CHAPTER III: Signal and Control

CHAPTER III
SIGNALS AND CONTROL

16. General –– (1) The following signals shall be used for controlling the movements of trains on the Metro Railway, namely:-
(a) cab signals;
(b) fixed signals; and
(c) hand signals.
(2) The aspects displayed by fixed signals are the same by day and by the night, in open and in tunnels.
(3) A fixed signal be placed, where practicable, on the left hand side of the track to which it refers, unless authorized otherwise under special instructions, and shall be visible from such a distance as will enable a Train Operator to brake a train from twenty five kilometer per hour speed to stop before reaching the fixed signal and a repeater signal shall be provided at locations where due to obstructions such visibility is not available, except in depot. Provided further that, where high speed Cut Out mode is provided, this speed shall be forty kilometer per hour. This signal sighting distance shall be specified under special instructions.
17. Description of signals –– (1) Cab Signals –
(i) Train movements on running tracks shall normally be governed by the Automatic Train Protection system which displays to the Train Operator in the operating console-
(a) actual speed of the train;
(b) the maximum permitted speed at each point of travel;
(c) the distance the train is currently authorized to travel (where provided);
(d) system alarms; and
(e) Messages.
(ii) if the target speed indication and the target distance indication, where provided, are greater than zero, the indication is referred to as “PROCEED” indication;
(iii) if either of these indications is “0”, the indication is referred to as “STOP” indication;
(iv) The Train Operator is authorised to drive his Train upto the indicated speed as far as authority has been given for such purpose.
(2) Fixed Signals––
(i) on main lines, fixed signals are color light signals, either showing two aspects or three aspects;
(ii) Two aspects fixed signals, where provided, shall be capable of showing a “Red” or a “White or violet” aspect;
(a) a “Red” aspect indicates that a train must be brought to STOP short of the signal;
(b) a “White or violet” aspect indicates that the route is set and locked but may not be fully clear up to the next fixed signal and a train operating under cab signals may proceed under the authority of the cab signals but a train operating on the sole authority of line side signals must stop and seek instructions from the Traffic Controller;
(iii) Three aspect signals, where provided, shall be capable of showing a “Red”, “White or Violet” or “Green” aspect.
(a) a “Red” aspect indicates that a train must be brought to STOP short of the signal;
(b) a “White or Violet ” aspect indicates that the route is set and locked but may not be fully clear up to the next fixed signal and a train operating under cab signals may proceed under the authority of the cab signals but a train operating on the sole authority of line side signals must stop and seek instructions from the Traffic Controller;
(c) a “Green” aspect indicates that the route is cleared to the next fixed signal and the train may proceed as far as the next fixed signal;
(iv) When a fixed signal is not in use, the aspect shall be covered and the cover shall display two crossed white bars on a black background, the bars being not less than thirty centimeter long and ten centimeter wide.
(3) Depot Signals ––
(i) in depots, fixed signals may be colour light or position light type. Colour light type using Red and Y e l l o w aspects should be used in the manner as specified below:
(a) a “Red” aspect indicates that a train must be brought to STOP short of the signal;
(b) a “Yellow” aspect indicates that the route is set, locked and clear and a train may proceed in “Restricted Manual” mode as far as the line is clear and the Train Operator must keep a good look out for any obstruction;
(ii) in position light type signaling
(a) two white lights displayed horizontally shall mean that a train must stop;
(b) two white lights displayed at an angle shall mean that a train may proceed in Restricted Manual mode as far as the line is clear and the Train Operator must keep a good lookout for an obstruction;
(iii) the Depots and stabling lines shall be isolated from the running line through an approved means.
(4) Hand Signals ––
(i) hand Signals shall normally be used only for the shunting of work train in depot, or at the site of work, or in extreme emergency;
(ii) any light other than “Green” or any object waived violently shall be interpreted as a stop signal;
(iii) “STOP” shall be indicated by––
(a) a Red lamp;
(b) raising of both arms above the head;
(c) waving a white light rapidly from side to side
(d) a Red flag;
(iv) “PROCEED” shall be indicated by a Green lamp or green flag held steadily;
(v) hand signals for shunting and train movements shall have the following configurations:-
ASPECT INDICATION
(a) A Green lamp or green flag ->moved slowly up and down-> Move away from the signal
(b) A Green lamp or green flag->waved from side to side across the body->Move towards the signal
(c) Display of Red light or Red flag ->Stop
(vi) when during cautious driving or shunting, the speed of a train is to be reduced, the hand signal for movement shall be given at a slower and slower rate and when a stop is required, a STOP signal shall be given;
(vii) each Station Control Room shall have at least one hand lamp capable of displaying Red, Green and White aspects, one Red and one Green flag readily accessible and in working order and each Station Controller shall be conversant with t h e i r location and their proper use;
(viii) each Metro Railway employee involved in the shunting of work trains, the operation of work trains at a maintenance site and the operation of work trains within an Engineer’s Possession, shall carry a hand lamp
capable of displaying Red, Green and White aspects in working order and shall be conversant with its proper use and in addition, he shall also carry a Red flag and a Green flag.
18. Provision of Signals –– (1) Fixed signals shall be provided on running lines at the approach to all points and crossings of interlocked areas and located in such a way that trains will stop at a safe distance from any fouling movement or location.
(2) All depot tracks and any other tracks not equipped with Automatic Train Protection shall be controlled by fixed signals for both entry to and exit from the main line.
(3) All single ended tracks shall be provided with at least one permanent red aspect light to indicate the point beyond which train shall not proceed.
(4) Stopping markers shall be provided at all platforms to indicate where a train of a given length will stop for the convenient detraining and entraining of passengers: Provided that where trains of varying lengths may operate, separate markers will be provided for trains of each potential length, and for bi-directional running.
19. Working of Signals and points –– (1) Control of signals and points shall be from a route setting panel or work-station, and complete routes, points and signals, will be cleared by a single set of operations under normal conditions.
(2) Any failure of vital equipments shall cause the signaling system to display the most restrictive indication.
(3) Any route which has been cleared for a train shall not be cancelled until it is cleared by the train entering the route except:––
(a) in case of emergency; and
(b) in case where operating conditions require that an alternate route be cleared and in this case, the alternative route shall not be made available for clearance until the pre-set time, defined under special instructions, has elapsed from the time the original route was cancelled.
(4) In conditions of failure of route setting controls, points can be set individually from Operations Control Centre, Station Control Room or locally as may be necessary.
20. Control of Signaling –– (1) (i) Main line signaling is controlled from an Operations Control Centre and operates normally under automatic control with routes being set and train intervals regulated by computer control;
(ii) Signaling system will permit more than one train at a time in one Tunnel Ventilation Section. This can be restricted to one train in one Tunnel Ventilation section in case of emergencies, and in a case the Traffic Controller decides to send additional trains in a Tunnel Ventilation section already occupied by a train, he shall set the route manually for additional trains and shall advise train operators about this before authorising them to proceed;
(iii) the Traffic Controller, if required, may hand over control of the signals of a specific station to the Station Controller and a local control panel or work-station shall be provided at the station for this purpose;
(iv) in case of complete failure of control from Operations Control Centre, the entire control may be transferred to a standby backup control centre, if provided at an alternate location, which may be at separate locations for
traffic control and control of traction power;
(v) the Traffic Controller shall have control of all routes on and to the main line as specified;
(vi) train movement shall normally be under computer control but the Traffic Controller has the capability of setting routes manually and of setting individual points, if necessary.
(2) Safety Communication ––
(i) all communication between Operations Control Center and train operators, Station Controller, maintenance staff of electrical, rolling stock, signal and telecommunication and track structures department and other pertaining to movement of trains shall be recorded with time stamping, and preserved for incident analysis and training and the mode of preservations and its duration shall be specified in special instructions;
(ii) the Metro Railway employees shall initiate and acknowledge radio messages in a manner that ensures establishment of communication only between intended parties;
(iii) messages affecting train movements shall be addressed by the Traffic Controller to only one train at a time: Provided that in an emergency, a blanket message may be sent by the Traffic Controller to all trains in or approaching a particular area, which must be acknowledged individually by all concerned train operators: Provided
further that in an emergency, such message may be given by the Station Controller, if authorised by the Traffic Controller in this behalf.
(3) Running Lines ––
(i) the Signaling system on the running line shall be an Automatic Train Protection system;
(ii) if the speed which permits a train running on Automatic Train Protection to stop under normal braking within a limit of safety, is exceeded, and the Train Operator fails to take corrective action on the alarm generated, an irrevocable emergency brake shall automatically apply which ensures that the train does not
proceed beyond the safe limit;
(iii) normal operation of the train running on Automatic Train Protection is monitored from indication on the train operator’s console and each main running line is duly signaled for operation;
(iv) certain lines are equipped for automatic train operation with provision for the Train Operator to assume manual control of the train if required;
(v) in the event of failure of the Automatic Train Operation equipment and on lines not so equipped, train operators shall control their train up to the speed indicated on the console;
(vi) where no cab indication is available, train shall be automatically restricted to a maximum speed of twenty five kilometers per hour;
(vii) fixed signals are provided at approach to all points and crossings of the interlocked area, and certain other locations.
(4) (i) Station Controller’s control panel or work-station shall have the capability of setting routes within the area of control, and of setting individual points when necessary;
(ii) on each platform, and in station control room, there shall be emergency stop plunger, which when operated shall cause any approaching train to stop before it enters the platform. In this situation any train entering, stationary or leaving the platform shall experience a full irrevocable emergency brake application.
(5) (i) The depot tracks may not be equipped with full complement of Automatic Train Protection and trains shall be automatically restricted to a maximum speed of twenty five kilometers per hour and the Train Operator may further restrict the speed of the train in the depot lines to a lower value as provided in the special instructions;
(ii) movements within depots shall be controlled by fixed colour light signals or position light type signals;
(iii) control of movements within the depot shall be exercised by a Depot Controller from a control panel or work-station located within the depot or at some other suitable location;
(iv) the Depot Controller shall use a control panel or work-station for setting and clearing of routes within the depot;
(v) instructions to train operators as to which siding they shall drive or give permission to depart may be given by train radio on a dedicated depot channel distinct from that used by Operations Control Center;
(vi) in the event of the failure of the radio, a Public Address system may be used;
(vii) a verbal instruction as well as proceed indication from the fixed signals shall be received before a train may move into a depot from main-line;
(viii) both verbal instruction and proceed indication from the fixed signals shall be received before a train may move into main line from a depot;
(6) (i) Local operation of points on running lines as and when required may only be undertaken by a Station Controller with the permission of the Traffic Controller. Such transfer of control should be acknowledged by the station controller before the local control can be activated;
(ii) the crank handle used to manually operate the points is interlocked through a key which, when released by the Station Controller, shall inhibit setting of routes over the points concerned;
(iii) some points in depots may be trailable. In the event of a route failure they need not be correctly set before a movement is authorised over them in the trailing direction. The non trailable points shall be protected by fixed signals or stop boards. Backing of trains over trailable points is strictly prohibited.
(7) (i) Where Some lines of the network are equipped with Automatic Train Operation, the Train Operator shall close the train doors and start the train from a station and monitor its functioning;
(ii) all Passenger trains shall be equipped with Automatic Train Protection equipment and can be driven manually under the control of the Automatic Train Protection system.
(iii) if Automatic Train Protection information is not available from the track side equipment, the train can be driven with traffic controller’s permission in “Run On Sight” mode, or in “Restricted Manual” Mode, where the train is not equipped with Run On Sight mode, in which the on board Automatic Train Protection equipment restricts the speed of the train to twenty five kilometers per hour and when the Automatic Train Protection information is again available from the track, the mode automatically upgrades to Coded Manual;
(iv) if the Automatic Train Protection is not available from the track or loco or cab side equipment due to fault or otherwise, the train may be driven with Traffic controller’s permission in ‘Restricted Manual’ mode, and in this mode the on board Automatic Train Protection equipment restricts the speed of the train to twenty five Kilometers per hour, this mode shall be used in depots and exceptionally on running lines when authorised by the Traffic Controller;
(v) if the on board Automatic Train Protection equipment is also defective, the train may be driven in High Speed Cut out Mode, where available, or Low Speed Cut out Mode, as authorised by Traffic Controller and when so authorised by the Traffic Controller, the Train Operator may open and operate a sealed switch and drive the train without Automatic Train Protection and in this mode the Train Operator shall limit the speed of the train at forty kilometers per hour in High Speed Cut Out Mode, where available, and twenty five kilometers per hour in Low Speed Cut Out Mode and be responsible for safe movement of the train.
21. Train detained on Line –– (1) If a train operating under Automatic Train Operation or cab signals comes to a stop on a running line and does not receive a proceed code within sixty seconds, the Train Operator shall inform the Traffic Controller by the radio and ask for instructions.
(2) The Traffic Controller shall check his indications and if he is satisfied that there is no train ahead, he may instruct the Train Operator to proceed in Run On Sight mode or Restricted Manual Mode, as the case may be, exercising utmost vigilance so that he may stop short of any obstruction.
(3) If, after travelling some distance, a proceed indication is received by the train, the train shall automatically upgrade to the Coded Manual mode of control and the Train Operator shall again inform the Traffic Controller. If the train is fitted with Automatic Train Operation, Automatic Mode of the control may be selected.
(4) If the cause of the problem is confirmed as a track side equipment malfunction, the Traffic Controller may instruct subsequent trains without waiting for the Train Operator to seek instructions provided the preceding train has passed through the affected section and reported resumption of Coded Manual mode.
(5) A train operating without receipt of proceed code shall stop at fixed signals irrespective of their aspect, and the Train Operator shall contact the Traffic Controller by the radio and ask for instructions.
(6) If a train operating under the authority of line side signals only stops at a fixed signal at danger and it does not clear within 60 seconds, the Train Operator shall inform to the Traffic Controller by radio and ask for instructions.
(7) The Traffic Controller shall consult the concerned station controller in control of the signaling and decide whether or not the train may proceed.
(8) If there are no points in the route ahead, the Traffic Controller may instruct the Train Operator to proceed as far as the next fixed signal at a reduced speed, not more than twenty five kilometers per hour, such that he can stop short of any obstructions and if after travelling some distance, a proceed indication is received by the train running on Restricted Manual mode, or Run On Sight Mode, the train shall automatically upgrade to the Coded manual mode of control and the Train Operator shall again inform the Traffic Controller; and if the train is fitted with Automatic Train Operation, Automatic Mode of the control may be selected.
(9) If there are points in the route, the Traffic Controller and the station controller shall examine the indication of the points and if indications at the station and the Operations Control Centre agree that all points are set correctly and locked, the Traffic Controller may instruct the Train Operator to proceed as far as the next fixed signal at a reduced speed such that he can stop short of any obstruction and if after travelling some distance, a proceed indication is received by the train running on Restricted Manual mode or Run On Sight Mode, as applicable, the train shall automatically upgrade to the Coded manual mode of control and the Train Operator shall again inform the Traffic Controller; and if the train is fitted with Automatic Train Operation, Automatic Mode of the control may be selected.
(10) If points are not indicated as set and locked, the traffic controller shall instruct the station controller to examine the concerned points. If they are lying in the incorrect position, he shall manually set the points from the station control room with the crank handle interlocked through a key which, when released, will inhibit setting of routes over the points concerned, and the points shall be secured with a clamp and padlocked and the train instructed by hand signal to proceed.
22. Absence of cab signaling –– (1) Failure of the cab signaling shall initiate an irrevocable emergency brake application.
(2) The Train Operator shall report the occurrence to the Traffic Controller and seek instructions.
(3) The Traffic Controller shall verify as far as practicable from indications on his diagram that the problem is not caused by a track side fault or another train and if no cause is apparent, he shall instruct the Train Operator to select the Restricted Manual mode or Run On Sight mode, and try to move ahead exercising utmost vigilance so that he may stop short of any obstruction.
(4) If the train still does not move, the traffic controller shall authorise the Train Operator to operate the Cut Out switch and to proceed in Cut Out mode of control to a suitable station, exercising utmost vigilance so that he may stop short of any obstruction. At the next station, passengers shall be detrained and the train worked to depot or a
suitable siding.
23. Failure of fixed Signals –– (1) If a Train Operator observes that a fixed signal is not displaying any aspect, he shall stop his train and seek instructions from the traffic controller by radio.
(2) All, concerned staff shall then follow the provisions of sub-rules (7) to (10) of rule 21, and Sub-rule (1) to (4) of Rule 22.
24. Failure of route setting –– (1) If a route through an interlocked area cannot be set automatically or by manual control from the Operations Control Centre, the control of the area shall be passed to the local Station Control Room.
(2) If the route cannot be set from the Station Control Room signaling control panel or work-station, the Traffic Controller shall instruct the Train Operator to secure his train and wait for instructions.
(3) The Traffic Controller and the Station Controller shall examine the indications for the points and if indications at the station and at Operations Control Centre agree that all points are set correctly and locked, the traffic controller may instruct the Train Operator to select Run On Sight mode or Restricted Manual mode, as the case may be, and proceed at reduced speed such that he can stop short of any obstruction. Once cab signals show a proceed indication, Coded Manual mode shall be resumed; and if the train is equipped with Automatic Train Operation, then Automatic Mode may be resumed.
(4) If any point indication is missing or shows the points set for the wrong direction, or there is a discrepancy between the indications at the station and in Operations Control Centre, the station controller shall examine the position of the points himself. If they are lying in the wrong direction, he shall manually set the points with the crank handle from the station control room and the points shall be secured with a clamp and padlock and the train instructed by hand signal to proceed, and if after travelling some distance, a proceed indication is received by the train running on Restricted Manual mode, the train shall automatically upgrade to the Coded manual mode of control and the Train Operator shall inform the Traffic Controller. If the train is fitted with Automatic Train Operation, Automatic Mode of the control may be resumed.
(5) The Station Controller, after examining the position of the points under subrule
(4), shall then return to the station and report to the Traffic Controller that the route remains secured and any subsequent train may be instructed by radio to proceed.
(6) In depot, the Depot Controller may instruct the Train Operator by radio to proceed if––
(a) point indications for all facing points in the route show the points as set and locked in the correct position;
(b) any points not showing an indication shall be traversed in the trailing direction only if the points are trailable.
(c) If points for which indications are not available, have to be traversed in the facing direction, the Depot Controller shall ensure that the points are set manually and secured in correct position with the clamp and padlock before authorising the train to proceed .