2008 CTC Regulations

The 2008 Centralised Traffic Control (CTC) Regulations.


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CTC Regulations

Contents Page

1. Trains Not to Set Back
2. Train Stopped at Intermediate Stop and Stay signal
3. Train Stopped at Intermediate Stop and Proceed signal
4. Signalman may authorise Passing of signals at "Stop"
5. Departure signals
6. Shunting outside Departure signals
7. Switch locked sidings
8. Assisting Locomotives
9. Reserved for future use
10. Reserved for future use
11. Reserved for future use
12. Reserved for future use
13. When circumstances arise, which call for special or unusual action
14. Train detained at Home or Outer Home signal
15. Crossing of trains
16. Train divided_
17. Train stopped by Accident, Failure or Obstruction
18. Section Obstructed by Accident



Introduction

Areas of line worked under CTC are arranged and equipped so that interlocked stations may be unattended.

The signals and motor-driven points at these stations are operated from a Centralised Traffic Control (CTC) machine located in Train Control or a remote signal box.

In CTC territory provision may also be made for points and signals at interlocked stations to be operated from local control panels after "Control" has been handed over by Train Control or Signalman operating the central panel.

A Departure signal displaying a "Proceed" indication will be the authority for a train to enter a block section.

The areas worked under this system are specified in the Rail Operating Rules and Procedures, Section 10.

The Signals Rules define various types of signals of which Approach, Departure, Directing, Home, Outer Home, Intermediate, Advanced Starting and Starting signals are in CTC areas. The following definitions will also apply:

(a) Block Section The section of single line extending between the Departure signals of any two adjoining stations equipped for crossing trains.

(b) Intermediate Section Any division of the single-line block section the entrance to which is governed by an intermediate signal. A block section may be divided into two or more intermediate sections

(c) Interlocked Station A station for which control of points and fixed signals is centralised and arranged to prevent conflicting movements. The operation of the points and signals is manually controlled in addition to being controlled by track circuits, interlocked stations are protected by Home signals or Outer Home signals where provided.



1. Trains Not to Set Back

(a) After leaving a station, trains must not set back unless authorised by Train Control. When a train is to terminate its run in a block section and is required to return to the interlocked station in the rear the signals to protect the movement must be held in the Stop position. A label or collar must be placed on the levers/ buttons controlling those signals, or the Station Selection button if the panel is a traffic master system. If the panel is a computer based system a blocking command must be entered for the signal or station concerned. When there is a train at or approaching the station in the rear, the Locomotive Engineer of the train must advised of the setting back movement before it is authorised. Caution: When setting back trains must be able to stop clear of level crossings with automatic alarms as the alarms may not operate until the train is on the crossing.

(b) Trains and shunting movements which are wholly within the Home or where provided Outer Home Signals at a station and are within the signalled area may not reverse direction except on the authority of the Signalman who must first satisfy himself that it is safe for the intended movement.

(c) After departing or when shunting a station, movements may set back on the main line on authority of the Signalman, provided any part of the movement has not passed the first intermediate signal in advance.



2. Train Stopped at Intermediate Stop and Stay signal

If a train is detained at an Intermediate Stop and Stay signal the Locomotive Engineer (or a member of the train crew so instructed by the Locomotive Engineer) must communicate with Train Control. Train Control after being satisfied the section ahead is not occupied may authorise the train to pass the signal at "Stop".

If an Intermediate Stop and Stay signal has been passed at "Stop", Train Control after being satisfied the section ahead is not occupied may authorise the train to proceed.

In connection with the passing of these signals Locomotive Engineers must ensure that the train proceeds cautiously being prepared to find the section obstructed or a displaced rail or points wrongly set and must not assume that any obstruction is protected. Level crossings in the section equipped with automatic warning devices must also be approached with caution as the alarms may not operate correctly.

If the signal next in advance is observed to be at "Caution" or "Clear" the Locomotive Engineer must not relax vigilance but must until he reaches the signal be prepared to stop the train clear of any obstructions.



3. Train Stopped at Intermediate Stop and Proceed signal

(a) When a Locomotive Engineer observes a Stop and Proceed signal at "Stop" the train must be stopped. If, at the expiration of 10 seconds, the signal is still at "Stop" the train may proceed cautiously, the Locomotive Engineer being prepared to find the section occupied or obstructed, points wrongly set, or a displaced rail.

Where there are main-line points in the section ahead of a Stop and Proceed signal which has been passed at "Stop" the Locomotive Engineer, must examine the points to see they are correctly set so that the train may pass safely over them.

(b) After passing a Stop and Proceed signal at "Stop" the Locomotive Engineer must not assume that any obstruction in the section is protected, but must regulate the speed of the train so that it can be stopped within the distance seen ahead and clear of any obstruction.

Note: In connection with the passing of these signals Locomotive Engineers must ensure that the train proceeds cautiously, being prepared to find the section obstructed or a displaced rail or points wrongly set and must not assume that any obstruction is protected. Level crossings in the section equipped with automatic warning devices must also be approached with caution as the alarms may not operate correctly.

If the signal next in advance is observed to be at "Caution" or "Clear" the Locomotive Engineer must not relax vigilance but must, until he reaches the signal, be prepared to stop the train clear of any obstructions.

(c) If, after passing a Stop and Proceed signal at "Stop", a Locomotive Engineer becomes aware that there is a train stopped in the section they must stop the train and except when verbally instructed by a responsible member of the crew of the train in front to draw cautiously forward, must wait until the train in front has proceeded on its journey before again starting their train. If, however, the train is observed to be moving through the section the second train may follow it at a safe interval.

Note: In view of the possibility of a train which has passed a Stop and Proceed signal at "Stop" being in the same section as another train strict attention to and observation of tail lamps after dark, or when visibility is bad, is of the utmost importance.



4. Signalman may authorise Passing of signals at"Stop"

Any signal, except a Departure and Intermediate signal, may be passed at "Stop" on receipt of verbal or written instructions from or the exhibition of proper hand signals by, the Signalman. Operating Rule 93 (c) contains the procedures to be followed.



5. Departure signals

(a) Definition

A Departure signal authorises entry to a single-line block section from an interlocked crossing station. A Loop Departure signal may have a Low Speed light or an Arrow Indicator associated with it for the purpose of authorising other movements that will not proceed onto the main line. If the Low-speed Light or Arrow Indicator associated with a Loop Departure signal fails to operate, the Signalman or member in charge of the movement must communicate with Train Control. Train Control must be satisfied that the points are set and secured for the intended movement and that it is safe for the movement to proceed. Train Control must then arrange for the Locomotive Engineer to be advised of the circumstances and for the movement to be hand signalled as directed by the Signalman.

(b) If a Departure signal fails The Officer in Charge, Signalman, Locomotive Engineer or MTMV Operator must advise Train Control immediately."Stop" by Mis.59 (Authority to Pass Departure Signal at "Stop"). For MTMVs the Departure signal can be at Stop and a Mis 59 required due to:

• the signal being defective • because of the work (this includes a machine from the group being in the section)

The addressee who receives the authority must at once repeat the instruction back to Train Control who will confirm it is correct. This will be the Addressee's authority to enter and proceed through the block section under any additional conditions set out on the form i.e. Track maintenance, section obstructed, shunting at a station, stalled train or disabled train recovery.

MTMVs

The Mis 59 will be addressed to the Ganger in Charge instead of the Locomotive Engineer, and include authority for all vehicles in the group which require to pass the Departure signal. The Ganger in Charge will be responsible for the safe movement ensuring all vehicles move closely together and must advise Train Control when the complete group has passed the Departure signal concerned and are no longer foul of station limits. Train Control responsibilities before issuing a Mis59:

• Establish that the block section is not occupied. • Provide instructions to ensure points concerned for the intended movement are correctly set and where required secured. • When an opposing train is to be crossed at the next crossing station the Locomotive Engineer of this train must be advised. Addressee’s responsibilities on receipt of a Mis59: • Ensure that the crew involved are aware of the issue of the Mis 59. • Unless authority is given to the contrary, examine all points in the block section to see they are correctly set and secured to enable the train to pass safely over them. • Unless footnote “@” is deleted, the movement must travel cautiously, be prepared to find the section obstructed, a displaced rail, points wrongly set and not assume that any obstruction is protected. • Level crossings in the section equipped with automatic alarms must be approached with caution as the alarms may not operate correctly. • If the signal next in advance is observed to be at "Caution" or "Clear" maintain vigilance until passing the signal being prepared to stop the train clear of any obstructions. • Destroy the Mis59 when the movement has been completed.

(c) Shunting movement A separate Mis.59 must be issued for each shunting movement past the Departure Signal.

(d) Signal clears after Mis 59 issued If, after Train Control has issued a Mis 59 the Departure signal clears to Proceed authority must first be obtained before passing the signal. Train Control may then authorise the Mis 59 to be destroyed.

(e) If a Departure signal has been passed at "Stop" Train Control may after being satisfied that it is safe to do so, either. (i) Authorise the train to be set back within station limits in accordance with the appropriate Centralised Traffic Control Regulation

or (ii) Give authority by the issue of a Mis 59 for the train to proceed through the block section.

(f) Normal speed operation in damaged block section When Signals Engineering approves train operations at normal speed in a damaged block section, this must be authorised by bulletin. The Bulletin must include arrangements for the security of points in the affected section and will authorise Train Control to modify the Mis59 by deleting the footnote with the prefix “@”.

(g) Train stalled, portion of train left in block section or train disabled When the train locomotive is returning for a portion of the train left in the block section or a relief locomotive is in possession of a Mis 39. Before issuing the Mis 59, Train Control must:

(i) Delete the last train through the block section notation. And (ii) Ensure any points for the intended movement are correctly set before authorising the relief locomotive to pass the Departure signal.

(h) Block section obstructed, Work Train or MTMV prevented from entering a block section

If a Departure signal has either failed or is fixed at “Stop". Before issuing the Mis 59, Train Control must:

(i) Ensure any points for the intended movement are correctly set before authorising the movement to pass the Departure signal. and when a Mis 60 has been issued

(i) Obtain the permission of the person in charge.

(ii) Confirm with the person in charge that it is safe for the movement to enter the section before authorising the movement to pass the Departure signal.



6. Shunting outside Departure signals

(a) Shunting outside the Departure signals at any station may be carried out provided the Departure signal which applies to the movement is at "Proceed" before the shunt passes it.

(b) When the locomotive or front portion of a train passes a Departure signal at "Proceed" for shunting purposes, and owing to the length of the train cannot, be set back within the Departure signal after the shunting is completed, the train which is already occupying the block section may be dispatched when ready on the authority of Train Control.



Example of a Mis 59

Example of a Mis 39

7. Switch locked sidings

(a) Switch locked siding points outside station limits are provided with a single line switch-lock which is so arranged that the points can be reversed for the siding only after the electric lock has been released.

(b) When it is necessary for a train to work a switch locked siding it must be brought to a stand on the track circuit between the white peg (approximately 15 metres outside the switch-locked points) and the points. A member of the train crew must then go to the switch-lock and open the door, which is locked with an AS padlock, pull out contact handle "A" when the indicator will show that the lock is free and at the same time turn lever "B" (see Fig. below). This will release the lock, and allow the points to be operated to reverse the points by means of the points lever.

If the switch locked apparatus is not fitted with an indicator then the contact handle "A" is to be held out for 15 seconds to obtain the release. Diagram of a Single line switch lock

(c) When it is necessary to lift or put off wagons and the train is NOT to completely enter the siding. The lock must be left free until shunting is completed and the locomotive has returned to the main line. A member of the train crew must then set the points in their normal position for the main line, replace lever "B" and close and padlock the door of the switch lock.

(d) When it is necessary for a train to completely enter the siding When the train is clear of the main line a member of the train crew must place the points in the normal position for the main line and close and padlock the door of the switch lock; the signals applying to the section will then be free and traffic can be operated over the section while the train is in the siding.

(e) When the train is ready to proceed to the main line A member of the train crew must contact Train Control for permission then go to the switch lock, open the door, and observe from the indicator whether the section is clear or occupied.

If the indicator shows that the section is clear they must free the lock immediately by turning lever "B" and reverse the points. The opportunity to free the lock may be time limited. If the time expires a further opportunity to obtain the release can be obtained by closing then reopening the door.

If the indicator shows that the section is occupied, the switch lock door must be closed again and Train Control communicated with. After the train is on the main line the member of the train crew must set the points in their normal position for the main line and close and padlock the door of the switch lock. The Locomotive Engineer must not proceed until he has received an assurance that this had been done.

(f) When it is necessary for a train to leave a station, shunt a switch locked siding, and return to the station. The whole of the train must be placed in the siding clear of the main line before any movement is made in the reverse direction on the main line. The points must then be placed in their normal position for the main line and the door of the switch lock closed. When the train is ready to depart on its return journey it must do so in accordance with clause (e) hereof.

(g) When a train is travelling on a Mis 59 authority is required to shunt a switch locked siding.

(i) When the train is running through a block section on a Mis 59 and is required to shunt a switch lock siding, at least one wagon must be left on the main line while the train is in the siding. On arrival at the next crossing station the Locomotive Engineer must advise Train Control whether the train has arrived complete.

(ii) When the train is to shunt a switch lock siding and return without travelling through the block section, and is required to pass a Departure signal at Stop, a Mis 59 will be issued for the movement. While the train is in the siding the main line points must remain reversed until the train has again returned to the main line. The setting back movement will be authorised by Train Control in accordance with CTC Regulation 1a. When the train has arrived back at the crossing station the Locomotive Engineer must advise Train Control whether the train has arrived complete. Exception: If it is not possible to leave a wagon on the main line or leave the main line points reversed as required in the above instruction, the switchlock door must be kept open and the 'B' lever kept in the released position.

(h) Authority to Open Switchlock When a switchlock is unable to release and is required to be used, Train Control will verbally authorise Signals personnel to open the switchlock once the train has stopped at the points. When the movement has returned to the main line, Train Control must obtain a confirmation that the points and switchlock equipment are locked for main line running.

This information must be recorded on the Train Control diagram.



8. Assisting Locomotives

An assisting locomotive at either the front or the rear of a train must not be detached from the train except at a crossing station.



9. Reserved for future use



10. Reserved for future use



11. Reserved for future use



12. Reserved for future use



13. When circumstances arise, which call for special or unusual action

Requiring a departure from a CTC Regulation, duly authorised Officers may authorise such action by the issue of a bulletin which must incorporate any instructions necessary to ensure safe working. When this occurs a full report of the circumstances must be forwarded to the ONTRACK Codes and Standards Manager.



14. Train detained at Home or Outer Home signal

The Locomotive Engineer must sound the whistle immediately; if permission is not then given for the train to proceed a member of the train crew must communicate with Train Control or the Signalman and advise that the train is standing at the Home or Outer Home signal.



15. Crossing of trains

The running order of and crossing arrangements for trains will be arranged by Train Control; Officers in Charge will be advised particulars of alterations when necessary, and train crews will be advised by the display of appropriate signal indications.

16. Train divided

(a) Accidental When a train has been divided owing to an accident and both portions have come to a stop within sight of each other, and a signal box does not intervene, the front portion may be signalled back to the rear portion, provided the two portions can be effectively coupled. If there is a locomotive assisting in the rear of the train the permission of the locomotive Engineer of that locomotive must be obtained. Should the rear portion not be in sight a member of the train crew must proceed back and once the whereabouts of the rear portion has been established the front of the train can then be moved back provided the two portions can be effectively coupled. If the train cannot be recoupled and it is necessary for the train to be removed from the block section in more than one portion then the procedures set out for Train Stalling must be observed.

(b) Planned When a train is carrying out maintenance work and it is necessary because of the nature of the work to divide the train then after the rear portion has been adequately secured the front portion of the train can be moved forward to carry out the required work. Once this has been completed the front portion must return to the remainder of the train and be recoupled.

(c) Brake Test Each time the train is recoupled an intermediate brake test must be carried out before proceeding.



17. Train stopped by Accident, Failure or Obstruction

(a) Advice of Accidents and Measures for clearing the line (i) Measures must be taken to ensure immediate safety. (ii) Train Crew to confer

A Locomotive Engineer, after taking such steps as may be necessary for the safety of the train, must immediately communicate with Train Control and come to an understanding as to the direction from which relief is to be obtained and the measures to be adopted to meet the position. In addition, Train Control will warn other trains in the vicinity of the circumstances.

(iii) Prompt Advice to be given Particulars must be promptly reported to Train Control by the most expeditious means. Train Control must advise the Officer Controlling Train-running, who in turn will advise the appropriate officers concerned and to those stations where the starting or crossing of other trains is liable to be affected by the delay. The advice should also state what assistance is available or being arranged for, what additional assistance, tools, appliances, and rolling stock are required, and the approximate delay to trains.

(iv) Responsibility for clearing the line The Ganger or senior Track and Structures personnel will take charge of the operations for clearing the line. The lifting and placing of the rolling stock on the line must be done to the satisfaction of the senior mechanical service provider's personnel or Locomotive Engineer, if no such personnel are present at the obstruction.

(v) Ascertaining cause of Accident Particular care must be taken by all Rail Personnel to note any facts which appear to explain the cause of the accident, such as the state of the track, condition and position of the rolling stock, time of accident, speed of train, distribution of load etc, and the attention of the Rail Incident Controller at the obstruction must be called to any facts which may be observed.

(vi) Warning Personnel affected of unusual movements When it is intended for any unusual movement to take place, all Rail Personnel working in the vicinity and likely to be affected must be informed.

(b) Train Disabled when no following train is in same block section. (i) When a train becomes disabled: • The Locomotive Engineer must advise Train Control of the failure. • Train Control will arrange for a relief train and advise the Locomotive Engineer of the direction relief will arrive from. • The Locomotive Engineer will then proceed on foot in the direction from which the relief train will arrive from and will locate and identify the first full or half km peg, tunnel portal, signal or switch-locked points beyond the train. This will become the location of the train on the Mis 39. • The Locomotive Engineer will then proceed a further 200 metres and must place three detonators 10 metres apart on each rail at this point. • The Locomotive Engineer will then proceed back to the metrage peg, tunnel portal, signal or switch-locked points and complete portion (A) of the Mis 39 and advise the particulars including the location of the train to Train Control and confirm that detonator protection has been established. • Train Control will then complete portion (B) of the Mis 39 and advise the particulars to the Locomotive Engineer of the disabled train. • Train Control will then transmit portion (A) and (B) of the Mis 39 to the relief train advising the location of the disabled train and the method for its removal. • The relief train must be piloted to the disabled train from the detonator protection. • The person piloting the relief train must remain at a safe distance from the detonators. (recommended distance 50 metres) • If the distance that the Locomotive Engineer is required to walk will exceed 1 km, or should a tunnel or deep cutting intervene, then the Locomotive Engineer and Train Control must come to an agreement on the time of the next radio call.

Note:

If detonator protection cannot be provided due to a bridge without walkways, constrictive tunnel or other physical obstruction making it unsafe to do so. • The Locomotive Engineer must advise Train Control. • Train Control must advise the relief train of the situation and direct that, while in the obstructed section, the speed must be reduced to enable the relief train to stop in half the clear distance that can be seen ahead. Establishing Protection Station A Disabled train Station B 1/2 or full k m peg or other authorised permanent fixture 10m apart 200m Detonator Protection

(ii) If the relief locomotive is to be sent from the station in advance and the train is to be hauled to that station then the Locomotive Engineer of the relief locomotive must obtain a Mis.59. This will be the authority in addition to being in possession of a completed Mis.39 to pass the Departure signal at Stop and enter the section to remove the disabled train. If it is decided that the disabled train is to be moved to the station in the rear then the setting back movement must be authorised in accordance with CTC Regulation 1a.

(iii) If a relief locomotive is to be sent from the station in the rear and it is necessary for the Departure signal to be passed at Stop; the Locomotive Engineer of the relief locomotive must obtain a Mis.59 and this will be his authority in addition to being in possession of a completed Mis.39 to pass the Departure signal at "Stop". The Locomotive Engineer of the relief locomotive must proceed to the disabled train, which then may be moved to the station in advance. If it is decided that the disabled train is to be moved to the station in the rear then the setting back movement must be authorised in accordance with CTC Regulation 1a.

(c) Train Disabled when a Following Train is in the Same Block Section

(i) If the locomotive cannot take forward any part of the train, a following train in the same block section may, provided the disabled train is complete with the locomotive, assist the disabled train forward to the next station in advance after obtaining the authority of Train Control.

(ii) When a train has followed into the block section and is behind a disabled train but is able to assist it to the station in the rear only once Train Control has been advised of the circumstances and is satisfied that the Locomotive Engineer of both trains have come to an understanding then a member of the train crew of the disabled train may proceed back to the following train and pilot the train forward and coupled onto the disabled train. Before authorising the movement to set back to the station in the rear Train Control must ensure the necessary safeguards for the setting back movement have been taken.

(iii) If more than one train has followed the disabled train into the block section and it is necessary for all trains to set back to the station in the rear. Train Control will verbally authorise the movement of individual trains from the section after ensuring that each train arrives back at the station in the rear before authorising the next train to set back, . If it is necessary after these trains have cleared the section for a relief locomotive to remove the disabled train then the procedures set out in clause (b) will apply.

(d) Train Stalled (i) When a train is stalled and it is possible for the locomotive to take forward part of the train to the station in advance. The person provided to assist as directed by the Locomotive Engineer must, after ensuring that the rear portion has been secured, uncouple the portion that is to be taken forward and hand signal the Locomotive Engineer to move this portion forward approximately 200 metres. Three detonators must be placed 10 metres apart, on each rail at a distance of about 200 metres from the front vehicle of the rear portion to warn the Locomotive Engineer, when returning, of the position of the remainder of the train. The Locomotive Engineer must be advised the class and number of the rear vehicle on the front portion. The Locomotive Engineer, on arrival at the station, must check that the front portion has arrived complete advising Train Control and the Officer in Charge if the station is attended. Train Control will after ensuring that the points are correctly set issue a Mis.59 to permit the locomotive to pass the departure signal at stop to recover the remaining portion of the train. The Locomotive Engineer may then return and remove the remainder of the train out of the section. If before reaching the remainder of the train the locomotive is required to pass a Stop and Stay Intermediate signal at stop then Train Control may verbally authorise the locomotive to proceed. When the whole of the train has been cleared from the section Train Control must be advised.

(ii) If there is a train at the station in advance Train Control may authorise the train locomotive of the stalled train to be detached after ensuring the train has been secured. The Locomotive Engineer must then move the locomotive out 200 metres and place three detonators on each rail 10 metres apart as a warning when returning for the train. The Locomotive Engineer may then proceed to the station.

Train Control must advise the Locomotive Engineer of the train at the station in advance of the circumstances and the manner in which the stalled train will be removed from the section. Upon arrival at the station in advance the two locomotives may then be coupled and Train Control advised of this.

Train Control will after ensuring that the points are correctly set issue a Mis.59 to permit the Locomotives to pass the departure signal at stop and enter the section to recover the stalled train. When the whole of the train has been cleared from the section Train Control must be advised.

(iii) When a train is stalled and it is expedient for it to set back to the station in the rear the setting back movement must be authorised in accordance with CTC Regulation 1a.

If one or more trains have followed the first train into the section Train Control will verbally authorise the movement of individual trains from the section after ensuring that each train arrives back at the station in the rear before authorising the next train to set back. After ensuring that the person providing assistance is in an approved riding position as specified in the Rail Operating Code section 5, the Locomotive Engineer may then set back to the station in the rear. This does not authorise the Outer Home or Home signal at the station in the rear to be passed in the Stop position.

(e) Train disabled - Additional instructions (i) Before a disabled train is moved by a following train or a relief locomotive the Locomotive Engineer of the disabled train must give the necessary authority.

(ii) Disabled train not to be moved The Locomotive Engineer of the disabled train must not allow his train to be moved until the relief locomotive arrives, unless satisfactory arrangements have been made previously to prevent the relief locomotive from proceeding, and the member has returned to the disabled train.

When the disabled train has been moved and the block section is clear Train Control must be advised.

(iii) Setting Back movement

In all cases when a train is required to set back to the station in the rear a member of the train crew must be in an approved riding position and pilot the movement in accordance with instructions specified in the Rail Operating Code section 5. Except as where otherwise provided, this does not authorise the passing of fixed signals in the Stop position.

(iv) Passing Stop and Stay Intermediate signal at Stop If, before reaching the disabled train the relief locomotives is required to pass a Stop and Stay Intermediate signal at Stop then the Locomotive Engineer of the disabled train must complete the (A) portion of a Mis.39 and complete the (B) portion as advised by Train Control. The Locomotive Engineer of the relief locomotive must complete the (A) and (B) portions of a Mis.39 before receiving a TR telegram at the signal concerned.



18. Section Obstructed by Accident

(a) If the line is blocked by a landslip, flood or other cause Train Control must restrict train services from entering the obstructed section by application of "blocking" and arrange for a bulletin to be issued advising of the obstruction.

Subsequent arrangements for working trains to and from the obstruction will be made by Train Control. Passing of any Departure signals at stop will be authorised by Mis 59. Setting back movements will be authorised in accordance with CTC Regulation 1a.

(b) If a train is prevented by an obstruction from going forward It must be moved to the station in the rear in accordance with CTC Regulation 1a.

If one or more trains have followed the first train into the section Train Control will verbally authorise the movement of individual trains from the section after ensuring that each train arrives back at the station in the rear before authorising the next train to set back. (c) After the obstruction has been removed and the line declared clear and safe for normal working

Train Control will arrange for cancellation of the bulletin. Normal working may then be resumed.




Lst Updated: Wed 24 July 2013

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