ࡱ>  CF:;<=>?@ABg BxbjbjVV $r<r< o6$$$$Ptx $D$,----J.$n/T/, D D D D D D D$GlJ</D/J.J.///D--4DD4CCC/-- DC/ DCCJ 0%@-PLS2:)8CxDHD8:JAJ%@J%@//C//////D/DC///D////J///////// : @9 SOUTH WESTERN RAILWAY BANGALORE DIVISION STATION WORKING DATE OF ISSUE: 20-02-2012 RULES: B. 17 /KPN Date on which Brought into force KUPPAM NOTE: 1. These Rules supersede the Station Working Rules No. B.17 Dated.04.10.04. 2. The Station Working Rules must be read in conjunction with the General and Subsidiary Rules and the Block working manual. These rules do not in any way supersede any rule in the above-mentioned books. 3. These rules should also be read in conjunction with traction working instructions for 25 KV AC Traction pertaining to "KPN". STATION WORKING RULE DIAGRAM:- The enclosed Rule diagram based on Signaling Plan and P. Way Plan shows the signaling features, track circuited portions, names of the adjacent stations, the normal setting of points and other details pertaining to day-to-day working. Complete layout of the station yard, gradients, holding capacity of individual lines, distances of adjacent stations etc. are reproduced from the enclosed layout diagram. Rule Diagram No.(SBC/SG/CN;11/2004/ALT-2Signalling Plan No(IPU.10096/PHASE-1/ALT-3P. Way Plan No(B/KPN/50Layout diagram No(B/KPN/T/28 DESCRIPTION OF THE STATION:- GENERAL( LOCATION) BLOCK STATIONS ON EITHER SIDE AND THEIR DISTANCES:- KUPPAM is situated in the BANGARAPET Jn. JOLARPETTAI Jn. Broad Gauge line at a distance of 251.469 Kms from CHENNAI CENTRAL of Southern Railway. This is a B Class station with double line working towards BISANATTAM and MULANUR. The code name of this station is KPN. 2.2 BLOCK STATIONS ON EITHER SIDE AND THEIR DISTANCES:- SL.No.ADJACENT BLOCK STATIONCODEINTER DISTANCEDIRECTION1.BISANATTAMBSM15.245 KMSUP and Down SBC Jn. end2.MULANURMAR12.040 KMSDown line on JTJ Jn. End 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 commencesPoint at which the Block section ends.KUPPAM- BISANATTAM DOWN BLOCK SECTION From down advanced starter No.5 of KPNEnds at BSLB of down line,180 m in advance of down home signal no.1A of BSMBISANATTAM- KUPPAM UP BLOCK SECTIONFrom up advanced starter no25 of BSMEnds at BSLB, 527.4m in advance of Up Home signal No. 1A. of KPN KUPPAM- MULANUR UP BLOCK SECTION From up advanced starter No.4 of KPNEnds at up outermost facing point no.58 of MARMULANUR- KUPPAM DOWN BLOCK SECTIONFrom down advanced starter No.4/2D OF MAREnds at BSLB of down line in advance of up home signal no.8 GRADIENTS: - Sl. No.Direction FromToInter distance (m)GradientsectionDn./Running line-MAR endCentre line83.3083.30M1 in 250 fallingStation sectionDn./Running line-MAR end83.30M441.2357.9M1 in 125fallingstation sectionDn./Running line-MAR end441.2-----1 in 100 falling station section and Block sectionDn./Running line- BSM endCentre line1651651 in 250 Rising station sectionDn./Running line-BSM end1651032867 -1 in 100 Risingstation section& Block sectionDn./Running line-BSM end1032-----levelBlock sectionUp./Running line MAR endCentre line210.7210.7-1 in 125 fallingStation sectionUp./Running line MAR end210.7----1 in 100 fallingStation section& Block sectionUp./Running line BSM endCentre line165165 M1 in 250 Rising Station sectionUp./Running line BSM end16510328671 in 100 RisingStation sectionUp./Running line BSM end1032----levelBlock section LAYOUT: This Station is provided with four running lines. High Level Platforms are provided for Road 1 and 4 the office of the Station Master with control Panel is provided on the platform of Road 1. Over Run lines are provided on both end of Road 1 and Sand hump is provided at SBC end of Road 4. RUNNING LINES, DIRECTION OF MOVEMENT AND HOLDING CAPACITY. Running Lines.Direction of Movement.Holding CapacityLength (CSR)Type of PFLength of PFRoad 1Up Reception and Despatch and Down Despatch(58 BOXN+2E+BV) 738mHL540mRoad 2Up Reception/ Despatch (58 BOXN+2E+BV) 738m--Road-3 Down Reception/ despatch (58 BOXN+2E+BV) 676m--Road-4Down Reception/ despatch (58 BOXN+2E+BV) 676mHL540m NON RUNNING LINES:- A dead end good siding of 120m takes off from SBC end of Road 1 at Locally worked key operated points No. 104/102 with Successive key arrangements controlled by Knob No. 57 from Panel. The goods siding is isolated from Road 1 by trap Point No. 102. 2.5.3 ANY SPECIAL FEATURES IN THE LAYOUT:- Due to the gradient of 1 in 100 falling towards MAR end, a slip siding (point No.55) is provided on the down main line, in rear of BSLB to protect the KPN-MAR block section on Down line. A slip siding point No. 56 is provided on the Up main line, in advance of Up Advanced Starter Signal No. 4 to protect the KPN-MAR block section on Up line. i) The slip siding point shall normally be set to the slip siding except when a train or shunt movement is to be carried out on the Running line. The points can be set towards the running line only when the operating handle of the Block Instrument (KPN-MAR) is turned to Line Clear position in the Train Going To dial or the Block Instrument of MAR-KPN- is in Train On Line position in the Train Coming From dial. Point free indication appears for the point No.56 or 55 the duty SM shall observe this and turn the point knob to R position and set other points on the required route, when everything is ready, Down Home signal or the Up Despatch signals shall be taken off.iii)On completion of train movement over the slip siding point, track circuit gets cleared, an alarm bell/buzzer sounds to warn the Duty SM to restore the slip siding point to normal. The alarm bell/buzzer sound would stop when the Point No.56/55 is turned to Normal position and the Normal indication appears on the panel. ii) An audio-visual (Red) indication is provided on the panel. When the Up starter is reversed without the slip siding point No. 56 reversed a buzzer will sound. iii) Individual emergency push switches with counters for the slip siding Points No. 55 and 56 are provided on the panel. The slip siding points can be set to reverse position by using the emergency push switch during failure or suspension of block instrument or block forward/block back. The duty Station Master shall turn the concerned point knob to reverse position after pressing the concerned emergency push switch which causes the Free indication to appear above the point knob and the point will set to reverse position. iv) The operation of emergency push switch shall be recorded in a separate register maintained for this purpose indicating date, time, counter number before and after use, reasons for the usage etc. Note: 1) The emergency push switches are provided with padlocks and the key shall in the personal custody of the Station Master on duty. The emergency push switch should be kept pressed while operating the slip siding points until the correct point indication is available on the panel. 2) No vehicle shall be allowed to be stabled on the running line unless it is properly secured to prevent escaping of the vehicle. 3) Stabling of vehicles on the slip siding is strictly prohibited. 2.6 LEVEL CROSSINGS: - There are three level crossing gates connected with magneto phone communication with this station. LC No. Class Dept.LocationTypeNormal PositionWhether InterlockedProvision of Tele-phoneTVU & dateLC No. 101 Spl Class Traffic.251/200-300 KPN YardLifting BarrierOpen to Road traffic.InterlockedProvided181767 DEC-09LC No. 102 A Class Traffic. 252/500-600 KPN-BSMLifting BarrierOpen to Road traffic.InterlockedProvided25303 DEC-09LC No. 103 C Class Engg259/900-260/000 KPN-BSMLifting BarrierOpen to Road traffic.InterlockedProvided33100 DEC-09 NOTE: - 1) Refer appendix A for detailed gate working instructions. 2) Station staff shall promptly attend to the telephone calls from the gate without fail as any call could also be for reporting any emergency. 3 SYSTEM AND MEANS OF WORKING: 3.1 System of working: The Absolute Block System on KPN-BSM & KPN-MAR block sections is in force at this station 3.2 The long block sections on the Up and Down lines between BISANATTAM- KUPPAM are divided into two portions each constituting a separate block section by the provision of Intermediate block posts one in each direction at Gudupulli. 3.2.1 MEANS OF WORKING: Double line Modified SGE lock and Block Instrument is provided in SMs office for KUPPAM -MULANUR Block section. Double line Modified SGE lock and Block Instrument and Track indications are provided in SMs office for KUPPAM BISANATTAM section as follows for the block working: a) Down line between LSS No. 5 and IBS signal No. 9 of KPN through Axle Counters No. 5A/C. b) Down line between IBS signal No. 9 of KPN and BSM through Double line Modified SGE Lock and Block Instrument.. c) Up line between KPN and IBS signal No. 26 of BSM through Double line Modified SGE Lock and Block Instrument. d) Up line between IBS signal No. 26 of BSM and Up LSS No.25 of BSM through axle counter indications No. 25A/C. e) BPACs are provided for KPN-MAR up and down block sections. Note: - 1) The clearance of Line for the block section between LSS and the intermediate Block Post is through Axle Counters concerned. 2) The means of obtaining Line Clear for the block section between Intermediate Block Post and the station in advance is through modified SGE block instrument pertaining to KPN-BSM. 3) The DN Advanced Starter Signal of the Station controls train movements upto the Intermediate Block Post in advance by means of Axle counter. The modified SGE Block Instrument controls movement of trains in advance of Intermediate Block Post and Station in Advance. 3.2.2 The block instruments shall be operated only by the on duty Station Master duly maintaining Train Signal Register (SR/GR 14.O7). When not in use, the block instruments shall be kept locked and their keys kept in the personal custody of duty Station Master. 3.3 CUSTODY OF KEYS: When not in use, the following keys shall be kept in the personal custody of the Station Master on duty: SM's key of the control panel. SM's key of block instruments. SM's key of double key lock on block instruments. SM's key of double key lock on the relay room. Padlock keys of point clamps. Padlock keys of safety chains. Keys of point machine lid locks. Keys of the telephones connected to SPT. Keys of point machines. Padlock keys of emergency push switches for slip siding points No. 55 & 56. Key of the padlocks on the ground lever frame of sidings. BPAC resetting box keys. The above keys except item No. a), b) & h) shall normally be kept in the glass fronted key case provided in the station house. The key case must always be kept locked and the key of the box along with key referred in item. a), b) & h) shall be kept in the personal custody of the duty Station Master. 4 SYSTEM OF SIGNALLING AND INTERLOCKING: STANDARD OF INTERLOCKING AND OTHER DETAILS:- 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, for manually operating Motor operated points, during failures. BLOCK PROVING AXLE counters on MAR end, Counters for Calling-on signal, route cancellation and emergency calling-on route cancellation are also provided. (See Appendix `B for details). 4.1.1 The operation of slip siding point points at Mulanur end of the station: Ref Para 2.5.3 for details: 4.1.2 A Down train to BSM shall not be started from KPN station, unless the track indicator at KPN shows WHITE and the Line Clear has been obtained through the Block Instrument from the Station Master at BSM. The LSS No. 5 and then the IBS signal No. 9 shall be taken OFF to despatch the said first train. 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 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 BSM. Similarly, subsequent trains shall be started one behind the other as stated above. Not more than two trains-one in each sub section-shall be available between the Block Stations KPN and BSM at any given point of time 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 Andhra Pradesh State Electricity Board 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]. Andhra Pradesh State Electricity Board (APSEB) 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) APSEB 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 APSEB 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 APSEB 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/ APSEB 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 cannot 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 without 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 /TRHone3GatemanTwo 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): 1. The line shall not be considered clear and line clear shall not be granted 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 and detonators 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 Block Section Limit Board (527.4 meters) in advance of Up Home signal No. 1A for an Up train from BSM. Up to the Block Section Limit Board (182.7 meters) in advance of Down Home signal No. 8 for a Down train from MAR. iv) The Block Proving Axle counter for the concerned section should show clear indication before granting line clear. v) Before granting line clear for an Up train from BISANATTAM, the Station Master/ KUPPAM, shall inform gate of man of engineering LC No. 103 at Km. 259/900-260/000 as detailed in HYPERLINK \l "_WORKING_OF_LEVEL"Appendix-A. 2. The on duty SM/KPN shall give his PN to SM/BSM, for an Up train to pass LSS of BSM and proceed upto IBS signal, only when he can deal the train, and the previous train has cleared/entered the block section in advance of IBS signal. 6.2.1 ANY SPECIAL CONDITIONS TO BE OBSERVED WHILE RECEIVING OR DESPATCHING A TRAIN: - 6.2.1.1 Setting of points against blocked line: - This station is provided with centralised panel for operations of points and signals. Points and signals are operated individually by point knobs and signal knobs. As soon as a line is blocked by a trains or vehicles, points leading to the line at both ends shall be set against the line and line blocked caps used on the individual point knobs leading to the line as per para 7.2 6.2.1.2 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. 6.2.1.3 Reception of train on non-signalled line: - Refer GR/SR 5.10. 6.2.1.4 Despatch of train from non-signalled line: - Refer GR/SR 5.11. 6.2.1.5 Despatch of train from line provided with common Starter Signal: - N/A. 6.2.1.6 Any other special conditions should be mentioned giving reference to the GR & SR: 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 RECEPTION SIGNALS: The reception signals shall not be taken off unless the Line is clear up to the adequate distance as detailed in Para Below:. adequate distance required for reception of train on the various roads are as follows: - 1Down Train on Road-4(a)Up to the snag dead end when Cross-Over points 51 Normal. (OR)(b)Up to the Down Advanced Starter signal No. 5 when point 51 Reverse and 50 Normal.2.Down Train on Road-3Up to the Down Advanced Starter signal No. 5 when point 51 and 50 Normal3.Up Train on Road-1(a)As 120 m from Starter signal No. 3 up to the dead end on over run line when point 54 Normal(b)Up to the Up Advanced Starter signal No. 4 when point 54 Reverse4.Up Train on Road-2Up to the Up Advanced Starter No. 4 when points No. 54 Normal. The Station Master on duty after granting line clear, shall decide the line on which train is to be received, ensure that the line including the adequate distance is clear and free from obstruction set and lock the route by operating concerned points and taking off relevant reception signals. He should ensure the correct reception signals for the required route are taken off by observing their indications on the panel Note: For the reception of a Down train on Road-3 or 4, LC No. 101 at Km 251/200-300 should be closed and secured against road traffic as detailed in Appendix-A. For the reception of an Up train on Road-1 or 2, LC No. 101 at Km 251/200-300 and LC No. 102 at Km 252/500-600 should be closed and secured against road traffic as detailed in Appendix-A. 6.3.1 RESPONSIBILITY OF STATION MASTER FOR RESTORATION OF SIGNALS TO 'ON' Station Master on duty should ensure that signal is put back to ON after the passage of every train as per GR 3.36.i (a). SIMULTANEOUS RECEPTION/CROSSING OF TRAINS: 6.4.1 While Receiving/Despatching an Up train on Road- 1 or 2, a Down train can be received/despatched on Road-3 or 4. 6.4.2 In addition to the above the following simultaneous movement are also possible: - While receiving an Up train on Road-1 with Crossover Points No. 54 Normal, an Up train from Road-2 can be despatched. While receiving a Down train on Road-4 with Crossover Points No. 51 Normal, a Down train from Road-3 can be despatched. While receiving a Down train on Road 4 with point No.51 normal, a Down train can be despatched from road 1 towards BWT side. While Despatching an Up train from Road 1 or 2 towards MAR a Down train can be despatched towards BWT side from Road 1. 6.4.3 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. DESPATCH OF TRAINS: When everything is ready to start a train towards MAR or to send a train beyond IBS signal No. KPN-9 to BSM , the Station Master on duty shall obtain line clear on modified SGE block Instrument and ensure that: In case of an Up train to MAR, LC No. 101 at Km 251/200-300 should be closed and secured against road traffic as detailed in HYPERLINK \l "_WORKING_OF_LEVEL"Appendix-A. In Case of a Down train to BSM, LC No. 102 at Km 252/500-600 should be closed and secured against road traffic and as detailed in  HYPERLINK \l "_WORKING_OF_LEVEL" HYPERLINK \l "_WORKING_OF_LEVEL"Appendix-A, and advise the engineering LC No. 103 at Km 259/900-260/000 as detailed in  HYPERLINK \l "_WORKING_OF_LEVEL" HYPERLINK \l "_WORKING_OF_LEVEL"Appendix-A. Note: SM shall ensure that the BPAC for the KPN-MAR block section is showing clear before applying for line clear. If the BPAC does not show clear, necessary action should be taken for resetting the BPAC as indicated in the Appendix (refer rule 7.2.1 of BWM 2006 of SWRly). If the resetting operation of BPAC also fails, it should be treated as block failure and action taken accordingly. The on duty SM/KPN can despatch a second Down Train to enter the portion of the block section between LSS & IBS signal No. 9 of KPN only when this portion of the block section is clear and the previous train has entered the block section in advance of the said IBS signal and he has obtained the PN from SM/BSM for the said train. Before despatching the down train SM/KPN should ensure: that the LC No. 102 at Km 252/500-600 is closed & secured against road traffic as detailed in Appendix-A and advise the engineering LC No. 103 at Km 259/900-260/000 as detailed in  HYPERLINK \l "_WORKING_OF_LEVEL" HYPERLINK \l "_WORKING_OF_LEVEL"Appendix-A. NOTE: - He shall ensure that the despatch route is clear, and then set the points and take off relevant signals on the route by operating the concerned signal knobs & point Knobs. 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 KPN. The OFF aspect of concerned LSS is the normal authority for Loco pilot to enter the block section in advance, with his train. Occasions Under Which The Authority To Pass 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 interlocked LC No. 103 Gate indication on the panel fails. During the failure of the Block Instruments on either side. During the failure of the Track Circuit/Axle counters. During the failure of the Intermediate Block Stop Signal. During the failure of the Distant at IBP in the OFF aspect. Caution Order, if any, is to be issued to the Loco pilot/Guard of departing train before taking off the signals. TRAINS RUNNING THROUGH: 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-3 and Up train Road-2). Trains carrying ISMD loads shall be dealt, as far as possible on Road-2 & 3. TIME LIMIT FOR TAKING OF SIGNALS: - i) For stopping train, approach signals shall not be taken off earlier than 5 minutes, before the probable arrival of the train. ii) For stopping train, despatch signals shall not be taken off earlier than 3 minutes, before the probable departure of the train and despatch signals should be cleared after ensuring that every thing is ready and safe. iii) For run through train, despatch and reception signal shall not be taken off earlier than 10 minutes before the probable passage of the train. 6.8 WORKING IN CASE OF FAILURES: - 6.8.1 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. 6.8.2 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. 6.8.3 FAILURE OF STARTER SIGNAL: During failure of starter signal, trains shall be despatched duly issuing written authority in Form T/369-(3b) and Proceed hand signals shall invariably be exhibited at the foot of the starter signal after ensuring correct setting of the points duly clamping and padlocking of all the concerned points for despatch. 6.8.4 FAILURE OF INTERMEDIATE BLOCK STOP SIGNAL: When the Intermediate Block Stop Signal No. KPN 9 is at ON, the Loco Pilot shall stop his train in rear of it and contact the SM/KPN 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/ BSM, while obtaining Line Clear as given below: - From: SM/KPN Station: KPN Date: To The Loco Pilot of the train (No. and Description).at IBS signal No KPN 9 The Intermediate Block Stop Signal No. KPN 9 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. KPN 9. 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/KPN Station: KPN Date: To The Loco Pilot of the train (No. and Description)at IBS signal No KPN 9 The Intermediate Block Stop Signal No KPN 9could 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. KPN 9 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 indirect means i.e: the Control Telephone/VHF set, etc. the SM shall issue a message to the Loco Pilot as follows: From: SM/KPN Station: KPN Date: To The Loco Pilot of the train (No. and Description)at IBS signal No.KPN 9. The Intermediate Block Stop Signal No. KPN 9. 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 260/000-259/900 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 OR Proceed at normal speed NOTE: 1) When ID Numbers are used, the speed restriction shall not be imposed. 2) * Message to given, as the case maybe. 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/ KPN Station: KPN Date: To The Loco Pilot of the train (No. and Description)at IBS signal No. KPN 9 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. KPN 9 at ON after ensuring the closure of LC No. 103 at Km 259/900-260/000 and proceed cautiously to BSM 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 and weather 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/ KPN on becoming aware of the failure of the Intermediate Block Stop Signal No. KPN 9 due to failure of the Stop Signal itself, 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 a Partial Interruption Certificate (PIC) 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. 6.8.5 FAILURE OF SIGNAL POST TELEPHONE ON IBS SIGNAL: If the Loco Pilot is unable to contact the SM/KPN, 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 station in advance and be prepared to stop short of any obstruction even if the FSS of the station in advance is at OFF. Thereafter be guided by its aspect. 3) The Loco Pilot shall report the matter to the SM/BSM, who in turn shall advise the SM/KPN. 6.8.6 FAILURE OF ADVANCED STARTER SIGNAL (LSS) : a)Towards BSM: -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, With the endorsement as below:- 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 shall be entered in Form T/369 (3b) b)Towards MAR 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 MAR. 6.8.7 FAILURE OF BLOCK INSTRUMENT: - During Block Instrument failure / suspension, the train shall be started duly issuing LCT. 6.8.8 Failure of 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. 6.9 WORKING OF MOTOR TROLLEY/ MATERIAL LORRY ETC. 6.9.1 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 BSM, 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. Note:- The entire section KPN & BSM is treated as ONE Block Section for this purpose 6.9.2 Un insulated trolley/lorry etc. shall not be permitted on track circuited lines. Before permitting a trolley/lorry, the Station Master 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. 6.9.3 Since a Trolley/Motor trolley, due to the lightweight may fail to actuate the track circuit, the Station Master on duty shall personally ensure that the track is clear of such vehicles before permitting a train or operating a point. 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. 6.9.4 Signals except LSS & IBS signal shall be cleared for movement of trolley/lorry/motor trolley when worked as train. Insulated trolley/lorry/motor trolley does 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. 6.9.5 Special instructions for working In KPN-BSM block section: - a) MOTOR TROLLEY/TROLLEYS FOLLOWING A TRAIN: 1) Motor Trolly/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 at BSM 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 KPN and BSM 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. 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. 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 blockedPoint Knobs on which the caps are placed.1.Road-152N, 54N2.Road-252R, 54R3.Road-353R, 51R4.Road-453N, 51N 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 supervisor Safety Caps: - With view to ensure safety in working Safety Caps are provided under the custody of duty Station Master, which shall be fixed on signal knob/point knobs, when the line/Route governed by them is occupied or otherwise, obstructed. [(Refer S.R. 5.19 (vi) & (vii) for different type of safety caps and their use)]. SHUNTING:- 8.1 General precautions: - (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 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 MAR, 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 (MAR 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.Within 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. 8.5 SHUNTING AT MAR END: a) Shunting between starters and Advanced Starter shall be carried out, by taking off the Starter signal duly issuing form T/806. b) Shunting beyond Advanced starter shall be carried out on "Block-forward" procedure issuing the shunting order Form T/806 along with shunt key. c) Shunting on the Down line beyond BSLB shall be carried out on `Block-back' procedure issuing Shunting order form T/806 to the Loco pilot and shunting is performed on hand signals. 8.5.1 SHUNTING AT BSM END: i) BLOCK FORWARD: (a) BLOCK FORWARD (BLOCK SECTION UPTO IBS SIGNAL) 1) The Portion of Block Section between Down LSS and IBS of KPN station shall be clear and free from obstruction. 2) The SM/KPN shall inform the SM/BSM about his intention to Block Forward and get his consent. 3) Necessary entries shall be made in red ink in the Train Signal Registers at KPN and BSM Stations. 4) The following endorsement shall be made on the Form T/806. Shunt upto IBS Signal No. 9 of KPN. 5) Shunting Order Form T/806 along with the LSS Key authorises the Loco pilot to pass the Down LSS of KPN Station at ON and shunt into the Portion of Block Section between Down LSS and IBS No. 9 of KPN. (b) BLOCK FORWARD - BLOCK SECTION UPTO AND BEYOND IBS SIGNAL) 1) The same procedure for Block forward on double line shall be followed as per BWM chapter 6.16. 2) The entire section between KPN-BSM shall be treated as ONE Block Section. 3) The Loco pilot shall shunt upto the FSS of the BSM station. 4) The operating handle of the Block Instrument at BSM shall be turned to TOL position. 5) LSS Key shall be extracted and given along with Form T/806. 6) A remark authorising the Loco pilot to pass the IBS Signal No. 9 at ON shall be made in the Form T/806. 7) On return to the KPN, the operating handle shall be restored to Line Closed and LSS key shall be restored. ii) BLOCK BACK: 1) The same procedure for block back on double line shall be followed as per BWM Chapter 6.16. 2) The entire section between KPN-BSM shall be treated as ONE Block Section. 3) The Loco pilot shall shunt upto FSS of the DN line of the BSM Station. 4) T/806 shall bear a remark authorising the Loco pilot to pass the IBS signal at ON while returning. 8.6 Shunting in the siding: - For shunting on goods siding, the SM shall depute the platform duty pointsman with the key of the padlock, on the ground lever frames, to unlock the padlock and to operate the two lever ground frame. Then he shall turn the knob no.57 to R position on the panel to release the control on the two lever ground frame situated near the respective point No. 104. The point No.52 should be set to reverse before releasing the control on Frame by the duty SM. 8.6.1 The platform duty pointsman shall proceed to the single lever ground frame unlock the padlock ensure appearance of the FREE indication near the ground frame and then operate the lever extract key C from the single lever ground frame, insert the key C in the key locked point No.104 and set the point pull the plunger which will release key F, insert it in the key lock of the point No.102 and pull its plunger. Now all the locally worked points No. (104/102) are set for goods siding for carrying out shunting. 8.6.2 On completion of the movement the pointsman shall set the trap point No. 102/104 to normal extract key F and insert the same in the single lever frame concerned, put back the lever to Normal. As soon as the single lever ground frame lever is normalized, the Green indication above knob no.57 will reappear on the panel. Then he shall padlock the lever frame and return to the station and handover the key to the SM. 8.6.3 The SM shall turn the knob no.57 to N position only after ensuring N (Green) light indication has appeared on the panel. As soon as knob no.57 is normalised FREE indication will disappear near single lever ground frame. Trap indicator provided on point no.102 and 104 of the siding, shall be observed by the loco pilot when carrying out shunting. If the key cannot be extracted from siding points/trap point, the pair of points must be set to normal, clamped and padlocked, and the padlock keys kept in the personal custody of the SM. Until the failure is rectified, the SM shall suspend signalled movements on Road-1 and 2, and shall be responsible for the correct setting, clamping and padlocking of points for movements in the facing direction. 8.7 PROCEDURE FOR SHUNTING DURING FAILURE OF SHUNT KEY: 8.7.1 When the shunt key cannot be extracted and shunting has to be performed necessarily, SM on duty shall issue T/806 along with an endorsement shunt key could not be extracted with PN to be handed over to the Loco pilot as the authority to perform shunting during this period. 8.8 SHUNTING DURING SUSPENSION OF BLOCK INSTRUMENT: - 8.8.1 When shunting has to be performed at that end of the Block Section over which block instrument working has been suspended, 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. 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: (A) 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. (B) 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 KPN-BSM section shall be kept in the TOL position whenever possible. The entire line between the DN LSS of KPN and the adequate distance beyond Home signal of the BSM shall be treated as one Block Section. The DN LSS and the DN 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. v. Failure of Axle Counter Block/BPAC: - Refer Annexure -1 for details. vi. Failure of MTRC: - (Mobile Train Radio communication) N/A. Procedure for emergency operation of points by crank handle: - 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.51 and 53Group-IIIPoint No. 52 & 54 Group-IVPoint No. 55. Group- VPoint No. 56If 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 FAILURE OF COMMUNICATIONS: When the block instruments, block telephone, control telephone, Railway Auto phones, BSNL phones and VHF sets between two stations have failed, total interruption of communications is deemed to be in force. During such a failure trains shall be worked under the following rules. The Station Master on duty shall clearly advise the Loco pilot and guard of the train the fact that the communications have failed. The train has to work with an authority on Form T/C 602. Trains may be allowed to enter the block sections one after the other but with a clear interval of not less than 30 minutes between the two successive trains. Fixed signals except the advanced starter may be taken off for despatch of trains. The home signal shall be taken off only after the train has been brought to a stop outside home signal. The Station Master on duty shall recover the Form T/C 602 from the Loco pilot of incoming trains and keep them safe for handing over it to the Traffic Inspector. Trains will continue to work in this manner till any one of the means of communication is restored to normal working by the competent authority. The Station Masters on duty at both the end of the block section shall exchange messages on Form T/I 602 with private numbers to satisfy themselves that all the trains, engines etc., dispatched into the concerned section from both end have cleared the section at any one end completely before granting/obtaining line clear for trains through the restored means of communication. Detailed instructions contained in SR. 6.O2 (iii) shall be strictly adhered to for working trains during total interruption of communications. In all the cases of working trains during total interruption of communications, a detailed record of timings of all trains, Engines etc., shall promptly be made in 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. SPECIAL INSTRUCTIONS DURING TOTAL INTERRUPTION OF COMMUNICATIONS BETWEEN KPN AND BSM : - 1) The procedure mentioned under SR 6.02(iii) shall be adhered to. 2) In addition to this: a) The IBS signal No. KPN 9 shall be treated as out of use. b) The LSS of the KPN station shall be suspended. c) The entire section between KPN and BSM shall be treated as ONE Block Section. d) The written authority in Form T/369- (3b) shall be issued for passing the IBS signal No .KPN 9 at ON. TEMPORARY SINGLE LINE WORKING ON DOUBLE LINE BLOCK SECTION WHEN ONE LINE IS OBSTRUCTED {SR. 6.02(iv)(a)} Whenever an accident to a train or track or other obstruction precludes the use of one of the lines on a double line section, the traffic may temporarily be worked over single line by obtaining Line Clear on Electrical speaking Instruments. When it is desired to introduce temporary single line working on double line, on electric speaking instruments, the Station Master at one end of the affected section shall on receipt of reliable information in writing that one line is clear, take steps to introduce temporary single line working, on that line in consultation with the Section Controller and the Station Master of the station at the other end of the section. If there is reason to suspect that the line over which temporary single line working is to be introduced, is also fouled or damaged, temporary single line working must not be introduced until a responsible engineering official of the rank not less than that of a JE/P.Way has inspected that section and certified that the road is safe for passage of trains. Single line working shall be introduced only when it is safe to do so.All trains will be worked in accordance with the rules for the use of electric speaking instruments on single line and Line Clear shall be obtained on the telephone attached to Block Instrument or control telephone or Railway Auto Phone or BSNL phones or VHF set. At all stations on the portion of the section on which single line working has been introduced, the Operating Handle of the Block Instruments pertaining to both obstructed and unobstructed lines shall be kept in Train on Line position through out the period single line working is in force. The Operating Handle shallbe locked also in that position with SMs key, wherever possible. In cases where it is not possible to keep the Operating Handle in Train on line position, the Block instruments shall be put out of the use and Caution Indicators hung on the handle of the Block Instruments. At the stations, if the train is running on the wrong line all fixed signals shall be kept in the On position. 9.2.6 After ascertaining that one of the lines is clear for the passage of traffic, the Station Master proposing single line working shall issue a message containing the following information under exchange of private numbers, to the Station Master at the other end of the affected section. cause of introduction of single line working; the line in which the single line working is proposed, source of information that the said line is clear, place of obstructions, restriction of speed, if any, on the line, assurance that if the train is running on the right line, the last stop signal shall be kept in the On position. and the number and the timings of the last train which arrived or left the block station issuing the message. 9.2.7 (i) On receipt of acknowledgement from the Station Master at the other end, confirmed by a Private Number, single line working may be introduced. Line Clear will be obtained on telephone attached to Block Instruments or Control Telephone or VHF and trains run on T/D 602 in accordance with the instructions contained in GR/SR and Block Working Manual. (ii) Single line working shall be introduced as follows based upon the location of obstruction S.NoLocation of obstruction between Single line working is to be introduced between 1KPN and MAR on UP LineMAR and BSM2KPN and MAR on Down LineKPN and MAR3BSM and KPN on UP LineKPN and BSM4BSM and KPN on Down LineMAR and BSMNOTE:- KPN continues to be block station in all the above situations. The Loco pilot of each train shall be handed over by an Authority (T/D 602) for Temporary Single Line Working on Double Line Section duly completing all the entries. Note: - Whenever line clear is obtained through indirect means i.e. Control Telephone/Railway Auto Phone/BSNL phones or VHF, identification number sheet shall be used OR cross checking and tallying of PNS for three consecutive trains to be done to avoid speed restriction. An endorsement will also be made in the Caution Order given to the Loco pilot of the first train to inform all Gatemen and Gangmen on the way about the introduction of temporary single line working and specifying the road on which the train will run. This information shall be conveyed through the Loco pilot of a subsequent train also, if necessary. The speed of the first train passing over the temporary single line will be restricted to 25 kilometres per hour. Subsequent trains may run at their booked speed, subject to observance of other speed restrictions imposed by Way and Work Staff. Note: The Loco pilot shall switch ON the flasher light of the train engine while running on the wrong line. In case, it is noticed by the station staff or Gatemen or Gangmen that the flasher light is not switched ON, they shall stop the train immediately. In case of a train proceeding on the right line: - The Home signal, at the station in advance of the affected section, may be taken off. In case of a train proceeding on the wrong line: - The train shall be despatched out of station on T/511 issued by the Station Master after all the facing points have been correctly set and padlocked and trailing points correctly set, over which the trains will pass. For the reception of a train approaching KPN on wrong line, SM shall prepare written authority as per SR 5.10 (i) and the competent Railway servant shall proceed on the wrong line and take stand adjacent to Home signal of right line and shall stop the train on hand danger signal and thereafter receive it into the station. All the cross over points (Facing and trailing end) in the facing direction over which the train shall proceed, while temporary single line working is in force, shall be clamped and padlocked. Resumption of normal working- On receipt of a written certificate from a responsible Engineering Official that the obstructed track is free and safe for passage of trains, the Station Master will issue a message to the other station or stations, as the case may be, under exchange of private numbers and decide, in consultation with Section Controller, the train after passage of which, normal working shall be introduced. When double line working is resumed the Block Instruments and all fixed signals, shall be brought into use immediately. An entry shall also be made in the Train Signal Register of Stations concerned showing the time double line working was suspended, time single line was introduced and the time normal working was resumed. The SM shall advise the Loco pilot of the first train entering the section after resumption of double line working to inform all Gatemen and Gangmen on the way about the resumption of normal working. All the records in connection with the temporary single line working shall be retained at the station and the Transportation Inspector of the section shall scrutinise and submit his report to the Divisional Railway Manager (Traffic) within 7 days of the resumption of normal working. 9.2.16 SINGLE LINE WORKING ON DOUBLE LINE DURING TOTAL INTERRUPTION OF COMMUNICATIONS: - {Ref: SR 6.02(iv) (b) for detailed instructions.} DESPATCH OF TRAINS UNDER AUTHORITY TO PROCEED WITHOUT LINE CLEAR TO ASSIST A CRIPPLED TRAIN: {SR 6.02(i)}. Break down special /relief train/engine shall be sent into the obstructed Block Section by issuing block ticket to proceed without Line Clear in form T/A 602. Before preparing this authority the SM shall examine the TSR, Train message books, WTT, Train notice register and Caution order advices and also contact control and the SM at the other end. Clear instructions shall be issued to Loco pilot and Guard regarding the nature of obstruction and location of obstruction or Engine/BV/First Vehicle/Last Vehicle shall be mentioned as far as known and the station to which the crippled train/engine could be moved to clear the block section. If more relief trains/engines are to be despatched into the block section subsequently, clear instructions shall be given to the Loco pilots and guards of such trains/engine etc., already allowed into the section and other relevant information. Once obstruction is removed and the line is certified by competent Railway Servant as fit and safe for the passage of trains, the duty SM shall exchange numbered messages and private numbers with his counterpart at the other side, to ensure that the block section is clear of all trains/vehicles sent into the section and then only restore normal working. All the entries relating to the train dealt on form T/A 602 shall be made in Red ink in TSR. {Ref: SR 6.02(i) for detailed instructions.} 9.3.1 BACKING OF TRAINS: A Board is fixed not less than 400 m. in advance of IBS signal facing against the direction of traffic, to read No Backing without permission. Backing a train after passing an IBS Signal is prohibited except in emergency. To back a train upto the above-mentioned board, protection shall be arranged first by placing the detonators, one at 250 m. and two detonators 10 m. apart at 500 m from the point upto which the train has to be backed. If backing has to be done beyond the above said board, the following procedures shall be strictly adhered to. The Loco pilot and Guard shall consult each other before doing so and protect the train in rear. Before backing the train, the Guard shall obtain the permission from the Section Controller through the Portable (RE) Telephone, when the train is standing far away from the IBS. Section Controller shall grant his permission to the Guard by giving a message to this effect supported by a Private Number, after the consent of the SM in rear of IBP. The SM in rear shall give a PN to the Section Controller as an assurance that he will not permit any other train to enter Block Section. If a subsequent train has already been permitted to approach IBS Signal, SM in rear shall not give his consent to back the train. If the train, to be backed, is nearer to the IBS signal, Guard can take the permission directly from the SM in rear through the SPT of IBS Signal instead of routing through the Controller. In case, a subsequent train already entered the Block Section, the same shall be brought back to the station first and the concerned train subsequently. If any difficulty is experienced in contacting the Controller or the SM in rear, the Guard shall send the Diesel Asst./Asst. Loco pilot to the nearest SM with a message containing the reasons to back the train. The SM, who gets the messages, shall inturn will give a message permitting the Loco pilot and Guard to back the train after consulting the SM at the other end. The message must have the station stamp. While backing the trains the rules pertaining to engine pushing a train, on double line, as per SR 4.12 (i) (b) (2) and SR 4.12(i) (b)(3)(ii) shall be adhered to. 9.3.2 RECEPTION OF A TRAIN ON AN OBSTRUCTED ROAD (GR & SR 5.09) Whenever trains are being received on an obstructed road the following procedures to be complied with: - If possible intimate the Loco pilot through the Station Master of the rear station. Ensure that the line is clear and free from obstruction up to the point of obstruction on the intended reception line and LC gate if any up to the point of obstruction are closed and secured against road traffic. Ensure all the points over which the train has to pass are correctly set. Ensure that no conflicting movement is permitted. Ensure that a stop hand signal is exhibited at a distance of not less than 45 Metres from the point of obstruction in the direction of approach of the train. during the failure of Up calling-on signal, ensure that the Calling on signal knob is turned to reverse while receiving the train on Up SPT or T/509 to avoid block failure. Before receiving the train on Up/Down SPT or on T/509 Station Master shall also personally ensure that, all the points over which the train has to pass are correctly set, clamped & padlocked and the padlock keys are kept with the SM on duty. The Loco pilot shall record the message in his rough journal and pass the signal at `ON'. The station Master 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 No._________ UP/DOWN _________ (Description). You are authorised to pass the UP/DOWN HOME SIGNAL No.____ at ON position cautiously at a speed not exceeding 10 KMPH and come on to Road No. ______ (in figures & words), which is obstructed. You shall bring your train to a halt at the facing points leading to the reception line/well short of obstruction (which ever is approached first) and wait for hand signals for further movement. My private number is _______ (in figure)_________________(in words) During the failure of SPT and when the train has to be received on an obstructed line. The train shall be piloted by issuing Form T/509. CAUTION ORDER: (GR/SR 4.09): - Caution Order if any shall be issued by the duty Station Master to the Loco pilot and the Guard of all trains, appropriate Entries shall be made in the Train Signal Register regarding its issue against the train's entry, Caution Order register shall be maintained by duty Station Master separately and entries brought forwarded. All these are done as per extant rules. VISIBILITY TEST OBJECT: -(GR/SR 3.61): - Any aspect of the Up starter signal of Road-1 shall constitute the visibility test object for Up/Down direction at this station. The Station Master on duty shall test the visibility by observing this object by standing at a convenient location in front of his office and take appropriate action in case of poor visibility vide GR 3.61 and SRs there under. ESSENTIAL EQUIPMENTS AT THE STATION: - The Station Master in-charge shall ensure that the prescribed number of the essential equipments listed in Appendix E is made available exclusively for train passing duties. The Station Master on duty shall be responsible to ensure that the essential equipments provided at the Station are maintained in perfect working condition exclusively for train passing duties. FOG SIGNALMEN NOMINATED TO BE CALLED IN CASE OF FOG. (GR/SR 3.64). i. In foggy or tempestuous weather or in dust storm when V.T.O cannot be seen from the SMs office, the SM shall send trained men to act as fog signalmen. The names of two members each from the operating and permanent way Group `D' staff at the station with a declaration that they know the fog signalling duties shall be maintained and updated periodically in the station Detonator Register by the Station Master. ii. The names and addresses of Group D Permanent Way staff who are trained in fog signalling duties shall be painted on the board provided for this purpose near LIST OF APPENDICES:- Appendix AWorking Of Level Crossing GatesAppendix BSystem of Signalling and interlocking and communication arrangements at the station.Appendix CAnti collision device(Raksha Kavach).Appendix DDuties of train passing staff in each shiftAppendix EEssential Equipments provided at the StationAppendix FRules for working D class stations, Halts, IBH, IBS and Outlying sidings.Appendix GRules for working of trains in electrified sections APPENDIX 1Instructions for working of BPACAPPENDIX A' A. WORKING OF LEVEL CROSSINGS. TRAFFIC LEVEL CROSSING No. 101 AT Km. 251/200-300: This is a Special class interlocked level crossing gate situated between Up/Down starters and provided with Lifting Barriers. This level crossing is normally kept open to road traffic and is under the control of Station Master/KPN. This level crossing is manned round the clock, one man each in 12Hours shift under Essentially Intermittent roster issued by DPO/SBC. Magneto Telephone Communication is provided between this LC and KPN station as detailed in Appendix B. The level crossing is provided with lifting barriers and interlocked with the Up/Down reception and Up despatch signals. Before taking off Up/Down home signal or Up despatch signal or allowing any shunt movement across the LC the Station Master on duty shall advise the gateman the particulars of the train with its number, description, direction of movement and probable time, to gate man and turn the LC control knob G1 to R position. The gateman on getting the advice from the Station Master shall acknowledge the same & lower the lifting barriers against the road traffic extract the winch key, insert and unlock the single lever frame, reverse the lever which locks the boom in the lowered position and releases the boom locking key. The boom locking key shall be inserted and turned in the RKT provided. A white light indication appears on the concerned legend "CL" marked near the LC legend on the panel. On observing the white light indication the SMs shall take off the concerned signals. Note: Before extracting the boom locking key from the single lever after lowering the booms, the gateman shall personally ensure that the booms are locked in lowered position. Immediately after the passage of the train and after signals have been put back to ON position, the stationmaster shall normalise the gate knob G1 on the panel and inform the gate man on telephone to open the Level Crossing for the passage of road traffic. When the gate knob G1 is normalised a white light (free) indication appears near the RKT. The gateman on observing the white light indication shall extract the boom locking key from the RKT, insert it in the single lever frame, normalise the single lever, then extract the winch key and operate the winch to open the LC for the road traffic. The gateman shall always operate the single lever gently. A.1.10 Failure of gate in open condition: If one or both the barriers cannot be lowered across the road traffic, SM shall be informed regarding the failure under exchange of PN and thereafter the gate shall be treated as non-interlocked gate. The gateman shall use the emergency chains with RED disc to block the road traffic and secure them by means of padlocks and RED (warning) light must be exhibited from the gateposts during night. Then the gateman shall inform the Station Master on duty for having chained and locked the level crossing against road traffic and the Station Master shall authorize train movement only after exchanging private number with the gateman for having chained and locked the level crossings without any obstruction to rail traffic. The failure will be advised to JE/SE/P. Way concerned for early rectification. During the period of failure trains movements shall be dealt with strictly according to the provisions contained in GR/SR.3.68 to 3.70. A.1.11 Failure of gate in closed condition: a) If the barriers are in lowered condition and the gateman is able to transmit gate closed indication to the SM, the trains shall be dealt normally. b) If the barriers are in lowered condition and the gate closed CL indication could not be transmitted, trains shall be dealt with as per the relevant provisions contained in GR/SR 3.68 to 3.70. A.1.12 If the barriers are in lowered condition and could not be opened due to the failure of the boom locking key, emergency Key shall be used. This key is secured in electrical key instrument in a glass fronted box, with padlock and key and is under the custody of the on duty SM. The SM on duty shall open the lock & break open the seal of the box, extract the Emergency key and arrange to use it to open the level crossing gate. Since the key is interlocked with signals, the concerned interlocked signals cannot be taken OFF once the key is extracted. These signals shall be suspended and train service dealt strictly under the relevant provisions contained in GR 3.68 to 3.70 and subsidiary rules there under duly ensuring that the gates are closed and secured against road traffic. The SM on duty shall ensure that the emergency gate key is returned to him after the use. When the emergency gate key is used, the SM on duty shall make an entry in the register specially maintained for this purpose with the details like; the time and date of use, the number of the train for which it was used, etc. Immediately after noticing the failure the TECH.ES/SE/JE/SIG. shall be advised to restore the normal working. A.1.13 In case of obstruction at/near the level crossing, the gateman shall adhere to the instructions contained in GR 16.07 and SRs there under. A.1.14 In case of failure of Magneto Telephone communication or if there is no response from the gateman, the Station Master on duty shall depute a competent Railway staff to the level crossing to ensure that the gates are closed and secured against road traffic and gate control 'G1' is transmitted as detailed in this Appendix A, before permitting any train movement. During failure of communication and interlocking the competent railway servant deputed to the level crossing shall close and secure the gate against road traffic and then exchange All Ready signal with the SM on duty, who shall then arrange for reception/despatch/shunting as per GR/SR 3.68 to 3.70. NOTE: - a)When a train / Shunt movement for which lifting barriers of LC gate have been kept closed is cancelled due to any reason the SM on duty shall immediately advise the same to the gateman on duty, duly normalising the gate Knob G1. A.1.15 If any vehicle, cattle, etc., is found trapped between the barriers in the lowered position, the barriers shall be lifted to allow them to escape and the winch key shall not be inserted in the single lever until the level crossing is clear of all obstructions. TRAFFIC LEVEL CROSSING No. 102 AT Km. 252/500-600: This is a A class interlocked level crossing gate situated between Down Advanced Starter & Up Home Signal and provided with Lifting Barriers. This level crossing is normally kept open to road traffic and is under the control of Station Master/KPN. This level crossing is manned round the clock, one man each in 12 Hours shift under Essentially Intermittent roster issued by DPO/SBC. Magneto Telephone Communication is provided between this LC and KPN station as detailed in Appendix B. The level crossing is provided with lifting barriers and interlocked with the Down Advanced Starter & Up Home Signal. Before taking off Down Advanced Starter OR Up Home Signal or allowing any shunt movement across the LC the Station Master on duty shall advise the gateman the particulars of the train with its number, description, direction of movement and probable time, to gate man and turn the LC control knob G to R position. The gateman on getting the advice from the Station Master shall acknowledge the same & lower the lifting barriers against the road traffic extract the winch key, insert and unlock the single lever frame, reverse the lever which locks the boom in the lowered position and releases the key X' from single lever frame, insert this key X, in an EKT provided in the gate lodge and turn clock wise, which gets electrically locked in the EKT and a white light indication appear on the concerned legend "CL" marked near the LC legend on the panel. On observing the white light indication the SMs shall take off the concerned signals. NOTE:- Before extracting key `X' from the single lever after lowering the booms, the gateman shall personally ensure that the booms are locked in lowered position. Immediately after the passage of the train and after signals have been put back to ON position, the stationmaster shall normalise the gate knob G on the panel and inform the gate man on telephone to open the Level Crossing for the passage of road traffic. When the gate knob G is normalised a white light (free) indication appears near the EKT. The gateman on observing the white light indication shall extract key "X" from the EKT and then unlock the single lever with key "X" and then extract the winch key and open the LC for the road traffic. The gateman should not try or use force to extract the key X from the EKT unless he gets the free indication. Emergency gate key is provided for the Level Crossing No. 102 at Km 252/500-600, in the gate lodge duly interlocked with Down Starters and Up Home signal. The emergency key is provided in glass fronted box in sealed and locked condition. Whenever emergency key is required to open the LC gate during the failure of free indication at gate lodge and unable to extract key x from the RKT gateman shall inform the same to the SM on duty under the exchange of private number. Gateman shall break open the glass fronted box and take the key for opening the LC gate. When the emergency key is taken out the concerned signals become inoperative, since the key is interlocked with Up reception signal and Down despatch signal. These signals should not be taken off once the key is extracted. Then signal shall be suspended and train services dealt strictly under the relevant provision contained in GR 3.68 to 3.70 and SR there under duly ensuring that the gates are closed and secured against the road traffic. During the period emergency key is out for use by the gateman and train service is dealt on written authority as per G.R. 3.69 to 3.70 the procedure of intimating the gateman with train particulars and exchange of private number for closure of gate shall continue. The gateman shall not communicate private number unless the level crossing gate is properly secured against road traffic by emergency gate chains and padlocks. When the emergency `X' key is used, the Station Master on duty shall make an entry in the register specially maintained for this purpose with the details like the time and date of use, the number of the train for which it was used etc., Immediately after noticing the failure, the TECH.ES /JE/SE/Sig shall be advised to restore the normal working. In case of failure of Magneto Telephone communication or if there is no response from the gateman, the Station Master on duty shall depute a competent Railway staff to the level crossing to ensure that the gates are closed and secured against road traffic and gate control 'G' is transmitted, before permitting any train movement. During failure of communication and interlocking the competent railway servant deputed to the level crossing shall close and secure the gate against road traffic and then exchange All Ready signal with the SM on duty, who shall then arrange for reception/despatch/shunting as per GR3.68 TO 3.70. and SRS there under. NOTE: - a) When a train / Shunt movement for which lifting barriers of LC gate have been kept closed is cancelled due to any reason the SM on duty shall immediately advise the same to the gateman on duty, duly normalising the gate Knob G. If any vehicle, cattle, etc., is found trapped between the barriers in the lowered position, the barriers shall be lifted to allow them to escape and the winch key shall not be inserted in the single lever until the level crossing is clear of all obstructions. The Level Crossing shall not be closed against road traffic earlier than 6 minutes before the arrival of a train or 10 minutes before the expected passage of run through train, the gates shall be closed when the train is ready to leave in case of stopping train. During shunting the gate shall not be closed for more than 10 minutes. If necessary shunting should be suspended and the road traffic shall be permitted to pass through. The train movement shall be dealt with strictly according to the relevant provisions contained in GR 3.68 to 3.70 and SR there under. If due to any defect one or both the barriers cannot be closed across the road traffic the gateman shall use the emergency chains with RED disc to block the road traffic and secure them by means of padlocks and RED (warning) light must be exhibited from the gateposts during night. Then the gateman shall inform the Station Master on duty for having chained and locked the level crossing against road traffic and the Station Master shall authorize train movement only after exchanging private number with the gateman for having chained and locked the level crossings without any obstruction to rail traffic. The same will be advised to concerned JE/SE/P. Way for early rectification. ENGINEERING LEVEL CROSSING No. 103 AT Km. 259/900-260/000. This is an interlocked C Class Engineering level crossing situated between KPN-BSM Block Section under the control of SE/P.way/KPN is provided with Lifting Barriers. The LC is normally kept open road traffic and protected by IBS signals No.KPN-9 and BSM-26. This level crossing is manned round the clock, one man each in 12 Hours shift under Essentially Intermittent roster issued by DPO/SBC. Magneto telephone communication is provided between this LC and the Duty Station Master office/KPN as detailed in Appendix B. Before granting line clear for an Up train from BSM to enter the block section in advance of IBS signal No. BSM-26 or before despatching a Down train to BSM the Station Master/KPN shall call the attention of the gateman on phone and advise him the particulars of train with its number, description, direction of movement and probable time of departure from KPN or from BSM. The gateman shall acknowledge the advice by repeating the train number, description, direction etc., and assure him that he is ready to close and lock the gates against the road traffic in time to clear the IBS signal. The details of trains including the time of advise shall be recorded by the SM on duty and the gateman in the register maintained separately at the station and at the gate lodge for this purpose. Immediately on receipt of out report for an Up train from BSM or after the departure of a Down train from KPN the Station Master/KPN shall advise the gateman, who shall close and secure the gates against the road traffic in time to clear the IBS signal. A.3.5 In case of failure of the LC gate in open condition i.e., due to the failure of lifting barriers, gate key etc., the gateman shall immediately inform the on duty station master under the exchange of private number and arrange to protect the gate by means of safety chains with padlocks and stop boards. Trains shall be piloted across the gate by the gateman on hand signals. The gate shall be treated as a non-interlocked gate and the procedures adopted for non-interlocked gate shall be adhered to both by the gateman as well as the controlling SM. A.3.6 If the gate fails in closed condition: a) If the barriers are in lowered condition and gateman is able to clear the gate signals, the trains shall be dealt normally. b) If the barriers are in lowered condition and could not be opened due to the failure of winch or locking arrangements, the emergency boom locking key provided in the key contact box, shall be extracted under the exchange of PN with the controlling SM and the gate shall be opened for the passage of road traffic. JE/SE/P.way of the section shall be informed for immediate rectification. A.3.7 If any barrier fastening or the winch mechanism goes out of order the gateman shall advise the Station Master on duty, who shall immediately give the message to the concerned official to attend the failure and restore normal working. {SR 16.06 (iii) (a) & (b)}. A.3.8 In the case of failure of telephone communication between the SM/KPN and the level crossing or when the gateman fails to respond to the telephone calls, the Station Master must adhere to SR 16.03 (iii) (b) (2) (iii), issue Caution Order to all Down stopping trains entering the block section and also advise Station Master/BSM for the issue of Caution Orders for all Up stopping trains entering the block section vide SR 16.03 (iii) (b) (2) (iii). The loco pilots must observe the instructions contained in SR 16.03 (iii) (b) (2). The Station Master shall advise the TECH.ES/JE/SE/SIG of the section for immediate rectification. The failure of the gateman to attend the telephone call shall be advised to Sr. DEN /SBC. NOTE: Run through trains need not be stopped out of course for the purpose of issue of Caution Orders (SR. 16.03 (iii) (b) (2) (iii). When a train movement is cancelled for which the gateman had been advised for closure of the gates, the SM/KPN should advise the same to the gateman on duty duly issuing a private number in confirmation of the cancellation of the movement. This PN shall be recorded in the remarks column of the Train movement register. In case failure of power supply from APSEB and AT supply at this LC, the gateman shall immediately advice the on duty SM/KPN about the failure of power supply, SM/KPN should also arrange to issue caution orders to GDR of a train(s) entering this block section from either end, informing about blank signal. The responsibility of keeping the gates closed and locked against the road traffic for the safe passage of the train without delay lies on the gateman on duty. 5. Exchange of PN between SM/KPN and gate man of this LC is a must to ensure closure of LC before authorising Loco pilot of a train to pass IBS signal at ON without a Stop. APPENDIX `B' SYSTEM OF SIGNALLING AND INTERLOCKING: - Standard-II-R Multiple Aspect Colour light, signals, with Control Panel are provided at this station. (a) Up Home Signal at a distance of 527.4 metres in rear of the Block Section Limit Board (BSLB), Distant signal at distance of 1000 metres in rear of Up Home signal are provided at BSM end, for the reception of Up train on Road-1 or 2. Down Home Signal at a distance of 182.7 metres in rear of the BSLB, Distant signal at distance of 1166.5 metres in rear of Down Home signal are provided at MAR end, for the reception of Down train on Road- 3 or 4. Up starter for Road- 1 & 2 and Up Advanced starter are provided at this station for the despatch of an Up train to MAR, Down starter for Road-1, 3 & 4 and Down Advanced starter are provided this station for the despatch of Down train to BSM. Up & Down Advanced starters are the last stop signals. Up advanced starter is interlocked with the KPN-MAR block instrument. Down Advanced starter is interlocked with concerned Axle Counters. Block Proving Axle Counters are provided for KPN-MAR up and down block sections and are interlocked with the KPN-MAR block instrument. Signal post telephones are provided below the Up & Down home signals and below IBS signal No. 9 of KPN. Intermediate Block Post is provided in KPN-BSM block section. Intermediate Block Post is provided between KPN and BSM. 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. 9 is remotely controlled from KPN. The complements of signals at an Intermediate Block Post are Distant and Home. Here Distant signals, and Home signals are provided in both Up and Down lines. Both the Distant Signals work in conjunction with the respective Home signals automatically. The Up IBS is controlled by BSM and the Down IBS is controlled by KPN. The Home Signal at an intermediate Block Post shall be provided with IB Marker and Signal Post Telephone and shall also be called Intermediate Block Stop Signal. The Portion of the Block Section between the Last Stop Signal (LSS) of KPN and at least 400 m. beyond the Intermediate Block Stop Signal is provided with Axle Counters. These Axle counters are connected to track indicators available at KPN. 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. Down LSS No. 5 of KPN shall not be taken OFF unless the said track indicators shows WHITE. The entry of trains into the Portion of the Block Section in advance of IBS signal No. 9 of KPN is controlled by the Intermediate Block Stop Signal No. 9 of KPN, which shall be interlocked with the Block Instruments at stations KPN and BSM. The Intermediate Block Stop Signal No. 9 of KPN shall not be taken OFF for a Down train unless Line Clear has been obtained from SM/BSM through the Block Instrument. BOARDS: - Board to read Loco pilots pull up to signal No. 1A if the same is at `ON'- is provided in rear of Up home signal. P markers are provided below Up & Down distant signals of KPN (1 D & 8 D) and Down distant signal of IBS signal KPN No. 9 at GDP. A white circular disc with letters IB in black is provided on down IBS signal No.9. Stop Boards on the Left Hand side are provided at the MAR end of Road-3 & 4 and at the BSM end of Road-2. Board to read Stopping trains to stop here are provided just in rear of Up starters to ensure road traffic at LC No. 101 is not blocked by stopping trains. Boards to read No backing without permission are provided in the opposite direction 400 m in advance of IBS signals. Block Section Limit Board is provided on Down line at a distance of 182.7 metres in advance of Down Home signal No. 8. All signals are on the Left hand side except Down Road 1 starter, which is placed on Right hand side. Up & Down home signals are provided with directional type route indicator to indicate the route set i.e. for Road-1 or 2 on BSM end and for Road- 3 or 4 on MAR 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. Five Groups of crank handles duly interlocked with concerned signals (except Up Advanced Starter & Down LSS) are kept in station house for operating the points during failure. Up Shunt & Down LSS Key with Station code initial & direction are provided duly interlocked with the modified SGE lock and block instruments pertaining to the Block section, which when removed does not permit taking off concerned Advanced Starter signal. THE CONTROL PANEL: The signal and points are operated from a 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. 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. i) The signal knobs for the reception and despatch signals are coloured Red 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 two positions N (Normal) and R (Reverse) . The Gate control Knob has two positions NORMAL and REVERSE and must be kept in the Normal position 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. 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. In addition to Normal and Reverse repeat indications there is a white light in between the above indications. The White light indication appears only when the point is free to be operated. 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". A `No Aspect in the signal button coloured Red is provided on the panel. Whenever the signal becomes blank a buzzer will sound in the panel. SM has to press the button to stop the buzzer and also he should take necessary action as per Para 6.3.1 (ii) of this SWR. All the signal bulbs are of LED type. If there is any failure of the bulb, the SM should promptly advise TECH.ES/JE/SE/Sig, so that the lamp can be replaced early. Track circuit indications are provided on the panel. All the signal indications are repeated on the panel. Crank handle `IN ' indication (white) and crank handle locked indication (Red) are provided on the panel. A route cancellation counter with `ON' indication lamp above it provided on the panel. The route indicators which are provided on the Up and Down Home signals also are repeated on the panel. An Voltmeter is provided over the panel to indicate the power supply voltage. Axle counter indications proving the block section are provided on the panel TRACK CIRCUITS/AXLE COUNTERS: 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 hump/Overrun lines and 4 rail length of Calling-on track in rear of Up home signal, the portions covered by the points and crossings, 4 rail length in advance of Advanced Starter signal, Local worked points taking off from running lines and track upto the end of slip siding points are track circuited. Apart from this the Axle counters area are provided with track circuits. Four Axle counters are provided on each Up & Down line on KPN-BSM block section. First Axle counter is provided in advance of LSS, Second and Third Axle counters are provided just in advance of IBS signal 400 metres apart, fourth Axle counter is provided at the end of the Block Section in Advance. The instructions for the working of BPAC are given in para B.15. Track circuit/Axle counters do not permit the signal governing the entry of the vehicles into their area from being taken `off' when any of the track circuit/Axle counter has failed or track is occupied. 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. 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. 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. 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. If the Axle Counter indication (Track indicator) displays Red Light even when the Axle Counter section is clear of trains/vehicles and the connected track indications show no illuminated indication, the Axle Counters can be reset by the SM with the cooperation of SM at the other end to restore normal working. The Axle Counters can be reset by SMs using reset button, only after ensuring that the portion of block section is clear of train/vehicles by verifying the entries in Train Signal Register In the direction of traffic, the block portion between LSS and IBS signal is reset by pressing the pair of reset button/release buttons simultaneously. The reset button is provided at the station in rear and release button is provided at the station in advance. In the direction of traffic, the block portion between IBS signal and BSLB is reset by pressing the pair of reset button/release buttons simultaneously. The reset button is provided at the station in advance and release button is provided at the station in rear. The reset and release buttons are provided in a separate sealed box. They are also provided with counters. When the pair of Reset/Release buttons provided in the SMs office on either end of block section kept pressed simultaneously, resetting process starts and a light is exhibited in the SMs office of both stations to indicate the same. After resetting process is over, the light gets extinguished and next higher number is registered on the digital counter provided near the reset button. The buttons should be kept pressed till such time the light gets extinguished. NOTE: The Axle Counter failure must be advised to Tech.ES/JE/SE/Sig of the section to attend and to reseal the Reset Button Box. In case, the resetting is not effective due to equipment failure and the red indication continues to get displayed, the JE/SE/Sig should be promptly advised in writing to rectify the fault to restore normal working. After the JE/SE/Sig has rectified the equipment failure and when he is ready to reset the axle counter, the SM on duty shall ensure from his Train Signal Register and control (if working) that the entire Up/Down line, as the case may be, is clear of trains/vehicles and then this information should be given in writing to the JE/SE/Sig to enable him to reset the Axle Counter. Red ink entry immediately below the last train entry should be made by the SMs at either end with Axle Counter No. . reset at .. (time) in the Train Signal Register. If the Axle Counter could not be reset as detailed above, the procedure mentioned in Note No.3 under Para 6.4.3 should be followed. AXLE COUNTER RESET REGISTER: - SM/KPN or SM/BSM as the case may be, shall record the details of the reset in the Axle counter Reset Register maintained at the respective places. The register shall contain the following particulars: Time and Date when Reset is done, The number of the last train on the Up/Down line between KPN and BSM. The time of the last train clearing the section. The number displayed on the digital counter before resetting is done The number displayed after the resetting, Signature of SM on duty. The outgoing and incoming SMs on duty shall record the number displayed by the digital counter, in the Station Diary, while handing / taking over charge. CRANK HANDLE: - Five crank handles for Five group of points welded with heppers key duly interlocked with the Concerned signals except Advanced Starters are normally secured in electrical key instrument provided in the panel room. The concerned crank handle should be used to operate the points during failures. Grouping of crank handles are as follows: Group-I  Point no.50Group-IIPoint no. 51, 53 and 63Group-IIIPoint No. 52,54 Group-IVPoint No. 55. Group-VPoint No. 56Each Crank handle is welded with Hepper's key duly interlocked with concerned signals (except the Up and Down advanced starters) is provided 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 cannot be extracted from its Electrical Key instrument. Before extracting crank handle SM should ensure that the working points are set to the required route from the panel, then only he shall extract the crank handle. In the point machine, lids are provided with lock to secure the keyholes. The lids should be unlocked before inserting the crank handle release lock and crank handle. The lid key and crank handle release lock key are kept in the glass-fronted box. When the crank handle is properly secured in its Electrical Key Instrument and if it is free to be extracted, a White light crank handle IN indication is displayed near the legend 'CRANK HANDLE' on the control panel. When it is not possible to extract, a Red light indication will be displayed near the concerned group. A push switch is provided near 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. The interlocking of the crank handle with the crank handle lock key is done in such a way that the crank handle cannot be inserted in to the point machine unless the crank handle lock is unlocked by the crank handle lock release key. If the points fail to set or if the points could not be set from the panel, the duty Station master shall make use of the crank handle to set the points locally. He shall keep the concerned point knob in the required position, extract the crank handle from the electrical key transmitter, take out the crank handle lock key along with the lid key from the glass fronted box and proceed to the points. On the side of the point machine there are two lids. One covering the inlet hole of the crank handle and another covering the inlet hole of the crank handle lock. The duty Stationmaster shall first open both the lids by using the lid key. Then he shall insert the crank handle lock key and unlock the same, which permits insertion of the crank handle into the point machine. He shall then insert the crank handle and crank the point to the required position, remove the crank handle and crank handle lock key and close both the holes by lids and lock the lids by lid key. He shall also ensure that the other end of the points (in case of cross over point) is in the required position. He shall clamp the points to 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 all right for the movement of the train, the Station Master shall clear the 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. Whenever the crank handle is utilised to operate a point, necessary entries in the crank handle register should be made promptly with the details like Date, time, train No., .Point No., reason, etc. and the TECH.ES/JE/SE/SIG shall be advised immediately to restore normal working early. When the TECH.ES/JE/SE/Sig require the Crank Handle to attend any repair or maintenance work, he shall give requisition, making necessary entries in the crank handle register and issuing disconnection notice in form S&T/ T.351 to SM on duty specifying the reasons thereof and the point numbers. On receipt of this requisition SM on duty shall give due consideration to train movement and hand over the point machine lid key and Crank Handle release lock Key after obtaining the requisite permission from control When the Crank Handle remains with TECH.ES/JE/SE/Sig, the concerned point on the route over which a movement is required to be done should be treated as failed and the point should be set locked, clamped, padlocked and padlocked keys retained in the personal custody of SM on duty. Whenever there is a movement over the concerned point is to be done, TECH.ES/JE/SE/Sig working at location should be advised before that movement in writing. After the work all the keys received from SM shall promptly returned to on duty SM duly inserting the Crank Handle to its normal position at the location and locking the Crank Handle location box and ensure the availability of Crank Handle IN free indication on the panel. The TECH.ES/JE/SE/Sig and SM on duty shall promptly make the relevant entries while taking over/ handing over the keys in the Crank Handle register maintained for this purpose at the station. Joint testing of the disconnected gear shall be done by the SM on duty and TECH.ES/JE/SE/Sig for the proper working of the disconnected gear. Then TECH.ES/JE/SE/Sig shall issue reconnection memo to the SM on duty to resume normal working When a crank handle remains with the TECH.ES/JE/SE/SIG, concerned points should be deemed to have failed, points should be set locally, clamped, padlocked, the padlock keys retained in the personal custody of the SM on duty and the TECH.ES/JE/SE/SIG working at the points advised, before permitting any movement over the points. SETTING OF ROUTE: To set the route and to take `OFF' signal, the duty SM when everything is alright shall unlock the panel and after ensuring the `free' indication is available shall keep the point knob in either `N' or `R' position, as required and observe the point repeat indication that the points have been correctly set and locked to the required position. Then he shall operate the concerned signal knobs to either R or S position as required. If the track circuit is clear and required LCs are closed, secured and CL indication available on the panel, the signals will clear and a row of white lights (route lights) will appear on the whole length of the route concerned on the panel. As the train enters the concerned track circuits, the respective route (White) lights successively turn to red. As the train leaves the track, the route white lights reappear. After the move has been completed, the concerned signal knob shall be normalised then the route lights get extinguished. ROUTE CANCELLATION 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 is to be cancelled. For cancelling the route signal SR. 3.36 (ii) must be adhered to. Normally after a signal has been taken off, the route shall not be cancelled. The route cannot be cancelled once a train passes the signal. If, however, it is necessary to cancel the route under SR. 3.36(ii) for any reason before the train passes the signal, the Station Master on duty must normalise the signal to "ON" aspect and the route will be cancelled automatically after a lapse of 120 seconds. For all the signals except advanced starter and starter signals, the route will be held in the locked up position for 120 seconds after the signal has been normalised. For starter signals the route will be held if:- (i) If the berthing track is occupied or (ii) Home signal is taken off ( in case of main line starter.). There is a digital counter with an indicator below the legend `Route Cancellation' provided on the panel. The appearance of the `white' light indicates the commencement of the route cancellation and disappearance of the white light indicates that the route is cancelled. The number on the digital counter will change to the next higher number. NOTE: -1. A route cancellation is permitted for only one route at a time. If any reason more than one route cancellation is required it is possible only in succession and not simultaneously. The fact may be recorded clearly in the route cancellation register. 2. Route cancellation must be done in accordance with the instructions contained in SR. 3.36(ii). 3. Every route cancellation shall be entered in the route cancellation register with the number on the digital counter with reasons for cancellation. Station Master should make an entry in the train signal register specifying the number displayed on the counter while handing over and taking over charge. The Station Master on duty should maintain the route cancellation register. An entry in detail with date & time of cancellation for train No/shunt move, reasons for route cancellation and counter reading should be made. BACK DOOR KEY OF BLOCK INSTRUMENTS: - Outer cover of each block instrument are provided with double key lock arrangements. One key of this lock shall be in the personal custody of the SM on duty and the other with the TECH/ES/JE/SE/Sig of the section. Whenever it is required to open the block instrument the TECH/ES/JE/SE/Sig shall requisition the key from the SM on duty, after making relevant entries with the signature in a separate register maintained for the purpose. On completion of the work, the block instrument shall be closed and locked and the SM's key shall be returned to the SM on duty. The SM on duty after being satisfied that the block instrument has been closed and locked with both the keys and is in good working order, shall take over the key and keep it under his personal custody. Necessary entries with signature of the SM on duty and the TECH/ES/JE/SE/Sig must be made in the register. The TECH.ES/JE/SE/Sig of the section is authorised to take the key from the SM on duty when: (a) the block section is not occupied by a train and the instrument in `LINE CLOSED' position during normal working of the block instrument. OR (b) the block working is to be restored after a failure irrespective of the position of the block instrument and occupation of the block section. The SM on duty should not operate the block instrument for train operation till such time the key is returned to him by the TECH.ES/JE/SE/Sig. CALLING ON SIGNALS: Calling on signals No. 1 B is provided below the Up Home Signal. Board with legend C is also provided just below the calling-on signal. The calling-on signal is intended to receive a train on an occupied/obstructed road or when one or more track circuit on that route have failed or when the Home Signal has failed. Before clearing the calling-on signal, the SM shall ensure that it is absolutely necessary to receive the train on that road and train can be berthed clear of the starter signals. Track circuit No. C 1T is provided at the foot of the Up Home signal. SM shall ensure that the train has occupied the concerned calling-on signal track and stops, and after ensuring correct setting of the point for the required route, Station Master shall turn the knob 1 B to clear the calling-on signal. If the calling-on signal cannot be taken off due to failure, train shall be received by means of the Signal Post Telephone provided as detailed in Para B.9, duly ensuring correct setting of points, clamping and padlocking for the required route. (i) Separate knob is provided to operate the Up calling-on signal. The knob has two positions N (Normal) and R (Reverse). Numerical counter is provided at the top corner of the panel for Up calling-on signal. (ii) In the event of failure of track circuit(s) on the route or the Up Home signal or for the reception of a train on an obstructed line, the calling-on signal can be take Off. (iii) After ensuring that the Home signal knob is in its normal position and the required route is set, on the occupation of the calling on track circuit in rear of the Home signal by the approaching train the calling-on signal knob should be operated to its R position. A white light indication displayed below the numerical counter of the respective calling on signal. After a lapse of 60 seconds the calling-on signal will assume OFF aspect, the white light indication below the counter gets extinguished and the counter registers the taking off of the calling on signal by displaying the next higher progressive number. (iv) An entry with details of the date and time of taking OFF of the Up calling-on signal, train for which it was taken OFF, the number of the reception line, reasons etc., and the numbers displayed by the corresponding counter prior to and after the operation should promptly be made and signed in the calling-on signal register maintained by the SM on duty. (v) RELEASE OF ROUTE AFTER THE COMPLETE ARRIVAL OF A TRAIN RECEIVED ON CALLING ON SIGNAL. (a) After ensuring the complete arrival of a train received on Up calling-on signal, the SM on duty shall put back the calling-on signal knob to normal, the route set will be released. This is indicated by the disappearance of the route lights, if any, on the route. (b) The SM on duty shall physically verify that the train has arrived complete well within starters/Stop boards/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. (c) Calling-on emergency route releases Button for Up direction coloured white is provided on the panel to release the route during track circuit failure other than berthing track, this button has to be pressed after ensuring complete arrival of train physically by the SM on duty duly putting back calling-on signal knob. Route will be released after a time lapse of 120 seconds. SM has to enter the counter reading with details in a Register specially maintained for this purpose. (d) Appropriate entries in the route cancellation register should promptly be made when a calling on signal route is cancelled as above said, 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 cabinet on the Up and Down HOME SIGNAL/Down IBS signal post. They are connected to similar talk back phone provided in SMs office with lock. When the concerned HOME SIGNAL/Down IBS signal has not been taken off, the Loco pilot of the approaching trains shall draw close to the HOME SIGNAL/Down IBS signal and stop. If the 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 under the telephone). This will cause on audible sound and visual indication in the Station Masters office to call the SMs attention. Station Master shall unlock the talk back phone and operate the switch of the telephone from Stand by to ON position and press the button to talk 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 Home signal/Calling on 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 and communicate the following message, which the Loco pilot shall record in the rough journal and pass the signal at ON position duly observing necessary caution. The Station Master on duty shall record the message in the train signal register below the entry for that train. To the 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. Private number (i) ( in figure) (ii) (in words) *Strike out which are not applicable. ** If it is due to failure of IBS signal procedure under para B.7.8 should be followed. NOTE: - Normally the switch of the Station Masters telephone should be in Stand BY position, only then 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. FUNCTIONS / DESCRIPTION OF KNOBS ON THE PANEL: - SIGNAL KNOBS: Knob No.Function / Description1. Up Home at BSM end to Roads 1 or 2.2. Up Starter of Road-2 MAR end3. Up Starter of Road-1 MAR end4. Up Advanced Starter MAR end5. Down Advanced starter- BSM end .6. Down Starter of Road-4 BSM end7. Down Starter of Road-3 BSM end8. Down Home at MAR end to Roads 3 or 4.9. Down IBS signal near GDP.10Down Starter of Road-1 BSM endNOTE: - Functions 1 to 8 &10 are for signals at KPN. Function No.9 for IBS signal no 9 at LC 103. POINT KNOBS: Knob No.Function Description50.Cross-Over Point connecting Up Main line & Down Main line at BSM end.51Crossover points Road-3 to Road-4 - BSM end 52Crossover points Road-2 to Road-1 - BSM end.53Points Road-3 & Trap point Road-4 at MAR end.54Cross-Over Point Road-2 & Road-1 at MAR end.55Slip siding Points on Down main line at MAR end.56Slip siding Points on Up main line at MAR end. NOTE: - Functions 50 to 56 are for points. Gate control Knobs G1 for LC No. 101 at Km 251/200-300. G for LC No. 102 at Km 252/500-600. Siding control Knobs: 57 Controls siding points-104 on 2-Lever frame-C. Up and Down Distant Signals work in conjunction with their respective home signals automatically TABLE OF MOVEMENTS RECEPTIONSM to turn KnobSl. No.DESCRIPTIONGATEPOINTSIGNAL1.To receive an Up train on Road-2.G1,G-1 A2.To receive an Up train on Road-1. with cross over points 54 Reverse.G1,G52, 541A 3.To receive an Up train on Road-1. with cross over points 54 Normal.G1,G521A 4.To receive a Down train on Road-3.G15585.To receive a Down train on Road-4. with cross over points 51 Reverse.G155,53, 5186.To receive a Down train on Road-4. with cross over points 51 Normal.G155,5387.To receive an Up train on Road-2 using Calling-on Signal.G1, G-1B 8.To receive an Up train on Road-1 using Calling-on Signal. G1,G521 B DESPATCH Sl. No.DESCRIPTIONGATEPOINTSIGNAL1.To despatch an Up train from Road-2.G1564, 22.To despatch an Up train from Road-1.G156, 544, 33.To despatch a Down train from Road-1G50,525,104.To despatch a Down train from Road-3.G-5, 75To despatch a Down train from Road-4.G515, 6 RUN THROUGH Sl. No.DESCRIPTIONGATEPOINTSIGNAL1.To run through an Up train on Road-2.G1, G564, 2, 1A2.To run through an Up train on Road-1.G1, G 56, 54, 524, 3, 1A3.To run through a Down train on Road-3.G1, G555, 7, 84.To run through a Down train on Road-4.G1, G55, 53, 515, 6, 8 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 The Station Master in-charge: - Apart from his rostered duty, he also responsible for maintenance of station records and shall ensure the availability of essential equipments in good working order for day-to-day working. The Station Master on duty:- He is over all in-charge for train / shunting operations at the station during his duty hours. He shall ensure proper co-operation is maintained by all staff under his control in the respective shift duty, personally operate the control panel, consult control regarding train movements and act according to his instructions, provide timings and other particulars pertaining to the train movements, maintain prescribed registers, caution orders etc., keep necessary isolation as required and adhere to all instructions relevant to him, as laid down in the SWR, GRS, BWM and other instructions issued from time to time through circulars. Pointsman / TRH / Trained SCP: - He shall clean the points regularly, assist the Duty Station Master in issuing Caution Order/Memos to receive a 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, he shall obtain signature of the guard of stopping train in train intact register and also carry out any other instructions issued to him by Station Master. Gate man: - The gatemen shall adhere to the instructions issued to him by the duty SM. He should be responsible for prompt opening and closing of LC gates for safe passage of train as detailed in Appendix A. He shall also keep the gate lamps lit and ensure that the gate lamps are burning brightly from sun-set to sun-rise and also keeping the flanges clean and the gate premises clean & tidy. He has to keep the essential equipments ready for use whenever required and he should stand in front of the gate lodge, observe the train, passing through the LC and report to the SM on duty. If Tail Board/Tail lamp is not available or if he notices anything unusual and unsafe 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 LIST OF ESSENTIAL EQUIPMENTS Sl. No.DescriptionStationEach LC gate at Km 101 @km.251/200-300 & 102 @ km. 252/500-600Hand signal flags4 red 4 green2 red 1 greenHand Signal Lamps43Detonators2010Fire buckets with sand2-Fire buckets with water2-Skids4-Safety chains with padlocks and keys2-Caution in force boards2-Line block caps2- Line Blocked caps2-Rusty Rail caps2-Trolley/lorry on line caps for panel.2-Pouches for shunt keys2-Clamps with padlocks and keys4-Station Bell1-Wall clock11Emergency gate chain with padlock-2Stop board-2Tommy bar-1Pot / Bucket-1Red poles-1Banner flags with poles-2Tools list-1Staff to fix RED light-2 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 \* MERGEFORMAT 1 B.17/KPN (J. 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nrEƀTf)^r`a$gdvgi22e2KY$ & F nrEƀTf )^r`a$gdvgiY$ & F nrEƀTf )^r`a$gdvgie222233sk$a$gdvgi $nx^na$gdvgi $ ^ a$gdvgi$ & F nr^r`a$gdvgiY$ & F nrEƀTf )^r`a$gdvgi34 4M460777Y;;|jjj\ $nx^na$gdvgi$nx^n`a$gdvgi  nn^ngdvgi & FN nn^n`gdvgi$n^n`a$gdvgiQ$nEƀTf^n`a$gdvgi {4|4555556666"6%6(66666677777"7/707475767;7K7N7i7ݻͻݻͨݻݝwlaUh0h 5OJQJh0hc=OJQJh h OJQJhbr5OJQJ\h OJQJhbrOJQJh0h4`HOJQJh0h OJQJ$hP5CJOJQJ\^JmH sH "h0h)9g5CJOJQJ\^JhPCJOJQJ^JmH sH h0h)9gCJOJQJ^J%h0h)9gB*CJOJQJ^Jph!i7l7777777888888%8(8485868>8`8k88888"9.9a9d999y:|::::;2;5;:;=;X;Y;Z;; ??Bíh0h,gCJOJQJ^J"h0h,g5CJOJQJ\^J*h0h,g5CJOJQJ\^JmH sH h0h OJPJQJh OJQJh3OJQJhOOJQJh0h OJQJh0h 5OJQJ0;;s<t<z>{>>>>A??@,@@@*CJOJQJ^J$h?+h?+CJOJQJ^JmH sH h?+CJOJQJ^JmH sH h,gCJOJQJ^JmH sH h0hOCJOJQJ^Jh0h,gCJOJQJ^Jh0h,g5CJOJQJ\h0h,gCJOJQJh0h,g5OJQJ\h&QOJQJh0h,gOJQJ ZK[KZM[MMN3R4R5R6RfRmRRRR $Ifgdvgi n^n`gdvgi nn^n`gdvgi Lnn^n`gdvgi$ Lnn^n`a$gdvgiRRRRR&S]TTTT $Ifgdvgikd$$IfTl4H\t #044 layt^T&S'S)SCS_SSaXXXX $Ifgdvgikd$$IfTl\t #044 layt^TSSSSS8T_VVVV 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nnxEƀTf)^n`a$gdvgi:[$ & F nnxEƀTf..^n`a$gdvgi$ & F nnx^n`a$gdvgiO$8xEƀTf)^8a$gdvgi^_wx$ & F nn^n`a$gdvgi$a$gdvgiY$ & F nnEƀTf..^n`a$gdvgixKC$a$gdvgiY$ & F nnEƀTf..^n`a$gdvgiY$ & F nnEƀTf.^n`a$gdvgi78qe $`a$gdvgi$nWx^n`Wa$gdvgi$ & F Snn^n`a$gdvgi$a$gdvgiY$ & F nnEƀTf..^n`a$gdvgi89#tu*+,y ,rw颚|nh0hC-5OJPJQJh>6OJQJh>6hC-OJQJh 4h 4OJQJh;OJQJh 4hC-OJQJh0h;OJQJhC-OJQJh;h;OJQJh;h>6OJQJh;hC-OJQJh 4OJQJh0hC-5OJQJh0hC-OJQJ'8([$ & F nnWxEƀTf)^n`Wa$gdvgi$a$gdvgi$ 8nbx^n`ba$gdvgi]$ & F SnnxEƀTf..^n`a$gdvgiG}G[$ & F nrxEƀTf..^r`a$gdvgi[$ & F nnWxEƀTf)^n`Wa$gdvgi}uoo$ & F nrx^r`a$gd;$ & F nrx^r`a$gd>6[$ & F nrxEƀTf..^r`a$gdvgi+,y5[$ & F nrxEƀTf ..^r`a$gdvgi$ nrx^ra$gd;[$ & F nrxEƀTf ..^r`a$gdvgiymm$ & F nnx^n`a$gdvgi$ & F nnx^n`a$gdvgi[$ & F nLxEƀTf.^L`a$gdvgiq$ |^`|a$gdvgi$ & F nnxx^n`a$gd>6]$ & F nnxxEƀTf..^n`a$gdvgi,-y$a$gdvgi$ @v^`va$gdvgi$0^`0a$gdvgiY$ & F nnEƀTf..^n`a$gdvgi-$%+,7Y$ & F nnEƀTf..^n`a$gdvgi$ nn^n`a$gdvgiY$ & F nnEƀTf..^n`a$gdvgi,34qr7+ $^a$gdvgiY$ & F nnEƀTf ..^n`a$gdvgi$ nn^n`a$gdvgiY$ & F nnEƀTf ..^n`a$gdvgiwzKe{|%&'(89=PTab翴窠窆yiyiy_REh0hFCJOJQJhF5CJOJQJ\hC-CJOJQJh0hC-5CJOJQJ\h0hC-CJOJQJh0h;OJPJQJh0h>6OJPJQJh>6OJPJQJhC-OJPJQJh0hC-OJQJh0hC-5OJPJQJ\h0hC-5OJPJQJhxyOJPJQJh0hC-OJPJQJh!}"5OJPJQJr{|fgym $S^Sa$gdvgi $n^na$gdvgiY$ & F n`EƀTf ..^``a$gdvgi$ ^a$gdvgi$n^n`a$gdvgig;a$ & F? pn75$7$8$9DEƀTf.H$^7`a$gdvgia$ & F? pn75$7$8$9DEƀTf.H$^7`a$gdvgiI'a$ & F? pn75$7$8$9DEƀTf.H$^7`a$gdvgi$75$7$8$9DH$^7a$gd>6a$ & F? pn75$7$8$9DEƀTf.H$^7`a$gdvgiIs;a$ & F? pn75$7$8$9DEƀTf.H$^7`a$gdvgia$ & F? pn75$7$8$9DEƀTf.H$^7`a$gdvgi&'(8*V & F nnEƀTf.^n`gdvgi$a$gdvgi$n5$7$8$9DH$^na$gd;a$ & F? pnn5$7$8$9DEƀTf.H$^n`a$gdvgi89buP$$   Y$5$7$8$9DH$Ifa$gdvgi & F% nnd^n`gdvgi[ & F% nndEƀTf..^n`gdvgi$ nn^n`a$gdvgi  }( 6  Ǽؼؠ؏؂xmemYmh0hC->*OJQJh*COJQJh0hC-OJQJh;CJOJQJh0hC-CJOJQJ!hFKHOJQJ\^JmH sH hFKHOJQJ^JmH sH h0hFOJQJ\h0hFOJQJ hFhFKHOJQJmH sH $hFhFKHOJQJ^JmH sH 'hFhFKHOJQJ\^JmH sH "$$   Y$5$7$8$9DH$Ifa$gdvgi($   Y$5$7$8$9DH$If]a$gdvgia<<<<$$   Y$5$7$8$9DH$Ifa$gdvgikd)K$$Ifl\ & O064 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" # $ % & ' ( ) * + , - . / 0 1 2 3 4 5 6 7 8 9 : ; < = > ? @ A B C D E F G H I J K L M N O P Q R S T U V W X Y Z [ \ ] Oh+'0j  8 D P \hpxAKASH Normal.dotmuser358Microsoft Office Word@ۀ@*eS@I&@p(S6\Gph Rtp (4  d.@Times New Roman---  2 2c1  2 2c  c' 2 AcB.17/KPN    2 Ac  c'@Garamond---@Times New Roman--- @Times New Roman--------------------- 2 Lc  2 gc   2 mc( %2 rcJ. CHANDRA SHEKAR  ---  2 c ---  2 c)  2 c E 2 Kc  g2 R=c   2 c   2  c(---  2 %c --- 2 ( cK.E.ANSAR    ---  2 mc ---  2 rc)---  2 wc  c'------------- 2 +Lc --- 2 +Yc --- 2 +f c --- 2 +cDSTE/SBC    2 +hc  2 +*cDOM/SBC  ---  2 +jc  c'  2 :Lc  c'@"Verdana---  2 Yc  @"Verdana---  2 iLc   +2 y(cSOUTH WESTERN RAILWAY       2 yc   &2 :cBANGALORE DIVISION       2 c    2 Lc    2 Lc  @"Verdana------ "2 LcSTATION WORKING      2 c   2 c 0  2 c 0  2 <c 0  2 lc 0 2  c  "2 cDATE OF ISSUE:   --- 2 @c20   2 Rc- 2 Yc02   2 kc- 2 rc2012 ---  2 c  --- 2 LcRULES:   ---  2 cB --- 2 c. --- 2 c17 ---  2 c  2 c/KPN   2 c   2 c 0  2 c 0  2 <c 0  2 lc 0 2  c  2  cDate on which    2 -c    2 Lc   2 Qc +  2 |c 0  2 c 0  2 c 0  2 c 0  2 <c 0  2 lc 0  2 c 0  2 cB %2 crought into force  2 Fc  ---  2 Lc  @"Verdana--- 2 LcKUPPAM   2 c  --- 2 LcNOTE:    2 c  --- 2 +rc1.  2 +c  Y2 +4cThese Rules supersede the Station Working Rules No.    --- 2 +cB.17  ---  2 +'c   2 +,cD  2 +5cated  2 +Sc. 2 +Xc04.10.04---  2 +c.  2 +c  --- 2 Crc2.  2 Cc  |2 CKcThe Station Working Rules must be read in conjunction with the General and               2 SMcSubsidiary Rules and the Block working manual. These rules do not in any way              :2 dcsupersede any rule in the above  2 dpc- #2 dwcmentioned books.   2 dc   2 |rc3.  2 |c  D2 |&cThese rules should also be read in con  S2 |0cjunction with traction working instructions for    --- =2 !c25 KV AC Traction pertaining to "   --- 2 wcKPN --- 2 c".  2 c  @"Verdana---@"Arial- - - ------  2 Lc1 - - -   2 Vc &---  2 |c  72 cSTATION WORKING RULE DIAGRAM:          2 c-  2 c  ------ }2 LcThe enclosed Rule diagram based on Signaling Plan and P. Way Plan shows the                 g2 =csignaling features, track circuited portions, names of the ad  52 -cjacent stations, the normal    [2 5csetting of points and other details pertaining to day  2 c- 2 cto  2 c- 72 cday working. Complete layout      2 Scof the station yard, gradients, holding capacity of individual lines, distances of              d2 ;cadjacent stations etc. are reproduced from the enclosed lay  2 ) cout diagram.   2 |c   2 c  +M--- #2 (M+Rule Diagram No.        2 (&M+  '+rN@Wingdings- - - - - -   2 &UNr+---  2 &dNr+  '+r--- +2 (r+SBC/SG/CN;11/2004/ALT    2 (er+-  2 (mr+2   2 (wr+  '- @ !- - @ !- - @ !- - @ !M- - @ !$N- - @ !r- - @ !.s- - @ !- - @ !- - @ !- - @ !M- - @ !r- - @ !- LM+--- &2 8+MLSignalling Plan No       2 8++ML  'Lr+N- - -   2 6UN+rL---  2 6dN+rL  'L+r--- "2 8r+LIPU.10096/PHASE     2 8Hr+L-   2 Ir+L1/ALT    2 Ir+L-   2 Ir+L3   2 Ir+L  '- @ !+- - @ !+- - @ !+M- - @ !$+N- - @ !+r- - @ !.+s- - @ !+- - @ ! ,- - @ ! ,M- - @ ! ,r- - @ ! ,- ]ML---  2 YLM]P. Way Plan No       2 YLM]  ']rLN- - -   2 WUNLr]---  2 WdNLr]  ']Lr--- 2 YrL]B/KPN/50   2 YrL]  '- @ !L- - @ !L- - @ !LM- - @ !$LN- - @ !Lr- - @ !.Ls- - @ !L- - @ !M- - @ !MM- - @ !Mr- - @ !M- nM]--- %2 j]MnLayout diagram No       2 j1]Mn  'nr]N- - -   2 hUN]rn---  2 hdN]rn  'n]r--- 2 j r]nB/KPN/T/28   2 jr]n  '- @ !]- - @ !]- - @ !]M- - @ !$]N- - @ !]r- - @ !.]s- - @ !]- - @ !^- - @ !m- - @ !m- - @ !m- - @ !^M- - @ !mM- - @ !$mN- - @ !^r- - @ !mr- - @ !.ms- - @ !^- - @ !m- - @ !m- ---  2 {c  @Times New Roman- - - @"Arial---- - -   2 Lc2---  2 Sc )--- 2 |c  42 cDESCRIPTION OF THE STATION:         2 c-  2 c  - - -  2 Lc2.1---  2 ]c --- 2 |c   2 c  &2 cGENERAL( LOCATION)    ---  2 :c  --- ;2  cBLOCK STATIONS ON EITHER SIDE AN       &2 cD THEIR DISTANCES:       2 kc----  2 rc --- 2 ~cKUPPAM ---  2 c  2 cis  ------ #2 csituated in the    ---  2  cBANGARAPET Jn.   ---  2 c   2 c  2 c --- 2  cJOLARPETTAI   ---  2 c --- 2 cJn. ---  2 $c  ,2 .cBroad Gauge line at a      --- 2  cdistance of --- 2 c251.469  ---  2 &c  2 - cKms from   --- 2 rcCHENNAI ---  2 c --- 2 cCENTRAL  --- :2 cof Southern Railway. This is a     ---  2 c---  2 cB --- +2 c Class station with   --- 2 8cdouble  ---  2 ic  +2 pcline working towards   --- 2  cBISANATTAM   ---  2 _c  2 fcand --- 2 cMULANUR  --- 2 c.  ---  2 cT  =2 !che code name of this station is  --- 2 zcKPN --- 2 c.   2 c    2 )c  --- 2 ALc2.2   2 Am c  V2 A2cBLOCK STATIONS ON EITHER SIDE AND THEIR DISTANCES:                2 APc----  2 AWc   2 A`c  ---  2 YUc  c' @ Verdana--@"Verdana--- c'MunN--- 2 [NnSL.   2 kNnNo.   2 kNn  'nzN--- 2 [NznADJACENT    2 [Nzn E 2 [CNznBLOCK   nzN' 2 kNznSTATION     2 kNzn  nzN''nN{--- 2 c{NnCODE   2 c{Nn  'nN--- 2 [NnINTER     2 kNnDISTANCE     2 kNn  'nN--- 2 c NnDIRECTION     2 coNn  '- @ !M- - @ !M- - @ !*M- - @ !M- - @ !M- - @ !My- - @ !<Mz- - @ !M- - @ !]M- - @ !M- - @ !M- - @ !M- - @ !M- - @ ! N- - @ ! N- - @ ! Ny- - @ ! N- - @ ! N- - @ ! N- o--- 2 o1.  2 o  'zo--- 2  ozBISANATTAM   ---  2 oz  'o{--- 2 {oBSM   2 {o @ Verdana---- @ !-  o{''o--- 2 |o15.245   --- 2 oKMS ---  2 o  'o--- 2 | oUP and Down     2  oSBC Jn. end     2 to  '- @ !n- - @ !*n- - @ !n- - @ !n- - @ !ny- - @ !<nz- - @ !n- - @ !]n- - @ !n- - @ !n- - @ !n- - @ ! o- - @ ! o- - @ ! oy- - @ ! o- - @ ! o- - @ ! o- --- 2 2.  2   'z--- 2 zMULANUR  ---  2 z  '{--- 2 {MAR   2 { - @ !-  {''--- 2 12.040   --- 2 KMS ---  2   '--- 2 Down li  2 ^ne on    2  JTJ Jn. End    2 s  '- @ !- - @ !*- - @ !- - @ !- - @ !y- - @ !<z- - @ !- - @ !]- - @ !- - @ !- - @ !- - @ ! - - @ !- - @ !- - @ !*- - @ ! - - @ !- - @ !- - @ ! y- - @ !y- - @ !<z- - @ ! - - @ !- - @ !]- - @ ! - - @ !- - @ !- - @ ! - - @ !- - @ !- '"SystemwPj 2w@5wdx -- ccbbaa՜.+,D՜.+, hp  HOMEj>m   KUPPAM DESCRIPTION OF THE STATION:-GENERAL( LOCATION)ABSTRACT MESSAGEDate_________Time_________To APPENDIX A'A. WORKING OF LEVEL CROSSINGS. Title Headings  8@ _PID_HLINKSA0;_WORKING_OF_LEVEL;_WORKING_OF_LEVEL;_WORKING_OF_LEVEL; _WORKING_OF_LEVEL;_WORKING_OF_LEVEL;_WORKING_OF_LEVEL;_WORKING_OF_LEVEL;_WORKING_OF_LEVEL  !"#$%&'()*+,-./0123456789:;<=>?@ABCDEFGHIJKLMNOPQRSTUVWXYZ[\]^_`abcdefghijklmnopqrstuvwxyz{|}~      !"#$%&'()*+,-./0123456789:;<=>?@ABCDEFGHIJKLMNOPQRSTUVWXYZ[\]^_`abcdefghijklmnopqrstuvwxyz{|}~      !"#$%&'()*+,-./0123456789:;<=>?@ABCDEFGHIJKLMNOPQRSTUVWXYZ[\]^_`abcdefghijklmnopqrstuvwxyz{|}~      !"#$%&'()*+,-./0123456789:;<=>?@ABCDEFGHIJKLMNOPQRSTVWXYZ[\]^_`abcdefghijklmnopqrstuvwxyz{|}~      !"#$%&'()*+,-./013456789DEHRoot Entry FPQSGData %1TableU,LWordDocument $SummaryInformation(0jDocumentSummaryInformation82MsoDataStore-SPLSGAEISY0==2-SPLSItem  PropertiesUCompObj r   F Microsoft Word 97-2003 Document MSWordDocWord.Document.89q