ࡱ>       g CbjbjVV r<r<9\$Pb4" T",",",",",V--,$.TTTTTTT$WZ<>><.",",T><.T>> ::J",0`y1 VBT}THT$CZ=ZJZJ <.<.><.<.<.<.<.<.<.<.T<.<.<.<.Z<.<.<.<.<.<.<.<.<. : @I SOUTH WESTERN RAILWAY BANGALORE DIVISION STATION WORKING DATE OF ISSUE: 02-08-2012 RULES: B. 86 /SGWF Date on which Brought into force SATELLITE GOODS TERMINAL(SGWF) NOTE: 1. These Rules supersede the Station Working Rules No. B.86 Dated.11-8-2008. 2. The Station Working Rules must be read in conjunction with the General and Subsidiary Rules and the Block working manual. These rules do not in any way supersede any rule in the above-mentioned books. 3. These rules should also be read in conjunction with traction working instructions for 25 KV AC Traction pertaining to "SGWF". STATION WORKING RULE DIAGRAM:- The enclosed Rule diagram based on Signaling Plan and P. Way Plan shows the signaling 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 rule diagram. Rule Diagram No.SBC/RD/SGWF/5/ALT-4Signalling Plan NoIPU 1161/ALT-3P. Way Plan NoB/SGT/25 Layout diagram NoB/SGT/T/8  DESCRIPTION OF THE STATION:- GENERAL( LOCATION) 2.1.1 SATELITE GOODS TERMINAL (SGWF) is situated on the Jolarpettai-Bangalore City broad gauge line at a distance of km.336.25 kms. from Madras Central. The alphabetical code of this terminal is SGWF. This terminal includes SGT Yard, SGT cabin and SGWF Cabin. SGWF cabin is a B class block cabin on the double line-electrified section between WFD and KJM stations. Entry to SGT yard from KJM side is controlled by Up Home signal of SGWF block cabin. Entry from WFD end to SGT yard is controlled by SGT Cabin. All the movements in SGT yard is co-ordinated by SM (Yard) i.e., Yard Master. 2.2 BLOCK STATIONS ON EITHER SIDE AND THEIR DISTANCES:- KRISHNARAJAPURAM (KJM) at" a distance of 5.53 Kms. on the Bangalore City Junction side and WHITEFIELD at a distance of 3.79 Kms. on the BangarapetJn Side are the adjacent block stations. There is no 'D' class station in either of the block section. Sl.No.Adjacent Block stationCODEINTERDISTANCEDIRECTION1WHITEFIELDWFD3.79KMJTJ SIDE2KRISHNARAJAPURAMKJM5.53KMSBC SIDE BLOCK SECTION LIMITS ON EITHER SIDE OF THE STATION ON DIFFERENT DIRECTIONS: - SGWF Block Cabin: The station limit extends from distant signal to last stop signal on both up and down lines. Between stationsPoint from which the block section commencesPoint at which the Block section ends.SGWF-KJM DOWN LINEDown LSS No.3 of SGWFBlock section limit board on down line at KJMKJM-SGWF UP LINEUp advanced starter No.10 of KJMUp outermost facing point No.50 of SGWFSGWF-WFD UP LINEUp starter No.2 of SGWFUp outermost facing point No. of WFDWFD-SGWF DOWN LINEDown advanced starter no.8 of WFDBlock section limit board on down line at SGWF SGT Yard Cabin: The SGT yard limit extends from Shunt Signal No.32 of WFD up to shunt Signal No.6, shunting neck at SBC end and ICD siding.. GRADIENTS: - Sl. No.Direction & LineFromToInter distance metres GradientSection1.Up line towards WFDCentre line310m 310 Level Stations section 2.Up line towards WFD310m 930m 620 1 in 120 rising towards WFDStation Block Section 3.Up line towards WFD930m 1160.70m 230.70 1 in 150 rising towards WFD Block section 4.Up line towards WFD1160.70 1430m 269.30 Level Block section 5.Up line towards WFD1430m B/section - 1 in 120 falling towards WFDBlock section 6.Down line towards WFDCentre line 90m 90 Level Station section 7Down line towards WFD90m 330m 240 1 in 1000 rising towards WFDStation section 8Down line towards WFD330m 1497m 1167 1 in 143 rising towards WFDStation/Block 9Down line towards WFD1497m 1647.20m 150.20 Level Block section 10Down line towards WFD1647.20 Bisection 1 in 115 falling towards WFDBlock section 11Up and down lines towards KJM Centre line241m241LevelStation section12Up and down lines towards KJM241mB/Section-1 in 132 rising towards KJMStation/Block Section13SGT yard to shunting neck towards KJMCentre line 143m143LevelYard14SGT yard to shunting neck towards KJM143m335m1921 in 400 falling towards KJMYard15SGT yard to shunting neck towards KJM335m555m1201 in 200 falling towards KJM KJMYard16SGT yard to Shunting neck towards KJM.555m710m1551 in 100 falling towards KJMYard17SGT yard to shunting neck towards KJM710m1215 (shunting neck end)5051 in 400 falling towards KJMYard18SGT yard to WFDCentre lineTop point of Yard (WFD end) -1 in 400 falling towards WFDYard19SGT yard to WFDTop point of Yard (WFD end) Upto shunt Signal No.33-1 in 100 falling towards WFDYard 2.5 LAYOUT: There are thirteen goods reception and despatch lines. A Goods through line is available by the side of the down line. It is connected to both up and down line by means of cross over point No.50 and 51 near the block cabin. There is a sand hump at the SBC end of goods through line. The goods through line leads to the goods reception and despatch roads No.1 to 13, a shunting neck by the side of the goods through line is connected to road Nos.1 to13. There are two through sick lines of which, one passes through ROH shed provided with sand hump at WFD end. One more sick line with a dead end takes off from Sick line No.2 at KJM end. A slip siding is provided at WFD end of goods R&D lines. ICD siding takes off from goods approach line between SGT yard and WFD at point No.3B. A sand hump is provided at WFD end of ICD siding point no.5 which isolates the siding from the WFD-SGT goods approach line. RUNNING LINES, DIRECTION OF MOVEMENT AND HOLDING CAPACITY. Running Lines.Direction of Movement.Holding CapacityLength (CSR)Type of PFLength of PFElectrificationGoods through lineUp reception and down despatch40 BOXN+2E+ BV+5% 480m ----Electrified Goods Reception and despatch linesRoad-IReception and despatch of up and down trains.55 BOXN+2E +BV+5% 652m ------ElectrifiedRoad-2Reception and despatch of up and down trains.56 BOXN+2E +BV+5% 673m ----ElectrifiedRoad-3 Reception and despatch of up and down trains.58 BOXN+2E +BV+5%686m----ElectrifiedRoad-4Reception and despatch of up and down trains.58 BOXN+2E+ BV+5%700m----ElectrifiedRoad-5Reception and despatch of up and down trains.58 BOXN+2E +BV +5%700m-----ElectrifiedRoad-6Reception and despatch of up and down trains.58 BOXN+2E +BV+5%700m----ElectrifiedRoad-7Reception and despatch of up and down trains.58 BOXN+2E +BV+5%760m------ElectrifiedRoad-8Reception and despatch of up and down trains.58 BOXN+2E +BV+5%710m-----ElectrifiedRoad-9Reception and despatch of up and down trains.58 BOXN+2E +BV+5%686m------ElectrifiedRoad-10Reception and despatch of up and down trains.58 BOXN+2E +BV+5%715m-----Partially Electrified (KJM side)Road-11Reception and despatch of up and down trains.58 BOXN+2E +BV+5%700m-----Non- ElectrifiedRoad-12Reception and despatch of up and down trains.58 BOXN+2E +BV+5%700m-------Non- ElectrifiedRoad-13Reception and despatch of up and down trains.58 BOXN+2E +BV+5%686m------Non- Electrified 2.5.2 NON RUNNING LINES:- Shunting neck: Shunting neck takes off from Point No.52B towards KJM end with shunting permitted indicator controlled by Station Master/SGWF Block Cabin its capacity is 735 m (83V+Engine). Sick lines: A through sick line takes off from Road-1 at both ends (508m) 50V+Engine+IC+7%. A through sick line passing through ROH shed takes off from sick line No.1, a sand hump is provided at WFD end. Its capacity is 440m (50V+Engine+IC+7%). A sick line spur with entry on KJM end and a dead end at WFD end is also provided inside ROH shed Its capacity is 175m 2.5.3 ANY SPECIAL FEATURES IN THE LAYOUT:- A slip siding controlled by Point No.3 is provided at WFD end of the goods R & D lines at SGT yard owing to the steep falling gradients. i) The slip siding point shall normally be set to the slip siding except when a train or shunt movement is to be carried out on the Running line. The points can be set towards the running line only the concerned slot is received from WFD. Point free indication appears for the point No.3 when SM/WFD gives the requisite slot.The yard cabin duty SM shall observe this and set this point along with other points on the required route. when everything is ready, he shall authorise the movement. On completion of train/shunt movement over the slip siding point, track circuit gets cleared, an alarm bell/buzzer sounds to warn the Duty SM to restore the slip siding point to normal. The alarm bell/buzzer sound would stop when the Point No.3 is normalised and the Normal indication appears on the panel,and inform to the SM/ WFD ]to normalise the slot. Note: 1) No vehicle shall be allowed to be stabled on the running line unless it is properly secured to prevent escaping of the vehicle. 2) Stabling of vehicles on the slip siding is strictly prohibited. 2.6 LEVEL CROSSINGS: - There is one level crossing gate connected with magneto phone communication with SGWF cabin. LC No. Class Dept.LocationTypeNormal PositionWhether InterlockedProvision of Tele-phoneTVU & dateLC No. 133 Spl Class Engg337/300-400 SGWF -KJMLifting BarrierOpen to Road traffic.InterlockedProvided670444 DEC-09 NOTE: - 1) Refer appendix A for detailed gate working instructions. 2) Station staff shall promptly attend to the telephone calls from the gate without fail as any call could also be for reporting any emergency. 3 SYSTEM AND MEANS OF WORKING: 3.1 System of working: The Absolute Block System on SGWF-KJM & SGWF-WFD block sections is in force at this station 3.2.1 MEANS OF WORKING: a)SGWF Block Cabin This is a Class B Block Cabin and trains are worked under the absolute block system. Double line modified SGE Lock and Block instruments for SATELITE GOODS TERMINAL (SGWF) KRISHNARAJAPURAM (KJM) Up and Down and SATELITE GOODS TERMINAL (SGWF) WHITEFIELD Up and Down block sections are provided in the Station Masters Office./SGWF/Block Cabin.) Block proving axle counters with resetting boxes are provided in SMs office/SGWF cabin for SGWF-KJM & SGWF-WFD up and down block sections. The block instruments shall be operated only by the on duty Station Master duly maintaining Train Signal Register (SR/GR 14.O7). When not in use, the block instruments shall be kept locked and their keys kept in the personal custody of duty Station Master. b)SGT Yard Cabin: Movements to/from this yard and ICD siding are controlled by slots between SM/SGT and from SGWF cabin or WFD station. All the movements to/from this yard are treated as shunt movements. Movement from SGWF cabin side is controlled by slot from SM/Yard cabin. Despatch from yard to KJM side is controlled by SGWF cabin through shunting signal. Movement from WFD side to ICD/SGT is controlled by slots from SGT yard cabin. 3.3 CUSTODY OF KEYS: The following keys shall normally be kept in the personal custody of the block cabin SM, yard cabin SM and Shunting Jamedars on duty. a) Block Cabin Station Master: 1. SMs key of the block instruments 2. SMs key of the double key lock on the block instruments outer cover. 3. Padlock keys of the point clamps. 4. Padlock keys of the safety chains 5. SMs key of the double key lock of the Relay room 6. Control panel key 7. Key of point machine lid cover locks 8. Keys of BPAC resetting boxes Note; The above keys except item No. (1)& (6) 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 (1)&(6) shall be kept in the personal custody of the duty Station Master. b) Station Master Yard Cabin: 1. SMs key of the built in lock of the 8-slide instrument 2. Padlock keys of the point clamps 3. Key of point machine lid cover locks 4. The SMs key of the double key lock of the Relay room. Replaced page no. 6 The above keys except item No. (1) 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 (1) shall be kept in the personal custody of the duty Station Master. c) Shunting Master at KJM end and WFD end; Padlock keys of the locally worked points at his end of road Nos.1 to13. In addition Padlock keys of the locally operated points on the ICD Siding will be with shunting master at WFD end. 4 SYSTEM OF SIGNALLING AND INTERLOCKING: STANDARD OF INTERLOCKING AND OTHER DETAILS:- 4.1(i) SGWF Block Cabin is provided with Standard-II-(R) multiple aspect colour light signalling with distant home starter No.4 and Last Stop Signal in Down direction and Distant, Home and LSS on Up direction (see appendix B for details). All points and signals are operated from the control panel provided in the SMs office (Block Cabin). (ii) SGT yard Slip siding Point No.3,sand hump Point No.5 at the entrance of ICD siding and shunt Signal Nos. 2, 4 & 7 at WFD end are operated by the Station Master yard cabin from the 8 slide instrument provided in the SGT Yard Cabin. All other points on the goods R & D lines, and sick lines are locally operated. CUSTODY OF RELAY ROOM KEY AND PROCEDURE FOR ITS HANDING OVER AND TAKING OVER BETWEEN STATION MASTER AND S&T MAINTENANCE STAFF: - Two Relay Rooms, one each at SGWF cabin and SGT yard cabin are provided with a double key lock for each room. One key of the double key lock concerned is to be retained by the Station Master on duty/SGWF cabin/SGT yard cabin and the other key by the TECH.ES/JE/SE/Sig. concerned. Whenever it is required to open the relay room, the TECH.ES/JE/SE/Sig shall requisite the key from 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. As soon as 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 of key requisition. 2) Purpose for which the key is required i.e. attending to failure, routine maintenance etc. 3) Whether the work in the relay room will affect the normal working of points, signals, block instruments etc., 4) Signature, name and designation of the TECH.ES/JE/SE/Sig requesting the key. 5) Signature of the SM on duty with time. 6) Time and Date of Returning the key to the SM on duty after locking the room properly with both the keys. 7) Remarks regarding normal working of the points, signals, block instruments etc., 8) Signature, Name and Designation of the TECH.ES/JE/SE/Sig returning the key. 9) Signature of the SM on duty receiving the key with time after duly ensuring that the room is locked properly with both the keys. 10) Remarks. 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. 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 arrangements to the signalling installations at both SGWF Block Cabin and SGT yard are from the Auxiliary Transformer (AT supply) or KPTCL. 4.3.2 The preference of power supply to the signalling installation to be adhered to is as follows:- Up/Down Auxiliary Transformer (UPAT/DNAT]. KPTCL 4.3.3 A four way rotary switch is provided to select the power supply to the signalling installation with the following switch positions: 1) UP AT supply, 2) DOWN AT supply, 3) KPTCL supply, 4) OFF 4.3.4 There are clear marking on the switchboard to indicate the position of switch and the supply is connected. 4.3.5 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. There are 3 MCBs and indication lamp for each supply (Miniature Circuit Breaker). Labels are pasted below each MCB and indication lamps will indicate the supply to which it is connected. The lever on the MCB, normally will be upwards (i.e. N position). When supply is available the indication lamp will be lit. Supply is extended to switch only when MCB in the ON (Up wards) position. Down position indicates tripped or OFF condition. 4.3.6 Whenever there is failure of AT or KPTCL supply, the corresponding MCB is to be checked to see if it has tripped. The MCB is to be switched to ON position in case of tripping. If it trips repeatedly or the supply is not forthcoming from that source supply from the next alternative source is to be extended. Replaced page no. 8 4.3.7 When the AT/ KPTCL supply fails, a buzzer would sound, and a red light appears above the `P-ACK' button on the panel. The buzzer ceases to sound when the button is pressed. The on duty SM shall alter the rotary switch to other position in the preferential order given in Para 4.3.2 When the normal power supply is resumed or when the power supply is changed to other sources the buzzer once again rings. The `P-ACK' button must be pressed again to stop the buzzer and the red light indication disappears. 4.3.8 When the failed supply resumes, the selection of power supply shall be done as per the preference detailed in Para 4.32. 4.3.9 A voltmeter is provided above the panel to indicate the voltage of the supply used. If the needle moves below the lower red band, the Station Master shall arrange to extend the power supply form the next alternative source. 4.3.10 Every power failure shall be recorded in the power failure register with particulars of time of failure, time restored, how restored, train detained if any and how the trains were dealt etc. 4.3.11 If the failed supply does not resume within three hours, the Station Master shall advise the Section Controller, Tech.ES/JE/SE/Sig. and the traction power controller with copy to DSTE/Sr.DSTE and Sr.DEE/DEE/TRD for restoration of power supply. TELECOMMUNICATION: Magneto Telephone Communication, block telephones, Railway Auto phone, BSNL phone, control telephone and VHF set as detailed in Appendix "B" are provided for use in train passing duties. SYSTEM OF TRAIN WORKING: DUTIES OF TRAIN WORKING STAFF: - Duties of train working Staff are detailed in Appendix- D. TRAIN WORKING STAFF IN EACH SHIFT: - SGT yard Sl.NoTraffic StaffNo. of Staff in Each shiftRoster1Station MasterOne in the yard cabinAs per the roster issued DPO/SBC2Station Master (yard)One with office in the bunk at KJM end .3SHUNTING MASTERone-WFD end one-KJM end4Pointsman /TRHFour-WFD end Four-KJM end SGWF BLOCK cabin Sl.NoTraffic StaffNo. of Staff in Each shiftRoster1Station MasteroneAs per the roster issued DPO/SBC2Pointsman /TRHone3Gateman*one *As LC 133 is an engineering gate, the provision of traffic gateman will be withdrawn when the gate is taken over by engineering dept. RESPONSIBILITY OF ASCERTAINING CLEARANCE OF THE LINES AND ZONES OF RESPONSIBILITY: - a)SGWF Block Cabin 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/ 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 are clamped & padlocked and the padlock key are kept in his personal custody. When a 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. SM has to ensure that indication regarding the normal and reverse setting are correctly available and then only further movements shall be permitted over the points. b)Station Master SGT yard Cabin The Station Master Yard Cabin shall ensure clearance of the track between the shunt signals No.4, 7 & 2. This shall be ensured by observing track circuit indication on the illuminated diagram when the track circuits are working and by physical verification during failure of track circuits. c) Station Master SGT yard (YM duties) The SM/Yard shall be responsible for ensuring clearance of the R&D roads before nominating them for reception. He shall ensure this by physical verification. d) Shunting Master WFD end (i) For reception into SGT YARD the Shunting Master also shall ensure that the line of reception as nominated by the Yard Master including the approach track from shunt signal No.2 is clear and free from obstruction by physical verification. (ii) For reception into ICD yard the Shunting Master also shall ensure that the line of reception as nominated by the Yard Master including the approach track from shunt signal No.4 is clear and free from obstruction in the ICD yard by physical verification. e) Shunting Master KJM end (i) For reception into SGT yard the Shunting Master also shall ensure that the line of reception as nominated by the Yard Master including the approach track from SPI is clear and free from obstruction by physical verification. Note: Common to all the above (b to e) paras: 1. Conflicting movement if, any shall be stopped. 2. The points at the trailing end of the line of reception, shall be set against the line of reception. 3. Facing points shall be correctly set for the line of reception, trailing end points set against the line of reception. Facing points shall be bolted, cottered and padlocked. 4. The padlock keys shall be kept in the personal custody of the concerned SHMs. 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 of consecutive absence or more 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): (i)SGWF block Cabin The duty Station Master is responsible for giving line clear for trains to leave the Station in rear. The line shall not be considered clear and line clear shall not be given to Whitefield or Krishnarajapuram (KJM) unless:- The whole of the last preceding train has arrived complete within the station section. All relevant signals have been put back to ON behind the said train and ensure that signal lights are bright. In case of a blank signal the station master shall also advise the SM in rear to issue caution order to the loco pilot of an approaching train to be vigilant and stop at the home signal. The SM shall also depute a competent Railway Servant with hand signal and detonators at the foot of the home signal. Provisions contained in SR 3.68 (i) (c) and G.R.3.74 shall be strictly adhered to by both SMs and Loco pilots. The line is clear upto the Block Section Limit board for a train from WFD and upto the outermost facing Point No.50 for a train from KJM. LC No.133 is advised for the closure against the road traffic and pulling of the concerned control slide as detailed in the Appendix A for a train from KJM. For a train to SGT yard, SM/SGWF cabin shall consult SM/Yard Cabin/SGT before granting line clear Note: The concerned Block section BPAC should show block section clear indication, if not remedial action shall be taken for resetting the axle counter as detailed in Annexure-1. 6.2.1 ANY SPECIAL CONDITIONS TO BE OBSERVED WHILE RECEIVING OR DESPATCHING A TRAIN: - a) After granting line clear for a down train, an Up train should not be received in to the goods yard since physical isolation is not available. b) The goods yard is declared as a TERMINAL YARD under the provision of SR 3.38 (xiii) of the GRS, for the reception of Up goods train on goods roads-1 to 13, the adequate distance is reckoned as ZERO, because stop boards are provided at fouling mark at WFD end and requisite speed restriction board of 10 km/h is provided below the up home signal 6.2.1.1 Setting of points against blocked line : SGWF Cabin: - This station is provided with centralised panel for operations of points and signals. Points and signals are operated individually by point knobs and signal knobs. As soon as a line is blocked by a trains or vehicles, points leading to the line at both ends shall be set against the line and line blocked caps used on the individual point knobs leading to the line as per para 7.2. Refer GR 3.38 (2) SGT Yard:- All the points in the yard shall be set against the line of occupation, except while performing shunting on the concerned line/s. 6.2.1.2 Reception of train on blocked line: - Whenever trains are being received on an obstructed line/blocked line on form T/509/SPT, 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, bolted, cottered and padlocked (yard) and correctly set, clamped and padlocked (SGWF cabin). Ensure that no conflicting movement is permitted. Ensure that a stop hand signal is exhibited at a distance of not less than 45 mts. from the point of obstruction in the direction of approach of the train. the padlock keys are kept with the SM who is receiving the train.. 6.2.1.3 Reception of train on non-signalled line: - Refer GR/SR 5.10. 6.2.1.4 Despatch of train from non-signalled line: - Refer GR/SR 5.11. 6.2.1.5 Despatch of train from line provided with common Starter Signal: - N/A. 6.2.1.6 Any other special conditions should be mentioned giving reference to the GR & SR: N/A CONDITIONS FOR TAKING OFF RECEPTION SIGNALS 6.3.1 The reception signals shall not be taken off unless the Line is clear up to the adequate distance as detailed below:. (i) To clear Down Home Signal 120 m beyond the Down LSS No.3 on main line i.e., KJM side. (ii) To clear Up Home Signal 120 m beyond the Up LSS No.2.on main line towards WFD. (iii) For the reception of a train to Goods R &D lines upto the stop Boards of the reception line. 6.3.2 Reception of a train from KJM side to goods yard Reception of up goods trains to goods R & D lines 1 to 13 Before granting line clear to SM/KJM for a train to be received into the goods yard, the Station Master SGWF Cabin shall inform and obtain the willingness of the Station Master/Yard Cabin who shall in turn before giving his willingness to the Station Master/SGWF, consult and obtain the willingness of the Yard Master. The SM/Yard (YM) shall decide on which convenient free road, the train is to be received. If no reception road is free he shall arrange to clear a convenient road and advise the Station Master/Yard Cabin and Shunting Master in charges accordingly. (i) About 20 minutes before the expected arrival of the train the YM shall inform the shunting masters on duty who shall inform the batch in charges about the train movement and the nominated line of reception duly issuing a PN to each. (ii) The SHM/batch in charge at KJM end shall (a) stop all conflicting movements (b) ensure that the nominated line is free from obstruction (c) shall arrange to set all the points concerned at his end to the nominated line (d) Ensure that all the facing points are bolted, cottered and padlocked properly, keeping the keys in his personal custody. (e) Depute a competent servant to exhibit PHS to the approaching train (f) Then he shall give a PN to Yard SM as a confirmation. (iii) The SHM/batch in charge at WFD end shall (a) Stop all conflicting movements (b) ensure that the nominated line is free from obstruction (c) shall arrange to set all the points concerned at his end against the nominated line, bolting ,cottering and padlocking the points concerned at his end and keeping the keys in his personal custody. (d) Then he shall give a PN to Yard SM as a confirmation. (iv) On getting the PNs from both the SHMs/Batch in charges, SM/Yard shall give his willingness and readiness to receive the train to SM/ Yard Cabin confirming with PN. (v) SM yard cabin shall in turn give his willingness to receive the train to SM SGWF block cabin supported by PN. (vi) When train leaves KJM station the block cabin Station Master shall inform the Station Master Yard Cabin who shall release his slot (Slide No.1) on the up home signal. (vii) On receipt of the slot from yard cabin Station Master supported by PN, the SGWF Cabin Station Master shall set the route and take OFF the reception signals by operating the knobs concerned for the reception of the train. (viii) The Shunting Master shall arrange to man the outer most facing point with PHS during the reception of trains in to the goods yard. 6.3.3 Reception of a train from WFD to SGT Yard (Goods lines-1 to 13): The movement of trains from WFD to/from SGT/ICD is treated as shunt moves. i) For shunting from Road-3 to 6 of WFD to goods lines to 1 to 13 of SGT, Station Master/WFD shall advise the Station Master/Yard Cabin the shunting details like train number, description, if any, painted No. of the last vehicle if other than BV, probable departure time of the train and give his private number in confirmation of the same. ii) Station Master/Yard Cabin shall convey the details to the SM/Yard on duty. iii) SM/Yard shall advise Shunting Master/Batch incharge of both ends, the details of the through shunting specifying the road on to which the shunting is to be done, duly ensuring clearance of the line up to the place, shunting is to be done and give individual PN to each Shunting Master/Batch incharge. iv) Shunting Master/Batch incharge at WFD end shall stop all conflicting shunt movements; set the locally operated points to the required road correctly securing facing points; ensure clearance of the line up to the place shunting is to be done; depute a competent Railway Servant to man the outermost facing point detailing him the shunting particulars. Then the shunting master shall give a PN to the SM/yard as a confirmation that he has done so. v) Shunting Master/Batch incharge at KJM end shall set and lock the points against the nominated lines and avoid conflicting shunting and given PNs to yard/SM as an assurance of the same. vi) Then the SM/Yard shall convey his willingness for the through shunting to the Station Master/Yard Cabin confirmed by a PN. vii) Station Master/Yard Cabin shall then give his willingness to Station Master/WFD confirmed by a private number and advise the Station Master/WFD to release his Slot No.70 on slip siding Point No.3 of SGT. Then Station Master/Yard Cabin shall set the Point No.3, by pulling slide No.3 duly ensuring the availability of the white light indication at the Point No.3 on the illuminated diagram, take off shunt signal No.7 by pulling slide No.7 and release slot No.6 controlling shunt signal No.11, 12, 13, 14 of WFD. viii) Station Master/WFD shall ensure by observing the slot indication that Station Master/Yard Cabin has released his control on the shunt signal numbers 11, 12, 13, 14 shall take off correct shunt signal for the train and permit the shunt move to SGT duly giving a written memo to the loco pilot authority him to proceed to SGT When the formation passes his station, SM/WFD shall advise the last vehicle No.of the shunting bit to Station Master Yard Cabin. This vehicle number shall be recorded in the remarks column of the PN exchange register at WFD and yard cabin. Station Master/WFD shall normalise the points/signal knobs only after ensuring through track indication provided on the panel, that the whole of the train of the shunt movement had passed beyond the trap Point No.65. Station Master/Yard Cabin shall normalise Slot No.6 after getting out report of the shunt move. ix) Station Master/Yard Cabin shall normalise shunt signal No.7 and slip siding Point No.3 only after ensuring that the train or the shunt move has completed. x) Station Master/Yard Cabin shall advise Station Master/WFD about the complete arrival of the train confirmed by a PN after observing the last vehicle number. 6.3.4 Reception of a train from WFD to ICD Siding: (shunt movement)(Roads 1-3) a) Shunting from WFD Station to ICD Siding shall be performed with engine pushing only at a speed not exceeding 15 km/h when guard is travelling in the leading vehicle, otherwise not exceeding 10 km/h {Ref. SR 4.12 (1) (b) (2) (1) }. b) Station Master/WFD shall advise Station Master/SGT cabin about shunting details like train number, description, last vehicle number, probable departure time etc., confirmed by a PN. c) Station Master/Yard Cabin shall in turn advise these details to yard master on duty supported by PN. d) Yard Master shall depute one Shunting Master/Batch incharge at WFD end, to the ICD siding give them the details of shunting to be performed. SHM/ Batch incharge at WFD end shall stop all conflicting movements, ensure the clearance of the line correctly arrange to set the points to the required line, bolt, cotter and padlock the facing points, and to exhibit PHS at the outermost point, then give PN to SM/Yard for the movement. e) Then the Yard Master shall give his willingness to Station Master/Yard Cabin confirmed by a PN. f) Station Master/Yard Cabin shall, in turn, convey his willingness for the shunting to Station Master/WFD confirmed by a private number and advise SM/WFD to release his control slot No.71, and set the Point No.5 to reverse duly pulling slide 5 and clear shunt signal No.7 by pulling slide No.7 and release his control slot No.6 on WFD Shunt Signals No.11, 12, 13, 14. g) Station Master/WFD on receiving this slot shall clear the shunt signal concerned for the shunt movement duly giving a written memo to the loco pilot authorising him to proceed to ICD. h) Shunting Master and the Pointsman nominated for shunting in ICD siding shall be responsible for correct setting of points, securing of vehicles and clearance of line from Point No.5 to the dead end on the ICD siding. i) The guard accompanying the shunting formation shall exhibit a proceed hand signal towards loco pilot continuously, if it is safe to proceed, while approaching the shunt signal No.7. The competent Railway Servant shall ensure that the shunt signal is clear and the shunting staff are exhibiting PHS towards him. In absence of one or both of them, he shall exhibit danger signal to the loco pilot and stop the movement. j) SGT shunting staff deputed to ICD siding shall be responsible for movement from shunt signal No.7. k) (i) The absence of a proceed hand signal may be due to an obstruction and in such case loco pilot shall stop the train at once. (ii) The loco pilot shall keep a good look out especially in the direction in which the train is running and be prepared to stop the train short of any obstructions. l) In thick or foggy weather impairing visibility for at least 1200 meters, the Guard/or a member from shunting staff shall walk at least 600 meters in advance of the train showing a stop hand signal to stop any conflicting move and train behind him shall follow at a walking speed. m) Station Master/Yard Cabin shall, immediately after passage of the shunt move beyond the Point No.5 and track circuit concerned, normalise the Slides No.7 and 5 and advise the complete arrival to Station Master/WFD who shall then normalise his slot No.71. During failures of signals, SM shall personally ensure that the Point No.5 are correctly set, points are clamped and padlocked and the padlock keys are kept in his personal custody, before authorising any movement. Note: 1. The SM/yard cabin & SM/Yard are responsible to ensure that the reception line is clear and free from obstruction in their jurisdiction before giving slot to SM/SGWF/WFD. 6.3.5 RESPONSIBILITY OF STATION MASTER FOR RESTORATION OF SIGNALS TO 'ON' Station Master on duty should ensure that signal/slot is put back to ON/normalised after the passage of every train as per GR 3.36.i (a). SIMULTANEOUS RECEPTION/CROSSING OF TRAINS: a)SGWF cabin Simultaneous movements of up and down trains are possible in SGWF cabin area in the respective signaled directions. A down train from SGT yard may be given precedence at SGWF cabin by detaining it at the down starter on the goods approach line. b) SGT yard: In yard simultaneous movements are possible as per grid alignment. i) A train to ICD may be received/despatched while receiving/despatching a train from/to KJM side. ii) Shunting may be performed on lines isolated from the line of reception taking due care and following all shunting safety norms. 6.5 COMPLETE ARRIVAL OF TRAINS:- (A) SGWF block cabin area 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 / 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 Tail Board/Tail lamp can be seen by the SM. 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) }. 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 2.In double line sections, in case complete arrival of train could not be ensured, SM/SGWF shall arrange to issue caution orders to trains entering into the block section on the other line, duly stopping them out of course at the adjacent station. (B) SGT yard area: (i) SM/Yard Cabin shall ensure complete arrival of the train aas detailed in para 6.5.2 above (ii) In case the guard is not available by the train or when he is travelling in the engine due to non-availability of BV at rear, SM/Yard shall ensure complete arrival of the train from KJM and advise SM/Yard Cabin confirmed by a PN. (iii)on ensuring complete arrival of the train, SM/Yard Cabin shall advise the same to SM/WFD or SGWF as the case may be duly confirming with a PN. DESPATCH OF TRAINS: When everything is ready to start a train towards WFD or KJM , the Station Master on duty at SGWF cabin shall obtain line clear on modified SGE block Instrument and for down trains ensure that LC No.133 at km.337/300-400 is closed against road traffic by observing the CL indication on the panel, set the required points and take off the signals concerned, issue caution order if any, and authorise the train to depart. Note: SM shall ensure that the BPAC for the SGWF-WFD/SGWF-KJM block section is showing clear 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 Despatch of a down train towards KJM from SGT yard. (i) When a train is ready to be despatched towards KJM , S M/Yard shall advise the details of the train including line from which it is to be despatched to the SM/Yard Cabin and batch in charge on KJM side confirmed by an individual PN to each of them. (ii) The Shunting Master/Batch incharge shall arrange to (a) stop conflicting movements (b) set the points correctly in the despatch route. (c ) Bolt, cotter and pad locks all the points and secure the facing point with pad lock duly keeping the keys in his custody. (d) ensure that the despatch route is free from obstruction. (e) then to give his PN to SM/Yard cabin as an assurance to that effect. (iii) SM/Yard cabin shall seek permission from SM/SGWF for drawing ahead the train upto his starter No.4. (iv) SM/SGWF cabin if he is ready to deal the train shall clear shunt signal No.6 and give his PN to SM/Yard cabin. (v) Meanwhile SM yard cabin shall send C.O. to the LP/ALP and Guard of the train, (vi) On getting PN from SM/SGWF cabin SM/Yard cabin shall give his PN to SM/Yard also shall in turn issue Form T/511 authorising the LP to draw ahead upto Dn. For starter No.4 of SGWF. (vii) the Shunting Master/Batch incharge shall arrange to exhibit PHS to the departing train. (viii) the LP shall draw ahead upto the starter No.4. (ix) On observing the train being drawn ahead, the Cabin Station Master/SGWF shall once again ensure the correct setting of route and also ensure that the LC No.133 at Km.337/300-400 is closed and locked against the road traffic as detailed in Appendix A and take off the down last stop signal No.3 and down goods starter No.4 by operating the concerned signal knobs. NOTE (1) In the event of failure of telephone communication between the procedure of line admission and line despatch book shall be introduced as per S.R. 3.38 (vi) (2). (2) For a reception and despatch of a train from and to SGWF Block cabin to SGT and whenever cross over point No.51 is reversed an Alarm buzzer will be sounded in SGWF Block Cabin and will stop when Signal No.1 or 4 cleared for a reception or despatch and also after completion of the train movement again the alarm buzzer is sounded to warn SM/SGWF to normalise the Point No.51. Replaced page no. 18 6.6.3 Despatch of an up train towards WFD from SGT yard. (i) When a train is ready to be despatched towards WFD from goods lines 1-13 , S M/Yard shall advise the details of the train including line from which it is to be despatched to the SM/Yard Cabin and batch in charge on WFD side confirmed by an individual PN to each of them. (ii) The Shunting Master/Batch incharge shall arrange to (a) stop conflicting movements (b) set the points correctly in the despatch route. (c ) Bolt, cotter and pad locks all the points and secure the facing point with pad lock duly keeping the keys in his custody. (d) ensure that the despatch route is free from obstruction. (e) then to give his PN to SM/Yard cabin as an assurance to that effect. (iii) SM/Yard cabin shall seek permission from SM/WFD for drawing ahead the train upto shunt signal No.32 of WFD. (iv) SM/WFD if he is ready to deal the train shall give the concerned slot on shunt signal No.2 and slip siding point No.3 and give his PN to SM/Yard cabin. (v) Meanwhile SM yard cabin shall send C.O. to the LP/ALP and Guard of the train and T/511 to LP, and clear the shunt signal under his control for the movement. (vi) the Shunting Master/Batch incharge shall arrange to exhibit PHS to the departing train. (vii) the LP shall draw ahead upto the shunt signal No.32 of WFD. (viii) On observing the train being drawn ahead, the Station Master/WFD shall deal the train taking into consideration the main line traffic and/ or as situation warrants. 6.6.4 Despatch of an up train towards WFD from ICD. a) The details in para 6.6.3 shall be adhered to. b) The Station Master/WFD if he is able to permit the through shunt move, shall repeat the train number, description etc., and give his PN in confirmation and also release his control on shunt Signal No.4 by reversing knob No.69 duly ensuring Point No.65 in N position, and inform Station Master/Yard Cabin on the telephone. c) The Station Master/Yard Cabin shall ensure by observing white light indications above signal No.4 on the illuminated diagram that correct slot has been released by station Master/WFD, set point No.5 to the reverse and take off shunt signal No.4 by pulling slide No.5 and 4 respectively and then permit that shunt move duly handing over written memo to the loco pilot to proceed to WFD. (Note common to paras 6.6.3 and 6.6.4) (1) In the event of failure of telephone communication between the procedure of line admission and line despatch book shall be introduced as per S.R. 3.38 (vi). (2) Station Master/WFD shall normalise the slots No.69 given to Station Master/Yard Cabin after getting out report from Station Master/Yard Cabin. The train has to come and stop in rear of the shunt signal No.32 (i.e., it should occupy 32 track). After the lapse of 60 seconds the Station Master/WFD will get free indication for trap point No.65 and other points for the road required by reversing the concerned point knobs and take off shunt signal No.32 for receiving the train into the station from SGT. Complete arrival shall be advised to Station Master/Yard Cabin through telephone confirmed by a PN. 3) The Shunting Master/Jamedar shall also ensure that the shunt signal has been taken off, arrange staff to man the outermost point and show a proceed hand signal to the loco pilot. 4) After the departure of the train, Station Master/Yard Cabin shall advise Station Master/WFD and shall ensure by observing the track indication on the illuminated diagram that all the vehicles have passed clear of the slip siding Point No.3 immediately put back the shunt signal No.4 and normalise slide No.5 5) Station Master/WFD shall normalise the slots No.69 given to Station Master/Yard Cabin after getting out report from Station Master/Yard Cabin. The train has to come and stop in rear of the shunt signal No.32 (i.e., it should occupy 32 track). After the lapse of 60 seconds the Station Master/WFD will get free indication for trap point No.65 and other points for the road required by reversing the concerned point knobs and take off shunt signal No.32 for receiving the train into the station from SGT. Complete arrival shall be advised to Station Master/Yard Cabin through telephone confirmed by a PN. TRAINS RUNNING THROUGH: (SGWF Block Cabin) The rules for reception and despatch of trains shall apply jointly to run through trains. Run through trains shall normally be dealt with on the respective main lines. TIME LIMIT FOR TAKING OF SIGNALS: - i) For stopping train, approach signals shall not be taken off earlier than 5 minutes, before the probable arrival of the train. ii) For stopping train, despatch signals shall not be taken off earlier than 3 minutes, before the probable departure of the train and despatch signals should be cleared after ensuring that everything is ready and safe. iii) For run through train, despatch and reception signal shall not be taken off earlier than 5 minutes before the probable passage of the train. 6.8 WORKING IN CASE OF FAILURES: - 6.8.1 FAILURE OF TRACK-CIRCUITS, POINTS/SIGNALS I) 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. II) a) If the point repeat indication fails to appear on the panel the following action has to be taken by the duty Station Master. b) The signal knob/s concerned shall be operated even if the point repeat indication is not available. c) If the signal gets cleared, the train shall be received under normal course on signals, treating it as failure of point repeat indication on the panel. d) If the signal fails to respond the SM shall operate point knobs concerned 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 point failure and the train shall be dealt strictly according to the relevant provisions contained in GR/SR 3.68 to 3.70. i. e .cranking, clamping, padlocking the points, ensuring the track concerned is free from obstruction and conflicting movements have been stopped. 6.8.2 FAILURE OF HOME SIGNAL During the failure of Home signal, the SM on duty shall arrange to receive the train on Form T/369- (3b). Whenever the trains are received on Form T/369- (3b), the SM shall ensure the correct setting of relevant points, clamp and padlock, all the points 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 and authorise the Loco Pilot to pass the home signal at "ON".(G.R/S.R 3.68 to 3.70 are to be followed.) Whenever the trains are being received on Written authority on Form T/369- (3b) due to failure of home signal, the home signal knob shall be turned to `R' position to avoid block failure. However, if the home signal failure is due to track circuit failure (other than berthing track), the home signal knob should not be turned to `R' position. 6.8.3 FAILURE OF STARTER SIGNAL: During failure of starter signal, trains shall be despatched duly issuing written authority in Form T/369-(3b) and Proceed hand signals shall invariably be exhibited at the foot of the starter signal after ensuring correct setting of the points duly clamping and padlocking of all the concerned points for despatch.sm and pointsman shall adhere to the provisions of G.R/S.R 3.68 to 3.70. 6.8.4 FAILURE OF ADVANCED STARTER SIGNAL (LSS) : During failure of this signal even though the line clear has been obtained on the block instrument, trains shall be despatched duly issuing the Form T/369-(3b) with an endorsement and PN obtained from the station at the other end of the block section. Note; sm shall before issuing T/369-(3b) ensure closure of L.C No.133 duly exchanging PN with the gateman when Down Advanced starter No.3 failed. 6.8.7 FAILURE OF BLOCK INSTRUMENT: - During Block Instrument failure / suspension, the train shall be started duly issuing LCT. 6.8.8 Failure of slots.During failure of slots , trains shall be piloted out/in on for T/370+ PHS duly cranking/clamping and padlocking the concerned points to the required position. However when slot no.1 of SGT fails the train shallbe piloted on T/369-(3b) duly observing the relevant provisions of G.R/S.R 3.68 to 3.70. 6.9 WORKING OF TROLLEY /MOTOR TROLLEY/ MATERIAL LORRY ETC. (SGWF Cabin) 6.9.1 Un-insulated trolley/lorry etc. should not be permitted on the track circuited lines. Whenever a trolley/lorry, 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. 6.9.2 Block instrument working shall be suspended and line clear ticket issued as an authority to proceed, when Motor Trolley / Material lorry etc, are required to work in the Block Section. Block instrument working can be resumed by SM at either end of the Block Section after lorry/motor trolley clearing the section. Instructions contained in the Note below item(16) of rule 3.3.14 of the BWM-1983 should be strictly adhered to. 6.9.3 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 shall 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 insulated. 6.9.4 In SGT yard area trolley/lorry/material trolley/dolley shall be worked only with the permission of SM/Yard taking due precautions as prescribed in P.Way Manual/G&SR. BLOCKING OF LINES:- Whenever a running line is blocked/obstructed Line Blocked safety caps should be placed on the relevant exit route buttons, as mentioned below to serve as a reminder to the SM on duty. Immediately when the line is clear again, the caps should be removed from exit route buttons and kept safe. 7.2 When the Up or Down main line or the goods through line is blocked/obstructed for any purpose, the points should be set against the line and Line Blocked caps should be placed on the relevant signal knob. Entries should be made in the train signal register and the station diary whenever the line is blocked and the obstruction is removed. The incoming and out going SMs at block cabin should specifically state in the Station Diary the condition (occupied or clear) of the Up and Down main lines and the goods through line while taking/handing over charge. 7.3 The incoming and out going Station Master at Yard Cabin should specifically state in the Station Diary that the condition (occupied or clear) of the line between shunt signals Nos.2/7, 7/4 & 7/32 of WFD while handing/taking over charge. 7.4 Outgoing SM/Yard shall make entries in YMs diary while handing over charges with regard to occupation of Road-1 to 13 and sick lines. 7.5 The Shunting Master shall arrange to secure the vehicles by applying hand brake of 6 vehicles on each side and those of the BV, in addition skids and safety chain also be used for securing the stabled vehicles on R and D lines and sick lines. This has to be ensured by the on duty SM/Yard. Loco pilots/guards shall also ensure that sufficient number of handbrakes of vehicles is applied before detaching the engine and/or the brake van, so as to ensure that vehicles do not gain momentum and go uncontrolled. Ref.GR/SR 5.19 & 5.23. 7.6(i) The Station Master/Yard 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 As far as possible the vehicles are to be stabled between the Trolley path at WFD end and fouling mark at KJM end of goods R&D lines to help preventing the vehicle for gaining momentum. (ii) Safety chains should be used to secure the vehicle/ wagons apart from placing two skids under the outermost wheels of farther most vehicles on both side. NOTE; Locos are to be stabled on the flatter gradient of the line to prevent them from getting momentum 7.7 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 keys retained in his personal custody. 7.8 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. 7.9 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 braked until the engine is attached to the train. 7.10 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. 7.11 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. 7.12 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. 7.13 The Sand Hump should not be obstructed for any purpose, when it is obstructed it shall cease to be a substitute for the adequate distance. Note: A securing of stabled vehicles register shall be maintained in the following format: Left hand side of the register shall contain the following particulars: DateTimeRoad No.No. of vehicles stabledNo. of hand brakes appliedNo. of skids provided & under which vehiclesNo.No. of safety chains provided & for which vehicle No.Signature of shunting staffSignature of the supervisor Right hand side of the register shall contain the following particulars: DateTimeRoad No.No. of vehicles to be despatchedNo. of hand brakes releasedNo. of skids removedNo. of safety chains removedSignature of shunting staffSignature of the supervisor 7.14 Safety Caps: - With 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, when the line/Route governed by them is occupied or otherwise, obstructed. [(Refer S.R. 5.19 (vi) & (vii) for different type of safety caps and their use)]. SHUNTING:- 8.1 General precautions: - Shunting shall be carried out at this yard with the shunting staff posted for this purpose. Engine shall be attached at the falling side of the gradient. Loose shunting/hump shunting/hand shunting is not permitted. 8.2 Shunting in the face of an approaching train: -Shunting in the face of an approaching train is strictly prohibited at this station. 8.3 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 from the yard. Whenever 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. 8.4 Shunting on Double line: - SGFWF cabin Sl.No.Place of ShuntingAuthority1.Within Station sectionT/806 2.In advance Block section.T/806 with PN duly blocking forward.3.In rear Block section.T/806 with PN duly blocking back. Refer: -Para 6.16.1 & 6.16.2 of BWM 2006 for details. 8.5 SHUNTING AT WFD END: a) Shunting beyond Advanced starter shall be carried out on "Block-forward" procedure issuing the shunting order Form T/806 along with shunt key. b) Shunting on the Down line beyond BSLB shall be carried out on `Block-back' procedure issuing Shunting order form T/806 + PN obtained from block station in rear to the Loco pilot and shunting is performed on hand signals. 8.5.1 SHUNTING AT KJM END: a) Shunting on the down line beyond down Advanced starter shall be carried out on block forward procedure duly issuing the shunting order Form T/806 along with shunt key (LSS key). b) Shunting on the Up line beyond the Point No. 50 shall be carried out on Block Back procedure issuing shunting order form T/806 PN obtained from block station in rear to the loco pilot. 8.6 Shunting in SGT Yard: - i)SGT Yard: a)All shunting operations should be supervised by the shunting master/batch in charge according to the instructions issued by the YM/AYM of the yard. b)Hand shunting is strictly prohibited at this yard. c)Shunting in the face of an approaching train is prohibited at this yard. d)It should be ensured that an engine is attached towards the falling side of the gradient while performing shunting at this yard. e)The Shunting Master shall ensure that vehicles are standing well clear of the fouling mark and that they are properly secured so as to prevent them from gaining momentum and getting out of control especially in view of the steep gradients in the yard. f)Vehicles shall not be stabled on the Slip Siding. The shunting master shall ensure that no vehicle is left on any point during shunting. g)Shunt signals wherever provided shall be used. In addition, hand signals should be used extensively. The shunting master shall ensure that no conflicting signals are displayed at any time. h)Shunting staff should take special care to ensure that vehicles detached from a train are well secured in view of the steep gradients in the yard. ii) Local Shunting from SGT Yard/ICD up to shunt 32: a)Whenever local shunting has to be done at SGT Yard the SM/Yard Cabin shall inform the shunt movements to SM/WFD and get his slot (70/71) for operating Point No.3 and 5 and slot (69) for clearing signals 2 or 4 as the case may be. The shunt movement should clear shunt signal No.7 for return move. SM/WFD should keep point No.65 normal. iii) Local Shunting from Roads-3, 4, 5, 6 from WFD (SGWF end) upto shunt signal No.7 Of SGT yard Whenever local shunting is to be done SM/WFD shall advise SM/Yard Cabin to release slot No.8 keeping Point No.3 and 5 N for performing local shunting up to stop board provided in rear of shunt signal 7. iv) Shunting from SGT to Shunting Neck: Whenever shunting is to be performed from SGT to Shunting neck the shunting master should inform SM/Yard Cabin about his requirement of SPI. The SM/Yard Cabin shall inform SM/Block Cabin to release his control on SPI. As soon as Knob No.7 is reversed a free indication appear near the single lever near SPI, on observing this indication shunting staff shall reverse the single lever. A yellow cross light will be lit in the shunting permitted indicator permitting them to do the shunting towards shunting neck. When the work is over, the shunting staff shall put back the lever to normal and shunting master will advise the SGT Cabin SM accordingly, who shall in turn inform the SM/SGWF Block Cabin to normalise knob No.7. Once the knob No.7 is normalised the free indication near the single lever disappears. NOTE: For a reception and despatch of through shunt move SGT & WFD, slip siding Point No.3 and Trap Point No.5 are reversed, an alarm buzzer will be sounded in SGT Cabin and will stop when signal No.2 or 4 or 7 are cleared for a reception and despatch of through shunt, and also after completion of shunt movement again the alarm buzzer is sounded to warn SM/Yard Cabin to normalise the slip siding Point No.3 and Trap Point No.5. 8.7 PROCEDURE FOR SHUNTING DURING FAILURE OF SHUNT/LSS KEY: 8.7.1 When the shunt key cannot be extracted and shunting has to be performed necessarily, SM on duty shall issue T/806 along with an endorsement shunt/LSS key could not be extracted with PN to be handed over to the Loco pilot as the authority to perform shunting during this period. 8.8 SHUNTING DURING SUSPENSION OF BLOCK INSTRUMENT: - 8.8.1 When shunting has to be performed at that end of the Block Section over which block instrument working has been suspended/failed, the Station Master on duty shall issue T/806 with an endorsement mentioning the suspension of the Block instrument with the PN obtained/given to the Loco pilot. ABNORMAL CONDITIONS: -( SGWF Cabin) 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& 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 for line clear to the preceding last three trains 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 (3) In other than SGWF cabin area, loine admission/despatch books shall be implemented during total interruption of communications and trains shall be piloted in their jurisdictions. ii. The authority to proceed into the occupied block section in case of obstruction of line or accident etc: -. Break Down Special/Relief train/Engine etc., shall be sent into the blocked/obstructed Block section by issuing 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. iii. Trains delayed in block section: - If a train carrying passengers does not arrive within 10 minutes or if a goods train does not arrive within 20 minutes after allowing 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 into the block section to fetch information about the whereabouts and condition of the delayed train and nature of assistance, if any required and trains running in the opposite direction should be stopped and issued with Caution Order. v. Failure of Axle Counter Block/BPAC: - Refer Annexure -1 for details. vi. Failure of MTRC: - (Mobile Train Radio communication) N/A. Procedure for emergency operation of points by crank handle: - Two Crank Handles for two group of points are provided at the SGWF block cabin to crank the points during failure. Group-I  Point no.50& 51Group-IIPoint no.52  One crank handle is provided at SGT yard cabin for use during failures. Group-I  Point no.3 & 5 During failure/suspension of points, the duty Station master shall make use of the crank handle to set the points locally. He shall keep the point knob concerned in the required position, extract the relevant crank handle from the electrical key transmitter, take out the crank handle along with the lid key from the glass fronted box and proceed to the points. ii. On the side of the point machine there are two lids. One covering the inlet hole of the crank handle and another covering the inlet hole of the crank handle lock. The duty Station master shall first open both the lids by using the lid key. Then he shall insert the crank handle lock key and unlock the same which permits insertion of the crank handle into the point machine. He shall then insert the crank handle, crank, clamp and padlock the point to the required position, remove the crank handle and crank handle lock key and close both the holes by lids and lock the lids by lid key. He shall also ensure that the other end of the points ( in case of cross over point) is in the required position. He shall then return to the station and restore the crank handle in to the key transmitter. If the correct point indication has appeared on the panel and if everything is alright for the movement of the train, the Station master shall clear the relevant signals. If the signals fail to respond, facing and trailing points should be clamped and pad locked before allowing any train/shunt movement over the points. All trains should be dealt with strictly in accordance with the relevant provisions contained in GRs 3.68 to 3.70 and subsidiary rules there under. ( Refer para B.4 for further details). Certification of clearance of track before calling-on signal operation is initiated: - N/A d) 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 FAILURE OF COMMUNICATIONS: (SGWF Cabin) When the block instruments, block telephone, control telephone, Railway Auto phones, BSNL phones, mobile phones and VHF sets between two stations have failed, total interruption of communications is deemed to be in force. During such a failure trains shall be worked under the following rules. 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 end have cleared the section at any one end completely before granting/obtaining line clear for trains through the restored means of communication. Detailed instructions contained in SR. 6.O2 (iii) shall be strictly adhered to for working trains during total interruption of communications. In all the cases of working trains during total interruption of communications, a detailed record of timings of all trains, Engines etc., shall promptly be made in red ink 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. TEMPORARY SINGLE LINE WORKING ON DOUBLE LINE BLOCK SECTION WHEN ONE LINE IS OBSTRUCTED {SR. 6.02(iv)(a)} (SGWF Cabin) Whenever an accident to a train or track or other obstruction precludes the use of one of the lines on a double line section, the traffic may temporarily be worked over single line by obtaining Line Clear on Electrical speaking Instruments. When it is desired to introduce temporary single line working on double line, on electric speaking instruments, the Station Master at one end of the affected section shall on receipt of reliable information in writing that one line is clear, take steps to introduce temporary single line working, on that line in consultation with the Section Controller and the Station Master of the station at the other end of the section. If there is reason to suspect that the line over which temporary single line working is to be introduced, is also fouled or damaged, temporary single line working must not be introduced until a responsible engineering official of the rank not less than that of a JE/P.Way has inspected that section and certified that the road is safe for passage of trains. 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 or control telephone or Railway Auto Phone or BSNL phones, mobile phones or VHF set. At all stations on the portion of the section on which single line working has been introduced, the Operating Handle of the Block Instruments pertaining to both obstructed and unobstructed lines shall be kept in Train on Line position through out the period single line working is in force. The Operating Handle shallbe locked also in that position with SMs key, wherever possible. In cases where it is not possible to keep the Operating Handle in Train on line position, the Block instruments shall be put out of 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. 9.2.6 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 wrong line all fixed stop signals shall be kept in ON position the number and the timings of the last train which arrived or left the block station issuing the message. 9.2.7 (i) On receipt of acknowledgement from the Station Master at the other end, 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 T/D 602 in accordance with the instructions contained in GR/SR and Block Working Manual. (ii) Single line working shall be introduced as follows based upon the location of obstruction S.NoLocation of obstruction between Single line working is to be introduced between 1SGWF and WFD on UP LineSGWF and WFD on down line2SGWF and WFD on Down LineWFD and KJM on up line3KJM and SGWF on UP LineKJM and WFD on down line4KJM and SGWF on Down LineSGWF and KJM on up lineNOTE:- (1) SGWF continues to be block station in all the above situations. (2) LC No.133 at km.337/300-400 closure shall be ensured by SM/SGWF cabin before authorising any movement between SGWF-KJM. The Loco pilot of each train shall be handed over 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/Railway Auto Phone/BSNL phones or VHF, identification number sheet shall be used OR cross checking and tallying of PN for last three consecutive trains to be done 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 road 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 SGWF on wrong line, SM shall prepare written authority as per SR 5.10 and the competent Railway servant shall proceed on the wrong line and take stand adjacent to Home signal of right line and shall stop the train on hand danger signal and thereafter receive it into the station. All the cross over points (Facing and trailing end) in the facing direction over which the train shall proceed, while temporary single line working is in force, shall be clamped and padlocked. Resumption of normal working- On receipt of a written certificate from a responsible Engineering Official not below the rank of JE/P.Way, that the obstructed track is free and safe for passage of trains, the Station Master will issue a message to the other station or stations, as the case may be, under exchange of private numbers and decide, in consultation with Section Controller, the train after passage of which, normal working shall be introduced. When double line working is resumed the Block Instruments and all fixed signals, shall be brought into use immediately. An entry shall also be made in the Train Signal Register of Stations concerned showing the time double line working was suspended, time single line was introduced and the time normal working was resumed. The SM shall advise the 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. SINGLE LINE WORKING ON DOUBLE LINE DURING TOTAL INTERRUPTION OF COMMUNICATIONS: - {Ref: SR 6.02(iv) (b) for detailed instructions.} (SGWF Cabin) DESPATCH OF TRAINS UNDER AUTHORITY TO PROCEED WITHOUT LINE CLEAR TO ASSIST A CRIPPLED TRAIN: {SR 6.02(i)}. (SGWF Cabin) Break down special /relief train/engine shall be sent into the obstructed Block Section by issuing authority to proceed without Line Clear in form T/A 602. Before preparing this authority the SM shall examine the TSR, Train message books, WTT, Train notice register and Caution order advices and also contact control and the SM at the other end. Clear instructions shall be given to Loco pilot and Guard regarding the nature of obstruction and location of obstruction or Engine/BV/First Vehicle/Last Vehicle shall be mentioned as far as known and the station to which the crippled train/engine could be moved to clear the block section. If more relief trains/engines are to be despatched into the block section subsequently, clear instructions shall be given to the Loco pilots and guards of such trains/engine etc., already allowed into the section and other relevant information. Once obstruction is removed and the line is certified by competent Railway Servant as fit and safe for the passage of trains, the duty SM shall exchange numbered messages and private numbers with his counterpart at the other side, to ensure that the block section is clear of all trains/vehicles sent into the section and then only restore normal working. All the entries relating to the train dealt on form T/A 602 shall be made in Red ink in TSR. {Ref: SR 6.02(i) for detailed instructions.} 10. CAUTION ORDER: (GR/SR 4.09): - Caution Order if any shall be issued by the duty Station Master to the Loco pilot and the Guard of all trains, appropriate Entries shall be made in the Train Signal Register regarding its issue against the train's entry, Caution Order register shall be maintained by duty Station Master separately and entries brought forwarded. All these are done as per extant rules. 11. VISIBILITY TEST OBJECT: -(GR/SR 3.61): - Any aspect of the Up/Down advanced starter signal shall constitute the visibility test object for Up/Down direction at this station. The Station Master on duty shall test the visibility by observing this object by standing at a convenient location in front of his office and take appropriate action in case of poor visibility vide GR 3.61 and SRs there under. 12. ESSENTIAL EQUIPMENTS AT THE STATION: - 12.1 The Station Master in-charge shall ensure that the prescribed number of the essential equipments listed in Appendix E is made available exclusively for train passing duties. The Station Master on duty shall be responsible to ensure that the essential equipments provided at the Station are maintained in perfect working condition exclusively for train passing duties. 13. FOG SIGNALMEN NOMINATED TO BE CALLED IN CASE OF FOG. (GR/SR 3.64). i. In foggy or tempestuous weather or in dust storm when V.T.O cannot be seen from the SMs office, the SM shall send trained men to act as fog signalmen. The names of two members each from the operating and permanent way Group `D' staff at the station with a declaration that they know the fog signalling duties 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 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 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 sections Annexure-1Instructions for working of BPAC APPENDIX A' A. WORKING OF LEVEL CROSSINGS. ENGINEERING LEVEL CROSSING No. 133 AT Km. 337/300-400 A.1.1 This is a Spl Class interlocked level crossing provided with lifting barrier situated in Satellite Goods Terminal (SGWF)-Krishnarajapuram (KJM) block section. The normal position of this level crossing is kept open for Road traffic. This gate is interlocked with down last stop signal and up gate cum distant signal and under the control of Station Master/SGWF Block Cabin. Two Gateman round the clock one each on 12 hours shift mans this gate. A.1.2 Magneto Telephone Communication between this level crossing gate lodge and the SMs office as detailed in Appendix B. A.1.3 A two-knob panel is provided in the gate lodge for controlling down last stop signal and up gate signal. The description of two knobs is as under: 1) Knob No.1. Control on down last stop signal. 2) Knob No.2. Up gate signal cum distant of SGWF. A.1.4 The winch, which operates the lifting barriers of LC at Km 337/300-400, is provided with winch key normally locked IN. When the barriers remain in raised position, the level crossing is opened for road traffic. During night, a red light is exhibited when level crossing is closed to road traffic. A.1.5 During daytime when the barriers are lowered across the road a red disc on the boom of the barrier and red target suspended from it warn the road traffic to stop. While the boom comes down across the road, a gong attached to each boom gives bell as a warning to the road users that the level crossing is about to be closed. The gongs do not sound when the barriers are lifted. Notice boards facing the road traffic are erected at either end of the level crossing to warn the traffic to stop when the gongs are sounded. NOTE: In addition to the above a separate hooter is provided at the LC. When the SM informs the gateman to close the LC and turn the G1 knob to R position the hooter will sound. After the lifting barrier comes down and locked, the hooter sound will be stopped. A.1.6 Whenever the barriers are required to be lowered against the road traffic for the reception of up or down train or despatch of down train or for any shunt movement across the LC the station master shall advise the gateman to lower the lifting barriers against road traffic clearly mentioning the train number, description, direction etc., and turn the GI knob to reverse position. A.1.7 The gateman on getting the advice from the station master shall acknowledge the same and lower the lifting barriers, extract the concerned winch key and insert and unlock the single lever frame and reverse the lever which locks the boom in the lowered position and release the key X from the single lever frame, insert the key X and unlock and reverse the another single lever frame which gets electrically locked in the reverse position and a white light indication appear on the concerned legend CL marked near the LC legend on the panel. The gateman shall clear the up gate signal by pulling the knob No.2 and pull knob-1 to release the control on signal No.3. On observing the white light indication the SMs shall take off the concerned signals. NOTE: Before extracting key X from the single lever after lowering the booms the gateman shall personally ensure that the booms are locked in lower position. A.1.8 Immediately after the passage of train and after signals have been put back to ON position, the Station Master shall normalise the gate knob G1 on the panel. A.1.9 When the gate knob G1 is normalised a white light indication appears on the single lever frame. The gateman on observing the white light indication shall normalise the single lever and extract key X and then unlock the other single lever with key X and normalise boom locking lever extract the winch key and open the LC for the road traffic. A.1.10 Emergency key X secured in electrical instrument and kept at the gate lodge for use in case the key X cannot be extracted from the lock on the lever frame to open the gate. The gateman on duty shall brake open the seal of the box extract the emergency key X after exchanging PN with the SM and arrange to use it to open the level crossing gate since the key is interlocked with Down last stop signal and up gate-cum-distant signal. These signals cannot be taken OFF once the key is extracted. The emergency key shall be inserted in the key contact box after clearing the road traffic and signals can be cleared. If the gate cannot be closed then trains shall be dealt with as per GR/SR3.68 to 3.70. PNs shall be exchanged for every extraction of the emergency key and it shall be recorded along with the counter number & PNs exchanged with the SM in the register maintained for this purpose at the gate lodge. the Gateman on duty shall make individual entry for the gate in the register specially maintained for this purpose with the details like; the time and date of use, the number of the train for which it was used, etc. The failure shall be immediately advised to the Tech/JE/SE/SIG for rectification. Immediately after noticing the failure the TECH/ES/JE/SE/SIG. shall be advised to restore the normal working. A.1.11 DURING COMMUNICATION FAILURE: In case of failure of Magneto Telephone Communication or if there is no response from the gateman the Station Master on duty shall depute a competent railway servant to the level crossing to ensure that the gates are closed and secured against road traffic and CL indication is available in the panel, as detailed in the Para-A.1.7. NOTE: i) If any vehicle, cattle, etc., is found trapped between the barriers in the lowered position, the barriers shall be lifted to allow them to escape and the winch key shall not be inserted in the single lever until the level crossing is clear of all obstructions. A.1.12 gate barrier/interlocking failureIf due to any defect one or both the barriers cannot be closed across the road traffic the gateman, shall use the emergency chains with stop boards to block the road traffic and secure them by means of padlocks and Red (Warning) light must be exhibited from the gate posts during night. Then the gateman shall inform the Station Master on duty for having chained and locked the level crossing against road traffic and the Station Master shall authorise train movement (in case of a down train) only after exchanging private number with the gateman for having chained and locked the level crossings without any obstruction to rail traffic. SM on duty shall issue Form T.369 3b with endorsement and the gate man shall show PHS at the gate. (i) When the gate interlocking fails for up trains the gateman shall secure the gate as per note No.(ii)and show PHS at the gate and also Loco pilots to follow rules as per GR/SR 3.73., (ii) When the gate interlocking fails for down train SM Block Cabin shall issue T.369 3b with endorsement after exchanging PN with the Gateman for closure of gates and the gate man shall show PHS at the gate. The failure shall be advised to the concerned SE/JE/P.Way for early rectification. A.1.14 When the gate fails in the open condition, the gateman shall advise the SM on duty and shall secure the gate with emergency gate chains and padlocks. Stop boards facing the road traffic shall be used to warn the road users. The gate shall be treated as a non-interlocked gate and the instructions for working of non-interlocked gates shall be adhered to. All trains shall be piloted as per GR/SR 3.70 & 3.73. A.1.15 Failure of gate in closed condition: a) If the barriers are in lowered condition and the gateman is able to transmit gate closed indication to the SM, the trains shall be dealt normally. b) If the barriers are in lowered condition and the gate closed CL indication could not be transmitted, trains shall be dealt with as per the relevant provisions contained in GR/SR 3.70 & 3.73. A.1.16 If the Down Last Stop Signal is taken off for a train and put back to normal due to cancellation or any other reason the gate control will release only after a time delay of 120 seconds. After every train movement, the knob shall be put back to normal. NOTE: After the knob pulled for either Up or Down train movement, No attempt shall be made to put back the knob to normal except in case of emergency, since the signal already cleared will go back to danger. A.1.17 The level crossing gates must not be closed and locked against the road traffic more than 10 minutes (during normal course) before the expected passage of a pass through train and more than five minutes for a stopping trains. A.1.18 If the gateman notice any obstruction on line he shall take action as per GR 16.07 and SR there under A.1.19 In case of obstruction at/near the level crossing, the gateman shall adhere to the instructions contained in GR 16.07 and SRs there under. NOTE: - a)When a train / Shunt movement for which lifting barriers of LC gate have been kept closed is cancelled due to any reason the SM on duty shall immediately advise the same to the gateman on duty, duly normalising the gate Knob G1 and give a PN. APPENDIX `B' SYSTEM OF SIGNALLING AND INTERLOCKING: - B.1.1 This is a B Class Station (Block Cabin) provided with Standard-II-R Multiple Aspect Colour light signals with panel interlocking and the points and signals are operated from the control panel (SGWF). An eight-slide instrument is provided in the Yard Cabin to operate points and shunt signals. B.1.2 Up home signal at a distance of 180 metres beyond the Point No.50 and up gate cum distant signal at a distance of 1009 metres from the up home signal are provided for the reception of up trains on up line or goods R & D lines. B.1.3 Down home signal at a distance of 300 metres beyond block section limit board and down distant signal at a distance of 1000 metres from the down home signal are provided for the reception of down trains on Down line. B.1.4 Up starter L.S.S. No.2 for up line and down starter L.S.S. No.3 for down line are provided for the despatch of up and down trains. B.1.5 Down starter No.4 is provided on goods through line for the despatch of down goods trains from SGT towards KJM. B.1.6 Goods warning board is provided at a distance of 2200 metres in rear of Down Home Signal and 1688 metres in rear of Gate cum distant signal. B.1.7 P markers are provided below up gate distant and down distant signals G marker is provided below up gate cum distant signal. B.1.8 Up and Down shunt keys are interlocked with the respective block instrument and provided in a separate electrical key instrument near respective block instrument, when removed prevents clearing of the up last stop signal No.2 and down last stop signal No.3 respectively. B.1.9 Hand crank duly interlocked with the signals except Up and Down last stop signals is kept in SGWF block Cabin for operating point machine during failure. Group-I .. Point No.50 & 51 Group-II .. Point No.52. B.1.10 Directional type route indicator is provided on the up home signal. When the route is set and signal cleared for Goods R & D lines( SGT yard) the directional type route indicators will display a row of white lights with caution aspect. Unless the route indicator is lit the signal will not clear for Goods R & D lines. But there will not be any display of route lights when the route is set and the signal is cleared for receiving an up train on the UP main line. B.1.11 All signals are erected on left hand side. B.1.12 The up home signal is slot controlled by slide No.1 of slide instrument provided in the SGTyard cabin for the train to Goods R & D lines. B.1.13 Shunting permitted indicator is provided near Point No.52 on shunting neck. This should be operated with Point No.52 in normal position to permit shunting from and to shunting neck. The shunting permitted indicator is not a signal and must always be supplemented by a Proceed hand signal at the foot of it to permit shunt movements. The shunting permitted indicator is operated by a single lever frame provided nears it. The lever is provided with electrical lever lock Normal controlled by knob No.7 of the SGWF block cabin. B.1.14 Block section limit board is provided on the down line. B.1.15 Crank handle duly interlocked with signals is provided in the SGT yard cabin to operate, during failure of Points No.3 & 5. B.1.16 An eight-slide instrument is provided in the SGT yard cabin for operation of points and shunt signals in that area and to release control over up home of SGWF block cabin and down shunt signals No.11 to 14 of WFD. B.1.17 Position light shunt signal No.6 operated by SM/SGWF block Cabin & SPI No.7 at KJM end and shunt signals No. 2, 4 and 7 , operated by SM yard cabin, at WFD end of the goods yard are provided on separate posts to control shunt movements. Shunt Signals displays two white lights in horizontal position at ON and two white lights in oblique position when taken OFF. B.1.18 Shunt signal No.2 & 4 is slotted by WFD knob No.69. B.1.19 Cross over Point No.3 connecting the ICD Siding approach line and goods yard with slip siding is slotted by WFD Knob No.70. B.1.20 Point No.5 at the entrance of the ICD Siding is controlled by Knob No.71 from WFD. B.1.21 Slip Siding is provided at WFD end of goods R&D lines. Slip Siding Points No.3 can be reversed only after Slot No.70 of WFD is given. An alarm buzzer in yard cabin whenever slip siding Point No.3 or Trap Point No.5 is reversed and will stop sounding when shunt signal No.2 or 4 or 7 is cleared. Immediately after the train movement is completed over these points also the alarm buzzer sound warns the yard cabin Station Master to restore these points to normal. The buzzer stops after normalising the point. B.1.22 Alarm buzzer in SGWF block cabin whenever Point No.51 is reversed and will stop when Signal No.1 or 4 is cleared for reception/despatch of trains respectively. Also alarm buzzer to warn the panel SM of SGWF block cabin to restore Point No.51 to normal immediately after the train movement is over on this point. B.1.23 2 slide instrument is provided near level crossing No.133 at Km 337/300-400 as detailed in Appendix A. B.1.24 ONE SLOT-ONE TRAIN feature is provided for movements between SGT Cabin and WFD. B.1.25 Emergency gate key for LC gate No.133 at KM 337/300-400 is kept in electric key contact box at the gate lodge. B.1.26 Up and down home signal and Advance starters are interlocked with respective section block instrument. B.1.27 The OFF aspect of the up or down advance starter is the Authority to proceed for the train to enter the block section ahead. Point No.50, 51, 52, 3 and 5 are motor operated. B.1.28 Speed Indicator: Speed indicator is provided on the up home signal restricting the speed of goods trains received on goods road of SGT to 10 km/h. B.1.29 Stop Boards: Individual stop boards are provided at the fouling marks of goods 1-13 on up and down direction except sick lines. Board with legend STOP FOR LOCAL SHUNTING ONLY are provided between shunt signal No.7 of SGT and 32 of WFD. B.1.30 Point/Trap Indicators: All the locally worked points in the yard leading to R&D lines are provided with point indicators to guide the loco pilots during shunting operation, in the Goods R & D lines. Point Nos.159, 160, 161, 162, 163, 164 are not provided with point/trap indicator. B.1.31 Block Proving Axle Counters(BPAC) with resetting cum indication boxes are provided in SGWF cabin for SGWF-WFD and SGWF-KJM up and down block sections. B.2 THE CONTROL PANEL: B.2.1 All points and signals are operated from the control panel installed in the SGWF Block Cabin. The panel consists of a console, which provides a clear picture of the track, points and signals over the entire area. Each track circuit is represented by a separate distinct colour. B.2.2 At the bottom of the panel, SMs key, Point knobs P ACK button and signal knobs are provided. At the top of the panel, white light indication for route cancellation counter and white light indication for crank handle are provided. A digit counter and voltmeter is provided at the top of the panel. B.2.3 The signal knobs for reception and despatch signals at either end are coloured RED with the number of the signals engraved in the centre of the knob and are provided near the respective signal on the panel. The signal knob has two positions, normal and reverse and must normally be kept in the normal position. The signal knob should be turned in the direction shown on the panel for taking off the signals. B.2.4 (i) The point knob has two positions normal N and reverse R and must normally be kept in the normal position. To set the point to the reverse position, the knob must be turned to the R position. The point repeat indications are shown near the point knob by means of GREEN light indicating (N) position and a YELLOW light indicating the R position. If the points do not set and locked properly no repeat indication will be available. (ii) In addition to the Normal and Reverse indications near the point knob, there is a White light in between the above indications. The white light indication appears only when the point is free to be operated. B.2.5 Power acknowledgement button (P ACK) coloured RED is provided on the right hand side bottom of the panel. Instructions for operating P ACK button are detailed in Para B.9. B.2.6 A white light is provided at right side top of the panel to indicate that the crank handle is in. The light disappears when the crank handle is removed from the electrical key transmitter. B.2.7 White light indication with counters is provided below the legend on the panel for route cancellation. B.2.8 The SMs key knob has two positions Normal and Reverse and must normally be kept in the Reverse position. B.2.9 Setting up a route is represented by a series of white lights along the route on the panel when the concerned point knobs and signal knobs are operated. The white light appears only when the route is correctly set and locked and all the track circuits are clear. When a particular track is occupied or has failed, a RED indication appears on the concerned track on the panel. B.2.10 The control panel is provided with locking arrangements on the left hand side bottom of the panel to prevent any unauthorised operation of the panel. This lock up 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 SM on duty. B.2.11 A voltmeter is provided over the panel to indicate mains supply voltage. B.2.12 Individual white light indications are provided on the panel for Up and Down shunt keys. B.2.13 All knobs shall be restored to the normal position immediately after completion of the movement for which they are reversed. B.2.14 The shunt signal and shunting permitted indication knob are coloured YELLOW with the number engraved on the knob and are provided near the shunt signal and SPI on the diagram. B.2.15 All signal indications are repeated in the diagram at the respective locations. B.2.16 Shunt key in indication is provided on the panel near the inscription Shunt Key the indication will disappear when the shunt key is disturbed/removed from the transmitter. B.2.17 Illuminated diagram SGT Cabin: An illuminated diagram provided in SM/Yard Cabin to indicate the position of point, shunt signals, track circuits and slot indication pertaining to SM/Yard Cabin area. Each track circuit is represented by a separate distinct colour when route is set and shunt signal is taken off the track circuit on route will display white light indication when a track is occupied or failed RED indication will appear. When the signal is put back to ON and when track are clear there will not be any indication. An eight-slide instrument is provided below this illuminated diagram from where the slip siding Point No.3, Point No.5 and shunt signal No.2, 4 and 7 are operated (Details in Statement A) B.3.0 TRACK CIRCUITS: B.3.1 (i) (SGWF Cabin):Up and down main lines are track circuited between Up home and Up Last Stop Signal and Down home and Down Last Stop Signal and also between shunt signal No.6 and Point No.51 including goods through line upto the dead end slip siding point No.3 upto shunt signal No.7 and upto trap point No.5 towards ICD siding. (ii)SGT Yard: track between shunt signal No.7 and 2/4 is provided with track circuits. 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. Train movements over such a route should be permitted with the relevant provisions contained in GRs 3.68 to 3.70 and subsidiary rule hereunder. 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 to be about 24 hours, the SM on duty shall arrange to advise the electrical signal maintainer to disconnect the electrical feed to the 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 resorted 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 that the track circuits are working properly. B.3.5 For the first move after clearing of vehicles if stabled for about 24 hours with the track circuits not getting disconnected and reconnected later 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 trains dealt with strictly according to the relevant provision contained in GRs 3.68 to 3.70 and subsidiary rules thereunder. Failure messages should promptly be sent to the TECH.ES/JE/SE/SIG. The permanent way inspector should also be advised for arranging to clean the table of rails. NOTE: Failure/suspension of track circuits and certification of normal working by the TECH.ES/JE/SE/SIG must be promptly recorded in the signal failure register.While handing over charge, the Station Master on duty at SGWF Block Cabin /Yard Cabin shall make an entry in the Station diary regarding the time at which the last movement was permitted over the track circuited line. B.4.0 CRANK HANDLE: B.4.1 (a) Two crank handles duly interlocked with signals included with Heppers key transmitter are provided in EKT of SGWF Block Cabin. This should be used to operate the points during failures. Crank handle group: Group I .. Point No.50, 51 Group II Point No.52 (b) Hand crank is provided in the electrical key transmitter (EKT) welded with Heppers key kept in Station Masters SGT Yard Cabin Office to operate Point No.3 & 5 during failures. 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 Crank handle. When the crank handle is not free to be extracted, there will be no light and no deflection in the EKT. When the crank handle remains extracted, the signals interlocked with it cannot be taken off inversely when a signal interlocked with the crank handle is taken OFF the crank cannot be extracted. No attempt must be made to extract the crank handle when the interlocked signal has been taken OFF. B.4.3 In the point machine, lids are provided with lock to secure the keyhole. The lids should be unlocked before inserting the crank handle. The lid key is kept in the glass-fronted box. B.4.4 A while light indication is provided on the panel. Whenever the crank In the point machine, lids are provided with lock to secure the key holes. The lids should be unlocked before inserting the crank handle . The lid key is kept in the glass-fronted box. B.4.5 A push switch is provided near the crank handle. To extract the crank handle the push switch shall be pressed. As soon the push switch is pressed a deflection will be there in the Electrical Key Instrument. After observing the deflection the Station Master shall turn the crank handle gently in the anti-clock wise direction and extract the crank handle from the Electrical Key Instrument. When the crank handle is extracted the white light indication will disappear on the panel. B.4.6 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 lid key from the glass fronted box and proceed to the points. B.4.7 On the top of the point machine there is a lid covering the inlet hole of the crank handle. The duty Station master shall open the lid by using the lid key. He shall then insert the crank handle and crank the point to the required position, remove the crank handle and close the hole by lid and lock the lid by lid key. He shall also ensure that the other end of the points ( in case of cross over point) is in the required position. He shall then return to the station and restore the crank handle in to the key transmitter. If the correct point indication has appeared on the panel and if everything is alright for the movement of the train, the Station master shall clear the relevant signals. If the signal gets cleared, clamping of points is not necessary .If the signals fail to respond, facing and trailing points should be clamped and pad locked before allowing any train/shunt movement over the points. All trains should be dealt with strictly in accordance with the relevant provisions contained in GRs 3.68 to 3.70 and subsidiary rules there under. B.4.8 Whenever the crank handle is utilised to operate a point, necessary entries in the crank handle register should be made promptly with the details like Date, time, train No., .Point No., reason, etc. and the TECH.ES/JE/SE/SIG shall be advised immediately to restore normal working early. B.4.9 When the TECH.ES/JE/SE/SIG requires the crank handle for attending to repairs or for routine maintenance work, he shall give a written requisition to the SM on duty specifying the reasons thereof and the number of the points. On receipt of this requisition, the SM on duty shall, giving due consideration for train movements, hand over the crank handle with the lid key. After the work is over, the key and the crank handle shall promptly be returned to the SM on duty who shall restore the handle to its electrical key instrument and ensure the "crank handle IN" indication and the correct point indication on the panel. The TECH.ES/JE/SE/SIG and the SM on duty shall promptly make the relevant entries while taking/handing over the crank handle in the crank handle register maintained at the station. B.4.10 When a crank handle remains with the TECH.ES/JE/SE/SIG, all the points should be deemed to have failed, set locally, clamped, padlocked, the padlock keys retained in the personal custody of the SM on duty and the TECH.ES/JE/SE/SIG working at the points advised, before permitting any movement over the points. B.4.11 When the TECH.ES/JE/SE/Sig require the Crank Handle to attend any repair or maintenance work, he shall give requisition, making necessary entries in the crank handle register and issuing disconnection notice in form S&T/ T.351 to SM on duty specifying the reasons thereof and the point numbers. On receipt of this requisition SM on duty shall give due consideration to train movement and hand over the point machine lid key and Crank Handle release lock 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 at the location and locking the Crank Handle location box and ensure the availability of Crank Handle IN free indication on the panel. The TECH.ES/JE/SE/Sig and SM on duty shall promptly make the relevant entries while taking over/ handing over the keys in the Crank Handle register maintained for this purpose at the station. Joint testing of the disconnected gear shall be done by the SM on duty and TECH.ES/JE/SE/Sig for the proper working of the disconnected gear. Then TECH.ES/JE/SE/Sig shall issue reconnection memo to the SM on duty to resume normal working B.4.12 When a crank handle remains with the TECH.ES/JE/SE/SIG, concerned points should be deemed to have failed, points should be set locally, clamped, padlocked, the padlock keys retained in the personal custody of the SM on duty and the TECH.ES/JE/SE/SIG working at the points advised, before permitting any movement over the points. B.5.0 SETTING OF ROUTE: (SGWF cabin) B.5.1 To set the route and to take `OFF' signal, the duty SM when everything is alright shall unlock the panel and after ensuring the `free' indication is available shall keep the point knob in either `N' or `R' position, as required and observe the point repeat indication that the points have been correctly set and locked to the required position. Then he shall operate the concerned signal knobs to either R or S position as required. If the track circuit is clear and required LCs are closed, secured and CL indication available on the panel, the signals will clear and a row of white lights (route lights) will appear on the whole length of the route concerned on the panel. As the train enters the concerned track circuits, the respective route (White) lights successively turn to red. As the train leaves the track, the route white lights reappear. After the move has been completed, the concerned signal knob shall be normalised then the route lights get extinguished. B.5.2 SGT yard Cabin: The Points ,signals and slots are operated by pulling/pushing both the slides concerned duly obtaining slots if necessary. B.6.0 ROUTECANCELLATION: B.6.1 Once the signals have been cleared for a movement the SM on duty must on no account interfere with the concerned signal or point knobs or slides unless the route which has been set is to be cancelled. For cancelling the route SR 3.36 (ii) must be adhered to. B.6.2 Normally after 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 normalise the signal knob, which will immediately restore the signal to Danger aspect, and the route will be cancelled automatically after a lapse of 120 seconds. For all the signals that route will be held in the locked up position for 120 seconds after the signal has been normalised. B.6.3 There is a Digital counter provided on the left hand side top of the panel at SGWF block Cabin and SGT Cabin with an indication (white light) below the legend Route Cancellation immediately when the signal knob is normalised the White light appears by the side of the Digital counter and the number on the Digital counter will change to the next higher number after 120 seconds thereby recording the route cancellation so made. The White light indicates the commencement to the route cancellation and disappearance of the White light indicates that the route is cancelled. B.6.4 Every route cancellation shall be entered in the route cancellation register with the number on the digital counter with reasons for cancellation. The Station Master should make an entry in the train signal register specifying the number displayed on the digital counter while handing over and taking over charge. B.6.5 The route cancellation is permitted only for one route at a time. For any reason, if 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.6.6 Route cancellation must be done in accordance with the instructions contained in SR 3.36 (ii). B.7.0 BACK DOOR KEY OF BLOCK INSTRUMENTS: (SGWF Block cabin) B.7.1 Outer cover of each block instrument are provided with double key lock arrangements. One key of this lock shall be in the personal custody of the SM on duty and the other with the TECH/ES/JE/SE/Sig of the section. Whenever it is required to open the block instrument the TECH/ES/JE/SE/Sig shall requisition the key from the SM on duty, after making relevant entries with the signature in a separate register maintained for the purpose. B.7.2 On completion of the work, the block instrument shall be closed and locked and the SM's key shall be returned to the SM on duty. The SM on duty after being satisfied that the block instrument has been closed and locked with both the keys and is in good working order, shall take over the key and keep it under his personal custody. Necessary entries with signature of the SM on duty and the TECH/ES/JE/SE/Sig must be made in the register. B.7.3 The TECH.ES/JE/SE/Sig of the section is authorised to take the key from the SM on duty when: (a) the block section is not occupied by a train and the instrument in `LINE CLOSED' position during normal working of the block instrument. OR (b) the block working is to be restored after a failure irrespective of the position of the block instrument and occupation of the block section. B.7.4 The SM on duty should not operate the block instrument for train operation till such time the key is returned to him by the TECH.ES/JE/SE/Sig. B.7.5 Failure of POINT NO.3 and 5 at SGT yard. During the failure of slip siding points, due to failure of Track Circuit/Slot and the points is unable to set from the panel, the Station Master on duty must personally ensure that the points are set to the required route by means of using point crank handle as detailed in Para-B.4. The Station Master can operate the signal slide for the reception of the train, after duly replacing the crank handle in the electrical key instrument, if the signal fails to respond properly, the on duty Station Master shall proceed to the point and ensure that the point is correctly set and clamped for the required route padlock the clamp and keep the key in his personal custody and arrange to pilot the train in accordance with provisions contained in GRS 3.70 and SR thereunder. B.7.6 Failure of Slot: During failure of slot indication, the concerned Point/Signal may be operated. If signal obeys train shall be dealt on signal (it may be due to fusing of indication bulb, if signal does not obey the concerned interlocked, point shall be set manually for the required route and train shall be dealt on written authority (GR/SR 3.68 to 3.70). B.7.6 Automatic Train on line feature Automatic Train on line feature is provided at all the block instruments of the SGWF cabin. Incoming train When a train for which line clear has been given leaves the station in rear (KJM or WFD) actuating its first vehicle track, the arrow at the Line clear panel of Train coming from dial of the block instrument would move towards Train on line panel and simultaneously a buzzer would sound at the concerned block instrument. The duty SM, while acknowledging the train entering section signal, shall observe this change at the train coming from dial and turn the operating handle towards train on line position, which would stop the buzzer. Outgoing train When an outgoing train passes past the advanced starter signal towards WFD or KJM, in its Off position, the actuating the first vehicle track, the signal goes back to ON position, the arrow at the Line clear panel of train going to dial at this station and as well of train coming from dial of the concerned block instrument at WFD/KJM, moves towards train on line panel and a bell/buzzer would sound simultaneously at both the connected block instruments. The SM shall put back the signal knob of the advanced starter signal, which shall stop the bell. Then he can issue train entering section signal. The SM at the other end, shall turn the operating handle to Train on line position, duly observing the change in his Train coming from dial and acknowledge Train entering section signal, which would stop the buzzer at his end. Note: Owing to the failure of the above feature block working need not be suspended, but the operating handle turned towards Train on line position under due notification between stations after train departure. B.8 CALLING ON SIGNALS: Not applicable B.9 SIGNAL POST TELEPHONE {SR 3.69 (X)}: Not applicable B.10 FUNCTIONS / DESCRIPTION OF KNOBS ON THE PANEL: SIGNAL KNOBS: A) SGWF cabin Function/ Knob No.DescriptionSignal Knob1Up home Up line or Goods R & D lines2Up Starter/Up Last Stop Signal.3Down Starter/Down Last Stop Signal4Down Starter Signal (from goods-through line)5Down home signal.6Shunt Signal-Goods yard to goods through line.7Control on shunting permitted indicator shunting neck.Other KnobsGate control knob G1 for LC at Km 337/300-400.Point Knob51Cross over points up main and down main.52Cross over points goods through line and down main.53Points Shunting neck and goods through line. Replaced page no.46 NOTE: 1) Up gate-cum-distant signal No.2/1D is a combined signal. Up Gate Signal of level crossing at km 337/300-400 and up distant signal of SGWF cleared by slide No.2 at the gate lodge. Up gate distant signal No.2D, works in conjunction with gate-cum-distant signal No.2/1D. Down LSS No.3 is interlocked with LC gate No.133 at km 337/300-400 of SGWF and controlled by slide No.1. B) EIGHT-SLIDE INSTRUMENT AT SGT YARD CABIN: Slide NoDescription1Slot on up home (SGWF) Signal2Shunt signal from yard3Slip siding point SGT/ICD4Shunt signal from ICD5Point - ICD.6Slot on through shunt signal No.11, 12, 13, 14 of WFD.7Shunt signal to SGT/ICD (WFD end).8Slot on shunt signal for local shunting B.11 TABLE OF MOVEMENTS Sl NoMovementTurn Knobs/SlidesBlock Point KnobCabin Signal KnobYard Cabin Slide2slides at LCWFD Station releases slot (to Yard Cabin)Gate Knob1To receive an up train on main line-1-2-G12To receive an up goods train on SGT. 50, 51, 52112-G13To despatch an up train from main line.-2----4To pass through an up train on main line.-2,1-2-G15To receive a down train on main line.-5----6To despatch a down train from main line.-3-1-G17To despatch a down train from goods through line.513,4-1-G18To pass through a down train on main line-3,5-1-G1 SHUNT MOVEMENTS Sl NoMovementTurn Knobs/SlidesBlock Point KnobCabin Signal KnobYard Cabin Slide2slides at LCWFD Station releases slot (to Yard Cabin)Gate Knob1Shunt from Goods R & D lines to: i) Goods through line ii) Shunting neck  52 -  6 7  - - - - - - - -2Shunt from WFD to: i) Goods R & D line ii) ICD Siding - - - -  3,7,65,7,6 - - 70 71  - -3Shunt from Goods R&D lines to clear off shunt - 7--3,2-69,70-4Shunt from ICD Siding to clear off shunt-7: --5,4-71-5Shunt from Shunt Signal-7 to clear off: i) Shunt Signal No.2 ii) Shunt Signal No.4 - -  - -  3,7 5,7 - - 70 71  - - B.12 TELECOMMUNICATION Magneto phones, BSNL phones, Railway Auto Phone and control phones are provided for train passing duties. Coded rings for magneto telephones are given below: a) Circuit No.1: SMs Office (Block Cabin) .. 0 (One ring) SM/SGWF/Yard Cabin .. 00 (Two rings) SPI Bunk near Points No.52 .. 000 (Three rings) b) Circuit No.2: SMs Office (WFD Station) {} 0 (One ring) SMs Office (Yard Cabin) {} c) Circuit No.3: SM/SGWF (Block Cabin) {} 0 (One ring) Gateman-LC at km 337/300-400 {} d) Circuit No.4: SM/Yard Cabin {} 0 (One ring) Shunting Masters Telephone Bunk {} APPENDIX C Raksha Kavach-N/A Replaced page no. 48. APPENDIX D DUTIES OF THE STAFF D. DUTIES OF THE STAFF: D.1.0 The SGWF Block Cabin Station Master shall be in overall charge of all reception/despatch movements at this station. He shall personally operate the block instruments, panel promptly make all the required entries in the relevant registers maintained in the cabin. Consult controller and Station Master/Yard Cabin regarding train movements and give all required information to control. He shall ensure that all the sub-ordinate and junior staff at the station is well trained. D.2.0 Station Master/Yard Cabin: He shall co-ordinate and coalesces with the yard master and shunting master in receiving/despatching trains into/from the yard safely without detention or with least possible detention. He shall also co-ordinate with the Station Master of SGWF block cabin in reception or despatch of trains from KJM side end with Station Master/WFD and Yard Master in permitting shunting to/from WFD and ICD. He is responsible for movements over track circuited portion and motor operated points. He shall maintain the caution order register and shall issue Caution Order to all trains leaving yard. D.3.0 Chief Yard Master: His duties include: a) Overall supervision of the working of yard. b) Maintaining the yard facility. c) Optimum utilisation of the staff under his control. d) Arranging the supply of Essential Equipment to Yard Master and Station Master/Yard Cabin. e) Placement of loads and pulling out of empties within minimum required time. f) Co-ordinating with the officials of other branches in achieving the goal set by the administration. g) Ensuring that operating staff working under him have undergone all safety measures like; PME, RC, S/C, Air brake training. D.4.0 Yard Master: The YM shall be responsible for reception and despatch of goods trains on/from Road-1 to 13, formation of trains, prompt placement, and clearance of vehicles in/from the sidings and sick lines consulting control in organising train/engine movement and co-ordinating the complete yard operations. D.5.0 Shunting Masters: WFD end and KJM end The Shunting Master shall be responsible, in his jurisdiction for safe shunting operations in the yard including the sidings, correct setting, locking and manning of points when required and assisting the Yard Cabin Station Master/Yard Master in reception and despatch of trains in/from the goods yard and in ICD siding and securing of vehicles and clearance of R & D lines and sidings. D.6.0 Pointsman/Trained Hamals: The Pointsman/Trained Hamals in the yard and in the block cabin shall maintain all the essential equipments supplied in good working condition at the respective locations. Pointsman in the yard shall assist the YM and Shunting Master in their duties. They are responsible for setting and securing the points correctly. The Pointsman in the block cabin shall exchange All Right signals on the OFF side with the crew of the passing train, assist the Block Cabin Station Master in issuing any memo, caution order, etc., to the loco pilot and carryout any other instructions issued to them by the Block Cabin Station Master. The pointsman as yard and Block Cabin shall ensure that all points within their respective jurisdiction are kept well cleaned and well lubricated. The pointsman/TRH shall assist the Station Master/Block/Yard Cabin in cranking, clamping, locking the points and piloting the trains/shunt movements during failure. D.7.0 Gateman: The gateman shall be responsible for prompt closing and opening of the LC Gate at KM 337/300-400 as per the instructions of the Block Cabin Station Master releasing the slot on Down Advanced Starter and taking OFF the Up Gate cum-distant by operating the concerned knobs. Keeping the flange-way clear of obstructions keeping the gate equipments neat and in good fettle for use. D.8.0 The duties mentioned above are not exhaustive. All staff are required to do the duties prescribed by the GRS, BWM, ARS, etc., and the instructions issued from time to time with a view of achieving better results in safe and efficient transportation. APPENDIX E LIST OF ESSENTIAL EQUIPMENTS Sl. No.DescriptionQuantity of Block CabinYard Master (including shunting staff.)SM/Yard CabinLC No.133@ KM 337/300-400*1Hand Signal flags.3 Sets6 Sets+6 sets2 Sets2 Sets2Flashing Hand Signal lamps.3 6 +61 3 3Detonators in tin cases.20 Nos.--10 Nos.4Point clamps with padlocks.5 Nos.-3 Nos.-5Safety Chains with padlocks.2 Nos.12 Nos.--6Line Blocked collars / caps3 Nos.-2 Nos.-7Line Block Caps.2 Nos.---8Caution in Force Caps / Collars2 Nos.-2 Nos.-9Trolley/Lorry on Line caps. 2 Nos.--10Skids4 Nos.60 Nos.--11RustyRail collars/cabs.4 Nos.-3 Nos.-12Staff Working Collars.2 Nos.-2 Nos.-13Fire Buckets with water. 2 Nos.-2 Nos.-14Fire Buckets with sand.2 Nos.-2 Nos.-15Red Banner Flags with poles.---2 Nos.16Spare chains for locking the gates.---2 Nos.17Emergency Gate chain with padlocks.---2 Nos.18Stop Boards.---2 Nos.19Pouches for shunt keys.2 Nos.--- Tommy bar.---1 No.20Staves to fix red light.---2 Nos.21Water pot/bucket.---1 No.22Wall Clock.1 No.1 No.1 No.1 No.23Equipment list.1 No.1 No.1 No.1 No.To be taken over by Engineering Dept. The CYM shall ensure that the prescribed quantity of the above essential equipment is made available at station masters Office, Yard Masters Office and at LC exclusively for train passing duties. APPENDIX `F Rules for working D class stations, Halts, IBH, IBS and Outlying sidings: - N/A APPENDIX `G Rules for working of trains in electrified sections: - This is issued separately by DEE/TRD for working of trains in electrified section. ANNEXURE-1 INSTRUCTIONS FOR WORKING OF TRAINS AT STATIONS PROVIDED WITH DIGITAL TYPE BLOCK PROVING AXLE COUNTERS GENERAL: Block proving Axle Counters are provided in advance of UP & DOWN Last Stop Signals and HOME signals of the station to monitor the status of the Block Section. Block proving axle counters are used for clearance of Block pertaining to that Block Section. An Axle Counter Indication-cum-Reset Box is provided at the SMs office, 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 SMs key box and the key of the glass fronted SMs key box 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 occupied/ 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: 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 For closing back section from receiving end SMPrivate Number For closing back section from despatch end SMTrain no. dealt after resettingPN given after getting clear indication PN obtained after getting clear indicationSignature of the SM on duty12345678910111213 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. 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. 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 axle counter 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. 8.11 On arrival of the first train on preparatory reset if the axle counter shows clear indication at both stations all subsequent trains can be dealt normally. However if again the axle counter does not show Clear indication but preparatory indication continues, the block working shall be suspended and S&T officials of the section shall be advised to attend to the failure. 8.12 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. 8.13 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 6.5.2 of this SWR. WORKING OF TROLLEY/MOTOR TROLLEY/LORRY ETC: Motor Trolley/lorry, when required to proceed to adjacent station, shall be issued with line clear ticket duly , suspending Block instruments concerned. After the motor trolley/ lorry 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 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) Divisional Signal & Tele-communication Engineer/Bangalore.(K. E. ANSAR) Divisional Operations Manager, Bangalore.     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( ^ `(o(hH........808^8`0o()0^`0o(() 0 ^ `0o()@ @ ^@ `.^`.L^`L.^`.^`.PLP^P`L.h ^`o(hH)h^`56CJaJo(hH.h pLp^p`LhH.@ @ ^@ `OJPJQJ^Jo(-h ^`hH.h L^`LhH.h ^`hH.h ^`hH.h PLP^P`LhH.dX3MTG#(AL&<+7cAv)C#{7Iu&b#1BIq\86'ku65 ;R]9k!h85*MEm&X_.bby:GM/_tKeZM$[? !~DVm~m4oW7)dz[17m qUoD|G?-vR0+Q0u*}0JG~%OFr<"?-_ F})\}uao`(raMB'YmZ;3B(cQ[!&-o@Kz @Qdsq@LA>P{>0W6I> 0$ (n(t#\s+(u"t}sm9&  M19B` i/[q3b#/Q&$cGrrZbEf) x8~ [@0]dd                  ^S+                         4       A  la : V<   ffV Zv^~p1 >T  TUpӄ~ZΈ#b P;䯞ʰx*ֆ> ݄<w.İB8  }j                       /      HD        "mp        l,        JEjJ ?g5xxL                      䀞P%.8Ys !*8! .$.+k.m.N/0H0#1F#2.U2E3?3<45-5D26>6Sz6? 7B78b8 9|9:s9:m:5>;!=pI=/P=]=>>%>p>-?q@,u@jA*C'DWDgDEEIEsEF[%FTGFPF_FG4`HnHbIB JJS)J4JAJ]BJ\J> KK6MwON,O`O"P3P_P&QE_Q+RZR>RSTUOUyUsV|X,X6XqY=ZpZ"[Uj]$^ /^*_b_0?aKGa8oioXplyqrTrbr~sUs[sku&w]bw#w x6Nxv*yxy{{o0|5}]~/j~L-{,HJiu g#<QE&3|g!, A^9v5,.1g{8Tc=^ii1-A}WOX?&\Y78,0{e\l\ %UP<-TZmx7X /]Xa0A'dXajQ!, f?G\`O)0^nPMboy Z/Dbi4Wxaw g(:&=Ss~AVzS-X9,^vVh} ^s,a1Lm,Yvf/ ~q)Av&:NMW_5DLea`5L v`o|X.Y[X~a%x'2;?Ral0h;;V< 5DZ 4tt#zDu!;;^JxSXRcf${L+H]i6v3>#_'av_h.x!!10 9NSnA !~vJFbsWjzBYz[ /rR L+MO%C-1s99@JJJJ;X@UnknownGuestuser G*Ax Times New Roman5Symbol3. *Cx Arial7. [ @Verdana5Mangal7.@ CalibriG=  jMS Mincho-3 fgK,Bookman Old Style?= *Cx Courier New9Garamond5. .[`)Tahoma;WingdingsA$BCambria MathqhsG$l' U7# U7# !nn088 KqXR  $P4+R2Z! xx AKASHuserd                           ! " # $ % & ' ( ) * + , - . / 0 1 2 3 4 5 6 7 8 9 : ; < = > ? @ A B C D E F G H I J K L M N O P Q R S T U V W X Y Z [ \ ] ^ _ ` a b c Oh+'0Tj  4 @ L Xdlt|AKASHNormaluser526Microsoft Office Word@>@\Cy@I&@Ky7UGh Rt T4  d.@Times New Roman--- 52 2cCorrection memo no.1dated 13    2 2+c- 2 2/c08  2 2;c- O2 2?-c2012 to the SWR of SGWF NO.B.86/SGWF dated      2 2]c02  2 2ic- 2 2mc08  2 2yc- 2 2}c2012  2 2c  c' 2 AcB. 2 Ac86  2 Ac/ 2 AcSGWF   2 Ac  c'@Times New Roman------ I2 L)c --- s2 Ec( J.CHANDRASHEKAR) ( K.E.ANSAR)        2 9c  c' U2 L1c  w2 HcDSTE/SBC DOM/SBC      2 *c  c'  2 *Lc  c'---  2 :Lc  c'@"Verdana---  2 YLc 0  2 Y|c  @"Verdana--- +2 lcSOUTH WESTERN RAILWAY        2 l c   &2 (cBANGALORE DIVISION        2 c  ---  2 Lc    2 Lc  @"Verdana--------- "2 LcSTATION WORKING      2 c   2 c 0  2 c 0  2 <c 0  2 lc 0 2  c  "2 cDATE OF ISSUE:   --- 2 @c02   2 Rc- 2 Yc08   2 kc- 2 rc2012 ---  2 c  --- 2 LcRULES:   ---  2 cB --- 2 c. --- 2 c86 ---  2 c   2 c/ 2 cSGWF   2 c   2 c 0  2 c 0  2 <c 0  2 lc 0 2  c  2  cDate on which    2 -c    2 Lc   2 Qc +  2 |c 0  2 c 0  2 c 0  2 c 0  2 <c 0  2 lc 0  2 c 0  2 cB %2 crought into force  2 Fc  ---  2 Lc  @"Verdana--- /2 cSATELLITE GOODS TERMINAL       2 c(SGWF)    2 5c  --- 2 LcNOTE:    2 c  --- 2 %rc1.  2 %c  D2 %&cThese Rules supersede the Station Work     2 %cing Rules No.  --- 2 %cB.  2 %c86 ---  2 %'c   2 %,cD  2 %5cated. 2 %Xc11  2 %hc-  2 %oc8  2 %wc- 2 %~c2008---  2 %c.  2 %c  --- 2 =rc2.  2 =c  |2 =KcThe Station Working Rules must be read in conjunction with the General and               2 MMcSubsidiary Rules and the Block working manual. These rules do not in any way              :2 ]csupersede any rule in the above  2 ]pc- #2 ]wcmentioned books.   2 ]c   2 urc3.  2 uc  2 u cThese rules s  y2 uIchould also be read in conjunction with traction working instructions for    --- =2 !c25 KV AC Traction pertaining to "   --- 2 wcSGWF  --- 2 c".  2 c  @"Verdana---@"Arial---@"Verdana---------  2 Lc1 ---  2 Vc &---  2 |c  72 cSTATION WORKING RULE DIAGRAM:          2 c-  2 c  @"Verdana- - - - - -  }2 LcThe enclosed Rule diagram based on Signaling Plan and P. Way Plan shows the                 @2 #csignaling features, track circuited  2 yc  [2 5cportions, names of the adjacent stations, the normal     [2 5csetting of points and other details pertaining to day  2 c- 2 cto  2 c- 72 cday working. Complete layout      2 Scof the station yard, gradients, holding capacity of individual lines, distances of              =2 !cadjacent stations etc. are reprod .2 ucuced from the enclosed   2 crule  2 .c  2 4cdiagram.   2 lc   2 uc  $M--- #2 !M$Rule Diagram No.        2 !&M$  '$N@"Verdana- - - - - - - - -  2 !U N$SBC/RD/SGWF/    2 !N$5/- - -  2 !N$ALT    2 !N$-  2 !N$4  2 !N$  '- @ !- - @ !- - @ !- - @ !M- - @ !N- - @ !- - @ !- - @ !- - @ !M- - @ !- 5M%--- &2 2%M5Signalling Plan No       2 2+%M5  '5%N- - -  2 2UN%5IPU  - - -  2 2qN%51161/ALT   2 2N%5-  2 2N%53- - -   2 2N%5  '- @ !$- - @ !$- - @ !$M- - @ !$N- - @ !$- - @ !%- - @ !%M- - @ !%- FM6---  2 C6MFP. Way Plan No       2 C6MF  'F6N- - -  2 CU N6FB/SGT/25    2 CN6F  '- @ !5- - @ !5- - @ !5M- - @ !5N- - @ !5- - @ !6- - @ !6M- - @ !6- WMG--- %2 TGMWLayout diagram No       2 T1GMW  'WGN- - -  2 TUNGWB/SGT/T/    2 TNGW8  2 TNGW   2 TNGW  '- @ !F- - @ !F- - @ !FM- - @ !FN- - @ !F- - @ !G- - @ !W- - @ !W- - @ !W- - @ !GM- - @ !WM- - @ !WN- - @ !G- - @ !W- - @ !W- ---  2 ec  @Times New Roman- - - @"Arial---- - -   2 Lc2---  2 Sc )--- 2 |c  42 cDESCRIPTION OF THE STATION:         2 c-  2 c  - - -  2 Lc2.1---  2 ]c --- 2 |c   2 c  &2 cGENERAL( LOCATION)    - - -   2 :c  --- 2 c2.1.1  2 c & ,2 cSATELITE GOODS TERMINA      F2 'cL (SGWF) is situated on the Jolarpettai         2 c-  }2 LcBangalore City broad gauge line at a distance of km.336.25 kms. from Madras                 2  cCentral.   2 c  2 cThe   2 c  2   calphabetical  :2 `ccode of this terminal is SGWF.    ,2 =cThis terminal includes    2 c   P2 .cSGT Yard, SGT cabin and SGWF Cabin. SGWF cabin        2 c  2  cis a B c )2 2class block cabin on   2 c  2 cthe   2  cdouble line  2 c- (2 celectrified section  2 ]c  52 ecbetween WFD and KJM stations     2 >c.  (2 QcEntry to SGT yard    82 cfrom KJM side is controlled by    2 ]c  %2 ccUp Home signal of     2 c  =2 !cSGWF block cabin. Entry from WFD      L2 +cend to SGT yard is controlled by SGT Cabin.     2 c  .2 cAll the movements in SG     2 v cT yard is co   2 c-  ,2 +cordinated by SM (Yard)    2 +0c  &2 +5ci.e., Yard Master.    2 +c  --- 2 ;Lc2.2   2 ;m c  V2 ;2cBLOCK STATIONS ON EITHER SIDE AND THEIR DISTANCES:                2 ;Pc----  2 ;Wc   2 ;`c  - - -  12 LcKRISHNARAJAPURAM (KJM) at        2 Lgc"   J2 Lv*ca distance of 5.53 Kms. on the Bangalore C            2 Lci 2 Lcty  @"Verdana---"SystemwT =w@@w!` --- @"Verdana---- - -  g2 ^=cJunction side and WHITEFIELD at a distance of 3.79 Kms. on th       2 ^a ce Bangarapet--- 2 ^cJn   2 ^c  @"Verdana------ @"Verdana---- - -  V2 o2cSide are the adjacent block stations. There is no  ---   2 oc'  2 ocD  2 oc' - - -  :2 occlass station in either of the   "2 cblock section.   2 c    2 Lc  ---  2 Uc  c' @ Verdana--@"Verdana--- c'@"Verdana--- 2 Sl.No.    2   '--- ,2 Adjacent Block station   2 s  '--- 2 CODE   2   'g--- 2  gINTERDISTANCE     2 Pg  'g--- 2 n gDIRECTION     2 g  '- @ !- - @ !- - @ !:- - @ !- - @ !- - @ !- - @ !?- - @ !- - @ !- - @ !f- - @ !mg- - @ !- - @ !- - @ !- - @ !- - @ !- - @ !- - @ !f- - @ !- ---  2 1  2   '--- 2  WHITEFIELD     2 .  '--- 2 WFD    2   'g--- 2 g3.79KM   2 g  'g--- 2 ngJTJ SIDE     2 g  '- @ !- - @ !:- - @ !- - @ !- - @ !- - @ !?- - @ !- - @ !- - @ !f- - @ !mg- - @ !- - @ !- - @ !- - @ !- - @ !- - @ !f- - @ !- ---  2 2  2   '--- #2 KRISHNARAJAPURAM     2 g  '--- 2 KJM   2   'g--- 2 g5.53KM   2 g  'g--- 2 ngSBC SIDE      2 g  '- @ !- - @ !:- - @ !- - @ !- - @ !- - @ !?- - @ !- - @ !- - @ !f- - @ !mg- - @ !- - @ !- - @ !- - @ !- - @ !:- - @ !- - @ !- - @ !- - @ !- - @ !- - @ !?- - @ !- - @ !- - @ !- - @ !f- - @ !f- - @ !mg- - @ !- - @ !- - @ !- '-- ccbbaa՜.+,0 hp  oHOME #8  # SATELLITE GOODS TERMINAL(SGWF)DESCRIPTION OF THE STATION:-GENERAL( LOCATION) APPENDIX A'A. WORKING OF LEVEL CROSSINGS. Title Headings  !"#$%&'()*+,-./0123456789:;<=>?@ABCDEFGHIJKLMNOPQRSTUVWXYZ[\]^_`abcdefghijklmnopqrstuvwxyz{|}~      !"#$%&'()*+,-./0123456789:;<=>?@ABCDEFGHIJKLMNOPQRSTUVWXYZ[\]^_`abcdefghijklmnopqrstuvwxyz{|}~      !"#$%&'()*+,-./0123456789:;<=>?@ABCDEFGHIJKLMNOPQRSTUVWXYZ[\]^_`abcdefghijklmnopqrstuvwxyz{|}~      !"#$%&'()*+,-./0123456789:;<=>?@ABCDEFGHIJKLMNOPQRSTUVWXYZ[\]^_`abcdefghijklmnopqrstuvwxyz{|}~Root Entry F cyData 1Tablem\WordDocument SummaryInformation(jDocumentSummaryInformation8MsoDataStore:y0`yQPROOSED3D2NA==2:y0`yItem  PropertiesUCompObj r   F Microsoft Word 97-2003 Document MSWordDocWord.Document.89q