ࡱ>  ORBCDEFGHIJKLMNg bjbjVV 1r<r<5""R#R#R#f#f#f#8#%|f#_x99:::<<<^^^^^^^aFd|^R#Hh<^<HH^""::Z^\\\HB"R:R#:^\H^\\ M0#"\ :P]K 4?Jb T^^0_UdUXd\dR#\<@\`C4Ei<<<^^X<<<_HHHHd<<<<<<<<< !: @9SOUTH WESTERN RAILWAY Replaced Page no.1 BANGALORE DIVISION Station Working Rules: Date of Issue:12-04-2007 No. B.4 /BYPL Date on which brought into force: BAIYYAPPANAHALLI NOTE:-1. This issue of Station Working Rules supersedes the Station Working Rules No. B.4/BYPL dated: 05-10-2002. 2. The Station Working Rules must be read in conjunction with General Rules, Subsidiary Rules and Block Working Manual. These Rules do not in any way supersede any Rule in the above books. 3. These rules shall also be read with the Traction Working Instructions issued for 25 KV AC RE Traction pertaining to the Station. 4. This SWR No. B.4/BYPL pertains to RRI Cabin and West Cabin area. Station Working Rules No. 4/A BYPL pertain to Baiyyappanahalli Marshalling Yard and B.84 pertain to BYPL `A' PANEL also to be referred. 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/SG/CN.2/2001/ALT.8Signalling Plan No(IPU1166/ALT.12P. Way Plan No(B/BYPL/116Layout diagram No(B/BYPL/T/85 DESCRIPTION OF THE STATION:- GENERAL( LOCATION) BAIYYAPPANAHALLI with code initials `BYPL' is situated at a distance of 345.150 Km from Chennai Central of Southern Railway on Bangarapet junction-Bangalore City junction, Electrified Broad gauge double line section. A line serving the BEML siding takes off from Down Main Line between RRI panel and West Cabin of this station. A line takes to BYPL Marshalling yard to Up main line between RRI Cabin and West Cabin. The branch line towards SA Junction and YNK Junction also takes off at this Station. An YPR-SA line crosses the SBC-BWT double line on rail over bridge near BYPL A panel and is controlled by BYPL A panel. This is a "Special Class" station with four cabins (West, Yard, RRI Cabin and BYPL-A) for the operation of points and signals, associated with inter slotting facility. BLOCK STATIONS ON EITHER SIDE AND THEIR DISTANCES:- Krishnarajapuram (KJM) at a distance of 3.40 Km on Bangarapet Junction end, Channasandra (CSDR) at a distance of 3.249 Km, on Dharmavaram Junction end, Karmelaram (CRLM) at a distance of 12.212 Km. on SA Junction end, Bangalore Cantonment (BNC) at a distance of 6.455 Km. on Bangalore City Junction end are the adjacent Block Stations. Bangalore East (BNCE) at a distance of 3.735 Km. on BYPL - BNC Block Section and Belandur Road (BLRR) at a distance of 10.416 Km in BYPL-CRLM block section are the "D" Class Stations. SL.No.ADJACENT BLOCK STATIONCODEINTER DISTANCE.DIRECTION1.KRISHNARAJAPURAMKJM3.40UP-BWT END2.CHANNASANDRACSDR3.249UP-DMM END3KARMELARAMCRLM12.212UP-SA END4BANGALORE CANTONMENTBNC6.455DOWN-SBC END BLOCK SECTION LIMITS ON EITHER SIDE OF THE STATION ON DIFFERENT DIRECTIONS: - AT BNC END: The BNC-BYPL Up Block Section terminates at the Block Section Limit Board placed at 185 metres in advance of Up Home Signal No. 14 A. The BYPL-BNC Down Block Section commence at the Down Advanced Starter signal No. 6 on Down line. AT KJM/CSDR END: BYPL-CSDR (Up) Block Section commences at Point No. A4B. BYPL-KJM (Up) Block Section commences at signal No. 35. CSDR-BYPL (Down) Block Section ends at Point No. A4B. KJM -BYPL (Down) Block Section ends at BSLB. NOTE:- There is a Bypass single line take off from BYPL-KJM Up line and joins BYPL-CSDR single line at point No. C9. AT CRLM END :-: 1. The BYPL-CRLM Block Section commences at Up Advanced Starter No. A. 18. 2. The BYPL-BAND Block Section commences at Down Advanced Starter No. A 17. Between stationsPoint from which the block section commencesPoint from which the block section ends.BYPL & BNCDown Advanced Starter signal No. 6 (Down line)UP BSLB placed at 185 metres in advance of Up Home signal No.14A ( Up line)BYPL & KJMUp - signal No. 35 (Up line)Down- BSLB( Down line)BYPL-CSDRUp direction- Point No.A4BDown direction- Point No.A4BBYPL-CRLMUp direction-Advanced starter No.A18Down direction-Advanced starter No.A18BYPL-BANDUp direction-Down Advanced starter no.A17Down direction-Down Advanced starter no.A17 GRADIENTS: - Sl. No.Direction & LineFromToInter distance in metresGradientsection1.Down line Towards KJMCentreline840m840m1 in 120falling towards KJMStation section2.Down line Towards KJM840m990m150mlevelStation section/block section3.Down line Towards KJM990m1090m100m1 in 120falling towards KJMBlock section4.Down line Towards KJM1090m1240m150m1 in 200 falling towards KJMBlock sectionSl. No.Direction & LineFromToInter distance in metresGradientsection5.Down line Towards BNCCentre line210m210m1 in 200 raising towards BNCStation section6.Down line Towards BNC210m810m600mlevelStation section7.Down line Towards BNC810m1110m300m1 in 120falling towards BNCStation section8.Down line Towards BNC1110m2460m1350m1 in 120falling towards BNCStation section/block section9.Up line Towards BNCCentre line110m110m1 in 120 raising towards BNCStation section10.Up line Towards BNC110m210m100mlevelStation section11.Up line Towards BNC210m1110m900m1 in 130falling towards BNCStation section12.Up line Towards BNC1110m1460m1350m1 in 120falling towards BNCBlock section13.Up line Towards BNC1460mBlock section-1in 400 raising towards BNCBlock section14.Up line Towards A PANELCentre line990m990m1 in 120falling towards A PANELStation section15.Up line Towards A PANEL990m1790m800m1 in 120falling towards A PANELStation section/block section LAYOUT: This station has four running lines, 2 Coal lines siding, one take off line to BEML siding, two take off lines to marshalling yard and one take off line each to CRLM and CSDR, Double line towards BNC & KJM. Road-1 and 4 are provided with High Level plat form. A over run line with buffer stop on Road No. 4 at KJM end. RUNNING LINES, DIRECTION OF MOVEMENT AND HOLDING CAPACITY. Running Lines.Direction of Movement.Holding CapacityLength (CSR)Type of PFLength of PFRoad 1Reception and despatch of Down trains(70v+E+IC+7%)670mHL364mRoad 2Reception and despatch of Down trains(70v+E+IC+7%)686mRL-Road 3Reception and despatch of Up trains(70v+E+IC+7%)675mRL-Road 4Reception and despatch of Up trains and Down trains reception & despatch towards yard(70v+E+IC+2%)650mHL376mV: meansFour wheeler unit vehicle E: meansEngine IC : meansInspection carriage of 8 wheels NON RUNNING LINES:- Coal lines No. 1 and 2 are provided with loading and unloading facilities. Approach lines, to and from goods marshalling yard connect the Up and Down reception lines at Station end and connect both Up and Down Main Lines at Bangalore City end for to and fro goods train movements. ANY SPECIAL FEATURES IN THE LAYOUT:- Signals, points and train movements of this station and the Block Section towards KJM, CSDR and BYPL A panel are inter-controlled by slot System, thus making it a special class Station vide SR 1.03 (1). Replaced Page No.6 Slip siding on Up and Down line is provided at KJM/CSDR/CRLM end owing to steep falling gradient at that end. Since all the four Running Lines are less than the standard Clear Standing Room(CSR) the Cabin Station Master/RRI Cabin should ensure complete arrival of a train within the fouling mark before permitting any movement on the adjacent line. During failure of Track Circuits Plat Form duty/Station Master shall ensure this personally by physical verification and communicate a PN to Cabin Station Master/RRI Cabin. Only after the receipt of this PN from PF duty Station Master, the Cabin Station Master/RRI Cabin shall authorise any movement on the adjacent line. LEVEL CROSSINGS: -. LC No. Dept Class.LOCATIONTYPENORMAL POSITIONWHETHER INTER-LOCKEDPROVISION OF TELEPHONENo. 136 A Traffic SPL' classRE mast No. 1028/BYPLM 1029/BYPLM BYPLW-BYPLMLifting BarriersOpen to Road traffic.InterlockedProvided with WEST CABIN.No. 136B Traffic SPL' class345/900-346/000 BYPL-BNCLifting BarriersOpen to Road traffic.InterlockedProvided with WEST CABIN.No. 137 Engg. B class347/100-200 BYPL-BNCLifting BarrierOpen to Road trafficInterlockedProvided with WEST CABIN.No. 1. Traffic SPL class**0/5-6 BEML SIDING-Open to Road traffic.Non-Interlocked- Note: 1) The instructions for working these level crossing are detailed in Appendix A 2) Station staff shall promptly attend to the Telephone call from the gate without fail as any call could also be for reporting any Emergency. ** During the movement of vehicles from BYPL to BEML siding and vice-versa, station staff shall pilot the train across this level crossing SYSTEM AND MEANS OF WORKING: SYSTEM OF WORKING: Absolute Block System. (GR. 8.01, 14.01.) MEANS OF WORKING: BYPL (West Cabin/Panel)- BNC Section: - Double line SGE Modified lock and block instrument. BYPL (RRI Cabin)-KJM Section: - Controlled by through Track Circuits. BYPL (RRI Cabin)-CSDR Section: - Controlled by through Track Circuits. BYPL (RRI Cabin)-Auxiliary Panel A Section: - Controlled by through Track Circuits. Auxiliary Panel A -Karmelaram Section: -Single Line Token-less (Push Button Type) Block Instruments. Auxiliary Panel A -BAND Section: -Single Line Token-less (FM Daido Handle type) Block Instruments. (i) BYPL (RRI Cabin)-BEML Siding Section: - Through Shunt Movements. BYPL (West Cabin/Panel)-BYPL Yard Cabin through Slots and axle counters &. BYPL (RRI Cabin) - BYPL Yard Cabin through Slots. CUSTODY OF KEYS When not in Use the following keys noted against each of the staff should be kept in their personal custody. CABIN STATION MASTER/RRI CABIN: - Key of SM's RRI panel. Keys of the telephones connected to SPT. Pad lock key of the key box containing: - Keys of the relay room. Keys of the boxes containing emergency push. Keys of the points machines. Keys of crank-handle location boxes. CABIN STATION MASTER/WEST CABIN: Key of SM's panel. Key of block instrument. Keys of the telephones connected to SPT. Pad lock key of the key box containing: - Keys of the padlocks on points clamps. Keys of the relay room. Keys of the points machines. Emergency key of the level crossing gates at Km 347/100-200, 345/900-346/000 (on Main Line) and 345/900-346/000 (towards Goods Marshalling Yard) PLAT-FORM DUTY STATION MASTER. 1. Keys of the padlocks on point clamps. Keys of the padlocks on safety chains. 3. Point Lever Lock Key in BEML Siding. Replaced Page No.8 SYSTEM OF SIGNALLING AND INTERLOCKING 4.1 This is a special class Station vide SR. 1.03 (i) and is provided with Multiple Aspect Colour Light Signals of Standard-III interlocking to suit "The Absolute Block System" with Distant, Home, Routing home, Starter, Inter Starter and Advanced Starter signals for reception and despatch of trains. Slip siding on up and Down lines at KJM end of the station, Directional type route indicators; Motor worked points, locally key operated points, interlocked crank handles for group of points, route cancellation arrangements, key control arrangements on siding points, Emergency keys for use at gates during failure; position light shunt signals for carrying out shunt movements, Track Circuiting, BPAC for BYPL-BNC up and down block sections and axle counter arrangement, Co-operative feature slot cancellation for signal No. 35 are provided at this Special Class station. Electrical inter slotting between cabins, slotting between the station and adjacent station are provided, bringing the movements within this area under Special Class working. (Refer Appendix "B" for details.) CUSTODY OF RELAY ROOM KEY AND PROCEDURE FOR ITS HANDING OVER AND TAKING OVER BETWEEN STATION MASTER AND S& T MAINTENANCE STAFF: - The Relay Room is provided with a double key lock. One key is to be retained by the Cabin Station Master on duty and the other key by the TECH.ES/JE/SE/Sig. Whenever it is required to open the relay room, the TECH.ES/JE/SE/Sig shall requisite the key from the CSM on duty, duly filling in the relevant columns of the Relay Room key register maintained at the Station. The CSM 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 key lock which shall be ensured by Duty Cabin Station Master. The key shall be returned to the CSM on duty, duly completing the entries in the relay room key register. 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 CSM on duty with time. 6) Time and Date of Returning the key to the CSM 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 CSM on duty receiving the key with time after duly ensuring that the room is locked properly with both the keys. 10) Remarks. 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 Cabin 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 obtain signature in Form S&T/MR and follow the normal procedure for dealing trains. NOTE:- The CSM 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: 2 POLE 4 Way Rotary switch is provided at BYPL West Cabin and BYPL RRI Cabin at this station to changeover the power supply to the signalling with the following switching positions. 1. UP AT 2. DOWN AT 3. KPTCL 4. OFF There are clear markings on the power supply panel to indicate which position of the Rotary switch will connect for KPTCL supply and AT supplies. 4.3.3 In order to alternately use both UP and Down AT sources, each source shall be used one week alternatively. Thus the first week the UP AT source shall be used, followed by the DOWN AT source for the second week again followed by the Up ;and Down AT sources for the 3rd and 4th weeks. If there is a fifth week in the month, again the Up AT source will be used, and the Down AT source for the beginning of the next month and so on. It shall be turned to KPTCL in case of failure of power supply from both Up and Down ATs. 4.3.4 There are three incoming MCBs (Miniature circuit breakers) below the Rotary Switch with indicator lamps. The MCB in the middle is connected to Down AT supply MCB on the left hand side is connected to Up AT and the MCBs on right side is connected to KPTCL. The lever on the MCB will be upwards when in ON position. The indicator lamp will be glowing if the corresponding supply is available. One more outgoing MCB is available on top of the power supply panel connected to signalling load. The lever of the MCB will be upwards when it is ON position, then only the power supply will be extended to panel. Whenever power is not forthcoming from the extended supply, the corresponding MCB is to be checked to see whether it has tripped. The MCB shall be switched ON in case of tripping. If the MCB trips repeatedly or if the power is not forthcoming from the extended supply, power to the signalling installations shall be extended from the next alternative source. When the extended supply fails, a warning bell rings and a RED light appears above the PACK(Power acknowledgement) button provided on the concerned panel. The warning bell ceases to sound when the button is pressed. The CSM shall then changeover the switch to the next preferential available source of supply as indicated in Para 4.31. Similarly when failed supply /supplies resume CSM shall select the source of supply as indicated in Para 4.3.1. If the power supply does not resume within six hours, CSM shall advise the Traction Power Controller, TECH.ES/JE/SE/Sig of the section on control with copy to DEE/TRD, DEE/SBC and Sr.DSTE/SBC for early restoration of normal power supply. Whenever the source of supply is extended the warning bell sounds again which shall be stopped by pressing the P. ACK button, which also makes the red light indication disappear. A Voltmeter is provided on the panel to indicate the supply of power (AT KPTCL supply) and its voltage indicated by a needle. Normally the needle will be beyond a Red mark painted in the meter. Whenever the needle comes in line with the Red mark, it indicates low voltage. CSM shall switch over to the next preferential source of supply. (Para 4.3.3). NOTE: - Every power failure shall be entered in the power failure register by the Cabin Station Master, RRI Cabin and West Cabin. TELECOMMUNICATION: Magneto telephone communication is provided in addition to Block Telephone,Control teleophone, Railway Auto Phone, BSNL phone and VHF set, as detailed in Appendix B. SYSTEM OF TRAIN WORKING: For train working in addition to Station Superintendent the following staff are available in each shift. The duty roster for staff is issued by DPO/SBC. RRI Cabin: - (a)One Cabin Station Master (CSM). (b)One Plat Form duty Station Master (PF duty SM). (c)Two Points man to assist PF duty SM/ Cabin Station Master RRI Cabin. West Cabin: - One Cabin Station Master (CSM) assisted by points man. Gateman at LC No. 136A &136B gates at Km. 345/900-346/000, LC No.137 at Km. 347/100-200. Refer Appendix D" for duties of staff. RESPONSIBILITY OF ASCERTAINING CLEARANCE OF THE LINES AND ZONES OF RESPONSIBILITY: - 6.1.1.(i)CABIN STATION MASTER/RRI CABIN: - The portion of track: Up to Track Circuit No. 6BT - 'A' Panel end Up to Track Circuit No. C10 T on Down line 'A' Panel end. Up to Track Circuit No. 35 T on Up line - 'A' Panel end. Up to Track Circuit No. 15 BT- on Down line - BNC end. Up to Track Circuit No. C40 T on Up line - BNC end. Between shunt signal No. 30 and RRI Cabin on line towards goods yard and the track up to point No. 101 at coal siding. Between BEML siding and Down Main Line. are under the jurisdiction of Cabin Station Master/RRI Cabin. He has to ensure the clearance of line Road-1 to 4 including the adequate distance by observing the track indication on the RRI panel, when the Track Circuits and their indications are in working order. During the failure of track circuits and/or their indications the Plat Form duty SM shall ensure the clearance of Road-1 to 4 including the adequate distance and then advice the CSM/RRI Cabin accordingly before authorising the movement duly exchanging a PN for confirmation to each train movement. The PNs thus exchanged are recorded in a separate register. NOTE: - Though the LC at Km 345/900-346/000 (Down Main Line) is falls under the track circuited portion of RRI Cabin, the closure of LC should be ensured by Cabin Station Master/West Cabin. 6.1.1.(ii)CABIN STATION MASTER/WEST CABIN: The portion of track Between the Track Circuit No. C14T and 14BT on Up Main Line. Between the Track Circuit No. 6T and Signal No. 3 on Down Main Line. Between the Track Circuit No. C14T and Signal No. 5 on the line leading to goods yard. are under the jurisdiction of CSM/West Cabin. The CSM/West Cabin shall ensure the clearance of line by observing the Track indications on the Panel. During failure of Track Circuits and their indications, he shall physically verify the clearance of the line under his jurisdiction. Replaced Page No.12 6.1.1.(iii)Line admission order and line despatch order books for normal train service are not in usage at this station. However they shall be pressed into use during failure of Magneto Telephone between cabins and station. But signals slot/Control shall continue to be used for train movement as usual. 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)}. CONDITIONS FOR GRANTING LINE CLEAR (GR 8.03): 6.2.(A) The line shall not be considered clear and line clear shall not be given for a train/pilot special to leave the adjacent station unless; The whole of the last preceding train has arrived complete. All relevant signals have been put back to ON' behind the said train and ensure that the signal lights are burning bright. In case of a blank signal the Station Master shall also advise the SM in rear to issue caution order to the driver of approaching train to be vigilant and stop at the Concerned signal. The SM shall also depute a competent Railway Servant with hand signal and detonators at the foot of the concerned signal. (Provisions contained in GR 3.49 and SR 3.68 (i) (c) shall be strictly adhered to by both SMs and Drivers). The line should be clear up to:- Up Block Section limit Board (14T) in case of up train from Bangalore Cantonment. Farthest end of Track circuit No. A. 5 T in case of Down train from Krishnarajapuram. Dead end of sand hump with points No. A 4 Normal, for a train from CSDR. Signal No. A.18, for a train from CRLM.[ Ref: BYPL `A' PANEL for details]. 6.2.(B) i) The Cabin Station Master/West Cabin, shall give line clear for an Up train to leave Bangalore Cantonment, through the modified SGE lock and block instrument provided under his control He should also advise the Gate man at Km 347/100-200 about the particulars of train with its number, description, direction of movement and probable time of departure etc., as detailed in appendix A. Note:The Up block section BPAC should show Block section clear indication before granting line clear to BNC The Cabin Station Master/RRI Cabin shall give Line Clear supported by a PN to Station Master/KJM or Station Master/CSDR as the case may be through track circuited arrangement and inform the Cabin Station Master/BYPL 'A' Panel accordingly. Then the Cabin Station Master/BYPL 'A' Panel shall release the concerned slot supported by a PN to Station Master /KJM or CSDR as the case may be. 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. ANY SPECIAL CONDITIONS TO BE OBSERVED WHILE RECEIVING OR DESPATCHING A TRAIN: - ADEQUATE DISTANCE: The following adequate distance shall be kept clear and free from obstruction for the reception of trains. FOR DOWN TRAINS:- On Road-1: - The portion of track on Down line as 360 m reckoned from Down starter No. 12A up to the farthest end of track No. 11T i.e. Up to Signal No. 15, with points No. 57 reverse and 60 Normal. On Road-2: - The portion of track on Down line as 360 m reckoned from Down starter No. 11A up to the farthest end of track No. 11T i.e. Up to Signal No. 15, with points No. 57 and 60 Normal. On Road-4: - The portion of track on Up line as 120 m from Down starter No. 14 up to the farthest end of Track Circuit No. 58 T with points No. 59 Normal and Trap No. 58 Normal. FOR UP TRAINS: On Road-3: - The portion of track on up line as 259 m reckoned from Up starter signal No. 39 up to the farthest end of track No. 39T i.e. Up to Signal No. 35 with points No. 56 Normal. On Road-4: - a. As 120 meters from starter No. 38 set to buffer stop with point No. 56 normal b. The portion of track on up line as 259 m reckoned from Up starter signal No. 38 up to the farthest end of track No. 39T i.e. Up to Signal No. 35 with points No. 56 reverse. Note: 1. As regards reception of goods trains directly from Bangalore Cantonment, the portion of track on the goods approach line up to and including an adequate distance of not less than 120 metres in advance of the goods (Yard) signal No. 13/14 shall be kept clear and free from obstruction by the Cabin Station Master/Yard Cabin before authorising the movement. This is ensured by ensuring free indication of axle counter or during failure of Axle Counter by physical verification. 2. Item No. 6.4.3 (a) (iii), b (ii) (a) has the approval of CRS/SC/SBC. All the reception/despatch signals and gate signals worked from Gate lodge/West Cabin/RRI Cabin A Panel shall so effectively be taken off in sequence and in time with all prudence and co- ordination, that the passing through train(s) do not suffer detention. 2. Once a fixed signal either for reception or despatch or run through train, has been taken `off' it shall not be put back to normal in the face of the movement except in case of emergency. Refer SR. 3.36 (ii) for procedure to be adopted in case other than emergency. Setting of points against blocked line: -This station is provided with centralised 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. 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 driver through the SM of the rear station. Ensure that the line is clear and free from obstruction up to the point of obstruction on the intended reception line and LC gate if any up to the point of obstruction are closed and secured against road traffic. 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 f) is fulfilled and give a message to the driver through SPT. The driver 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 Driver 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: - When ever non-signalled move is required to be made during an emergency the PF duty Station Master shall take charge of the situation. He will decide the non-signalled movement, the line, direction etc and arrange for clamping & padlocking of the required points for the route, duly exchanging PN with the concerned Cabin Station Masters to that effect as an assurance. Then he shall authorise the non-signalled movement by issuing form T/511. 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: - 1. All the reception/despatch signals and gate signals worked from Gate lodge/West Cabin/RRI Cabin A Panel shall so effectively be taken off in sequence and in time with all prudence and co- ordination, that the passing through train(s) do not suffer detention. Once a fixed signal either for reception or despatch or run through train, has been taken `off' it shall not be put back to normal in the face of the movement except in case of emergency. Refer SR. 3.36 (ii) for procedure to be adopted in case other than emergency. CONDITIONS FOR TAKING OFF APPROACH SIGNALS:- 6.3.(A) WEST CABIN: - To receive the train from BNC end: -After the departure of an Up train from BNC, the Cabin Station Master /West Cabin shall advise the Cabin Station Master /Yard Cabin or RRI Cabin as the case may be and obtain relevant slot for the signal No. 14 A / 14 B supported by a PN. Set the points for the required route, and ensure the LC at Km 345/900-346/000 (Main Line/yard line, as the case may be) are closed and secured as detailed in Appendix-A. Ensure the line is clear up to the track circuit No. 14 BT/ 51 T as the case may be and take off the reception signal. Cabin Station Master/Yard Cabin before releasing the slot shall ensure Axle Counter free indication in his cabin. 6.3.(B) RRI Cabin: - To receive the train from BNC end: - Slot No. 41 / 43 should be released. Before releasing slot No. 41 / 43 to the West Cabin the Cabin Station Master/RRI Cabin shall ensure the point No. 65 is in Normal position and the track is clear up to the farthest end of 65 BT. Then the Cabin Station Master /RRI Cabin shall ensure the reception line including the adequate distance is clear and free from obstruction, turn the entrance knob and press the required exit button to take off the reception signal/ Calling-on Signal. Replaced page No.16 To receive the train from KJM/CSDR end: - Slot No. 1 or 2/3 or 4 (as the case may be) should be released. Before releasing slot No. 1 or 2/3 or 4 to the BYPL A Panel, the Cabin Station Master/RRI Cabin shall ensure the point No. 50 is in Normal position and the track is clear up to the farthest end of 50 AT. When the train from KJM/CSDR is required to be received on Road-1 or 2 or 4 on signal No. 10A/10B, the Cabin Station Master/RRI Cabin shall obtain slot control No. A 11 from Cabin Station Master /BYPL A Panel supported by a PN for slip siding point No. 51. Ensure; the availability of this slot indication, the required route up to the adequate distance is clear & free from obstruction and then he shall turn the required entrance knob & press exit button to take off the signal No. 10 A /10 B as the case may be. To receive the train from CRLM end: - As soon as the train from CRLM is required to be received on Road-1 or 2 or 4, the Cabin Station Master/RRI Cabin shall obtain slot control No. A 11 from Cabin Station Master /BYPL A Panel supported by a PN for slip siding point No. 51. Ensure; the availability of this slot indication, required route up to the adequate distance is clear and free from obstruction and then he shall give appropriate slot supported a PN for signal No. A 16 A or A 16 B by turning appropriate slot knob and pressing the required Exit button. This will result in appearance of concerned slot indication in BYPL 'A' Panel. Note: - 1. Except movement of train from Road-1C of BYPL Marshalling Yard, all other movements from BYPL Marshalling Yard goods lines to roads 1 to 4 are treated as shunt moves. Whenever the Cabin SM/RRI Cabin is ready to receive the train from Road-1C of BYPL Marshalling Yard, he should confirm the same, supported by a PN and release the slot No. 48 for Road-3 or slot No. 49 for Road-4. a) Whenever the Cabin Station Master/RRI Cabin is ready to receive a train from the BYPL Marshalling Yard (Rd. 1A to 8), he shall confirm the same supported by a PN. To release the slot No. 42 to Yard Cabin for a movement of goods train from BYPL Marshalling Yard towards RRI Cabin, he shall turn slot knob No. 42 .The shunt signal No 5 of Yard Cabin when taken off permits the driver to draw ahead his train up to shunt signal No. 30 only. For on ward movement the driver shall be guided by the aspect of shunt signals No. 30,31 and 33 as the case may be. b) Whenever the Cabin Station Master/West Cabin is ready to receive and despatch a train from BYPL Marshalling Yard towards BNC, he shall confirm the same supported by a PN. To release a slot for a movement from BYPL Marshalling Yard towards West Cabin, the Cabin Station Master/West Cabin shall turn slot knob No. 2.. Before giving slot, Cabin Station Master/West Cabin in consultation with Cabin Station Master/Yard Cabin shall ensure the clearance of goods line leading to BYPL Marshalling Yard duly observing the availability of axle counter free indication and initiate action to close the LC No. 136A at BYPLM1028-1029. Replaced Page No.17 RESPONSIBILITY OF STATION MASTER FOR RESTORATION OF SIGNALS: - Station Master on duty should ensure that signal is 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:- The signalling arrangements at this station permit simultaneous reception of Down trains on Roads 1 or 2 and Up trains on Roads 3 or 4 or goods train to BYPL Marshalling Yard. Movement from marshalling yard to Road No. 4 and an up train from BNC on to Road No. 3 can be done simultaneously. While receiving an Up train from Marshalling Yard or BNC to Road No. 4 with Point No. 56 Normal another Up train can be despatched from Road No. 3 towards KJM or CSDR or CRLM. While receiving a down train from KJM or CRLM or CSDR on to Road No. 4 another down train can be despatched from Road No. 1 or 2 towards BNC/ Marshalling Yard. COMPLETE ARRIVAL OF TRAINS:- RRI CABIN: CSM/RRI is fully responsible for the complete arrival of the trains including shunt movements from yard to station. Whenever the CSM/RRI is unable to ensure complete arrival he shall depute the SM on PF duty to ensure the complete arrival. The SM/PF duty shall ensure the complete arrival by observing tail board by day, tail lamp by night or/and the painted number of the last vehicle under advise from adjacent station or by exchanging complete arrival signals with the Guard of the train or by obtaining signature of the Guard in the train intact arrival register maintained for this purpose as an assurance that a train has arrived complete and berthed within the fouling mark. After ensuring the complete arrival of the train by any one of the above means SM/PF duty shall advise CSM/RRI Cabin to confirm the complete arrival of the train by communicating a PN. WEST CABIN: In case of up trains including trains to goods R&D lines the CSM/West Cabin shall ensure complete arrival of train by observing tail board by day and tail lamp by night or the painted number of the last vehicle under advise from the adjacent station. He shall grant line clear for the next train on ensuring that the train has passed completely clear off BSLB. If he observes that the train has passed without Tail board or the tail lamp, as the case may be he should not allow any up or down train to enter the block section till such time line is free from obstruction / infringement. The CSM/Yard Cabin shall give PN to the CSM/West Cabin and vice-versa to confirm the complete arrival of the train depending upon the direction of the train. Complete arrival should be ensured during the failure of axle counters also. In case of Up trains from BNC, the complete arrival shall also be ensured through the BPAC block section clear indication. A PANEL: The CSM A Panel is also responsible to ensure complete arrival of trains coming from CSDR / KJM / CRLM. Replaced Page No.18 YARD CABIN: For movements between Yard Cabin and Station, the complete arrival of the movement shall be ensured by SM/Yard Cabin and CSM/RRI Cabin as the case may be duly giving PN to the CSM at the other end. 6.6 DESPATCH OF TRAINS :- 6.6.1 RRI Cabin : TO BNC When a train is required to be despatched towards West Cabin/Yard Cabin, Cabin Station Master/RRI Cabin shall obtain a required slot supported by a PN from the Cabin Station Master/West Cabin or Cabin Station Master/Yard Cabin as the case may be and ensure the clearance of the track for the movement of a train. After receipt of the required slot the Cabin Station Master/RRI Cabin shall turn the required entrance knob and press the concerned exit button to take off the despatch signal. TO KJM When a train is required to be despatched towards KJM side, the Cabin Station Master/RRI Cabin shall first obtain Line Clear from KJM supported by a PN then obtain a slot No. A 1 supported by a PN from BYPL 'A' Panel for the slip siding point No. 52 and for the signal No. 35, as his readiness to deal the train. Then Cabin Station Master/RRI Cabin shall ensure that the required route is clear and free from obstruction. He shall turn the required entrance knobs and press the required exit buttons to take of the despatch signal towards KJM. TO CSDR When a train is required to be despatched towards CSDR side, Cabin Station Master/RRI Cabin shall first obtain Line Clear by obtaining slot No. C 15 from Station Master/CSDR supported by a PN. Then he shall obtain slot No. A 2 from Station Master/BYPL 'A' Panel for the slip siding point No. 52 and for the signal No. 35, as his readiness to deal the train. After observing the required slot indication and ensuring that required route is clear and free from obstruction, he should turn the required entrance knobs and press the exit buttons to take off the despatch signal towards CSDR. TO CRLM When the train is required to be despatched towards CRLM side, the Cabin Station Master/RRI Cabin shall first obtain slot No. A 11 Supported by a PN from BYPL 'A' Panel for slip siding No. 51 and slot No. A 19 Supported by a PN for signal No. 35 as his readiness to deal the train. Then he shall ensure that the required route is clear and free from obstruction, turn the concerned entrance knobs and press the required exit buttons to take off the despatch signals towards CRLM. TO BYPL MARSHALLING YARD: - Whenever trains are required to be despatched from Road-1/2/4 towards marshalling yard, the Cabin Station Master/RRI Cabin shall obtain slot No. 18 from Cabin Station Master/Yard Cabin supported by a PN. NOTE:- Marshalling yard to RRI Cabin and vice versa the CSM/Yard Cabin shall ensure the concerned route at his end is free from obstruction. This has to be ensured before releasing the slot to RRI cabin or before clearing the shunt signal No.5 . Replaced Page No.19 West Cabin :- When the train is required to be despatched towards BNC either from main line or from BYPL-Marshalling Yard, the Cabin Station Master/West Cabin in consultation with control decide the train to be despatched. He shall then set the route and give appropriate slot to Cabin Station Master/RRI Cabin or Cabin Station Master/Yard Cabin as the case may be supported by a PN after ensuring the LC gates on the route(LC136 & 136A for yard trains and LC136B for main line trains) and advise the gateman at LC No.137 for timely closure as detailed in Appendix-A. He shall then obtain line clear for the train and then take off the relevant signals for the despatch of said train. Note:- (i) CSM/West Cabin before releasing the slot to CSM/Yard Cabin shall ensure the availability of Axle Counter free indication. During the failure CSM/yard Cabin should ensure this physically. (ii) CSM/West Cabin 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 TIME LIMIT FOR TAKING OFF SIGNALS: - Approach/despatch signals shall be taken off not earlier than five minutes before probable arrival of stopping train. not earlier than seven minutes in both directions before the probable passage of run through trains. Only when the train is ready, in case of departing train. TRAINS RUNNING THROUGH:- The procedure detailed in relevant Para 6.4 and 6.7 and their sub-paras above shall co-jointly, be observed for running trains through this station, taking off the reception and despatch signals in sequence and in time by the concerned cabin Station Masters. Run through trains shall normally be dealt on Main Line Road-2 or 3 direction wise. In addition Up train from Marshalling Yard can run through on Road No. 3 / 4 and Down train towards Marshalling Yard can run through on Road No. 1/2/4. Trains containing ISMD loads may be dealt on any free line if not specified otherwise in the movement orders. All Right" signals shall be exchanged with train staff by the concerned cabin Station Master as the train passes through their area of work. WORKING IN CASE OF FAILURES: - Block failures:- During failure of block instrument, trains shall be dealt duly issuing:- Appropriate PLCT on BYPL-BNC double line section. As regards the trains dealt at RRI Cabin, towards KJM or CSDR where the Block Sections ahead are controlled through Track Circuiting vide GR. 14.01 (b) and (d), during failure of this means of communication, train towards Krishnarajapuram shall be permitted issuing appropriate LCT and train towards Chennasandra shall be permitted on appropriate line clear ticket. CSM/in-charge of Block Working shall issue them. It will be handed over to the driver at the foot of the signal governing in to the entry in to the block section. As regards the trains dealt at RRI Cabin, towards CRLM, the LCT is issued by Cabin Station Master/BYPL 'A' Panel. Block Telephone:- During failure of telephone attached to block instrument at West Cabin identification between Stations shall be established through ID sheets supplied for this purpose in the hearing of the section controller and line clear obtained through control telephone and appropriate written authority be given to Driver of the outgoing train. 6.8.2 Signal failure:- During failure of Home/Routing signals, of this station the train shall be received by taking off the calling on signal and in case of failure of the calling on signal, the train shall be received on the SPT. In the case of failure of SPT, on written authority Form T/369 (-3b) issued to its Driver, after the relevant points are set correctly, clamped and padlocked by the concerned Station Master. In case of failure of starter or inter starter or Advanced Starter or shunt signals of this station, train shall be stopped at the defective signal, its Driver shall be issued with written authority in Form T/369 (-3b)/T/370 after ensuring the relevant points up to the next signal are set correctly, clamped and padlocked by the concerned Station Master and proceed hand signal arranged to be shown at the foot of such defective signal. NOTE: - i) While receiving a train from BNC on Form T/369(1) or T/369-(3b), the Home signal Knob shall be kept in the reverse position to avoid block failure. However if the failure is due to Track Circuit failure (Other than berthing track) Home signal knob need not be reversed so as to avoid route getting locked. ii) Before authorising the train to pass the Down home signal No. A16 from CRLM on SPT or on T/369-(3b) SM/BYPL A panel should exchange PN with SM/RRI Cabin in confirmation, that the route under is set and locked. SM/RRI Cabin before giving such PN, should set, clamp and padlock all the points concerned, before authorising the movement. 6.8.3 SLOT FAILURE: - During the failure of slot indication the concerned Station Master shall clear signal after ascertaining proper release of slot. If the signal assumes OFF aspect the train/shunt movements may be dealt on signals, since the slot failure may be due to fusing of bulb. If the signal does not assume OFF aspect, the corresponding signal/points shall be treated as failed and movements dealt accordingly. { GR 3.68 - 3.70}. The points on the route in the area from which such given slot has failed should also be clamped and padlocked. As an assurance to this effect a PN should also be given to the Station Master from where the train is expected. 6.8.4 Slip siding point failure: During the failure of slot meant for slip siding, concerned Emergency push shall be pressed duly breaking the seal and operating the concerned slip siding point knob. Then the corresponding signal/points shall be treated as failed and movements dealt accordingly. { GR 3.68 - 3.70}. The failure should be recorded immediately and all concerned should be advised. Immediately after the move the slip siding point should be set to normal. 6.8.5 Axle Counter Failure and Resetting : During failure of the Axle Counter, the first train over this line has to be piloted on SPT or Written Memo duly adhering to the rules GR 3.68 to 3.70 and subsidiary rules there under. After piloting the train and ensuring the complete arrival of the piloted train, CSM/Yard Cabin should advise the concerned REPLACED PAGE NO.21 TECH.ES in writing, for resetting/rectification of the Axle Counter system in the pro-forma as mentioned below, after exchanging PNs with SM/ WEST CABIN as a certification that the concerned is free from any vehicles.  The TECH/.ES on receipt of the written failure massage regarding Axle Counter can resort to re-setting of the system or rectify the system fault if any and advise CSM/Yard Cabin in writing duly completing entries in the register. 6.8.6 TELEPHONE FAILURE: During failure of magneto telephone communication between Station and Cabins, reception order, and despatch order books shall be pressed into use; slot/control on signals shall however continue and trains dealt with on signals being taken off in sequence by the concerned cabin Station Master. 6.8.7 POINTS FAILURE: Correct setting of points shall be ascertained through points repeat indication displayed at each cabin. In the event of non-appearance of correct indication, the points shall be operated two or three times. Refer paras under crank handle for details. 6.8.8 TRACK CIRCUIT FAILURE: In the case of failure of Track Circuit functions, train can be dealt by taking off calling on signal or on written authority, duly making sure that the track is physically clear and free from obstruction by the concerned, over their demarcated jurisdiction. PROVISIONS FOR WORKING OF TROLLEY/MOTOR TROLLEYS/MATERIAL LORRIES: -. WORKING OF TROLLEY/LORRY/MOTOR TROLLEY/MATERIAL LORRY Etc.,: On the BNC-BYPL, double line Block Sections, Motor trolly/Material lorry shall be worked as train on "Partial interruption certificate" duly suspending block instrument working at that and for this purpose. All fixed signals except the Advanced Starter- No. 6 shall be taken off for its movement in which case the gateman at LC No. 137 at Km 347/100-200 shall, as in the usual manner, close and secure the gate, and stand at a convenient location until it passes past the level crossing. Movement of un-insulated trolleys shall not be permitted the Track Circuited portion of this station in order to avoid interference with their functions. Before permitting a trolley/ lorry vide GR.15.24 the duty Station Master shall ascertain and obtain a certificate from the official to the effect of the trolley/lorry is insulated. (SR. 15.18(i)(8)}. Whenever the movement of trolley/Motor trolley/Material lorry is permitted on the Track Circuited portion of this Station, the Cabin Station Master of the concerned cabin and/or the PF duty Station Master, shall be watchful of its movement, before operating the points, and its removal before taking off the governing signals, since these vehicles are not ordinarily heavy enough to actuate Track Circuit functions and indicate their occupation on the panel diagram. As regards to movement of Motor trolley/Material lorry between this Station and Krishnarajapuram or Channasandra or CRLM, Partial interruption certificate (towards KJM) or line clear ticket towards CSDR/CRLM shall be issued, the relevant slip siding points set with emergency Push. All signals except last stop signal may be taken 'off` for the movement. Push trolley is prohibited over axle counters and also line protected by Axle counters. BLOCKING OF LINES:- Stabling of wagons/Vehicles/Trains on the main line without a live engine being attached is strictly prohibited at this station. 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. Whenever a running line is blocked/obstructed Line Blocked safety caps should be placed on the relevant Exit (route) buttons, when a line is blocked/obstructed 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 route buttons and kept safe. Road-1ARoad-2BRoad-3CRoad-4D 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. Safety chains should be used to secure the vehicle/ wagons. 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. 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. Before detaching the engine from a train carrying the passengers, the hand brake in the guards brake van in rear and in addition 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 driver and only on seeing the guards signal the driver 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. i) Whenever wagons/vehicles/trains are stabled it should be secured as follows. ii) 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 driver 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. iii) The guard after satisfying himself that the train is secured as required, show green hand signal to the driver, Only on seeing the guards signal the driver 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. iv) 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 SR 5.01, GRs 5.19 and 5.23 and SRs there under should be strictly adhered to by all staff concerned. Slip Sidings should not be occupied by any vehicle. The Sand hump/Snag dead ends also should not be obstructed for any purpose, when it has become obstructed it shall cease to be a substitute for the adequate distance. When ever vehicles are stabled in the siding and stabling lines, every precaution for securing of the vehicles should be taken. SHUNTING:- General precautions: - For shunt movement at this station, the duty SM shall give due consideration to the train services in this section and carryout shunt movements by taking off the relevant shunt signals wherever provided. The Station Master shall see the shunting of trains or vehicles are carried out only at such time and in such a manner, which will not involve danger. NOTE:- During shunting over axle counters, vehicles should be stopped clear of axle counters to avoid axle counter failure. To carryout shunting, if any, on or across Roads-1 to 4, the PF duty Station Master shall intimate the shunt moves to the concerned cabin Station Master and ensure that it is carried out through the shunting staff, duly supervised by Guard or in his absence by himself. Relevant slot control shall be released in time and shunting carried out when it is safe, giving due consideration to Main Line train service at the station. Note: - All the shunt movements not controlled by fixed signals shall be done duly clamping and padlocking the points (both the end in case of cross over points). The non-signalled move in RRI Cabin and BYPL 'A' Panel area shall be supervised by PF duty Station Master of RRI Cabin. He should personally ensure correct setting and clamping of points under his supervision before authorising the non-signalled move. Shunting in the face of an approaching train: -Shunting in the face of an approaching train is strictly prohibited at this station. Prohibition of shunting, special features if any: - i) Loose shunting hand shunting or conflicting shunting shall not be permitted at this station. ii) Hand shunting in exceptional cases is however permitted on the coal lines vide SR. 5.20. iii) Shunting shall be carried out by the shunting staff, in accordance with instructions, issued by platform duty SM. There is a down shunt key kept in BYPL-West Cabin, it pertains to BYPL West Cabin BNC section, when this shunt key is removed, it prevents clearing of down advanced starter No. 6. On completion of shunting, shunt key and form T/ 806 issued to the driver should be withdrawn and shunt key should be restored in EKT and written authority to be cancelled and handed over back to the driver. Before permitting non- signalled movements over the motor operated points, the point should be correctly set, clamped and padlocked. When the vehicle is left over on the running line during shunting, the person in charge of shunting must ensure that sufficient number of hand brakes is put-on, skids are used wherever necessary and all precautions are taken to prevent vehicles from getting out of control. No shunting shall be performed unless a live engine is attached on the falling side of the gradient. The relevant instructions contained in GR 5.13 to 5.21 and 5.23 and SRs there- under shall be strictly adhered to by the concerned staff while performing shunting. Shunting beyond Starter Signal: - 8.4.1 At this special class station the shunting beyond starter signal and up to the stop signal immediately in advance shall be done as follows: AT BNC END: Shunting beyond the Starter No. 3/5 up to Advanced Starter Signal No. 6 shall be carried out, by taking off the concerned signal along with T/806 to driver. 8.4.3 AT BYPL 'A' Panel END: Shunting beyond the Starter No. 38/39 up to Signal No. 35 shall be carried out, by taking off the concerned signal along with T/806. SHUNTING OUTSIDE HOME SIGNAL: BNC END Any shunting outside the up home signal, towards Bangalore Cantonment, shall be carried out under the rules for "Block back" as per the block working manual, duly blocking back the section and handing over the prescribed authority (Form T/806) with Private Number to the driver by cabin Station Master/West Cabin. NOTE: - The gateman at LC at Km. 347/100-200 shall be intimated of the shunting, if it is likely to infringe the level crossing, for closure of gate. On return movement, the gate signal can be taken off by concerned gateman in order to avoid delay to the movement. 8.4.6 CSDR/KJM SIDE As regards shunting beyond the reception signal No. 10A/10B, Cabin Station Master/RRI Cabin, shall inform the particulars of shunting to cabin Station Master/BYPL "A" panel, who giving due consideration to train services at his end, shall issue a private number and his willingness for blocking the line up to the opposing signal No. A. 5, he shall also release slot control No. A. 11 for operating the slip siding points No. 51 on Down line. Then the Cabin Station Master/RRI Cabin shall inform the PF duty Station Master about this non-signalled move. PF duty Station Master shall take care of the situation and ensure correct setting, clamping and padlocking of points for the route including slip siding point No. 51 to Down main line and issue written memo to the driver duly entering the private number obtained from BYPL 'A' Panel with instructions to carryout shunting up to opposing signal No. A. 5 A/ A 5 B. While shunting back to the Station the PF duty Station Master should ensure correct setting, clamping & padlocking of points to the required route and then authorise the back ward movement on Hand signals duly informing the Cabin Station Master/RRI Cabin. NOTE: During the period of above shunting, slot control No. A .7 on KJM signal shall not be released by Station Master/BYPL A Panel. PROCEDURE FOR SHUNTING DURING FAILURE OF SHUNT KEY: When the shunt key cannot be extracted and shunting has to be performed necessarily, CSM/West Cabin shall adhere to the instruction as detailed in Para II-E of item (18) of Rule 3.3.2 (BWM 1983). 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 shall adhere to the instructions detailed in SR 8.15(i) SHUNTING OUTSIDE STATION SECTION: - BNC SIDE Any shunting outside the Down Advanced Starter signal towards Bangalore Cantonment, shall be carried out under the rules for block forward in Block Working Manual, duly blocking forward the section, handing over the Down shunting key with Form T/806. NOTE: The gateman at LC at Km. 347/100-200 shall after closing the gate, take a stand at a convenient location with hand signals and help carryout the movement. CSDR/KJM SIDE As regards shunting beyond the despatch signal No. 35 towards Krishnarajapuram, the Cabin Station Master/RRI Cabin shall inform the particulars of shunting to Station Master/"A" Panel, who shall duly giving consideration to train service on Bye-pass line, shall issue a private numbers and his willingness for blocking the line up to KJM signal No. K. 28. He shall also release slot control No. A. 1 for operating the slip siding points No. 52 on Up Main line. Then the Cabin Station Master/RRI Cabin shall inform the PF duty Station Master about this non-signalled move. PF duty Station Master shall take care of the situation and ensure correct setting, clamping and padlocking of points for the route including slip siding point No. 52 to UP main line and advice the Cabin Station Master/RRI Cabin with a PN as an assurance to issue written memo to the driver duly entering the private number obtained from BYPL 'A' Panel with instructions to carryout shunting up to signal No. K.28. The Driver shall be issued with a written memo duly entering the private number as obtained above with instructions to carryout shunting up to KJM signal No. K. 28. While shunting back to the Station the PF duty Station Master should ensure correct setting, clamping & padlocking of points to the required route and then authorise the back ward movement on Hand signals duly informing the Cabin Station Master/RRI Cabin. NOTE: 1. The duty Station Master, Krishnarajapuram shall be informed of shunting having been allowed on the Block Section by Cabin Station Master BYPL 'A' Panel. 2. In both the cases as detailed in Paras 8.4.2 and 8.4.11 shunting shall be carried out with engine leading towards Krishnarajapuram. Appropriate entries shall be made in RED ink in the Train Signal Register. SHUNTING IN SIDING: - SHUNTING IN BEML SIDING : A BEML siding takes off from down mainline beyond RRI Cabin signal No. 15 and its working is under the control of RRI Cabin. Whenever shunting is required to be performed, the Cabin Station Master/RRI Cabin/West Cabin shall clear the required shunt signal. The platform duty SM shall depute the required number of shunting staff and handover the BEML siding key duly instructing Guard/Shunting staff in charge, about the shunting to be performed in the siding. The Cabin Station Master/RRI Cabin giving due consideration for Mainline train services, inform the West Cabin about the shunting and take off the relevant signals/shunt signals and allow the movement towards BEML siding. REPLACED PAGE NO.27 The person in charge of shunting shall arrange to close the LC gate at Km 0/5-6 and hand signal the shunt movement to pass the LC gate. After the passage, the LC gate should be kept open and secured for the Road traffic. On completion of the shunting at BEML siding the person in charge of shunting shall adhere to the above procedure with regard to LC gate Km 0/5-6 and also inform Cabin Station Master/RRI Cabin about the completion of shunting. The Cabin Station Master/RRI Cabin after giving due consideration for mainline train services shall arrange to take off the relevant shunt signals/signals for train movement out of BEML siding. The platform duty SM should ensure the BEML siding key is returned and secured in his office. SHUNTING IN COAL LINE SIDING: Siding lines for handling coal and other loads take off at points No. 100 from the goods approach line at RRI Cabin end and join at points No. 107 of the goods approach road at West Cabin end. The take off points No. 100 is operated by key `M' controlled by knob No. 70 of RRI panel. Other take off points No. 107 is operated by key "E" controlled by lever No. 10 of Yard Cabin. When shunting is required to be carried out from RRI Cabin end, the RRI Cabin Station Master shall intimate shunting particulars to the cabin Station Master Yard Cabin and the shunting staff. Then Cabin Station Master/RRI Cabin shall turn Knob No. 70, which releases Key M from the EKT at location. The person in-charge of shunting should extract this Key M from EKT at the location duly observing the deflection on the galvo and use it to unlock points No. 100, pull its plunger, remove succession key "N" from it, unlock points No. 101, set both points to reverse, extract key P from its lock on point No. 101, insert and turn in another EKT provided for this purpose. This will cause an indication on the panel of Cabin Station Master/RRI Cabin. After observing this indication the Cabin Station Master/RRI Cabin shall turn the concerned entrance knob and required exit button to take off the shunt signal to coal siding. The Person In-charge of Shunting is responsible to ensure the locally worked points are correctly set cottered and bolted for the shunt movements. After the completion of shunting the Person In-charge of Shunting shall ensure securing of vehicles in the siding and the key M shall be restored in its EKT duly following the reverse process and Cabin Station Master/RRI Cabin should be advised. On seeing the normal indication Cabin Station Master/RRI Cabin shall restore the Knob No. 70 to Normal position. As regards shunting via points No. 107 the Competent Railway Servant deputed for shunting shall consult the Cabin Station Master/Yard Cabin, who shall reverse lever No. 10 of his cabin, remove key "E" and transmit it through Electrical Key Transmitter at LC at Km. 345/900-346/000 to the Person In-charge of Shunting who shall observe the deflection, and extract the key at his end, unlock points No. 107, remove succession key 'F' unlock points No. 106 duly pull their plungers, set the points and carryout shunting. After completion of shunting, ensure vehicles are well secured vide GR/SR 5.23, normalise both the points, restore the succession key at points No. 107, remove key "E" and transmit it to yard cabin under advice. The Cabin Station Master shall restore the key to lever No. 10 at the Yard cabin. The shunting staff shall ensure the road traffic is stopped before performing shunting. NOTE:- All shunting to and from this siding shall be carried out on prescribed hand signals and points in facing direction shall be manned, duly secured with cotter and bolts. The Drivers shall observe the trap/points indicator and be guided by them. The points man shall lit the indicators and ensure that they are burning brightly during night. Board to read Do not proceed with out Hand Signals are available at both ends of Coal lines. The drivers should pass the locally worked points with Hand Signals SHUNT KEY: - Shunt key pertain to Down line at BNC end is provided in the West Cabin. This key with Form T/806 shall be used as authority to the Driver for carrying out shunting under "Block forward movements. The Station code and the direction are inscribed on the shunt key. Whenever the functions of siding control key, or the succession key fail, the points shall be secured in normal position till the fault is rectified by S&T official, movements on the goods approach lines shall be carried out on prescribed hand signals, duly securing the points in facing direction with cotter, bolt and padlock. ABNORMAL CONDITIONS: - THE RULES TO BE OBSERVED IN THE EVENT OF ABNORMAL CONDITIONS [GR/SR 6.02 (iii)]: - a) 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. A. BETWEEN BYPL RRI CABIN AND BYPLAPANEL/WEST CABIN-YARD CABIN Admission and line despatch books should be introduced for advising each other, shunt/train movements and other trains should be dealt accordingly. Signals shall be cleared whenever practicable. B. BETWEEN BYPL RRI CABIN-KJM / WEST CABIN-BNC DOUBLE LINE BLOCK SECTION SR 6.02 (iii): The Station Master on duty shall clearly advise the Driver 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 at the foot of the Home signal. The station Master on duty shall recover the form T/C.602 from the loco pilot of the 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 o f the means of communication is restored by a competent authority. The station Master on duty at both the ends 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 ends 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 6.02 (iii) shall be strictly adhered to for working trains during total interruption of communications. In all the cases of working trains during total interruptions 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 the trains dealt with during the failures. 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 LCT in the manner prescribed S. R. 4. 09 (i) (11). If Identification Number sheets are not used Caution Orders shall be issued restricting the speed to 15 KMPH on Single line sections during day and 10 KMPH on 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. 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. Replaced Page No.30 Failure of Intermediate Block Stop Signal at ON: - N/A. Failure of Axle Counter Block/BPAC: - Refer Annexure-1 for full details. Failure of MTRC: - N/A. Procedure for emergency operation of points by crank handle: - A. RRI CABIN AREA: Motor operated points, can also be operated manually through crank handle, when, they, fail to operate from the panel. In RRI Cabin area Eleven Crank handles for eleven group of points duly interlocked with concerned signals are provided near the point locations for hand cranking the points during failures. The following are the crank handle groups in RRI Cabin area:- Crank handle Group R-1for points No. 50, 51Crank handle Group R-2for points No. 52Crank handle Group R-3for points No. 53Crank handle Group R-4for points No. 55Crank handle Group R-5for points No. 56Crank handle Group R-6for points No. 57Crank handle Group R-7for points No. 58, 59Crank handle Group R-8for points No. 60Crank handle Group R-9for points No. 62, 63Crank handle Group R-10for points No. 64 Crank handle Group R-11for points No. 65. iv. When the 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. v. Once the crank handle is extracted from its Electrical Key Instrument, the concerned interlocked signals 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. vi. Individual press button for individual group of crank handle is provided on the panel and Individual push switch is provided near the crank handle at the location. When the Cabin Station Master presses the push button, a crank handle IN indication will continue to flash for 120 seconds then a free indication will appear near the concerned crank handle location after time delay of 120 Seconds. When this free indication is available at the location the crank handle has to be extracted by operating push/switch simultaneously. If a point does not obey the knob operation from the panel, the Cabin 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 Cabin 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-B or T 370, clamp and padlock the point and arrange to pilot the train with a written authority. Even after removing the obstruction if any, 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-B OR T 370 and ensure that the point is correctly set and clamped for the required route, padlock the clamp and arrange to pilot the train. Before returning to the station, the SM or the Competent Railway Servant shall ensure that the crank handle box is secured with padlock. 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 and train for which it was required etc., the TECH.ES/JE/SE/Sig of the section shall immediately be advised for early rectification. B. WEST CABIN AREA. i. Motor operated points, can also be operated manually through crank handle, when, they, fail to operate from the panel. Two Crank handles, interlocked with concerned signals are provided in the West Cabin for hand cranking the points during failures. The following are the crank handle groups:- 1.Crank handle Group W-1 for point No. 50. 2.Crank handle Group W-2 for point No. 51. Crank handles welded with Hepper's key duly interlocked with concerned signals, except the Up and Down advanced starters are provided individually in an Electrical Key instrument provided in the duty SM's office, for hand cranking the points during failures. The interlocking is such that once the crank handle is extracted from the, Electrical Key instrument, concerned Home and Starter signals cannot be cleared. Similarly when any of the signals are cleared the concerned crank handle(s) cannot be extracted from its Electrical Key instrument. iii. In the point machine, lids are provided with lock to secure the keyholes. The lids should be unlocked before inserting the crank handle release lock and crank handle. The lid key and crank handle release lock key are kept in the glass-fronted box. When the crank handle is properly secured in its Electrical Key Instrument and if it is free to be extracted, a White light crank handle IN indication is displayed near the legend 'CRANK HANDLE' on the control panel. When it is not possible to extract, a Red light indication will be displayed near the concerned group. v. A push switch is provided near each crank handle. To extract the crank handle the concerned push switch shall be pressed. As soon the push switch is pressed a deflection will be there in the concerned Electrical Key Instrument. After observing the correct deflection the Station Master shall turn the crank handle gently in the anti-clock wise direction and extract the crank handle from the Electrical Key Instrument. When the crank handle is extracted the white light indication will disappear on the panel. vi. The interlocking of the crank handle with the crank handle lock key is done in such a way that the crank handle cannot be inserted in to the point machine unless the crank handle lock is unlocked by the crank handle lock release key. vii. If the points fail to set or if the points could not be set from the panel, the duty Station master shall make use of the crank handle to set the points locally. He shall keep the concerned point knob in the required position, extract the relevant crank handle from the electrical key transmitter, take out the crank handle lock key along with the lid key from the glass fronted box and proceed to the points. viii. 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 return to the station and restore the crank handle in to the key transmitter. 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. ix. Whenever the crank handle is utilised to operate a point, necessary entries in the crank handle register should be made promptly with the details like Date, time, train No., Point No., reason, etc. and the TECH.ES/JE/SE/SIG shall be advised immediately to restore normal working early. x. When the TECH.ES/JE/SE/SIG requires the crank handle for attending to repairs or for routine maintenance wok, he shall give a written requisition to the SM on duty specifying the reasons thereof and the number of the points. On receipt of this requisition, the SM on duty shall, giving due consideration for train movements, hand over the crank handle with the lid key and crank handle lock release key. After the work is over, the key and the crank handle shall promptly be returned to the SM on duty who shall restore the handle to its electrical key instrument and ensure the "crank handle IN" indication and the correct point indication on the panel. The TECH.ES/JE/SE/SIG and the SM on duty shall promptly make the relevant entries while taking/handing over the crank handle in the crank handle register maintained at the station. xi. When a crank handle remains with the TECH.ES/JE/SE/SIG, all the points should be deemed to have failed, set locally, clamped, padlocked, the padlock keys retained in the personal custody of the SM on duty and the TECH.ES/JE/SE/SIG working at the points advised, before permitting any movement over the points. b) 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 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) for rectification of the fault, SM on duty should restore the normal working. The entries in failure register to be done with message to the Section Controller. TEMPORARY SINGLE LINE WORKING ON DOUBLE LINE SECTION: - 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 instrument. 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 at the other end of the section. 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 line is safe for passage of train. Single line working shall be introduced between BYPL-BNC or BYPL-KJM as the case may be. All trains shall 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 the block instrument or control telephone or Railway Auto Phone or BSNL Phones or VHF sets. At all stations on the portion of the section on which single working is introduced the commutators of the block instruments pertaining to both obstructed and unobstructed lines shall be kept in Train on line position throughout the period single line working is in force. The commutators shall also be locked in that position with SMs key wherever possible. In cases where it is not possible to keep the commutators in Train on line position the block instrument shall be put out of use and caution indicator hung on the handle of the Block Instrument. At the stations, if the train is running on the wrong line all fixed signals shall be kept in the ON position. After ascertaining that one of the lines is clear for passage of traffic, the Station Master proposing single line working shall issue a message containing the following information under the exchange of Private Numbers to the Station Master at the other end of the affected section. (a) Cause of introduction of single line working. The line on which single line working is proposed. Source of information that the said line is clear. Place of obstruction. Restriction of speed, if any, on the line. Assurance that the train is running on the right line, the last stop signal shall be kept in the ON position and The number and the timing of the last train, which arrived or left the station issuing the message. On receipt of acknowledgment from the Station Master, confirmed by a PN, single line working may be introduced. Line clear shall be obtained on the telephone attached to the Block Instrument or control phone or Railway Auto phone or BSNL phone or VHF sets and trains run on paper line clear ticket in accordance with the instructions contained in GR/SR and Block working Manual. The driver of each train shall be handed over with an authority (T/D.602) for temporary single line working on double line sections duly completing all the entries. Note:- Whenever line clear is obtained through indirect means i.e., Control Phone, Railway Auto Phone, BSNL Phones and VHF sets, Identification Number sheets shall be used to avoid speed restriction. An endorsement shall also be made in the caution order given to the driver of the first train to inform all gatemen and gangmen on the way about the introduction of temporary single line working duly specifying the line on which the train will run. This information shall be conveyed through the driver of subsequent train also, if necessary. The speed of the first train passing over the temporary single line, will be restricted to 25 KMPH and subsequent trains may run at booked speed subject to observance of other speed restriction imposed by the Way and Works staff. Note:- The driver shall switch on the flasher light of the train engine while running on wrong line. In case, it is noticed by the Station Staff or Gangmen or Gatemen that the flasher light is 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:- (a) The train shall be despatched out of station on form No.T/511 issued by the stationmaster. All the facing points shall be correctly set and padlocked and trailing points correctly set over which the train will pass. (b) For the reception of a train approaching BYPL on wrong line, SM/RRI for trains from KJM and SM/West Cabin for trains from BNC shall prepare written authority as per SR 5.10 (i) and send it through a competent railway servant, who 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 crossover point (facing and trailing ends) in the facing direction over which the train shall proceed, while the temporary single line working is in force, shall be clamped and padlocked. Resumption of Normal working. (a) On receipt of written certificate from a responsible engineering official that the obstructed track is free and safe for the passage of train, the Station Master will issue a message to other station/s as the case may be under exchange of private numbers and decide in consultation with section controller that the train after the passage of which normal working shall be introduced. When Double line working is introduced, the block instrument and all the fixed signals shall be brought into use immediately. An entry shall also be made in the Train Signals Register of the stations concerned showing the time at which the double line working was suspended, the time single line working was introduced and the time normal working was resumed. The SM shall advise the driver 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. 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 seven days of the resumption of normal working. DESPATCH OF TRAINS UNDER AUTHORITY TO PROCEED WITHOUT LINE CLEAR TO ASSIST THE 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 advises and also contact control and the SM at the other end. Clear instructions shall be issued to driver 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 drivers 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 Driver 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 following signal shall be the visibility test object at different locations of this Station: - i) Down Advanced Starter signal No. 6 - BNC end. (West Cabin ) ii) Up starter No. 39 at KJM end. (RRI Cabin ) ESSENTIAL EQUIPMENTS AT THE STATION:- The Station Superintendent shall ensure that the prescribed number of essential articles as listed in Appendix E are made available exclusively for train passing duties. The Station Master on duty shall be responsible to keep the required number of the essential equipments neat and in good fettle to be used whenever required. FOG SIGNALMEN NOMINATED TO BE CALLED IN CASE OF FOG. i. The names of staff trained in fog signalling duties both traffic and Engineering shall be entered conspicuously on a board on the walls of the Station Master's office correctly and currently for the guidance of duty Station Master. See SR. 3.61(k) and (p). The names and declarations (that they know the fog signalling duties) of at least two numbers each from operating and P.Way periodically up dated in the station register by the SM. Replaced Page No.37 LIST OF APPENDICES:- Appendix A - Working Of Level Crossing Gates. Appendix B - System of Signalling and interlocking and communication arrangements at the station. Appendix C - Anti collision device(Raksha Kavach). Appendix D - Duties of train passing staff and staff in each shift. Appendix E - Essential Equipments provided at the Station. Appendix F - Rules for working D class stations, Halts, IBH, IBS and Outlying sidings. Appendix G - Rules for working of trains in electrified sections. Annexure-1- Instructions for working of BPAC APPENDIX - `A' WORKING OF LEVEL CROSSING TRAFFIC LEVEL CROSSING No. 136B AT KM. 345/900-346/000 - INTERLOCKED "SPL" CLASS. This is a Special class, interlocked traffic level crossing, provided with electrically operated lifting barriers. This gate cuts across up and down main lines between West Cabin and RRI Cabin, with interlocking arrangements. They are manned round the clock, one gate man in each shift duty as per the continuous roster issued by DPO/SBC. The level crossing with lifting barriers is normally kept open for road traffic Magneto Telephone Communication is provided between the gate man and cabin Station Master/ West Cabin (Refer Appendix "B). The lifting barriers are interlocked with Up Home signal No. 14A/Up Calling-on signal No. 14B.and West Cabin slot to RRI cabin. The barriers are operated electrically from the control panel provided in the gate lodge. When the barriers remain in raised position, the level crossing is opened for road traffic. During night, a white light is exhibited from the top of each gate post towards the road traffic when level crossing is in the `open to road traffic position and a red light when level crossing is closed to road traffic. During daytime when the barriers are lowered across the road a red disc on the boom of the barrier and red targets suspended from it warn the road traffic to stop. separate hooter is provided at this LC. When the G1 knob in West Cabin Station Masters office is turned to reverse position, the Hooter will sound. After the Lifting barriers comes down and locked, the Hooter sound will be stopped. Notice Boards facing the road traffic are erected at either end of the level crossing to warn the traffic to stop when the gongs are sounded. When this LC is required to be closed against road traffic for train/Shunt movements for Main Line, the Cabin Station Master/West Cabin shall advise the Gate man about the train details duly reversing G1 . As soon as the gate man receives the advice from Cabin Station Master/West Cabin, he shall: - The gateman should reverse lever no.1 and open the control panel with gatemans key, should operate the gate closed button (Red) till the lifting barriers of the LC are fully lowered across the main line and gate closed indication appears (red) on the gatemans panel. The gateman shall then reverse lever nO.2 to reverse. This locks the booms in the lowered condition and releases the booom locking key. This boom locking key shall be extracted and inserted and turned in the EKT provided to transmit the gate closed condition to SM/West Cabin. This gate closed indication appears only when the barriers are fully lowered and locked in closed condition. A CL indication will appear on the concerned panel. Observing this the Cabin Station Master/West Cabin should clear the concerned signals. Immediately after the movement is over the Cabin Station Master/West Cabin should normalise the gate Knob G 1. This causes a free indication to appear on the concerned lever frame. Observing this the gate man should open the LC for road traffic duly following the closing operation in reverse order. NOTE: There is an emergency key H in the West Cabin for use during failure. When this key is extracted from its position, the concerned interlocked signals/slots will become in-operative. NOTE: - i. The Cabin Station Master concerned shall record in the remark columns of relevant private number register the fact of having informed train particulars and probable time as detailed above against the train entry. ii. In case of cancellation of the movement, and before instructing reopening of the level crossing to allow road traffic, the cabin Station Master shall specifically intimate the gateman of the reasons for cancellation and normalise the G1 knob. iii.The level crossing shall not be closed against road traffic until five minutes before the passage of an up stopping train or when a Down train is ready to start or seven minutes before the expected passage of an Up/Down train. In case of failure of telephone communication between the level crossing and the West Cabin, the cabin Station Master shall depute a points man to a suitable distance who shall exchange "All Ready" signals with the gateman. The gateman shall immediately close the level crossing against the road traffic as mentioned above and exchange "All Ready" signals with the cabin station master, who shall take 'off' the required reception/despatch signals. Immediately after the use of the emergency key the cabin Station Master, shall enter in a register specially kept for the purpose, the details like the time of use and the train number for which the emergency key was used etc. The failure shall be advised to the TECH.ES/JE/SE/Sig. for immediate restoration. If barriers, fastenings thereof or the motor mechanism gets out of order, the gateman shall advise the cabin Station Master, who shall issue necessary message advising the JE/Permanent way, SE/JE/sig and TECH.ES/JE/SE/Sig. for rectification of the defect. A crank handle interlocked with the panel is provided to operate the barriers when there is power failure. The hand crank shall be inserted in the inlet provided on the gate resting post and operated individually to the required position. Removal of the crank handle prevents the clearing of the concerned signals/slots. The crank handle shall be restored in the control panel after use for clearance of signals. If due to defect, one or both the barriers cannot be closed across road traffic, the gateman shall use the emergency chains to block the road traffic and secure them by padlocks. "Red" (warning) flags shall be exhibited towards the approaching road traffic during day and "RED" lights during night. During this period private numbers are to be exchanged between Station Master/West Cabin and gateman for train/shunt movements and they are recorded in the respective register. Replaced Page No.40 TRAFFIC LEVEL CROSSING No. 136A AT RE MAST No. BYPLM 1028-1029. - INTERLOCKED "SPL" CLASS. (KM 345/900-346/000) This is a Special class, interlocked traffic level crossing cutting across Yard cabin - West Cabin line, provided with lifting barriers. This road cuts across goods shed line between West Cabin and yard Cabin. They are manned round the clock, one gate man in each shift duty as per the continuous roster issued by DPO/SBC. The level crossing with lifting barriers is normally kept open for road traffic Magneto Telephone Communication is provided between the gate man and cabin Station Master/ West Cabin (Refer Appendix "B). The barriers are operated from the winch provided in the gate lodge. When the barriers remain in raised position, the level crossing is opened for road traffic. During night, a white light is exhibited from the top of each gate post towards the road traffic when level crossing is in the `open to road traffic position and a red light when level crossing is closed to road traffic. During daytime when the barriers are lowered across the road a red disc on the boom of the barrier and red targets suspended from it warn the road traffic to stop. Notice Boards facing the road traffic are erected at either end of the level crossing to warn the traffic to stop when the gongs are sounded. A road user warning hooter is provided at this LC. When the G3 knob in West Cabin is turned to reverse position, the Hooter will sound. After the Lifting barriers comes down and locked, the Hooter sound will be stopped. When this LC is required to be closed against road traffic for train/Shunt movements for Main Line, the Cabin Station Master/West Cabin shall advise the Gate man about the train details duly reversing G3 . As soon as the gate man receives the advice from Cabin Station Master/West Cabin, he shall: - The gateman should operate the winch clockwise fully for lowering the lifting barriers till the barriers stop on the rests Winch key shall be extracted and this winch key shall be inserted in the single lever ground frame and the lever to be reversed. This reversal locks the winch key and releases the boom locking key Y.. This boom locking keyY shall be inserted in the RKT to transmit gate closed indication to West Cabin. A CL indication will appear on the concerned panel. Observing this the Cabin Station Master/West Cabin should clear the signals concerned. Immediately after the movement is over the Cabin Station Master/West Cabin shall normalise the gate Knob G 3. This causes a free indication to appear on the concerned lever frame. Observing this the gate man should open the LC for road traffic duly following the closing operation in reverse order. NOTE: 1.SM/West Cabin shall not normalise G-3 knob till the train has cleared shunt signal No.13 duly ensuring the clearance of axle counter provided. When the axle counter is not working SM/WC/BYPL shall ensure this by obtaining a clearance PN from SM/Yard Cabin. 2.There is an emergency key in the West Cabin for use during failure. When this key is extracted from its position, the concerned interlocked signals/slots will become in-operative. i. The Cabin Station Master concerned shall record in the remark columns of relevant private number register the fact of having informed train particulars and probable time as detailed above against the train entry. ii. In case of cancellation of the movement, and before instructing reopening of the level crossing to allow road traffic, the cabin Station Master shall specifically intimate the gateman of the reasons for cancellation and normalise the G3 knob. iii. The level crossing shall not be closed against road traffic until five minutes before the passage of an up stopping train or when a Down train is ready to start or seven minutes before the expected passage of an Up/Down train. iv. In case of failure of telephone communication between the level crossing and the West Cabin, the cabin Station Master shall depute a points man to a suitable distance who shall exchange "All Ready" signals with the gateman. The gateman shall immediately close the level crossing against the road traffic as mentioned above and exchange "All Ready" signals with the cabin station master, who shall take 'off' the required reception/despatch signals. Immediately after the use of the emergency key the cabin Station Master, shall enter in a register specially kept for the purpose, the details like the time of use and the train number for which the emergency key was used etc. The failure shall be advised to the TECH.ES/JE/SE/Sig. for immediate restoration. If barriers, fastenings thereof or the winch mechanism get out of order, the gateman shall advise the cabin Station Master, who shall issue necessary message advising the JE/Permanent way, SE/JE/sig and TECH.ES/JE/SE/Sig. for rectification of the defect. If due to defect, one or both the barriers cannot be closed across road traffic, the gateman shall use the emergency chains to block the road traffic and secure them by padlocks. "Red" (warning) flags shall be exhibited towards the approaching road traffic during day and "RED" lights during night. During this period private numbers are to be exchanged between Station Master/West Cabin and gateman for train/shunt movements and they are recorded in the respective register. ENGINEERING INTERLOCKED LEVEL CROSSING No. 137 AT KM. 347/100-200 (`Special' CLASS) This interlocked level crossing situated between the up distant signal on the up main and Down Advanced Starter signal on the Down main is under the control of the SE/P.WAY/SBC, and is normally kept open for road traffic. This level crossing is provided with lifting barriers and inter locked with the Up gate cum distant signal with 'G' marker and Down Advanced Starter signal. Three gate men are nominated to man this LC gate round the clock, one man each in 8 hours shift as per the roster issued by DPO/SBC Magneto telephone communication is provided between this level crossing and the West Cabin as detailed in Appendix "B. The lifting barriers are operated from winch mechanism located near the level crossing. The barriers are normally in the "Raised" position for the passage of road traffic. When the winch is operated clockwise fully to "Gate closed" position and the barriers are lowered against road traffic on both sides of the track the winch key is released. During day time when the barriers are lowered across the public road, Red disc on the boom of the barrier and Red targets suspended from it warn the road to stop. At night the 'White' lights on the stop of the gate posts, simultaneously change to 'RED' when the barriers are lowered. While the boom comes Down to block the road a gong attached to each boom post is sounded as a warning to the road users that the level crossing is about to be closed. The gongs do not sound when the barriers are lifted. Notice Boards facing the road traffic are erected at either end of the level crossing to warn the traffic to stop when the gongs are sounded. Two single lever frames are provided near the winch. The first lever frame is provided with key `D' normally locked 'IN'. The lever frame is controlled by the winch-key released from the winch. When the lever frame is unlocked by the winch-key operated, key "D" is released. It also locks the booms in the lowered position. Using this Key D the second single lever is reversed, it gets locked in the reverse position and also releases Key E. This key E is extracted from it and used to unlock the two-slide instrument provided in the gate lodge to clear the concerned gate signals. Slide- 1 Slot on Up Advanced Starter signal No. 6 Slide -2 Up gate signal. Immediately after giving line clear for an up train to leave Bangalore Cantonment, or before despatching a Down train or before making movement across the level crossing, the Station Master West Cabin, shall call the attention of the gateman and advise him the particulars of the train/shunt move such as the number, description, direction and ask him to close the LC and turn the gate knob No. G2 to reverse position. The gateman shall repeat the instruction in acknowledgement. The gateman shall record the above particulars in the register maintained for the purpose. A hooter sounds in the gate as soon as G2 knob is reversed, the gateman shall lower the barriers and clear the signals as detailed in the preceding paragraphs. Note: 1. The Cabin Station Master West Cabin, shall record in the remark column of Train Signal Register, the fact of informing the train particulars and probable time as detailed above against the train entry. 2. In case of cancellation of the movement, and before instructing the gateman to open the gate for road traffic, the Cabin Station Master shall specifically intimate the gateman of LC 137 the reason for cancellation of the movement, normalise G2 Knob and exchange private number in token of cancellation, which shall be recorded in Red ink at the cabin and gate lodge as well. Soon after the passage of the train the Station Master West Cabin shall put back the signal/signals Normalise the gate knob G2. The gateman only after seeing the free indication shall reverse the procedure to open the level crossing for road traffic. Replaced Page No.43 The level crossing shall not be closed against road traffic until six minutes before the passage of an up stopping train or a Down train is ready to start or seven minutes before the expected passage of an Up/Down train. In case of failure of telephone communication between the level crossing and the cabin, the cabin Station Master shall depute his points man to a suitable distance who shall exchange 'All Ready' signals with the gateman. The gateman shall immediately close the level crossing against road traffic, clear the signals and exchange 'All Ready' signals with the points man who shall in turn clear exchange "All Ready signals with the cabin Station Master, West Block Cabin, who shall take off the required reception or despatch signals. Emergency key 'D' is kept in a sealed box in the West Cabin with seals affixed for emergency use. In case of the failure of key 'D' (cannot be extracted), the seal of the box should be broken open and the emergency key 'D' handed over to the gateman for opening the level crossing. Cabin Station Master/West Cabin must suspend the Down Advanced Starter and trains must be dealt with the adhering to the procedure detailed in GRs. 3.70 and SRs there under duly exchanging private number with the gateman. Immediately after the use of the emergency key 'D' the Cabin Station Master shall enter in a register specially kept for the purpose, the details like the time of use and the train number for which the emergency key was used etc., The moment the failure is noticed cabin Station Master/West Cabin shall advise the TECH.ES/JE/SE/Sig to attend the failure. A.4.0 NON-INTERLOCKED LC No.1 AT KM.0/5-6 BYPL-BEML SIDING. During the shunt move of vehicles from BYPL to BEML siding and back, station staff shall pilot the train across the level crossing duly regulating road traffic and ensuring safety. Replaced page number - 44 APPENDIX `B' B.1 SYSTEM OF SIGNALLING & INTERLOCKING: This is a Special Class station provided with multiple aspect colour light signals to suit standard-III inter-locking. The West Cabin is provided with Panel for the operation of points, signals etc RRI Cabin is provided with RRI panel for the operation of points, signals etc. Up gate cum distant, Up Home with routing to main line/yard, Up routing Home Up calling on signal below both the home, Up SPT, Down starters for Road-1 & 2, Down calling on signal below Down starters for Road-1 & 2, Down inter-starters and Down Advanced Starters are provided for reception and despatch of trains from and to Bangalore Cantonment Station are operated from the RRI Cabin and West Cabin. Down distant, Down Signal with routing Home, Down calling on signal below home, SPT, Up starters and Up Advanced Starters are provided for reception and despatch of trains from/to CSDR, KJM and CRLM. Up starters for Road-3 and 4 and Up Inter starter with directional type route indicators are provided for the despatch of Up train towards KJM side, CSDR side and CRLM side are provided for. Down Advanced Starter is interlocked with SGE block instrument at BYPL West Cabin. Directional type route indicators are provided above the signal 14A of West Cabin, and 40A, 11A, 35, 10A, of RRI Cabin. The route indicator will display a row of white light towards the turnout when the train is received or despatched over a turnout. There will not be any row of light when the train is received or despatched on Main Line. Directional type route indicator is provided on the Down starter signal No. 12 A of Road-1. It will show a row of white lights when taken OFF for yard side and there will no display of white lights when taken OFF for main line. Signal post telephones are provided below the signal Nos. 14A of West Cabin, and 40A & 10A of RRI Cabin. Points No. 100 to 107 are locally worked points, all other points are motor operated points. Point/Trap indicators are provided for locally worked points No. 100, 101, 103,106 and 107. Panel is provided at the SMs office to operate signals, slots & points in West Cabin and RRI panel is provided in RRI Cabin to operate points, signals & slots to establish routes. Calling on signals are provided below the signal No. 14A of West Cabin, and 40A, 11A, 12A & 10A of RRI Cabin. Note: - Provision of Calling-on Signal below starter Nos. 11A and 12A has the approval of CRS/SBC. C markers are provided above all Calling-on signals, P markers are provided on the stem of all the distant signals and G markers are provided below Gate stop signal at Km 347/100-200 & 348/300-400. Board to read Drivers pull up to signal No. * if the same is at ON is provided in rear of signal No. 14A of West Cabin, and 40A, & 10A of RRI Cabin.( * is concerned home signal No.) Board to read Do not proceed without Hand Signals is provided near fouling point of point No. 102 in coal siding, near facing point No. 105 in Coal siding and on both side in rear of LC gate at Km 0/5-6. Stop Board is provided at KJM end of Road-1 and 2. Down Shunt Key with Station code initial/direction is provided in a EKT interlocked with the modified SGE lock and block instrument pertaining to BYPL(West Cabin)-BNC Block section, which when removed prevents taking off the down advanced starter signal No. 6. Siding point No. 100 is controlled by Knob No. 70 in RRI Cabin. i) Position light shunt signal number 9, 10, 29,30, 27, 25, 26, 31, 32, 33 and 22 on separate post are provided to control shunt movements. The shunt signal display 2 white lights in horizontal position in the ON aspect and 2 white lights in the oblique position when they are taken off. ii) Post type shunt signals No. 28, 21, 23 and 24 are provided on the stem of the signal Nos. 40A, 11A, 12A, and 14 respectively which has no light in the ON position and display 2 white lights in the oblique position when taken off. All signals are provided on the left hand side except the signal Nos 3 / 4 5 10 14/21 27 31 and 39 are on the RHS of the track. Two crank handles for two groups of points duly interlocked with concerned signals of West Cabin are kept in the West Cabin for operating the point during failure. Eleven crank handles for eleven groups of points duly interlocked with concerned signals of RRI Cabin are kept near the point location for operating the point during failure Emergency gate keys D, H & Y for LC gates at Km 347/100-200 on Main Line, 345/900-346/000 on Main Line and 345/900-346/000 on line leading to goods yard Replaced page no.46 are provided at the West Cabin in an electric key contact box for use during failure of electric lever lock/EKT. When the emergency key is taken out the concerned signals become inoperative. The following signals are combined signals: - Signal 1 / 14 D as Up gate signal of LC at Km. 348/300-400 and Up Distant of BYPL. Note: -The provision of this combined signal has the approval of CRS/SBC. Axle counters are provided at three locations. They are at i) Crossover points No. 51 ii)Ahead of signal No. 14 and 13. & iii)Near locally operated point No. 106. Block Proving Axle Counters are provided for Up and Down block sections between BYPL-BNC Board to read Push Trolley is prohibited on this line is provided near axle counter locations. TRACK CIRCUITS: All the portions of the track in this special class station are track circuited except the following: - The track beyond shunt signal No. 30 towards BYPL Marshalling Yard. The track in rear of signal No. 5 of west Cabin. The track beyond shunt signal No. 25 towards BEML siding. The track beyond Locally operated points No. 100 towards Coal Siding. Track Circuits prevent the signal, which protects the track-circuited area from being taken OFF, if the controlling track in advance of the signal is occupied by a train/vehicle or has failed. When occupied or failed a red indication of a Track Circuit is available on the panel, no attempt shall be made to take OFF signal protecting that track-circuited area. The reliability of Track Circuit 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. 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 shall be promptly advised to disconnect the Electrical feed to the Track Circuit. 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 movement on that line shall be permitted strictly according to the relevant provisions of GR 3.68 to 3.70 and subsidiary rules there under. If there were no movement or if there were 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 indication (clear/occupied) is correctly displayed for subsequent movement also, Track Circuit can be taken to be working normal and the indication 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 3.70 and subsidiary rules there under. Rusty Rail caps shall be placed on the relevant signal knobs and the TECH.ES/JE/SE/SIG advised promptly for immediate rectification. 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. The following multiple aspect colour light signals govern train services at this "Special Class" station governed by track circuits. B.2.8 West Cabin area: Sl. No.Up DIRECTIONSIGNAL NUMBERUp gate distant signal of LC at Km. 347/100-200 with P marker2DUp gate signal of LC at Km. 347/100-200 with G marker.2Up Home signal - Up Main/ goods lines14 AUp Routing Home signal to Road-3 or Road-440AUp starters - Road-3, Road-438, 39Up routing despatch signal to KJM or CSDR or CRLM35Up Advanced Starter signal towards CRLM.(worked by BYPL 'A' panel)A 18 A Sl. No.DOWN DIRECTIONSIGNAL NUMBERDown distant cum Down Advanced Starter signal of KJM (worked by KJM) K.8Down Home signal ( worked by A Panel.)A 5 ADown routing signal Road-1 or 2 or 410ADown starter signal Road-1, Road-2, to main or goods lines and Road-4 Down starter signal to Goods lines.12A, 11A, 14.Down inter starter (RRI Cabin)15Down inter starter (West Cabin)3Down Advanced Starter (Block control) 6 Down home signal (Worked by `A' panel) CRLM side.A. 16 ADown home signal (worked by `A' panel) CSDR side.A 6 A NOTE- The concerned signal shall be deemed to have failed when route indicator alone is lit without the off aspect on the signal. B.3 CONTROL PANEL:- PANEL IN WEST CABIN AND RRI PANEL IN RRI CABIN:- B.3.1 The panel and RRI panel provided under the control of SM/West Cabin and RRI Cabin respectively for working of points and signal of the Station, consists of a console which provides a clear picture of Track Circuited portions and their functions, aspects of signals, shunt signals, point knobs, route indicators etc. In Replaced Page No.48 addition to the above the RRI panel will consist of entrance knob and Exit buttons (route buttons). B.3.2 A power failure acknowledgement button coloured Red is provided at the bottom of the panel/RRI panel below the legend P.ACK. B.3.3 Track Circuit indications are provided on the panel/RRI panel. B.3.4 All signals indications are repeated on the panel/RRI panel. B.3.5 Crank Handle IN indications are provided on the panel/RRI panel. B.3.6 A route cancellation counter with a white light indication is provided on the panel. B.3.7 The route indicators provided on signals also are repeated on the panel/RRI panel. B.3.8 White light indication with counters are provided on panel/RRI panel for - Calling-on signal. Route cancellation. Emergency route cancellation only for 14 B at West cabin. B.3.9 Voltmeter is provided over the panel with low & high level markings to indicate the power supply range. B.3.10 Gate closed indications are available on the panel of West Cabin. B.3.11 Gate control knobs with Legend G1, G2 and G3 for LC No. 136 at Km. 345/900-346/000 (Main Line), LC No. 137 at KM. 347/100-200 and LC No. 136A at RE MAST No. BYPLM 1028-1029 (Line leading to Marshalling Yard), respectively are coloured Green are provided near the legend marked "CL" on the panel of West Cabin. These knobs have two-position Normal and Reverse. B.3.12 Siding control Knob No. 70 is provided on the RRI panel is coloured black with Knob No. Engraved at the centre. B.3.13 Starter signal No. 14 on Road-4 at BNC end can be taken off only to BYPL Marshalling Yard. B.3.14 ENTRANCE KNOBS/EXIT BUTTONS PROVIDED AT RRI 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 as A, B, C, D, E, F, H, J, K, L, S1, S2 and S3. B.3.15 POINT KNOBS PROVIDED AT THE RRI PANEL:- The individual points knobs coloured black with point No. engraved on each of them are provided at the bottom of the panel for operating the points individually or locking the same in particular position. Each knob has three positions as N (Normal), C (Centre) and R (Reverse). The knobs shall normally be kept at centre position for normal RRI functions, and shall be turned to N or R for the purpose of individual operation when necessary. The points position is shown near the individual points knob by means of green lamp (above N) indicating the points being set, locked and detected in normal position and by means of yellow lamp (above R) indicating the points being set, locked and detected in reverse position. If the points do not set and lock properly the corresponding indication lamp pertain to the failed position of the point will continue to flash on the panel B.3.16 POINT KNOBS PROVIDED AT THE WEST CABIN PANEL: - The point knob has two positions normal (N) and reverse (R) and must normally be kept in the normal position. To set the points to the reverse position, the knob must be turned to the (R) position. The point repeat indication is shown near the point knob by means of GREEN light indicating the (N) position and a yellow light indicating the (R) position. If the points do not set and lock properly the corresponding indication lamp pertain to the failed position of the point will continue to flash on the control panel. In addition to Normal and Reverse repeat indications there is a white light in between the above indications. The White light indication appears only when the point(s) is free to be operated. B.3.17 In West Cabin the signal knob has two positions, Normal (N) and Reverse(R). It has to be kept in the Normal position and turned to (R) position only when it is required to clear the signal. B.3.18 The Cabin duty Station Master of respective cabins is responsible for keeping control panel/RRI Panel neat and clean and shall report defect if any to TECH.ES/JE/SE/Sig. B.3.19 Axle counter indications are provided in the West Cabin and Yard Cabin to prove the track controlled by Axle Counters is free. When track is free from vehicles, a white light indication will be available. When the track is not free from vehicle or during axle counter failure red light indication will appear. Co-operative type Slot Cancellation buttons with indications are provided on the panel of RRI Cabin, BYPL A panel and CSDR for the cancellation of slot on signal No. 35 of RRI cabin. CRANK HANDLE: RRI CABIN AREA: Motor operated points, can also be operated manually through crank handle, when, they, fail to operate from the panel. In RRI Cabin area Eleven Crank handles for eleven group of points duly interlocked with concerned signals are provided near the point locations for hand cranking the points during failures. The following are the crank handle groups in RRI Cabin area:- Crank handle Group R-1for points No. 50, 51Crank handle Group R-2for points No. 52Crank handle Group R-3for points No. 53Crank handle Group R-4for points No. 55Crank handle Group R-5for points No. 56Crank handle Group R-6for points No. 57Crank handle Group R-7for points No. 58, 59Crank handle Group R-8for points No. 60Crank handle Group R-9for points No. 62, 63Crank handle Group R-10for points No. 64 Crank handle Group R-11for points No. 65. When the 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. Once the crank handle is extracted from its Electrical Key Instrument, the concerned interlocked signals 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 on the panel and Individual push switch is provided near the crank handle at the location. When the Cabin Station Master presses the push button, a crank handle IN indication will continue to flash for 120 seconds then a free indication will appear near the concerned crank handle location after time delay of 120 Seconds. When this free indication is available at the location the crank handle has to be extracted by operating push/switch simultaneously. If a point does not obey the knob operation from the panel, the Cabin 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 Cabin 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-B or T 370, clamp and padlock the point and arrange to pilot the train with a written authority. Even after removing the obstruction if any, 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-B OR T 370 and ensure that the point is correctly set and clamped for the required route, padlock the clamp and arrange to pilot the train. Before returning to the station, the SM or the Competent Railway Servant shall ensure that the crank handle box is secured with padlock. Whenever the Crank handle is taken out for hand cranking, necessary entries in the crank handle register shall be made regarding the number of the point hand cranked, time and train for which it was required etc., the TECH.ES/JE/SE/Sig of the section shall immediately be advised for early rectification. WEST CABIN AREA. Motor operated points, can also be operated manually through crank handle, when, they, fail to operate from the panel. Two Crank handles, interlocked with concerned signals are provided in the West Cabin for hand cranking the points during failures. The following are the crank handle groups:- 1. Crank handle Group W-1 for point No. 50. 2. Crank handle Group W-2 for point No. 51. Crank handles welded with Hepper's key duly interlocked with concerned signals, except the Up and Down advanced starters are provided individually in an Electrical Key instrument provided in the duty SM's office, for hand cranking the points during failures. The interlocking is such that once the crank handle is extracted from the, Electrical Key instrument, concerned Home and Starter signals cannot be cleared. Similarly when any of the signals are cleared the concerned crank handle(s) cannot be extracted from its Electrical Key instrument. In the point machine, lids are provided with lock to secure the keyholes. The lids should be unlocked before inserting the crank handle release lock and crank handle. The lid key and crank handle release lock key are kept in the glass-fronted box. When the crank handle is properly secured in its Electrical Key Instrument and if it is free to be extracted, a White light crank handle IN indication is displayed near the legend 'CRANK HANDLE' on the control panel. When it is not possible to extract, a Red light indication will be displayed near the concerned group. A push switch is provided near each crank handle. To extract the crank handle the concerned push switch shall be pressed. As soon the push switch is pressed a deflection will be there in the concerned Electrical Key Instrument. After observing the correct deflection the Station Master shall turn the crank handle gently in the anti-clock wise direction and extract the crank handle from the Electrical Key Instrument. When the crank handle is extracted the white light indication will disappear on the panel. The interlocking of the crank handle with the crank handle lock key is done in such a way that the crank handle cannot be inserted in to the point machine unless the crank handle lock is unlocked by the crank handle lock release key. If the points fail to set or if the points could not be set from the panel, the duty Station master shall make use of the crank handle to set the points locally. He shall keep the concerned point knob in the required position, extract the relevant crank handle from the electrical key transmitter, take out the crank handle lock key along with the lid key from the glass fronted box and proceed to the points. 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 return to the station and restore the crank handle in to the key transmitter. 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. Whenever the crank handle is utilised to operate a point, necessary entries in the crank handle register should be made promptly with the details like Date, time, train No., Point No., reason, etc. and the TECH.ES/JE/SE/SIG shall be advised immediately to restore normal working early. When the TECH.ES/JE/SE/SIG requires the crank handle for attending to repairs or for routine maintenance wok, he shall give a written requisition to the SM on duty specifying the reasons thereof and the number of the points. On receipt of this requisition, the SM on duty shall, giving due consideration for train movements, hand over the crank handle with the lid key and crank handle lock release key. After the work is over, the key and the crank handle shall promptly be returned to the SM on duty who shall restore the handle to its electrical key instrument and ensure the "crank handle IN" indication and the correct point indication on the panel. The TECH.ES/JE/SE/SIG and the SM on duty shall promptly make the relevant entries while taking/handing over the crank handle in the crank handle register maintained at the station. When a crank handle remains with the TECH.ES/JE/SE/SIG, all the points should be deemed to have failed, set locally, clamped, padlocked, the padlock keys retained in the personal custody of the SM on duty and the TECH.ES/JE/SE/SIG working at the points advised, before permitting any movement over the points. SETTING OF ROUTE: - B.5.1 RRI Cabin: - To set a route and to signal 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 RRI control panel 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 portion 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. When a route is initiated, it normally takes about 5 seconds for setting of point to the required position and appearance of route lights. During this period, the points repeat indication lamp will flash and correct indication will settle after the points are correctly set, locked and detected. B.5.2 West Cabin: - To set the route and to take `OFF' signal, the duty SM when everything is alright shall unlock the panel and after ensuring the `free' indication is available shall keep the point knob in either `N' or `R' position, as required and observe the point repeat indication that the points have been correctly set and locked to the required position. Then he shall reverse the concerned signal knobs. If the track circuit is clear and required LCs are closed, secured and CL indication available on the panel, the signals will clear and a row of white lights (route lights) will appear on the whole length of the route concerned on the panel. As the train enters the concerned track circuits, the respective route (White) lights successively turn to red. As the train leaves the track, the route white lights reappear. After the move has been completed, the concerned signal knob shall be normalised then the route lights get extinguished. ROUTE CANCELLATION/TIME RELEASE: - B.6.1 RRI Cabin: - To set a route and to signal 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 RRI control panel 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. When a route is initiated, it normally takes about 5 seconds for setting of point to the required position and appearance of route lights. During this period, the points repeat indication lamp will flash and correct indication will settle after the points are correctly set, locked and detected. B.6.2 West Cabin: - To set the route and to take `OFF' signal, the duty SM when everything is alright shall unlock the panel and after ensuring the `free' indication is available shall keep the point knob in either `N' or `R' position, as required and observe the point repeat indication that the points have been correctly set and locked to the required position. Then he shall reverse the concerned signal knobs. If the track circuit is clear and required LCs are closed, secured and CL indication available on the panel, the signals will clear and a row of white lights (route lights) will appear on the whole length of the route concerned on the panel. As the train enters the concerned track circuits, the respective route (White) lights successively turn to red. As the train leaves the track, the route white lights reappear. After the move has been completed, the concerned signal knob shall be normalised then the route lights get extinguished. B.6.3 ROUTE CANCELLATION/TIME RELEASE: - B.6.4 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, which has been set, is to be cancelled. For cancelling the route signal SR. 3.36 (ii) must be adhered to. B.6.5 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). B.6.6 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. B.6.7 BACK DOOR KEYS OF BLOCK INSTRUMENT Block instruments at BYPL `A' PANEL and West Cabin, are provided with double key lock arrangements, one key of it retained by TECH.ES/JE/SE/Sig. and the second key by the concerned cabin SM. When it is required to open the block instrument for attending to failure or periodical maintenance, the signal official shall requisition the key duly making entries in the register maintained for this purpose. The Cabin SM, duly giving consideration to train service, shall handover the key to the signal official duly recording the fact to the duty Station Master. After the work is over, the instrument shall be locked with both keys in the presence of cabin SM and the key handed over for restoration to the key box. Appropriate entries shall be completed jointly by signal official and cabin Station Master. The TECH.ES/JE/SE/Sig of the section is authorised to obtain the key from the SM on duty only when : (a) the block section is not occupied by a train and the instrument is in `Line closed' position during normal working of the block instrument OR (b) block working is to be restored after a failure irrespective of the block instrument and occupation of the block section. 3. The SM on duty should suspend the block instrument for train operation till such time the key is returned to him by the TECH.ES/JE/SE/Sig. B.6.8 INTER SLOTTING ARRANGEMENTS: The approach signals which include the routing signal at one end of the station are controlled through Electrical inter-slotting from the cabin immediately ahead. Position light shunt signals reading to reception lines; starter signals leading to goods yard are also controlled through inter slotting from the yard cabin. REPLACED PAGE NO56 Sl. No.SIGNAL No. W. CABINSLOT/SIGNAL REQUIRED FROM CABINS/STATION/LCWESTRRIYARDA PANELLC No. 136A14A FOR MAIN LINE--41------14A FOR GOODS LINE----15----14B FOR MAIN LINE--43------14B FOR GOODS LINE----15----10 SHUNT TO UP LINE--44------10 SHUNT TO Dn LINE--45----1 Sl. No.SIGNAL No. RRI CABINSLOT/SIGNAL REQUIRED FROM CABINS/STATIONWESTRRIYARDA PANELKJMCSDR11A----18------12A----18------14----18------151----------254----------26----18------27----18------35 TO KJM------1----35 TO CSDR------2--1535 TO CRLM------11 & 19---- Sl. No.POINT No. RRI. CABINSLOT/SIGNAL REQUIRED FROM CABINS/STATIONWESTRRIYARDA PANELKJMCSDR51 TO CRLM------11----52 TO CSDR------2----52 TO KJM------1---- Sl. No.SLOT No. GIVEN BY WEST CABIN TOSIGNAL /SHUNT NUMBERWESTRRIYARDA PANELKJMCSDR1--15--------2----2------4--25-------- Sl. No.SLOT No. GIVEN BY RRI CABIN TOSLOT/SIGNAL REQUIRED FROM CABINS/STATIONWESTRRIYARDA PANELKJMCSDR1------5 A----2------5 B----3------6 A----4------6 B----5 to Road-1------16 A----6 to Road-2------16 A----7 to Road-1------16 B----8 to Road-2------16 B----17 to Road-4------16 A----18 to Road-4------16 B---- REPLACED PAGE NO.57 4114 A----------42----5------4314 B----------44 to up main line10----------45 to down main line10----------48 to Road-3----2------49 to Road-4----2------ B.6.9 SLOT INDICATORS: Slot/control when released from other cabins is indicated with an illuminated indication. Normally there will be no display at the indicator, and a white light would appear when the slot/control is released individually or jointly as the case may be. B.6.9.1 Normally the slot gets released after the passage of the train. Before the passage of train if a given slot is normalised, the route held by the slot is released only after time delay of 120 Seconds. But in the case of slot given to signal No. 35 of RRI cabin, the route held by the slot gets released with the co-operation of SM at the other end after the normalisation of slot. For the co-operation to cancel the slot CSM/RRI cabin and the SM at the other end should press the cancellation button simultaneously. Then the cancellation starts with white light indication. After a time delay of 120 seconds the indication vanishes and the concerned counter registers the cancellation with next higher digit. The same has to be recorded by the concerned SMs with date, time, train No. and reason in a separate register meant .for this. The last counter reading should be mentioned in the station diary and the same has to be acknowledged by the SM handing over and taking over. Details of slots with Co-operative feature for the cancellation of Slot. SLOT No.SIGNAL No.CO-OPERATIVE FEATURE BETWEEN SMCOUNTER No.C-1535RRI and CSDRRCA-135RRI and BYPL A PANELRAA-235RRI and BYPL A PANELRAA-1935RRI and BYPL A PANELRA B.6.10 ONE SLOT - ONE TRAIN FEATURE: B.6.10.2 By this feature, the slot given for a particular train gets cancelled automatically after the passage of the train. The same slot will not be available for taking off the signal for a subsequent train, although the slot of the appropriate cabin happens to be still in the same position, thus preventing inadvertent taking off the particular signal by the concerned cabin Station Master. B.6.10.3 For efficient working of this feature the Cabin Station Master shall ensure that the slot operated earlier for a movement is put back to normal immediately after the movement is completed. If this is not carried out, there would be slot failure. NOTE:- Board in each cabin is provided with the legend "Station Masters Beware" " A one slot - one train" feature exists at this station - Ensure restoration of slot after every move". B.6.11 SLIP SIDINGS: B.6.11.1 SLIP SIDING ON UP LINE:- On Up line the slip siding Point No. 52 is provided in advance of Up despatch routing signal No. 35. The slip siding point shall be set for the running line, for despatch of Up train towards Channasandra bye pass line, or Krishnarajapuram Main Line. To set the points and make the train movement, the cabin Station Master /RRI Cabin shall intimate train particulars to Cabin Station Master/BYPL 'A' Panel , who shall keep the points No. A.4 Reverse or Normal as necessary, ensure A 3 is Normal, the line being clear up to track No A 1.T or A 2 T as the case may be and release slot A.1 or A.2 duly communicating a private number to the Cabin Station Master/RRI Cabin. In addition to this a slot C-5 from CSDR with a PN is required to send a train towards CSDR. On observing the slot indication as per the requirement, the Cabin Station Master RRI Cabin shall turn the entrance knob No. 35 and Exit button K. This will cause the slip siding to set for the main line automatically along with other points on the route. The slip siding points shall be used explicitly for train/shunt movements/testing only, and on completion of the movement/testing they should be brought back to normal position. An alarm bell would ring warning the Cabin Station Master/RRI Cabin to restore signal knob No. 35 to Normal immediately after the passage of train, so that the slip siding points No. 52 will automatically restore to Normal, Which ceases the warning ring. B.6.11.2 SLIP SIDING ON DOWN LINE: On the Down line, the slip siding point No. 51 is situated in advance of Down routing Home signal No. 10 A. The slip siding point No. 51 is required to be set for the running line for the reception of the down train from KJM/CSDR or reception/.despatch of down/up train towards CRLM side. In order to set the slip siding point No. 51 to the running line, the Cabin Station Master/RRI Cabin shall advise the Cabin Station Master/BYPL 'A' Panel and obtain a slot No. A 11 for the slip siding supported by a PN. After observing the slot indication on the panel, the Cabin Station Master/RRI Cabin shall in case of down trains from KJM/CSDR turn entrance knob No. 10 A/10 B and press the concerned exit button A or B or D in case of down trains from CRLM turn slot knob No. 5/6/7/8/17/18 as the case may be and press the concerned exit button A or B or 'D' as the case may be. in case of Up trains to CRLM turn entrance knob No. 35 press exit button L. This will cause slip siding point being set to the running line. The buzzer sounds in the RRI Cabin after the passage of train to warn the Cabin Station Master to restore the concerned slot or signal to normal so that slip siding point No. 51 will automatically restore to normal which seizes the buzzer sound. NOTE:- Individual emergency push is provided in RRI Cabin in a sealed box for operation of slip siding point No. 52 and 51 during failure of concerned slot from BYPL 'A' Panel. Replaced page No.59 B.6.12 AXLE COUNTERS: - Axle Counter is provided between BYPL West cabin and BYPL Yard cabin stretch of line. Three detecting locations are provided in this stretch to prove the clearance of the line between these two cabins. They are near starter No.5 (West Cabin) and in advance of Up goods home No.13/14 (Yard Cabin) and near the entry point of the track between the locally worked points No.107 & 106 leading to coal siding and spur lines. Whenever, line protected by axle counter is free, a green light indication will be displayed in the West and Yard Cabins. When this line is occupied or axle counter has failed a red light indication is displayed in both the cabins. FAILURES: B.7.1 Block failures:- During failure of block instrument, trains shall be dealt duly issuing:- Appropriate Paper Line clear Ticket on BYPL-BNC double line section. As regards the trains dealt at RRI Cabin, towards KJM or CSDR where the Block Sections ahead are controlled through Track Circuiting vide GR. 14.01 (b) and (d), during failure of this means of communication, train towards Krishnarajapuram shall be permitted issuing PLCT and train towards Channasandra shall be permitted on appropriate line clear ticket. CSM/in-charge of Block Working shall issue them. It will be handed over to the loco pilot at the foot of the signal governing in to the entry in to the block section. As regards the trains dealt at RRI Cabin, towards CRLM, the LCT is issued by Cabin Station Master/BYPL 'A' Panel. Block Telephone:- During failure of telephone attached to block instrument at West Cabin identification between Stations shall be established through ID sheets supplied for this purpose in the hearing of the section controller and line clear obtained through control telephone and appropriate written authority be given to Driver of the outgoing train. B.7.2 Signal failure:- During failure of Home/Routing signals, of this station the train shall be received by taking off the calling on signal and in case of failure of the calling on signal, the train shall be received on the SPT. In the case of failure of SPT, on written authority Form T/369 (-3b) issued to its Driver, after the relevant points are set correctly, clamped and padlocked by the concerned Station Master. In case of failure of starter or inter starter or Advanced Starter or shunt signals of this station, train shall be stopped at the defective signal, its loco pilot shall be issued with written authority in Form T/369 (-3b)/T/370 after ensuring the relevant points up to the next signal are set correctly, clamped and padlocked by the concerned Station Master and proceed hand signal arranged to be shown at the foot of such defective signal. NOTE: - i) While receiving a train from BNC on Form T/369(1) or T/369-(3b), the Home signal Knob shall be kept in the reverse position to avoid block failure. However if the failure is due to Track Circuit failure (Other than berthing track) Home signal knob need not be reversed so as to avoid route getting locked. ii) Before authorising the train to pass the Down home signal No. A16 from CRLM on SPT or on T/369-(3b) SM/BYPL A panel should exchange PN with SM/RRI Cabin in confirmation, that the route under is set and locked. SM/RRI Cabin before giving such PN, should set, clamp and padlock all the points concerned, before authorising the movement. REPLACED PAGE NO.60 B.7.3 SLOT FAILURE: - During the failure of slot indication the concerned Station Master shall clear signal after ascertaining proper release of slot. If the signal assumes OFF aspect the train/shunt movements may be dealt on signals, since the slot failure may be due to fusing of bulb. If the signal does not assume OFF aspect, the corresponding signal/points shall be treated as failed and movements dealt accordingly. { GR 3.68 - 3.70}. The points on the route in the area from which such given slot has failed should also be clamped and padlocked. As an assurance to this effect a PN should also be given to the Station Master from where the train is expected. B.7.4 Slip siding point failure: During the failure of slot meant for slip siding, concerned Emergency push shall be pressed duly breaking the seal and operating the concerned slip siding point knob. Then the corresponding signal/points shall be treated as failed and movements dealt accordingly. { GR 3.68 - 3.70}. The failure should be recorded immediately and all concerned should be advised. Immediately after the move the slip siding point should be set to normal. B.7.5 Axle Counter Failure and Resetting : During failure of the Axle Counter, the first train over this line has to be piloted on SPT or Written Memo duly adhering to the rules GR 3.68 to 3.70 and subsidiary rules there under. After piloting the train and ensuring the complete arrival of the piloted train, CSM/Yard Cabin should advise the concerned TECH.ES in writing, for resetting/rectification of the Axle Counter system in the pro-forma as mentioned below, after exchanging PNs with SM/west cabin as a confirmation that the track concerned is free from any vehicles.  The TECH.ES on receipt of the written failure massage regarding Axle Counter can resort to re-setting of the system or rectify the system fault if any and advise CSM/Yard Cabin in writing duly completing entries in the register. B.7.6 TELEPHONE FAILURE: During failure of magneto telephone communication between Station and Cabins, reception order, and despatch order books shall be pressed into use; slot/control on signals shall however continue and trains dealt with on signals being taken off in sequence by the concerned cabin Station Master. B.7.7 POINTS FAILURE: Correct setting of points shall be ascertained through points repeat indication displayed at each cabin. In the event of non-appearance of correct indication, the points shall be operated two or three times. Refer paras under crank handle for details. B.7.8 TRACK CIRCUIT FAILURE: In the case of failure of Track Circuit functions, train can be dealt by taking off calling on signal or on written authority, duly making sure that the track is physically clear and free from obstruction by the concerned, over their demarcated jurisdiction. SAFETY CAPS: - With a view to ensure safety in working, Safety Caps are provided under the custody of cabin Station Masters, which they shall fix on the signal, points, entrance, slot Knobs or Exit buttons. See SR. 5.19 (iii) (a) (b) and (c) for description and purposes. CALLING ON SIGNALS (GR 3.13) Calling on signals Nos. 10B, 40B (RRI Cabin)and 14 B(West Cabin) are provided below the signals Nos. 10A, 40A and 14 A 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 concerned signal No. 10A or 40A or 14 A has failed. Before clearing the calling on signal, the CSM on duty shall ensure that it is absolutely necessary to receive the train on Calling-on signal. Calling-on signal below starter signals 11 A and 12 A are intended for the despatch of trains, when starter signal above them have failed for main line. The CSM after ensuring the route, shall turn the knob 10B or 40B or 14 B as the case may be with appropriate exit button, to clear the required Calling on signal. Track Circuit Nos. C 10T, C 40T and C 14T are provided at the foot of the signal No. 10A, 40A and 14 A respectively. When a train occupies the Calling-on signal Track Circuit No. C 10T, C 40T and C 14T as the case may be and stops, calling-on signal will get cleared after a delay of 60 seconds. Calling on signals below the starter 11 A and 12 A can be cleared only when the conditions for taking off concerned starter signals are full filled. If the Calling-on 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.5. If the calling on signals below the failed starter also fails the trains should be dispatched on written Authority (T/369 (-3b) and PHS at the foot of the concerned starter signal, duly setting, clamping and padlocking all the points on the route. 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 on the panel with concerned signal numbers. In the event of failure of track-circuit/Home signal or for the reception of a train on obstructed line/despatch signal fails; the Calling on signal can be taken `off'. After ensuring that the concerned signal knob is in its normal position and the required route is clear, the Calling on signal knob should be operated to its `R' position along with required exit button. On the occupation of the calling on Track Circuit in rear of the home Signal by the approaching train/when the condition for taking off for starter is fulfilled, 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, the concerned Calling-on signal gets cleared and the corresponding counter registers the taking `OFF' of he Calling-on signal by displaying the next higher progressive number. 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/dispatch 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 CSM on duty. Separate portions of the register should be set apart for 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 CSM 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 cleared the required length of the track. The CSM on duty shall physically verify that the train has arrived complete 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 of West Cabin, 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 CSM on duty, duly putting back Calling-on signal knob. Route will be released after a time lapse of 120 Seconds. CSM has to enter the counter reading with details in a register specially maintained for this purpose. Appropriate entries in the route cancellation register should promptly be made when a Calling-on signal route is cancelled as said above, specifying the reasons thereof and the number displayed on the cancellation counter before and after the route cancellation. B.10 SIGNAL POST TELEPHONE (SR 3.69(XI) ) Signal Post Telephone with paging and talk back system is provided in cabinet on the SIGNAL post Nos 10 A , 40 A and 14 A. They are connected to similar talk back phone provided in CSMs office with lock. When the concerned SIGNAL has not been taken off, the Driver of the approaching trains shall draw close to the concerned SIGNAL and stop. If the signal or calling-on signal is not taken OFF, then the Driver 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 an audible sound and visual indication in the station masters office to call the CSMs 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 to the driver. The driver shall open the flaps to speak and close them on completion. 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 CSM shall set the route correctly, clamp and padlock all the points for the required route and ensure clearance of line & closure of required LCs and turn the Home signal Knob to R position and then communicate the following message. Which the driver 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 Driver of train No. description .. Owing to the failure / suspension of *Up/Down SIGNAL No..,You are hereby authorised to pass * UP/Down signal No. at ON and enter Road No/proceed up to signal 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 CSM will be able to receive the audio sound visual indication when the driver press a call button at the SIGNAL. Only one side speech is possible at a time in this system. A switch is provided on CSMS telephone, this should be pressed to speak to Driver. However, he should not press this switch when the driver is speaking to him. The Cabin Station Master/West Cabin and PF duty Station Master of RRI Cabin should ensure the proper working of SPT daily under their jurisdiction. If lesser speed is applicable due to any reason the same may be advised. SPT on signal No. 10A & 40A is under the control of Cabin Station Master/RRI Cabin. SPT on signal No. 14A is under the control of Cabin Station Master/West Cabin. B.11 FUNCTIONS / DESCRIPTION OF KNOBS ON THE PANEL: - RRI PANEL Sl. No.Knob No.Function No.Description.1.1.Slot on Down home from KJM. A 5 A22Slot on Down Calling-on signal. A 5 B33Slot on Down home from CSDR. A 6 A44Slot on Down Calling-on signal. A 6 B55Slot on Down home to Road-1 from CRLM. A 16 A66Slot on Down home to Road-2 from CRLM. A 16 A 77Slot on Down Calling-on to Road-1 from CRLM. A 16 B88Slot on Down Calling-on to Road-2 from CRLM. A 16 B--9Omitted10A10ADown Routing Home at KJM/CSDR end to Road-1 or 2 or 4.10B10BCalling-on below Down Routing Home 10 A to Road-1 or 2 or 4.11A11ADown starter Road-2 to West Cabin or Yard cabin.11B11BCalling-on below Down starter Road-2 to West Cabin.12A12ADown starter Road-1 to West Cabin or Yard cabin.12B12BCalling-on below Down starter Road-1 to West Cabin.--13Omitted.1414Down starter Road-4 to Yard cabin.1515Down inter-starter.--16Omitted.1717Slot on Down home to Road-4 from CRLM. A 16 A1818Slot on Down Calling-on to Road-4 from CRLM. A 16 B--19Omitted.--20Omitted.2121Down shunt on Road-4 to clear off Up shunt No. 31 or 33.2222Down shunt on Road-3 to clear off shunt No. 31.2323Down shunt on Road-2 to clear off Up shunt No. 32 or 31.2424Down shunt on Road-1 to clear off Up shunt No. 32 or 31.2525Down shunt on BEML siding end to clear off Up shunt No. 29.2626Down shunt on goods line to goods yard.2727Down shunt on goods running line to goods yard.2828Up shunt on Up line (below signal No. 40A) to BEML siding.2929Up shunt on Down line to clear off 15 or Down shunt 25.3030Up shunt on goods yard to clear off Down shunt 27 or 26.3131Up shunt on goods line to clear off Down shunt 24 or 23 or 22 or 213232Up shunt on Down Main Line to clear off Down Shunt 24, 23.3333Up shunt on goods line to clear off Down shunt 21.--34Omitted.3535Up Despatch signal to KJM/CSDR/CRLM.--36Omitted.--37Omitted.3838Up starter Road-43939Up starter Road-340A40AUp Routing home at BNC end to Road-3 or 4.40B40BCalling-on below Up routing home 40A to Road-3 or 4.4141Slot on Up home 14A from BNC4242Slot on Up starter signal No. 3 from goods yard.4343Slot on Calling-on 14 B below Up home 14 A.4444Slot on Up shunt 10 to Up Main Line.10B10BCalling-on below Down Routing Home 10 A to Road-1 or 2 or 4.11A11ADown starter Road-2 to West Cabin or Yard cabin.11B11BCalling-on below Down starter Road-2 to West Cabin.12A12ADown starter Road-1 to West Cabin or Yard cabin.12B12BCalling-on below Down starter Road-1 to West Cabin.--13Omitted.1414Down starter Road-4 to Yard cabin.1515Down inter-starter.--16Omitted.1717Slot on Down home to Road-4 from CRLM. A 16 A1818Slot on Down Calling-on to Road-4 from CRLM. A 16 B--19Omitted.--20Omitted.2121Down shunt on Road-4 to clear off Up shunt No. 31 or 33.2222Down shunt on Road-3 to clear off shunt No. 31.2323Down shunt on Road-2 to clear off Up shunt No. 32 or 31.2424Down shunt on Road-1 to clear off Up shunt No. 32 or 31.2525Down shunt on BEML siding end to clear off Up shunt No. 29.2626Down shunt on goods line to goods yard.2727Down shunt on goods running line to goods yard.2828Up shunt on Up line (below signal No. 40A) to BEML siding.2929Up shunt on Down line to clear off 15 or Down shunt 25.3030Up shunt on goods yard to clear off Down shunt 27 or 26.3131Up shunt on goods line to clear off Down shunt 24 or 23 or 22 or 213232Up shunt on Down Main Line to clear off Down Shunt 24, 23.3333Up shunt on goods line to clear off Down shunt 21.--34Omitted.3535Up Despatch signal to KJM/CSDR/CRLM.--36Omitted.--37Omitted.3838Up starter Road-43939Up starter Road-340A40AUp Routing home at BNC end to Road-3 or 4.40B40BCalling-on below Up routing home 40A to Road-3 or 4.4141Slot on Up home 14A from BNC4242Slot on Up starters from goods yard.4343Slot on Calling-on 14 B below Up home 14 A.4444Slot on Up shunt 10 to Up Main Line.4545Slot on Up shunt 10 to Down Main Line.4848Slot on signal No. 2 of Marshalling Yard to Road No. 3 of RRI4949Slot on signal No. 2 of Marshalling Yard to Road No. 4 of RRI5050Cross-over points connecting Down Main Line and CRLM line.5151Slip siding point on Down Main Line at BYPL A panel end.5252Slip siding point on Up Main Line at BYPL A panel end.5353Cross-over points connecting Up & Down Main Line at KJM end.--54Omitted.5555Points and trap, Road-2 to 1 at BYPL A panel end.5656Cross over point connecting Road-3 and 4 at BYPL A panel end.5757Points and trap, Road-2 to 1 at BNC end.5858Trap point on goods running line, connecting Road-45959Points and trap, Road-3 to 4 at BNC end.6060Points and trap, Road-2 to 3 at BNC end.--61Omitted.6262Points and trap, Main Line and goods running line/coal lines.6363Points on goods running line on goods yard.6464Points and Trap, connecting Down Main Line and BEML siding.6565Cross-over points connecting Up and Down Main Line at BNC end.7070Control on siding point 100. Replaced Page No.66 WEST CABIN: Sl. No.Knob No.Function No.Description.11Slot on Starter 15.22Slot on Down goods Starter No. 4.33Inter-Starter.44Slot on Down shunt signal 25.55Down Goods Inter-Starter.66Down Advanced Starter --7Omitted.--8Omitted.99Down shunt on Up Main Line.1010Up shunt on Down Main Line.--11Omitted.--12Omitted.--13Omitted.14A14AUp Home.14B14BUp Calling-on signal below home 14A.5050Cross-over points Down Main Line to Up Main Line.5151Cross-over points Up Main Line to Up Goods line.G1G1Gate control Knob for LC No.136B at Km 345/900-346/000 on Main LineG2G2Gate control Knob for LC No. 137 at Km 347/100-200 on Main Line.G3G3Gate control Knob for LC No. 136A at REMAST 1028-1029 on goods line B.13 TABLE OF MOVEMENTS No.MovementWest cabin knobs to be turnedSlot from Yard CabinRRI cabin knobs & buttons to be operatedSlot from BYPL A PanelSlot from CSDRSlotEntrance KnobExit button AReception of Up train from BNC to:1.Yard.51, 14A,G3, G2.15-----2Road-314A, G1, G2-4140AC--3Road-414A, G1, G2-4140AD--BReception of Up train from Road No. 1C of BYPL yard to : -1.Road-3 ----48-C--2Road-4 ----49-D-- BDespatch of an Up train from: -1.Road-4 to CSDR-----35 38K JA 2C-152Road-4 to KJM-----35 38K JA 1--3Road-4 to CRLM-----35 38L JA 11 A 19--4Road-3 to CSDR-----35 39K JA 2C-155Road-3 to KJM-----35 39K JA 1--6Road-3 to CRLM-----35 39L JA 11 A 19--CRun through of Up train from BNC.i.To CSDR on1Road-314A G1 G2.-4140A 39 35.C J K.A 2C-152Road-414A G1 G2-4140A 38 35.D J K.A 2C-15ii.To KJM on1Road-314A G1 G2-4140A 35 39.C K JA 1--2Road-414A G1 G2-4140A 35 38D K JA 1 --iiiTo CRLM on1.Road-314A G1 G2-41 40A 39 35C J LA 11 A 19--2.Road-414A G1 G2-41 40A 38 35D J LA 11 A 19-- No.MovementWest cabin knobs to be turnedSlot from Yard CabinRRI cabin knobs & buttons to be operatedSlot from BYPL A PanelSlot from CSDRSlotEntrance KnobExit buttonC1Run through of Up train from Marshalling Yard.i.To CSDR on1Road-3--48 39 35C J KA2C 152Road-4--49 38 35D J KA2C15ii.To KJM on1Road-3--48 39 35C J KA1-2Road-4--49 38 35D J KA1-iiiTo CRLM on1.Road-3--48 39 35C J KA19-2.Road-4--49 38 35D J KA19- DReception of a Down train fromiCSDR on 1.Road-1----310AAA 11--2.Road-2----310ABA 11--3.Road-4----310ADA 11--ii.KJM on1.Road-1----110AAA 11--2.Road-2----110ABA 11--3.Road-4----110ADA 11--IiiCRLM on1.Road-1----5--AA 11--2.Road-2----6--BA 11--3.Road-4----17--DA 11-- No.MovementWest cabin knobs to be turnedSlot from Yard CabinRRI cabin knobs & buttons to be operatedSlot from BYPL A PanelSlot from CSDRSlotEntrance KnobExit buttonEDespatch of a Down train from1.Road-1 to BNCG1 G2 1 3 6----15 12A F E ----2.Road-2 to BNCG1 G2 1 3 6----15 11AF E----3.Road-4 to YARD--18--14S3----4Road-1 to YARD--18--12AS3----5.Road-2 to YARD--18--11AS3----FRun-through of a down train from CSDR to:i.BNC on1.Road-1G1 G2 1 3 6--315 12A 10AF E A A 11--2.Road-2G1 G2 1 3 6315 11A 10AF E BA 11--ii.YARD on1.Road-1--18312A 10A.S3 AA 11--2.Road-2--18311A 10AS3 BA 11--3.Road-4--18314 10AS3 DA 11-- No.MovementWest cabin knobs to be turnedSlot from Yard CabinRRI cabin knobs & buttons to be operatedSlot from BYPL A PanelSlot from CSDRSlotEntrance KnobExit buttonGRun-through of a down train from KJM to:i.BNC on:1.Road-1.G1 G2 1 3 6--115 12A 10AF E AA11--2.Road-2.G1 G2 1 3 6--115 11A 10A F E BA11--ii.YARD on:1.Road-1--18110A 12AA S3A 11--2.Road-2--18110A 11AB S3A 11--3.Road-4--18110A 14D S3A 11--H.Run-through of a down train from CRLM to:i.BNC on1.Road-1.G1 G2 1 3 6--512A 15A E FA11--2.Road-2.G1 G2 1 3 6--6 11A 15B E FA11--ii.YARD on1.Road-1--18512AA S3A 11--2.Road-2--18611AB S3A 11--3.Road-4--181714D S3A 11-- Sl.No.MOVEMENTWest Cabin Knobs to be turnedSlot from Yard CabinRRI Cabin Knobs & buttons to be operated Slot from BYPL A PanelSlot from LC No 136ASlotEntrance knobExit buttonIDealing trains on Calling-on Signal.i.To receive a down train on 10B to: -1.Road-1------10BAA11--2.Road-2------10BBA11--3.Road-4------10BDA11--ii.To receive an Up train on 40B to: -1.Road-3------40BC----2.Road-4------40BD----iii.To receive an Up train on 14B to: -1.Main Line14B, G1--43--------2.Goods line.14B, G115----------iv.To Clear 11B to:1.Down Main Line------11BE----v.To Clear 12B toDown Main Line------12BE----J.SHUNT MOVEMENTS.i.West Cabin area: -1.Shunt No. 9 to clear off Shunt No.1050 9------------2. Shunt No. 10 to clear off Signal No. 310--45--------3. Shunt No. 10 to clear off Shunt No. 950 10--44--------4.Shunt No. 10 to clear off Signal No. 550 51 10----------1 Sl.No.MOVEMENTWest Cabin Knobs to be turnedSlot from Yard CabinRRI Cabin Knobs & buttons to be operated Slot from BYPL A PanelSlot from LC No 136ASlotEntrance knobExit buttonii.RRI Cabin area1.Shunt No. 21 to clear off Shunt No. 33------21S1----2.Shunt No. 22 to clear off Shunt No. 31------22S2----3.Shunt No. 23 to clear off Shunt No. 31------23S2----4.Shunt No. 23 to clear off Shunt No. 32------23E----5.Shunt No. 24 to clear off Shunt No. 31------24S2----6.Shunt No. 24 to clear off Shunt No. 32------24E----7.Shunt No. 25 to clear off Shunt No. 294----25F----8.Shunt No. 26 to clear off Shunt No. 30--18--26S3----9.Shunt No. 27 to clear off Shunt No. 30--18--27S3----10.Shunt No. 28 to clear off Shunt No. 25------28H----11.Shunt No. 29 to clear off Shunt No. 25------29H---- Sl.No.MOVEMENTWest Cabin Knobs to be turnedSlot from Yard CabinRRI Cabin Knobs & buttons to be operated Slot from BYPL A PanelSlot from CSDRSlotEntrance knobExit button12.Shunt No. 29 to clear off Signal No. 15------29E----13.Shunt No. 30 to clear off Shunt No. 27------30S1----14.Shunt No. 30 to clear off Shunt No. 26------30S2----15.Shunt No. 31 to clear off Shunt No. 21------31D----16.Shunt No. 31 to clear off Shunt No. 22------31C----17.Shunt No. 31 to clear off Shunt No. 23------31B----18.Shunt No. 31 to clear off Shunt No. 24------31A----19.Shunt No. 32 to clear off Shunt No. 23------32B----20.Shunt No. 32 to clear off Shunt No. 24------32A----21.Shunt No. 33 to clear off Shunt No. 21------33D----22.Starter No. 3 to clear off Shunt No. 30----42--D---- B.14 TELECOMMUNICATION Replaced Page No.75 The following Magneto Telephone Communications are available at this station, and the bell codes shall be used to call the attention of one another. CIRCUIT - 1 RRI Cabin ... 0 (One ring to call West Cabin each other) CIRCUIT - 2 West Cabin ... 0 (One ring) LC No 136/B at Km. 345/900-346/000 ... 00 (Two rings) LC No. 136/A at RE mast 1028-1029- BYPLM 000 (Three rings) Yard Cabin ... 0000 (Four rings ) RRI Cabin ... 00000 (Five rings) CIRCUIT 3 West Cabin ... 0 (One ring) LC at Km. 347/100-200 ... 00 (Two rings) LC at Km. 348/300-400 ... 000 (Three rings) CIRCUIT - 4 Yard Cabin ... 0 (One ring to call RRI Cabin each other) CIRCUIT - 5 RRI Cabin ... 0 (One ring) Auxiliary Panel ... 00 (Two rings) CSDR ... 000 (Three rings) KJM ... 0000 (Four rings) CIRCUIT - 6 RRI Cabin ... 0 (One ring to call LC at Km. 0/5-6 each other) CIRCUIT - 7 West Cabin 14A ... 0 (One ring to call SPT each other) CIRCUIT - 8 RRI Cabin 40A ... 0 (One ring to call SPT each other) CIRCUIT - 9 RRI Cabin 10 A ... 0 (One ring to call SPT each other) Railway Auto phone No.59170 for SMR/BYPL ,No. 59172 for SM/RRI Cabin & No.59176 for SM/WEST CABIN are provided. BSNL phone No.080-25243635 is also provided in BYPL RRI Cabin. VHF sets are provided at both West Cabin and RRI cabin. APPENDIX C Anti collision device (Raksha Kavach) - NOT APPLICABLE APPENDIX D DUTIES OF STAFF: D.1 The duties mentioned below are not exhaustive - Every possible effort shall be made by the station staff with best prudence and promptitude to achieve the best results in transportation. In addition to duties mentioned below. Specific provisions enunciated in GRS, BWM, special instructions issued under 25 KVAC traction and Divisional circulars issued from time to time shall be scrupulously followed. D.2 STATION SUPERINTENDENT: Station Superintendents duties include general supervision of staff and their performance in connection with train operations arranging necessary stationery, essential equipments etc, at cabins and gates. 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 at the station and the sidings. Inspections of CSMs office, LC gates and other traffic work spots. D.3 CABIN STATION MASTER: RRI CABIN His duties include effective train dealing, nominating of lines reception and despatch of trains safely without detention; exchange all right signals with running staff communicate required information to section control and Divisional officers as immediately as possible, maintain over all control on train service and shunt movements being carried out by different cabins, transmit messages to other departmental officials. Issue of written authorities during Track Circuit failure (Block failure) duly obtaining PN from PF duty Station Master for correct setting, clamping and padlocking of points. During the absence of SS, all the traffic staff of BYPL works under his control. D.4 PLATFORM DUTY SM/RRI CABIN: - Apart from Issue of tickets, his duties include Securing of vehicles in the manner prescribed by rules, issue of caution Orders, issue of written authorities during signal/slot/points failure (including BYPL A Panel area points) after ensuring correct setting and clamping of points personally, dealing of trains during failures / abnormal working by taking over complete control and full responsibility and work in co-ordination with Cabin Station Master/RRI/WEST CABIN/BYPL'A' panel, Supervise shunting in the absence of guard/shunting in-charge and any other duties assigned by Station Superintendent and RRI Cabin panel Station Master for efficient safe working of trains. D.5 CABIN STATION MASTER - WEST CABIN. His duties include, giving or obtaining line clear, arranging reception and despatch or run through of trains, exchanging "All Right" signals with train staff, carryout shunting in such a way that other trains do not suffer much detention, maintain control over the level crossing gate under his control, deal train service safely and effectively, ensuring correct hand cranking, clamping and padlocking of points during point/interlocking failures, raise to the occasion and work prudently during abnormal working. Work under the guidance of SS and RRI Cabin panel station Master for efficient and safe working. D.6 POINTS MAN / PORTER: His duties include working under the instructions of cabin duty Station Master/RRI Cabin and PF duty Station Master/West Cabin in effective train passing duties, handover messages and authorities as necessary, assist Cabin Station Masters in train passing duties. Clean the points and station equipments,, lit up and put out lamps at point / trap indicators and comply with any other instructions issued by Station Master. D.7 GATE MAN: - The gate men shall adhere to instructions issued to him by the on duty Cabin Station Master/West Cabin, deal road traffic and train movements efficiently without dislocation, keep the flange ways clean without any obstruction, Keep the gate lamps lit up and burning brightly during night hours and watch train movements as per extant rules. REPLACED PAGE NO.78 APPENDIX `E' ESSENTIAL EQUIPMENTS: ESSENTIAL EQUIPMENTS ATSl. NoDescriptionCABINEach LC gate, at Km WESTRRI347/100-200 & 348/300- 400. BYPLM 1028-1029 Hand signal flags2 red & 2 green 4 red & 4 green 2 red & 1 green 2 red & 1 green  Hand Signal Lamps 2433 Detonators10101010 Fire buckets with sand22-- Fire buckets with water22-- Skids24-- Safety chains with padlocks and keys.--2-- Caution in force boards/caps14-- Line block caps14--.Line Blocked caps34--.Rusty Rail caps34--.Trolley/lorry on line caps for panel.34--.Pouches for shunt keys---- Clamps with padlocks and keys 424-- Station Bell-1-- Wall clock1211 Emergency gate chain with padlock-24 Stop board-24 Tommy bar-11 Pot / Bucket-11 Banner flags with poles-24 Tools list-11 Staff to fix RED light-24 APPENDIX F Rules for working D class stations, Halts, IBH, IBS and Outlying sidings: - 1. There is a D class station/Train Halt, BANGALORE EAST( BNCE) in BYPL-BNC block section at a distance of 3.735 Km from BYPL. The Up and Down lines at this CNC station are provided with High Level Platforms. Halt warning Boards are provided to warn the passenger train drivers that they are approaching the halt. 2. There is a Train Halt, Belandur Road(BLRR), in BYPL-CRLM block section at a distance of 10.416km from BYPL. This halt is provided with low level platform. Halt warning Boards are provided to warn the passenger train drivers that they are approaching the halt. APPENDIX `G Rules for working of trains in electrified sections: - The rules for traction Working is issued separately. The traction working instructions for 25 KV AC Traction pertaining to "BYPL" should also be read in conjunction with Station Working Rules of BYPL station. ( MADHAVI) ( N.SAJEESH KUMAR) Sr. Divisional Signal & Telecommunication Engineer Divisional Operations Manager/Co-ord Bangalore. Bangalore. Added Page No.80 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.81 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.82 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.83 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. Bangalore     PAGE  C.M. No.3 dated 27-03-2012 to SWR No.B.4/BYPL dated 12-04-07 applying to Baiyyappanahalli station B.4/BYPL (J.CHANDRASHEKAR) (K. E. ANSAR) DSTE/SBC DOM/SBC C.M. No.3 dated 27-03-2012 to SWR No.B.4/BYPL dated 12-04-07 applying to Baiyyappanahalli station (J.CHANDRASHEKAR) (K.E.ANSAR) DSTE/SBC DOM/SBC From: CSM/Yard Cabin To: TECH.ES Axle Counter system pertaining to goods lines has failed. It is certified that the Line between shunt signal no.5 of yard cabin and Down. Starter No.5of west cabin is free and clear of any obstruction and also interlocked coal siding point No. 107 is set and locked in normal position. Attend and advise accordingly. CSM/Yard Cabin From: CSM/Yard Cabin To: TECH.ES Axle Counter system pertaining to goods lines has failed. It is certified that the Line between shunt signal no.5 of yard cabin and Down. Starter No.5of west cabin is free and clear of any obstruction and also interlocked coal siding point No. 107 is set and locked in normal position. Attend and advise accordingly. 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No.    2 <b3  2 <b  2 <bdated  2 <b27  2 <b-  2 <b0  2 <b3  2 <b- 2 <b2012  2 <b  42 <bto SWR No.B.4/BYPL dated 12     2 <b- 2 <b04  2 <b- .2 <b07 applying to Baiyyapp #2 <)banahalli station  2 <xb  b'@Garamond--- @Garamond-----@Garamond------------ &2 ^b --- y2 Ib(J.CHANDRASHEKAR) (   2  bK.E.ANSAR     2 db)   2 xb  b' 22 ^b  2 WbDSTE/SBC DOM/SBC       2 ub  b'@"Arial------  2 jbbS  )2 jlbOUTH WESTERN RAILWAY       2 j)b  @Times New Roman------ &2 {bReplaced Page no.1   2 {,b @Times New Roman---- @ !n|- --- &2 tbBANGALORE DIVISION       2 b  @"Arial---  2 b  --- ,2 bStation Working Rules:    2 ,b  #2 bDate of Issue:12   2 Ub- 2 Zb04  2 jb- 2 ob2007  2 b  b' 2 bNo. B.4 /BYPL     2 b  2  bDate on which    2 Hb  b'  2 b   2 b P (2 bbrought into force:  2 bb  b'  2 b  b'--- #2 ~bBAIYYAPPANAHALLI    2 b    2 b  --- 2 ^bNOTE:   2 b----  2 b1---  2 b.  2 b --- s2 EbThis issue of Station Working Rules supersedes the Station Working Ru      2  bles No.   @"Arial- - - --- &2 #bB.4/BYPL dated: 05    2 #9b- 2 #>b10  2 #Nb- 2 #Sb2002. - - -   2 #|b  --- 2 Db2.  2 Db  z2 DJbThe Station Working Rules must be read in conjunction with General Rules,          y2 UIbSubsidiary Rules and Block Working Manual. These Rules do not in any way         D2 f&bsupersede any Rule in the above books.   2 fb   2 b3.  2 b  22 bThese rules shall also be  b2 `:bread with the Traction Working Instructions issued for 25    M2 ,bKV AC RE Traction pertaining to the Station.      2 b   2 b4.  2 b  y2 IbThis SWR No. B.4/BYPL pertains to RRI Cabin and West Cabin area. Station            }2 LbWorking Rules No. 4/A BYPL pertain to Baiyyappanahalli Marshalling Yard and         2 bB  X2 3b.84 pertain to BYPL `A' PANEL also to be referred.      2  b  --- 2 ^b1.  2 jb S 72 bSTATION WORKING RULE DIAGRAM:          2 b-  2 b  --- 2 MbThe enclosed Rule diagram based on Signalling Plan and P. Way Plan shows the         2 -Sbsignalling features, track circuited portions, names of the adjacent stations, the    2 = bnormal set   V2 = 2bting of points and other details pertaining to day          2 =bb- 2 =gbto  2 =sb- 2 =x bday working.    2 NVbComplete layout of the station yard, gradients, holding capacity of individual lines,    }2 _Lbdistances of adjacent stations etc. are reproduced from the enclosed layout     2 pbdiagram.   2 pb  y}--- #2 }yRule Diagram No.        2 ?}y  '}z@Wingdings- - - - - -   2 z}---  2 z}  '}--- +2 }SBC/SG/CN.2/2001/ALT.        2 r}8   2 {}  '- @ !|-- @ !|-- @ !|-- @ !|y-- @ !$|z-- @ !|-- @ !5|-- @ !|-- @ !|-- @ !}-- @ !}y-- @ !}-- @ !}-y--- &2 ySignalling Plan No        2 Ey  'z- - -   2 z---  2 z  '--- 2  IPU1166/ALT.   2 ?12   2 W  '- @ !-- @ !-- @ !y-- @ !$z-- @ !-- @ !5-- @ !-- @ !-- @ !y-- @ !-- @ !-y---  2 yP. Way Plan No      2 -y  'z- - -   2 z---  2 z  '--- 2 B/BYPL/1    2 1   2  6   2   '- @ !-- @ !-- @ !y-- @ !$z-- @ !-- @ !5-- @ !-- @ !-- @ !y-- @ !-- @ !-y--- %2 yLayout diagram No        2 Iy  'z- - -   2 z---  2 z  '--- 2  B/BYPL/T/8      2 5   2   '- @ !-- @ !-- @ !y-- @ !$z-- @ !-- @ !5-- @ !-- @ !-- @ !-- @ !-- @ !-- @ !y-- @ !y-- @ !$z-- @ !-- @ !-- @ !5-- @ !-- @ !-- @ !----  2 b    2 b  @Times New Roman- - - @"Arial- - - @"Arial--- @ Arial------------------- - -   2 ^b2 - - -   2 gb V--- 2  bDESCRIPTION   ---  2 0b --- 2 5bOF ---  2 Lb --- 2 PbTHE ---  2 rb --- 2 vbSTATION:    2 b-  2 b  b'------ - -  2 ^b2.1  - - -   2 vb G--- 2 bGENERAL( ---  2 b --- 2  bLOCATION)    2 tb  b'- - - - - -  2 .RbBAIYYAPPANAHALLI with code initials `BYPL' is situated at a distance of 345.150 Km        2 .b   j2 >?bfrom Chennai Central of Southern Railway on Bangarapet junction           2 >vb- "2 >{bBangalore City    2 O\bjunction, Electrified Broad gauge double line section. A line serving the BEML siding takes      2 `Tboff from Down Main Line between RRI panel and West Cabin of this station. A line tak        2 `bes to   2 qSbBYPL Marshalling yard to Up main line between RRI Cabin and West Cabin. The branch           2 Pbline towards SA Junction and YNK Junction also takes off at this Station. An YPR        2 b- 2 bSA line   "2 bcrosses the SBC    2 b- h2 >bBWT double line on rail over bridge near BYPL A panel and is               2 b    2 bcontrolled by   z2 JbBYPL A panel. This is a "Special Class" station with four cabins (West,       2 b    2 b    2 b  "Systemv x  v@ vT -- bbaa``Q%Q%Q%Q&Q՜.+,0 hp  _Hewlett-Packard Companyw Are You suprised ?DESCRIPTION OF THE STATION:-GENERAL( LOCATION)4BLOCK STATIONS ON EITHER SIDE AND THEIR DISTANCES:- Title Headings  !"#$%&'()*+,-./0123456789:;<=>?@ABCDEFGHIJKLMNOPQRSTUVWXYZ[\]^_`abcdefghijklmnopqrstuvwxyz{|}~      !"#$%&'()*+,-./0123456789:;<=>?@ABCDEFGHIJKLMNOPQRSTUVWXYZ[\]^_`abcdefghijklmnopqrstuvwxyz{|}~      !"#$%&'()*+,-./0123456789:;<=>?@ABCDEFGHIJKLMNOPQRSTUVWXYZ[\]^_`abcdefghijklmnopqrstuvwxyz{|}~      !"#$%&'()*+,-./0123456789:;<=>?@ABCDEFGHIJKLMNOPQRSTUVWXYZ[\]^_`abcdefghijklmnopqrstuvwxyz{|}~      !"#$%&'()*+,-./0123456789:;<=>?@ABCDEFGHIJKLMNOPQRSTVWXYZ[\]^_`abcdefghijklmnopqrstuvwxyz{|}~      !"#$%&'()*+,-./0123456789:;<=>?@ABCDEFGHIJKLMNOPQRSTUVWXYZ[\]_`abcdefghijklmnopqrstuvwxyz{|}~      !"#$%&'()*+,-./0123456789;<=>?@APQTRoot Entry F@K 4SData U41Table^NfWordDocument 1SummaryInformation(NDocumentSummaryInformation8:MsoDataStorecJ 4P]K 4KZIL3SWNIPC==2cJ 4P]K 4Item  PropertiesUCompObj r   F Microsoft Word 97-2003 Document MSWordDocWord.Document.89q