DMRG Rules 19Chapter III · Signals and Control

Section 19 · Control of signalling

(1)

(i)

Main line signalling 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)

The Traffic Controller shall be responsible for maintaining the services at the schedule level as far as practicable and for restoring the train services following delay or disruption.

(iii)

The Traffic Controller at the Operations Control Centre may adjust the time table and may intervene manually to set and clear routes if the time table needs to be varied or in the event of a major disruption.

(iv)

The Traffic Controller, if required, may hand over control of the signals at specific station to the Station Controller and a local control panel shall be provided in the Station Control Room for this purpose. The hand over takes place automatically if there is a loss of control of individual locations from Operations Control Centre.

(v)

The Traffic Controller shall have control of all routes on the main line outside of depots.

(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 and structures department and others pertaining to movement of trains shall be tape-recorded and preserved for 'incident' analysis and training and the mode of preservation and it duration shall be the same as specified in special instructions.

(ii)

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 to only one train to a time. However, in an emergency, a blanket message may be sent to all trains in or approaching a particular area, which must be acknowledged individually by all concerned Train Operators.

(3)

Running lines-(i) The signalling system on the running line is a full Automatic Train Protection System.

(ii)

If the speed which permits a train to stop under normal braking within a limit of safety is exceeded, an irrecoverable emergency brake application is automatically made. This ensures that the train does not proceed beyond the safe limit.

(iii)

Normal operation of the train is monitored from indication on the train operator's console and each main running line is duly signalled 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 will control their trains up to the speed indicated on the console.

(vi)

Where no cab indication is available, trains shall be automatically restricted to a maximum speed of 25 km/h.

(vii)

Fixed signals are provided at the entrance and exit to each interlocking area and at certain other locations.

(4)

(i)

Station Controller's control panel has the capability of setting routes within the area of control, and of setting individual points when necessary.

(ii)

On each platform there shall be an emergency Stop Plunger and in the Station Control Room a switch for each platform which when operated shall cause any approaching train to stop before it enters the platform. Any train entering, stationary in or leaving the platform shall experience a full irrecoverable 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 25 km/h.

(ii)

Movements within deposits shall be controlled by either main line type fixed signals or of the position light type.

(iii)

Control of movements within the depot shall be exercised by a Depot Controller from a manual control panel or work station within the depot.

(iv)

The Depot Controller shall use a control panel 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 shall 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)

Both a verbal instruction and a proceed indication from the fixed signals shall be received before a train may move into a depot from main line and vice versa.

(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. The handle used to operate the points is interlocked with the Station Control Room Signal Control Panel, and its removal from the panel inhibits all other controls over the routes concerned. The Station Controller shall acknowledge such transfer of control before the Local Control can be activated.

(ii)

Some points in depots are 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. Non-trailable points shall be protected by fixed signals.

(7)

(i)

Some line of the network and equipped with Automatic Train Operation. It Automatic Train Operation Mode, the acceleration, braking, observance of speed restrictions and observance of signal commands are undertaken automatically and the Train Operators shall close the train doors and start the train from a station and to monitor its functioning.

(ii)

All trains are equipped with Automatic Train Protection equipment and can be driven manually under the control of the Automatic Train Protection System. Any over speed or failure to brake at the appropriate time results in an irrecoverable emergency brake application. The mode of operation shall referred to as "Manual Cab Signal Mode".

(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" control. In this mode the on-board ATP Equipment restricts the speed of the train to 25 km/h. When Automatic Train Protection information is again available from the track, the mode automatically reverts to Coded Manual control.

(iv)

If Automatic Train Protection information is not available from the track/Loco/Cab side equipment fault, or otherwise the train can be driven in "Restricted Manual" control with Traffic Controller's permission. In this mode the on-board Automatic Train Protection equipment restricts the speed of the train to 25 km/h. This mode is used in depots and exceptionally on running lines when authorised by these rules.

(v)

If the on-board Automatic Train Protection equipment is defective, the train may be driven in "Cut Out" mode of control. When 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 to 25 km/h and be responsible for safe movement of the train.

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