ࡱ>  g 6bjbjVV 4r<r<t-^(^(^(^(^(r(r(r(8(F, r(NJ*66666288D>9$0N2N2N2N2N2N2N$1RT|VN^( :2828 : :VN^(^(664kN4HHH :n^(6^(60NH :0NHH t(@,8 6[ w< /NNHNl0_UyG_Up88_U^(88b9"9H99Yb9b9b9VNVNCHb9b9b9N : : : :_Ub9b9b9b9b9b9b9b9b9 $': @9SOUTH WESTERN RAILWAY BANGALORE DIVISION Station Working Rules: Date of Issue:15-02-2012 No. B.15 /BSM Date on which brought into force: BISANATTAM NOTE:- 1. These Rules supersede the Station Working Rules B.15/BSM dated 28-07-2005. 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. 3. These station working rules shall be read in conjunction with traction working instructions issued to suit 25KV 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/SG/CN:7/2005/ALT-1Signalling Plan No(IPU 1116/ALT-1P. Way Plan No(CN/BNC/TR-44-2001/5Layout diagram No(B/BSM/T/3 DESCRIPTION OF THE STATION:- GENERAL( LOCATION) BISANATTAM is situated in the BANGARAPET Jn. JOLARPETTAI Jn. Broad Gauge line at a distance of 266.678 kms from CHENNAI CENTRAL. This is a B Class station with double line working towards KAMASAMUDRAM and KUPPAM. BLOCK STATIONS ON EITHER SIDE AND THEIR DISTANCES:- SL.No.ADJACENT BLOCK STATIONCODEINTER DISTANCE.DIRECTION1.KUPPAMKPN15.245 KMSUp JTJ Jn. Side2.KAMASAMUDRAM KSm07.021 KMSDown SBC Jn. Side 2.2 BLOCK SECTION LIMITS ON EITHER SIDE OF THE STATION ON DIFFERENT DIRECTIONS: - The Station Limits extend from the Up Distant Signal to the Down Distant Signal. Between stationsPoint from which the block section commences FromPoint at which the block section ends at.BISANATTAM KAMASAMUDRAM Down block sectionDown Advanced starter No.8 of BSM400m ahead of Down Home Signal No 5A of Down Line of KSM. KAMASAMUDRAM.- BISANATTAMA Up block section400m ahead of Up Home Signal No.1A of KSM  Outer most facing Point No. 65B of Up line, 180mtrs in advance of Home Signal No. 32A of BSMBISANATTAMKUPPAM UP block sectionUp Advanced starter No.25 of BSMBSLB of Up line 527.4mtrs in advance of Up Home Signal No 1A of KPN Station.KUPPAM- BISANATTAM Down block sectionDown advance starter No. 5 of KPN BSLB of Down Line 180mters in advance of Down Home Signal No. 1A BSM 2.3 GRADIENTS: - Sl. No.Direction FromToInter distance (m)GradientSectionDn./Running line-KPN endCentre line718m718m1 in 260 fallingStation SectionDn./Running line- KPN end718m984.7m266.70m1 in 100 fallingStation SectionDn./Running line- KPN end984.6m2190.6m1026m1 In 100 risingBlock SectionDn./Running line- KPN end2190.6mB/section-levelBlock SectionDn./Running line-KSM endCentre line517m517m1 in 260 risingStation SectionDn./Running line- KSM end517mB/section-1 in 100 risingBlock Sectionup./Running line- KPN endCentre line718m718m1 in 260 fallingStation Sectionup./Running line- KPN end718m984.7m266.70m1 in 100 fallingStation SectionUp./Running line- KPN end984.7m2160.7m1176m1 In 100 risingBlock SectionUp./Running line- KPN end2160.7mB/section-levelBlock SectionUp./Running line- KSM endCentre line517m517m1 in 260 risingStation SectionUp./Running line- KSM end517mB/section-1 in 100 risingBlock Section 2.4. LAYOUT: This station is provided with FOUR running lines, with rail-level platforms are provided for Road-1&4 Road-1 & 4 are the loop lines. Road-2 is the DN main line. Road -3 is UP main line and road -1 is the common loop line. Sand humps are provided at both end of road-1and KPN end of road-4. The office of the Station Master is on platform of Road-1.. The station house is situated on the platform of Road-1 and has RRI control panel. 2.4.1 RUNNING LINES, DIRECTION OF MOVEMENT AND HOLDING CAPACITY. Running Lines.Direction of Movement.Holding CapacityLength (CSR)Type of PFLength of PFRoad 1Reception and Despatch of Up & Down trains(58 BOXN+2E+BV) 686mRL270 MRoad 2Reception and Despatch of down trains(58 BOXN+2E+BV) 686m--Road-3 Reception and despatch of up trains(58 BOXN+2E+BV) 686m--Road-4Reception and despatch of up trains(58 BOXN+2E+BV) 686mRL270 M 2.5.1 NON RUNNING LINES:- NIL 2.5 ANY SPECIAL FEATURES IN THE LAYOUT:- NIL. 2.6 LEVEL CROSSINGS: - There are two level crossing gates connected with magneto phone communication with this station. LC No. Class Dept.LocationTypeNormal PositionWhether InterlockedProvision of Tele-phoneTVU & dateLC No. 104 C Class Engg261/200-300 BSM-KPNLifting BarrierClosed to road trafficNon-inter lockedProvided2185 DEC-09LC No. 105 C Class Engg262/200-300 BSM-KPNLifting BarrierClosed to road trafficNon-inter lockedProvided2027 OCT-08LC No. 106 C Class Engg263/000-100 BSM-KPNLifting BarrierClosed to road trafficNon-Inter lockedProvided2627 Dec-09LC No. 107 C Class Engg263/800-900 BSM-KPNLifting BarrierClosed to road trafficNon-Inter lockedProvided1491 DEC-09LC No. 109 C Class Engg268/400-500 BSM-KSMLifting BarrierClosed for road trafficNon-Inter lockedProvided6356 DEC-09 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: 3.1 System of working: The Absolute Block System on BSM-KSM & BSM-KPN block sections is in force at this station 3.2 The long block sections between BISANATTAM- KUPPAM are divided into two portions each constituting a separate block section by the provision of Intermediate block post at Gudupulli. 3.2.1. MEANS OF WORKING:- Double line Modified SGE lock and Block Instruments and track indications are provided in SMs office for BISANATTAM KAMASAMUDRAM and BISANATTAM -KUPPAM section as follows for the block working : - i) BSM-KSM SECTION: Up & Down lines, through modified SGE lock & block instrument.. ii) BSM-KPN SECTION: a) Up line between BSM and IBS signal No. 26 of BSM through Axle Counters No. 25 A/C. b) Up line between IBS signal No. 26 of BSM and KPN through Double line Modified SGE Lock and Block Instrument. c) Down line between KPN and IBS signal No. 9 of KPN through axle counter indications No. 5 A/C d) Down line between IBS signal No. 9 of KPN and BSM through Double line Modified SGE Lock and Block Instrument. Note: - 1) The clearance of Line for the block section between LSS and the Intermediate Block Post in advance is through concerned Axle Counters. 2) The means of obtaining Line Clear for the block section between Intermediate Block Post and the KPN is through modified SGE block instrument. 3) The Up Advanced Starter Signal of BSM controls train movements upto the Intermediate Block Post in advance by means of Axle counter. The modified SGE Block Instrument of BSM-KPN section controls movement of trains in advance of Intermediate Block Post and KPN Station. The block instruments shall be operated only by the on duty Station Master duly maintaining Train Signal Register for each block portion ( SR/GR 14.O7). When not in use, the block instruments shall be kept locked and their keys kept in the custody of duty Station Master. CUSTODY OF KEYS The following keys shall normally be kept in the personal/safe custody of the station Master on duty. a) SMs key of the RRI control panel b) SM's key of block instruments. c) SMs keys of double key lock on the block instruments. d) Padlock keys of point clamps. e) Padlock keys of safety chains. f) SMs key of the double key lock pertaining to relay room. g) Up and down Shunt keys. h) Keys pertaining to telephones connected to SPT. i) Generator room key. j) keys of point machine lid cover lock and Crank Handle release lock. k) BPAC Reset Box keys. The above keys except item No. a, b and h shall normally be kept in the glass fronted key case provided in the Station House. The glass fronted case must always be kept closed locked and the key of the case along with keys referred vide item (a) (b) and (h) shall be kept in the personal custody of the duty Station Master. SYSTEM OF SIGNALLING AND INTERLOCKING This station is provided with standard- (ii) R Multiple Aspect Colour Light Signalling arrangements with Distant, Home, Starter and Advanced Starter signals in each direction. Shunt signals are provided to control shunt movements. The entire yard is track circuited, Calling-on-Signal & SPTs are provided below Up & Down Home signals, Crank Handles are provided at Station, Motor operated points, BLOCK PROVING AXLE counters at KSM and KPN end, Counters for Calling-on signal, route cancellation and emergency calling-on route cancellation are also provided. (See Appendix `B for details). a)BSM-KPN Section: - A train shall not be started from BSM station, unless the track indicator at BSM shows WHITE and the Line Clear has been obtained through the Block Instrument from the Station Master / KPN. The LSS and then the IBS signal in advance shall be taken OFF to despatch the said first train to KPN. As soon as the train passes the LSS, the track indicator shows RED and continues to show RED until the entire train passes 400 m. beyond the Intermediate Block Stop Signal. The second train from BSM towards KPN shall not be started by taking OFF the LSS unless the track indicator shows WHITE. The Intermediate Block Stop Signal shall not be taken OFF for the second train unless the Block Section beyond the Intermediate Block Stop Signal is clear of trains and Line Clear has been obtained through the Block Instrument from KPN. Similarly, subsequent trains shall be started one behind the other as stated above. Not more than two trains shall be available between the Block Stations BSM-KPN at any given point of time. b)BSM-KSM section: - A Down train shall not be started from BSM to KSM unless the line clear has been obtained from KSM. The off aspect of the Down Advanced Starter is the authority for the Loco Pilot to enter the block section in advance with his train and proceed up to KSM. When block instrument is in use. 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 SM on duty, duly filling in the relevant columns of the Relay Room key register maintained at the Station. The SM on duty shall hand over the key to the TECH.ES/JE/SE/Sig. As soon as the work in the Relay Room is completed, the Room shall be locked with double lock which shall be ensured by Duty Station Master. The key shall be returned to the SM on duty, duly completing the entries in the relay room key register. The Relay Room key register shall contain the following columns:- 1) Time and Date of key requisition. 2) Purpose for which the key is required i.e. attending to failure, routine maintenance etc. 3) Whether the work in the relay room will affect the normal working of points, signals, block instruments etc., 4) Signature, name and designation of the TECH.ES/JE/SE/Sig requesting the key. 5) Signature of the SM on duty with time. 6) Time and Date of Returning the key to the SM on duty after locking the room properly with both the keys. 7) Remarks regarding normal working of the points, signals, block instruments etc., 8) Signature, Name and Designation of the TECH.ES/JE/SE/Sig returning the key. 9) Signature of the SM on duty receiving the key with time after duly ensuring that the room is locked properly with both the keys. 10) Remarks. If an endorsement is made in the Relay Room Key Register by TECH.ES/JE/SE/Sig that the work will affect normal working of points/signals/block working etc., the Station Master shall obtain Form. No. T/351. from TECH.ES/JE/SE/Sig and the relevant provisions of GR/SR 3.68 to 3.70 are to be followed for train/shunt movements. When no such endorsement is made, he shall sign in Form S&T/MR and follow the normal procedure for dealing trains. NOTE:- The SM on duty shall not hand over the key to TECH.ES/JE/SE (Sigg) immediately after an accident involving points/signals/interlocking etc., at the station until after fully satisfying that the necessary readings have been recorded by the competent official(s). POWER SUPPLY 4.3.1 Power supply arrangements to the signalling installations is from the Auxiliary Transformer (AT supply) or Karnataka power transmission corporation limited 4.3.2 The preference of power supply to the signalling installation to be adhered to is as follows:- Up/Down Auxiliary Transformer (UPAT/DNAT]. Karnataka power transmission corporation limited(KPTCL) 4.3.3 A four way rotary switch is provided to select the power supply to the signalling installation with the following switch positions: 1) UP AT supply, 2) DOWN AT supply, 3) KPTCL supply, 4) OFF 4.3.4 There are clear marking on the switchboard to indicate the position of switch and the supply is connected. 4.3.5 The rotary switch shall be turned from Up AT to Down AT and vice versa at 0000hrs daily to ensure that both the AT supplies are available and utilised properly. It shall be turned to TNEB in case of failure of supply from both Up and Down ATs. There are 3 MCBs and indication lamp for each supply (Miniature Circuit Breaker). Labels are pasted below each MCB and indication lamps will indicate the supply to which it is connected. The lever on the MCB, normally will be upwards (i.e. N position). When supply is available the indication lamp will be lit. Supply is extended to switch only when MCB in the ON (Up wards) position. Down position indicates tripped condition. 4.3.6 Whenever there is failure of AT or KPTCL supply, the corresponding MCB is to be checked to see if it has tripped. The MCB is to be switched to ON position in case of tripping. If it trips repeatedly or the supply is not forthcoming from that source supply from the next alternative source is to be extended. 4.3.7 When the AT/ KPTCL supply fails, a buzzer would sound, and a red light appears above the `P-ACK' button on the panel. The buzzer ceases to sound when the button is pressed. The on duty SM shall alter the rotary switch to other position in the preferential order given in Para 4.3.5 When the normal power supply is resumed or when the power supply is changed to other sources the buzzer once again rings. The `P-ACK' button must be pressed again to stop the buzzer and the red light indication disappears. 4.3.8 When the failed supply resumed the selection of power supply shall be done as per the preference detailed in Para 4.3.5. 4.3.9 A voltmeter is provided above the panel to indicate the voltage of the supply used. If the needle moves below the lower red band, the Station Master shall arrange to extend the power supply form the next alternative source. 4.3.10 This station is provided with integrated power supply system. A Status monitoring panel (SMP) is provided in the Station Masters panel room. This panel has the following audio, Visual alarms. A) Start generator B) Emergency Start generator C) System Shut Down D) Equipment fault / call S & T staff. When the normal EB power supply fails, this system switches over to battery power supply. During prolonged EB failures an alarm is annunciated in the status-monitoring panel (SMP) in the Station Masters panel room. The display may be Start Generator OR Emergency Start Generator OR System shut down based on battery condition Low OR very Low OR battery fully drained out respectively. When the power supply can not be extended, due to the failure of any equipment, the same will be indicated on the system monitoring panel as Equipment fault-call S & T staff. 4.3.11 Functioning of Status monitoring panel:- Sl.No.Alarm/Indication Description.Fault SymptomCorrective action.1Start generatorNeon lamp glows with alarm.Press ACK/RESET push button, Start Generator and press RESET button again.2Emergency start generatorNeon lamp glows with alarm.Press ACK/RESET push button, Start Generator with out delay and Press RESET button again.3System shut downNeon lamp glows with alarm.Press ACK/RESET push button, Start Generator immediately and Call S & T staff. 4Equipment fault/ call S & T staffNeon lamp glows with alarm.Press ACK/RESET push button and Call S & T staff . 4.3.12 Every power failure shall be recorded in the power failure register with particulars of time of failure, time restored, how restored, train detained if any and how the trains were dealt etc. 4.3.13 If the failed supply does not resume within three hours, the Station Master shall advise the Section Controller, Tech.ES/JE/SE/Sig. and the traction power controller with copy to DSTE/Sr.DSTE and Sr.DEE/DEE/DEE/TRD for restoration of power supply. TELECOMMUNICATION: Magneto Telephone Communication, block telephones, Railway Auto phone, BSNL phone, control telephone and VHF set as detailed in Appendix "B" are provided for use in train passing duties. SYSTEM OF TRAIN WORKING: DUTIES OF TRAIN WORKING STAFF: - Duties of train working Staff are detailed in Appendix- D. TRAIN WORKING STAFF IN EACH SHIFT: - Sl.NoTraffic StaffNo. of Staff in Each shiftRoster1Station MasteroneAs per the roster issued DPO/SBC2Pointsman /TRHone 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 are kept in his personal custody. When a non-signalled move has taken place over a point operated by an electric point machine whether in facing or trailing direction, the Station Master on duty shall operate the point for normal and reverse setting for the purpose of testing the points. SM has to ensure that indication regarding the normal and reverse setting are correctly available and then only further movements shall be permitted over the points. ASSURANCE OF STAFF IN THE ASSURANCE REGISTER: - Every train passing staff posted newly at the station or leave reserve staff at the station or regular staff who has resumed his duties after more than 15 days of consecutive absence must go through Station Working Rules in force and give assurance in the prescribed Assurance Register {SR 5.06 (i)}. CONDITIONS FOR GRANTING LINE CLEAR (GR 8.03): 6.2.1 The line shall not be considered clear and line clear shall not be granted through Block Instrument, by the SM on duty unless the whole of the last preceding train has arrived complete within the starter signals/Fouling Mark. all the relevant signals have been put back to "ON" behind the said train and ensure that the signal lights are burning bright. In the case of blank signals the SM shall depute the competent Railway servant in uniform with hand signals to the concerned home signal and advise the SM in rear to issue Caution Order as per SR 3.68(i)(c) to the Loco Pilot of approaching train to be vigilant and stop at the home signal. the line is clear of trains: Up to the outer most trailing point No. 65B in advance of signal No.32A in the case of Up train from KSM. iv) Up to the Block Section Limit Board in the case of Down train from KPN. v) Before granting line clear for an Up train from KAMASAMUDRAM , the Station Master/ BISANATTAM, shall exchange Private Number with the gateman of Engineering LC No. 109 at Km. 268/400-500, as detailed in Appendix-A. Otherwise arrangements shall be made to warn the Loco Pilot by issuing Caution Order. vi) Before granting line clear for a Down train from KUPPAM, the Station Master/ BISANATTAM, shall exchange Private Number with the gateman of Engineering LC No. 104 at Km. 261/200-300, 105 at Km.262/200-300, 106 at Km 263/000-100 and 107 at Km 263/800-900 as detailed in Appendix-A. Otherwise arrangements shall be made to warn the Loco Pilot by issuing Caution Order. Note: LC No.106 at km. 263/000-100 & LC No.107 at Km.263/800-900 work only from 0700 to 1700 hrs. The exchange of PNs may be dispensed with from 1700 to 0700 hrs. LC No.105 at km.262/200-300 works from 0700 to 1900hrs. The exchange of PNs may be dispensed with from 1900 to 0700hrs. vii) The on duty SM/BSM shall give his PN to SM/KPN, for a Down train to pass LSS of KPN and proceed upto IBS signal in advance, only when he can deal the train, and the previous train has cleared or entered the block section in advance of IBS signal. Before giving his PN to SM/KPN he should exchange individual Private Number with the gateman of Engineering LC No. 104 at Km 261/200-300, LC No. 105 at Km 262/200-300, 106 at Km 263/000-100 & 107 at Km 263/800-900 as detailed in HYPERLINK \l "_WORKING_OF_LEVEL"Appendix-A. ANY SPECIAL CONDITIONS TO BE OBSERVED WHILE RECEIVING OR DESPATCHING A TRAIN: - 6.2.2.1 Setting of points against blocked line: -This station is provided with centralised control panel with individual knob operation. When ever running line is blocked the safety caps shall be placed on the concerned point knobs and respective Exit Buttons. 6.2.2.2 Reception of train on blocked line: - Whenever trains are being received on an obstructed line/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 that a stop hand signal is exhibited at a distance of not less than 45 mts. from the point of obstruction in the direction of approach of the train. 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 or 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 to be received on Signal Post Telephone the SM shall ensure that the condition indicated above (i.e. a to f) are 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: 1.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. 6.2.2.3 Reception of train on non-signalled line: - Refer GR/SR 5.10. 6.2.2.4 Despatch of train from non-signalled line: - Refer GR/SR 5.11. 6.2.2.5 Despatch of train from line provided with common Starter Signal: - N/A. 6.2.2.6 Any other special conditions should be mentioned giving reference to the GR & SR: (a) For a stopping train, approach signals shall not be taken off earlier than 5 minutes before the probable arrival of the train. b) 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. c) 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 reception signals shall not be taken off unless the Line is clear upto the adequate distance as detailed in Para 6.4.2. adequate distance required for reception of train on the various roads are as under: I. The adequate distance required for clearing the Home signal is reckoned as follows:-  AUTONUM \* Arabic Down Train on Road-1aUp to the end of Sand Hump from Starter signal No. 3 with crossover points No.63 Normalb As 200 m from starter No. 3, i.e up to the farthest end of track circuit No. 65AT with crossover points No.63 Reverse & 65. Normal. AUTONUM \* Arabic Down Train on Road-2As 200 m from starter No. 2, i.e up to the farthest end of track circuit No. 65AT with crossover points No.63 & 65. Normal. AUTONUM \* Arabic Up Train on Road-1aUp to the end of Sand Hump from Starter signal No. 29 with crossover points No.52 NormalbAs 200 m from starter No. 29, i.e up to the farthest end of track circuit No. 50BT with cross over points No. 52 Reverse and 50 Reverse AUTONUM \* Arabic Up Train on Road-3As 200 m from starter No. 31, i.e up to the farthest end of track circuit No. 50BT with cross over points No. 53 and 50 Normal. AUTONUM \* Arabic Up Train on Road-4aUp to the end of Sand Hump from Starter signal No. 27 with crossover points No.53 Normal.bAs 200 m from starter No. 27, i.e up to the farthest end of track circuit No. 50BT with cross over points No. 53 Reverse and 50 Normal Item No.3 (a) has the approval of CRS/SBC vide GR 3.4O (i) (b). II. The distance required for clearing the Calling-on signal is up to the point of obstruction or upto the starters on the route are reckoned as under:- Up train on Road-1Up to the Starter No. 29. Up train on Road-3Up to the Starter No. 31. Up train on Road-4Up to the Starter No. 27. Down train on Road-1Up to the Starter No. 3. Down train on Road-2Up to the Starter No. 2  6.4 SIMULTANEOUS RECEPTION/DESPATCH, CROSSING AND PRECEDENCE OF TRAINS- 6.4.1 a)While receiving an Up train from KSM on Road- 3/4 with cross-over points 50 & 65 Normal, A Down train from KPN can be received on to Road-1 or 2. In addition to the above the following simultaneous movement are also possible: - b)While receiving an Up train on Road-1 with Crossover Points No. 52 Normal, an Up train from Road-3 or 4 can be despatched. c)While receiving an Up train on Road-4 with Crossover Points No. 53 Normal: - An Up train from Road-1 or 3 can be despatched. or A Down train from Road-1 or 2 can be despatched. or d)While receiving a Down train on Road-1 with Crossover Points No. 63 Normal, a Down train from Road-2 can be despatched. 6.4.2 While giving precedence, as far as possible first arriving train shall be received on the loop line and second arriving train shall be permitted to run through on Main line. 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. 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. 6.6 DESPATCH OF TRAINS: When everything is ready to send a train in advance of IBS signal/LSS towards KPN or KSM respectively, the Station Master on duty shall obtain line clear from station in advance and then clear the IBS signal / LSS as the case may be. The on duty SM/BSM can despatch an Up Train to enter the portion of the block section between LSS & IBS signal in advance only when this portion of the block section is clear and the previous train has cleared/entered the block section in advance of the said IBS signal and he has obtained the PN from SM/KPN for the said train. To despatch a Down train to KSM, SM/BSM on duty shall obtain Line Clear from SM/KSM. Before despatching the down train SM/BSM shall exchange PN with gateman of engineering LC No. 109 at Km 268/400-500 and in case of Up train exchange Private Number with the gateman of Engineering LC No. 104 at Km 261/200-300, LC No. 105 at Km 262/200-300, 106 at Km 263/000-100 and 107 at Km 263/800-900 to ensure LCs are closed and secured against road traffic as detailed in  HYPERLINK \l "_WORKING_OF_LEVEL" HYPERLINK \l "_WORKING_OF_LEVEL"Appendix-A. LC gate No.106 at km263/000-100 and LC No.107 at Km.263/800-900 work only from 0700 to 1700hrs. The exchange of PNs with the gateman of LC 106 & 107 may be dispensed with from 1700 to 0700 hrs. LC No.105 at km.262/200-300 works from 0700 to 1900 hrs only. The exchange of PNs may be dispensed with from 1900 to 0700 for this gate. NOTE: - 1)He shall ensure that the despatch route is clear, and then set the points and take off relevant signals for the route by operating the concerned signal Knobs & Exit buttons. Issue Caution Order if any, to the Loco Pilot/Guard of departing train before taking off the signals. After ensuring the correct despatch signals are taken-off, he shall authorise the train to depart. Out report should be given to the station in advance immediately after the departure of the train from BSM. 2)The OFF aspect of concerned LSS/Up IBS is the normal authority for Loco Pilot to enter the block section in advance, with his train. Occasions Under Which The Authority To Pass Up IBS Signal At On Shall Be Issued: When a train is started on Authority to Proceed without Line Clear. During total failure of communications. When a Train/Motor Trolley/Lorry/OHE Ladder Trolley/Trolley is started on LCT. When a train is started on LCT, in the right direction, during Single Line working on Double Line. When the indication of the interlocked LC gate Fails on the Panel for Up trains. During the failure of the Block Instruments on either side. During the failure of the Track Circuit/Axle counters beyond Up LSS. During the failure of the Intermediate Block Stop Signal. During the failure of the Distant at IBP in the OFF aspect. When everything is ready to start the train SM on duty shall call the attention of the Station Master/KSM or KPN as the case may be and advise the particulars of train No, description etc,. 6.6.1 On receipt of the line clear confirmed by a private Number from SM/KSM or KPN as the case may be, on duty SM shall obtain line clear through concerned block instrument and ensure that: - i. For Up Trains Non interlocked LC No. 104 at km 263/200-300, LC No. 105 at km 262/200-300 LC No. 106 at km 263/000-100 and LC No. 107 at km 263/800-900 have been closed by exchanging PNs as detailed in APPENDIX A ii. For Down Train Non-Interlocked LC No. 109 at km 268/400-500, has been closed for down trains 6.6.2 SM shall also ensure that the despatch route is clear and free from obstruction and clear the signals by operating knobs concerned on the panel. After ensuring the correct signals are taken off, he should authorise the train to depart. 6.6.3 The OFF aspect of concerned Advanced Starter Signal is the normal authority for Loco Pilot to enter into the block section in advance, with his train. Note: SM shall ensure that the BPAC for the concerned block section is showing Block section 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 Annexure-1 (refer rule 7.2.1 of BWM 2006 of S.W.Rly). If the resetting operation of BPAC also fails, it should be treated as block failure and action taken accordingly. TRAINS RUNNING THROUGH:- 6.7.1 The rules for reception and despatch of trains shall apply jointly to run through trains. Run through trains shall normally be dealt with on the respective main lines (Down train on Road-2 and Up train Road-3). 6.7.2 Trains carrying ISMD loads shall be dealt, as far as possible on Road-2 & 3. Note: SM shall depute the pointsman/STP/TRH to exchange all right signals with the running staff on the off side for pass through trains. 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 the 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 ensure the points to the required position by means of the point crank handle as detailed in Para B.4 and ensure that the cranked points are clamped and Padlocked. The Station Master can operate the concerned knobs 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 fail 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. If a point fails to set properly and if the point cannot be set from the panel, the Station Master on duty must personally ensure the points to the required position by means of the point crank handle as detailed in Para B.4. duly clamping the cranked points The Station Master can operate the concerned knobs 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. 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 knob/s concerned 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 concerned 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.8 for details ). If the Calling-on signal also fails, the train shall be received using SPT. (See Para B.9 for details ). If the signal post telephone also fails, the SM on duty shall arrange to receive the train on Form T/369- (3b). 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 points on which the train will be passing and depute a points man/TRH to pilot the train with Form T/369- (3b) to be delivered at the foot of the Home signal and authorise the Loco Pilot to pass the home signal at "ON". Whenever the trains are being received on SPT or on Written authority on Form T/369- (3b) due to failure of home signal, the home signal knob shall be turned to `R' position to avoid block failure. However, if the home signal failure is due to track circuit failure (other than berthing track), the home signal knob should not be turned to `R' position, but the calling on signal knob shall be turned to reverse position and when the route gets locked action to be taken as detailed in para B.8.7. FAILURE OF STARTER SIGNAL: During failure of starter signal, trains shall be despatched duly issuing written authority in Form T/369-(3b) and Proceed hand signals shall invariably be exhibited at the foot of the starter signal after ensuring correct setting of the points duly clamping and padlocking of all the concerned points for despatch. 6.8.4 FAILURE OF INTERMEDIATE BLOCK STOP SIGNAL: When the Intermediate Block Stop Signal No. 26 is at ON, the Loco Pilot shall stop his train in rear of it and contact the SM/BSM through the telephone provided on the Signal Post. If the Intermediate Block Stop Signal is at ON on account of the occupation of the preceding train in the Block Section beyond IBS signal, the SM shall intimate the same to the Loco Pilot and specify the time at which the Loco Pilot shall contact the SM. The Loco Pilot shall contact the SM once again at the specified time, if the signal continues to be at ON. i)In the event of the Intermediate Block Stop Signal becomes defective and the Line Clear has been obtained through the Block Instrument, the SM shall authorize the Loco Pilot to pass IBS at ON, duly giving a message through SPT supported by a Private Number obtained from the SM/ KPN, while obtaining Line Clear as given below: - From: SM/BSM Station: BSM Date: To The Loco Pilot of the train (No. and Description).at IBS signal No. 26. The Intermediate Block Stop Signal No. 26 could not be taken OFF. However, Line Clear has been obtained through the Block Instrument. You are authorized to pass the Intermediate Block Stop Signal at ON and treat this message as the Authority to Proceed and enter the Block Section in advance of IBS signal No. 26. Proceed at normal speed after ensuring the closure of LC No. 103 at Km 259/900-260/000 Private Number:(in figures).in Words.  The Loco Pilot shall record this message with the Private Number in his Rough Journal Book. He shall then exchange signals with the Guard and proceed to the Block Station in advance at normal speed. ii) In the event of the Intermediate Block Stop Signal being at ON on account of the failure of the Block Instrument and when Line Clear has been obtained through the block telephone, the SM shall issue a message to the Loco Pilot as follows: From: SM/BSM Station: BSM Date: To The Loco Pilot of the train (No. and Description)at IBS signal No. 26. The Intermediate Block Stop Signal No. 26 could not be taken OFF, due to failure of Block Instrument. Line Clear has been obtained through Block Telephone. You are authorised to pass the Intermediate Block Stop Signal No. 26 at ON. Treat this message as the Authority to Proceed and enter the Block Section in advance of IBS signal. Proceed at normal speed after ensuring the closure of LC No. 103 at Km 259/900-260/000. Private Number (in figures) . (in words) . iii) In the event of the Intermediate Block Stop Signal being at ON on account of the failure of the Block Instrument and when Line Clear is obtained though the Control Telephone/VHF set, the SM shall issue a message to the Loco Pilot as follows: From: SM/BSM Station: BSM Date: To The Loco Pilot of the train (No. and Description)at IBS signal No. 26. The Intermediate Block Stop Signal No. 26. could not be taken OFF due to failure of Block Instrument. Line Clear has been obtained through Control Telephone/VHF set. You are authorised to pass the Intermediate Block Stop Signal at ON. Treat this message as the Authority to Proceed and enter the Block Section in advance of IBS signal. after ensuring the closure of LC No. 103. at Km 259/900-260/000 Private Number (in figures) . (in words) . * Proceed at speed not exceeding 25 Kmph when the view ahead is clear and 10 Kmph when the view ahead is not clear/Proceed at normal speed ID Numbers are used..NOTE: 1) i) When ID Sheet Numbers are used, OR cross checking and tallying of three PNs for immediately preceding trains the train can run at normal speed. ii) if not the speed is restricted to 25 Kmph when the view ahead is clear and 10 Kmph when the view ahead is not clear. 2) * Message is to be given, accordingly. iv) In the event of the Intermediate Block Stop Signal being at ON on account of Total Interruption of Communications between BSM and KPN, the SM shall issue a message as follows: From: SM/BSM Station: BSM Date: To The Loco Pilot of the train (No. and Description)at IBS signal No. 26. Line Clear could not be obtained for your train due to Total Failure of communications. You are hereby authorised to pass the Intermediate Block Stop Signal No. 26 at ON after ensuring the closure of LC No. 103 at Km 259/900-260/000 and proceed cautiously to KPN and be prepared to stop short of any obstruction. The speed shall not exceed 15 Kmph during day, clear weather and 8 Kmph during night OR when weather is not clear. Private Number: In figuresIn words...  The Loco Pilot shall proceed cautiously and make use of his engine whistle freely and frequently. NOTE: Whenever the SM gives a message to the Loco Pilot of a train at the Intermediate Stop Signal, an entry shall be made in the Train Signal Register, in Red Ink. v) The SM/BSM, on becoming aware of the failure of the Intermediate Block Stop Signal No. 26 the Block Instrument, Track Circuit, Axle Counters etc., shall treat entire section between BSM and KPN as one Block Section and before despatching a train shall issue LCT as the Authority to Proceed along with Form T/369-(3b) to pass the Intermediate Bock Stop Signal at ON without a Stop after ensuring the closure of LC No. 103. at Km 259/900-260/000. NOTE: SM shall ensure closer of LC No.103 by exchanging PNs with gateman for train movements during this period. 6.8.5 FAILURE OF SIGNAL POST TELEPHONE ON IBS SIGNAL: If the Loco Pilot is unable to contact the SM/BSM, since Signal Post Telephone is out of order, after waiting for 5 minutes, the Loco Pilot shall pass the Intermediate Block Stop Signal at ON, proceed at a cautious speed not exceeding 15 Kmph when view ahead is clear and not exceeding 8 Kmph when view ahead is not clear. The same cautious driving shall be exercised till he reaches the First Stop Signal of KPN station and be prepared to stop short of any obstruction even if the FSS of the station in advance is at OFF. 3) The Loco Pilot shall report the matter to the SM/KPN, who in turn shall advise the SM/BSM. 6.8.6 FAILURE OF ADVANCED STARTER SIGNAL (LSS) : a)Towards KPN: -When the LSS alone becomes defective despite the track indicator shows white Form No. T/369 (3b).shall be given to the Loco Pilot of the train for passing LSS at ON with the following endorsement on it, ENDORSEMENT: Last Stop Signal could not be taken OFF. However, the Axle Counter/Track Circuit Indicator shows clear. You are authorised to proceed up to the IBS Signal. Private Number of the starting station (BSM) shall be entered in Form T/369 (3b) b)Towards KSM side: -During failure of this signal even though the line clear has been obtained on the block instrument, trains shall be despatched duly issuing the form T/369-(3b) With the endorsement as below:- ENDORSEMENT: Line Clear has been obtained through the Block Instrument and Private No obtained from KSM. 6.8.7 FAILURE OF SHUNT SIGNAL: - During failure of shunt signal the shunt movement shall be carried out duly issuing T.370 to the loco pilots 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. 6.8.8 FAILURE OF BLOCK INSTRUMENT: - During Block Instrument failure / suspension, the train shall be started duly issuing LCT. 6.8.9 Failure of Axle counter system: If the system fails even after resetting the TECH.ES/JE/SE/Sig of the section should be advised for restoration. Entries should be made in the Axle counter register and before restoration it should be jointly signed by S&T staff and SM on duty. SM on duty should sign only when the block section concerned is clear duly verifying the TSR entries. Till the time of restoration, trains should be dealt on LCT. 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 and entries shall be made in the Failure register. 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. For working of Motor Trolley/Material lorry etc, which are required to be worked under the rules for working of trains, Block instrument working shall be suspended and line clear ticket issued, as an authority to proceed. Trolley /Lorry caps shall be placed on the operating handle of the concerned block instrument and shall be removed only after the Motor Trolley/Lorry etc. has cleared the block section. Home signal can be taken off when receiving the Motor trolley/Lorry when worked as a train. When the block section is clear, the Station Master on duty at either end of block section can resume block instrument working for subsequent train. For the Motor Trolley/Material lorry etc, towards KPN, In addition to LCT a written authority in Form T/369 (3b) shall be issued to the official in charge of the motor trolley to pass the IBS at ON. The entire section BSM & KPN is treated as ONE Block Section for this purpose 6.9.2 Special instructions for working In KPN-BSM block section: - a) MOTOR TROLLEY/TROLLEYS FOLLOWING A TRAIN: 1) Motor Trolley/Trollies shall not be allowed to follow a train, unless Line Clear has been obtained for the train. 2) The authority for each Motor Trolley is in Form T/1525 (with PN), with permission to pass the IBS signal at ON. 3) Only after the arrival of all the Motors Trollies, which have entered into the section, subsequent train can be started. 4) The Motor Trolley/Trollies are permitted to follow a train only during day clear weather and when train is fully vacuum/air braked. b) MOTOR TROLLEY /TROLLIES FOLLOWING A MOTOR TROLLEY: The first Motor Trolley shall be worked as a train on LCT after suspending the Block working and subsequent Motor Trolley /Trollies following is shall be worked as Motor Trolley/Trollies following a train (as stated above). Motor Trollies can be permitted to follow another Motor Trolley during night also when the weather is clear. c) PLACEMENT OF MOTOR TROLLEY IN THE MID SECTION: 1) The entire section between BSM and KPN shall be treated as ONE Block Section. 2) The procedure laid down in BWM Chapter 11.3 para iv shall be adhered to. 3) Necessary remarks shall be made in Form T/A 1525 authorising the Loco pilot to pass the IBS Signal at ON, if necessary. 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. d) WORKING OF LORRY/OHE LADDER TROLLEY: 1) The entire section between KPN and BSM shall be treated as ONE Block Section and the procedure laid down in SR 15.24 (xxii) and SR 17.08 (vi) shall be adhered to. 2) Necessary remarks shall be made in the Line clear ticket before authorising the Loco Pilot to pass the IBS Signal at ON in Form T/369- (3b). e) WORKING OF TROLLEY: To work in conjunction with Form T/1518. The entire section between KPN and BSM shall be treated as ONE Block Section and the procedure laid down in SR.15.24 (viii) (a) shall be adhered to. Uninsulated Trolley/Trollies shall not be allowed to work. The procedure laid down in SR.15.24(x) (a) shall be adhered to. 7.0 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,clamped and padlocked against the line except when shunting is required to be done on that line. No movement should be permitted on to a line occupied by a train/vehicle carrying passengers except when shunting is required to be done on that train/vehicle or for attaching an engine to that train/vehicle. Whenever a running line is blocked/obstructed Line Blocked safety caps should be placed on the relevant exit route buttons, as mentioned below to serve as a reminder to the SM on duty. Immediately when the line is clear again, the caps should be removed from exit route buttons and kept safe. Sl.No.Road which is blockedExit buttons on which the caps are placed.1.Road-1A & A12.Road-2B3.Road-3C4.Road-4D & D1 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 apart from placing skids under the farther most vehicles. Before uncoupling one or more wagons/vehicles fitted with roller bearing to be stabled on a running line, all the hand brakes should be applied. Skids should also be used to prevent such units from rolling down. When vehicles are stabled on running lines, the SM on duty shall ensure that the points at either end of the obstructed line are set against the line. Clamped and padlocked and the padlock keys retained in his personal custody. 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 may detach the engine or permit the engine to be detached from the train. The train must remain so braked until the engine is attached to the train again. iii) If the number of vehicles is less than six, all the hand brakes should be applied. While handing/taking over charge the outgoing/incoming Station Master should promptly record in the Station Diary and TSR in Red ink the number of the running line(s) obstructed. The 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 Sand Hump should not be obstructed for any purpose, when it is obstructed it shall cease to be a substitute for the adequate distance. Note: A securing of stabled vehicles register shall be maintained in the following format: Left hand side of the register shall contain the following particulars: DateTimeRoad No.No. of vehicles stabledNo. of hand brakes appliedNo. of skids provided & under which vehiclesNo. of safety chains provided & for which vehicleSignature of shunting staffSignature of the supervisor Right hand side of the register shall contain the following particulars: DateTimeRoad No.No. of vehicles to be despatchedNo. of hand brakes releasedNo. of skids removedNo. of safety chains removedSignature of shunting staffSignature of the supervisorSafety Caps: - With view to ensure safety in working Safety Caps are provided under the custody of duty Station Master, which shall be fixed on signal knob/point knobs, when the line/Route governed by them is occupied or otherwise obstructed. [(Refer S.R. 5.19 (Vi)& (vii) for different type of safety caps and their use)]. SHUNTING:- 8.1 General precautions: - (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 by taking off shunt/starter signals. The Station Master shall see the shunting of trains or vehicles are carried out only at such a time and in such a manner, that will not involve danger. (b) 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 this station is having gradients steeper than 1 in 400, in UP line/down line towards KPN, UP trains should not be drawn up to the last stop signal & held in steep gradient in order to clear the reception line for giving permission to approach to the following train. 8.2 Shunting in the face of an approaching train: -Shunting in the face of an approaching train is strictly prohibited at this station. 8.3 Prohibition of shunting, special features if any: - Hand shunting/loose shunting of vehicles/wagons at this station is strictly prohibited.While performing shunting at falling end of the yard, it should be ensured that an engine is attached at the falling side(JTJ side) of the gradient to prevent vehicles escaping into the block section. Whenever vehicles are left on the running line, the person in charge of shunting shall ensure that they are coupled together, brakes of brake van and those of at least 6 vehicles at both ends, are applied, skids are placed and safety chains are used to prevent the vehicles from gaining momentum. 8.4 Shunting on Double line: - Sl.No.Place of ShuntingAuthority1.With in Station sectionT/806 2.In advance Block section.T/806 with PN duly obtaining block forward.3.In rear Block section.T/806 with PN duly obtaining block back. Refer: -Para 6.16.1 & 6.16.2 of BWM 2006 for details. NOTE: The issue of form T/806 may be dispensed with when shunting is carried out on shunt/starter signals for to and fro movements. 8.4.1 PROCEDURE FOR SHUNTING DURING FAILURE OF SHUNT KEY: - When the shunt key cannot be extracted and shunting has to be performed necessarily, SM on duty shall issue T/806 along with an endorsement shunt key could not be extracted with PN to be handed over to the Loco pilot as the authority to perform shunting during this period. 8.4.2 SHUNTING DURING SUSPENSION OF BLOCK INSTRUMENT: - When shunting has to be performed at that end of the Block Section over which block instrument working has been suspended, the Station Master on duty shall issue to the Loco pilot, T/806 with an endorsement mentioning the suspension of the Block instrument with the PN obtained/given. 8.4.3 Shunting in the siding: - N/A 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 Mobile phones. Control Telephone. VHF sets. NOTE: (1). When 4th to 7th type communication is used, Identification sheets should be used, or cross checking of last three private numbers issued to concerned station is to be done to identify the correctness of the station. If the station is identified correctly an endorsement shall be made on the PLCT regarding the ID sheet numbers or cross checking of the PNs. Under this circumstance the issue of caution order shall be dispensed with and trains can run at normal speed. (2). If the station could not be identified through ID sheets or cross-checking of PNs, a caution order shall be issued restricting the speed to 25 KMPH during day and 10 KMPH during night and when the view ahead is not clear during day ii. 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 advices and also contact the control and the SM on duty at the other end. iii. Trains delayed in block section: - If a train carrying passengers does not arrive within 10 minutes or if a goods train does not arrive within 20 minutes after allowing normal running time from the station in rear, the Station Master at the station in advance shall Immediately advise the station in rear and the Control of this fact. The Station Masters at either end of the block section shall also send one of the traffic staff out on the block section to fetch information about the whereabouts and condition of the delayed train and nature of assistance, if any required and trains running in the opposite direction should be stopped and issued with Caution Order. iv. Failure of Intermediate Block Stop Signal at ON: The Intermediate Block Post at GDP shall be treated as closed during the following occasions: During the failure of the Block Instrument pertaining to BSM-KPN section. During the failure of the Track Circuit/Axle counters pertaining to BSM-KPN section. During the failure of the Intermediate Block Stop Signal at GDP. During the failure of the Distant at IBP in the OFF aspect. During Single Line working on Double Line between KPN-BSM. During Total Interruption of communications between KPN-BSM. During the failure of the Track Indicators pertaining to BSM-KPN section. Viii. During the working of motor trollies between BSM-KPN. V. PROCEDURE to close IBP at GDP: - A numbered message confirmed by Private Numbers shall be exchanged between the SM/BSM and SM/KPN for closing of the IBP. The dial of the Block Instrument pertaining to BSM-KPN section shall be kept in the TOL position whenever possible. The entire line between the Up LSS of BSM and the adequate distance beyond Home signal of the KPN shall be treated as one Block Section. The Up LSS and the Up IBS signal shall be suspended. Line Clear shall be obtained through the electric speaking instruments viz. the Block Telephone/Control Telephone/VHF set in the order of the priority. When Line Clear is obtained through Control Telephone/VHF set, ID Number sheets shall be used or cross checking of Private Numbers for last three consecutive trains. LCT shall be issued as an Authority to Proceed for the entire section between BSM and KPN, along with Form T/369 (3b), to pass the IBS signal at ON without a stop at the Signal. At receiving station the train can be received on Signals. On complete arrival of the train, the SM shall give a Private Number to the SM in rear. Trains shall be continued to work in the above said procedure until normal working is restored. On restoration of normal working a numbered message supported by Private Numbers shall be exchanged between the SM/BSM and SM/KPN. vi. Failure of Axle Counter Block/BPAC: - Refer Annexure -1 for details. vii. Failure of MTRC: - (Mobile Train Radio communication) N/A. Procedure for emergency operation of points by crank handle: - Four Crank Handles for Four group of points are provided at the Station House to crank the points during failure. Group-I  Point no.50Group-IIPoint no.52 and 63Group-IIIPoint No. 53 & 62 Group-IVPoint No. 65. If the points fail to set or if the points could not be set from the panel, the duty Station master shall make use of the crank handle to set the points locally. He shall keep the concerned point knob in the required position, extract the relevant crank handle from the electrical key transmitter, take out the crank handle lock key along with the lid key from the glass fronted box and proceed to the points. ii. On the side of the point machine there are two lids. One covering the inlet hole of the crank handle and another covering the inlet hole of the crank handle lock. The duty Station master shall first open both the lids by using the lid key. Then he shall insert the crank handle lock key and unlock the same which permits insertion of the crank handle into the point machine. He shall then insert the crank handle, crank, clamp and padlock the point to the required position, remove the crank handle and crank handle lock key and close both the holes by lids and lock the lids by lid key. He shall also ensure that the other end of the points ( in case of cross over point) is in the required position. He shall then return to the station and restore the crank handle in to the key transmitter. If the correct point indication has appeared on the panel and if everything is alright for the movement of the train, the Station master shall clear the relevant signals. If the signals fail to respond, facing and trailing points should be clamped and pad locked before allowing any train/shunt movement over the points. All trains should be dealt with strictly in accordance with the relevant provisions contained in GRs 3.68 to 3.70 and subsidiary rules there under. ( Refer para B.4 for further details) Certification of clearance of track before calling-on signal operation is initiated: - The Calling-on signals below Home signals are intended to receive a train on an occupied/obstructed line or when one or more of the track circuits on that route have failed or when the Home Signal has failed. Before clearing the Calling-on signal, the SM shall decide whether it is absolutely necessary to receive the train on that line, train can be berthed clear of the fouling mark/starters and he should physically ensure that the required route is clear & free from obstruction. d) Reporting failure of points, Track circuit/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 BSM-KSM, BSM-KPN stations i.e. when line clear cannot be obtained by any one of the following means stated in the order of preference namely. Block Instrument. Telephone attached to block instrument. Station to Station fixed telephone. Railway Auto phones& BSNL phones. Mobile phones Control Telephone. VHF sets. The following procedure shall be adopted for running the trains. DOUBLE LINE BLOCK SECTION SR 6.02 (iii). 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 and T/369-(3b) for passing IBS No.26 Trains may be allowed to enter the block sections one after the other but with a clear interval of not less than 30 minutes between the two successive trains. Fixed signals except the advanced starter may be taken off for despatch of trains. The home signal shall be taken off only after the train has been brought to a stop outside home signal. The Station Master on duty shall recover the Form T/C 602 from the Loco Pilot of incoming trains and keep them safe for handing over it to the Traffic Inspector. Trains will continue to work in this manner till any one of the means of communication is restored to normal working by the competent authority. The Station Masters on duty at both the end of the block section shall exchange messages on Form T/I 602 with private numbers to satisfy themselves that all the trains, engines etc., dispatched into the concerned section from both end have cleared the section at any one end completely before granting/obtaining line clear for trains through the restored means of communication. Detailed instructions contained in SR. 6.O2 (iii) shall be strictly adhered to for working trains during total interruption of communications. In all the cases of working trains during total interruption of communications, a detailed record of timings of all trains, Engines etc., shall promptly be made in 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 line is safe for passage of trains. Single line working shall be introduced only when it is safe to do so.All trains will be worked in accordance with the rules for the use of electric speaking instruments on single line and Line Clear shall be obtained on the Telephone attached to block instrument, Station to Station fixed telephone, Railway Auto phones, BSNL phones, Mobile phones, Control Telephone, VHF sets. Temporary single line working shall be introduced between KPN and BSM on JTJ site and BSM and VRDP on SBC side on the line which is free from obstruction. At KPN & BSM,OR BSM-KSM-VRDP 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 those stations, where 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/BSM or KSM and KPN 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 the authority of form T/D 602 in accordance with the instructions contained in the GR/SR and Block Working Manual. The Loco Pilot of each train shall be handed over an Authority (T/D 602) for Temporary Single Line Working on Double Line Section duly completing all the entries. 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 BSM 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 by serving the written memo as per S.R 5.10. All the cross over points (Facing and trailing end) in the facing direction over which the train shall proceed, while temporary single line working is in force, shall be correctly set, clamped and padlocked. KPN-BSM Block Section For introduction of single line working between BSM and KPN either on up or down line paras 9.2.10 to 9.2.14 shall be adhered to. Note:1. GDP IBS Shall be treated as closed during the period of single line working on double line (Para 9.a.V) shall be adhered to. 2. Instructions detailed above shall be followed for working of trains during this period of single line working on Double line 3. Prescribed authority for passing the IBS at on, for train running in the right direction shall be issued by SM/BSM/KPN BSM - VRDP Block Section 1. KSM Ceases to be a block station during this period of single line working between VRDP and BSM 2. Line clear shall be granted/obtained to/from SM/BSM or VRDP as the cases may be. 3 KSM shall be treated as closed and before despatching a train PN shall be obtained by SM/VRDP or BSM from SM/KSM. Who shall before giving the PN shall ensure the Following:- (a) Advice the Traffic gateman of LC No.112 at KM 273/100-200 for the closure. (b) Ensure the CL indication available in the Panel for LC No. 112. (c) Advice the gateman of Engineering LC No. 111 at Km 270/900-271/000 and LC No.110 at Km 270/000-100, as detailed in APPENDIX A of SWR of KSM. (d) Ensure that PHS is shown at the foot of HOME Signal for right direction movement. (e) Advice SM/VRDP for the issue of Form: No. 369(1) to pass the HOME Signal at ON duly observing PHS. 9.2.17 Resumption of normal working- On receipt of a written certificate from a responsible Engineering Official that the obstructed track is free and safe for passage of trains, the Station Master will issue a message to the other station or stations, as the case may be, under exchange of private numbers and decide, in consultation with Section Controller, the train after passage of which, normal working shall be introduced. When double line working is resumed the Block Instruments and all fixed signals, shall be brought into use immediately. An entry shall also be made in the Train Signal Register of Stations concerned showing the time at which double line working was suspended, time at which single line was introduced and the time at which normal working was resumed. The SM shall advise the Loco Pilot of the first train entering the section after resumption of double line working to inform all Gatemen and Gangmen on the way about the resumption of normal working. 9.2.18 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 advises 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. ] 9.4 Caution order Caution order if any shall be issued by duty SM to loco pilot and guard of all stopping trains. Appropriate entries shall be made in the trains signal register regarding its issue against the trains entry, caution order register shall be maintained by duty SM separately and entries are brought forward as per extant rules. VISIBILITY TEST OBJECT: Any aspect of Road-1 up Starter during day and night shall constitute the visibility test object at this station. During thick or foggy or tempestuous weather or dust storm, impairing visibility when the Station Master finds it difficult or impossible to see the position of one or more of the signals concerned, he shall not give Line clear until he has advised, by telephone, the Station Master of the Station in rear, of the conditions prevailing and has instructed him to issue Caution Orders to the Loco Pilots of all trains to stop at the first Stop signal and observe its aspect and if favorable, then proceed at a restricted speed of 10 kilometres an hour, and has received his acknowledgement. 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 equipments 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 of two members each from the operating and permanent way Group `D' staff at the station with a declaration that they know the fog signalling duties shall be maintained and updated periodically in the station Detonator Register by the Station Master. ii. The names and addresses of Group D Permanent Way staff who are trained in fog signalling duties shall be painted on the board provided for this purpose near the office of the Station Master on duty. LIST OF APPENDICES:- Appendix AWorking Of Level Crossing GatesAppendix BSystem of Signalling and interlocking and communication arrangements at the station.Appendix CAnti collision device(Raksha Kavach).Appendix DDuties of train passing staff in each shiftAppendix EEssential Equipments provided at the StationAppendix FRules for working D class stations, Halts, IBH, IBS and Outlying sidings.Appendix GRules for working of trains in electrified sections APPENDIX 1Instructions for working of BPACAPPENDIX - `A' WORKING OF LEVEL CROSSING (Reference Para 2.6 of SWR) A.1 ENGINEERING NON-INERLOCKED LEVEL CROSSING. No. 109 C Class AT Km. 268/400-500 between BSM-KSM. A.1.1 This is a non-interlocked engineering 'C' Class level crossing gate and is provided with lifting barriers and situated in BSM-KPN block section. The normal position of the gate is kept closed and padlocked against road traffic and the padlock keys are kept closed with the gateman on duty. These level crossing gates are manned round the clock by a gateman in each shift under Essentially intermittent roster (12 hours) issued by DPO/SBC. These gates are under the control of SE/P.Way/KSM. A.1.2 Magneto telephone communication is provided between this level crossing and SM's office as detailed in Appendix 'B'. A.1.3 Before granting line clear for a Up train and before the despatch of Down train, the Station Master shall call the attention of the gateman on phone and advise him, the particulars of the train with its number, description, direction of movement, probable departure from the adjacent block station or from his station and communicate private numbers with time to the gatemen on duty. A.1.4 The gateman, on getting the advice must acknowledge by repeating the particulars of the train and ensure that the level crossing gate is closed and locked against road traffic for the passage of the train and communicate a private number with time as an assurance to that effect to the station master. A.1.5 The private number given by the Station Master constitutes an assurance that he had informed the gateman about the movement of the train. The private number, given by the gateman to the Station Master constitutes an assurance that he has kept the level crossing gate closed and padlocked against the road traffic for the safe passage of the train and no obstruction at the LC gate. A.1.6 The private numbers exchanged between the station master and the gatemen shall be entered in a separate register with time, date and train particulars maintained for this purpose, at the station and at the gate lodge. The Gateman shall also record the actual time of passage of train through his LC gate. A.1.7 The gateman must whenever it is required to open the level crossing gate for the passage of road traffic, the Gateman 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 authorise the Gateman to open the LC gate for the passage of road traffic by giving a private number with time. After getting the PN from the SM on duty and before opening the LC gate for road traffic, the Gateman shall fix a banner flag during day or hand signal lamp with red light during night in the middle of the track on either side of the gate facing towards Up and Down direction and shall then open the gates for road traffic. Immediately after the passage of the road traffic, he shall close and padlock the gate against the road traffic and keep the keys in his personal custody, remove the banner flag/red lights and give his PN with time to the SM on duty. The PN given by the SM constitutes an assurance that he had permitted the Gateman to open the gate for road traffic. The PN given by the Gateman constitutes an assurance that he had closed and secured the gate against the road traffic. The PNs shall be recorded along with timings in the concerned PN Exchange Register maintained both at the gate lodge and at the station in Red ink below the last entry and also in Train signal register at station. A.1.8 When there is failure of magneto telephone communication between this level crossing gate and the Station or when there is no response from the Gateman and when a train is to be passed across the level crossing the Station Master shall adhere to SR 16.03(iii)(b)(1) and issue Caution Order to All Down trains entering the block section and also advise Station Master/KSM under exchange of PNs for the issue of Caution Order to all Up Trains entering the block section. The loco pilot shall adhere to SR.16.03 (iii)(b)(2)(i). The station Master shall also advise the section TECH.ES/JE/SE/SIG for immediate rectification. Note: 1.When a train/shunt movement for which LC gates have been kept closed and private numbers have been exchanged with the gateman is to be cancelled due to any reason; the SM on duty shall advise the same to the gateman duly communicating a private number in confirmation of the cancellation of the movement. A.2 ENGINEERING NON-INERLOCKED LEVEL CROSSING. No. 104 C Class AT Km. 261/200-300, LC No. 105 at KM 262/200-300, LC No. 106 at KM 263/000-100 and LC No. 107 at KM 263/800-900 between BSM-KPN. A.2.1 These are non interlocked C class Engineering level crossings located in BSM-KPN block section and they are under the control of SE/P.Way/BWT. They are Provided with lifting barriers. The normal position of these level crossings gates are kept closed and padlocked against the Road Traffic LC No. 104 @ km.261/200-300, is manned round the clock in 12hrs Shift and LC No. 105 at KM 262/200-300 is manned from 0700 to 1900hrs, LC 106 and 107 are manned from 0700-1700 hrs only, one gateman in Essentially Intermittent roster issued by DPO/SBC. Are Working at these LCS(LC No. 105,106,107) A.2.2 Magneto telephone communication is provided between this level crossing and SM's office as detailed in Appendix 'B'. A.2.3 Before granting line clear for a Down train are before despatching an up train in advance of Up LSS No. 25, the SM/BSM shall call the attention of the gateman on phone and advise them the particulars of the train with its number, description and direction of movement and probable time of departure from the adjacent block section or from his station and communicate private number to the gateman individually with time at which he had given the private number. Each |Gateman must acknowledge the advice by repeating the particulars of the train and ensure that the lifting barriers are in the locked position (kept Closed and locked against road traffic) and communicate individual private number with time to the SM on duty. 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 to duty SM constitutes an assurance that the LC gate is in its normal position i.e. the LC gate is closed against the road traffic. Private number exchanged between the SM and the gateman shall be recorded with time, date and train particulars 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 actual time of passage of train through his LC gate. NOTE; The L.C. gateman shall pronounce his L.C.No. every time he speaks to SM while exchanging PNS. A.2.4 The gateman must whenever it is required to open the level crossing gate for the passage of road traffic, the Gateman 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 authorise the Gateman to open the LC gate for the passage of road traffic by giving a private number with time. After getting the PN from the SM on duty and before opening the LC gate for road traffic, the Gateman shall fix a banner flag during day or hand signal lamp with red light during night in the middle of the track on either side of the gate facing towards Up and Down direction and shall then open the gates for road traffic. Immediately after the passage of the road traffic, he shall close and padlock the gate against the road traffic and keep the keys in his personal custody, remove the banner flag/red lights and give his PN with time to the SM on duty. The PN given by the SM constitutes an assurance that he had permitted the Gateman to open the gate for road traffic. The PN given bythe Gateman constitutes an assurance that he had closed and secured the gate against the road traffic. The PNs shall be recorded along with timings in the concerned PN Exchange Register maintained both at the gate lodge and at the station in Red ink below the last entry and also in Train signal register at station. Note: The gatemen at LC No.105 at km., 262/200-300, LC No.106 at km.263/000-100 and LC No.107 at 263/800-900 shall close and padlock their gates against road traffic while breaking off duty at 17.00 hrs/1900hrs as the case may be and communicate a PN to the duty SM at BSM for having secured the gate against road traffic and the key of the padlock shall be kept by the gatemen in his personal custody or as directed by the SE/P.Way concerned . A.2.8 When there is failure of magneto telephone communication between this level crossing gate and the Station or when there is no response from the Gateman and when a train is to be passed across the level crossing the Station Master shall adhere to SR 16.03(iii)(b)(1) and issue Caution Order to all up trains entering the block section and also advise Station Master/KPN under exchange of PNs for the issue of Caution Order to all Down Trains entering the block section. The loco pilot shall adhere to SR.16.03 (iii)(b)(2)(i). The station Master shall also advise the section TECH.ES/JE/SE/SIG for immediate rectification. Note: 1.When a train/shunt movement for which LC gates have been kept closed and private numbers have been exchanged with the gateman is to be cancelled due to any reason; the SM on duty shall advise the same to the gateman duly communicating a private number in confirmation of the cancellation of the movement. APPENDIX `B' SYSTEM OF SIGNALLING & INTERLOCKING: This is a class B station provided with Standard-II R Multiple Aspect Colour light signals, with RRI panel is provided at this station. (a)Up home signal and Distant signals are provided at KSM end for the reception of Up train on Road-1 or 3 or 4. Down home signal and Distant signals are provided at KPN end for the reception of Down train on Road-1 or 2. (b)Up starter for Road- 1,3 & 4 and Up Advanced starter for the despatch of an Up train to KPN, Down starter for Road- 1 & 2 and Down Advanced starter for the despatch of Down train to KSM, are provided at this station. (c)Up & Down Advanced starter signals are the last stop signals. Down advance starter Is interlocked with block instrument Up advance starter is interlocked with the Axel Counters. Intermediate Block Post is provided in BSM-KPN block section. Intermediate Block Post is a Class C station GUDUDPULLI provided with intermediate block signalling. It is provided between BSM & KPN. Intermediate Block Signalling means an arrangement of signalling on Double Line in which a long Block Section is split into two portions each constituting a separate Block Section by providing an Intermediate Block Post. Intermediate Block Signal No. 26 is remotely controlled from BSM. The complements of signals at an Intermediate Block Post are Distant and Home. The Home Signal provided with IB Marker and Signal Post Telephone and is called Intermediate Block Stop Signal. The Portion of the Block Section between the Last Stop Signal (LSS) of BSM and at least 400 m. beyond the Intermediate Block Stop Signal in advance of LSS is provided with Axle Counters. These Axle counters are connected to track indicators available at BSM. The track indicators show WHITE, when the above said portion of track is clear and RED, when the said track is occupied or when the Axle counters have failed. Up LSS No.25 of BSM shall not be taken OFF unless the concerned track indicators shows WHITE. The entry of trains into the Portion of the Block Section in advance of IBS signal is controlled by the Intermediate Block Stop Signal immediately in rear, which shall be interlocked with the Block Instruments at stations BSM & KPN. The Intermediate Block Stop Signal shall not be taken OFF for a train unless Line Clear has been obtained from SM/KPN through the Block Instrument. Position light shunt signal numbers 9 and 17 on separate posts are provided to control shunt movements. These shunt signal display 2 white lights in horizontal position in the `ON' position and 2 white lights in the oblique position when they are taken `off'. Calling on signals are provided below the Up and Down home signals.(32A, & 1A) C markers are provided on the stem of Up and Down home signals below the calling on signals on KSM and KPN side. Signal post telephones are provided below the up and down home signals. BOARDS: - Board to read Loco Pilots pull up to signal No. * if the same is at ON- is provided in rear of up and down Home signals (* 32A, or 1A as the case may be.). P markers are provided below Up and Down distant signals. (1D, 26D & 32D). C markers are provided on the stem of Up and Down home signals below the calling on signals on KSM and KPN side. Stop Boards on the Left Hand side are provided at the KSM end of Road-3 & 4. Goods warning boards are provided at a distance of 1600 metres in rear of Up & Down Home signals and Up IBS signal. Boards to read No backing without permission are provided in the opposite direction in advance of IBS signals. A white circular disc with letters IB in black is provided on the stem of IBS signal. Block section Limit Board is provided at a distance of 180 m in advance of Down Home signal No. 1A. Stopping train to Stop here, is provided at the end of platform in the direction traffic at GDP in such a way to facilitate maximum availability of PF for passengers. All signals are on the Left hand side. Up & Down home signals are provided with directional type route indicator to indicate the route set i.e. for Road-1 or 3 or 4 on KSM end and for Road- 1 or 2 on KPN end. Directional type route indicators on each home signal display a row of white lights, when the concerned home signal is taken off to loop line. There will be no display of lights on the indicator when the signal is taken off to Main line (i.e. Road-2 on KPN end and Road-3 on KSM end.). Four Groups of crank handles duly interlocked with concerned signals (except Up & Down advanced starters) are kept in station house for operating the points during failure. Up LSS Key & Down shunt key with Station code initial & direction are provided duly interlocked with the LSS pertaining to the Block section, which when removed does not permit taking off concerned advanced starter signal. B.1.13 Block proving axle counters are provided for BSM-KSM and BSM-KPN block sections and re-setting boxes with indication are provided in the station house. B.2 RRI CONTROL PANEL B.2.1 The signal and points are operated from a RRI control panel provided in the Station House. The control panel is provided with built in lock, the key of which when not in use, shall be in the personal custody of the Station Master on duty. The panel can be locked with the knobs in any position to prevent unauthorised interference. B.2.2 The combined illuminated track diagram cum control panel consists of a console, which provides a clear picture of the track-circuited portion of the yard, points and all signals. Each track circuit is represented by a separate distinct colour. B.2.3 i) The signal knobs for the reception and despatch signals are coloured Red and calling on signal knobs are coloured Yellow with Red band and shunt signal knobs are coloured Yellow, with the number of the signal engraved at the centre of the knobs are provided near the respective signal indication on the panel. The point knobs are coloured black, with the number of the points engraved on each of them are provided at the bottom of the panel for the operation of points individually. They have three positions N (Normal) R (Reverse) and C (centre). ii) Three illuminated indications are provided near the point knobs. When the point is in the normal position, a Green light indication, and when the point is in the reverse position, an Yellow light indication are available. A white light free indication will be available in between the two indications when the route is not set point free indication will be available to alter the points. If the point do not set and lock properly the corresponding indication lamp pertaining to the failed position of the point will continue to flash on the control panel. B.2.4 ENTRANCE KNOBS/EXIT BUTTONS PROVIDED AT RRI PANEL: - B.2.4.1 Adjacent to each controlled signal displayed on the panel, there is an entrance knob and at the end of its governed route, an exit button. The entrance knobs pertain to stop signal are coloured red and those of shunt signals coloured Yellow with a signal number engraved on each of them. The exit buttons are coloured white and distinguished by alphabet referring to the individual route at A, A1, B, C, D, D1, H, J, K and L. i) All knobs shall be restored to the normal position immediately after completion of the movement for which they were reversed and shall be ensured that they are normally in normal position unless required for isolation purpose. ii) A power failure acknowledgement button coloured Red is provided at the bottom of the panel below the marking "P.ACK". B.2.5 Track circuit indications are provided on the panel. B.2.6 All the signal indications are repeated on the panel. B.2.7 Crank handle `IN ' indication (white) and crank handle locked indication (Red) are provided on the panel. B.2.8 A route cancellation counter with `ON' indication lamp above it provided on the panel. B.2.9 The route indicators which are provided on the Up and Down home signals also are repeated on the panel. B.2.10 White light indication with counter are provided below the legend on panel for: i) Up calling on signal. ii) Down calling on signal. iii) Route cancellation. iv) Emergency Route release for calling on Signals B.2.11 An Voltmeter is provided over the panel to indicate the power supply voltage. B.3 TRACK CIRCUITS: B.3.1 The entire track from Up home signal to Up advanced starter and from down home signal to down advanced starter, track up to the end of sand humps and 4 rail length of Calling-on track in rear of home signals including the portions covered by the points and crossings, are track circuited. B.3.2 Track circuit do not permit the signal governing the entry of the vehicles into their area from being taken `off' when any of the track circuit has failed or occupied. B.3.3 The reliability of track circuits is considerably affected by the formation of rust or oxidisation on the table of the rails. Under such circumstances, a `Track Clear' indication may be displayed on the diagram for a track, which is actually occupied. At least one movement a day must be made on the track circuited portion. If this has not been done, the line on which there was no movement for over 24 hours shall be deemed prone to rust formation and `Rusty Rail' caps placed on the relevant knobs on the panel. B.3.4 Vehicles should not be stabled on a track-circuited line. When stabling is unavoidable and if the duration of stabling is gauged in advance to be more than 24 hours, the TECH(ES)/JE/SE/Sig. of the section shall be promptly advised to disconnect the electrical feed to the track circuits. After removing the stabled vehicles from the line, he shall be advised to reconnect the feed and to issue a certificate in writing that the track circuiting arrangement is safe for normal working. Until this certificate is obtained, `Rusty Rail' caps shall be placed on the relevant knobs and train movements on that line shall be permitted strictly according to the relevant provisions of GR 3.68 to 3.7O and subsidiary rules there under. B.3.5 If there was no movement or if there was stabling of vehicles for more than 24 hours (without the Electrical feed being disconnected/re-connected) on a line, the SM on duty shall not rely on the track indication for permitting a movement on to that line. He shall ensure the clearance of the track by physical verification. If the track indications (Clear/Occupied) are correctly displayed for subsequent movement also, track circuit can be taken to be working normally and the indications relied upon for subsequent moves. Otherwise the track circuit shall be treated as failed, the relevant signals suspended and train movement dealt with strictly according to the relevant provisions of GR 3.68 to 3.7O and subsidiary rules there under. `Rusty Rail' caps shall be placed on the relevant signal knobs and then TECH(ES)/JE/SE/Sig advised promptly for immediate rectification. B.3.6 While handing over charge, the SM on duty shall make an entry in the Station Diary marking the time at which the last movement was permitted over the track circuited line. NOTE:- 1.Failure messages should be promptly be sent to the TECH.ES/JE/SE/Sig for rectification. The JE/SE of permanent way should also be advised for arranging to clear the table of rails. 2. Failure/Suspension of track circuit and certification of normal working by the TECH.ES/JE/SE/Sig must be promptly recorded in the signal failure register. CRANK HANDLE: B.4.1 Four Crank Handles for Four group of points are provided at the Station House to crank the points during failure. Group-I  Point no.50Group-IIPoint no.52 and 63Group-IIIPoint No. 53 & 62 Group-IVPoint No. 65.  B.4.2 Crank handles welded with Hepper's key duly interlocked with concerned (reception / despatch) signals, except the Up& Down Advanced Starter signals are provided individually in an Electrical Key instrument provided in the duty SM's office, for hand cranking the points during failures. The interlocking is such that once the crank handle is extracted from the Electrical Key instrument, concerned signals cannot be cleared. Similarly when any of the signals are cleared the concerned crank handle(s) cannot be extracted from its Electrical Key instrument. B.4.3 In the point machine, lids are provided with lock to secure the key holes. The lids should be unlocked before inserting the crank handle. The lid key and crank handle release lock key are kept in the glass-fronted box. B.4.4 When the crank handle is properly secured in its Electrical Key Instrument and if it is free to be extracted, a White light crank handle IN indication is displayed near the legend 'CRANK HANDLE' on the control panel. When it is not possible to extract, a Red light indication will be displayed. B.4.5 All the signals Except Up & Advanced Starter signals are interlocked with concerned Crank Handles. When the Crank Handle is taken out concerned signals cannot be taken off. Similarly when a signal other than Advanced Starter signals are taken off the concerned crank handle cannot be extracted. No attempt must be made to take off a signal when the concerned crank handle remains extracted and no attempt must be made to extract the crank handle when the concerned signal has been taken off. Before extracting the crank handle the Station Master on duty shall ensure that the other working points are set to the required route from the panel, the knob of the failed point is in the required position, then only he shall extract the crank handle. B.4.6 A push switch is provided near the crank handle. To extract the crank handle the push switch shall be pressed. As soon the push switch is pressed a deflection will be there in the Electrical Key Instrument. After observing the deflection the Station Master shall turn the crank handle gently in the anti-clock wise direction and extract the crank handle from the Electrical Key Instrument. When the crank handle is extracted the white light indication will disappear on the panel. B.4.7 The interlocking of the crank handle with the crank handle lock key is done in such a way that the crank handle cannot be inserted in to the point machine unless the crank handle lock is unlocked by the crank handle lock release key. B.4.8 If the points fail to set or if the points could not be set from the panel, the duty Station master shall make use of the crank handle to set the points locally. He shall keep the concerned point knob in the required position, extract the relevant crank handle from the electrical key transmitter, take out the crank handle lock key along with the lid key from the glass fronted box and proceed to the points. B.4.9 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, clamp and padlock the point, remove the crank handle and crank handle lock key and close both the holes by lids and lock the lids by lid key. He shall also ensure that the other end of the points ( in case of cross over point) is in the required position. He shall clamp and padlock the cranked points and then return to the station to restore the crank handle in to the key transmitter. If the correct point indication has appeared on the panel and if everything is alright for the movement of the train, the Station master shall clear the relevant signals. If the signal gets cleared, trains can be dealt in usual manner. 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. B.4.10 Whenever the crank handle is utilised to operate a point, necessary entries in the crank handle register should be made promptly with the details like Date, time, train No., .Point No., reason, etc. and the TECH.ES/JE/SE/SIG shall be advised immediately to restore normal working early. B.4.11 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 of the required points after obtaining the requisite permission from control When the Crank Handle remains with TECH.ES/JE/SE/Sig, the concerned point on the route over which a movement is required to be done should be treated as failed and the point should be set locked, clamped, padlocked and padlocked keys retained in the personal custody of SM on duty. Whenever there is a movement over the concerned point is to be done, TECH.ES/JE/SE/Sig working at location should be advised before that movement in writing. After the work all the keys received from SM shall promptly returned to on duty SM duly inserting the Crank Handle to its normal position and ensure the availability of Crank Handle IN free indication on the panel. The TECH.ES/JE/SE/Sig and SM on duty shall promptly make the relevant entries while taking over/handing over the keys in the Crank Handle register maintained for this purpose at the station. Joint testing of the disconnected gear shall be done by the SM on duty and TECH.ES/JE/SE/Sig for the proper working of the disconnected gear. Then TECH.ES/JE/SE/Sig shall issue reconnection memo to the SM on duty to resume normal working. B.4.12 When a crank handle remains with the TECH.ES/JE/SE/SIG, all the points in the concerned crank handle group should be deemed to have failed, set locally, clamped, padlocked, the padlock keys retained in the personal custody of the SM on duty and the TECH.ES/JE/SE/SIG working at the points advised, before permitting any movement over the points. SETTING OF ROUTE: - To set a route and to signal a train forward from one signal to the next, the duty Station Master, when everything is alright, including the relevant track circuit being clear, shall unlock the RRI control panel and turn the relevant entrance knob as detailed in the table of movement, through an angle of 90 in the direction of movement and press the appropriate Exit button. If the relevant line is clear (unoccupied) and no conflicting move is set up or taking place, all the relevant points for the intended route including the isolating point will operate as required (N or R position) and a row of white lights get lit on the whole length of the route thus set up to the next relevant signal and the entrance signal gets taken off. As the train passes the signal, the signal goes back to ON position, and as the train enters the track circuited position on the route, the white route lights progressively turn red and get extinguished as and when the tracks are cleared by the train provided the entrance knob has been turned to normal position meanwhile. In case the signal knob continues to remain in the reverse position, the white route lights would reappear as the track gets cleared of the train. ROUTE CANCELLATION/TIME RELEASE: - Once a signal has been taken off for a movement, the SM on duty must on no account interfere with the concerned signal or point knobs unless the route, which has been set, is to be cancelled. For cancelling the signal SR. 3.36 (ii) must be adhered to. Normally, once a signal has been taken off, the route shall not be cancelled. The route cannot be cancelled once a train passes the signal. If, however, it is necessary to cancel the route under SR. 3.36(ii) for any reason before the train passes the signal, the Station Master on duty must normalise the signal to "ON" aspect and the route will be cancelled automatically after a lapse of 120 seconds. For all the signals except Advanced Starter signal and starter signals, the route will be held in the locked up position for 120 seconds after the signal knob has been normalised. For starter signals the route will be held if:- (i) the berthing track is occupied or (ii) Home signal is taken off ( in case of main line starter.). There is a Numerical counter with an indicator below the legend `Route Cancellation' provided on the panel. The appearance of the `white' light indicates the commencement of the route cancellation and disappearance of the white light indicates that the route is cancelled. The number on the Numerical counter will change to the next higher number. NOTE:-(1) Only one route cancellation is permitted for Up & Down signals separately. If for any reason more than one route cancellation is required in the same direction, it is possible only in succession and not simultaneously. The fact may be recorded clearly in the route cancellation register. (2) Route cancellation must be done in accordance with the instructions contained in SR. 3.36(ii). (3) Every route cancellation shall be entered in the route cancellation register with the number on the Numerical counter prior to the route cancellation and after the route cancellation with reasons for cancellation. Station Master should make an entry in the train signal register specifying the number displayed on the counter while handing over and taking over charge. The Station Master on duty should maintain the route cancellation register. An entry in detail with date & time of cancellation for train No/shunt move, reasons for route cancellation and counter reading should be made. 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 position of the block instrument and occupation of the block section. The SM on duty should suspend the block instrument for train operation till such time the key is returned to him by the TECH.ES/JE/SE/Sig. B.7.4 First vehicle/last vehicle tracks: i) First vehicle tracks 8T and 25T on down and up line respectively, are electrically connected with the concerned block instruments and are provided in advance of the respective advanced starter signal. When the engine or the first vehicle of a train passes over the first vehicle track, the respective advanced starter signal will assume ON position automatically, and train on line indication would appear automatically in the block instrument. ii) Last vehicle tracks 1T and 32T on down and up lines are electrically connected with the concerned block instruments and are provided in advance of respective home signal. As the last vehicle of a train passes over and clear these tracks, it permits the operating handle of the concerned block instrument to be restored from Train on line position to Line closed position after the home signal knob has been turned to normal position. B.7.5 Automatic Train on line feature Automatic Train on line feature is provided at all the block instruments of the station. Incoming train When a train for which line clear has been given leaves the station in rear (KPN or KSM ) actuating its first vehicle track, the arrow at the Line clear panel of Train coming from dial of the block instrument would move towards Train on line panel and simultaneously a buzzer would sound at the concerned block instrument. The duty SM, while acknowledging the train entering section signal, shall observe this change at the train coming from dial and turn the operating handle towards train on line position, which would stop the buzzer. Outgoing train When an outgoing train passes past the advanced starter signal towards KPN or KSM in its Off position, the actuating the first vehicle track, the signal goes back to ON position, the arrow at the Line clear panel of train going to dial at this station and as well of train coming from dial of the concerned block instrument at KPN or KSM moves towards train on line panel and a bell/buzzer would sound simultaneously at both the connected block instruments. The SM shall put back the signal knob of the advanced starter signal, which shall stop the bell. Then he can issue train entering section signal. The SM at the other end, shall turn the operating handle to Train on line position, duly observing the change in his Train coming from dial and acknowledge Train entering section signal, which would stop the buzzer at his end. Note: Owing to the failure of the above feature block working need not be suspended, but the operating handle turned towards Train on line position under due notification between stations after train departure. CALLING ON SIGNALS (Ref GR 3.13) B.8.1 Calling on signals Nos. 1B and 32B, are provided below the DN and UP Home Signals Nos. 1A and 32A. Plates bearing letter `C' is also provided just below the Calling-on signals. The Calling-on signals are intended to receive a train on an occupied/obstructed line or when one or more of the track circuits on that route have failed or when the home signal has failed. Before clearing the Calling-on signal, the SM shall decide whether it is absolutely necessary to receive the train on that line and train can be berthed clear of the fouling mark/starters. Individual knobs are provided to operate the Up and Down Calling-on signals. These knobs have two positions - "N" (Normal) and "R"(Reverse). A Numerical counter is provided on the panel for Up and Down Calling-on signals. Track circuit No. C1T and C32T are provided at the foot of the respective Home signal. SM shall ensure that the train occupies the concerned calling-on signal track and stops, after ensuring this, SM shall turn the knob 1B or 32B as the case may be to clear the concerned calling-on signal. In the event of failure of track circuits/Home signal or for the reception of a train on an obstructed line, the Calling-on signal can be taken `OFF'. After ensuring that the home signal knob is in its normal position and the required route is set, the calling-on signal knobs 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 and when the calling-on signal knob is in R position, a white light indication gets displayed near the numerical counter of the Calling-on signal. After a lapse of 60 seconds, the Calling-on signal will assume `OFF' aspect, the white light indication near the counter gets extinguished and the counter registers the taking `OFF' of the Calling-on signal by displaying the next higher progressive number. An entry with details of the date and time of taking OFF of the Calling-on signal, train for which it was taken OFF, the number of the reception line, reasons etc., and the numbers displayed by the calling-on signal 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. If the calling-on signal cannot be taken OFF due to failure, train shall be received over `Signal post telephone' provided as detailed in Para B.9. Note:- Whenever a callingon signal is taken off to authorise a movement the interlocked points governed by the signals need not be clamped and padlocked. Clamping and padlocking is however necessary when disconnection notice has been issued. RELEASE OF ROUTE AFTER THE COMPLETE ARRIVAL OF THE TRAIN RECEIVED ON CALLING ON SIGNAL (i) After ensuring physically 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. Once the signal knob is normalised, the route light gets disappeared, if not Calling-on emergency route release should be used. (ii) The SM on duty shall physically verify that the train has arrived complete well within starters/fouling mark before putting back the calling on signal knob to the normal position. He should not rely on the track indication on the control panel alone for this purpose. (iii) Calling-on emergency route release button, coloured white is provided on the panel to release the route during failure of other- than- berthing track circuit. This button has to be pressed after ensuring complete arrival of the train physically by the SM on duty, duly putting back calling-on signal knob. Route will be released after a time lapse of120 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. SIGNAL POST TELEPHONE (SR 3.69(X) ) Signal Post Telephone with paging and talk back system is provided in a cabinet on the up and Down home signal post. They are connected to similar talk back phone provided in SMs office with in-built lock. When the concerned home signal has not been taken off, the Loco Pilot of the approaching trains shall draw close to the home signal and stop. If the Home signal or calling-on signal is not taken OFF, then the Loco Pilot shall go to the signal post telephone and press the button of the telephone to call the Station Master (the button provided on the SPT). This will cause an audible sound and visual indication in the station masters office to draw the SMs attention. Station Master shall unlock the built in lock on the talk back phone and operate the switch of the telephone from Stand by to ON position and press the button to talk with the Loco Pilot. The Station Master shall inform the reason for delay and probable time at which the signal will be taken off. If it is due to signal failure /suspension, the duty SM shall set the route correctly, clamp and padlock all the points for the required route and ensure clearance of line & closure of LCs on the route and communicate the following message, which the Loco Pilot shall record in his rough journal and pass the signal at ON position duly observing necessary caution. The Station Master on duty shall record the message in the Train Signal Register below the entry for that train. To the Loco Pilot of train No. description .. Owing to the failure / suspension of *Up/Down home signal No.., You are hereby authorised to pass * UP/Down signal No. at ON and enter Road No. at restricted speed of *15 KMPH/10KMPH. Private number (i) ( in figure). (ii) (in words) * strike out which are not applicable. NOTE:- 1. The speed is restricted to 10 Kmph when receiving on obstructed road/line. 2. Normally the switch of the Station Masters telephone should be in Stand BY position, then only the SM will be able to receive the audio sound visual indication when the Loco Pilot press a call button at the Home Signal. Only one side speech is possible at a time in this system. A switch is provided on SMS telephone, this should be pressed to speak to Loco Pilot. However, he should not press this switch when the Loco Pilot is speaking to him. B.10 FUNCTIONS / DESCRIPTION OF KNOBS ON THE PANEL: - SIGNAL KNOBS: Knob No. Function / Description1A. Down Home from KPN to Roads 1, or 2.1B. Down Calling on signal below Down Home for routes governed by 1A.2. Down Starter of Road-2 KSM end3 Down Starter of Road-1 KSM end8. Down Advanced starter to KSM.9. Down Shunt Signal of Up Main Line at KPN end.17. Up Shunt Signal of Down Main Line at KSM end.25 Up Advanced Starter to KPN.26.Up IBS Signal Near GUDUPULLI27Up Starter Road-4 at KPN end.29.Up Starter Road-1 at KPN end.31.Up Starter Road-3 at KPN end.32A Up Home at KSM End Roads 1 or 3 or 4.32B Up Calling on signal below Up Home for routes governed by 32A. NOTE: - Signal Functions No. 4,to 7,10,11,12,13 to 16, 18 to 24, 28 and 30 are Omitted. POINT KNOBS: Knob No.Function Description50.Cross-Over Point connecting Up Main line & Down Main line on Road 2 & 3 at KPN end. 52Cross-Over Point connecting Road-1 & Road-2 at KPN end. 53Cross-Over Point connecting Road-3 & Road-4 at KPN end. 62Point on Road-3and trap on Road-4 at KSM end. 63Cross-Over Point connecting Road-1 & Road-2 at KSM end. 65Cross-Over Point connecting Up Main line & Down Main line at KSM end.  NOTE: Knob Nos. 51, 54 to 61 and 64 are omitted. B.11 TABLE OF MOVEMENTS Sl. NoDescription of MovementsSM toTurn KnobPress ButtonTo Receive an Up train from KSM onRoad-1 with Point No.52N.32AA1Road-1 with Point No.52R & 50R32AARoad-3 with Point No. 53N & 50N32ACRoad-4 with Point No. 53N.32AD1Road-4 with Point No. 53R & 50N.32ADTo despatch an Up train to KPN fromRoad-125J29H26M*Road-325J31H26M*Road-425J27H26M*To pass through an up train from KSM to KPN on:Road-125J29H32AA26M*Road-325J31H32AC26M*Road-425J27H32AD26M*To receive a Down train from KPN on:Road-1 with Point No.63N.1AA1 Road-1 with Point No.63R & 65N.1AARoad-2 with Point No. 63N & 65N.1ABTo despatch a Down train to KSM from:Road-18L3KRoad-28L2KTo pass through a Down train from KPN to KSM onRoad-18L3K1AARoad-28L2K1ABTo receive a Down train from KPN on calling on signal onRoad-1 1BARoad-2 1BBTo receive an Up train from KSM on calling on signal onRoad-132BARoad-332BCRoad-432BD* IBS signal No. 26 should be cleared after despatching Up train into the section in advance of Up LSS to avoid detention to road traffic duly obtaining Line Clear from on the block instrument concerned. SHUNT MOVEMENTS: - Shunt from Down Shunt No.9 of Up main line at KPN end, to clear of:Up starter No. 29 of Road-1.9AOn Road 29BUp starter No. 31 of Road-3.9CUp starter No. 27 of Road-4.9DShunt from Up Shunt No.17 of Down main Line at KSM end, to clear of:Down Starter No. 3 of Road-117ADown Starter No. 2 of Road-217BShunt from Road-1 Up starter No. 29, to clear of:Shunt signal No. 9 (Main line KPN end.)29HShunt from Road-3 Up starter No. 31, to clear of:Shunt signal No. 9 (Main line KPN end.)31HShunt from Road-4 Up starter No. 27, to clear of:Shunt No.9 (Main line KPN end.)27HShunt from Road-1 Down starter No. 3, to clear of:Shunt No.17.3KShunt from Road-2 Down starter No. 2, to clear of:Shunt No.17.2K B.12 TELECOMMUNICATION Magneto phones, BSNL phones, Railway Auto Phone and control phones are provided for train passing duties. Coded rings for magneto telephones are given below: CIRCUIT- AUTONUM \* Arabic  Station house .. O (One ring) LC at Km 251/200-300 .. OO (Two rings) LC at Km 252/500-600 .. OOO (Three rings) CIRCUIT- AUTONUM \* Arabic  Station House .. O (One ring) Top point No. 50 at BSM end. .. OO (Two rings) Top point No. 54 at KPN end. .. OOO (Three rings) CIRCUIT- AUTONUM \* Arabic . Station house .. O (One ring to LC at Km 259/900-260/000 .. OO Call each other) CIRCUIT- AUTONUM \* Arabic . SM's office .. O (One ring to Up SPT (BSM end) Call each other) CIRCUIT- AUTONUM \* Arabic . SM's office .. O (One ring to Down SPT (MAR end) Call each other) CIRCUIT- AUTONUM \* Arabic . SM's office .. O (One ring to Down SPT (below Down IBS Signal) Call each other) APPENDIX C Raksha Kavach - N/A - APPENDIX D DUTIES OF THE STAFF D.1.0 The Station Master in-charge shall be responsible for: Judicious management of the station staff apart from working as Station Master on duty as per the roster issued by DPO/SBC. 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 that 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, in clamping the points during failure, and in keeping the stations essential equipments and the control panel clean and tidy. He shall invariably exchange All right signals for every passing train on off side and perform shunting operations as per the instructions of the Station Master on duty and also carry out any other instructions issued to him by Station Master. D.4.0 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 Office1Hand Signal flags3 RED 3 GREEN2Hand Signal lamps / Tri colour torch 33Detonators204Safety Chains with padlocks25Clamps with Padlocks66Skids87Line Block Caps28Line Blocked Caps29Trolley lorry on Line Caps210Rusty Rail Caps411Caution in force boards212Station bell113Fire buckets with Sand214Fire buckets with Water215Padlocks with keys216Pouches for shunt keys217Wall Clock1 The SM shall ensure that the prescribed quantity of the above-mentioned essential equipments is made available at SMs office exclusively for train passing duties. APPENDIX `F Rules for working D class stations, Halts, IBH, IBS and Outlying sidings: - N/A APPENDIX `G Rules for working of trains in electrified sections: - This is issued separately by DEE/TRD for working of trains in electrified section. ANNEXURE-1 INSTRUCTIONS FOR WORKING OF TRAINS AT STATIONS PROVIDED WITH DIGITAL TYPE BLOCK PROVING AXLE COUNTERS GENERAL: Block proving Axle Counters are provided in advance of UP & DOWN Last Stop Signals and HOME signals of the station to monitor the status of the Block Section. Block proving axle counters are used for clearance of Block pertaining to that Block Section. An Axle Counter Indication-cum-Reset Box is provided at the SMs office, one each for each Block Section to indicate the clearance of the concerned Block Section and to facilitate Reset in case of axle counter failure. DESCRIPTION OF THE INDICATIONS/FEATURES ON THE AXLE COUNTER INDICATION-CUM-RESET BOX: FEATURES: SMs Key for authorizing reset operations. Reset Push Button for Resetting Axle Counter. Counter for recording Reset Operation. INDICATIONS: 1.Green Light (Large)ClearIndicate that the Block Section is clear.2.Red Light (Large)Occupied/FailedIndicate that the Block Section is occupied/the BPAC has failed.3.Green Light (Small)Preparatory ResetIndicate that the Axle Counter Resetting operation at both ends is completed.4.Yellow Light (Small)Power ONIndicate that the power supply is available. 3. CUSTODY OF KEYS: The SMs key of Axle Counter indication-cum-reset boxes shall be kept in SMs key box and the key of the glass fronted SMs key box shall be under the personal custody of the SM on duty. 4. RESET BUTTON: Reset button is provided in the Reset Box so that whenever the axle counter shows occupied/ Failed (Red Light-Large) condition, the SM on duty can reset the same to normal after ensuring that the Block Section is clear. COUNTER FOR RECORDING RESET OPERATION: Each and every operation of the reset button is counted on a digital counter and shall be recorded in a separate register indicating the movement before and after operation of the reset button as per the following proforma: Sl. No. Date/ Time Train No. after which Axle counter has failed Private Number given to the station in rear/ advance  Private Number received from the station in rear/ advance Counter reading before resetting Counter reading after resettingPrivate Number given by the despatch end SM Train No. dealt after resettingPN given by despatch end SM after clearance of first train after resettingPN given by reception end SM after clearance of first train after resetting INDICATIONS: Indications are provided in the Axle Counter Indication-cum-Reset Box to show the status of the concerned Block Section. The Clear (Green Light-Large) indication on the concerned Axle Counter Indication Box shall be observed by the SM on duty before obtaining/granting line clear on the relevant Block Section. The Axle Counter Indication-cum-Reset Box displays Clear (Green Light - Large) indication when the Block Section is clear of trains/vehicles and Occupied (Red Light - Large) indication when the Block Section is occupied or Axle Counter pertaining to that section is failed. COMPLETE ARRIVAL OF TRAINS: In case the Axle Counter shows Occupied (Red Light-Large) indication with an Audible warning, even after the complete arrival of the Train, no effort shall be made forcibly to bring the Block Instrument to Line Closed condition. The buzzer shall be acknowledged by normalising the Home Signal Knob. Before initiating action to reset the Axle Counter and permitting the next Train into the Block Section, the SM shall comply with the provisions of GR 14.10 (1) & (2) and satisfy that the train, for which line clear is given, has arrived complete. Once the complete arrival of the train is verified, action can be initiated to reset the axle counter at both ends of the affected section as per the procedure given under Para 8. RESETTING PROCEDURE OF AXLE COUNTERS: After ensuring that the Block Section is clear, the Axle Counter shall be reset. The resetting operation shall be resorted to only when there is Occupied (Red Light Large) indication even though the Block section is clear. The following procedure shall be adopted after advising the S&T staff concerned about the failure of the axle counter. The SM on duty at the receiving station in which the train has arrived complete shall give a Private Number to the SM at the other end (despatch station) confirming the complete arrival of the train. The SM on duty at the despatch end shall acknowledge the same by communicating a Private Number. The key of the reset box shall then be inserted in the reset box, turned and pressed along with pressing of reset push button by both SMs independently. The reset operation pertaining to Block Section is carried out independently at both ends. Preparatory Reset (Green Light Small) indication, to indicate that the Axle Counter resetting operation is complete, will appear on the Axle Counter Indication-cum-Reset Box at both ends. The counter, provided for recording resetting operation will register next higher number. Necessary entries shall be made in the Block proving Axle Counter Resetting Register maintained for this purpose. Similar entries are made by the SM at the other end of the Block Section also. When the preparatory indication appears, the receiving end Station Master should advise the Station Master at the other end that the block section is being closed. The other end SM shall give a PN to this effect to receiving end Station Master. The receiving end Station Master shall then close the block section by normalising the block instrument. With the preparatory reset indication available at both Stations, the line clear for the next train can be obtained through the block instrument and the LSS can be taken off and the train despatched normally. 8.10 On clearance of the first train on preparatory reset at the receiving station the axle counter will show Clear indication at both stations. The receiving end station master shall then advise the station master at the other end, the availability of clear indication of the axle counter under the exchange of private numbers. Subsequent trains can be normally dealt. 8.11 On arrival of the first train on preparatory reset if the axle counter shows clear indication at both stations all subsequent trains can be dealt normally. However if again the axle counter does not show Clear indication but preparatory indication continues, the block working shall be suspended and S&T officials of the section shall be advised to attend to the failure. 8.12 The entries in TSR shall be made in red ink at both stations whenever line clear has been obtained with the axle counter showing preparatory reset indication. 8.13 No attempt shall be made to close the block section on arrival of the train on preparatory reset if axle counter is still showing preparatory reset indication, instead of clear indication. FAILURE OF AXLE COUNTER: If Axle Counter does not show Clear (Green Light - Large) indication after clearance of the train on Preparatory Reset, it shall be treated as a failure of Axle Counter. The Block Instrument Working of the concerned Block Section shall remain suspended till S&T staff rectifies the same. During this period Trains shall be dealt as per GR. 14. 13 and closing of Block Section done as per GR.14.10 (1), (2), & (3). and para 6.5 of this SWR. WORKING OF TROLLEY/MOTOR TROLLEY/LORRY ETC: 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 Back operation is completed, before bringing the Block instrument to Line Closed position, it shall be ensured that the axle counter shows Clear (Green Light - Large) indication. (J. CHANDRASHEKAR) Divisional Signal & Tele-communication Engineer/Bangalore.(K. E. ANSAR) Divisional Operations Manager, Bangalore.      PAGE 1 B.15/BSM (J. 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M E4v7st#wCC_Sy`<RUZSk|"*|F!2dq|1SUb$w~tO]s|~u+u=-w5]5E.`=u+y = 5Irv{e",RFGIWZ4$*A\,\`'e%iz~)6uOKX+FILPUfqhk|Au`3rr b)O ^\bqv8]3qsVP (0Pgpys&^9Sgjqy,9o.<?|#"[&$HeKjksK &87^<`j;zUd6[ lgc"lWpdl7 *GS $%G.Zbc o-3f}'(.4?Qn[ahQ)z_)U=K'MNmYv42W`dv3389SZv%4 P;SS]g .V;; r)Q8<M| 05HR bzGXXY*\F+7;JUyW *8yUqW^bm6yJdX]Okpn |@(MQQTUY*prE\dn;@^e-bObPuZ^eVl["(0^%+F1HOHjp:MnWE[lwmgpI|1AJzVvXEi )0@YEG:\*`g+5bAB<Z]2mt$ 3{FHnw\?kfkzl jvy 1'WGK{d4"<#_b}Y~.5Yjj}~2NRZ7\' p&VEcxj|?8 nh 59VpZvdyz,ADMYW56@]_cfetp |]~t-v-@ۂۂۂۂ.H@UnknownGuestRAGHAVAN G*Ax Times New Roman5Symbol3. *Cx Arial7. [ @Verdana;Wingdings]=  jMS MinchoArial Unicode MSK,Bookman Old Style9Garamond?= *Cx Courier New5. .[`)Tahoma7@CambriaK=   jMS Gothic-3 0000A$BCambria Math"1  h{gjGȪG#^3SA/3SA/!4X,X,y 3qXR?;2Q! xx Are You suprised ?BirthdayBirthdayLSKuserpY                           ! " # $ % & ' ( ) * + , - . / 0 1 2 3 4 5 6 7 8 9 : ; < = > ? @ A B C D E F G H I J K L M N O P Q R S T U V W X Oh+'0{   @ L X dpxAre You suprised ? BirthdayLSK Birthday Normal.dotmuser35Microsoft Office Word@kx@,Z@@h/3SAGlyRs <  c.@Times New Roman------  2 2b1  2 2b  b' 2 AbB. 2 Ab15 2 Ab/BSM   2 Ab  b'@Garamond---X@Bookman Old Style---X @Bookman Old Style--------------------------- 2 *L b   2 *mb( %2 *rbJ. CHANDRA SHEKAR  ---  2 *b ---  2 *b)  2 *b E 2 *Kb  g2 *R=b   2 *b   2 * b(---  2 *%b --- 2 ** bK.E.ANSAR    ---  2 *ob ---  2 *ub)---  2 *zb  b'----------,@Bookman Old Style------ 2 9Lb --- 2 9]b --- 2 9k b --- 2 9bDSTE/SBC    2 9cb  2 9+bDOM/SBC  ---  2 9kb  b'@"Verdana------ +2 QXbSOUTH WESTERN RAILWAY       2 Q"b   &2 bjbBANGALORE DIVISION       2 bb    2 rb  @"Verdana------ ,2 bStation Working Rules:    2 b   2 bDate of Issue:   2 8b1  2 @b5  2 Hb- 2 Ob02  2 _b- 2 fb2012  2 b  b' 2 bNo. B.  2 b15  2 b   2 b/ 2 bBSM   2 b  2  bDate on which    2 8b  b'  2 b   2 b O (2 bbrought into force:  2 Xb  b'  2 b  b'---  2 b  2 3b  2 N bBISANATTAM    2 b  b' 2 LbNOTE:    2 wb-  2 ~b  b'--- 2 rb1.  2 b  V2 2bThese Rules supersede the Station Working Rules B.   ---  2 b1   2 b5   2 b/  2 bBSM   2 0b  2 8bdated    2 bb  2 gb28   2 yb- 2 b07   2 b- 2 b200   2 b5 ---  2 b.  2 b  b'  2 rb  b'@"Arial------ 2 rb2.---  2 b --- 2  bThe Station    2 b  t2 FbWorking Rules must be read in conjunction with General and Subsidiary      b' 2 UbRules and Block Working Manual. These rules do not in any way supersede any rule in      b' 2 $ bthe above  2 $b- #2 $bmentioned books.   2 $Wb  b'  2 4b  b' 2 Erb3.    2 Eb  q2 EDbThese station working rules shall be read in conjunction with tracti            2 E bon working    n2 UBbinstructions issued to suit 25KV AC RE pertaining to this station.    2 UIb    2 erb  --- 2 uLb1.   2 uZb > 72 ubSTATION WORKING RULE DIAGRAM:          2 ub-  2 ub  --- 2 MbThe enclosed Rule diagram based on Signalling Plan and P. Way Plan shows the                 n2 Bbsignalling features, track circuited portions, names of the adjace          %2 pbnt stations, the     e2 <bnormal setting of points and other details pertaining to day   2 .b- 2 5bto  2 Cb- ,2 Jbday working. Complete      2 Zblayout of the station yard, gradients, holding capacity of individual lines, distances of  --- j2 ?badjacent stations etc. are reproduced from the enclosed layout   2 Dbdiagram. ---  2 |b   2 b  g #2 gRule Diagram No.        2 3g  'g@Wingdings------  2 ng---  2 }g  '--- )2 SBC/SG/CN:7/2005/ALT    2 u-  2 }1   2   '- @ !- - @ !- - @ !- - @ !f- - @ !%g- - @ !- - @ !5- - @ !- - @ !- - @ !- - @ !f- - @ !- - @ !- g--- &2 gSignalling Plan No       2 8g  'g---  2 ng---  2 }g  '--- 2  IPU 1116/ALT     2 :-   2 E1   2 R  '- @ !- - @ !- - @ !f- - @ !%g- - @ !- - @ !5- - @ !- - @ !- - @ !f- - @ !- - @ !- g---  2 gP. Way Plan No       2 "g  'g---  2 ng---  2 }g  '--- 2  CN/BNC/TR   2 -  2  44   2 !-  2 *2001/5   2 j  '- @ !- - @ !- - @ !f- - @ !%g- - @ !- - @ !5- - @ !- - @ !- - @ !f- - @ !- - @ !- %g--- %2 "g%Layout diagram No       2 ">g%  '%g---  2 ng%---  2 }g%  '%--- 2 "%B/  2 "%BSM  2 "%/T/3   2 "%  '- @ !- - @ !- - @ !f- - @ !%g- - @ !- - @ !5- - @ !- - @ !- - @ !%- - @ !%- - @ !%- - @ !f- - @ !%f- - @ !%%g- - @ !- - @ !%- - @ !5%- - @ !- - @ !%- - @ !%- ---  2 3b  @Times New Roman- - - @"Arial- - - @"Verdana- - -  @ Verdana--- - - --- - - --- - - ,@Bookman Old Style---- - - - - -   2 CLb2- - -   2 CTb D--- 2 C bDESCRIPTION   - - -   2 C b --- 2 CbOF - - -   2 C+b --- 2 C1bTHE - - -   2 CPb --- 2 CXbSTATION:    2 Cb----  2 Cb  --- - - - - -  2 _Lb2.1 - - -   2 _ab 7--- 2 _bGENERAL( - - -   2 _b --- 2 _ bLOCATION)    2 _Rb  --- "2 {Lb  =2 {!bBISANATTAM is situated in the BAN     2 { bGARAPET Jn.     2 {b  2 {b  52 {bJOLARPETTAI Jn. Broad Gauge        }2 Lbline at a distance of 266.678 kms from CHENNAI CENTRAL. This is a B Class                    --- - - --- p2 Cbstation with double line working towards KAMASAMUDRAM and KUPPAM.        --- 2 bBLOCK - - -   2 b  --- - - --- - - --- - - --- - - --- - - --- - - --- 2 bSTATIONS  - - -   2 b --- 2 bON - - -   2  b --- 2 bEITHER  - - -   2 Ob --- 2 YbSIDE  - - -   2 b --- 2 bAND - - -   2 b --- 2 bTHEIR  - - -   2 b --- 2  bDISTANCES:    2 Qb----  2 Yb  ---  2 {b  ---  2 Lb    2 Lb    2 Lb    2 Lb    2 Lb    2 )Lb    2 9Lb    2 JLb   2 bLb2.2   2 blb  k2 b@bBLOCK SECTION LIMITS ON EITHER SIDE OF THE STATION ON DIFFERENT             b'--- 2 r bDIRECTIONS:      2 rb----  2 r b  b'---  2 Lb / 2 {b --- %2 bThe Station Limit    j2 ?bs extend from the Up Distant Signal to the Down Distant Signal.          2 b  b'  2 Lb  b'X@"Verdana------ #2 XBetween stations   2 X  '--- +2 6Point from which the     2    .2 'block section commences   2    2 gFrom   2   '--- (2 Point at which the    2    ,2 block section ends at.  2   '- @ !W- - @ !W- - @ !X- - @ !- - @ !- - @ !- - @ !- - @ !- - @ !- - @ !+W- - @ !+- - @ !+- - @ !+- X@"Verdana------ 2  XBISANATTAM     2 X   2 X   2 X  --- 2 k XKAMASAMUDRAM ---  2 X  2 XDown    2  Xblock section  2 X  '--- ,2 ,Down Advanced starter    2 QNo.   2 f8  2 n  2 rof  2 BSM   2   '---  2 400m ahead of   %2 TDown Home Signal      &2 No 5A of Down Line     2   2 of KSM   2 .  2   '- @ !W- - @ !X- - @ !- - @ !- - @ !- - @ !- - @ !- - @ !+W- - @ !W- - @ !W- - @ !X- - @ !+- - @ !- - @ !- - @ !+- - @ !- - @ !- - @ !+- - @ !- - @ !- ---  2 Lb    2 Lb  4u--- 2 SL.   2 No.   2   'z--- 2  zADJACENT BL    2 zOCK  z' 2 zSTATION     2 z  z''{--- 2 {CODE   2 {  '--- 2 INTER    2  DISTANCE.     2   '--- 2  DIRECTION     2 a  '- @ !- - @ !- - @ !*- - @ !- - @ !- - @ !z- - @ !<{- - @ !- - @ !Z- - @ !- - @ !- - @ !- - @ !- - @ !,- - @ !,- - @ !,z- - @ !,- - @ !,- - @ !,- --- 2 1.  2   'z--- 2 zKUPPAM ---  2 z  '{--- 2 {KPN   2 {  {''@"Arial------ 2  15.245 KMS ---  2   '--- "2 Up JTJ Jn. Side     2 }  '- @ !- - @ !*- - @ !- - @ !- - @ !z- - @ !<{- - @ !- - @ !Z- - @ !- - @ !- - @ !- - @ !- - @ !- - @ !z- - @ !- - @ !- - @ !- 4--- 2 42.  2 4  '4z--- 2  z4KAMASAMUDRAM ---  2 2z4    2 ,z4  '4{--- 2 {4KSM   2 {4  4{''4--- 2  407.021 KMS ---  2 4  '4--- 2  4Down SBC Jn.      2 ,4Side   2 ,54  '- @ !- - @ !*- - @ !- - @ !- - @ !z- - @ !<{- - @ !- - @ !Z- - @ !- - @ !- - @ !- - @ !$- - @ !3- - @ !3- - @ !*3- - @ !$- - @ !3- - @ !3- - @ !$z- - @ !3z- - @ !<3{- - @ !$- - @ !3- - @ !Z3- - @ !$- - @ !3- - @ !3- - @ !$- - @ !3- - @ !3- '"SystemvOM iv@lv $M -- bbaa``՜.+,D՜.+,@ hp  Hewlett-Packard CompanyX, Are You suprised ?DESCRIPTION OF THE STATION:-GENERAL( LOCATION)BBISANATTAM is situated in the BANGARAPET Jn. JOLARPETTAI Jn. BrQ2.6 LEVEL CROSSINGS: - There are two level crossing gates connected with magnet Title HeadingsT 8@ _PID_HLINKSA ;_WORKING_OF_LEVEL; _WORKING_OF_LEVEL;_WORKING_OF_LEVEL  !"#$%&'()*+,-./0123456789:;<=>?@ABCDEFGHIJKLMNOPQRSTUVWXYZ[\]^_`abcdefghijklmnopqrstuvwxyz{|}~      !"#$%&'()*+,-./0123456789:;<=>?@ABCDEFGHIJKLMNOPQRSTUVWXYZ[\]^_`abcdefghijklmnopqrstuvwxyz{|}~      !"#$%&'()*+,-./0123456789:;<=>?@ABCDEFGHIJKLMNOPQRSTUVWXYZ[\]^_`abcdefghijklmnopqrstuvwxyz{|}~      !"#$%&'()*+,-./0123456789:;<=>?@ABCDEFGHIJKLMNOPQRSTUVWXYZ[\]^_`abcdefghijklmnopqrstuvwxyz{|}~     Root Entry F[ Data 1TableVWordDocument 4SummaryInformation(4{DocumentSummaryInformation8MsoDataStoreҦ [ QNWU0WAZ0==2Ҧ [ Item  PropertiesUCompObj r   F Microsoft Word 97-2003 Document MSWordDocWord.Document.89q