ࡱ> g bjbjVV \r<r<u<#<#<#<#<#$`#`#`#P#L$ `#PX+t+t+t+t+O,O,O,$~<#O,O,O,O,O,<#<#t+t+ S7S7S7O,<#t+<#t+S7O,S7S7v{ t+@ꮳ-k| 0P04t00<#4O,O,S7O,O,O,O,O,S7O,O,O,PO,O,O,O,0O,O,O,O,O,O,O,O,O, ": @9SOUTH WESTERN RAILWAY BANGALORE DIVISION Station Working Rules: Date of Issue 26-06-2008 No. B.10 /TCL. Date on which brought into force: TYAKAL NOTE:- 1. These Rules supersede the Station Working Rules B.10 dated: 08-10-2002. The Station Working Rules must be read in conjunction with General and Subsidiary Rules and Block Working Manual. These rules do not in any way supersede any rule in the above-mentioned books. These Station working Rules shall also be read in conjunction with the traction working instructions issued to suit 25 KV AC RE pertaining to this Station 1. STATION WORKING RULE DIAGRAM:- The enclosed Rule diagram based on Signalling Plan and P. Way Plan shows the signalling features, track circuited portions, names of the adjacent stations, the normal setting of points and other details pertaining to day-to-day working. Complete layout of the station yard, gradients, holding capacity of individual lines, distances of adjacent stations etc. are reproduced from the enclosed layout diagram. Rule Diagram No.SBC/RD/TCL/10/ALT-2Signalling Plan NoIPU 1131/ALT-1P. Way Plan NoCN/BNC/TR/164-97/7Layout diagram NoTR/BNC/56/98 DESCRIPTION OF THE STATION:- GENERAL( LOCATION) TYAKAL is situated on the Jolarpettai - Bangalore City broad gauge line at a distance of Km.297.723 from Chennai Central. This is a 'B' class station with double line working towards Maralahalli and Byatrayanahalli. This station is provided with four running lines. The office of the Station Master where the control panel is provided is on Platform No.1. Points and Signals are operated from the centralised panel provided at Station House. The code name of this station is TCL. BLOCK STATIONS ON EITHER SIDE AND THEIR DISTANCES:- Byatrayanahalli (BFW) at a distance of 5.953 kms. on the Bangalore city Junction side and Maralahalli (MZV) at a distance of 5.823 Kms on the Bangarapet Junction side are the adjacent block stations. There is no 'D' class station in either of the block sections. The station limit extends from Down Distant Signal up to the Up Distant Signal on both up and down lines. SL.No.ADJACENT BLOCK STATIONCODEINTER DISTANCE.DIRECTION1.MARALAHALLIMZV5.823KmsUp BWT Jn. end2.BYATARAYANAHALLIBFW5.953 KmsDown, SBC Jn. end BLOCK SECTION LIMITS ON EITHER SIDE OF THE STATION ON DIFFERENT DIRECTIONS: - TYAKAL MARALAHALLI Block Section commences at the Up Advanced Starter signal No. 10 and the TYAKAL BYATARAYANAHALLI Block Section commences at the Down Advanced Starter signal No. 5. Between stationsPoint from which the block section commencesPoint at which the block section ends.TYAKAL MARALAHALLIUp Advanced Starter signal No.1 0 at MZV end on Up line. Down outermost facing point No.50 B at MZV end of Down line.TYAKAL BYATARAYANAHALLIDown Advanced Starter signal No. 5 at BFW end on Down line.Up Block section limit board at BFW end on Up line.  GRADIENTS: - Sl. No.Direction FromToInter distance in metresGradientsectionUp running line towards MZVCentre line283.3m283.301 in 400 rising towards BWTStation sectionUp running line towards MZV283.30m999.30m716mLevelStation sectionUp running line towards MZV999.30mBlock section-1 in 110 rising towards BWTStation/Block sectionDown running line towards BFWCentre line606.30m606.30m1 400 falling towards BFWStation sectionDown running line towards BFW606.30m1056.30m450m1 in 110 falling towards BFWStation/Block sectionDown running line towards BFW1056.30m1596.30m540m1 in 166 falling towards BFWBlock sectionDown running line towards BFW1596.30m1761.39m165.09mLevelBlock sectionDown running line towards BFW1761.39Block section-1 in 110 rising towards BWTBlock sectionUp running line from BFWCentre line608.30m608.30m1 in 400 falling towards BFWStation sectionUp running line from BFW608.30m1563.70955.40m1 in 110 falling towards BFWStation/Block sectionup running line from BFW1563.701755.70192m-LevelBlock sectionup running line from BFW1755.70m2290.70m5351 in 120 risingBlock section-up running line from BFW2290.70Block section-1 in100 risingBlock section For further details of the gradients, the enclosed rule diagram may be referred LAYOUT: There are four running lines with High-level platforms for Road-1 and Road-4. A through sick line siding takes off from Road-4 and a dead end ballast siding takes off from the sick line at Point No.150. Sand humps are provided on either end of Road-1 and at SBC end. for Road-4 . 2.5.1RUNNING LINES, DIRECTION OF MOVEMENT AND HOLDING CAPACITY. Running Lines.Direction of Movement.Holding CapacityLength (CSR)Type of PFLength of PFRoad-1Reception & despatch of Up and Down trains58 BOXN+3E+BV+5% 709mHL390mRoad-2Reception & despatch of Up trains58 BOXN+3E+BV+5%)712m--Road-3Reception & despatch of Down trains58 BOXN+3E+BV+5% 715m--Road-4 Reception & despatch of Down trains58 BOXN+3E+BV+5% 718mHL390m 2.5.2 NON RUNNING LINES:- Through sick line siding - 10 vehicles (145 metres.) 2) Dead end Ballast siding - 20 vehicles (250 metres) . 2.5.3 ANY SPECIAL FEATURES IN THE LAYOUT:- . NIL 2.6 LEVEL CROSSINGS: - LC No. Class Dept.LocationTypeNormal PositionWhether InterlockedProvision of Tele-phoneTVU & dateLC No. 119 C Engg.295/200-300 TCL-MZVLifting BarrierClosed for road trafficNon-inter locked Provided195 of Nov.06LC No. 120 A Traffic298/100-200 TCL YardLifting BarrierOpen to road trafficInter locked Provided36392 of Nov.06 NOTE: - 1) Refer appendix A for detailed gate working instructions. 2) Station staff shall promptly attend to the telephone call from the LC gate without fail as any call could also be for reporting any emergency. SYSTEM AND MEANS OF WORKING: SYSTEM OF WORKING: The Absolute Block System is in force on TCL-MZV & TCL-BFW block sections MEANS OF WORKING: -Double line Modified SGE lock and Block Instruments are provided in SMs office for TCL-MZV & TCL-BFW block sections. Only the Station Master on duty shall operate the Block instruments / Block Telephone / SPT / Panel for train movements and the instruments shall be kept locked after each operation and the keys being kept in his personal custody. The SM shall operate block instrument in the manner laid down in BWM, he shall maintain train signal register (TSR) and make entries instantly and sign against each such entry. The off aspect of the Advanced Starter signal constitutes the authority to proceed for the Loco pilot of the departing train to enter into the Block Section ahead. Up and Down Advanced Starter signals are the last stop signals and they are inter locked with respective Block Instruments. The Advanced Starter signal can be taken `OFF only when line clear has been obtained through the block instrument pertaining to the Block Section in advance. CUSTODY OF KEYS The following keys shall normally be kept in the personal/safe custody of the station Master on duty. When not in use the following keys shall normally be kept in the personal custody of the SM on duty. SMs key of the centralised control panel SM's key of the block instruments SM's key of the double key lock on the block instrument. SMs key of double key lock on the relay room. Pad lock keys of the point clamps Padlock keys of the safety chains Padlocks keys of telephone box Key of point machine lid cover locks Box keys of Emergency gate key. Up and Down shunt keys. Keys of Up and Down SPT Crank Handle location box key. The above keys except item no.(1) and (2) and (11) shall normally be kept in the glass fronted key case provided in the station house. The key case must always be kept locked and the key of the box shall be kept in the personal custody of the duty SM. Replaced Page No. 5 SYSTEM OF SIGNALLING AND INTERLOCKING This station is provided with Panel Interlocking set to standard-III Multiple Aspect Colour Light Signalling arrangements (Operated from the panel) with Distant, Home, Starter and Advanced Starter signals in each direction. The entire yard is track circuited, Calling-on-Signal & SPTs are provided below Up & Down Home signals, Crank Handles are provided at the point locations. Shunt signals, Motor operated points, Counters for Calling-on signal, route cancellation, emergency calling-on route cancellation, are also provided. (See Appendix `B for details). CUSTODY OF RELAY ROOM KEY AND PROCEDURE FOR ITS HANDING OVER AND TAKING OVER BETWEEN STATION MASTER AND S& T MAINTENANCE STAFF: - The Relay Room is provided with a double key lock. One key is to be retained by the Station Master on duty and the other key by the TECH.ES/JE/SE/Sig. Whenever it is required to open the relay room, the TECH.ES/JE/SE/Sig shall requisite the key from the SM on duty, duly filling in the relevant columns of the Relay Room key register maintained at the Station. The SM on duty shall hand over the key to the TECH.ES/JE/SE/Sig. After the completion of work in the Relay Room, the Relay 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. S & T (T/351). from TECH.ES/JE/SE/Sig and the relevant provisions of GR/SR 3.68 to 3.70 are to be followed for train/shunt movements. When no such endorsement is made, he shall sign in Form S&T/MR and follow the normal procedure for dealing trains. NOTE:- The SM on duty shall not hand over the key to TECH.ES/JE/SE (Sigg) immediately after an accident involving points/signals/interlocking etc., at the station until after fully satisfying that the necessary readings have been recorded by the competent official(s). POWER SUPPLY: 4.3.1 Power supply to the signalling installations is drawn from: (i) Down Auxiliary Transformer (Dn.AT) (ii) Up Auxiliary Transformer (UP AT) (iii) Karnataka Power Transmission Corporation Limited (KPTCL) 4.3.2 The power selection board is provided in the duty SMs Office. The board has a rotary selection switch, miniature circuit breakers (MCBs) with illuminated indicators. 4.3.3 The rotary switch has four positions viz., (i) Up AT (ii) Down AT (iii) KPTCL (iv) Off. Lamp indicators are provided for (i), (ii) & (iii) positions to indicate availability of power from the corresponding source of supply. 4.3.4 The rotary switch shall normally be kept according to following time schedule. First and third week of the month Up AT Second week and remaining days of the month Dn AT It shall be turned to KPTCL in case of failure of supply from both Up and Down ATs. 4.3.5 Failure of power from the available source of supply is indicated by sounding of bell and appearance of red light below the `P-ACK' button on the panel. The SM on duty shall then press the `P-ACK' button to stop the bell. The red light continuously to glow till the power is extended to the signalling installations. After pressing the button the SM shall check whether the concerned MCB has tripped. If so it shall be normalised by bringing its lever to upwards position. This extends the supply from the same source if power is available in that source. If there is no power or if the MCB trips repeatedly SM shall extend the supply from the next available preferential source as indicated in Para 4.3.3 above by turning the rotary switch to the required position. This again caused the bell to ring. Simultaneously the red light indication below the `P-ACK' button disappears. SM shall press the button to stop the bell. 4.3..6 In the event of tripping of all MCBs again and again and no power is forth coming, it shall be considered as total power failure and train services shall be dealt as per the provisions of SR 8.03 (ii) (a). Since the signal happens to be blank, a competent Railway Servant shall be deputed to prewarn the Loco pilot of the incoming train, if any.Line clear shall not be given unless the SM has initiated action in terms of GRs and SRs 3.68 to 3.70. 4.3..7 When one or both the AT supplies resume the rotary switch shall be turned to the preferential source as detailed in Para 4.3.3. 4.3.8 A voltmeter is provided above the control panel to indicate the Voltage of power supply. There are 2 red bands painted on the face of this voltmeter. When the needle of the voltmeter move above the upper red band or below the lower red band. It shall be considered that the power supply is unsuitable. SM shall then extend supply from the next source as detailed in Para 4.3.4. TELECOMMUNICATION: Magneto telephone communication is provided in addition to Block Telephone, Railway auto Phone, BSNL phone, Control telephone and VHF, as detailed in Appendix B .. SYSTEM OF TRAIN WORKING: DUTIES OF TRAIN WORKING STAFF: - Duties of train working Staff are detailed in Appendix- D. 6.1.1 TRAIN WORKING STAFF IN EACH SHIFT: - One SM, One Porter/Pointsman and one gateman will work in each shift according to the roster issued by the Divisional Personnel Officer/Bangalore Division (see appendix 'D' for their duties). 6.1.2 RESPONSIBILITY OF ASCERTAINING CLEARANCE OF THE LINES AND ZONES OF RESPONSIBILITY: - The Station Master on duty is responsible to ensure that the line/route is clear and free from obstruction up to the adequate distance before clearing the reception and/or despatch signals by observing the indications on the Control Panel. During failure, he shall personally ensure this by physical observation of the required length of the track. Before allowing any non-signalled move, the Station Master should ensure that all the points on the required route are clamped & padlocked and the padlock key is kept in his personal custody. After any non signalled move has taken place over a point operated by an electric point machine whether in facing or trailing direction, the Station Master on duty shall operate the point for normal and reverse setting for the purpose of testing the points. Only after ensuring the correct setting and indication of the points, SM shall permit further movements. 6.1.3 ASSURANCE OF STAFF IN THE ASSURANCE REGISTER: - . Every train passing staff posted newly at the station or leave reserve staff at the station or regular staff who has resumed his duties after more than 15 days of absence must go through Station Working Rules in force and give assurance in the prescribed Assurance Register {SR 5.06 (i)}. CONDITIONS FOR GRANTING LINE CLEAR (GR 8.03): 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 Byatrayanahalli or Maralahalli unless: - The whole of the last preceding train has arrived complete within the starters/Stop boards. 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) and G.R 3.74 shall be strictly adhered to by both SMs and Loco pilots. The line is clear of trains; Up to the block section limit board in case of up train from BFW. Up to the Down Facing Point No.50B in case of down train from MZV. PNs have been exchanged with gateman of Engineering LC No.119 at KM 295/200-300 in case of down train from MZV as an assurance for closing and padlocking the LC gates against road traffic and the LC is free from obstruction. d) The Block Proving Axle Counter (BPAC) pertaining to the block section in rear should show clear indication before granting line clear. ANY SPECIAL CONDITIONS TO BE OBSERVED WHILE RECEIVING OR DESPATCHING A TRAIN: - Setting of points against blocked line: - 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 train 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. Reception of train on blocked line: - Whenever trains are being received on an obstructed road/blocked line on calling-on signal the following procedures are to be complied with: If possible intimate the 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. Ensure that no conflicting movement is permitted. Ensure closure of LC on the route. Ensure that a stop hand signal is exhibited at a distance of not less than 45 mts. from the point of obstruction. During the failure of Calling-on signal, in addition to the above, ensure that the calling-on signal knob is turned to reverse while receiving the train on SPT/T 509 to avoid block failure. Station Master shall also personally ensure that all the points over which the train has to pass are correctly set, clamped, padlocked and the padlock keys are kept with the SM on duty. If the train is received on Signal Post Telephone the SM shall ensure that the condition indicated above (i.e. a to g) is fulfilled and give a message to the Loco pilot through SPT. The Loco pilot shall record the message in his rough journal and pass the signal at ON. The SM shall record the message in the Train signal register below the entry for that train. ABSTRACT MESSAGE Date: Time: To the Loco pilot of Train NoDescriptionUp/Down You are authorised to pass the up/down home signal Noat 'ON' position cautiously at a speed not exceeding 10 kmph. and come to Road No. (in figures and words) which is obstructed. You shall bring your train to a halt at the facing points leading to the reception line or well short of obstruction which ever is approached first and await for hand signal for further movement. My private number is (in figure) .(in words) Note: During the failure of Calling-on signal and SPT and when the train has to be received on an obstructed line. The train shall be piloted by issuing Form T/509 and SM shall ensure that all the points over which the train has to pass are correctly set, clamped, padlocked and padlock keys are kept with him. Reception of train on non-signalled line: -N/A. Despatch of train from non-signalled line: -N/A. Despatch of train from line provided with common Starter Signal: - N/A. Any other special conditions should be mentioned giving reference to the GR & SR: - For a stopping train, approach signals shall not be taken off earlier than 5 minutes before the probable arrival of the train. For a stopping train, despatch signals shall not be taken off earlier than 3 minutes before the probable departure of the train and despatch signal should be cleared only when the train is ready in all respects. For a run through train despatch and approach signals shall not be taken OFF earlier than 7 minutes, before the probable passage of the train. CONDITIONS FOR TAKING OFF APPROACH SIGNALS:- The Station Master on duty before taking `OFF the reception signal shall ensure that the line on which the train is to be received is clear and free from obstruction up to the adequate distance as detailed below. ADEQUATE DISTANCE:- I. The adequate distance required for clearing the Home signal is reckoned as follows:-  AUTONUM \* Arabic Up Train on Road-1(a)Upto the sand hump with Points No.52 Normal.. (b)As 210 metres from Starter No.12 with cross over Point No.52 reverse and Point No.50 Normal (Upto Track circuit No.50AT).  AUTONUM \* Arabic Up Train on Road-2As 210 metres from starter No.13 with points Nos.50 and 52 Normal (upto track circuit No.50AT).3Down train on road-1 a) Up to the sand hump with point No.54 Normalb) Up to last stop signal No.5 with Crossover Points No.54 and 55 Reverse. 4Down train on road-3As 235 metres from Starter No.2 with Point No.53 and 55 Normal (up to Track circuit 55 BT).5Down train on road-4a) Up to the Sand hump with Point No.53 Normalb) As 235 metres from Starter No.3 with Cross over points No.53 Reverse and No.55 Normal (up to track circuit 55BT).  II. The adequate distance required for clearing the Calling-on signal is up to the point of obstruction on the route or without detecting the points in the overlap are reckoned as under:- Up train on road-1Upto starter No.12Up train on road-2Upto starter No.13Down train on road-1Upto starter No.4Down train on road-3Upto starter No.2Down train on road-4Upto starter No.3 6.4.3 The Station Master on duty shall also ensure that LC No. 120 at KM. 298/100-200 is closed and locked against road traffic before authorising the reception of a train. Replaced Page No 11 6.4.4 The Station Master on duty, after granting line clear, shall decide the line on which train is to be received, ensure that the line including the adequate distance is clear and free from obstruction, set and lock the route and take off the relevant reception signals by operating the appropriate knob on the panel and check up that the correct signals are taken off by observing their indications on the panel diagram. RESPONSIBILITY OF STATION MASTER FOR RESTORATION OF SIGNALS: - Station Master on duty should ensure that signal is put back to ON after the passage of every train as per GR 3.36.2 (b) SIMULTANEOUS RECEPTION/DESPATCH, CROSSING AND PRECEDENCE OF TRAINS:- a)The simultaneous reception of an up train on Road-1 or 2 with points No.50 Normal and a Down train on Road-3 or 4 with Points No.55 Normal is permitted at this station. b)While giving precedence, as far as possible the first arriving train shall be received on the loop line and the second train permitted to run through on main line. c)An Up train may be despatched from Road-2 while receiving an Up train on Road-1 with crossover points No.52 Normal. d)A Down train may be despatched from Road-3 while receiving a Down train on Road-4 with crossover Points No.53 Normal. e)A Down train may be despatched from Road-1 while receiving a Down train on Road-4 with crossover Points No.53 Normal. f)A Down train may be despatched from Road-4 while receiving a Down train on Road-1 with crossover Points No.54 Normal 6.5 COMPLETE ARRIVAL OF TRAINS:- 6.5.1 Station Master shall ensure the complete arrival of both run through and stopping trains by observing the Block section clear indication in the axle counter indication cum- resetting box and the track circuits concerned, when Block Proving Axle counters and track circuits from Home signal to fouling mark of the reception line concerned are in working order. If the block section clear indication is not displayed, SM shall not close the block section, and after ensuring complete arrival as detailed below in Para 6.5.2, he shall resort to resetting of the BPAC as detailed in Annexure-1. 6.5.2. During failure of BPAC and / or of the Track circuit concerned, complete arrival of the train shall be ensured as detailed below: i) For Run through trains: By observing the Tail Board /Tail lamp during day/ night as the case may be. Note: If he observes that the train has passed the station without Tail Board or Tail lamp, he should not close the block section till such time complete arrival has been ensured. This aspect applies even when BPAC and Track circuits are in working order. ii) For Stopping Trains: by observing the Tail Board /Tail lamp during day/night as the case may be for trains whose last vehicle can be seen by the SM. Replaced Page No 12 If Para (a) above is not feasible, Then by exchanging the complete arrival signal with the Guard of the train during day or night {SR 14.10 (ii) (c)}. When Paras (a) & (b) above are not feasible, by establishing communication on VHF sets with the Guard of the train and after due identification by both, guard shall give a PN along with his name and Train number in token of the complete arrival of the train within the fouling mark to the SM on duty, who shall acknowledge it with a PN. The PN given by the Guard shall be recorded in the TSR remarks column along with the entry for the train. The PN given by the SM shall be entered in the rough journal book by the guard. If due to any reason, SM is unable to ensure complete arrival by any one of the means as mentioned in paras (a),(b) & (c) above, he shall depute a Competent Railway servant to obtain the signature of the Guard in the Train intact Arrival register (T/1410) maintained for this purpose as an assurance for the complete arrival of the train within the fouling mark before clearing the block section. Note: 1. If there is no guard, SM shall personally ensure the complete arrival of the train and the clearance of the track {S.R. 14.10 (iv) (a)}. 2.In double line sections, in case complete arrival of train could not be ensured, SM shall arrange to issue caution orders to trains coming on the other line, duly stopping them out of course at the adjacent station. DESPATCH OF TRAINS :- 6.6.1 When everything is ready and the train ready to be despatched, SM/TYAKAL shall call the attention of SM/Byatrayanahalli or SM/Maralahalli as the case may be and advise the train number and description of the train etc. 6.6.2 In the case of an up train, before obtaining line clear, SM shall ensure that the LC gate No.119 at km.295/200-300 is closed and secured against road traffic and a a private number has been exchanged with gateman. in the case of a down train, SM shall ensure that the LC gate No.120 at Km 298/100-200 is closed and secured against road traffic and CL indication is available on the panel as detailed in Appendix 'A'. 6.6.3 He shall also ensure that the despatch route is clear and free from obstruction, set the points for the concerned route and take off the relevant signals on the route by operating the concerned points and signal knobs. After ensuring that correct despatch signals are taken off, he shall authorise the train to depart duly issuing Caution Order if any, to guard and loco pilot of the said train. 6.6.4 The proceed aspect of the Last Stop Signal is the authority for the loco pilot to enter the next block station. 6.6.5 Before taking off the down home signal for Road-1 or before despatching a down train from Road-1 the SM on duty shall ensure that the block section of BFW-TCL is clear off any up train or the up train which left BFW has already come to a stop at the foot of the up home signal. (Ref. CRS/SBC letter No.R.12027/99-SR of 09.03.1999). Note: SM shall ensure that the BPAC for the concerned block section is showing clear indication before applying for line clear. If the BPAC does not show clear, necessary action should be taken for resetting the BPAC as indicated in the Appendix (refer rule 7.2.1 of BWM 2006 of SWRly). If the resetting operation of BPAC also fails, it should be treated as block failure and action taken accordingly. 6.6.6 The OFF aspect of concerned Advanced Starter is the Normal authority for the Loco pilot to enter into the block section in Advance. TRAINS RUNNING THROUGH:- 6.7.1 The signalling arrangements permit run through of trains direction-wise on all the roads. But as far as possible run through trains shall be dealt on Main lines, Road-3 (down train) & Road-2 (up train) at this station. 6.7.2 Trains carrying ISMD loads shall normally be dealt with only on Road-2 & 3 (main lines) at this station. WORKING IN CASE OF FAILURES: - FAILURE OF TRACK-CIRCUITS, POINTS/SIGNALS During failure of track circuiting arrangements, or signals or points from the control panel, the duty Station Master, shall personally ensure that the line on which the movement is to be carried out is clear and free from obstruction, and that all efforts taken in accordance with the provision contained in GR/SR 3.68 to 3.70. During failure of Home Signal and Calling-on signal trains can be dealt on SPT. During the failure of SPT, trains should be dealt on Form T/369 (-3b). Station Master shall ensure clamping and padlocking of relevant points and maintaining isolation from other lines duly keeping the trap/points in required position. If a point fails to set properly and if the point cannot be set from the panel, the Station Master on duty must personally set and clamp the points to the required position by means of the point crank handle as detailed in Para B.4. The Station Master can operate the concerned signals for the reception or despatch of the train, after replacing the crank handle in the electrical key instrument. If the signal fails to respond properly, the Station Master must arrange to deal the train in accordance with provisions contained in GRs 3.68 to 3.70 and the subsidiary rules there under. If the points set correctly in one position and fails to set in the other position, it is possible that there is some obstruction between the stock and the switch rails. By operating the points repeatedly for about three or four times, this obstruction may be removed. If not by deputing a competent railway servant who will do so. Even in spite of this, the point fails to set correctly, then the point crank handle must be used. In the event of failure of a point repeat indication on the panel the following action has to be taken by the duty Station Master. The concerned point and signal knob shall be operated even if the point repeat indication is not available. If the signal gets cleared, the train shall be received under normal course on signals. If the signal fails to respond the SM shall operate point knobs repeatedly for about three or four times, even after this if the point indication does not appear, the SM shall depute the Points man/TRH to the point to remove the obstruction if any who shall do so. Even after this if the signal fails to respond, it should be treated as a case of signal failure and the train shall be dealt strictly according to the relevant provisions contained in GR/SR 3.68 to 3.70. FAILURE OF HOME SIGNAL During the failure of Home signal, the train shall be received on Calling-on signal(See Para B.10 for details ). If the Calling-on signal also fails, the train should be received using SPT. (See Para B.11 for details ). If the signal post telephone also fails, the SM on duty shall arrange to receive the train on Form T/369 (-3b). Whenever the trains are received on SPT or on Form T/369 (-3b), the SM shall ensure the correct setting of relevant points, clamp and padlock, all the point on the route on which the train will be passing. When the train is being received on piloting, SM shall depute a points man/TRH to pilot the train with Form T/369 (-3b) and to be delivered at the foot of the Home signal and authorise the Loco pilot to pass the home signal at "ON". Whenever the trains are being received through SPT or Written on Form T/369 (-3b) due to failure of home signal, the home signal knob shall be turned to `R' position to avoid block failure. However, if the home signal failure is due to track circuit failure (other than berthing track), or due to the partial failure of the points (N or R), the home signal knob should not be turned to `R' position, even though it causes block failure. This is to avoid serious repercussions of the route getting locked. FAILURE OF STARTER SIGNAL: During failure of starter signal, trains shall be despatched duly issuing written authority in Form T/369-(3b) to the Loco pilots. Proceed hand signal shall invariably be exhibited at the foot of the starter signal after ensuring correct setting of the points duly clamping and padlocking all the relevant points. FAILURE OF ADVANCED STARTER SIGNAL (LSS) : During failure of this signal line clear shall be obtained on the block instrument and trains shall be despatched duly issuing the Form T/369-(3b) with an endorsement and with a PN obtained from the SM at the other end of the block section . FAILURE OF SHUNT SIGNAL: - During failure of shunt signal the shunt movement shall be carried out duly issuing T.370 to the Loco pilot and showing proceed hand signal at the foot of the failed signal duly ensuring correct setting, clamping and padlocking of all the points on the route. FAILURE OF BLOCK INSTRUMENT: - During Block Instrument failure / suspension, the train shall be started duly issuing appropriate PLCT. Note: - Independent LCT book duly stamped should be kept for each Block Instrument. Note: - All cases of such failures must be reported immediately to the TECH.ES/JE/SE/Sig of the section for immediate rectification duly issuing a message. PROVISIONS FOR WORKING OF TROLLEY/MOTOR TROLLEYS/MATERIAL LORRIES: -. Un-insulated trolley/lorry etc. should not be permitted on the track circuited lines. Whenever an insulated trolley/lorry etc, is allowed to work, the Station Master on duty shall ensure that the track is clear of such vehicles before clearing the signals for a train or before operating the points as the trolley/lorry/motor trolley may fail to actuate the track circuit. The official-in-charge of Trolley/Lorry etc. shall advise the Station Master on duty in writing before placing the vehicle on line and immediately after clearing it from the line Block working shall be suspended and LCT shall be issued as an authority to work in the Block Section. Block instrument working can be resumed by SM at either end of the Block Section after trolley/lorry/motor trolley clear the section. Signals except Advanced Starter signal shall be cleared for movement of trolley/lorry/motor trolley when worked as train. NOTE:- (1) Insulated trolley/lorry/motor trolley do not actuate the track circuit. If the signal is cleared for reception/despatch, the route for the same should not be altered until the movement is completed. (2) Trolley/lorry caps should be used without fail, whenever the trolley/lorry are allowed to enter the Block Section. (3) Before permitting a trolley/lorry the SM on duty shall obtain a certificate on the trolley/lorry notice itself from the official-in-charge to the effect that the trolley/lorry is insulated. BLOCKING OF LINES:- Whenever a running line is blocked/obstructed for any purpose, the points at both the ends of the line should be set against the line except when shunting is required to be done on that line. No movement should be permitted on to a line occupied by a train/vehicle carrying passengers except when shunting is required to be done on that train/vehicle or for attaching an engine to that train/vehicle. Whenever a running line is blocked/obstructed Line Blocked safety caps should be placed on the relevant knobs, as mentioned below to serve as a reminder to the SM on duty. Immediately when the line is clear again, the caps should be removed from the point knobs and kept safe. Line OccupiedKnob No.Road-152N, 54NRoad-252R, 54RRoad-351R, 53RRoad-451N, 53N The Station Master on duty shall see that train/vehicles standing at the Station are properly secured so as to prevent them from gaining momentum. Vehicles/Wagons should be coupled together and brakes applied. The vehicles should be kept well within the starters/Fouling Mark. Safety chains should be used to secure the vehicle/ wagons. Before uncoupling one or more wagons/vehicles fitted with roller bearing to be stabled on a running line, all the hand brakes should be applied. Skids should also be used to prevent such units from rolling down. When vehicles are stabled on running lines, the SM on duty shall ensure that the points at either end of the obstructed line are set against the line. Clamped and padlocked and the padlock key retained in his personal custody. Whenever a running line is blocked / obstructed by any vehicles allowed to remain on the line for some length of time, a clear remark in RED ink should be made immediately in the train signal registers indicating the time and the number of the line on which the vehicle is detained. A record of the blocking of the line shall be made in the Station Diary also. When the obstruction is removed and the running line is clear again, the time at which the vehicle was removed and the running line cleared should be indicated in the train signal register and the Station Diary. Before detaching the engine from a train carrying the passengers, the hand brake in the guards brake van in rear and in the additional brake van, if any, on the formation shall be securely screwed down. Hand brake, if any, provided on any of the coaching vehicles, like inspection carriage shall also be applied. The wooden wedges/skids shall be placed under the farther most wheels of the formation and safety chains are also used to secure the vehicles. The guard, after satisfying himself the train is braked as required, then shall show green hand signal to the Loco pilot and only on seeing the guards signal the Loco pilot shall detach the engine or permit the engine to be detached from the train. The train must remain braked until the engine is attached to the train. Whenever wagons/vehicles/trains are stabled it should be secured as follows. i) If the train engine is to be detached, the guard of the train shall ensure that the van brake and the hand brake of at least six vehicles next to brake van are put on. The Loco pilot shall ensure that the hand brakes of at least 6 (six) vehicles next to the engine also are put on, if after detaching the engine the brake van also is to be detached, the guard shall ensure that the hand brakes of at least 6(six) more vehicles are put on before detaching the brake van. In addition they shall also be secured with safety chain fastened to the rails and padlocked to prevent them from getting out of control and rolling down. The brakes shall not be released until the engine has been attached to the formation. ii) The guard after satisfying himself that the train is secured as required, show green hand signal to the Loco pilot, Only on seeing the guards signal the Loco pilot shall detach the engine or permit the engine to be detached from the train. The train must remain so braked until the engine is attached to the train again. iii) If the number of vehicles is less than six, all the hand brakes should be applied. While handing/taking over charge the outgoing/incoming Station Master should promptly record in the Station Diary and TSR in Red ink the number of the running line(s) obstructed. The 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. The Snag Dead ends should not be obstructed for any purpose, when it has become obstructed it shall cease to be a substitute for the adequate distance. Safety Caps: - With a view to ensure safety in working Safety Caps are provided under the custody of duty Station Master, which shall be fixed on signal knob/point knobs, when the line governed by them is occupied or otherwise obstructed. [(Refer S.R. 5.19 (iii) (a) (b) and (c) for different type of safety caps and their use)]. The relevant instructions contained in SR 5.01, GRs 5.19 and 5.23 and SRs there under should be strictly adhered to by all staff concerned. 8. SHUNTING:- General precautions: - (a) For shunt movement at this station, the duty SM shall give due consideration to the train services in this section and carryout shunt movements on Shunt signals or by taking off starter signals as the case may be. The Station Master shall see that the shunting of trains or vehicles are carried out only at such a time and in such a manner, that will not involve danger. The guard of the train shall supervise all shunting operations involving full trains and stabling of materials/departmental trains. The guard under the instructions of the SM will supervise other shunting. In the absence of the guard, the SM shall supervise shunting. NOTE: - As required by CRS/SC/SBC The trains should not be drawn up to the last stop signal & held in steep gradient (steeper than 1 in 400) in order to clear the reception line for giving permission to approach to the following train. No shunting beyond outermost points on the steep gradient side should be allowed unless a locomotive is attached at the lower end of the load from the point of view of gradient. Shunting in the face of an approaching train: -Shunting in the face of an approaching train is strictly prohibited at this station. Prohibition of shunting, special features if any: - Hand shunting/loose shunting of vehicles/wagons at this station is strictly prohibited. While performing shunting at falling end of the yard, it should be ensured that an engine is attached at the falling side of the gradient to prevent vehicles escaping into the block section. When ever vehicles are left on the running line, the person in charge of shunting shall ensure that they are coupled together, brakes of brake van and those of at least 6 vehicles at both ends, are applied, skids are placed and safety chains are used to prevent the vehicles from gaining momentum Shunting on single line: - N/A. Shunting on Double line: - Shunting between starter and advanced starter. Shunting on Up/Down line between starters and Advanced Starter shall be carried out, by taking off the concerned Starter signal duly issuing form T/806. Where ever Shunt signals are provided, the same should be used for shunt movements. Note: the issue of form T/806 shall be dispensed with when the shunt movements are carried out by using shunt signals for both forward and ret urn movements. Shunting beyond Advanced starter. Shunting beyond Advanced starter shall be carried out on "Block-forward" procedure issuing the shunting order Form T/806 with PN obtained from the block section ahead along with shunt key. (Refer para 6.16 (1) of BWM 2006 edition of SWRLY.) Block back Shunting on the Up line in advance of BSLB or Shunting on the Down line in advance of top point No. 65B shall be carried out on `Block-back' procedure issuing Shunting order form T/806 along with a PN to the Loco pilot and shunting performed on hand signals.(Refer para 6.16 (2) of BWM 2006 edition of SWRLY.) Shunting Upto IBS: N/A Shunting beyond IBS: N/A PROCEDURE FOR SHUNTING DURING FAILURE OF SHUNT KEY: - When the shunt key cannot be extracted and shunting has to be performed necessarily, SM shall make necessary remark in the form T/806 regarding the failure of the shunt key. SHUNTING DURING SUSPENSION OF BLOCK INSTRUMENT: - When shunting has to be performed at that end of the block section over which block instrument working has been suspended, the Station Master shall adhere to the instructions as detailed in SR 8.15 ( i ) of GRS. Shunting in the siding: - 8.6.1 Shunting in through sick line siding: A through siding takes off from Road-4. The entry to the siding is possible from both ends i.e., from BFW end and MZV end. 8.6.2 Sick line MZV end A sick line is connected to Road-4 at locally worked point No.100 and is isolated from running line by normal setting of trap No.101. Points 100 and 101 are provided with succession key arrangements. Points No.100 is unlocked by key F kept in EKT controlled by Knob No.56 from the panel and Point No.101 is unlocked by key E released from Point No.100 in the reverse position.For performing shunting on the sick line the SM shall reverse the knob No.56 and extract key F from the EKT duly pressing the push switch provided at the EKT. When the key F is removed from the EKT the Green light indication on the panel at the Knob No.56 disappears. The SM shall handover the key F to the pointsman. The pointsman shall unlock the Point No.100 and reverse the point and extract key E and insert the same in to trap No.101 and reverse the trap point. After the completion of shunting the pointsman shall normalise the trap point No.101 and extract key E from the trap point and set the point No.100 to normal and extract key F handover the same to the SM on duty who shall restore the same in the EKT and normalise the knob No.56. Again the Green light indication appears on the panel near knob No.56. 8.6.3 Sick line BFW end A sick line is connected to Road-4 at locally worked Point No.103 and is isolated from running line by normal setting of Trap No.102. Points 102 and 103 are provided with succession key arrangements. Points No.103 is unlocked by key F kept in EKT controlled by Knob No.56 from the panel and Point No.102 is unlocked by key H released from Point No.103 in the reverse position.For performing shunting on the sick line the SM shall reverse the knob No.56 and extract key F from the EKT duly pressing the push switch provided at the EKT. When the key F is removed from the EKT the Green light indication on the panel at the Knob No.56 disappears. The SM shall handover the key F to the pointsman. The pointsman shall unlock the Point No.103 and reverse the point and extract key H and insert the same in to trap No.102 and reverse the trap point. After the completion of shunting the pointsman shall normalise the trap point No.102 and extract key H from the trap point and set the point No.103 to normal and extract key F and handover the same to the SM on duty who shall restore the same in the EKT and normalise the knob No.56. Again the Green light indication appears on the panel near knob No.56. NOTE: 1) When the point and trap are unlocked they become free to operate to any position. These points shall be secured with cotter and bolt. They should be manned in the facing direction. 2) After the shunting when the succession key cannot be extracted from the point the SM shall ensure that the points are set to normal clamped and padlocked and the padlock keys are kept in the personal custody of the SM on duty. The train on Road 4 shall be dealt as per the instructions contained in G.R. 3.69 to 3.70 and the SRs there under. TECH/ES/JE/SE/Sig. of the section shall be advised for immediate rectification. 3) The vehicles/ wagons stabled in the siding shall be well secured with skids and safety chains and shall be placed within the fouling mark. 4) Key F from EKT has to be utilised for Shunting at any one end at a time. 5) Point indicator for Point No.150 and Trap Indicator for Trap Point No.101 and 102 are provided to show their positions. During shunting, the loco pilots and the shunting staff should observe these indicators position before any movement is initiated. Ballast siding: Ballast siding is connected to sick line at locally worked point No 150. This point should be normally clamped and padlocked against ballast siding. Only during shunting this point should be operated. The procedure for shunting in the sick line has to be followed as per paras - 8.4.1 and 8.4.2 of this SWR. Normally, the shunt movements towards ballast siding should be done with engine pushing only. 8.6.4 The relevant instructions contained in GR 5.11, 5.14, 5.17,5.18, 5.19, 5.20, 5.21, and 5.23 and subsidiary rules there under shall strictly be adhered to while permitting shunting at this station. ABNORMAL CONDITIONS: - THE RULES TO BE OBSERVED IN THE EVENT OF ABNORMAL CONDITIONS: - During failure of electrical communication instrument: - Normally the concerned Block Instrument and Telephone attached to block instrument should be used to run trains on absolute block system. During failure, Block working should be done on the following order of preference: - Block Instrument. Telephone attached to block instrument. Station to Station fixed telephone. Railway Auto phones. BSNL phones. Control Telephone. VHF sets. NOTE: - When 4th to 7th type communication is used Identification sheets should be used, if not speed restriction comes into force. when line clear has been obtained for a train through 4th to 7th type communication duly using Identification Numbers, issue of caution order shall be dispensed with. Endorsement to the effect that line clear has been obtained using Identification Numbers shall be made on PLCT in the manner prescribed S. R. 4. 09 (i) (11). If Identification Number sheets are not used Caution Orders shall be issued restricting the speed to 25 KMPH on Double line sections during day and 10 KMPH on Double line sections during night and when the view ahead is not clear during day. The authority to proceed in the occupied block section in case of obstruction of line or accident etc: -. Break Down Special/Relief train/Engine shall be sent into the Block section on account of obstruction of line or accident etc, by issuing Block ticket to proceed without line clear in form T/A 602. Before preparing this authority the SM shall examine the TSR, Train message books, WTT, Train notice register and Caution order advises and also contact the control and the SM on duty at the other end. Trains delayed in block section: - if a train carrying passengers does not arrive within 10 minutes or if a goods train does not arrive within 20 minutes after allowing for normal running time from the station in rear, The Station Master at the station in advance shall Immediately advise the station in rear and the Control of this fact. The Station Masters at either end of the block section shall also send one of the traffic staff out on the block section to fetch information about the whereabouts and condition of the delayed train and nature of assistance, if any required. Failure of Intermediate Block Stop Signal at ON: - N/A. Failure of Axle Counter Block/BPAC: -(Refer rule No.7.2.1 of the BWM of SWRly, 2006 edition) (Refer Annexure -I for instructions regarding BPAC) vi) Failure of MTRC: - N/A. Procedure for emergency operation of points by crank handle: - Six crank handles duly welded with key are provided in individual Electrical Key Instruments at point locations for operating the motor operated points during failures as under: Crank Handle Group Handle GroupPoint No.Group-I50Group-II51 Group-III52 Group-IV53Group-V54Group-VI55 i) Individual press button for individual group of crank handle is provided on the panel and Individual push switch is provided near the crank handle at the location. When the Station Master presses the push button, a crank handle IN indication will continue to flash for 120 seconds then a free indication will appear near the concerned crank handle location after time delay of 120 Seconds. When this free indication is available at the location the crank handle has to be extracted by operating push/switch simultaneously. SM shall take out the crank handle lock key along with the lid key from the glass fronted box 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 at the location, 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 and crank the point to the required position and clamp it, remove the crank handle and crank handle lock key and close both the holes by lids and lock the lids by lid key. He shall also ensure that the other end of the points ( in case of cross over point) is in the required position and clamp the points. He shall then return to the station and restore the crank handle in to the key transmitter. If the correct point indication has appeared on the panel and if everything is alright for the movement of the train, the Station master shall clear the relevant signals. If the signals fail to respond, all trains should be dealt with strictly in accordance with the relevant provisions contained in GRs 3.68 to 3.70 and subsidiary rules there under. Certification of clearance of track before calling-on signal operation is initiated: The Calling-on signals below Home signals are intended to receive a train on an occupied/obstructed road or when one or more of the track circuit on that route have failed or when the Home Signal has failed. Before clearing the Calling-on signal, the SM shall ensure whether it is absolutely necessary to receive the train on that road, train can be berthed clear of the fouling mark/starters and he should physically ensure that the required route is clear & free from obstruction Reporting failure of points, Track circuit/Axle counter and interlocking: - Any S&T failure should be reported immediately by SM on duty to the concerned signalling Maintenance Staff (TECH.ES/JE/SE/Sig) responsible for attending to the failure and only after receipt of the written memo from the signalling Maintenance Staff (TECH.ES/JE/SE/Sig) on rectification of the fault, SM on duty should restore the normal working. The entries in failure register to be done with message to the Section Controller. TOTAL INTERRUPTION OF COMMUNICATION: - 9.1.1 In the event of Total interruption of communication occurring between TCL-MZV or TCL-BFW stations i.e. when line clear cannot be obtained by any one of the following means stated in order of preference namely. Block Instrument. Telephone attached to block instrument. Station to Station fixed telephone. Railway Auto phones. BSNL phones. Control Telephone. VHF sets. The Station Master on duty shall clearly advise the Loco pilot and guard of the train the fact that the communications have failed. The train has to work with an authority on Form T/C 602. Trains may be allowed to enter the block sections one after the other but with a clear interval of not less than 30 minutes between the two successive trains. Fixed signals except the advanced starter may be taken off for despatch of trains. The home signal shall be taken off only after the train has been brought to a stop outside home signal. The Station Master on duty shall recover the Form T/C 602 from the Loco pilots of incoming trains and keep them safe for handing over it to the Traffic Inspector. Trains will continue to work in this manner till any one of the means of communication is restored to normal working by the competent authority. The Station Masters on duty at both the end of the block section shall exchange messages on Form T/I 602 with private numbers to satisfy themselves that all the trains, engines etc., dispatched into the concerned section from both the ends have cleared the section at any one end completely before granting/obtaining line clear for trains through the restored means of communication. Detailed instructions contained in SR. 6.O2 (iii) shall be strictly adhered to for working trains during total interruption of communications. In all the cases of working trains during total interruption of communications, a detailed record of timings of all trains, Engines etc., shall promptly be made in the train Signal Register at the Stations concerned. When the communication for train working is restored, Section Control if working shall be consulted before arranging further movements. Control shall also be provided with the timings of trains dealt with during the failures. TEMPORARY SINGLE LINE WORKING ON DOUBLE LINE SECTION: - Whenever an accident to a train or track or other obstruction precludes the use of one of the lines on a double line section, the traffic may temporarily be worked over single line by obtaining Line Clear on Electrical speaking 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, Station to Station fixed telephone, Railway Auto phones, BSNL phones, Control Telephone, VHF sets. At all stations on the portion of the section on which single line working has been introduced, the commutators of the Block Instruments pertaining to both obstructed and unobstructed lines shall be kept in Train on Line position through out the period single line working is in force. The commutators shall be locked also in that position with SMs key, wherever possible. In cases where it is not possible to keep the commutators in Train on line position, the Block instruments shall be put out of the use and Caution Indicators hung on the handle of the Block Instruments. At the stations, if the train is running on the wrong line all fixed signals shall be kept in the On position. After ascertaining that one of the lines is clear for the passage of traffic, the Station Master proposing single line working shall issue a message containing the following information under exchange of private numbers, to the Station Master at the other end of the affected section. cause of introduction of single line working; the line in which the single line working is proposed, source of information that the said line is clear, place of obstructions, restriction of speed, if any, on the line, assurance that if the train is running on the right line, the last stop signal shall be kept in the On position. and the number and the timings of the last train which arrived or left the block station issuing the message. On receipt of acknowledgement from the Station Master, confirmed by a Private Number, single line working may be introduced. Line Clear will be obtained on telephone attached to Block Instruments or Control Telephone or VHF and trains run on paper Line Clear Ticket in accordance with the instructions contained in the GR/SR and Block Working Manual. The Loco pilot of each train shall be handed over by an Authority (T/D 602) for Temporary Single Line Working on Double Line Section duly completing all the entries. Note: - Whenever line clear is obtained through indirect means i.e. Control Telephone or VHF, identification number sheet shall be used to avoid speed restriction. An endorsement will also be made in the Caution Order given to the Loco pilot of the first train to inform all Gatemen and Gangmen on the way about the introduction of temporary single line working and specifying the 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 TCL on wrong line, SM shall prepare written authority as per SR 5.10 (i) and the competent Railway servant shall proceed on the wrong line and take stand adjacent to Home signal of right line and shall stop the train on hand danger signal and thereafter receive it into the station. All the cross over points (Facing and trailing end) in the facing direction over which the train shall proceed, while temporary single line working is in force, shall be clamped and padlocked. Resumption of normal working- On receipt of a written certificate from a responsible Engineering Official that the obstructed track is free and safe for passage of trains, the Station Master will issue a message to the other station or stations, as the case may be, under exchange of private numbers and decide, in consultation with Section Controller, the train after passage of which, normal working shall be introduced. When double line working is resumed the Block Instruments and all fixed signals, shall be brought into use immediately. An entry shall also be made in the Train Signal Register of Stations concerned showing the time 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. DESPATCH OF TRAINS UNDER AUTHORITY TO PROCEED WITHOUT LINE CLEAR TO ASSIST THE CRIPPLED TRAIN SR. 6.02 (i) Break Down Special/Relief train/Engine shall be sent into the Block section by issuing Block ticket to proceed without line clear in form T/A 602. Before preparing this authority the SM shall examine the TSR, Train message books, WTT, Train notice register and Caution order advices and also contact the control and the SM on duty at the other end. Clear instructions shall be issued to the Loco pilot and Guard regarding the nature of obstruction and location of obstruction of engine/BV/First vehicle /last vehicle shall be mentioned as far as known and the station to which the crippled train/engine could be moved to clear the block section. If more relief train/Engine are to be despatched into the block section subsequently, clear instructions shall be given to the Loco pilot and Guard of such trains /engine etc. already allowed into the section and other relevant information. Once obstruction is removed and Competent Railway servant certifies the line as fit and safe for the passage of trains, the duty SM shall exchange numbered message and private numbers with his counterpart at the other side to ensure that the block section is clear of all train/vehicles sent into the section and then only restore normal working. All the entries relating to the train dealt on form T/A 602 shall be made in red ink in TSR [Ref. SR. 6.02 (i) for detailed instructions. ] VISIBILITY TEST OBJECT: Any aspect of Up Starter Road-2 and Down Starter Road-3 during day and night shall constitute the visibility test object for down and up directions respectively at this station. The Station Master on duty shall test the visibility by observing these object by standing at a convenient location in front of his office and take appropriate action in case of poor visibility (GR 3.61 and SRs there under). ESSENTIAL EQUIPMENTS AT THE STATION:- The Station Master shall ensure that the prescribed number of the essential equipment listed in Appendix E are made available exclusively for train passing duties. Station Master on duty shall be responsible to keep the required number of the essential equipment neat and in good fettle to be used whenever required. FOG SIGNALMEN NOMINATED TO BE CALLED IN CASE OF FOG. i. In foggy or tempestuous weather or in dust storm when V.T.O can not be seen from the SMs office, the SM shall send trained men to act as fog signalmen. The names (and declarations that they know the fog signalling duties) of two numbers each from the operating and permanent way Group `D' staff at the station shall be maintained and updated periodically in the station Detonator Register by the Station Master. ii. The names of address of Group D Permanent Way staff who are trained in fog signalling duties shall be painted on the board provided for this purpose near the office of the Station Master on duty. LIST OF APPENDICES:- Appendix A - Working Of Level Crossing Gates. Appendix B - System of Signalling and interlocking and communication arrangements at the station. Appendix C - Anti collision device(Raksha Kavach). Appendix D - Duties of train passing staff and staff in each shift. Appendix E - Essential Equipments provided at the Station. Appendix F - Rules for working D class stations, Halts, IBH, IBS and Outlying sidings. Appendix G - Rules for working of trains in electrified sections. Annexure 1 - Instructions for working of BPAC (AMOL PINGLE) (N.RAMESH) Divisional Signal & Telecommunication Sr. Divisional Operations Manager Engineer/Bangalore. Bangalore APPENDIX - `A' WORKING OF LEVEL CROSSING (Reference Para 2.6 of SWR) A.1.0 ENGINEERING LEVEL CROSSING GATE NO.119 AT KM. 295/200-300-(TCL-MZV) A.1.1 This is a 'C class non-interlocked engineering level crossing provided with lifting barrier, situated in TCL MZV block section. The normal position of these level crossings is kept closed and padlocked against the road traffic and the padlock keys are kept with the gateman on duty. This gate is manned round the clock and they are under the control of SE/P.WAY/BWT A.1.2 Magneto telephone communication is provided between this level crossing gate and the SM's office as detailed in Appendix 'B'. A.1.3 Before permitting SM/MZV to obtain line clear for a down train or before despatching an up train, the SM/TYAKAL shall call the attention of the gateman on phone and advise him the particulars of the train with its number, description and direction of movement and probable time of departure from TCL or from MZV and communicate a private number with time to the gateman. A.1.4 The gateman on getting the advise must acknowledge by repeating the particulars of the train and ensure that the Lifting Barriers are in the normal position and kept closed and locked against the road traffic for the passage of the train and communicate a private number with time as an assurance to that effect. A.1.5 The private number given by the SM constitutes an assurance that he had informed the gateman about the train movement and the private number given by the gateman constitutes an assurance that the LC gate is in its normal position i.e., closed and locked against the road traffic. Private numbers exchanged between the SM and the gateman (with the time and the train particulars), shall be recorded in the private number exchange register specially maintained for this purpose at the station and at the gate lodge. The gateman shall also record the time at which the train actually passed his gate. A.1.6 Whenever it is required to open the level crossing gate for the passage of road traffic, the gateman on duty shall ascertain from the SM on duty on phone regarding movement of train. The SM on duty, if there is no train to enter into the block section shall permit the gateman to open the LC gate for road traffic by giving a private number with time to the gateman. After getting the private number from the SM on duty, and before opening the level crossing for allowing the road traffic, the gateman shall fix banner flag during day or hand signal lamp with red light during night in the middle of the track on both side of the level crossing gate facing towards up and down train directions and shall then raise the lifting barriers duly unlocking the booms opening the gate for road traffic. Immediately after the passage of the road traffic he shall close the level crossing gate by lowering the lifting barriers, lock the booms, secure with padlock and keep the padlock key in his personal custody and remove the banner flag/red light and give his a private number with time to the SM on duty. The private number given by the SM constitutes that he had permitted the gateman to open the LC gate for the road traffic. The private number given by the gateman constitutes an assurance that he had closed and secured the gate against the road traffic. The private number shall be recorded along with time in the private number exchange register maintained both at the gate and at the Station. A.1.7 The responsibility of keeping the gates closed and locked across the road traffic for the safe passage of the train lies with the gateman. A.1.8 In case of failure of telephone communication between station and the level crossing or when the gateman fails to respond to the telephone calls, the SM/ TCL must issue caution order for all up trains entering the block section as per SR 16.03 (iii)(b)(1)(i) and advise SM/MZV to issue caution order for all down Trains entering the block section under exchange of PN vide SR 16.03 (iii)(b)(1)(ii). The loco pilots must observe the instructions contained in SR 16.03(iii)(b)(2)(i)(ii). The SM/TCL shall advise the TECH/ES/SE/JE/SIG of the section by writing or through telephone for immediate restoration. NOTE: i) When a train/shunt movement for which arrangements have been made to close the LC against road traffic and private numbers exchanged between the SM on duty and the gateman is cancelled due to any reason, the SM on duty shall advise the gateman accordingly and give him a private number in confirmation of the cancellation of the movement. The PN exchanged shall be recorded in the remarks columns against the train entry both at the station and at the gate lodge. ii) In case, the gatemen fails to attend telephone calls or damage to the lifting barriers is reported or any other relevant information has to be conveyed. The SM on duty shall advise the SE/P.way of the section and the concerned officials. A.2.0 TRAFFIC LEVEL CROSSING GATE NO 120 AT KM. 298/100-200 (TCL YARD): A.2.1 This is an interlocked 'A' class Traffic Level Crossing Gate situated between the Down Starter and Down Advanced Starter, crossing both up and down lines. This level crossing gate shall normally be kept open for the road traffic and under the control of SM/TCL. A.2.2 Magneto telecommunication is provided between this level crossing and SM's office as detailed in appendix 'B'. A.2.3 This level crossing is provided with Lifting Barriers and interlocked with Up and Down Home signals and with Down Starter /shunt signals towards BFW side and controlled by the gate knob G on the panel. A.2.4 The SM on duty shall advise the gateman whenever it is necessary to close and lock the gates against road traffic for the passage of train. A.2.5 Whenever the LC gate is to be closed for train/shunt movements, the SM shall advise the gateman to lower the lifting barriers clearly mentioning the train No., description, direction etc., and turn the G knob to reverse. The gateman on getting the advise from the SM shall acknowledge the same and lower the lifting barriers, extract the winch key and insert and unlock the single lever frame and reverse the lever which locks the boom in the lowered position. This releases the boom locking key from the single lever frame and this boom locking key shall be inserted and turned in the RKT provided to transmit gate closed indication to SMs panel. A white light indication appears on the legend CL marked near the LC on the panel. On observing this white light indication the SM shall clear the signals. A.2.6 After the passage of the train/shunt movement the SM on duty shall put back the G knob to normal. The 'FREE' indication appears on the indicator near the RKT controlling the level crossing gate. The gateman after ensuring the availability of the 'FREE' indication shall extract the boom locking key and unlock, normalise the single lever and extract the winch key for opening the LC for road traffic. A.2.7 The winch provided at the LC is used to operate the lifting barriers for closing and opening the LC. This is locked and unlocked by the winch key, which is normally locked IN. When the barriers remain in raised position the LC is opened for road traffic. During night a white light is exhibited on the top of each gatepost towards the road traffic when the gate is opened and a red light when the gate is closed. During daytime when the gate is closed a red disc on the boom of the barrier a red target suspended from it warn the road traffic to stop. When the gate is closed i.e., when the booms are lowered a gong attached to each boom gives a bell warning the road users that the level crossing is on the process of closure. The gongs do not sound when the gate is opened or the barriers are raised. Notice boards facing the road traffic are erected at either end of the level crossing to warn the road traffic to stop when the gongs are sounded. In addition to the above warning system a hooter is also provided. When the SM informs the gateman to close the LC and turn the G knob to R position the hooter will sound. The hooter stops sounding when the barriers are fully lowered and are locked in position. A.2.8 The level crossing shall not be closed against road traffic earlier than 6 mts. before the arrival of a train or 10 mts. before the expected passage of a run through train. The gates shall be closed when the train is ready to leave, in case of stopping trains. During shunting, the gates shall not be kept closed for more than 10 mts. if necessary shunting should be suspended and the road traffic permitted to pass through. A.2.9 In case of failure of magneto telephone communication or if there is no response from the gateman, and when the level crossing is to be closed against the road traffic, the SM on duty shall adhere to the instructions in SR. 16.03 (iii) (b) (i) (2) and depute a Pointsman to the level crossing to ensure that the gates are closed and locked against road traffic and exchange All ready signals with the SM. The SM shall then clear the required reception or dispatch signal as the case may be after ensuring the CL indication on the panel. A.2.10 During failure of interlocking or damage to the gates or interlocking gear, the signals interlocked with the concerned level crossing cannot be taken 'OFF'. Train movements shall be dealt with strictly according to the relevant provisions contained in GRs 3.68 to 3.70 and subsidiary rules there under. Advice to be sent to the concerned TECH.ES/SE/JE/SIG. to rectify the signal failure, and if any damage to the gate a message should also be sent to the SE/JE/P.WAY of the section for rectification. A.2.11 If due to any defects one or both the barriers cannot be lowered across the road traffic, the Gateman shall use the emergency chains to block the road traffic and secure them by means of padlocks. Stop Boards shall be fixed towards the approaching road traffic during day and red lights on the gate posts during night. During this period train shall be dealt duly exchanging Private number with the gateman on duty. If the barriers are in the lowered position and cannot be raised the gateman shall advise the SM, who in turn shall advise the TECH.ES/SE/JE/SIG and the SE/JE/P.WAY of the section for immediate rectification. A.2.12 Emergency Key secured in electrical key contact box is kept at the SM's office for use in case failure of RKT, the SM on duty shall break open the seal of the box, extract the Emergency key and arrange to use it to open the level crossing gate. Since the key is interlocked with Up reception and Down despatch signal, the signals cannot be taken OFF once the key is extracted. Then signals shall be suspended and train service dealt strictly under the relevant provisions contained in GR 3.68 to 3.70 and subsidiary rules there under duly ensuring that the gates are closed and secured against road traffic. The SM on duty shall ensure that the emergency gate key is returned to him after the use. A.2.13 Removal of emergency gate key from the electric key contact box will prevent the clearing of the concerned interlocked signals. A.2.14 When the emergency gate key is used, the SM on duty shall make an entry 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. Immediately after noticing the failure the TECH.ES/SE/JE/SIG. shall be advised to restore the normal working. A.2.15 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. A.2.16 Whenever a train movement is cancelled for which the gatemen had been advised for the closure of the gate. The SM/TCL shall advise the same to the gateman duly normalising the gate knob to normal position. Replaced Page No 31 APPENDIX `B' SYSTEM OF SIGNALLING AND INTERLOCKING B.1. This is a B class Station provided with Standard-III multiple aspect colour light signals with panel interlocking and the points and signals are operated from the control panel. B.1.2 On Up direction Distant, Home, Starter for Roads 1 and 2 and an Advanced Starter, and for Down direction Distant, Home, Starters for 1, 3, and 4 and an Advanced Starter are provided for reception and despatch of trains. B.1.3 Inner Distant signals are provided 1034.50 metres in rear of Up Home Signal and 1015 metres in rear of down home signal. Distant signals are provided at 1000m in rear of the respective inner Distant signals. B.1.4 Block proving Axle counters are provided for TCL-MZV and TCL-BFW up and down block sections B.1.5 Calling on signals are provided on both up and down home signals. B.1.6 Signal post telephones are provided on both up and down home signals. B.1.7 'P' markers are provided below up and down distant signals. B.1.8 'C' markers are provided on the stem of up and down Home signals below the calling on signals. B.1.9 Board with legend Loco pilots to pull up to Signal No.1A / 14A if the same is at ON are provided in rear of up and down home signals. B.1.10 Individual stop board are provided on Road-3 & 4 at BWT end (all are on LH side). B.1.11 All signals are erected on left hand side. B.1.12 Six crank handles duly interlocked with the signals except advanced starters are provided at individual point locations for operating the point machines during failure. B.1.13 Each Home Signal is provided with directional type route indicator to indicate the route set i.e., Road-1 on up direction and for Road-1/4 in down direction. The route indicators display a row of white lights when the signal is taken off to loop line (Road-1 or Road-4). There will not be any display of row of 'White' lights when the route is set and the signal is cleared for receiving an up or down train on Road-3/2 (main line.) B.1.14 Up and Down shunt keys are provided in EKT interlocked with the block instruments. When the shunt key is removed, advanced starter signal cannot be taken off. B.1.15 Siding Keys for Sick line siding is provided at Station in EKT, which is controlled by knob 56 on the panel. B.1.16 Point No.100, 101, 102, 103 and 150 are locally working points; all other points are motor operated points. Point Indicators are provided for locally worked points, trap indicators are provided for trap point No. 101 and 102. B.1.17 Position light shunt signal No. 6,8, and 9 on separate post are provided to control shunt movements. The shunt signal display two white lights in horizontal position in the ON aspect and two white lights in the oblique position, when they are taken OFF. Post Type shunt signal No. 7 is provided on the stem of the Starter signal No. 3 which has no light in the ON position and displays two white lights in the oblique position when taken OFF. B.1.18 Emergency gate key G for LC at Km. 298/100-200 is provided in the station house. B.1.19 Block section limit board at a distance of 226.80 m. in advance of up home signal is provided. B.2.0 CONTROL PANEL B.2.1 All points and signals are operated from the combined track diagram with control panel installed in the station house. 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, SM's 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 is provided. A digital counter and voltmeter are 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 knobs 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. Shunt signal knob are coloured yellow. They are provided near the respective signals on the panel. Gate control knob for LC gate at Km 298/100-200 is coloured Green and provided near the legend CL on the panel. The knobs have two-position Normal and Reverse. All knobs should be restored to normal position immediately after the completion of the movement for which they were reversed. It shall be ensured that they are normally kept in normal position. B.2.4 i) The point knobs and siding control knobs are coloured black with numbers engraved on it. These knobs have 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 an YELLOW light indicating the 'R' position. If the points do not set and lock 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 The signal knobs and the control knobs of the siding points and the crossover points have 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 clearing the signal. B.2.6 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.8.6. B.2.7 Individual white light indications are provided on the panel to indicate that the crank handle is in. The white light disappears when the respective crank handle is removed from the electrical key transmitter. B.2.8 White light indications with counters are provided for Calling on Emergency Route Release Up Route Cancellation Down Route Cancellation B.2.9 The SMs key knob has two positions 'Normal and Reverse' and must normally be kept in the 'Reverse' position. B.2.10 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.2.11 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 SMs panel 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.2.12 Voltmeter is provided over the panel to indicate the power supply voltage. B.2.13 The battery charger monitor indication is provided with GREEN LED indicator to show the chargers are ON and in working condition. A RED LED indicator with audio buzzer is provided in the event of failure. Whenever the battery voltage becomes low, a buzzer will sound to alert, and the RED LED appears, the push button provided should be reset to stop the buzzer and the same should be immediately advised to TECH.ES/JE/SE/SIG of the section immediately to avoid failures. B.2.14 Emergency route release buttons coloured white, is provided on the Panel ,for each direction. B.3.0 TRACK CIRCUITS B.3.1 The entire track from Up home signal to Up advanced starter on Up line, and for down line from down home signal to down advanced starter including the loop lines and the track upto the end of sand hump including the portions covered by the points and crossings including the point portion leading to siding of the station and four rail length of the calling on signal track in rear of up and down Home signal are track circuited. B.3.2 Track circuit prevents the signal, which protects the track-circuited area from being taken off if the controlling track in advance of the signal is occupied by the train/vehicle or has failed. When occupied/failed indication for a track circuit is available on the panel, no attempt must be made to take off the signal pertaining to that route. B.3.3 Failure of track circuits will affect the signals reaching over the track circuits and also the points if any, controlled by the track circuits, which have failed. If the failure is noticed before the setting up of the route, any other available alternate route should be opted for the train movement and if the point track is not affected calling-on signal can be taken off. If the movement is necessarily to be made on the route with the track circuits having failed and if the calling-on signal cannot be taken off for that movement, the SM on duty shall ensure that all the points on the route are correctly set as required, points clamped and padlocked and the route is clear and free from obstruction. Before permitting such a movement authorising the loco pilot to pass the signal at ON, train movement over such a route should be permitted only in accordance with relevant provisions contained in the GR 3.68 to 3.70 and the subsidiary rules there under. The SM on duty shall ensure that no conflicting movements are permitted during failure of the track circuits. B.3.4 The reliability of track circuits is considerably affected by the formation of rust or oxidisation on the table of the rails. Under such circumstances, a `Track Clear' indication may be displayed on the diagram for a track, which is actually occupied. At least one movement a day must be made on the track circuited portion. If this has not been done, the line on which there was no movement for over 24 hours shall be deemed prone to rust formation and `Rusty Rail' caps placed on the relevant point/signal knobs on the panel. B.3.5 Normally, no vehicles should be stabled on a track-circuited line. When stabling is unavoidable and if the duration of stabling is gauged in advance to be more than 24 hours, the TECH (ES)/JE/SE/Sig. of the section shall be promptly advised to disconnect the electrical feed to the track circuits on that line. After removing the stabled vehicles from the line, TECH (ES)/JE/SE/Sig. shall be advised again to reconnect the feed and obtain a certificate in writing that the track circuiting arrangement is safe for normal working. Until this certificate is obtained, `Rusty Rail' caps shall be placed on the relevant knobs and train movements on that line shall be permitted strictly according to the relevant provisions of GR 3.68 to 3.7O and subsidiary rules there under. B.3.6 If there was no movement or if there was stabling of vehicles for more than 24 hours (without the Electrical feed being disconnected/re-connected) on a line, the SM on duty shall not rely on the track indication for permitting a movement on to that line. He shall ensure the clearance of the track by physical verification. If the track indications (Clear/Occupied) are correctly displayed for subsequent movements, then track circuit working can be relied upon for subsequent moves. Otherwise the track circuit shall be treated as failed, the relevant signals suspended and train movement dealt with strictly according to the relevant provisions of GR 3.68 to 3.7O and subsidiary rules there under. `Rusty Rail' collars shall be placed on the relevant signal knobs and then TECH. (ES)/JE/SE/Sig advised promptly for immediate rectification. NOTE: 1) Failure message should promptly be sent to the TECH (ES)/JE/SE/Sig. for rectification. The Permanent way Inspector shall also be advised for arranging to clear the table of rails. (2) 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. B.4.0 CRANK HANDLE B.4.1 Six crank handles duly welded with key are provided in individual Electrical Key Instruments at point locations for operating the motor operated points during failures as under: Crank Handle Group Handle GroupPoint No.Group-I50Group-II51 Group-III52 Group-IV53Group-V54Group-VI55 B.4.2 When the crank handle is properly secured in its EKT and is free to be extracted, a White light CH-IN indication is displayed near the concerned group on the control panel. When it is not possible to extract, a Red light indication indicating CH-LOCKED will be displayed on the panel near the concerned group. Normally a red Indication will be available at the Crank Handle location, indicating Crank Handle should not be extracted. When the Crank Handle is free to be extracted and when the SM presses the concerned button and a yellow light (free indication) appears at the location, at the same time the red indication vanishes at the location. B.4.3 Once the crank handle is extracted from its Electrical Key Instrument, the concerned interlocked signals cannot be taken off or once the signal is taken off the concerned crank handle cannot be taken out from the Electrical Key Instrument. No attempt must be made to extract the crank handle when the concerned interlocked signal is taken off. In the case of Crossover Points, both the end of cross over points should be cranked to the required position. B.4.4 Individual press button for individual group of crank handle is provided on the panel and Individual push switch are provided near the crank handle at the location. The button and switch shall be kept pressed simultaneously for extracting the crank handle at the location. B.4.5 If a point does not obey the knob operation from the panel, the Station Master on duty shall depute a competent Railway Servant to that point with the concerned crank handle box key and point machine lid key. The competent Railway Servant, after reaching the point, check the point and ensure that there is no obstruction, or remove the obstruction if any, and inform the SM on duty on phone accordingly. After the removal of the obstruction, if the point is set to the required position through point knob and signals could be cleared Trains can be dealt on signals. But if the point indication does not appear and/or the signal also could not be cleared, the SM on duty shall proceed to the point with relevant clamp keys and T 369-B or T 370 as the case may be, clamp and padlock the point and arrange to pilot the train in the case of reception and PHS in the case of despatch of a train with a written authority. B.4.6 Even after removing the obstruction, if the point does not obey the knob operation from the panel, the SM on duty shall call the Competent Railway Servant on phone and press the concerned crank handle push button on the panel, which will cause appearance of `FREE indication, near the EKT in the location box. The Competent Railway Servant, after observing the free indication, shall press the push switch and extract the crank handle from the EKT by turning it in the anti-clockwise direction and crank the point fully as instructed by the SM on duty. After cranking the point fully and clamping and padlocking, he shall restore back the crank handle into the concerned EKT and advise the SM accordingly. After getting this information the SM shall clear the signal duly ensuring the availability of the crank handle `FREE' indication on the Panel. If the signal gets cleared he can deal trains on signals. If not, the SM on duty shall deal the train as per GR/SR 3.68-3.70. B.4.7 Before returning to the station, the SM or the Competent Railway Servant shall ensure that the crank handle box is secured with padlock. B.4.8 Whenever the Crank handle is taken out for hand cranking, the entries in the crank handle register shall be made regarding the number of the point hand cranked, time and train for which it was required etc., the TECH.ES/JE/SE/Sig of the section shall immediately be advised for early rectification. B.4.9 SM before releasing control for crank handle shall ensure, trains, if any, for which signals (Reception/Despatch) where taken off, have cleared the concerned points and it is safe to use the crank handle. B.4.10 When the TECH.ES/JE/SE/Sig requires the Crank Handle to attend any repair or maintenance work, he shall give requisition, making necessary entries in the crank handle register and issuing disconnection notice in form S&T/ T.351 to SM on duty specifying the reasons thereof and the point numbers. On receipt of this requisition SM on duty shall give due consideration to train movement and hand over the point machine lid key, Crank Handle release lock Key and Crank Handle location box key of the required points after obtaining the requisite permission from control When the Crank Handle remains with TECH.ES/JE/SE/Sig, the concerned point on the route over which a movement is required to be done should be treated as failed and the point should be set locked, clamped, padlocked and padlocked keys retained in the personal custody of SM on duty. Whenever 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 be 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 ensuring the availability of Crank Handle IN free indication on the panel. The TECH.ES/JE/SE/Sig and SM on duty shall promptly make the relevant entries while taking over/handing over the keys in the Crank Handle register maintained for this purpose at the station. Joint testing of the shall be done by the SM on duty and TECH.ES/JE/SE/Sig for the proper working of the disconnected gear. Then TECH.ES/JE/SE/Sig shall issue reconnection memo to the SM on duty to resume normal working B.5.0 SETTING OF ROUTE 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 that 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 knob. If the track circuit is clear, a row of white lights (route lights) will appear on the entire length of the concerned track circuits, the signals will get cleared and the respective route (white) lights successively turn to red, when the train occupies the concerned track. As the train leaves the track, the white lights reappear. After the move has been completed, the concerned signal knob shall be normalised then the route lights get extinguished. B.6.0 ROUTE CANCELLATION B.6.1 Once the signal has been taken off for a movement, the SM on duty must on no account interfere with the concerned signals or point knobs unless the route, which has been set, is to be cancelled. For cancelling the route signal SR 3.36 (iii) must be adhered to. B.6.2 Normally after the signal has been taken `off', the route shall not be cancelled except in case of emergency. The route cannot be cancelled once a train passes the signals. If, however, it is necessary to cancel the route under SR 3.36(ii) for any reason before the train passes the signal, the SM on duty must normalize the signal to `Danger' aspect and the route will be cancelled automatically after a lapse of 12O seconds. For all the signals, the route will be held in the locked up position for 12O seconds after the signal has been normalised. B.6.3 There is digital counter with an indicator below the legend `Route Cancellation' is provided on the panel. The appearance of the white light indicates the commencement of the route cancellation. and disappearance of the white light indicates that the route cancellation is completed. The number on the digital counter will change to the next higher number. NOTE: (1) The route cancellation is permitted for only one route at a time. For any reason more than on route cancellation is required it will be possible only in succession and not simultaneously. (2) Route cancellation must be done in accordance with the instructions contained in SR. 3.36 (ii). (3) Every route cancellation shall be recorded in the route cancellation register maintained for this purpose. On duty SM shall record the train particulars, time, reason for cancellation, the number last recorded and presently displayed. The actual number displayed at the digital counter shall be entered in the Station diary while handing over duties which shall be verified and attested by the SM taking over. B.7 BACK DOOR KEYS OF BLOCK INSTRUMENT Block instrument is provided with double lock and key arrangements. One key of this lock shall be in the custody of SM on duty and the other with the TECH.ES/JE/SE/Sig of the Section. Whenever it is required to open the block instrument, the TECH.ES/JE/SE/Sig shall requisite the key from the Station Master on duty, after making relevant entries with the signature in a separate register maintained for this purpose. On completion of the work, the block instrument shall be closed and locked and the SM's key shall be returned to the Station Master on duty. The SM on duty after being satisfied that the block instrument has been closed and locked with both the keys and is in good working order, shall take over the key and keep it under his personal custody. Necessary entries with signature of SM and the TECH.ES/JE/SE/Sig must be made in the register. The TECH.ES/JE/SE/Sig of the section is authorised to obtain the key from the SM on duty only when : (a) the block section is not occupied by a train and the instrument is in `Line closed' position during normal working of the block instrument OR (b) block working is to be restored after a failure irrespective of the block instrument and occupation of the block section. The SM on duty should suspend the block instrument for train operation till such time the key is returned to him by the TECH.ES/JE/SE/Sig. CALLING ON SIGNALS (Ref GR 3.13) B.8.1 Calling on signals Nos. 1B and 14B, are provided below the signals Nos. 1A, and 14A. Boards bearing letter `C' is also provided just below the Calling on signals. The Calling on signal is intended to receive a train on an occupied/obstructed road or when one or more of the track circuit on that route have failed or when the Home signal has failed. Before clearing the calling on signal, the SM on duty shall ensure whether it is absolutely necessary to receive the train on that road and the train can be berthed with in the Starter signals. B.8.2 Individual knobs are provided to operate the concerned Calling on signals. These knobs have two positions i.e., "N" for Normal and "R" for Reverse. Numerical counters are provided at the Top corners of the panel separately for the Up and Down Calling on Signals. B.8.3 Track circuit Nos.C-1T and C-14T are provided at the foot of the down and up Home signals. When a train occupies the concerned Calling on signal track circuit and stops, after ensuring the setting of the required route, the SM on duty shall turn the knob 1B or 14B as the case may be, to clear the required Calling on signal. B.8.4 In the event of failure of track-circuit/Home signal or for the reception of a train on obstructed line, the Calling on signal can be taken `off'. After ensuring that the concerned signal knob is in its normal position and the required route is set, the Calling on signal knob should be operated to its `R' position. On the occupation of the calling on track circuit in rear of the home Signal by the approaching train, a white light indication gets displayed below the numerical counter of the respective Calling on Signal. After a lapse of 6O seconds, the Calling on signal will assume `OFF' aspect, the white light below the counter gets extinguished and the counter registers the taking `OFF' of the Calling on signal by displaying the next higher progressive number. B.8.5 An entry with details of the date and time of taking `OFF' of the Calling on signal, train for which it was taken `OFF', the number of the reception/despatch line, reasons etc., and the numbers displayed by the corresponding counter prior to and after the operation, should promptly be made and signed in the Calling on Signal Register maintained by the SM on duty. Separate portions of the register should be set apart for the each Calling on signals with appropriate index in the beginning of the Register. B.8.6 If the Calling signal cannot be taken `off' due to failure, train shall be received over the Signal Post Telephone provided, duly ensuring the correct setting of route, as detailed in para B.9. B.8.7 Release of route after the complete arrival of a train received on "Calling on signal": (i) After ensuring the complete arrival of a train received on Calling on signal, the SM on duty shall put back the calling on signal knob to Normal. When a train is being received by taking off the calling on signal, normally, the route will get released immediately after the train has arrived well within the fouling mark of the reception line. (ii) The SM on duty shall physically verify that the train has arrived complete well within the starters before putting back the calling on signal knob to normal position. He should not totally rely on the track indication on the control panel for this purpose. iii) Calling-on emergency route release Button, coloured white, for each direction are provided on the panel to release the route during track circuit failure other than berthing track. This button has to be pressed after ensuring complete arrival of train physically by the SM on duty duly putting back calling on signal knob. Route will be released after a time lapse of 120 seconds. SM has to enter the counter reading with details in a Register specially maintained for this purpose. (iv) Appropriate entries in the route cancellation register should promptly be made when a calling on signal route is cancelled as said above, specifying the reasons thereof and the number displayed on the cancellation counter before and after the route cancellation B.9.0 SIGNAL POST TELEPHONE [ SR 3.69(X)]: B.9.1 Signal Post Telephone one each is provided in a cabinet on the Up and Down home signal post, with the legend `Telephone' painted on the box. When the home signal (Up or Down as the case may be) has not been taken "OFF" the Loco pilot of the approaching train shall draw close to the Home signal and stop and wait for 2 mts.. If the Home signal/Calling on signal is not taken "OFF", the Loco pilot shall go to post type telephone and rotate the handle of the telephone to attract the attention of the SM. As soon as the SM acknowledges the call, the Loco pilot shall keep the cradle pressed till he completes the conversation with the SM. The Loco pilot should open the flap on the mouthpiece for speaking and hearing and close them on completion. The duty SM shall respond to the call and inform the Loco pilot the reason for the delay and the probable time at which the signal will be taken off. If the signal is not taken off as indicated by the SM, the Loco pilot shall contact the duty SM once again for further instructions. If it is due to signal failure/suspension, the SM on duty shall set the route correctly, clamp and padlock the points, ensure clearance of line and communicate the following message, which the Loco pilot shall record in his Rough Journal Book and pass the signal at "ON" position duly observing necessary caution. The SM on duty shall record the message below the train entry on the Train Signal Register. From, To, SM/TCL Locopilot of -------Tno. & Des.------- No........ & Date------- Owing to the failure/suspension of Up/Down Home signal No......., you are hereby authorised to pass the Up/Down Home signal No ........ at "ON" and enter Road No............ at a restricted speed of 15 Kmph. Private Number: (in figures) __________________________ (in words) __________________________ Note: One long ring shall be used to call each other on signal post telephone. Closure and securing of Level crossing No.120 at km. 298/100-200 against road traffic, shall be ensured, before receiving an Up train on SPT. B.10 FUNCTIONS / DESCRIPTION OF KNOBS ON THE PANEL: - Knob No. Description of the function1ADown home road 1 or 3 or 41BDown calling on signal for Roads 1 or 3 or 42Down starter road-33Down starter road-44Down starter road-15Down advanced starter6Shunt to clear Signal No.12 or 137Shunt from Road-4 to clear Shunt No.9 8Shunt from Road-2 to clear Shunt No.99Shunt to clear off signal No.4, 2, 7 or 8 10Up advanced starter 12Up starter road-113Up starter road-214 A Up home road-1 or 214 BUp calling on signal to Road-1 or 2 GGate Control Knob for LC gate at Km 298/100-200. Point FunctionDescription of function50Cross over point Up & Down Main line - BWT end51Points Road-3 - Trap Point Road-4 - BWT end52Cross over point Road 2 and 1 - BWT end53Cross over point Road 3 and 4 - SBC end54Cross over point Road 2 and 1 - SBC end55Cross over point UP and DOWN main line -SBC end 56Control on Siding Points 100 to 103 Note: Function of knob No. 11 is omitted B.11 TABLE OF MOVEMENTS Sl. No.DescriptionPoints Knob PositionSignal knob positionGate knob1To Receive Up Train on: Road-1 with Point 52 N Road-1 with Point 52 R Road-2 54 52,54 - 14 14 14 G G G2To Despatch Up Train from: Road-1 Road-2 52 - 10,12 10,13 - -3To Pass / Run through Up Train on: Road-1 Road-2 52,54 - 10,12,14 10,13,14 G G4To Receive Down Train on: Road-1 with Point 54 N Road-1 with Point 54 R Road-3 Road-4 with Point 53 R Road-4 with Point 53 N 52,50 55,54,52,50 - 53,51 51 1 1 1 1 1 - G G G -5To Despatch Down Train from: Road-1 Road-3 Road-4 54,55 - 53 5,4 5,2 5,3 G G G6To Pass / Run through Down Train on: Road-1 Road-3 Road-4 55,54,52,50 - 53,51 5,4,1 5,2,1 5,3,1 G G G7To receive a Down train on Calling-on signal on: Road-1 Road-3 Road-4 52,50 - 51 1B 1B 1B - - -8To receive an up train on Calling-on signal on: Road-1 Road-2 54 - 14B 14B G G SHUNT MOVEMENTS Sl. No.Description of movementsSM turn knobPointsSignalsGate1. Shunt Signal No.6:- To clear of starter signal No.12 on Road.1 To clear of starter Signal No.13 on Road-2  52 - 6 6 - -2 Up Road-1 Starter signal No.12 to clear of shunt signal No.6 :- 5212-3. Up Road-2 Starter signal No.13 to clear of shunt signal No.6 -13 - 4. a)Shunt Signal No.7 below down road-4 starter signal No.3 to clear of: Shunt signal No.9 b)Dn.Rd.3 Starter signal No.2 to clear of shunt signal No.9. c)Shunt signal No.8 to clear of shunt signal No.9 d)Dn. Rd.1 Starter No.4 to clear of shunt signal No.9 53 - 55 55,547 2 8 4 G G G G5. Shunt signal No.9: To clear of Starter signal 4 on Rd.1. To clear of shunt signal No.8 on Rd.2. To clear of Starter signal No.2 on Road-3 To clear of shunt signal No.7 on Road-4  55,54 55 - 53  9 9 9 9 G G G G B.12 TELECOMMUNICATION: - Magneto telephone communication is provided between the Station Masters office, and the following locations as detailed below. CIRCUIT NO.1 SM's office .. 0 (One ring) Top Point No.50 (BWT end).. 00 (Two ring) Top Point No.55 (SBC end).. 000 (Three rings) CIRCUIT NO.2 SM's office {} 0 (One ring) to call each other LC Gate No.120 at KM 298/100-200 {} CIRCUIT NO.3 SM's office {} 0 (One ring) to call each other LC Gate No.119 at KM 295/200-300 {} CIRCUIT NO.4 SM's office {} 0 (One ring) to call each other Down SPT {} CIRCUIT NO 5 SM's office {} 0 (One ring) to call each other Up SPT {} The code rings noted against each should be utilised to call the attention of each other. Railway Auto phone, BSNL phone and VHF set are also provided in addition to magneto telephones Failure of telephone communication should be promptly reported to the TECH/ES/JE/SE/SIG for early rectification. Note:An announciator is provided in the SMs office for the circuit No.1, 2 and 3 with a common calling telephone. APPENDIX C RAKSHA KAVACH - NIL - APPENDIX D DUTIES OF THE STAFF D.1.0 The Station Master in-charge shall be responsible for: a) Judicious management of the station staff apart from working as Station Master on duty as per the roster issued by DPO/SBC. b) Ensuring the availability of essential equipments. D.2.0 The Station Master on duty is the over all in-charge for train / shunting operations at the station during his duty hours. He shall ensure proper co-operation is maintained by all staff under his control in the respective shift duty, personally operate the control panel, consult control regarding train movements and act according to his instructions, provide timings and other particulars pertaining to the train movements, maintain prescribed registers, caution orders etc., keep necessary isolation as required and adhere to all instructions relevant to him, as laid down in the SWR, GRS, BWM and other instructions issued from time to time through circulars. D.3.0 Pointsman / TRH / Trained SCP: He shall clean the points regularly, assist the Duty Station Master in issuing Caution Order/Memos in piloting train, clamping of points during failure, and in keeping the stations essential equipments and the control panel clean and tidy. He shall invariably exchange All right signals for every passing train on off side and perform shunting operations as per the instructions of the Station Master on duty and also carry out any other instructions issued to him by Station Master. D.4.0 Gateman: The gateman at LC No.120 at KM 298/100-200 shall adhere to the instructions issued to him by the duty SM and deal road traffic and train movements efficiently without dislocation. He shall also keep the flange ways clean and without any obstructions. The gate lamps should be lit up and burning brightly during night hours. He shall also watch train movements as per the extant rules and he should stand in front of the gate for every passage of the train watching the safe movement. The essential equipments supplied at the LC gates should be kept in good fettle and shall be ready to use in any emergency. D.5.0 The duties mentioned above are not exhaustive. All staff are required to adhere to the relevant duties assigned to them by General Rules, Block Working Manual and Accident Rules, and the instructions issued from time to time by the Divisional Officers/Supervisors with all promptitude and prudence with a view to achieve better result in safe and efficient transportation. APPENDIX `E' ESSENTIAL EQUIPMENTS AT THE STATION Sl.No.Description of essential equipmentsMinimum Quantity at SMs OfficeLC No.120 at KM 298//100-2001Hand Signal flags3 RED 3 GREEN1 RED 1 GREEN2Hand Signal lamps / tri colour torch323Detonators20104Safety Chains with padlocks2-5Skids6-6Line Block Caps2-7Line Blocked Caps4-8Trolley lorry on Line Caps2-9Rusty Rail Caps6-10Caution in force caps2-11Station bell1-12Fire buckets with Sand2-13Fire buckets with Water2-14Padlocks with keys2-15Pouches for shunt keys2-16Wall Clock1117Tommy Bar-118Emergency Gate chains with padlocks-219Banner flags with poles-220Fusee-321Poles for exhibiting HS Lamps-222Water Pot / bucket-123Equipment list1124 Clamps with padlocks4- The SM shall ensure that the prescribed quantity of the above-mentioned essential equipments is made available at SMs office exclusively for train passing duties. APPENDIX `F Rules for working D class stations, Halts, IBH, IBS and Outlying sidings: - NIL APPENDIX `G Rules for working of trains in electrified sections: - The special working instructions for working of train in 25 kv electrified section is issued separately and shall be read in conjunction with this SWR. (AMOL PINGLE) (N.RAMESH) Divisional Signal & Telecommunication Sr. Divisional Operations Manager Engineer/Bangalore. Bangalore ANNEXURE-I INSTRUCTIONS FOR WORKING OF TRAINS AT STATIONS PROVIDED WITH DIGITAL TYPE BLOCK PROVING AXLE COUNTERS GENERAL: Block proving Axle Counters are provided in advance of UP & DOWN Home Signals and in advance of Last Stop Signals of the station to monitor the status of the Block Section. Block proving axle counters are used for clearance of Block pertaining to that Block Section. An Axle Counter Indication-cum-Reset Box is provided at the SMs office or at a place where the Block Instruments are provided, one each for each Block Section to indicate the clearance of the concerned Block Section and to facilitate Reset in case of axle counter failure. DESCRIPTION OF THE INDICATIONS/FEATURES ON THE AXLE COUNTER INDICATION-CUM-RESET BOX: FEATURES: SMs Key for authorizing reset operations. Reset Push Button for Resetting Axle Counter. Counter for recording Reset Operation. INDICATIONS: 1.Green Light (Large)ClearIndicate that the Block Section is clear.2.Red Light (Large)Occupied/FailedIndicate that the Block Section is occupied/the BPAC has failed.3.Green Light (Small)Preparatory ResetIndicate that the Axle Counter Resetting operation at both ends is completed.4.Yellow Light (Small)Power ONIndicate that the power supply is available. 3. CUSTODY OF KEYS: The SMs key of Axle Counter indication-cum-reset boxes shall be kept in a separate Glass Fronted case and the key of the glass fronted case shall be under the personal custody of the SM on duty. 4. RESET BUTTON: Reset button is provided in the Reset Box so that whenever the axle counter shows Failed (Red Light-Large) condition, the SM on duty can reset the same to normal after ensuring that the Block Section is clear. COUNTER FOR RECORDING RESET OPERATION: Each and every operation of the reset button is counted on a digital counter and shall be recorded in a separate register indicating the movement before and after operation of the reset button as per the following proforma. Sl. No. Date/ Time Train No. after which Axle counter has failed Private Number given to the station in rear/ advance  Private Number received from the station in rear/ advance Counter reading before resetting Counter reading after resettingPrivate number given by the despatch end SM  Train No. dealt after resetting INDICATIONS: Indications are provided in the Axle Counter Indication-cum-Reset Box to show the status of the concerned Block Section. The Clear (Green Light-Large) indication on the concerned Axle Counter Indication Box shall be observed by the SM on duty before obtaining/granting line clear on the relevant Block Section. The Axle Counter Indication-cum-Reset Box displays Clear (Green Light - Large) indication when the Block Section is clear of trains/vehicles and Occupied (Red Light - Large) indication when the Block Section is occupied or Axle Counter pertaining to that section is failed. COMPLETE ARRIVAL OF TRAINS: In case the Axle Counter shows Occupied (Red Light-Large) indication with an Audible warning, even after the complete arrival of the Train, no effort shall be made forcibly to bring the Block Instrument to Line Closed condition. The buzzer shall be acknowledged by normalising the Home Signal Knob. Before initiating action to reset the Axle Counter and permitting the next Train into the Block Section, the SM shall comply with the provisions of GR 14.10 (1) & (2) and satisfy that the train, for which line clear is given, has arrived complete. Once the complete arrival of the train is verified, action can be initiated to reset the axle counter at both ends of the affected section as per the procedure given under Para 8. Note: In addition to observing the clear indication on the Axle Counter for ensuring the complete arrival of train, the existing procedure of ensuring the complete arrival of train by personally verifying the Tail Board/Tail Lamp or by authorized means in terms of SR 14.10 shall continue to be followed. This shall be incorporated in the respective SWR. RESETTING PROCEDURE OF AXLE COUNTERS: After ensuring that the Block Section is clear, the Axle Counter shall be reset. The resetting operation shall be resorted to only when there is Occupied (Red Light Large) indication even though the Block section is clear. The following procedure shall be adopted after advising the S&T staff concerned about the failure of the axle counter. The SM on duty at the receiving station in which the train has arrived complete shall give a Private Number to the SM at the other end (despatch station) confirming the complete arrival of the train. The SM on duty at the despatch end shall acknowledge the same by communicating a Private Number. The key of the reset box shall then be inserted in the reset box, turned and pressed along with pressing of reset push button by both SMs independently. The reset operation pertaining to Block Section is carried out independently at both ends. Preparatory Reset (Green Light Small) indication, to indicate that the Axle Counter resetting operation is complete, will appear on the Axle Counter Indication-cum-Reset Box at both ends. The counter, provided for recording resetting operation will register next higher number. Necessary entries shall be made in the Block proving Axle Counter Resetting Register maintained for this purpose. Similar entries are made by the SM at the other end of the Block Section also. When the preparatory indication appears, the receiving end Station Master should advise the Station Master at the other end that the block section is being closed. The other end SM shall give a PN to this effect to receiving end Station Master. The receiving end Station Master shall then close the block section by normalising the block instrument. With the preparatory reset indication available at both Stations, the line clear for the next train can be obtained through the block instrument and the LSS can be taken off and the train despatched normally. 8.10 On clearance of the first train after preparatory reset at the receiving station, the axle counter will show Clear indication at both stations and subsequent trains can be normally dealt. On arrival of the first train on preparatory reset if the axle counter shows clear indication at both stations all subsequent trains can be dealt normally. However if again the axle counter does not show Clear indication but preparatory indication continues, the block working shall be suspended and S&T officials of the section shall be advised to attend to the failure. The entries in TSR shall be made in red ink at both stations whenever line clear has been obtained with the axle counter showing preparatory reset indication. No attempt shall be made to close the block section on arrival of the train on preparatory reset if axle counter is still showing preparatory reset indication, instead of clear indication. FAILURE OF AXLE COUNTER: If Axle Counter does not show Clear (Green Light - Large) indication, after clearance of the train on Preparatory Reset, it shall be treated as a failure of Axle Counter. The Block Instrument Working of the concerned Block Section shall remain suspended till S&T staff rectifies the same. During this period Trains shall be dealt as per GR. 14. 13 and closing of Block Section done as per GR.14.10 (1), (2), & (3). And para 6.5 of this SWR. WORKING OF TROLLEY/MOTOR TROLLEY/LORRY ETC: Trolley protection Track Circuit is provided to prevent the operation of axle counter by insulated Trolleys. Motor Trolleys, when required to proceed to adjacent station, shall be issued with necessary Authority to proceed, suspending Block Working. After the motor trolley has cleared the section, the SM on duty shall resume block working for subsequent trains. However, in case the axle counter does not show clear indication after arrival of the Motor Trolley at the adjacent station, resetting of the axle counter shall be done as per Para 8 and Train operations resumed. SHUNTING: Shunting shall be done as per the instructions contained in the Block Working Manual. However, after a Block Forward or a Block Back operation is completed, before bringing the Block instrument to Line Closed position, it shall be ensured that the axle counter shows Clear (Green Light - Large) indication. (AMOL PINGLE) (N.RAMESH) Divisional Signal & Telecommunication Sr. Divisional Operations Manager Engineer/Bangalore. 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Birthday LSK Birthday Normal.dotmuser311Microsoft Office Word@y5@2QX@f8o@>1ZIGcRs 1   c.@Times New Roman------ #2 <bCM No 1 Dated 21     2 <Bb- 2 <Fb02  2 <Rb- ;2 <V b2012 to SWR No. B10/TCL Dated 26      2 <"b- 2 <&b06  2 <2b- 2 <6b2008  2 <Ob  b' 2 KbB.10/TCL  2 Kb  b',@Bookman Old Style------ 2 +^b   2 +gb( "2 +kbJ.CHANDRASHEKAR   &2 +b)   R2 +B/b   2 + b(  2 +bK   2 +b. 2 +bE.ANSAR   2 +Ub)  2 +Yb  b'  2 ;^b  2 ;bb  2 ;kb  Y2 ;x4bDSTE/SBC   =2 ;}!b   2 ; b  2 ;bDOM/SBC    2 ;Rb  b'@Times New Roman------ +2 ]^bSOUTH WESTERN RAILWAY       2 ]-b    2 nb   &2 obBANGALORE DIVISION      2 b  @Times New Roman---  2 b  --- ,2 bStation Working Rules:    2 #b  %2 bDate of Issue 26   2 Rb- 2 Wb06  2 eb- 2 jb2008  2 b  b'  2 bNo. B.10 /TCL.     2 b  2  bDate on which    2 Bb  b'  2 b   2 b P (2 bbrought into force:  2 \b  b'@Times New Roman--------- J2 *b --- 2 _bTYAKAL   2 b  ---  2 b   2 ^bNOTE:   2 b-  2 b  b'--- _2 8b1. These Rules supersede the Station Working Ru     (2 bles B.10 dated: 08   2 Qb- 2 Vb10  2 db- 2 ib2002.  2 b  b'@"Arial------ 2 b2.---  2 b $--- 2 RbThe Station Working Rules must be read in conjunction with General and Subsidiary       b' 2 0RbRules and Block Working Manual. These rules do not in any way supersede any rule       b' 2 B bin the above  2 Bb- #2 B bmentioned books.    2 Byb  b'--- 2 Sb3.---  2 Sb $--- =2 S!bThese Station working Rules shall       2 Sb  P2 S.balso be read in conjunction with the traction         b' z2 eJbworking instructions issued to suit 25 KV AC RE pertaining to this Station       2 eb  b'  2 wb  --- 2 ^b1.  2 jb S 72 bSTATION WORKING RULE DIAGRAM:         2 b-  2 b  --- 2 XbThe enclosed Rule diagram based on Signalling Plan and P. Way Plan shows the signalling        b' 2  bfeatures, t 2 Vbrack circuited portions, names of the adjacent stations, the normal setting of points    b' @2 #band other details pertaining to day       2 qb- 2 vbto  2 b- V2 2bday working. Complete layout of the station yard,          b' 2 Qbgradients, holding capacity of individual lines, distances of adjacent stations e           2 btc. are   b' M2 ,breproduced from the enclosed layout diagram.    2 b  b'T--- #2 TRule Diagram No.      2 BT  T''T--- %2 TSBC/RD/TCL/10/ALT       2 .T-  2 4T2   2 =T  T''- @ !-- @ !-- @ !-- @ !S-- @ !ZT-- @ !-- @ !-- @ !-- @ !S-- @ !-"T--- &2 T"Signalling Plan No    2 ET"  "T''"T--- 2  T"IPU 1131/ALT     2 T"-   2 "T"1   2 .T"  "T''- @ !-- @ !-- @ !S-- @ !ZT-- @ !-- @ !-- @ !S-- @ !-4T"---  2 0"T4P. Way Plan No     2 01"T4  4T"''4"T--- 2 0 T"4CN/BNC/TR/164      2 0T"4- 2 0T"497/7    2 0.T"4  4"T''- @ !"-- @ !"-- @ !"S-- @ !Z"T-- @ !"-- @ !#-- @ !#S-- @ !#-FT5--- %2 C5TFLayout diagram No     2 CL5TF  FT5''F5T--- 2 C T5FTR/BNC/56/98      2 CT5F  F5T''- @ !4-- @ !4-- @ !4S-- @ !Z4T-- @ !4-- @ !5-- @ !F-- @ !F-- @ !F-- @ !5S-- @ !FS-- @ !ZFT-- @ !5-- @ !F-- @ !F----  2 Tb  @Times New Roman---@"Arial- - - @Times New Roman- - -  @Times New Roman- - - - - - - - - - - - - - - - - - ---  2 f^b2- - -   2 ffb (--- 2 f bDESCRIPTION   - - -   2 fb --- 2 f bOF - - -   2 f"b --- 2 f'bTHE - - -   2 fJb --- 2 fPbSTATION:    2 fb-  2 fb  b'- - - - - --- 2 ^b2.1 - - -   2 sb --- 2 bGENERAL( - - -   2 b --- 2  bLOCATION)    2 Nb  b'---  2 bTYAKAL is situ  /2 bated on the Jolarpettai   2 b-  2 b  U2 1bBangalore City broad gauge line at a distance of    2 WbKm.297.723 from Chennai Central. This is a 'B' class station with double line working                 2 \btowards Maralahalli and Byatrayanahalli. This station is provided with four running lines.               2 bTh  2 Ybe office of the Station Master where the control panel is provided is on Platform No.1.        2 ZbPoints and Signals are operated from the centralised panel provided at Station House. The      =2 !bcode name of this station is TCL.    2 Yb  - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - --- 2 ^b2.2 - - -   2 sb --- 2 bBLOCK - - -   2 b --- 2 bSTATIONS  - - -   2 "b --- 2 +bON - - -   2 Db --- 2 IbEITHER  - - -   2 b --- 2 bSIDE  - - -   2 b --- 2 bAND - - -   2 b --- 2 bTHEIR  - - -   2 b --- 2 #bDIS   2 ?bTANCES:   2 b-  2 b  b'--- 2 (ZbByatrayanahalli (BFW) at a distance of 5.953 kms. on the Bangalore city Junction side and      2 :UbMaralahalli (MZV) at a distance of 5.823 Kms on the Bangarapet Junction side are the              w2 KHbadjacent block stations. There is no 'D' class station in either of the    52 K0bblock sections. The station    2 ]Wblimit extends from Down Distant Signal up to the Up Distant Signal on both up and down           2 oblines.  2 ob    2 b  k 2 vkSL.   2 ukNo.   2 k  'f--- "2 fADJACENT BLOCK    f' 2 fSTATION    2 f  f''g--- 2 sgCODE   2 g  '--- 2 INTER    2  DISTANCE.    2   '--- 2 E DIRECTION     2   '- @ !j-- @ !j-- @ !*k-- @ !-- @ !-- @ !e-- @ !Af-- @ !-- @ !q-- @ !-- @ !-- @ !-- @ !-- @ !.j-- @ !.-- @ !.e-- @ !.-- @ !.-- @ !.-k--- 2 {k1.  2 k  'f--- 2  fMARALAHALLI ---  2 9f  'g--- 2 wgMZV   2 g  g''--- 2 5.823--- 2 Kms   2   '---  2 :Up BWT Jn. end     2   '- @ !j-- @ !*k-- @ !-- @ !-- @ !e-- @ !Af-- @ !-- @ !q-- @ !-- @ !-- @ !-- @ ! j-- @ ! -- @ ! e-- @ ! -- @ ! -- @ ! -k--- 2 {k2.  2 k  'f--- #2 fBYATARAYANAHALLI ---  2 Of  'g--- 2 wgBFW   2 g  g''--- 2 5.9 2 53---  2   2 Kms   2   '--- &2 /Down, SBC Jn. end     2   '- @ !j-- @ !*k-- @ !-- @ !-- @ !e-- @ !Af-- @ !-- @ !q-- @ !-- @ !-- @ !-- @ ! j-- @ !j-- @ !j-- @ !*k-- @ ! -- @ !-- @ !-- @ ! e-- @ !e-- @ !Af-- @ ! -- @ !-- @ !q-- @ ! -- @ !-- @ !-- @ ! -- @ !-- @ !----  2 b  "Systemuh< u@u( - - bbaa``՜.+,0 hp|   {z  Are You suprised ?DESCRIPTION OF THE STATION:-GENERAL( LOCATION)4BLOCK STATIONS ON EITHER SIDE AND THEIR DISTANCES:- M B.1.7 'P' markers are provided below up and down distant signals.Y B.1.8 'C' markers are provided on the stem of up and down Home signals below tY B.1.10 Individual stop board are provided on Road-3 & 4 at BWT end (all are on LY B.1.12 Six crank handles duly interlocked with the signals except advanced start Title Headings   !"#$%&'()*+,-./0123456789:;<=>?@ABCDEFGHIJKLMNOPQRSTUVWXYZ[\]^_`abcdefghijklmnopqrstuvwxyz{|}~      !"#$%&'()*+,-./0123456789:;<=>?@ABCDEFGHIJKLMNOPQRSTUVWXYZ[\]^_`abcdefghijklmnopqrstuvwxyz{|}~      "#$%&'()*+,-./0123456789:;<=>?@ABCDEFGHIJKLMNOPQRSTUVWXYZ[\]^_`abcdefghijklmnopqrstuvwxyz{|}~Root Entry FData a1Table!(WordDocument\SummaryInformation(eDocumentSummaryInformation8CompObjr  F Microsoft Word 97-2003 Document MSWordDocWord.Document.89q