9.

ABSOLUTE BLOCK SYSTEM

9.1 ESSENTIALS OF THE ABSOLUTE BLOCK SYSTEM:

Where Trains are worked on the Absolute Block System:

(i) No Train is allowed to leave a Block Station unless Line clear has been
received from the Block Station in advance, and

(ii) On Double lines, such Line Clear shall not be given unless the line is
clear, not only upto the First Stop Signal (FSS) at the Block Station at
which such Line Clear is given, but also for an Adequate Distance (AD)
beyond it.

(iii) On Single lines, such Line Clear shall not be given unless the line is clear
of Trains running in the same direction, not only upto the First Stop Signal
(FSS) at the Block Station at which such Line Clear is given, but also for
an Adequate Distance (AD) beyond it, and is clear of Trains running in the
direction towards the Block Station to which such Line Clear is given.

Unless otherwise directed by approved Special Instructions, the Adequate

Distance (AD) referred to in clauses (ii) & (iii) of above para shall not be less than:

(i) 400 metres in case of two Aspect Lower Quadrant Signalling or two
Aspect Colour Light Signalling, and

(ii) 180 metres in case of Multiple Aspect (MAUQ or MACL) or

Modified Lower Quadrant (MLQ) Signalling.

Above Adequate Distance (AD) is termed as Block Overlap (BO).

9.2 ABSOLUTE BLOCK SYSTEM VS AUTOMATIC BLOCK

SYSTEM OF TRAIN WORKING:

Absolute Block System of working Trains is based on ‘Space Interval’ system wherein
a controlled rail section is divided into a number of smaller rail sections, each called a
‘Block Section’ and only one Train is allowed to run at a time in one Block Section. This
Space Interval between the two Trains i.e. entry into the Block Section is secured by the
human agencies in the form of two Station Masters, posted at the two end Stations of
the Block Section. Station Masters use Block Instruments to obtain permission to
approach prior to allowing a Train to enter in the Block Section. Refer Photographs in
Figures 9.1, 9.2 & 9.3 for the types of Block Instruments generally used on Indian
Railways

The essence of Absolute Block System lies in the fact that only one Train can remain in
one Block section at a time. On Double line sections, as Trains follow in the same
direction one after the other, there are no opposing Trains on the same rail section. On
Single lines, however, Trains are to be run on the same rail section from both the sides
and hence it is essential to ensure that when Trains are running in one direction in a
Block section, there is no Train allowed to run in the opposite direction.

Automatic Block System of working Trains is also based on ‘Space Interval’ system
wherein also a rail section is divided into a series of smaller sections, called ‘Automatic
Signaling Sections’. Contrary to the Absolute Block System, the Space Intervals in
Automatic Block System are secured automatically by the travel of a Train in to, through
and out of the Signalling sections. Each Signalling section is protected by a Stop Signal
at its entry point.

Three types of Signals are in use in Automatic Signalling Territories:

(i) Automatic Signal.

(ii) Semi Automatic Signal.
(iii) Manual Signal.

Automatic Signals are distinguished by ‘A’ letter Disc. Letter ‘A’ is in Black on White
circular Disc. Semi Automatic Signals are provided with White ‘A’ Marker Light against
Black background. When ‘A’ Marker Light is lit, the Semi Automatic Signal works as an
Automatic Signal. Letter ‘A’ is extinguished when this Signal is to function as a Manual
Stop Signal with manual control on its operation. Signals with no other control other than
Track circuit control are Automatic Signals. Signals where manual control is always
present are Manual Stop Signals.

Figure 9.4 shows the three types of Signals, viz. Manual, Semi-Automatic & Automatic,
used in Automatic Signalling territories. Figure 9.5 shows ‘A’ Marker Disc & ‘A’ Marker
Light and details the meaning of these Markers as conveyed to the Driver.

Figure 9.6 shows Gate Signal in Automatic Signalling Territory, Markers used on this
type of Signal and their meanings. Stop Signal protecting a Level Crossing Gate has a
letter ‘G’ in Black on Yellow circular Disc and White illuminated letter ‘A’ against Black
background. Letter ‘A’ is lit only when the Level Crossing Gate is closed and locked
against the road traffic. In case the Semi-Automatic Gate Signal also protects a Point, in
addition to the LC Gate, it is provided with two Markers – ‘A’ & ‘AG’. Letter ‘A’ shall be lit
only when the Gates are closed and locked against road traffic and points are correctly
set and locked for the route. Letter ‘AG’ shall be lit only when the Gates are either open
to road traffic or have failed but points are correctly set and locked for the route. Neither
Marker shall be lit when points are not correctly set and locked for the route or have
failed.

Signals in Automatic Signalling Territories are designated as Semi-Automatic Signals

under following conditions:

(i) When there is a choice of a Route.

(ii) When, under certain conditions, a manual control is needed,

which is not necessarily required to be always present like protecting a
Level Crossing Gate or protecting Intermediate Siding etc.

Normal Aspect of an Automatic Signal is ‘OFF’ Aspect. An Automatic Signal can be

passed at ‘ON’ following certain Rules.
Normal Aspects of Signals used in Automatic Signalling Territories as also rules of
passing them at ‘ON’ position are stated in following Table:

Type of Signals Normal Aspect Aspect Rules for passing at

Control ‘ON’

Manual ON Manual after Cannot be passed at ‘ON’

the Control is unless a Written Authority
exercised by is given & Train is piloted.
the Operating
Agency.

Semi Automatic ‘ON‘ when Manual after Cannot be passed at ‘ON’

working as the Control is unless a Written Authority
Manual Signal exercised by is given & Train is piloted.
with external the Operating
Manual Control. Agency.

‘A’ Marker Light

extinguished.

‘OFF’ when Automatic with Can be passed at ‘ON’ by

working as passage of observing the relevant
Automatic Signal. Train into, rules of stopping at the
through and Signal for 1 minute by day
‘A’ Marker Light out of the and 2 minutes by night
lit. Signalling and then proceeding up
sections. to the foot of the next
Signal, exercising great
caution to stop in the
section short of any
obstruction.

Automatic OFF Automatic with Can be passed at ‘ON’ by

passage of observing the relevant
Train into, rules of stopping at the
through and Signal for 1 minute by day
out of the and 2 minutes by night
Signalling and then proceeding up
sections. to the foot of the next
Signal, exercising great
caution to stop in the
section short of any
obstruction.

9.3 CONDITIONS OF GRANTING LINE CLEAR FOR A TRAIN IN

ABSOLUTE BLOCK SYSTEM:
For firming up the conditions for granting line clear at different Class of Stations ‘A’, ‘B’,
or ‘C’, it is to be noted that line should be clear from LSS (Last Stop Signal) of the Block
Station to which line clear is being given, up to FSS (First Stop Signal) plus BO (Block
Overlap) at the Station from which such line clear is being granted. On Single line
sections, an added condition of ensuring the Direction of Traffic is also needed to be
satisfied.

9.3.1 Conditions for Granting Line Clear at a Class ‘A’ Station:

At a Class ‘A’ Station on Single line or Double line, the line shall not be considered
cleared and Linen Clear shall not be given, unless:

(i) The whole of the last preceding Train has arrived complete,

(ii) All signals have been put back to ‘ON’, behind the said Train,

(iii) The line on which it is intended to receive the incoming Train is clear upto
the Starter, and

(iv) All Points have been correctly set and all Facing Points have been locked
for the admission of the Train on the said line.

Condition at (i) above ensures that no part of the Train i.e. coach / wagon / brake van
has been left behind in the Block section and the Block section is clear. Condition (ii)
makes it possible to provide the essential features of ‘One Line Clear One Train entry
into the Block section’. Conditions (iii) & (iv) meet the requirements of Absolute Block
System in as much as that the line is clear not only upto FSS (First Stop Signal) at the
next Station but also an AD (Adequate Distance) beyond it.

9.3.2 Conditions for Granting Line Clear at a Class ‘B’ Station:

Double Line:

At a Class ‘B’ Station on Double line, the line shall not be considered clear and Line
Clear shall not be given, unless:

(i) The whole of the last preceding Train has arrived

complete,

(ii) All necessary Signals have been put back to ‘ON’ behind
the said Train, and

(iii) The line is clear:

(a) At Stations equipped with Two Aspect Signalling upto the

Home Signal, or

(b) At Stations equipped with Multiple Aspect Signalling or

Modified Lower Quadrant Signalling upto the outermost
Facing Points or the Block Section Limit (BSL) Board, if
any.
Single Line:

At a Class ‘B’ Station on Single line, the line shall not be considered cleared and Line
Clear shall not be given, unless:

(i) The whole of the last preceding Train has arrived

complete,

(ii) All necessary Signals have been put back to ‘ON’ behind
the said Train, and

(iii) The line is clear:

(a) At Stations equipped with Two Aspect Signalling upto the

Shunting Limit Board (SLB) or Advanced Starter (if any) at
that end of the Station nearest to the expected Train, or

Upto the Home Signal, if there is no Shunting Limit Board

(SLB) or Advanced Starter, or

Upto the outermost Facing Points, if there is no Shunting

Limit Board (SLB) or Advanced Starter or Home Signal.

(b) At Stations equipped with Multiple Aspect Signalling or

Modified Lower Quadrant Signalling upto the Shunting
Limit Board (SLB) or Advanced Starter (if any) at the end
of the Station nearest to the expected Train, or

Upto the outermost Facing Points, if there is no Shunting

Limit Board (SLB) or Advanced Starter.

At a Class ‘B’ Station on single line section, it is possible to receive a Train directly from
one side, when Line Clear has been given to the Block Station on the other side as the
distance between the Outer Signal and outermost Facing Points in Two Aspect
Signalling, and between the Home Signal and outermost Facing Points in Multiple
Aspect Signalling, or Modified Lower Quadrant Signalling is kept not less than the sum
total of the Adequate Distances prescribed for Block Overlap & Signal Overlap.

9.3.3 Conditions for Granting Line Clear at a Class ‘C’ Station:

At a Class ‘C’ Station on Single line or Double line in Two Aspect, Multiple Aspect or
Modified Lower Quadrant Signalling, the line shall not be considered clear and Line
Clear shall not be given, unless:

(i) The whole of the last preceding Train has passed complete at least 400
meters beyond the Home signal and is continuing its journey.

(ii) All Signals taken ‘OFF’ for the preceding Train have been put back to
‘ON’ behind the said Train.
(iii) On single line sections, the line is also clear of the Trains running in the
opposite direction towards the Block Hut from the Block Stations at the
other ends.

9.4 CONDITIONS TO BE SATISFIED FOR TAKING ‘OFF’ THE

HOME SIGNAL AT A CLASS ‘B’ STATION:

Single Line Section:

Conditions to be satisfied for taking ‘OFF’ the Home Signal on Single line section at a
Class ‘B’ Station are as under:

(i) When a Train is approaching a Home Signal otherwise than at a

Terminal Station, the Signal shall not be taken ‘OFF’ until the Train has
first been brought to a stand outside it, unless the line is clear for an
Adequate Distance beyond the Trailing Points, or under Approved Special
Instructions for an Adequate Distance beyond the place at which the
Train is required to come to a stand.

(ii) When a Train has first been brought to a stand outside the Home
Signal, the Signal may be taken ‘OFF’ if the line is clear up to the Trailing
Points or under Approved Special Instructions for up to the place at which
the Train is required to come to a stand.

(iii) The Adequate Distance referred to in sub-para (i) above shall

never be less than:

(a) 180 metres at Stations equipped with 2-Aspect Lower

Quadrant or 2-Aspect Colour Light Signals.

(b) 120 metres at Stations equipped with Multi Aspect

Signals.

Where a Sand Hump of Approved Design or under Approved special

Instructions a Derailing Switch has been provided for the line on which a
train is to be received, they shall be deemed to be efficient substitutes for
the Adequate Distance referred to above.

Refer to Figure 9.7 for Single line Class ‘B’ Stations, equipped with Multi Aspect
Colour Light Signals.

Home Signal for Multi Aspect Signalling at Single line Class ‘B’ Station can be
lowered if and only if the line is clear up to 120 metres (being the AD in Multi
Aspect Signalling) beyond the Trailing Points or up to 120 metres beyond the
Starter Signal under Approved Special Instructions.

As the Layout in Figure 9.7 caters for Sand Humps, these Sand Humps can be
deemed to be substitute for the Adequate Distance of 120 metres, if the Reception
is planned on the Loop line.

Double Line Section:

Conditions to be satisfied for taking ‘OFF’ the Home Signal on Double line section are as
under:

(i) When a Train is approaching a Home Signal otherwise than at a

Terminal Station, the Signal shall not be taken ‘OFF’ until the Train has
first been brought to a stand outside it, unless the line is clear for an
Adequate Distance beyond the Starter.

(ii) When a Train has first been brought to a stand outside the Home Signal,
the Signal may be taken ‘OFF’ if the line is clear up to the Starter.

(iii) The Adequate Distance referred to in sub-para (i) above shall never be
less than:

(a) 180 metres at Stations equipped with 2-Aspect Lower

Quadrant or 2-Aspect Colour Light Signals.

(a) 120 metres at Stations equipped with Multi Aspect

Signals.

Where a Sand Hump of Approved Design or under Approved special

Instructions a Derailing Switch has been provided for the line on which a
train is to be received, they shall be deemed to be efficient substitutes for
the Adequate Distance referred to above.

Home Signal for this 2-Aspect Signalling at Double line Class ‘B’ Station can be lowered
if and only if the line is clear up to 180 metres (being the AD in 2- Aspect Signalling)
beyond the Starter Signal.

Refer to Figure 9.8 for Double line Class ‘B’ Station, equipped with Multi Aspect Colour
Light Signals.

Home Signal for Multi Aspect Signalling at Double line Class ‘B’ Station can be lowered
if and only if the line is clear up to 120 metres (being the AD in Multi Aspect Signalling)
beyond the Starter Signal.

As the Layouts in Figure 9.8 caters for Sand Humps, these Sand Humps can be
deemed to be substitute for the Adequate Distance of 120 metres, if the Reception is
planned on the Loop line.

9.5 CONDITIONS TO BE SATISFIED FOR TAKING ‘OFF’ THE

HOME SIGNAL AT A CLASS ‘A’ STATION:

Single Line Section:

Conditions to be satisfied for taking ‘OFF’ the Home Signal at a Class ‘A’ Station on
Single Line section are as under:

(i) When a Train is approaching a Home Signal otherwise than at a

Terminal Station, the Signal shall not be taken ‘OFF’ until the Train has
 first been brought to a stand outside it, unless the line is clear for an
Adequate Distance beyond the Trailing Points, or under Approved Special
Instructions for an Adequate Distance beyond the place at which the
Train is required to come to a stand.

(ii) When a Train has first been brought to a stand outside the Home
Signal, the Signal may be taken ‘OFF’ if the line is clear up to the Trailing
Points or under Approved Special Instructions for up to the place at which
the Train is required to come to a stand.

(iii) The Adequate Distance referred to in sub-para (i) above in case of

2-Aspect Signalling, shall not be less than 180 m.

(iv) Where a Sand Hump of Approved Design or under Approved special

Instructions a Derailing Switch has been provided for the line on which a
train is to be received, they shall be deemed to be efficient substitutes for
the Adequate Distance referred to above.

Home Signal for 2-Aspect Signalling at Single Line Class ‘A’ Station can be lowered if
and only if the line is clear up to 180 metres (being the AD in 2-Aspect Signalling)
beyond the Trailing Points or up to 180 metres beyond the Starter Signal. The later
condition stated shall be under Approved Special Instructions.

Double Line Section:

Conditions to be satisfied for taking ‘OFF’ the Home Signal at a Class ‘A’ Station on
Double Line section are as under:

(i) When a Train is approaching a Home Signal otherwise than at a

Terminal Station, the Signal shall not be taken ‘OFF’ until the Train has
first been brought to a stand outside it, unless the line is clear for an
Adequate Distance beyond the Starter.

(ii) When a Train has first been brought to a stand outside the Home Signal,
the Signal may be taken ‘OFF’ if the line is clear up to the Starter.

(iii) The Adequate Distance referred to in sub-para (i) above, in case of

Stations equipped with 2-Aspect Signalling shall not be less than 180
metres.

(iv) Where a Sand Hump of Approved Design or under Approved special

Instructions a Derailing Switch has been provided for the line on which a
train is to be received, they shall be deemed to be efficient substitutes for
the Adequate Distance referred to above.

Home Signal for 2-Aspect Signalling at Double line Class ‘A’ Station can be lowered if
and only if the line is clear up to 180 metres (being the AD in 2- Aspect Signalling)
beyond the Starter Signal.

At Class ‘A’ Stations on Double Line sections, where Outer Signal and Advanced
Starters are not provided and except where Special Instructions are issued to the
contrary, if ‘Line Clear’ has been given to the Station in rear and the Block section in
advance is obstructed, all Signals shall be kept at ‘ON’ and the Train must be brought to
stand at the Home Signal. After the Train has come to a Dead Stop at the Home Signal,
it shall be taken ‘OFF’ to allow the Train to proceed up to the Starter. Should, however,
the Block section in advance be cleared before the Train for which ‘Line Clear’ has been
given has arrived at the Home Signal, Signals may be taken ‘OFF’ in the usual manner.

9.6 BLOCK SECTION & STATION SECTIONS AT DIFFERENT

CLASS OF STATIONS:

9.6.1 Single Line - ‘B’ Class Station:

Refer to Figure 9.7.

9.6.2 Double Line - ‘B’ Class Station:

Refer to Figure 9.8.

9.6.3 Single Line - ‘C’ Class Station:

Refer to Figure 9.9.

9.6.4 Double Line - ‘C’ Class Station:

Refer to Figure 9.10.

9.7 PILOTING OF A TRAIN:

The term ‘Piloting’ is used in Train Operations under certain unusual Conditions like
Failure of a Signal, Point in the Route being Defective or some Obstructions en-route
from the Signal up to the usual stopping place of the Train at the Station. In the case of
Obstruction on the Route, Signal shall not be taken ‘OFF’.

Piloting is done under the Directions of the Station Master by an Authorised Staff in
Uniform, who hands over the SM’s Permission (on prescribed Performa) to pass the
Defective Signal at ‘ON’, at the foot of the Signal and then Pilots the Train, continually
exhibiting a Hand Signal. Authorised Staff, usually the Points Man on Duty, travels in the
Driver’s Cab. The Hand Signal is shown to indicate to the Driver to exercise needed
Caution and is meant to exhibit RED to the Driver under any emergency on the Track to
enable the Driver to Stop Dead. The Speed at which the Piloting is done is written on the
Authority, which is given to the Driver.

The Authority is on prescribed Traffic Form T-32B or OPT-373 or any other specified by
the Railway.

9.8 PROCEDURES OF PASSING DEFECTIVE SIGNALS:

9.8.1 Semi-Automatic Signal:

A Semi-Automatic Signal can be worked as an Automatic Signal or as a Manual Signal.
It works as an Automatic Signal when its ‘A’ Marker Light is lit. The Signal works as a
Manual Signal when its ‘A’ Marker Light is extinguished / not lit.

When a Semi-Automatic Stop Signal is worked as an Automatic Signal, the Procedure

for passing it at ‘ON’ shall be as for passing an Automatic Signal at ‘ON’ on Double or
Single Line, as the case may be.

When a Semi-Automatic Signal is working as a Manual Stop Signal and becomes

defective, it may only be passed at ‘ON’, following the usual Procedure of passing an
Absolute Block System Stop Signal at ‘ON’.

In case of an Approach Stop Signal, the Driver shall not pass it at ‘ON’ or it being a
defective Signal unless:

(i) He has, at a previous Station, received notice in writing specifying

that the Signal is out-of-order and unless he also receives a Proceed
Hand Signal from an authorised Railway Servant in uniform at the foot of
such Signal,

or

(ii) After coming to a stand, he is either given a written Authority by

the Station Master to proceed past such Signal or is authorised by a
Calling-On Signal in the ‘OFF’ position or is authorised by the Station
Master over the Signal Post Telephone in accordance with Special
Instructions.

Driver, while passing an Approach Stop Signal at ‘ON’ or it being defective, shall ensure
that the speed of his Train does not exceed 15 Kmph.

In case of a Departure Stop Signal, the Driver shall not pass it at ‘ON’ or it being a
defective Signal unless his Train has been brought to a Stop at the Station where the
defective Signal is situated and he is authorised to do so:

(i) By a written permission from the Station Master, or

(ii) By taking ‘OFF’ the Calling-On Signal, if provided under approved Special
Instructions.

Also, when a Departure Signal protecting Points is to be passed at ‘ON’, the Driver shall
ensure that while passing over such Points, the speed of his Train does not exceed 15
Kmph and he, in addition, also receives a Proceed Hand Signal from a duly authorised
Station Staff.

In the case of a Last Stop Signal, he shall not pass such Signal, when ‘ON’ or defective,
unless he is also in possession of a proper authority to proceed under the System of
working.

9.8.2 Home Signal:

The Driver shall not pass the Home Signal, being a Stop Signal, at ‘ON’ or it being a
defective Signal unless:

(i) He has, at a previous Station, received notice in writing specifying

that the Signal is out-of-order and unless he also receives a Proceed
Hand Signal from an authorised Railway Servant in uniform at the foot of
such Signal,
or

(ii) After coming to a stand, he is either given a written Authority by the

Station Master to proceed past such Signal or is authorised by a Calling-
On Signal in the ‘OFF’ position or is authorised by the Station Master over
the Signal Post Telephone in accordance with Special Instructions.

Driver, while passing a Home Signal at ‘ON’ or it being defective, shall ensure that the
speed of his Train does not exceed 15 Kmph.

9.8.3 Automatic Signal:

Double Line Section:

(i) When a Driver finds an Automatic Stop Signal with an ‘A’ Marker at ‘ON’,
he shall bring his Train to a stop in the rear of the Signal. After bringing
his Train to a stop in the rear of the Signal, the Driver shall wait there for
one minute by day and two minutes by night. If after waiting for this
period, the Signal continues to remain at ’ON’, he shall give the
prescribed code of whistle and exchange Signals with the Guard and then
proceed ahead, as far as the line is clear, towards the next Stop Signal in
advance exercising great caution (speed not exceeding 15 Kmph on
straight track) so as to stop short of any obstruction.

(ii) The Guard shall show a Stop Hand Signal towards the rear when
the Train has been so stopped at an Automatic Stop Signal.

(iii) Where owing to the curvature of the line, fog, rain or dust storm, engine
working the Train pushing it, or other causes, the line ahead cannot be
seen clearly, the Driver shall proceed at a very slow speed, which shall
under no circumstances exceed 8 Kmph. Under these circumstances, the
Driver, when not accompanied by an Assistant Driver, and if he considers
necessary, may seek the assistance of the Guard by giving the
prescribed code of whistle.

(iv) When so sent by the Driver, the Guard shall accompany him on the
Engine Cab, before he moves forward, to assist the Driver in keeping a
sharp lookout.

(v) When an Automatic Stop Signal has been passed at ‘ON’, the Driver shall
proceed with great caution until the next Stop Signal is reached. Even if
this Signal is ‘OFF’, the Driver shall continue to look out for any possible
obstruction short of the same. He shall proceed cautiously upto that
Signal and shall act upon its Indication only after he has reached it. Next
 Signal in ‘OFF’ condition does not mean that there is no obstruction on
the track upto that Signal.

The ‘ON’ position of an Automatic Signal may be due to a Train in the Automatic
Signalling section ahead including the Overlap or due to an obstruction on the track or
broken or displaced rail or any other cause. Great caution is, thus, necessary in
negotiating the section upto the foot of the next Signal.

The indication of an Automatic Signal applies to the track beyond the Signal and there is
possibility of a Train or obstruction on being inside the Signal when it is showing ‘OFF’.
A Driver having passed an Automatic Signal at ‘ON’ must not act on the indication of the
Signal ahead, until he has actually reached it.

Whenever an Automatic or a Semi-Automatic Signal changes its Aspect from Green /

Yellow to Red and again to Green / Yellow or from Red to Red in succession, it shall be
treated as a Bobbing / Flickering Signal and shall be considered as showing the most
restrictive Aspect.

Single Line Section:

(i) When a Driver finds an Automatic Stop Signal with an ‘A’ Marker
at ‘ON’, he shall bring his Train to a stop in rear of that Signal and wait
there for one minute by day and two minutes by night.

(ii) If after waiting for this period the Signal continues to remain at
‘ON’ and if telephone communication is provided near the Signal, the
Driver shall contact the Station Master of the next Block Station or the
Centralised Traffic Control (CTC) Operator of the section where
Centralised Traffic Control (CTC) is provided, and obtain his instructions.
The Station Master or the Centralised Traffic Control Operator, as the
case may be, shall after ascertaining that there is no Train ahead upto the
next Signal and that it is otherwise safe for the Driver to proceed so far as
is known, give permission to the Driver to pass the Signal in the ‘ON’
position and proceed upto the next Signal.

(iii) If no telephone communication is provided near the Signal or if the

telephone communication provided near the Signal is out of order and
can not be made use of, the Driver shall give the prescribed code of
whistle and exchange Signals with the Guard and then proceed past the
Signal as far as the line is clear, upto the next Stop Signal in advance,
exercising great caution so as to stop short of any obstruction.

(iv) The Guard shall show a Stop Hand Signal towards the rear when the
Train has been so stopped at an Automatic Stop Signal.

(v) Where owing to the curvature of the line, fog, rain or dust storm, engine
working the train pushing it, or other causes, the line ahead cannot be
seen clearly, the Driver shall proceed at a very slow speed, which shall
under no circumstances exceed 8 Kmph an hour. Under these
circumstances, the Driver when not accompanied by an Assistant Driver,
 and it he considers it necessary, may seek the assistance of the Guard by
giving the prescribed code of whistle.

(vi) When so sent for by the Driver, the Guard shall accompany him
on the Engine Cab, before he moves forward, to assist the Driver in
keeping a sharp look out.

(vii) When an Automatic Stop Signal has been passed at ‘ON’, the
Driver shall proceed with great caution until the next Stop Signal is
reached. Even if this signal is ‘OFF’, the Driver shall continue to look out
for any possible obstruction short of the same. He shall proceed
cautiously upto that Signal and shall act upon its Indication only after he
has reached it. Next Signal in ‘OFF’ condition does not mean that there is
no obstruction on the track upto that Signal. Great caution is, thus,
necessary in negotiating the section upto the foot of the Signal.

9.8.4 Gate Stop Signal:

Absolute Block Signalling Territory:

(i) When a Driver finds a Gate Stop Signal at ‘ON’ he shall sound the
prescribed code of whistle and bring his Train to a Stop in rear of the
Signal.

(ii) If the Gate Stop Signal is provided with a ‘G’ Marker, the Driver
shall wait at the Signal for 1 minute by Day and 2 minutes by Night, and if
the Signal is not taken ‘OFF’ within this period, he may draw his Train
ahead cautiously and stop short of the Level Crossing. He shall then be
Hand-Signalled past the Gate by the Gateman, if there is one, or in
absence of the Gateman, by one of the Members of the Engine Crew or
by the Guard of the Train after ascertaining that the Gates are closed
against the road traffic.

(iii) If the Driver finds, after stopping at Signal, that there is no ‘G’
Marker, he shall proceed further only in accordance with the procedure
laid down under special instructions. In such a situation, he shall be
piloted by the Gateman past the Level Crossing. To attract the attention
of the Gate man, the Driver shall sound the whistle. The Gateman, after
closing and locking the Gate against the road Traffic shall proceed to the
Signal, report the defect to the Driver and then pilot the Train.

Automatic Block Signalling Territory:

(i) If the ‘A’ Marker is illuminated, the Driver shall comply with the
procedure of passing a Semi-Automatic Signal at ‘ON’ on Double or
Single Line, as the case may be.

(ii) If the ‘A’ Marker light is extinguished but the ‘AG’ Marker light is lit,
he shall sound the prescribed code of whistle to warn the Gateman and
bring his Train to a stop in rear of the Signal. If after waiting for 1 minute
by Day or 2 minutes by Night, the Signal is not taken ‘OFF’, he shall draw
 his Train ahead cautiously and stop in rear of the Level Crossing. After
ascertaining that the Gates are closed against the road traffic and on
getting Hand Signals from the Gateman, and in his absence from the
Assistant Driver or the Guard, the Driver shall sound the prescribed code
of whistle and proceed cautiously up to the next Stop Signal.

(iii) If both ‘A’ Marker light and ‘AG’ Marker light are extinguished, he
shall sound the prescribed code of whistle to warn the Gateman and bring
his Train to a stop in rear of the Signal. Thereafter, he shall proceed
further only in accordance with the procedure laid down under special
instructions.

9.8.5 Intermediate Block Stop Signal:

(i) When a Driver finds an Intermediate Block Stop (IBS) Signal at

‘ON’, he shall stop his Train in rear of the Signal and contact the
Station Master of the Block Station Master in rear on the
Telephone, if provided on the Signal Post.

(ii) The Station Master shall authorise the Driver to pass the
Intermediate Block Stop Signal, if defective, as prescribed by
special instructions.

(iii) If the Telephone is not provided on the Signal Post or is out of

order, the Driver after waiting for 5 minutes at the Signal shall
pass it at ‘ON’ and proceed cautiously and be prepared to stop
short of any obstruction, at a speed not exceeding 15 Kmph if he
has a good view of the line ahead, otherwise at a speed not
exceeding 8 Kmph and report the failure to the Station Master at
the Block Station ahead.

The Station Master of the Block Station working the Intermediate Block Stop Signal on
becoming aware that such a Signal is defective shall, before dispatching a Train, treat
the entire section up to the Block Station immediately ahead of the Intermediate Block
Post as one Block section and issue a written authority to the Driver to pass the
defective Intermediate Block Stop Signal at ‘ON’ without stopping at the Signal, in
accordance with the procedure prescribed by special instructions.

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