ࡱ> twmnopqrsg VbjbjVV ur<r<E  d&d&d&d&d&$&&&P&t)&*4@1@1(111222>*@*@*@*@*@*@*.0|@*d&22222@*d&d&114U*2AAA2d&1d&1>*A2>*AA f H 1p>^{l4***H*Z(11<b11X11d&22A22222@*@*?222*222211222222222  *%: @I- SOUTH WESTERN RAILWAY BANGALORE DIVISION Station Working Rules: Date of Issue: 18-01-2012 No. B.20 /SKPT. Date on which brought into force: SOMANAYAKKANPATTI NOTE:- 1. These Rules supersede the Station Working Rules B.20 dated: 22-08-2005. The Station Working Rules must be read in conjunction with General and Subsidiary Rules and Block Working Manual. These rules do not in any way supersede any rule in the above-mentioned books. 3. These station working rules shall be read in conjunction with traction working instructions issued to suit 25KV AC RE pertaining to this station. 1. STATION WORKING RULE DIAGRAM:- The enclosed Rule diagram based on Signalling Plan and P. Way Plan shows the signalling features, track circuited portions, names of the adjacent stations, the normal setting of points and other details pertaining to day-to-day working. Complete layout of the station yard, gradients, holding capacity of individual lines, distances of adjacent stations etc. are reproduced from the enclosed layout diagram. Rule Diagram No.(SBC/RD/SKPT/20/Alt-4Signalling Plan No(IPU.1081ALT-3P. Way Plan No(B/SKPT/25Layout diagram No(B/SKPT/T/19 DESCRIPTION OF THE STATION:- GENERAL( LOCATION) SOMANAYAKKANPATTI is situated in the Bangalore City JOLARPETTAI JN Broad Gauge line at a distance of 220.126 Km from CHENNAI CENTRAL, Electrified Double line section. This is a B Class station with Double line working towards Jolarpettai JN and towards PATCHUR.In the Up direction, Patchur is treated as non-block station and the up block section extends upto Mulanur. The code initials of this station are SKPT. BLOCK STATIONS ON EITHER SIDE AND THEIR DISTANCES:- PATCHUR at a distance of 08.50 Km on the Bangalore City side and JOLARPETTAI A Cabin at a distance of 09.49 Km JOLARPETTAI JUNCTION. side are the adjacent block stations. There is no D Class station in the block sections. SL.No.ADJACENT BLOCK STATIONCODEINTER DISTANCE.DIRECTION1.PATCHURPU08.50 KmsDown SBC Jn. end2.JOLARPETTAIA CABINJTJ A09.49 KmsUp, JTJ A Jn. End3MULANURMAR25.13kmsUp SBC Jn. end BLOCK SECTION LIMITS ON EITHER SIDE OF THE STATION ON DIFFERENT DIRECTIONS: - The Station Limits extend from the Up Distant Signal to the Down Distant Signal. Between stationsPoint from which the block section commencesPoint at which the block section ends.SOMANAYAKKANPATTI PATCHURDown block section-Down Advanced starter No.5-SOMANAYAKKANPATTI MULANUR-Up block section- UP BSLB in advance of Up Home signal No.1SOMANAYAKKANPATTI JOLARPETTAIUp Advanced starter No.4Down outermost facing point No.54 GRADIENTS: - Sl. No.Direction FromToInter distance (m)GradientsectionDn./Running line-JTJ A endCentre line695695LevelStation sectionDn./Running line-JTJ A end69514267311 in 110 fallingBlock sectionDn./Running line-JTJ A end1426285614301 in 150 falling Block sectionDn./Running line-PU endCentre line860860LevelStation sectionDn./Running line-PU end860B/S-1 in 100 risingBlock sectionUp./Running line-PU endCentre line735735LevelStation & Block sectionUp./Running line-PU end735B/S-1 in 440 risingBlock sectionUp./Running line-JTJ A endCentre line638638LevelStation sectionUp./Running line-JTJ A end63813106721 in 190 fallingBlock sectionUp./Running line-JTJ A end1310258012701 in 150 fallingBlock section LAYOUT: This station is provided with FOUR running lines, with High-level platform for Road-1 and Rail-Level Platform for Road-4. Road-1 & 4 are the loop lines. Road-2 is the UP main line. Road -3 is down main line and road -1 is the common loop line. Sand hump is provided on Road-1 at JTJ A end. The office of the Station Master is on platform of Road-1. RUNNING LINES, DIRECTION OF MOVEMENT AND HOLDING CAPACITY. Running Lines.Direction of Movement.Holding CapacityLength (CSR)Type of PFLength of PFRoad 1Reception and Despatch of Up & Down trains(58 BOXN+2E+BV) 686mHL320mRoad 2Reception and Despatch of Up trains(58 BOXN+2E+BV) 686m--Road-3 Reception and despatch of down trains(58 BOXN+2E+BV) 669.5mRoad-4Reception and despatch of down trains(58 BOXN+2E+BV) 669.5mRL180m NON RUNNING LINES:- NIL ANY SPECIAL FEATURES IN THE LAYOUT:- NIL 2.6 LEVEL CROSSINGS: - There are three level crossing gates connected with magneto phone communication with this station. LC No. Class Dept.LocationTypeNormal PositionWhether InterlockedProvision of Tele-phoneTVU & dateLC No. 90 A Class Engg.216/500-600 JTJ A-SKPTLifting BarrierOpen to road trafficInter lockedProvided40928 Dec-09LC No. 91 Spl Class Engg 218/500-600 SKPT-JTJ A Lifting BarrierCLOSED to road trafficNon Inter lockedProvided86947 Dec-09LC No. 92 spl Class Traffic220/500-600 SKPT yardLifting BarrierOpen to road trafficInter lockedProvided164325 Dec-09 NOTE: - 1) Refer appendix A for detailed gate working instructions. Station staff shall promptly attend to the telephone call from the LC gate without fail as any call could also be for reporting any emergency. SYSTEM AND MEANS OF WORKING: SYSTEM OF WORKING: The Absolute Block System is in force on SKPT-PU,SKPT-MAR & SKPT-JTJ A block sections. MEANS OF WORKING: -Double line Modified SGE lock & Block Instruments for SKPT-PU block section for down line and for SKPT-MAR FOR UP LINE Double line Modified SGE lock & Block Instruments for SKPT-JTJ A block section are provided in SMs office. Only the Station Master on duty shall operate the Block instruments / Block Telephone / SPT / Panel for train movements and the instruments shall be kept locked after each operation and the keys being kept in his personal custody. The SM shall operate block instrument in the manner laid down in BWM, he shall maintain train signal register (TSR) as per GR / SR14.07 and make entries instantly and sign against each such entry. The off aspect of the Advanced Starter signal constitutes the authority to proceed for the Loco Pilot of the departing train to enter into the Block Section ahead. Up and Down Advanced Starter signals are the Last Stop Signals and they are inter locked with respective Block Instruments. The Advanced Starter signal can be taken `OFF only when the line clear has been obtained through the block instrument pertaining to the Block Section in advance. CUSTODY OF KEYS The following keys shall normally be kept in the personal/safe custody of the station Master on duty. a) SMs key of the centralised control panel b) SM's key of block instruments. c) SMs keys of double key lock on the block instruments. d) Padlock keys of point clamps. e) Padlock keys of safety chains. f) SMs key of the double key lock pertaining to relay room. g) Up and down Shunt keys. Keys pertaining to telephones connected to SPT. Generator room key. Keys of the box containing Emergency gate Key for LC No. 92 at Km 220/500-600. keys of point machine lid cover lock and Crank Handle release lock. BPAC Reset Box keys. The above keys except item No. a, b and h shall normally be kept in the glass fronted key case provided in the Station House. The glass fronted case must always be kept closed locked and the key of the case along with keys referred vide item (a) (b) and (h) shall be kept in the personal custody of the duty Station Master. SYSTEM OF SIGNALLING AND INTERLOCKING This station is provided with standard- III Multiple Aspect Colour Light Signalling arrangements with Distant, Inner Distant Home, Starter and Advanced Starter signals in each direction. The entire yard is track circuited, Calling-on-Signal & SPTs are provided below Up & Down Home signals, Crank Handles are provided at Station, Motor operated points, BLOCK PROVING AXLE counters at JTJ A and PU end, Counters for Calling-on signal, route cancellation and emergency calling-on route cancellation are also provided. (See Appendix `B for details). CUSTODY OF RELAY ROOM KEY AND PROCEDURE FOR ITS HANDING OVER AND TAKING OVER BETWEEN STATION MASTER AND S& T MAINTENANCE STAFF: - The Relay Room is provided with a double key lock. One key is to be retained by the Station Master on duty and the other key by the TECH.ES/JE/SE/Sig. Whenever it is required to open the relay room, the TECH.ES/JE/SE/Sig shall requisite the key from SM on duty, duly filling in the relevant columns of the Relay Room key register maintained at the Station. The SM on duty shall hand over the key to the TECH.ES/JE/SE/Sig. As soon as the work in the Relay Room is completed, the Room shall be locked with double lock which shall be ensured by Duty Station Master. The key shall be returned to the SM on duty, duly completing the entries in the relay room key register. The Relay Room key register shall contain the following columns:- 1) Time and Date of key requisition. 2) Purpose for which the key is required i.e. attending to failure, routine maintenance etc. 3) Whether the work in the relay room will affect the normal working of points, signals, block instruments etc., 4) Signature, name and designation of the TECH.ES/JE/SE/Sig requesting the key. 5) Signature of the SM on duty with time. 6) Time and Date of Returning the key to the SM on duty after locking the room properly with both the keys. 7) Remarks regarding normal working of the points, signals, block instruments etc., 8) Signature, Name and Designation of the TECH.ES/JE/SE/Sig returning the key. 9) Signature of the SM on duty receiving the key with time after duly ensuring that the room is locked properly with both the keys. 10) Remarks. If an endorsement is made in the Relay Room Key Register by TECH.ES/JE/SE/Sig that the work will affect normal working of points/signals/block working etc., the Station Master shall obtain Form. No. (T/351). from TECH.ES/JE/SE/Sig and the relevant provisions of GR/SR 3.68 to 3.70 are to be followed for train/shunt movements. When no such endorsement is made, he shall sign in Form S&T/MR and follow the normal procedure for dealing trains. NOTE:- The SM on duty shall not hand over the key to TECH.ES/JE/SE (Sigg) immediately after an accident involving points/signals/interlocking etc., at the station until after fully satisfying that the necessary readings have been recorded by the competent official(s). POWER SUPPLY 4.3.1 Power supply arrangements to the signalling installations is from the Auxiliary Transformer (AT supply) or Tamil Nadu Electricity Board (TNEB). 4.3.2 The preference of power supply to the signalling installation to be adhered to is as follows:- Up/Down Auxiliary Transformer (UPAT/DNAT] Tamil Nadu State Electricity Board (TNEB) 4.3.3 A four way rotary switch is provided to select the power supply to the signalling installation with the following switch positions: 1) UP AT supply, 2) DOWN AT supply, 3) TNEB supply, 4) OFF 4.3.4 There are clear marking on the switchboard to indicate the position of switch and the supply is connected. 4.3.5 The rotary switch shall be turned from Up AT to Down AT and vice versa at 0000hrs daily to ensure that both the AT supplies are available and utilised properly. It shall be turned to TNEB in case of failure of supply from both Up and Down ATs. There are 3 MCBs and indication lamp for each supply (Miniature Circuit Breaker). Labels are pasted below each MCB and indication lamps will indicate the supply to which it is connected. The lever on the MCB, normally will be upwards (i.e. N position). When supply is available the indication lamp will be lit. Supply is extended to switch only when MCB in the ON (Up wards) position. Down position indicates tripped condition. 4.3.6 Whenever there is failure of AT or TNEB supply, the corresponding MCB is to be checked to see if it has tripped. The MCB is to be switched to ON position in case of tripping. If it trips repeatedly or the supply is not forthcoming from that source supply from the next alternative source is to be extended. 4.3.7 When the AT/TNEB supply fails, a buzzer would sound, and a red light appears above the `P-ACK' button on the panel. The buzzer ceases to sound when the button is pressed. The on duty SM shall alter the rotary switch to other position in the preferential order given in Para 4.3.5 When the normal power supply is resumed or when the power supply is changed to other sources the buzzer once again rings. The `P-ACK' button must be pressed again to stop the buzzer and the red light indication disappears. 4.3.8 When the failed supply resumed the selection of power supply shall be done as per the preference detailed in Para 4.3.5. 4.3.9 A voltmeter is provided above the panel to indicate the voltage of the supply used. If the needle moves below the lower red band, the Station Master shall arrange to extend the power supply form the next alternative source. 4.3.10 Every power failure shall be recorded in the power failure register with particulars of time of failure, time restored, how restored, train detained if any and how the trains were dealt etc. 4.3.11 If the failed supply does not resume within three hours, the Station Master shall advise the Section Controller, Tech.ES/JE/SE/Sig. and the traction power controller with copy to DSTE/Sr.DSTE and Sr.DEE/DEE/DEE/TRD for restoration of power supply. TELECOMMUNICATION: Magneto Telephone Communication, block telephones, Railway Auto phone, BSNL phone, control telephone and VHF set as detailed in Appendix "B" are provided for use in train passing duties. SYSTEM OF TRAIN WORKING: DUTIES OF TRAIN WORKING STAFF: - Duties of train working Staff are detailed in Appendix- D. TRAIN WORKING STAFF IN EACH SHIFT: - Sl.NoTraffic StaffNo. of Staff in Each shiftRoster1Station MasteroneAs per the roster issued DPO/SBC2Pointsman /TRHone3Gatemenone RESPONSIBILITY OF ASCERTAINING CLEARANCE OF THE LINES AND ZONES OF RESPONSIBILITY: - The Station Master on duty is responsible to ensure that the line/route is clear and free from obstruction up to the adequate distance before clearing the reception and/or despatch signals by observing the indications on the Control Panel. During failure, he shall personally ensure this by physical observation of the required length of the track. Before allowing any non-signalled move, the Station Master should ensure that all the points on the required route are clamped & padlocked and the padlock key are kept in his personal custody. When a non-signalled move has taken place over a point operated by an electric point machine whether in facing or trailing direction, the Station Master on duty shall operate the point for normal and reverse setting for the purpose of testing the points. SM has to ensure that indication regarding the normal and reverse setting are correctly available and then only further movements shall be permitted over the points. ASSURANCE OF STAFF IN THE ASSURANCE REGISTER: - Every train passing staff posted newly at the station or leave reserve staff at the station or regular staff who has resumed his duties after more than 15 days of consecutive absence must go through Station Working Rules in force and give assurance in the prescribed Assurance Register {SR 5.06 (i)}. CONDITIONS FOR GRANTING LINE CLEAR (GR 8.03): The line shall not be considered clear and line clear shall not be granted by the SM on duty unless :- The whole of the last preceding train has arrived complete and berthed with in the starter signals. All the relevant signals have been put back to "ON" behind the said train and ensure that the signal lights are burning bright. In the case of blank signals the SM shall depute the competent Railway servant with hand signals and advise the SM in rear to issue Caution Order asper SR 3.68(i)(c)to the Loco Pilot of approaching train to be vigilant and stop at the Home signal. the line is clear of trains: - up to the top point No. 54 in advance of up home signal No. 8A in the case of Down train from JTJ A. II. up to the Block Section Limit board in advance of down home signal No. 1A in the case of an Up train from MAR. Note: 1.The Block Proving Axle Counter (BPAC) pertaining to the block section in rear should show clear indication before granting line clear. 2.Before granting line clear for a down train from JTJ A A Cabin the SM/SKPT shall also ensure that the LC No. 91 at KM. 218/500-600 is closed and padlocked against the road traffic and private numbers exchanged with the gatemen and also advise the gateman of engineering interlocked LC No. 90 at Km. 216/500-600 about the particulars of the train No., description, direction of movement and probable departure time from JTJ A A cabin as detailed in Appendix A. ANY SPECIAL CONDITIONS TO BE OBSERVED WHILE RECEIVING OR DESPATCHING A TRAIN: - Setting of points against blocked line: -This station is provided with centralised control panel with individual knob operation. When ever running line is blocked the safety caps shall be placed on the concerned point knobs and respective Home signal. Reception of train on blocked line: - Whenever trains are being received on an obstructed road/blocked line on calling-on signal the following procedures are to be complied with: If possible intimate the Loco Pilot through the SM of the rear station. Ensure that the line is clear and free from obstruction up to the point of obstruction on the intended reception line . Ensure all the points over which the train has to pass are correctly set. Ensure that no conflicting movement is permitted. Ensure closure of LC on the route. Ensure that a stop hand signal is exhibited at a distance of not less than 45 mts. from the point of obstruction in the direction of approach of the train. During the failure of Calling-on signal, in addition to the above, ensure that the calling-on signal knob is turned to reverse while receiving the train on SPT or T/509 to avoid block failure. Station Master shall also personally ensure that all the points over which the train has to pass are correctly set, clamped, padlocked and the padlock keys are kept with the SM on duty. If the train is to be received on Signal Post Telephone the SM shall ensure that the condition indicated above (i.e. a to 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: 1.During the failure of Calling-on signal and SPT and when the train has to be received on an obstructed line, the train shall be piloted by issuing Form T/509 and SM shall ensure that all the points over which the train has to pass are correctly set, clamped, padlocked and padlock keys are kept with him. 2.Ensure the closure of traffic No. 92 before the reception of an up train on SPT. Reception of train on non-signalled line: - Refer GR/SR 5.10. Despatch of train from non-signalled line: - Refer GR/SR 5.11. Despatch of train from line provided with common Starter Signal: - N/A. Any other special conditions should be mentioned giving reference to the GR & SR: - For a stopping train, approach signals shall not be taken off earlier than 5 minutes before the probable arrival of the train. For a stopping train, despatch signals shall not be taken off earlier than 3 minutes before the probable departure of the train and despatch signal should be cleared only when the train is ready in all respects. For a run through train despatch and approach signals shall not be taken OFF earlier than 7 minutes, before the probable passage of the train. CONDITIONS FOR TAKING OFF APPROACH SIGNALS:- The Station Master on duty before taking `OFF the reception signal shall ensure that : - the line on which the train is to be received is clear and free from obstruction up to the adequate distance as follows. ADEQUATE DISTANCE:- I. The adequate distance required for clearing the Home signal is reckoned as follows:-  AUTONUM \* Arabic Up Train on Road-1aFrom starter No. 3 Up to sand hump with Point No.52 Normal. b  320 metres from Up starter No. 3 Up to the advanced starter with Point No. 52 Reverse. AUTONUM \* Arabic Up Train on Road-2320 Mts. from Up Starter No. 2 up to the advanced starter with point No.52 normal.  AUTONUM \* Arabic Down Train on Road-1As 120 metres from Down Starter No. 9 & up to the LC gate No.92 at KM. 220/500-600 with point No.50 Reverse.  AUTONUM \* Arabic Down Train on Road-3As 180 mts from Down starter No. 7 & up to the LC gate No. 92 at KM. 220/500-600 with point No.51 Normal.  AUTONUM \* Arabic Down Train on Road-4180 mts from Down starter No. 6 & up to the LC gate No. 92 at KM. 220/500-600 with point No.51 Reverse.  II. The distance required for clearing the Calling-on signal is up to the point of obstruction or upto the starters on the route are reckoned as under:- Up train on Road-1Up to the Starter No. 3. Up train on Road-2Up to the Starter No. 2. Down train on Road-1Up to the Starter No. 9. Down train on Road-3Up to the Starter No. 7 Down train on Road-4Up to the Starter No. 6  RESPONSIBILITY OF STATION MASTER FOR RESTORATION OF SIGNALS: - Station Master on duty should ensure that signal is put back to ON after the passage of every train as per GR 3.36.2 (b) SIMULTANEOUS RECEPTION/DESPATCH, CROSSING AND PRECEDENCE OF TRAINS:- Sl.No.MovementConditionpossible Simultaneous Movements1.While receiving a Down train on Road-1With cross-over points 55 Normal.A Down train can be despatched from Road-3 or 4 2.While receiving an up train on Road-1With cross-over points 52 Normal. An Up train can be despatched from road-2  While giving precedence, as far as possible first arriving train shall be received on the loop line and second arriving train shall be permitted to run through on the concerned Main line. COMPLETE ARRIVAL OF TRAINS:- Station Master shall ensure the complete arrival of both run through and stopping trains by observing the Block section clear indication in the axle counter indication -cum- resetting box and the track circuits concerned, when Block Proving Axle counters and track circuits from Home signal to fouling mark of the reception line concerned are in working order. If the block section clear indication is not displayed, SM shall not close the block section, and after ensuring complete arrival as detailed below in Para 6.5.2, he shall resort to resetting of the BPAC as detailed in Annexure-1. 6.5.2. During failure of BPAC and / or of the Track circuit concerned, complete arrival of the train shall be ensured as detailed below: i) For Run through trains: By observing the Tail Board /Tail lamp during day/ night as the case may be. Note: If he observes that the train has passed the station without Tail Board or Tail lamp, he should not close the block section till such time complete arrival has been ensured. This aspect applies even when BPAC and Track circuits are in working order. ii) For Stopping Trains: by observing the Tail Board /Tail lamp during day/night as the case may be for trains whose last vehicle can be seen by the SM. If Para (a) above is not feasible, Then by exchanging the complete arrival signal with the Guard of the train during day or night {SR 14.10 (ii) (c)}. When Paras (a) & (b) above are not feasible, by establishing communication on VHF sets with the Guard of the train and after due identification by both, guard shall give a PN along with his name and Train number in token of the complete arrival of the train within the fouling mark to the SM on duty, who shall acknowledge it with a PN. The PN given by the Guard shall be recorded in the TSR remarks column along with the entry for the train. The PN given by the SM shall be entered in the rough journal book by the guard. If due to any reason, SM is unable to ensure complete arrival by any one of the means as mentioned in paras (a),(b) & (c) above, he shall depute a Competent Railway servant to obtain the signature of the Guard in the Train intact Arrival register (T/1410) maintained for this purpose as an assurance for the complete arrival of the train within the fouling mark before clearing the block section. Note: !. If there is no guard, SM shall personally ensure the complete arrival of the train and the clearance of the track {S.R. 14.10 (iv) (a)}. 2. In double line sections, in case complete arrival of train could not be ensured, SM shall arrange to issue caution orders to trains coming on the other line, duly stopping them out of course at the adjacent station. DESPATCH OF TRAINS :- When everything is ready to start the train SM on duty shall call the attention of the Station Master/PU or JTJ A as the case may be and advise the particulars of train No, description etc,. On receipt of the acknowledgement confirmed by a private Number from SM/PU or JTJ A as the case may be, on duty SM shall obtain line clear through concerned block instrument and ensure that: - Sl.NoIn the case of Despatch of LCs InvolvedRemarks1an Up train to JTJ A1Interlocked Engineering LC No. 90 at Km 216/500-600To be advised as detailed in Appendix-A2Non-Interlocked Engineering LC No. 91 at Km 218/500-600To be advised as detailed in Appendix-A and PN exchanged2a Down train to PU1Interlocked traffic LC No. 92 at Km 220/500-600To be closed & CL indication is available on the panel as detailed in Appendix-ASM shall also ensure that the despatch route is clear and free from obstruction and clear the signals by operating concerned knobs on the panel duly issuing Caution Order if any to the Guard, Loco Pilot and Assistant Loco pilot of the said train. After ensuring the correct signals are taken off, he should authorise the train to depart. The OFF aspect of concerned Advanced Starter Signal is the normal authority for Loco Pilot to enter into the block section in advance, with his train. TRAINS RUNNING THROUGH:- The rules for reception and despatch of trains shall apply jointly to run through trains. Run through trains shall normally be dealt with on Road-2 in Up direction and Road -3 in down direction, ISMD LOADS: - Trains carrying ISMD loads shall normally be dealt on Road-2& Road -3 for Up and Down directions respectively. WORKING IN CASE OF FAILURES: - FAILURE OF TRACK-CIRCUITS, POINTS/SIGNALS During failure of track circuiting arrangements, or signals or points from the control panel, the duty Station Master, shall personally ensure that the line on which the movement is to be carried out is clear and free from obstruction, and that all efforts taken in accordance with the provision contained in GR/SR 3.68 to 3.70. During the failure of Home Signal and Calling-on signal trains can be dealt on SPT, during the failure of SPT, trains should be dealt on Form T/369 - (3b). Station Master shall ensure clamping and padlocking of relevant points and maintaining isolation from other lines duly keeping the trap/points in required position. If a point fails to set properly and if the point cannot be set from the panel, the Station Master on duty must personally ensure the points to the required position by means of the point crank handle as detailed in Para B.4 and ensure that the cranked points are clamped. The Station Master can operate the concerned knobs for the reception or despatch of the train, after replacing the crank handle in the electrical key instrument. If the signal fails to respond properly, the Station Master must arrange to deal the train in accordance with provisions contained in GRs 3.68 to 3.70 and the subsidiary rules there under. If the points set correctly in one position and fail to set in the other position, it is possible that there is some obstruction between the stock and the switch rails. By operating the points repeatedly for about three or four times, this obstruction may be removed. If not by deputing a competent railway servant, who will do so. Even in spite of this, the point fails to set correctly, then the point crank handle must be used. If a point fails to set properly and if the point cannot be set from the panel, the Station Master on duty must personally ensure the points to the required position by means of the point crank handle as detailed in Para B.4. duly clamping the cranked points The Station Master can operate the concerned knobs for the reception or despatch of the train, after replacing the crank handle in the electrical key instrument. If the signal fails to respond properly, the Station Master must arrange to deal the train in accordance with provisions contained in GRs 3.68 to 3.70 and the subsidiary rules there under. In the event of failure of a point repeat indication on the panel the following action has to be taken by the duty Station Master. The knob/s concerned shall be operated even if the point repeat indication is not available. If the signal gets cleared, the train shall be received under normal course on signals. If the signal fails to respond the SM shall operate concerned point knobs repeatedly for about three or four times, Even, after this if the point indication does not appear, the SM shall depute the Points man/TRH to the point to remove the obstruction if any who shall do so. Even after this if the signal fails to respond, it should be treated as a case of signal failure and the train shall be dealt strictly according to the relevant provisions contained in GR/SR 3.68 to 3.70. FAILURE OF HOME SIGNAL During the failure of Home signal, the train shall be received on Calling-on signal(See Para B.8 for details ). If the Calling-on signal also fails, the train shall be received using SPT. (See Para B.9 for details ). If the signal post telephone also fails, the SM on duty shall arrange to receive the train on Form T/369- (3b). Whenever the trains are received on SPT or on Form T/369- (3b), the SM shall ensure the correct setting of relevant points, clamp and padlock, all the points on which the train will be passing and depute a points man/TRH to pilot the train with Form T/369- (3b) to be delivered at the foot of the Home signal and authorise the Loco Pilot to pass the home signal at "ON". Whenever the trains are being received on SPT or on Written authority on Form T/369- (3b) due to failure of home signal, the home signal knob shall be turned to `R' position to avoid block failure. However, if the home signal failure is due to track circuit failure (other than berthing track), the home signal knob should not be turned to `R' position, even though it causes block failure. This is to avoid serious repercussions of the route getting locked. The calling on signal knob shall be turned to reverse position and When the route gets locked action to be taken as detailed in para B.8.7. FAILURE OF STARTER SIGNAL: During failure of starter signal, trains shall be despatched duly issuing written authority in Form T/369-(3b) and Proceed hand signals shall invariably be exhibited at the foot of the starter signal after ensuring correct setting of the points duly clamping and padlocking of all the concerned points for despatch. FAILURE OF ADVANCED STARTER SIGNAL (LSS) : During failure of this signal, if line clear is obtained on the block instrument, trains shall be despatched duly issuing the Form T/369 (3b) with an endorsement and PN received from the station in advance. FAILURE OF SHUNT SIGNAL: -N/A FAILURE OF BLOCK INSTRUMENT: - During Block Instrument failure / suspension, the train shall be started duly issuing LCT. Failure of Axle counter system: If the system fails even after resetting the TECH.ES/JE/SE/Sig of the section should be advised for restoration. Entries should be made in the Axle counter register and before restoration it should be jointly signed by S&T staff and SM on duty. SM on duty should sign only when the block section concerned is clear duly verifying the TSR entries. Till the time of restoration, trains should be dealt on LCT. Note: - All cases of such failures must be reported immediately to the TECH.ES/JE/SE/Sig of the section for immediate rectification duly issuing a message and entries shall be made in the Failure register. PROVISIONS FOR WORKING OF TROLLEY/MOTOR TROLLEYS/MATERIAL LORRIES: -. Un-insulated trolley/lorry etc. should not be permitted on the track circuited lines. Whenever an insulated trolley/lorry etc, is allowed to work the Station Master on duty shall ensure that the track is clear of such vehicles before clearing the signals for a train or before operating the points as the trolley/lorry/motor trolley may fail to actuate the track circuit. The official-in-charge of Trolley/Lorry etc. shall advise the Station Master on duty in writing before placing the vehicle on line and immediately after clearing it from the line Block working shall be suspended and LCT shall be issued as an authority to work in the Block Section. Block instrument working can be resumed by SM at either end of the Block Section after the trolley/lorry/motor trolley clears the section. Instructions contained in Rule 11.3 of BWM-2006 of SWR shall be adhered to.. Signals except Advanced Starter signal shall be cleared for movement of trolley/lorry/motor trolley when worked as train. NOTE:- (1) Insulated trolley/lorry/motor trolley do not actuate the track circuit. If the signal is cleared for reception/despatch, the route for the same should not be altered until the movement is completed. (2) Trolley/lorry caps should be used without fail, whenever the trolley/lorry are allowed to enter the Block Section. (3) Before permitting a trolley/lorry the SM on duty shall obtain a certificate on the trolley/lorry notice itself from the official-in-charge to the effect that the trolley/lorry is insulated. BLOCKING OF LINES:- Whenever a running line is blocked/obstructed for any purpose, the points at both the ends of the line should be set against the line except when shunting is required to be done on that line. No movement should be permitted on to a line occupied by a train/vehicle carrying passengers except when shunting is required to be done on that train/vehicle or for attaching an engine to that train/vehicle. Whenever a running line is blocked/obstructed Line Blocked safety caps should be placed on the relevant point knobs, as mentioned below to serve as a reminder to the SM on duty. Immediately when the line is clear again, the caps should be removed from concerned knobs and kept safe. Line occupiedPoint knob Nos. Road-150N, 52NRoad-250R, 52R Road-353R, 51RRoad-453N, 51N The Station Master on duty shall see that train/vehicles standing at the Station are properly secured so as to prevent them from gaining momentum. Vehicles/Wagons should be coupled together and brakes applied. The vehicles should be kept well within the starters/Fouling Mark. Safety chains should be used to secure the vehicle/ wagons. Before uncoupling one or more wagons/vehicles fitted with roller bearing to be stabled on a running line, all the hand brakes should be applied. Skids should also be used to prevent such units from rolling down. When vehicles are stabled on running lines, the SM on duty shall ensure that the points at either end of the obstructed line are set against the line. Clamped and padlocked and the padlock keys retained in his personal custody. Whenever a running line is blocked / obstructed by any vehicles allowed to remain on the line for some length of time, a clear remark in RED ink should be made immediately in the train signal registers indicating the time and the number of the line on which the vehicle is detained. A record of the blocking of the line shall be made in the Station Diary also. When the obstruction is removed and the running line is clear, again, the time at which the vehicle was removed and the running line cleared should be indicated in the train signal register and the Station Diary. Before detaching the engine from a train carrying the passengers, the hand brake in the guards brake van in rear and in the additional brake van, if any, on the formation shall be securely screwed down. Hand brake, if any, provided on any of the coaching vehicles, like inspection carriage shall also be applied. The wooden wedges/skids shall be placed under the farther most wheels of the formation and safety chains are also used to secure the vehicles. The guard, after satisfying himself the train is braked as required, then shall show green hand signal to the Loco Pilot and only on seeing the guards signal the Loco Pilot shall detach the engine or permit the engine to be detached from the train. The train must remain braked until the engine is attached to the train. Whenever wagons/vehicles/trains are stabled it should be secured as follows. i) If the train engine is to be detached, the guard of the train shall ensure that the van brake and the hand brake of at least six vehicles next to brake van are put on. The Loco Pilot shall ensure that the hand brakes of at least 6 (six) vehicles next to the engine also are put on, if after detaching the engine the brake van also is to be detached, the guard shall ensure that the hand brakes of at least 6(six) more vehicles are put on before detaching the brake van. In addition they shall also be secured with safety chain fastened to the rails and padlocked to prevent them from getting out of control and rolling down. The brakes shall not be released until the engine has been attached to the formation. ii) The guard after satisfying himself that the train is secured as required, show green hand signal to the Loco Pilot, Only on seeing the guards signal the Loco Pilot may detach the engine or permit the engine to be detached from the train. The train must remain so braked until the engine is attached to the train again. iii) If the number of vehicles is less than six, all the hand brakes should be applied. While handing/taking over charge the outgoing/incoming Station Master should promptly record in the Station Diary and TSR in Red ink the number of the running line(s) obstructed. The relevant instructions contained in SR 5.01, GRs 5.19 and 5.23 and SRs there under should be strictly adhered to by all staff concerned. The Sand Hump should not be obstructed for any purpose, when it is obstructed it shall cease to be a substitute for the adequate distance. Note: A securing of stabled vehicles register shall be maintained in the following format: Left hand side of the register shall contain the following particulars: DateTimeRoad No.No. of vehicles stabledNo. of hand brakes appliedNo. of skids provided & under which vehiclesNo. of safety chains provided & for which vehicleSignature of shunting staffSignature of the supervisor Right hand side of the register shall contain the following particulars: DateTimeRoad No.No. of vehicles to be despatchedNo. of hand brakes releasedNo. of skids removedNo. of safety chains removedSignature of shunting staffSignature of the supervisorSafety Caps: - With view to ensure safety in working Safety Caps are provided under the custody of duty Station Master, which shall be fixed on signal knob/point knobs, when the line/Route governed by them is occupied or otherwise obstructed. [(Refer S.R. 5.19 (iii) (a) (b) and (c) for different type of safety caps and their use)]. SHUNTING:- General precautions: - (a) For shunt movement at this station, the duty SM shall give due consideration to the train services in this section and carryout shunt movements by taking off starter signals. The Station Master shall see the shunting of trains or vehicles are carried out only at such a time and in such a manner, that will not involve danger. The guard of the train shall supervise all shunting operations involving full trains and stabling of materials/departmental trains. The guard under the instructions of the SM will supervise other shunting. In the absence of the guard, the SM shall supervise shunting. NOTE: - As this station is having gradients steeper than 1 in 400, in UP line towards JTJ A cabin UP trains should not be drawn up to the last stop signal & held in steep gradient in order to clear the reception line for giving permission to approach to the following train. No shunting beyond outermost points on the steep gradient side should be allowed unless a locomotive is attached at the lower end of the load from the point of view of gradient. Shunting in the face of an approaching train: -Shunting in the face of an approaching train is strictly prohibited at this station. Prohibition of shunting, special features if any: - Hand shunting/loose shunting of vehicles/wagons at this station is strictly prohibited. While performing shunting at falling end of the yard, it should be ensured that an engine is attached at the falling side(JTJ side) of the gradient to prevent vehicles escaping into the block section. When ever vehicles are left on the running line, the person in charge of shunting shall ensure that they are coupled together, brakes of brake van and those of at least 6 vehicles at both ends, are applied, skids are placed and safety chains are used to prevent the vehicles from gaining momentum. Shunting on Double line: - Sl.No.Place of ShuntingAuthority1.With in Station sectionT/806 2.In advance Block section.T/806 with PN duly obtaining block forward.3.In rear Block section.T/806 with PN duly obtaining block back. Refer: -Para 6.16.1 & 6.16.2 of BWM 2006 for details. 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: - N/A ABNORMAL CONDITIONS: - THE RULES TO BE OBSERVED IN THE EVENT OF ABNORMAL CONDITIONS: - During failure of electrical communication instrument: - Normally the concerned Block Instrument and Telephone attached to block instrument should be used to run trains on absolute block system. During failure, Block working should be done on the following order of preference: - Block Instrument. Telephone attached to block instrument. Station to Station fixed telephone. Railway Auto phones& BSNL phones Mobile phones. Control Telephone. VHF sets. NOTE: - (1). When 4th to 7th type communication is used, Identification sheets should be used, or cross checking of last three private numbers issued to concerned station is to be done to identify the correctness of the station. If the station is identified correctly an endorsement shall be made on the PLCT regarding the ID sheet numbers or cross checking of the PNs. Under this circumstance the issue of caution order shall be dispensed with and trains can run at normal speed. (2). If the station could not be identified through ID sheets or cross-checking of PNs, a caution order shall be issued restricting the speed to 25 on Double line sections during day and 10 KMPH on Double line sections during night and when the view ahead is not clear during day ii) The authority to proceed in the occupied block section in case of obstruction of line or accident etc: -. Break Down Special/Relief train/Engine shall be sent into the Block section on account of obstruction of line or accident etc, by issuing Block ticket to proceed without line clear in form T/A 602. Before preparing this authority the SM shall examine the TSR, Train message books, WTT, Train notice register and Caution order advices and also contact the control and the SM on duty at the other end. iii) Trains delayed in block section: - If a train carrying passengers does not arrive within 10 minutes or if a goods train does not arrive within 20 minutes after allowing normal running time from the station in rear, the Station Master at the station in advance shall Immediately advise the station in rear and the Control of this fact. The Station Masters at either end of the block section shall also send one of the traffic staff out on the block section to fetch information about the whereabouts and condition of the delayed train and nature of assistance, if any required and trains running in the opposite direction should be stopped and issued with Caution Order. iv) Failure of Intermediate Block Stop Signal at ON: - N/A. v) Failure of Axle Counter Block/BPAC: - If the system fails even after resetting the TECH.ES/JE/SE/Sig of the section should be advised for restoration. Entries should be made in the Axle counter register and before restoration it should be jointly signed by S&T staff and SM on duty. SM on duty should sign only when the block section concerned is clear duly verifying the TSR entries. Till the time of restoration, trains should be dealt on LCT. Vi Failure of MTRC: - N/A. Procedure for emergency operation of points by crank handle: - Four Crank Handles for Four group of points are provided at the Station House to crank the points during failure. Group-I  Point no.51&53 and 53Group-IIPoint no.50 and 52Group-IIIPoint No. 54. Group-IVPoint No. 55. If the points fail to set or if the points could not be set from the panel, the duty Station master shall make use of the crank handle to set the points locally. He shall keep the concerned point knob in the required position, extract the relevant crank handle from the electrical key transmitter, take out the crank handle lock key along with the lid key from the glass fronted box and proceed to the points. ii. On the side of the point machine there are two lids. One covering the inlet hole of the crank handle and another covering the inlet hole of the crank handle lock. The duty Station master shall first open both the lids by using the lid key. Then he shall insert the crank handle lock key and unlock the same which permits insertion of the crank handle into the point machine. He shall then insert the crank handle, crank, clamp and padlock the point to the required position, remove the crank handle and crank handle lock key and close both the holes by lids and lock the lids by lid key. He shall also ensure that the other end of the points ( in case of cross over point) is in the required position. He shall then return to the station and restore the crank handle in to the key transmitter. If the correct point indication has appeared on the panel and if everything is alright for the movement of the train, the Station master shall clear the relevant signals. If the signals fail to respond, facing and trailing points should be clamped and pad locked before allowing any train/shunt movement over the points. All trains should be dealt with strictly in accordance with the relevant provisions contained in GRs 3.68 to 3.70 and subsidiary rules there under. Certification of clearance of track before calling-on signal operation is initiated: - The Calling-on signals below Home signals are intended to receive a train on an occupied/obstructed road or when one or more of the track circuits on that route have failed or when the Home Signal has failed. Before clearing the Calling-on signal, the SM shall decide whether it is absolutely necessary to receive the train on that road, train can be berthed clear of the fouling mark/starters and he should physically ensure that the required route is clear & free from obstruction. Reporting failure of points, Track circuit/Axle counter and interlocking: - Any S&T failure should be reported immediately by SM on duty to the concerned signalling Maintenance Staff (TECH.ES/JE/SE/Sig) responsible for attending to the failure and only after receipt of the written memo from the signalling Maintenance Staff (TECH.ES/JE/SE/Sig) on rectification of the fault, SM on duty should restore the normal working. The entries in failure register to be done with message to the Section Controller. TOTAL INTERRUPTION OF COMMUNICATION: - 9.1.1 In the event of Total interruption of communication occurring between SKPT-PU,SKPT-MAR or SKPT-JTJ A stations i.e. when line clear cannot be obtained by any one of the following means stated in the order of preference namely. Block Instrument. Telephone attached to block instrument. Station to Station fixed telephone. Railway Auto phones& BSNL phones. Mobile phones Control Telephone. VHF sets. The following procedure shall be adopted for running the trains. DOUBLE LINE BLOCK SECTION SR 6.02 (iii). The Station Master on duty shall clearly advise the Loco Pilot and guard of the train the fact that the communications have failed. The train has to work with an authority on Form T/C 602. Trains may be allowed to enter the block sections one after the other but with a clear interval of not less than 30 minutes between the two successive trains. Fixed signals except the advanced starter may be taken off for despatch of trains. The home signal shall be taken off only after the train has been brought to a stop outside home signal. The Station Master on duty shall recover the Form T/C 602 from the Loco Pilot of incoming trains and keep them safe for handing over it to the Traffic Inspector. Trains will continue to work in this manner till any one of the means of communication is restored to normal working by the competent authority. The Station Masters on duty at both the end of the block section shall exchange messages on Form T/I 602 with private numbers to satisfy themselves that all the trains, engines etc., dispatched into the concerned section from both end have cleared the section at any one end completely before granting/obtaining line clear for trains through the restored means of communication. Detailed instructions contained in SR. 6.O2 (iii) shall be strictly adhered to for working trains during total interruption of communications. In all the cases of working trains during total interruption of communications, a detailed record of timings of all trains, Engines etc., shall promptly be made in the train Signal Register at the Stations concerned. When the communication for train working is restored, Section Control if working shall be consulted before arranging further movements. Control shall also be provided with the timings of trains dealt with during the failures. TEMPORARY SINGLE LINE WORKING ON DOUBLE LINE SECTION: - Whenever an accident to a train or track or other obstruction precludes the use of one of the lines on a double line section, the traffic may temporarily be worked over single line by obtaining Line Clear on Electrical speaking Instruments. When it is desired to introduce temporary single line working on double line, on electric speaking instruments, the Station Master at one end of the affected section shall on receipt of reliable information in writing that one line is clear, take steps to introduce temporary single line working, on that line in consultation with the Section Controller and the Station Master of the station at the other end of the section. If there is reason to suspect that the line over which temporary single line working is to be introduced, is also fouled or damaged, temporary single line working must not be introduced until a responsible engineering official of the rank not less than that of a JE/P.Way has inspected that section and certified that the road is safe for passage of trains. Single line working shall be introduced only when it is safe to do so. All trains will be worked in accordance with the rules for the use of electric speaking instruments on single line and Line Clear shall be obtained on the Telephone attached to block instrument, Station to Station fixed telephone, Railway Auto phones, BSNL phones, Mobile phones, Control Telephone, VHF sets. At all stations on the portion of the section on which single line working has been introduced, the commutators of the Block Instruments pertaining to both obstructed and unobstructed lines shall be kept in Train on Line position through out the period single line working is in force. The commutators shall be locked also in that position with SMs key, wherever possible. In cases where it is not possible to keep the commutators in Train on line position, the Block instruments shall be put out of the use and Caution Indicators hung on the handle of the Block Instruments. At those stations, where the train is running on the wrong line all fixed signals shall be kept in the On position. After ascertaining that one of the lines is clear for the passage of traffic, the Station Master proposing single line working shall issue a message containing the following information under exchange of private numbers, to the Station Master at the other end of the affected section. cause of introduction of single line working; the line in which the single line working is proposed, source of information that the said line is clear, place of obstructions, restriction of speed, if any, on the line, assurance that if the train is running on the right line, the last stop signal shall be kept in the On position. and the number and the timings of the last train which arrived or left the block station issuing the message. On receipt of acknowledgement from the Station Master, confirmed by a Private Number, single line working may be introduced. Line Clear will be obtained on telephone attached to Block Instruments or Control Telephone or VHF and trains run on the authority of form T/D 602 in accordance with the instructions contained in the GR/SR and Block Working Manual. The Loco Pilot of each train shall be handed over an Authority (T/D 602) for Temporary Single Line Working on Double Line Section duly completing all the entries. An endorsement will also be made in the Caution Order given to the Loco Pilot of the first train to inform all Gatemen and Gangmen on the way about the introduction of temporary single line working and specifying the road on which the train will run. This information shall be conveyed through the Loco Pilot of a subsequent train also, if necessary. The speed of the first train passing over the temporary single line, will be restricted to 25 kilometres per hour. Subsequent trains may run at their booked speed, subject to observance of other speed restrictions imposed by Way and Work Staff. Note: The Loco Pilot shall switch ON the flasher light of the train engine while running on the wrong line. In case, it is noticed by the station staff or Gatemen or Gangmen that the flasher light is not switched ON, they shall stop the train immediately. In case of a train proceeding on the right line: - The Home signal, at the station in advance of the affected section, may be taken off. In case of a train proceeding on the wrong line: - The train shall be despatched out of station on T/511 issued by the Station Master after all the facing points have been correctly set and padlocked and trailing points correctly set, over which the trains will pass. For the reception of a train approaching SKPT on wrong line, SM shall prepare written authority as per SR 5.10 (i) and the competent Railway servant shall proceed on the wrong line and take stand adjacent to Home signal of right line and shall stop the train on hand danger signal and thereafter receive it into the station by serving the written memo as per S.R 5.10. All the cross over points (Facing and trailing end) in the facing direction over which the train shall proceed, while temporary single line working is in force, shall be correctly set, clamped and padlocked. Resumption of normal working- On receipt of a written certificate from a responsible Engineering Official that the obstructed track is free and safe for passage of trains, the Station Master will issue a message to the other station or stations, as the case may be, under exchange of private numbers and decide, in consultation with Section Controller, the train after passage of which, normal working shall be introduced. When double line working is resumed the Block Instruments and all fixed signals, shall be brought into use immediately. An entry shall also be made in the Train Signal Register of Stations concerned showing the time at which double line working was suspended, time at which single line was introduced and the time at which normal working was resumed. The SM shall advise the Loco Pilot of the first train entering the section after resumption of double line working to inform all Gatemen and Gangmen on the way about the resumption of normal working. All the records in connection with the temporary single line working shall be retained at the station and the Transportation Inspector of the section shall scrutinise and submit his report to the Divisional Railway Manager (Traffic) within 7 days of the resumption of normal working. DESPATCH OF TRAINS UNDER AUTHORITY TO PROCEED WITHOUT LINE CLEAR TO ASSIST THE CRIPPLED TRAIN SR. 6.02 (i) Break Down Special/Relief train/Engine shall be sent into the Block section by issuing Block ticket to proceed without line clear in form T/A 602. Before preparing this authority the SM shall examine the TSR, Train message books, WTT, Train notice register and Caution order advises and also contact the control and the SM on duty at the other end. Clear instructions shall be issued to the Loco Pilot and Guard regarding the nature of obstruction and location of obstruction of engine/BV/First vehicle /last vehicle shall be mentioned as far as known and the station to which the crippled train/engine could be moved to clear the block section. If more relief train/Engine are to be despatched into the block section subsequently, clear instructions shall be given to the Loco Pilot and Guard of such trains /engine etc. already allowed into the section and other relevant information. Once obstruction is removed and Competent Railway servant certifies the line as fit and safe for the passage of trains, the duty SM shall exchange numbered message and private numbers with his counterpart at the other side to ensure that the block section is clear of all train/vehicles sent into the section and then only restore normal working. All the entries relating to the train dealt on form T/A 602 shall be made in red ink in TSR [Ref. SR. 6.02 (i) for detailed instructions. ] VISIBILITY TEST OBJECT: Any aspect of Road-1 Down Starter during day and night shall constitute the visibility test object for Up and Down directions at this station. During thick or foggy or tempestuous weather or dust storm, impairing visibility when the Station Master finds it difficult or impossible to see the position of one or more of the signals concerned, he shall not give Line clear until he has advised, by telephone, the Station Master of the Station in rear, of the conditions prevailing and has instructed him to issue Caution Orders to the Loco Pilots of all trains to stop at the first Stop signal and observe its aspect and if favourable, then proceed at a restricted speed of 10 kilometres an hour, and has received his acknowledgement. ESSENTIAL EQUIPMENTS AT THE STATION:- The Station Master shall ensure that the prescribed number of the essential equipment listed in Appendix E are made available exclusively for train passing duties. Station Master on duty shall be responsible to keep the required number of the essential equipments neat and in good fettle to be used whenever required. FOG SIGNALMEN NOMINATED TO BE CALLED IN CASE OF FOG. i. In foggy or tempestuous weather or in dust storm when V.T.O can not be seen from the SMs office, the SM shall send trained men to act as fog signalmen. The names of two members each from the operating and permanent way Group `D' staff at the station with a declaration that they know the fog signalling duties shall be maintained and updated periodically in the station Detonator Register by the Station Master. (Fog signalling is not necessary at this station as Distant and inner distant signals are provided in both the block sections. However during inclement weather conditions with total power failure, fog signalling shall be resorted to.) The names and addresses of Group D Permanent Way staff who are trained in fog signalling duties shall be painted on the board provided for this purpose near the office of the Station Master on duty. LIST OF APPENDICES:- Appendix AWorking Of Level Crossing GatesAppendix BSystem of Signalling and interlocking and communication arrangements at the station.Appendix CAnti collision device(Raksha Kavach).Appendix DDuties of train passing staff in each shiftAppendix EEssential Equipments provided at the StationAppendix FRules for working D class stations, Halts, IBH, IBS and Outlying sidings.Appendix GRules for working of trains in electrified sections APPENDIX 1Instructions for working of BPAC APPENDIX - `A' WORKING OF LEVEL CROSSING (Reference Para 2.6 of SWR) TRAFFIC LEVEL CROSSING No. 92 AT Km. 220/500-600: A.1.1 This is an Interlocked Spl Class Traffic level crossing situated between the Down Starters and Up Home signal and provided with lifting barriers This LC is normally kept opened for road traffic and under the control of station master/SKPT. This LC is manned round the clock by gatemen, one man each in 12 hours shift under EI roster issued by DPO/SBC. A.1.2 Magneto Telephone communication is provided between this level crossing and the station. Bell codes to call the attention of each other as detailed in Appendix "B". A.1.3 This level crossing is provided with Lifting Barriers and interlocked with up Home and down starter signals and controlled by the gate knob G on the panel. A.1.4 The SM on duty shall advise the gateman whenever it is necessary to close and lock the gates against road traffic for the passage of train. A.1.5 A single lever ground frame is provided near this level crossing to control the gate Before permitting any train/shunt movement likely to infringe the level crossings, the SM on duty shall call the gateman on phone and advise him the particulars of the train/shunt movement such as the number, description and direction and ask him to close the level crossings turning the knob G to reverse position. A.1.6 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.1.7 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 flasher and hooter provided sounds a warning to the road users that the level crossing is being closed. A.1.8 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 key X' from single lever frame, insert this key X, 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 key `X' from the single lever after lowering the booms, the gateman shall personally ensure that the booms are locked in lowered position. A.1.9 Immediately after the passage of the train and after normalising the signals to ON position, the stationmaster shall normalise the gate knob "G" on the panel. When the gate knob "G" 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 key "X" and then unlock the single lever with key "X, normalise the lever and then extract the winch key and open the LC for the road traffic. A.1.10 Failure of gate in open condition: If one or both the barriers cannot be lowered across the road traffic, SM shall be informed regarding the failure under exchange of PN and thereafter the gate shall be treated as non-interlocked gate. The gateman shall use the emergency chains with RED disc to block the road traffic and secure them by means of padlocks and RED (warning) light must be exhibited from the gateposts during night. Then the gateman shall inform the Station Master on duty for having chained and locked the level crossing against road traffic and the Station Master shall authorize train movement only after exchanging private number with the gateman for having chained and locked the level crossings without any obstruction to rail traffic. The failure will be advised to JE/SE/P. Way concerned for early rectification. During the period of failure trains movements shall be dealt with strictly according to the provisions contained in GR/SR.3.68 to 3.70.and under exchange of PNs as in non-interlocked working. A.1.11 Failure of gate in closed condition: a) If the barriers are in lowered condition and the gateman is able to transmit gate closed indication to the SM, the trains shall be dealt normally. b) If the barriers are in lowered condition and the gate closed CL indication could not be transmitted, trains shall be dealt with as per the relevant provisions contained in GR/SR 3.68 to 3.70. and under exchange of PNs as in non-interlocked working. If the barriers are in lowered condition and could not be opened due to the failure of the boom locking key, emergency Key shall be used. This key is secured in electrical key instrument in a glass fronted box, with padlock and key and is under the custody of the on duty SM. The SM on duty shall open the lock & break open the seal of the box, extract the Emergency key and arrange to use it to open the level crossing gate. Since the key is interlocked with signals, the concerned interlocked signals cannot be taken OFF once the key is extracted. These signals shall be suspended and train service dealt strictly under the relevant provisions contained in GR 3.68 to 3.70 and subsidiary rules there under duly ensuring that the gates are closed and secured against road traffic. The SM on duty shall ensure that the emergency gate key is returned to him after the use. When the emergency gate key is used, the SM on duty shall make an entry in the register specially maintained for this purpose with the details like; the time and date of use, the number of the train for which it was used, etc. Immediately after noticing the failure the TECH.ES/SE/JE/SIG. shall be advised to restore the normal working. A.1.12 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.1.13 In case of failure of Magneto Telephone communication or if there is no response from the gateman, the Station Master on duty shall depute a competent Railway staff to the level crossing to ensure that the gates are closed and secured against road traffic and gate control 'G' is transmitted as detailed in this Appendix A, before permitting any train movement. During failure of communication and interlocking the competent railway servant deputed to the level crossing shall close and secure the gate against road traffic and then exchange All Ready signal with the SM on duty, who shall then arrange for reception/despatch/shunting as per GR/SR 3.68 to 3.70. NOTE: - a)When a train / Shunt movement for which lifting barriers of LC gate have been kept closed is cancelled due to any reason the SM on duty shall immediately advise the same to the gateman on duty, duly normalising the gate Knob G. If any vehicle, cattle, etc., is found trapped between the barriers in the lowered position, the barriers shall be lifted to allow them to escape and the winch key shall not be inserted in the single lever until the level crossing is clear of all obstructions. ENGINEERING INERLOCKED LEVEL CROSSING. No. 90 AT Km. 216/500-600 between SKPT-JTJ A. A.2.1 This is an interlocked 'SPL class-engineering level crossing situated in SKPT - JTJ A block section provided with lifting barriers and Multiple Aspect Colour light gate signals and gate Distant Signals in either direction. This gate is normally kept open for road traffic and the gate signals are operated from 2 knobs control panel. This level crossing is manned round the clock by gate men, one gateman each in 12 hours shift under EI roster issued by DPO/SBC. This level crossing is under the control of SE/JE/P.Way/KPN. A.2.2 Magneto telephone communication is provided between this level crossing and SM's office as detailed in Appendix 'B'. A.2.3 Before granting line clear for a Down train from JTJ A or before despatching an Up train to JTJ A the Station Master/SKPT shall call the attention of the gateman on phone and advise him, the particulars of train with its number, description, direction of movement and probable time of departure from JTJ A/SKPT. The gateman shall acknowledge the advice by repeating the train number, description, direction etc., and assure on duty SM/SKPT that he is ready to close and lock the gates against the road traffic and take off the concerned gate signal in time. The details of trains including the time of advice shall be recorded by the SM on duty and the gateman in the register maintained separately at the station and at the gate lodge for this purpose. A.2.4 Immediately on receipt of out report for a Down train from JTJ A or before the departure of an Up train from SKPT, the Station Master/SKPT shall advise the gateman . The gateman shall close and secure the gates against the road traffic and take off the concerned gate signal, in time. A.2.5 This LC is protected by Up and Down gate signal with G marker. The signals are electrically operated from a 2-knobs control panel provided in the gate lodge. To operate this control panel the gateman has to close the gate, extract the winch key and insert and unlock the single lever frame and reverse the lever, which releases the boom locking key. The extracted key from the single lever shall be inserted in the RKT and turned, which releases the two-knob control panel for clearing the concerned gate signals. The knobs with their functions are given as below:- 1Up gate signal 2Down gate signal A.2.6 After the completion of the train/shunt movement the gateman shall put back the knob to normal position extract key from the control panel and insert in the single lever frame. The gateman after ensuring the availability of the FREE indication, shall put back the single lever to normal, extract the gate keys from the lock of the lever, insert and turn them in the lock of the gate and open the gate to permit road traffic to pass through. A.2.7 In the case of failure of telephone communication between the SM/SKPT and the level crossing or when the gateman fails to respond to the telephone calls, the Station Master must adhere to SR 16.03 (iii) (b) (2) (iii), issue Caution Order to all UP stopping trains entering the block section and also advise Station Master/JTJ A for the issue of Caution Orders for all Down stopping trains entering the block section vide SR 16.03 (iii) (b) (2) (iii). The loco pilots must observe the instructions contained in SR 16.03 (iii) (b) (2). The Station Master shall advise the TECH.ES/JE/SE/SIG of the section for immediate rectification. The failure of the gateman to attend the telephone call shall be advised to Sr. DEN /SBC. NOTE: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 closure of the gates, the SM/SKPT should advise the same to the gateman on duty and give a cancellation PN for it. This shall be recorded in the remarks column of the Train Movement Register. 3. In case failure of power supply from TNEB and Inverter at this LC, the gateman shall immediately advice the on duty SM/SKPT about the failure of power supply, SM/SKPT should also arrange to issue caution orders to GDR of a train(s) entering this block section from either end, informing about blank signal. 4. The responsibility of keeping the gates closed and locked against the road traffic for the safe passage of the train without delay lies on the gateman on duty. 5. If the lifting barriers or its fastening goes out of order the gatemen shall advise the Station Master on duty, who shall immediately give the message to the concerned official to attend the failure and restore the same. {SR 16.06 (iii) (a) & (b)}. 6. Emergency gate Key B secured in electrical key contact box is kept at the gate lodge for use in case failure of electric lever lock, the gateman on duty, shall exchange PN with the SM on duty before using the emergency key, shall break open the seal of the box, extract the Emergency key use it for opening the LC Gate. Since the key is interlocked with Up and Down Gate signal, the concerned signals cannot be taken OFF once the key is extracted. A.3.0 ENGINEERING NON-INTERLOCKED GATE No.91 at km.218/500-600 between SKPT-JTJ A A.3.1 This is a non-interlocked engineering 'Spl' Class level crossing gate and is provided with lifting barriers and situated in SKPT-JTJ A block section. The normal position of the gate is kept closed and padlocked against road traffic and the padlock keys are kept closed with the gateman on duty. These level crossing gates are manned round the clock by a gateman in each shift under Essentially intermittent roster (12 hours) issued by DPO/SBC. These gates are under the control of SE/P.Way/KPN. A.3.2 Magneto Telephone Communication between this level Crossing and SKPT station & bell codes to call the attention of each other shall be used as detailed in Appendix 'B'. A.3.3 Before granting line clear for a Down train and before the despatch of an Up train, the Station Master shall call the attention of the gateman on phone and advise him, the particulars of the train with its number, description, direction of movement, probable departure from the adjacent block station or from his station and communicate private numbers with time to the gatemen on duty. A.3.4 The gateman, on getting the advice must acknowledge by repeating the particulars of the train and ensure that the level crossing gate is closed and locked against road traffic for the passage of the train and communicate a private number with time as an assurance to that effect to the station master. A.3.5 The private number given by the Station Master constitutes an assurance that he had informed the gateman about the movement of the train. The private number, given by the gateman to the Station Master constitutes an assurance that he has kept the level crossing gate closed and padlocked against the road traffic for the safe passage of the train and no obstruction at the LC gate. A.3.6 The private numbers exchanged between the station master and the gatemen shall be entered in a separate register with time, date and train particulars maintained for this purpose, at the station and at the gate lodge. The Gateman shall also record the actual time of passage of train through his LC gate. A.3.7 The gateman must whenever it is required to open the level crossing gate for the passage of road traffic, the Gateman shall ascertain from the SM on duty on phone regarding movement of train. The SM on duty, if there is no train to enter into the block section shall authorise the Gateman to open the LC gate for the passage of road traffic by giving a private number with time. After getting the PN from the SM on duty and before opening the LC gate for road traffic, the Gateman shall fix a banner flag during day or hand signal lamp with red light during night in the middle of the track on either side of the gate facing towards Up and Down direction and shall then open the gates for road traffic. Immediately after the passage of the road traffic, he shall close and padlock the gate against the road traffic and keep the keys in his personal custody, remove the banner flag/red lights and give his PN with time to the SM on duty. The PN given by the SM constitutes an assurance that he had permitted the Gateman to open the gate for road traffic. The PN given by the Gateman constitutes an assurance that he had closed and secured the gate against the road traffic. The PNs shall be recorded along with timings in the concerned PN Exchange Register maintained both at the gate lodge and at the station in Red ink and also in Train signal register at station. A.3.8 When there is failure of magneto telephone communication between this level crossing gate and the Station or when there is no response from the Gateman and when a train is to be passed across the level crossing the Station Master shall adhere to SR 16.03(iii)(b)(1) and issue Caution Order to all up trains entering the block section and also advise Station Master/JTJ A under exchange of PNs for the issue of Caution Order to all Down Trains entering the block section. The loco pilot shall adhere to SR.16.03 (iii)(b)(2)(i). The station Master shall also advise the section TECH.ES/JE/SE/SIG for immediate rectification. Note: 1.When a train/shunt movement for which LC gates have been kept closed and private numbers have been exchanged with the gateman is to be cancelled due to any reason; the SM on duty shall advise the same to the gateman duly communicating a private number in confirmation of the cancellation of the movement. APPENDIX `B' SYSTEM OF SIGNALLING & INTERLOCKING: B.1.1 This is a B class Station provided with Standard-III multiple aspect colour light signals with panel interlocking and the signals and points are operated from the control panel. B.1.2 Up home signal at a distance of 180 metres beyond the block section limit board and up inner distant signal at a distance of 1000 metres from the up home signal and Up distant signal at a distance of 1000 metres from inner distant signal are provided for the reception of up trains on Road-1 or 2. B.1.3 Down home signal at a distance of 216 metres beyond outer most facing point No. 54 and down inner distant signal at a distance of 1005 metres from the down home signal and down distant signal at a distance of 1000 metres from the down inner distant signal are provided for the reception of down trains on Road-1 or 3 or 4. B.1.4 Calling on signals are provided on the stem of both up and down home signals. B.1.5 Signal post telephones are provided on both up and down home signals. B.1.6 Up starters for Road-1 and Road-2 and down starters for Road-1, 3 and 4 and up and down advanced starters are provided for the despatch of up and down trains. The Up and Down advanced starters are interlocked with the respective block instruments. B.1.7 'P' markers are provided below the Up and down distant signal. C marker boards are provided below Up and Down calling on signal. B.1.8 Up and Down shunt keys are interlocked with the respective block instruments and provided in a separate electrical key instrument near respective block instrument, when removed prevents clearing of the up advanced starter No. 4 and down advanced starter No.5 respectively. B.1.9 Four crank handles duly interlocked with the signals except Up and Down advanced starters are kept in SM's office for operating point machine during failure. B.1.10 Directional type route indicators are provided on the up and down home signals. When the route is set and signal cleared for Road-1/4 for reception of a down / up train the directional type route indicators will display a row of white lights. Unless the route indicator is lit the signal will not clear for Road-1/4. But there will not be any display of 'White' lights when the route is set and the signal is cleared for receiving an up or down train on Road-2/3 (main line.) B.1.11 All signals are erected on the left hand side. B.1.12 Block section limit board at a distance of 180 Metres in advance of UpHome Signal is provided to demarcate the Station section and Block section.. B.1.13 Board to read Draw close to Home when it is at ON is provided in rear of Up and Down home signal. B.1.14 Stop boards are provided at fouling marks on Roads No. 3 & 4 (JTJ A end) and on Road No. 2 at (BWT end). B.1.15 Trap indicator is provided for trap point No. 53 at JTJ A end of Road No. 4. B.1.16 Emergency gate key for LC No. 92 at KM. 220/500-600 is kept in SMs office in a sealed glass fronted box. B.1.17 Block proving axle counters are provided for SKPT-JTJ A,SKPT-PU and SKPT-MAR block sections and re-setting boxes with indication are provided in the station house. TRACK CIRCUITS B.2.1 Continuous track circuits are provided between down home signals to down advanced starter and Up home signal to Up advanced starter including the portion covered by the points and crossings and also four rail length of calling on signal track outside the Home signal. Track circuits prevent the signal, which protects the track-circuited area, from being taken 'OFF' if the controlling tracks in advance of the signal is occupied by a train/vehicle or has failed. When occupied/failed indication for a track circuit is available, no attempt must be made to take 'OFF' the signal pertaining to the route. B.2.2 Failure of track circuits will affect the signals reading over the track circuits and also the points if any, controlled by the track circuits, which have failed. If the failure is noticed before setting up the route, any other available alternate route should be opted for the train movements. If the point tracks are not affected, calling on signals, can be taken 'OFF'. If the movement is necessarily to be made on the route with the track circuits having failed and if the calling on signal cannot be taken 'OFF' for that movement, the SM on duty shall ensure that all the points on the route are correctly set as required, clamped & padlocked and the route is clear and free from obstruction before permitting such a movement by authorising the Loco pilot to pass the signal at 'ON' through SPT or T/369 (3b). The train movement over a such route should be permitted only in accordance with the relevant provisions contained in GRs 3.68 to 3.70 and subsidiary rules hereunder. The SM on duty shall ensure that no conflicting movements are permitted during failure of track circuits. B.2.3 The reliability of track circuit is considerably affected by the formation of rust or oxidisation on the table of the rail. Under such circumstances a 'Track clear' indication may be displayed for the concerned track, which is actually occupied. Such portion of the track over which there has been no movement for a period of 24 hours should be deemed prone to rust formation and 'RUSTY RAIL' collars/caps must be placed on the relevant point/signal knobs. B.2.4 Normally, no vehicle should be stabled on a track-circuited line. In emergency, if vehicles are stabled and if the duration of stabling can be gauged in advance to be about 24 hours, the SM on duty shall arrange to advise the electrical signal maintainer to disconnect the electrical feed to the track circuits on that line. When the vehicles are removed from the line, the TECH.ES/JE/SE/SIG. should again be advised to reconnect the track circuits. After the vehicles are removed from the line, normal working should be resorted to only after obtaining a certification in writing from the TECH.ES/JE/SE/SIG. that the feed to the track circuits have been reconnected and that the track circuits are working properly. B.2.5 For the first move after clearing of vehicles if stabled for about 24 hours with the track circuits not getting disconnected and reconnected as mentioned above or if there was no movement for 24 hours on a track circuited line, the SM on duty shall not rely on the track indication on the panel, but must physically verify that the line is clear and free from obstruction before permitting train movements. For a second move also, he shall personally ensure the condition of the track like this and if the clear/occupied indications are correctly displayed on all these occasions, he can rely on the track indications for subsequent moves. If the indications are erroneous the track circuits should be treated as failed 'RUSTY RAIL' collars shall be placed on the relevant point/signal knobs and trains dealt with strictly according to the relevant provisions contained in GRs 3.68 to 3.70 and subsidiary rules there under. B.2.6 Failure messages should promptly be sent to the TECH.ES/JE/SE/SIG. The permanent way inspector should also be advised for arranging to clean the table of the rails. NOTE: Failure/suspension of track circuits and certification of normal working by the TECH.ES/JE/SE/SIG. must be promptly recorded in the signal failure register. CONTROL PANEL:- B.3.1 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.3.2 At the bottom of the panel, SM's key, point knobs 'P' ACK' button and signal knobs are provided. At the top of the panel, white light indications for route cancellation counter, calling on signal counter, emergency calling on route release counter and crank handle are provided. A digital counter and voltmeter are provided at the top of the panel. B.3.3 The signal knobs for reception and despatch signals at either end are coloured 'RED' with the number of the signals engraved in the center of the knob and are provided near the respective signal on the panel. The signal knobs has two positions, normal and reverse and must normally be kept in the normal position. The signal knob should be turned in the direction shown on the panel for taking off the signals. B.3.4 The point knobs are coloured black with the number of the point engraved at the center of the knob. Gate control knob for LC No. 92 at Km. 220/500-600 is coloured green and provided near the legend marked CL on the panel. 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 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.3.5 The signal knob Nos. 1 and 8 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.3.6 Power acknowledgement button ('P' ACK) coloured RED is provided on the right hand side bottom of the panel. Instructions for operating 'P ACK' button are detailed in para B.8.6. B.3.7 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.3.8 White light indication with counters are provided on the panel below the legend route cancellation counter, Calling on signal counter and emergency calling on route release counter. B.3.9 The SMs key knob has two positions 'Normal and Reverse' and must normally be kept in the 'Reverse' position. B.3.10 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.3.11 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.3.12 A volt meter is provided over the panel to indicate mains supply voltage. B.3.13 The battery charger monitor indication is provided with GREEN LED indicator to show the chargers are ON and in working condition. A RED LED indicator with audio buzzer is provided in the event of failure. Whenever the battery voltage becomes low, a buzzer will sound to alert, and the RED LED appears, the push button provided should be reset to stop the buzzer and the same should be immediately advised to TECH.ES/JE/SE/SIG of the section immediately to avoid failures. B.3.14 Signal no aspect indication with buzzer is provided. There will not be any indication in the normal condition. When a signal is blanked off, a red indication with buzzer alarms the SM on duty. The SM shall press the buzzer, the buzzer stops and the red indication remains stable. The red indication will go to normal only when the defect is attended. The SM shall inform the Section TECH.ES/JE/SE/SIG for attending and restoring the failure. CRANK HANDLE: B.4.1 Four Crank Handles for Four group of points are provided at the Station House to crank the points during failure. Group-I . Point no.51 and 53Group-IIPoint no.50 and 52Group-IIIPoint No. 54. Group-IVPoint No. 55.  B.4.2 Crank handles welded with Hepper's key duly interlocked with concerned (reception / despatch) signals, except the Up& Down Advanced Starter signals areprovided individually in an Electrical Key instrument provided in the duty SM's office, for hand cranking the points during failures. The interlocking is such that once the crank handle is extracted from the Electrical Key instrument, concerned signals cannot be cleared. Similarly when any of the signals are cleared the concerned crank handle(s) cannot be extracted from its Electrical Key instrument. B.4.3 In the point machine, lids are provided with lock to secure the key holes. The lids should be unlocked before inserting the crank handle. The lid key and crank handle release lock key are kept in the glass-fronted box. B.4.4 When the crank handle is properly secured in its Electrical Key Instrument and if it is free to be extracted, a White light crank handle IN indication is displayed near the legend 'CRANK HANDLE' on the control panel. When it is not possible to extract, a Red light indication will be displayed. B.4.5 All the signals Except Up Advanced Starter signal is interlocked with concerned Crank Handles. When the Crank Handle is taken out concerned signals cannot be taken off. Similarly when a signal other than Advanced Starter signals are taken off the concerned crank handle cannot be extracted. No attempt must be made to take off a signal when the concerned crank handle remains extracted and no attempt must be made to extract the crank handle when the concerned signal has been taken off. Before extracting the crank handle the Station Master on duty shall ensure that the other working points are set to the required route from the panel, the knob of the failed point is in the required position, then only he shall extract the crank handle. B.4.6 A push switch is provided near the crank handle. To extract the crank handle the push switch shall be pressed. As soon the push switch is pressed a deflection will be there in the Electrical Key Instrument. After observing the deflection the Station Master shall turn the crank handle gently in the anti-clock wise direction and extract the crank handle from the Electrical Key Instrument. When the crank handle is extracted the white light indication will disappear on the panel. B.4.7 The interlocking of the crank handle with the crank handle lock key is done in such a way that the crank handle cannot be inserted in to the point machine unless the crank handle lock is unlocked by the crank handle lock release key. B.4.8 If the points fail to set or if the points could not be set from the panel, the duty Station master shall make use of the crank handle to set the points locally. He shall keep the concerned point knob in the required position, extract the relevant crank handle from the electrical key transmitter, take out the crank handle lock key along with the lid key from the glass fronted box and proceed to the points. B.4.9 On the side of the point machine there are two lids. One covering the inlet hole of the crank handle and another covering the inlet hole of the crank handle lock. The duty Station master shall first open both the lids by using the lid key. Then he shall insert the crank handle lock key and unlock the same which permits insertion of the crank handle into the point machine. He shall then insert the crank handle and crank the point to the required position, clamp and padlock the point, remove the crank handle and crank handle lock key and close both the holes by lids and lock the lids by lid key. He shall also ensure that the other end of the points ( in case of cross over point) is in the required position. He shall clamp and padlock the cranked points and then return to the station to restore the crank handle in to the key transmitter. If the correct point indication has appeared on the panel and if everything is alright for the movement of the train, the Station master shall clear the relevant signals. If the signal gets cleared, trains can be dealt in usual manner. If the signals fail to respond, all trains should be dealt with strictly in accordance with the relevant provisions contained in GRs 3.68 to 3.70 and subsidiary rules there under. B.4.10 Whenever the crank handle is utilised to operate a point, necessary entries in the crank handle register should be made promptly with the details like Date, time, train No., .Point No., reason, etc. and the TECH.ES/JE/SE/SIG shall be advised immediately to restore normal working early. B.4.11 When the TECH.ES/JE/SE/Sig requires the Crank Handle to attend any repair or maintenance work, he shall give requisition, making necessary entries in the crank handle register and issuing disconnection notice in form S&T/ T.351 to SM on duty specifying the reasons thereof and the point numbers. On receipt of this requisition SM on duty shall give due consideration to train movement and hand over the point machine lid key, Crank Handle release lock Key of the required points after obtaining the requisite permission from control When the Crank Handle remains with TECH.ES/JE/SE/Sig, the concerned point on the route over which a movement is required to be done should be treated as failed and the point should be set locked, clamped, padlocked and padlocked keys retained in the personal custody of SM on duty. Whenever there is a movement over the concerned point is to be done, TECH.ES/JE/SE/Sig working at location should be advised before that movement in writing. After the work all the keys received from SM shall promptly returned to on duty SM duly inserting the Crank Handle to its normal position and ensure the availability of Crank Handle IN free indication on the panel. The TECH.ES/JE/SE/Sig and SM on duty shall promptly make the relevant entries while taking over/handing over the keys in the Crank Handle register maintained for this purpose at the station. Joint testing of the disconnected gear shall be done by the SM on duty and TECH.ES/JE/SE/Sig for the proper working of the disconnected gear. Then TECH.ES/JE/SE/Sig shall issue reconnection memo to the SM on duty to resume normal working. 4.12 When a crank handle remains with the TECH.ES/JE/SE/SIG, all the points in the concerned crank handle group should be deemed to have failed, set locally, clamped, padlocked, the padlock keys retained in the personal custody of the SM on duty and the TECH.ES/JE/SE/SIG working at the points advised, before permitting any movement over the points. SETTING OF ROUTE: - To set up a route and clear signals the duty SM when everything is all right, must unlock the panel and after ensuring that the point 'FREE' indication is available shall turn the point knob to either 'N' or 'R' position as required and observe from the point indication that the points have been correctly set and locked for the required position. Then he shall operate the signal knob to 'R' position. If the line is clear and free from obstruction, a row of white lights (route lights) will appear on the whole length of the route concerned on the panel and the signals would clear. As the train enters the concerned track circuit, the respective route white lights successively turn to RED as the train leaves the track, the route white lights reappear if the signal knob has not been restored to 'NORMAL'. After the move has been completed, the concerned signal knob shall be normalised and route lights get extinguished. ROUTE CANCELLATION/TIME RELEASE: - Once a signal has been taken off for a movement, the SM on duty must on no account interfere with the concerned signal or point knobs unless the route, which has been set, is to be cancelled. For cancelling the signal SR. 3.36 (ii) must be adhered to. Normally, once a signal has been taken off, the route shall not be cancelled. The route cannot be cancelled once a train passes the signal. If, however, it is necessary to cancel the route under SR. 3.36(ii) for any reason before the train passes the signal, the Station Master on duty must normalise the signal to "ON" aspect and the route will be cancelled automatically after a lapse of 120 seconds. For all the signals except Advanced Starter signal and starter signals, the route will be held in the locked up position for 120 seconds after the signal knob has been normalised. For starter signals the route will be held if:- (i) the berthing track is occupied or (ii) Home signal is taken off ( in case of main line starter.). There is a Numerical counter with an indicator below the legend `Route Cancellation' provided on the panel. The appearance of the `white' light indicates the commencement of the route cancellation and disappearance of the white light indicates that the route is cancelled. The number on the Numerical counter will change to the next higher number. NOTE:- (1) Only one route cancellation is permitted for Up & Down signals separately. If for any reason more than one route cancellation is required in the same direction, it is possible only in succession and not simultaneously. The fact may be recorded clearly in the route cancellation register. 2. Route cancellation must be done in accordance with the instructions contained in SR. 3.36(ii). Every route cancellation shall be entered in the route cancellation register with the number on the Numerical counter prior to the route cancellation and after the route cancellation with reasons for cancellation. Station Master should make an entry in the train signal register specifying the number displayed on the counter while handing over and taking over charge. The Station Master on duty should maintain the route cancellation register. An entry in detail with date & time of cancellation for train No/shunt move, reasons for route cancellation and counter reading should be made. BACK DOOR KEYS OF BLOCK INSTRUMENT Block instrument is provided with double lock and key arrangements. One key of this lock shall be in the custody of SM on duty and the other with the TECH.ES/JE/SE/Sig of the Section. Whenever it is required to open the block instrument, the TECH.ES/JE/SE/Sig shall requisite the key from the Station Master on duty, after making relevant entries with the signature in a separate register maintained for this purpose. On completion of the work, the block instrument shall be closed and locked and the SM's key shall be returned to the Station Master on duty. The SM on duty after being satisfied that the block instrument has been closed and locked with both the keys and is in good working order, shall take over the key and keep it under his personal custody. Necessary entries with signature of SM and the TECH.ES/JE/SE/Sig must be made in the register. The TECH.ES/JE/SE/Sig of the section is authorised to obtain the key from the SM on duty only when : (a) the block section is not occupied by a train and the instrument is in `Line closed' position during normal working of the block instrument OR (b) block working is to be restored after a failure irrespective of the position of the block instrument and occupation of the block section. The SM on duty should suspend the block instrument for train operation till such time the key is returned to him by the TECH.ES/JE/SE/Sig. B.7.4 First vehicle/last vehicle tracks: i) First vehicle tracks 4T and 5T on down and up line respectively, are electrically connected with the concerned block instruments and are provided in advance of the respective advanced starter signal. When the engine or the first vehicle of a train passes over the first vehicle track, the respective advanced starter signal will assume ON position automatically, and train on line indication would appear automatically in the block instrument. ii) Last vehicle tracks 1T and 8/T on down and up lines are electrically connected with the concerned block instruments and are provided in advance of respective home signal. As the last vehicle of a train passes over and clear these tracks, it permits the operating handle of the concerned block instrument to be restored from Train on line position to Line closed position after the home signal knob has been turned to normal position. B.7.5 Automatic Train on line feature Automatic Train on line feature is provided at all the block instruments of the station. Incoming train When a train for which line clear has been given leaves the station in rear (Mulanur or JTJ A A Cabin) actuating its first vehicle track, the arrow at the Line clear panel of Train coming from dial of the block instrument would move towards Train on line panel and simultaneously a buzzer would sound at the concerned block instrument. The duty SM, while acknowledging the train entering section signal, shall observe this change at the train coming from dial and turn the operating handle towards train on line position, which would stop the buzzer. Outgoing train When an outgoing train passes past the advanced starter signal towards Patchur or JTJ A A Cabin, 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 PU/JTJ A A, moves towards train on line panel and a bell/buzzer would sound simultaneously at both the connected block instruments. The SM shall put back the signal knob of the advanced starter signal, which shall stop the bell. Then he can issue train entering section signal. The SM at the other end, shall turn the operating handle to Train on line position, duly observing the change in his Train coming from dial and acknowledge Train entering section signal, which would stop the buzzer at his end. Note: Owing to the failure of the above feature block working need not be suspended, but the operating handle turned towards Train on line position under due notification between stations after train departure. CALLING ON SIGNALS (Ref GR 3.13) Calling on signals Nos. 8B and 1B, are provided below the Up and Down Home Signals Nos. 8A and 1A. Plates bearing letter `C' is also provided just below the Calling-on signals. The Calling-on signals are intended to receive a train on an occupied/obstructed 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 and train can be berthed clear of the fouling mark/starters. Individual knobs are provided to operate the Up and Down Calling-on signals. These knobs have two positions - "N" (Normal) and "R"(Reverse). A Numerical counter is provided on the panel for Up and Down Calling-on signals. Track circuit No. C1T and C8T are provided at the foot of the respective Home signal. SM shall ensure that the train occupies the concerned calling-on signal track and stops, after ensuring this, SM shall turn the knob 1B or 8B as the case may be to clear the concerned calling-on signal. In the event of failure of track circuits/Home signal or for the reception of a train on an obstructed line, the Calling-on signal can be taken `OFF'. After ensuring that the home signal knob is in its normal position and the required route is set, the calling-on signal knobs should be operated to its `R' position. On the occupation of the Calling-on track circuit in rear of the home signal by the approaching train and when the calling-on signal knob is in R position, a white light indication gets displayed near the numerical counter of the Calling-on signal. After a lapse of 60 seconds, the Calling-on signal will assume `OFF' aspect, the white light indication near the counter gets extinguished and the counter registers the taking `OFF' of the Calling-on signal by displaying the next higher progressive number. An entry with details of the date and time of taking OFF of the Calling-on signal, train for which it was taken OFF, the number of the reception line, reasons etc., and the numbers displayed by the calling-on signal counter prior to and after the operation should promptly be made and signed in the Calling-on signal register maintained by the SM on duty. If the calling-on signal cannot be taken OFF due to failure, train shall be received over `Signal post telephone' provided as detailed in Para B.9. Note:- Whenever a callingon signal is taken off to authorise a movement the interlocked points governed by the signals need not be clamped and padlocked. Clamping and padlocking is however necessary when disconnection notice has been issued. RELEASE OF ROUTE AFTER THE COMPLETE ARRIVAL OF THE TRAIN RECEIVED ON CALLING ON SIGNAL (i) After ensuring physically the complete arrival of a train received on Calling-on signal the SM on duty shall put back the calling-on signal knob to normal. Once the signal knob is normalised, the route light gets disappeared, if not Calling-on emergency route release should be used. (ii) The SM on duty shall physically verify that the train has arrived complete well within starters/fouling mark before putting back the calling on signal knob to the normal position. He should not rely on the track indication on the control panel alone for this purpose. (iii) Calling-on emergency route release button, coloured white is provided on the panel to release the route during failure of other- than- berthing track circuit. This button has to be pressed after ensuring complete arrival of the train physically by the SM on duty, duly putting back calling-on signal knob. Route will be released after a time lapse of120 seconds. SM has to enter the counter reading with details in a register specially maintained for this purpose. (iv) Appropriate entries in the Route Cancellation Register should promptly be made when a calling-on signal route is cancelled as said above, specifying the reasons thereof and the number displayed on the cancellation counter before and after the route cancellation. SIGNAL POST TELEPHONE (SR 3.69(X) ) Signal Post Telephone with paging and talk back system is provided in a cabinet on the up and Down home signal post. They are connected to similar talk back phone provided in SMs office with in-built lock. When the concerned home signal has not been taken off, the Loco Pilot of the approaching trains shall draw close to the home signal and stop. If the Home signal or calling-on signal is not taken OFF, then the Loco Pilot shall go to the signal post telephone and press the button of the telephone to call the Station Master (the button provided on the SPT). This will cause an audible sound and visual indication in the station masters office to draw the SMs attention. Station Master shall unlock the built in lock on the talk back phone and operate the switch of the telephone from Stand by to ON position and press the button to talk with the Loco Pilot. The Station Master shall inform the reason for delay and probable time at which the signal will be taken off. If it is due to signal failure /suspension, the duty SM shall set the route correctly, clamp and padlock all the points for the required route and ensure clearance of line & closure of LCs on the route and communicate the following message, which the Loco Pilot shall record in his rough journal and pass the signal at ON position duly observing necessary caution. The Station Master on duty shall record the message in the Train Signal Register below the entry for that train. To the Loco Pilot of train No. description .. Owing to the failure / suspension of *Up/Down home signal No.., You are hereby authorised to pass * UP/Down signal No. at ON and enter Road No. at restricted speed of *15 KMPH/10KMPH. Private number (i) ( in figure). (ii) (in words) . * strike out which are not applicable. NOTE:- 1. The speed is restricted to 10 kmph when receiving on obstructed road/line. 2 Normally the switch of the Station Masters telephone should be in Stand BY position, then only the SM will be able to receive the audio sound visual indication when the Loco Pilot press a call button at the Home Signal. Only one side speech is possible at a time in this system. A switch is provided on SMS telephone, this should be pressed to speak to Loco Pilot. However, he should not press this switch when the Loco Pilot is speaking to him. FUNCTIONS / DESCRIPTION OF KNOBS ON THE PANEL: - Signal KnobDescription1AUp Home signal to Road No. 1 or 21BUp Calling on signal to Road No. 1 or 22Up Starter Road No. 23Up Starter Road No. 14Up Advanced Starter5Down Advanced Starter6Down Starter Road No. 47Down Starter Road No. 38Down Home signal to Road No. 1 or 3 or 48BDown Calling on signal to Road No. 1 or 3 or 49Down Starter Road No. 1 Point KnobDescription50Point on Up main line and trap on Road No.1 at BWT end51Point on Down main line and trap on Road No.4 at BWT end52Cross over point for Road No. 1 and 2 at (JTJ A end)53Point Road No. 3 and Trap point on Road No. 4 (JTJ A end)54Cross over point on Up and Down main line at (JTJ A end)55Cross over point on Up and Down main line at (BWT end)GGate Control knob for LC No. 92 at KM. 220/500-600TABLE OF MOVEMENTS Sl. No.Description of MovementSM turn point knobSignal knobGate Control knobTo receive1Down Train on Road No. 150, 52 &548A-2Down Train on Road No. 3-8A-3Down Train on Road No. 451 & 538A-4Up Train on Road No. 1 with Point No. 52 Normal501AG5Up train on Road No. 1 with point No. 52 Reverse52 & 501AG6Up Train on Road No. 2-1AGTo Despatch7Down Train from Road No. 155 & 505, 9G8Down Train from Road No. 3-5, 7G9Down Train from Road No. 4515, 6G10Up Train from Road No. 1524, 3-11Up Train from Road No. 2-4, 2- To pass through12Up Train Via Road No.152, 504, 3, 1AG13Up Train Via Road No.2-4, 2. 1AG14Down Train Via Road No.155, 50, 52, 545, 9, 8AG15Down Train Via Road No.3-5, 7, 8AG16Down Train Via Road No.451, 535, 6, 8AGTo Receive a Train on Calling On Signal17Down Train on Road No. 152, 548B-18Down Train on Road No. 3-8B-19Down Train on Road No. 4538B-20Up Train on Road No. 1501BG21Up train on Road No. 2-1BGTELECOMMUNICATION: - In addition to the block telephone attached to the block instruments, connecting the adjacent block stations the section control telephone, the following Magneto Telephone circuits are also provided at this Station for the use in train passing duties. Circuit No.1 SM's office .. 0 (One ring) LC No. 90 at Km.216/500-600 .. 00(Two rings) LC No. 91 at Km.218/500-600 .. 000(Three rings) b) Circuit No.2 SM's office .. 0 (One ring) LC No. 92 at Km.220/500-600 .. 00(Two rings) UP & Down Top points .. 000(Three rings) c) CIRCUIT NO.4 Station House {} 0 (One ring) Up SPT {} to call each other d) CIRCUIT NO 5 Station House {} 0 (One ring) Down SPT {} to call each other The code rings noted against each should be utilised to call the attention of each other. Failure of 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 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: Judicious management of the station staff apart from working as Station Master on duty as per the roster issued by DPO/SBC. Ensuring the availability of essential equipments. D.2.0 The Station Master on duty is the over all in-charge for train / shunting operations at the station during his duty hours. He shall ensure that proper co-operation is maintained by all staff under his control in the respective shift duty, personally operate the control panel, consult control regarding train movements and act according to his instructions, provide timings and other particulars pertaining to the train movements, maintain prescribed registers, caution orders etc., keep necessary isolation as required and adhere to all instructions relevant to him, as laid down in the SWR, GRS, BWM and other instructions issued from time to time through circulars. D.3.0 Pointsman / TRH / Trained SCP: He shall clean the points regularly, assist the Duty Station Master in issuing Caution Order/Memos in piloting train, in clamping the points during failure, and in keeping the stations essential equipments and the control panel clean and tidy. He shall invariably exchange All right signals for every passing train on off side and perform shunting operations as per the instructions of the Station Master on duty and also carry out any other instructions issued to him by Station Master. D.4.0 Gateman: The gateman at LC No. 92 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. He shall watch train movements as per the extant rules and he should stand in front of the gate for every passage of the train watching the safe movement. The essential equipment supplied at the LC gates should be kept in good fettle and shall be ready to be used in any emergency. D.5.0 The duties mentioned above are not exhaustive. All staff are required to adhere to the relevant duties assigned to them by General Rules, Block Working Manual and Accident Rules, and the instructions issued from time to time by the Divisional Officers/Supervisors with all promptitude and prudence with a view to achieve better result in safe and efficient transportation. APPENDIX `E' ESSENTIAL EQUIPMENTS AT THE STATION Sl. No.Description of essential equipmentsMinimum Quantity at SMs OfficeMinimum Quantity at the Gate lodge of each LC No. 921Hand Signal flags3 RED 3 GREEN2 RED 1 GREEN2Hand Signal lamps / Tri colour torch 233Detonators20104Safety Chains with padlocks2-5Clamps with Padlocks6-6Skids4-7Line Block Caps2-8Line Blocked Caps2-9Trolley lorry on Line Caps2-10Rusty Rail Caps4-11Caution in force boards2-12Station bell1-13Fire buckets with Sand2-14Fire buckets with Water2-15Padlocks with keys2-16Pouches for shunt keys2-17Wall Clock1118Tommy Bar-119Emergency Gate chains with padlocks-220Banner flags with poles-221Water Pot / bucket-122Equipment list-123Poles suitable for exhibiting hand signal flags/lamp-2The SM shall ensure that the prescribed quantity of the above-mentioned essential equipments is made available at SMs office exclusively for train passing duties. APPENDIX `F Rules for working D class stations, Halts, IBH, IBS and Outlying sidings: - N/A APPENDIX `G Rules for working of trains in electrified sections: - This is issued separately by DEE/TRD for working of trains in electrified section. ANNEXURE-1 INSTRUCTIONS FOR WORKING OF TRAINS AT STATIONS PROVIDED WITH DIGITAL TYPE BLOCK PROVING AXLE COUNTERS GENERAL: Block proving Axle Counters are provided in advance of UP & DOWN Last Stop Signals and HOME signals of the station to monitor the status of the Block Section. Block proving axle counters are used for clearance of Block pertaining to that Block Section. An Axle Counter Indication-cum-Reset Box is provided at the SMs office, one each for each Block Section to indicate the clearance of the concerned Block Section and to facilitate Reset in case of axle counter failure. DESCRIPTION OF THE INDICATIONS/FEATURES ON THE AXLE COUNTER INDICATION-CUM-RESET BOX: FEATURES: SMs Key for authorizing reset operations. Reset Push Button for Resetting Axle Counter. Counter for recording Reset Operation. INDICATIONS: 1.Green Light (Large)ClearIndicate that the Block Section is clear.2.Red Light (Large)Occupied/FailedIndicate that the Block Section is occupied/the BPAC has failed.3.Green Light (Small)Preparatory ResetIndicate that the Axle Counter Resetting operation at both ends is completed.4.Yellow Light (Small)Power ONIndicate that the power supply is available. 3. CUSTODY OF KEYS: The SMs key of Axle Counter indication-cum-reset boxes shall be kept in SMs key box and the key of the glass fronted SMs key box shall be under the personal custody of the SM on duty. 4. RESET BUTTON: Reset button is provided in the Reset Box so that whenever the axle counter shows occupied/ Failed (Red Light-Large) condition, the SM on duty can reset the same to normal after ensuring that the Block Section is clear. COUNTER FOR RECORDING RESET OPERATION: Eachsand every operation of the reset button is counted on a digital counter and shall be recorded in a separate register indicating the movement before and after operation of the reset button as per the following proforma: Sl. No. Date/ Time Train No. after which Axle counter has failed Private Number given to the station in rear/ advance  Private Number received from the station in rear/ advance Counter reading before resetting Counter reading after resettingPrivate Number given by the despatch end SM Train No. dealt after resettingPN given by despatch end SM after clearance of first train after resettingPN given by reception end SM after clearance of first train after resetting INDICATIONS: Indications are provided in the Axle Counter Indication-cum-Reset Box to show the status of the concerned Block Section. The Clear (Green Light-Large) indication on the concerned Axle Counter Indication Box shall be observed by the SM on duty before obtaining/granting line clear on the relevant Block Section. The Axle Counter Indication-cum-Reset Box displays Clear (Green Light - Large) indication when the Block Section is clear of trains/vehicles and Occupied (Red Light - Large) indication when the Block Section is occupied or Axle Counter pertaining to that section is failed. COMPLETE ARRIVAL OF TRAINS: In case the Axle Counter shows Occupied (Red Light-Large) indication with an Audible warning, even after the complete arrival of the Train, no effort shall be made forcibly to bring the Block Instrument to Line Closed condition. The buzzer shall be acknowledged by normalising the Home Signal Knob. Before initiating action to reset the Axle Counter and permitting the next Train into the Block Section, the SM shall comply with the provisions of GR 14.10 (1) & (2) and satisfy that the train, for which line clear is given, has arrived complete. Once the complete arrival of the train is verified, action can be initiated to reset the axle counter at both ends of the affected section as per the procedure given under Para 8. RESETTING PROCEDURE OF AXLE COUNTERS: After ensuring that the Block Section is clear, the Axle Counter shall be reset. The resetting operation shall be resorted to only when there is Occupied (Red Light Large) indication even though the Block section is clear. The following procedure shall be adopted after advising the S&T staff concerned about the failure of the axle counter. The SM on duty at the receiving station in which the train has arrived complete shall give a Private Number to the SM at the other end (despatch station) confirming the complete arrival of the train. The SM on duty at the despatch end shall acknowledge the same by communicating a Private Number. The key of the reset box shall then be inserted in the reset box, turned and pressed along with pressing of reset push button by both SMs independently. The reset operation pertaining to Block Section is carried out independently at both ends. Preparatory Reset (Green Light Small) indication, to indicate that the Axle Counter resetting operation is complete, will appear on the Axle Counter Indication-cum-Reset Box at both ends. The counter, provided for recording resetting operation will register next higher number. Necessary entries shall be made in the Block proving Axle Counter Resetting Register maintained for this purpose. Similar entries are made by the SM at the other end of the Block Section also. When the preparatory indication appears, the receiving end Station Master should advise the Station Master at the other end that the block section is being closed. The other end SM shall give a PN to this effect to receiving end Station Master. The receiving end Station Master shall then close the block section by normalising the block instrument. With the preparatory reset indication available at both Stations, the line clear for the next train can be obtained through the block instrument and the LSS can be taken off and the train despatched normally. 8.10 On clearance of the first train on preparatory reset at the receiving station the axle counter will show Clear indication at both stations. The receiving end station master shall then advise the station master at the other end, the availability of clear indication of the axle counter under the exchange of private numbers. Subsequent trains can be normally dealt. 8.11 On arrival of the first train on preparatory reset if the axle counter shows clear indication at both stations all subsequent trains can be dealt normally. However if again the axle counter does not show Clear indication but preparatory indication continues, the block working shall be suspended and S&T officials of the section shall be advised to attend to the failure. 8.12 The entries in TSR shall be made in red ink at both stations whenever line clear has been obtained with the axle counter showing preparatory reset indication. 8.13 No attempt shall be made to close the block section on arrival of the train on preparatory reset if axle counter is still showing preparatory reset indication, instead of clear indication. FAILURE OF AXLE COUNTER: If Axle Counter does not show Clear (Green Light - Large) indication after clearance of the train on Preparatory Reset, it shall be treated as a failure of Axle Counter. The Block Instrument Working of the concerned Block Section shall remain suspended till S&T staff rectifies the same. During this period Trains shall be dealt as per GR. 14. 13 and closing of Block Section done as per GR.14.10 (1), (2), & (3). and para 6.5 of this SWR. WORKING OF TROLLEY/MOTOR TROLLEY/LORRY ETC: Motor Trolleys, when required to proceed to adjacent station, shall be issued with necessary Authority to proceed, suspending Block Working. After the motor trolley has cleared the section, the SM on duty shall resume block working for subsequent trains. However, in case the axle counter does not show clear indication after arrival of the Motor Trolley at the adjacent station, resetting of the axle counter shall be done as per Para 8 and Train operations resumed. SHUNTING: Shunting shall be done as per the instructions contained in the Block Working Manual. However, after a Block Back operation is completed, before bringing the Block instrument to Line Closed position, it shall be ensured that the axle counter shows Clear (Green Light - Large) indication. (J. CHANDRASHEKAR) Divisional Signal & Tele-communication Engineer/Bangalore.(K. E. ANSAR) Divisional Operations Manager, Bangalore.       PAGE \* MERGEFORMAT 1 B.20/SKPT (J. CHANDRA SHEKAR ) (K.E.ANSAR) DSTE/SBC DOM/SBC  PAGE 48 B.20/SKPT (J. 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PLP^P`LhH.h ^`o(hH)h^`56CJaJo(hH.h pLp^p`LhH.@ @ ^@ `OJPJQJ^Jo(-h ^`hH.h L^`LhH.h ^`hH.h ^`hH.h PLP^P`LhH.Sds6:6w jt &o .__B` q@LA>P{>0W6z3he Z#O(#[4) M19\s+oW'4#`a>n:nf y*i}s _h i(un(t"t_ 9 u9& /[q9"T.xvcTGu&vR0+Q0u*}0 Wr@Eb4_tlLa8^}9A UpdG~%OTT(`hJfAjxos`&-$fOe t' I  09N@c&4UVGrI> 0[?m3b#R=pD&][!&$c&-o@ ) )p )Л #;P()0 d() () .` '. #0.@0]SS         4                Ipӄ~ZΈ#b P;䯞ʰx*ֆ> ݄<w.q                                                           rHf5ADJo(<=v",u02!h&G (G aG o 4!c9!N!<"I"W"1#_#`#$s$7$=$y%(%8%_%2'T''4'N'f|'(H)Y)Z *C*3$*M*U*o+'u+v,:,ib, -{e-(f-$.T.;.?:.M<.I/\"/n/-x/Zy/<030L0^011 2i2l2Dm2i3O/3K3th3Hk3sm3y)4C4b4m4p415S5O16c$7*7w?7q7}788/808b:8%N8rp8R9: :6:iG:I:!;*=;@B;MY;<<S<W<Zc<g<g<=Y=8="<=F=J=>R>^>@>O>{??I?f?X@@GE@S@d@u@|A2A?AFArB CC.C[CBjCvCD<*DEAEsqExE= F&F3FuFD>GOGjG*H;H6iH&qIwIG-JDKCdKsoKuKLiLMM M"M)M LMaMJuMxM?KN!aN9fNfNlNr[OwlOeqO_PPV"P`PaPCQbQ$hQ RaRSKSBS]dSmS.xStT:U2BUDUIUVdVaV2V+W@WCIWiXXS%XSXfXrX Y9Y!Y9ZrZ[v[,[;[V[L\z6\Q\~\C]F]P]H^W^t^W_h8_6<_)`jU`~`aa7}a$b/b.8bdwb#c%Gc dudvd}dRep)eVe~e6f.fq^f|hEhyLh:i3DioJiPi3jXjkjkHkx l;lll=mPm9mMmzz`~B34>DUM $+$o?<P$rz| !"US[Y{08HNw/E?Xh|jH7IP X9V<%M9|< _msp - -Vpdf  `+zJ/L]lYW14V .4j!:^KtDZKMumn(kRDsN%M PQ^]/GH*u1UgWdl% >/cr6MW}yM )qM E4vst#wC_S`<ZSk"*|F!2U]s|~u+u=-w]5E.` = 5Iv{e",WZ4$*A,\`'%iz~)uOKXIPUfqhk|Au`3rr O ^\bqv8VP 0Pgp&^9Sgqy,9.<|#[&$HeKjs&87^<`dpd7 *S f.4Qa)z_)U=Nm42W`d9Sv P;SS]g.; r)<M|5HR bXXY+;JUy8yUqW^bmJdXOk@(MQQTUY*prE\dn@^e-b^eVl["(^F1HOHjpnWE[wmgp 1AzVvXEi)0@YE:\g+5Z2m${F\?l sy K{d4"<}~5j}~N7\' Ec8 Nnh 5pvdyzADMW56@]_tp]~@VH@UnknownRAGHAVANuser G*Ax Times New Roman5Symbol3. *Cx Arial7. [ @Verdana;WingdingsG=  jMS Mincho-3 fg9GaramondK,Bookman Old Style?= *Cx Courier New5. .[`)Tahoma7@CambriaK=   jMS Gothic-3 0000A$BCambria Math"1  hg1 geVJ0VJ0!4y 2qXR?;2M! xx Are You suprised ?BirthdayBirthdayLSKuserXS                           ! " # $ % & ' ( ) * + , - . / 0 1 2 3 4 5 6 7 8 9 : ; < = > ? @ A B C D E F G H I J K L M N O P Q R Oh+'0|  < H T `lt|Are You suprised ? BirthdayLSK BirthdayNormaluser101Microsoft Office Word@\>sj@ʦı@Tu@`l0VJGtzRsa )=  c.,@Bookman Old Style---,@Bookman Old Style------------  2 =Lb K  2 =b   2 =lb1 a2 =t9b --- 2 =g bB.20/SKPT    2 =b  b'@"Arial---  2 Mb  b'@Garamond---X@Bookman Old Style---X @Bookman Old Style----------------- /2 Lb   2 b( %2 bJ. CHANDRA SHEKAR  ---  2 +b ---  2 0b)  2 5b  2 Kb  2 RPb  2 \b   2 cb  2 f b(K.E.ANSAR)    ---  2 b  b'--------------------- 2 Lb  +2 ^b --- 2 bDSTE/SBC     2 b y 2 zb --- 2 b ---  2 b  2 rbDOM/SBC  ---  2 b  b'@"Verdana------  2 ^b-  2 ^b  @"Verdana------ +2 nXbSOUTH WESTERN RAILWAY       2 n"b   &2 ~jbBANGALORE DIVISION       2 ~b  --- ,2 bStation Working Rules:    2 b   2 bDate of Issue:   2 8b / 2 gb18  2 wb- 2 ~b01  2 b- 2 b2012  2 b  b' 2 bNo. B.  2 b20  2 b   2 b/ 2 bSKPT   2 b.  2 b  2  bDate on which    2 8b  b'  2 b   2 b O (2 bbrought into force:  2 Xb  b'  2 b  b'--- %2 ibSOMANAYAKKANPATTI   2 b   2 LbNOTE:    2 wb-  2 ~b  b'--- 2 _b1.  2 lb  V2 {2bThese Rules supersede the Station Working Rules B.   --- 2 b20 ---  2 b  2 bdated:  2 (b22  2 8b- 2 ?b08  2 Ob- 2 Vb2005  2 vb.  2 {b  b'  2 _b  b'@"Arial------ 2 _b2.---  2 lb --- 2 { bThe Stati   2 Obon Working Rules must be read in conjunction with General and Subsidiary Rules       b' 2 {Sband Block Working Manual. These rules do not in any way supersede any rule in the          b' 2 0{babove  2 0b- #2 0bmentioned books.   2 0 b  b' v2 @_Gb3. These station working rules shall be read in conjunction with tracti    /2 @6bon working instructions    [2 Q{5bissued to suit 25KV AC RE pertaining to this station.    2 Qb  --- 2 aLb1.   2 aZb ! 72 a{bSTATION WORKING RULE DIAGRAM:          2 ab-  2 ab  --- 2 {XbThe enclosed Rule diagram based on Signalling Plan and P. Way Plan shows the signalling       _2 {8bfeatures, track circuited portions, names of the adjacen  >2 "bt stations, the normal setting of    J2 {*bpoints and other details pertaining to day  2 b- 2 bto  2 b- M2 ,bday working. Complete layout of the station      2 {_byard, gradients, holding capacity of individual lines, distances of adjacent stations etc. are  --- C2 {%breproduced from the enclosed layout d  2 biagram. ---  2 b   2 b  g #2 gRule Diagram No.        2 3g  'g@Wingdings- - - - - -   2 ng---  2 }g  '--- &2 SBC/RD/SKPT/20/Alt   2 \-   2 e4   2 o  '- @ !- - @ !- - @ !- - @ !f- - @ !%g- - @ !- - @ !5- - @ !- - @ !- - @ !- - @ !f- - @ !- - @ !- g--- &2 gSignalling Plan No       2 8g  'g- - -   2 ng---  2 }g  '--- 2  IPU.1081ALT     2 --   2 83   2 E  '- @ !- - @ !- - @ !f- - @ !%g- - @ !- - @ !5- - @ !- - @ !- - @ !f- - @ !- - @ !- g---  2 gP. Way Plan No       2 "g  'g- - -   2 ng---  2 }g  '--- 2  B/SKPT/25   2   '- @ !- - @ !- - @ !f- - @ !%g- - @ !- - @ !5- - @ !- - @ !- - @ !f- - @ !- - @ !- g--- %2 gLayout diagram No       2 >g  'g- - -   2 ng---  2 }g  '--- 2  B/SKPT/T/19   2   '- @ !- - @ !- - @ !f- - @ !%g- - @ !- - @ !5- - @ !- - @ !- - @ !- - @ !- - @ !- - @ !f- - @ !f- - @ !%g- - @ !- - @ !- - @ !5- - @ !- - @ !- - @ !- ---  2 b  @Times New Roman- - - @"Arial- - - @"Verdana--- @ Verdana------------------- - -   2 .Lb2- - -   2 .Tb '--- 2 .{ bDESCRIPTION   ---  2 .b --- 2 .bOF ---  2 .b --- 2 .bTHE ---  2 .3b --- 2 .;bSTATION:    2 .b-  2 .b  ------ - -  2 KLb2.1 - - -   2 Kab --- 2 K{bGENERAL( ---  2 Kb --- 2 K bLOCATION)    2 K5b  ------ %2 g{bSOMANAYAKKANPATTI ---  2 gb  >2 g$"bis situated in the Bangalore City    2 g b  2 gb  2 gbJOLARP   2 gIbETTAI JN     2 gb  2 g bBroad Gauge    ,2 w{bline at a distance of  2 wb220.126  2 wObKm from    2 wb  U2 w1bCHENNAI CENTRAL, Electrified Double line section.       2 wb  --- =2 {!bThis is a B Class station with   --- 2 Y bDouble line   ---  2 b  #2 bworking towards  --- 2 % bJolarpettai      2 sb  2 xbJN ---  2 b  2 band  2 btowards   --- 2 {bPATCHUR  ---  2 b. P2 .bIn the Up direction, Patchur is treated as non   2 b- 2 bbl 72 bock station and the up block  --- 72 {bsection extends upto Mulanur.  2 Bb  2 N bThe code  2  binitials  #2 bof this station  2 !bare  2 6b   2 ;b--- 2 AbSKPT --- 2 db.   2 ub    2 b  ------------------------------------ - -  2 Lb2.2 - - -   2 ab --- 2 {bBLOCK ---  2 b --- 2 bSTATIONS  ---  2  b --- 2 bON ---  2 -b --- 2 4bEITHER  ---  2 ob --- 2 ybSIDE  ---  2 b --- 2 bAND ---  2 b --- 2 bTHEIR  ---  2 b --- 2   bDISTANCES:    2 qb-  2 yb  --- 2 {bPATCHUR  ---  2 b  %2 bat a distance of --- 2 <b08.50  ---  2 eb  >2 l"bKm on the Bangalore City side and   --- 2 ] bJOLARPETTAI   ---  2 b  2 bA  --- 2 {bCabin   2  bat a dist   2 bance of   ---  2 *b0   2 3b9   2 <b. 2 Ab49 ---  2 Sb  2 \bKm  --- )2 xbJOLARPETTAI JUNCTION     --- /2 'b. side are the adjacent      ------ #2 {bblock stations.  2  bThere is no --- 2 1bD ---  2 Kb  @2 P#bClass station in the block sections  2 3b.   2 =b    2 b  ---  2 %Lb    2 5Lb    2 ELb    2 VLb    2 fLb    2 vLb    2 Lb    2 Lb    2 Lb    2 Lb    2 Lb  u=--- 2 $=SL.   2 4=No.   2 4=  '=z--- "2 z=ADJACENT BLOCK  E   =z' 2 /z=STATION     2 /z=  =z''={--- 2 ,{=CODE   2 ,{=  '=--- 2 $=INTER    2 4 =DISTANCE.     2 4=  '=--- 2 ,1 =DIRECTION     2 ,y=  '- @ !- - @ !- - @ !*- - @ !- - @ !- - @ !z- - @ !<{- - @ !- - @ !Z- - @ !- - @ !- - @ !- - @ !- - @ !+- - @ !+- - @ !+z- - @ !+- - @ !+- - @ !+- ^>--- 2 S>^1.  2 S>^  '^z>--- 2 S>z^PATCHUR  ---  2 S>z^  '^>{--- 2 S{>^PU   2 S{>^  ^>{''^>--- 2 S>^08.50  ---  2 S>^  2 S>^Kms   2 S >^  '^>--- 2 K& >^Down SBC Jn.      2 [I>^end  2 [a>^  '- @ !=- - @ !*=- - @ !=- - @ !=- - @ !=z- - @ !<={- - @ !=- - @ !Z=- - @ !=- - @ !=- - @ !=- - @ ! >- - @ ! >- - @ ! >z- - @ ! >- - @ ! >- - @ ! >- _--- 2 {_2.  2 {_  'z_--- 2 { _zJOLARPETTAI    2 {_zA CAB   2 {Q_zIN ---  2 {a_z  '_{--- 2 t{_JTJ  _{' 2 {_A   2 {_  _{''_--- 2 {_09   2 {_. 2 {_49 ---  2 {_  2 {_Kms   2 { _  '_--- 2 s'_Up,  2 sB_JTJ A   2 si_  2 so_Jn.    2 I_E 2 Q_nd  2 a_  '- @ !^- - @ !*^- - @ !^- - @ !^- - @ !^z- - @ !<^{- - @ !^- - @ !Z^- - @ !^- - @ !^- - @ !^- - @ !/_- - @ !/_- - @ !/_z- - @ !/_- - @ !/_- - @ !/_- ---  2 3  2   'z--- 2 zMULANUR    2 z  '{--- 2 {MAR   2 {  {''--- 2 25.13kms    2   '--- 2 !Up   2 2  2 8 SBC Jn. end    2   '- @ !- - @ !*- - @ !- - @ !- - @ !z- - @ !<{- - @ !- - @ !Z- - @ !- - @ !- - @ !- - @ !- - @ !- - @ !- - @ !*- - @ !- - @ !- - @ !- - @ !z- - @ !z- - @ !<{- - @ !- - @ !- - @ !Z- - @ !- - @ !- - @ !- - @ !- - @ !- - @ !- '"SystemvJIv@Lv䡴 -- bbaa``՜.+,0 hp  Hewlett-Packard Company  Are You suprised ?DESCRIPTION OF THE STATION:-GENERAL( LOCATION)4BLOCK STATIONS ON EITHER SIDE AND THEIR DISTANCES:-Q2.6 LEVEL CROSSINGS: - There are three level crossing gates connected with magneY B.1.7 'P' markers are provided below the Up and down distant signal. C markerY B.1.8 Up and Down shunt keys are interlocked with the respective block instrumenY B.1.9 Four crank handles duly interlocked with the signals except Up and Down adY B.1.12 Block section limit board at a distance of 180 Metres in advance of UpHomY Once a signal has been taken off for a movement, the SM on duty must on no accouY Normally, once a signal has been taken off, the route shall not be cancelled. Th Title Headings   !"#$%&'()*+,-./0123456789:;<=>?@ABCDEFGHIJKLMNOPQRSTUVWXYZ[\]^_`abcdefghijklmnopqrstuvwxyz{|}~      !"#$%&'()*+,-./0123456789:;<=>?@ABCDEFGHIJKLMNOPQRSTUVWXYZ[\]^_`abcdefghijklmnopqrstuvwxyz{|}~      !"#$%&'()*+,-./0123456789:;<=>?@ABCDEFGHIJKMNOPQRSTUVWXYZ[\]^_`abcdefghijklmnopqrstuvwxyz{|}~      !"#$%'()*+,-./0123456789:;<=>?@ABCDEFGHIJKLMNOPQRSTUVWXYZ[\]^_`abcdfghijkluvyRoot Entry F``{lxData Le1Table2WordDocument uSummaryInformation(&8|DocumentSummaryInformation8eMsoDataStoreA{lp>^{lVEQETV3ZAA==2A{lp>^{lItem  PropertiesUCompObj r   F Microsoft Word 97-2003 Document MSWordDocWord.Document.89q