ࡱ> {~tuvwxyzg LbjbjVV 4r<r<2&&&&&&&&8,'*L& jT242222333       $ |& &33333& &&224; (DDD3&2&2 D3 DD` 2 .Tj|6&p c < ^7>7$ll7&l33D33333& & A:333 33337333333333 %: @9 SOUTH WESTERN RAILWAY BANGALORE DIVISION Station Working Rules: Date of Issue:05-02-2012 No. B18 /MAR. Date on which brought into force: MULANUR NOTE:- 1. These Rules supersede the Station Working Rules B.18/MAR dated 24-05-2005. The Station Working Rules must be read in conjunction with General and Subsidiary Rules and Block Working Manual. These rules do not in any way supersede any rule in the above-mentioned books. 3. These station working rules shall be read in conjunction with traction working instructions issued to suit 25KV AC RE pertaining to this station. 1. STATION WORKING RULE DIAGRAM:- The enclosed Rule diagram based on Signalling Plan and P. Way Plan shows the signalling features, track circuited portions, names of the adjacent stations, the normal setting of points and other details pertaining to day-to-day working. Complete layout of the station yard, gradients, holding capacity of individual lines, distances of adjacent stations etc. are reproduced from the enclosed layout diagram. Rule Diagram No.(SBC/RD/MAR/18/Alt-5Signalling Plan No(IPU.1091ALT-2P. Way Plan No(B/MAR/31Layout diagram No(B/MAR/T/5 DESCRIPTION OF THE STATION:- GENERAL( LOCATION) MULANUR is situated on the Jolarpettai - Bangalore City broad gauge line at a distance of Km.239.42 from Chennai Central. This is a 'B' class station on Double Line Electrified section. On JTJ side the up block section is between MAR-SKPT, Down Block section is between PU and MAR. On Bangalore side both Up and Down block sections are between MAR and KPN. This station is provided with four running lines with High - level platform on Road No. 1 and Rail level island platform between Road 3&4. The Office of the Station Master is situated on the platform of Road No. 1 and the code of this station is MAR. 2.2 BLOCK STATIONS ON EITHER SIDE AND THEIR DISTANCES:- KUPPAM at a distance of 12.040 kms. on the Up and Down line on the Bangalore city Junction side and PATCHUR at a distance of 11.100 kms. on the Down line and Somanayakanpatti at a distance of 19.264 KMs. on the Up line on Jolarpettai junction side are the adjacent block stations. There is no 'D' class station in either of the block section. However PU is the non-block station on Up line. . SL.No.ADJACENT BLOCK STATIONCODEINTER DISTANCE.DIRECTION1.KUPPAMKPN12.040 KMsUP and Down on SBC Jn. side2.PATCURPU11.110 KMsDown line on JTJ Jn. side3SOMANAYAKANPATTISKPT19.264 KMsOn Up JTJ Jn. side 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.MULANUR KUPPAM Down block sectionDown Advanced starter No4/2D of MARDown BSLB of KPNKUPPAM-MULANUR up block section Up Advanced starter No.4 of KPNUP outermost facing point No.58 of MARMULANUR PATCUR Down block sectionDown Advanced starter No5 of PUBSLB in advance of DN Home signal No.1A of MARMULANUR SOMANAYAANPATTI up block section up advanced starter No5 of MAR. Outermost point No.54 of SKPT GRADIENTS: - Sl. No.Direction FromToInter distance (m)GradientsectionDn./Running line-PU endCentre line152152LevelStation sectionDn./Running line-PU end1525754231 in 260 fallingstation sectionDn./Running line-PU end5751075.38500.381 in 125 falling station section and Block sectionDn./Running line-PU end1075.3814502525.38LevelBlock sectionup./Running line-SKPT endCentre line165 M165 M -1 in 2160 fallingstation sectionUp./Running line SKPT end165 M588.8423.81 in 260 fallingStation Up./Running line SKPT end588.8B/S-1 in 86 fallingBlock sectionDN/Running line-KPN endCentre line74M74MLevelStation sectionDN./Running lineKPN end74 M928.9M854.9M1 in 270 Rising Station sectionDN./Running lineKPN end end928.9M1878.9m9501 in 240 RisingBlock sectionDN./Running lineKPN end end1878.9m3428.9m1550m1 in 132 RisingBlock sectionUp./Running line KPN endCentre line8 m8 m1 in 2160 RisingStation sectionUp./Running line KPN end8 m328m320 mLevelStation sectionUp./Running line KPN end328 m1058 m730 m1 in 260 RisingStation sectionUp./Running line KPN end1058----1 in 180RisingBlock section LAYOUT: This Station is provided with four running lines. Road 1 and 2 for the reception and dispatch of Down trains and Roads 3 and 4 for the reception and despatch of an Up trains. Road No. 1 is provided with High level platform and Road No. 3 and 4 are provided with Rail level island platform. A through siding takes off from Road No. 4 with key locked points No. 100 and 103. Two emergency cross over Points are provided between Up and Down line at BWT end. Slip siding points are provided on the Up and Down line at a distance of 162.50 Mtrs in advance of down outer most facing point No. 53 on Down line and at 145 Mtrs. in advance of point No. 52 on Up line at JTJ end. . The office of the Station Master is on platform of Road-1. RUNNING LINES, DIRECTION OF MOVEMENT AND HOLDING CAPACITY. Running Lines.Direction of Movement.Holding CapacityLength (CSR)Type of PFLength of PFRoad 1Reception and Despatch of Down trains(58 BOXN+2E+BV) 686mHL240mRoad 2Reception and Despatch of Down trains(58 BOXN+2E+BV) 686m--Road-3 Reception and despatch of UP trains(58 BOXN+2E+BV) 669.5mRL (ISLAND)195mRoad-4Reception and despatch of UP trains(58 BOXN+2E+BV) 669.5mRL (ISLAND)195m NON RUNNING LINES:- A through siding taking off from Road No. 4 with locally operated key locked points No.100/103 and isolated from the running line by trap point No.101/102 and controlled by knob No. 57 from the panel. The holding capacity of this siding is 8 vehicles (110m). 2.5.3 ANY SPECIAL FEATURES IN THE LAYOUT:- i) Due to the steep falling gradient at JTJ end of the Station, there is a slip siding on Up line in advance Point No. 52, and another slip siding on Down line in advance of Down Home signal. 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 (MAR-SKPT) is turned to Line Clear position in the Train Going To dial or the Block Instrument of PU-MAR is in Train On Line position in the Train Coming From dial. Point free indication appears for the point No.50 or 51, 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.50/51 is turned to Normal position and the Normal indication appears on the panel. iv) An audio-visual (Red) indication is provided on the panel. When the Up starter is reversed without the slip siding point No. 50 reversed a buzzer will sound. v) Individual emergency push switches with counters for the slip siding Points No. 50 and 51 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. 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 be 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. No vehicle shall be allowed to be stabled on the running line unless it is properly secured to prevent escaping of the vehicle. 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. 97, Class B1 Egg.233/200-300 MAR-SKPT (Up line)Lifting BarriersOpened to road trafficInterlockedProvided with MAR29220 Of Dec-09LC No. 98, Class Spl Engg241/500-600 MAR- KPN (Up & Dn Line)Lifting BarriersOpened to road trafficInterlockedProvided with MAR248852 Of Dec-09LC No. 99, Class A Engg246/500-600 MAR- KPN (Up & Dn Line)Lifting BarriersOpened to road trafficInterlockedProvided with MAR41360 Of Dec-09 NOTE: - 1) Refer appendix A for detailed gate working instructions. Station staff shall promptly attend to the telephone call from the LC gate without fail as any call could also be for reporting any emergency. SYSTEM AND MEANS OF WORKING: SYSTEM OF WORKING: The Absolute Block System is in force on MAR-PU,MAR-SKPT & MAR-KPN block sections. MEANS OF WORKING: -Double line Modified SGE lock & Block Instruments for MAR-PU block section for down line and for MAR-SKPT FOR UP LINE Double line Modified SGE lock & Block Instruments for MAR-KPN up and down block sections are provided in SMs office. Only the Station Master on duty shall operate the Block instruments / Block Telephone / SPT / Panel for train movements and the instruments shall be kept locked after each operation and the keys being kept in his personal custody. The SM shall operate block instrument in the manner laid down in BWM, he shall maintain train signal register (TSR) as per GR / SR14.07 and make entries instantly and sign against each such entry. 3.3.0 The off aspect of the Advanced Starter signal constitutes the authority to proceed for the Loco Pilot of the departing train to enter into the Block Section ahead. Up and Down Advanced Starter signals are the Last Stop Signals and they are inter locked with respective Block Instruments. The Advanced Starter signal can be taken `OFF only when the line clear has been obtained through the block instrument pertaining to the Block Section in advance. CUSTODY OF KEYS The following keys shall normally be kept in the personal/safe custody of the station Master on duty. a) SMs key of the centralised control panel b) SM's key of block instruments. c) SMs keys of double key lock on the block instruments. d) Padlock keys of point clamps. e) Padlock keys of safety chains. f) SMs key of the double key lock pertaining to relay room. g) Up and down Shunt keys. Keys pertaining to telephones connected to SPT. Generator room key. Key of padlock on the single lever ground frame (Siding). keys of point machine lid cover lock and Crank Handle release lock. BPAC Reset Box keys. m) Padlock keys of the Emergency push switch of Point No. 50/51. The above keys except item No. a, b and h shall normally be kept in the glass fronted key case provided in the Station House. The glass fronted case must always be kept closed locked and the key of the case along with keys referred vide item (a) (b) and (h) shall be kept in the personal custody of the duty Station Master. SYSTEM OF SIGNALLING AND INTERLOCKING This station is provided with standard- II-R Multiple Aspect Colour Light Signalling arrangements with Distant, Inner Distant Home, Starter and Advanced Starter signals in each direction. The entire yard is track circuited, Calling-on-Signal & SPTs are provided below Up & Down Home signals, Crank Handles are provided at Station, Motor operated points, BLOCK PROVING AXLE counters at PU,SKPT and KPN ends, Counters for Calling-on signal, route cancellation and emergency calling-on route cancellation are also provided. (See Appendix `B for details). CUSTODY OF RELAY ROOM KEY AND PROCEDURE FOR ITS HANDING OVER AND TAKING OVER BETWEEN STATION MASTER AND S& T MAINTENANCE STAFF: - The Relay Room is provided with a double key lock. One key is to be retained by the Station Master on duty and the other key by the TECH.ES/JE/SE/Sig. Whenever it is required to open the relay room, the TECH.ES/JE/SE/Sig shall requisite the key from 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 Electricity Board (APSEB). 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 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 can not be extended, due to the failure of any equipment, the same will be indicated on the system monitoring panel as Equipment fault-call S & T staff. 4.3.11 Functioning of Status monitoring panel:- Sl.No.Alarm/Indication Description.Fault SymptomCorrective action.1Start generatorNeon lamp glows with alarm.Press ACK/RESET push button, Start Generator and press RESET button again.2Emergency start generatorNeon lamp glows with alarm.Press ACK/RESET push button, Start Generator with out delay and Press RESET button again. 3System shut downNeon lamp glows with alarm.Press ACK/RESET push button, Start Generator immediately and Call S & T staff. 4Equipment fault/ call S & T staffNeon lamp glows with alarm.Press ACK/RESET push button and Call S & T staff . 4.3.12 Every power failure shall be recorded in the power failure register with particulars of time of failure, time restored, how restored, train detained if any and how the trains were dealt etc. 4.3.13 If the failed supply does not resume within three hours, the Station Master shall advise the Section Controller, Tech.ES/JE/SE/Sig. and the traction power controller with copy to DSTE/Sr.DSTE and Sr.DEE/DEE/DEE/TRD for restoration of power supply. TELECOMMUNICATION: Magneto Telephone Communication, block telephones, Railway Auto phone, BSNL phone, control telephone and VHF set as detailed in Appendix "B" are provided for use in train passing duties. SYSTEM OF TRAIN WORKING: DUTIES OF TRAIN WORKING STAFF: - Duties of train working Staff are detailed in Appendix- D. TRAIN WORKING STAFF IN EACH SHIFT: - Sl.NoTraffic StaffNo. of Staff in Each shiftRoster1Station MasteroneAs per the roster issued DPO/SBC2Pointsman /TRHone RESPONSIBILITY OF ASCERTAINING CLEARANCE OF THE LINES AND ZONES OF RESPONSIBILITY: - The Station Master on duty is responsible to ensure that the line/route is clear and free from obstruction up to the adequate distance before clearing the reception and/or despatch signals by observing the indications on the Control Panel. During failure, he shall personally ensure this by physical observation of the required length of the track. Before allowing any non-signalled move, the Station Master should ensure that all the points on the required route are clamped & padlocked and the padlock key are kept in his personal custody. When a non-signalled move has taken place over a point operated by an electric point machine whether in facing or trailing direction, the Station Master on duty shall operate the point for normal and reverse setting for the purpose of testing the points. SM has to ensure that indication regarding the normal and reverse setting are correctly available and then only further movements shall be permitted over the points. ASSURANCE OF STAFF IN THE ASSURANCE REGISTER: - Every train passing staff posted newly at the station or leave reserve staff at the station or regular staff who has resumed his duties after 15 consecutive days OR more absence must go through Station Working Rules in force and give assurance in the prescribed Assurance Register {SR 5.06 (i)}. CONDITIONS FOR GRANTING LINE CLEAR (GR 8.03): The 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 and berthed with in the starter signals. 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 with hand signals 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: - 1)The line is clear upto the facing point No. 58 in advance of signal No. 8A in the case of an Up train from KPN and upto the Block Section Limit board in advance of signal No. 1A in the case of Down train from PU, 2) Before granting line clear for an up train from Kuppam the SM/MULANUR shall advise the gateman of engineering LC No. 98 at Km. 241/500-600 and LC No. 99 at KM 246/500-600 about the train No., description and probable departure time from KPN/MAR as detailed in Appendix A. Note: The concerned Block section BPAC should show block section clear indication, if not remedial action shall be taken for resetting the axle counter as detailed in Annexure-1. ANY SPECIAL CONDITIONS TO BE OBSERVED WHILE RECEIVING OR DESPATCHING A TRAIN: - Setting of points against blocked line: -This station is provided with centralised control panel with individual knob operation. When ever running line is blocked the safety caps shall be placed on the concerned point knobs and respective Home signal. 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 or on form T/509, the SM shall ensure that the condition indicated above (i.e. a to f) is fulfilled and give a message to the Loco Pilot through SPT. The Loco Pilot shall record the message in his rough journal and pass the signal at ON. The SM shall record the message in the Train signal register below the entry for that train. { SR5.09(iii)} 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. Reception of train on non-signalled line: - Refer GR/SR 5.10. Despatch of train from non-signalled line: - Refer GR/SR 5.11. Despatch of train from line provided with common Starter Signal: - N/A. Any other special conditions should be mentioned giving reference to the GR & SR: - For a stopping train, approach signals shall not be taken off earlier than 5 minutes before the probable arrival of the train. For a stopping train, despatch signals shall not be taken off earlier than 3 minutes before the probable departure of the train and despatch signal should be cleared only when the train is ready in all respects. For a run through train despatch and approach signals shall not be taken OFF earlier than 7 minutes, before the probable passage of the train. CONDITIONS FOR TAKING OFF APPROACH SIGNALS:- The Station Master on duty before taking `OFF the reception signal shall ensure that : - the line on which the train is to be received is clear and free from obstruction up to the adequate distance as follows. ADEQUATE DISTANCE:- I. The adequate distance required for clearing the Home signal is reckoned as follows:-  AUTONUM \* Arabic Down Train on Road-1Upto 220 Mtrs. from starter No. 3 with point No.54 Reverse AUTONUM \* Arabic Down Train on Road-2up to220m from Up Starter No. 2, with point No.54 normal  AUTONUM \* Arabic Up Train on Road-3As 120 metres from Up Starter No. 7 with point No.52 Normal  AUTONUM \* Arabic Up Train on Road-4As 120 metres from Up Starter No. 6 with point No.52 Reverse i) The signal No. 4/2D as down Advanced Starter signal of MAR Station cum down gate distant signal of LC No. 98 at KM 241/500-600. ii) The signal No. 1/8D as Up gate signal of LC No. 98 at KM 241/500-600 cum Up distant signal of MAR station. Note: Item No. (iv) and (v) have the approval of CRS/SBC vide GR 3.07(7). II. The distance required for clearing the Calling-on signal is up to the point of obstruction or upto the starters on the route are reckoned as under:- Down train on Road-1Up to the Starter No. 3. Down train on Road-2Up to the Starter No. 2. Up train on Road-3Up to the Starter No. 7. Up train on Road-4Up to the Starter No. 6  RESPONSIBILITY OF STATION MASTER FOR RESTORATION OF SIGNALS: - Station Master on duty should ensure that signal is put back to ON after the passage of every train as per GR 3.36.2 (b) SIMULTANEOUS RECEPTION/DESPATCH, CROSSING AND PRECEDENCE OF TRAINS:- Simultaneous movement of trains in the signalled direction only is possible. 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 the concerned Main line. 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 the train SM on duty shall call the attention of the Station Master/SKPT or KPN as the case may be and advise the particulars of train No, description etc,. On receipt of the line clear confirmed by a private Number from SM/SKPT or KPN as the case may be, on duty SM shall obtain line clear through concerned block instrument and ensure that: - Sl.NoIn the case of Despatch of LCs InvolvedRemarks1an Up train to SKPT1Interlocked LC No.97To be advised as detailed in Appendix-A2Interlocked LCs No.96 @km 229/300-400,95 @ km 228/300-400& 94@km227/700-800, (under SM/PU control)SM/PU To be advised regarding the train movement & PN exchanged with him2a Down train to KPN1Interlocked LC No.98 @ Km.241/500-600 & LC No.99 @ km.246/500-600To be advised regarding the train movement as detailed in Appendix-A SM shall also ensure that the despatch route is clear and free from obstruction and clear the signals by operating concerned knobs on the panel duly issuing Caution Order if any to the Guard, Loco Pilot and Assistant Loco pilot of the said train. After ensuring the correct signals are taken off, he should authorise the train to depart. The OFF aspect of concerned Advanced Starter Signal is the normal authority for Loco Pilot to enter into the block section in advance, with his train. Note: SM shall ensure that the BPAC for the concerned block section is showing Block section clear indication before applying for line clear. If the BPAC does not show clear, necessary action should be taken for resetting the BPAC as indicated in the Annexure-1 (refer rule 7.2.1 of BWM 2006 of S.W.Rly). If the resetting operation of BPAC also fails, it should be treated as block failure and action taken accordingly. TRAINS RUNNING THROUGH:- The rules for reception and despatch of trains shall apply jointly to run through trains. Run through trains shall normally be dealt with on Road-3 in Up direction and Road -2 in down direction, ISMD LOADS: - Trains carrying ISMD loads shall normally be dealt on Road-3 & Road -2 for Up and Down directions respectively. WORKING IN CASE OF FAILURES: - FAILURE OF TRACK-CIRCUITS, POINTS/SIGNALS During failure of track circuiting arrangements, or signals or points from the control panel, the duty Station Master, shall personally ensure that the line on which the movement is to be carried out is clear and free from obstruction, and that all efforts taken in accordance with the provision contained in GR/SR 3.68 to 3.70. During the failure of Home Signal and Calling-on signal trains can be dealt on SPT, during the failure of SPT, trains should be dealt on Form T/369 - (3b). Station Master shall ensure clamping and padlocking of relevant points and maintaining isolation from other lines duly keeping the trap/points in required position. If a point fails to set properly and if the point cannot be set from the panel, the Station Master on duty must personally ensure the points to the required position by means of the point crank handle as detailed in Para B.4 and ensure that the cranked points are clamped. 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. In the event of failure of a point repeat indication on the panel the following action has to be taken by the duty Station Master. The knob/s concerned shall be operated even if the point repeat indication is not available. If the signal gets cleared, the train shall be received under normal course on signals. If the signal fails to respond the SM shall operate concerned point knobs repeatedly for about three or four times, Even, after this if the point indication does not appear, the SM shall depute the Points man/TRH to the point to remove the obstruction if any who shall do so. Even after this if the signal fails to respond, it should be treated as a case of signal failure and the train shall be dealt strictly according to the relevant provisions contained in GR/SR 3.68 to 3.70. FAILURE OF HOME SIGNAL During the failure of Home signal, the train shall be received on Calling-on signal(See Para B.8 for details ). If the Calling-on signal also fails, the train shall be received using SPT. (See Para B.9 for details ). If the signal post telephone also fails, the SM on duty shall arrange to receive the train on Form T/369- (3b). Whenever the trains are received on SPT or on Form T/369- (3b), the SM shall ensure the correct setting of relevant points, clamp and padlock, all the points on which the train will be passing and depute a points man/TRH to pilot the train with Form T/369- (3b) to be delivered at the foot of the Home signal and authorise the Loco Pilot to pass the home signal at "ON". Whenever the trains are being received on SPT or on Written authority on Form T/369- (3b) due to failure of home signal, the home signal knob shall be turned to `R' position to avoid block failure. However, if the home signal failure is due to track circuit failure (other than berthing track), the home signal knob should not be turned to `R' position, even though it causes block failure. This is to avoid serious repercussions of the route getting locked. The calling on signal knob shall be turned to reverse position and When the route gets locked action to be taken as detailed in para B.8.7. FAILURE OF STARTER SIGNAL: During failure of starter signal, trains shall be despatched duly issuing written authority in Form T/369-(3b) and Proceed hand signals shall invariably be exhibited at the foot of the starter signal after ensuring correct setting of the points duly clamping and padlocking of all the concerned points for despatch. FAILURE OF ADVANCED STARTER SIGNAL (LSS) : During failure of this signal, if line clear is obtained on the block instrument, trains shall be despatched duly issuing the Form T/369 (3b) with an endorsement and PN received from the station in advance. FAILURE OF SHUNT SIGNAL: -N/A FAILURE OF BLOCK INSTRUMENT: - During Block Instrument failure / suspension, the train shall be started duly issuing LCT. Failure of Axle counter system: If the system fails even after resetting the TECH.ES/JE/SE/Sig of the section should be advised for restoration. Entries should be made in the Axle counter register and before restoration it should be jointly signed by S&T staff and SM on duty. SM on duty should sign only when the block section concerned is clear duly verifying the TSR entries. Till the time of restoration, trains should be dealt on LCT. Note: - All cases of such failures must be reported immediately to the TECH.ES/JE/SE/Sig of the section for immediate rectification duly issuing a message and entries shall be made in the Failure register. PROVISIONS FOR WORKING OF TROLLEY/MOTOR TROLLEYS/MATERIAL LORRIES: -. Un-insulated trolley/lorry etc. should not be permitted on the track circuited lines. Whenever an insulated trolley/lorry etc, is allowed to work the Station Master on duty shall ensure that the track is clear of such vehicles before clearing the signals for a train or before operating the points as the trolley/lorry/motor trolley may fail to actuate the track circuit. The official-in-charge of Trolley/Lorry etc. shall advise the Station Master on duty in writing before placing the vehicle on line and immediately after clearing it from the line Block working shall be suspended and LCT shall be issued as an authority to work in the Block Section. Block instrument working can be resumed by SM at either end of the Block Section after the trolley/lorry/motor trolley clears the section. Instructions contained in Rule 11.3 of BWM-2006 of SWR shall be adhered to.. Signals except Advanced Starter signal shall be cleared for movement of trolley/lorry/motor trolley when worked as train. NOTE:- (1) Insulated trolley/lorry/motor trolley do not actuate the track circuit. If the signal is cleared for reception/despatch, the route for the same should not be altered until the movement is completed. (2) Trolley/lorry caps should be used without fail, whenever the trolley/lorry are allowed to enter the Block Section. (3) Before permitting a trolley/lorry the SM on duty shall obtain a certificate on the trolley/lorry notice itself from the official-in-charge to the effect that the trolley/lorry is insulated. BLOCKING OF LINES:- Whenever a running line is blocked/obstructed for any purpose, the points at both the ends of the line should be set against the line, clamped and padlocked 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 point knobs, as mentioned below to serve as a reminder to the SM on duty. Immediately when the line is clear again, the caps should be removed from concerned knobs and kept safe. Line occupiedknob No.Road 153N, 54NRoad - 253R, 54RRoad - 352R,55RRoad -452N,55N 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. Skids to be placed under the farther wagons on both sides. 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(i)(d),SRs5.19 & GR and SRs 5.23 there under should be strictly adhered to by all staff concerned. The Sand Hump should not be obstructed for any purpose, when it is obstructed it shall cease to be a substitute for the adequate distance. Note: A securing of stabled vehicles register shall be maintained in the following format: Left hand side of the register shall contain the following particulars: DateTimeRoad No.No. of vehicles stabledNo. of hand brakes appliedNo. of skids provided & under which vehiclesNo. of safety chains provided & for which vehicleSignature of shunting staffSignature of the supervisor Right hand side of the register shall contain the following particulars: DateTimeRoad No.No. of vehicles to be despatchedNo. of hand brakes releasedNo. of skids removedNo. of safety chains removedSignature of shunting staffSignature of the supervisorSafety Caps: - With view to ensure safety in working Safety Caps are provided under the custody of duty Station Master, which shall be fixed on signal knob/point knobs, when the line/Route governed by them is occupied or otherwise obstructed. [(Refer S.R. 5.19 (Vi)& (vii) for different type of safety caps and their use)]. SHUNTING:- 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. 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 towards SKPT, 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. No shunting beyond outermost points on the steep gradient side should be allowed unless a locomotive is attached at the lower end of the load from the point of view of gradient (SKPT end). Shunting in the face of an approaching train: -Shunting in the face of an approaching train is strictly prohibited at this station. Prohibition of shunting, special features if any: - Hand shunting/loose shunting of vehicles/wagons at this station is strictly prohibited. While performing shunting at falling end of the yard, it should be ensured that an engine is attached at the falling side(SKPT/PU side) of the gradient to prevent vehicles escaping into the block section. When ever vehicles are left on the running line, the person in charge of shunting shall ensure that they are coupled together, brakes of brake van and those of at least 6 vehicles at both ends, are applied, skids are placed and safety chains are used to prevent the vehicles from gaining momentum. Shunting on Double line: - Sl.No.Place of ShuntingAuthority1.With in Station sectionT/806 2.In advance Block section.T/806 with PN duly obtaining block forward.3.In rear Block section.T/806 with PN duly obtaining block back. Refer: -Para 6.16.1 & 6.16.2 of BWM 2006 for details. A At KPN End: a) Shunting on down line from the starter to advanced starter shall be carried out by taking off the concerned starter signals duly issuing shunting order form T/806. b) Shunting on the down line beyond down Advanced starter shall be carried out on block forward procedure duly issuing the shunting order Form T/806 along with shunt key (LSS key). c) Shunting on the Up line beyond the Point No. 58 shall be carried out on Block Back procedure issuing shunting order form T/806 to the locopilot. B At SKPT/PU End: a) Shunting on Up line from the starter to advanced starter shall be carried out by taking off the concerned starter signals duly issuing shunting order form T/806. b) Shunting on the Up line beyond Up Advanced starter shall be carried out on block forward procedure duly issuing the shunting order Form T/806 along with shunt key (LSS key). c) Shunting on the Down line beyond the BSLB shall be carried out on Block Back procedure issuing shunting order Form T/806 to the Loco pilot. Note: During Block Forward/Block Back at JTJ end the slip siding point No. 50/51 shall be set to reverse position through the push switch provided for this purpose. PROCEDURE FOR SHUNTING DURING FAILURE OF SHUNT KEY: - When the shunt key cannot be extracted and shunting has to be performed necessarily, SM on duty shall issue T/806 along with an endorsement shunt key could not be extracted with PN to be handed over to the Loco pilot as the authority to perform shunting during this period. SHUNTING DURING SUSPENSION OF BLOCK INSTRUMENT: - When shunting has to be performed at that end of the Block Section over which block instrument working has been suspended, the Station Master on duty shall issue to the Loco pilot, T/806 with an endorsement mentioning the suspension of the Block instrument with the PN obtained/given. Shunting in the siding: - For shunting on the through 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 single lever ground frame A or B as the case may be. Then he shall turn the knob no.57 to R position on the panel to release the control on the single lever ground frame A and B situated near the respective points 100 or 103. The point No.52 should be set to reverse before releasing the control on Frame A or B by the duty SM. 8.5.1 The platform duty pointsman shall proceed to the single lever ground frame A/B, unlock the padlock ensure appearance of the FREE indication near the ground frame and then operate the lever A/B extract key E/F from the single lever ground frame, insert the key E/F in the key locked point No.100/103 and pull the plunger which will release key D/C, extract key D/C, insert it in the key lock of the point No.101/102 and pull its plunger. Now all the locally worked points (100/101/103/102) are free for operation to either position for carrying out shunting. 8.5.2 On completion of the movement the pointsman shall set the trap point No. 100/102 to normal extract key D/C and insert the same at point No. 101/103, unlock and set the point to normal and extract key E/F from the points 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. 8.5.3 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.101 and 102 of the siding, shall be observed by the loco pilot when carrying out shunting. The siding points/trap point must be manned for all movements in the facing direction. 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-3 and 4, and shall be responsible for the correct setting, clamping and padlocking of points for movements in the facing direction. 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 25kmph sections 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: - N/A. v) Failure of Axle Counter Block/BPAC: - 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. Vi Failure of MTRC: - N/A. Procedure for emergency operation of points by crank handle: - Five Crank Handles for Five group of points are provided at the Station House to crank the points during failure. Group I Point no.52 & 55 and 53Group-IIPoint no.53&54Group-IIIPoint No. 50. Group-IVPoint No. 51. Group-VPoint No.56& 58If 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. Certification of clearance of track before calling-on signal operation is initiated: - The Calling-on signals below Home signals are intended to receive a train on an occupied/obstructed road or when one or more of the track 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 road, train can be berthed clear of the fouling mark/starters and he should physically ensure that the required route is clear & free from obstruction. Reporting failure of points, Track circuit/Axle counter and interlocking: - Any S&T failure should be reported immediately by SM on duty to the concerned signalling Maintenance Staff (TECH.ES/JE/SE/Sig) responsible for attending to the failure and only after receipt of the written memo from the signalling Maintenance Staff (TECH.ES/JE/SE/Sig) on rectification of the fault, SM on duty should restore the normal working. The entries in failure register to be done with message to the Section Controller. TOTAL INTERRUPTION OF COMMUNICATION: - 9.1.1 In the event of Total interruption of communication occurring between MAR-SKPT,MAR-KPN or MAR-PU stations i.e. when line clear cannot be obtained by any one of the following means stated in the order of preference namely. Block Instrument. Telephone attached to block instrument. c) Station to Station fixed telephone. d) Railway Auto phones& BSNL phones. e) Mobile phones f) Control Telephone. g) VHF sets. The following procedure shall be adopted for running the trains. DOUBLE LINE BLOCK SECTION SR 6.02 (iii). The Station Master on duty shall clearly advise the Loco Pilot and guard of the train the fact that the communications have failed. The train has to work with an authority on Form T/C 602. Trains may be allowed to enter the block sections one after the other but with a clear interval of not less than 30 minutes between the two successive trains. Fixed signals except the advanced starter may be taken off for despatch of trains. The home signal shall be taken off only after the train has been brought to a stop outside home signal. The Station Master on duty shall recover the Form T/C 602 from the Loco Pilot of incoming trains and keep them safe for handing over it to the Traffic Inspector. Trains will continue to work in this manner till any one of the means of communication is restored to normal working by the competent authority. The Station Masters on duty at both the end of the block section shall exchange messages on Form T/I 602 with private numbers to satisfy themselves that all the trains, engines etc., dispatched into the concerned section from both end have cleared the section at any one end completely before granting/obtaining line clear for trains through the restored means of communication. Detailed instructions contained in SR. 6.O2 (iii) shall be strictly adhered to for working trains during total interruption of communications. In all the cases of working trains during total interruption of communications, a detailed record of timings of all trains, Engines etc., shall promptly be made in the train Signal Register at the Stations concerned. When the communication for train working is restored, Section Control if working shall be consulted before arranging further movements. Control shall also be provided with the timings of trains dealt with during the failures. TEMPORARY SINGLE LINE WORKING ON DOUBLE LINE SECTION: - Whenever an accident to a train or track or other obstruction precludes the use of one of the lines on a double line section, the traffic may temporarily be worked over single line by obtaining Line Clear on Electrical speaking Instruments. When it is desired to introduce temporary single line working on double line, on electric speaking instruments, the Station Master at one end of the affected section shall on receipt of reliable information in writing that one line is clear, take steps to introduce temporary single line working, on that line in consultation with the Section Controller and the Station Master of the station at the other end of the section. If there is reason to suspect that the line over which temporary single line working is to be introduced, is also fouled or damaged, temporary single line working must not be introduced until a responsible engineering official of the rank not less than that of a JE/P.Way has inspected that section and certified that the road is safe for passage of trains. Single line working shall be introduced only when it is safe to do so. All trains will be worked in accordance with the rules for the use of electric speaking instruments on single line and Line Clear shall be obtained on the Telephone attached to block instrument, Station to Station fixed telephone, Railway Auto phones, BSNL phones, Mobile phones, Control Telephone, VHF sets. The commutators of the Block Instruments at MAR, PU, KPN and SKPT shall be kept in Train on Line position through out the period single line working is in force. The commutators shall be locked also in that position with SMs key, wherever possible. In cases where it is not possible to keep the commutators in Train on line position, the Block instruments shall be put out of the use and Caution Indicators hung on the handle of the Block Instruments. 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, i.e. SKPT / KPN and PU cause of introduction of single line working; the line in which the single line working is proposed, source of information that the said line is clear, place of obstructions, restriction of speed, if any, on the line, assurance that if the train is running on the right line, the last stop signal shall be kept in the On position. and the number and the timings of the last train which arrived or left the block station issuing the message. On receipt of acknowledgement from the Station Master, confirmed by a Private Number, single line working may be introduced. Line Clear will be obtained on telephone attached to Block Instruments or Control Telephone or VHF and trains run on the authority of form T/D 602 in accordance with the instructions contained in the GR/SR and Block Working Manual. The Loco Pilot of each train shall be handed over an Authority (T/D 602) for Temporary Single Line Working on Double Line Section duly completing all the entries. An endorsement will also be made in the Caution Order given to the Loco Pilot of the first train to inform all Gatemen and Gangmen on the way about the introduction of temporary single line working and specifying the road on which the train will run. This information shall be conveyed through the Loco Pilot of a subsequent train also, if necessary. The speed of the first train passing over the temporary single line, will be restricted to 25 kilometres per hour. Subsequent trains may run at their booked speed, subject to observance of other speed restrictions imposed by Way and Work Staff. Note: The Loco Pilot shall switch ON the flasher light of the train engine while running on the wrong line. In case, it is noticed by the station staff or Gatemen or Gangmen that the flasher light is not switched ON, they shall stop the train immediately. In case of a train proceeding on the right line: - The Home signal, at the station in advance of the affected section, may be taken off. In case of a train proceeding on the wrong line: - The train shall be despatched out of station on T/511 issued by the Station Master after all the facing points have been correctly set and padlocked and trailing points correctly set, over which the trains will pass. For the reception of a train approaching MAR on wrong line, SM shall prepare written authority as per SR 5.10 (i) and the competent Railway servant shall proceed on the wrong line and take stand adjacent to Home signal of right line and shall stop the train on hand danger signal and thereafter receive it into the station by serving the written memo as per S.R 5.10. All the cross over points (Facing and trailing end) in the facing direction over which the train shall proceed, while temporary single line working is in force, shall be correctly set, clamped and padlocked. MAR-PU-SKPT (SINGLE LINE WORKING ON DOWN LINE) a) At this station, temporary single line working may be introduced when up line is obstructed between MAR and SKPT on the Down line treating PU as a block station. Line clear should be obtained by SM/MAR from SM/PU. The portion of the line between MAR and SKPT shall be treated as MAR-PU and PU SKPT individual block sections and trains can be crossed or precedence given at PU. MAR-SKPT (SINGLE LINE WORKING ON UP LINE) b) At this station, temporary single line working may be introduced on the up line between MAR and SKPT when down line is obstructed between MAR and PU or PU and SKPT. i) For Up trains, SM/MAR shall advise train details and timings to SM/PU supported by a PN , SM/PU shall ensure the closure of the LC gates concerned under his control and give his PN to SM/MAR for the movement. ii)For down trains SM/MAR advise shall advise train details and timings to SM/PU supported by a PN , SM/PU shall ensure the closure of the gates by exchanging PN with each gateman under his control, for the closure of LC 94,95 & 96 and confirm this to SM/MAR by giving his PN, then only SM/MAR shall grant line clear for a down train to SM/SKPT for the movement. MAR-KPN ( SINGLE LINE WORKING ON UP OR DOWN LINES) iii)For introduction of single line working between MAR and KPN either on up or down line paras 9.2.12 to 9.2.14 shall be adhered to. The motor operated emergency crossover point No. 56 & 58 are provided at KPN end of MAR station may be utilised for diverting the traffic from down line to up line and vice-versa, after duly clamping and padlocking the points in the route. Resumption of normal working- On receipt of a written certificate from a responsible Engineering Official that the obstructed track is free and safe for passage of trains, the Station Master will issue a message to the other station or stations, as the case may be, under exchange of private numbers and decide, in consultation with Section Controller, the train after passage of which, normal working shall be introduced. When double line working is resumed the Block Instruments and all fixed signals, shall be brought into use immediately. An entry shall also be made in the Train Signal Register of Stations concerned showing the time at which double line working was suspended, time at which single line was introduced and the time at which normal working was resumed. The SM shall advise the Loco Pilot of the first train entering the section after resumption of double line working to inform all Gatemen and Gangmen on the way about the resumption of normal working. All the records in connection with the temporary single line working shall be retained at the station and the Transportation Inspector of the section shall scrutinise and submit his report to the Divisional Railway Manager (Traffic) within 7 days of the resumption of normal working. DESPATCH OF TRAINS UNDER AUTHORITY TO PROCEED WITHOUT LINE CLEAR TO ASSIST THE CRIPPLED TRAIN SR. 6.02 (i) Break Down Special/Relief train/Engine shall be sent into the Block section by issuing Block ticket to proceed without line clear in form T/A 602. Before preparing this authority the SM shall examine the TSR, Train message books, WTT, Train notice register and Caution order advises and also contact the control and the SM on duty at the other end. Clear instructions shall be issued to the Loco Pilot and Guard regarding the nature of obstruction and location of obstruction of engine/BV/First vehicle /last vehicle shall be mentioned as far as known and the station to which the crippled train/engine could be moved to clear the block section. If more relief train/Engine are to be despatched into the block section subsequently, clear instructions shall be given to the Loco Pilot and Guard of such trains /engine etc. already allowed into the section and other relevant information. Once obstruction is removed and Competent Railway servant certifies the line as fit and safe for the passage of trains, the duty SM shall exchange numbered message and private numbers with his counterpart at the other side to ensure that the block section is clear of all train/vehicles sent into the section and then only restore normal working. All the entries relating to the train dealt on form T/A 602 shall be made in red ink in TSR [Ref. SR. 6.02 (i) for detailed instructions. ] 9.4 Caution order Caution order if any shall be issued by duty SM to loco pilot and guard of all stopping trains. Appropriate entries shall be made in the trains signal register regarding its issue against the trains entry, caution order register shall be maintained by duty SM separately and entries are brought forward as per extant rules. VISIBILITY TEST OBJECT: Any aspect of Road-1 Down Starter during day and night shall constitute the visibility test object at this station. During thick or foggy or tempestuous weather or dust storm, impairing visibility when the Station Master finds it difficult or impossible to see the position of one or more of the signals concerned, he shall not give Line clear until he has advised, by telephone, the Station Master of the Station in rear, of the conditions prevailing and has instructed him to issue Caution Orders to the Loco Pilots of all trains to stop at the first Stop signal and observe its aspect and if favorable, then proceed at a restricted speed of 10 kilometres an hour, and has received his acknowledgement. ESSENTIAL EQUIPMENTS AT THE STATION:- The Station Master shall ensure that the prescribed number of the essential equipment listed in Appendix E are made available exclusively for train passing duties. Station Master on duty shall be responsible to keep the required number of the essential equipments neat and in good fettle to be used whenever required. FOG SIGNALMEN NOMINATED TO BE CALLED IN CASE OF FOG. i. In foggy or tempestuous weather or in dust storm when V.T.O can not be seen from the SMs office, the SM shall send trained men to act as fog signalmen. The names of two members each from the operating and permanent way Group `D' staff at the station with a declaration that they know the fog signalling duties shall be maintained and updated periodically in the station Detonator Register by the Station Master. (Fog signalling is not necessary at this station as Distant and inner distant signals are provided in both the block sections. However during inclement weather conditions with total power failure, fog signalling shall be resorted to.) ii. The names and addresses of Group D Permanent Way staff who are trained in fog signalling duties shall be painted on the board provided for this purpose near the office of the Station Master on duty. LIST OF APPENDICES Appendix AWorking Of Level Crossing GatesAppendix BSystem of Signalling and interlocking and communication arrangements at the station.Appendix CAnti collision device(Raksha Kavach).Appendix DDuties of train passing staff in each shiftAppendix EEssential Equipments provided at the StationAppendix FRules for working D class stations, Halts, IBH, IBS and Outlying sidings.Appendix GRules for working of trains in electrified sections APPENDIX 1Instructions for working of BPAC APPENDIX - `A' WORKING OF LEVEL CROSSING (Reference Para 2.6 of SWR) A.1.0 ENGINEERING LEVEL CROSSING GATE NO. 97 AT KM. 233/200-300 A.1.1 This is a 'B1' class interlocked engineering level crossing gate provided with lifting barriers and multiple aspect colour light gate signal and gate distant signal and situated in Mulanur-Somanayakkanpatti up block section. The gate signals are operated from a slide instrument provided in the Gate lodge. The level crossing gate is normally kept open for road traffic and manned round the clock by gateman, one gateman each in 12 hours shift under essentially intermittent roster issued by the DPO/SBC. This gate is under the control of SE/P.WAY/KPN. A.1.2 Magneto telephone communication is provided between this level crossing gate and the SM's office as detailed in Appendix 'B'. A.1.3 This LC is protected by gate signals in Up direction. Before allowing any 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 the gate man. A.1.5 The winch, which operates the lifting barriers of is provided with winch key normally locked `IN'. When the barriers remain in raised position, the level crossing is open for road traffic. During night, a red light is exhibited when level crossing is closed to road traffic. A.1.6 During daytime when the barriers are lowered across the road a red disc on the boom of the barrier and red targets suspended from it warn the road traffic to stop. While the boom comes down across the road, a gong attached to each boom gives bell as a warning to the road users that the level crossing is being closed. The gongs do not sound when the barriers are lifted. A.1.7 The gateman on getting the advice from the Station Master shall acknowledge the same, lower the lifting barriers, extract the winch key, insert and unlock the single lever ground frame, reverse the lever which locks the boom in the lowered position and releases the boom locking key from single lever frame, insert this key in the slide instrument provided and clear the Up gate signal. NOTE:-Before extracting boom locking key from the single lever after lowering the booms, the gateman shall personally ensure that the booms are locked in lowered position. A.1.8 Immediately after the passage of the train and after normalising the slide, the gateman shall extract the boom locking key and then unlock the single lever with it, normalise the lever and then extract the winch key and open the LC for the road traffic. A.1.9 In the case of failure of telephone communication between the SM/MAR 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) (1), and issue Caution Orders for all stopping up trains entering the block section. The loco pilots must observe the instructions contained in GR 16.03 (iii) (b) (2) (i). The Station Master shall advise the JE/SE/SIG. or TECH.ES of the section for immediate rectification. NOTE: 1. 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). 2. When a train movement is cancelled for which the gateman had been advised for the closure of the gates, the SM/MAR should advise the same to the gateman duly issuing a private number in confirmation of the same. This PN shall be recorded in the remarks column of PN exchange register. 3. 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. A.1.10 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/MAR 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.1.11 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. a) 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.1.12 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.1.131.In case of failure of power supply from APSEB & AT supply at the LC gate, the gateman shall immediately advise the on duty Station Master/MAR about the failure of power supply. The SM/MAR shall arrange to issue caution order for all the Up stopping trains entering the block section. A.2.0 ENGINEERING LEVEL CROSSING GATES No. 98 AT KM. 241/500-600 and LC No. 99 at KM 246/500-600 between MAR KPN block section. A.2.1 These are interlocked engineering level crossing provided with lifting barriers and situated in Mulanur-Kuppam block section. These LCs are provided with Multiple Aspect Colour Light gate signals and gate distant signals in either direction and operated from a slide instrument provided at each of the gate lodge. Both the level crossing gates are normally kept open for road traffic and manned round the clock by gateman and these gates are under the control of SE/P.WAY/KPN. The LC No. 98 at km.241/500-600 is a Spl class gate and manned by one gateman each in 8 hours shift under continuous roster and LC No. 99 at km.246/500-600 is a A class gate and manned by one gateman each in 12 hours shift under Essentially intermittent roster issued by the DPO/SBC.. A.2.2 Magneto telephone communication is provided between these level crossing gates and the SM's office as detailed in Appendix 'B'. A.2.3 This LC is protected by gate signals in Up and down directions. Before granting line clear to SM/Kuppam for an up train or before despatching a down train, the SM/MULANUR shall call the attention of both the gateman on phone and advise them the particulars of the train with its number, description and direction of movement and probable time of departure from MULANUR or from Kuppam etc., The gateman of each gate shall acknowledge the advise by repeating the particulars of the train with its number, description etc., and assure on duty Station Master/MAR that they are ready to close and lock the gate against the road traffic and take off the concerned gate signal in time. The details of trains including the time of advice shall be recorded by the Station Master on duty and gatemen in the register maintained separately at the Station and at the respective gate lodge for this purpose. A.2.4 The winch, which operates the lifting barriers of is provided with winch key normally locked `IN'. When the barriers remain in raised position, the level crossing is open for road traffic. During night, a red light is exhibited when level crossing is closed to road traffic. A.2.5 During daytime when the barriers are lowered across the road a red disc on the boom of the barrier and red targets suspended from it warn the road traffic to stop. While the boom comes down across the road, a gong attached to each boom gives bell as a warning to the road users that the level crossing is being closed. The gongs do not sound when the barriers are lifted. A.2.6 The gateman on getting the advice from the Station Master shall acknowledge the same, lower the lifting barriers, extract the winch key, insert and unlock the single lever ground frame, reverse the lever which locks the boom in the lowered position and releases the boom locking key from single lever frame, insert this key in the slide instrument provided and clear the gate signal concerned. NOTE:-Before extracting boom locking key from the single lever after lowering the booms, the gateman shall personally ensure that the booms are locked in lowered position. A.2.7 Immediately after the passage of the train and after normalising the slide, the gateman shall extract the boom locking key and then unlock the single lever with it, normalise the lever and then extract the winch key and open the LC for the road traffic. A.2.8 In the case of failure of telephone communication between the SM/MAR 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) (1), and issue Caution Orders for all stopping down trains entering the block section and advise SM/KPN to issue caution orders to all stopping Up trains, under the exchange of PNs. The loco pilots must observe the instructions contained in GR 16.03 (iii) (b) (2) (i). The Station Master shall advise the JE/SE/SIG. or TECH.ES of the section for immediate rectification. NOTE: 1. 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). 2. When a train movement is cancelled for which the gateman had been advised for the closure of the gates, the SM/MAR should advise the same to the gateman duly issuing a private number in confirmation of the same. This PN shall be recorded in the remarks column of PN exchange register. 3. 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. A.2.9 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/MAR 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.2.10 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. a) 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.1.11 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)}. Note: 1.In case of failure of power supply from both the sources APSEB & AT supply at the LC gate, the gateman shall immediately advise the on duty Station Master/MAR about the failure of power supply. The SM/MAR shall arrange to issue caution order for all the Down stopping trains entering the block section and also advise SM/KPN to issue caution order for all Up stopping train about the blank signal at the gate. 2. Traffic LCs No. 94 at KM. 227/700-800, LC NO. 95 at KM 228/500-600 and Engineering LC No. 96 at KM 229/300-400 are in MAR-SKPT up block section and are under the control of SM/PU. Before despatching an up train SM/MAR shall advise the SM/PU the details of trains, probable time of departure from his station etc., and give a PN to him. SM/PU shall in turn ensure closure of the LC gates and clear the up gate signal (at his station) as detailed in the Station Working Rules of Patchur and give his PN to SM/MAR. 3. During failure of telephone communication between SM/MAR and SM/PU trains shall be dealt as per SR 16.03 (iii)(b)(1)(i) and SR 16.03 (iii) (b) (2) (ii) . Similar action shall be taken when SM/PU does not respond for reasonable time and advise TECH.ES/JE/SE/Sig. Of the section for immediate restoration. APPENDIX `B' SYSTEM OF SIGNALLING & INTERLOCKING: B.1.1 This is a B class Station provided with Standard-II-R multiple aspect colour light signals with panel interlocking and the signals and points except siding points and emergency cross over points are operated from the control panel. B.1.2 Up home signal at a distance of 180 metres in rear of point No. 58 and up gate cum distant signal at a distance of 1000 metres from the up home signal, up inner distant at 1000 metres from up gate cum distant signal and up distant signal at 1000 metres from the up inner distant signal are provided for the reception of up trains on Road-3 or Road-4 B.1.3 Down home signal at a distance of 185 metres beyond block section limit board and down inner distant signal at a distance of 1010.80 metres from the down home signal and down distant signal at 1000 metres from the down inner distant signal are provided for the reception of down trains on Road-1 or Road-2. B.1.4 Calling on signals are provided on both up and down home signals. B.1.5 Signal post telephones are provided on both up and down home signals. B.1.6 Up starters for Road-3 and Road-4 and down starters for Road-1 and 2 and up and down advanced starters are provided for the despatch of up and down trains. B.1.7 'P' markers are provided below the down distant signal and Up gate distant signal. B.1.8 Up and Down shunt keys are interlocked with the respective block instruments and provided in a separate electrical key instrument near respective block instrument, when removed prevents clearing of the up advanced starter No. 5 and down advanced starter No.4/2D respectively. B.1.9 Hand crank duly interlocked with the signals except Up and Down advanced starters is kept in SM's office for operating point machine during failure. B.1.10 Directional type route indicators are provided on the up and down home signals. When the route is set and signal cleared for Road-1/4 for reception of a down / up train the directional type route indicators will display a row of white lights. Unless the route indicator is lit the signal will not clear for Road-1/4. But there will not be any display of 'White' lights when the route is set and the signal is cleared for receiving an up or down train on Road-3/2 (main line.) B.1.11 All signals are erected on left hand side except signal Nos. 5 and 1A/1B. B.1.12 Slip siding point no.51 can be reversed only after operating handle of PU -MAR block instrument to TOL position from line clear. Slip siding point no.50 can be reversed when line clear has been obtained on MAR-SKPT block instrument. B.1.13 A buzzer sounds at the station to warn the SM to restore slip siding point no.51 to normal after the reception of down train. He should do so immediately after the train movement is completed. This will stop the buzzer sounding. B.1.14 A bell rings at the Station to warn the Station Master to restore the slip siding point No. 50 to normal after despatch of an Up train, he should do so immediately after the train movement is completed. This will stop the bell ringing. B.1.15 Block section limit board at a distance of 185 Metres in advance of Down Home Signal is provided to demarcate the Station section and Block section towards PU on Down line. B.1.16 Board to read Loco pilots to pull up to signal No. If the same is at ON is provided in rear of Up and Down home signal. B.1.17 Stop boards are provided at fouling marks on Roads No. 1 & 2 (JTJ end) and on Road No. 3 & 4 at (BWT end). B.1.18 Trap indicators are provided for trap point No. 101 & 102 on the siding and trap point No. 53 at JTJ end of Road No. 1 and Trap point No. 55 at BWT end of Road No. 4. B.1.19 Emergency crossovers are provided at KPN end connecting Up and Down line by cross over point No. 56 & 58 and operated from the panel. B.1.20 Siding point Nos. 100 &103 are controlled by Knob No. 57 from the panel. B.1.21 Block Proving Axle Counters with resetting cum- indication boxes are provided in SMs office for MAR-PU (DOWN),MAR-SKPT( Up),MAR-KPN (DOWN) AND MAR-KUPPAM (Up) block sections. B.2.0 CONTROL PANEL B.2.1 All points and signals are operated from the combined track diagram with control panel installed in the station house. The panel consists of a console, which provides a clear picture of the track, points and signals over the entire area. Each track circuit is represented by a separate distinct colour. B.2.2 At the bottom of the panel, SM's key, point knobs 'P' ACK' button and signal knobs are provided. At the top of the panel, white light indications for route cancellation counter, Calling on signal counter, emergency calling on route release counter and crank handle are provided. A digital counter and voltmeter are provided at the top of the panel. B.2.3 The signal knobs for reception and despatch signals at either end are coloured 'RED' with the number of the signals engraved in the center of the knob and are provided near the respective signal on the panel. The signal knobs has two positions, normal and reverse and must normally be kept in the normal position. The signal knob should be turned in the direction shown on the panel for taking off the signals. B.2.4 The point knobs and siding control knob are coloured black with the number of the point engraved at the centre of the knob. i) The point knob has two positions. Normal N and Reverse R and must normally be kept in the normal position. To set the point to the reverse position, the knob must be turned to the R position. The point repeat indications are shown near the point knob by means of 'GREEN' light indicating (N) position and an YELLOW light indicating the 'R' position. If the points do not set and lock properly no repeat indication will be available. ii) In addition to the 'Normal' and 'Reverse' indications near the point knob, there is a 'White' light in between the above indications. The white light indication appears only when the point is free to be operated. B.2.5 The signal knobs Nos. 4 and 5 and the control knobs of the siding points and emergency crossover points have two positions, 'Normal' and 'Reverse' and must normally be kept in the 'Normal' position. The signal knob should be turned in the direction shown on the panel for clearing the signal. B.2.6 Power acknowledgement button ('P' ACK) coloured RED is provided on the right hand side bottom of the panel. Instructions for operating 'P ACK' button are detailed in para 4.3 B.2.7 A white light is provided at right side top of the panel to indicate that the crank handle is in. The light disappears when the crank handle is removed from the electrical key transmitter. B.2.8 White light indication with counters are provided on the panel below the legend route cancellation counter, Calling on signal counter and emergency calling on signal counter. B.2.9 The SMs key knob has two positions 'Normal and Reverse' and must normally be kept in the 'Reverse' position. B.2.10 Setting up a route is represented by a series of white lights along the route on he panel when the concerned point knobs and signal knobs are operated. The white light appears only when the route is correctly set and locked and all the track circuits are clear. When a particular track is occupied or has failed, a RED indication appears on the concerned track on the panel. B.2.11 The control panel is provided with locking arrangements on the left hand side bottom of the panel to prevent any unauthorised operation of the panel. This lock up key must be in the personal custody of the station master on duty. The panel should normally be in the locked up position and unlocked only when an operation is required to be performed on the panel. Immediately after each operation, the panel should be locked and the key must be kept in the personal custody of the SM on duty. B.2.12 A volt meter is provided over the panel to indicate mains supply voltage. B.2.13 The battery charger monitor indication is provided with GREEN LED indicator to show the chargers are ON and in working condition. A RED LED indicator with audio buzzer is provided in the event of failure. Whenever the battery voltage becomes low, a buzzer will sound to alert, and the RED LED appears, the push button provided should be reset to stop the buzzer and the same should be immediately advised to TECH.ES/JE/SE/SIG of the section immediately to avoid failures. B.2.14 Signal no aspect indication with buzzer is provided. There will not be any indication in the normal condition. When a signal is blanked off, a red indication with buzzer alarms the SM on duty. The SM shall press the buzzer, the buzzer stops and the red indication remains stable. The red indication will go to normal only when the defect is attended. The SM shall inform the Section TECH.ES/JE/SE/SIG for attending and restoring the failure. B.3.0 TRACK CIRCUITS B.3.1 Continuous track circuits are provided between down home signals to down advanced starter and Up home signal to Up advanced starter including the portion covered by the points and crossings, slip siding and point portion leading to the siding and also four rail length of calling on signal track out side the Home signal and four rail length of FVT track in advance of Up and Down advanced starter signals. Track circuits prevent the signal, which protects the track-circuited area, from being taken 'OFF' if the controlling tracks in advance of the signal is occupied by a train/vehicle or has failed. When occupied/failed indication for a track circuit is available, no attempt must be made to take 'OFF' the signal pertaining to the route. B.3.2 Failure of track circuits will affect the signals reading over the track circuits and also the points if any, controlled by the track circuits, which have failed. If the failure is noticed before setting up the route, any other available alternate route should be opted for the train movements. If the point tracks are not affected, calling on signals, can be taken 'OFF'. If the movement is necessarily to be made on the route with the track circuits having failed and if the calling on signal cannot be taken 'OFF' for that movement, the SM on duty shall ensure that all the points on the route are correctly set as required, clamped & padlocked and the route is clear and free from obstruction before permitting such a movement by authorising the loco pilot to pass the signal at 'ON' through SPT or T/369 (3b). The train movement over such a route should be permitted only in accordance with the relevant provisions contained in GRs 3.68 to 3.70 and subsidiary rules hereunder. The SM on duty shall ensure that no conflicting movements are permitted during failure of track circuits. B.3.3 The reliability of track circuit is considerably affected by the formation of rust or oxidisation on the table of the rail. Under such circumstances a 'Track clear' indication may be displayed for the concerned track, which is actually occupied. Such portion of the track over which there has been no movement for a period of 24 hours should be deemed prone to rust formation and 'RUSTY RAIL' collars/caps must be placed on the relevant point/signal knobs. B.3.4 Normally, no vehicle should be stabled on a track-circuited line. In emergency, if vehicles are stabled and if the duration of stabling can be gauged in advance to be about 24 hours, the SM on duty shall arrange to advise the electrical signal maintainer to disconnect the electrical feed to the track circuits on that line. When the vehicles are removed from the line, the TECH.ES/JE/SE/SIG. should again be advised to reconnect the track circuits. After the vehicles are removed from the line, normal working should be resorted to only after obtaining a certification in writing from the TECH.ES/JE/SE/SIG. that the feed to the track circuits have been reconnected and that the track circuits are working properly. B.3.5 For the first move after clearing of vehicles if stabled for about 24 hours with the track circuits not getting disconnected and reconnected as mentioned above or if there was no movement for 24 hours on a track circuited line, the SM on duty shall not rely on the track indication on the panel, but must physically verify that the line is clear and free from obstruction before permitting train movements. For a second move also, he shall personally ensure the condition of the track like this and if the clear/occupied indications are correctly displayed on all these occasions, he can rely on the track indications for subsequent moves. If the indications are erroneous the track circuits should be treated as failed 'RUSTY RAIL' collars shall be placed on the relevant point/signal knobs and trains dealt with strictly according to the relevant provisions contained in GRs 3.68 to 3.70 and subsidiary rules there under. Failure messages should promptly be sent to the TECH.ES/JE/SE/SIG. The permanent way inspector should also be advised for arranging to clean the table of the rails. NOTE: Failure/suspension of track circuits and certification of normal working by the TECH.ES/JE/SE/SIG. must be promptly recorded in the signal failure register. CRANK HANDLE: B.4.1 Five hand crank handles for five group of at this station. They are: Group-I 52 & 55Group-II53 & 54Group-III50Group-IV51Group-V56 & 58 B.4.2 Crank handles welded with Hepper's key duly interlocked with concerned (reception / despatch) signals, except the Up& Down Advanced Starter signals, are provided individually in an Electrical Key instrument provided in the duty SM's office, for hand cranking the points during failures. The interlocking is such that once the crank handle is extracted from the Electrical Key instrument, concerned signals cannot be cleared. Similarly when any of the signals are cleared the concerned crank handle(s) cannot be extracted from its Electrical Key instrument. B.4.3 In the point machine, lids are provided with lock to secure the key holes. The lids should be unlocked before inserting the crank handle. The lid key and crank handle release lock key are kept in the glass-fronted box. B.4.4 When the crank handle is properly secured in its Electrical Key Instrument and if it is free to be extracted, a White light crank handle IN indication is displayed near the legend 'CRANK HANDLE' on the control panel. When it is not possible to extract, a Red light indication will be displayed. B.4.5 All the signals Except Up Advanced Starter signal is interlocked with concerned Crank Handles. When the Crank Handle is taken out concerned signals cannot be taken off. Similarly when a signal other than Advanced Starter signals are taken off the concerned crank handle cannot be extracted. No attempt must be made to take off a signal when the concerned crank handle remains extracted and no attempt must be made to extract the crank handle when the concerned signal has been taken off. Before extracting the crank handle the Station Master on duty shall ensure that the other working points are set to the required route from the panel, the knob of the failed point is in the required position, then only he shall extract the crank handle. B.4.6 A push switch is provided near the crank handle. To extract the crank handle the push switch shall be pressed. As soon the push switch is pressed a deflection will be there in the Electrical Key Instrument. After observing the deflection the Station Master shall turn the crank handle gently in the anti-clock wise direction and extract the crank handle from the Electrical Key Instrument. When the crank handle is extracted the white light indication will disappear on the panel. B.4.7 The interlocking of the crank handle with the crank handle lock key is done in such a way that the crank handle cannot be inserted into the point machine unless the crank handle lock is unlocked by the crank handle lock release key. B.4.8 If the points fail to set or if the points could not be set from the panel, the duty Station master shall make use of the crank handle to set the points locally. He shall keep the concerned point knob in the required position, extract the relevant crank handle from the electrical key transmitter, take out the crank handle lock key along with the lid key from the glass fronted box and proceed to the points. B.4.9 On the side of the point machine there are two lids. One covering the inlet hole of the crank handle and another covering the inlet hole of the crank handle lock. The duty Station master shall first open both the lids by using the lid key. Then he shall insert the crank handle lock key and unlock the same which permits insertion of the crank handle into the point machine. He shall then insert the crank handle and crank the point to the required position, clamp and padlock the point, remove the crank handle and crank handle lock key and close both the holes by lids and lock the lids by lid key. He shall also ensure that the other end of the points ( in case of cross over point) is in the required position. He shall clamp and padlock the cranked points and then return to the station to restore the crank handle in to the key transmitter. If the correct point indication has appeared on the panel and if everything is alright for the movement of the train, the Station master shall clear the relevant signals. If the signal gets cleared, trains can be dealt in usual manner. If the signals fail to respond, all trains should be dealt with strictly in accordance with the relevant provisions contained in GRs 3.68 to 3.70 and subsidiary rules there under. B.4.10 Whenever the crank handle is utilised to operate a point, necessary entries in the crank handle register should be made promptly with the details like Date, time, train No., .Point No., reason, etc. and the TECH.ES/JE/SE/SIG shall be advised immediately to restore normal working early. B.4.11 When the TECH.ES/JE/SE/Sig requires the Crank Handle to attend any repair or maintenance work, he shall give requisition, making necessary entries in the crank handle register and issuing disconnection notice in form S&T/ T.351 to SM on duty specifying the reasons thereof and the point numbers. On receipt of this requisition SM on duty shall give due consideration to train movement and hand over the point machine lid key, Crank Handle release lock Key of the required points after obtaining the requisite permission from control When the Crank Handle remains with TECH.ES/JE/SE/Sig, the concerned point on the route over which a movement is required to be done should be treated as failed and the point should be set locked, clamped, padlocked and padlocked keys retained in the personal custody of SM on duty. Whenever there is a movement over the concerned point is to be done, TECH.ES/JE/SE/Sig working at location should be advised before that movement in writing. After the work all the keys received from SM shall promptly returned to on duty SM duly inserting the Crank Handle to its normal position and ensure the availability of Crank Handle IN free indication on the panel. The TECH.ES/JE/SE/Sig and SM on duty shall promptly make the relevant entries while taking over/handing over the keys in the Crank Handle register maintained for this purpose at the station. Joint testing of the disconnected gear shall be done by the SM on duty and TECH.ES/JE/SE/Sig for the proper working of the disconnected gear. Then TECH.ES/JE/SE/Sig shall issue reconnection memo to the SM on duty to resume normal working. 4.12 When a crank handle remains with the TECH.ES/JE/SE/SIG, all the points in the concerned crank handle group should be deemed to have failed, set locally, clamped, padlocked, the padlock keys retained in the personal custody of the SM on duty and the TECH.ES/JE/SE/SIG working at the points advised, before permitting any movement over the points. SETTING OF ROUTE: - To set up a route and clear signals the duty SM when everything is all right, must unlock the panel and after ensuring that the point 'FREE' indication is available shall turn the point knob to either 'N' or 'R' position as required and observe from the point indication that the points have been correctly set and locked for the required position. Then he shall operate the signal knob to 'R' position. If the line is clear and free from obstruction, a row of white lights (route lights) will appear on the whole length of the route concerned on the panel and the signals would clear. As the train enters the concerned track circuit, the respective route white lights successively turn to RED as the train leaves the track, the route white lights reappear if the signal knob has not been restored to 'NORMAL'. After the move has been completed, the concerned signal knob shall be normalised and route lights get extinguished. ROUTE CANCELLATION/TIME RELEASE: - Once a signal has been taken off for a movement, the SM on duty must on no account interfere with the concerned signal or point knobs unless the route, which has been set, is to be cancelled. For cancelling the signal SR. 3.36 (ii) must be adhered to. Normally, once a signal has been taken off, the route shall not be cancelled. The route cannot be cancelled once a train passes the signal. If, however, it is necessary to cancel the route under SR. 3.36(ii) for any reason before the train passes the signal, the Station Master on duty must normalise the signal to "ON" aspect and the route will be cancelled automatically after a lapse of 120 seconds. For all the signals except Advanced Starter signal and starter signals, the route will be held in the locked up position for 120 seconds after the signal knob has been normalised. For starter signals the route will be held if:- (i) the berthing track is occupied or (ii) Home signal is taken off ( in case of main line starter.). There is a Numerical counter with an indicator below the legend `Route Cancellation' provided on the panel. The appearance of the `white' light indicates the commencement of the route cancellation and disappearance of the white light indicates that the route is cancelled. The number on the Numerical counter will change to the next higher number. NOTE:- (1) Only one route cancellation is permitted for Up & Down signals separately. If for any reason more than one route cancellation is required in the same direction, it is possible only in succession and not simultaneously. The fact may be recorded clearly in the route cancellation register. 2. Route cancellation must be done in accordance with the instructions contained in SR. 3.36(ii). Every route cancellation shall be entered in the route cancellation register with the number on the Numerical counter prior to the route cancellation and after the route cancellation with reasons for cancellation. Station Master should make an entry in the train signal register specifying the number displayed on the counter while handing over and taking over charge. The Station Master on duty should maintain the route cancellation register. An entry in detail with date & time of cancellation for train No/shunt move, reasons for route cancellation and counter reading should be made. BACK DOOR KEYS OF BLOCK INSTRUMENT Block instrument is provided with double lock and key arrangements. One key of this lock shall be in the custody of SM on duty and the other with the TECH.ES/JE/SE/Sig of the Section. Whenever it is required to open the block instrument, the TECH.ES/JE/SE/Sig shall requisite the key from the Station Master on duty, after making relevant entries with the signature in a separate register maintained for this purpose. On completion of the work, the block instrument shall be closed and locked and the SM's key shall be returned to the Station Master on duty. The SM on duty after being satisfied that the block instrument has been closed and locked with both the keys and is in good working order, shall take over the key and keep it under his personal custody. Necessary entries with signature of SM and the TECH.ES/JE/SE/Sig must be made in the register. The TECH.ES/JE/SE/Sig of the section is authorised to obtain the key from the SM on duty only when : (a) the block section is not occupied by a train and the instrument is in `Line closed' position during normal working of the block instrument OR (b) block working is to be restored after a failure irrespective of the position of the block instrument and occupation of the block section. The SM on duty should suspend the block instrument for train operation till such time the key is returned to him by the TECH.ES/JE/SE/Sig. B.7.4 First vehicle/last vehicle tracks: i)First vehicle tracks 4T and 5T on down and up line respectively, are electrically connected with the concerned block instruments and are provided in advance of the respective advanced starter signal. When the engine or the first vehicle of a train passes over the first vehicle track, the respective advanced starter signal will assume ON position automatically, and train on line indication would appear automatically in the block instrument. ii)Last vehicle tracks 1T and 8/T on down and up lines are electrically connected with the concerned block instruments and are provided in advance of respective home signal. As the last vehicle of a train passes over and clear these tracks, it permits the operating handle of the concerned block instrument to be restored from Train on line position to Line closed position after the home signal knob has been turned to normal position. B.7.5 Automatic Train on line feature Automatic Train on line feature is provided at all the block instruments of the station. Incoming train When a train for which line clear has been given leaves the station in rear (KPN or PU) actuating its first vehicle track, the arrow at the Line clear panel of Train coming from dial of the block instrument would move towards Train on line panel and simultaneously a buzzer would sound at the concerned block instrument. The duty SM, while acknowledging the train entering section signal, shall observe this change at the train coming from dial and turn the operating handle towards train on line position, which would stop the buzzer. Outgoing train When an outgoing train passes past the advanced starter signal towards SKPT or KPN, in its Off position, the actuating the first vehicle track, the signal goes back to ON position, the arrow at the Line clear panel of train going to dial at this station and as well of train coming from dial of the concerned block instrument at SKPT/KPN, moves towards train on line panel and a bell/buzzer would sound simultaneously at both the connected block instruments. The SM shall put back the signal knob of the advanced starter signal, which shall stop the bell. Then he can issue train entering section signal. The SM at the other end, shall turn the operating handle to Train on line position, duly observing the change in his Train coming from dial and acknowledge Train entering section signal, which would stop the buzzer at his end. Note: Owing to the failure of the above feature block working need not be suspended, but the operating handle turned towards Train on line position under due notification between stations after train departure. CALLING ON SIGNALS (Ref GR 3.13) Calling on signals Nos. 8B and 1B, are provided below the Up and Down Home Signals Nos. 8A, and 1A. Plates bearing letter `C' is also provided just below the Calling-on signals. The Calling-on signals are intended to receive a train on an occupied/obstructed line or when one or more of the track circuits on that route have failed or when the home signal has failed. Before clearing the Calling-on signal, the SM shall decide whether it is absolutely necessary to receive the train on that line and train can be berthed clear of the fouling mark/starters. Individual knobs are provided to operate the Up and Down Calling-on signals. These knobs have two positions - "N" (Normal) and "R"(Reverse). A Numerical counter is provided on the panel for Up and Down Calling-on signals. Track circuit No. C8T and C1T are provided at the foot of the respective Home signal. SM shall ensure that the train occupies the concerned calling-on signal track and stops, after ensuring this, SM shall turn the knob 8B or 1B as the case may be to clear the concerned calling-on signal. In the event of failure of track circuits/Home signal or for the reception of a train on an obstructed line, the Calling-on signal can be taken `OFF'. After ensuring that the home signal knob is in its normal position and the required route is set, the calling-on signal knobs should be operated to its `R' position. On the occupation of the Calling-on track circuit in rear of the home signal by the approaching train and when the calling-on signal knob is in R position, a white light indication gets displayed near the numerical counter of the Calling-on signal. After a lapse of 60 seconds, the Calling-on signal will assume `OFF' aspect, the white light indication near the counter gets extinguished and the counter registers the taking `OFF' of the Calling-on signal by displaying the next higher progressive number. An entry with details of the date and time of taking OFF of the Calling-on signal, train for which it was taken OFF, the number of the reception line, reasons etc., and the numbers displayed by the calling-on signal counter prior to and after the operation should promptly be made and signed in the Calling-on signal register maintained by the SM on duty. If the calling-on signal cannot be taken OFF due to failure, train shall be received over `Signal post telephone' provided as detailed in Para B.9. Note:- Whenever a callingon signal is taken off to authorise a movement the interlocked points governed by the signals need not be clamped and padlocked. Clamping and padlocking is however necessary when disconnection notice has been issued. RELEASE OF ROUTE AFTER THE COMPLETE ARRIVAL OF THE TRAIN RECEIVED ON CALLING ON SIGNAL (i) After ensuring physically the complete arrival of a train received on Calling-on signal the SM on duty shall put back the calling-on signal knob to normal. Once the signal knob is normalised, the route light gets disappeared, if not Calling-on emergency route release should be used. (ii) The SM on duty shall physically verify that the train has arrived complete well within starters/fouling mark before putting back the calling on signal knob to the normal position. He should not rely on the track indication on the control panel alone for this purpose. (iii) Calling-on emergency route release button, coloured white is provided on the panel to release the route during failure of other- than- berthing track circuit. This button has to be pressed after ensuring complete arrival of the train physically by the SM on duty, duly putting back calling-on signal knob. Route will be released after a time lapse of 120 seconds. SM has to enter the counter reading with details in a register specially maintained for this purpose. (iv) Appropriate entries in the Route Cancellation Register should promptly be made when a calling-on signal route is cancelled as said above, specifying the reasons thereof and the number displayed on the cancellation counter before and after the route cancellation. SIGNAL POST TELEPHONE (SR 3.69 (X) ) A Signal Post Telephone is provided in a cabinet on the up and Down home signals post, with the legend `Telephone' painted on the box. When the home signal has not been taken "OFF" the Loco pilot of the approaching train shall draw close to the Home signals and stop and wait for 2 mts.. If the Home signal/Calling on signal is not taken "OFF", the Loco pilot shall go to post type telephone and rotate the handle of the telephone to attract the attention of the SM. As soon as the SM acknowledges the call, the Loco pilot shall keep the cradle pressed till he completes the conversation with the SM. The Loco pilot should open the flap on the mouthpiece for speaking and hearing and close them on completion. The duty SM shall respond to the call and inform the Loco pilot the reason for the delay and the probable time at which the signal will be taken off. If the signal is not taken off as indicated by the SM, the Loco pilot shall contact the duty SM once again for further instructions. If it is due to signal failure/suspension, the SM on duty shall set the route correctly, clamp and padlock the points, ensure clearance of line and communicate the following message, which the Loco pilot shall record in his Rough Journal Book and pass the signal at "ON" position duly observing necessary caution. The SM on duty shall record the message below the train entry on the Train Signal Register. . To the Loco Pilot of train No. description .. Owing to the failure / suspension of *Up/Down home signal No.., You are hereby authorised to pass * UP/Down signal No. at ON and enter Road No. at restricted speed of *15 KMPH/10KMPH. Private number (i) ( in figure). (ii) (in words) . * strike out which are not applicable. NOTE:- 1. The speed is restricted to 10 kmph when receiving on obstructed road/line. B.10 FUNCTIONS / DESCRIPTION OF KNOBS ON THE PANEL: - Signal KnobDescription1ADown Home signal to Road No. 1 or 21BDown Calling on signal to Road No. 1 or 22Down Starter Road No. 23Down Starter Road No. 14Down Advanced Starter5Up Advanced Starter6Up Starter Road No. 47Up Starter Road No. 38Up Home signal to Road No. 3 or 48BUp Calling on signal to Road No. 3 or 4Point KnobDescription50Point Slip siding Up main line51Point Slip siding Down main line52Points Road No. 3 and Trap point on Road No. 4 (JTJ end)53Point Road No. 2 and Trap point on Road No. 1 (JTJ end)54Points Road No. 2 and Trap point on Road No. 1 (BWT end)55Point Road No. 3 and Trap point on Road No. 4 (BWT end)56Emergency Cross over points connecting Up & Down Line57Control on Siding points 100/103 (A/B frame)58Emergency Cross over points connecting Down & Up Line TABLE OF MOVEMENTS Sl. No.Description of MovementSM turn point knobSignal knobTo Receive1Down Train on Road No. 154, 53, 511A2Down Train on Road No. 2511A3Up Train on Road No. 3-8A4Up train on Road No. 452, 558ATo Despatch5Down Train from Road No. 1543,4/2D6Down Train from Road No. 2-2,4/2D7Up Train from Road No. 3507,58Up Train from Road No. 450, 526,5To pass/Run through9Down Train Via Road No. 154, 53, 514/2D, 3, 1A10Down Train Via Road No. 2514/2D, 2, 1A11Up Train Via Road No. 3505, 7, 8A12Up Train Via Road No. 450, 52, 555, 6, 8ATo Receive a Train on Calling On - Signal13Down Train on Road No. 153, 511B14Down Train on Road No. 2511B15Up Train on Road No. 3-8B16Up train on Road No. 4558B TELECOMMUNICATION: - Telephone attached to the block instruments, connecting the adjacent block stations the section control telephone; the following Magneto Telephone circuits are also provided at this Station for the use in train passing duties. CIRCUIT No.1LOCATIONRINGSSMs Office0 Top point No.53(JTJ end)00Top point No.54 (BWT end)000 CIRCUIT No.2LOCATIONRINGSSMs Office0LC No. 98 at Km.241/500-600 00LC No. 99 at Km.246/500-600000 CIRCUIT No.3LOCATIONRINGSSMs Office0LC No. 97 at km.233/200-30000SM/Patchur 000 CIRCUIT No.4LOCATIONRINGSSMs Office0Up Home signal0 CIRCUIT No.5LOCATIONRINGSSMs Office0Down Home signal0 The code rings noted against each should be utilized to call the attention of each other. Failure of telephone communication should be promptly reported to the TECH.ES/JE/SE/SIG. for early rectification. APPENDIX C Raksha Kavach - N/A - APPENDIX D DUTIES OF THE STAFF D.1.0 The Station Master in-charge shall be responsible for: Judicious management of the station staff apart from working as Station Master on duty as per the roster issued by DPO/SBC. Ensuring the availability of essential equipments. D.2.0 The Station Master on duty is the over all in-charge for train / shunting operations at the station during his duty hours. He shall ensure that proper co-operation is maintained by all staff under his control in the respective shift duty, personally operate the control panel, consult control regarding train movements and act according to his instructions, provide timings and other particulars pertaining to the train movements, maintain prescribed registers, caution orders etc., keep necessary isolation as required and adhere to all instructions relevant to him, as laid down in the SWR, GRS, BWM and other instructions issued from time to time through circulars. D.3.0 Pointsman / TRH / Trained SCP: He shall clean the points regularly, assist the Duty Station Master in issuing Caution Order/Memos in piloting train, in clamping the points during failure, and in keeping the stations essential equipments and the control panel clean and tidy. He shall invariably exchange All right signals for every passing train on off side and perform shunting operations as per the instructions of the Station Master on duty and also carry out any other instructions issued to him by Station Master. D.4.0 The duties mentioned above are not exhaustive. All staff are required to adhere to the relevant duties assigned to them by General Rules, Block Working Manual and Accident Rules, and the instructions issued from time to time by the Divisional Officers/Supervisors with all promptitude and prudence with a view to achieve better result in safe and efficient transportation. APPENDIX `E' ESSENTIAL EQUIPMENTS AT THE STATION Sl. No.Description of essential equipmentsMinimum Quantity at SMs Office1Hand Signal flags3 RED 3 GREEN2Hand Signal lamps / Tri colour torch 23Detonators204Safety Chains with padlocks25Clamps with Padlocks86Skids47Line Block Caps28Line Blocked Caps49Trolley lorry on Line Caps210Rusty Rail Caps411Caution in force boards212Station bell113Fire buckets with Sand214Fire buckets with Water215Padlocks with keys216Pouches for shunt keys217Wall Clock1 The SM shall ensure that the prescribed quantity of the above-mentioned essential equipments is made available at SMs office exclusively for train passing duties. APPENDIX `F Rules for working D class stations, Halts, IBH, IBS and Outlying sidings: - N/A APPENDIX `G Rules for working of trains in electrified sections: - This is issued separately by DEE/TRD for working of trains in electrified section and shaqll be read in conjunction with this SWR.. ANNEXURE-1 INSTRUCTIONS FOR WORKING OF TRAINS AT STATIONS PROVIDED WITH DIGITAL TYPE BLOCK PROVING AXLE COUNTERS GENERAL: Block proving Axle Counters are provided in advance of UP & DOWN Last Stop Signals and HOME signals of the station to monitor the status of the Block Section. Block proving axle counters are used for clearance of Block pertaining to that Block Section. An Axle Counter Indication-cum-Reset Box is provided at the SMs office, one each for each Block Section to indicate the clearance of the concerned Block Section and to facilitate Reset in case of axle counter failure. DESCRIPTION OF THE INDICATIONS/FEATURES ON THE AXLE COUNTER INDICATION-CUM-RESET BOX: FEATURES: SMs Key for authorizing reset operations. Reset Push Button for Resetting Axle Counter. Counter for recording Reset Operation. INDICATIONS: 1.Green Light (Large)ClearIndicate that the Block Section is clear.2.Red Light (Large)Occupied/FailedIndicate that the Block Section is occupied/the BPAC has failed.3.Green Light (Small)Preparatory ResetIndicate that the Axle Counter Resetting operation at both ends is completed.4.Yellow Light (Small)Power ONIndicate that the power supply is available. 3. CUSTODY OF KEYS: The SMs key of Axle Counter indication-cum-reset boxes shall be kept in SMs key box and the key of the glass fronted SMs key box shall be under the personal custody of the SM on duty. 4. RESET BUTTON: Reset button is provided in the Reset Box so that whenever the axle counter shows occupied/ Failed (Red Light-Large) condition, the SM on duty can reset the same to normal after ensuring that the Block Section is clear. COUNTER FOR RECORDING RESET OPERATION: Each and every operation of the reset button is counted on a digital counter and shall be recorded in a separate register indicating the movement before and after operation of the reset button as per the following proforma: Sl. No. Date/ Time Train No. after which Axle counter has failed Private Number given to the station in rear/ advance  Private Number received from the station in rear/ advance Counter reading before resetting Counter reading after resettingPrivate Number given by the despatch end SM Train No. dealt after resettingPN given by despatch end SM after clearance of first train after resettingPN given by reception end SM after clearance of first train after resetting INDICATIONS: Indications are provided in the Axle Counter Indication-cum-Reset Box to show the status of the concerned Block Section. The Clear (Green Light-Large) indication on the concerned Axle Counter Indication Box shall be observed by the SM on duty before obtaining/granting line clear on the relevant Block Section. The Axle Counter Indication-cum-Reset Box displays Clear (Green Light - Large) indication when the Block Section is clear of trains/vehicles and Occupied (Red Light - Large) indication when the Block Section is occupied or Axle Counter pertaining to that section is failed. COMPLETE ARRIVAL OF TRAINS: In case the Axle Counter shows Occupied (Red Light-Large) indication with an Audible warning, even after the complete arrival of the Train, no effort shall be made forcibly to bring the Block Instrument to Line Closed condition. The buzzer shall be acknowledged by normalising the Home Signal Knob. Before initiating action to reset the Axle Counter and permitting the next Train into the Block Section, the SM shall comply with the provisions of GR 14.10 (1) & (2) and satisfy that the train, for which line clear is given, has arrived complete. Once the complete arrival of the train is verified, action can be initiated to reset the axle counter at both ends of the affected section as per the procedure given under Para 8. RESETTING PROCEDURE OF AXLE COUNTERS: After ensuring that the Block Section is clear, the Axle Counter shall be reset. The resetting operation shall be resorted to only when there is Occupied (Red Light Large) indication even though the Block section is clear. The following procedure shall be adopted after advising the S&T staff concerned about the failure of the axle counter. The SM on duty at the receiving station in which the train has arrived complete shall give a Private Number to the SM at the other end (despatch station) confirming the complete arrival of the train. The SM on duty at the despatch end shall acknowledge the same by communicating a Private Number. The key of the reset box shall then be inserted in the reset box, turned and pressed along with pressing of reset push button by both SMs independently. The reset operation pertaining to Block Section is carried out independently at both ends. Preparatory Reset (Green Light Small) indication, to indicate that the Axle Counter resetting operation is complete, will appear on the Axle Counter Indication-cum-Reset Box at both ends. The counter, provided for recording resetting operation will register next higher number. Necessary entries shall be made in the Block proving Axle Counter Resetting Register maintained for this purpose. Similar entries are made by the SM at the other end of the Block Section also. When the preparatory indication appears, the receiving end Station Master should advise the Station Master at the other end that the block section is being closed. The other end SM shall give a PN to this effect to receiving end Station Master. The receiving end Station Master shall then close the block section by normalising the block instrument. With the preparatory reset indication available at both Stations, the line clear for the next train can be obtained through the block instrument and the LSS can be taken off and the train despatched normally. 8.10 On clearance of the first train on preparatory reset at the receiving station the axle counter will show Clear indication at both stations. The receiving end station master shall then advise the station master at the other end, the availability of clear indication of the axle counter under the exchange of private numbers. Subsequent trains can be normally dealt. 8.11 On arrival of the first train on preparatory reset if the axle counter shows clear indication at both stations all subsequent trains can be dealt normally. However if again the axle counter does not show Clear indication but preparatory indication continues, the block working shall be suspended and S&T officials of the section shall be advised to attend to the failure. 8.12 The entries in TSR shall be made in red ink at both stations whenever line clear has been obtained with the axle counter showing preparatory reset indication. 8.13 No attempt shall be made to close the block section on arrival of the train on preparatory reset if axle counter is still showing preparatory reset indication, instead of clear indication. FAILURE OF AXLE COUNTER: If Axle Counter does not show Clear (Green Light - Large) indication after clearance of the train on Preparatory Reset, it shall be treated as a failure of Axle Counter. The Block Instrument Working of the concerned Block Section shall remain suspended till S&T staff rectifies the same. During this period Trains shall be dealt as per GR. 14. 13 and closing of Block Section done as per GR.14.10 (1), (2), & (3). and para 6.5 of this SWR. WORKING OF TROLLEY/MOTOR TROLLEY/LORRY ETC: Motor Trolleys, when required to proceed to adjacent station, shall be issued with necessary Authority to proceed, suspending Block Working. After the motor trolley has cleared the section, the SM on duty shall resume block working for subsequent trains. However, in case the axle counter does not show clear indication after arrival of the Motor Trolley at the adjacent station, resetting of the axle counter shall be done as per Para 8 and Train operations resumed. SHUNTING: Shunting shall be done as per the instructions contained in the Block Working Manual. However, after a Block Back operation is completed, before bringing the Block instrument to Line Closed position, it shall be ensured that the axle counter shows Clear (Green Light - Large) indication. (J. CHANDRASHEKAR) Divisional Signal & Tele-communication Engineer/Bangalore.(K. E. ANSAR) Divisional Operations Manager, Bangalore.      PAGE 1 B.18/MAR (J. 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[ @Verdana;WingdingsG=  jMS Mincho-3 fg5Mangal9GaramondK,Bookman Old Style?= *Cx Courier New5. .[`)Tahoma7@CambriaK=   jMS Gothic-3 0000A$BCambria Math"1  h2' g gw}M/ }M/ !4))y 3qXR?;2C! xx Are You suprised ?BirthdayBirthdayLSKuser$F                           ! " # $ % & ' ( ) * + , - . / 0 1 2 3 4 5 6 7 8 9 : ; < = > ? @ A B C D E Oh+'0[  < H T `lt|Are You suprised ? BirthdayLSK BirthdayNormaluser119Microsoft Office Word@B@@_뭱@P˖@V/}MG8ZRsE   -  c.@Times New Roman------  2 <b1  2 <b  b' 2 KbB. 2 Kb18  2 Kb/ 2 KbMAR   2 Kb  b'@Garamond---X@Bookman Old Style---X @Bookman Old Style--------------------------- "2 Lb   2 ~b( %2 bJ. CHANDRA SHEKAR  ---  2  b ---  2 b)  2 b 4 2 Kb  g2 R=b   2 b   2  b(---  2 %b --- 2 * bK.E.ANSAR    ---  2 ob ---  2 ub)---  2 zb  b'--------------------,@Bookman Old Style------ 2 Lb --- 2 ]b --- 2 kb  2 b   2 b --- 2 bDSTE/SBC    &2 b  2 Nb  2 !bDOM/SBC  ---  2 ab  b'@"Verdana---  2 \b  @"Verdana------ +2 l@bSOUTH WESTERN RAILWAY       2 l b   &2 |RbBANGALORE DIVISION       2 |b  ------ ,2 bStation Working Rules:    2 b   2 bDate of Issue:  2 8b05  2 Hb- 2 Ob02  2 _b- 2 fb2012  2 b  b' 2 bNo. B  2 b18  2 b   2 b/ 2 bMAR   2 b.  2 b  2  bDate on which    2 8b  b'  2 b   2 b O (2 bbrought into force:  2 Xb  b'  2 b  b'--- 2 bMULANUR    2 b   2 LbNOTE:    2 wb-  2 ~b  b'--- 2 _b1.  2 lb  V2 {2bThese Rules supersede the Station Working Rules B.   --- 2 b18/MAR ---  2 b  2 bdated  2 Bb  2 Gb24  2 Wb- 2 ^b05  2 nb- 2 ub2005.  2 b  b'  2 _b  b'@"Arial------ 2 _b2.---  2 lb --- +2 {bThe Station Working R    p2 Cbules must be read in conjunction with General and Subsidiary Rules      b' 2 {Sband Block Working Manual. These rules do not in any way supersede any rule in the          b' 2 .{babove  2 .b- #2 .bmentioned books.   2 . b  b' 2 ?_Sb3. These station working rules shall be read in conjunction with traction working i     2 ? bnstructions   [2 O{5bissued to suit 25KV AC RE pertaining to this station.    2 Ob    2 __b  --- 2 oLb1.   2 oZb ! 72 o{bSTATION WORKING RULE DIAGRAM:          2 ob-  2 ob  --- 2 {XbThe enclosed Rule diagram based on Signalling Plan and P. Way Plan shows the signalling       p2 {Cbfeatures, track circuited portions, names of the adjacent stations,   2 Jb  ,2 Qbthe normal setting of    J2 {*bpoints and other details pertaining to day  2 b- 2 bto  2 b- M2 ,bday working. Complete layout of the station      2 {_byard, gradients, holding capacity of individual lines, distances of adjacent stations etc. are  --- M2 {,breproduced from the enclosed layout diagram.  ---  2 b   2 b  g 2 gRu   2 gle Diagram No.       2 3g  'g@Wingdings------  2 ng---  2 }g  '--- 2 SBC/RD/  2 MAR   2 /  2 18  2 3/Alt   2 V-  2 ^5   2 h  '- @ !- - @ !- - @ !- - @ !f- - @ !%g- - @ !- - @ !5- - @ !- - @ !- - @ !- - @ !f- - @ !- - @ !- g--- &2 gSignalling Plan No       2 8g  'g---  2 ng---  2 }g  '--- 2 IPU.10    2 9  2 1ALT    2 --   2 82   2 E  '- @ !- - @ !- - @ !f- - @ !%g- - @ !- - @ !5- - @ !- - @ !- - @ !f- - @ !- - @ !- g---  2 gP. Way Plan No       2 "g  'g---  2 ng---  2 }g  '--- 2 B/  2 MAR   2 /  2 31   2   '- @ !- - @ !- - @ !f- - @ !%g- - @ !- - @ !5- - @ !- - @ !- - @ !f- - @ !- - @ !- g--- %2 gLayout diagram No       2 >g  'g---  2 ng---  2 }g  '--- 2 B/  2 MAR  2 /T/   2 5   2   '- @ !- - @ !- - @ !f- - @ !%g- - @ !- - @ !5- - @ !- - @ !- - @ !- - @ !- - @ !- - @ !f- - @ !f- - @ !%g- - @ !- - @ !- - @ !5- - @ !- - @ !- - @ !- ---  2 -b  @Times New Roman- - - @"Arial- - - @"Verdana- - -  @ Verdana--- - - --- - - --- - - - - - - - -   2 =Lb2- - -   2 =Tb '--- 2 ={ bDESCRIPTION   - - -   2 =b --- 2 =bOF - - -   2 =b --- 2 =bTHE - - -   2 =3b --- 2 =;bSTATION:    2 =b-  2 =b  --- - - --- - - ,@Bookman Old Style---- - -  2 YLb2.1 - - -   2 Yab - - -   2 Y{b --- 2 YbGENERAL( - - -   2 Yb --- 2 Y bLOCATION)  ---  2 Y:b  --- F2 v|'bMULANUR is situated on the Jolarpettai            2 vb-  2 vb  =2 v!bBangalore City broad gauge line           t2 |Fbat a distance of Km.239.42 from Chennai Central. This is a 'B' class                  X@Bookman Old Style--------- 2 | bstation on   --- 2  bDouble Line   ---  2 ?b --- 2 H bElectrified   ---  2 b  2 bsection.    2 b  2  bOn JTJ side t   2 cbhe   2 b  2 bup  2 bblock     ,2 |bsection is between MAR       2 @b- 2 F bSKPT, Down   /2 bBlock section is between        2 xb  2 b  2 bPU   2 b  2 band   2 |bMAR.   2 b  J2 *bOn Bangalore side both Up and Down block s              )2 .bections are between        2 | bMAR and KPN.     2 b  d2 ;bThis station is provided with four running lines with High                  2 b-  2 b   y2 |Iblevel platform on Road No. 1 and Rail level island platform between Road                       z2 |Jb3&4. The Office of the Station Master is situated on the platform of Road                      "2 |bNo. 1 and the c     42 bode of this station is MAR.        2 b    2 Lb  ---  2 1b  @Times New Roman------ 2 BLb2.2   V2 B{2bBLOCK STATIONS ON EITHER SIDE AND THEIR DISTANCES:            2 BPb----  2 BWb  2 Bc bKUPPAM at a    2 Bb   2 U{Xbdistance of 12.040 kms. on the Up and Down line on the Bangalore city Junction side and        p2 g{CbPATCHUR at a distance of 11.100 kms. on the Down line and Somanayak                2 g banpatti at a     2 y{[bdistance of 19.264 KMs. on the Up line on Jolarpettai junction side are the adjacent block     2 {]bstations. There is no 'D' class station in either of the block section. However PU is the non       2 b-  12 {bblock station on Up line.   2 b    2 |b    2 |b    2 |b  ---  2 {b  "Systemv.4` 2v@5vD3l -- bbaa``՜.+,0d hp  ,Hewlett-Packard Company ) Are You suprised ?DESCRIPTION OF THE STATION:-GENERAL( LOCATION) Title Headings  !"#$%&'()*+,-./0123456789:;<=>?@ABCDEFGHIJKLMNOPQRSTUVWXYZ[\]^_`abcdefghijklmnopqrstuvwxyz{|}~      !"#$%&'()*+,-./0123456789:;<=>?@ABCDEFGHIJKLMNOPQRSTUVWXYZ[\]^_`abcdefghijklmnopqrstuvwxyz{|}~      !"#$%&'()*+,-./0123456789:;<=>?@ABCDEFGHIJKLMNOPQRSTUVWXYZ[\]^_`abcdefghijklmopqrstuvwxyz{|}~      !"#$%&'()*+,-./0123456789:;<=?@ABCDEFGHIJKLMNOPQRSTUVWXYZ[\]^_`abcdefghijkmnopqrs|}Root Entry F .TjData nLj1Table[WordDocument 4SummaryInformation(>[DocumentSummaryInformation8lMsoDataStorep2j .TjCEOZCFAA==2p2j .TjItem  PropertiesUCompObj r   F Microsoft Word 97-2003 Document MSWordDocWord.Document.89q