It's an odd signalling system that clears a fault and then sets a signal to off when the next section is occupied.
I think you are reading too much into my comment. I was really just referring to any recovery process from a fault, which may be not 100% engineered into the equipment and need human intervention and well-designed procedures as well.
Specifically, I think this line uses axle counters. When reset, or powered down and up, these always start with zero nett count - i.e. "clear". Something has to turn that into showing "unsafe" (i.e. there may or may not be a train in the section; there is no way of knowing). That can be built into the axle counter system, or into the surrounding system.
I have seen a recovery process that requires a train to go through the section and have the nett count go up and back down to zero before the section can be signalled as "clear". I also understand there has been a long-running debate about whether this reset process can be automatic, or done by signallers, or whether it needs a signals technician to do it.
It is also true that this may actually be an odd system, in that it is the French "BAPR" or "
Block Automatique ^ Permissivit^ Restreinte". This is a simplified version of a full automatic block system ("BAL" in France), for lightly-used rural lines, and includes some provision for passing danger signals with caution. That would have been important before cab radios, and where getting a technician out to look at a fault could take ages.
Does the TER stock have in-cab signal display like the TGV▸ ?
I'm sure this line just has the basic BAPR/BAL signalling, and any other signalling systems in either train will not be operating here.
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