Unusual Occurrences by PSM

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R.S.ChhatwalProf. safety Management

Unusual

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Unusual Working

• THICK AND FOGGY WEATHER WORKING • PATROLLING • T.S.L. • TOTAL FAILURE OF COMMUNICATION• NON INTERLOCKED WORKING • ACCIDENTS & DISASTERS

THICK AND FOGGY WEATHER Working

The visibility test object (VTO) may be –i. A post erected for the purpose and lighted at night; orii. The arm by day and light or back-light by night or a fixed

semaphore signal specified by special instructions; oriii. The light of a fixed colour light signal both by day and

night specified by special instructions.The visibility test object must be specified in the Station Working Rules.

Visiility test objet (VTO)

VTO for Semaphore Signalling and for Two Aspect CLS – The VTO may the light of (or arm by day) of a Starter signal (where exists) or the back light of Home signal etc. In such cases VTO is normally located 300 – 350 metres at a place from where it is to be seen by the SM.

VTO for MACLS shall have a prescribed VTO located at a distance of 180 metres from a nominated location where the SM shall stand.

THICK AND FOGGY WEATHER working

Visiility test objet (VTO) Contd……..

THICK AND FOGGY WEATHER working

Action taken by Station Master

When the VTO provided under conditions is not visible to the Station Master, he shall take actions –• Ensures signals are lit during Day/Night (semaphore Signalling), VTO

is also lit.• Observe the VTO before granting line clear.• Depute Fog signalman with detonators.• Two detonators should be placed at a distance of 270 – 280 metres

from the first stop signal.• No shunting should be carried out on non-isolated lines after granting

line clear to an approaching train.

Fog Signals

27010

Metres Metres

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Metres

Position of Fog Signalman

Direction of Train

Fog Signal Post

Instructions On Fog Preparedness

• Railways to ensure – lime marking across the track at the warning

(sighting) board Painting of signal warning board Painting W/L Boards, Fog Signal Post; Road

Sign/Lifting Barriers etc. of busy LCs or provide with yellow/black luminous indication strips

LP to whistle frequently to warn gate man or road users

Placement of detonators

Zonal Initiatives• Kilometer chart of every stop signal (for approach

signals of each station) given in the working time table or pamphlets to LPs

• Retro-reflective Bands on Signal posts, Sigma marks on OHE posts to indicate approaching signals to LPs

• Rake links, loco links and crew links modified during foggy months

• Cancellations of less important trains• PME, Refresher, Promotional Courses, Safety

Camps completed by 15th Dec.

Speed of Trains during Fog• Overriding guiding principle: LP to run at a speed at

which he can control the train depending on brake power, load and visibility

• ABSOLUTE BLOCK SYSTEM – Speed not to exceed 60 kmph

• AUTOMATIC BLOCK SYSTEM– After passing ‘green’ - not to exceed 60 kmph– After passing ‘double yellow’ - not to exceed 30

kmph– After passing ‘single yellow’ – restricted speed so as

to be prepared to stop at the next stop signal

Fog Safe Device (GPS based)• It is a portable device carried by the Loco Pilot

and is not fixed on any train. • The device displays the name of approaching

signals and other critical landmarks even during poor visibility condition.

• It is not a safety system, but an aid to loco pilot to reduce stress during running of trains especially in foggy weather.

• Provided on limited, high density, fog prone sections on trial basis. Results of trials under evaluation.

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Patrolling Of Railway line

• Keyman’s daily patrol.

• Gang patrol during abnormal rainfall or storm.

• Night patrolling during monsoon.

• Security patrolling during civil disturbances and for movement of VIP specials.

• Hot weather & cold weather patrolling for LWR/CWR

• Watchmen at vulnerable locations.

TYPES OF PATROLLING

Protection of line in case of emergency

Should any Patrolman / Stationary watchman /Gangman / Keyman deputed for the purpose of patrolling notices any condition likely to affect safety of trains, he shall at once protect the line and report to the nearest Station Master.

Monsoon Patrolling

• Commencement & termination• Preparation of Patrol Charts• Distribution of Patrol Charts• Petrol books and systematic Patrolling

• If a Patrolman who is due to arrive at a station does not turn up in time or does not turn up at all, SM/Block Hut-in-charge will advise SM/Block Hut-in-charge at the other end of the block section of absence of patrolman and both SMs/ Block-in-charge will issue caution orders to all trains entering the section until patrolman from other end of “patrol-section’ arrives at the station and reports that all is well.

Petrolman overdue

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Reason for introducing T.S.L to be known to concerned SMs at either and with the involvement of Control

Single line working shall be introduced between the nearest stations provided with cross overs between UP and DN line on either side of the obstruction

Place of obstruction if any to be made known to Loco Pilot in his papers

I.B.H. / I.B.S. TO BE CLOSED, the commutators of the block instruments shall be kept locked in ‘Train on Line’ position.

Last train arrival/departure details to be mentioned

TEMPORARY SINGLE LINE WORKING

Loco Pilot of each train shall be handed over an ‘Authority for Temporary Single Line Working on Double Line Section’ on form no. T/D 602 indicating: -

i. The line on which the train or light engine is to run;ii. The KM between which the obstruction exists;iii. Any speed restriction which may have been imposed by

‘Way and Works staff;iv. An assurance to the effect that any trap points in question

have been spiked or clamped andv. Authority to pass the last stop signal in the ‘ON’ position.

In case the last stop signal is the starter, in addition to the written authority, he shall also be shown hand signals at the foot of this signal.


• Authority to pass last stop signal at ‘ON’ in form T/D 602

• In case of last stop signal is starter, in addition to written authority, hand signals shall also be shown at the foot of this signal.

• The approach Stop signals, if any, of the station in advance of the affected section , may be taken ‘OFF.


Train proceeding on the right line:

• Points correctly set & facing points locked.• The train shall be piloted out of the station on a written authority

on form T/511• loco pilot to stop his train opposite the first Stop signal pertaining

to the right line or at the last Stop signal pertaining to the wrong line (on which he is running), whichever he comes across first.

• Train piloted into the station on a written authority on form T/510 issued by the Station Master.

• If the Loco Pilot finds that no railway servant in uniform has been deputed at the foot of the signal to pilot the train into the station , GR4.44 shall be observed.


Train proceeding on the wrong line:

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• Loco pilot of the first train to inform all Gatemen and Gangmen on the way about the introduction of temporary single line working • IN A.B.S. first train 25 KMPH, subsequent trains at normal

speed in both directions• In case train stopped between section – Protection as GR

6.03• IN AU.B.S. All trains in wrong direction and first train in right

direction at 25 KMPH• At the time of re-introduction of double line working again

the involvement of control and proper following of procedure should be followed


Unusual Occurrences TSL (ABS)

Obstruction on Double Line Note: - These rules do not apply to continuous track circuit section working under

Automatic Block System

Working of trains

during Total interruption of Communication on

Single line

when line clear cannot be obtained by any one of the following means in order of preference viz.

i. Block instruments; Track circuiting or Axle Counters;ii. Telephones attached to the Block Instruments;iii. Station to station fixed telephones wherever provided;iv. Fixed telephone such as Railway Auto-phones & BSNL

phones;v. Control Telephone;vi. VHF sets

Total interruption of communication Single line

Communication will be established by sending an engine or self propelled vehicle or any other vehicle in order of preference laid down: -

i. Train engine after it is detached from the train by the Loco Pilot on instructions from the SM on duty;

ii. Motor trolley/Tower Wagon duly accompanied by a Guard or by a Station Master other than on duty SM;

iii. Trolley/ Cycle Trolley/ Moped Trolley duly accompanied by a Guard or by a Station Master other than on duty SM;

iv. Diesel car/Rail Motor Car/EMU Rake after ensuring that all passengers have detrained.


Before despatching the Light Engine/ Train Engine/Motor Trolley/ Tower Wagon/Trolly / Moped Trolley/ Diesel Car/Rail motor Car/ EMU Rake,

the SM on duty shall hand over form no. T/B 602- which includes

a) An Authority to proceed without Line Clear;b) A Caution Order specifying the speed;c) An Authority to pass the last stop signal in the ‘ON’ position;d) A Line Clear Enquiry message; (T/E 602)e) A Conditional Line Clear Message (T/F 602) – permission


The Loco pilot/Motorman/Guard/SM shall sign on receipt of form no. T/B 602 on its original and carbon copy in token of his having under stood its contents.

In case a light Engine or an Engine and brake van is to be despatched to proceed to next block section and the continue its journey onward (not meant for opening communications). Only three authorities shall be issued.

I. Authority to proceed without line clearII. Caution OrderIII. Authority to pass the last stop signal at on shall be issued.


Speed – 15 KMPH by day and 10 KMPH by night or when the view is obstructed

Speed - In thick foggy or tempestuous weather or in dust storm etc. at walking pace. By two men on foot with red light and fog signals.

Both by day and night, a Tunnel must be entered until Loco Pilot has ascertained that it is clear. Should there be any doubt on this point, the train should be piloted by a Railway Employee equipped with hand signals and Detonators. In the event of an engine/self propelled vehicle/other vehicle,

meeting in the mid section, an engine/self propelled vehicle/ other vehicle sent from the other end.


• Authority for opening communication, Line Clear Enquiry Message and the conditional Line clear message shall be handed over to the Station Master on arrival.

• On the Authority of the Conditional Line Clear message - Conditional Line Clear Ticket on Form No. T/G 602 (UP) or T/H 602 (Down) as the case may be

• For Line Clear Enquiry message - Conditional Line Clear Reply Message’ on form no. T/F 602 giving line clear

• On return journey – normal speed• The arrival and departure time of all trains, engines. Trolleys etc.

must be carefully recorded.


• If more than one train to despatch in the same direction, the Line Clear’ not only for that train but also for the following trains

• In the Line Clear Enquiry Message, it shall be stated that these latter trains will be despatched after the first train at interval of 30 minutes

• Speed for subsequent trains - 25 KMPH over the straight when the view ahead is clear and 10 KMPH when view ahead is not clear.

• Protection in case of accident, failure, obstruction or other exceptional cause - one detonator at 250 meters from the train on the way out and two detonators, 10 meters apart, at 500 meters

• No train shall be backed except in emergency by providing protection

• Message on form no. T/I 602 in case of restoration of communication


Working of trains

during Total interruption of Communication on

Double Line

In the event of total failure of communication occurring between two stations on a double line section i.e when ‘Line Clear’ can not be obtained by any one means stated in order of preference viz. :

i. Block Instruments ; Track circuiting or Axle Counters;ii. Telephone attached to the Block Instrumentsiii. Station to station fixed telephones wherever availableiv. Fixed telephone such as Railway Auto-phones & BSNL

phones;v. Control telephonevi. VHF sets

Total interruption of communication Double line

The following procedure shall be adopted for train passing,

Before any train is allowed to enter a Block section in advance, it shall be brought to stop and the Loco Pilot and the Guard of the train shall be advised of the circumstances by the Station master on duty.


The Station Master shall give Authority on form T/C 602 which shall include: -

i. An Authority to proceed without line clearii. A Caution Order restricting speed to 25 KMPH over the

straight and to 10 KMPH when approaching or passing any portion of the line where the view ahead is not clear

iii. An authority to proceed last stop signal in the ‘ON’ position


Loco Pilot approaching or passing any portion of line where the view ahead is not clear, a railway employee with hand signals must be sent in advance to guide

Subsequent train shall be permitted to enter in the block section with a clear interval of 30 minutes

Fixed signals with the exception of last Stop signal may be taken OFF

A tunnel should be entered only after it has been ascertained that it is clear

A guard shall keep a sharp look out No train shall be backed except in exceptional

circumstances


• Protection of a train – 1 detonator at 250 meters and 2 detonators at 500 meters

• Before entering tunnel, the head lights, side and tail lights shall also be lit

• When approaching the station ahead Loco pilot must stop the bring his train to a stop out side and sounds continuous whistle

• The Loco pilots of all trains shall hand over the Authority T/C 602 to the station Master of the station at the other end

• A record of all trains passed over the block section on Authority shall be maintained on the Train Register Books at both the stations concerned

• Message on form no. T/I 602 in case of restoration of communication


NON INTERLOCKED WORKING

• Requires when signalling working is changed are yard diagram is changed.

• Potential for causing accident is very high and proper preparation is required.

• Proper TWO must be issued. Temporary working instruction must be issued by Operating department.

• TIs must be deputed round the clock at such stations.

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• N I period should be as short as possible.• Safety aspects like clamping the points, padlocking

etc. to be ensured• Sufficient operating staff like ASMs, Points man etc.

to be arranged. • All concerned staff involved in N I working must be

advised regarding train working.• Use of walkie talkie, speakers talkbacks etc. to be

done. 39

NON INTERLOCKED WORKING

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ACCIDENTS & DISASTERS

• DISSEMINATION OF INFORMATION • DESPATCH ARME/ART IN TIME (SPART)• RELIEF TRAIN(UNAFFECTED PORTION) • REGULATION OF TRAFFIC• AT SITE -RESCUE&RELIEF OPERATIONS(LEADER) -NUMBER OF DEAD & INJURED -INFORMATION TO THEIR KITH & KIN -PAYMENT OF EX-GRATIA -PRESERVATION OF CLUES -PRIMA FACIE CAUSE -RESTORATION(EXPECTED TIME)• MEDIA MANAGEMENT

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• ARRANGEMENT OF MEN AND MATERIAL• STATION MANAGEMENT(REFUNDS ETC.)• RESTORING NORMALCY IN MOVEMENT OF

TRAFFIC• LOGGING OF EVENTS • REVIEW AND ENQUIRY• FOLLOW UP

ACCIDENTS & DISASTERS

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Railway Resources to face an Accident.Resource Unit.I = Railway. & non railway.

Resources on the train and at near by surroundings.

Resource Unit.II = Railway resources available at ARME/ARMV and else where

within the division.

Resource Unit.III = Railway resources available at ARME/ARMV and else where

at adjoining Zones at divisions.

Resource Unit.IV = Non Railway resources available within or outside the division.

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Levels of Disasters

Level-I Accidents of a magnitude which can be managed by the concerned divisional authorities

Level-II Accidents of a magnitude which may require assistance from neighboring divisions but can be managed by the Zonal Railway

Level-III Disasters of a magnitude in terms of their severity or a scale of casualties that require active involvement of multiple agencies of the Central Govt. (Ministries of Railways and other Ministries)

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3 different phases of disaster response

These 3 phases are determined both by the time factor, as also by the extent of specialized assistance available.i. Instant Action Team (IAT) - (Shortest duration) It is an

amateurish, poorly equipped effort, but nevertheless the most important phase, last for about half an hour.

ii. First Responders (FR) - (2-3 hrs. duration till arrival of DMT) Comparatively less amateurish and much better equipped.

iii. Disaster Management team (DMT) – (longest phase) – Consists of meticulously planned action by trained DM teams. The last and final phase of Disaster Response by railway’s DM team continues for a few days.

It comes to an end not only with the restoration of traffic but also with the departure of most relatives and next to kin from the accident site and disposal of all bodies.

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Golden hour“If the critical trauma patient is not given definite medical care with in one hour from the time of accident, chances of his ultimate recovery reduces drastically, even with the best of Medical attention thereafter. The one hour period is generally known as The Golden Hour.”During the Golden Hour Period every effort should be made to :i. Render definite medical care to extent possible preferably by

qualified medical practitioners.ii. Stop bleeding and restore Blood Pressure.iii. Persons under shock should be relieved of shock immediately.iv. Transport casualties to the nearest hospital so as to reach within

this Golden Hour period.Any Disaster Management system should aim at recovering as many critical patients and rushing them to hospital within this period.

Documents

Unusual Occurrences by PSM