2012 Single Line Automatic Signalling Regulations

The 2012 Single Line Automatic (SLA) Signalling 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 Signaller may authorise passing of Signals at "Stop"
5 Departure Signals
6. Shunting outside Departure Signals
7. Crossing Station - Definition
8. Arrival Signals
9. Working of a Crossing Station
10. Communication during train crossings
11. Switch-Locked Sidings
12. Assisting Locomotives
13. Reserved for future use
14. Mandatory calling of limits Midland Line
15. Reserved for future use
16. Reserved for future use
17. Checking Train Crossings
18. Operating Instructions
19. Reserved for future use
20. Train Detained at Home Signal
21. Train Divided
22. Train Stopped by Accident, Failure or Obstruction
23. Section Obstructed by Accident
24. Suspension of Automatic Signalling



Introduction

Areas worked under Single Line Automatic Signalling are arranged and equipped so that crossing stations may be attended or unattended and interlocked stations are remotely controlled. Signals and points at interlocked stations are operated by Train Control. Elsewhere points are operated by train crews and signals operate automatically. The sections worked under this system are specified in Section 10 of the Rail Operating Rules & Procedures.

The Signals Rules define various types of signals of which Arrival, Approach, Departure, Home and Intermediate signals are in Single Line Automatic Signalling areas. In addition the following definitions will apply in single-line automatic signalling territory.

(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 where 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 Mis50/51 Instruction.

  • Before issuing any such authority Train Control must ensure the section is clear and the Locomotive Engineer on any approaching train is aware of the setting back movement.
  • Any approaching train may only be authorised by Mis 50/51 to the crossing station in the rear of the setting back movement.
  • Departure signals controlled by a Signaller must be held at Stop and control tagged until setting back movement has been completed.

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 Train Controller who must be satisfied that it is safe for the intended movement.

(c) When shunting at a station involves going outside station limits setting back on the main line is permitted provided the shunting movement does not involve passing the Intermediate signal.



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 and observing the line is clear, must move the train forward to the next signal.

Where there are points in the section ahead of the signal the Locomotive Engineer must examine the points to see that they are correctly set and secure so that the train may pass safely over them

(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 must communicate with Train Control. Train Control, after being satisfied that 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 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 reache the signal be prepared to stop the train clear of any obstruction.



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 may proceed cautiously being prepared to find the section occupied or obstructed, points wrongly set, or 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 and secured 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 that can be seen ahead and clear of 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 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.



(c) If, after passing a Stop and Proceed signal at "Stop", a Locomotive Engineer becomes aware that there is at train stopped in the section they must stop the train and except where 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.

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 Signaller may authorise passing of Signals at "Stop"

Any signal, except a Departure or Intermediate signal, may be passed at "Stop" on receipt of verbal or written instructions from or the exhibition of proper hand signals by the Signaller.

Operating Rule 93c contains the procedures to be followed.



5 Departure Signals

(a) Definition
A Departure signal is a signal which authorises entry to a single-line block section from an interlocked or a crossing station. At an interlocked 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.

(b) If a Departure signal fails:
The Officer in Charge, Signaller, Locomotive Engineer or MTMV Operator must advise Train Control immediately. Train Control may authorise passing the Departure signal at "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 Mis 59

  • 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 Mis 59:

  • 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 Mis 59 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:

  • Authorise the train to be set back within station limits in accordance with the appropriate Single Line Automatic Signalling regulation or
  • 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 Mis 59 by deleting the footnote with the prefix "@".

(g) Train stalled, portion 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:

  • Delete the last train through the block section notation, and
  • Confirm 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:

  • Confirm 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
  • Obtain the permission of the person in charge.
  • 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.


Example of a Mis 59 Figure 501

Example of a Mis 39 Figure 502



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"

. When Single Line Automatic Signalling is Suspended, shunting outside the Departure Signals at any station may only be carried out when the Locomotive Engineer is in procession of an Operating Instruction (Mis.51) for that movement. When the movement has been completed; the Mis.51 for the movement must be cancelled by a new Mis50/51.

(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.



7. Crossing Station - Definition

A crossing station is an interlocked station or stations where the signals and points are protected by Arrival signals.

Unless otherwise arranged the Locomotive Engineer is in charge of the station until the departure of their train. When two trains are at a station, the Locomotive Engineer of the train which arrived first shall be in charge. Figure 503



Diagram of a Releasing- Switch Box



8. Arrival Signals

(a) Stop and Proceed signals at the entrance to crossing stations are called Arrival signals. Each Arrival Signal is fitted with a short range light which shows a white letter "L" when the points are set for the loop and all points off the loop are in the normal position.

When the points are set for the loop the Arrival signal controlling the entrance of a train into the station will be at "Stop". The "L" light indicates that the road is correctly set but not that it is unobstructed. Locomotive Engineers on trains entering the loop when the "L" light is illuminated must satisfy themselves that the road is clear.

When both sets of points are set correctly for the main line the Arrival signal will normally display a "Caution" or "Clear" indication for an approaching train.

(b) Arrival Signal at "Stop" when:

(i) Train not required to cross another train at the station.

The train must be stopped and the next main line points restored for the main line if necessary. If after the expiration of 10 seconds the signal is still at "Stop" the train may proceed cautiously past the signal, examining all other main line points prior to passing over them to ensure they are correctly set for the main line, so that the train may proceed safely over them, being prepared to find the line occupied or obstructed.

(ii) Train required to cross another train at the station.

If the "L" light does not illuminate when the points are set for the loop all the points on the loop must first be examined, and if they are correctly set the train may then enter the loop. Once a train has berthed on the loop and the opposing train is to berth on the main line but the Arrival Signal is at "Stop" then it may be passed at stop in accordance with clause (i) above being prepared to find the main line points set in the reverse position.


(c) When two trains are approaching a crossing station from opposite directions at the same time the Intermediate Stop and Proceed signals in rear of the Arrival signals at both ends of the station will be at "Caution", although the Arrival signals may be at "Caution" or "Stop".

(d) When two trains are approaching a crossing station from opposite directions at the same time the Departure signal at both ends of the station will be at "Stop" and as each train occupies the clearing track circuit (from 400 metres to 1200 metres from the loop facing points) it will cause the opposing Arrival Signal (which is normally at "Caution") to change to "Stop".



9. Working of a Crossing Station

(a) The main line points at each end of a crossing station are operated by a hand lever fixed near the points, the lever being secured by an AS padlock. The crews of all trains on lines operated under this system must carry a key for AS padlocks. The points are electrically connected with the signals so that when the points at either end of a station are reversed, both Arrival signals go to "Stop" and the "L" light is illuminated at the end at which the points are reversed.

A releasing switch is provided close to the points lever, which, provided the block or intermediate section ahead is clear, is to be operated to set the Departure signal to "Proceed" and the points may then be set for the departure of a train from the loop. The releasing switch door can be closed and padlocked once the Departure signal is set at "Proceed". When an MTMV which does not activate the track circuitry passes a Departure signal at "Proceed" then once past the signal the cancel pushbutton in the releasing-switch box must be operated to put the Departure signal back to "Stop".

Whenever possible trains which cannot be accommodated in clear on the crossing loop must be berthed on the main line for a train crossing.

(b) When a train that has been instructed to cross another train arrives at the crossing station before the opposing train, the Arrival and Departure signals may be at "Proceed".

When this occurs the Locomotive Engineer must be careful to observe the Mis 50/51 Operating Instructions issued by Train Control.

The train to arrive first will berth as instructed by

  • ROR&P Local Instructions L6,
  • Bulletin, or
  • Mis 50/51 Operating Instruction.

(c) If the first train to arrive at a crossing station is required to enter the station on the main line and the Arrival signal is at "Proceed", the train may enter the station stopping short of the fouling point board. When the train has come to a stand on the main line a member of the train crew must at once go forward and set the points for the opposing train to enter the loop.

If the Departure signal is also at "Proceed" the reversing of the points will automatically place it at "Stop" and the Departure signal at the next crossing station will then be free to go to "Proceed". If the points are not reversed promptly in such circumstances the opposing train will be detained at the departure signal at the station in advance until the indication changes to "Proceed". If the indication does not change Train Control must be advised.

When the opposing train approaches a member of the crew of the train berthed on the main line, after seeing that the points are correctly set and secure and that the line is clear into the loop, must verbally authorise or hand signal the train to enter the loop. The Locomotive Engineer of the train required to enter the loop, after satisfying themselves that the "L" light is illuminated, must take the train into the loop. After it is in clear of the fouling point the points must be set in the normal position for the main line and the points lever padlocked. A proceed indication on the Departure signal will be obtained automatically.

(d) If a train has arrived in a crossing loop and the Departure signal is displaying "Proceed", the opposing train will not be able to proceed from the station in advance as the Departure signal there will be at "Stop". The Locomotive Engineer on the train in the crossing loop must reverse the main line points which in turn will revert the Departure signal to "Stop" at that station and will allow the opposing Departure signal at the station to display a proceed indication.

The points that the Locomotive Engineer had reversed must be returned to normal before the train which is to berth on the main line arrives. This should be arranged with Train Control and preferably done as soon as the opposing train enters the block section.

(e) If, upon arrival the Locomotive Engineer of the train which is required to enter the loop observes the opposing train stopped at the Arrival signal at the other end of the crossing station, or if the train required to enter the loop arrives first, the train must not pass the Arrival signal, unless the "L" light is illuminated. If the "L" light is not illuminated then a member of the train crew must go forward and set the points for the train to enter the loop. After ascertaining that the points are secure, that the line is clear into the loop, and that a train is not entering or leaving the opposite end of the station, the Locomotive Engineer, on ensuring that the "L"light is illuminated must take the train into the loop.

In special circumstances Train Control may require the points to be set for the main line and the points lever padlocked once a train has passed into the loop and is clear of the fouling point. In this case the Arrival signal for the train approaching from the opposite direction will then go to "Proceed" and this train may enter the station on the main line.

(f) When both trains arrive at a crossing station at the same time both arrival signals will be at "stop". The crossing of the trains will then take place in accordance with the relevant instructions for trains at crossing stations.

(g) A train may be side tracked and stand in the loop or siding to allow another train to overtake it on the mainline. Instructions in regard to side tracking of trains will be given by Train Control. When any portion of a train is standing foul of another line the Locomotive Engineer will be held responsible for the protection of the obstructed line.

(h) When a train is to dispatched from the main line the departure signal works automatically provided the trailing points are set for the main line. (Should a train be in the loop this does not ensure it is standing clear of the main line).

If the Departure signal is at "Caution" or "Clear" the Locomotive Engineer may start the train after the receipt of the necessary signal or verbal advice from the member concerned. If the Departure signal is at "Stop" the Locomotive Engineer must keep their train clear of the fouling point of the loop (as indicated by the fouling point board) until the signal goes to "Proceed".

(i) When a train is to be dispatched from the loop or siding the Locomotive Engineer must keep their train clear of the fouling point until the points are correctly set. If there is a following train approaching closely in the rear the train standing on the loop or siding must not be dispatched until the train from the rear has stopped.

If a train is not approaching in the rear, the releasing switch is to be operated. The Departure signal will go to "Proceed". After the Locomotive Engineer is satisfied that all other points are correctly set for the train to proceed the main line points may be set for the loop, chained and padlocked. The Locomotive Engineer may then start the train after being satisfied it is safe to proceed.

(j) Sidings connected to the loop at crossing stations are provided with trap points. Points off the crossing loop and associated trap points are locked and operated by a frame lever secured by the AS padlock.

When it is necessary to use the siding the lever must be unlocked and the points operated as required. After shunting is completed the person in charge of the shunting operations must place the lever in its normal position and padlock it.

(k) The duties of train crews and Officer in Charge as specified in the foregoing provisions may be varied by Train Control.



10. Communication during train crossings

Approaching a crossing station

  • When approaching a crossing station call on radio channel 1 to establish the whereabouts of the opposing train:
  • If radio contact cannot be established, either: 1. Attempt to make contact using the “Midland portable” using channel 1, or 2. Confirm visually that the opposing train is not standing at the opposite end Arrival signal. If it is not the train can be berthed, or 3. Confirm berthing arrangements via train control if:
  • The train is cannot be reached by “Midland portable”, or
  • It is not possible to view the train stopped at the opposite end Arrival signal.

Berthing

  • The first train to berth must be confirmed as being stationary before the second train commences berthing. Confirmation should be by channel 1.
  • In the event of radio contact not being established, the first train is to confirm that it is stationary by either: 1. Attempting to contact the second train using the "Midland portable" using channel 1, or 2. Hand signal the opposing train if the locomotive is visible, or 3. Via train control if unable to contact the second train using the "Midland portable", or the opposing train's locomotive is not visible.


11. 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", then the indicator will show that the lock is free, and at the same time turn lever "B". (See example on page 526). This will allow them to reverse the points by means of the points lever.

(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, and 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 switchlock; 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 they have received an assurance that this has 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 the train is running through a block section on a Mis 59 and is required to shunt a switchlock 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.

When the train is to shunt a switchlock 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. The setting back movement will be authorised by Train Control by Mis 50/51. While the train is in the siding the main line points must remain reversed until the train has again returned to the main line. 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.

Example of a Single-Line Switch-Lock

Figure 505



12. Assisting Locomotives

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



13. Reserved for future use



14. Mandatory calling of limits - Midland Line

As a train approaches;

  • Minimum of 1000 metres before the Arrival signal for a Single Line Automatic Signalling (SLAS) crossing station and
  • Intermediate Signal before the Home signal for an Interlocked crossing station or boundary station of SLAS area (Rolleston, Arthurs Pass and Otira and the Station Warning Board at Stillwater), when an Operating Instruction is held and

    or

  • prior to departing a station after a crew change and
  • prior to departing a siding

    the Addressee must call on radio channel 1 advising:

  • the train number;
  • location being approached;
  • the limit of the journey for the Operating Instruction held
  • next crossing place and train being crossed (if applicable) and
  • berthing arrangement for the train (if applicable).


Call Protocol

Example of Protocol

Who

845

Where

Approaching/At Staircase

Journey To

Journey to Arthurs Pass

Next Crossing

Crossing 842 at Cora Lynn

Berthing arrangements for train.

845 to enter crossing loop



Hi-Rail vehicles must also comply with this procedure, advising the vehicle identification number.

MTMVs operating with an Operating Instruction (Mis 51) must also comply with this procedure, advising the vehicle identification number if not operating with a train number.

When calling on the radio make sure there are no other transmissions on channel 1 otherwise your transmission will not be heard correctly.



15. Reserved for future use



16. Reserved for future use



17. Checking Train Crossings

The Locomotive Engineer must check all crossings to be made on the journey with the Train/Rail Operator and/Train Manager or Guard, when assisting on the train.



18. Operating Instructions

Train crossing are arranged by Train Control by the issue of Mis 50/51 Operating Instructions.

(a) Operating Instructions - Principles

  • Mis 50 is the Train Control copy
  • Mis 51 is the Locomotive Engineers copy
  • The Addressee, location and date portions may be pre completed.
  • Train Control issue and number consecutively each day
  • The Locomotive Engineer must repeat back to Train Control on receipt
  • A valid Operating Instruction must be held before entering a Single Line Automatic Signalling area.
  • The Locomotive Engineer must hold only one Operating Instruction "in effect" at the any time.
  • Operating Instructions remain effective until fulfilled, or until cancelled by a further Operating Instruction.
  • Once fulfilled the Operating Instruction is to be torn in half.
  • MTMVs running as a train - the Operating Instruction will be addressed to the Ganger in Charge.


Exception:
If the journey is to continue in a Single Line Automatic Signalling area a second Operating Instruction may be issued at the terminating station of the first Operating Instruction. This will not become operative until the first Operating Instruction has been fulfilled.



Locomotive Engineer's responsibilities

  • Ensuring that crossings or the provisions of an Operating Instruction (Mis 51) are fulfilled.
  • Ensuring all unfulfilled Operating Instructions are handed over when the train is handed over to another Locomotive Engineer.


Train Control responsibilities

  • If the station the crossing is to take place at is attended Train Control must advise the Officer in Charge.


Caution:
Operating Instructions do not authorise the passing of signals at Stop. When signalling is suspended the provisions of SLAS Regulation 24 apply



(b) Each Operating Instruction
will show the journey from and to as well as the crossings that will take place at crossing stations en route. At crossing stations if any special arrangements are necessary these will be detailed in the "Other instructions" portion of the Mis.50/51. The train must not proceed beyond the fouling point in station limits of the terminating station until a further Operating Instruction is issued if the journey is to continue in Single Line Automatic Signalling territory.


Note:
For shunting at stations the provisions of Single Line Automatic Signalling Regulation 6 will apply and Train Control authority is to be obtained.



(c) Work Trains
The Operating Instruction can be issued to the further most crossing station in the area and Train Control can include setting-back instructions.

When the work train is to proceed into an area where it is to work in conjunction with other work authorised by a Mis 60, then the work train will also work under the authority of that Mis 60. If necessary, the Mis 60 is to include any instructions for the work train to work in either direction. Other approaching trains will receive an Operating Instruction to the crossing station at the commencement of the work area.

When working under a Mis 60, an operating instruction is not required for the area covered by the Mis 60.



Example of Mis 50 form (Train Control use) Figure 506

Example of Mis 51 form (Locomotive Engineer use) Figure 507



(d) As Train Control is the Signaller for Rolleston, Arthur's Pass and Otira and Stillwater is a compulsory call this is considered to be a sufficient safeguard instead of the Operating Instruction (Mis 50/51) being sent to the short stopping train first. However, the short stopping arrangements must apply if the original Operating Instruction were to change and both trains were in either the Rolleston - Arthur's Pass or the Otira - Stillwater areas.

(e) Altering the crossing station after Operating Instruction has been issued
The original instruction is to be cancelled and a new one issued detailing the altered arrangements. An endorsement is to be made in the "other instructions" portion cancelling the original crossing instruction. If a train is required to stop short of a terminating station due to track blockage or some other reason, then the Operating Instruction must be cancelled and reissued.

Note:
If the Otira and Arthurs Pass crossings are changed to either of these stations then the Operating Instruction would not be cancelled as CTC Regulation 15 would apply.



Special trains running at short notice will be advised verbally by Train Control to those concerned who must endorse the Information Bulletin. Trains not identified by a train number will be identified by the lead locomotive number on Operating Instructions.

If locomotives are berthed on a Back Road at a crossing station and Train Control has sufficient advance information of this occurring then it will be included in the other instructions portion of the Operating Instruction issued to trains passing through the station concerned. When not possible Train Control will verbally advise passing trains before they arrive at the station concerned. These details must be endorsed on the Information Bulletin.

If a train will not make any crossings en route an Operating Instruction form with the "from" and "to" particulars is still to be completed and issued.



19. Reserved for future use



20. Train Detained at 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 Signaller and advise that the train is standing at the Home signal.



21. 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.



22. Train Stopped by Accident, Failure or Obstruction

(a) Advice of Accidents and Measures for Clearing the Line

(i) Measures must be taken immediately to ensure 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 officer 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 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 the 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 50metres)
  • 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.


Figure 508



(i) 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 by reissue of the Operating Instruction held by the disabled train.

(ii) 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 their 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 should be moved to the station in the rear then the setting back movement must be authorised by reissue of the Operating Instruction held by the disabled train.

(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 Engineers of both trains have come to an understanding. A member of the train crew of the disabled train may proceed back to the following train and pilot the train forward and couple onto the disabled train. A Bulletin will then be issued authorising the movement to set back to the station in the rear.

(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. A Bulletin will be issued authorising the movement of trains from the section ensuring that there is a sufficient interval between trains to ensure safe working.

(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 Rail Personnel providing assistance 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 detonators provide an audible warning to the Locomotive Engineer when returning for the remainder of the train. 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 no subsequent authority has been granted for Track Occupancy, i.e. stock crossing/foul time,
  • at an interlocked station, the points are correctly set will then 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 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 then 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 by reissue of the Operating Instruction held by the stalled train. If one or more trains have followed the first train into the section. A Bulletin will be issued authorising the movement of trains from the section ensuring that there is a sufficient interval between trains to ensure safe working.

(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 must not allow their 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 person 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 the Rail Personnel providing assistance 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 locomotive 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.



23. 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.

Subsequent arrangements for working trains to and from the obstruction will be authorised by Operating Instructions which will include authority for setting back movements.

(b) If a train is prevented by an obstruction from going forward
it must be moved to the station in the rear. The setting back movement must be authorised by reissue of the Operating Instruction under the following conditions unless otherwise authorised by Bulletin. If one or more trains have followed the first train into the section a Bulletin will be issued authorising the movement of trains from the section ensuring that there is a sufficient interval between trains to ensure safe working.

(c) Reserved for future use



24. Suspension of Automatic Signalling

(a) When necessary to meet special conditions or when a signal and/or communication failure is so extensive that normal working cannot be continued, the operation of single line automatic signalling may be suspended by the issue of a Bulletin showing specified area(s). During the time the operation of automatic signalling is suspended trains may pass Stop and Proceed, Stop and Stay and Departure signals within the area at "Stop" in accordance with the authority and subject to the exceptions shown in the Bulletin.

When the operation of automatic signalling is suspended as provided in this regulation the following arrangements will apply:

(i) The Operating Instruction is to be endorsed with the suspension of signalling area.

(ii) A train standing at a crossing station in an area where Automatic Signalling has been suspended must NOT proceed outside the fouling point at the crossing station for any purpose until after the arrival of all trains to be crossed at the station concerned.

(iii) When a crossing is to take place in a suspended area the Operating Instruction for each train is to be completed to the crossing station only, then a further Operating Instruction will be issued at that station. This is to include the train crossing which is to take place at that station. With a following movement the Operating Instruction will only be authorised to the station cleared by the train running ahead.

(iv) After a Mis50/51 has been issued, if the Locomotive Engineer is travelling, from an unsuspended area to a suspended area, the Locomotive Engineer MUST request permission before entering suspended area.

(v) After a Mis50/51 is issued at Suspended area boundary, no additional requirement to call for permission is required

(vi) Locomotive Engineers must advise Train Control when mainline points at a station have been locked in the reverse position.

(vii) Locomotive Engineers before entering the affected area must obtain from Train Control particulars of stations at which main line points will be reversed in accordance with Rule 96(a).

(viii) Before passing over any facing main line points Locomotive Engineers must reduce the speed of their train to 15 km/h and satisfy themselves that the points are correctly set for the passage of the train.

(ix) Speed over level crossings equipped with automatic alarms must be reduced to 10 km/h as the absence of power will affect their normal working.

Once on the level crossing a train can resume normal line speed. (x) A sharp lookout must be kept for hand signals.

(xi) When a train is locked in a siding, an Operating Instruction must be held to enter the main line.

(b) Train Stalled, Divided or Disabled and Relief Required
In addition to the usual Mis 39 and protection requirements, Train Control must check and ensure the Operating Instruction for the disabled train covers the area in which the relief locomotive is to run. Once the Mis 39 has been completed Train Control may verbally authorise the relief locomotive to proceed after ensuring the Locomotive Engineers have an understanding of the intended movement.

(c) Reserved for future use

(d) Work authorised by Track and Time permit (Mis 60)
Work trains/MTMV working in conjunction with work authorised by Track and Time Permit (Mis60) When working under a Mis 60, an operating instruction is not required for the area covered by the Mis 60.

When Automatic Signalling is Suspended and a Mis 60 has been issued for the block section and a work train or MTMV is required to enter the section.

Train Control must:

i. Confirm any points for the intended movement are correctly set.

ii. Obtain the permission of the person in charge of Mis60.

iii. Confirm with the person in charge that it is safe for the movement to enter the section before verbally authorising the movement to pass the signal at the boundary of the Mis 60 area




Last Updated: Thur 25 July 2013

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