ‘Authority to Proceed’ all the points over which the train will pass, shall
be correctly set and facing points locked. Whenever any power operated points have to be
operated for diverting trains, these must 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 Provided.

(7) When approaching the next station, the Driver 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 is safe 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.

(8) Clearance of the section by each train shall be intimated to the station, in rear under exchange of
Private Numbers.

(9) Train Signal Register shall be brought into use and all entries regarding train working recorded
there in. The Controller shall be kept advised of all train movements taking place in the affected
section, if possible.

(10) As soon as signals are put right by competent authority, normal working of trains on
Automatic Block System may be resumed, after exchanging messages with Private Numbers by
the Station Masters concerned, assuring that the section is clear. Controller’s permission, if
possible, should be obtained before resumption of normal working.

(11) All the records in connection with train working on this system shall be retained at the station
and the Traffic/Transportation Inspector of the section must scrutinise them and submit his
report to the Divisional Railway Manager/Safety Officer within seven days of the resumption of
normal working.

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 (II) Failure of all signals likely to last for sometime and cause serious delay
when no means of communication 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, or

(b) Control telephone.

(c) VHF sets

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 Rule (1) above, it shall be
brought to a stand and the Driver/Motorman and the Guard of the train shall be advised of
the circumstances by the Station Master.

(4) The Station Master shall give the Driver/Motorman of each train -

(a) An “Authority to Proceed without Line Clear” on the prescribed form. TC/912 The
counterfoil shall be retained by the Station Master and the foil given to the Driver.

(b) A Caution Order restricting the speed to 25 Kilometres per hour over the straight with
clear view and to 10 kilometres per hour when approaching or passing any portion of
line where the view ahead is not clear due to curve, obstruction, rain, fog or any other
cause. Subject to the observance of other speed restriction imposed and speed over facing
points being restricted to 15 kilometres per hour.

(c) An authority on the prescribed form TA/912 authorising the Driver/Motorman to pass the
Automatic signals intervening the two nominated stations at ‘ON’, the Semi-Automatic
signals 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 signals cautiously
up to the level crossing where he must 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 Signal/signals shall be indicated on this authority.

(5) No train shall be allowed to enter an affected section until there is a clear interval of 15 minutes
between the train about to leave and the train which has immediately proceeded, unless a shorter
interval has been prescribed under special instructions.

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 (6) (a) In the event of a Driver approaching or passing any portion of a line where view ahead is not
clear, the Assistant Driver or the Guard with hand signal must be sent in advance to guide the
further movement of the train. A sharp lookout ahead should be kept and the engine whistle freely
used.

Further, before entering a section where there are tunnels, the Driver shall light the buffer
lamps and the electric head lights.

(b) A tunnel shall be entered only after it has been ascertained that it is clear. If there is any
doubt on this point, the train shall be piloted by a railway employee equipped with hand signal
and detonators.

(7) The Guard shall keep a sharp lookout in the rear and be prepared to exhibit a danger signal to
prevent the approach of a train from the rear and to protect it, if necessary as per extant Rule.
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 Rule (1) above, the
Driver 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 this signal who shall obey hand
signals if any relayed from the station platform manual /semi automatic signal if any will how ever
be passed on the written authority on the prescribed form to be issued by the station master.
(9) The Drivers of all trains shall make over the ‘Authority to proceed without Line Clear’ to the
Station Master of the nominated station at the end of the section. These shall be kept by the
Station Master in his personal custody for inspection by the Traffic/Transportation Inspector of
the section, who shall prepare a report on the working of trains and shall forward the same
alongwith his report to the Divisional Railway Manager/Safety Officer within 7 days of
resumption of communication.

(10) A record of all trains passed over 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 Rule 1 above.

(11) Trains must continue to work on this system until either the signals are put right or any one of the
means of communications is restored by the competent authority.

(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 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 Station Master ___________ to Station Master ___________

______________ 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. Permission to approach shall be obtain by means of __________
Acknowledge.

Private Number ______________

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 On receipt of the above message, the Station Master at the other end of the affected section shall
acknowledge in the following form -

From Station Master ______________ to Station Master _______ No _______ Your No. ___________
Understand that train (Number and Description) ________ which was the last train to leave by 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/will be cancelled immediately after the
complete arrival of train No. _________ Permission to approach for the next train will be obtained by means of
______
Private Number _________

(13) Line clear shall not be obtained or given by any means of communication which has been restored
until both the Station Master are satisfied that all trains and engines etc. Despatched from their
stations have arrived complete at the other station. When the trains referred to in Rule 12 above
arrive complete at the stations, their number and their arrival time will be communicated to the
other Station Master concerned under exchange of Private Numbers. Thereafter intimation about
this shall be given to the Section Controller, if possible.

PART-II
Rules and Regulations for working of trains under the 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 -

I. On the Double line section when one line is obstructed -

(1) When it is desired 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 the Section 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 official not below the rank of an Inspector has inspected that section
and certified that the road is safe for the passage of trains.

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(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 Control telephone or VHF sets, as the case may be.
“Line clear” shall not be given unless the line on which the train is to be received is clear at least
180 metres beyond the point opposite the train usually come to a stop. For each first train running
in the wrong direction, permission to approach shall neither be asked for nor given unless the two
Station Masters 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 indications, 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 Register shall be introduced at the stations on affected section.

(6) Drivers of all trains on the affected area must be so advised in writing by the station immediately
in rear of the affected section on which temporary single line working has been introduced. A
written authority should also be given to the Drivers of trains running in the right direction to
pass the last Stop signal. The Drivers of trains running in the wrong direction shall be given the
prescribed Line Clear Tickets before entering the affected section.

(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 on 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 under Rule 3 above.

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(9) On receipt of acknowledgement from the Station Master at the other end conform by a private
number, single line working may be introduced. “Line clear” shall be obtained on Inter-
cabin/Station Group telephone, VHF sets or Control telephone, as the case may be, and trains run
on the procedure set out above.

(10) (a) A Caution Order shall also be handed over to the Driver of each train on which shall be
clearly stated -

(i) the line on which the train or light engine is to run,

(ii) the kilometres between which the obstruction exists,

(iii) any restriction of speed which may have been imposed and

(iv) the instructions that Automatic signals in the wrong direction should 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 TA/912 authorising
the Driver/Motorman to pass the Automatic signal intervening non governing (i.e. relating to the
opposite direction) Semi-Automatic and Manually operated signals on being hand signalled past
by a Pointsman or any other railway servant in uniform deputed for the purpose and the gate
signals cautiously upto the level crossings where he must ascertain that the gates are locked and
hand signals are displayed by the Gateman before he proceeds further. He must also ascertain
that the points of the outlying sidings are correctly set and locked before passing over them. In
such cases the hand signals shall be displayed as such points/gates instead of at the signals. The
individual distinguishing number including number of each Automatic, Semi-Automatic,
Manually operated and gate signals shall be indicated on this authority.

(11) An endorsement shall also be made on the Caution Order given to the Driver 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 trains shall run is also to be specified.

(12) The speed of all trains running in the wrong direction shall not exceed 25 Kms.per hour.

(13) When approaching the next station nominated under special instructions under Rule 3, the
Driver 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, 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 this signal, who shall obey
hand signals, if any, relayed from the station platform. Manual/Semi-Automatic signals, if
any, shall, however, be passed on a written authority on the prescribed form to be issued by the
Station Master.

(14) Resumption of normal working -

(a) On receipt of written certificate from a responsible engineering official that the
obstructed track is free for passage of trains, the Station Master will issue a message to
other station or stations, as the case may be, under exchange of Private Numbers and

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 decide, in consultation with Section Controller, the train after the passage of which
the 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 double line working was suspended, time single line working was introduced and
the time 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/Transportation Inspector of the section must scrutinise them and submit his
report to the Divisional Railway Manager/Safety officer within seven days of the resumption of
normal working.

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 lines under normal system of working and will be
diverted on to their proper lines where possible.

(ii) Suburban trains running on through lines 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 the 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 crossovers between unobstructed lines.

(2) All facing points on the line on which the trains will run shall be clamped and locked for
the movement of the trains on the 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 intervals
as may be prescribed by special instructions

(4) Trains shall run on ‘Authority to proceed without Line Clear’ applicable upto 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 lines). In order to
ensure that a minimum time interval of 15 minutes is kept between two consecutive
following trains, the Divisional Railway Manager/Safety officer shall prescribe the stations
in between the affected section from where a written authority shall be given to the Driver
of the train authorising 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
Driver by the Station Master concerned on duty unless he has satisfied himself that at
least 15 minutes have elapsed since the departure of the last preceding train.

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 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 loudspeakers or other means at
convenient stations.

(5) Trains shall run at a speed not exceeding 25 kilometres per hour when the view is clear and
10 kilometres when the view is not clear subject to other speed restrictions in force. Speed
over facing points will be restricted to 15 kilometres per 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 will be worked on the unobstructed line in accordance with rules
prescribed in Part-II (1).

(D) Resumption of normal working -

(i) On receipt of a written certificate from a responsible engineering official that the obstructed
track/tracks is/are free for passage of trains, the Station Master will issue a message to either
station or stations as the case may be, under exchange of Private Numbers and decide, in
consultation with the Section 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
station and the Traffic/Transportation Inspector of the section must scrutinise them and submit
his report to the Divisional Railway Manager/Safety Officer within 7 days of the resumption of
normal working.

PART-III
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 -
The following procedure shall be adopted for train passing -
1. On a double line section when one line is obstructed –(1) 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 :
(a) Automatic Block,
(b) Inter-Cabin/Station Group telephone, or

(c) Control telephone.

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 (d) VHF sets.
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 Rule 1
above, to enter the affected area, it shall be brought to a stand and the Driver 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 Driver thoroughly
understand the rules under which the trains are to be run during total failure of
communications on single line. He will also obtain the signatures of the Driver and the
Guard in ink on the counterfoil of the form ‘Authority to proceed without Line Clear’
referred to in Rule 6-(i). In case the Driver is illiterate, the procedure of working
trains in such conditions shall be explained to him by the Station Master in the presence
of the Guard and a record of this kept on the foil and counter foil of the ‘Authority to
proceed without Line Clear’.

(4) Communications shall be opened by an empty train, train engine, light engine, Motor
trolly or Tower wagon to be sent on the unobstructed line. In case a train consisting of
EMU stock/Diesel car has to be sent to open communications all passengers must be
detrained before the train is despatched. The relevant provisions of the rules for single
line working on double line during total failure of communication shall be adhered to.

(5) Drivers of all trains approaching the affected area must be advised in writing by the
first controlling station prescribed under Rule1 above about the stations between which
and the line on which temporary single line working has been introduced. In addition,
the Drivers of trains which will run on the right road on temporary single line shall
stop at the station immediately in rear of the affected section and proceed further
only on receipt of the prescribed authority to proceed.

(6) The Station Master will handover to the Driver opening the communication the following
documents -

(i) “An Authority to proceed without Line Clear” on prescribed form. TC/912

(ii) A Caution Order restricting the speed to 25 kilometres per hour over the straight
with clear view 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, subject to the observance of other speed restrictions
imposed and speed over facing points being restricted to 15 Kilometres per
hour.

The Caution Order shall contain :

(a) The line on which the train or light engine is to run.

(b) The kilometres between which the obstruction exists.

(iii) An authority on the prescribed form TA/912 authorising the Driver/ Motorman
to pass the Automatic signals intervening the two nominated stations at ‘On’ the
Semi-Automatic signals and Manually operated signals on being signalled past by
a Pointsman or any other railway servant in uniform deputed for the purpose and

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 Gate signals cautiously upto the level crossing where he must ascertain that the
gates are locked and the hand signals are displayed by the Gateman before
he proceeds further.Theindividual distinguishing number/numbers of each
Automatic, Semi-Automatic, Manually operated, and Gate signal/ signals shall be
indicated on this authority.

(iv) A conditional line clear message for a train to enter the affected section from the
other end.
(v) 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.

(7) An endorsement shall also be made on the Caution Order given to the Driver 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 trains 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 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 signals Maintainers
are available.

(9) (a) After sending forward a train engine/empty EMU train/light engine/Motor
trolly/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 EMU train/Motor trolly/Tower wagon.

(b) No obstruction of the line at the station shall be allowed until the return of that
engine/motor trolly or Tower wagon or empty train.

(10) The Driver of such an engine/empty EMU train/motor trolly /Tower wagon proceeding
to open communications shall proceed at a speed not exceeding 25 kilometres per hour
over the straight with a clear view and 10 kilometres per hour 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 Driver must proceed at walking
pace, whistling repeatedly, preceded by two men on foot at an adequate distance, one
displaying a red light and other carrying fog signals ready for immediate use. One of
these men will be provided by the Station Master from his Group D staff and the other by
the Driver from a member of his crew. Both these men will have their duties clearly
explained to them by the Station Master who would satisfy himself that they thoroughly
understand the same in the presence of the Driver.

(11) In the event of an engine or Tower Wagon or Motor trolly or empty EMU train meeting
any other engine, Tower wagon etc. sent from the other end in the mid section, the two
Drivers shall, taking into consideration the importance of the trains waiting, the
distance from the nearest station, gradients to be encountered, the presence of catch
siding etc., decide which engine/unit etc. should push back so as to allow the other to
go through.

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(12) On arrival of the train at the next station nominated under special instructions, under
Rule 2 above, the Driver shall hand over the Conditional Line Clear and Line Enquiry
Message to the Station Master who shall record it in the Line Clear Message book.

(13) The Station Master on the authority of the Conditional Line Clear shall despatch the
waiting train from his station. The Driver 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.
(iii) A Caution Order on which shall be clearly stated -
(a) The line on which 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 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 rule 2
above the Driver 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 be comes across first, and should 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 this
signal who shall obey hand signals, if any, relayed from the Station Platform ,. Manual
Semi -Automatic signals if any shall however, be passed on a written authority on the
prescribed form to be issued by the Station Master.
(15) On arrival at the station, the Driver shall hand over the Line Clear Reply Message to
the Station Master who shall record it in the Line Clear Message Book 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
kilometres per hour subject to observance of other speed restrictions imposed and
speed over facing points being restricted to 15 Kilometres per hour.

(17) If there be an even flow of trains in both directions, Enquiry and Line Clear Messages
for each succeeding train may be sent with the Driver of the preceding train.
(18) The arrival and departure time of all trains must be carefully recorded in -
(a) Line Clear Enquiry and Reply Books,
(b) Counterfoil of the “Authority to proceed without Line Clear” (this applies to the
first train only), and

(c) 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 Enquiry Message the numbers of trains he wants to send and also

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 state there in that the latter trains will be despatched after the first train at interval of
15 minutes or full running time whichever is more.

After the receipt of Line Clear for the required number of trains the Station
Master while despatching the first train shall endorse on the Line Clear ticket that a
particular train (giving its number and description in full) shall follow at a specified
interval.

While adopting this procedure the Guard and the Driver 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
kilometres per hour.

Note: If line clear is granted for a train or trains, no other train should be despatched from the
opposite end until the arrival of the train or trains or the cancellation of the line clear.

(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 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 above in Rule-1 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 train shall be worked
in accordance with the instructions prescribed in Part 1(II)

(ii) In case 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 Part II (1)
shall be observed.

(c) 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.

(21) All the records in connection with the train working under this system shall be retained
at the station and the Traffic/Transportation Inspector of the section must scrutinise
them and submit his report to the Divisional Railway Manager/Safety officer within 7
days of the resumption of the normal working.

II. On a Quadruple line section

(i) When one or two lines (one Up and one Down) are obstructed - The Trains shall continue to
work on proper unobstructed line/lines as in the case of “Total interruption” under rules prescribed in Part I.

(ii) When both the Up and both the Down lines are obstructed -

(1) On local line, trains shall continue to run on their proper line as in the case of “Total
Interruptions” vide rules prescribed in Part I.

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(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-over 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
should 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 Masters 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 acknowledgement. On receipt of the memo the Station Masters 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 Driver also.

(ii) The Station Master shall hand over to the Driver the following documents -

(1) An ‘Authority to Proceed without Line Clear’ on the prescribed

form. TC/912

(2) A Caution Order restricting the speed to 25 kilometres per hour over
the straight with clear view 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,
subject to the observance of other speed restriction imposed and
speed over facing points being restricted to 15 kilometres per hour.
The Caution Order shall indicate the kilometres between which the
obstruction exist, if known.

(3) An authority on the prescribed form TA/912 authorising the Driver/

Motor-man to pass the Automatic signal intervening the two
nominated stations at ‘On’, the Semi-Automatic signals and
manually operated signals on being signalled past by a Pointsman or

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 any other railway servant in uniform deputed for the purpose and the
Gate signals cautiously upto the level crossing where he must
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 signal/ signals shall be indicated on this
authority

(4) On arrival of the complete train at Station ‘A’ the Driver 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 ‘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 will 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 interval of 15 minutes or at such
intervals as may be prescribed by special instructions.

(f) 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 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 loudspeakers or other means at convenient stations.

(g) Trains shall run at a speed not exceeding 25 kilometres per hour when the view is
clear and 10 kilometres per hour when the view is not clear subject to other speed
restriction in force. Speed over facing points will be restricted to 15 kilometres per
hour.

(h) All movements on the through line, other than the normal complements 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 shall
be followed.

(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
official that the obstructed track/tracks is/are free for passage of trains, and

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 (b) The signals are put right.

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 under Part-I (II).

(ii) In case when obstruction is removed but signals continue to be inoperative and one of the
means of communications (as listed in Part –III (I) above) is available the trains shall be worked as per rules
prescribed under Part-III.

(iii) In case 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 Part-II (II) will 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.

(v) All the records in connection with train working under this system shall be retained at the
station and the Transportation Inspector of the section must scrutinise them and submit his
report to the Divisional Railway Manager/Safety officer 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 is 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 up to the station in rear is clear and free from obstruction.

S.R.9.13 (i) If a train has to be backed due to unavoidable circumstances the Driver under such
circumstances shall proceed cautiously at a speed not exceeding 10 kilometers per hour and make frequent use of
Engine whistle. The Guard shall remain in the brake van exhibiting proceed hand signals to the Driver, keeping a
sharp look out for approaching trains. He shall also be ready to apply his brakes, if necessary. The Guard shall
also depute a any other qualified person to proceed ahead on foot with hand signals with instructions to exhibit
danger hand signals towards any approaching train. In thick or foggy weather or when the visibility is poor, the
Guard shall depute an additional qualified person with fog signals ready for immediate use. If the train has come
to a stop just in advance of an Automatic stop signal then the train shall be bakced slowly so as to bring the rear
brakevan in rear of the automatic stop signals. In order to ensure the protection of the signal in rear.

(ii) In the event of accident or any break down in a block section, the movement of trains in that
section will be governed under the provision of Absolute Block systems.

9.14. PROCEDURE WHEN SEMI-AUTOMATIC STOP SIGNAL IS ‘ON’ -

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 (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 Driver 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.

9.15. PASSING A GATE STOP SIGNAL AT ‘ON’ IN AUTOMATIC SIGNALLING

TERRITORY - if the Driver finds a gate Stop signal at ‘On’ in an Automatic
signalling territory-

(a) he shall comply with the provisions of Rule 9.02 or 9.07 as the case may be, if the
‘A’ marker is illuminated, or

(b) if the ‘A’ marker light is extinguished, he shall sound the prescribed code of
whistle to warn the Gateman and bring his train to a stop in rear of the signal. If
after waiting for one minute by day and two minutes by night, the signal is not
taken ‘Off’, he shall draw his train ahead cautiously and stop in rear of the level
crossing. After ascertaining that the gates are closed against the road traffic and on
getting hand signals from the Gateman, and in his absence from the Fireman or
Assistant Driver, the Driver shall sound the prescribed code of whistle and
cautiously proceed upto the next Stop signal complying with the provisions of
rules 9.02 or 9.07 as the case may be in the absence of fireman or Assistant Driver,
this duty shall devolve upon the Guard.
S.R. 9.15 (i) While passing a gate signal with ‘A’ marker at ‘ON’ or its light extinguished in
Automatic Signalling territory, the Driver should sound one long whistle and proceed continuously whistling from
the whistle Boards up to the level crossing.

(ii) Passing a Semi-Automatic Gate Stop Signal, provided with illuminated ‘A’ and illuminated
‘AG’ markers, at ‘On’ in Automatic signalling territory - If the Driver finds a gate signal provided with
illuminated ‘AG’ marker at ‘On’ in an Automatic signalling territory -

(a) he shall comply with the provisions of General Rules 9.02 or 9.07 as the case may be, if the ‘A’
marker is illuminated but the ‘AG’ marker light is extinguished, or
(b) If the ‘A’ marker light is extinguished but the ‘AG’ marker light is lit he shall comply with the
provisions of clause (b) of General Rule 9.15 or

(c) If both the ‘A’ marker and ‘AG’ marker light are extinguished, he shall sound the prescribed
code of whistle to warn the Gateman and bring his train to a stop in the rear of the signal.

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 Thereafter, he shall proceed further only in accordance with the procedure laid down under
special instructions.

9.16 ILLUSTRATIVE DIAGRAMS - Automatic change of sequence of aspects being

behind the train in three aspects and found aspects signalling is illustrated in the
following diagrams which are not drawn to scale.

Automatic change of sequence of aspects behind the train in three aspect signalling territory

Automatic change of sequence of aspects behind the train in four aspect signalling territory

……….

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