MAINTENANCE (PROTECTION) Speed Restriction and Indicators

Categories of Engineering Works –

Engineering works can be broadly divided into three categories –

(1) Category 1 – Works of routine maintenance: requiring no speed restriction, not necessitating exhibition of hand signals and involving no danger to trains or traffic.These include works of routine maintenance such as through packing, picking up slacks and overhauling of track etc.

(2) Category 2 –Works of short duration:

(a) Works such as casual renewals of rails and sleepers, adjustment of creep and lubrication of rail joints which are completed by sunset of the day of commencement and no restriction of speed thereafter is required, are termed “works of short duration”.

(b) Hand-signal and banner flags and fog signals shall be used at specified distances to afford protection to trains.

(3) Category 3 –Works of long duration:

(a) Works such as relaying, bridge construction, diversions which extend over a few days, or weeks during which period a continuous restriction of speed is to be in force, are termed as “works of long duration”.

(b) Temporary Engineering fixed signals shall be used at specified distances to afford protection to trains. These works should be carried out to a programme, about which all concerned will be advised in advance.

Works of short duration –

Protection in block section and procedure for passing of trains –

Before commencing any work of such category the Permanent Way Inspector or authorised Railway servant should issue a notice to the Station Master/ Block hut in-charge at each end of the Block section and obtain their acknowledgment. Depending as to whether the train is to be passed through the work site, after stopping or at a restricted speed, the line should be protected in the following manner :– 

(1) When the train is required to stop at the site of work ( in Block section) –

(a) Post a flagman with hand signals at a distance of 30 metres in rear of the place of obstruction, to show stop hand signals.

(b) Post a flagman with hand signals and place a banner flag across the track at a

distance of 600 metres on Broad Gauge and 400 metres on Metre Gauge and Narrow Gauge in rear of the work. The flag man will show stop hand signals

(c) Post a flagman with hand signals and detonators at a distance of 1200 metres in the case of Broad Gauge and 800 metres in the case of Metre and Narrow Gauge in rear of the work. The flagman shall fix three detonators on the line 10 metres apart and take stand at a place not less than 45 metres from the three detonators, from where he can obtain a clear view of the approaching train. He will show stop hand signals.

Note – In M.G. Sections with trains running at a maximum speed of more than 75 km.p.h. the distances (b) and (c ) shall be as specified under approved special instructions.

(d) The man at the site of obstruction shall give proceed hand signal to indicate to the Driver, when he may resume normal speed after the train has been hand signalled past the obstruction.

(2) When the train can pass over the workspot at restricted speed in Block section –

(a) Post a flagman exhibiting caution hand signals at a distance of 30 metres from the place of obstruction.

(b) Post a flagman exhibiting caution hand signals at a distance of 1200 metres for Broad Gauge and 800 metres for Metre Gauge and Narrow Gauge from the place of obstruction.

(c ) Post a intermediate flagman with hand signals at a distance of 600 metres for

Broad Gauge and 400 metres for Metre Gauge and Narrow Gauge from the place

of obstruction. He will also place a banner flag across the track. The intermediate

banner flag must be kept across the line until the speed of the train has been reduced, after which the banner flag shall be removed and the train hand signaled

forward. In Metre Gauge sections with trains running at a maximum speed of more than 75 km.p.h. the distance in (b) & (c) shall be increased as specified under approved special instructions.

(d) The railway servant at the site of work should give proceed hand signals to indicate to the Driver, that he may resume normal speed after the train has been signalled past the site of work.

(3) The following points should be kept in view, while protecting the track in the cases mentioned in sub-para (1) and (2) above :–

(a) On single line, the line must be so protected on both sides of the work.

(b) At places where there are curves or falling gradients and at times of poor visibility the distances laid down in sub-paras (1) and (2) above may be suitably increased wherever necessary and intermediate flagman posted to relay hand signals.

(c ) The location of the banner flag, detonators and hand signals should be so selected as to avoid stopping of trains, as far as possible, on continuous steep rising gradients.

(d) If in an emergency, it becomes necessary to carry out such works at night, the

provisions for protection of line as detailed in sub-pares (1) and (2) must be complied with except that red light must be exhibited in the direction of approaching trains in place of red hand signaling flags and banner flags.

(e) In an Emergency, when it is necessary on considerations of safety, the Permanent Way Inspector, or authorised railway servant may commence such work after protecting the line before issuing notice to the Signalman. If the work is likely to be prolonged he should notify the Signalman as soon as possible.

(4) Works to be carried out in station limits –

(a) No work should be commenced on running line at a station without the written permission of the Station Master and until the relevant signals have been placed at ‘ON’.

(b) Before commencing a work on a line which can be isolated from the other running lines, the Permanent Way Inspector should ensure that the line has been isolated and retain the keys of locking device in his possession. Where isolation is effected by the setting of points, they must be locked by means of clamps or bolts and cotters.

(c ) Before commencing work on a line which cannot be isolated from other running lines the Permanent Way Inspector should provide the prescribed hand signals, detonators and banner flags.

(5) Works in Automatic Territory –

In automatic territory, if the distance from the place of works/ obstruction to the automatic signal controlling entry of a train into the signalling section is less than

1200 metres on Broad Gauge and 800 metres on Metre Gauge/Narrow Gauge and the automatic signal is secured at ‘ON’ the banner flag and three detonators may be provided at 90 and 180 metres respectively.

Works of long duration –

(1) Preliminary arrangements –

(a) For doing such works the Engineering Department will arrange with the Operating Department for the issue of the circular notice as per extant instructions.

(b)The concerned Divisional Engineer will be responsible for obtaining the sanction of Commissioner of Railway Safety wherever necessary and sending Safety Certificate on completion of such works.

(c ) The Permanent Way Inspector should obtain permission to commence work from D.E.N./ A.E.N. and should arrange to block the line when work is proposed to be done under block with the permission of the Controller/Chief Controller on the day of block and issue a notice to the Station Master on either side.

(d) Caution orders will be issued by the Station Masters concerned as necessary.

(e) The necessary temporary Engineering fixed signals as prescribed should be

provided.

(f) In an emergency, when it is necessary on considerations of safety, the Permanent Way Inspector, or Authorised Railway servant may commence such work before issuing the notice, under the protection of hand signals and banner flags. As soon as possible, he should issue the notice and replace the hand signals and banner flags by temporary engineering fixed signals.

(2) Protection of line in block section –

(a) In case where stop dead restriction is to be imposed when restriction is to last for more than a day, the following temporary Engineering indicators should be exhibited at the appropriate distance :– 

(i) Caution indicator.

(ii) Stop indicator.

(iii) Termination indicators.

(b) In case where the train is not required to stop ( non-stop restriction) and the restriction is likely to last for more than a day the following temporary

Engineering indicators should be exhibited at the appropriate distances :–

(i) Caution indicator.

(ii) Speed indicator.

(iii) Termination indicators.

Note:(i) When during the course of the work, on consideration of safety it is not

desirable to pass trains over the site of work for the time being, the track should be further protected by hand signals and banner flags, by the authorised Railway

servant.

(3) Protection of line in station limits –

Special instructions will be issued by the Divisional Railway Manager (Operating) after consultations with Divisional Engineer and Divisional Signal and Telecommunication Engineer in regard to the use of temporary Engineering signals in conjunction with station fixed signals. In urgent cases these will be issued by the Station Master at the request of Permanent Way Inspector. 

Temporary Engineering Fixed Signals-Location and details –

(1) These consists of :

(a) Caution indicator.

(b) Speed indicator.

(c ) Stop indicator.

(d) Termination indicators (T/P & T/G)

(2) Multi Speed Restriction (i.e. existence of two or more than two speed restrictions in continuation): When work of deep screening or sleeper renewal is in progress, there is situation of having two or more than two speed restrictions in continuation. In such situation, placement of speed boards for following speed

restriction shall be as under:

(i) In case of following speed restriction being more restrictive, a minimum of 200m track should be under earlier speed restriction zone. If not, then only one SR board should be provided, considering that the previous speed restriction is at par with the following SR, which is more restrictive.

(ii) In case of following speed restriction being less restrictive, corresponding speed indicator board for following speed restriction shall be placed at a distance equal to the length of the longest goods train operating on the section after termination point of previous speed restriction zone.

(3) During the hours of night, the lamps of the temporary indicators which are not reflective type should be lit at sunset and kept burning till sunrise, where trains run at night. Reflective type temporary indicators need not be lit.

(4) For intermediate tracks on triple or multiple lines, Engineering indicators should be fixed between tracks to within 300 mm. from rail-level, to avoid infringements of standard dimensions.

(5) All indicators should be placed on the left hand side as seen by the Drivers except on CTC sections (single line) where they should be placed on Right hand side.

(6) Each Permanent Way Inspector should have in his possession at least one complete set of signals consisting of 2 caution indicators, 2 speed indicators, 2  stop indicators and two sets of termination indicators (2 Nos T/P & T/G indicators).

(7) One termination indicator bearing letters T/G should be located at a distance equal to the length of the longest goods trains operating on the section from the place of work. Another Termination indicator bearing the letters T/P should be located at a distance equal to the length of the longest passenger train operating on the section from the place of work which will help the passenger trains to pick up speed after reaching T/P indicator, without losing time. The Guard of a passenger train shorter than the longest passenger train will exhibit an “all-clear” signal to his Driver when the rearmost vehicle has cleared the restricted length and the Driver will resume normal speed. In the case of light-engines or single unit rail cars, the Drivers will resume normal speed after clearing the restricted length.

Temporary Speed Restrictions

The speed restrictions which are temporarily imposed by PWI till completion of work are known as temporary speed restriction. These restrictions are not extended for long period hence not included in WTT. Since these restrictions are not mentioned in working time table the station master issues caution orders to drivers of all trains indicating kilometrage up/down, stop dead or speed restriction as the case may be.

Permanent Speed Restrictions

The speed restrictions which are imposed at a location requiring speed less than maximum sanctioned speed are known as permanent speed restriction. These locations may be sharp curve, weak formation, weak bridge, turnout, turnout in transition etc. these speed restrictions are extended for more than 6 months hence are permanent speed restriction. These speed restrictions are incorporated in WTT on July first every year by COM. Therefore caution orders are not issued to drivers from the station masters. Speed restrictions which have deposed or deleted from WTT, PWI should send the permanent speed restrictions if any before march 31st to office of COM so that it may include in ensuing WTT. The permanent speed restrictions are not lit at night.

Draft Circular Notice (DCN)

Whenever long duration works such as renewal, rehabilitation works are to be carried in which working of other department as operating, S&T, commercial etc. are involved an agreement published before commencement of work taking into account all sequence of activities to be performed by various concerned departments, their duties, instructions details of engineering block power are described in this agreement so that movement of train and traffic may not hamper beyond. This agreement is published by operating department and is circulated to all concerned officers, supervisors, controller; station masters etc. all the departments concerned are bound to follow the instructions and duties mentioned in DCN.

(1)Type of Work 

(2) Between stations 

(3) Location of Work
(4) UP/DN 

(5) Speed Restrictions

(6) Duration of Work
(7) Effect to Movement of Trains.