ࡱ>  25)*+,-./01g bjbjVV pxr<r<l&l&l&l&l&$&&&P&D$)&I(884888:::$q#jl&s?::s?s?l&l&884(SSSs?l&8l&8Ss?SS 80xME Zp <IQl&:Vf;SZ<=U:::R:::Is?s?s?s?::::::::: 2%: @9SOUTH WESTERN RAILWAY BANGALORE DIVISION Station Working Rules: Date of Issue:10-01-12 No. B.24 /MKM. Date on which brought into force: MARIKUPPAM) (TERMINAL YARD) NOTE:- 1.This station working rules supersedes the station working rules No.B.24/MKM dated 01.04.2008. 2.The Station Working Rules must be read in conjunction with the General & Subsidiary rules and the Block working manual. These rules do not in any way supersede any rule in the above mentioned books. 3. These station working rules shall also be read in conjuction with the traction working instructions issued to suit 25KV spl traction working instructions 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.(B/SG/RD/MKM/24/2008/Alt.2.Signalling Plan No(IPU1356A/Alt-4P. Way Plan No(B/MKM/9Layout diagram No(B/MKM/P/4 DESCRIPTION OF THE STATION:- GENERAL (LOCATION) MARIKUPPAM is a B Class terminal station on the BANGARAPET Junction. MARIKUPPAM single line electrified Broad gauge section of South Western Railway on E route. It is situated at a distance of 16 Km from BANGARAPET station. BLOCK STATIONS ON EITHER SIDE AND THEIR DISTANCES:- Bangarapet is the adjacent Station at a distance of 16.00 KMs. There are three D class stations and one train halt in BWT MKM block section. Coromandal with code name COL, Oorgaum with code name OGM and Champion with the code name CHU are the D class stations and BEML Nagar with code name BEML is the Halt station. SL.No.ADJACENT BLOCK STATIONCODEINTER DISTANCE.DIRECTION1.BANGARAPET JN.BWT16 KmsUP ,SBC. End BLOCK SECTION LIMITS ON EITHER SIDE OF THE STATION ON DIFFERENT DIRECTIONS: - MKM-BWT Block Section commences at the Up Advanced starter No. 10. The Station Limits extend from the Down Distant Signal to the Buffer stop at MKM end. Between stationsPoint from which the block section commencesPoint from which the block section ends.MARIKUPPAM BANGARAPETUp Advanced Starter signal No. 10Up Advanced Starter signal No. 10 GRADIENTS: Sl. No.Direction & LineFromToInter distance in metresGradientSectionDown-Rd-1 to 2 towards dead end.Centre Line of the Station.429 m4291 in 500 falling towards dead end.Station sectionUp, Rd-1 , 2 and Running Line.Centre Line of the Station.138.3 m138.31 in 500 rising towards BWT.Station section.Up- Running Line138.30 m628.3m4901 in 66.66 rising towards BWT.Station and Block section.Up- Running Line628.3 m1145.3 m5171 in 300 falling towards BWTBlock section.Up- Running Line1145.3 m1228.1 m82.81 in 66.66falling towards BWT.Block section.Up- Running Line1228.1m1403.1173-LevelBlock section. LAYOUT: There are two running lines. Road- 2 is the loop line. Road-1 is the main line. Point No.1 is motor operated point towards BWT side. The point No.100/101at the dead end side are locally operated and key locked. The office of the Station Master is situated on the Platform of Road-1. The code initials of this Station is MKM. RUNNING LINES, DIRECTION OF MOVEMENT AND HOLDING CAPACITY. Running Lines.Direction of Movement.Holding CapacityLength (CSR)Type of PFLength of PFRoad 1Reception of Down trains & and Despatch of Up trains19 coaches and one engine445.MHL445 mRoad 2Reception of Down trains & and Despatch of Up trains19 coaches and one engine445MRL- NON RUNNING LINES:- - NIL ABNORMAL FEATURES IN THE LAYOUT:- Stop Boards are provided in rear of the dead end Point. During shunting No vehicle/engine shall be allowed beyond this board without hand signal 2.6 LEVEL CROSSINGS:-The working of level crossings are detailed in Annexure `A LC gate No., Dept ClassLocationType of barriersWhether interlockedNormal positionProvision of TelephoneTVU and DateNo.5 Engg C class11/000-100 BWT-MKM (11/2-3)Lifting barriersYesOpen to road trafficProvided5153 Sept 2006No.7 Engg A class 11/600-700 BWT-MKM (11/13-14)Lifting barriersYesOpen to road trafficProvided42200 Sept 2006No.8 Engg C class12/200-300 BWT-MKM (12/4-5)Lifting barriersYesOpen to road trafficProvided6527 Sept 2006No.9 Engg C class13/500-600 BWT-MKM (13/6-7)Lifting barriersYesOpen to road trafficProvided11111 Sept 2006No.10 Engg C class14/600-700 BWT-MKM (14/7-8)Lifting barriersYesOpen to road trafficProvided12245 Sept 2006No.11 Engg C class15/100-200 BWT-MKM (15/2-3)Lifting barriersYesOpen to road trafficProvided3527 Sept 2006No.12 Traffic C class15/800-900 BWT-MKM (15/12-13)Lifting barriersYesOpen to road trafficProvided2776 Sept 2006SYSTEM AND MEANS OF WORKING: This is a Class `B' Station and trains are worked under the absolute block system. Neales Tablet Token Block instrument for MARIKUPPAM - BANGARAPET Block Section is provided in the Station Masters Office. Only the Station Master on duty shall operate the Block instrument for train movements and the instrument shall be kept locked after each operation and the key 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) and make entries instantly and sign against each such entry. the SM shall advise the train number and description to the SM at the other end who shall repeat the same if he is willing to receive the train and confirmed by a private number. Then SM at the sending end station shall open the block instrument with the SMs key of the block instrument and extract the Neales Tablet token by setting his instrument to TGT position with the co-operation of the SM at the other end of the block section as detailed in BWM. The Neales Tablet token of the section constitutes the authority to proceed for the Loco pilot of the departing train to enter Block Section ahead. Up Advanced starter is the last stop signal and it is interlocked with Block Instrument. The Advanced Starter can be taken `OFF only when the line clear has been obtained through the block instrument from the Block Section in advance. The line clear can be granted or section can be cleared through the block instrument, only when the Home signal and the Advanced starter signal pertaining to the Block Section are in `ON position. CUSTODY OF KEYS The following keys shall normally be kept in the personal/safe custody of the station Master on duty. SM's key of block instruments. SMs keys of double key lock on the block instrument. Padlock keys of point clamps. Padlock keys of safety chains. SMs key of the double key lock pertaining to relay room. SSI-Control panel key. g) keys of point machine lid cover lock and Crank Handle release lock.. Emergency gate key of LC No.12. Keys pertaining to telephones connected to SPT. Generator room key. Padlock key of the box containing the SHUNT METAL TOKEN The above keys except item No. a, f and i 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) (f) and (i) shall be kept in the personal custody of the duty Station Master. SYSTEM OF SIGNALLING AND INTERLOCKING This station is provided with SOLID STATE Interlocking set to standard-I (R) Multiple Aspect Colour Light Signalling arrangements (Operated from the SSI control panel) with Down Distant, Down Home for the reception of Down trains, Up Starter signal and Up Advanced Starter signals for the despatch of trains from/towards BWT. The entire yard is track circuited, Calling-on-Signal & SPT are provided below Down Home signal. Crank Handle is provided at the station House. Shunt signals are provided for shunting and point No.1 is Motor operated and point No.100/101 are locally operated and key locked. Counters are provided for Calling-on signal, route cancellation, emergency calling-on route cancellation. (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 the SM on duty, duly filling in the relevant columns of the Relay Room key register maintained at the Station. The SM on duty shall hand over the key to the TECH.ES/JE/SE/Sig. After the work in the Relay Room is completed, the Room shall be locked with double lock which shall be ensured by Duty Station Master. The key shall be returned to the SM on duty, duly completing the entries in the relay room key register. The Relay Room key register shall contain the following columns:- 1) Time and Date of key requisition. 2) Purpose for which the key is required i.e. attending to failure, routine maintenance etc. 3) Whether the work in the relay room will affect the normal working of points, signals, block instruments etc., 4) Signature, name and designation of the TECH.ES/JE/SE/Sig requesting the key. 5) Signature of the SM on duty with time. 6) Time and Date of Returning the key to the SM on duty after locking the room properly with both the keys. 7) Remarks regarding normal working of the points, signals, block instruments etc., 8) Signature, Name and Designation of the TECH.ES/JE/SE/Sig returning the key. 9) Signature of the SM on duty receiving the key with time after duly ensuring that the room is locked properly with both the keys. 10) Remarks. Whenever an endorsement is made in the Relay Room Key Register by TECH.ES/JE/SE/Sig that the work will affect normal working of points/signals/block working etc., the Station Master shall obtain Form. No. S & T (T/351). from TECH.ES/JE/SE/Sig (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: The normal source of power supply is from OHE (AT), in addition to this supplies from diesel generator and from Karnataka Power Transmission Corporation Limited (KPTCL) and are also made available as an alternate source of power supply to the signalling installation. Apart from above inverter supply is also provided for signalling circuit.OHE(AT) and KPTCL supplies are drawn in CLS power panel provided in SMs room. Indication is provided on the power supply panel to indicate the availability of incoming power supplies. Glowing indication suggests the availability of that particular power supply. A rotary type control switch is provided to select the desired power supply for signalling circuits. Normally the switch shall be kept in AT power supply position and Shall be changed to the KPTCL (Local) supply. in case the AT supply fails The generator is provided in a separate room and the key of which is under the custody of SM on duty.. During the failure of AT power supply, KPTCL power supply, Inverter should be turned to ON position to extend the power supply to signalling installations by turning ON the inverter switch provided in SMS room. The Inverter should not be used for more than 15 minutes at a stretch, if it used continuously Inverter system itself will fail. Even after this if the power supply is not extended, the generator shall be started. SM change changeover switch provided in the generator room from MAIN to STANDBY. This has to done only after ensuring steady voltage by observing the voltmeter provided in the generator room to avoid fusing of bulbs. Whenever power supply from AT, KPTCL, Inverter and generator fails and no light is available in the signal or when the signals are bobbing or flickering the signal should be treated as failed. The generator must be started for the train service during the failure of AT power supply, KPTCL power supply and Inverter or for testing purpose. A register with full details shall be maintained at the station exclusively for this purpose. A Volt meter is provided over the panel. This indicates the voltage level of power supply. Whenever the pointer in the volt meter is below the marking or NO Power Supply the alternative source of power supply shall be extended to the signalling installations. When the signal is flickering/Bobbing or showing more than one aspect simultaneously action may be taken by the Loco pilot as per SR 3.74 (1) and Station Master on duty shall be advised accordingly. On being advised of the defective signal as above the, Station Master on duty should take action as per GR 3.68 (1) (c) and (d). In the case of reception signal the Station Master shall not grant line clear for a train unless action taken as above and also advise the Station Master in rear to issue Caution Order to the Loco pilot (SR 8.03 (ii) and (iii). Whenever the AT power supply fails, a red light indication appears near the P.ACK button, and buzzer sounds. SM shall press the P.ACK button to stop the buzzer, however the red light indication remains. Once power supply is resumed (AT,KPTCL or Generator) once again the buzzer will sound. To stop the buzzer, the SM shall press the P.ACK. This will stop the buzzer and red light indication also disappears If the KPTCL supply does not resume within 3 hours, the TECH.ES/ JE / SE /Sig of the section must be advised on control phone immediately followed by a message to Sr.DSTE/DSTE and Sr.DEE/DEE/SBC. The Station Master shall ensure that the stand by diesel generator set is ready in all respects for working at the time of HOC/TOC. An entry to this effect shall be made in the train signalling register and station diary. The generators should be used alternatively to ensure both are working properly. The failure of generators should be advised to all concerned. TELECOMMUNICATION: Magneto telephone communication is provided in addition to control telephone, Block Telephone, TPC on Emergency telephone ciircuit and BSNL phone, as detailed in Appendix B. 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: - One Station Master and one Points man will work in each shift, according to the roster issued by the Divisional Personnel Officer/SBC Division. 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 SSI 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 should be clamped & padlocked and the padlock key is kept in his personal custody. After any non signalled move has taken place over a point operated by an electric point machine whether in facing or trailing direction, the Station Master on duty shall operate the point for normal and reverse setting for the purpose of testing the points. After the SM has ensured that indication regarding the normal and reverse setting are correctly available and then only further movements may 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 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 or when the signals are bobbing or flickering, the SM shall depute the competent Railway servant with hand signals and detonators to the Down Home signal and advise the SM in rear to issue Caution Order as per SR 3.68(i)(c) to the Loco pilot of approaching train to be vigilant and stop at the Home signal. The line is clear up to the Up Advanced Starter signal No. 10, for Down trains from BANGARAPET. SM/MKM shall inform the gatemen of the engineering LC gates LC No.5 at Km.11/2-3(11/000-100),LC No.7 at Km.11/13-14(11/600-700), LC No.8 at Km.12/4-5 (12/200-300) and LC No.9 at Km.13/6-7(13/500-600), LC No.10 at 14/7-8(14/600-700) & LC No.11 at Km.15/2-3 (15/100-200) for the timely closure and clearance of their gate signals. SM/MKM shall ensure that that the shunt metal token pertaining to MKM-BWT section is available in the glass fronted key box before granting line clear. ANY SPECIAL CONDITIONS TO BE OBSERVED WHILE RECEIVING OR DESPATCHING A TRAIN: - Setting of points against blocked line: -This station is provided with centralised SSI control panel of route setting type. When ever running line is blocked the safety caps shall be placed on the concerned Entrance (signal) knobs and concerned Exit (Route) buttons. If the points are operated using point knobs, the knobs should be turned to centre position immediately after the point operation. 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 and that concerned traffic L.C.No.12 at Km.15/800-900 is closed and secured against road traffic, as the case may be, and white light indication is available near the concerned legend CL on the panel. Ensure all the points over which the train has to pass are correctly set. Ensure that no conflicting movement is permitted. Ensure that a stop hand signal is exhibited at a distance of not less than 45 mts in the direction of approach of the train from the point of obstruction. During the failure of Calling-on signal, in addition to the above, ensure that the calling-on signal knob is turned to reverse while receiving the train on SPT/T 509 to avoid block failure. Station Master shall also personally ensure that all the points over which the train has to pass are correctly set, clamped, padlocked and the padlock keys are kept with the SM on duty. If the train is received on Signal Post Telephone the SM shall ensure that the condition indicated above (i.e. a to f) is fulfilled and give a message to the Loco pilot through SPT. The Loco pilot shall record the message in his rough journal and pass the signal at ON. The SM shall record the message in the Train signal register below the entry for that train. 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 well short of obstruction which ever is approached first and await for hand signal for further movement. My private number is (in figure) .(in words) Note: During the failure of Calling-on signal and SPT and when the train has to be received on an obstructed line. The train shall be piloted by issuing Form T/509 and SM shall ensure that all the points over which the train has to pass are correctly set, clamped, padlocked and padlock keys are kept with him. Reception of train on non-signalled line: -N/A. Despatch of train from non-signalled line: -N/A. Despatch of train from line provided with common Starter Signal: - N/A. Any other special conditions should be mentioned giving reference to the GR & SR: - For a stopping train, approach signals shall not be taken off earlier than 5 minutes before the probable arrival of the train. 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. 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 detailed below. SM shall ensure the closure of LC No.12 at Km.15/800-900 and that the gate closed indication is available on the panel before taking off the reception signal. ADEQUATE DISTANCE:- I. Since it is Terminal station, the adequate distance required for clearing the Home signal is ZERO from the respective stop boards. II. The distance required for clearing the Calling-on signal is up to the point of obstruction on the route or up to the concerned stop boards, without detecting the points at the trailing end. 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:- Since it is a terminal Station no simultaneous reception and crossing of trains is applicable. COMPLETE ARRIVAL OF TRAINS:- Station Master shall ensure the complete arrival of train by observing tail board/tail lamp during day/night. If he observes that the train has arrived the station without Tail Board or Tail lamp as the case may be he should not close the block section till such time complete arrival has been ensured If the Station Master on duty can't see the Tail Board/Tail lamp from a place in front of the SM's office, the Guard of the train is responsible for indicating the complete arrival of the train to the Station Master on duty by waving his arm four times overhead from side to side during day and by waving a `white' light in a similar manner during night. This shall be acknowledged by the Station Master on duty in the same manner [ SR.14.10 (ii) ]. Due to any reason, if complete arrival is not ensured as mentioned above, the complete arrival of the train shall be ensured as follows:- On arrival of the train the incoming guard of the train after satisfying himself that the train has arrived within the starter shall call the SM on duty on Walkie-talkie. The guard and the SM shall satisfy on the proper identity of each other by Calling out name, the train No. & the station name. The guard shall, there after, give private number to the SM on duty in support of ensuring complete arrival of the train within the fouling mark of the line in which his train has been parked. The SM will receive the PN, and in turn issue a PN to the guard that the relevant block section is going to be cleared. The guard shall record the PN received from the concerned SM in his rough journal. he Station master in charge of the block working shall record this private number and the name of the guard in the remarks column of his Train Signal Register against the entry of the train and shall not give. Train out of block section signal to the Station master in rear until he receives the private number from the guard Refer SR.14.10(iv)(c) for details. Due to some reason if the on duty SM is unable to ascertain the complete arrival signal with guard of the arriving train, he shall obtain the signature of the guard in the `train intact arrival' register maintained for this purpose as an assurance for complete arrival with in the starters /fouling marks before clearing the Block Section. If there is no guard, SM shall personally ensure complete arrival of the train and clearance of track.{Ref: SR 14.10 (iv) (a)}. DESPATCH OF TRAINS :- When everything is ready to start the Up train SM on duty shall call the attention of the Station Master/BWT and advise the particulars of train No, description etc.,. On receipt of the acknowledgement confirmed by a Private Number from SM/BWT, on duty SM shall insert the Block instrument key in the Block instrument and set the block instrument to TRAIN GOING TO position duly extracting the tablet token with the co-operation of SM/BWT as per the procedure laid down in the BWM, after ensuring that; the despatch route is clear and free from obstruction, the concerned Level crossing gate No.11 at km.15/100-200 and the clerk-in-charge of OGM and CHU are informed for the timely closure and clearing of signals for LC No.5 at Km.11/000-100,LC No.7 at Km.11/600-100, LC No.8 at Km.12/200-300 ,LC No.9 at Km.13/500-600,LC No.10 at 14/600-700 & LC No.11 at Km.15/100-200 He shall ensure that the traffic LC No.12 at Km.15/800-900 is closed and the Gate closed CL indication is available on the panel. Then he shall arrange to deliver the out going token to the Loco pilot of the departing train along with Caution Order if any. Then he shall set the route and clear the signals by operating concerned signal knobs and exit buttons duly issuing Caution Order if any to the Guard of the said train. After ensuring that the correct signals are taken off, he shall authorise the train to depart. TRAINS RUNNING THROUGH:- Trains running through is not applicable , because it is a terminal station. ISMD LOADS: - Trains carrying ISMD loads shall normally be dealt on Road-1 (Main line). WORKING IN CASE OF FAILURES: - FAILURE OF TRACK-CIRCUITS, POINTS/SIGNALS During failure of track circuiting arrangements, or signals or points from the SSI control panel, the duty Station Master,. shall personally ensure that the line on which the movement is to be carried out is clear and free from obstruction, and that all efforts taken in accordance with the provision contained in GR/SR 3.68 to 3.70 during failure of Home Signal and Calling-on signal trains can be dealt on SPT or 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. The Station Master can operate the signal knobs for the reception or despatch of the train, after duly replacing the crank handle in the electrical key instrument. If the signal fails to respond properly, the Station Master must arrange to pilot the train in accordance with provisions contained in GRs 3.68 to 3.70 and the subsidiary rules there under. If the points set correctly in one position and fails to set in the other position, it is possible that there is some obstruction between the stock and the switch rails. By operating the points repeatedly for about three or four times, this obstruction may be removed. If not by deputing a competent railway servant who will do so. Even in spite of this, the point fails to set correctly, then the point crank handle must be used. In the event of failure of a point repeat indication on the panel the following action has to be taken by the duty Station Master. The concerned signal knob shall be operated even if the point repeat indication does not appear. 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 points 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 should be received using SPT. (See Para B.9 for details ). If the signal post telephone also fails, the SM on duty shall arrange to receive the train on Form T/369 (-3b). Whenever the trains are received on SPT or on Form T/369 (-3b), the SM shall ensure the correct setting of relevant points, clamp and padlock, all the point on which the train will be received. and depute a points man/TRH 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 through SPT or 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), or due to the partial failure of the points (N or R), the calling on signal knob should be turned to `R' position, to avoid Block Instruments failure. FAILURE OF STARTER SIGNAL: During failure of starter signal, trains shall be despatched duly issuing written authority in Form T/369-(3b) to the Loco pilots. Proceed hand 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 on the route. FAILURE OF ADVANCED STARTER SIGNAL (LSS) : During failure of this signal trains shall be despatched duly issuing the Form T/369-(3b) along with section token. FAILURE OF SHUNT SIGNAL: - During failure of shunt signal the shunt movement shall be carried out duly issuing T.370 to the Loco pilot and showing proceed hand signal at the foot of the failed signal duly ensuring correct setting, clamping and padlocking of all the points on the route. FAILURE OF BLOCK INSTRUMENT: - During Block Instrument failure / suspension, the train shall be dealt duly issuing appropriate Line Clear Ticket to the Loco pilot of departing train. Note: - All cases of such failures must be reported immediately to the TECH.ES/JE/SE/Sig of the section for immediate rectification duly issuing a message. PROVISIONS FOR WORKING OF TROLLEY/MOTOR TROLLEYS/MATERIAL LORRIES: -. Un-insulated trolley/lorry etc. should not be permitted on the track circuited lines. Whenever a trolley/lorry, 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. Section token shall be issued as an authority to proceed, when Trolley/Motor Trolley / Material lorry etc, are required to work in the Block Section. Instructions contained in Para 11.1 of BWM 2006 edition of SWR shall be strictly adhered to. 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 insulated. BLOCKING OF LINES:- Whenever a running line is blocked by a train, the points at either end of the obstructed line must be set to a free line except when shunting is required to be done on the obstructed line.(Rule SR. 5.19 (ii) (a) & (b) also must be adhered to). 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 route (Exit) buttons, as mentioned below to serve as a reminder to the SM on duty. Immediately when the line is clear again, the caps should be removed from route buttons and kept safe. ROAD NUMBERSAFETY CAP ON ROUTE (Exit) BUTTONRoad-1A, Road-2B 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. Safety chains should be used to secure the vehicle/ wagons. When the train engine is required to be detached the guard shall ensure that the brake vans brake and hand brake of at least six vehicles at his end are put on. Similarly the Loco pilot shall ensure that hand brakes of at least six vehicles at his end are put on. In case the brake van is also required to be detached hand brakes of six more vehicles at his end are put on before detaching the brake van. It shall also be ensured by duty station Master. In addition to the above, skids and safety chains are put on and vehicle are well secured to prevent them from running away. Whenever one or more wagon/vehicle fitted with roller bearings are detached from a train and stabled on a running line, before such wagons are uncoupled the hand brakes shall be applied. Skids/Wooden wedges shall be used to prevent such wagons rolling down and safety chain also to be used to secure the wagons. When these wagons are kept on running lines, the Station Master on duty shall ensure that all points are set, clamped and padlocked against these lines keeping the keys in his personal custody. Before detaching the engine from a train carrying the passengers, the hand brake in the guards brake van in rear and in the addition 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. When a running line is blocked/obstructed by any vehicle allowed to remain on the line for some length of time, a clear remarks in RED ink should be made immediately in the Train Signal Register 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 and later, the time, when the obstruction is removed and the line is cleared of obstruction shall be indicated in the Train Signal Register and the Station Diary. Instructions contained in SR 5.23 (v) shall be strictly adhered to. While handing/taking over charges the outgoing Station Master shall specifically mention in the Station Diary & TSR, whether the running lines are obstructed or clear and if obstructed the details of obstruction, which the incoming Station Master shall note and attest the entry. The Sand Humps should not be obstructed for any purpose. when it has become obstructed, it shall cease to be a substitute for the adequate distance. Safety Caps: - With view to ensure safety in working Safety Caps are provided under the custody of duty Station Master, which shall be fixed on signal knob/point knobs/Route (Exit) buttons, 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)]. 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. 7.12 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 vehicleNo. of Safety Chains provided &for which vehicle Signature of Shunting staffSignature of the supervisorLeft 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 vehicleNo. of Safety Chains provided &for which vehicle Signature of Shunting staffSignature of the supervisorNote: - Whenever vehicle are stabled on road -2 it should be secured with skid & safety Chain to prevent the vehicle gaining momentum due to falling gradient. 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 on Shunt signals and by taking off starter signals. The Station Master shall see the shunting of trains or vehicles are carried out only at such time and in such a manner, which will not involve danger. The guard of the train shall supervise all shunting operations involving full trains and stabling of materials/departmental trains. The guard under the instructions of the SM will supervise other shunting. In the absence of the guard, the SM shall supervise shunting. (c) Since, 1 in 66.66 gradient falling towards MKM available beyond 50 metres of outermost point No.1 (Steeper than 1 in 400) no trains shall be drawn upto LSS and whenever required to perform shunting beyond outermost point No.1 a locomotive is to be attached at the BWT 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 of the gradient to prevent vehicles escaping into the block section. Shunting on single line: - For shunting upto LSS, form T/806. Shunt metal token along with Form - T/806 shall be handed over to the Loco pilot as an authority to perform shunting between Starter and the opposite Home Signal on MKM-BWT block section ( SR. 8.15 (i)). To permit shunting beyond the Starter and outside the opposing Home Signal, on MKM-BWT block section, block back shall be done (SR. 8.15 (i)) and section token along with Form T/806 with PN obtained from station in advance with a written memo to come back shall be handed over to the Loco pilot as an authority to perform shunting. Note: LC gate No.l2 at Km.15/800-900 closure should be ensured before permitting any shunt movement across the gate. Shunting during suspension of Block Instrument: - When shunting has to be performed at that end of the Block Section over which block instrument working has been suspended, the Station Master on duty shall issue PLCT along with form T/806 and a written memo to come back, in place of section token for shunting beyond the opposing FSS. For shunting upto FSS shuntmetal token,T/806 and PN shall be given. Shunting during failure of Shunt Keys: - N/A Shunting on Double line: - N/A. 8.6 Shunting in the siding: - 8.6.1 SHUNTING ON OUTLYING SIDINGS AT COROMANDEL, OORGAUM ON MKM BWT SECTION. 8.6.1.0 Coromondel and Oorgaum are flag Stations between MKM BWT section with Non Block sidings. The points of such sidings taking off from the running line. A token exchanger box with concerned siding key locked there in is installed at each Station for the operation the out lying siding points. 8.6.1.1 Whenever any shunting is required to be performed in these outlying sidings, the Guard of the train, shall obtain the token from the Loco pilot insert it in the token exchanger box provided in the Station, extract the key, utilise the same for operating the siding points. After the completion of shunting operation the Guard must ensure that all points are reset and locked to their normal position and the brakes of the detached vehicles are applied tight and must be kept will inside the trap switches or clear of fouling marks. When the engine is attached to the train. Immediately after the completion of shunting the Guard must extract the key from the siding points and insert the same in the token exchanger box extract the token and hand over the same to the Loco pilot of the train and then may start the train. The Guard of the train who had performed shunting in any of the sidings, on arrival at Marikuppam/Bangarapet shall record the following in the train signal register with this signature. I have secured the points of the sidings at-------- Station as per Station Working Rules. All the vehicles are well inside the trap point in the sidings. 8.6.2.0 Shunting beyond stop board on dead end side.: - For any shunting/stabling of vehicles beyond the trap point No. 101/100, SM should reverse knob No.8 and extract key C from the EKT. This key shall be handed over to the points man, who shall proceed to the point No.100 and insert it in the hand plunger box and turn the key. This releases the hand plunger for operation of the point. The point shall be set to the required position with the lever and the plunger shall be pushed to extract key D from it. This key D shall be taken and inserted in the hand plunger box of point No.101 and turned. The Hand plunger shall be pulled and the point set to the required condition with the lever and the plunger shall be pushed back to lock the point. The point shall be manned during shunt movements. This operation shall be reversed for extracting the key C. The reception signal cannot be taken off when key C is extracted. ABNORMAL CONDITIONS: - THE RULES TO BE OBSERVED IN THE EVENT OF ABNORMAL CONDITIONS: - During failure of electrical communication instrument: - Normally the 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 preference (wherever available): - 1.Block Instrument. 2.Telephone attached to block instrument. 3.Station to Station fixed telephone. 4.Railway Auto phones. 5.BSNL phones. 6.Control Telephone. 7.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 stations 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 Nos or cross checking of PNS. Under this circumstance the issue of caution order shall be dispensed with and trains can rum at normal speed. (2) If the station could not be indentified through ID sheets are cross checking of PNS, a caution order shall be issued restriction the speed to 25/15 Kmph on Double/Single line sections during day and 10 Kmph on Double/Single line sections during night and the view ahead is not clear during day. 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 advises and also contact the control and the SM on duty at the other end. 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 for 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. Failure of Intermediate Block Stop Signal at ON: - N/A. Failure of Axle Counter Block/BPAC: - N/A. Failure of MTRC: - N/A. Procedure for emergency operation of points by crank handle: - i. One Crank Handles for point No.1 is provided at the station House to crank the points during failure. 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 and crank the point to the required position, remove the crank handle and crank handle lock key and close both the holes by lids and lock the lids by lid key. He shall also ensure that the other end of the points ( in case of cross over point) is in the required position. He shall 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 signal gets cleared, clamping of points is not necessary .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 circuit on that route have failed or when the Home Signal has failed. Before clearing the Calling-on signal, the SM shall ensure that it is absolutely necessary to receive the train on that road, train can be erthed 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 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) for 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: - In the event of Total interruption of communication occurring between MKM-BWT stations i.e. when line clear cannot be obtained by one of the following means stated in order of preference namely (wherever available). Block Instrument. Telephone attached to block instrument. Station to Station fixed telephone. Railway Auto phones. BSNL phones. Control Telephone. VHF sets. The Station Master on duty shall open communication by sending an engine or any self-propelled vehicle as detailed in Para (2) of SR. 6.02 (ii). The order of preference is given below. Light Engine Train engine after it is detached from the train . Motor trolley/ Tower wagon duly accompanied by a Guard or by a Off duty Station Master Trolley duly accompanied by a Guard or by a Off duty Station Master Diesel car/ Rail motor car/EMU rake after ensuring that all passengers have detrained. Before despatching the above said Engine/self propelled vehicle in the block section the Station Master on duty shall hand over the Authority for opening of communication during Total Interruption of communication on single line section on Form No. T/B 602. The Station Master on duty shall clearly advise the Loco pilot and Guard of the train the fact that the communications have failed. The LE/TE etc. has to proceed with an authority on Form T/B 602. On the receipt of the Form T/B 602 the Station Master at the other end shall prepare and send T/F 602 (Conditional Line Clear) through the Loco pilot and issue Conditional Line Clear Ticket (T/G 602 or T/H 602) to the Loco pilot to return back to the starting station. On receipt of T/F 602 the Station Master at the starting end shall issue Conditional Line Clear Ticket (T/G 602 or T/H 602) to the waiting train at his station. If more than one train is to be started the Station Master at starting station shall send T/E 602 along with T/B 602.Trains will continue to work in this manner till the competent authority restores anyone of the means of communications. As soon as anyone of the means of communications has been restored, the Station Master shall exchange message with the Station Master at the other end of the section on Form T/I 602. Detailed instructions contained in SR. 6.02 (ii) shall be strictly adhered to for working trains during total interruption of communications. Line clear shall not be obtained or given by any one of the means of communication restored, until both the Station Masters are satisfied that all trains and engines etc. despatched from their stations have arrived complete at either station. If any light engine/self propelled vehicle etc is in section with T/B. 602 normal working shall not be resumed until the section is cleared and both the station masters are satisfied under exchange of Private numbers that no light engine/self propelled vehicle or any other vehicle is on the section. 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 Station. 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 during total interruption of communication. TEMPORARY SINGLE LINE WORKING ON DOUBLE LINE SECTION: - N/A. 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. Caution Order: Caution Order, if any, shall be issued in accordance with WTT/GR 4.09 by the duty Station Master to the Loco pilot, Assistant Loco pilot and Guard of all stopping trains. Appropriate entries shall be made in the trains signal register regarding its issue against the trains entry. Caution Order register shall be maintained by Duty Station Master separately and entries are brought forward as per extant rules. VISIBILITY TEST OBJECT: Any aspect of Up Starter for Road-1 during day and night shall constitute the visibility test object at this station. Note: During thick or foggy or temperateous weather or dust storm, improper visibility, when the SM finds it difficult or impossible to see the position of one or more of signals concerned, he shall not give line clear until he has complied with Rule 3.61 and has also advised, by telephone the SM/BWT, of the conditions prevailing and has instructed him to issue caution orders to Loco pilots of all Dn trains to stop at FSS and observe its aspect and then proceed at a restricted speed of 10 Kmph 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 equipment neat and in good fettle to be used whenever required. FOG SIGNALMEN NOMINATED TO BE CALLED IN CASE OF FOG. i. In foggy or tempestuous weather or in dust storm when V.T.O can not be seen from the SMs office, the SM shall send trained men to act as fog signalmen. The names (and declarations that they know the fog signalling duties) of two members each from the operating and permanent way Group `D' staff at the station shall be maintained and updated periodically in the station Detonator Register by the Station Master. ii. The names of address of Group D Permanent Way staff who are trained in fog signalling duties shall be painted on the board provided for this purpose near the office of the Station Master on duty. LIST OF APPENDICES:- Appendix A - Working Of Level Crossing Gates. Appendix B - System of Signalling and interlocking and communication arrangements at the station. Appendix C - Anti collision device(Raksha Kavach). Appendix D - Duties of train passing staff and staff in each shift. Appendix E - Essential Equipments provided at the Station. Appendix F - Rules for working D class stations, Halts, IBH, IBS and Outlying sidings. Appendix G - Rules for working of trains in electrified sections. APPENDIX `A' WORKING OF LEVEL CROSSINGS A.1.0 Engineering Level crossing gate No. 5 at Km. 11/2-3(11/000-100) DESCRIPTION OF THE LEVEL CROSSING GATE No.5 AT Km.11/2-3(11/000-100)1Number of the level Crossing gate5 C Class21Angle of road crossing90 degrees2DepartmentEngineering22 Road gradient if any3Controlling officialSSE/P.Way/BWT(i) North/East sideLevel4Location at Km.11/2-3(11/000-100)(ii) South/West sideLevel5Controlling stationMKM 23Road Alignment Straight /Curve6In between stationsMKM-BWT7BG/MG/NGBG(i) North/East sideCurve8Single line/Double lineSingle line(ii) South/West sideStraight24Provision of height gaugesProvided 9Normal positionOpen to Road traffic25Type of BarriersLifting Barrier10Interlocked/Non InterlockedInterlocked26Length of check rails10.00m11Means of InterlockingLifting barriers27Road surface in between the barriersCC slabs paving 12Provision of Gate Signals28Length of rumble strips/speed breakers4.50m(i) Up Direction@km11/200-30029Road signsProvided(ii) Dn Direction@km10/800-90030Speed breaker indication boardsProvided13Signalling ArrangementsMACLS31TVU with date9802 of dec.0914Means of CommunicationsMagneto telephone to BWTCensus next due onDec.201215With of the level crossing gate8.0m33Demarcation for placement of detonatorsProvided16Type of Road (NH/SH/Others)SH34No. of gatemen workingTwo17Name of RoadRd. connecting main (Oorgaum village)35Nearest Railway Medical AssistanceBangarapet18Metalled/Non MetalledMetalled36Nearest private Medical Assistance availableRobertsonpet19Approach RoadMetalled37List of equipment available Yes/NoYes20Width of Road8.0m A.1.1 This is an interlocked C class engineering level crossing gate, provided with Lifting barriers. This level crossing gate shall be normally kept opened for the road traffic. It is interlocked with Down and Up gate signals. This gate is under the control of SE/PWAY/BWT and manned round The clock by gatemen one gateman each in 12 hours shift under essentially intermittent roster Issued by the DPO/SBC. A.1.2 Magneto telecommunication is provided between this level crossing and SMs office as detailed in Appendix B. APPENDIX `A' WORKING OF LEVEL CROSSINGS A.2.0 Engineering Level crossing gate No. 7 at Km. 11/12-13(11/600-700) DESCRIPTION OF THE LEVEL CROSSING GATE No. 7 at Km. 11/12-13(11/600-700)1Number of the level Crossing gate7 A Class21Angle of road crossing90 degrees2DepartmentEngineering22 Road gradient if any3Controlling officialSSE/P.Way/BWT(i) North/East sideLevel4Location at Km.11/12-13(11/600-700)(ii) South/West sideLevel5Controlling stationMKM 23Road Alignment Straight /Curve6In between stationsMKM-BWT7BG/MG/NGBG(i) North/East sideCurve8Single line/Double lineSingle line(ii) South/West sideCurve24Provision of height gaugesProvided9Normal positionOpen to Road traffic25Type of BarriersLifting Barriers10Interlocked/Non InterlockedInterlocked26Length of check rails10.0m11Means of InterlockingLifting barriers27Road surface in between the barriersCC slabs paving 12Provision of Gate Signals28Length of rumble strips/speed breakers8.0m(i) Up Direction @km11/500-60029Road signsProvided(ii) Dn Direction @km10/800-90030Speed breaker indication boardsProvided13Signalling ArrangementsMACLS31TVU with date103358 of Dec.0914Means of CommunicationsMagneto telephone to BWT32Census next due onDec.201115With of the level crossing gate8.0m33Demarcation for placement of detonatorsProvided16Type of Road (NH/SH/Others)SH34No. of gatemen workingTwo17Name of RoadRoad connection Bangarapet- Andersonpet35Nearest Railway Medical AssistanceBangarapet18Metalled/Non MetalledMetalled36Nearest private Medical Assistance availableAndersonpet19Approach RoadMetalled37List of equipment available Yes/NoYes20Width of Road4.50m A.2.1 This is an interlocked A class engineering level crossing gate, provided with Lifting barriers. This level crossing gate shall be normally kept opened for the road traffic. It is interlocked with Down and Up gate signals. This gate is under the control of SE/PWAY/BWT and manned round The clock by gatemen one gateman each in 12 hours shift under essentially intermittent roster Issued by the DPO/SBC. A.2.2 Magneto telecommunication is provided between this level crossing and SMs office as detailed in Appendix B. APPENDIX `A' WORKING OF LEVEL CROSSINGS A.3.0 Engineering Level crossing gate No. 8 at Km. 12/4-5(12/200-300) DESCRIPTION OF THE LEVEL CROSSING GATE No. 8 at Km. 12/4-5(12/200-300)1Number of the level Crossing gate8 C Class21Angle of road crossing90 degrees2DepartmentEngineering22 Road gradient if any3Controlling officialSSE/P.Way/BWT(i) North/East sideLevel4Location at Km.12/200-300(ii) South/West sideLevel5Controlling stationMKM23Road Alignment Straight /Curve6In between stationsMKM-BWT7BG/MG/NGBG(i) North/East sideStraight8Single line/Double lineSingle line(ii) South/West sideStraight24Provision of height gaugesProvided9Normal positionOpen to Road traffic25Type of BarriersLifting Barriers10Interlocked/Non InterlockedInterlocked26Length of check rails12.0m11Means of InterlockingLifting barriers27Road surface in between the barriersCC slabs paving 12Provision of Gate Signals28Length of rumble strips/speed breakers8.0m(i) Up Direction @km12/000-10029Road signsProvided(ii) Dn Direction @km12/300-40030Speed breaker indication boardsProvided13Signalling ArrangementsMACLS31TVU with date6640 of Dec.0914Means of CommunicationsMagneto telephone to MKM32Census next due onDec.201215With of the level crossing gate10.0m33Demarcation for placement of detonatorsProvided16Type of Road (NH/SH/Others)Others34No. of gatemen workingTwo17Name of RoadRd. connecting Gold mines quarters35Nearest Railway Medical AssistanceBangarapet18Metalled/Non MetalledMetalled36Nearest private Medical Assistance availableRobertsonpet19Approach RoadMetalled37List of equipment available Yes/NoYes20Width of Road10m A.3.1 This is an interlocked C class engineering level crossing gate, provided with Lifting barriers. This level crossing gate shall be normally kept opened for the road traffic. It is interlocked with Down and Up gate signals. This gate is under the control of SE/PWAY/BWT and manned round The clock by gatemen one gateman each in 12 hours shift under essentially intermittent roster Issued by the DPO/SBC. A.3.2 Magneto telecommunication is provided between this level crossing and SMs office as detailed in Appendix B. APPENDIX `A' WORKING OF LEVEL CROSSINGS A.4.0 Engineering Level crossing gate No. 9 at Km. 13/6-7(13/500-600) DESCRIPTION OF THE LEVEL CROSSING GATE No . 9 at Km. 13/6-7(13/500-600)1Number of the level Crossing gate9 C Class21Angle of road crossing90 degrees2DepartmentEngineering22 Road gradient if any3Controlling officialSSE/P.Way/BWT(i) North/East sideLevel4Location at Km.13/500-600(ii) South/West sideLevel5Controlling stationMKM 23Road Alignment Straight /Curve6In between stationsMKM-BWT7BG/MG/NGBG(i) North/East sideStraight8Single line/Double lineSingle line(ii) South/West sideStraight24Provision of height gaugesProvided9Normal positionOpen to Road traffic25Type of BarriersLifting barrier10Interlocked/Non InterlockedInterlocked26Length of check rails10.0m11Means of InterlockingLifting barriers27Road surface in between the barriersCC slab paving 12Provision of Gate Signals28Length of rumble strips/speed breakers8.0m(i) Up Direction @km13/400-50029Road signsProvided(ii) Dn Direction @km13/600-70030Speed breaker indication boardsProvided13Signalling ArrangementsMACLS31TVU with date11616 of Dec.0914Means of CommunicationsMagneto telephone to MKM32Census next due onDec.201215With of the level crossing gate8.0m33Demarcation for placement of detonatorsProvided16Type of Road (NH/SH/Others)Others34No. of gatemen workingTwo17Name of RoadRd.connection Gold mines quarters35Nearest Railway Medical AssistanceBangarapet18Metalled/Non MetalledMetalled36Nearest private Medical Assistance availableRobertsonpet 19Approach RoadMetalled37List of equipment available Yes/NoYes20Width of Road8.0m A.4.1 This is an interlocked C class engineering level crossing gate, provided with Lifting barriers. This level crossing gate shall be normally kept opened for the road traffic. It is interlocked with Down and Up gate signals. This gate is under the control of SE/PWAY/BWT and manned round The clock by gatemen one gateman each in 12 hours shift under essentially intermittent roster Issued by the DPO/SBC. A.4.2 Magneto telecommunication is provided between this level crossing and SMs office as detailed in Appendix B. APPENDIX `A' WORKING OF LEVEL CROSSINGS A.5.0 Engineering Level crossing gate No. 10 at Km. 14/7-8(14/600-700) DESCRIPTION OF THE LEVEL CROSSING GATE No . 10 at Km. 14/7-8(14/600-700)1Number of the level Crossing gate10 C Class21Angle of road crossing90 degrees2DepartmentEngineering22 Road gradient if any3Controlling officialSSE/P.Way/BWT(i) North/East sideLevel4Location at Km.14/600-700(ii) South/West sideLevel5Controlling stationMKM 23Road Alignment Straight /Curve6In between stationsMKM-BWT7BG/MG/NGBG(i) North/East sideStraight8Single line/Double lineSingle line(ii) South/West sideStraight24Provision of height gaugesProvided9Normal positionOpen to Road traffic25Type of BarriersLifting barrier10Interlocked/Non InterlockedInterlocked26Length of check rails12.0m11Means of InterlockingLifting barriers27Road surface in between the barriersCC slab paving 12Provision of Gate Signals28Length of rumble strips/speed breakers8.0m(i) Up Direction @km14/500-60029Road signsProvided(ii) Dn Direction @km14/700-80030Speed breaker indication boardsProvided13Signalling ArrangementsMACLS31TVU with date12120 of Dec.0914Means of CommunicationsMagneto telephone to MKM32Census next due onDec.201215With of the level crossing gate10.0m33Demarcation for placement of detonatorsProvided16Type of Road (NH/SH/Others)Others34No. of gatemen workingTwo17Name of RoadRd. connecting Gold mines quarters35Nearest Railway Medical AssistanceBangarpet18Metalled/Non MetalledMetalled36Nearest private Medical Assistance availableRobertsonpet 19Approach RoadMetalled37List of equipment available Yes/NoYes20Width of Road10.0m A.5.1 This is an interlocked C class engineering level crossing gate, provided with Lifting barriers. This level crossing gate shall be normally kept opened for the road traffic. It is interlocked with Down and Up gate signals. This gate is under the control of SE/PWAY/BWT and manned round The clock by gatemen one gateman each in 12 hours shift under essentially intermittent roster Issued by the DPO/SBC. A.5.2 Magneto telecommunication is provided between this level crossing and SMs office as detailed in Appendix B. APPENDIX `A' WORKING OF LEVEL CROSSINGS A.6.0 Engineering Level crossing gate No. 11 at Km. 15/2-3(15/100-200) DESCRIPTION OF THE LEVEL CROSSING GATE No. 11 at Km. 15/2-3(15/100-200)1Number of the level Crossing gate11 C Class21Angle of road crossing90 degrees2DepartmentEngineering22 Road gradient if any3Controlling officialSSE/P.Way/BWT(i) North/East sideF 1 in 1004Location at Km.15/100-200(ii) South/West sideF 1 in 1005Controlling stationMKM 23Road Alignment Straight /Curve6In between stationsMKM-BWT7BG/MG/NGBG(i) North/East sideStraight8Single line/Double lineSingle line(ii) South/West sideStraight24Provision of height gaugesProvided9Normal positionOpen to Road traffic25Type of BarriersLifting barrier10Interlocked/Non InterlockedInterlocked26Length of check rails10.00m11Means of InterlockingLifting barriers27Road surface in between the barriersCC slab paving 12Provision of Gate Signals28Length of rumble strips/speed breakers8.0m(i) Up Direction @km15/000-10029Road signsProvided(ii) Dn Direction @km14/200-30030Speed breaker indication boardsProvided13Signalling ArrangementsMACLS31TVU with date4474 of Dec.0914Means of CommunicationsMagneto telephone to MKM32Census next due onDec.201215With of the level crossing gate8.0m33Demarcation for placement of detonatorsProvided16Type of Road (NH/SH/Others)Others34No. of gatemen workingTwo17Name of RoadRd. connecting Gold mines qtrs.35Nearest Railway Medical AssistanceBangarpet18Metalled/Non MetalledMetalled36Nearest private Medical Assistance availableRobertsonpet 19Approach RoadMetalled37List of equipment available Yes/NoYes20Width of Road8.0m A.6.1 This is an interlocked C class engineering level crossing gate, provided with Lifting barriers. This level crossing gate shall be normally kept opened for the road traffic. It is interlocked with Down and Up gate signals. This gate is under the control of SE/PWAY/BWT and manned round The clock by gatemen one gateman each in 12 hours shift under essentially intermittent roster Issued by the DPO/SBC. A.6.2 Magneto telecommunication is provided between this level crossing and SMs office as detailed in Appendix B. APPENDIX `A' WORKING OF LEVEL CROSSINGS A.7.0 Traffic Level crossing gate No. 12 at Km.(15/800-900) DESCRIPTION OF THE LEVEL CROSSING GATE No. 12 at Km. 15/12-13(15/800-900)1Number of the level Crossing gate12 C Class21Angle of road crossing90 degrees2DepartmentTraffic22Road gradient if any3Controlling officialSM/MKM 23(i) North/East sideLevel4Location at Km.15/12-13(15/800-900)(ii) South/West sideLevel5Controlling stationMKMRoad Alignment Straight /Curve6In between stationsMKM-BWT7BG/MG/NGBG 24(i) North/East sideStraight8Single line/Double lineSingle line(ii) South/West sideStraightProvision of height gaugesN/A9Normal positionOpen to Road traffic25Type of BarriersSwing gates10Interlocked/Non InterlockedInterlocked26Length of check rails10.0m11Means of InterlockingSwing gates27Road surface in between the barriersCC slabs 12Provision of Gate SignalsInterlocked with station signals28Length of rumble strips/speed breakers8.0m(i) Up Direction29Road signsAvailable(ii) Dn Direction30Speed breaker indication boardsAvailable13Signalling ArrangementsMACLS31TVU with date2776 as on Sep.06.14Means of CommunicationsMagneto telephone32Census next due onSep.0915With of the level crossing gate8.0m33Demarcation for placement of detonatorsAvailable16Type of Road (NH/SH/Others)Others34No. of gatemen workingManned by centre duty pointsman17Name of RoadBangarapet- Andersonpet35Nearest Railway Medical AssistanceBangarapet18Metalled/Non MetalledMetalled36Nearest private Medical Assistance availableMarikuppam 19Approach RoadMetalled37List of equipment available Yes/NoYes20Width of Road8.0m Working Instructions common to L.C Gates Nos. L.C.No.5 at Km.11/000-100, L.C.No.7 at Km.11/600-700, L.C.No.8 at Km.12/200-300, L.C.No.9 at Km.13/500-600. L.C.No.10 at Km.14/600-700 and L.C.No.11 at Km.15/100-200. These are interlocked engineering level crossing situated in BWT-MKM block section provided with lifting barriers and Multiple Aspect Colour light gate signals and gate Distant Signals in either direction. These gates are normally kept open for road traffic and the gate signals are operated from 2 knobs control panel, These level crossing is manned round the clock by gate men, one gateman each in 12 hours shift under EI' roster issued by DPO/SBC. These level crossing gates are under the control of SE/JE/P.Way/BWT. Magneto telephone communication is provided between these level crossing gates and SMs office as detailed in Appendix `B. Before granting line clear for down train from BWT or before despatching an up train to BWT the station master/MKM shall call the attention of the gatemen on phone and advise them, the particulars of train with its number, description, direction of movement and probable time of departure from BWT/MKM respectively. The gate man shall acknowledge the advice by repeating the train number, description, direction etc., and assure on duty SM/MKM 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. Immediately on receipt of `out report for a Down train from BWT or before the departure of an Up train from MKM, the Station Master/MKM shall advise the gatemen. The gateman shall close and secure the gates against the road traffic and take off the concerned gate signal, in time. These LCs are protected by Up and Down gate stop signals with `G marker, These 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 `G. The extracted key `G 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: 1. Down gate signal 2. Up gate signal In the case of failure of telephone communication between the SM/MKM and the level crossing or when the gateman fails to respond to the telephone calls, the Station master must adhere to SR 16.03 (iii) (b) (2) (iii), issue Caution order to all Down stopping trains entering the block section and also advise Station Master/MKM for the issue of Caution Orders for all Up stopping trains entering the block section vide SR 16.03(iii) (b) (2) (iii). The loco pilots must observe the instructions contained in SR 16.03(iii) (b) (2). The Station master shall advise the TECH.ES/JE/SE/SIG of the section for immediate rectification. The failure of the gateman to attend the telephone call shall be advised to Sr.DEN/SBC. NOTE: 1. 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/MKM should advise the same to the gateman on duty duly communicating a private number in conformation of the cancellation of the movement. This PN shall be recorded in the remarks column of Trains Movement Register. 3.In case failure of power supply from KPTCL and Inverter at this LC, the gateman shall immediately advice the on duty SM/MKM about the failure of power supply, SM/MKM should also arrange to issue caution orders to GDR of a train(s) entering this block section from either end, informing about bland 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) }. In down direction, the following signals are combined. i) The gate signal of LC No.5 is combined with the distant signal of LC No.7. ii) The gate signal of LC No.7 is combined with the distant signal of LC No.8. iii) The gate signal of LC No.8 is combined with the distant signal of LC No.9. iv) The gate signal of LC No.9 is combined with the distant signal of LC No.10. v) The gate signal of LC No.10 is combined with the distant signal of LC No.11. vi) The gate signal of LC No.11 is combined with the Down distant signal of MKM. In the Up direction, the following signals are combined. i) The Up advanced starter is combined with the distant signal of LC No.11 ii) The gate signal of LC No.11 is combined with the distant signal of LC No.10 iii) The gate signal of LC No.10 is combined with the distant signal of LC No.9 iv) The gate signal of LC No.9 is combined with the distant signal of LC No.8 v) The gate signal of LC No.8 is combined with the distant signal of LC No.7 vi) The gate signal of LC No.7 is combined with the distant signal of LC No.5 Both Up & Dn directions signals have the approval of CRS/SBC vide GR 3.07(7) 1. Before granting line clear for a down train to leave BWT or before despatching an up train to BWT. SM/MKM shall call the attention of the Gatemen on phone and advise them the particulars of the train with its No. Description, direction of movement and probable time of departure from BWT or MKM. The gatemen shall acknowledge the advise by repeating the Train No. Description, direction etc.,and assure the on duty SM/MKM that he is ready to close and lock the Gate against the road traffic and take off the gate signal in time. The details of the train, including the time of advise, shall be recorded by the SM on duty and the gatemen in the register maintained separately at the station and at the gate lodes for this purpose. 2 Immediately on receipt of the out report for a down train from BWT or after the departure of an up train from MKM, the SM/MKM shall advise the gatemen who shall close and secure the gate against the road traffic and take off the concerned gate signal in time. An emergency key is provided in the gate lodge for the use during the failure of the gate key. This key is kept in an RKT, which when removed prevents the clearing of the gate signals. This Emergency key shall be extracted by the gateman only after exchanging Private number with the controlling SM. This shall be recorded both at the gate lodge and at the controlling station in the remarks column of the PN exchange register. In case of failure of the LC gate in open condition i.e., due to the failure of lifting barriers, gate key etc., the gateman shall immediately inform the on duty station master under the exchange of private number and arrange to protect the gate by means of safety chains with padlocks and stop boards. Trains shall be piloted across the gate by the gateman on hand signals. The gate shall be treated as a non-interlocked gate and the procedures adopted for non-interlocked shall be adhered to both by the gateman as well as the controlling SM. If the gate fails in closed condition: a) If the barriers are in lowered condition and gateman is able to clear the gate signals, the trains shall be dealt normally. b) If the barriers are in lowered condition and could not be opened due to the failure of winch or locking arrangements, the emergency boom locking key provided in the key box, shall be extracted under the exchange of PN with the controlling SM and the gate shall be opened for the passage of road traffic. JE/SE/P. way of the section shall be informed for immediate rectification. If any barrier fastening or the winch mechanism goes out of order the gateman shall advise the station master on duty, who shall immediately give the message to the concerned official to attend the failure and restore normal working.{SR.16.06 (iii) (a) & (b) }. In case of failure of Magneto Telephone Communication between the station and LC gate or When the Gatemen fails to respond to the telephone calls, the SM/MKM shall issue caution order to the loco pilot of all Up trains entering the block section from his station vide SR 16.30 (iii)(b)(1)(i) and also advise Station Master/BWT under exchange of PN to issue of Caution Orders to loco pilots of all Down trains entering the block section from the other End vide S.R.16.03(iii)(b)(2). During the failure of magneto telephone communication Between the LC gate and the station, SM/MKM shall advise the TECH.ES/JE/SE/SIG. of the section for restoration of the telephonic communication. NOTE: 1. When a train movement is cancelled for which the gateman had been advised to close of the gate, the SM/MKM should advise the same to the gateman duty duly communicating a private number in confirmation of the cancellation of the movement. This PN shall be recorded in the remarks column of Train Movement Register. 2. In case of failure of any one of power supply from AT (OHE), KPTCL or inverter at This LC, the gateman shall immediately advise the on duty SM/MKM about the failure of power supply. If all these power supply in not available, SM/MKM shall also arrange to issue caution order to the GDR of the train entering the block section from either end informing about blank signal. 3. The responsibility of keeping the gates closed and locked against the road traffic for The safe passage of the train without delay lies on the gateman on duty. 4. If any barriers fastening thereof or the winch mechanism goes out of order the Gateman shall advise the SM on duty immediately, and the SM shall give the message To the concerned officials to attend the failure and restore the same. ( S.R.16.06(iii)(a)&(b) ). 5. The working instruction of this level crossing gate is issued separately by the Engineering department. TRAFFIC LEVEL CROSSINGS NO.12 AT KM 15/800-900 (MKM Yard) 1. This is an Interlocked `C Class Traffic level crossing situated between the Down outermost point No.50 and Up advanced starter and provided with lifting barriers. This LC is normally kept opened for road traffic and under the control of station master/MKM. This LC is manned by centre duty pointsman, one man each in 12 hours shift under ``EI roster issued by DPO/SBC. 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. 3.This level crossing is provided with lifting barrier and interlocked with down home and up starter signals and controlled by the gate knob G on the panel. 4.The SM on duty shall depute the centre duty pointsman whenever it is necessary, to close and lock the gates against road traffic and transmit gate closed indication to the sms panel for the passage of train. 5. A single lever ground frame is provided near this level crossing to control the gate. 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. 7. During day time 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. 8. The gateman shall, 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 ` G From single lever frame, insert this key` G 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 SMs shall take off the concerned signals. NOTE: Before extracting key `G from the single lever after lowering the booms, the gateman shall personally ensure that the booms are locked in lowered position. 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 o observing the white light indication shall extract key G normalise the lever and then extract the winch key and open the LC for the road traffic. 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 shall be dealt with strictly according to the provisions contained in GR/SR.3.68 to3.70. d11. Failure of gate in closed condition: (a) If the barriers are in lowered condition and the gateman is able to transmit gate closed indication to the SM, the trains shall be dealt normally. (b) If the barriers are in lowered condition and the gate closed CL indication could not be transmitted, trains shall be dealt with as per the relevant provisions contained in GR/SR 3.68 to 3.70. (c) If the barriers are in lowered condition and could not be opened due to the failure of the boom locking key, emergency key shall be used. This key is secured in electrical key instrument in a glass fronted box, with padlock and key and is under the custody of the on duty SM, The SM on duty shall open the lock and 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. 12. In case of obstruction at/near the level crossing, the gateman shall adhered to the instruction contained in GR. 16.07 and SRs there under. 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 servent 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 or 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. b) 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. APPENDIX `B' B.1 SYSTEM OF SIGNALLING & INTERLOCKING: This is a B Class Station provided with Solid state Interlocking, and Standard I MACL signals. Point No.1 and Signals are operated from the SSI-control panel. Down Home signal No. 6RA at a distance of 300 metres beyond the Down outer most points No. 1 and Down distant cum gate signal of LC No.11 at a distance of 552 metres from the Down Home signal are provided for the reception of Down train on Road-1 or 2. Up starters for Road-1 & 2 and Up Advanced Starter are provided for the despatch of Up trains. Calling-on signals and Signal post telephones (SPT) are provided below Down home signal for the reception of trains on an obstructed road or during failures. The Up Advanced starter is the last stop signal and it is interlocked with the block instrument. This is combined with the up distant signal of LC No.11 at Km.15/100-200. This has the approval of CRS vide GR 3.07(7) The down distant signal works in conjunction automatically with the down home signal on closure of the LC gate No.11 at Km.15/100-200 .Down Home signal is provided with directional type route indicator (Junction Type) to indicate the route set. When the route is set for turn out and the Down Home signal is cleared, the direction type route indicator will display a row of white light towards the turn out. There will not be any display of white light on directional type route indicator of the Down Home signal, if the route is set and the Down Home signal is cleared for the train movement over the main line. The route indication is repeated on the SSI control panel. C marker plate below Calling-on signal is provided on the stem of Down home signal. All the signals are on left hand side. Board to read with legend Loco pilots to pull up to signal No.:- 6RA if the same is at on is provided in rear of Down Home signal. One-Hand crank for point No.1 duly interlocked with concerned signals is kept in SMs office for the operation of points during failure. The aspect of signals are repeated on the panel. Point No.1 is motor-operated, Point No. 101/100 are locally operated and key locked. Position light Shunt Signal numbers 9 on separate post is provided to control shunt movement. These shunt signal display 2 white lights in horizontal position in the `ON' aspect and 2 white lights in the oblique position when they are taken off. Shunt metal token with station code initials and direction is provided in the glass fronted key box for use during shunting operations. SM has to ensure the availability of this shunt metal token before granting line clear. Stop Boards are provided at the fouling point of road-1 & road-2 at the dead end side. A 10 Kmph board is provided on the Down Home signal. Key-C is provided in special EKT in SMs office and it is controlled by Knob No. 8 on the panel. TRACK CIRCUITS The entire portion of the running lines between Down home signal, 4 rail length of calling-on track outside the Home signal, track up to the stop boards at the dead end side are track circuited. Track circuits prevent the signal which protects the track circuited area, from being taken OFF, if the controlling track in advance of the signal is occupied by the train/vehicle or has failed. When occupied/failed indication for a track circuit is available, no attempt must be made to take off the signal protecting that route. 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 track is 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 and padlocked and the route is clear and free from obstruction before permitting such a movement, authorising the Loco pilot to pass the signal at ON. If the calling-on signal cannot be taken off for that movement, train movements over such a route should be permitted only in accordance with the relevant provisions contained in GRs 3.68 to 3.70 and subsidiary rules there under. The SM on duty shall ensure that no conflicting movements are permitted during failure of track circuits. The reliability of track circuit is considerably affected by the formation of rust or oxidisation on the table of the rails. Under such circumstances a Track clear indication may be displayed on the diagram for a track which is actually occupied. At least one movement a day must be made on the track circuited portion. If this has not been done, the line on which there was no movement for over 24 hours shall be deemed prone to rust formation and Rusty Rail caps placed on the relevant Exit Buttons/ Entry knobs on the panel. Vehicles should not be stabled on a track circuited line. When stabling is unavoidable and if the duration of stabling is gauged in advance to be more than 24 hours, the TECH.ES/JE/SE/Sig shall be promptly advised to disconnect the Electrical feed to the track circuits. After removing the stabled vehicles from the line, he shall be advised to reconnect the feed and to issue a certificate in writing that the track circuiting arrangement is safe for normal working. Until this certificate is obtained, Rusty Rail caps shall be placed on the relevant knobs and train movements on that line shall be permitted strictly according to the relevant provisions of GR 3.68 to 3.70 and subsidiary rules there under.. If there was no movement or if there was stabling of vehicles for more than 24 hours (without the Electrical feed being disconnected/re-connected) on a line, the SM on duty shall not rely on the track indication for permitting a movement on to that line. He shall ensure the clearance of the track by physical verification. If the track indications (clear/occupied) are correctly displayed for subsequent movement also, track circuit can be taken to be working normally and the indications relied upon for subsequent moves. Otherwise the track circuit shall be treated as failed, the relevant signals suspended and train movement dealt with strictly according to the relevant provisions of GR.3.68 to 3.70 and subsidiary; rules there under. Rusty Rail caps shall be placed on the relevant signal knobs and the TECH.ES/JE/SE/SIG advised promptly for immediate rectification. While handing over charge, the SM on duty shall make an entry in the Station Diary marking the time at which the last movement was permitted over the track circuited line. NOTE: - 1. Failure messages should be promptly be sent to the TECH.ES/JE/SE/Sig for rectification. The JE/SE of permanent way should also be advised for arranging to clear the table of rails. 2. Failure/Suspension of track circuit and certification of Normal working by the TECH.ES/JE/SE/Sig must be promptly recorded in signal failure register. SSI CONTROL PANEL:- The SSI Control Panel provided under the control of duty Station Master for working points and signals of the Station, consists of a console which provides a clear picture of track circuited portions and their functions, aspects of signals and route indicators etc. together with entrance knobs (signal Knobs), Exit buttons (route buttons), Knob controlling locally worked trap point and individual point knobs. The SSI control panel is provided with built in lock, the key of which when not in use, shall be in the personal custody of the Station Master on duty. The panel can be locked with the knobs in any position to prevent unauthorised interference. Each track circuited portion is represented by a separate distinct colour on the SSI control panel. All knobs shall be restored to the normal position immediately after completion of the purpose for which they were reversed and shall be ensured that they are normally in normal position unless required for any purpose. A power failure acknowledgement button coloured Red is provided at the bottom of the panel below the legend P.ACK. Track circuit indications are provided on the panel. All signals indications are repeated on the panel. Crank Handle IN( white ) & Crank Handle locked (Red) indications are provided on the panel. A route cancellation counter with a white light indication is provided on the panel. The route indicators provided on the Down Home signal are also repeated on the panel. White light indication with counters are provided on panel for - i) Calling-on signal ii) Route cancellation iii) Emergency route cancellation for Calling-on signal. Voltmeter is provided over the panel with low & high level markings to indicate the power supply range. If any STOP Signal or Distant Signal at ON fails to display its most restrictive aspect, the indication for the signal on the SSI control panel will flash and an audible alarm is sounded. In addition a Red light above the `No Signal Aspect Ack button is displayed and will continue to be lit till the fault is rectified. The audible alarm can be stopped by pressing the No Signal Aspect Ack button provided for this purpose on the SSI control panel. But the flashing will continue until the defect is rectified. This flashing indication will be available only when the panel remains unlocked for making any operation. ENTRANCE KNOBS/EXIT BUTTONS:- Adjacent to each controlled signal displayed on the panel, there is an Entrance (Signal) knob and at the end of its governed route, an Exit (Route) button. The entrance knobs pertaining to stop signal are coloured red, the knob controlling locally worked point in green colour and those of shunt signals coloured yellow with signal number engraved on each of them. The exit buttons are coloured white and distinguished by alphabet referring to the individual route at A, B, G &H. The individual point knobs coloured black with point No. engraved on each of them are provided at the bottom of the panel for operating the points individually or locking the same in particular position. Each knob has three positions as N (Normal), C (Centre) and R (Reverse). The knobs shall normally be kept at centre position for normal SSI functions, and shall be turned to N or R for the purpose of individual operation when necessary. The points position is shown near the individual points knob by means of green lamp (above N) indicating the points being set, locked and detected in normal position and by means of yellow lamp (above R) indicating the points being set, locked and detected in reverse position. If the point do not set and lock properly the corresponding indication lamp pertaining to the failed position of the point will continue to flash on the SSI control panel. The duty stationmaster is responsible for keeping SSI control panel neat and clean and shall report for replacement of illumination lamps when become necessary. The signal knobs for the reception and despatch signals are coloured red, the calling-on signal knobs are coloured red with yellow band, shunt signal knobs are coloured yellow and the knob controlling locally worked point in green colour. They are provided on the panel near the respective signals/location on the panel. Concerned Knob number is engraved at the centre of the knob. These knobs have two positions Normal and Reverse. All knobs should be restored to normal position immediately after the completion of the movement for which they where reversed and shall be ensured that they are normally in their normal position unless required for any safety purpose. CRANK HANDLE: One Crank Handle for Point No.1 is provided at the station House to crank the points during failure. Group-I Point No. 1 Crank handle welded with Hepper's key duly interlocked with concerned signals, except the Up Advanced Starter are provided in an Electrical Key instrument provided in the duty SM's office, for hand cranking the points during failures. The interlocking is such that once the crank handle is extracted from the, Electrical Key instrument, concerned signals cannot be cleared. Similarly when any of the signals are cleared the crank handle cannot be extracted from its Electrical Key instrument. In the point machine, lids are provided with lock to secure the key holes. The lids should be unlocked before inserting the crank handle release lock and crank handle. The lid key and crank handle release lock key are kept in the glass-fronted box. When the crank handle is properly secured in its Electrical Key Instrument and if it is free to be extracted, a White light crank handle IN indication is displayed near the legend 'CRANK HANDLE' on the SSI control panel. When it is not possible to extract, a Red light indication will be displayed. When the crank handle remains extracted, all the signals except Up Advanced Starter signal cannot be taken off. Similarly when a signal other than these 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 working points are set to the required route from the panel then only he shall extract the crank handle A push switch is provided near the crank handle. To extract the crank handle the push switch shall be pressed. As soon the push switch is pressed a deflection will be there in the Electrical Key Instrument. After observing the deflection the Station Master shall turn the crank handle gently in the anti-clock wise direction and extract the crank handle from the Electrical Key Instrument. When the crank handle is extracted the white light indication will disappear on the panel. The interlocking of the crank handle with the crank handle lock key is done in such a way that the crank handle cannot be inserted in to the point machine unless the crank handle lock is unlocked by the crank handle lock release key. If the points fail to set or if the points could not be set from the panel, the duty Station master shall make use of the crank handle to set the points locally. He shall keep the concerned point knob in the required position, extract the 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. 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, 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 signal gets cleared, clamping of points is not necessary .If the signals fail to respond, facing and trailing points should be clamped and pad locked before allowing any train/shunt movement over the points. All trains should be dealt with strictly in accordance with the relevant provisions contained in GRs 3.68 to 3.70 and subsidiary rules there under. Whenever the crank handle is utilised to operate a point, necessary entries in the crank handle register should be made promptly with the details like Date, time, train No., .Point No., reason, etc. and the TECH.ES/JE/SE/SIG shall be advised immediately to restore normal working early. When the TECH.ES/JE/SE/Sig require the Crank Handle to attend any repair or maintenance work, he shall give requisition, making necessary entries in the crank handle register and issuing disconnection notice in form S&T/ T.351 to SM on duty specifying the reasons thereof and the point numbers. On receipt of this requisition SM on duty shall give due consideration to train movement and hand over the point machine lid key, Crank Handle release lock Key and Crank Handle location box 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 at the location and locking the Crank Handle location box and ensure the availability of Crank Handle IN free indication on the panel. The TECH.ES/JE/SE/Sig and SM on duty shall promptly make the relevant entries while taking over/handing over the keys in the Crank Handle register maintained for this purpose at the station. Joint testing of the disconnected gear shall be done by the SM on duty and TECH.ES/JE/SE/Sig for the proper working of the disconnected gear. Then TECH.ES/JE/SE/Sig shall issue reconnection memo to the SM on duty to resume normal working B.4.13 When a crank handle remains with the TECH.ES/JE/SE/SIG, all the points should be deemed to have failed, set locally, clamped, padlocked, the padlock keys retained in the personal custody of the SM on duty and the TECH.ES/JE/SE/SIG working at the points advised, before permitting any movement over the points. SETTING OF ROUTE To set a route and to signal a train forward from one signal to the next, the duty Station Master, when everything is alright, including the relevant track circuit being clear, shall unlock the SSI control panel and turn the relevant entrance knob as detailed in the table of movement, through an angle of 90 in the direction of movement and press the appropriate Exit button. If the relevant line is clear (unoccupied) and no conflicting move is set up or taking place, all the relevant points for the intended route including the isolating point will operate as required (N or R position) and a row of white lights get lit on the whole length of the route thus set up to the next relevant signal and the entrance signal gets taken off. As the train passes the signal, the signal goes back to ON position, and as the train enters the track circuited position on the route, the white route lights progressively turn red and get extinguished as and when the tracks are cleared by the train provided the entrance knob has been turned to normal position mean while. In case the signal knob continues to remain in the reverse position, the white route lights would reappear as the track gets cleared of the train. When a route is initiated, it normally takes about 5 seconds for setting of point to the required position and appearance of route lights. During this period, the points repeat indication lamp will flash and correct indication will settle after the points are correctly set, locked and detected. NOTE:- While initiating the route, ensure that the individual points knobs on the route are kept in their C position. 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 route signal SR. 3.36 (ii) must be adhered to. Normally after a signal has been taken off, the route shall not be cancelled. The route cannot be cancelled once a train passes the signal. If, however, it is necessary to cancel the route under SR. 3.36(ii) for any reason before the train passes the signal, the Station Master on duty must normalise the signal to "ON" aspect and the route will be cancelled automatically after a lapse of 120 seconds. For all the signals except Advanced Starter signal and starter signals, the route will be held in the locked up position for 120 seconds after the signal has been normalised. For starter signals the route will be held if:- (i) If the berthing track is occupied or (ii) Home signal is taken off ( in case of main line starter.). There is a digital counter with an indicator below the legend `Route Cancellation' provided on the panel. The appearance of the `white' light indicates the commencement of the route cancellation and disappearance of the white light indicates that the route is cancelled. The number on the digital counter will change to the next higher number. NOTE:- (1) A route cancellation is permitted for only one route at a time. If any reason more than one route cancellation is required it is possible only in succession and not simultaneously. The fact may be recorded clearly in the route cancellation register. 2. Route cancellation must be done in accordance with the instructions contained in SR. 3.36(ii). 3. Every route cancellation shall be entered in the route cancellation register with the number on the digital counter with reasons for cancellation. Station Master should make an entry in the train signal register specifying the number displayed on the counter while handing over and taking over charge. The Station Master on duty should maintain the route cancellation register. An entry in detail with date & time of cancellation for train No/shunt move, reasons for route cancellation and counter reading should be made. BACK DOOR KEYS OF BLOCK INSTRUMENT Back door of 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 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. CALLING ON SIGNALS (Ref GR 3.13) Calling-on signals No. 6RB are provided below the Down Home signal No. 6R A. Plate bearing letter `C' is also provided just below the Calling-on signal. The Calling-on signal is intended to receive a train on an occupied/obstructed road or when one or more of the track circuit on that route have failed or when the home signal has failed. Before clearing the Calling-on signal, the SM shall ensure that it is absolutely necessary to receive the train on that road and train can be berthed clear of the fouling mark/starters. Track circuit No. C6T are provided at the foot of the Down Home signal. SM shall ensure that the train occupies the Down calling-on signal track and stops, after ensuring setting of the required route, SM shall turn the knob 6RB as the case may be to clear the calling-on signal. 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. Individual knobs are provided to operate the Down Calling-on signals. These knobs have two positions - "N" (Normal) and "R"(Reverse). A Numerical counter is provided at the top corner of the panel for Down Calling-on signals. 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 below 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 below 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. 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 After ensuring the complete arrival of a train received on Calling-on signal the SM on duty shall put back the calling-on signal knob to normal. Once the signal knob is normalised, the route light gets disappeared, if not Calling-on emergency route release should be used. 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 SSI control panel alone for this purpose Calling-on emergency route release button, coloured white is provided on the panel to release the route during track circuit failure other than berthing track. This button has to be pressed after ensuring complete arrival of the train physically by the SM on duty, duly putting back calling-on signal knob. Route will be released after a time lapse. SM has to enter the counter reading with details in a register specially maintained for this purpose. Appropriate entries in the Route Cancellation Register should promptly be made when a calling-on signal route is cancelled as above said, specifying the reasons thereof and the number displayed on the cancellation counter before and after the route cancellation. SIGNAL POST TELEPHONE (SR 3.69(X) ) Signal Post Telephone with paging and talk back system is provided in cabinet on the Down Home signal post. They are connected to similar talk back phone provided in SMs office with in-built lock. When the Down 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 on audible sound and visual indication in the station masters office to call 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 taken off. If it is due to signal failure /suspension, the duty SM shall set the route correctly, clamps and padlock all the points for the required route and ensure clearance of line and communicate the following message. Which the Loco pilot shall record in 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 10 KMPH. Private number (i) ( in figure). (ii) (in words) * Strike out which are not applicable. NOTE:- 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 Loco pilot speaking to him. FUNCTIONS /DESCRIPTION OF KNOBS ON THE PANEL: Knob No.Description Crossover Point on Road-1 and road-2, BWT end to 5Spare6SA Up starter - Road-1.6SB Up starter - Road-2.6RADown Home signal6RBDown Calling-on signal below down Home signal7Spare8 Control knob for point key C.9 Down shunt signal at BWT end10 Up Advanced Starter.11-20SpareGGate control knob for LC No.12 at Km.15/800-900 ENTRY / EXIT BUTTONS: A, B, G and H . Point No.100/101 are locally worked and key locked. TABLE OF MOVEMENTS Sl. NoDescription of MovementsTURN KNOBPRESS BUTTON.A.RECEPTION OF A DOWN TRAIN FROM BWT ON:Road-1 G, 6RAARoad-2G, 6RABB.DESPATCH OF AN UP TRAIN TO BWT FROM:Road-1G,10, 6SAH, GRoad-2G,10, 6SBH, GC.RECEPTION OF A DOWN TRAIN ON CALLING-ON SIGNAL FROM BWT ON0Road-1.G,6RBARoad-2.G,6RBB Sl. No.Shunt MovementStation Master To turn knobPress buttonShunt from Down shunt No 9 at BWT end to clear of Up Starter No. 6SA of Road-1.G,9AShunt from Down shunt No 9 at BWT end to clear of Down Starter No. 6SB of Road-2.G,9BShunt from Up Starter No 6SA of Road-1 to clear of Down shunt No. 9 at BWT endG,6SAGShunt from Up Starter No 6SB of Road-2 to clear of Down shunt No. 9 at BWT end.G,6SBG TELECOMMUNICATION Magneto Telephone Communication with number of rings to call each other are provided between the station House and the following locations :- 1.Ciruit No.1 Station House 0 (One ring) LC no.12 at Km.15/800-900 to call each other 2.CIRCUIT NO. 2 Station House 0 (One ring) Down SPT to call each other. 3.Circuit No.3 1. SM's office .. O (One ring) 2. CNC/Champion .. OO (Two rings) 3. CNC/Oorgaum .. OOO (Three rings) 4. CNC/Coromandal .. OOOO (Four rings) 5. SMs Office/BWT .. OOOOO (Five rings) 4. Circuit No.4 1. SM's office .. O (One ring) 2. LC no.11 at km.15/100-200 ..OO (Two rings) 3. LC no. 10 at km.14/600-700..OOO (Three rings) 4. LC no. 9 at km.13/500-600 ..OOOO (Four rings) 5 Circuit No.5 1. SM's office .. O (One ring) 2. LC no.8 km.12/200-300 ..OO (Two rings) 3. LC no. 7at km.11/600-700 ..OOO (Three rings) 4. LC no. 5at km.11/000-100 ..OOOO (Four rings) Failure of Telephone communication shall be reported to the TECH.ES/JE/SE/Sig. of the section for immediate rectification. APPENDIX C Raksha Kavach - NIL - APPENDIX D DUTIES OF THE STAFF D.1 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 duty roster issued by DPO/SBC. Ensuring the availability of essential equipments. D.2 Duty Station Master:- He is over all in charge for train/shunting operation at the Station during his duty hours. He shall ensure proper co-ordination is maintained by all staff under his control in the respective shift duty, personally operate the SSI control panel, consult control regarding train movements and act according to his instructions, provide timings and other particulars pertaining to the train movements, maintain the prescribed registers, caution orders, etc. keep necessary isolation as required and adhere to all instructions relevant to him, as laid down in the SWR, GRS, BWM, Accident manual and other instructions issued from time to time through circulars. D.3 Points man/TRH: He shall clean the points regularly, assist the Duty Station Master in issuing caution order/Memos to receive trains, clamping the points during failure and keeping the Stations essential equipments and the SSI control panel clean and tidy. Obtain signature of the guard of stopping train in the train Intact arrival register, perform shunting operations as per the instructions of SM on duty,Manage the duties of gateman and carry out any other instructions issued to him by the Station Master. D.4 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 of achieving better result in safe and efficient transportation. .APPENDIX `E' ESSENTIAL EQUIPMENTS AT THE STATION Sl. No.Description of essential EquipmentsMinimum Quantity atSMs OfficeLC No. 12 at Km 15/800-9001Hand Signal flags Red 3 - Green2 - Red 1 Green2Hand Signal lamps - Flashing333Detonators2010 4Safety Chains with padlocks2- 5Clamps with Padlocks4- 6Skids4- 7Line Block Caps1- 8Line Blocked Caps2- 9Trolley lorry on Line Caps1- 10Rusty Rail Caps2- 11Caution in force boards1- 12Station bell1- 13Fire buckets with Sand2- 14Fire buckets with Water2- 15Padlocks with keys4- 16Pouches for Section Token4- 17Wall Clock11 18Equipment list1119Tommy bar-120Water Pot/Bucket-121Stop Board-222Banner Flag with pole-223Poles for exhibiting signal lamp-224Emergency chain with padlock-2 The SM shall ensure that the prescribed quantity of the above-mentioned essential equipments is made available exclusively for train dealing duties. APPENDIX `F Rules for working D class stations, Halts, IBH, IBS and Outlying sidings: - BEML Nagar (BEML) is the halt station at a distance of 7.6kms from BWT. There are three CNC stations namely Coromandal (COL), Oorgaum (OGM), and Champion (CHU) at a distance of 9.35KMs, 11.86Kms and 14.05Kms respectively from BWT station in the BWT-MKM block section . All these stations are provided with high level platforms and station warning boards. Instructions for working in outlying sidings of OGM and COL have been issued in para 8.6. APPENDIX `G Rules for working of trains in electrified sections:- The Sr. Divisional electrical Engineer / TRD/SBC issue this appendix separately. SOUTH WESTERN RAILWAY BANGALORE DIVISION Station Working Rules: Date of Issue:10-01-12 No. B.24 /MKM. Date on which brought into force: MARIKUPPAM) (TERMINAL YARD) NOTE:- 1.This station working rules supersedes the station working rules No.B.24/MKM dated 01.04.2008. 2.The Station Working Rules must be read in conjunction with the General & Subsidiary rules and the Block working manual. These rules do not in any way supersede any rule in the above mentioned books. 3. These station working rules shall also be read in conjuction with the traction working instructions issued to suit 25KV spl traction working instructions 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.(B/SG/RD/MKM/24/2008/Alt.2Signalling Plan No(IPU1356A/Alt-4P. Way Plan No(B/MKM/9Layout diagram No(B/MKM/P/4 DESCRIPTION OF THE STATION:- GENERAL (LOCATION) 1.MARIKUPPAM is a B Class terminal station on the BANGARAPET Junction. MARIKUPPAM single line electrified Broad gauge section of South Western Railway on E route. It is situated at a distance of 16 Km from BANGARAPET station. BLOCK STATIONS ON EITHER SIDE AND THEIR DISTANCES:- Bangarapet is the adjacent Station at a distance of 16.00 KMs. There are three D class stations and one train halt in BWT MKM block section. Coromandal with code name COL, Oorgaum with code name OGM and Champion with the code name CHU are the D class stations and BEML Nagar with code name BEML is the Halt station. SL.No.ADJACENT BLOCK STATIONCODEINTER DISTANCE.DIRECTION1.BANGARAPET JN.BWT16 KmsUP ,SBC. End BLOCK SECTION LIMITS ON EITHER SIDE OF THE STATION ON DIFFERENT DIRECTIONS: - MKM-BWT Block Section commences at the Up Advanced starter No. 10. The Station Limits extend from the Down Distant Signal to the Buffer stop at MKM end. Between stationsPoint from which the block section commencesPoint from which the block section ends.MARIKUPPAM BANGARAPETUp Advanced Starter signal No. 10Up Advanced Starter signal No. 10     PAGE  PAGE 29 B.24/MKM (J. Chandrashekhar) ( K.E.ANSAR) (K.RAMAKRISHNA) DSTE/SBC DOM/SBC DSTE/RE/SC/SBC (VIJAYA MALYA) (RAVIN PANDEY) (T.RAMESH BABU) Sr.DSTE/SBC Sr.DOM/SBC Dy.CSTE/RE/SC  PAGE 49 B.24/MKM (J. 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