What are the train working procedures in case of accidents, derailments, etc.?

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What are the train working procedures in case of accidents, derailments, etc.?

July 17, 2019, 1:54 PM

(Naturally, there are well-defined rules on obtaining medical help and emergency services, etc. in the case of accidents, and assisting injured people and preventing further injury or death takes the highest priority. But here we focus only on train working guidelines which come into play for accidents.)

The general principle is to protect the train that has been involved in the accident: this is done by ensuring the block section remains closed to further traffic, and by providing additional temporary signals in the form of flares, detonators, banners or hand signals (lamp/flag), etc. to prevent any train from colliding with the train involved in the accident in case signals have been pulled off at the station at either end, or in case there is a signal failure due to the track circuit not being tripped.

Detonators are placed as follows: one 600m from the train, and three about 1200m from it, 10m apart (on the other gauges the distances are 400m and 800m). If the section is a double line section, the other line is also protected similarly if there is any chance that it might be fouled by the accident or derailment. Passing trains on the other line must be stopped and given information about the accident. The guard is technically responsible for the protection of the train and the adjacent line(s).

The engine crew also help in this, and also ensure that parking brakes are set and the locomotive parked in a safe condition if possible. (If the locomotive is in working condition and can be detached from the train, it may be used to travel ahead to the point where the detonators need to be placed on the track.) The driver also switches on the flasher light of the locomotive (if provided), and sounds the horn in a danger signal. If the loco does not have a flasher light or if the flasher fails, if it is necessary to warn an oncoming train the headlight is flashed on and off.

The flasher on the brake van or guard van (if provided) is also activated to warn trains from the rear. The guard and the engine crew also then attempt to contact the nearest station by telephone or other means, if no passing train could carry the information.

Once information about the accident is received, the signalman or station master of the adjacent station sets the signals to On and the block instruments to ‘Train on Line’, and locks the equipment in that position in order to prevent any other train from being granted permission to enter the section. This is done for both (all) lines on a double (multiple) line section irrespective of the line on which the accident occurred, until it is established that the other line(s) is (are) not fouled.

Normally, even without notification of an accident, if a train is unusually delayed (within 10 minutes of its normal running time), the station master is expected to inform the stations ahead and to the rear and arrange for signals to be left at On and the block section protected. Passing trains on other lines are stopped and informed about the possibility of an accident. If the accident causes the catenary or one or more lines to be damaged, a power block may be applied. Where provided, the emergency siren at the station may be sounded, or other means of notification used to set accident-relief plans in motion.

Assisting locomotives or accident relief trains are given authority to proceed without Line Clear into the block section where the disabled train is, as well as authority to pass a signal at danger (the last stop signal of the station) (unless on double or multiple line sections where the assisting train is moving in the wrong direction on the other track).

A caution order is also issued which advises the driver of the assisting train of the location of the disabled train, and the station to which it should be taken if it is to be moved. If the disabled train is moved, the assisting train is governed by the stop signals of the station to which it is being taken, or, if on the wrong line of a double/multiple line section, it draws up almost to the last stop signal (facing the other way) and waits for the signal to be pulled off or written authority to proceed past the signal at danger to be granted by the station master of the next station.

Source – IFRCA.org

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