Ta wea tore wart oratea (ferret Ys qa FATT) NORTH CENTRAL RAILWAY “ar after, qaancisr, garerare - 211 015 Headquarter’s Office (S&T Deptt.) Ganga Complex, Subedarganj Allahabad - 211 015 “WM: S&T/NCR/IPO Signalling fertiep: 28/12/2015 fasa: Joint Procedure Order for attending S&T failures and use of emergency facilities available on VDU/Panel at EI/PI/ RRI installations. Tt has been observed that in the event of signal failure, trains are sometimes getting detained abnormally, whereas, signalling incidences normally do not totally stop train traffic & trains can be worked using laid down procedures by on duty operating staff. This will minimize repercussion in train operation as signaling staff are not posted at every station and waiting for rectification of failure by S&T staff increases detention to trains. ‘As a bench mark, time taken to deal with a train manually by Station Master (SM) should be approximately 15 minutes and on a road side station where home signal located in far distance like as in MTJ-PWL section and Junction station, it should be approximately 30 minutes depending on yard layouts for a failure affecting the home signal and approximately 5 minutes for a failure affecting starter and advance starter signals, However, presently much more time is being taken for piloting a train from the home signal and issuing authority {1/369 (3b)} for starter & advance starter signals in case of failure. In case of point failures, use of crank handle can minimize adverse affect on train operations. Similarly in the EI/PI/RRI, various emergency features are available in the VDU/Panel making use of which the SM can easily tackle train operations minimizing the detention in event of any signal failure. Provision of motorcycle for Operating Staff may be given for delivering T-369 (3b) to the Loco Pilot of the train at Junction Station/big yard and cycle for all road side station on main line congested routes, which is already in practice on Jhansi division in JHS - KID, BNDA - BZM and JHS - BZM sections. Similar action is to be taken for Signalling & Telecom staff to provide road vehicles & creation of night failure gangs to promptly attend the failures & minimize Mean Time To Repair (MTTR). To attend S&T failure promptly & efficient use of emergency features available in VDU/Panel, following procedures shall be followed. 1. In case of S&T failure, information to be given by on duty SM promptly to S&T staff by issuing a failure memo as per SR 3.68/6 of G&SR of NCR as well as inform to section controller who shall in turn advise signal controller in test room. If S&T staff is not available at the affected Page 1 of 8station and has to attend the failure from adjoining station, first available train including Duranto/Rajdhani/Shatabdi should be _ invariably permitted to S&T staff to attend the failure by section controller. During night, night failure gangs at the stations/ critical locations & major yards on ‘A’ & other routes as per yardstick of Railway Board issued vide letter No. 2007/Sig/Non-Gaz/I/Norms dated 16/08/2010 consisting of Signal Technicians along with Helper Khalasi and signal supervisors at major yards & critical locations should be provided after creation of night failure gangs. List of stations nominated for night failure gang should be mentioned in Working Time Table of the division. S&q staff before leaving the station after day's maintenance work shall operate all the points to ensure that they are properly working with permission of SM when trains are not approaching the station and in case of obstruction, it is to be removed ‘so that failure during night is avoided. The signal controller in test room shall check this compliance through data logger and send exception report to controlling officer. In case of point failure, outdoor SM/Porter should be deputed to check the both ends of point for any obstruction. If any obstruction is found, it should be removed and point should be operated in the required position and concern signal should be taken off. However, if a point is defective and has to be set in the required position by the crank handle, cranking of point should be done by the operating staff of station rather than waiting for arrival of S&T staff to put right the failure, If a point is defective and has been set to the required position by the crank handle, a normal signalled movement can be made after the crank handle is restored to its normal lock and then signal comes ‘off’ after being taken ‘off’ or if the points in the route are correctly set & locked by route setting on the VDU/Panel with steady point indications but the signal does not come ‘off’, then no cotter bolting/clamping and pad locking is required in such case. (Amendment Slip No. 43 dated 19/05/2015 to SR Item No. 3.51/4(a) of G&SR of NCR). To minimize down time of failures & effect on train operation, in case of track circuit failure, porter while going to hand over authority to loco pilot of train to pass failed signal at ON, if sees any kind of object on track, SR 3.68/1 of G&SR of NCR should be followed. Indications and alarms of availability of UP AT, DN AT and local supply (wherever available) provided on auto changeover panel should be monitored by SM & in case of non availability of any incoming supply due to failure shall be reported to concerned TRD/Electrical General staff as well as S&T staff for rectification. Similarly, IPS indication panel provided in SM office should be monitored and in case of any failure Page 2 of 810. 10.1 10.2 10.3 eis alarm, S&T staff should be advised promptly to attend the IPS failure before actual signal failure taking place. Any failure of intermittent nature like flashing of point with passage of train, bobbing of track circuit/signal, bobbing of close detection of level crossing gate etc. shall be promptly advised by SM to S&T staff to attend the same before actual signal failure taking place affecting train operation. SMS of exceptional report shall be sent to concern staff & officers of S&T/Engineering by S&T control. Wherever dual VDUs/LCPs have been provided at EI installations, operation should be changed from one VDU to another VDU after every 15 days in presence of S&T staff to ensure working of both VDUs/LCPs by following proper procedures. SM shall monitor indications of crank handles and interlocked gates on Panel/VDU as failures of these severely affect train operations and should immediately advise S&T staff in the case of failures of these gears. Operation of Fog Switch from Automatic mode to Modified Semi Automatic Mode & Vice-Versa: To avoid raising up of signals during changeover from automatic mode of working to modified semi automatic mode of working & vice-versa, following procedures shall be followed by SM: Before turning fog switch from automatic mode to modified semi automatic mode; auto mode working of home signal, main line starter & advance starter are to be cancelled alongwith routes. After cancellation of automatic mode working & routes of signals, fog switch is to be turned from auto mode to modified semi automatic mode and then home, main line starter & advance starter signals are to be taken off manually. Similarly, before introducing automatic mode working from modified semi automatic mode working; routes of home, main line starter and advance starter signals are to be cancelled if already set. After cancellation of route, fog switch is to be turned from modified Semi automatic mode to automatic mode and then these signals are to be taken off and ‘A’ marker is to be lit. Besides above, following emergencies features available in the VDU/Panel of EI/PI/RRI installations shall be used by SM to easily tackle trains in event of signal failure. Page 3 of 8EMERGENCY FACILITIES GENERALLY AVAILABE AT VDU/PANEL Operation Procedure Point should be set in route either by individual operation or by route initiation. In case of panel, concern GN & COGGN buttons are to be pressed and leaving COGGN button, concern route button (UN) should be pressed and in case of VDU, Calling ON command of concerned signal to be initiated when train has occupied calling on track circuit. With this operation, route will be set & locked and calling ON timer will start flashing and after 60 second, it will become steady on panel/VDU and calling ON signal will be OFF. iii. In case of automatic territory, calling ON light will extinguish after occupation of first controlling track circuit of the concern signal and in case of absolute block section, calling ON light’ will extinguish after picking up of calling ON track circuit. SN |Operation | When to be used 1. [Calling On/ If relevant (CO) Signal | track | circuit(s) | fails. | 2. | Crank When | | Handle (CH) | operation | of point fails from VDU/panel. For releasing crank handle from Panel GBN/CHYN & concern Point Button are to be pressed. With this operation, white flashing indication will appear on concern CH indication on panel and| steady red indication in the CH location | (in. SM’s_ office where CHs are centralized or in concern outdoor CH location). After seeing steady red indication, CH Key is to be extracted after pressing push button provided in CH location. When CH key is extracted, flashing white indication on panel will disappear and steady red indication will appear. Page 4 of 8ii. | After setting, clamping and pad locking |the point in required position by | operating staff, CH key will be returned | back to CH location and inserted in key lock mechanism & turned. After this operation, steady red indication on the panel will extinguish and white flashing indication will again reappear. On appearance of white flashing indication | CH control will be taken back by ASM by pressing GBRN/CHYRN & concern point button. With this operation white flashing indication will become steady indication CH is now locked. After this operation, if steady indication of point is appearing on the panel, concern signal should be taken off from panel. iv. [In case of VDU, in place of buttons, CH command from VDU is to be initiated and same procedures as stated above are to be followed. v. [In case, crank handle to be released when concern point is locked in the route, first route is to be cancelled with emergency sub route cancellation and then crank handling is to be done following the above procedures. 3. | Emergency Route Release. (EUUYN) When a signal has been taken OFF for a movement and due to any reason it is required to cancel the movement. First signal is to be put back to ON by pressing concern signal’ GN & EGGN buttons either from panel or signal putting back command from VDU. ii. | After putting back signal to ON, route is to be released either by pressing concern signal button (GN) & EUUYN buttons from panel or by giving route release command of concern signal route from VDU. iii. | In case of approach locking and train is not on approach track, route will get released immediately and in case train is on approach track, route will get |release after 120 seconds. In case of dead approach locking, the route will | | also release after 120 seconds. Page 5 of 84. [Emergency [If Sub-]i. |To cancel sub-route/route, EUYN key is | Sub- route/route to be operated & turned by SM. After | Route/Route | gets locked this, SM will press EUYN button along | Cancellation | and can’t with either concern signal or sub route (EUYN) be released point button as the case may be & with | after this operation, timer will initiate & its passage of indication will start flashing & will train or by| | become steady after 120 seconds. After emergency | | this SM will again press EUYN button route along with either concern signal or sub release route point button as the case may be (EUUYN). and sub-route/route will get released. After cancellation of sub-route/route, | EUYN key is to be normalized and with this operation timer indication will disappear. ii, [In case of DU, sub-route/route | cancellation command is to be initiated | | by SM by giving authorization password. | After the command, sub-route/route will get released after 120 seconds. 5. [Emergency | When point |i. | During failure of point zone track circuit, | Point | operation first concern point zone is to verified for | | Operation is. required non standing of vehicle and after (EWN) in case of ensuring this, EWN button along with Failure of concern point button are to be pressed point zone from panel. In case of VDU, emergency | track | point operation command is to be | circuit. initiated by SM by giving authorization | jasswor' ii, [Emergency point operation is not possible when point is locked in sub- route/route. In such cases, first route is, to be released before doing Emergency point operation. 6. | Overlap When OVis|i. |First see that last sub-route/route of Cancellation | not concern signal is released. If not, first | (OYN) released Jrelease the same with help of with emergency sub-route cancellation. After | passage of this press OYN and concern signal | train. button in Q-series panel/ concern route button in Siemens panel. With pressing of these buttons, timer will get activated and after 120 seconds/60 seconds as the case may be, overlap | | | will get released. In case of VDU, OV cancellation command is to be initiated | | | and after giving command, OV will get | Page 6 of 8released after 120 seconds/60 seconds as the case may be. 7. | Check Non i. [Insert & turn the SM’s key and see that functioning/ |working of| | yellow indication of SM’s key IN appears Position of | entire on panel. When key is out, red SM key Panel indication appears. In case of Key IN indication is not appearing, S&T staff is to be informed immediately. When SM’s key has been taken out by the Station Master, all the operations on the panel shall get locked except raising of signal. 8. [Check panel | Non 7. [When button remains stuck up or button working of pressed for long duration, a buzzer remaining | entire sounds along with visual indication stuck up panel or (NCR indication) on the panel. In such some cases, all the buttons shall be visually group of checked, pressed & released one by one routes or till NCR indication disappears. signals. Any failure of buzzer/visual indication should be immediately reported to S&T staff. e 9. | Sliding If the level |i. | The sliding boom barriers available is to Boom crossing be slided across the road and closed | Barriers lifting against road traffic and locked through | barrier fails |_| the key provided and then after signal is | for any taken off. | reason | 12. Precauti be taken while operating Panel/VDU: 12.1 Emergency route release is not possible when any track circuit in the route remains failed with passage of train. Emergency route release is also not possible when partially route is released & partially locked with passage of train. In such cases, emergency sub-route cancellation is only to be adopted. 12.2 Emergency route release is possible only when the signal is put back to ON. 12.3 When emergency sub-route cancellation Is initiated, no other operation from the panel/VDU should be done as any such operation can cause the other route to release in case of inadvertent touching/clicking of signal button. Page 7 of 812.4 It is possible to take OFF ‘A’ marker in automatic signal territory when main line route is held up/ track circuit has failed except first controlling track circuit. 12.5 Station Master should monitor continuous working of flasher indication ‘on the panel/VDU and in case of its failure, he should advise S&T staff. 12.6 For each emergency operation, a counter is provided and reading of counter should be recorded in the concern register. Whenever, seal of EUYN/EWN is broken for emergency operation, S&T staff is to be advised to seal the same. One pr ha yy er fia. wa Gai. gohtrar yer vRarert wae Page 8 of 8