ࡱ> g bjbjVV 4r<r<STT########8#$&T #hr040000111$~-#51155##00"CGCGCG5#0#0CG5CGCGh 00vx8R '80hHD6H H#12CG;33111F*111h5555H111111111T t": @9SOUTH WESTERN RAILWAY BANGALORE DIVISION Station Working Rules: Date of Issue: 15-07-2009 No. B.5 /KJM. Date on which brought into force: KRISHNARAJAPURAM NOTE:- 1.These Rules supersedes the Station Working Rules B.5 dated: 02-09-1998. The Station Working Rules must be read in conjunction with General and Subsidiary Rules and Block Working Manual. These rules do not in any way supersede any rule in the above-mentioned books. These Station working Rules shall also be read in conjunction with the traction working instructions issued to suit 25 KV AC RE pertaining to this Station 1. STATION WORKING RULE DIAGRAM:- The enclosed Rule diagram based on Signalling Plan and P. Way Plan shows the signalling features, track circuited portions, names of the adjacent stations, the normal setting of points and other details pertaining to day-to-day working. Complete layout of the station yard, gradients, holding capacity of individual lines, distances of adjacent stations etc. are reproduced from the enclosed layout diagram. Rule Diagram No.SBC/RD/KJM/4/ALT-2Signalling Plan NoIPU 1156P. Way Plan NoCN/BNC/TR/198-97/2Layout diagram NoTR/BNC/36-98. DESCRIPTION OF THE STATION:- GENERAL( LOCATION) KRISHNARAJAPURAM with a code initials KJM is situated at a distance of 342.03 kms from CHENNAI CENTRAL on the JOLARPETTAI JN. - BANGALORE CITY JN. Broad Gauge, electrified Section. This is a Special class station under the purview of SR 1.03 ( i ). Points and Signals are operated from the centralised RRI control panel provided in the Station house. BLOCK STATIONS ON EITHER SIDE AND THEIR DISTANCES:- " Satellite Goods Terminal " White field (SGWF ) at a distance of 5.53 Kms on Jolarpettai Junction end, "BAIYYAPPANHALLI" ( BYPL ) at a distance of 3.147 Kms on Bangalore city Junction end are the adjacent block stations. A bypass line towards Yelahanka Junction takes off from the Up line beyond the outer most points No.70 at Baiyyappanahalli end, with adjacent station "CHANNASANDRA" (CSDR) at a distance of 2.71 Kms. There is no class " D " station in any of the above block sections. SL.No.ADJACENT BLOCK STATIONCODEINTER DISTANCE.DIRECTION1.SGWFSGWF5.53 KmsUp BWT Jn. end2.BAIYYAPPANAHALLIBYPL3.147 KmsDown, SBC Jn. End3CHANNASANDRACSDR2.71KMSUp, towards YNK Jn BLOCK SECTION LIMITS ON EITHER SIDE OF THE STATION ON DIFFERENT DIRECTIONS: - KRISHNARAJAPURAM SGWF Up Block Section commences at the Up Advanced Starter signal No. 10 and Down block section ends at Block section limit board on down line at SGWF end. KRISHNARAJAPURAM BAIYYAPPANAHALLI down Block Section commences at the Down Advanced Starter signal No. 8 and Up block section ends at down advanced starter signal No.9 on the Up line leading to CSDR. KRISHNARAJAPURAM-CHANNASANDRA single line block section commences at the Reception signal No. 29.The Station Limits extend from the Down Distant Signal No.1D to the Up Home signals No.28/29. Between stationsPoint from which the block section commencesPoint at which the block section ends.KRISHNARAJAPURAM SGWFUp Advanced Starter signal No.10 at SGWF end on Up line. Block section limit board at SGWF end of Down line.KRISHNARAJAPURAM BYPLDown Advanced Starter signal No. 8 at BYPL end on Down line.Up reception signal No.27KRISHNARAJAPURAM CSDRReception signal No.29 Reception signal No.29  NOTE :- Sesee para 2.5.3 for the scope of SR 1.03 ( i ). GRADIENTS: - Sl. No.Direction From (m)To (m)Inter distance in metresGradientSectionRunning lines Road-1 to 5 towards SGWFCentre line121.60121.60LevelStation sectionRunning lines Road-1 to 5 towards SGWF121.60377255.401 in 130 falling towards SGWFStation sectionRunning lines towards SGWF377B/Section-1 in 87 falling towards SGWFBlock sectionRunning lines Road-1 to 5 towards BYPLCentre line18.4018.40LevelStation section Sl. No.Direction From (m)To (m)Inter distance in metresGradientSectionRunning lines Road-1 to 5 towards BYPL18.40418.404001 in 130 falling towards BYPLStation sectionRunning lines Road-1 to 5 towards BYPL418.40910.404921 in 138 falling towards BYPLStation sectionRunning lines towards BYPL910.40B/section-1 in 120 falling towards BYPLStation/Block section For further details of the gradients, the enclosed rule diagram may be referred. LAYOUT: This station is provided with five R & D lines, One FCI line, FCI siding lines annexing it, One goods siding line in between them, and an engine line to diesel loco shed taking Off from Road-2 at SGWF end. 2.5.1RUNNING LINES, DIRECTION OF MOVEMENT AND HOLDING CAPACITY. Running Lines.Direction of Movement.Holding CapacityLength (CSR)Type of PFLength of PFRoad-1Reception and Despatch of Up and Down trains58 BOXN+3E+BV698mHL100mRoad-2Reception and Despatch of Up and Down trains53 BOXN+3E+BV654m--Road-3Reception and Despatch of Up trains only49 BOXN+3E+BV606mHL island540mRoad-4 Reception and Despatch of Down trains only47 BOXN+3E+BV590.4mHL island540mRoad-5Reception and Despatch of Up and Down trains47 BOXN+3E+BV590.4mHL540m 2.5.2 NON RUNNING LINES:- i) The Diesel loco siding line takes off from Rd.2 at trap point No. 53 at SGWF end and runs parallel to up line with governing shunt signals No. 24 for the movement to and from it. ii) The FCI (FOOD CORPORATION OF INDIA) through siding line takes off from Rd-1 at point No. 59 at station end, and joins up line at point No. 68 at BYPL end and holds 36 vehicles. iii) The goods through siding line takes off from the FCI line at the point No. 60 at station end and joins the same at the point No. 66 at BYPL end and holds 36 vehicles. Replaced Page No. 4 The line leading to FCI godown take off from the FCI line at locally worked Key locked Point No. 100 at the station end . 2.5.3 ANY SPECIAL FEATURES IN THE LAYOUT:- Slip sidings on Up and Down lines at both ends of the station are provided owing to steep falling gradients. A road over bridge cuts across the running lines just next to Platform at SGWF end. A by pass single line stretch takes off the up line at point No.71 at BYPL end for dealing train services towards Dharmavaram Jn. The Up and Down lines between this station and BYPL have intermediate signals governing the connecting cross-over on them worked by an auxiliary cabin (herein after called as `A' panel) bringing the working of train services at that end of the station under KJM-BYPL-CSDR complex under the purview of special class station vide SR. 1.03 (i). 2.6 LEVEL CROSSINGS: -NIL SYSTEM AND MEANS OF WORKING: SYSTEM OF WORKING: The Absolute Block System on KJM-SGWF, KJM-CSDR & KJM-BYPL block sections are in force at this station. MEANS OF WORKING: -Double line Modified SGE lock and Block Instruments provided in SMs office for KJM-SGWF block section. System of working: Means of Working: Trains are worked under the means enunciated under GR. 14.01 as follows: (i) SGWF end: On double line section between KJM and SGWF trains are worked through modified SGE lock and Block instruments with automatic "train on line " feature. (ii) BYPL and CSDR end: Trains on the double line section towards BYPL upto "A" panel and on single line upto Channasandra station are worked through continuous track circuits with telephonic (Electric speaking instrument) communication and electrical inter slotting with "A panel and Channasandra Station. . Only the Station Master on duty shall operate the Block instruments / Block Telephone / SPT / Panel for train movements and the instruments shall be kept locked after each operation and Replaced Page No. 5 the keys being kept in his personal custody. The SM shall operate block instrument in the manner laid down in BWM, he shall maintain train signal register (TSR) and make entries instantly and sign against each such entry. The off aspect of the Advanced Starter signal constitutes the authority to proceed for the Loco pilot of the departing train to enter into the Block Section ahead. Up and Down Advanced Starter signals are the last stop signals. In SGWF direction, the Advanced Starter is interlocked with KJM-SGWF block instrument and the Block Proving Axle Counter connected to the instrument. In BYPL direction the advanced starter is interlocked with slot No.A7 of BYPL A Panel. In CSDR direction, the advanced starter is interlocked with Slot No.C16 & C17 of CSDR station. The Advanced Starter signal can be taken `OFF only when line clear has been obtained through the block instrument/concerned slot./s obtained pertaining to the Block Section in advance. CUSTODY OF KEYS The following keys shall normally be kept in the personal/safe custody of the station Master on duty. SM's key of block instruments. SMs keys of double key lock on the block instruments. Padlock keys of point clamps. Padlock keys of safety chains. SMs key of the double key lock pertaining to relay room. Control panel key. g) Keys of point machine lid cover lock and Crank Handle release lock. Keys pertaining to telephones connected to SPT. The above keys except item No. a, f and h shall normally be kept in the glass fronted key case provided in the Station House. The glass fronted case must always be kept closed locked and the key of the case along with keys referred vide item (a) (f) and (h) shall be kept in the personal custody of the duty Station Master. SYSTEM OF SIGNALLING AND INTERLOCKING This station is provided with Route Relay Interlocking set to standard-II-(R) Multiple Aspect Colour Light Signalling arrangements (Operated from the RRI panel) with Home, Starter and Advanced Starter signals in each direction. Distant signal are provided only in down direction. The entire yard is track circuited, SPTs are provided below Up & Down Home signals, Crank Handles are provided in the station house. Shunt signals, Motor operated points, Counters for route cancellation, are also provided. (See 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 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 ask for the key from the SM on duty, duly filling in the relevant columns of the Relay Room key register maintained at the Station. The SM on duty shall hand over the key to the TECH.ES/JE/SE/Sig. After the work in the Relay Room is completed, the Room shall be locked with double lock which shall be ensured by Duty Station Master. The key shall be returned to the SM on duty, duly completing the entries in the relay room key register. The Relay Room key register shall contain the following columns:- 1) Time and Date at which the key was asked for. 2) Purpose for which the key is required i.e. attending to failure, routine maintenance etc. 3) Whether the work in the relay room will affect the normal working of points, signals, block instruments etc., 4) Signature, name and designation of the TECH.ES/JE/SE/Sig requesting the key. 5) Signature of the SM on duty with time. 6) Time and Date of Returning the key to the SM on duty after locking the room properly with both the keys. 7) Remarks regarding normal working of the points, signals, block instruments etc., 8) Signature, Name and Designation of the TECH.ES/JE/SE/Sig returning the key. 9) Signature of the SM on duty receiving the key with time after duly ensuring that the room is locked properly with both the keys. 10) Remarks. If an endorsement is made in the Relay Room Key Register by TECH.ES/JE/SE/Sig that the work will affect normal working of points/signals/block working etc., the Station Master shall obtain Form. No. S & T (T/351). from TECH.ES/JE/SE/Sig and the relevant provisions of GR/SR 3.68 to 3.70 are to be followed for train/shunt movements. When no such endorsement is made, he shall sign in Form S&T/MR and follow the normal procedure for dealing trains. NOTE:- The SM on duty shall not hand over the key to TECH.ES/JE/SE (Sigg) immediately after an accident involving points/signals/interlocking etc., at the station until after fully satisfying that the necessary readings have been recorded by the competent official(s). POWER SUPPLY: 4.3.1 Power supply to the signalling installations is drawn from: (i) Down Auxiliary Transformer (Dn.AT) (ii) Up Auxiliary Transformer (UP AT) (iii) Karnataka Power Transmission Corporation Limited (KPTCL) 4.3.2 The power selection board is provided in the duty SMs Office. The board has a rotary selection switch, miniature circuit breakers (MCBs) with illuminated indicators. 4.3.3 The rotary switch has four positions viz., (i) Up AT (ii) Down AT (iii) KPTCL (iv) Off. Lamp indicators are provided for (i), (ii) & (iii) positions to indicate availability of power from the corresponding source of supply. Replaced Page No. 7 4.3.4 The rotary switch shall be turned from Up AT to Down AT and vice versa at 0000hrs daily to ensure that both the AT supplies are available and utilised properly. It shall be turned to KPTCL in case of failure of supply from both Up and Down ATs. 4.3.5 Failure of power from the available source of supply is indicated by the sounding of buzzer and the appearance of red light below the `P-ACK' button on the panel. The SM on duty shall then press the `P-ACK' button to stop the bell. The red light continuously to glow till the power is extended to the signalling installations. After pressing the button the SM shall check whether the concerned MCB has tripped. If so it shall be normalised by bringing its lever to upwards position. This extends the supply from the same source if power is available in that source. If there is no power or if the MCB trips repeatedly SM shall extend the supply from the next available preferential source as indicated in Para 4.3.3 above by turning the rotary switch to the required position. This again causes the buzzer to ring. Simultaneously the red light indication below the `P-ACK' button disappears. SM shall press the button to stop the buzzer. 4.3..6 In the event of tripping of all MCBs again and again and no power is forth coming, it shall be considered as total power failure and train services shall be dealt as per the provisions of SR 8.03 (ii) (a). Since the signal happens to be blank, a competent Railway Servant shall be deputed to prewarn the Loco pilot of the incoming train, if any. Line clear shall not be given unless the SM has initiated action in terms of GRs and SRs 3.69 to 3.70. 4.3.7 When one or both the AT supplies resume, the rotary switch shall be turned to the preferential source as detailed in Para 4.3.3. 4.3.8 A voltmeter is provided above the control panel to indicate the Voltage of power supply. There are 2 red bands painted on the face of this voltmeter. When the needle of the voltmeter move above the upper red band or below the lower red band. It shall be considered that the power supply is unsuitable. SM shall then extend supply from the next source as detailed in Para 4.3.4. TELECOMMUNICATION: Magneto telephone communication is provided in addition to Block Telephone, Railway auto Phone, BSNL phone, Control telephone and VHF, as detailed in Appendix B .. SYSTEM OF TRAIN WORKING: DUTIES OF TRAIN WORKING STAFF: - Duties of train working Staff are detailed in Appendix- D. 6.1.1 TRAIN WORKING STAFF IN EACH SHIFT: - The Station Manager will be in charge of this station, in addition the Train working staff in each shift as per the approved roster. a)A Station Master on duty, assisted by one pointsman and shunting staff at station. 6.1.2 RESPONSIBILITY OF ASCERTAINING CLEARANCE OF THE LINES AND ZONES OF RESPONSIBILITY: - The Station Master on duty is responsible to ensure that the line/route is clear and free from obstruction up to the adequate distance before clearing the reception and/or despatch signals by observing the indications on the Control Panel. During failure, he shall personally ensure this by physical observation of the required length of the track. Before allowing any non-signalled move, the Station Master should ensure that all the points on the required route should be clamped & padlocked and the padlock key is kept in his personal custody. After any non signalled move has taken place over a point operated by an electric point machine whether in facing or trailing direction, the Station Master on duty shall operate the point for normal and reverse setting for the purpose of testing the points. Only after ensuring the correct indications for normal and reverse settings, SM shall permit further movements over the points. 6.1.3 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): a) SM/KJM shall grant line clear for a train to leave SGWF through the concerned block instrument ensuring block section clear indication on the BPAC and to BYPL RRI or CSDR as the case may be through the respective means of communication. b) For an up train from BYPL, SM/KJM shall grant line clear by giving a PN to SM/RRI/BYPL and SM/A Panel/BYPL for the movement. SM/ A Panel shall in turn release A1 slot to BYPL RRI, duly setting the required points in favour of the movement and release slot No. A 10 to KJM. c) For a train from CSDR, SM/KJM shall give a PN to SM/CSDR. SM/CSDR shall set Point No.C9 towards KJM and give C16 slot to KJM. SM/KJM shall set the required points in favour of the movement and release slot No.30 to CSDR. d) The line shall not be considered clear and line clear shall not be granted or slot control given or released to adjacent station/panel unless: The whole of the last preceding train has arrived complete and berthed within the starter signals / Stop boards. ii) All relevant signals have been put back to 'ON' behind the said train and ensure that the signal lights are burning bright. In the case of home signal is blank, the station master shall also advise the SM in rear about the condition of the signal and to issue caution order to the approaching train to be vigilant and stop at the home signal. The SM shall also depute a competent Railway Servant at the foot of the concerned home signal with hand signals and detonators (Provisions contained in GR 3.49, 3.71 and 3.74 and SRs thereunder shall be strictly adhered to by both SM and Loco pilots). iii) The line is clear of trains; i)Upto the block section limit board on the Down line in the case of train from SGWF, ii)Upto the Up routing signal No.27 in case of train from `A' panel on up line, iii)Upto the end of sand hump off point No. 71 in case of train from CSDR on bypass line. NOTE:The relevant slip siding points at the concerned reception end shall be kept in the normal position. iv) The Block Proving Axle Counter (BPAC) pertaining to the SGWF-KJM Down block section should show block section clear indication before granting line clear for a down train. If not the procedure detailed in Annexure-1 shall be adhered to for resetting the Axle counter. ANY SPECIAL CONDITIONS TO BE OBSERVED WHILE RECEIVING OR DESPATCHING A TRAIN: - Setting of points against blocked line: - This station is provided with Route Relay interlocking panel for operations of points and signals. Points and signals are operated by entrance knobs and exit buttons. As soon as a line is blocked by a train or vehicle, points leading to the line at both the ends shall be individually set using the point knob and the individual point knobs kept in operated position only ( as against normal central position), against the line and line blocked caps used on the concerned exit button as per para 7.2. Reception of train on blocked line: - Whenever trains are being received on an obstructed road/blocked line on signal post telephone the following procedures are to be complied with: If possible intimate the Loco pilot 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 . Ensure all the points over which the train has to pass are correctly set, clamped and padlocked and the padlock keys are in his personal custody. Ensure that no conflicting movement is permitted. Ensure closure of LC on the route. Ensure that a stop hand signal is exhibited at a distance of not less than 45 mts. from the point of obstruction. In addition to the above, ensure that the Home 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. The SM shall ensure that the condition indicated above (i.e. a to g) is fulfilled and give a message to the Loco pilot through SPT. The Loco pilot shall record the message in his rough journal and pass the signal at ON. The SM shall record the message in the Train signal register below the entry for that train. Replaced Page No. 10 ABSTRACT MESSAGE Date: Time: To the Loco pilot of Train NoDescriptionUp/Down You are authorised to pass the up/down home signal Noat 'ON' position cautiously at a speed not exceeding 10 kmph. and come to Road No. (in figures and words) which is obstructed. You shall bring your train to a halt at the facing points leading to the reception line or 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 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 in his personal custody before authorising the reception of a train on form T/509. Reception of train on non-signalled line: -N/A. Despatch of train from non-signalled line: -N/A. Despatch of train from line provided with common Starter Signal: - N/A. Any other special conditions should be mentioned giving reference to the GR & SR: - For a stopping train, approach signals shall not be taken off earlier than 5 minutes before the probable arrival of the train. For a stopping train, despatch signals shall not be taken off earlier than 3 minutes before the probable departure of the train and despatch signal should be cleared only when the train is ready in all respects. For a run through train despatch and approach signals shall not be taken OFF earlier than 7 minutes, before the probable passage of the train. CONDITIONS FOR TAKING OFF APPROACH SIGNALS:- The Station Master on duty before taking `OFF the concerned reception signal shall ensure that the line on which the train is to be received is clear and free from obstruction up to the adequate distance as detailed below: ADEQUATE DISTANCE:- I. The adequate distance required for clearing the Home signal is reckoned as follows:-  AUTONUM \* Arabic Up Train on Road-1Upto the end of sand hump with points No. 58 normal AUTONUM \* Arabic Up Train on Road-2Upto the end of track circuit No. 58 BT with point Nos.58, 55,54 & 53 normal AUTONUM \* Arabic Up train on Road-3Upto the end of track circuit No.12 T with point Nos. 56,55,54 & 52 normal and points No. 51 normal or reverse. AUTONUM \* Arabic Up train on Road-5Upto the end of track circuit No.57 T with point Nos. 57 reverse and points No. 56,52 & 50 normal.5Up goods train on F lineUp to the end of sand hump on Rd-1 with 59 reverse and 58 & 60 normal Replaced Page No. 11 6Up goods train on G lineUp to the end of sand hump on Rd-1 with 59 and 60 reverse and 58 normal7Down Train on Road-1Upto the end of track circuit No.67 AT with point No.65 reverse and point Nos.59, 67,68 & 70 normal8Down Train on Road-2Upto the end of track circuit No. 67 AT with point No.64 reverse and point Nos.65, 67,68 & 70 normal9Down train on Road-4Upto the end of track circuit No.63 AT with point Nos.62, 63 & 67 normal and point No.69 normal or reverse10Down train on Road-5Upto the end of track circuit No. 63 AT with point No.62 reverse and point Nos.63,67 & 69 normal11Down goods train on FCI lineUp to the end of track circuit No.66 T with point Nos.66 & 70 normal and point No.68 reverse12Down goods train on Goods siding lineUp to the end of track circuit No.66 T with point Nos. 66 & 68 reverse and point No. 70 normal Note: For the reception of a train from BYPL/CSDR side, SM/KJM shall obtain the concerned slip siding Point control slot A.10 for a train from BYPL or No. C 16 for a train from CSDR before initiating the route for clearing the up routing Home signal, up home signal No.28/29. For reception of a train from CSDR. Slot no.30 is given to CSDR. For an up train from BYPL, no slot is given to BYPL-RRI from KJM, only PN is given. SM A Panel exchanges PN with SM/KJM and releases A-1 slot to BYPL-RRI duly communicating a PN. II. Reception of a train on calling-on signal : Not applicable 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 following simultaneous movements are possible at this station: 1.Reception of UP main line or Bypass train on Road-1, 2 or 3 is possible while receiving a down train or despatching a down train from Road-4 or 5 2.Reception of up train on Road-1 while despatching up train from Rd-2,3 or 5 is possible. 3. An up train and a down train can be passed through on their respective main lines simultaneously (Up train on Road-3 & down train on Road-4) COMPLETE ARRIVAL OF TRAINS:- 6.5.1 Station Master shall ensure the complete arrival of both run through and stopping trains by observing the Block section clear indication in the axle counter indication cum- resetting box and the track circuits concerned, when Block Proving Axle counters and track circuits from Home signal to fouling mark of the reception line concerned are in working order. If the block section clear indication is not displayed, SM shall not close the block section, and after ensuring complete arrival as detailed below in Para 6.5.2, he shall resort to resetting of the BPAC as detailed in Annexure-1. 6.5.2. During failure of BPAC and / or of the Track circuit concerned, complete arrival of the train shall be ensured as detailed below: i) For Run through trains: By observing the Tail Board /Tail lamp during day/ night as the case may be. Note: If he observes that the train has passed the station without Tail Board or Tail lamp, he should not close the block section till such time complete arrival has been ensured. This aspect applies even when BPAC and Track circuits are in working order. ii) For Stopping Trains: by observing the Tail Board /Tail lamp during day/night as the case may be for trains whose last vehicle can be seen by the SM. Replaced Page No. 12 If Para (a) above is not feasible, Then by exchanging the complete arrival signal with the Guard of the train during day or night {SR 14.10 (ii) (c)}. When Paras (a) & (b) above are not feasible, by establishing communication on VHF sets with the Guard of the train and after due identification by both, guard shall give a PN along with his name and Train number in token of the complete arrival of the train within the fouling mark to the SM on duty, who shall acknowledge it with a PN. The PN given by the Guard shall be recorded in the TSR remarks column along with the entry for the train. The PN given by the SM shall be entered in the rough journal book by the guard. If due to any reason, SM is unable to ensure complete arrival by any one of the means as mentioned in paras (a),(b) & (c) above, he shall depute a Competent Railway servant to obtain the signature of the Guard in the Train intact Arrival register (T/1410) maintained for this purpose as an assurance for the complete arrival of the train within the fouling mark before clearing the block section. Note: 1. If there is no guard, SM shall personally ensure the complete arrival of the train and the clearance of the track {S.R. 14.10 (iv) (a)}. 2.In double line sections, in case complete arrival of train could not be ensured, SM shall arrange to issue caution orders to trains coming on the other line, duly stopping them out of course at the adjacent station. DESPATCH OF TRAINS :- 6.6.1 Towards SGWF SM/KJM shall obtain line clear in the block instrument from SM/SGWF He shall ensure that the despatch route is clear and free from obstruction and set the points including the slip sidings for the concerned route and issue caution order if any to the Loco pilot, ALP and Guard of the train and then take off relevant despatch signals by operating the concerned signal knobs. After ensuring that correct despatch signals are taken off, he shall authorise the train to depart. Note: SM shall ensure that the BPAC for the concerned block section is showing clear indication before applying for line clear. If the BPAC does not show clear, necessary action should be taken for resetting the BPAC as indicated in the Appendix (refer rule 7.2.1 of BWM 2006 of SWRly). If the resetting operation of BPAC also fails, it should be treated as block failure and action taken accordingly. 6.6.2 Towards BYPL SM/KJM shall contact SM/BYPL-RRI and obtain line clear for a down train with a PN form SM/BYPL RRI. He shall contact SM/ A Panel and ask him to release slot No.7 duly obtaining a PN. SM/KJM shall arrange to issue caution order as per norms and take off the concerned despatch signals and authorise the train to depart. 6.6.3 Towards CSDR SM/KJM shall contact SM/CSDR and obtain line clear for a train towards CSDR. SM/CSDR shall set point No.C9 towards KJM, clear the his reception signal and give slot No.C16 and C17 with a PN to SM/KJM. SM/KJM shall contact SM/ A Panel and ask him to release slot No. A 8 duly obtaining a PN from BYPL A Panel for the movement. SM/KJM shall arrange to issue caution order as per norms and take off the concerned despatch signals and authorise the train to depart. 6.6.4 The OFF aspect of concerned Advanced Starter is the Normal authority for the Loco pilot to enter in to the block section in Advance. TRAINS RUNNING THROUGH:- 6.7.1 The rules for reception and despatch of trains shall apply co-jointly for run through trains. The signalling arrangements permit Run through of Up trains on Road No. 3 and Down trains on road No. 4. Note: 6.7.2 Trains carrying ISMD loads shall normally be dealt with on on non-platform line as the case warrants. WORKING IN CASE OF FAILURES: - FAILURE OF TRACK-CIRCUITS, POINTS/SIGNALS During failure of track circuiting arrangements, or signals or points from the control panel, the duty Station Master, shall personally ensure that the line on which the movement is to be carried out is clear and free from obstruction, and that all efforts taken in accordance with the provision contained in GR/SR 3.68 to 3.70. During failure of Home Signal and Calling-on signal trains can be dealt on SPT. During the failure of SPT, trains should be dealt on Form T/369 -(3b). Station Master shall ensure clamping and padlocking of relevant points and maintaining isolation from other lines duly keeping the trap/points in required position. If a point fails to set properly and if the point cannot be set from the panel, the Station Master on duty must personally set and clamp the points to the required position by means of the point crank handle as detailed in Para B.4. The Station Master can operate the concerned signals for the reception or despatch of the train, after replacing the crank handle in the electrical key instrument. If the signal fails to respond properly, the Station Master must arrange to deal the train in accordance with provisions contained in GRs 3.68 to 3.70 and the subsidiary rules there under. If the points set correctly in one position and fails to set in the other position, it is possible that there is some obstruction between the stock and the switch rails. By operating the points repeatedly for about three or four times, this obstruction may be removed. If not by deputing a competent railway servant who will do so. Even in spite of this, the point fails to set correctly, then the point crank handle must be used. In the event of failure of a point repeat indication on the panel the following action has to be taken by the duty Station Master. The concerned point and signal knob shall be operated even if the point repeat indication is not available. If the signal gets cleared, the train shall be received under normal course on signals. If the signal fails to respond the SM shall operate point knobs repeatedly for about three or four times, even after this if the point indication does not appear, the SM shall depute the Points man/TRH to the point to remove the obstruction if any who shall do so. Even after this if the signal fails to respond, it should be treated as a case of signal failure and the train shall be dealt strictly according to the relevant provisions contained in GR/SR 3.68 to 3.70. FAILURE OF HOME SIGNAL During the failure of Home signal, the train shall be received on SPT(See Para B.9 for details ).. If the signal post telephone also fails, the SM on duty shall arrange to receive the train on Form T/369 -(3b). Whenever the trains are received on SPT or on Form T/369 -(3b), the SM shall ensure the correct setting of relevant points, clamp and padlock, all the point on which the train will be passing. and depute a points man/TRH to pilot the train with Form T/369 -(3b) to be delivered at the foot of the Home signal authorising the Loco pilot to pass the home signal at "ON". Whenever the trains are being received through SPT or Written on Form T/369 -(3b) due to failure of home signal, the home signal knob shall be turned to `R' position to avoid block failure. However, if the home signal failure is due to track circuit failure (other than berthing track), or due to the partial failure of the points (N or R), the home signal knob should not be turned to `R' position, even though it causes block failure. This is to avoid serious repercussions of the route getting locked. FAILURE OF STARTER SIGNAL: During failure of starter signal, trains shall be despatched duly issuing written authority in Form T/369-(3b) to the Loco pilots. Proceed hand signal shall invariably be exhibited at the foot of the starter signal after ensuring correct setting of the points duly clamping and padlocking of all the concerned points. FAILURE OF ADVANCED STARTER SIGNAL (LSS) : 6.8.4.1 Towards SGWF, during failure of this signal line clear shall be obtained on the block instrument, trains shall be despatched duly issuing the Form T/369-(3b) with an endorsement and PN obtained from the SM at the other end of the block section . 6.8.4.2 Towards BYPL/CSDR, concerned slots and PN shall be obtained in the normal manner and form T/369-(3b) shall be issued for passing the concerned Advanced starter. For CSDR side a proceed hand signal shall be shown at the foot of signal No.9 as the advanced starter is protecting the slip siding point. FAILURE OF SHUNT SIGNAL: - During failure of shunt signal the shunt movement shall be carried out duly issuing T.370 to the Loco pilot and showing proceed hand signal at the foot of the failed signal duly ensuring correct setting, clamping and padlocking of all the points on the route. FAILURE OF BLOCK INSTRUMENT: - 6.8.6.1 Towards SGWF, during Block Instrument failure / suspension, the train shall be started duly issuing appropriate PLCT. Note: - Independent LCT book duly stamped should be kept for each Block Instrument. 6.8.6.2 Towards BYPL/CSDR as block working is done through clearance of track circuits and slots, during the failure of these track circuits and slots, appropriate Paper line clear ticket shall be issued as authority to the loco pilot to enter the block section ahead. Note: - All cases of such failures must be reported immediately to the TECH.ES/JE/SE/Sig of the section for immediate rectification duly issuing a message. PROVISIONS FOR WORKING OF TROLLEY/MOTOR TROLLEYS/MATERIAL LORRIES: -. Un-insulated trolley/lorry etc. should not be permitted on the track circuited lines. Whenever a insulated trolley/lorry etc, is allowed to work the Station Master on duty shall ensure that the track is clear of such vehicles before clearing the signals for a train or before operating the points as the trolley/lorry/motor trolley may fail to actuate the track circuit. The official-in-charge of Trolley/Lorry etc. shall advise the Station Master on duty in writing before placing the vehicle on line and immediately after clearing it from the line Block working shall be suspended and PLCT shall be issued as an authority to work in the Block Section. Block instrument working can be resumed by SM at either end of the Block Section after trolley/lorry/motor trolley clear the section. Signals except Advanced Starter signal shall be cleared for movement of trolley/lorry/motor trolley when worked as train. NOTE:- (1) Insulated trolley/lorry/motor trolley do not actuate the track circuit. If the signal is cleared for reception/despatch, the route for the same should not be altered until the movement is completed. (2) Trolley/lorry caps should be used without fail, whenever the trolley/lorry are allowed to enter the Block Section. (3) Before permitting a trolley/lorry the SM on duty shall obtain a certificate on the trolley/lorry notice itself from the official-in-charge to the effect that the trolley/lorry is insulated. (4) The required slip siding points shall be correctly set using the concerned emergency pushes. BLOCKING OF LINES:- Whenever a running line is blocked/obstructed for any purpose, the points at both the ends of the line should be set against the line except when shunting is required to be done on that line. No movement should be permitted on to a line occupied by a train/vehicle carrying passengers except when shunting is required to be done on that train/vehicle or for attaching an engine to that train/vehicle. Whenever a running line is blocked/obstructed Line Blocked safety caps should be placed on the relevant knobs, 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 the point knobs and kept safe. Road which is blockedExit buttons on which the caps are to be placed. Road-1ARoad-2BRoad-3C, C1Road-4D,D1Road-5ERoad-FFRoad-GG The Station Master on duty shall see that train/vehicles standing at the Station are properly secured so as to prevent them from gaining momentum. Vehicles/Wagons should be coupled together and brakes applied. The vehicles should be kept well within the starters/Fouling Mark. Safety chains should be used to secure the vehicle/ wagons. 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 the additional brake van, if any, on the formation shall be securely screwed down. Hand brake, if any, provided on any of the coaching vehicles, like inspection carriage shall also be applied. The wooden wedges/skids shall be placed under the farther most wheels of the formation and safety chains are also used to secure the vehicles. The guard, after satisfying himself the train is braked as required, then shall show green hand signal to the Loco pilot and only on seeing the guards signal the Loco pilot shall 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. Whenever wagons/vehicles/trains are stabled it should be secured as follows. i) If the train engine is to be detached, the guard of the train shall ensure that the van brake and the hand brake of at least six vehicles next to brake van are put on. The Loco pilot shall ensure that the hand brakes of at least 6 (six) vehicles next to the engine also are put on, if after detaching the engine the brake van also is to be detached, the guard shall ensure that the hand brakes of at least 6(six) more vehicles are put on before detaching the brake van. In addition they shall also be secured with safety chain fastened to the rails and padlocked to prevent them from getting out of control and rolling down. The brakes shall not be released until the engine has been attached to the formation. ii) The guard after satisfying himself that the train is secured as required, show green hand signal to the Loco pilot, Only on seeing the guards signal the Loco pilot may detach the engine or permit the engine to be detached from the train. The train must remain so braked until the engine is attached to the train again. iii) If the number of vehicles is less than six, all the hand brakes should be applied. While handing/taking over charge the outgoing/incoming Station Master should promptly record in the Station Diary and TSR in Red ink , the number of the running line(s) obstructed. The Snag Dead ends should not be obstructed for any purpose, when it has become obstructed it shall cease to be a substitute for the adequate distance. Safety Caps: - With a view to ensure safety in working Safety Caps are provided under the custody of duty Station Master, which shall be fixed on signal knob/point knobs/Route (Exit) buttons, when the line/Route governed by them is occupied or otherwise obstructed. [(Refer S.R. 5.19 (iii) (a) (b) and (c) for different type of safety caps and their use)]. 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. While handing over/taking over charge, the out going Station Master shall specifically mention in the station diary whether the running lines are obstructed or clear and if obstructed, the details of obstruction, which the incoming station master shall note and attest the entry. Details of skids, sprags placed, chains used etc., shall also be mentioned in the diary. This handing over/taking over shall be entered in a book maintained for this purpose and this shall be signed by the shunting Jamedar/shunting Master in charge while changing over duties and /or when shunting is necessary in token of having understood the placement of safety devices for securing the stock. 8. SHUNTING:- General precautions: - For shunt movement at this station, the duty SM shall give due consideration to the train services in the section and carryout shunt movements on Shunt signals and by taking off starter signals as per the case. The Station Master shall see that the shunting of trains or vehicles are carried out only at such time and in such a manner, which will not involve danger. NOTE: - The trains should not be drawn up to the last stop signal & held in steep gradient (steeper than 1 in 400) 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. 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: - Hand shunting/loose shunting of vehicles/wagons at this station is strictly prohibited. While performing shunting at falling end of the yard, it should be ensured that an engine is attached at the falling side of the gradient to prevent vehicles escaping into the block section. When ever vehicles are left on the running line, the person in charge of shunting shall ensure that they are coupled together, brakes of brake van and those of at least 6 vehicles at both ends, are applied, skids are placed and safety chains are used to prevent the vehicles from gaining momentum The required slip siding points shall be set using the respective emergency pushes before authorising the movement. Whenever shunting is done towards BYPL side, the traffic level crossing gate No.134 at km.343/000-100 shall be informed for the timely closure and transmitting of the gate closed CL indication to the SMs panel. All shunting shall be supervised by Shunting Master/Shunting Jamedar under the instructions of the Station Master on duty. In their absence, the Guard of the train shall supervise shunting under the instructions of the station master. In absence of both shunting Master/Jamedar and Guard, the seniormost pointsman nominated by the duty station master shall supervise the shunting. All locally operated points shall be correctly set and properly secured. The vehicles shall be berthed well inside the fouling marks duly coupled together and hand brakes of at least 6 vehicles at either end are applied in addition to using sufficient skids and safety chains with locks at SBC end. This shall be ensured by the duty station master by obtaining an assurance from the person in charge of shunting in a separate register maintained for this purpose. The instructions contained in GR/SR 5.13 to 5.15, 5.18 to 5.20 and 5.23 shall be strictly adhered to by the concerned staff for shunting. Note: It shall be responsibility of the shunting staff to ensure that the level crossing at km.343/000-100 is closed and secured against road traffic while shunting is carried out at SBC end. Shunting on single line: - Shunting on single line towards CSDR is prohibited. Shunting on Double line: - Shunting on Up/Down line between starters and Advanced Starter shall be carried out, by taking off the concerned Starter signal duly issuing form T/806. Where ever Shunt signals are provided, the same should be used for shunt movements. Note: The issue of form T/806 shall be dispensed with when the shunt movements are carried out by using shunt signals for both forward and return movements. Shunting beyond Advanced starter ( towards SGWF) shall be carried out on "Block-forward" procedure issuing the shunting order Form T/806 along with shunt key. Shunting beyond down advanced starter at BYPL end shall be done duly obtaining A7 slot from BYPL A Panel for movement upto signal No.A5 of BYPL A Panel. Shunting on the Up line beyond point No.68 upto signal No.28 shall be done duly obtaining A.10 slot from BYPL A Panel for the movement, securing LC No.134 against road traffic, setting the slip siding point No.70 using the emergency push and issuing form T/806 for the movement. For Shunting on the Down line in advance of top point No. 50 shall be carried out on `Block-back' procedure issuing Shunting order form T/806 to the Loco pilot and shunting performed on hand signals. PROCEDURE FOR SHUNTING DURING FAILURE OF SHUNT KEY: - When the shunt key cannot be extracted and shunting has to be performed necessarily, SM shall adhere to the instruction as detailed in SR 8.15 ( i ) of GRS. 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 as detailed in SR 8.15 ( i ) of GRS. Shunting in the siding: - Shunting in FCI siding 8.6.1.1 Whenever shunting is to be performed in the FCI godown sidings , the station master on duty shall advise the person in charge of shunting, the details of the work to be done and then reverse the Knob No. 61. When the Knob is reversed, a FREE indication appears on an indicator near the single lever frame provided near the siding points No.100 & 101 indicating that the shunting can be performed. The points man deputed to the siding point shall, on observing the FREE indication, reverse the lever gently, Extract the key `A' from the lock of the lever, insert and turn it in the lock of the point No. 100 and pull the hand plunger causing key `B' secured in the lock of the points to be released and the point unlocked. When the lever is reversed, the green lamp indication on the panel vanishes. Key `B' should be extracted, inserted and turned in the lock of points No.101 and the Hand plunger pulled to unlock the points. Now both points can be set to the required position. After the Work is over, the points should be set to normal, Key `A' inserted and turned in its lock on the single lever, the lever put back gently to normal and the duty station master advised accordingly. When the lever is normalised, the green lamp indication is again displayed on the panel indicting that the siding points are set and locked in normal position. Now the duty station master shall put back the Knob No. 61 to normal and when this is done, the FREE indication near the single lever frame vanishes. The locally worked points in the sidings should be locked for movements in the facing direction and manned. Shunting staff shall ensure that vehicles when berthed in the sidings are well within the fouling marks and that they are well secured. During the period when the siding Key `A' or `B' can not be removed from the siding points No.100/101 should be kept in normal and secured in that position, and signalled movement on Road-1 or FCI line suspended, Until attended by a ESM/JE/Sig. Diesel Loco shed siding The Diesel Loco shed siding line takes off from Road-2 at trap point No.53 at SGWF end and runs parallel to Up line with governing shunt signal No.24 for the movement from it. The jurisdiction of KJM station starts at the track circuit near the shunt signal No.24. The jurisdiction of KJM shed starts at point No.T.118. This delineation of jurisdiction is for the purpose of movement of vehicles only. The means of communication to be used in order of preference are listed below: Magneto telephone Control Phone Auto Phone and other authorised means of communication detailed in para 9.0 Before moving a loco from KJM, SM/KJM shall call the attention of the telephone clerk/Diesel shed /KJM and advise the number of the loco, probable time of departure from the station and communicate a private number to the telephone clerk/Diesel shed /KJM. The telephone clerk in turn shall repeat the particular and communicate his preparedness to receive the loco inside the shed by giving a private number to SM/KJM. Once this information is received by the telephone clerk, he should not allow any movement of loco towards KJM station from the shed. Movement shall be given towards the loco shed by the SM duly clearing the relevant shunt signal. The loco pilot/Shunter shall proceed with the loco with utmost caution and stop at the stop board/point No.T.118 and be guided further by instructions from the shed. For a movement from loco shed to KJM station the telephone clerk at the loco shed shall call the attention of SM/KJM and inform about the loco number, probable time of departure from shed with a private number. SM/KJM, on receipt of this advise, shall repeat the loco number, probable time of departure from the shed and give a private number to the telephone clerk. He shall not allow any movement towards the entry to loco shed ( Towards shunt signal No.24) Replaced Page No. 20 The telephone clerk shall communicate the authorisation of the movement of loco to KJM station to the staff concerned. The loco pilot shall bring the loco to a stop at the shunt signal No.24 be guided by its aspect. As soon as the loco occupies the controlling track near the shunt signal No.24, a buzzer is sounded at SMs Panel/KJM. SM shall arrange to take off the shunt signal to the line of reception as required. Note: 1.The term loco denotes single loco, multiple locos, coupled locos, shunters etc., 2. AC locos for shed attention shall be sent with pantographs lowered and locked in position with a banker. 3. Movement of vehicles with loco attached shall be escorted upto the respective jurisdiction and the complete arrival confirmed at either end by the sender through exchange of PNs. 4. During failure of communication locos/vehicles shall be piloted upto the respective jurisdictions. ABNORMAL CONDITIONS: - THE RULES TO BE OBSERVED IN THE EVENT OF ABNORMAL CONDITIONS: - 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 of preference: - Block Instrument. Telephone attached to block instrument. Station to Station fixed telephone. Railway Auto phones and BSNL phones. Mobile Phones Control Telephone. VHF sets. NOTE: -(1). When 4th to 7th type communication is used, Identification sheets should be used, or cross checking of last three private numbers issued to concerned station is to be done to identify the correctness of the station. If the station is identified correctly an endorsement shall be made on the PLCT regarding the ID sheet numbers or cross checking of the PNs. Under this circumstance the issue of caution order shall be dispensed with and trains can run at normal speed. (2). If the station could not be identified through ID sheets or cross-checking of PNs, a caution order shall be issued restricting the speed to 25 KMPH during day and 10 KMPH 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. Failure of Intermediate Block Stop Signal at ON: - Not applicable. Failure of Axle Counter Block/BPAC: Refer Annexure-1 for details vi) Failure of MTRC: - Not applicable. Procedure for emergency operation of points by crank handle: - Seven crank handles duly welded with key are provided in individual Electrical Key Instruments in the Office of the Station Master on duty for operating the motor worked points during failures as under: Handle GroupPoint No.Group A50,52,56,57Group B51,54,55Group C58,59,60Group D53Group E62,63,67,69Group F64,65,68,70,71Group G66 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 and clamp it, 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 and clamp . 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 signals fail to respond, 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. Replaced Page No. 22 Certification of clearance of track before calling-on signal operation is initiated: - Not applicable Reporting failure of points, Track circuit/Axle counter and interlocking: - Any S&T failure should be reported immediately by SM on duty to the concerned signalling Maintenance Staff (TECH.ES/JE/SE/Sig) responsible for attending to the failure and only after receipt of the written memo from the signalling Maintenance Staff (TECH.ES/JE/SE/Sig) on rectification of the fault, SM on duty should restore the normal working. The entries in failure register to be done with message to the Section Controller. TOTAL INTERRUPTION OF COMMUNICATION: - SGWF end 9.1.1 In the event of Total interruption of communication occurring between KJM-SGWF stations i.e. when line clear cannot be obtained by any one of the following means stated in order of preference namely. Block Instrument. Telephone attached to block instrument. Station to Station fixed telephone. Railway Auto phones and BSNL phones. Mobile Phones. Control Telephone. VHF sets. The Station Master on duty shall clearly advise the Loco pilot and guard of the train the fact that the communications have failed. The train has to work with an authority on Form T/C 602. Trains may be allowed to enter the block sections one after the other but with a clear interval of not less than 30 minutes between the two successive trains. Fixed signals except the advanced starter may be taken off for despatch of trains. The home signal shall be taken off only after the train has been brought to a stop outside home signal. The Station Master on duty shall recover the Form T/C 602 from the Loco pilot of incoming trains and keep them safe for handing over it to the Traffic Inspector. Trains will continue to work in this manner till any one of the means of communication is restored to normal working by the competent authority. The Station Masters on duty at both the end of the block section shall exchange messages on Form T/I 602 with private numbers to satisfy themselves that all the trains, engines etc., dispatched into the concerned section from both the 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.O2 (iii) shall be strictly adhered to for working trains during total interruption of communications. In all the cases of working trains during total interruption of communications, a detailed record of timings of all trains, Engines etc., shall promptly be made in the train Signal Register at the Stations concerned. When the communication for train working is restored, Section Control if working shall be consulted before arranging further movements. Control shall also be provided with the timings of trains dealt with during the failures. BYPL end In the event of total interruption of communications between KJM and BYPL stations, trains shall be started on form T/C.602 upto signal No.A5 in the down direction at intervals of not less than 30 minutes and be guided further on the directions of SM/ A Panel, who shall take necessary action after consulting SM/BYPL RRI. In case of an up train from BYPL, the train shall be sent on the authority of form T/C.602 from BYPL duly ensuring the correct setting of points at BYPL A Panel under exchange of PN upto signal No.K28 of KJM and SM/KJM shall take necessary action for receiving the train into his station. CSDR end In the event of total interruption of communications between KJM and CSDR stations, instructions contained in GR/SR6.02 (ii) shall be adhered to for opening communication with SM/CSDR duly issuing a caution order to the loco pilot of the vehicle used to open communication to look out for the condition of point No.C 9 of CSDR station and then proceed cautiously towards CSDR when everything is in favour upto reception signal No. C 5 of CSDR and be guided by the aspect of the signal. 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 Electric speaking Instruments. When it is desired to introduce temporary single line working on double line, on electric speaking instruments, the Station Master at one end of the affected section shall on receipt of reliable information in writing that one line is clear, take steps to introduce temporary single line working, on that line in consultation with the Section Controller and the Station Master of the station at the other end of the section. 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 trains. Single line working shall be introduced only when it is safe to do so. All trains will be worked in accordance with the rules for the use of electric speaking instruments on single line and Line Clear shall be obtained on the Telephone attached to block instrument, Station to Station fixed telephone, Railway Auto phones, BSNL phones, Control Telephone, VHF sets. At all stations on the portion of the section on which single line working has been introduced, the commutators of the Block Instruments pertaining to both obstructed and unobstructed lines shall be kept in Train on Line position through out the period single line working is in force. The commutators shall be locked also 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 instruments shall be put out of the use and Caution Indicators hung on the handle of the Block Instruments. At the stations, if the train is running on the wrong line all fixed signals shall be kept in the On position. After ascertaining that one of the lines is clear for the passage of traffic, the Station Master proposing single line working shall issue a message containing the following information under exchange of private numbers, to the Station Master at the other end of the affected section. cause of introduction of single line working; the line in which the single line working is proposed, source of information that the said line is clear, place of obstructions, restriction of speed, if any, on the line, assurance that if the train is running on the right line, the last stop signal shall be kept in the On position. and the number and the timings of the last train which arrived or left the block station issuing the message. On receipt of acknowledgement from the Station Master, confirmed by a Private Number, single line working may be introduced. Line Clear will be obtained on telephone attached to Block Instruments or Control Telephone or VHF and trains run on paper Line Clear Ticket in accordance with the instructions contained in the GR/SR and Block Working Manual. The Loco pilot of each train shall be handed over by an Authority (T/D 602) for Temporary Single Line Working on Double Line Section duly completing all the entries. Note: - Whenever line clear is obtained through indirect means i.e. Control Telephone or VHF, identification number sheet shall be used to avoid speed restriction. An endorsement will also be made in the Caution Order given to the Loco pilot of the first train to inform all Gatemen and Gangmen on the way about the introduction of temporary single line working and specifying the line on which the train will run. This information shall be conveyed through the Loco pilot of a subsequent train also, if necessary. The speed of the first train passing over the temporary single line, will be restricted to 25 kilometres per hour. Subsequent trains may run at their booked speed, subject to observance of other speed restrictions imposed by Way and Work Staff. Note: The Loco pilot shall switch ON the flasher light of the train engine while running on the wrong line. In case, it is noticed by the station staff or Gatemen or Gangmen that the flasher light is not switched ON, they shall stop the train immediately. In case of a train proceeding on the right line: - The Home signal, at the station in advance of the affected section, may be taken off. In case of a train proceeding on the wrong line: - The train shall be despatched out of station on T/511 issued by the Station Master after all the facing points have been correctly set and padlocked and trailing points correctly set, over which the trains will pass. For the reception of a train approaching KJM on wrong line, SM shall prepare written authority as per SR 5.10 (i) and the competent Railway servant shall proceed on the wrong line and take stand adjacent to Home signal of right line and shall stop the train on hand danger signal and thereafter receive it into the station. All the cross over points (Facing and trailing end) in the facing direction over which the train shall proceed, while temporary single line working is in force, shall be correctly set, clamped and padlocked. Resumption of normal working- On receipt of a written certificate from a responsible Engineering Official that the obstructed track is free and safe for passage of trains, the Station Master will issue a message to the other station or stations, as the case may be, under exchange of private numbers and decide, in consultation with Section Controller, the train after passage of which, normal working shall be introduced. When double line working is resumed the Block Instruments and all fixed signals, shall be brought into use immediately. An entry shall also be made in the Train Signal Register of Stations concerned showing the time at which double line working was suspended, time at which single line was introduced and the time at which normal working was resumed. The SM shall advise the Loco pilot of the first train entering the section after resumption of double line working to inform all Gatemen and Gangmen on the way about the resumption of normal working. All the records in connection with the temporary single line working shall be retained at the station and the Transportation Inspector of the section shall scrutinise and submit his report to the Divisional Railway Manager (Traffic) within 7 days of the resumption of normal working. 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 Block section by issuing Block ticket to proceed without line clear in form T/A 602. Before preparing this authority the SM shall examine the TSR, Train message books, WTT, Train notice register and Caution order advices and also contact the control and the SM on duty at the other end. Clear instructions shall be issued to the Loco pilot and Guard regarding the nature of obstruction and location of obstruction of 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 Loco pilot and Guard of such trains /engines etc.regarding the trains/engines already allowed into the section and other relevant information. Once obstruction is removed and Competent Railway servant certifies the line as fit and safe for the passage of trains, the duty SM shall exchange numbered message and private numbers with his counterpart at the other side to ensure that the block section is clear of all train/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. ] VISIBILITY TEST OBJECT: Any aspect of the Down Starter of Road-4 at SBC end shall constitute the visibility test objects for Up and Down direction respectively at this station. The Station Master on duty shall test the visibility of this object by standing at a convenient location in front of his office and take appropriate action in case of poor visibility. ESSENTIAL EQUIPMENTS AT THE STATION:- The Station Master shall ensure that the prescribed number of the essential equipment listed in Appendix E are made available exclusively for train passing duties. Station Master on duty shall be responsible to keep the required number of the essential equipment neat and in good fettle to be used whenever required. FOG SIGNALMEN NOMINATED TO BE CALLED IN CASE OF FOG. i. In foggy or tempestuous weather or in dust storm when V.T.O can not be seen from the SMs office, the SM shall send trained men to act as fog signalmen. The names (and declarations that they know the fog signalling duties) of two numbers each from the operating and permanent way Group `D' staff at the station shall be maintained and updated periodically in the station Detonator Register by the Station Master. ii. The names and addresses of Group D Permanent Way staff who are trained in fog signalling duties shall be painted on the board provided for this purpose near the office of the Station Master on duty. LIST OF APPENDICES:- Appendix AWorking Of Level Crossing GatesAppendix BSystem of Signalling and interlocking and communication arrangements at the station.Appendix CAnti collision device(Raksha Kavach).Appendix DDuties of train passing staff and staff in each shiftAppendix EEssential Equipments provided at the StationAppendix FRules for working D class stations, Halts, IBH, IBS and Outlying sidings.Appendix GRules for working of trains in electrified sectionsAnnexure-1Instructions for the working of BPAC Replaced Page No. 27 APPENDIX - `A' WORKING OF LEVEL CROSSING (Reference Para 2.6 of SWR) DELETED Replaced Page No. 28 DELETED Replaced Page No. 29 DELETED Replaced Page No. 30 APPENDIX `B' SYSTEM OF SIGNALLING & INTERLOCKING: B.1.1 This is a Special class station provided with Standard-II-R multiple aspect colour light signals with Route Relay interlocking. B.1.2 In down direction Distant, Home; Starter for Roads-1, 2, 4, 5, FCI line and Good siding lines are provided along with Advanced Starters towards BYPL & CSDR and in the UP direction, Home; Routing Home, Starters for Roads-1, 2, 3, 5 FCI line & Goods siding lines and Advanced Starter are provided for reception and despatch of Up and Down trains. B.1.3 Up home signal No.28 at a distance of 266 metres from Point No. 71A on BYPL side and Up Home signal No.29 on CSDR side beyond point No.71 and Up Routing Home signal No.27 beyond point No.70 are provided. The Up and Dn lines between this station and BYPL have intermediate signals governing the connecting cross-overs on them worked by an auxilary cabin (herein after called as BYPL`A' panel) bringing the working of train services at that end of the station under KJM-BYPL-CSDR complex under the purview of special class station vide SR. 1.03 (i). B.1.4 Up advanced starter is interlocked with the SGE block instrument provided in SMs office. B.1.5 Block proving Axle Counters are provided in both Up and down directions towards SGWF. B.1.6 Position light shunt signal No. 24, 18, 25, & 26 are provided in a separate post to control the shunt movements. These shunt signal display two white lights in horizontal position in the ON position and two white lights in the oblique position when they are taken OFF. B.1.7 Shunt signal No. 23, 22, 21, 20, 19 & 17, are provided on the stem of the Up Starter signals No.16,15,14,13,12 & 11respectively in the up direction which has no lights in the :ON: position and display two white lights in the oblique position when taken OFF. Note:. In the down direction the starters are free to be operated. The down advanced starters are controlled by respective slots from BYPL A Panel/CSDR. B.1.8 Signal Post telephones are provided below the Up and Down home signals B.1.9 P marker boards are provided below the Down distant signal. B.1.10 Block section limit board is provided in Advance of Down Home signal No. 1. B.1.11 All signals and points (Motor operated) are operated from the centralised RRI control panel provided in the SMs office B.1.12 Individual Emergency push switches are provided for the operation of slip siding points during failures/contingencies. B.1.13 Seven crank handles for seven groups of points duly interlocked with the concerned signal (except Up and Down Advanced starters) are kept in the SMs office for operating the points during failures. B.1.14 Up shunt key with the Station Code initials is provided duly interlocked with the modified SGE lock and block instrument pertaining to KJM-SGWF block section which when removed does not permit taking OFF advanced starter signal. Down shunt key is provided, which when extracted prevents the clearing of down advanced starter. B.1.15 All Signals are provided on left hand side except shunt signal No.24.Advanced starter No.9 towards CSDR and Up starter No.15 of FCI line Replaced Page No.31 B.1.16 Up Routing Home Signal is provided with directional type route indicator to indicate the route set i.e., Road-1 or 2or 3 or5or FCI/Goods line in the up direction and for Road-1 or 2 or 4 or 5or F/G line in the down direction. Directional type route indications on each home signal display a row of white lights when the signal is taken off to loop lines (Roads-1, 4, 5 and FCI/Goods line). There will be no display of lights on the indicator when the Signal is taken off to main lines (Roads-3 and 4). Directional type route indicator is also provided on top of starter No.3.This displays no light on the indicator when cleared towards BYPL and a series of white lights when taken off towards CSDR.. B.1.17 Stencil type route indicators are provided on top of starters No.2, 4 & 5. These stencil type route indicators display B when the signal is taken off towards BYPL and C when taken off towards Channasandra. B.1.18 Locally operated point No.100 and 101 are key locked points with indicators. These points are controlled by key No. A which is in a single lever frame near the point and this key A is controlled by knob No.61 from the panel. B.2.0 CONTROL PANEL B.2.1 The RRI Control Panel provided under the control of duty Station Master for working points and signals of the Station, consists of a console which provides a clear picture of track circuited portions and their functions, aspects of signals and route indicators etc. together with entrance knob, Exit buttons (route buttons), and individual point knobs. The RRI control panel is provided with built in lock, the key of which when not in use, shall be in the personal custody of the Station Master on duty. The panel can be locked with the knobs in any position to prevent unauthorised interference. Each track circuited portion is represented by a separate distinct colour on the RRI control panel. All knobs shall be restored to the normal position immediately after completion of the purpose for which they were reversed and shall be ensured that they are normally in normal position unless required for any purpose. B.2.2 A power failure acknowledgement button coloured Red is provided at the bottom of the panel below the legend P.ACK. B.2.3 Track circuit indications are provided on the panel. B.2.4 All signal indications are repeated on the panel. B.2.5 Crank Handle IN( white ) & Crank Handle locked (Red) indications are provided on the panel. B.2.6 The route indicators provided on the Up and Down Home Signals are repeated on the panel. B.2.7 White light indication with counters are provided on panel for - i)Calling-on signal ii)Route cancellation iii)Emergency Route cancellation for Calling-on signal. B.2.8 Voltmeter is provided over the panel with low & high level markings to indicate the power supply range. B.2.9 If any STOP Signal or Distant Signal at ON fails to display its most restrictive aspect, the indication for the signal on the RRI control panel will flash and an audible alarm is sounded. In addition a Red light above the `No Signal Aspect Ack button is displayed and will continue to be lit till the fault is rectified. The audible alarm can be stopped by pressing the No Signal Aspect Ack button provided for this purpose on the RRI control panel. But the flashing will continue until the defect is rectified.. B.2.10 ENTRANCE KNOBS/EXIT BUTTONS:- Adjacent to each controlled signal displayed on the panel, there is an Entrance (Signal) knob and at the end of its governed route, an Exit (Route) button. The entrance knobs pertaining to stop signal are coloured red and those of shunt signals coloured yellow with signal number engraved on each of them. The exit buttons are coloured white and distinguished by alphabet referring to the individual route A, B, C, C1, D, D1, E, F, G, H, J, K, L, M, N, P, Q and SU. . B.2.11 The individual point 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 point position is shown near the individual point 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 point do not set and lock properly the corresponding indication lamp pertaining to the failed position of the point will continue to flash on the control panel. B.2.12 The duty stationmaster is responsible for keeping control panel neat and clean and shall report for replacement of illumination lamps when become necessary. B.2.13 The control panel is provided with locking arrangements on the left hand side of the panel to prevent any unauthorised operation of the panel. This key must be in the personal custody of the station Master on duty. The panel should normally be in the locked up position and unlocked only when an operation is required to be performed on the panel. Immediately after each operation, the panel should be locked and the key must be kept in the personal custody of the station Master on duty. B.2.14 The signal knobs for the reception and despatch signals are coloured red, the calling-on signal knobs are coloured red with yellow band and shunt signal knobs are coloured Yellow. They are provided on the panel near the respective signal indications on the panel. Concerned Knob number is engraved at the centre of the knob. These knobs have two positions Normal and Reverse. All knobs should be restored to normal position immediately after the completion of the movement for which they where reversed. B.3.0 TRACK CIRCUITS B.3.1 The entire portion of track from down LVT on down line and up FVT on up line at SGWF end, to the down advanced starter on down line, to the up home signal on up line at `A' panel end, and upto up Home signal on by pass line at CSDR end, including all running lines including upto shunt signal No.24 on Diesel Loco shed line is continuously track circuited. B.3.2 Failure of track circuits will affect the signals reading over the track circuits and also the points, if any, controlled by the track circuits which have failed. If the failure is noticed before setting up the route, any other available alternate route should be opted for the train movements. The relevant provisions contained in GRs 3.68 to 3.70 and subsidiary rules there under should be adhered. The SM on duty shall ensure that no conflicting movements are permitted during failure of track circuits. B.3.3 The reliability of track circuit is considerably affected by the formation of rust or oxidization on the table of the rail. Under such circumstances, a Track Clear indication may be displayed for the concerned track which is actually occupied. Such portion of the track over which there has been no movement for a period of 24 hours should be deemed prone to rust formation and Rusty Rail collars/caps must be placed on the relevant point/signal knobs. B.3.4 Normally, no vehicle should be stabled on a track-circuited line. In emergency, if vehicles are stabled and if the duration of stabling can be gauged in advance, and if it would be more than 24 hours, the Station Master on duty shall arrange to advise the TECH.ES/JE/SE/SIG to disconnect track circuits on that line. When the vehicles are removed from the line, the TECH.ES/JE/SE/SIG should again be advised to reconnect the track circuits. After the vehicles are removed from the line, normal working should be resumed to only after obtaining a certification in writing from the TECH.ES/JE/SE/SIG that the feed to the track circuits have been reconnected and are working properly. B.3.5 For the first move after clearing of vehicles, if stabled for more than 24 hours with the track circuits not getting disconnected and reconnected as mentioned above or if there was no movement for 24 hours on a track circuited line, the SM on duty shall not rely on the track indication on the panel, but must physically verify that the line is clear and free from obstruction before permitting train movements. For a second move also, he shall personally ensure the condition of the track like this and if the clear/occupied indications are correctly displayed on all these occasions, he can rely on the track indications for subsequent moves. If the indications are erroneous, the track circuits should be treated as failed RUSTY RAIL collars shall be placed on the relevant point & signal knobs and train shall be dealt with strictly according to the relevant provisions contained in GRs 3.68 to 3.70 and subsidiary rules there under. B.3.6 Failure messages should promptly be sent to the TECH.ES/JE/SE/SIG for rectification. The permanent way inspector should also be advised for arranging to clear the table of rails. B.3.7 While handing over charge, the Station Master on duty shall make an entry in the Station Diary marking the time at which the last movement was permitted over the track circuited line. NOTE: Failure/Suspension of track circuits and certification of normal working by the TECH.ES/JE/ES/SIG. Of the section must be promptly recorded in the signal failure register. B.3.8 LAST VEHICLE/FIRST VEHICLE TRACKS; B.3.8.1 Last vehicle tracks electrically connected with the SGE block instrument (at SGWF end) is provided in front of down block section limit board on down line, When the first vehicle of the incoming train occupies these tracks, it replaces the down Home signal to "ON" position. As the last vehicle occupies and clears these tracks, it permits restoring the operating handle of the block instrument from "Train on line" position to "Line closed position". B.3.8.2 The duty Station Master shall put back the signal knob of down home signal to normal, only when whole of the down train has arrived complete and ensured vide instructions detailed in para above duly restoring the operating handle of the block instrument to 'Line closed" position. NOTE;- As regards the up line at "A" panel end the entire length of the block sections are track circuited and the up home signals and the up routing signal are governed by the occupation of relevant track circuit ahead of them. The section shall be closed and train signal entries completed only when whole of the up train has arrived complete and ensured. B.3.8.3 First vehicle track electrically connected with the block instrument at SGWF end is provided in advance of up advanced starter signal with its functions interlocked with the said signal. As the first vehicle of the outgoing train passed over the track, it replaces the advanced starter signal to `ON' position, and an alarm bell starts ringing to warn the duty Station Master for putting back the signal knob to normal. CRANK HANDLE: B.4.1 Seven crank handles duly welded with key are provided in individual Electrical Key Instruments in the Office of the Station Master on duty for operating the motor worked points during failures as under: B.4.2 When the crank handle is properly secured in its electrical key instrument and is free to be extracted a white light indication gets displayed near the place marked Crank Handle on the control panel. When the crank handle is not free to be extracted, the white light gets replaced by a Red light indication. Handle GroupPoint No.Group A50,52,56,57Group B51,54,55Group C58,59,60Group D53Group E62,63,67,69Group F64,65,68,70,71Group G66 B.4.3 When the crank handle remains extracted, no signals can be taken off except up and down advanced starters. Similarly when a signal other than up and down Advanced Starter is taken off the crank handle cannot be extracted. No attempt must be made to take off a signal when the crank handle remains extracted and no attempt must be made to extract the crank handle when the signal has been taken off. Before extracting the crank handle the SM on duty shall ensure that the working points are set to the required route from the panel then only he shall extract the crank handle. B.4.4 A push switch is provided near the crank handle. When this switch is kept pressed, it causes a deflection in the RKT. On observing this indication, the crank handle can be extracted. B.4.5 During failure of points, crank handle shall be used for setting point. While setting the points by crank handle, it should be ensured that the corresponding point knobs are kept in the required (N or R) position. After setting the points in the required position , clamping & padlocking, the crank handle shall be restored to its electrical key instrument. On observing the Crank Handle Free (White light) indication and the point indication on the panel, the required signal may be taken off. If the signal obeys when taken off, train movements can be permitted on signals as in the normal course. If the signal fails to respond, train movements should be dealt with strictly in accordance with the relevant provision contained in GR 3.68 to 3.70 and subsidiary rules there under. B.4.6 While utilizing the crank handle to operate a cross over point, it should be ensured that both the facing and trailing ends of the crossover points are correctly set to the required position and locked for permitting train/shunt movements over the points. B.4.7 Whenever the crank handle is utilized to operate a point, necessary entries in the crank handle register should be made promptly and the TECH.ES/JE/SE/SIG advised immediately to restore normal working. B.4.8 When the TECH.ES/JE/SE/Sig requires the Crank Handle to attend any repair or maintenance work, he shall give a requisition, making necessary entries in the crank handle register and issuing disconnection notice in form S&T/ T.351 to SM on duty specifying the reasons thereof and the point numbers. On receipt of this requisition SM on duty shall give due consideration to train movement and hand over the point machine lid key, Crank Handle release Key after obtaining the requisite permission from control When the Crank Handle remains with TECH.ES/JE/SE/Sig, the concerned point on the route over which a movement is required to be done should be treated as failed and the point should be set locked, clamped, padlocked and padlocked keys retained in the personal custody of SM on duty. Whenever there is a movement over the concerned point is to be done, TECH.ES/JE/SE/Sig working at location should be advised before that movement in writing. After the work all the keys received from SM shall promptly returned to on duty SM duly inserting the Crank Handle to its normal position ensuring the availability of Crank Handle IN free indication on the panel. The TECH.ES/JE/SE/Sig and SM on duty shall promptly make the relevant entries while taking over/handing over the keys in the Crank Handle register maintained for this purpose at the station. Joint testing of the disconnected gear shall be done by the SM on duty and TECH.ES/JE/SE/Sig for the proper working of the disconnected gear. Then TECH.ES/JE/SE/Sig shall issue reconnection memo to the SM on duty to resume normal working B.4.9 When the crank handle remains with the TECH.ES/JE/SE/SIG all the points should be deemed to have failed, set locally, clamped, padlocked and 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.5.0 SETTING OF ROUTE B.5.1 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. NOTE:- While initiating the route, ensure that the individual points knobs on the route are kept in their C position. After initiation, if the route fails to actuate (row of white lights), check the point knobs position and their repeat indications for correct setting. If necessary the individual points may be operated for the correct setting and the entrance knob(signal) cleared for the said route. Even after this, if the signal fails to clear it should be treated as signal failure and GR & SR.3.68 to 3.70 to be followed. B.6.0 ROUTE CANCELLATION B.6.1 Once the signals have been cleared for a movement, the SM on duty must on no account interfere with the concerned signals or point knobs unless the route, which has been set, is to be cancelled. B.6.2 Normally once the signals are cleared, the route must not be cancelled except in case of an emergency. The route cannot be cancelled once a train passes the signal. If however, it is necessary to cancel the route, for any reason before the train passes the signal, the SM on duty must normalize the signal knob which will immediately restore the signal to Danger aspect and route will be cancelled automatically after a lapse of 120 seconds, except both up and down last stop signals, when shunt signal route will get cancelled after a lapse of 60 seconds. B.6.3 There is a Digital counter provided on the left hand side top of the panel with an indicator (White light) below the legend Route Cancellation. Immediately when the signal knob is normalized, the White light appears by the side of the Digital counter and the number of the digital counter will change to the next higher number after 120 seconds/60 seconds thereby recording the route cancellation so made. The white light indicates the commencement of the route cancellation and disappearance of the white light indicates that the route is cancelled. B.6.4 The route cancellation is permitted only for one route at a time. For any reason more than one route cancellation is required it will be possible only in succession and not simultaneously. The facts must also be recorded clearly in the route cancellation register. B.6.5 Route cancellation must be done in accordance with instructions contained in SR 3.36 (ii). B.6.6 The route cancellation register should be maintained by the SM on duty. An entry in detail with date and time of operation, the train approaching has passed the signal when the operation was done, the No. of the route involved, reasons for the route cancellation, etc., and the numbers displayed by the corresponding counter before and after operation should promptly be made and signed in the appropriate portion of the book. While SMs handing over charge, the Last Counter No. should be recorded in station diary. BACK DOOR KEYS OF BLOCK INSTRUMENT Block instrument is provided with double lock and key arrangements. One key of this lock shall be in the custody of SM on duty and the other with the TECH.ES/JE/SE/Sig of the Section. Whenever it is required to open the block instrument, the TECH.ES/JE/SE/Sig shall ask for the key from the Station Master on duty, after making relevant entries with the signature in a separate register maintained for this purpose. On completion of the work, the block instrument shall be closed and locked and the SM's key shall be returned to the Station Master on duty. The SM on duty after being satisfied that the block instrument has been closed and locked with both the keys and is in good working order, shall take over the key and keep it under his personal custody. Necessary entries with signature of SM and the TECH.ES/JE/SE/Sig must be made in the register. The TECH.ES/JE/SE/Sig of the section is authorised to 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. 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.8.0 CALLING ON SIGNALS (Ref GR 3.13) Not applicable B.9.0 SIGNAL POST TELEPHONE [ SR 3.69(X)]: B.9.1 Signal Post Telephone one each is provided in a cabinet on the Up and Down home signal post, with the legend `Telephone' painted on the box. When the home signal (Up or Down as the case may be) has not been taken "OFF" the Loco pilot of the approaching train shall draw close to the Home signal and stop and wait for 2 mts.. If the Home signal is not taken "OFF", the Loco pilot shall go to post type telephone and rotate the handle of the telephone to attract the attention of the SM. As soon as the SM acknowledges the call, the Loco pilot shall keep the cradle pressed till he completes the conversation with the SM. The Loco pilot should open the flap on the mouthpiece for speaking and hearing and close them on completion. The duty SM shall respond to the call and inform the Loco pilot the reason for the delay and the probable time at which the signal will be taken off. If the signal is not taken off as indicated by the SM, the Loco pilot shall contact the duty SM once again for further instructions. If it is due to signal failure/suspension, the SM on duty shall set the route correctly, clamp and padlock the points, ensure clearance of line and communicate the following message, which the Loco pilot shall record in his Rough Journal Book and pass the signal at "ON" position duly observing necessary caution. The SM on duty shall record the message below the train entry on the Train Signal Register. To The Loco pilot of Train No......... (Description).............. No........ Date:........... Owing to the failure/suspension of Up/Down Home signal No......., you are hereby authorised to pass the Up/Down Home signal No ........ at "ON" and enter Road No............ at a restricted speed of 15 Kmph. Private Number: (in figures) __________________________ (in words) __________________________ Note: One long ring shall be used to call each other on signal post telephone. B.10 FUNCTIONS / DESCRIPTION OF KNOBS ON THE PANEL: - Function Knob No.Description1Down home - FCI line, Road-1 or 2 or 4 or 5 or FCI line or Goods siding2Down starter - Road-5 to CSDR or BYPL 3Down starter - Road-4 to CSDR or BYPL4Down starter - Road-2 to CSDR or BYPL 5Down starter - Road-1 to CSDR or BYPL 6Down starter - FCI through siding to CSDR 7Down starter - Goods siding to CSDR8Down Advanced starter - to BYPL 9Down Advanced starter - to CSDR 10Up Advanced starter 11Up starter Road-5.12Up starter Road-3.13Up starter Road-2.14Up starter Road-1.15Up starter FCI through siding.16Up starter Goods siding.17Up shunt from Road-5 to clear of shunt 24 18Up shunt from Road-4 to clear of shunt 24 19Up shunt from Road-3 to clear of shunt 24 20Up shunt from Road-2 to clear of shunt 24 21Up shunt from Road-1 to clear of shunt 24 22Up shunt from FCI through siding to clear of shunt 21.23Up shunt from Goods siding to clear of shunt 21 24Dn shunt from Diesel loco siding to clear of shunt 17or18or19 or20 or 21 or 22 or 23.25Dn shunt from Road-3 to clear of shunt 26 (upto signal No.8)26Up shunt from Dn line BYPL end to clear of signal Nos.2 or 3 or 4 or 5 or shunt 25.27Up Routing signal to Road-1 or 2 or 3 or 5 or FCI line.28Up Home from BYPL.29Up Home from CSDR.30Slot on Advanced starter No. C 7 of CSDR.POINT KNOBS SGWF END Function Knob No.Description50Slip siding point - Down line.51Slip siding point - Up line.52Crossover Points Up and Down lines.53Trap point Diesel loco siding line.54Cross over points Road-3 and 2. 55Crossover Points Road-2 and 3. 56Crossover points Road-3 and 4. 57Points- Road-4 and trap point Road-5. 58Points - crossover Road-2 and 1. 59Points- Road-1 and Trap point FCI line.60Points- FCI line and Trap point Goods line.61Control- Siding points 100/101 ( releases key `A'). Replaced Page No. 39 POINT KNOBS BYPL END Function Knob No.Description62Points- Road-4 and trap point Road-5.63Points- Crossover Road-4 and 3.64Points- Road-3 and trap point Road-2.65Points- Up main - trap point Road-1.66Points- connecting Goods line & FCI line.67Points- Cross over Up and Down line.68Points trap point FCI line and points Up line69Points- slip siding Down line.70Points- slip siding Up line.71Points- Cross over Up line and Bypass line.  B.11 TABLE OF MOVEMENTS Sl.NoDescription of MovementsTurn KnobPress buttonSlot FromA PanelCSDR1To receive a down train from SGWF on:a)Road-11A--b)Road-21B--c)Road-41D1--d)Road-51E--e)FCI Line1F--f)Goods Siding line1G--2To despatch a down train from:a)Road-1 to BYPL1,8,5M,L7-b)Road-1 to CSDR1,9,5P,N816,17c)Road-2 to BYPL1.8,4M,L7-d)Road-2 to CSDR1,9,4P,N816,17e)Road-4 to BYPL1,8,3M,L7-f)Road-4 to CSDR1,9,3P,N816,17g)Road-5 to BYPL1,8,2M,L7-h)Road-5 to CSDR1,9,2P,N816,17i)FCI Line to CSDR1,9,6P,N816,17j)Goods Siding line to CSDR1,9,7P,N816,17 Replaced Page No. 40 Sl.NoDescription of MovementsTurn KnobPress buttonSlot FromA PanelCSDR3To pass through:a)Down train on Road-4 to BYPL1,8,3,1M,L,D7-b)Up train on Road-3 from BYPL1 10,12,27,28J,H,C,Q10-c)Up train on Road-3 from CSDR1,10,12,27, 29,30 SLOTJ,H,C,Q-164To receive Up train on:a)Road-1 from BYPL1,27,28A,Q10-b)Road-2 from BYPL1,27,28B,Q10-c)Road-3 from BYPL1,27,28C1,Q10-d)Road-5 from BYPL1,27,28E,Q10-e)FCI line from BYPL1,27,28F,Q10-f)Goods siding from BYPL1,27,28G,Q10-g)Road-1 from CSDR1,27,2930A,Q-16h)Road-2 from CSDR1,27,29,30B,Q-16i)Road-3 from CSDR1,27,29,30C1,Q-16j)Road-5 from CSDR1,27,29,30E,Q-16k)FCI line from CSDR1,27,29,30F,Q-16i)Goods siding from CSDR1,27,29,30G,Q-165To despatch Up train from:a)Road-110,14J,H--b)Road-210,13J,H--c)Road-310,12J,H--d)Road-510,11J,H--e)FCI line10,14,15J,H, SU--f)Goods Siding10,14,16J,H, SU-- Sl.NoDescription of MovementsTurn KnobPress button6Shunt Moves towards SGWF side:a)Shunt:: Road-5 to clear of Shunt-24 17Kb)Shunt:: Road-4 to clear of Shunt-24 18Kc)Shunt:: Road-3 to clear of Shunt-24 19Kd)Shunt:: Road-2 to clear of Shunt-2420Ke)Shunt:: Road-1 to clear of Shunt-2421Kf)Shunt: Diesel loco siding to clear of shunt-17 of Road-5 24Eg)Shunt:: Diesel loco siding to clear of shunt-18 of Road-4 24Dh)Shunt:: Diesel loco siding to clear of shunt-19 of Road-3 24Ci)Shunt:: Diesel loco siding to clear of shunt-20 of Road-2 24Bj)Shunt:: Diesel loco siding to clear of shunt-21 of Road-1 24A Replaced Page No. 41 7Shunt Moves towards BYPL side:a)Shunt:: Road-3 to clear of Shunt-2625Lb)Shunt:: Down main line shunt-26 to clear of signal-2 of Road-526Ec)Shunt:: Down main line shunt-26 to clear of signal-3 of Road-426Dd)Shunt:: Down main line shunt-26 to clear of signal-4 of Road-226Be)Shunt:: Down main line shunt-26 to clear of signal-5 of Road-126Af)Shunt:: Down main line shunt-26 to clear of signal-25 of Road-326C B.12 TELECOMMUNICATION: - Circuit I SM/BYPL-RRI .. 0 (One ring) BYPL Auxiliary Panel (A Panel). 00 (Two rings) SM/CSDR.. 000 (Three rings) Station House/KJM 0000 (Four rings) Circuit II Station House .. 0 (One ring) Down Top Point No.52 . 00 (Two rings) Circuit III Station House.. 0 (One ring) Diesel Loco Shed . 0 (One ring) Circuit IV Station House .. 0 (One ring Up SPT (Signal No.28) to call each other) Circuit V SMs Office .. 0 (One ring Down SPT (Signal No.1) .. to call each other). Failure of telephone communication shall promptly be advised to the TECH.ES/JE/SE/SIG for early rectification. B.13 Special features at KJM station. B.13.1 SLIP SIDINGS :- B.13.2 Owing to steep falling gradient prevailing at SGWF end and BYPL end as well, individual slip sidings are provided on Up and Down line at each end. The slip siding points at SGWF end work in relation with the block instrument at that end. The slip siding points at `A' panel end are controlled by electrical inter slotting from `A' panel in case of trains on main line and similar inter slotting from Channasandra in case of trains on Bypass line. B.13.3 Slip siding points shall be set specifically for train/shunt moments and shall be normalised immediately on completion of movement. Stabling of vehicle on the slip sidings is not permitted. B.13.4 Slip siding point No. 50 on the Down line at SGWF end, can be reversed only when line clear has been granted for a down train and the same has left SGWF duly establishing " Train on line" condition at the block instrument. After the completion of movement, A Buzzer would sound warning the duty station master to normalise the point No. 50 towards slip siding. He should checkup this after normalising the Down Home signal Knob No.1 immediately, which would in turn stop the buzzer. During cancellation of signal in terms of SR 3.36 (ii), the buzzer would not sound. The duty station master shall normalise the points through individual points Knob No.50 after route cancellation. B.13.5 Slip siding point No. 51 on the Up line at SGWF end, can be reversed only when line clear has been granted for an Up train through the block instrument. After the departing train clearing the first vehicle track, A Buzzer would sound warning the duty station master to normalise the point No. 51 towards slip siding. He should checkup this after normalising the Up advanced starter signal Knob No.10 immediately, which would in turn stop the buzzer. During cancellation of signal in terms of SR 3.36 (ii), the buzzer would not sound. The duty station master shall normalise the points through individual points Knob No.51 after route cancellation. B.13.6 Slip siding point No. 69 on the Down line at `A' panel end can be reversed only when electrical slot control N0.A 7 has been obtained from `A' panel. After the departing train clearing the track circuiting ahead of advanced starter signal No. 8, A Buzzer would sound warning the duty station master to normalise the point No. 69 towards slip siding. He should checkup this after normalising the Down advanced starter signal Knob No.8 immediately, which would in turn stop the buzzer. During cancellation of signal in terms of SR 3.36 (ii), the buzzer would not sound. The points shall be normalised through the individual points Knob after route cancellation. B.13.7 Slip siding point No. 70 on the Up line at `A panel end can be reversed with the electrical inner slot N0.A 10 received from `A' panel during reception of Up main line train, or with the electrical inter slot No. C 16 received from station master Channasandra during reception or despatch of Up or Down train Bypass train respectively. After the reception of Up train from main line/ By-pass line or after despatch of Down train to Channasandra, A buzzer would sound warning the duty station master to normalise the point No. 70 towards slip siding. He should check-up this after normalising the signal Knob No.27 or 9 as case may be immediately, which would in turn stop the buzzer. During cancellation of signal in terms of SR 3.36 (ii), the buzzer would not sound. The points shall be normalised through the individual points Knob after route cancellation. B.13.8 Emergency push switch : During failure of block instrument at SGWF end, or failure of electrical slot from `A' panel or Channasandra, or for carrying out shunt movements under block forward or block back operations, the point can be set to carry out train/shunt movements, using the emergency push switch individually provided for each slip siding point. Each emergency push switch is secured with seal which shall be broke open and pressed until reverse indication appears at the points Knob duly turning the concerned slip siding points individual knob to `R' position. B.13.9 Every time the emergency push switch is used as above, the electrical signal maintainer of the section shall be advised through a message for releasing the push switch. An entry shall be made in the train signal register of the usage of emergency push switch. B.14.0 INTER STATION SLOTING -SPECIAL FEATURES : a) Slot No. A 7 of "A" panel to this station makes it possible to reverse the slip siding point No. 69 on Down line and take "OFF" the Down advanced starter signal No.8 for a Down train to reach up to signal No. A 5 of "A" panel. b) Slot No. A 10 of `A' panel to this station makes it possible to reverse the slip siding point No. 70 on Up line and arrange for reception of Up Main line train. c) When Slot No. A 8 of `A' panel is given it makes it possible to take OFF the Down Advanced starter signal No.9 towards CSDR line ( As and when slot No.A8 is released it locks A1, A2, and A9 at BYPL A Panel ). d) Slot No. C 16 of Channasandra to this station makes it possible to reverse the slip siding point No.70 on Up line and arrange for Reception or Despatch of Bypass train. e) Slot No. C 17 of Channasandra to this station makes it possible to take "OFF" Down Advanced starter signal No. 9 to Despatch Down train towards Bypass line. ( C 17 when released locks C 15 at Channasandra ). f) Slot No. 30 of this station when released makes it possible to take "OFF" Up Advanced starter signal C 7 of Channasandra for despatching Up Bypass train from Channasandra to reach up to Up Home signal No. 29. NOTE: Refer station working rules pertaining to BYPL, `A' panel and Channasandra for similar slotting arrangements between stations in the KJM-`A' panel-CSDR complex. B.15.0 Train signalling - Special features at SBC end: B.15.1 MAIN LINE : Train signal registers applicable to double line section shall be maintained at this station and `A' panel and train signalling entries made as regards to main line train number, private number in support of inter slot obtained with time, time at which the Down train passes signal No.8 and clear signal No. A5 (`A' panel) and time at which approach buzzer for an Up train is received and time at which the train arrives complete at this station. B.15.2 BYPASS LINE: Train signal registers applicable to single line section shall be maintained at this station and at Channasandra station and train signalling entries made as regards to Bypass train number, private number given or obtained, time inter slot obtained or given, time at approach buzzer is received and time at which the Bypass train arrives complete at the station. NOTE : 1)As regards to obtaining Slot A 8 from `A' panel, while despatching a Down Bypass train to Channasandra, the private number in support of the slot shall be entered in the remarks column against the concerned train entry in the train signal register. 2) For similar registers at `A' panel, CSDR, and BYPL refer the concerned station working rules. B.15.3 Special class station - Scope of SR 1.03 (i) : In order to deal train services under the "Absolute Block system of working vide GR. 7.01 (a) and GR. 8.01 (1) and (2) read with: i) GR. 14.01(a) viz. electrical block instruments of token less or token type in respect of trains. a) on KJM-SGWF double line block section with modified SGE lock and block instrument. b) GR 14.01 (b) and (d) viz.- track circuits and electrical speaking instrument in respect of trains. c) on KJM-BYPL section with intervening points on the section worked by `A' panel. d) on KJM-CSDR section with access to interfere with, by `A' panel; the sections are divided under the scope of special class of working vide SR 1.03 (i) and GR/SR 14.07 as follows:- KJM - `A' panel double line Up and Down block sections. `A'panel -BYPL -double line Up and Down block sections. KJM-CSDR single line section between KJM-CSDR. iv) BYPL`A' panel -CSDR single section for train between `A' panel and CSDR. B.15.4 Time release Although the holding capacity of Road-1 is 76 vehicles, short formation can only be dealt to facilitate shunting into FCI siding lines via point No. 59. A stop board is placed on Road-1 at the fouling mark of point No. 59 which the loco pilot of goods train while being received shall observe and stop short of it. The route thus not traversed by the train on Road-1 would be held and gets released after a duration of 120 seconds through an in built time release so as to avoid possible reversal of point No.59 inadvertently. B.15.5 Loco line Approach Buzzer : An alarm buzzer is provided at the station to warn the Duty station master of the approach of a locomotive from Diesel loco shed on the loco line. On occupation of the track circuited portion in rear of the position light shunt signal No. 24 on the loco line, an alarm buzzer would sound, which the duty station master shall note and arrange to receive the locomotive onto the traffic line. APPENDIX C RAKSHA KAVACH Not applicable Replaced Page No. 45 APPENDIX D DUTIES OF THE STAFF D.1.0 The duties mentioned below are not exhaustive. All staff required to carryout the relevant duties assigned to them by General Rules, Block Working Manual and Accident Rules and the Divisional instructions with all promptitude and prudence with a view to achieve better results in safe and efficient transportation. D.2.0 STATION MANAGER: His duties include general supervision of staff and their performance in connection with train operations, arranging necessary stationery, essential equipments, etc., ensuring that the staff are well trained that, they are not overdue for Refresher Course, safety camp, periodical medical examination, their block competency certificate, medical fitness certificate are current before they are permitted to take up duty; counseling 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. He shall supervise shunting at all times when possible. D.3.0 DUTY STATION MASTER: He is in overall charge of all train operations at the station, to carryout shunt moves with the supervision of Station Manager or Guard or Pointsman during his duty hours. He shall ensure perfect co-ordination is maintained by all staff under his control in the respective shift duty, personally operate the control panel, consult control regarding train movements and act according to his instructions, provide timings and other particulars pertaining to the train movement to controller, maintain prescribed registers, caution orders, etc., and deal movements to and from the FCI sidings, keep necessary isolation as necessary and adhere to all instructions relevant to him as laid down in the SWR, GRS, BWM and other circular instructions issued time to time. D.4.0 POINTSMAN/PORTER: The pointsman/porter, shall put on/put out the points, and trap indicator lamps, clean the points regularly assist the duty Station Master in issuing Caution Order/Memos, in piloting train, in clamping the points during failures, and in keeping the essential equipments and the control panel, clean and tidy. He shall invariably exchange `All Right' signals for every passing train on off side and shall obtain signature of the Guard of stopping train in "Complete Arrival Register" and carryout any other instruction issued to him by Station Master/Manager. Replaced Page No. 46 APPENDIX `E' ESSENTIAL EQUIPMENTS AT THE STATION Sl.No.Description of essential equipmentsMinimum Quantity at SMs Office1.Detonators202.Hand Signal lamps / tri-colour torches43Hand Signal flags4 RED 4 4 GREEN4Fire buckets with Sand25Fire buckets with Water26Station bells27Skids108Clamps with Padlocks69Safety Chains with padlocks410Trolley lorry on Line Caps211Line Blocked Caps1212Line Block Caps213Caution in force Boards214Rusty Rail Caps615Staff working caps (Power Block)416Pouches suitable for shunt keys217Wall Clock1 The SM shall ensure that the prescribed quantity of the above-mentioned essential equipments is made available at SMs office exclusively for train passing duties. APPENDIX `F Rules for working D class stations, Halts, IBH, IBS and Outlying sidings: - NIL APPENDIX `G Rules for working of trains in electrified sections: - The special working instructions for the working of trains in the 25 kv electrified areas has been issued and this SWR shall be read in conjunction with it. 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 DOWN Home Signal and in advance of Up advanced starter of the station to monitor the status of the SGWF-KJM & KJM-SGWF Block Sections. 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, 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. 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. Replaced Page No. 48 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 resettingPN given by despatch end SM after clearance of first train after resettingPN given by reception end SM after clearance of first train 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. 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. Replaced Page No. 49 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 on preparatory reset at the receiving station the axlecounter will show Clear indication at both stations. The receiving end station master shall then advise the station master at the other end, the availability of clear indication of the axle counter under the exchange of private numbers. Subsequent trains can be normally dealt. 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. The entries in TSR shall be made in red ink at both stations whenever line clear has been obtained with the axle counter showing preparatory reset indication. No attempt shall be made to close the block section on arrival of the train on preparatory reset if axle counter is still showing preparatory reset indication, instead of clear indication. FAILURE OF AXLE COUNTER: If Axle Counter does not show Clear (Green Light - Large) indication, after clearance of the train on Preparatory Reset, it shall be treated as a failure of Axle Counter. The Block Instrument Working of the concerned Block Section shall remain suspended till S&T staff rectifies the same. During this period Trains shall be dealt as per GR. 14. 13 and closing of Block Section done as per GR.14.10 (1), (2), & (3). And para 6.5 of this SWR. WORKING OF TROLLEY/MOTOR TROLLEY/LORRY ETC: Trolley protection Track Circuit is provided to prevent the operation of axle counter by insulated Trolleys. Motor Trolleys, when required to proceed to adjacent station, shall be issued with necessary Authority to proceed, suspending Block Working. After the motor trolley has cleared the section, the SM on duty shall resume block working for subsequent trains. However, in case the axle counter does not show clear indication after arrival of the Motor Trolley at the adjacent station, resetting of the axle counter shall be done as per Para 8 and Train operations resumed. SHUNTING: Shunting shall be done as per the instructions contained in the Block Working Manual. However, after a Block Forward or a Block Back operation is completed, before bringing the Block instrument to Line Closed position, it shall be ensured that the axle counter shows Clear (Green Light - Large) indication. (J.CHANDRASHEKAR) (P.RAJALINGAM BASU) Divisional Signal & Telecommunication Divisional Operations Manager Engineer/Bangalore. 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Z/r       t}       ܞ6q*       &        :l BN@     ^S        clhϤ     ^>z> @rm@?AZA(B,0B CB>D_DWGG`HIQIvbInmIxIP/JN?KLmL*MsM>PjBPh`P8ePaQRtSSpT{T:U*VZW-YHYA]{T]5q]^W_:h_o_e atQu^Tueulu~xu!vNv[vuv\'wnw4yR z''z9z({:|^j}q~y~u;;1; >qJMXjxz3 LJP9 |yo1:$Q9 @,uIkTFY@gBx.'H0;P[MX2 L-9? P^ODSn{t7.N\\y 'e@Qc }/~ HA'p S&Z(2=>'`hpn? Z5QjSi>u i?!@9gGlF{)HKs~q-@}'l :DC9`y%d~v#K|>k!yCj),?.U |3KQ5~~#1:dOHhKL# 7 K0ElT(Yf[,o _c&;A\-d0S1IO!-Z]mOoQYvWI:_q@@@@@(jkx@xrx@Unknown G*Ax Times New Roman5Symbol3. *Cx ArialG=  jMS Mincho-3 fg7. [ @VerdanaK,Bookman Old Style9Garamond?= *Cx Courier New5. .[`)Tahoma;WingdingsA$BCambria Math"q  hӷ *Ku2*Ku2!24 3qXR?@2=! xx Are You suprised ? Birthday BirthdayLSKuser E                           ! " # $ % & ' ( ) * + , - . / 0 1 2 3 4 5 6 7 8 9 : ; < = > ? @ A B C D Oh+'0Y (4 T ` l xAre You suprised ? Birthday LSK Birthday Normal.dotmuser477Microsoft Office Word@KE@$@f8o@2*KuGLXRsz ,   c.@Times New Roman------  2 )cbC #2 )kb.M.No.1 dated :    2 )b22  2 )b- 2 )b02  2 )b- ;2 ) b2012 to SWR No.B.5/KJM dated 15      2 )b- 2 )b07  2 )b- ;2 ) b2009  =2 ):!b  2 )bB.5/KJM    2 )b  b',@Bookman Old Style------ 2 1` b  t2 1Fb(J.CHANDRASHEKAR) (    2 1 bK.E.ANSAR    2 1Ob)  2 1Sb  b' %2 A`b  2 AQbDSTE/SBC DOM/SBC      2 APb  b'@Times New Roman------ +2 nLbSOUTH WESTERN RAILWAY       2 nb   &2 ]bBANGALORE DIVISION      2 b  @Times New Roman---  2 b  --- ,2 bStation Working Rules:    2 %b  &2 bDate of Issue:   2 Rb1  2 Yb5  2 `b-  2 eb0  2 lb7  2 sb- 2 xb2009  2 b  b' 2 bNo. B.    2 b5  2 b   2 b/ 2 bKJM    2 b.  2 b  2  bDate on which    2 Db  b'  2 b   2 b P (2 bbrought into force:  2 ^b  b'  2 b  b'--- #2 _bKRISHNARAJAPURAM     2 b    2 b   2 `bNOTE:   2 b-  2 b  b'--- [2 5b1.These Rules supersedes the Station Working Rules B.       2 b5  2 b  2 bdated:  2 b02  2 +b- 2 0b09  2 >b- 2 Cb1998  2 `b.  2 db  b'  2 /b  @"Arial------ 2 Ab2. 2 A bThe Statio  2 ANbn Working Rules must be read in conjunction with General and Subsidiary Rules        b' 2 RXband Block Working Manual. These rules do not in any way supersede any rule in the above       2 Rb- b' #2 dbmentioned books.    2 db  b'--- 2 ub3. w2 uHbThese Station working Rules shall also be read in conjunction with the t              #2 uxbraction working   b' n2 Bbinstructions issued to suit 25 KV AC RE pertaining to this Station      2 ,b  b'  2 b  --- 2 `b1.  2 lb $ 72 bSTATION WORKING RULE DIAGRAM:         2 b-  2 b  --- 2 XbThe enclosed Rule diagram based on Signalling Plan and P. Way Plan shows the signalling          V2 2bfeatures, track circuited portions, names of the a  R2 /bdjacent stations, the normal setting of points    @2 #band other details pertaining to day       2 xb- 2 }bto  2 b- V2 2bday working. Complete layout of the station yard,           2 Ybgradients, holding capacity of individual lines, distances of adjacent stations etc. are              :2 breproduced from the enclosed la  2 U byout diagram.   2 b  1{ --- #2 . {1Rule Diagram No.      2 .= {1  '1 |--- 2 . | 1SBC/RD/KJM    2 .| 1/4/ALT    2 ..| 1-  2 .4| 12   2 .=| 1  '- @ !-- @ !-- @ !-- @ !{-- @ ! |-- @ !-- @ !-- @ ! -- @ ! {-- @ ! -D{2--- &2 @2{DSignalling Plan No    2 @@2{D  'D2|--- 2 @|2DIPU 1156    2 @|2D  '- @ !1-- @ !1-- @ !1{-- @ ! 1|-- @ !1-- @ !2-- @ !2{-- @ !2-V{D---  2 RD{VP. Way Plan No     2 R,D{V  'VD|--- 2 R |DVCN/BNC/TR/198     2 R|DV- 2 R|DV97/2  2 R#|DV  '- @ !D-- @ !D-- @ !D{-- @ ! D|-- @ !D-- @ !E-- @ !E{-- @ !E-h{W--- %2 eW{hLayout diagram No     2 eGW{h  'hW|--- 2 e |WhTR/BNC/36    2 e|Wh- 2 e|Wh98.  2 e|Wh  '- @ !V-- @ !V-- @ !V{-- @ ! V|-- @ !V-- @ !W-- @ !h-- @ !h-- @ !h-- @ !W{-- @ !h{-- @ ! h|-- @ !W-- @ !h-- @ !h----  2 vb    2 b  @Times New Roman---@"Arial---@Times New Roman- - -  @Times New Roman- - - - - - - - - - - - - - - - - - ---  2 `b2---  2 hb (--- 2  bDESCRIPTION   - - -   2 b --- 2 bOF - - -   2 $b --- 2 )bTHE - - -   2 Lb --- 2 RbSTATION:    2 b-  2 b  b'- - - - - --- 2 `b2.1 ---  2 ub --- 2 bGENERAL( - - -   2 b --- 2  bLOCATION)    2 Pb  b'---  2 `b 0 #2 bKRISHNARAJAPURAM     2 /b  ,2 6bwith a code initials  2 bKJM   "2 b is situated a #2 /bt a distance of  2 b342.03  2 b  2 bkms   b' M2 ,bfrom CHENNAI CENTRAL on the JOLARPETTAI JN.         2 b-  2 b  12  bBANGALORE CITY JN. Broad      b' 2 bGauge,   2 be )2 blectrified Section.  t2 4FbThis is a Special class station under the purview of SR 1.03 ( i ).     2 b  b' Y2 4bPoints and Signals are operated from the centralised    2 b  2 bRRI   2 b  2 bco A2  $bntrol panel provided in the Station  b' 2 bhouse.  2 b  b'  2 -b  - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - --- 2 ?`b2.2 ---  2 ?ub --- 2 ?bBLOCK - - -   2 ?b --- 2 ?bSTATIONS  - - -   2 ?$b --- 2 ?-bON - - -   2 ?Fb --- 2 ?KbEITHER  - - -   2 ?b --- 2 ?bSIDE  - - -   2 ?b --- 2 ?bAND - - -   2 ?b --- 2 ?bTHEIR  - - -   2 ?b --- 2 ?% bDISTANCES:    2 ?b-  2 ?b  b'--- 2 \\b" Satellite Goods Terminal " White field (SGWF ) at a distance of 5.53 Kms on Jolarpettai       2 n bJunction end,  2 nb  R2 n/b"BAIYYAPPANHALLI" ( BYPL ) at a distance of 3.     2 nFb147  2 n[b  2 nbbKms   2 n~b  2 n bon Bangalore    2 abcity Junction end are the adjacent block stations. A bypass line towards Yelahanka Junction      2 ]btakes off from the Up line beyond the outer most points No.70 at Baiyyappanahalli end, with         #2 badjacent station  2 b  @2 #b"CHANNASANDRA" (CSDR) at a distanc     @2 #be of 2.71 Kms. There is no class      2 b" D " station   2 bin  2 b  ;2  bany of the above block sections.  2 b    2 b    2 b    2 b    2 b  q 2 {qSL.  'k--- "2 kADJACENT BLOCK    k''l--- 2 xlCODE   2 l  '--- 2 INTER   ' --- 2 J  DIRECTION     2    '- @ !o-- @ !o-- @ !+p-- @ !-- @ !-- @ !k-- @ !Al-- @ !-- @ !p-- @ !-- @ !-- @ !-- @ !-- @ !o-- @ !o-- @ !o-- @ !+p-- @ !-- @ !-- @ !-- @ !k-- @ !k-- @ !Al-- @ !-- @ !-- @ !p-- @ !-- @ !-- @ !-- @ !-- @ !-- @ !-"Systemw  w@w$ - - bbaa``՜.+,0( hp|     Are You suprised ?DESCRIPTION OF THE STATION:-GENERAL( LOCATION)4BLOCK STATIONS ON EITHER SIDE AND THEIR DISTANCES:-Y B.1.16 Up Routing Home Signal is provided with directional type route indicato+ BACK DOOR KEYS OF BLOCK INSTRUMENTY Block instrument is provided with double lock and key arrangements. One key of tY On completion of the work, the block instrument shall be closed and locked and tY The TECH.ES/JE/SE/Sig of the section is authorised to obtain the key from the SM Title Headings  !"#$%&'()*+,-./0123456789:;<=>?@ABCDEFGHIJKLMNOPQRSTUVWXYZ[\]^_`abcdefghijklmnopqrstuvwxyz{|}~      !"#$%&'()*+,-./0123456789:;<=>?@ABCDEFGHIJKLMNOPQRSTUVWXYZ[\]^_`abcdefghijklmnopqrstuvwxyz{|}~      !"#$%&'()*+,-./0123456789:;<=>?@ABCDEFGHIJKLMNOPQRSTUVWXYZ[\]^_`abcdefghijklmnopqrstuvwxyz{|}~      !"#$%&'()*+,-./0123456789:;<=>?@ABCDEFGHIJKLMNOPQRSTUVWXYZ[\]^_`acdefghijklmnopqrstuvwxyz{|}~Root Entry FData `1TablehWordDocument4SummaryInformation(b(ZDocumentSummaryInformation8CompObjr  F Microsoft Word 97-2003 Document MSWordDocWord.Document.89q