ࡱ>  g bjbjVV r<r<0ZZ$$$$$$$$$P(%$& $0r 0Ff0"000c1V11 qqqqqqq$tw~q$;c1c1;;q$$00qhIhIhI;$0$0qhI;qhIhInDp 0m ѐ =Go&qq<0rmoFxE xLpx$p144hI#78111qqHT1110r;;;;x111111111Z z#: @9SOUTH WESTERN RAILWAY BANGALORE DIVISION Station Working Rules: Date of Issue: 05-07-2007 No. B.2 /BNC Date on which brought into force: BANGALORE CANTONMENT NOTE:- These Rules supersede the Station Working Rules No. B. 2 dated. 25-11-2004 2. The Station Working Rules must be read in conjunction with the General & Subsidiary Rules and Block working manual. These rules do not in any way supersede any rule in the above-mentioned books. 3. These rules should also be read together with traction working instructions for 25 KV AC Traction pertaining to "BNC". 1. STATION WORKING RULE DIAGRAM:- The enclosed Rule diagram based on Signalling Plan and P. Way Plan shows the signalling features, track circuited portions, names of the adjacent stations, the normal setting of points and other details pertaining to day-to-day working. Complete layout of the station yard, gradients, holding capacity of individual lines, distances of adjacent stations etc. are reproduced from the enclosed layout diagram. Rule Diagram No.(SBC/RD/BNC/4/ALT-1Signalling Plan No(IPU1171/ALT-4P. Way Plan No(B/BNC/162/ALT-1Layout diagram No(B/BNC/T/128 DESCRIPTION OF THE STATION:- GENERAL( LOCATION) Bangalore Cantonment is situated in the Bangalore City BANGARAPET Jn.. Broad Gauge line at a distance of 351.605 Kms from CHENNAI CENTRAL. This is a B Class station with double line working towards BANGALORE CITY and BAIYYAPPANAHALLI side. This station is provided with eight running lines. Road-1, 1A, 3 & 4 are provided with High Level platform. The code name of this station is BNC. The Station House is situated on the platform of Road-1 and has SSI control panel. BLOCK STATIONS ON EITHER SIDE AND THEIR DISTANCES:- Bangalore City at a distance of 4.295 Kms on the Bangalore City side and Baiyyappanahalli at a distance of 6.455 Kms on BANGARAPET Jn side are the adjacent block stations. Bangalore East with code initials `BNCE at a distance of 2.70 Kms from Bangalore Cantonment, is the D class station in the BNC BYPL block section. There is no D Class station in BNC-SBC block section SL.No.ADJACENT BLOCK STATIONCODEINTER DISTANCE.DIRECTION1.BAIYYAPPANAHALLIBYPL6.455 KmsUP,BWT end2.BANGALORE CITYSBC4.295 KmsDOWN,SBC end BLOCK SECTION LIMITS ON EITHER SIDE OF THE STATION ON DIFFERENT DIRECTIONS: - BNC SBC. Block Section commences from the Down Advanced Starter No. 8 of Down line and SBC-BNC Block Section ends at the outer most facing point No. 64B of Up line (189 metres in advance of Up Home signal 32A). BNC BYPL block section commences from the Up Advanced Starter No. 25 of Up line and BYPL BNC block section ends at the block section limit board (180 metres in advance of Down Home signal 1A). Between stationsPoint from which the block section commencesPoint at which the block section ends.BANGALORE CANTONMENT BANGALORE CITYDown Advanced Starter signal No.8Up outermost facing point No.64BBANGALORE CANTONMENT BAIYYAPPANAHALLIUp Advanced Starter signal No. 25Down BSLB GRADIENTS: - Sl. No.Direction & LineFromToInter distance in metresGradientsection1.Up-Rd-1A,1B& Running lines Centre Line of the Station88 m881 in 400 rising towards BYPLStation Section2.Up-Rd-1A,1B& Running lines88 m296m208LevelStation section3.Up-Rd-1A,1B& Running lines296 m1011 m7151 in 100 falling towards BYPLStation section4.Up-Rd-1A,1B& Running lines1011m3241m22301 in 100 falling towards BYPLStation section5Up running lines 2230m--LevelBlock section6.Down-Running Line1,2,3.Centre Line of the Station400 m4001 in 400 falling towards SBCStation section7.Down-Running Line. 400 m515.44 m115.441 in 260 falling towards SBCStation section8.Down-Running Line.515.44 m640.65m125.21LevelStation section9Down-Running Line.640.65m1159.40m518.751 in 90 rising towards SBCStation section /Block section10Down-Running Line.1159.40m1204.70m45.30LevelBlock section11Down-Running Line.1204.70m--1 in 90 rising towards SBCBlock section LAYOUT: There are eight running lines at this station. Road-1, 2 and 3 for the reception and despatch of Up & Down trains. Road-1A, 4 and 6 are terminal lines for reception of down trains and despatch of up trains only.Road-5 and Road-1B are terminal lines with despatch facility in up direction only. Buffer stop dead end is provided at SBC end of Road-1A,1B,4, 5& 6. Buffer stop dead ends are also provided for all the three terminal non-running lines at BWT end of BNC yard. The office of Station Master with SSI panel is provided on the platform of Road-1. Replaced Page No.4 RUNNING LINES, DIRECTION OF MOVEMENT AND HOLDING CAPACITY. Running Lines.Direction of Movement.Holding CapacityLength (CSR)Type of PFLength of PFRoad 1AReception of Down trains & Despatch of Up trains24 bogies+ E540.mHL540mRoad 1BDespatch of Up trains24 bogies+ E540.m--Road 1Reception and Despatch of Up & Down trains24 bogies+ E710mHL576mRoad 2Reception and Despatch of Up & Down trains24 bogies+ E620m--Road 3Reception and Despatch of Up & Down trains24 bogies+ E620mHL567mRoad 4Reception of Down trains & Despatch of Up trains14 bogies +E345mHL477.8mRoad 5Despatch of Up trains9 bogies + E227m--Road 6Reception of Down trains & Despatch of Up trains8 bogies + E208m--NON RUNNING LINES:- A Pit line siding takes off from point No. 61 on Road 6, Diesel shunters shed takes off at locally worked point No. 152 and stabling line takes off from locally worked point No.155 from the pit line. ANY SPECIAL FEATURES IN THE LAYOUT:- NIL LEVEL CROSSINGS: -.NIL 3.0 SYSTEM AND MEANS OF WORKING: 3.1 Double line Modified SGE lock and Block Instruments provided in SMs office for BNC-SBC & BNC-BYPL (West block cabin) The block instruments shall be operated only by the on duty Station Master duly maintaining Train Signal Register (SR/GR 14.O7). When not in use, the block instruments shall be kept locked and their keys kept in the personal custody of duty Station Master. Only the Station Master on duty shall operate the Block instruments/Block Telephone/SPT/Panel for train movements and the instruments shall be kept locked after each operation and the keys being kept in his personal custody. The SM shall operate block instrument in the manner laid down in BWM. He shall maintain train signal register (TSR) and make entries instantly and sign against each such entry. The off aspect of the Advanced starter signal constitutes the authority to proceed for the Loco Pilot of the departing train to enter Block Section ahead. Up and Down Advanced Starter signals are the last stop signals and they are inter locked with respective Block Instruments. The Advanced Starter signal can be taken `OFF only when the line clear has been obtained through the block instrument from the concerned Block Station in advance. The line clear can be granted or section can be cleared through the block instrument, only when the Home signal and the Advanced starter signal pertaining to the Block Section are in `ON position. CUSTODY OF KEYS When not in use, the following keys shall be kept in the personal custody of the Station Master on duty: SMs key of the centralised SSI control panel. SMs key of block instruments. SMs key of double key lock on block instruments. SMs key of double key lock on the relay room. Padlock keys of point clamps. Padlock keys of safety chains. Keys of the telephones connected to SPT. h) Keys of point machine lid cover locks & Crank handle release lock. i) Keys of crank-handle location boxes The above keys except item No. a), b) & g) shall normally be kept in the glass fronted key case provided in the station house. The key case must always be kept locked and the key of the box along with key referred in item. a), b) & g) shall be kept in the personal custody of the duty Station Master. Replaced Page No.6 4.0 SYSTEM OF SIGNALLING AND INTERLOCKING: - 4.1 This station is provided with Standard-III multiple aspect colour light signals with Solid State Interlocking panel (SSI). (See  HYPERLINK \l "_SYSTEM_OF_SIGNALLING" Appendix `B' for details). All the motor operated points and signals are controlled through the SSI panel situated on the platform of Road-1.with Distant, Home, Starter and Advanced Starter signals in each direction. The entire yard( except Road 1B, Road 5 and non-running lines) is track circuited, Calling-on-Signal & SPTs are provided below Up & Down Home signals, Crank Handles are provided at the point locations for Motor operated points, Counters are provided for Calling-on signal, route cancellation & emergency calling-on route cancellation. Block Proving Axle Counters (BPAC) are provided for BNC-SBC & BNC-BYPL block sections, (See Appendix `B for details). 4.2 CUSTODY OF RELAY ROOM KEY AND PROCEDURE FOR ITS HANDING OVER AND TAKING OVER BETWEEN STATION MASTER AND S& T MAINTENANCE STAFF: - 4.2.1 The Relay Room is provided with a double key lock. One key is to be retained by the Station Master on duty and the other key by the TECH.ES/JE/SE/Sig. 4.2.2 Whenever it is required to open the relay room, the TECH.ES/JE/SE/Sig shall requisition the key from the SM on duty, duly filling in the relevant columns of the Relay Room key register maintained at the Station. The SM on duty shall hand over the key to the TECH.ES/JE/SE/Sig. After the work in the Relay Room is completed, the Room shall be locked with double lock which shall be ensured by Duty Station Master. The key shall be returned to the SM on duty, duly completing the entries in the relay room key register. 4.2.3 The Relay Room key register shall contain the following columns:- 1) Time and Date of key requisition. 2) Purpose for which the key is required i.e. attending to failure, routine maintenance etc. 3) Whether the work in the relay room will affect the normal working of points, signals, block instruments etc., 4) Signature, name and designation of the TECH.ES/JE/SE/Sig requesting the key. 5) Signature of the SM on duty with time. 6) Time and Date of Returning the key to the SM on duty after locking the room properly with both the keys. 7) Remarks regarding normal working of the points, signals, block instruments etc., 8) Signature, Name and Designation of the TECH.ES/JE/SE/Sig returning the key. 9) Signature of the SM on duty receiving the key with time after duly ensuring that the room is locked properly with both the keys. 10) Remarks. 4.2.4 If an endorsement is made in the Relay Room Key Register by TECH.ES/JE/SE/Sig that the work will affect normal working of points/signals/block working etc., the Station Master shall obtain Form. No. S & T (T/351). from TECH.ES/JE/SE/Sig (the relevant provisions of GR/SR 3.68 to 3.70 are to be followed for train/shunt movements). When no such endorsement is made, he shall sign in Form S&T/MR and follow the normal procedure for dealing trains. NOTE:- The SM on duty shall not hand over the key to TECH.ES/JE/SE (Sigg) immediately after an accident involving points/signals/interlocking etc., at the station until after fully satisfying that the necessary readings have been recorded by the competent official(s). POWER SUPPLY: Power supply to the signalling installations is drawn from: Up Auxiliary Transformer (AT). Down Auxiliary Transformer (AT] Karnataka Power transmission Corporation Limited (KPTCL) The normal source of power supply is from Up AT. In addition, as an alternative source of power supply, as detailed above is also made available. When the normal supply fails, a warning bell rings, and a red light appears above the `P-ACK' button on the panel. The warning bell ceases to sound when the button is pressed. When the normal power supply fails, on duty SM shall alter the rotary switch to a "STAND BY" position in the preferential order given above. When the normal power supply is resumed or when the power supply is changed to "STAND BY", the bell once again rings. The `P-ACK' button must be pressed again to stop the bell ringing and the red light indication disappears. Immediately after the main power supply is resumed, the SM on duty must change over the switch from "STAND BY" to "MAIN". Whenever any signal becomes blank, a buzzer rings in the station. To stop the buzzer the SM on duty shall acknowledge by pressing the Signal No-aspect Button. Normal indication of the blank signal in the panel will be flashing till the fused Bulb is replaced. Immediately the SM on duty shall advise the TECH/ES/JE/SE/Sig for the replacement of the Bulb. When power supply from all the source fails and no light is available on the signal or when the signals are bobbing or flickering, the signal should be treated as failed and the SM on duty shall take the following precautions: v. Depute a competent Railway Servant with hand signal and detonators to show signals at the foot of the Signal. vi Trains should be dealt in accordance with the provisions of GRs 3.69 and 3.7O and SRs there under. Advise the TECH/ES/JE/SE/Sig of the section. In the case of reception signals, the SM shall not grant line clear for a train unless action taken as above and also advise the SM in rear to issue a caution order to the driverLoco pilot.{SR .8.O3(ii) and (iii)} The details of main power failure, reason for the same etc., shall be recorded in the separate register provided in the Station House. TELECOMMUNICATION: Magneto telephone communication is provided in addition to Block Telephone, VHF, BSNL phone and Control telephone, as detailed in Appendix B. SYSTEM OF TRAIN WORKING: 6.1 DUTIES OF TRAIN WORKING STAFF: - The Station Manager will be in-charge of this station; in addition the train working staff will work in each shift, as per the approved roster. A Station Master on duty, assisted by two points men will work in each shift at the station, as per the roster issued by DPO/SBC. Duties of train working Staff are detailed in Appendix- D. TRAIN WORKING STAFF IN EACH SHIFT: - One Station Master & two Points men will work in each shift, according to the roster issued by the Divisional Personnel Officer/SBC Division. RESPONSIBILITY OF ASCERTAINING CLEARANCE OF THE LINES AND ZONES OF RESPONSIBILITY: - The SM on duty shall ascertain clearance of line duly observing the track circuit indications displayed on the panel during normal working of track circuits and by physical verification during the failure of track circuit functions or when light vehicles like trolleys / Motor trolleys /Ladder trolley where permitted to work on these track. 6.1.4 Before allowing any non-signalled move, the Station Master should ensure that all the points on the required route are clamped, padlocked and padlock key kept in his personal custody. After any non-signalled move over a point operated by an electric point machine whether in facing or trailing direction, the Station Master on duty shall operate the Point to normal and reverse setting for the purpose of testing of the point. After the SM has ensured that indication regarding the normal and reverse setting is correctly available further movements may be permitted over the point. 6.1.5 ASSURANCE OF STAFF IN THE ASSURANCE REGISTER: - . Every train passing staff posted newly at the station or leave reserve staff at the station or regular staff who has resumed his duties after more than 15 days absence must go through Station Working Rules in force and give assurance in the prescribed Assurance Register {SR 5.06 (i)}. 6.2 CONDITIONS FOR GRANTING LINE CLEAR (GR 8.03): The line shall not be considered clear and line clear shall not be granted by the SM on duty unless (i) the whole of the last preceding train has arrived complete within the starter signals/Fouling Mark. Replaced Page No.9 All the relevant signals have been put back to "ON" behind the said train and ensure that the signal lights are burning bright. In the case of blank signals the SM shall depute the competent Railway servant in uniform with hand signals and detonators to the concerned home signal and advise the SM in rear to issue Caution Order as per SR 3.68(i)(c) to the driverLoco pilot of approaching train to be vigilant and stop at the home signal. The concerned section BPAC should show Block section clear indication (iv) the line is clear of trains: (a)Up to the outer most facing point No. 64B in advance of signal No.32A in the case of Up train from SBC. (b)Up to the Block section limit board in advance of signal No.1A in the case of Down train from BYPL. 6.2.1 ANY SPECIAL CONDITIONS TO BE OBSERVED WHILE RECEIVING OR DESPATCHING A TRAIN: - 6.2.1.1 Setting of points against blocked line: -This station is provided with centralised SSI control panel. When ever running line is blocked the safety caps shall be placed on the concerned points knobs after setting the points against the blocked line. 6.2.1.2 Reception of train on blocked line: - Whenever trains are being received on an obstructed road/blocked line on calling-on signal the following procedures are to be complied with: If possible intimate the driverLoco pilot through the SM of the rear station. b) Ensure that the line is clear and free from obstruction up to the point of obstruction on the intended reception line, Ensure all the points over which the train has to pass are correctly set. Ensure that no conflicting movement is permitted. Ensure that a stop hand signal is exhibited at a distance of not less than 45 mts. from the point of obstruction. During the failure of Calling-on signal, in addition to the above, ensure that the calling-on signal knob is turned to reverse while receiving the train on SPT/T 509 to avoid block failure. Station Master shall also personally ensure that all the points over which the train has to pass are correctly set, clamped, padlocked and the padlock keys are kept with the SM on duty. If the train is received on Signal Post Telephone the SM shall ensure that the condition indicated above (i.e. a to e) is fulfilled and give a message to the driverLoco pilot through SPT. The driverLoco pilot shall record the message in his rough journal and pass the signal at ON. The SM shall record the message in the Train signal register below the entry for that train. ABSTRACT MESSAGE Date: Time: To the DriverLoco pilot of Train NoDescriptionUp/Down You are authorised to pass the up/down home signal Noat 'ON' position cautiously at a speed not exceeding 10 kmph. and come to Road No. (in figures and words) which is obstructed. You shall bring your train to a halt at the facing points leading to the reception line well short of obstruction which ever is approached first and await for hand signal for further movement. My private number is (in figure) .(in words) Note: During the failure of Calling-on signal and SPT and when the train has to be received on an obstructed line. The train shall be piloted by issuing Form T/509 and SM shall ensure that all the points over which the train has to pass are correctly set, clamped, padlocked and padlock keys are kept with him. Reception of train on non-signalled line: -N/A. Despatch of train from non-signalled line: -N/A. Despatch of train from line provided with common Starter Signal: - N/A. Any other special conditions should be mentioned giving reference to the GR & SR: - Time limit for clearing signals: For a stopping train, approach signals shall not be taken off earlier than 5 minutes before the probable arrival of the train. For a stopping train, despatch signals shall not be taken off earlier than 3 minutes before the probable departure of the train and despatch signal should be cleared only when the train is ready in all respects. For a run through train despatch and approach signals shall not be taken OFF earlier than 10 minutes, before the probable passage of the train. CONDITIONS FOR TAKING OFF APPROACH SIGNALS:- The reception signals shall not be taken off unless the Line is clear up to the adequate distance as detailed in Para 6.3.2. No trains shall be Run through on Road-2. 6.3.2 ADEQUATE DISTANCE:- Adequate distance required for reception of train on the various roads are as under: - Down train from BYPL side on: 1.Road-1AAs Zero from stop board by treating Road-1A as Terminal for Down Trains.2.Road-1Up to the Down Advanced Starter Signal No. 8 when points No. 64 & 65 Normal.3.Road-2As 130 m from Starter No. 3, i.e. up to 62T with points No. 62 & 65 Reverse,64 Normal.4.Road-3As 120 m from Starter Signal No. 4, i.e. up to 62T with points No.62,64 Normal & 65 Reverse.5.Road-4As Zero m from stop board by treating Road-4 as terminal for Down trains6Road-6As Zero m from stop board by treating Road-6as terminal for Down trains Up train from SBC side on: 1.Road-1As 120 m from Starter No. 29, i.e. up to 54T with points No. 51 Reverse2.Road-2As 132 m from Starter No. 30, i.e. up to 52BT with point 54 Normal & 53Reverse3.Road-3As 120 m from Starter No. 31, i.e. up to 52BT Up & Down train on Calling on signal: - upto the berthing place/starters/stop board (as the case maybe), without detecting the points in the signal overlap. NOTE: - (I) Item No. (A). 2 & 3 and (B) 1 & 2 have the approval of CRS/SBC vide GR 3.4O (i) (b). The Station Master on duty after granting line clear, shall decide the line on which train is to be received, ensure that the line including the adequate distance is clear and free from obstruction set and lock the route and take off the relevant reception signals by operating the appropriate knob & button on the panel and check, that the correct signals for the required route are taken off by observing their indications on the panel diagram. RESPONSIBILITY OF STATION MASTER FOR RESTORATION OF SIGNALS: - Station Master on duty should ensure that signals are put back to ON after the passage of every train as per GR 3.36.2 (b) SIMULTANEOUS RECEPTION / DESPATCH, CROSSING AND PRECEDENCE OF TRAINS:- 6.4.1 While receiving an Up train from SBC on Road- 2/3 with cross-over points 50, 51, 54 & 63 Normal, A Down train from BYPL can be received on to Road-1 / 1A or despatched to SBC from Road-1. 6.4.2 While despatching an Up train towards BYPL from Road- 2/3 with cross-over points 50, 51, 54 & 63 Normal, A Down train from BYPL can be received on to Road-1 / 1A or a down train can be despatched to SBC from Road-1. 6.4.3 While receiving a down train on Road-6/4 / 1A, another down train can be despatched from Road-1 or 2 or 3. 6.4.5 While receiving a down train on Raod-1A from BYPL, one up train can be despatched from Road-1or 2 or 3 or 4or 5or 6 and a down train can be dispatched to SBC from Road-1 or 2 or 3. COMPLETE ARRIVAL OF TRAINS:- 6.5.1 Station Master shall ensure complete arrival of run through train by observing tail board/tail lamp during day/night. If he observes that the train has passed the station without a Tail Board or Tail lamp as the case may be he should not close the block section till such time complete arrival has been ensured. Trains running in the opposite direction shall also be stopped and issued with caution order to the driverLoco pilot and guard of the train to proceed cautiously and stop short of any obstruction. (Ref: - GR 4.16 & 4.17 and SRs there under). 6.5.2 Complete arrival of a stopping train shall be ensured by Station Master on duty: - (i)By observing its Tail Board/Tail Lamp during day/night, if the train is so berthed enabling him to observe the Tail Board /Tail Lamp from his office. (ii)By exchanging complete arrival signal with the guard of the train i.e. on complete arrival of the train inside the concerned starter the guard of the stopping train is responsible for indicating the complete arrival to the SM on duty by waving his arms four times over head from side to side during day/and by waving a white light in a similar manner during night which shall be repeated by the Station Master, he can do so by moving considerably away from his office. {SR 14.10 (ii)}. (iii)Due to any reason if the on duty SM is unable to ascertain the complete arrival of a stopping train, he shall depute a competent railway servant to obtain the signature of the guard in the `Train intact arrival register (T/1410) maintained for this purpose as an assurance for complete arrival of the train with in the starters /fouling mark clearing the block section as detailed in SR 14.10 (iv) (a) (b). If Replaced Page No.13 there is no guard, SM shall personally ensure complete arrival of the train and clear the block section SR 4.25 (iii) (8). Since the Clear Standing room (CSR) of Road-2 & 3 is less than 686 metres, no goods train shall be permitted to stop at this station without the specific approval of the section controller. Complete arrival of the train shall be ensured as detailed above The concerned block section BPAC should show block section clear indication, before clearing the section . 6.6 DESPATCH OF TRAINS :- When everything is ready to start a train towards BYPL or SBC, the Station Master on duty shall obtain line clear. He shall ensure that the despatch route is clear, and then set the points and take off relevant signals on the route by operating the concerned signal knobs & Exit buttons. Caution Order, if any, is to be issued to the DriverLoco pilot/Guard of departing train before taking off the signals After ensuring the correct despatch signals are taken-off, he shall authorise the train to depart. The OFF aspect of concerned LSS is the normal authority for driverLoco pilot to enter the block section in advance, with his train. Note: SM shall ensure that the BPAC for the concerned block section is showing clear indication before applying for line clear. If the BPAC does not show clear, necessary action should be taken for resetting the BPAC as indicated in the Appendix (refer rule 7.2.1 of BWM 2006 of SWRly). If the resetting operation of BPAC also fails, it should be treated as block failure and action taken accordingly TRAINS RUNNING THROUGH:- 6.7.1 The rules for reception and despatch of trains shall apply jointly to run through trains. Run through trains shall normally be dealt with on the respective main lines (Down train on Road-1 and Up train on Road-3). 6.7.2 Trains carrying ISMD loads shall be dealt, as far as possible on Road-2 (non-platform line) WORKING IN CASE OF FAILURES: - 6.8.1 FAILURE OF TRACK-CIRCUITS, POINTS/SIGNALS (i)During the failure of track-circuiting arrangements, or signals, or points from the control panel, the on duty SM, shall personally ensure that the line on which the movement is to be carried out is clear and free from obstruction and that all the efforts have been taken in accordance with the provisions contained in GR/SR 3.68 to 3.7O . If a point fails to set properly and if the point cannot be set from the panel, the SM on duty must personally operate the points to the required position by means of the point crank handle as detailed in B.4. The SM can operate the signal knobs for the reception and despatch of the train, after duly replacing the crank handle in the electrical key instrument. If the signal fails to respond properly, the SM must arrange to receive the train in accordance with the provisions contained in GR.3.68 to 3.7O and the SRs there under. If the points set correctly in one position and fails to set in the other position, it is possible that there is some obstruction between the stock and the switch rails. By operating the points repeatedly for about three or four times, this obstruction may be removed by deputing a competent railway servant who will do so. Even in spite of this, the point fails to set correctly, then the point crank handle must be used. In the event of failure of point repeat indication on the panel the following action has to be taken by the SM on duty: The concerned signal knob shall be operated even if the point repeat indication does not appear. If the signal gets cleared, the train shall be received under normal course on signals. If the signal fails to respond the SM shall operate points repeatedly for about three or four times, even after this if the point indication does not appear, the SM shall depute the points man/TRH to the point to remove the obstruction if any who shall do so. Even after this if the signal fails to respond, it should be treated as a case of signal failure and the train shall be dealt strictly according to the relevant provisions contained in GR/SR 3.68 to 3.70. All cases of such failures must be reported immediately to the TECH/ES/JE/SE/Sig of the section for immediate rectification duly issuing a message. (ii)FAILURE OF HOME SIGNAL During the failure of Home signal, the train shall be received on calling on signal ( See Para B.8 for details ).If the Calling-on signal also fails, the train should be received using SPT. (See para B.9 for details ). If the signal post telephone also fails, the SM on duty shall arrange to receive the train on form T/369-(3b). Before receiving train on form T/369-(3b) the SM shall ensure correct setting of relevant points, clamp and padlocking of all the points over which the train will be received and depute the competent railway servant with form T/369-(3b) to be delivered at the foot of the concerned Stop signal and authorise the driverLoco pilot to pass the home signal at ON Whenever the trains are being received through SPT or on form T/369-(3b) due to failure of home signal, the home signal knob shall be turned to `R' position to avoid block failure. However, if the home signal failure is due to track circuit failure (other than berthing track), the home signal knob should not be turned to `R' position, even though it causes block failure. This is to avoid serious repercussions of the route getting locked. (iii)STARTER SIGNAL: During failure of starter signal, the train can be started duly issuing authority in Form T/369-(3b) to the driverLoco pilots. Proceed hand signals shall invariably be exhibited at the foot of the starter signal after ensuring correct setting of the points duly clamping and padlocking of concerned points. (iv)ADVANCED STARTER SIGNAL (LSS): - During failure of this signal line clear shall be obtained on the block instrument and trains shall be despatched duly issuing the FORM T.369 (-3b). (v)FAILURE OF SHUNT SIGNAL: - During failure of shunt signal the shunt movement shall be carried out duly issuing T.370 to the driverLoco pilot and showing proceed hand signal at the foot of the failed signal duly ensuring correct setting, clamping and padlocking of all the points on the route should be ensured. All cases of such failures must be reported immediately to the TECH.ES/JE/SE/Sig of the section for immediate rectification duly issuing a message. PROVISIONS FOR WORKING OF TROLLEY/MOTOR TROLLEYS/MATERIAL LORRIES: -. For working of Motor Trolley/Material lorry etc, which are required to be worked under the rules for working of trains, Block instrument working shall be suspended and appropriate line clear ticket, shall be issued as an authority to proceed. Trolley /Lorry caps shall be placed on the operating handle of the concerned block instrument and shall be removed only after the Motor Trolley/Lorry etc. has cleared the block section. Home signal can be taken off when receiving the Motor trolley/Lorry when worked as a train. When the block section is clear, the Station Master on duty at either end of block section can resume block instrument working for subsequent train. Un insulated trolley/lorry etc. shall not be permitted on track circuited lines. Before permitting a trolley/lorry, the Station Master on duty shall obtain a certificate on the Trolley/lorry notice itself from the official-in-charge to the effect that the trolley/lorry is insulated. Since a Trolley/Motor trolley, due to the lightweight may fail to actuate the track circuit, the Station Master on duty shall personally ensure that the track is clear of such vehicles before permitting a train or operating a point. The official-in-charge of Trolley/Lorry etc. shall advise the Station Master on duty in writing before placing the vehicle on line and immediately after clearing it from the line. Signals except advanced starter shall be cleared for movement of trolley/lorry/motor trolley when worked as a train. Insulated trolley/lorry/motor trolley does not actuate the track circuit. If the signal is cleared for reception/despatch, the route for the same should not be altered until the movement is completed. BLOCKING OF LINES:- Whenever a running line is blocked/obstructed for any purpose, the points at both the ends of the line should be set against the line except when shunting is required to be done on that line. No movement should be permitted on to a line occupied by a train/vehicle carrying passengers except when shunting is required to be done on that train/vehicle or for attaching an engine to that train/vehicle. 7.2 Whenever a running line is blocked/obstructed Line Blocked safety caps should be placed on the relevant exit route buttons, as mentioned below to serve as a reminder to the SM on duty. Immediately when the line is clear again, the caps should be removed from exit route buttons and kept safe. Sl.No.Road which is blockedExit buttons on which the caps are placed.1.Road-1AN2.Road-1BR3.Road-1A 4.Road-2B5.Road-3C6Road-4D7Road-5E8Road-6F a. The Station Master on duty shall see that train/vehicles standing at the Station are properly secured so as to prevent them from gaining momentum. Vehicles/Wagons should be coupled together and brakes applied. The vehicles should be kept well within the starters/Fouling Mark. Safety chains should be used to secure the vehicle/ wagons. b. Before uncoupling one or more wagons/vehicles fitted with roller bearing to be stabled on a running line, all the hand brakes should be applied. Skids should also be used to prevent such units from rolling down. When vehicles are stabled on running lines, the SM on duty shall ensure that the points at either end of the obstructed line are set against the line. Clamped and padlocked and the padlock key retained in his personal custody. c. Whenever a running line is blocked / obstructed by any vehicles allowed to remain on the line for some length of time, a clear remark in RED ink should be made immediately in the train signal registers indicating the time and the number of the line on which the vehicle is detained. A record of the blocking of the line shall be made in the Station Diary also. When the obstruction is removed and the running line is clear again, the time at which the vehicle was removed and the running line cleared should be indicated in the train signal register and the Station Diary. d. No load should be stabled on the main line without a live engine attached. 7.3.1 Before detaching the engine from a train carrying the passengers, the hand brake in the guards brake van in rear and in the additional brake van, if any, on the formation shall be securely screwed down. Hand brake, if any, provided on any of the coaching vehicles, like inspection carriage shall also be applied. The wooden wedges/skids shall be placed under the farther most wheels of the formation and safety chains are also used to secure the vehicles. The guard, after satisfying himself the train is braked as required, then shall show green hand signal to the driverLoco pilot and only on seeing the guards signal the driverLoco pilot shall detach the engine or permit the engine to be detached from the train. The train must remain braked until the engine is attached to the train. Whenever wagons/vehicles/trains are stabled it should be secured as follows. i) If the train engine is to be detached, the guard of the train shall ensure that the van brake and the hand brake of at least six vehicles next to brake van are put on. The driverLoco pilot shall ensure that the hand brakes of at least 6 (six) vehicles next to the engine also are put on, if after detaching the engine the brake van also is to be detached, the guard shall ensure that the hand brakes of at least 6(six) more vehicles are put on before detaching the brake van. In addition they shall also be secured with safety chain fastened to the rails and padlocked to prevent them from getting out of control and rolling down. The brakes shall not be released until the engine has been attached to the formation. ii) The guard after satisfying himself that the train is secured as required, show green hand signal to the driverLoco pilot, Only on seeing the guards signal the driverLoco pilot may detach the engine or permit the engine to be detached from the train. The train must remain so braked until the engine is attached to the train again. iii) If the number of vehicles is less than six, all the hand brakes should be applied. While handing/taking over charge the outgoing/incoming Station Master should promptly record in the Station Diary and TSR the number of the running line(s) obstructed. The relevant instructions contained in GR 5.01, GRs 5.19 and 5.23 and SRs there under should be strictly adhered to by all staff concerned. 7.10 Whenever vehicles are stabled in the track machine/stabling line, the line blocked safety caps should be placed on the relevant exit route buttons. The vehicles should be secured with hand brakes, skids and safety chains. 7.11 SAFETY CAPS: - To ensure safety in working Safety Caps are provided under the custody of duty Station Master, which shall be fixed on the signal/point knobs/exit buttons, when the line governed by them is occupied or otherwise obstructed. [(Refer S.R. 5.19 (vi)&(vii) for different type of safety caps and their use)]. 8. SHUNTING:- General precautions: - (a)For shunting movements at this station the duty SM shall give due consideration to the train services in the section and carry out shunt movements on hand signals and by taking off shunt/Starter signals. The SM on duty shall see that the shunting of trains or vehicles is carried out at such a time and in such a manner, which will not involve danger. All shunting operations involving full trains and stabling of materials/departmental trains shall be supervised by the guard of the train. The guard under the instructions of the SM will supervise other shunting. In the absence of the guard, the SM shall supervise shunting.. Note:- At stations, with grades steeper than 1 in 400 beyond 50 metres of the outermost points, trains should not be drawn up to the last stop signal and held in the steep gradient in order to clear the reception line for giving permission to approach to the following train. No shunting beyond outermost points on the steep gradient side should be allowed unless a locomotive is attached at the lower end of the load from the point of view of gradient. 8.2 Shunting in the face of an approaching train: - Shunting in the face of an approaching train is strictly prohibited at this station, on the Up and Down directions. 8.3 Prohibition of shunting, special features if any: - 8.3.1 An engine shall, be attached at the falling end of the gradient while performing shunting outside the outermost points. More precaution to be taken when shunting is done at BYPL end of the yard due to steep falling gradient. 8.3.2 Hand shunting or loose shunting of vehicles is prohibited at this station. 8.3.3 The shunting towards stabling line and pit line should be done with engine pushing only. 8.3.4 The locally worked points No.150, 151, 152, 153, 154,155, 156 & 157 must be manned during shunting operations. 8.3.5 The relevant instructions contained in GR 5.13, 5.14, 5.18, 5.19, 5.2O, 5.21 and 5.23 and subsidiary rules there under shall strictly be adhered to while permitting shunting at this station. 8.3.6 Shunting in the face of an approaching train is strictly prohibited at this station, on the Up and Down directions. 8.4 SHUNTING AT SBC/BYPL END: .8.4.1 Shunting beyond Starter Signal: - Shunting between starters and Advanced Starter shall be carried out, by taking off the concerned Starter/Shunt signal duly issuing form T/806 8.4.2 Shunting beyond Advanced starter shall be carried out on "Block-forward" procedure issuing the shunting order Form T/806 along with shunt key. Note:-Issue of form T/806 is not necessary whenever shunting is performed duly taking off shunt signals for onward and return movements. (Refer GR & SR 8.15 for details) 8.4.3 Shunting beyond Home Signal: - Shunting on the Up line beyond the point No. 64B or Shunting on the Down line beyond the block section limit board shall be carried out on `Block-back' procedure issuing Shunting order form T/806 with PN to the driverLoco pilot and shunting performed on hand signals. 8.4.5 Shunting during suspension of Block Instrument: - When shunting has to be performed at that end of the Block Section over which block instrument working has been suspended, the Station Master on duty shall adhere to the instructions detailed in SR. 8.15 8.4.6 Shunting during failure of Shunt Keys: - When the shunt key cannot be extracted and shunting has to be performed necessarily, SM on duty shall adhere to the instruction as detailed in SR. 8.15 8.4.7 Shunting on Double line: - Refer GR/SR 8.15 8.4.8 Shunting in the siding: - Shunting into stabling line, pit line and Diesel shunters shed is controlled by shunt signals. The points in rear of shunt signal No.11 are locally worked and are to be manned during shunting duly taking necessary precautions. 9. ABNORMAL CONDITIONS: - (A )THE RULES TO BE OBSERVED IN THE EVENT OF ABNORMAL CONDITIONS: - i. During failure of electrical communication instrument: - Normally the concerned Block Instrument and Telephone attached to block instrument should be used to run trains on absolute block system. During failure, Block working should be done on the following order preference: - Block Instrument. Telephone attached to block instrument. Station to Station fixed telephone. Railway Auto phones. BSNL phones. Control Telephone. VHF sets. NOTE: - When 4th to 7th type communication is used Identification sheets should be used, if not speed restriction comes into force. when line clear has been obtained for a train through 4th to 7th type communication duly using Identification Numbers, issue of caution order shall be dispensed with. Endorsement to the effect that line clear has been obtained using Identification Numbers shall be made on PLC in the manner prescribed in S. R. 4. 09 (i) (11). If Identification Number sheets are not used Caution Orders shall be issued restricting the speed to 25 / 15 KMPH on Double line / Single line sections during day and 10 KMPH on Double line / single line sections during night and when the view ahead is not clear during day The authority to proceed in the occupied block section in case of obstruction of line or accident etc: -. Break Down Special/Relief train/Engine shall be sent into the Block section on account of obstruction of line or accident etc, by issuing Block ticket to proceed without line clear in form T/A 602. Before preparing this authority the SM shall examine the TSR, Train message books, WTT, Train notice register and Caution order advises and also contact the control and the SM on duty at the other end. Replaced Page No.20 (iii) Trains delayed in block section: - If a train carrying passengers does not arrive within 10 minutes or if a goods train does not arrive within 20 minutes after allowing for normal running time from the station in rear, the Station Master at the station in advance shall Immediately advise the station in rear and the Control of this fact. The Station Masters at either end of the block section shall also send one of the traffic staff out on the block section to fetch information about the whereabouts and condition of the delayed train and nature of assistance, if any required and trains running in the opposite direction should be stopped and issued with CO. (iv) Failure of Intermediate Block Stop Signal at ON: - N/A. (v) Failure of Axle Counter Block/BPAC: - Refer Annexure-1 for full details. Failure of MTRC: - N/A. (B) Procedure for emergency operation of points by crank handle: - (i)Ten crank handles for ten group of points duly welded with key are provided in the individual Electrical Key Instrument near the point location for operating the motor worked points during failure are as under:- Group IFor point No.50 &63Group IIFor point No.52 &53Group IIIFor point No.54Group IVFor point No.55Group VFor point No.59,60 &61Group VIFor point No.56 &58Group VIIFor point No.62Group VIIIFor point No.64 &65Group I XFor point No.67 &68Group XFor point No.51 If a point does not obey the knob operation from the panel, the Station Master on duty shall depute a competent Railway Servant to that point with the concerned crank handle box key and point machine lid key. The competent Railway Servant, after reaching the point, check the point and ensure that there is no obstruction, or remove the obstruction if any, and inform the Station Master on duty on phone accordingly. After the removal of the obstruction, if the point is set to the required position through point knob but the point indication does not appear and/or the signal also could not be cleared, the SM on duty shall proceed to the point with relevant clamp keys and T/369 (-3b) or T.370, clamp and padlock the point and arrange to deal the train with a written authority. ii. On the side of the point machine there are two lids. One covering the inlet hole of the crank handle and another covering the inlet hole of the crank handle lock. The duty Station master shall first open both the lids by using the lid key. Then he shall insert the crank handle lock key and unlock the same which permits insertion of the crank handle into the point machine. He shall then insert the crank handle and crank the point to the required position, remove the crank handle and crank handle lock key and close both the holes by lids and lock the lids by lid key. He shall also ensure that the other end of the points ( in case of cross over point) is in the required position. He shall then restore the crank handle in to the key transmitter at the locatin. If the correct point indication has appeared on the panel and if everything is alright for the movement of the train, the Station master shall clear the relevant signals. If the signal gets cleared, clamping of points is not necessary .If the signals fail to respond, facing and trailing points should be clamped and pad locked before allowing any train/shunt movement over the points. All trains should be dealt with strictly in accordance with the relevant provisions contained in GRs 3.68 to 3.70 and subsidiary rules there under. c) Certification of clearance of track before calling-on signal operation is initiated: - The Calling-on signals below Home signals are intended to receive a train on an occupied/obstructed road or when one or more of the track circuit on that route have failed or when the Home Signal has failed. Before clearing the Calling-on signal, the SM shall ensure that it is absolutely necessary to receive the train on that road, train can be berthed clear of the fouling mark/starters and he should physically ensure that the required route is clear & free from obstruction (d) Reporting failure of points, Track circuit and interlocking: - Any S&T failure should be reported immediately by SM on duty to the concerned signalling Maintenance Staff (TECH.ES/JE/SE/Sig) responsible for attending to the failure and only after receipt of the written memo from the signalling Maintenance Staff (TECH.ES/JE/SE/Sig) on rectification of the fault, SM on duty should restore the normal working. The entries in failure register to be done with a message to the Section Controller. WORKING OF TRAINS DURING TOTAL FAILURE OF COMMUNICATIONS: - When block instruments, telephone attached block instruments, Railway auto phone, BSNL phone, control telephone and VHF sets have failed, total interruption of communications is deemed to be prevailing. During such a failure trains shall be worked under the following rules:- The Station Master on duty shall clearly advise the DriverLoco pilot and guard of the train the fact that the communications have failed. The train has to work with an authority on Form T/C 602. Trains may be allowed to enter the block sections one after the other but with a clear interval of not less than 30 minutes between the two successive trains. Fixed signals except the advanced starter may be taken off for despatch of trains. The home signal shall be taken off only after the train has been brought to a stop outside home signal. The Station Master on duty shall recover the Form T/C 602 from the driverLoco pilot of incoming trains and keep them safe for handing over it to the Traffic Inspector. Trains will continue to work in this manner till any one of the means of communication is restored to normal working by the competent authority. The Station Masters on duty at both the end of the block section shall exchange messages on Form T/I 602 with private numbers to satisfy themselves that all the trains, engines etc., despatched into the concerned section from both end have cleared the section at any one end completely before granting/obtaining line clear for trains through the restored means of communication. Detailed instructions contained in SR. 6.O2 (iii) shall be strictly adhered to for working trains during total interruption of communications. In all the cases of working trains during total interruption of communications, a detailed record of timings of all trains, Engines etc., shall promptly be made in the train Signal Register at the Stations concerned. When the communication for train working is restored, Section Control if working shall be consulted before arranging further movements. Control shall also be provided with the timings of trains dealt with during the failures. 9.2(A)TEMPORARY SINGLE LINE WORKING ON DOUBLE LINE BLOCK SECTION WHEN ONE LINE IS OBSTRUCTED {SR. 6.02(iv)(a)} Whenever an accident to a train or track or other obstruction precludes the use of one of the lines on a double line section, the traffic may temporarily be worked over single line by obtaining Line Clear on Electrical speaking Instruments. When it is desired to introduce temporary single line working on double line, on electric speaking instruments, the Station Master at one end of the affected section shall on receipt of reliable information in writing that one line is clear, take steps to introduce temporary single line working, on that line in consultation with the Section Controller and the Station Master of the station at the other end of the section. 9.2.3 If there is reason to suspect that the line over which temporary single line working is to be introduced, is also fouled or damaged, temporary single line working must not be introduced until a responsible engineering official of the rank not less than that of a JE/P.Way has inspected that section and certified that the road is safe for passage of trains. 9.2.4 Single line working shall be introduced only when it is safe to do so. 9.2.5 All trains will be worked in accordance with the rules for the use of electric speaking instruments on single line and Line Clear shall be obtained on the telephone attached to Block Instrument or Railway auto phone, BSNL phone, control telephone or VHF set. 9.2.6 At all stations on the portion of the section on which single line working has been introduced, the operating handle of the Block Instruments pertaining to both obstructed and unobstructed lines shall be kept in Train on Line position through out the period single line working is in force. The operating handle shall be locked also in that position with SMs key, wherever possible. In cases where it is not possible to keep the operating handle in Train on line position, the Block instruments shall be put out of use and Caution Indicators hung on the handle of the Block Instruments. At the stations, if the train is running on the wrong line all fixed signals shall be kept in the On position. 9.2.7 After ascertaining that one of the lines is clear for the passage of traffic, the Station Master proposing single line working shall issue a message containing the following information under exchange of private numbers, to the Station Master at the other end of the affected section. cause of introduction of single line working; the line in which the single line working is proposed, source of information that the said line is clear, place of obstructions, restriction of speed, if any, on the line, assurance that if the train is running on the right line, the last stop signal shall be kept in the On position. and the number and the timings of the last train which arrived or left the block station issuing the message. On receipt of acknowledgement from the Station Master, confirmed by a Private Number, single line working may be introduced. Line Clear will be obtained on telephone attached to Block Instruments or Railway auto phone, BSNL phone, Control Telephone or VHF and trains run on paper Line Clear Ticket in accordance with the instructions contained in this GR/SR and Block Working Manual. The DriverLoco pilot of each train shall be handed over by an Authority (T/D 602) for Temporary Single Line Working on Double Line Section duly completing all the entries. Note: - Whenever line clear is obtained through indirect means i.e. Railway auto phone, BSNL phone, Control Telephone or VHF, identification number sheet shall be used to avoid speed restriction. An endorsement will also be made in the Caution Order given to the DriverLoco pilot of the first train to inform all Gatemen and Gangmen on the way about the introduction of temporary single line working and specifying the road on which the train will run. This information shall be conveyed through the DriverLoco pilot of a subsequent train also, if necessary. The speed of the first train passing over the temporary single line, will be restricted to 25 kilometres per hour. Subsequent trains may run at their booked speed, subject to observance of other speed restrictions imposed by Way and Work Staff. Note: The DriverLoco pilot shall switch ON the flasher light of the train engine while running on the wrong line. In case, it is noticed by the station staff or Gatemen or Gangmen that the flasher light is not switched ON, they shall stop the train immediately. In case of a train proceeding on the right line: - The Home signal, at the station in advance of the affected section, may be taken off. In case of a train proceeding on the wrong line: - The train shall be despatched out of station on T/511 issued by the Station Master after all the facing points have been correctly set and padlocked and trailing points correctly set, over which the trains will pass. For the reception of a train approaching on wrong line, SM shall prepare written authority as per SR 5.10 (i) and the competent Railway servant shall proceed on the wrong line and take stand adjacent to Home signal of right line and shall stop the train on hand danger signal and thereafter receive it into the station. All the cross over points (Facing and trailing end) in the facing direction over which the train shall proceed, while temporary single line working is in force, shall be clamped and padlocked. 9.2.15Resumption of normal working- On receipt of a written certificate from a responsible Engineering Official that the obstructed track is free and safe for passage of trains, the Station Master will issue a message to the other station or stations, as the case may be, under exchange of private numbers and decide, in consultation with Section Controller, the train after passage of which, normal working shall be introduced. When double line working is resumed the Block Instruments and all fixed signals, shall be brought into use immediately. An entry shall also be made in the Train Signal Register of Stations concerned showing the time double line working was suspended, time single line was introduced and the time normal working was resumed. The SM shall advise the DriverLoco pilot of the first train entering the section after resumption of double line working to inform all Gatemen and Gangmen on the way about the resumption of normal working. 9.2.16 All the records in connection with the temporary single line working shall be retained at the station and the Transportation Inspector of the section shall scrutinise and submit his report to the Divisional Railway Manager (Traffic) within 7 days of the resumption of normal working. 9.2(B)SINGLE LINE WORKING ON DOUBLE LINE DURING TOTAL INTERRUPTION OF COMMUNICATIONS: - {Ref: SR 6.02(iv) (b) for detailed instructions.} DESPATCH OF TRAINS UNDER AUTHORITY TO PROCEED WITHOUT LINE CLEAR TO ASSIST A CRIPPLED TRAIN: {SR 6.02(i)}. Break down special /relief train/engine shall be sent into the obstructed Block Section by issuing block ticket to proceed without Line Clear in form T/A 602. Before preparing this authority the SM shall examine the TSR, Train message books, WTT, Train notice register and Caution order advices and also contact control and the SM at the other end. Clear instructions shall be issued to driverLoco pilot and Guard regarding the nature of obstruction and location of obstruction or Engine/BV/First Vehicle/Last Vehicle shall be mentioned as far as known and the station to which the crippled train/engine could be moved to clear the block section. If more relief trains/engines are to be despatched into the block section subsequently, clear instructions shall be given to the driverLoco pilots and guards of such trains/engine etc., already allowed into the section and other relevant information. Once obstruction is removed and the line is certified by competent Railway Servant as fit and safe for the passage of trains, the duty SM shall exchange numbered messages and private numbers with his counterpart at the other side, to ensure that the block section is clear of all trains/vehicles sent into the section and then only restore normal working. All the entries relating to the train dealt on form T/A 602 shall be made in Red ink in TSR. {Ref: SR 6.02(i) for detailed instructions.} 9.4 Caution Order: Caution Order, if any, shall be issued in accordance with WTT/GR 4.09 by the Duty Station Master to DriverLoco pilot and Guard of all stopping trains. Appropriate entries shall be made in the trains signal register regarding its issue against the trains entry. Caution Order register shall be maintained by Duty Station Master separately and entries are brought forward as per extant rules. VISIBILITY TEST OBJECT: Any aspect of the Down starter signal of Road-1 shall constitute the visibility test object for Up/Down direction at this station. The Station Master on duty shall test the visibility by observing this object by standing at a convenient location in front of Replaced Page no.26 his office and take appropriate action in case of poor visibility vide GR 3.61 and SRs there under. 11 ESSENTIAL EQUIPMENTS AT THE STATION:- 11.1 The Station Manager shall ensure that the prescribed number of the essential equipments listed in Appendix E is made available exclusively for train passing duties. 11.2 The Station Master on duty shall be responsible to keep the required number of essential equipments provided at the Station are maintained in perfect working condition exclusively for train passing duties. 12 FOG SIGNALMEN NOMINATED TO BE CALLED IN CASE OF FOG. i. In foggy or tempestuous weather or in dust storm when V.T.O can not be seen from the SMs office, the SM shall send trained men to act as fog signalmen. The names (and declarations that they know the fog signalling duties) of two members each from the operating and permanent way Group `D' staff at the station shall be maintained and updated periodically in the station Detonator Register by the Station Master. ii. The names of address of Group D Permanent Way staff who are trained in fog signalling duties shall be painted on the board provided for this purpose near the office of the Station Master on duty. LIST OF APPENDICES:- Appendix AWorking Of Level Crossing GatesAppendix BSystem of Signalling and interlocking and communication arrangements at the station.Appendix CAnti collision device(Raksha Kavach).Appendix DDuties of train passing staff and staff in each shiftAppendix EEssential Equipments provided at the StationAppendix FRules for working D class stations, Halts, IBH, IBS and Outlying sidings.Appendix GRules for working of trains in electrified sectionsAnnexure-1Instructions for the working of BPAC APPENDIX - `A' WORKING OF LEVEL CROSSING N/A APPENDIX `B' SYSTEM OF SIGNALLING AND INTERLOCKING: - B1.1 This is a class B station with Standard-III, Multiple Aspect Colour light signals, with SSI panel are provided at this station. B 1.2 (a)Up Home Signal at a distance of 180 metres beyond the Up outer most point No. 64B and Up Distant signal at distance of 1000 metres in rear of Up Home signal are provided at SBC end for the reception of Up train on Road-1 or 2 or 3. Down Home Signal at a distance of 180 metres beyond the down Block section limit Board and down Distant signal at distance of 1000 metres in rear of Down Home signal are provided at BYPL end for the reception of a down train on Road-1A or 1 or 2 or 3 or 4 or 6 Up starters for Road-1A,1B, 1, 2, 3 ,4,5 & 6 and Up Advanced starter for the despatch of an Up train to BYPL, Down starters for Road- 1, 2 & 3 and Down Advanced starter for the despatch of Down train to SBC, are provided at this station. Up & Down Advanced starters are the last stop signals and these are interlocked with the respective block instruments. B.1.3 Position light shunt signal numbers 9, 10,11& 16, on separate posts are provided to control shunt movements. These shunt signal display 2 white lights in horizontal position in the `ON' position and 2 white lights in the oblique position when they are taken `off'. B.1.4 Post type shunt signals No. 13,14,17, 20, 21, 22, 23 and 24 are provided on the stem of the starter signal Nos. 27,19, 15,28, 31, 30, 29 and 26 respectively which has no light in the ON position and display 2 white lights in the oblique position when taken off B.1.5 Calling on signal No. 32B & 1B are provided below the Up and Down home signals. (i.e. 32A & 1A). B.1.6 C markers are provided on the stem of Up and Down home signals below the calling on signals. B.1.7 Signal post telephones are provided below the Up and Down home signals. B.1.8 BOARDS: - a. Board to read DriverLoco pilots pull up to signal No. _*__ if the same is at `ON'- is provided in rear of Up and Down home signals ( * is 32A or 1A as the case may be). b. P markers are provided below Up and Down distant signals. ( 32 D & 1D ). Replaced Page No.28 c. Stop Board on the Left Hand side is provided at the SBC end for Roads, 1A,1B,4,5&6. d. Board to read 10 KMPH on Road-1A,4 & 6 is provided below down Home signal. B.1.9 Goods warning boards are provided at a distance of 1600 metres in rear of Up and Down home signals. B.1.10 All signals and motor operated points are operated from SSI control panel. B.1.11 Locally worked points No.151,152,156 & 157 are provided with point indicators to guide loco pilots during shunting. B.1.12 All signals except signal Nos.1D, 4, 16, 29/23 are on the Left Hand Side. B.1.13 Up home signal is provided with directional type route indicator to indicate the route set. Directional type route indicator displays a row of white lights, when the concerned home signal is taken off to loop line. There will be no display of lights on the indicator when the signal is taken off to Main line (i.e. Road-3 on SBC end.) On Down home signal multilamp route indicator is provided, which shows the line of reception by burning of multiple miniature lamps in the form of a number/letter. B.1.14 Ten Crank Handles for ten Groups of points duly interlocked with concerned signals (except Up & Down advanced starters) are kept in the point location for operating the points during failure. B.1.15 Up & Down Shunt Keys with Station code initial & direction are provided duly interlocked with the modified SGE lock and block instruments pertaining to the Block section, which when removed does not permit taking off concerned Advanced Starter Signal. B.1.16 Block Proving Axle Counters (BPAC) are provided for both up and down BNC-BYPL and BNC-SBC block section. B.2 TRACK CIRCUITS: B.2.1 The entire track from Up home signal to Up advanced starter and from down home signal to down advanced starter, 5 rail length of Calling-on track in rear of home signals, 5 rail length track in advance of Advanced Starter signal and the portions covered by the points and crossings, the portion leading to Road-5 & 1B, pit/ stabling line and dead end line (taking off from road 4), are track circuited B.2.2 Track circuit do not permit the signal governing the entry of the vehicles into their area from being taken `off' when any of the track circuit has failed or occupied. B.2.3 Failure of track circuits will affect the signals reading over the track circuits and also the points, if any, controlled by the track circuits which have failed. If the failure is noticed before setting up the route, any other available alternate route should be opted for the train movements. If the point track is not affected, calling-on signals can be taken off. If the movement is necessarily to be made on the route with the track circuits having failed and if the calling-on signal cannot be taken off for that movement, the SM on duty shall ensure that all the points on the route are correctly set as required, clamped and padlocked and the route is clear and free from obstruction before permitting such a movement, authorizing the driverLoco pilot to pass the signal at ON. If the calling-on signal cannot be taken off for that movement, train movements over such a route should be permitted only in accordance with the relevant provisions contained in GRs 3.68 to 3.70 and subsidiary rules there under. The SM on duty shall ensure that no conflicting movements are permitted during failure of track circuits. B.2.4 The reliability of track circuits is considerably affected by the formation of rust or oxidisation on the table of the rails. Under such circumstances, a `Track Clear' indication may be displayed on the diagram for a track, which is actually occupied. At least one movement a day must be made on the track circuited portion. If this has not been done, the line on which there was no movement for over 24 hours shall be deemed prone to rust formation and `Rusty Rail' caps placed on the relevant knobs on the panel. B.2.5 Vehicles should not be stabled on a track-circuited line. When stabling is unavoidable and if the duration of stabling is gauged in advance to be more than 24 hours, the TECH(ES)/JE/SE/Sig. of the section shall be promptly advised to disconnect the electrical feed to the track circuits. After removing the stabled vehicles from the line, he shall be advised to reconnect the feed and to issue a certificate in writing that the track circuiting arrangement is safe for normal working. Until this certificate is obtained, `Rusty Rail' caps shall be placed on the relevant knobs and train movements on that line shall be permitted strictly according to the relevant provisions of GR 3.68 to 3.7O and subsidiary rules there under. B.2.6 If there was no movement or if there was stabling of vehicles for more than 24 hours (without the Electrical feed being disconnected/re-connected) on a line, the SM on duty shall not rely on the track indication for permitting a movement on to that line. He shall ensure the clearance of the track by physical verification. If the track indications (Clear/Occupied) are correctly displayed for subsequent movement also, track circuit can be taken to be working normally and the indications relied upon for subsequent moves. Otherwise the track circuit shall be treated as failed, the relevant signals suspended and train movement dealt with strictly according to the relevant provisions of GR 3.68 to 3.7O and subsidiary rules there under. `Rusty Rail' caps shall be placed on the relevant signal knobs and then TECH(ES)/JE/SE/Sig advised promptly for immediate rectification. B.2.7 While handing over charge, the SM on duty shall make an entry in the Station Diary marking the time at which the last movement was permitted over the track circuited line. NOTE: - 1. Failure messages should promptly be sent to the TECH.ES/JE/SE/Sig for rectification. The JE/SE of permanent way should also be advised for arranging to clear the table of rails. 2. Failure/Suspension of track circuit and certification of normal working by the TECH.ES/JE/SE/Sig must be promptly recorded in the signal failure register. B.3 THE SSI CONTROL PANEL: B.3.1 The signal and motor operated points are operated from a SSI control panel provided in the station house. the control panel is provided with built in lock, the key of which when not in use, shall be in the personal custody of the station master on duty. the panel can be locked with the knobs in any position to prevent unauthorised interference. interlocking of various signalling functions at this station is achieved through solid state interlocking (SSI). MICROLOK II multipurpose monitoring and control system for interlocking equipment with system-a and system-b working in parallel is provided in the relay room. all the events are grouped under two categories, i.e., vital and non-vital. the inputs given from the panel [knob and button operations] and the outputs received by the panel [indications] are non-vital events; the operation of points and signals at the field are vital events. all operations/events with the actual time of its occurrence are being recorded in the built-in data logger (storage device) which can approximately keep about 90,000 events in its memory. once the execution of events exceeds this limit, the recording of the subsequent events is followed by automatic erasure of the events recorded first. with the help of a maintainers pc available in the relay room, it is possible to download the memory with the option of making the memory nil or retaining the same in the CPU. all the interaction between maintainer and the system will be recorded. B.3.2 The combined illuminated track diagram cum control panel consists of a console, which provides a clear picture of the track-circuited portion of the yard, points and all signals. Each track circuit is represented by a separate distinct colour. B.3.3 i)The signal knobs for the reception and despatch signals are coloured Red, calling on signal knobs are coloured Yellow with Red band and shunt signal knobs are coloured Yellow. The number of the signal is engraved at the centre of the knobs and these knobs are provided near the respective signal indicated on the panel. The point knobs, coloured black, with the number of the points engraved on each of them are provided at the bottom of the panel for the operation of points individually. They have three positions N (Normal) R (Reverse) and C (centre). The point knobs should be normally kept in the C Position. ii) Two illuminated indications are provided near the point knobs. When the point is in the normal position, a Green light indication, and when the point is in the reverse position, a Yellow light indication is available. If the point do not set and lock properly the corresponding indication lamp pertaining to the failed position of the point will continue to flash on the control panel. The points will remain in the last operated position, when route set using entrance knobs and exit buttons. B.3.4 ENTRANCE KNOBS/EXIT BUTTONS PROVIDED AT SSI PANEL: - Adjacent to each controlled signal displayed on the panel, there is an entrance knob and at the end of its governed route, an exit button. The entrance knobs pertain to stop signal are coloured red and those of shunt signals coloured Yellow with a signal number engraved on each of them. The exit buttons are coloured white and distinguished by alphabet referring to the individual route A, B, C, D, E, F, H, J, K, L, M, N,P and R.. B.3.5 i) All entrance knobs shall be restored to the normal position immediately after completion of the movement for which they were reversed and shall be ensured that they are normally in normal position unless required for isolation purpose. ii) A power failure acknowledgement button coloured Red is provided at the bottom of the panel below the marking "P.ACK". A `No Aspect in the signal button coloured Red is provided on the panel. Whenever the signal becomes blank a buzzer will sound in the panel with a visual indication . SM has to press the button to stop the buzzer but the indication will remain till the aspect appears/ restoration. (iii) System Failure Indication: Micro lock II system A and system-B are provided on the panel with two indications for each of the system as ON (Green indication) and OFF ( Red indication.) If the working system fails the other system is automatically switched ON and it will take a maximum of 4 minutes to stabilise and the earlier working system will switch over to OFF as soon as it failed. During the period of 4 minutes, the Panel will become blank and inoperative. In this period, the system, which is switched over will show a flashing ON indication and it will become steady when the system is stabilised. Then the Panel will become operative and the Panel indication will get lit according to the station status. If any of the signals have been taken OFF, the same has to be recleared after the system is stabilised. During this process, neither the timer nor the Route Cancellation Counter will operate i.e. on reclearance, the signal will get recleared immediately without time delay and Route Cancellation Counter will not register next higher number. When any one of the systems or both the systems fail, a buzzer will be sounded. The SM on duty shall immediately acknowledge the same by pressing the acknowledgement button and advise TECH.ES/JE/SE(Sigg) of the section for immediate rectification. If both the systems have failed, the signalling arrangements at the station shall be treated as failed and trains shall be dealt under GR/SR 3.68 to 3.70. NOTE: During failure of both the systems, all the signals shall exhibit their most restrictive aspect. BUTTON HELD INDICATION: Three Button held indicators are provided on the panel. One is the common indication for all route buttons and the other two indicators are for Up and Down Emergency Calling-on Route Release buttons. Whenever the route button/ emergency route release button is pressed continuously or if it gets stuck up, a red indication will be exhibited on the concerned indicator. A buzzer will also be sounded which shall be stopped by pressing the acknowledgement button provided on the panel. The SM on duty shall then release the button, which is stuck up. In case it is not possible to release the button, TECH.ES/JE/SE (Sigg) of the section shall be advised for immediate rectification. Once the button is released, the indication on the panel will disappear. B.3.6 Track circuit indications are provided on the panel. B.3.7 All the signal indications are repeated on the panel. B.3.8 Crank handle `IN ' indication (white) and crank handle locked indication (Red) are provided on the panel. B.3.9 A route cancellation counter with `ON' indication lamp above it provided on the panel. B.3.10 The route indicators which are provided on the Up and Down home signals also are repeated on the panel. B.3.11 White light indication with counter are provided below the legend on panel for: i) Up calling on signal. ii) Down calling on signal. Route cancellation. Emergency Calling-On route cancellation B.3.12 An Voltmeter is provided over the panel to indicate the power supply voltage. B.4 CRANK HANDLE: - Ten crank handles for ten groups of points duly welded with key are provided in the individual Electrical Key Instrument near the point location for operating the motor worked points during failure are as under:- Group Ifor point No. 50, 63Group IIfor point No. 52, 53Group IIIfor point No. 54Group IVfor point No. 55Group Vfor point No. 57Group VIfor point No. 56, 58Group VIIfor point No. 62Group VIIIfor point No. 64, 65Group IXfor point No. 67, 68Group Xfor point No. 51 When a crank handle is properly secured in its EKT and is free to be extracted, a White light CH-IN indication is displayed near the concerned group on the control panel. When it is not possible to extract, a Red light indication indicating CH-LOCKED will be displayed on the panel near the concerned group. Normally a red light indication will be available at the Crank Handle location indicating Crank Handle should not be extracted. When the Crank Handle is free to be extracted and when the SM presses the concerned press button a yellow light free indication appears at the location after time delay of 120 seconds at the same time red light indication vanishes. Once a crank handle is extracted from its Electrical Key Instrument, the concerned interlocked signal cannot be taken off or once the signal is taken off the concerned crank handle cannot be taken out from the Electrical Key Instrument. No attempt must be made to extract the crank handle when the concerned interlocked signal is taken off. In the case of Crossover Points, both the end of cross over points should be cranked to the required position. Individual press button for individual group of crank handle is provided in the SM room and Individual push switch is provided near the crank handle at the location. The button and switch shall be kept pressed simultaneously for extracting the crank handle at the location. Only after time delay of 120 seconds the Crank Handle can be extracted from the location. B.4.5 If a point does not obey the knob operation from the panel, the Station Master on duty shall depute a competent Railway Servant to that point with the concerned crank handle box key and point machine lid key. The competent Railway Servant, after reaching the point, check the point and ensure that there is no obstruction, or remove the obstruction if any, and inform the SM on duty on phone accordingly. After the removal of the obstruction, if the point is set to the required position through point knob but the point indication does not appear and/or the signal also could not be cleared, the SM on duty shall proceed to the point with relevant clamp keys and T/369-(3B), clamp and padlock the point and arrange to admit the train with a written authority. B.4.6 Even after removing the obstruction, if the point does not obey the knob operation from the panel, the SM on duty shall call the Competent Railway Servant on phone and press the concerned crank handle push button on the panel, which will cause appearance of `FREE' indication near the EKT in the location box. The Competent Railway Servant, after observing the free indication, shall press the push switch and extract the crank handle from the EKT by turning it in the anti-clockwise direction and crank the point fully as instructed by the SM on duty. After cranking the point fully, he shall restore back the crank handle into the concerned EKT and advice the SM accordingly. After getting this information the SM shall clear the signal duly ensuring the availability of the crank handle `FREE' indication on the Panel. If the signal gets cleared he can deal trains on signals. If not, the SM on duty shall proceed to the point with relevant clamp keys and T/369-(3B) and ensure that the point is correctly set and clamped for the required route, padlock the clamp and arrange to admit the train with written authority. B.4.7 Before returning to the station, the SM or the Competent Railway Servant shall ensure that the crank handle box is secured with padlock. B.4.8 Whenever the Crank handle is taken out for hand cranking, the entries in the crank handle register shall be made regarding the number of the point hand cranked, time, date, point No., train No. and reason etc., the TECH.ES/JE/SE/Sig of the section shall immediately be advised for early rectification. Note: - SM before releasing the control for Crank Handle shall ensure trains if any for which signals (reception/despatch) were taken off, have cleared the concerned points and it is safe to use the Crank Handle. B.4.9 When the TECH.ES/JE/SE/Sig require the Crank Handle to attend any repair or maintenance work, he shall give requisition, making necessary entries in the crank handle register and issuing disconnection notice in form S&T/ T.351 to SM on duty specifying the reasons thereof and the point numbers. On receipt of this requisition SM on duty shall give due consideration to train movement and hand over the point machine lid key, Crank Handle release lock Key and Crank Handle location box key of the required points after obtaining the requisite permission from control When the Crank Handle remains with TECH.ES/JE/SE/Sig, the concerned point on the route over which a movement is required to be done should be treated as failed and the point should be set locked, clamped, padlocked and padlocked keys retained in the personal custody of SM on duty. Whenever there is a movement over the concerned point is to be done, TECH.ES/JE/SE/Sig working at location should be advised before that movement. After the work all the keys received from SM shall promptly returned to on duty SM duly inserting the Crank Handle to its normal position at the location and locking the Crank Handle location box and ensure the availability of Crank Handle IN free indication on the panel. The TECH.ES/JE/SE/Sig and SM on duty shall promptly make the relevant entries while taking over/handing over the keys in the Crank Handle register maintained for this purpose at the station. Joint testing of the disconnected gear shall be done by the SM on duty and TECH.ES/JE/SE/Sig for the proper working of the disconnected gear. Then TECH.ES/JE/SE/Sig shall issue reconnection memo to the SM on duty to resume normal working B.5 SETTING OF ROUTE: To set a route and to clear signal or a train forward from one signal to the next, the duty Station Master, when everything is alright, including the relevant track circuit being clear, shall unlock the SSI control panel (SSI type) and turn the relevant entrance knob as detailed in the table of movement, through an angle of 90 in the direction of movement and press the appropriate Exit button. If the relevant line is clear (unoccupied) and no conflicting move is set up or taking place, all the relevant points for the intended route including the isolating point will operate as required (N or R position) and a row of white lights get lit on the whole length of the route thus set up to the next relevant signal and the entrance signal gets taken off. As the train passes the signal, the signal goes back to ON position, and as the train enters the track circuited position on the route, the white route lights progressively turn red and get extinguished as and when the tracks are cleared by the train provided the entrance knob has been turned to normal position mean while. In case the signal knob continues to remain in the reverse position, the white route lights would reappear as the track gets cleared of the train. B.6 ROUTE CANCELLATION/TIME RELEASE Once a signal has been taken off for a movement, the SM on duty must on no account interfere with the concerned signal or point knobs unless the route is to be cancelled. For cancelling the route & signal SR. 3.36 (ii) must be adhered to. Normally after a signal has been taken off, the route shall not be cancelled. The route cannot be cancelled once a train passes the signal. If, however, it is necessary to cancel the route under SR. 3.36(ii) for any reason before the train passes the signal, the Station Master on duty must normalise the signal to "ON" aspect and the route will be cancelled automatically after a lapse of 120 seconds. For all the signals except advanced starter and starter signals, the route will be held in the locked up position for 120 seconds after the signal has been normalised. For starter signals the route will be held if:- (i) If the berthing track is occupied or (ii) Home signal is taken off ( in case of main line starter.). There is a digital counter with an indicator below the legend `Route Cancellation' provided on the panel. The appearance of the `white' light indicates the commencement of the route cancellation and disappearance of the white light indicates that the route is cancelled. The number on the digital counter will change to the next higher number. NOTE: - 1. A route cancellation is permitted for only one route at a time. If any reason more than one route cancellation is required it is possible only in succession and not simultaneously. The fact may be recorded clearly in the route cancellation register. 2. Route cancellation must be done in accordance with the instructions contained in SR. 3.36(ii). 3. Every route cancellation shall be entered in the route cancellation register with the number on the digital counter with reasons for cancellation. Station Master should make an entry in the train signal register specifying the number displayed on the counter while handing over and taking over charge. The Station Master on duty should maintain the route cancellation register. An entry in detail with date & time of cancellation for train No/shunt move, reasons for route cancellation and counter reading should be made. OUTER COVER KEYS OF BLOCK INSTRUMENTS: - Outer cover of each block instrument are provided with double key lock arrangements. One key of this lock shall be in the personal custody of the SM on duty and the other with the TECH/ES/JE/SE/Sig of the section. Whenever it is required to open the block instrument the TECH/ES/JE/SE/Sig shall requisition the key from the SM on duty, after making relevant entries with the signature in a separate register maintained for the purpose. On completion of the work, the block instrument shall be closed and locked and the SM's key shall be returned to the SM on duty. The SM on duty after being satisfied that the block instrument has been closed and locked with both the keys and is in good working order, shall take over the key and keep it under his personal custody. Necessary entries with signature of the SM on duty and the TECH/ES/JE/SE/Sig must be made in the register. The TECH.ES/JE/SE/Sig of the section is authorised to take the key from the SM on duty only when: (a) the block section is not occupied by a train and the instrument in `LINE CLOSED' position during normal working of the block instrument. OR (b) the block working is to be restored after a failure irrespective of the position of the block instrument and occupation of the block section. The SM on duty should not operate the block instrument for train operation till such time the key is returned to him by the TECH.ES/JE/SE/Sig. CALLING ON SIGNALS (GR 3.13) Calling on signals Nos. 1B and 32B are provided below the signals Nos. 1A and 32A respectively. Boards bearing letter C is also provided just below the Calling on signals. The Calling on signal is intended to receive a train on an occupied/obstructed road or when one or more of the track circuit on that route have failed or when the Home signal has failed. Before clearing the calling on signal, the SM on duty shall ensure that it is absolutely necessary to receive the train on that road and the train can be berthed with in the Starters/Stop Boards. . Track circuit Nos.C-1T and C-32 T are provided at the foot of the up and down Home signals. When a train occupies the concerned Calling on signal track circuit and stops, after ensuring the setting of the required route, the SM on duty shall turn the knob 1B or 32B as the case may be, to clear the required Calling on signal. If the Calling signal cannot be taken `off' due to failure, train shall be received over the Signal Post Telephone provided, duly ensuring the correct setting of route, as detailed in Para B.9. Individual knobs are provided to operate the concerned Calling on signals. These knobs have two positions i.e., "N" for Normal and "R" for Reverse. Numerical counters are provided at the Top corners of the panel separately for the Up and Down Calling on Signals with signal numbers to which it pertains. In the event of failure of track-circuit/Home signal or for the reception of a train on obstructed line, the Calling on signal can be taken `off'. After ensuring that the concerned Home signal knob is in its normal position and the required route is set, the Calling on signal knob should be operated to its `R' position. On the occupation of the calling on track circuit in rear of the home Signal by the approaching train, a white light indication gets displayed below the numerical counter of the respective Calling on Signal. After a lapse of 6O seconds, the Calling on signal will assume `OFF' aspect, the white light below the counter gets extinguished and the counter registers the taking `OFF' of the Calling on signal by displaying the next higher progressive number. Note: Whenever a Calling-On Signal is taken OFF to authorise a movement, the interlocked points governed by the signals need not be clamped and padlocked. However clamping and padlocking is necessary when disconnection notice has been issued. An entry with details of the date and time of taking `OFF' of the Calling on signal, train for which it was taken `OFF', the number of the reception line, reasons etc., and the numbers displayed by the corresponding counter prior to and after the operation, should promptly be made and signed in the Calling on Signal Register maintained by the SM on duty. Separate portions of the register should be set apart for the each Calling on signal with appropriate index in the beginning of the Register. Release of route after the complete arrival of a train received on "Calling on signal": After ensuring the complete arrival of a train received on Calling on signal, the SM on duty shall put back the calling on signal knob to Normal. When a train is being received by taking off the calling on signal, normally, the route will get released immediately after the train has arrived well within the fouling mark of the reception line. The SM on duty shall physically verify that the train has arrived complete well within the starters before putting back the calling on signal knob to normal position. He should not totally rely on the track indication on the control panel for this purpose. Calling-on emergency route release button, coloured white is provided on the panel to release the route during track circuit failure other than berthing track. This button has to be pressed after ensuring complete arrival of the train physically by the SM on duty, duly putting back calling-on signal knob. Route will be released after a time lapse. SM has to enter the counter reading with details in a register specially maintained for this purpose. SIGNAL POST TELEPHONE [ SR 3.69(XI)]: Signal Post Telephone with paging and talk back system is provided in cabinet on the Up and Down HOME SIGNAL post. They are connected to similar talk back phone provided in SMs office with lock. When the concerned HOME SIGNAL has not been taken off, the DriverLoco pilot of the approaching trains shall draw close to the HOME SIGNAL and stop. If the signal is not taken OFF, then the DriverLoco pilot shall go to the signal post telephone and press the button of the telephone to call the Station Master (the button provided under the telephone). This will cause on audible sound and visual indication in the Station Masters office to call the SMs attention. Station Master shall unlock the talk back phone and operate the switch of the telephone from Stand by to ON position and press the button to talk with the driverLoco pilot. The Station Master shall inform the reason for delay and probable time at which the signal will be taken off. If it is due to signal failure /suspension, the duty SM shall set the route correctly, clamp and padlock all the points for the required route and ensure clearance of line and communicate the following message, which the driverLoco pilot shall record in the rough journal and pass the signal at ON position duly observing necessary caution. The Station Master on duty shall record the message in the train signal register below the entry for that train. To the Loco pilot of train No. description .. Owing to the failure / suspension of *Up/Down HOME SIGNAL No..,You are hereby authorised to pass * UP/Down Home signal No. at ON and enter Road No. at restricted speed of 15 KMPH. Private number (i) ( in figure) (ii) (in words) *Strike out which are not applicable. NOTE: - Normally the switch of the Station Masters telephone should be in Stand BY position, only then the SM will be able to receive the audio sound visual indication when the driverLoco pilot press a call button at the HOME SIGNAL. Only one side speech is possible at a time in this system. A switch is provided on SMS telephone, this should be pressed to speak to DriverLoco pilot. However, he should not press this switch when the driverLoco pilot is speaking to him. FUNCTIONS / DESCRIPTION OF KNOBS ON THE PANEL: - SIGNAL KNOBS: Knob No.Function / Description1A. Down Home at BYPL end to Roads 1A or 1 or 2 or 3 or 4or 6.1B. Down Calling on signal below Down Home for routes governed by 1A.2. Down Starter of Road-1 SBC end3 Down Starter of Road-2 SBC end4 Down Starter of Road-3 SBC end8. Down Advanced starter to SBC.9. Down Shunt Signal of Up Main Line at BYPL end.10. Down Shunt Signal of shunting neck at BYPL end.11Down Shunt Signal from siding to Road-613.Up shunt Road-1B at BYPL end14.Up shunt Road-5 at BYPL end15Up starter on Road-6 at BYPL end16. Up shunt on Down main line at SBC end.17. Up shunt from Road 6 BYPL end.19 Up Starter Road-5 BYPL end.20 Up shunt-Road-4 at BYPL end.21 Up shunt-Road-3 at BYPL end.22. Up shunt-Road-2 at BYPL end.23. Up shunt-Road-1 at BYPL end.24. Up shunt-Road-1A at BYPL end.25. Up Advanced Starter at BYPL end.26. Up Starter Road-1A at BYPL end.27. Up Starter Road-1B at BYPL end.28. Up Starter-Road-4 at BYPL end.29. Up Starter-Road-1 at BYPL end.30. Up Starter-Road-2 at BYPL end.31. Up Starter-Road-3 at BYPL end.32A Up Home at SBC end to Roads 1 or 2 or 3.32B Up Calling on signal below Up Home for routes governed by 32A. NOTE: - Signal Functions No. 5 to 7 , 12 and 18 are Omitted. POINT KNOBS: Knob No.Function Description50.Cross-Over Points connecting Up & Down Main line at BYPL end. 51.Cross-Over Points connecting Road-1 & Up Main line at BYPL end. 52.Cross-Over Points connecting Road-3 & Road-4 at BYPL end. 53.Point on Road-3 connecting Road 2 and 3 at BYPL end. 54.Cross-Over Points connecting Road-1 and Road-255.Point/Trap on Road-2 at BYPL end.56.Trap on Shunting neck at BYPL end.58.Point connecting Road-4 and Road 5.59Trap on Road 560Cross-Over Points connecting Road 5 and Road 6 at SBC end61Trap point connecting Road 6 to siding62.Cross-Over Points connecting Road-3 & Road-2 at SBC end. 63.Cross-Over Points connecting Up and Down Main lines at BYPL end64.Cross-Over Points connecting Up Main line & Down Main line at SBC end. 65.Cross-Over Point connecting Up Main line & Down Main line at SBC end. 67.Point and Trap connecting Down Main line & Road-1A at BYPL end. 68.Point and Trap connecting Down Main line with Road-1B via Point No.67B at BYPL end. NOTE: Point Knob Nos.57& 66 are Omitted. TABLE OF MOVEMENTS Sl. NoDescription of MovementsSM toTurn KnobPress ButtonTo Receive an Up train from SBC onRoad-1 with Point No. 50N & 51R.32A ARoad-2 with Point No. 50N32ABRoad-3 with Point No. 50N.32ACTo despatch an Up train to BYPL fromRoad-1A25K26JbRoad-1B25K27JRoad-125K29JRoad-225K30JRoad-325K31JRoad-425K28JRoad-525K19JRoad-625K15J To pass through an up train from SBC to BYPL on:Road-125K29J32AARoad-325K31J32ACTo receive a Down train from BYPL on:Road-1A1ANRoad-1 with Point No. 64N.1AARoad-2 with Point No. 62R, 65R1ABRoad-3 with Point No. 62N, 65R1ACRoad-4 1ADRoad-61AFTo despatch a Down train to SBC from:Road-18M2LRoad-28M3LRoad-38M4LTo pass through a Down train from BYPL to SBC onRoad-18M2L1AARoad-38M4L1ACTo receive a Down train from BYPL on calling on signal onRoad-1A 1BNRoad-1 1BARoad-2 1BBRoad-3 1BCRoad-4 1BDRoad-61BFTo receive an Up train from SBC on calling on signal onRoad-132BARoad-232BBRoad-332BC B.12 SHUNT MOVEMENTS: Shunt from Down Shunt No.9 of Up main line at BYPL end, to clear off:Up shunt No. 24 of Road-1A.9NUp shunt No. 13 of Road-1B.9RUp shunt No. 23 of Road-1.9AUp shunt No. 22 of Road-2.9BUp shunt No. 21 of Road-3.9CUp shunt No. 20 of Road-4.9DUp Shunt No. 14 of Road-5.9EUP STARTER NO.17 OF rOAD-69FShunt from Down Shunt No. 10 of shunting neck at BYPL end, to clear off:Up Shunt No. 20 of Road-4.10DUp Shunt No. 14 of Road-510EUp Shunt No. 17of Road-610FShunt to clear off Up main line shunt No. 9 from: -Up shunt No. 24 of Road-1A24JUp Shunt No.13 of Road-1B.13JUp shunt No. 23 of Road-123JUp shunt No. 22 of Road-222JUp shunt No. 21 of Road-321JUp shunt No. 20 of Road-420JUp Shunt No.14 of Road-5.14JUp shunt No.17 of Road 617JShunt to clear off shunt No. 10 of shunting neck from: -Up shunt No. 20 of Road-4.20HUp shunt No. 14 of Road-5.14HUp shunt No. 17 of Road 6.17HShunt from Up Shunt No. 16 of Down main line at SBC end, to clear off:Down Starter No. 2 of Road-1.16ADown Starter No. 3 of Road-2.16BDown Starter No. 4 of Road-3.16CShunt to clear off Up Shunt No. 16 of Down main line from: -Road-1.2LRoad-2.3LRoad-3.4L B.13 TELECOMMUNICATION In addition to the block telephones and control phones, the following Magneto Telephone communications are provided at this station for train passing duties. CIRCUIT- AUTONUM \* Arabic . Station House .. O (One ring) Top point No. 65B on Down line (SBC). .. OO (Two rings) Top point No. 63B Up line (BYPL) .. OOO (Three rings) CIRCUIT- AUTONUM \* Arabic . Station House .. O (One ring) Loco shed bahar line - OO (Two rings) CIRCUIT- AUTONUM \* Arabic . SM's office .. O (One ring to Up SPT (SBC end) Call each other) CIRCUIT- AUTONUM \* Arabic . SM's office .. O (One ring to Down SPT (BYPL end) Call each other) BSNL No.080-22268554 and Railway Auto phone No.56128 and 54769 are provided in addition to VHF set at this station APPENDIX C Anti collision device (Raksha Kavach) - NOT APPLICABLE APPENDIX D DUTIES OF THE STAFF STATION MANAGER: Station Managers duties include general supervision of staff and their performance in connection with train operations arranging necessary stationery, essential equipments etc,. ensuring that the staff are well trained that, they are not overdue for Refresher Course, safety camp, periodical medical examination, their block competency certificate, medical fitness certificate are correct before they are permitted to take up duty; counselling the staff in safe and efficient working; taking suitable corrective action against erring staff and providing necessary assistance to inter-departmental staff in close co-ordination to achieve the best performance. Inspections of SMs office and other traffic work spots. The Station Master on duty is the over all in-charge for train / shunting operations at the station during his duty hours. He shall ensure proper co-operation is maintained by all staff under his control in the respective shift duty, personally operate the control panel, consult control regarding train movements and act according to his instructions, provide timings and other particulars pertaining to the train movements, maintain prescribed registers, caution orders etc., keep necessary isolation as required and adhere to all instructions relevant to him, as laid down in the SWR, GRS, BWM Accident Manual and other instructions issued from time to time through circulars. Pointsman / TRH / Trained SCP: He shall clean the points regularly, assist the Duty Station Master in issuing Caution Order/Memos to receive a train, in clamping the points during failure, and in keeping the stations essential equipments and the control panel clean and tidy. He shall invariably exchange All right signals for every passing train on off side and perform shunting operations as per the instructions of the Station Master on duty, he shall obtain signature of the guard of stopping train in train intact register and also carry out any other instructions issued to him by Station Master. The duties mentioned above are not exhaustive. All staff are required to adhere to the relevant duties assigned to them by General Rules, Block Working Manual and Accident Manual, and other instructions issued from time to time by the Divisional Officers/Supervisors with all promptitude and prudence with a view achieving better result in safe and efficient transportation. APPENDIX `E' LIST OF ESSENTIAL EQUIPMENTS Sl. No.Description of essential equipmentsMinimum Quantity at SMs Office1Hand Signal flags 3 RED 3 GREEN2Hand Signal lamps / Tri colour torch  33Detonators 204Safety Chains with padlocks 25Clamps with Padlocks 146Skids 107Line Block Caps 28Line Blocked Caps 69Trolley lorry on Line Caps 210Rusty Rail Caps 611Caution in force boards 212Station bell 113Fire buckets with Sand 214Fire buckets with Water 215Padlocks with keys 216Pouches for shunt keys 217Wall Clock 118Essential Equipment list 1 The SM shall ensure that the prescribed quantity of the above-mentioned essential equipments is made available at SMs office exclusively for train passing duties. APPENDIX F Rules for working D Class stations, Halts, IBH, IBS and outlying sidings: - BANGALORE EAST(BNCE) There is a D class station, BANGALORE EAST (BNCE) in BNC-BYPL block section at a distance of 2.70 Km from BNC. There is no D class Station in BNC-SBC section. The Up line with medium/high level and Down line with high level platform are provided at this station. Station warning Boards at a distance of 1200m are provided in both up and down directions to warn the loco pilots of stopping trains that they are approaching the station. APPENDIX `G Rules for working of trains in electrified sections: These instructions are issued separately by TRD department. (MADHAVI.) (N.RAMESH) Sr. Divisional Signal & Sr. Divisional Operations Manager Telecommunication Bangalore Engineer/ Bangalore Added Page No.48 ANNEXURE-1 INSTRUCTIONS FOR WORKING OF TRAINS AT STATIONS PROVIDED WITH DIGITAL TYPE BLOCK PROVING AXLE COUNTERS GENERAL: Block proving Axle Counters are provided in advance of UP & DOWN Home Signals and in advance of Last Stop Signals of the station to monitor the status of the Block Section. Block proving axle counters are used for clearance of Block pertaining to that Block Section. An Axle Counter Indication-cum-Reset Box is provided at the SMs office or at a place where the Block Instruments are provided, one each for each Block Section to indicate the clearance of the concerned Block Section and to facilitate Reset in case of axle counter failure. DESCRIPTION OF THE INDICATIONS/FEATURES ON THE AXLE COUNTER INDICATION-CUM-RESET BOX: FEATURES: SMs Key for authorizing reset operations. Reset Push Button for Resetting Axle Counter. Counter for recording Reset Operation. INDICATIONS: 1.Green Light (Large)ClearIndicate that the Block Section is clear.2.Red Light (Large)Occupied/FailedIndicate that the Block Section is occupied/the BPAC has failed.3.Green Light (Small)Preparatory ResetIndicate that the Axle Counter Resetting operation at both ends is completed.4.Yellow Light (Small)Power ONIndicate that the power supply is available. 3. CUSTODY OF KEYS: The SMs key of Axle Counter indication-cum-reset boxes shall be kept in a separate Glass Fronted case and the key of the glass fronted case shall be under the personal custody of the SM on duty. 4. RESET BUTTON: Reset button is provided in the Reset Box so that whenever the axle counter shows Failed (Red Light-Large) condition, the SM on duty can reset the same to normal after ensuring that the Block Section is clear. Added Page No.49 COUNTER FOR RECORDING RESET OPERATION: Each and every operation of the reset button is counted on a digital counter and shall be recorded in a separate register indicating the movement before and after operation of the reset button as per the following proforma: Sl. No. Date/ Time Train No. after which Axle counter has failed Private Number given to the station in rear/ advance  Private Number received from the station in rear/ advance Counter reading before resetting Counter reading after resettingPrivate number given by the despatch end SM  Train No. dealt after resetting INDICATIONS: Indications are provided in the Axle Counter Indication-cum-Reset Box to show the status of the concerned Block Section. The Clear (Green Light-Large) indication on the concerned Axle Counter Indication Box shall be observed by the SM on duty before obtaining/granting line clear on the relevant Block Section. The Axle Counter Indication-cum-Reset Box displays Clear (Green Light - Large) indication when the Block Section is clear of trains/vehicles and Occupied (Red Light - Large) indication when the Block Section is occupied or Axle Counter pertaining to that section is failed. COMPLETE ARRIVAL OF TRAINS: In case the Axle Counter shows Occupied (Red Light-Large) indication with an Audible warning, even after the complete arrival of the Train, no effort shall be made forcibly to bring the Block Instrument to Line Closed condition. The buzzer shall be acknowledged by normalising the Home Signal Knob. Before initiating action to reset the Axle Counter and permitting the next Train into the Block Section, the SM shall comply with the provisions of GR 14.10 (1) & (2) and satisfy that the train, for which line clear is given, has arrived complete. Once the complete arrival of the train is verified, action can be initiated to reset the axle counter at both ends of the affected section as per the procedure given under Para 8. Note: In addition to observing the clear indication on the Axle Counter for ensuring the complete arrival of train, the existing procedure of ensuring the complete arrival of train by personally verifying the Tail Board/Tail Lamp or by authorized means in terms of SR 14.10 shall continue to be followed. This shall be incorporated in the respective SWR. RESETTING PROCEDURE OF AXLE COUNTERS: After ensuring that the Block Section is clear, the Axle Counter shall be reset. The resetting operation shall be resorted to only when there is Occupied (Red Light Large) indication even though the Block section is clear. The following procedure shall be adopted after advising the S&T staff concerned about the failure of the axle counter. Added Page No.50 The SM on duty at the receiving station in which the train has arrived complete shall give a Private Number to the SM at the other end (despatch station) confirming the complete arrival of the train. The SM on duty at the despatch end shall acknowledge the same by communicating a Private Number. The key of the reset box shall then be inserted in the reset box, turned and pressed along with pressing of reset push button by both SMs independently. The reset operation pertaining to Block Section is carried out independently at both ends. Preparatory Reset (Green Light Small) indication, to indicate that the Axle Counter resetting operation is complete, will appear on the Axle Counter Indication-cum-Reset Box at both ends. The counter, provided for recording resetting operation will register next higher number. Necessary entries shall be made in the Block proving Axle Counter Resetting Register maintained for this purpose. Similar entries are made by the SM at the other end of the Block Section also. When the preparatory indication appears, the receiving end Station Master should advise the Station Master at the other end that the block section is being closed. The other end SM shall give a PN to this effect to receiving end Station Master. The receiving end Station Master shall then close the block section by normalising the block instrument. With the preparatory reset indication available at both Stations, the line clear for the next train can be obtained through the block instrument and the LSS can be taken off and the train despatched normally. 8.10 On clearance of the first train after preparatory reset at the receiving station, the axle counter will show Clear indication at both stations and subsequent trains can be normally dealt. 8.11 On arrival of the first train on preparatory reset if the axle counter shows clear indication at both stations all subsequent trains can be dealt normally. However if again the axle counter does not show Clear indication but preparatory indication continues, the block working shall be suspended and S&T officials of the section shall be advised to attend to the failure. Added Page No.51 The entries in TSR shall be made in red ink at both stations whenever line clear has been obtained with the axle counter showing preparatory reset indication. No attempt shall be made to close the block section on arrival of the train on preparatory reset if axle counter is still showing preparatory reset indication, instead of clear indication. FAILURE OF AXLE COUNTER: If Axle Counter does not show Clear (Green Light - Large) indication, after clearance of the train on Preparatory Reset, it shall be treated as a failure of Axle Counter. The Block Instrument Working of the concerned Block Section shall remain suspended till S&T staff rectifies the same. During this period Trains shall be dealt as per GR. 14. 13 and closing of Block Section done as per GR.14.10 (1), (2), & (3). And para 6.5 of this SWR. WORKING OF TROLLEY/MOTOR TROLLEY/LORRY ETC: Trolley protection Track Circuit is provided to prevent the operation of axle counter by insulated Trolleys. Motor Trolleys, when required to proceed to adjacent station, shall be issued with necessary Authority to proceed, suspending Block Working. After the motor trolley has cleared the section, the SM on duty shall resume block working for subsequent trains. However, in case the axle counter does not show clear indication after arrival of the Motor Trolley at the adjacent station, resetting of the axle counter shall be done as per Para 8 and Train operations resumed. SHUNTING: Shunting shall be done as per the instructions contained in the Block Working Manual. However, after a Block Forward or a Block Back operation is completed, before bringing the Block instrument to Line Closed position, it shall be ensured that the axle counter shows Clear (Green Light - Large) indication. (J.CHANDRASHEKAR) (P.RAJALINGAM BASU) . Divisional Signal & Telecommunication Divisional Operations Manager Engineer/Bangalore. 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Birthday LSK Birthday Normal.dotmuser302Microsoft Office Word@ AH@8\ @k @S 3rBzGtIRsX $  c.@Times New Roman---@Garamond------ 2 <jbC.M.No.    2 <b2  2 <b  2 <bdated  2 <b27  2 <b- 2 <b03  2 <b- 2 <b2012  2 <b  22 < bto SWR No.B.2/BNC dated 05     2 <b- 2 <b07  2 <b- D2 <&b2007 applying to Bangalore Cantonment   b'--- 2 Kjbstation---  2 Kb  b'@Times New Roman------ )2 jb  V2 2b(J.CHANDRASHEKAR)    +2 b   2 -b( 2 2 bK.E.ANSAR     2 b)   2 b  b'@Times New Roman------ 2 j b.  +2 b  2 SbDSTE/SBC DOM/SBC     ---  2 zb  b'---  2 /jb  b'?0---  2 ;0?1  2 ;0?  ?0''---  2   ''@"Arial------ +2 j^bSOUTH WESTERN RAILWAY       2 j%b    2 {b    2 b   &2 pbBANGALORE DIVISION       2 b  @"Arial---  2 b    2 b  --- ,2 bStation Working Rules:    2 8b  %2 bDate of Issue: 05   2 fb- 2 kb07  2 {b- 2 b2007  2 b  b' 2 bNo. B.2 /BNC     2 b  2  bDate on which    2 Tb  b'  2 b   2 b P (2 bbrought into force:  2 nb  b'  2 b  b'--- )2 ZbBANGALORE CANTONMENT    2 )b    2 $b   2 4jbNOTE:   2 4b-  2 4b  b'@"Arial------ 2 Fjb1.---  2 Fvb B--- k2 F@bThese Rules supersede the Station Working Rules No. B. 2 dated.       2 Fb25   2 Fb- 2 Fb11   2 Fb- b' 2 Wb2004   2 Wb  b' 2 pjb2.  2 pvb @ 2 pbThe S   q2 pDbtation Working Rules must be read in conjunction with the General &        y2 IbSubsidiary Rules and Block working manual. These rules do not in any way         :2 bsupersede any rule in the above  2 b- #2 bmentioned books.   2 b   2 jb3.  2 vb @ j2 ?bThese rules should also be read together with traction working    %2 Ybinstructions for   D2 &b25 KV AC Traction pertaining to "BNC".     2 b    2 b  b'--- 2 jb1.  2 vb B 72 bSTATION WORKING RULE DIAGRAM:          2 b-  2 b  --- y2 IbThe enclosed Rule diagram based on Signalling Plan and P. Way Plan shows         2 Sbthe signalling features, track circuited portions, names of the adjacent stations,    2 0 bthe norma  ^2 07bl setting of points and other details pertaining to day  2 0Rb- 2 0Wbto  2 0cb- 2 0h bday working.    2 AObComplete layout of the station yard, gradients, holding capacity of individual    }2 RLblines, distances of adjacent stations etc. are reproduced from the enclosed    "2 bblayout diagram.   2 bb    2 b  v--- 2  vRule Diagram       2 .v  2 2vNo.   2 Jv  'w@Wingdings------  2 ~w---  2 w  '--- 2  SBC/RD/BNC/4     2 )/ALT   2 K-  2 Q1   2 Z  '- @ !- - @ !- - @ !- - @ !v- - @ !$w- - @ !- - @ !%- - @ !- - @ !- - @ !- - @ !v- - @ !- - @ !- v--- &2 vSignalling Plan No        2 Pv  'w---  2 ~w---  2 w  '--- 2  IPU1171/ALT    2 4-   2 =4   2 I  '- @ !- - @ !- - @ !v- - @ !$w- - @ !- - @ !%- - @ !- - @ !- - @ !v- - @ !- - @ !- v---  2 vP. Way Plan No      2 8v  'w---  2 ~w---  2 w  '--- 2  B/BNC/162/ALT      2 )-  2 /1   2 8  '- @ !- - @ !- - @ !v- - @ !$w- - @ !- - @ !%- - @ !- - @ !- - @ !v- - @ !- - @ !- v--- %2 vLayout diagram No        2 Tv  'w---  2 ~w---  2 w  '--- 2  B/BNC/T/128      2   '- @ !- - @ !- - @ !v- - @ !$w- - @ !- - @ !%- - @ !- - @ !- - @ !- - @ !- - @ !- - @ !v- - @ !v- - @ !$w- - @ !- - @ !- - @ !%- - @ !- - @ !- - @ !- ---  2 b    2 b  @Times New Roman- - - @"Arial- - - @"Arial- - -  @ Arial- - - - - - - - - - - - - - - - - - - - -   2 jb2 - - -   2 sb E--- 2  bDESCRIPTION   - - -   2 +b --- 2 0bOF - - -   2 Gb --- 2 KbTHE - - -   2 mb --- 2 qbSTATION:    2 b-  2 b  b'@"Arial---- - - - - --- 2 *jb2.1  ---  2 *b 6--- 2 *bGENERAL( - - -   2 * b --- 2 * bLOCATION)    2 *ob  b'--- \2 H6bBangalore Cantonment is situated in the Bangalore City       2 H#b  2 H+b  (2 H/bBANGARAPET Jn..     2 XbB  p2 XCbroad Gauge line at a distance of 351.605 Kms from CHENNAI CENTRAL.        }2 iLbThis is a B Class station with double line working towards BANGALORE CITY            z2 zJband BAIYYAPPANAHALLI side. This station is provided with eight running        2  blines. Road   2 b- 42 b1, 1A, 3 & 4 are provided w    G2 (bith High Level platform. The code name       2 Obof this station is BNC. The Station House is situated on the platform of Road        2 b- 2 b1   22 band has SSI control panel.   2 ab    2 b    2 b    2 b  "Systemv`X /v@2v& --bbaa``|՜.+,D՜.+,$ hp|   'M Are You suprised ?DESCRIPTION OF THE STATION:-GENERAL( LOCATION)4BLOCK STATIONS ON EITHER SIDE AND THEIR DISTANCES:-QB.3.1 The signal and motor operated points are operated from a SSI contOR Title Headings 8@ _PID_HLINKSAd +_SYSTEM_OF_SIGNALLING  !"#$%&'()*+,-./0123456789:;<=>?@ABCDEFGHIJKLMNOPQRSTUVWXYZ[\]^_`abcdefghijklmnopqrstuvwxyz{|}~      !"#$%&'()*+,-./0123456789:;<=>?@ABCDEFGHIJKLMNOPQRSTUVWXYZ[\]^_`abcdefghijklmnopqrstuvwxyz{|}~      !"#$%&'()*+,-./0123456789:;<=>?@ABDEFGHIJKLMNOPQRSTUVWXYZ[\]^_`abcdefghijklmnopqrstuvwxyz{|}~ Root Entry F*ѐ  Data CP1TablefxWordDocumentSummaryInformation(PKDocumentSummaryInformation8CompObjr  F Microsoft Word 97-2003 Document MSWordDocWord.Document.89q