What other forms of train working are used on IR other than the block system?

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What other forms of train working are used on IR other than the block system?

July 16, 2019, 1:13 PM

Following trains system

In this system, trains are worked between two stations by dispatching them one after the other (all in the same direction) at specific intervals (generally at least 15 minutes). The trains are run at specific speeds (less than 25km/h). This ensures that there should only be one train in every 5km stretch in the section between the stations. The maximum number of trains simultaneously present in the section is restricted to 4.

Trains are dispatched only after the station masters of both stations have been in communication and have agreed upon the number and timing of the trains. The driver of a train being dispatched in this system must carry written authorization (Authority to Proceed, Following Trains System) specifying the destination, speed, and details of preceding and following trains on the section.

This system was introduced in many areas as an emergency measure in 1941 in order to cater to the urgent wartime needs of the railways in India. It is still used in some areas when there is a requirement for large unidirectional movements of many freight trains (also known as the Corridor System).

Pilot guard system

Here, a pilot guard, a specially authorized railway official, accompanies the train (he is said to pilot the train). As above, a train is not dispatched until at least 15 minutes (usually) have elapsed since the preceding train, and speeds are limited to 25km/h.

The pilot carries written authorization (Pilot Guard Ticket) with the destination, departure time, and speed of the train, which has to be handed over to the station master at the destination station. Only one pilot guard is allowed to be on duty for a section at any given time, of course. Rarely, the driver or guard of the train may carry the ticket and the pilot may not actually accompany the train. (Usually the case if two or more trains are to leave together from one station under this system, in which case the pilot guard travels on the last one.)

The pilot guard system is used when it has been agreed upon earlier that trains will be dispatched in a specific direction using the system, but the precise times are not known in advance and communication cannot be established with the destination station immediately prior to sending the train out.

Train-staff and ticket system

This system is used when it is necessary to send trains in both directions between two stations on a single line. A single train staff is used, and trains may only be dispatched from the station which has physical possession of the train staff.

If several trains in one direction are to be dispatched, they are spaced in a manner similar to the Following Trains system, and each driver except that of the last train is handed a train staff ticket authorizing him to proceed. (Technically, the driver is also supposed to be shown the train staff before proceeding). The driver of the last train physically carries the train staff along with him in the locomotive. (This is similar to the pilot guard system except that the train-staff replaces the pilot guard’s physical presence on board the locomotive). No other train can then be dispatched from that station.

The driver then hands the train staff over at the destination station. From that point onwards that station can start dispatching trains in the other direction in the same manner. Hence the train staff acts as a guarantee that trains are not simultaneously dispatched in opposite directions. E.g., Tilwara – Tilwara Mela (NR).

One train only system

In this system, as the name implies, there is only one locomotive being worked at a time in the (single-line) section between two stations, or a single station and a spur section of track with no station at the other end. One of the two stations at either end (or the sole station if there is only one) is designated the base station for the section. The loco may be dispatched light or with a vehicle load in either direction at any time.

The driver carries a metal token given to him by the station master of the base station. The token may also be in the form of a wooden baton. The token identifies the section for which it is valid. Of course, only one such token should ever be in use at any time on the section. (Rarely, written authorization is provided instead of the token.) This system is usually employed only for short single-line spurs, and not on through lines. E.g., Batala – Qadian, Nawan Shahr – Rahon, Ratangarh West – Sardar Shahar, Garhi Harsuru – Farukhnagar.

A variant allowing one locomotive at all to be present (no other locomotives are even allowed to be brought into the station limits) called One Engine Only system was in effect between Rajka Ka Sahaspur and Sambhal Hatim Sarai. (All these are on NR.) This system is also used sometimes on new tracks where pointwork or signalling construction is not yet finished.

In Jan. 2004, the second phase of the Chennai MRTS began operation with the One Train Only system between Thiruvanmiyur and Thirumayilai because points for turnouts / sidings were not yet ready across a stretch of 9 stations.

Section Clear

In this system, permission to approach a station is given to a train only when the line is known (manually verified) to be clear up to the first stop signal of the station. The driver is given written authorization as the authority to proceed.

Source – IFRCA.org

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