ࡱ> RUKLMNOPQ[ bjbj 4ΐΐ DD$$$$$$$$8$&T$,,------vxxxxxx$I$-----$$--;;;-$-$-v;-v;;F(j -5$$|/npb0޸7v$v--;-----9----------------D M#:  SOUTH WESTERN RAILWAY BANGALORE DIVISION Station Working Rules: Date of Issue: 27-01-2012 No. B.19 /PU. Date on which brought into force: PATCHUR NOTE:- 1. These Rules supersede the Station Working Rules B.19/PU. dated: 11-03-2005. 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. These Station working Rules shall also be read in conjunction with the traction working instructions issued to suit 25 KV AC RE pertaining to this Station 1. STATION WORKING RULE DIAGRAM:- The enclosed Rule diagram based on Signalling Plan and P. Way Plan shows the signalling features, track circuited portions, names of the adjacent stations, the normal setting of points and other details pertaining to day-to-day working. Complete layout of the station yard, gradients, holding capacity of individual lines, distances of adjacent stations etc. are reproduced from the enclosed Rule diagram. Rule Diagram No.SBC/RD/PU/19/ALT-5Signalling Plan NoIPU1086/ALT-2P. Way Plan NoNo. PU 66A FN 29958Layout diagram NoB/PU/T/20 DESCRIPTION OF THE STATION:- GENERAL( LOCATION) Patchur is situated on the Jolarpettai - Bangalore City broad gauge line at a distance of Km.228.310 from Chennai Central. This is a 'B' class station on double line section towards MAR and SKPT. The code initials of this station are PU. BLOCK STATIONS ON EITHER SIDE AND THEIR DISTANCES:- Somanayakkanpatti is at a distance of 8.164 kms. on the JTJ side and Mulanur at a distance of 11.100 kms.(Up line), 16.63 mtrs (Down line) on the Bangalore city Junction side are the adjacent block stations. For Up line PU is not a block station. There is no 'D' class station in either of the block section SL.No.ADJACENT BLOCK STATIONCODEINTER DISTANCE.DIRECTION1SOMANAYAKKANPATTISKPT8.164 KmsUp JTJ Jn. end2MULANURMAR11.110 KmsDown, SBC Jn. end BLOCK SECTION LIMITS ON EITHER SIDE OF THE STATION ON DIFFERENT DIRECTIONS: - The station limit extends from the down Distant Signal to Down Advanced Starter Signal on the Down line and from Up Gate Distant signal to and inclusive of Traffic LC No. 94 at Km. 227/700-800.on Up line. Between stationsPoint from which the block section commencesPoint at which the block section ends.PATCHUR MULANURDown Advanced Starter signal No.5 at MAR end on down line -PATCHUR SOMANAYAKKANPATTI-Down outermost facing points No.54 Note: On up line, Block working is between MAR and SKPT. This station works as a D class station with respect to Up line. 2.4 GRADIENTS: - Sl.N o.DirectionFrom (m)To (m)Inter distanceGradientsection1Down line towards SKPT ( Rd-1 & Rd-2)Centre line4954951 in 260 falling towards SKPTStation/Block section2Down line towards SKPT495B/Section-1 in 100 falling towards SKPTBlock section3Down line towards MAR ( Rd-1 & Rd-2)Centre line6806801 in 260 rising towards MARStation section4Down line towards MAR680Block section-1 in 100 rising towards MARStation/Block sectionFor further details of the gradients, the enclosed rule diagram may be referred. LAYOUT: This Station is on Double line section with two running lines. This station is provided with two running lines with platform for Road-2. The Up line passes through this station. In down direction Road-1 (Main Line) and 2 (Loop line) and in up direction a through Up line is provided at this Station. The SMs office is situated on the Platform of Road No. 2. 2.5.1RUNNING LINES, DIRECTION OF MOVEMENT AND HOLDING CAPACITY. Running Lines.Direction of Movement.Holding CapacityLength (CSR)Type of PFLength of PFRoad-1Reception & despatch of Down trains58BOXN+2E+BV+5%685.80m--Road-2Reception & despatch of Down trains58BOXN+2E+BV+5% 685.80 MtsHL240mUp lineUp N/AN/AHL240m 2.5.2 NON RUNNING LINES:- NIL 2.5.3 ANY SPECIAL FEATURES IN THE LAYOUT:- . There is no station section on up line. MAR-SKPT Up block section passes through PU station on the Up line. However a Low level platform is provided for catering to passenger traffic on up line. A Non-Block station warning board is available at 1200m from PU station on up line to warn the loco Pilots that they are approaching a non-block station. A stop board is also provided at SKPT end of PF on up line to indicate to the loco pilot of stopping train regarding the place of stoppage. 2.6 LEVEL CROSSINGS: - LC No. Class Dept.LocationTypeNormal PositionWhether InterlockedProvision of Tele-phoneLC No.94 C Class Traffic.227/700-800 PU yard (Up and Down line)Lifting BarriersOpen to road trafficInter locked ProvidedLC No. 95 B1 Class Traffic.228/500-600 PU yard (Up and Down)Lifting barriersOpen to road trafficInter locked ProvidedLC No. 96 C Class Engg.229/300-400 MAR-PU (Up line)Lifting barriersOpen to road trafficInter locked Provided NOTE: - 1) Refer appendix A for detailed gate working instructions. 2) Station staff shall promptly attend to the telephone call from the LC gate without fail as any call could also be for reporting any emergency. SYSTEM AND MEANS OF WORKING: 3.1 This is a Class B station and trains are worked under the absolute block system. Double line Modified SGE Lock and Block instruments for PU SKPT and PU - MAR on down line is provided in the SMs Office. On Up line, the block working is between MAR and SKPT stations. PU is treated as a D class station on Up line. Block Proving Axle counters are provided for both the block sections. Resetting boxes are provided in SMs office. 3.2 Only the SM on duty shall operate the block instruments for train movements duly maintaining the train Signalling Registers and the Block Instruments shall be kept locked after each operation, the keys being kept in his personal custody. The Duty SM shall operate the Block Instruments in the manner laid down in BWM. 3.3 (i)Down Advanced starter signals which is the last stop signal on down line is interlocked with the block instrument. Advanced starter signal can be taken OFF only when line clear has been obtained through the block instrument from the block section in advance. (ii)The OFF aspect of the Down Advanced Starter signal is an authority to proceed for the Loco pilot of the Down departing train to enter into the PU-MAR block section. CUSTODY OF KEYS The following keys shall normally be kept in the personal/safe custody of the station Master on duty. SMs key of the centralised control panel SM's key of the block instruments SM's key of the double key lock of the block instrument. SMs key of double key lock of the relay room. Pad lock keys of the point clamps Padlock keys of the safety chains Padlocks keys of SPT switch locks. Keys of point machine lid cover locks Pad lock keys of boxes containing the emergency keys of the LC gates in RKT. 10. Keys of BPAC resetting boxes The above keys except item no. (1), (2)and (7) shall normally be kept in the glass fronted key case provided in the station house. The key case must always be kept locked and the key of the box shall be kept in the personal custody of the duty SM. SYSTEM OF SIGNALLING AND INTERLOCKING This station is provided with Panel Interlocking set to standard-II-R Multiple Aspect Colour Light Signalling arrangements (Operated from the panel) with Distant, inner Distant, Home, Starter and Advanced Starter signals in Down direction. The entire yard is track circuited, Calling-on-Signal & SPT are provided below Down Home signal, Crank Handle is provided in the station house. Motor operated points, Counters for Calling-on signal, route cancellation, emergency calling-on route cancellation, are also provided. (See Appendix `B for details). CUSTODY OF RELAY ROOM KEY AND PROCEDURE FOR ITS HANDING OVER AND TAKING OVER BETWEEN STATION MASTER AND S& T MAINTENANCE STAFF: - The Relay Room is provided with a double key lock. One key is to be retained by the Station Master on duty and the other key by the TECH.ES/JE/SE/Sig. Whenever it is required to open the relay room, the TECH.ES/JE/SE/Sig shall ask for the key from the SM on duty, duly filling in the relevant columns of the Relay Room key register maintained at the Station. The SM on duty shall hand over the key to the TECH.ES/JE/SE/Sig. After the 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. S & T (T/351). from TECH.ES/JE/SE/Sig and the relevant provisions of GR/SR 3.68 to 3.70 are to be followed for train/shunt movements. When no such endorsement is made, he shall sign in Form S&T/MR and follow the normal procedure for dealing trains. NOTE:-The SM on duty shall not hand over the key to TECH.ES/JE/SE (Sigg) immediately after an accident involving points/signals/interlocking etc., at the station until after fully satisfying that the necessary readings have been recorded by the competent official(s). POWER SUPPLY: 4.3.1 Power supply to the signalling installations is drawn from: (i) Down Auxiliary Transformer (Dn.AT) (ii) Up Auxiliary Transformer (UP AT) (iii) Tamil Nadu Electricity Board (TNEB) 4.3.2 The power selection board is provided in the duty SMs Office. The board has a rotary selection switch, miniature circuit breakers (MCBs) with illuminated indicators. 4.3.3 The rotary switch has four positions viz., (i) Up AT (ii) Down AT (iii) TNEB (iv) Off. Lamp indicators are provided for (i), (ii) & (iii) positions to indicate availability of power from the corresponding source of supply. 4.3.4 The rotary switch shall normally be changed every 24 hours from Up AT to DN AT and vice versa to monitor the power supply from the above sources. It shall be turned to TNEB in case of failure of supply from both Up and Down ATs. During power block, it shall be turned to the available supply to avoid disruption to train services. The normal changeover of AT supply shall preferably be done during 0000hrs-0100hrs daily. 4.3.5 Failure of power from the available source of supply is indicated by sounding of buzzer and appearance of red light below the `P-ACK' button on the panel. The SM on duty shall then press the `P-ACK' button to stop the buzzer. The red light continuously to glow till the power is extended to the signalling installations. After pressing the button the SM shall check whether the concerned MCB has tripped. If so it shall be normalised by pushing its lever to upwards position. This extends the supply from the same source if power is available in that source. If there is no power or if the MCB trips repeatedly SM shall extend the supply from the next available preferential source as indicated in Para 4.3.3 above by turning the rotary switch to the required position. This again caused the buzzer to ring. Simultaneously the red light indication below the `P-ACK' button disappears. SM shall press the button to stop the buzzer. 4.3..6 In the event of tripping of all MCBs again and again and no power is forth coming, it shall be considered as total power failure and train services shall be dealt as per the provisions of SR 8.03 (ii) (a). Since the signal happens to be blank, a competent Railway Servant shall be deputed to prewarn the Loco pilot of the incoming train, if any. Line clear shall not be given unless the SM has initiated action in terms of GRs and SRs 3.68. 4.3.7 When one or both the AT supplies resume the rotary switch shall be turned to the preferential source as detailed in Para 4.3.3. 4.3.8 A voltmeter is provided above the control panel to indicate the Voltage of power supply. There are 2 red bands painted on the face of this voltmeter. When the needle of the voltmeter move above the upper red band or below the lower red band. It shall be considered that the power supply is unsuitable. SM shall then extend supply from the next source as detailed in Para 4.3.4. 4.3.9 Failure of AT supply/TNEB supply shall be immediately intimated to the section controller, Traction Power controller and S&T control room for rectification. This shall be followed up by a message to Sr.DEE, Sr.DSTE & DEE/TRD. 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. 6.1.1 TRAIN WORKING STAFF IN EACH SHIFT: - Train working staff in each shift is one SM and one Pointsman/TRH/SCP. They will work in each shift according to the roster issued by the Divisional Personnel Officer/Bangalore Division (see appendix 'D' for their duties). 6.1.2 RESPONSIBILITY OF ASCERTAINING CLEARANCE OF THE LINES AND ZONES OF RESPONSIBILITY: - The Station Master on duty is responsible to ensure that the line/route is clear and free from obstruction up to the adequate distance before clearing the reception and/or despatch signals by observing the indications on the Control Panel. During failure, he shall personally ensure this by physical observation of the required length of the track. Before allowing any non-signalled move, the Station Master shall ensure that all the points on the required route are clamped & padlocked and the padlock keys are kept in his personal custody. If any non signalled move has taken place over a point operated by an electric point machine, whether in facing or trailing direction, the Station Master on duty shall operate the point for normal and reverse setting for the purpose of testing the points. Only after ensuring the correct indication for normal and reverse settings, SM shall permit further movements. 6.1.3 ASSURANCE OF STAFF IN THE ASSURANCE REGISTER: - . Every train passing staff posted newly at the station or leave reserve staff at the station or regular staff who has resumed his duties after more than 15 days of absence must go through Station Working Rules in force and give assurance in the prescribed Assurance Register {SR 5.06 (i)}. CONDITIONS FOR GRANTING LINE CLEAR (GR 8.03): The line shall not be considered clear and line clear shall not be granted unless The whole of the last preceding train has arrived complete and berthed within the starter signals / Stop boards. All the relevant signals have been put back to 'ON' behind the said train and ensure that the signal lights are burning bright. In case the home signal is blank, the station master shall also advise the SM in rear about the condition of the signal and to issue caution order to the loco pilot of the approaching train to be vigilant and stop at the home signal. The SM shall also depute a competent Railway Servant at the foot of the concerned home signal with hand signals . The provisions contained in GR 3.49, 3.71 and 3.74 and SRs thereunder shall be strictly adhered to by both SM and Loco pilots. The line is clear up to the point No. 54 for train from SKPT, Note: The Block Proving Axle Counter (BPAC) pertaining to the block section in rear should show clear indication (when it is working) before granting line clear. d)In case of an up train from MAR to SKPT, SM/MAR shall inform the train details to SM/PU, who shall in turn inform the gatemen of LC 96,95 & 94 regarding the train movement on the up line and turn the concerned gate knobs and give a PN to SM/MAR for having informed the gates. ANY SPECIAL CONDITIONS TO BE OBSERVED WHILE RECEIVING OR DESPATCHING A TRAIN: - Setting of points against blocked line: - This station is provided with centralised panel for operations of points and signals. Points and signals are operated individually by point knobs and signal knobs. As soon as a line is blocked by a trains or vehicles, points leading to the line at both ends shall be set against the line and line blocked caps fixed on the individual point knobs leading to the line as per para 7.2. Reception of train on blocked line: - Whenever trains are being received on an obstructed road/blocked line on calling-on signal the following procedures are to be complied with: If possible intimate the Loco pilot through the SM of the rear station. Ensure that the line is clear and free from obstruction up to the place of obstruction on the intended reception line . Ensure all the points over which the train has to pass are correctly set. Ensure that no conflicting movement is permitted. Ensure closure of LC on the route. Ensure that a stop hand signal is exhibited at a distance of not less than 45 m in the direction of approach of the train from the place of obstruction. During the failure of Calling-on signal, in addition to the above, ensure that the calling-on signal knob is turned to reverse while receiving the train on SPT/T 509 to avoid block failure. Station Master shall also personally ensure that all the points over which the train has to pass are correctly set, clamped, padlocked and the padlock keys are kept with him.{Ref SR5.09(iii) for the format of the message} If the train is received on Signal Post Telephone the SM shall ensure that the condition indicated above (i.e. a to g) is fulfilled and give a message to the Loco pilot through SPT. The Loco pilot shall record the message in his rough journal and pass the signal at ON. The SM shall record the message in the Train signal register below the entry for that train. ABSTRACT MESSAGE Date: Time: To the Loco pilot of Train NoDescriptionUp/Down You are authorised to pass the up/down home signal Noat 'ON' position cautiously at a speed not exceeding 10 kmph. and come to Road No. (in figures and words) which is obstructed. You shall bring your train to a halt at the facing points leading to the reception line or well short of obstruction which ever is approached first and await for hand signal for further movement. My private number is (in figure) .(in words) Note: During the failure of Calling-on signal and SPT and when the train has to be received on an obstructed line. The train shall be piloted by issuing Form T/509 and SM shall ensure that all the points over which the train has to pass are correctly set, clamped, padlocked and padlock keys are kept with him. Traffic gate No. 94 & 95 in case of down train shall be closed and secured against road traffic before authorising the movement on SPT/pilot memo. Reception of train on non-signalled line: -N/A. Despatch of train from non-signalled line: -N/A. Despatch of train from line provided with common Starter Signal: - N/A. Any other special conditions should be mentioned giving reference to the GR & SR: - For a stopping train, approach signals shall not be taken off earlier than 5 minutes before the probable arrival of the train. For a stopping train, despatch signals shall not be taken off earlier than 3 minutes before the probable departure of the train and despatch signal should be cleared only when the train is ready in all respects. For a run through train despatch and approach signals shall not be taken OFF earlier than 7 minutes, before the probable passage of the train. CONDITIONS FOR TAKING OFF APPROACH SIGNALS:- (A) i) Station Master/PU shall ensure that the line on which the train is intended to be received is clear and free from obstruction up to the adequate distance required as per para 6.3 (B) (i) and set the points for the required route and take off the Down Home signal. ii) SM shall ensure that the traffic interlocked LC gate No. 94 at Km.227/700-800 & LC No.95 at km.228/500-600 are closed and locked against the road traffic and CL indications are available on the panel as detailed in the Appendix - A. Note: Before clearing the Up gate signal No. 1&2 the Station Master shall ensure that the LC No. 96 at KM. 229/300-400, LC No.95 at km.228/500-600 and LC No.94 at KM. 227/700-800 are closed and concerned CL indications are available on the panel for a through train. (B)ADEQUATE DISTANCE:- (i).The adequate distance required for clearing the Down Home signal is reckoned as follows:- 1Down train on road-1Upto Down Advanced Starter No.5 with point no.51Normal2Down train on road-2. Upto Down Advanced Starter No.5 with point no.51Reverse (ii)The line required to be clear for clearing the Calling-on signal is upto the place of obstruction on the route or upto the concerned starter Down train on Road-1Up to the Starter No. 7Down train on Road-2Up to the Starter No 6 C The Station Master on duty, after granting line clear, shall decide the line on which the train is to be received, ensure that the line including the adequate distance is clear and free from obstruction, set and lock the route and take off the relevant reception signals by operating the appropriate knob on the panel and check up that the correct signals are taken off by observing their indications on the panel diagram. RESPONSIBILITY OF STATION MASTER FOR RESTORATION OF SIGNALS: - Station Master on duty should ensure that signal is put back to ON after the passage of every train as per GR 3.36.2 (b) SIMULTANEOUS RECEPTION/DESPATCH, CROSSING AND PRECEDENCE OF TRAINS:- Direction-wise reception of down train on Road-1 or 2 and passing through of an up train on Up line, simultaneously is possible at this station. COMPLETE ARRIVAL OF TRAINS:- 6.5.1 As Block proving axle counters are provided at this station, Station Master on duty 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: 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)}. DESPATCH OF TRAINS :- 6.6.1 When everything is ready and the train is to be despatched the SM/Patchur shall call the attention of SM/MAR and advise the train number and description of the train etc., and obtain line clear from him. He shall ensure that the despatch route is clear and free from obstruction and set the points for the concerned route and also ensure that the traffic LC gate No. 95 at KM 228/500-600 is closed and secured against road traffic and CL indication is available on the panel as detailed in Appendix A. 6.6.3 He shall also ensure that the despatch route is clear and free from obstruction, set the points for the concerned route and take off the relevant signals on the route by operating the concerned points and signal knobs. After ensuring that correct despatch signals are taken off, he shall authorise the train to depart. 6.6.4 The proceed aspect of the Last Stop Signal is the authority for the loco pilot to enter the block section ahead. 6.6.5 Caution Order if any has to be issued to the Loco pilot/Guard of departing train before taking off the signals. 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 Block section clear indication, necessary action should be taken for resetting the BPAC as indicated in the Appendix (refer rule 7.2.1 of BWM 2006 of SWRly). TRAINS RUNNING THROUGH:- 6.7.1 The signalling arrangements permit run through of trains on all the roads. But as far as possible, run through trains shall be dealt on Road - 1 (main line) at this station. 6.7.2 Trains carrying ISMD loads shall normally be dealt with only on Road-1 (main line) at this station. WORKING IN CASE OF FAILURES: - FAILURE OF TRACK-CIRCUITS, POINTS/SIGNALS During failure of track circuiting arrangements, or signals or points from the control panel, the duty Station Master, shall personally ensure that the line on which the movement is to be carried out is clear and free from obstruction, and that all efforts taken in accordance with the provision contained in GR/SR 3.68 to 3.70. During failure of Home Signal and Calling-on signal trains can be dealt on SPT. During the failure of SPT, trains shall be dealt on Form T/369 -(3b). Station Master shall ensure clamping and padlocking of relevant points and maintaining isolation from other lines duly keeping the trap/points in required position. If a point fails to set properly and if the point cannot be set from the panel, the Station Master on duty must personally set, clamp and padlock the points to the required position by means of the point crank handle as detailed in Para B.4. The Station Master can operate the concerned signals for the reception or despatch of the train, after replacing the crank handle in the electrical key instrument. If the signal fails to respond properly, the Station Master must arrange to deal the train in accordance with provisions contained in GRs 3.68 to 3.70 and the subsidiary rules there under. If the points set correctly in one position and fails to set in the other position, it is possible that there is some obstruction between the stock and the switch rails. By operating the points repeatedly for about three or four times, this obstruction may be removed. If not by deputing a competent railway servant who will do so. Even in spite of this, the point fails to set correctly, then the point crank handle must be used. In the event of failure of a point repeat indication on the panel the following action has to be taken by the duty Station Master. The concerned point and signal knob shall be operated even if the point repeat indication is not available. If the signal gets cleared, the train shall be received under normal course on signals. If the signal fails to respond the SM shall operate point knobs repeatedly for about three or four times, even after this if the point indication does not appear, the SM shall depute the Points man/TRH to the point to remove the obstruction if any who shall do so. Even after this if the signal fails to respond, it should be treated as a case of signal failure and the train shall be dealt strictly according to the relevant provisions contained in GR/SR 3.68 to 3.70. FAILURE OF HOME SIGNAL During the failure of Home signal, the train shall be received on Calling-on signal(See Para B.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 point on which the train will be passing and depute a points man/TRH to pilot the train on 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 through SPT or Written on Form T/369 - (3b) due to failure of home signal, the home signal knob shall be turned to `R' position to avoid block failure. However, if the home signal failure is due to track circuit failure (other than berthing track), the home signal knob should not be turned to `R' position, but calling on signal knob should be turned to R position to avoid block failure. FAILURE OF STARTER SIGNAL: During failure of starter signal, trains shall be despatched duly issuing written authority in Form T/369-(3b) to the Loco pilots. Proceed hand signal shall invariably be exhibited at the foot of the starter signal after ensuring correct setting of the points duly clamping and padlocking of all the concerned points. FAILURE OF ADVANCED STARTER SIGNAL (LSS) : During failure of this signal line clear shall be obtained on the block instrument and trains shall be despatched duly issuing the Form T/369-(3b) with an endorsement and PN obtained from the SM at the other end of the block section . FAILURE OF SHUNT SIGNAL: -Not applicable FAILURE OF BLOCK INSTRUMENT: - During Block Instrument failure / suspension, the train shall be started duly issuing appropriate PLCT. Note: - Independent LCT book duly stamped should be kept for each Block Instrument. Note: - All cases of such failures must be reported immediately to the TECH.ES/JE/SE/Sig of the section for immediate rectification duly issuing a message. PROVISIONS FOR WORKING OF TROLLEY/MOTOR TROLLEYS/MATERIAL LORRIES: -. Un-insulated trolley/lorry etc. should not be permitted on the track circuited lines. Whenever an insulated trolley/lorry etc, is allowed to work the Station Master on duty shall ensure that the track is clear of such vehicles before clearing the signals for a train or before operating the points as the trolley/lorry/motor trolley may fail to actuate the track circuit. The official-in-charge of Trolley/Lorry etc. shall advise the Station Master on duty in writing before placing the vehicle on line and immediately after clearing it from the line Block working shall be suspended and LCT shall be issued as an authority to work in the Block Section. Block instrument working can be resumed by SM at either end of the Block Section after trolley/lorry/motor trolley clear the section. Signals except Advanced Starter signal shall be cleared for movement of trolley/lorry/motor trolley when worked as train. NOTE:- (1) Insulated trolley/lorry/motor trolley do not actuate the track circuit. If the signal is cleared for reception/despatch, the route for the same should not be altered until the movement is completed. (2) Trolley/lorry caps should be used without fail, whenever the trolley/lorry are allowed to enter the Block Section. (3) Before permitting a trolley/lorry the SM on duty shall obtain a certificate on the trolley/lorry notice itself from the official-in-charge to the effect that the trolley/lorry is insulated. BLOCKING OF LINES:- Whenever a running line is blocked/obstructed for any purpose, the points at both the ends of the line should be set against the line except when shunting is required to be done on that line. No movement should be permitted on to a line occupied by a train/vehicle carrying passengers except when shunting is required to be done on that train/vehicle or for attaching an engine to that train/vehicle. Whenever a running line is blocked/obstructed Line Blocked safety caps should be placed on the relevant knobs, as mentioned below to serve as a reminder to the SM on duty. Immediately when the line is clear again, the caps should be removed from the point knobs and kept safe. Line OccupiedKnob No.Road-151R, 54RRoad-2 51N, 54N 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 and skids should be used to secure the vehicle/ wagons. Before uncoupling one or more wagons/vehicles fitted with roller bearing to be stabled on a running line, all the hand brakes should be applied. Skids should also be used to prevent such units from rolling down. When vehicles are stabled on running lines, the SM on duty shall ensure that the points at either end of the obstructed line are set against the line. Clamped and padlocked and the padlock key retained in his personal custody. Whenever a running line is blocked / obstructed by any vehicles allowed to remain on the line for some length of time, a clear remark in RED ink should be made immediately in the train signal registers indicating the time and the number of the line on which the vehicle is detained. A record of the blocking of the line shall be made in the Station Diary also. When the obstruction is removed and the running line is clear again, the time at which the vehicle was removed and the running line cleared should be indicated in the train signal register and the Station Diary. Before detaching the engine from a train carrying the passengers, the hand brake in the guards brake van in rear and in the additional brake van, if any, on the formation shall be securely screwed down. Hand brake, if any, provided on any of the coaching vehicles, like inspection carriage shall also be applied. The wooden wedges/skids shall be placed under the farther most wheels of the formation and safety chains are also used to secure the vehicles. The guard, after satisfying himself the train is braked as required, then shall show green hand signal to the Loco pilot and only on seeing the guards signal the Loco pilot shall detach the engine or permit the engine to be detached from the train. The train must remain braked until the engine is attached to the train. Whenever wagons/vehicles/trains are stabled it should be secured as follows. i) If the train engine is to be detached, the guard of the train shall ensure that the van brake and the hand brake of at least six vehicles next to brake van are put on. The Loco pilot shall ensure that the hand brakes of at least 6 (six) vehicles next to the engine also are put on, if after detaching the engine the brake van also is to be detached, the guard shall ensure that the hand brakes of at least 6(six) more vehicles are put on before detaching the brake van. In addition they shall also be secured by placing two skids below the outermost wheels on both sides and with safety chain fastened to the rails, padlocked ,to prevent them from getting out of control and rolling down. The brakes shall not be released until the engine has been attached to the formation. ii) The guard after satisfying himself that the train is secured as required, show green hand signal to the Loco pilot, Only on seeing the guards signal the Loco pilot may detach the engine or permit the engine to be detached from the train. The train must remain so braked until the engine is attached to the train again. iii) If the number of vehicles is less than six, all the hand brakes should be applied. While handing/taking over charge the outgoing/incoming Station Master should promptly record in the Station Diary and TSR in Red ink the number of the running line(s) obstructed. The relevant instructions contained in SR 5.01, GRs 5.19 and 5.23 and SRs there under should be strictly adhered to by all staff concerned. The Snag Dead ends should not be obstructed for any purpose, when it is obstructed it shall cease to be a substitute for the adequate distance. Safety Caps: - With a view to ensure safety in working Safety Caps are provided under the custody of duty Station Master, which shall be fixed on signal knob/point knobs, when the line/Route governed by them is occupied or otherwise obstructed. [(Refer S.R. 5.19 (iii) (a) (b) and (c) for different type of safety caps and their use)]. Note: A securing of stabled vehicles register shall be maintained in the following format: Left hand side of the register shall contain the following particulars: DateTimeRoad No.No. of vehicles stabledNo. of hand brakes appliedNo. of skids provided & under which vehiclesNo. of safety chains provided & for which vehicleSignature of shunting staffSignature of the supervisor Right hand side of the register shall contain the following particulars: DateTimeRoad No.No. of vehicles to be despatchedNo. of hand brakes releasedNo. of skids removedNo. of safety chains removedSignature of shunting staffSignature of the supervisor 8. SHUNTING:- General precautions: - (a) For shunt movement at this station, the duty SM shall give due consideration to the train services in this section and carryout shunt movements by taking off starter signals. The Station Master shall see that the shunting of trains or vehicles are carried out only at such time and in such a manner, which 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 the gradients prevailing at this station is steper than 1 in 400 towards SKPT, trains should not be drawn up to the last stop signal & held in steep gradient (steeper than 1 in 400) in order to clear the reception line for giving permission to approach to the following train. No shunting beyond outermost points on the SKPT side should be allowed unless a locomotive is attached at the lower end of the load from the point of view of gradient. Shunting in the face of an approaching train: -Shunting in the face of an approaching train is strictly prohibited at this station. Prohibition of shunting, special features if any: - Hand shunting/loose shunting of vehicles/wagons at this station is strictly prohibited. While performing shunting at SKPT end of the yard, it should be ensured that an engine is attached at the falling side of the gradient to prevent vehicles escaping into the block section. When ever vehicles are left on the running line, the person in charge of shunting shall ensure that they are coupled together, brakes of brake van and those of at least 6 vehicles at both ends, are applied, skids are placed and safety chains are used to prevent the vehicles from gaining momentum Shunting on single line: - Not applicable. Shunting on Double line: - Shunting on Down line between starters and Advanced Starter shall be carried out, by taking off the concerned Starter signal duly issuing form T/806. Shunting beyond Advanced starter shall be carried out on "Block-forward" procedure issuing the shunting order Form T/806 along with shunt key. Shunting on the Down line in advance of down top point No. 54B shall be carried out on `Block-back' procedure issuing Shunting order form T/806 to the Loco pilot and shunting performed on hand signals. PROCEDURE FOR SHUNTING DURING FAILURE OF SHUNT KEY: - When the shunt key cannot be extracted and shunting has to be performed necessarily, SM shall adhere to the instruction as detailed in SR 8.15 ( i ) of GRS. SHUNTING DURING SUSPENSION OF BLOCK INSTRUMENT: - When shunting has to be performed at that end of the block section over which block instrument working has been suspended, the Station Master shall adhere to the instructions as detailed in SR 8.15 ( i ) of GRS. Shunting in the siding: - Not applicable 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 shall be done on the following order of preference: - Block Instrument. Telephone attached to block instrument. Station to Station fixed telephone. Railway Auto phones & BSNL phones. Mobile phones Control Telephone. VHF sets. NOTE: -(1). When 4th to 7th type communication is used, Identification sheets should be used, or cross checking of last three private numbers issued to concerned station is to be done to identify the correctness of the station. If the station is identified correctly an endorsement shall be made on the PLCT regarding the ID sheet numbers or cross checking of the PNs. Under this circumstance the issue of caution order shall be dispensed with and trains can run at normal speed. (2). If the station could not be identified through ID sheets or cross-checking of PNs, a caution order shall be issued restricting the speed to 25 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 the 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. Trains running on the other line shall be issued with a caution order advising the loco pilot to be alert and to be on lookout for the delayed train. iv. Failure of Intermediate Block Stop Signal at ON: - N/A. Failure of Axle Counter Block/BPAC: -(Refer rule No.7.2.1 of the BWM of SWRly, 2006 edition) See Annexure-1 for details regarding BPAC vi) Failure of MTRC: - Not applicable Procedure for emergency operation of points by crank handle: - One crank handle duly welded with key is provided in an Electrical Key Instrument in the Office of the Station Master on duty for operating the motor worked points during failures as under: 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 keys 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 and crank the point to the required position , clamp and padlock it, remove the crank handle and crank handle lock key and close both the holes by lids and lock the lids by lid key. He shall also ensure that the other end of the points ( in case of cross over point) is in the required position and clamp . He shall then return to the station and restore the crank handle into the electrical key instrument. If the correct point indication has appeared on the panel and if everything is alright for the movement of the train, the Station master shall clear the relevant signals. If the signals fail to respond, all trains shall 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 conducting the joint test and on 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 PU-MAR stations i.e. when line clear cannot be obtained by any one of the following means stated in order of preference namely. Block Instrument. Telephone attached to block instrument. Station to Station fixed telephone. Railway Auto phones & BSNL phones. Mobile phones Control Telephone. VHF sets. The Station Master on duty shall clearly advise the Loco pilot and guard of the train the fact that the communications have failed. The train has to work with an authority on Form T/C 602. Trains may be allowed to enter the block sections one after the other but with a clear interval of not less than 30 minutes between the two successive trains. Fixed signals except the advanced starter may be taken off for despatch of trains. The home signal shall be taken off only after the train has been brought to a stop outside home signal. The Station Master on duty shall recover the Form T/C 602 from the Loco 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 the ends have cleared the section at any one end completely before granting/obtaining line clear for trains through the restored means of communication. Detailed instructions contained in SR. 6.O2 (iii) shall be strictly adhered to for working trains during total interruption of communications. In all the cases of working trains during total interruption of communications, a detailed record of timings of all trains, Engines etc., shall promptly be made in the train Signal Register at the Stations concerned. When the communication for train working is restored, Section Control if working shall be consulted before arranging further movements. Control shall also be provided with the timings of trains dealt with during the failures. TEMPORARY SINGLE LINE WORKING ON DOUBLE LINE SECTION - 9.2.1 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 Electric speaking Instruments. 9.2.2 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. 9.2.3 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 not below the rank of a JE/P.Way has inspected that section and certified that the road is safe for passage of trains. 9.2.4 Single line working shall be introduced between SKPT -MAR only when it is safe to do so. 9.2.5 All trains will be worked in accordance with the rules for the use of electric speaking instruments on single line and Line Clear shall be obtained on the telephone attached to Block Instrument or control telephone or VHF set. 9.2.6 After ascertaining that one of the lines is clear for the passage of traffic, the Station Master proposing single line working shall issue a message containing the following information under exchange of private numbers, to the Station Master at the other end of the affected section. cause of introduction of single line working; the line in which the single line working is proposed, source of information that the said line is clear, place of obstructions, restriction of speed, if any, on the line, assurance that if the train is running on the right line, the last stop signal shall be kept in the On position. and the number and the timings of the last train which arrived or left the block station issuing the message. 9.2.7 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 an Authority (T/D 602) in accordance with the instructions contained in the GR/SR and Block Working Manual. 9.2.8The Loco pilot of each train shall be handed over an Authority (T/D 602) for Temporary Single Line Working on Double Line Section duly completing all the entries. Note: -Whenever line clear is obtained through indirect means i.e. Control Telephone or VHF etc., identification number sheet or cross checking last three PNs issued for granting line clear, shall be used to avoid speed restriction. 9.2.9 An endorsement will also be made in the Caution Order given to the Loco pilot of the first train to inform all Gatemen and Gang men on the way about the introduction of temporary single line working and specifying the line on which the trains will run. This information shall be conveyed through the Loco pilot of a subsequent train also, if necessary. 9.2.10The 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. 9.2.11 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. 9.2.12 In case of a train proceeding on the wrong line: - (a) The train shall be dispatched 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. (b) For the reception of a train approaching 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. 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 Gang men that the flasher light is not switched ON, they shall stop the train immediately. 9.2.13All the cross over points (Facing and trailing end) in the facing direction over which the train shall proceed, while temporary single line working is in force, shall be clamped and padlocked. 9.2.14a) At this station, temporary single line working may be introduced when up line is obstructed between MAR and SKPT on the Down line between MAR and SKPT treating PU as a block station. Line clear should be obtained by SM/MAR from SM/PU. SM/PU shall obtain line clear for the train from SM/SKPT. 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. 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. 9.2.15 Resumption of normal working- On receipt of a written certificate from a responsible Engineering Official that the obstructed track is free and safe for passage of trains, the Station Master will issue a message to the other station or stations, as the case may be, under exchange of private numbers and decide, in consultation with Section Controller, the train after passage of which, normal working shall be introduced. When double line working is resumed the Block Instruments and all fixed signals, shall be brought into use immediately. An entry shall also be made in the Train Signal Register of Stations concerned showing the time double line working was suspended, time single line was introduced and the time normal working was resumed. The SM shall advise the Loco pilot of the first train entering the section after resumption of double line working to inform all Gatemen and Gang men on the way about the resumption of normal working. 9.2.16 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 scrutinize and submit his report to the Divisional Railway Manager (Traffic) within 7 days of the resumption of normal working. DESPATCH OF TRAINS UNDER AUTHORITY TO PROCEED WITHOUT LINE CLEAR TO ASSIST THE CRIPPLED TRAIN SR. 6.02 (i) Break Down Special/Relief train/Engine shall be sent into the Block section by issuing Block ticket to proceed without line clear in form T/A 602. Before preparing this authority the SM shall examine the TSR, Train message books, WTT, Train notice register and Caution order advices and also contact the control and the SM on duty at the other end. Clear instructions shall be issued to the Loco pilot and Guard regarding the nature of obstruction and location of obstruction of engine/BV/First vehicle /last vehicle as far as known and the station to which the crippled train/engine could be moved to clear the block section. If more relief trains/Engines are to be despatched into the block section subsequently, clear instructions shall be given to the Loco pilots and Guards of such trains /engines etc., regarding the other trains/engines 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 trains/vehicles sent into the section and then only restore normal working. All the entries relating to the trains dealt on form T/A 602 shall be made in red ink in TSR [Ref. SR. 6.02 (i) for detailed instructions. ] VISIBILITY TEST OBJECT: Any aspect of the Down starter for Road-1 shall constitute the visibility test object. The SM on duty shall test the visibility by observing this object by standing at a convenient location in front of his office and take appropriate action in case of poor visibility vide GR 3.61 and SRs there under. (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.) 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 (and declarations that they know the fog signalling duties) of two members each from the operating and permanent way Group `D' staff at the station shall be maintained and updated periodically in the station Detonator Register by the Station Master. ii. The names of address of Group D Permanent Way staff who are trained in fog signalling duties shall be painted on the board provided for this purpose near the office of the Station Master on duty. LIST OF APPENDICES:- Appendix 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 and 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 sectionsAnnexure-1Instructions for the working of BPAC APPENDIX - `A' WORKING OF LEVEL CROSSING (Reference Para 2.6 of SWR) A.1.0 INTERLOCKED ENGINEERING LEVEL CROSSING GATE No. 96 AT KM. 229/300-400 A.1.1 This is an Interlocked 'C' class engineering level crossing provided with Lifting barriers, situated in Mulanur-Somanayakkanpatti UP block section (Up line only). This gate is normally kept open for road traffic and manned round the clock by gatemen, one gateman each in 12 hours shift under essentially intermittent roster issued by DPO/SBC. This LC 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. The gate signals are cleared by the SM/PU. A.1.4 Before taking off Up gate signal or allowing any shunt movement across the LC the Station Master on duty shall advise the gateman the particulars of the train with its number, description, direction of movement and probable time, to the gate man. and turn the LC control knob G2 to R position. 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 RKT provided to transmit gate closed indication to the station. A white light indication will appear near the legend "CL" marked near the LC concerned on the panel. On observing the white light indication the SMs shall take off the concerned signals. 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 signals to ON position, the stationmaster shall normalise the gate knob "G2" on the panel. When the gate knob "G 2" is normalised the white light indication on the panel disappears and a white light free indication appears near the RKT at the gate lodge. The gateman on observing the white light indication 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/PU 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 advise Station Master/MAR for the issue of 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/PU 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 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. 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.2.0 INTERLOCKED TRAFFIC LEVEL CROSSING GATE NO.95 AT KM. 228/500-600 A.2.1 This is an Interlocked 'B1' class traffic level crossing provided with lifting barriers, situated in Patchur Yard and passes through Road No. 1 and Road No. 2 and the Up line. This gate is normally kept open for road traffic and manned round the clock by gatemen, one gateman each in 12 hours shift under essentially intermittent roster issued by DPO/SBC. This LC is under the control of SM/PU. A.2.2 Magneto telephone communication is provided between this level crossing gate and the SM's office as detailed in Appendix 'B'. A.2.3 This LC is interlocked with up gate signal and down reception and despatch signals and controlled by G-1 knob from the panel. The SM on duty shall advise the gateman whenever it is necessary to close and lock the gates against road traffic for the passage of train. A.2.4 Before taking off Up gate signal or before despatching a down train or allowing any shunt movement across the LC the Station Master on duty shall advise the gateman the particulars of the train with its number, description, direction of movement and probable time, to the gate man and turn the LC control knob G1 to R position. A.2.5 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.2.6 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.2.7 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 RKT provided to transmit gate closed indication to the station. A white light indication will appear near the legend "CL" marked near the LC concerned on the panel. On observing the white light indication the SMs shall take off the concerned signals. 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.2.8 Immediately after the passage of the train and after normalising the signals to ON position, the stationmaster shall normalise the gate knob "G1" on the panel. When the gate knob "G 1" is normalised the white light indication on the panel disappears and a white light free indication appears near the RKT at the gate lodge. The gateman on observing the white light indication 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.2.9 Failure of gate in open condition: If one or both the barriers cannot be lowered across the road traffic, SM shall be informed regarding the failure under exchange of PN and thereafter the gate shall be treated as non-interlocked gate. The gateman shall use the emergency chains with RED disc to block the road traffic and secure them by means of padlocks and RED (warning) light must be exhibited from the gateposts during night. Then the gateman shall inform the Station Master on duty for having chained and locked the level crossing against road traffic and the Station Master shall authorize train movement only after exchanging private number with the gateman for having chained and locked the level crossings without any obstruction to rail traffic. The failure will be advised to JE/SE/P. Way concerned for early rectification. During the period of failure trains movements shall be dealt with strictly according to the provisions contained in GR/SR.3.68 to 3.70. A.2.10 Failure of gate in closed condition: a) If the barriers are in lowered condition and the gateman is able to transmit gate closed indication to the SM, the trains shall be dealt normally. b) If the barriers are in lowered condition and the gate closed CL indication could not be transmitted, trains shall be dealt with as per the relevant provisions contained in GR/SR 3.68 to 3.70. c)If the barriers are in lowered condition and could not be opened due to the failure of the boom locking key, emergency Key shall be used. This key is secured in electrical key instrument in a glass fronted box, with padlock and key and is under the custody of the on duty SM. The SM on duty shall open the lock & break open the seal of the box, extract the Emergency key and arrange to use it to open the level crossing gate. Since the key is interlocked with signals, the concerned interlocked signals cannot be taken OFF once the key is extracted. These signals shall be suspended and train service dealt strictly under the relevant provisions contained in GR 3.68 to 3.70 and subsidiary rules there under duly ensuring that the gates are closed and secured against road traffic. The SM on duty shall ensure that the emergency gate key is returned to him after the use. When the emergency gate key is used, the SM on duty shall make an entry in the register specially maintained for this purpose with the details like; the time and date of use, the number of the train for which it was used, etc. Immediately after noticing the failure the TECH.ES/SE/JE/SIG. shall be advised to restore the normal working. A.2.11 In case of obstruction at/near the level crossing, the gateman shall adhere to the instructions contained in GR 16.07 and SRs there under. A.2.12 In case of failure of Magneto Telephone communication or if there is no response from the gateman, the Station Master on duty shall depute a competent Railway staff to the level crossing to ensure that the gates are closed and secured against road traffic and gate control 'G1' is transmitted as detailed in this Appendix A, before permitting any train movement. During failure of communication and interlocking the competent railway servant deputed to the level crossing shall close and secure the gate against road traffic and then exchange All Ready signal with the SM on duty, who shall then arrange for reception/despatch/shunting as per GR/SR 3.68 to 3.70. NOTE: - a)When a down train / Shunt movement for which lifting barriers of LC gate have been kept closed is cancelled due to any reason the SM on duty shall immediately advise the same to the gateman on duty, duly normalising the gate Knob G1. b) For an up train, SM shall normalise G1 knob and give a PN to the gateman, in token of cancellation of the movement. c)If any vehicle, cattle, etc., is found trapped between the barriers in the lowered position, the barriers shall be lifted to allow them to escape and the winch key shall not be inserted in the single lever until the level crossing is clear of all obstructions. A.3.0 INTERLOCKED TRAFFIC LEVEL CROSSING GATE NO.94 AT KM. 227/700-800 A.3.1 This is an interlocked C Class traffic level crossing provided with lifting barriers, situated between Down Home signal and Point No.54. This gate crosses both Up and Down lines and normal position is kept open to road traffic. This gate is manned round the clock by gatemen, one gateman each in 12 hours shift under essentially intermittent roster issued by DPO/SBC. This gate is under the control of SM/PU. A.3.2 Magneto Telephone Communication is provided between these level crossings and PU station and the bell codes to call the attention of each other shall be used as detailed in appendix B. A.3.3 Before clearing the reception signal for a down train or before giving gate closure PN to MAR for an Up train, the Station Master/PU shall advise the gateman on duty, the particulars of train with its number, description, direction of movement, probable time of departure from SKPT or from MAR and turn knob G3 on the panel. A.3.4 The gateman, on getting the advice must acknowledge the advise by repeating the particulars of train and ensure that the level crossing gate is closed and locked against road traffic and transmit gate closed indication (C.L) in time for the passage of the train. Station Master/PU shall clear the concerned signal on getting the C.L indication. A.3.5 The information exchanged between the stationmaster and the gateman shall be entered in a separate register with time, date and train particulars specially maintained for this purpose, at the station and at the gate lodge. The gateman shall also record the actual time of passage of train through his LC gate. A.3.6 After the complete passage of the train, the SM on duty shall normalise the gate control knob G3. This causes the appearance of white light indication near the RKT in the gate lodge. The gateman on observing this white light (free indication) shall extract the key G3 and insert and turn in the single lever frame. The single lever shall be normalised to unlock the booms and release the winch key. The winch key shall be extracted from the single lever frame and inserted in the winch to unlock the same. The winch shall be operated to raise the lifting barriers fully, to keep the gate open for road traffic. A.3.7 In case of failure of magneto telephone communication or if there is no response from the gatemen, and when the level crossing are to be closed against the road traffic, the SM on duty shall adhere to the instructions in SR. 16.03 (iii) (b) (i) (2) and depute a competent railway servant to the level crossing to ensure that the gates are closed and locked against road traffic and exchange All ready signals with him. The SM shall then clear the required down reception or Up gate signal as the case may be after ensuring the CL indication on the panel. A.3.8 The failure of magneto telephone communication shall be reported by the Station Master to the section TECH.ES/JE/SE/SIG for immediate rectification. A.3.9 When a train movement is cancelled for which the gateman has already been advised for the closure of the gates, SM/PU should advise the same to the gateman duly turning the G3 knob to normal position. A.3.10 Failure of gate in open condition: If one or both the barriers cannot be lowered across the road traffic, SM shall be informed regarding the failure under exchange of PN and thereafter the gate shall be treated as non-interlocked gate. The gateman shall use the emergency chains with RED disc to block the road traffic and secure them by means of padlocks and RED (warning) light must be exhibited from the gateposts during night. Then the gateman shall inform the Station Master on duty for having chained and locked the level crossing against road traffic and the Station Master shall authorize train movement only after exchanging private number with the gateman for having chained and locked the level crossings without any obstruction to rail traffic. The failure will be advised to JE/SE/P. Way concerned for early rectification. During the period of failure trains movements shall be dealt with strictly according to the provisions contained in GR/SR.3.68 to 3.70. A.3.11 Failure of gate in closed condition: a) If the barriers are in lowered condition and the gateman is able to transmit gate closed indication to the SM, the trains shall be dealt normally. b) If the barriers are in lowered condition and the gate closed CL indication could not be transmitted, trains shall be dealt with as per the relevant provisions contained in GR/SR 3.68 to 3.70. c)If the barriers are in lowered condition and could not be opened due to the failure of the boom locking key, emergency Key shall be used. This key is secured in electrical key instrument in a glass fronted box, with padlock and key and is under the custody of the on duty SM. The SM on duty shall open the lock & break open the seal of the box, extract the Emergency key and arrange to use it to open the level crossing gate. Since the key is interlocked with signals, the concerned interlocked signals cannot be taken OFF once the key is extracted. These signals shall be suspended and train service dealt strictly under the relevant provisions contained in GR 3.68 to 3.70 and subsidiary rules there under duly ensuring that the gates are closed and secured against road traffic. The SM on duty shall ensure that the emergency gate key is returned to him after the use. When the emergency gate key is used, the SM on duty shall make an entry in the register specially maintained for this purpose with the details like; the time and date of use, the number of the train for which it was used, etc. Immediately after noticing the failure the TECH.ES/SE/JE/SIG. shall be advised to restore the normal working. A.3.12 In case of obstruction at/near the level crossing, the gateman shall adhere to the instructions contained in GR 16.07 and SRs there under. A.3.13 Emergency Gate Key is provided in an electrical key contact box in the SMs office, for use during failure of key transmission. Removal of this emergency gate key prevents the clearing of the concerned signals. NOTE: Applicable to Para-A.1, A.2 and A.3. The Station Master/Patchur shall communicate the private number to Station Master/Mulanur on magneto telephone as an assurance that the LC Gates No. 96 at Km 229/300-400, LC No. 95 at KM.228/500-600 and LC No. 94 at KM. 227/700-800 are closed and locked against road traffic and Up Gate Signal No.1&2 have been cleared. This should be acknowledged by the Station Master/Mulanur with a Private Number. APPENDIX `B' SYSTEM OF SIGNALLING AND 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 points and signals are operated from the control panel. B.1.2 Down home signal at a distance of 412.50 metres beyond the down outer most points No. 54B, down inner distant signal at a distance of 1000 metres from the down home signal and down distant signal at a distance of 1000 metres from the down inner distant are provided for the reception of down trains on Road-1 or Road-2. B.1.3 Signal post telephone is provided on down home signal. B.1.4 Down starters for Road-1 and 2 and Down Advanced Starter is provided for the despatch of down trains. B.1.5 The down Advanced Starter is the Last Stop signal and interlocked with the Patchur Mulanur Block Instruments. B.1.6 Calling on signal No. 9B is provided below the Down Home signal No.9A. B.1.7 a) C marker is provided on the stem of the Down Home signal below the Calling on signal. b)'P' markers are provided below the down inner distant signal and distant signal and Up gate inner distant signal and distant signal. B.1.8 Down shunt key is interlocked with the block instrument and provided in a separate electrical key instrument near respective block instrument, when removed prevents clearing of the down advanced starter No.5. B.1.9 Hand crank duly interlocked with the signals except down advanced starter is kept in SM's office for operating point machine during failure. B.1.10 All signals are erected on left hand side except down Advanced Starter Signal No.5. B.1.11 Directional type route indicators are provided on down home signals. When the route is set and signal cleared for Road-2 for reception of a down train the directional type route indicator will display a row of white lights. Unless the route indicator is lit the signal will not clear for Road- 2. But there will not be any display of 'White' lights when the route is set and the signal is cleared for receiving a down train on Road-1 (main line.) B.1.12 Stop Boards are provided at JTJ end of Road 1 and Road 2. B.1.13 Board to read Loco pilot to pull up to signal No. 9A, if the same is at ON is provided in rear of the Down Home signal. B.1.14 Trap indicator is provided for point No. 54A. B.1.15 Up Gate signal No.2 is provided at a distance of 180 metres from Lc No.94 at 227/700-800,Up Gate/Gate Distant signal No.1/2D with G Marker is provided at a distance of 240 meters from LC No. 96 at Km 229/300-400, Up gate inner distant signal at a distance of 1215 metre from the Up gate/Gate distant signal No.1/2D and Up gate Distant signal at a distance of 1000 metres from the Up gate inner Distant signal are provided. The combined gate cum distant signal No.1/2D has the approval of CRS vide GR 3.07(7) B.1.16 A board with legend level crossing ahead is provided 30 meters is rear of LC No. 95 at Km 228/500-600 for Up trains. B.1.17 Emergency Gate Key X for LC No. 96 at KM 229/300-400 is kept in a electrical key contact box inside the gate lodge, for LC No. 95 at KM 228/500-600 and LC No.94 at 227/700-800 are kept in electrical key contact boxes at SMs Office to be used during failure of LC gates. B.1.18 Block Proving Axle counters (BPAC) are provided for PU-SKPT and PU-MAR block sections and resetting boxes with indications are provided in the station house. 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 are provided. At the top of the panel, white light indications for route cancellation counter, Calling on signal counter and emergency calling on route release counter and crank handle are provided. A voltmeter is provided at the top of the panel. B.2.3 The signal knobs for reception and despatch signals at either end are coloured 'RED' with the number of the signals engraved in the centre of the knob and are provided near the respective signal on the panel. The signal knob has two positions, normal and reverse and must normally be kept in the normal position. The signal knob should be turned in the direction shown on the panel for taking off the signals. B.2.4 i) The point knob has two positions normal N and reverse R and must normally be kept in the normal position. To set the point to the reverse position, the knob must be turned to the R position. The point repeat indications are shown near the point knob by means of 'GREEN' light indicating (N) position and a YELLOW light indicating the 'R' position. If the points do not set and 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. 5,6,7.9 and 9B 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 4.3.5. 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 indications with counters are provided below the legend on the panel for (a) Down Calling on signal (b) Route cancellation and (c) Calling on emergency route release. B.2.9 The SMs key knob has two positions 'Normal and Reverse' and must normally be kept in the 'Reverse' position. B.2.10 Setting up a route is represented by a series of white lights along the route on the panel when the concerned point knobs and signal knobs are operated. The white light appears only when the route is correctly set and locked and all the track circuits are clear. When a particular track is occupied or has failed, a RED indication appears on the concerned track on the panel. B.2.11 The control panel is provided with locking arrangements on the left hand side bottom of the panel to prevent any unauthorised operation of the panel. This 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 voltmeter is provided over the panel to indicate mains supply voltage. B.2.13 A 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 to avoid failures. B.2.14 Signal NO aspect indication with a 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 the failure. B.2.15 The gate control knobs G-1, G2 & G-3 have two position normal N and reverse R must normally be kept in the normal position. Whenever it is required to close the gate for the movement of the train the knob should be turned from normal N to reverse R position. When the movement of the train is completed the knob to be turned to N position which releases control over the gate lever frame/RKT for operating the gates. B.2.16 A white light indication below the legend CL near the LCs concerned on the panel is provided to indicate that the gates are closed and locked against the road traffic and gate control/boom-locking single lever ground frame is in the reverse position. B.3.0 TRACK CIRCUITS B.3.1 Continuous track circuits are provided between down Home signal upto advanced starter and also 4 rail length of calling on track outside the Down home signals including the points and crossings B.3.2 Track circuit prevents the signal, which protects the track-circuited area, from being taken off if the controlling track in advance of the signal is occupied by the train/vehicle or has failed. When occupied/failed indication for a track circuit is available on the panel, no attempt must be made to take off the signal pertaining to that route. B.3.3 Failure of track circuits will affect the signals 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 the setting up the route, any other available alternate route shall be opted for the train movement and if the point track is not affected calling-on signal can be taken off. If the movement is necessarily to be made on the route with the track circuits having failed and if the calling-on signal cannot be taken off for that movement, the SM on duty shall ensure that all the points on the route are correctly set in the required position, points clamped and padlocked and the route is clear and free from obstruction. Before permitting such a movement authorising the loco pilot to pass the signal at ON, train movement over such a route should be permitted only in accordance with relevant provisions contained in the GR 3.68 to 3.70 and the subsidiary rules there under. The SM on duty shall ensure that no conflicting movements are permitted during failure of the track circuits. B.3.4 The reliability of track circuits is considerably affected by the formation of rust or oxidisation on the table of the rails. Under such circumstances, a `Track Clear' indication may be displayed on the diagram for a track, which is actually occupied. At least one movement a day must be made on the track circuited portion. If this has not been done, the line on which there was no movement for over 24 hours shall be deemed prone to rust formation and `Rusty Rail' caps placed on the relevant point/signal knobs on the panel. B.3.5 Normally, no vehicles should be stabled on a track-circuited line. When stabling is unavoidable and if the duration of stabling is gauged in advance to be more than 24 hours, the TECH (ES)/JE/SE/Sig. of the section shall be promptly advised to disconnect the electrical feed to the track circuits on that line. After removing the stabled vehicles from the line, TECH (ES)/JE/SE/Sig. shall be advised again to reconnect the feed and obtain a certificate in writing that the track circuiting arrangement is safe for normal working. Until this certificate is obtained, `Rusty Rail' caps shall be placed on the relevant knobs and train movements on that line shall be permitted strictly according to the relevant provisions of GR 3.68 to 3.7O and subsidiary rules there under. B.3.6 If there was no movement or if there was stabling of vehicles for more than 24 hours (without the Electrical feed being disconnected/re-connected) on a line, the SM on duty shall not rely on the track indication for permitting a movement on to that line. He shall ensure the clearance of the track by physical verification. If the track indications (Clear/Occupied) are correctly displayed for subsequent movement also, track circuit can be taken to be working normally and the indications relied upon for subsequent moves. Otherwise the track circuit shall be treated as failed, the relevant signals suspended and train movement dealt with strictly according to the relevant provisions of GR 3.68 to 3.7O and subsidiary rules there under. `Rusty Rail' collars shall be placed on the relevant signal knobs and then TECH. (ES)/JE/SE/Sig advised promptly for immediate rectification. B.3.7 While handing over charge, the SM on duty shall make an entry in the Station Diary marking the time at which the last movement was permitted over the track circuited line. NOTE: 1) Failure message should promptly be sent to the TECH (ES)/JE/SE/Sig. for rectification. The Permanent way Inspector shall also be advised for arranging to clear the table of rails. (2) Failure/suspension of track circuits and certification of normal working by the TECH (ES)/JE/SE/Sig. must be promptly recorded in the Signal failure register. CRANK HANDLE: B.4.1 One crank handle duly welded with key is provided in Electrical Key Instrument in the Office of the station Master on Duty for operating the motor worked points during failures as under: B.4.2 When the crank handle is properly secured in its electrical key instrument and is free to be extracted a white light indication gets displayed near the place marked Crank Handle on the control panel. When the crank handle is not free to be extracted, the white light gets replaced by a Red light indication. B.4.3 When the crank handle remains extracted, all the signals except the down advanced starters cannot be taken off. Similarly when a signal other than the down Advanced Starter is taken off the crank handle cannot be extracted. No attempt must be made to take off a signal when the crank handle remains extracted and no attempt must be made to extract the crank handle when the signal has been taken off. Before extracting the crank handle the SM on duty shall ensure that the required working points in the same crank handle group are set to the required route from the panel and the knobs of the concerned point is in the required position, then only he shall extract the crank handle. B.4.4 A push switch is provided near the crank handle. When this switch is kept pressed, it causes a deflection in the Electrical Key instrument. On observing this indication, the crank handle can be extracted. B.4.5 During failures of points, crank handle shall be used for setting point. While setting the points by crank handle, it should be ensured that the corresponding point knobs are kept in the required (N or R) position. After setting the points in the required position, clamping and padlocking, the crank handle shall be restored to its electrical key instrument. On observing the Crank Handle Free (White light) indication and the point indication on the panel, the required signal may be taken off. If the signal obeys when taken off, train movements can be permitted on signals as in the normal course. If the signal fails to respond, train movements should be dealt with strictly in accordance with the relevant provision contained in GR 3.68 to 3.70 and subsidiary rules there under. B.4.6 While utilizing the crank handle to operate a cross over point, it should be ensured that both the facing and trailing ends of the crossover points are correctly set to the required position and locked for permitting train/shunt movements over the points. B.4.7 Whenever the crank handle is utilized to operate a point, necessary entries in the crank handle register should be made promptly and the TECH.ES/JE/SE/SIG advised immediately to restore normal working. B.4.8 When the TECH.ES/JE/SE/Sig require the Crank Handle to attend any repair or maintenance work, he shall give a 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 padlock keys retained in the personal custody of SM on duty. Whenever a movement over the concerned point is to be done, TECH.ES/JE/SE/Sig working at location should be advised before that movement in writing. After the work all the keys received from SM shall promptly returned to on duty SM duly inserting the Crank Handle to its normal position in the Electrical Key instrument. And ensure the availability of crank handle IN indication on the panel. The TECH.ES/JE/SE/Sig and SM on duty shall promptly make the relevant entries while taking over/handing over the keys in the Crank Handle register maintained for this purpose at the station. Joint testing of the disconnected gear shall be done by the SM on duty and TECH.ES/JE/SE/Sig for the proper working of the disconnected gear. Then TECH.ES/JE/SE/Sig shall issue reconnection memo to the SM on duty to resume normal working B.5.0 SETTING OF ROUTE B.5.1 To set a route and to take `off' signal, the duty SM when everything is alright must unlock the panel and after ensuring that the point `FREE' indication is available shall turn the point knob in either `N' or `R' position as required and observe the point repeat indication that the points have been correctly set and locked to the required position. Then he shall operate the concerned signal knob. If the 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 circuits, the respective route (white) lights successively turn to red. As the train leaves the track, the white lights reappear if the signal knob has not been restored to normal. After the completion of the movement, the concerned signal knob shall be normalised. As soon as the knob is normalised the route light will get extinguished. B.6.0 ROUTE CANCELLATION B.6.1 Once the signals have been cleared for a movement, the SM on duty must on no account interfere with the concerned signals or point knob unless the route, which has been set, is to be cancelled. B.6.2 Normally after the signals are cleared, the route must not be cancelled except in case of an emergency. The route cannot be cancelled once a train passes the signal. If however, it is necessary to cancel the route, for any reason before the train passes the signal, the SM on duty must normalize the signal knob which will immediately restore the signal to Danger aspect and route will be cancelled automatically after a lapse of 120 seconds except both up and down last stop signals and shunt signal route will get cancelled after a lapse of 60 seconds. B.6.3 There is a Digital counter provided on the left hand side top of the panel with an indicator (White light) below the legend Route Cancellation. Immediately when the signal knob is normalized, the White light appears by the side of the Digital counter and the number of the digital counter will change to the next higher number after 120 seconds/60 seconds thereby recording the route cancellation so made. The white light indicates the commencement of the route cancellation and disappearance of the white light indicates that the route is cancelled. B.6.4 The route cancellation is permitted only for one route at a time. For any reason more than one route cancellation is required it will be possible only in succession and not simultaneously. The facts must also be recorded clearly in the route cancellation register. B.6.5 Route cancellation must be done in accordance with instructions contained in SR 3.36 (ii). B.6.6 The route cancellation register should be maintained by the SM on duty. An entry in detail with date and time of operation, the train for which the operation was done, the No. of the route involved, reasons for the route cancellation, etc., and the numbers displayed by the corresponding counter before and after operation should promptly be made and signed in the appropriate portion of the book. While SMs hand over charge, the Last Counter No. should be recorded in station diary. B.7.0 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 ask for the key from the Station Master on duty, after making relevant entries with 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 5T on down, is electrically connected with the concerned block instrument and is provided in advance of the down advanced starter signal. When the engine or the first vehicle of a train passes over the first vehicle track, the advanced starter signal will assume ON position automatically, and train on line indication would appear automatically in the concerned block instrument. ii) Last vehicle tracks 9AT on down is electrically connected with the concerned block instrument and is provided in advance of the down home signal. As the last vehicle of a train passes over and clear this track, 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. a)Incoming train When a train for which line clear has been given leaves the station in rear (SKPT) 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. b)Outgoing train When an outgoing train passes past the advanced starter signal towards MAR, 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 MAR, moves towards train on line panel and a bell/buzzer would sound simultaneously at both the connected block instruments. The SM shall put back the signal knob of the advanced starter signal, which shall stop the bell. Then he can issue train entering section signal. The SM at the other end, shall turn the operating handle to Train on line position, duly observing the change in his Train coming from dial and acknowledge Train entering section signal, which would stop the buzzer at his end. Note: Owing to the failure of the above feature block working need not be suspended, but the operating handle turned towards Train on line position under due notification between stations after train departure. CALLING ON SIGNALS (Ref GR 3.13) B.8.1 Calling on signals No. 9B, is provided below the Down Home Signal No. 9A. Boards bearing letter `C' is also provided just below the Calling on signal. The Calling on signal is intended to receive a train on an occupied/obstructed road or when one or more of the track circuit on that route have failed or when the Home signal has failed. Before clearing the calling on signal, the SM on duty shall decide whether that it is absolutely necessary to receive the train on that road and the train can be berthed with in the Starters. . B.8.2 Track circuit Nos.C-9T is provided at the foot of the down Home signal. When a train occupies the concerned Calling on signal track circuit and stops, after ensuring the setting of the required route, the SM on duty shall turn the knob 9B, to clear the Calling on signal. B.8.3 If the Calling signal cannot be taken `off' due to failure, train shall be received over the Signal Post Telephone provided, as detailed in para B.9, duly ensuring correct setting of route. B.8.4 Individual knob is provided to operate the Calling on signal. This knobs has two positions i.e., "N" for Normal and "R" for Reverse. Numerical counter is provided at the Top corner of the panel for Down Calling on Signal. B.8.5 In the event of failure of track-circuit/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 concerned 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, a white light indication gets displayed below the numerical counter of the respective Calling on Signal. After a lapse of 6O seconds, the Calling on signal will assume `OFF' aspect and the white light below the counter gets extinguished and the counter registers the taking `OFF' of the Calling on signal by displaying the next higher progressive number. B.8.6 Whenever a calling on signal is taken OFF to authorise a movement the interlocked points governed by that signal need not be clamped and padlocked. Clamping and padlocking is however is necessary when disconnection notice has been issued. B.8.7 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 corresponding counter prior to and after the operation, should promptly be made and signed in the Calling on Signal Register maintained by the SM on duty. B.8.8 Release of route after the complete arrival of a train received on "Calling on signal": After ensuring the complete arrival of a train received on Calling on signal, the SM on duty shall put back the calling on signal knob to Normal. Normally the route get released immediately after train has arrived well with in the starter/fouling marks of the reception line. The SM on duty shall physically verify that the train has arrived complete well within the starter/fouling marks before putting back the calling on signal knob to the normal position. He should not rely on the track indication on the control panel for this purpose. B.9.0 SIGNAL POST TELEPHONE [ SR 3.69(X)]: B.9.1 A Signal Post Telephone is provided in a cabinet on the Down home signal 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 signal and stop and wait for 2 mts.. If the Home signal/Calling on signal is not taken "OFF", the Loco pilot shall go to post type telephone and rotate the handle of the telephone to attract the attention of the SM. As soon as the SM acknowledges the call, the Loco pilot shall keep the cradle pressed till he completes the conversation with the SM. The Loco pilot should open the flap on the mouthpiece for speaking and hearing and close them on completion. The duty SM shall respond to the call and inform the Loco pilot the reason for the delay and the probable time at which the signal will be taken off. If the signal is not taken off as indicated by the SM, the Loco pilot shall contact the duty SM once again for further instructions. If it is due to signal failure/suspension, the SM on duty shall set the route correctly, clamp and padlock the points, ensure clearance of line and communicate the following message, which the Loco pilot shall record in his Rough Journal Book and pass the signal at "ON" position duly observing necessary caution. The SM on duty shall record the message below the train entry on the Train Signal Register. To The Loco pilot of Train No......... (Description).............. No........ Date:........... Owing to the failure/suspension of Up/Down Home signal No......., you are hereby authorised to pass the Up/Down Home signal No ........ at "ON" and enter Road No............ at a restricted speed of *15 Kmph./10 kmph Private Number: (in figures) __________________________ (in words) __________________________ *strike out which are not applicable * Note: 1. The speed is restricted to 10 kmph when receiving on obstructed road/line. 2 .One long ring shall be given to call each other on signal post telephone. In case of a down train the concerned traffic LCs No. 94 & 95 shall be secured & locked against road traffic before authorising the movement on SPT. B.10 FUNCTIONS / DESCRIPTION OF KNOBS ON THE PANEL: - Knob No.Signal FunctionDescription of function-UDUp Gate Distant -UIDUp Gate Inner Distant11/2DUp Gate (Distantsignal/LC94&signal/LC96&95) 22Up Gate Signal for LC94 @ 227/700-80055Down Advanced Starter66Down Starter Road-277Down Starter Road-199 ADown Home Road-1 or 29B9BDown Calling on signal-DIDDown inner distant signal-DDDown Distant signalG1G1Control on LC No. 95 @ KM 228/500-600G2G2Control on LC No. 96 @ KM 229/300-400G3G3Control on LC No. 94 @ KM 227/700-800 Point KnobDescription of function51Points Road-1 and Trap Point Road-2 (BWT end)54Point Road-1 and Trap Point Road-2 (JTJ end) Note: Knob No. 3, 4, 8, 50, 52, 53, 55, 56 & 57 are omitted. B.11 TABLE OF MOVEMENTS Sl. NoDescriptionPoints Knob To be turnedSignal knob To be turnedGate Knob To be turnedTo Receive1Down Train on Road-1-9G1& G32Down Train on Road-251,549G1& G3 To Despatch 3Down Train from Road-1-5, 7G14Down Train from Road-2515, 6G1 To Pass / Run through 5Down Train Via Road-1-5, 7, 9G1& G36Down Train via Road-251, 545, 6, 9G1& G3To Receive train on Calling on signal1Down Train on Road-1-9BG1& G32Down Train on Road-2549BG1& G37 To Pass through 8Up Train on Up line-2 & 1G1, G2, G3 B.12.TELECOMMUNICATION: - Magneto telephone communication is provided between the Station Masters office and top points, LC gates and Down home signal in addition to block telephone attached to the block instrument connecting the adjacent block station and Section Control telephone. The following are the different communication circuits and bell codes to be used to call the attention of one another are detailed below. CIRCUIT NO.1 SM's office .. 0 (One ring) Top Point No.51 (BWT end) .. 00 (Two ring) Top Point No.54 (JTJ end) ..000 (Three rings) CIRCUIT NO.2 SM's office .. 0 (One ring) LC Gate No. 95 at KM 228/500-600 .. 00 (Two rings) LC Gate No. 96 at KM 229/300-400 .. 000 (Three rings) LC Gate No. 94 at KM 227/700-800 .. 0000 (Four rings) CIRCUIT NO.3 SM's office/PU .. 0 (One ring) Mulanur Station .. 00 (Two rings) CIRCUIT NO.4 SM's office .. 0 (One ring) Down Home Signal.. .. to call each other The code rings noted against each should be utilised to call the attention of each other. Failure of Magneto telephone communication should be promptly reported to the TECH/ES/JE/SE/SIG of the section for early rectification. Note: An announciator is provided in SMs office for the circuits (a) and (b) with common calling telephone. APPENDIX-C (RAKSHA KAVACH): N/A APPENDIX D DUTIES OF THE STAFF D.1.0 The Station Master in-charge shall be responsible for: a)Judicious management of the station staff apart from working as Station Master on duty as per the roster issued by DPO/SBC. b)Ensuring the availability of essential equipments. D.2.0 The Station Master on duty is the over all in-charge for train / shunting operations at the station during his duty hours. He shall ensure proper co-operation is maintained by all staff under his control in the respective shift duty, personally operate the control panel, consult control regarding train movements and act according to his instructions, provide timings and other particulars pertaining to the train movements, maintain prescribed registers, caution orders etc., keep necessary isolation as required and adhere to all instructions relevant to him, as laid down in the SWR, GRS, BWM, Accident manual and other instructions issued from time to time through circulars. D.3.0 Pointsman / TRH / Trained SCP: Pointsman / TRH / Trained SCP 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 Gateman: The gateman at LC No. 95 at KM 228/500-600 and at LC No. 94 at KM 227/700-800 shall adhere to the instructions issued to him by the duty SM and deal road traffic and train movements efficiently without dislocation. He shall also keep the flange ways clean and without any obstructions. The gate lamps should be lit up and burning brightly during night hours. He shall also watch train movements as per the extant rules and he should stand in front of the gate for every passage of the train watching the safe movement. If he notices that the train is running without Tail board/ Tail lamp or anything unusual he shall report the same to the Station Master on duty. The essential equipments supplied at the LC gates should be kept in good fettle and shall be ready to use in any emergency. D.5.0 The duties mentioned above are not exhaustive. All staff are required to adhere to the relevant duties assigned to them by General Rules, Block Working Manual and Accident Manual and the instructions issued from time to time by the Divisional Officers/Supervisors with all promptitude and prudence with a view to achieve better result in safe and efficient transportation. APPENDIX `E' ESSENTIAL EQUIPMENTS AT THE STATION Sl.No.Description of essential equipmentsMinimum Quantity at SMs OfficeLC No. 95 at Km 228/500-600 &LC No. 94 at KM. 227/700-800 (at each gate)1Hand Signal flagsRED 3 GREEN2 RED 1 GREEN2Hand Signal lamps233Detonators20104Safety Chains with padlocks2-5Clamps with Padlocks4-6Skids4-7Line Block Caps2-8Line Blocked Caps3-9Trolley lorry on Line Caps2-10Rusty Rail Caps2-11Caution in force boards2-12Station bell1-13Fire buckets with Sand2-14Fire buckets with Water2-15Pouches for shunt keys1-16Wall Clock1117Tommy Bar-118Emergency Gate chains with padlocks-219Banner flags with poles-220Staves to fix red lamp-221Padlock with keys-222Water Pot-123Equipment list1124Stop Boards-225Whistle-126Protection diagram-127Spare chains with padlocks-2 The SM shall ensure that the prescribed quantity of the above-mentioned essential equipments is made available at SMs office and at the gates exclusively for train passing duties. APPENDIX `F Rules for working D class stations, Halts, IBH, IBS and Outlying sidings: - NIL APPENDIX `G Rules for working of trains in electrified sections: - The special working instructions for the working of trains in the 25 kv electrified areas has been issued and this SWR shall be read in conjunction with it. 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 DOWN Home Signal and in advance of Last Stop Signal of the station to monitor the status of the Block Section. Block proving axle counters are used for clearance of Block pertaining to that Block Section. An Axle Counter Indication-cum-Reset Box is provided at the SMs office or at a place where the Block Instruments are provided, one each for each Block Section to indicate the clearance of the concerned Block Section and to facilitate Reset in case of axle counter failure. DESCRIPTION OF THE INDICATIONS/FEATURES ON THE AXLE COUNTER INDICATION-CUM-RESET BOX: FEATURES: SMs Key for authorizing reset operations. Reset Push Button for Resetting Axle Counter. Counter for recording Reset Operation. INDICATIONS: 1.Green Light (Large)ClearIndicate that the Block Section is clear.2.Red Light (Large)Occupied/FailedIndicate that the Block Section is occupied/the BPAC has failed.3.Green Light (Small)Preparatory ResetIndicate that the Axle Counter Resetting operation at both ends is completed.4.Yellow Light (Small)Power ONIndicate that the power supply is available. 3. CUSTODY OF KEYS: The SMs key of Axle Counter indication-cum-reset boxes shall be kept in a separate Glass Fronted case and the key of the glass fronted case shall be under the personal custody of the SM on duty. 4. RESET BUTTON: Reset button is provided in the Reset Box so that whenever the axle counter shows Failed (Red Light-Large) condition, the SM on duty can reset the same to normal after ensuring that the Block Section is clear. COUNTER FOR RECORDING RESET OPERATION: Each and every operation of the reset button is counted on a digital counter and shall be recorded in a separate register indicating the movement before and after operation of the reset button as per the following proforma: Sl. No. Date/ Time Train No. after which Axle counter has failed Private Number given to the station in rear/ advance  Private Number received from the station in rear/ advance Counter reading before resetting Counter reading after resettingPrivate Number given by the despatch end SM Train No. dealt after 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. Note: In addition to observing the clear indication on the Axle Counter for ensuring the complete arrival of train, the existing procedure of ensuring the complete arrival of train by personally verifying the Tail Board/Tail Lamp or by authorized means in terms of SR 14.10 shall continue to be followed. 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: Trolley protection Track Circuit is provided to prevent the operation of axle counter by insulated Trolleys. Motor Trolleys, when required to proceed to adjacent station, shall be issued with necessary Authority to proceed, suspending Block Working. After the motor trolley has cleared the section, the SM on duty shall resume block working for subsequent trains. However, in case the axle counter does not show clear indication after arrival of the Motor Trolley at the adjacent station, resetting of the axle counter shall be done as per Para 8 and Train operations resumed. SHUNTING: Shunting shall be done as per the instructions contained in the Block Working Manual. 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VerdanaG5  hMS Mincho-3 fgK,Bookman Old Style9Garamond?= * Courier New5. *aTahoma;WingdingsA BCambria Math"1  hjFTk'Dg> J J!4 2qXR?k2;! xxAre You suprised ?BirthdayBirthdayLSKSMRYPR5                           ! " # $ % & ' ( ) * + , - . / 0 1 2 3 4 Oh+'0I  < H T `lt|Are You suprised ? BirthdayLSK BirthdayNormalSMRYPR62Microsoft Office Word@ax@^N@Ͳ?u@DA$ JGLHRsU &" WMFCNm lbfRs EMF $I*U"   bf% % Rp@Times New Roman \RQ`2\T @$Q`2\T Id/1T\ 5d/1XG* Times ew Roman|8'1x%15dv% % % % % %   TT  /@@ LbfP1*TT & /@@ LbfP %!bf"  Tx r/@@_Lbf\B.19/PU8**/;TT .r/@@ _LbfP %!bf" RpX@Bookman Old Style$\RQ`2\T$@$Q`2\T Id/1T\ 7d/1  X(K,Bookma Old Style8'1x%1 7dv% % % % % %  T?/@@+Lbfh  T, ?/@@+%Lbf(J.CHANDRASHEKAR) ;DKBDHHB=KBJBH T  ?/@@ + Lbf`  TX! _ ?/@@! +LbfP  TT` | ?/@@` +LbfP(T} ?/@@} + Lbf`K.E.ANSARJBBD=BHTT?/@@+LbfP)TT?/@@+LbfP J!bf"  TA=/@@Lbft   T>Ay/@@>;LbfDSTE/SBC DOM/SBCH=@B7=BD     HJW7=BCTTzA/@@zLbfP J!bf" Rp@"Verdana\RQ`2\T@$Q`2\T Id/1T\ 8d/1  X'7. Verdan*`2BTk(18'1x%18dv% % %  TT J /@@ LbfP -TTK  /@@K LbfP ;% % %  T08 g/@@0WLbfxSOUTH WESTERN RAILWAY;GC9F^9;99AGB@.5^@>TT9 s g/@@9 WLbfP ; TT j /@@ LbfP ; T 2/@@"LbfpBANGALORE DIVISION?AFD@5GA:E.?.;-HGTT  2/@@ "LbfP ;Rp@"Verdana\RQ`2\T@$Q`2\T Id/1T\ ,9d/1  X'7. Verdan*`2V 8'1x%1,9dv% % %  TT 4 /@@ LbfP 5% % %  T_ /@@_LbfxStation Working Rules:9!2!25N2#154951+%TT! /@@!LbfP `T /@@ LbflDate of Issue: @2!12#++61&TXy/@@LbfP2755TTz/@@zLbfP-&TX /@@LbfP0155TT //@@ LbfP-&Td0/@@0LbfT20126555TT9/@@LbfP 5!bf"  Tp__b/@@_RLbfXNo. B.>18TX`b/@@`RLbfP1956TTb/@@RLbfP TT b/@@RLbfP/&TX{b/@@RLbfPPU2<TT|b/@@|RLbfP.TT b/@@RLbfP T b/@@ R LbfhDate on which@2!125D5+5TT b/@@RLbfP 5!bf"  TT_d{/@@_LbfP TT|dz /@@|LbfP T{ d/@@{ Lbftbrought into force:4#2545!5!22$+1'TTd/@@LbfP 5!bf"  TT_,/@@_LbfP 5!bf"  TT_//@@_LbfP 5!bf"  % % % Tx /@@Lbf\PATCHUR=@9<FDBT&" WMFC ܭT  /@@ LbfP ; Tl_~\/@@_LLbfXNOTE:FG99!TT\/@@LLbfP-)TT\/@@LLbfP ;!bf"  % % % TX^/@@LbfP1.5TT^m/@@LbfP _Txn^D /@@n2LbfThese Rules supersede the Station Working Rules B.351,1'951+(+542#,142(!51'9!2!25'N2$154'941+'8TXE ^ /@@E LbfP1955TT ^ /@@ LbfP/&TX ^C/@@ LbfPPU2=TTD^a/@@DLbfP.TTb^/@@bLbfP 'T^T/@@ Lbf`dated: 1142!14&('65TTU^z/@@ULbfP-&TX{^/@@{LbfP0355TT^ /@@LbfP-%!bf"  T`n '/@@nLbfT200555TT A'/@@ LbfP55TTB_'/@@BLbfP.TT`'/@@`LbfP 5!bf" Rp@"Arial xRQ`2xp \$Q`2xp Id/1px <:d/1X3.* Arial0l28'1x%1<:dv% % %  % % % TX)/@@|LbfP2.5% % % TT2m/@@|LbfP _% % % TTn)/@@n|LbfP T)$/@@|LbfhThe Station Wo351*9!2!25*O2T%)%/@@%|9Lbfrking Rules must be read in conjunction with General and $154*951+*Q5+!*42*$124*5*,2555+!25*C!5*@151"3*243!bf"  Tn'/@@nJLbfSubsidiary Rules and Block Working Manual. These rules do not in any way 954+32#1!951+!254!92+2!O2$154!F2551!!451+2!#51+!52!62!!5!241!C21!bf"  Tn W/@@nGLbfsupersede any rule in the above+541$+151251#515!4125111TT  W/@@ GLbfP-&T  W/@@ GLbflmentioned books.R15!25144231+TT  W/@@ GLbfP 5!bf"  % % % TXY/@@LbfP3.5% % % TTbm/@@LbfP _% % % TnY&/@@nGLbfThese Station working Rules shall also be read in conjunction with the 351,179!2!257D2$1537951+7+5271+27418$124757+2555+!257C 57!51!bf"  Tln.! /@@n LbfXtract!"2+!T/&! /@@/ GLbfion working instructions issued to suit 25 KV AC RE pertaining to this 25(D2$154(5+!#5+!25+(++514(!3(+5!(55):9(9:(;4(52#!2454(!2(!5*!bf"  Txn#  /@@nv Lbf\Station9!2!24TT#  /@@v LbfP 5!bf"  TT_  /@@_ LbfP 5 TT_ Q /@@_A LbfP 5 % % % TX_S  /@@_ LbfP1.;TTS  /@@ LbfP TS B /@@ LbfSTATION WORKING RULE DIAGRAM:;9@9-GG^GAA-GCAC59E.@DA@P!TTC S k /@@C LbfP-)TTl S /@@l LbfP ; % % % T ' /@@ MLbfThe enclosed Rule diagram based on Signalling Plan and P. Way Plan shows the 351(15+2+15'951'423"2Q'42,14'25'945244'225'254'&'N11(224'+52E+'!52 T  /@@q @Lbf&" WMFC ܍signalling features, track circuited portions, names of the adja+45154(12!5$1,(!"3,1(+#+5!14(52#!25+(52Q1,(3(!61(243T ' /@@q Lbftcent stations, the +15!)+"2!25+(!51 T 1 /@@ <Lbfnormal setting of points and other details pertaining to day52#Q28,1!!54828425!+825492!52#851!2+841#!25548!2842/TT2 W /@@2 LbfP-&TXX  /@@X LbfPto!2TT  /@@ LbfP-&T & /@@ Lbfhday working. 4218E2$154 T( &K /@@; OLbfComplete layout of the station yard, gradients, holding capacity of individual :2Q41!251025!625!616+!2!255/3#454"2415!+5524545+242+!1525531351 TN R /@@ LLbflines, distances of adjacent stations etc. are reproduced from the enclosed 51+'4+!25+2+(2'243+15!'+!2!25+(1!+'2$2'$14$245+15'#2R'!51(16+2+14'TdSN  /@@S LbfTRule951TT N ' /@@  LbfP  T|  /@@ Lbf\diagram.424"2QTT 2 /@@ LbfP 5!  % % %  T2 e /@@2o L  lRule Diagram No.A;8F7;*7XF9TTf  /@@fo L  P ;" !  % % %  T   /@@o L lSBC/RD/PU/19/ALTCHEAJNAFLADDBI=ATT  >  /@@ o L P-0TT?   /@@? o L P5DTT   /@@ o L P ;" '% Ld   !??%  % Ld   !??%  % Ld   ;!??%  % Ld   !??%  % Ld   !??%  % Ld    !??%  % Ld    !??%  % Ld   f!??%  % Ld   f!??%  % Ld   f!??% !   % % %  T" v /@@" L  pSignalling Plan No;:<7;;=7<F:TTw  /@@w L  P ;" !  % % %  T  /@@  L dIPU1086/ALTFV]TTTURZNRTT /@@ L P-ATT 7 /@@ L P2TTT8 r /@@8 L P ;" % Ld   !??%  % Ld   ;!??%  % Ld   !??%  % Ld  !??%  % Ld !??%  % Ld   e!??%  % Ld   e!??%  % Ld e!??% ! T % % %  Th 0R/@@hBL ThP. Way Plan No=^86>8;F:TT1 kR/@@1BL TP ;" ! T % % %  T` R/@@BL TTNo.NB'TT R/@@BL TP $T g R/@@B&" WMFC mL TlPU 66A FN 29958FL%CDI%>O%CDCDDTTh R/@@h BL TP ;" % Ld   !??%  % Ld   ;!??%  % Ld   !??%  % Ld  !??%  % Ld !??%  % Ld S f!??%  % Ld S f!??%  % Ld S f!??% !X % % %  TY/@@LXpLayout diagram No576:;&;8:*7YF:TTY/@@LXP ;" !X  % % %  TY^ /@@ LX `B/PU/T/20HAFLABADDTT_ Y /@@_ LX P ;" % LdTWT!??%  % LdTWT;!??%  % LdTWT!??%  % LdT WT!??%  % Ld T W T!??%  % LdXXe!??%  % Ld!??%  % Ld!??%  % Ld;!??%  % LdXXe!??%  % Ld!??%  % Ld !??%  % Ld X  Xe!??%  % Ld   !??%  % Ld   !??%  % % %  TT_%/@@_LbfP 5 TT_'/@@_zLbfP 5Rp@Times New Roman xRQ`2xp \$Q`2xp Id/1px L;d/1XG* Times ew Roman19118'1x%1L;dv% % % Rp@"Arial xRQ`2xp \$Q`2xp Id/1px \<d/1X3.* Arial0l28'1x%1\<dv% % % Rp @"VerdanaHRQ`2H@,$Q`2H@ Id/1@H l=d/1  X'7. Verdanr1@2@2|t8'1x%1l=dv% % % Rp  @ Verdana}$1'|311@'i11 Id/1$, d/1 2'd '7.VerdanX8'1x%1dv% % % % % % % % % % % % % % % % % %  % % % TT_/@@_LbfP22% % % TT/@@LbfP % % % T{/@@ LbfdDESCRIPTIONMADDJ6EB5PN% % % TT|/@@|LbfP % % % TX(/@@LbfPOFP>% % % TT)G/@@)LbfP % % % T`H/@@HLbfTTHEBNA% % % TT7/@@LbfP % % % T|8C /@@8Lbf\STATION:CBHB5PO)TTD t /@@D LbfP-1TTu  /@@u LbfP ;!bf" % % % % %  % % % T`_E/@@_LbfT2.122% % % &" WMFC MTTC/@@LbfP % % % T|=/@@Lbf\GENERAL(KBNBJH>5% % % TTM/@@LbfP % % % T=2/@@ Lbf`LOCATION)=OEIA6OO6TT3=m/@@3LbfP ;!bf"  % % % T8/ P/@@@'LbfPatchur is situated on the Jolarpettai 02!+55#3+3+!52!143243!513&22#41!!23TT0 U P/@@0 @LbfP-&TTV  P/@@V @LbfP 3T $P/@@ @LbftBangalore City broad924422#13:!134#224TT%WP/@@%@LbfP 3TX&P/@@X@Lbflgauge line at a 4254135132!31 TS&/@@MLbfdistance of Km.228.310 from Chennai Central. This is a 'B' class station on 4+!25+1323:Q5555653$2Q3:515523:15!"23334+3+32393+2++4+!2!25324Rp  @"Verdana\RQ`2\T@$Q`2\T Id/1T\ ,9d/1  X7. Verdan*`2 8'1x%1,9dvdv% Rp @"Verdana ,9V  ` h` h ||)"HA|h]|| @wU!h S*|XX  / P \.)""4|)")"DewYwdv% ( Rp  @"Verdana |VHh]|  h  ||)"HA|h| @ |`|]|| | $" @w/ P ؚ|| |w" U!wYwdv% ( % (  T,'/@@ PLbfdouble line section towards MAR and SKPT. The code initials of this station are 42541*51*+1+!25*!3D2#4++F9:*254*9:3'*451*,242*4 1+*2*!5+++!2!25*2#1 Tl=/@@pLbfX PU .2=TT>r/@@>pLbfP 5 TT_/@@_LbfP 5% % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % %  % % % T`_L/@@_;LbfT2.222% % % TTM/@@;LbfP % % % TlK/@@;LbfXBLOCKG=PEH% % % TT G/@@;LbfP % % % T| 1K/@@ ;Lbf\STATIONSCBIA6PNC% % % TT2QG/@@2;LbfP % % % TXRK/@@R;LbfPONON% % % TT G/@@;LbfP % % % Tp K/@@;LbfXEITHERB5BNAI% % % TT  G/@@ ;LbfP % % % Td  K/@@ ;LbfTSIDED5NA% % % TT  G/@@ ;LbfP % % % T`  K/@@ ;LbfTANDINN% % % TT  G/@@ ;LbfP % % % Tl : K/@@ ;LbfXTHEIRANB5J% % % TT; Y G/@@; ;LbfP % % % TZ K/@@Z ; Lbf`DISTANCES:N5DBHODAD*TTK/@@;LbfP-1TTXK/@@;LbfP ;!bf"  % % % T/@@Lbf|Somanayakkanpatti is at92Q25102112542!!+2!TT/@@LbfP T&/@@9Lbfa distance of 8.164 kms. on the JTJ side and Mulanur at 24+!25+2255562Q+25!61&3'+41255F5255#2  T4&`/@@PQLbfa distance of 11.100 kms.(Up line), 16.63 mtrs (Down line) on the Bangalore city 24+!2&" WMFC -5+1 2565552Q+&=451&5555Q!$+&A2D551&25!51935422#1+!1 T`b /@@.LbfJunction side are the adjacent block stations.&55+ 25+412$2!51252+15!42+2+!2!25+TT b /@@ LbfP T0 b /@@ &LbfFor Up line PU is not a block station./3#=5512=+52"243+1+!2!25TT b&/@@ LbfP  TA+/@@LbfThere is no 'D' class station i351$1+52@+2+++!3!25TB +/@@BLbfn either of the block section51 51#3!5242+1,1+!25TT  +/@@ LbfP 5 TT_-/@@_LbfP 5!Cl TpC@/@@-LClXSL.No.9.?1TTAk/@@ALClP 5" !p  % % %  TW/@@Lp lADJACENT BLOCK @E/@<:F9@5G<@!p "  Tx_/@@OLp \STATION;9@9-GGTT_/@@OLp P ;!p " " !   % % %  Td9 ( /@@9 L  TCODE9AA5TT) ] /@@) L  P 5" ! 6  % % %  Tp  /@@ L 6 XINTER "?34; T  _/@@ O L 6 `DISTANCE.@":.9>;4TT  _/@@ OL 6 P 5" !:  % % %  T a/@@  L: `DIRECTION@";4:4#B?TTb/@@bL: P 5" % Ld?B?!??%  % Ld?B?!??%  % LdCkC)!??%  % Ldlol!??%  % Ldp p!??%  % Ld   !??%  % Ld   s!??%  % Ld   !??%  % Ld 5  !??%  % Ld6 9 6 !??%  % Ld: : ]!??%  % Ld!??%  % Ld!??%  % Ld?B?!??%  % Ldlol!??%  % Ld   !??%  % Ld   !??%  % Ld6 9 6 !??%  % Ld!??% !Cll % % %  TT=/@@-LCllP15TT=/@@-LCllP 5" !p l % % %  T=/@@-Lp lpSOMANAYAKKANPATTI;GO@G@>@A@AF>@99-% % % TT =/@@-Lp lP 5" !  l % % %  TdX H @/@@X 0L  lTSKPT;@=9TTI  @/@@I 0L  lP ;!  l" " ! 6 l % % %  Tl  =/@@ -L 6 lX8.164;;;<TT ; =/@@ -L 6 lP % % % T`<  =/@@< -L 6 lTKms:Q,TT ' =/@@ -L 6 lP 5&" WMFC " !: l % % %  T` U=/@@ -L: lTUp =4T`V=/@@V-L: lTJTJ&3&TT=/@@-L: lP Tx"=/@@-L: l\Jn. end&5154TT#W=/@@#-L: lP 5" % Ld?B?!??%  % LdCkC)!??%  % Ldlol!??%  % Ldp p!??%  % Ld   !??%  % Ld   s!??%  % Ld   !??%  % Ld 5  !??%  % Ld6 9 6 !??%  % Ld: : ]!??%  % Ld!??%  % Ld?Bk?!??%  % Ldlokl!??%  % Ld  k !??%  % Ld  k !??%  % Ld6 9 k6 !??%  % Ldk!??% !Cpl; % % %  TT/@@LCpl;P25TT/@@LCpl;P 5" !pp ; % % %  Tx /@@ Lpp ;\MULANUROC5AGCB% % % TT/@@Lpp ;P 5" ! p ; % % %  T`h 8 /@@h L p ;TMARO@BTT9 s /@@9 L p ;P ;! p ;" " ! p6 ; % % %  Tda q/ /@@a L p6 ;T11.1;;;TT0 qj /@@0 L p6 ;P1;TTk q /@@k L p6 ;P0<% % % TT q /@@ L p6 ;P  T` ^ 9/@@ )L p6 ;TKms:Q+TT_  9/@@_ )L p6 ;P 5" !: p; % % %  T qd/@@ L: p;lDown, SBC Jn. @2D59::&5 T`A9/@@)L: p;Tend154TTBv9/@@B)L: p;P 5" % Ld?lBo?l!??%  % LdClkoCl)!??%  % Ldllooll!??%  % Ldpl opl!??%  % Ld l o l!??%  % Ld l o ls!??%  % Ld l o l!??%  % Ld l5 o l!??%  % Ld6 l9 o6 l!??%  % Ld: lo: l]!??%  % Ldlol!??%  % Ld?pB:?p!??%  % Ld?;B>?;!??%  % Ld?;B>?;!??%  % LdC;k>C;)!??%  % Ldlpo:lp!??%  % Ldl;o>l;!??%  % Ldp; >p;!??%  % Ld p& WMFC  : p!??%  % Ld ; > ;!??%  % Ld ; > ;s!??%  % Ld p : p!??%  % Ld ; > ;!??%  % Ld ;5 > ;!??%  % Ld6 p9 :6 p!??%  % Ld6 ;9 >6 ;!??%  % Ld: ;>: ;]!??%  % Ldp:p!??%  % Ld;>;!??%  % Ld;>;!??%  % % %  TT_@/@@_LbfP 5% % ( 6f6bf6b66e6ae6a66d6`d6`66c6_c6_66b6^b6^66a6]a6]66`6\`6\66_6[_6[66^6Z^6Z6 6 ]6Y]6Y 6  6 \6X\6X 6  6 [6W[6W 6  6 Z6VZ6V 6  6 Y6UY6U 6 6X6TX6T66W6SW6S66V6RV6R66U6QU6Q66T6PT6P6  ."System--@Times New Roman------  2 #U1) 2 #Z ),'2 0'B.19/PUS 2 0N ),'X@Bookman Old Style------ 2 a C2 %(J.CHANDRASHEKAR)    2 ~  2   2 ()2  K.E.ANSAR    2 )) 2  ) ,')2 a d2 ;DSTE/SBC DOM/SBC     2  ) ,'@"Verdana--- 2 C< )( 2 Cd )---+2 QSOUTH WESTERN RAILWAY       2 Q ) 2 _P )&2 mBANGALORE DIVISION      2 m )@"Verdana--- 2 zP )---,2 RStation Working Rules:  2  )#2 Date of Issue: 2 27 2 -)2 01 2 +-)2 02012 2 M ),'2 RNo. B.2 u19 2  ) 2 /)2 PU 2 .) 2  )2  Date on which  2  ),' 2 R ) 2 V )Z(2 brought into force: 2  ),' 2 R ),' 2 R ),'---2 2PATCHURS  2 n )2 RNOTE:U  2 y-) 2  ),'---2 1. 2  ) V2 2These Rules supersede the Station Working Rules B. 2 19 2 /)2 PU 2 .) 2  )2  dated: 11 2 5-)2 :03 2 I-),'2 200 2 5) 2 .) 2  ),'@"Arial------2 2.--- 2  ) --- 2  ) 2 The Station Wo a2 9rking Rules must be read in conjunction with General and   ,'z2 JSubsidiary Rules and Block Working Manual. These rules do not in any way    ,':2 supersede any rule in the above 2 O-)#2 Tmentioned books.  2  ),'---2 -3.--- 2 - ) ---v2 -GThese Station working Rules shall also be read in conjunction with the   ,'2 :tractUv2 :Gion working instructions issued to suit 25 KV AC RE pertaining to this  ,'2 HStationS 2 H ),' 2 VR ) 2 dR )---2 qR1. 2 q^ )72 q{STATION WORKING RULE DIAGRAM:        2 qc-) 2 qi )---2 zMThe enclosed Rule diagram based on Signalling Plan and P. Way Plan shows the    k2 z@signalling features, track circuited portions, names of the adja (2 cent stations, the e2 z<normal setting of points and other details pertaining to day  2 -)2 to 2 -)2  day working.  2 zOComplete layout of the station yard, gradients, holding capacity of individual  }2 zLlines, distances of adjacent stations etc. are reproduced from the enclosed  2 5Rule 2 N )2 zdiagram.  2  ), {---#2 { Rule Diagram No.     2 {  )',--- #2  SBC/RD/PU/19/ALT  2 -) 2 5) 2  )'- @ !z-- @ !z-- @ !{-- @ ! -- @ !-- @ !-- @ !-- @ ! z-- @ !  -- @ ! -, {--- &2 { Signalling Plan No  2 {  )',--- 2  IPU1086/ALT 2 -) 2 2) 2  )'- @ !z-- @ !{-- @ ! -- @ !-- @ !-- @ !z-- @ ! -- @ !-, {---  2 { P. Way Plan No    2 {  )',--- 2 No.  2 ) )"2 .PU 66A FN 29958    2  )'- @ !z-- @ !{-- @ ! -- @ !-- @ !-- @ !z-- @ ! -- @ !-, {--- %2 { Layout diagram Noo   2 {  )',--- 2  B/PU/T/20  2 g )'- @ !z-- @ !{-- @ ! -- @ !-- @ !-- @ ! z-- @ !z-- @ !z-- @ !{-- @ !  -- @ ! -- @ !-- @ ! -- @ !-- @ !----  2 R ) 2 R )@Times New Roman---@"Arial- - - @"Verdana- - -  @ Verdana- - - - - - - - - - - - - - - - - - --- 2 'R2)- - - 2 'Y )"---2 '{ DESCRIPTION   - - - 2 ' )---2 'OF - - - 2 ' )---2 'THE - - - 2 ' )---2 'STATION:   2 'c-) 2 'j ),'- - - - - ---2 ?R2.1- - - 2 ?c )---2 ?{GENERAL( - - - 2 ? )---2 ? LOCATION)   2 ? ),'---F2 V{'Patchur is situated on the Jolarpettai  2 Va-) 2 Vf ))2 VmBangalore City broad 2 V )#2 Vgauge line at a 2 d{Mdistance of Km.228.310 from Chennai Central. This is a 'B' class station on    @"Verdana- @"Verdana-   @"Verdana-  - 2 r{Pdouble line section towards MAR and SKPT. The code initials of this station are   2 {PU.A  2  ) 2 R )- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - ---2 R2.2- - - 2 c )---2 {BLOCKA - - - 2  )---2 STATIONS  - - - 2  )---2 ON - - - 2  )---2 EITHER  - - - 2 M )---2 QSIDE  - - - 2 u )---2 yAND - - - 2  )---2 THEIRR  - - - 2  )---2  DISTANCES:   2 '-) 2 . ),'---.2 {Somanayakkanpatti is at  2  )a2  9a distance of 8.164 kms. on the JTJ side and Mulanur at d  2 {Qa distance of 11.100 kms.(Up line), 16.63 mtrs (Down line) on the Bangalore city     P2 {.Junction side are the adjacent block stations. 2 { )D2 &For Up line PU is not a block station. 2 N ):2 {There is no 'D' class station i72 n either of the block section  2  ) 2 R ),q2 nqSL.No. 2 q )',;--- "2 ;ADJACENT BLOCK      ,;'2 ;STATIONS  2 ; ),;'',n<--- 2 ?<nCODE  2 `<n )',o--- 2 |nINTER  2 | nDISTANCE.   2 n )',>--- 2  >DIRECTION   2 > )'- @ !p-- @ !p-- @ !(q-- @ !-- @ !-- @ !;-- @ !2<-- @ !n-- @ ![n-- @ !-- @ !t-- @ !>-- @ !>-- @ !%p-- @ !%-- @ !%;-- @ !%n-- @ !%-- @ !%>-,,q---  2 $zq,1) 2 $q, )',,;--- %2 $;,SOMANAYAKKANPATTI     --- 2 $4;, )',,n<--- 2 $C<n,SKPT  2 $d<n, ),,n<'',,o--- 2 $n,8.164  2 $n, )---2 $n,Kms  2 $n, )',,>--- 2 $>,Up 2 $>,JTJ 2 $>, )2 $>,Jn. endS 2 $.>, )'- @ !p-- @ !(q-- @ !-- @ !-- @ !;-- @ !2<-- @ !n-- @ ![n-- @ !-- @ !t-- @ !>-- @ !p-- @ !-- @ !;-- @ !n-- @ !-- @ !>-,I-q---  2 ?|q-I2) 2 ?q-I )',I;---- 2 ?-;IMULANURS  --- 2 ?-;I )',In-<--- 2 @F<-nIMAR 2 @b<-nI ),In-<'',I-o--- 2 8n-I11.1 2 8n-I1) 2 8n-I0)--- 2 8n-I )2 Fn-IKms  2 Fn-I )',I>---- "2 8->IDown, SBC Jn.  2 F->Iend 2 F->I )'- @ !,p-- @ !(,q-- @ !,-- @ !,-- @ !,;-- @ !2,<-- @ !,n-- @ ![,n-- @ !,-- @ !t,-- @ !,>-- @ !-p-- @ !Ip-- @ !Ip-- @ !(Iq-- @ !--- @ !I-- @ !I-- @ !-;-- @ !I;-- @ !2I<-- @ !-n-- @ !In-- @ ![In-- @ !--- @ !I-- @ !tI-- @ !->-- @ !I>-- @ !I>----  2 TR )--՜.+,0` hp  (Hewlett-Packard Company  Are You suprised ?DESCRIPTION OF THE STATION:-GENERAL( LOCATION)4BLOCK STATIONS ON EITHER SIDE AND THEIR DISTANCES:-X b)'P' markers are provided below the down inner distant signal and distant signY B.1.8 Down shunt key is interlocked with the block instrument and provided iY B.1.9 Hand crank duly interlocked with the signals except down advanced startQB.3.3 Failure of track circuits will affect the signals reading over the track cPNOTE: 1) Failure message should promptly be sent to the TECH (ES)/JE/SE/Sig. fo Title Headings   !"#$%&'()*+,-./0123456789:;<=>?@ABCDEFGHIJKLMNOPQRSTUVWXYZ[\]^_`abcdefghijklmnopqrstuvwxyz{|}~      !"#$%&'()*+,-./0123456789:;<=>?@ABCDEFGHIJKLMNOPQRSTUVWXYZ[\]^_`abcdefghijklmnopqrstuvwxyz{|}~      !"#$%&'()*+,-./012345689:;<=>?@ABCDEFGHIJKLMNOPQRSTUVWXYZ[\]^_`abcdefghijklmnopqrstuvwxyz{|}~      !"#$%&'()*+,-./0123456789:;<=>?@ABDEFGHIJSTWRoot Entry F+5$VData ~i1Table7WordDocument 4SummaryInformation(JDocumentSummaryInformation8CMsoDataStore{5$5$2DE0AULZMI4==2{5$5$Item  PropertiesUCompObj y   F'Microsoft Office Word 97-2003 Document MSWordDocWord.Document.89q