2008 Double Line Automatic Signalling (DLAS) Regulations

The 2008 DLAS Regulations.


Page under construction....




Contents Page

1. Trains Not to Set Back
2. Train Stopped at Stop and Stay signal
3. Train Stopped at Intermediate Stop and Proceed signal
4. Method of Switching in and out a Signal box
5. Switch locked sidings
6. Working of trains
7. Signalman may authorise Passing of Signals at "Stop"
8. Train detained at Home or Outer Home signal
9. Reserved for future use
10. Running direction on Double lines
11. When circumstances arise which call
> 12. Reserved for future use
13. Train Stopped by Accident, Failure or Obstruction



Introduction

Areas of line worked under Double Line Automatic Signalling are arranged and equipped with intermediate signals and interlocked stations. Signals at Interlocked Stations operate as intermediate signals when Signalboxes are "Switched Out" and are manually controlled when Signalboxes are "Switched In".

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

The Signals Rules define the various types of signals of which Approach, Outer Home, Home, Directing, Starting, Advanced Starting and Intermediate signals are in Double Line Automatic Signalling areas



Definitions

(a) Double line Sections

A Double Line section is the section of either main line between two interlocked stations the entrance to which is governed by a fixed signal.

(b) Intermediate Section

Any division of a double line section the entrance to which is governed by an intermediate signal.

(c) Interlocked Station

A station where control of points and fixed signals is centralised and arranged to prevent conflicting movements. The operation of 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) Trains must not set back after leaving a station, or run on the right-hand line in the direction of travel except:

(i) When authorised by a Mis 60.

(ii) When at a station and wholly within the Home or Outer Home signals movements may reverse direction on the authority of the Signalman who must first satisfy himself that it is safe for the intended movement.

(iii) When shunting, or after departing 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.

(iv) When a Locomotive is required to return to the second portion of the train left in the section. DLAS Regulation 13 (b) and (e) must be applied.

(v) When it in necessary for a relief locomotive or train to enter the section for the purposes or rendering assistance to a disabled train the procedures in DLAS Regulation 13 (c).

(vi) MTMVs operating under Engineering Rule 914(n) may be verbally authorised by Train Control.


(b) Setting back on Mis 60

Train Control must:

  • Ensure the line is clear for the movement.
  • Ensure the controlled signals at the entrance to the affected area are held at Stop and the levers/controls concerned are tagged/collared or blocked to prevent the signals from being cleared.
  • Authorise the setting back movement by Mis 60.
  • Issue the Mis 60 to the Signalman* who controls any signal involved with the setting back movement then to the Locomotive Engineer of the train setting back.

* not applicable when the signals concerned are controlled from Train Control.

(i) Where more than one train is required to set back to the station in the rear.

Train Control must, in addition to clause (b) above:

  • Arrange for the trains to be coupled together for the setting back movement, or
  • Authorise each individual train to set back once the following train has cleared the section.
  • When trains are not coupled each setting back movement must be authorised on a separate Mis 60.


(ii) When a train is required to set back a short distance and a following train is in the affected section.

Train Control must, in addition clause (b) above:

  • Advise the following train of the situation instructing it to stop clear of where the intended setting back movement will terminate.
  • Confirm with the Locomotive Engineer of the following train that the train has been stopped and will not be moved until authorised by Train Control.
  • Ensure the terminating limit in the rear for the setting back movement includes a signal, intermediate station, metrage peg or other clearly defined point well clear of the location where the following train has stopped.


(c) Wrong Line running

Train Control must:

  • Ensure the line is clear for the movement.
  • Endorse the details of the last train to clear the section on the Mis 60.
  • Ensure the controlled signals at the entrance to the affected area are held at Stop and the levers/controls concerned are tagged/collared or blocked to prevent the signals from being cleared.
  • Authorise the wrong line movement by Mis 60.
  • Issue the Mis 60 to the Signalman* who controls any signal involved with the wrong line movement then to the Locomotive Engineer of the train running on the wrong line.

* not applicable when the signals concerned are controlled from Train Control.

(i) Wrong Line Running section:
Must wherever possible be confined to a section where there are fixed signals controlling movements over the crossover road. Where there is no fixed signal or wrong line running board for the movement either arriving or departing an interlocked station, the movement must not pass a point alongside the outermost controlled signal on the opposite line at the station until authorised by the signal box.

(ii) Verbal Authority to Pass signal at Stop

If a signalman is required to verbally authorise a movement past a signal at Stop, authority must first be obtained from Train Control.

(iii) Route to be correctly set first

A movement from the single line to the double line area or vice versa must not be verbally authorised until the route is correctly set.

(d) Precautions for Setting back / Wrong line running

When a train is required to run on the wrong line or set back to the station in the rear:

  • Switch Out stations must be switched "In" wherever possible.
  • Locomotive Engineers of trains on the wrong line must be cautious and must make frequent use of the locomotive whistle, particularly approaching level crossings including those entering a single line from a double line area.

Speed must be reduced to 10km/h approaching level crossings because the road traffic will not be aware of the unusual conditions and automatic alarms, where provided, may not operate until the movement is at the crossing; the movement should not proceed onto the crossing until the alarms are operating.

  • The Mis 60 must also include any instructions necessary from Train Control for passing uncontrolled signals at Stop.
  • Locomotive Engineers must ensure that points which become facing points to trains running on the wrong line are secured so that their trains may pass safely over them.
  • In planned work situations, facing switch locked points between stations may be secured by Signals personnel in the normal position; this confirmation is to be given to Train Control with these details being included in the relevant bulletin.
  • In the situation of either the Down or Up lines being blocked between interlocked stations for planned work and all trains are to run on the opposite line during this period then brief details will be included in a bulletin (this could be either a Special or Information Bulletin). These would include the running arrangements, reason for the arrangement, together with any modification to the Mis 60 procedures.


(e) At a junction where there is no signal to authorise the movement from a double to a single line, and either setting back or Wrong Line Running requires entry to the section, the from/to location on the Mis 60 must also include the adjacent CTC block section.

Should a signalling fault have occurred in the single line area, then the Mis 60 is to include instructions for the movement into the single line incorporating any special precautions to be followed after establishing that it is safe for the movement to proceed.

The point adjacent to the outermost signal on the opposite line approaching the station must not be passed until authorised by Train Control. This information must be included in the Mis 60.



2. Train Stopped at Stop and Stay signal

(a) Stop and Stay signal equipped with an "A" light

If detained at a Stop and Stay signal equipped with an "A" light, and the "A" light is not illuminated, the Locomotive Engineer after ascertaining that the signal box is switched Out (or, in the case of a switch locked siding, that the switch lock is locked), and upon observing that the line is clear, must cautiously move the train forward to the next signal.

Failure of Signals leading over Motor points

The provisions in the Rail Operating Procedures, Section 11; for failure of signals leading over motor points must be followed.

(b) Intermediate Stop and Stay signal

If a train is detained at an Intermediate Stop and Stay signal which is not equipped with an "A" light the Locomotive Engineer (or a member of the train crew so instructed by the Locomotive Engineer) must communicate with the 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 that the section ahead is not occupied may authorise the train to proceed.

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 reaching the signal be prepared to stop the train clear of any obstructions.


Failure of Signals leading over Switch locked siding points:

When a movement is detained at an Intermediate Stop and Stay signal protecting a switch locked siding and the "A" light is extinguished:

  • Train Control may authorise the movement to proceed cautiously forward after ensuring the line is clear,
  • The Locomotive Engineer must stop short of the switch locked points concerned and check them to ensure they are correctly set and secure for the movement to pass safely over them.


3. Train Stopped at Intermediate Stop and Proceed signal

(a) When a Locomotive Engineer observes a Stop and Proceed signal at "Stop" they must stop the train; if, at the expiration of 10 seconds, the signal is still at "Stop" the train main 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, before the train passes over the points, must examine them and see they are so secured 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 he can see 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 reaching 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 his 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. Method of Switching in and out a Signal box

(a) A switch-in signal box is equipped with an interlocking machine or panel consisting of control levers and levers to operate the signals and points. An illuminated diagram is also provided

Local instructions are available in each signal box in connection with the procedure for switching "In" and switching "Out"

When a signal box is switched "Out" the positions of the levers are as follows: Control levers reversed, all signal levers controlling running on the main line reversed, and all other levers normal. The "A" lights on the signals are displayed when the control levers are reversed.

(b) When it is necessary for a signal box to be switched "In" or "Out" the apparatus must be operated as follows:

(i) To Switch in

The Rail Personnel operating the signal box must replace to "normal" the control lever (or levers) applicable to the line (or lines) affected, thereby illuminating the diagram and extinguishing the "A" lights on the signals, converting them from Stop and Proceed to Stop and Stay signals.

If an approaching train is indicated on the diagram no other lever should be operated until the train has cleared the station or has stopped. The signal levers applicable to the mainline must then be placed to normal, after which points and signal levers may be operated subject to time delays as explained in the local instructions.

(ii) To Switch Out

All signal and points levers must be replaced to "normal"; the signal levers controlling running on the main line and the control levers must then be reversed in that order, extinguishing the diagram lights and displaying the "A" lights on the signals.


5. 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 before reaching the points.

(c) When the intended movement entails the crossing of the opposite main line, before opening the switch lock door a member of the train crew must observe (as far as practicable) that a train is not approaching the siding or the signal on the opposite line which protects the crossover road.

(d) After obtaining permission from Train Control, the member must go to the switch lock and open the door which is locked with an AS padlock. After the time release has run down, the indicator will show that the lock is free and must then turn lever "B" (see picture next page below). This will allow the points to be operated to reverse the points by means of the points lever.

The opening of the switch lock door holds at "Stop" all signals protecting the lines affected and extinguishes the "A" light on such signals, converting them from Stop and Proceed to Stop and Stay signals.

When the turnout does not cross the opposing main line the operation of the switch lock does not affect the signals on that line.

(e) 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.

Indicator Points electrically locked when the arm horizontal or indication light extinguished Points free when arm raised or indication light illuminated B lever turn over to free the points

Picture 1: Inside of a Double Line switch lock

(f) When a train has to completely enter the siding, to shunt or permit a following train to pass the member of the train crew must restore the switch lock and points to normal and satisfy themselves, that all is clear and safe for the following trains to pass.

(g) When the train is ready to proceed to the main line the procedures set out in clauses (c) and (d) will apply. 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 they have received an assurance that this has been done.

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

This information must be recorded on the Train Control diagram.



6. Working of trains

(a) Alterations to schedule train crossings or running order of trains may be made by Train Control.

(b) When a signals and communication failure is so extensive that normal working cannot be continued the Officer Controlling Train running must be notified of the position as soon as possible. If at any time the facilities of the Company cannot be used for prompt communication, Rail Personnel must obtain the use of any other facilities which may be available.

(c) Local instructions provide that all trains leaving attended Signal Boxes are advised to the next attended signal box, and details entered in the train register.

The arrival and departure time of all trains must be entered in the train registers at permanent signal boxes.

(d) Trains may be required to terminate their run or sidetrack at a switchout signal box. This information must be given verbally at the time. If after a train has left it becomes necessary for it to be sidetracked at any intermediate switch-out signal box (prior advice of this not having been given), the Locomotive Engineer must arrange accordingly with Train Control, who will advise the signal box next in advance. Before allowing a train to enter on to the main line to commence or to continue its run from an intermediate switch-out signal box the Person in charge must obtain the permission of Train Control, who must advise all other Signalmen concerned of the arrangements made.



7. Signalman may authorise Passing of Signals at "Stop"

Any signal except an 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.



8. Train detained at Home or Outer Home signal

(a) The Locomotive Engineer must communicate with Train Control or the Signalman and advise the Signalman that the train is standing at the Home or Outer Home signal.

(b) During fog or falling snow the Locomotive Engineer must arrange for protection to be provided in the rear by placing 3 detonators 10 metres apart on each rail at 200 metres from the rear of the train if Train Control so directs.



9. Reserved for future use



10. Running direction on Double lines

Trains must run on the left hand line in the direction of which they are travelling except as otherwise authorised by Regulation 1 or the Officer Controlling Train Running.



11. When circumstances arise which call for special or unusual action

Requiring a departure from a Double line Automatic Signalling 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.



12. Reserved for Future Use



13. Train Stopped by Accident, Failure or Obstruction

(a) Advices of Accidents and Measures for clearing line

(i) Measures must be taken to ensure immediate safety

(ii) Opposite line obstructed: Action to protect

Unless the Locomotive Engineer can see immediately that the opposite line is clear of obstruction, they must, provided radio communication is available, communicate with Train Control in order that any train approaching on that line may be stopped.

If it has not been possible to immediately contact Train Control or unless otherwise instructed by Train Control the Locomotive Engineer must arrange protection on the opposite line by placing 3 detonators on each rail, 10 metres apart at 1500 metres from the obstruction, a member of the train crew being left at the 1500 metres with detonators and exhibiting a danger hand signal.

The locomotive is to be used to run forward and once the protection has been established the locomotive must return to the train. In the case of a train manned by a Locomotive Engineer only, and circumstances require him to provide protection he is to proceed forward with the locomotive placing detonators at 1500 metres and remain at 1500 metres exhibiting a danger hand signal.

If the locomotive is unable to be moved the Locomotive Engineer must go forward on foot to carry out the necessary protection. If a train is seen to be approaching while proceeding to establish the protection, 3 detonators must be immediately placed on each rail of the opposite line 10 metres apart and a danger hand signal exhibited.

The Locomotive Engineer must stop any train that may be approaching on the opposite line by sounding the Apply Brake whistle and exhibiting a Danger hand signal. After sunset or during fog or falling snow or when passing through a tunnel a Red light must be shown in a forward direction from the front of the locomotive.

If the locomotive is unable to be moved the Locomotive Engineer must arrange for a train crew member to go forward on foot to carry out the necessary protection. If a train is seen to be approaching while the member is still proceeding to establish the protection, 3 detonators must be immediately placed on each rail of the opposite line 10 metres apart and a danger hand signal exhibited.

The Locomotive Engineer must then communicate with Train Control if not previously advised and report the obstruction.

(iii) Train Crew to confer

After providing for the safety of the train, the Locomotive Engineer 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 situation.

(iv) 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.

(v) Responsibility for clearing 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.

(vi) Ascertaining cause of Accident

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

(vii) Warning Personnel affected of unusual movements

When it is intended for any unusual movement to take place, all personnel working in the vicinity and likely to be affected must be informed.

(b) Train divided: Locomotive proceeding with front portion to the Station in Advance

When a train is divided in a double line area owing to an accident or the inability of the locomotive to take the whole of the train forward, and the Locomotive Engineer has advised Train Control that the locomotive or part of the train can be taken forward to the station in advance without assistance the following procedures will be adopted:

(i) The Locomotive Engineer must ensure that the rear portion of the train is secured. Once uncoupled the Locomotive Engineer is to move the front portion forward approximately 200metres.

(ii) 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.

(iii) The Locomotive Engineer must note the class and number of the rear vehicle on the front portion.

(iv) Upon arrival at the first station where the front portion is to be reduced the Locomotive Engineer must satisfy himself that the front portion is complete before returning for the rear portion of the train.

personnel, train crews etc) are available they must make themselves available to assist with securing and protecting the rear portion of the train and to remain with that portion and carry out any additional instructions given by the Locomotive Engineer.

(vi) Locomotive going beyond next Station

When the front portion of the train cannot be left at the station next in advance it must be taken to another station in advance. Any intermediate station which is switched Out must remain"switched In", the Signalman in each instance being advised of the circumstances.

When the front portion of the train has been left at another station in advance the locomotive must return on the proper line to the intermediate station in front of the rear portion where there is a crossover road, then return and remove the rear portion.

(vii) Signalman's Permission required

The locomotive returning for the rear portion of the train or taking the rear portion to the station where the front portion has been left must not pass any station which is "switched in" without the permission of the Signalman.

(viii) Train Divided Accidental

When a train has been divided owing to an accident and both portions are 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 location of the rear portion has been established the front of the train can be moved back provided the two portions can be effectively coupled.

(ix) Train Divided for Planned Work

When a train is carrying out maintenance work and it is necessary 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 re-coupled. (x) Brake Tests- Each time the train is re-coupled an intermediate brake test must be carried out before proceeding.

(c) Train disabled

(i) Procedure

  • 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.
  • 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.
  • The Locomotive Engineer of the relief locomotive must be in possession of a completed Mis 39 and have the permission of the Officer in Charge or Signalman at the station in advance of where the disabled train is located before proceeding to assist the disabled train.
  • 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 disabled train is to be moved back to the station in the rear then this must be authorised by Mis 60.



Note:
If detonator protection cannot be provided due to a bridge withoutwalkways, 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 direction of travel

Example showing relief from station in advance "Station A"

(ii) When Assistance is provided from the Station in the Rear

  • A Mis 39 and detonator protection are only required when an intermediate Stop and Stay signal intervenes (see below).
  • After the permission of the Locomotive Engineer of the disabled train has been obtained, it may be moved to the place beyond which the train no longer requires assistance, or where a relief locomotive may be attached in the front.

(iii) When an Intermediate Stop and Stay Signal Intervenes

  • The procedure described in Regulation 13c (i) must be applied. (Mis 39 and detonator protection)
  • Train Control will then authorise passing of the signal by TR telegram at the signal concerned.


Note:
In a Double Line Signalling area and at a junction between single and double lines when a Stop and Stay signal operated from a Signalbox cannot be used for the relief locomotive to clear the disabled train from the area, portion A of a Mis. 39 is to be completed by the Locomotive Engineer of the disabled train and the particulars advised to the Signalbox. Train Control will advise the Signalman of the circumstances who in turn will authorise the relief locomotive to pass the signal concerned.

(d) Disabled train not to be moved

The Locomotive Engineer of the disabled train must not move the train until the relief locomotive arrives, unless arrangements have been made previously to prevent the relief locomotive from travelling from the station in advance, and the member has returned to the disabled train.

(e) Train stalled

When the Locomotive Engineer has advised Train Control that the locomotive or part of the train can be taken forward to the station in advance without assistance the following procedure will be adopted.

(i) The Locomotive Engineer must ensure that the rear portion of the train is secured. Once uncoupled the Locomotive Engineer is to move the front portion forward approximately 200metres.

Three detonators must be placed 10 metres apart on each rail at a distance of about 200metres 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 note the class and number of the rear vehicle on the front portion.

Upon arrival at the first station the Locomotive Engineer must satisfy himself that the front portion is complete before returning for the rear portion of the train.

(ii) Locomotive going beyond next Station

When the front portion of the train cannot be left at the station next in advance it must be taken to another station in advance. Any intermediate station which is "switched Out" must be "switched In", and any station which is about to be "switched Out" must remain "switched In", the Signalman in each instance being advised of the circumstances.

When the front portion of the train has been left at another station in advance the locomotive must return on the proper line to the intermediate station in front of the rear portion where there is a crossover road, then return and remove the rear portion

(iii) Signalman's Permission required

The locomotive returning for the rear portion of the train or taking the rear portion to the station where the front portion has been left must not pass any station which is "switched In" without the permission of the Signalman

. (iv) 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 and then proceed to the station in advance.

Train Control must advise the Signalman at the station in advance of the circumstances and the manner in which the stalled train will be removed from the section.

On arrival of the locomotive from the stalled train at the station in advance the Signalman will arrange for the two locomotives to be coupled together and then after receiving authority from Train Control the locomotives may return to the stalled train. (v) When a train is stalled and it is expedient for it to be moved back to the station in the rear this may be authorised by Mis 60.



Example of a Mis 39




Lst Updated: Wed 24 July 2013

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