ࡱ> g bjbjVV \r<r<$>>#####$###P $%<#$-@d-(---...z||||||"%||#<..<<|##--4fJfJfJ<6#-#-zfJ<zfJfJn T -P p|=bf0h &F8 &@** &#>(.B38fJz69t...||RH...<<<< &.........> ^": @I SOUTH WESTERN RAILWAY BANGALORE DIVISION Station Working Rules: Date of Issue: 01-08-2012 No. B.51 /NYH. Date on which brought into force: NAYANDAHALLI NOTE:- These Rules supersedes the Station Working Rules B.51 dated: 27.09.2006. The Station Working Rules must be read in conjunction with General and Subsidiary Rules, Block Working Manual. These rules do not in any way supersede any rule in the above-mentioned books. These rules should also be read in conjunction with traction working instructions for 25 KV AC Traction pertaining to "NYH". 1. STATION WORKING RULE DIAGRAM:- The enclosed Rule diagram based on Signalling Plan and P. Way Plan shows the signalling features, track circuited portions, names of the adjacent stations, the normal setting of points and other details pertaining to day-to-day working. Complete layout of the station yard, gradients, holding capacity of individual lines, distances of adjacent stations etc. are reproduced from the enclosed layout diagram. Rule Diagram No.(SBC/SG/CN.7/2006./ALT.2Signalling Plan No(IPU 1181/ ALT.2P. Way Plan No(CN/BNC/TR/181-2003/R.Layout diagram No(B/NYH/T/17 DESCRIPTION OF THE STATION:- GENERAL( LOCATION). NAYANDAHALLI is situated in the Bangalore City Mysore junction Broad Gauge line at a distance of 7.400 Km from Bangalore City Junction Electrified Double line section. This is a B Class station with Double line working towards Bangalore City and Kengeri. The code of this station is NYH. 2.2 .BLOCK STATIONS ON EITHER SIDE AND THEIR DISTANCES:- BANGALORE CITY at a distance of 7.400 Km on the Bangalore City side and Kengeri at a distance of 4.818 Km on MYSORE JUNCTION side are the adjacent block stations. 2.3 There is a D class station/Train Halt, JNANABARATHI (GNB) in NYH-KGI block section at a distance of 1.350 Km from NAYANDAHALLI. There is no D class Station in NYH-SBC section. SL.No.ADJACENT BLOCK STATIONCODEINTER DISTANCE.DIRECTION1.BANGALORE CITY Jn.SBC7.4 KmsUp SBC Jn. side2.KENGERIKGI4.818 Kmsdown, MYS Jn. side 2.4 BLOCK SECTION LIMITS ON EITHER SIDE OF THE STATION ON DIFFERENT DIRECTIONS: - Between stationsPoint from which the block section commencesPoint at which the block section ends.NAYANDAHALLI BANGALORE CITY Jn up lineUp Advanced Starter signal No. 8 of NYH at SBC end on Up line.Block Section Limit Board which is 180 M ahead of HOME signal no.80 of SBC at KGI end on Up line. BANGALORE CITY Jn NAYANDAHALLI down line Down Advanced Starter signal No10 / ( D of SBC at NYHI end on Down lineCatch Siding point No. 65 of NYH at SBC end of Down line.NAYANDAHALLI KENGERI down lineDown Advanced Starter signal No. 25 / ( D at KGI end on Down line.Outer most facing point no.65B of KGI at NYH side on down line NAYANDAHALLI KENGERI up lineUp Advanced Starter signal No. 8 of KGI on NHY end of Up line.Block Section Limit Board which is ahead of point NO.60 at KGI end on Up line. The Station Limits extend from the Up Distant Signal to the Down Distant Signal. 2.5 GRADIENTS: - Sl. No.Direction LineFromToInter distance in metresGradientsectionUpRd-1 to 4Centre Line of the Station.457.46m457.461 in 260 rising towards SBCStation section.UpUp line457.46m1249.46m7921 in 70 rising towards SBCStation section./ Block sectionDown line457.46m1219.70m762.241 in 70 rising towards SBCStation section./ Block sectionUpUp line1249.46m1319.46m70LevelBlock sectionDown line1219.70mEnd of station limit -1 in 70 rising towards SBCBlock sectionUpUp line1319.46mEnd of station limit -1 in 70 rising towards SBCBlock sectionDownRd-1 to 4Centre Line of the Station.887m8871 in 260 falling towards KGIStation section / Block section.DownUp & Down887m1306m4191 in 70 falling towards KGIBlock section.DownUp & Down1306m End of station limit -1 in 500 falling towards KGIBlock section. LAYOUT: This station is provided with FOUR running lines with High Level Platform for Road-1 & 4 and High Level Island Platform for Road-2 & 3. Road- 1 is the common loop and Road-4 is the Up loop line. Road-3 & 2 are the Up & Down main lines respectively. Snag Dead ends are provided on either end of Road-4 & Kengeri end of Road-1. Overrun line is provided at SBC end of Road-1. Crossovers are provided at either end of the yard in such way that Road-1 is common loop line. The office of the Station Master is situated on the Platform of Road-1. RUNNING LINES, DIRECTION OF MOVEMENT AND HOLDING CAPACITY. Running Lines.Direction of Movement.Holding CapacityLength (CSR)Type of PFLength of PFRoad 1Reception and Despatch of Up & Down trains58 BOXN+2E+1BV686 mHL470 mRoad 2Reception and Despatch of Down trains58 BOXN+2E+1BV686 m ISLAND470 mRoad 3Reception and Despatch of Up trains58 BOXN+2E+1BV686 m ISLAND470 mRoad 4Reception and Despatch of Up trains58 BOXN+2E+1BV686.MHL390m NON RUNNING LINES:- NIL ANY SPECIAL FEATURES IN THE LAYOUT:- There is a continuous falling gradient as steeper as 1 in 70 towards the station at SBC side of the yard and away from the station at KGI end of the yard. In view of this continuous falling gradient a Catch siding is provided at SBC end on Down line and a slip siding is provided at KGI side of down line as well as KGI side of Up line. Catch Siding: - The Catch siding takes off at catch siding point No. 65. The catch siding point is located at a distance of 412.39 m in advance of Down Home Signal on down line. The catch siding point shall normally set to the catch siding except when a train movement has to be made over it. This point can be set towards the running line/Down Home signal can be cleared only when the TCF with TOL condition is available on NYH-SBC Block Instrument and when the train occupies the track in rear of Down Home signal or conditions for run-through Down train on Down Main line are fulfilled i.e. starter for road 2 and down advanced starter have been taken off.. All down goods trains and other down trains scheduled or intended to be stopped at this station shall be brought to a dead stop in rear of the Down Home signal before being received into the station. No down goods train is permitted to run-through without stopping at Down Home Signal. In case of reception of a Down stopping train, when the said train comes to a stop and occupies the track No: C 32T in rear of the Down Home signal, an alarm buzzer would sound in the panel indicating its occupation on C 32T. The Station Master shall acknowledge the same by pressing the approach acknowledgement button on the panel to stop the buzzer. After ensuring that the train has stopped in rear of Down Home signal, SM should clear the Down home signal by operating concerned signal knob & exit button. The catch siding point will be reversed and signal will be cleared after a delay of 120 seconds. On completion of train movement over the catch siding point, when its point track circuit gets cleared, an alarm buzzer would sound to alert the Duty SM to restore the catch siding point to normal. The buzzer would stop when the catch siding point is restored to normal position. An emergency push with counter is provided in SMs office with lock. The key of the lock shall be kept under safe custody of SM on duty. During the failure / Suspension of Block Instrument the Catch Siding point can be set to reverse only after operating Emergency push Switch. The following conditions should be strictly adhered for Down Mail / Express train or any Down train other than Down goods train which has to be run-through: - Road-2 (Down Main line) should be free and the train shall be dealt on Down main line only. Line clear has been obtained on the Block Instrument pertaining to NYH-KGI section. All the required points / Route favourable for run through are set by operating concerned entrance knobs and Exit buttons. i.e. Down despatch signals for down main line (Down advanced starter and Down starter) are taken off. After granting line clear to SBC on Block Instrument and after getting the TOL condition on TCF dial, then fulfilling the above said conditions the SM on duty shall clear the reception signal by operating concerned entrance knob(i.e. 32A) and exit button(B). In the event of failure / Suspension of SBC NYH down block instrument, the catch siding point can be set after operating Emergency Push Switch provided on the panel. The Emergency Push Switch shall be pressed and then concerned entrance knob and exit button should be operated to receive a Down train. The Catch siding point would be set to Reverse with a time delay of 120 seconds after the down train occupies the in rear of Down Home signal or after clearing down advanced starter and down starter for road 2.. When a stopping train has to be received during the failure of alarm buzzer or during the failure of track circuit No. C32T, the duty Station Master shall ascertain the stoppage of train in rear of Down Home signal and deal the train on signal During the failure of Emergency push the Catch siding point has to be cranked. In the event of failure of Down Home signal, the duty SM shall arrange to receive the train on alternate means like; Calling on signal, Signal post telephone or admitting the train on written authority on Form T/369 (-3b) vide GR/SR 3.69 respectively (order of preference). NOTE: The catch siding points shall invariably be reset to normal immediately after completion of the movement by normalising the entrance knob (i.e. concerned signal knob) or by operating point knob to normal. During failure of point ,Crank Handle should be used to normalise the point. Slip Siding Point: - Due to the falling gradient in the yard towards MYS side slip sidings are provided on Up and Down main line at MYS side and slip sidings takes of at point No. 50 & 51 respectively. The Down starter signals and Up Home signal are interlocked with the slip siding point No. 51 & 50 respectively. The Slip Siding point shall normally set to the slip siding except when a train or shunt movement is to be carried out on the running line. The slip siding point No. 51 can be set towards the running line only when the line clear has been obtained from KGI on the block instrument. The slip siding point No. 50 can be set towards the running line only when the line clear has been granted to KGI on the block instrument. When everything is ready, on duty Station Master shall set all the points on the route and, clear the concerned signals by operating concerned entrance knob and exit buttons. On completion of train movement over the slip siding point track circuit gets cleared; an alarm bell would ring / Buzzer will Sound to alert the duty SM to restore the slip siding point 50/51 to normal. The alarm bell / Buzzer sound would stop when the slip siding point No. 50/51 is normalised and the normal indication appears on the panel by way of operating the concerned entrance knob to normal or when concerned slip siding point is normalised through point knob or Crank Handle. Individual emergency push switch with a digital counter is provided on the panel for operation of the concerned slip siding point during failure / suspension of NYH-KGI section block instrument or for any emergency operation. Note: - a. The operation of any emergency push switch (catch/slip siding) shall be recorded in a separate register maintained for this purpose indicating date, time, counter number before and after use, reason for the usage, etc. b. Stabling of vehicles on the slip siding / Catch siding is strictly prohibited LEVEL CROSSINGS: - LC No. Class Dept.LocationTypeNormal PositionWhether InterlockedProvision of Tele-phoneLC No.9 A Class Engg.9/300-400 NYH-KGILifting BarrierOpen to road trafficinter lockedProvided NOTE: - 1) Refer appendix A for detailed gate working instructions. 2) Station staff shall promptly attend to the telephone call from the LC gate without fail as any call could also be for reporting any emergency. SYSTEM AND MEANS OF WORKING: 3.1 SYSTEM OF WORKING: The Absolute Block System on NYH-SBC & NYH-KGI block sections are in force at this station. MEANS OF WORKING: -Double line Modified SGE lock and Block Instruments provided in SMs office for NYH-SBC & NYH-KGI block section. Block proving axle counters are provided for NYH-SBC & NYH-KGI block section and resetting boxes are provided in SMs office for NYH-SBC & NYH-KGI block sections. 3.2 Only the Station Master on duty shall operate the Block instruments /Block Telephone/SPT/Panel for train movements and the instruments shall be kept locked after each operation and the keys being kept in his personal custody. The SM shall operate block instrument in the manner laid down in BWM, he shall maintain train signal register (TSR) and make entries instantly and sign against each such entry. The off aspect of the Advanced Starter signal constitutes the authority to proceed for the loco pilot of the departing train to enter Block Section ahead. Up and Down Advanced Starter signals are the last stop signals and they are inter locked with respective Block Instrument. The Advanced Starter signal can be taken `OFF only when the line clear has been obtained through the block instrument from the concerned Block Section in advance. CUSTODY OF KEYS The following keys shall normally be kept in the personal/safe custody of the station Master on duty. SM's key of block instruments. SMs keys of double key lock on the block instruments. Padlock keys of point clamps. Padlock keys of safety chains. SMs key of the double key lock pertaining to relay room. RRI-Control panel key. Padlock key of the emergency push switch of catch siding point no.65. h) keys of point machine lid cover lock and Crank Handle release lock. i) Keys pertaining to telephones connected to SPT. j) BPAC Reset Box keys. 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 Route Relay Interlocking set to standard-II-R Multiple Aspect Colour Light Signalling arrangements (Operated from the RRI panel) with Distant, Home, Starter and Advanced Starter signals in each direction. The entire yard is track circuited, Calling-on-Signal & SPTs are provided below Up & Down Home signals, Crank Handles are provided at the station House, Motor operated points, BLOCK PROVING AXLE counters at SBC and KGI end, Counters for Calling-on signal, route cancellation, emergency calling-on route cancellation, counters for emergency pushes and resetting boxes for BPACs are provided. (See Appendix `B for details). CUSTODY OF RELAY ROOM KEY AND PROCEDURE FOR ITS HANDING OVER AND TAKING OVER BETWEEN STATION MASTER AND S& T MAINTENANCE STAFF: - The Relay Room is provided with a double key lock. One key is to be retained by the Station Master on duty and the other key by the TECH.ES/JE/SE/Sig. Whenever it is required to open the relay room, the TECH.ES/JE/SE/Sig shall requisite the key from the SM on duty, duly filling in the relevant columns of the Relay Room key register maintained at the Station. The SM on duty shall hand over the key to the TECH.ES/JE/SE/Sig. After the work in the Relay Room is completed, the Room shall be locked with double lock which shall be ensured by Duty Station Master. The key shall be returned to the SM on duty, duly completing the entries in the relay room key register. The Relay Room key register shall contain the following columns:- 1) Time and Date of key requisition. 2) Purpose for which the key is required i.e. attending to failure, routine maintenance etc. 3) Whether the work in the relay room will affect the normal working of points, signals, block instruments etc., 4) Signature, name and designation of the TECH.ES/JE/SE/Sig requesting the key. 5) Signature of the SM on duty with time. 6) Time and Date of Returning the key to the SM on duty after locking the room properly with both the keys. 7) Remarks regarding normal working of the points, signals, block instruments etc., 8) Signature, Name and Designation of the TECH.ES/JE/SE/Sig returning the key. 9) Signature of the SM on duty receiving the key with time after duly ensuring that the room is locked properly with both the keys. 10) Remarks. If an endorsement is made in the Relay Room Key Register by TECH.ES/JE/SE/Sig that the work will affect normal working of points/signals/block working etc., the Station Master shall obtain Form. No. S & T (T/351). from TECH.ES/JE/SE/Sig (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 obtain signature in Form S&T/MR and follow the normal procedure for dealing trains. NOTE:- The SM on duty shall not hand over the key to TECH.ES/JE/SE (Sigg) immediately after an accident involving points/signals/interlocking etc., at the station until after fully satisfying that the necessary readings have been recorded by the competent official(s). POWER SUPPLY: 4.3.1 Power is available from OHE and KPTCL to the rotary switch board. In addition Integrated Power supply( IPS) and Generator supply are extended directly to the control panel and signals during the failure of OHE and KPTCL supply. 4.3.2 Preference of Power supply to the signalling installation to be adhered is as follows:- i) OHE AT supply ii) Karnataka power transmission Corporation Limited (KPTCL) 4.3.3 A rotary switch is provided to select the power supply to the signalling installation. The rotary switch should be operated manually to select the power supply. Auto changeover facility is also provided. 4.3.4 There are clear marking on the switchboard to indicate which position will connect OHE & KPTCL supply. The switch shall normally be kept in the OHE supply position. 4.3.5 MCBs are provided for incoming and outgoing power supplies. The lever on the MCB will be upwards in ON position and indication lamp will be glowing if the corresponding power supply is available. 4.3.6 Whenever there is failure of power supply the corresponding MCB is checked to see if it has tripped. The MCB is to be switched to ON position in case of tripping. If it trips repeatedly or the supply is not forth coming from the source, supply from the generator source is to be extended. 4.3.7 When the extended supply fails a warning bell sounds and a Red light appears above the P ACK button on the panel. The warning bell ceases to sound when the button is pressed but the Red light indication remains. Then the SM shall extend the supply from the next alternative supply if it has not been changed automatically. Again the warning bell sounds. The SM shall press the P ACK button. This stops the warning bell and Red light disappears. 4.3.8 When the failed power supply resumes the selection of power supply shall be done as per the preference detailed in Para 4.3.2. During the failure of power supply from the rotary switch board ( OHE or KPTCL), IPS supply is extended to the control panel and signals automatically. IPS supply to panel and signals stops when either one of the other sources of power supply resumes. 4.3.9 This station is provided with integrated power supply system. A Status monitoring panel (SMP) is provided in the Station Masters panel room. This panel has the following audio, Visual alarms. A) Start generator B) Emergency Start generator C) System Shut Down D) Equipment fault / call S & T staff. When the normal EB/OHE power supply fails, this system switches over automatically to battery power supply. During prolonged EB failures an alarm is annunciated in the status-monitoring panel (SMP) in the Station Masters panel room. The display may be Start Generator OR Emergency Start Generator OR System shut down based on battery condition Low OR very Low OR battery fully drained out respectively. When the power supply can not be extended, due to the failure of any equipment, the same will be indicated on the system monitoring panel as Equipment fault-call S & T staff. 4.3.10 Functioning of Status monitoring panel:- Sl.No.Alarm/Indication Description.Fault SymptomCorrective action.1Start generatorNeon lamp glows with alarm.Press ACK/RESET push button, Start Generator and press RESET button again.2Emergency start generatorNeon lamp glows with alarm.Press ACK/RESET push button, Start Generator with out delay and Press RESET button again.3System shut downNeon lamp glows with alarm.Press ACK/RESET push button, Start Generator immediately and Call S & T staff. 4Equipment fault/ call S & T staffNeon lamp glows with alarm.Press ACK/RESET push button and Call S & T staff . 4.3.11. Every power failure shall be recorded in the power failure register with particulars of time of failure, time restored, how restored train detained if any and how dealt with. 4.3.12. When power supply is not extended to signalling installations and no light is available in the signal or when the signals are bobbing or flickering, the signal should be treated as failed and the SM shall take the following precautions. i) Depute the competent Railway servant with hand signal and detonators to give hand signals at the foot of the signal. ii) Train shall be dealt in accordance with GR. 3.68 to3.70 and SRs thereunder. iii) Advise TECH.ES/JE/SE/Sig of the section. iv) In case of reception signal, the SM shall not grant line clear for the train unless action has been taken as above and the SM in rear has been advised to issue caution order to the Loco pilot {SR.8.03 (ii) and (iii)} 4.3.13 If the KPTCL/AT 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 and Sr. DEE/Bangalore. TELECOMMUNICATION: Block Telephone, Railway auto Phone, BSNL phone, Control telephone, VHF set and Magneto telephone communication as detailed in Appendix B are provided for use in train passing duties... SYSTEM OF TRAIN WORKING: DUTIES OF TRAIN WORKING STAFF: - Duties of train working Staff are detailed in Appendix- D. TRAIN WORKING STAFF IN EACH SHIFT: - One Station Master and One Pointsman /TRH will work in each shift according to the roster issued by the Divisional Personnel Officer/Bangalore 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 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 15 days of consecutive absence or more than 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/ stop boards. All the relevant signals have been put back to "ON" behind the said train and ensure that the signal lights are burning bright. In 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 concerned home signal and advise the SM in rear to issue Caution Order as per SR 3.68(i)(c)to the Loco pilot of approaching train to be vigilant and stop at the Home signal. The line is clear of trains: - Up to the outer most facing point No. 65 in advance of signal No. 32A in the case of Down train from SBC. II. Up to the Block Section Limit Board (BSLB) in advance of signal No.1A in the case of Up train from KGI. Note: The BPAC of concerned Block section should show block section clear indication, if not remedial action shall be taken for resetting the axle counter as detailed in Annexure-1. Before advising the willingness to receive an Up train from KGI, the SM/NYH shall advice the gateman of Eng. Interlocked LC No. 9 at km. 9/300-400 about the particulars of the train No., description, direction of movement and probable time of departure from KGI as detailed in Appendix-A. ANY SPECIAL CONDITIONS TO BE OBSERVED WHILE RECEIVING OR DESPATCHING A TRAIN: - Setting of points against blocked line: -This station is provided with centralised control panel 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. The points should be immediately set against the blocked line and point knobs should be kept in the same position and LINE BLOCKED collars shall be placed on that knobs.(Refer G.R.3.38(2) and S.R.3.38(XIV) Reception of train on blocked line: - Whenever trains are being received on an obstructed road/blocked line on calling-on signal the following procedures are to be complied with: If possible intimate the loco pilot through the SM of the rear station. Ensure that the line is clear and free from obstruction up to the point of obstruction on the intended reception line . Ensure all the points over which the train has to pass are correctly set. Ensure that no conflicting movement is permitted. Ensure that a stop hand signal is exhibited at a distance of not less than 45 mts. from the point of obstruction in the direction of approach of the train.. During the failure of Calling-on signal, in addition to the above, ensure that the calling-on signal knob is turned to reverse while receiving the train on SPT or T/509 to avoid block failure. Station Master shall also personally ensure that all the points over which the train has to pass are correctly set, clamped, padlocked and the padlock keys are kept with the SM on duty. If the train is received on Signal Post Telephone the SM shall ensure that the condition indicated above (i.e. a to g) is fulfilled and give a message to the loco pilot through SPT. The loco pilot shall record the message in his rough journal and pass the signal at ON. The SM shall record the message in the Train signal register below the entry for that train. 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. For a stopping train, despatch signals shall not be taken off earlier then 3 minutes before the probable departure of the train and despatch signal should be cleared only when the train is ready in all respects. For a run through train despatch and approach signals shall not be taken OFF earlier than 7 minutes, before the probable passage of the train. CONDITIONS FOR TAKING OFF APPROACH SIGNALS:- The Station Master on duty before taking `OFF the reception signal shall ensure that the line on which the train is to be received is clear and free from obstruction up to the adequate distance as detailed below. ADEQUATE DISTANCE:- I. The adequate distance required for clearing the Home signal is reckoned as follows:-  AUTONUM \* Arabic Up Train on Road-1(a)As 120m from Up starter signal No. 4, up to the dead end with crossover points 61 Normal. (b)up to the Up Advanced Starter signal No. 8 with points No. 61 and 63 Reverse. AUTONUM \* Arabic Up Train on Road-3As 120m from Up starter signal No. 2, up to the track circuit No. 62BT with points No. 62 Normal.  AUTONUM \* Arabic Up Train on Road-4(a)Up to the Sand Hump, with points No. 62 Normal. (OR)(b)As 120m from Up starter signal No. 3, up to the track circuit No. 62BT with points No. 62 Reverse.  AUTONUM \* Arabic Down Train on Road-1(a)up to the Sand Hump, with points No. 53 Normal. (OR)  (b)As 180m from Down starter signal No. 30, up to the track circuit No. 52AT with points No. 53 Reverse and 52 Normal.  AUTONUM \* Arabic Down Train on Road-2As 180m from Down starter signal No. 31, up to the track circuit No. 52AT with points No. 53 and 52 Normal.  II. The distance required for clearing the Calling-on signal is up to the point of obstruction on the route or without detecting the points in the overlap are reckoned as under:- Up train on Road-1Up to the Starter No. 4. Up train on Road-3Up to the Starter No. 2. Up train on Road-4Up to the Starter No. 3. Down train on Road-1Up to the Starter No. 30 Down train on Road-2Up to the Starter No. 31  NOTE:- 1. Item No. 1 (a) under I of Para 6.3 (B) have the approval of CRS/SBC Vide GR 3.40 (1) (b). Signal No 25 / ( D as Down Advanced starter of NYH Cum Down Gate Distant signal of LC No 9 At Km 9/300-400 and Signal No ( / 1 D as Up Gate Stop Signal of LC No 9 at 9/300-400 cum Up Distant Signal of NYH have the approval of CRS/SBC Vide GR 3.07 (7). Conditions for taking of Home signal on account of catch Siding / Slip sidings should be fulfilled before clearing the concerned Home signal. 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:- While dealing an Up train from KGI on Road- 3/4 with cross-over points 52 & 63 Normal, A Down train can be dealt on Road-1/2. In addition to the above the following simultaneous movement are also possible: - While receiving an Up train on Road-1 with Crossover Points No. 61 Normal, an Up train from Road-3 or 4 can be despatched. While receiving an Up train on Road-4 with Crossover Points No. 62 Normal, An Up train from Road-1 or 3 can be despatched, a Down train from Road-1 or 2 can be despatched. While receiving a Down train on Road-1 with Crossover Points No. 53 Normal, a Down train from Road-2 can be despatched. While giving precedence, as far as possible first arriving train shall be received on the loop line and second arriving train shall be permitted to run through on Main line. 6.5 COMPLETE ARRIVAL OF TRAINS:- 6.5.1 Station Master shall ensure the complete arrival of both run through and stopping trains by observing the Block section clear indication in the axle counter indication -cum- resetting box and the track circuits concerned, when Block Proving Axle counters and track circuits from Home signal to fouling mark of the reception line concerned are in working order. If the block section clear indication is not displayed, SM shall not close the block section, and after ensuring complete arrival as detailed below in Para 6.5.2, he shall resort to resetting of the BPAC as detailed in Annexure-1. 6.5.2. During failure of BPAC and / or of the Track circuit concerned, complete arrival of the train shall be ensured as detailed below: 6.5.2.(i) In Case of run through Trains: Complete arrival of the train shall be ensured as detailed below: Station Master on duty shall personally ensure the complete arrival of run through trains by observing the Tail Board/Tail Lamp as the case may be, before closing the block sections. When the Station Master on duty observes that the train has passed his station without Tail Board/Tail Lamp as the case may be, he should not close the block station till such time the complete arrival of the train has been ensured. 6.5.2.(ii) In case of stopping trains (a) Wherever possible SM shall ensure complete arrival by observing the Tail Board/Tail lamp as the case may be, (b) If the train is berthed in such a way that the SM cannot see the Tail Board/Tail lamp, the Guard of the train is responsible for indicating the complete arrival of the train to the SM on duty by waving his arm four times over head from side to side during day and by waving a white light in similar manner during night. The SM on duty shall acknowledge this in the same manner { SR 14.10 (ii) }. (c) If the on duty SM is not able to verify the complete arrival of the train as detailed above, communication shall be established after due identification with the guard of the train on walkie talkie and guard shall ensure that the train has arrived safe and complete inside the fouling mark and give a private number along with his name and train number. This shall be recorded by the SM in the Train signals register against the entry for the train in the remarks column. The SM on duty shall give his PN in acknowledgement. This PN given by the SM shall be recorded by the guard in his rough journal book. {SR.14.10(iv)(c) }. (d) Due to some reason if the duty Station Master is unable to ensure the complete arrival signal with the guard of a stopping train, he shall depute the Competent Railway Servant to obtain the signature of the guard in the Train intact arrival register (T/1410) maintained for this purpose as an assurance for the complete arrival of the train with in the Starter signal before clearing the block section. Note: If there is no Guard, SM shall personally ensure the complete arrival of the train and the clearance of the track { SR.14.10 (iv)(c) }. 6. 6 DESPATCH OF TRAINS :- 6.6.1 When everything is ready to start the train SM on duty shall call the attention of the Station Master/SBC or KGI as the case may be and advise the particulars of train No, description etc.,. 6.6.2 On receipt of the acknowledgement confirmed by a private Number (from SM/SBC or KGI as the case may be), on duty SM shall obtain line clear through concerned block instrument and ensure that: - In case of a Down train towards KGI, on duty Station Master/ NYH, shall advice the gateman of interlocked Engineering LC No. 9 at Km 9/300-400 as detailed in Appendix-A. 6.6.3 He shall ensure that the despatch route is clear and free from obstruction and clear the signals by operating concerned entrance knobs and exit buttons duly issuing Caution Order if any to the Guard and loco pilot of the said train. After ensuring the correct signals are taken off, he should authorise the train to depart. 6.6.4 The OFF aspect of concerned LSS is the normal authority for loco pilot to enter the block section in advance, with his train. Note: SM shall ensure that the BPAC for the concerned block section is showing clear indication before applying for line clear. If the BPAC does not show clear, necessary action should be taken for resetting the BPAC as indicated in the Annexure-1 (refer rule 7.2.1 of BWM 2006 of SWRly). If the resetting operation of BPAC also fails, it should be treated as block failure and action taken accordingly. TRAINS RUNNING THROUGH:- The rules for reception and despatch of trains shall apply jointly to run through trains. Run through trains shall normally be dealt with on the respective main lines (Down train on Road-2 and Up train Road-3). ISMD LOADS: - Trains carrying ISMD loads shall normally be dealt on the respective main lines (Down train on Road-2 and Up train on Road-3). Note : in case of a run through train, SM shall arrange for a competent Railway servant to exchange all right signals with the loco pilot and guard of run through trains on the off side of the station house. WORKING IN CASE OF FAILURES: - FAILURE OF TRACK-CIRCUITS, POINTS/SIGNALS (i) During failure of track circuiting arrangements, or signals or points from the control panel, the duty Station Master, shall personally ensure that the line on which the movement is to be carried out is clear and free from obstruction, and that all efforts taken in accordance with the provision contained in GR/SR 3.68 to 3.70. (ii) If the point repeat indication fails to appear on the panel the following action has to be taken by the duty Station Master. (a) the concerned entrance knob and exit button shall be operated even if the point repeat indication is not available. If the signal gets cleared, the train shall be received under normal course on signals, treating it as a failure of point repeat indication on the panel. (b) If the signal fails to respond the SM shall operate point knobs concerned repeatedly for about three or four times, operate the signal knob. If the signal picks up train is to be dealt normally. (c) If not the SM shall depute the Points man/TRH to the point to remove the obstruction if any who shall do so. (d) Even after this if the signal fails to respond, it should be treated as a case of point failure and the train shall be dealt strictly according to the relevant provisions contained in GR/SR 3.68 to 3.70. i.e., cranking, clamping, pad locking the points, ensuring that the track is free from obstructions and conflicting movements if any to be stopped. FAILURE OF HOME SIGNAL a) 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 to pilot the train with Form T/369 -(3b) to be delivered at the foot of the Home signal and authorise the Loco pilot to pass the home signal at "ON". G.R/S.R 3.68 to 3.70 are to be followed. Whenever the trains are being received through SPT or Written on Form T/369 -(3b) due to failure of home signal, the home signal knob shall be turned to `R' position to avoid block failure. c) However, if the home signal failure is due to track circuit failure (other than berthing track), the home signal knob should not be turned to `R' position, calling on signal knob shall be reversed to avoid block failures. . FAILURE OF STARTER SIGNAL: During failure of starter signal, trains shall be despatched duly issuing written authority in Form T/369-(3b) and a caution order 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. FAILURE OF ADVANCED STARTER SIGNAL (LSS) : During failure of this signal even though the line clear has been obtained on the block instrument, trains shall be despatched duly issuing the Form T/369-(3b) with an endorsement and PN which obtained from SM in block section in advance. . FAILURE OF BLOCK INSTRUMENT: - During Block Instrument failure / suspension, the train shall be started duly issuing appropriate LCT Note: - Independent LCT book duly stamped should be kept for each Block Instrument. Note: - All cases of such failures must be reported immediately to the TECH.ES/JE/SE/Sig of the section for immediate rectification duly issuing a message. PROVISIONS FOR WORKING OF TROLLEY/MOTOR TROLLEYS/MATERIAL LORRIES: -. Un-insulated trolley/lorry etc. should not be permitted on the track circuited lines. Whenever a insulated trolley/lorry etc, is allowed to work the Station Master on duty shall ensure that the track is clear of such vehicles before clearing the signals for a train or before operating the points as the trolley/lorry/motor trolley may fail to actuate the track circuit. The official-in-charge of Trolley/Lorry etc. shall advise the Station Master on duty in writing before placing the vehicle on line and immediately after clearing it from the line Block working shall be suspended and LCT shall be issued as an authority to work in the Block Section. Block instrument working can be resumed by SM at either end of the Block Section after lorry/motor trolley clear the section. Signals except Advanced Starter signal shall be cleared for movement of trolley/lorry/motor trolley when worked as train. NOTE:- (1) Insulated trolley/lorry/motor trolley do not actuate the track circuit. If the signal is cleared for reception/despatch, the route for the same should not be altered until the movement is completed. (2) Trolley/lorry caps should be used without fail, whenever the trolley/lorry are allowed to enter the Block Section. (3) Before permitting a trolley/lorry the SM on duty shall obtain a certificate on the trolley/lorry notice itself from the official-in-charge to the effect that the trolley/lorry insulated. (4) SR. 15.24 (i) (a) shall be followed for working of trolleys in NYH-SBC & NYH-KGI block sections. BLOCKING OF LINES:- Stabling of vehicles/wagons should be avoided as for as possible at this station . However, When a running line is Blocked/obstructed for any purpose, the Points at both 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 as per GR.3.38(2) & SR.3.38(xiv). Whenever a running line is blocked/obstructed Line Blocked safety caps should be placed on the relevant exit route buttons, as mentioned below to serve as a reminder to the SM on duty. Immediately when the line is clear again, the caps should be removed from exit route buttons and kept safe.. ROAD NUMBERSAFETY CAP ON ROUTE (Exit) BUTTONRoad-1A, A1.Road-2BRoad-3CRoad-4D, D1.Note:- When all the running lines are blocked the points shall be set to a line which is likely to suffer least damage (Refer: SR.3.38(xiv) & SR.5.19(v) for details.) 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 and skids to be placed under the outermost wheels of the farthest vehicle/wagons.. When the train engine is required to be detached the loco pilot and guard shall ensure that the brake vans brake and hand brake of all the vehicles having hand brakes are put on. In addition to the above, skids and safety chains are put on and vehicle are well secured to prevent them from running away. 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 Catch siding/Snag Dead ends/Slip sidings 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. Note: A securing of stabled vehicles register shall be maintained in the following format: Left hand side of the register shall contain the following particulars: DateTimeRoad No.No. of vehicles stabledNo. of hand brakes appliedNo. of skids Provided & under which vehiclesNo. of safety chains provided & for which vehicleSignature of shunting staffSignature of the supervisor Right hand side of the register shall contain the following particulars: DateTimeRoad No.No. of vehicles to be despatchedNo. of hand brakes releasedNo. of skids removedNo. of safety chains removedSignature of shunting staffSignature of the supervisor SHUNTING:- General precautions: - As for as possible shunting at this station has to be avoided. During emergency and when there is no other option, shunting is permitted to attach / detach an engine. 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 Hand signals and by taking off starter signals as per the case. The Station Master shall see the shunting is carried out only at such time and in such a manner, which will not involve danger. 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: - No shunting is permitted at this station except as detailed in Para 8.1. Shunting on single line: - N/A. Shunting on Double line: - No shunting is permitted at this station however during emergency and when there is no option attaching and detaching of train engine is permitted with all extra care precautions. Shunting in the siding: - N/A. ABNORMAL CONDITIONS: - THE RULES TO BE OBSERVED IN THE EVENT OF ABNORMAL CONDITIONS: - During failure of electrical communication instrument: - Normally the concerned Block Instrument and Telephone attached to block instrument should be used to run trains on absolute block system. During failure, Block working should be done on the following order preference: - Block Instrument. Telephone attached to block instrument. Station to Station fixed telephone. Railway Auto phones and BSNL phones. Mobile phones . Control Telephone. VHF sets. NOTE: - 1). When 4th to 7th type communication is used, Identification sheets should be used, or cross checking of last three private numbers issued to concerned station for line clear is to be done to identify the correctness of the station. If the station is identified correctly an endorsement shall be made on the PLCT regarding the ID sheet numbers or cross checking of the PNs. Under this circumstance the issue of caution order shall be dispensed with and trains can run at normal speed. 2).If the station could not be identified through ID sheets or cross-checking of PNs, a caution order shall be issued restricting the speed to 25 KMPH during day and 10 KMPH during night and when the view ahead is not clear during day. 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. and advise the SM at other end to issue caution order to the loco pilot of the trains running in opposite directions vide SR.4.09(i).22. Failure of Intermediate Block Stop Signal at ON: - N/A. v . Failure of Axle Counter Block/BPAC: - Refer Annexure-1 for details vi Failure of MTRC: - N/A. Procedure for emergency operation of points by crank handle: - i. Seven Crank Handles for Seven group of points are provided at the station House to crank the points during failure. Group-I Point No. 50. Group-II Point No. 51. Group-III Point No. 52. Group-IV Point No. 53, 61. Group-V Point No. 54, 62. Group-VI Point No. 63. Group-VII Point No. 65. 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 and clamp and padlock it, remove the crank handle and crank handle lock key and close both the holes by lids and lock the lids by lid key. He shall also ensure that the other end of the points ( in case of cross over point) is in the required position. 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, if the signals fail to respond, 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 berthed clear of the fouling mark/starters and he should physically ensure that the required route is clear & free from obstruction Reporting failure of points, Track circuit/Axle counter and interlocking: - Any S&T failure should be reported immediately by SM on duty to the concerned signalling Maintenance Staff (TECH.ES/JE/SE/Sig) responsible for attending to the failure and only after receipt of the written memo from the signalling Maintenance Staff (TECH.ES/JE/SE/Sig) for rectification of the fault, SM on duty should restore the normal working. The entries in failure register to be done. Section Controller must be informed about the failure. TOTAL INTERRUPTION OF COMMUNICATION: - 9.1.1 In the event of Total interruption of communication occurring between NYH-SBC or NYH-KGI stations i.e. when line clear cannot be obtained by one of the following means stated in order of preference namely. Block Instrument. Telephone attached to block instrument. Station to Station fixed telephone. Railway Auto phones and BSNL phones. Mobile phones Control Telephone. VHF sets. The Station Master on duty shall clearly advise the Loco pilot and guard of the train the fact that the communications have failed. The train has to work with an authority on Form T/C 602. Trains may be allowed to enter the block sections one after the other but with a clear interval of not less than 30 minutes between the two successive trains. Fixed signals except the advanced starter may be taken off for despatch of trains. The home signal shall be taken off only after the train has been brought to a stop outside home signal. The Station Master on duty shall recover the Form T/C 602 from the loco pilot of incoming trains and keep them safe for handing over it to the Traffic Inspector. Trains will continue to work in this manner till any one of the means of communication is restored to normal working by the competent authority. The Station Masters on duty at both the end of the block section shall exchange messages on Form T/I 602 with private numbers to satisfy themselves that all the trains, engines etc., dispatched into the concerned section from both end have cleared the section at any one end completely before granting/obtaining line clear for trains through the restored means of communication. Detailed instructions contained in SR. 6.O2 (iii) shall be strictly adhered to for working trains during total interruption of communications. In all the cases of working trains during total interruption of communications, a detailed record of timings of all trains, Engines etc., shall promptly be made in the train Signal Register at the Stations concerned. When the communication for train working is restored, Section Control if working shall be consulted before arranging further movements. Control shall also be provided with the timings of trains dealt with during the failures. TEMPORARY SINGLE LINE WORKING ON DOUBLE LINE SECTION: - Whenever an accident to a train or track or other obstruction precludes the use of one of the lines on a double line section, the traffic may temporarily be worked over single line by obtaining Line Clear on Electrical speaking Instruments. When it is desired to introduce temporary single line working on double line, on electric speaking instruments, the Station Master at one end of the affected section shall on receipt of reliable information in writing that one line is clear, take steps to introduce temporary single line working, on that line in consultation with the Section Controller and the Station Master of the station at the other end of the section. If there is reason to suspect that the line over which temporary single line working is to be introduced, is also fouled or damaged, temporary single line working must not be introduced until a responsible engineering official of the rank not less than that of a JE/P.Way has inspected that section and certified that the road is safe for passage of trains. Single line working shall be introduced only when it is safe to do so. All trains will be worked in accordance with the rules for the use of electric speaking instruments on single line and Line Clear shall be obtained on the Telephone attached to block instrument, Station to Station fixed telephone, Railway Auto phones, BSNL phones, Control Telephone, VHF sets. At all stations on the portion of the section on which single line working has been introduced, the commutators of the Block Instruments pertaining to both obstructed and unobstructed lines shall be kept in Train on Line position through out the period single line working is in force. The commutators shall be locked also in that position with SMs key, wherever possible. In cases where it is not possible to keep the commutators in Train on line position, the Block instruments shall be put out of the use and Caution Indicators hung on the handle of the Block Instruments. At the stations, if the train is running on the wrong line all fixed signals shall be kept in the On position. After ascertaining that one of the lines is clear for the passage of traffic, the Station Master proposing single line working shall issue a message containing the following information under exchange of private numbers, to the Station Master at the other end of the affected section. cause of introduction of single line working; the line in which the single line working is proposed, source of information that the said line is clear, place of obstructions, restriction of speed, if any, on the line, assurance that if the train is running on the right line, the last stop signal shall be kept in the On position. and the number and the timings of the last train which arrived or left the block station issuing the message. On receipt of acknowledgement from the Station Master, confirmed by a Private Number, single line working may be introduced between NYH and SBC and /or NYH and KGI depending upon the location of the obstruction. Line Clear will be obtained as per the preference mentioned in Para 9.1.1 and trains run on paper Line Clear Ticket in accordance with the instructions contained in this GR/SR and Block Working Manual. The Loco pilot of each train shall be handed over by an Authority (T/D 602) for Temporary Single Line Working on Double Line Section duly completing all the entries. Note: - Whenever line clear is obtained through indirect means i.e. Station to Station fixed Tele-phone, Railway Auto Phones, BSNL Phone, mobile phone Control Telephone or VHF in the same order of preference, identification number sheet shall be used or last three Pns issued for line clear to be cross checked to avoid speed restriction. An endorsement will also be made in the Caution Order given to the Loco pilot of the first train to inform all Gatemen and Gang men on the way about the introduction of temporary single line working and specifying the road on which the train will run. This information shall be conveyed through the Loco pilot of a subsequent train also, if necessary. The speed of the first train passing over the temporary single line, will be restricted to 25 kilometres per hour. Subsequent trains may run at their booked speed, subject to observance of other speed restrictions imposed by Way and Work Staff. Note: The Loco pilot shall switch ON the flasher light of the train engine while running on the wrong line. In case, it is noticed by the station staff or Gatemen or gang men that the flasher light is not switched ON, they shall stop the train immediately. In case of a train proceeding on the right line: - The Home signal, at the station in advance of the affected section, may be taken off. In case of a train proceeding on the wrong line: - The train shall be despatched out of station on T/511 issued by the Station Master after all the facing points have been correctly set and padlocked and trailing points correctly set, over which the trains will pass. For the reception of a train approaching NYH on wrong line, SM shall prepare written authority as per SR 5.10 (i) and the competent Railway servant shall proceed on the wrong line and take stand adjacent to Home signal of right line and shall stop the train on hand danger signal and thereafter receive it into the station. All the cross over points (Facing and trailing end) in the facing direction over which the train shall proceed, while temporary single line working is in force, shall be clamped and padlocked. Resumption of normal working- On receipt of a written certificate from a responsible Engineering Official that the obstructed track is free and safe for passage of trains, the Station Master will issue a message to the other station or stations, as the case may be, under exchange of private numbers and decide, in consultation with Section Controller, the train after passage of which, normal working shall be introduced. When double line working is resumed the Block Instruments and all fixed signals, shall be brought into use immediately. An entry shall also be made in the Train Signal Register of Stations concerned showing the time double line working was suspended, time single line was introduced and the time normal working was resumed. The SM shall advise the Loco pilot of the first train entering the section after resumption of double line working to inform all Gatemen and Gang men on the way about the resumption of normal working. All the records in connection with the temporary single line working shall be retained at the station and the Transportation Inspector of the section shall scrutinise and submit his report to the Divisional Railway Manager (Traffic) within 7 days of the resumption of normal working. DESPATCH OF TRAINS UNDER AUTHORITY TO PROCEED WITHOUT LINE CLEAR TO ASSIST THE CRIPPLED TRAIN SR. 6.02 (i) Break Down Special/Relief train/Engine shall be sent into the Block section by issuing Block ticket to proceed without line clear in form T/A 602. Before preparing this authority the SM shall examine the TSR, Train message books, WTT, Train notice register and Caution order advises and also contact the control and the SM on duty at the other end. Clear instructions shall be issued to the Loco pilot and Guard regarding the nature of obstruction and location of obstruction of engine/BV/First vehicle /last vehicle shall be mentioned as far as known and the station to which the crippled train/engine could be moved to clear the block section. If more relief train/Engine are to be despatched into the block section subsequently, clear instructions shall be given to the Loco pilot and Guard of such trains /engine etc. already allowed into the section and other relevant information. Once obstruction is removed and Competent Railway servant certifies the line as fit and safe for the passage of trains, the duty SM shall exchange numbered message and private numbers with his counterpart at the other side to ensure that the block section is clear of all train/vehicles sent into the section and then only restore normal working. All the entries relating to the train dealt on form T/A 602 shall be made in red ink in TSR [Ref. SR. 6.02 (i)] for detailed instructions. VISIBILITY TEST OBJECT: Any aspect of down Starter for Road-1 during day and night shall constitute the visibility test object for Up and Down directions respectively at this station. During thick or foggy or tempestuous weather or dust storm, impairing visibility when the Station Master finds it difficult or impossible to see the position of one or more of the signals concerned, he shall not give Line clear until he has advised, by telephone, the Station Master of the Station in rear, of the conditions prevailing and has instructed him to issue Caution Orders to the Loco Pilots of all trains to stop at the first Stop signal and observe its aspect and if favourable, then proceed at a restricted speed of 10 kilometres an hour, and has received his acknowledgement. ESSENTIAL EQUIPMENTS AT THE STATION:- The Station Master shall ensure that the prescribed number of the essential equipment listed in Appendix E are made available exclusively for train passing duties. Station Master on duty shall be responsible to keep the required number of the essential 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 numbers 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. Annexure-1 Instructions for working of BPAC APPENDIX - `A' WORKING OF LEVEL CROSSING (Reference Para 2.6 of SWR) A.1.0 ENGINEERING LEVEL CROSSING No. 9 at Km 9/300-400 BETWEEN NYH-KGI. A.1.1 This is an interlocked A class engineering level crossings gate situated in NYH-KGI block section provided with lifting barriers and Multiple Aspect Colour light gate signals operated from panel. The Up gate signal is combined with up Distant Signal of NYH station. The gate is normally kept open for road traffic. This level crossing is manned round the clock by gatemen, one gateman each in 12 hours shift under Essentially Intermittent roster issued by DPO/SBC. A.1.2 Magneto Telephone Communication between this level crossings and SM/NYH as detailed in Appendix B. A.1.3 Before granting line clear for an Up train from KGI or before despatching a Down train to KGI the Station Master/NYH shall call the attention of the gateman on phone and advise him the particulars of train with its number, description, direction of movement and probable time of departure from KGI/NYH. The gateman of the gate shall acknowledge the advice by repeating the train number, description, direction etc., and assure on duty SM/NYH that he is ready to close and lock the gates against the road traffic and take off the gate signal in time The details of trains including the time of advise shall be recorded by the SM on duty and the gateman in the register maintained separately at the station and at the gate lodge for this purpose. A.1.4 Immediately on receipt of out report for an Up train from KGI or just before the departure of a Down train from NYH the Station Master/NYH shall advise the gateman who shall close and secure the gates against the road traffic and take off the concerned gate signal, in time A.1.5 In case of failure of the LC gate in open condition i.e., due to the failure of lifting barriers, gate key etc., the gateman shall immediately inform the on duty station master under the exchange of private number and arrange to protect the gate by means of safety chains with padlocks and stop boards. Trains shall be piloted across the gate by the gateman on hand signals. The gate shall be treated as a non-interlocked gate and the procedures adopted for non-interlocked gate shall be adhered to both by the gateman as well as the controlling SM. A.1.6 If the gate fails in closed condition: a) If the barriers are in lowered condition and gateman is able to clear the gate signals, the trains shall be dealt normally. b)If the barriers are in lowered condition and could not be opened due to the failure of winch or locking arrangements, the emergency boom locking key provided in the key contact box, shall be extracted under the exchange of PN with the controlling SM and the gate shall be opened for the passage of road traffic. JE/SE/P.way of the section shall be informed for immediate rectification. A.1.7 If any barrier fastening or the winch mechanism goes out of order the gateman shall advise the Station Master on duty, who shall immediately give the message to the concerned official to attend the failure and restore normal working. {SR 16.06 (iii) (a) & (b)}. A.1.8 In the case of failure of telephone communication between the SM/NYH and the level crossing or when the gateman fails to respond to the telephone calls, the Station Master must adhere to SR 16.03 (iii) (b) (1), issue Caution Order to all Down trains entering the block section and also advise Station Master/KGI for the issue of Caution Orders for all Up trains entering the block section. 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. A.1.9 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). A.1.10 When a train movement is cancelled for which the gateman had been advised for closure of the gates, the SM/NYH should advise the same to the gateman on duty at the gate duly issuing a private number in confirmation of the same. This PN shall be recorded in the remarks column of the PN exchange register. A.1.11 In case failure of power supply from KPTCL and Inverter at these LCs the gateman at the concerned gate shall immediately advice the on duty SM/NYH about the failure of power supply, SM/NYH should also arrange to issue caution orders to GDR of a train(s) entering this block section from either end, informing about blank signal. A.1.12 The responsibility of keeping the gates closed and locked against the road traffic for the safe passage of the train without delay lies on the gateman on duty. A.1.13 If any barrier fastening thereof the winch mechanism goes out of order the gatemen shall advise the Station Master on duty, immediately give the message to the concerned official to attend the failure and restore the same. {SR 16.06 (iii) (a) & (b)}. A. 1.14 .Working instructions of this LC is issued separately by engineering department APPENDIX `B' SYSTEM OF SIGNALLING & INTERLOCKING: This is a B Class Station provided with Route Relay Interlocking system with, Standard II (R ) MACL signal. Points and Signals are operated from the RRI-control panel. Up Home signal No. 1A at a distance of 180 metres in rear of Block Section Limit Board (BSLB) and Up distant signal cum Up gate signal of LC No. 9 at Km. 9/300-400 at a distance of 1000 metres from the Up Home signal are provided for the reception of Up train on Road-1/3/4.. Down Home signal No. 32A at a distance of 412.39 metres in rear of Down outermost point No. 65 and Down distance signal at a distance of 1000 metres from the Down home signal are provided for the reception of Down trains on Road-1/2. Down Advanced Starter and Down starters for Road-1/2 are provided for the despatch of Down trains. Up Advanced Starter and Up starters for Road-1/3/4 are provided for the despatch of Up trains Calling-on signals and Signal post telephones (SPT) are provided below Up and Down Home Signals for the reception of trains during failures. Goods warning board is provided at a distance of 1600 meters in rear of Down Home Signal. Stop Boards are provided at KGI end of Road- 3 & 4 and SBC end of Road-2. The Up and Down Advanced Starter signals are the Last Stop Signals and these are interlocked with the respective section block instruments. A plate with letter P painted on it is provided on the Down distant signal. The down distant signal work automatically in conjunction with Down Home Signal. The aspect of Up gate signal No. 1 / 1 D is controlled by condition of gate (closed or Open) and aspect of Up Home Signal of NYH. Up & Down Home Signals are provided with directional type Route Indicator(Junction Type) to indicate the route set. When the route is set for turn out and the concerned signal is cleared, the concerned direction type route indicators 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 concerned signals, if the route is set and the concerned signal is cleared for the train movement over the main line. The route indication is repeated on the RRI control panel. C marker plates below Calling-on signals are provided on the stem of the Up and Down Home Signals. All the signals are on left hand side. Board to read with legend Loco pilots to pull up to signal No.:- 32A or 1A (as the case may be) if the same is at on is provided in rear of concerned Home signal. Block Section Limit Board (BSLB) is provided 180m in advance of Up Home Signal No. 1A. Seven-Hand cranks, for Seven group of points duly interlocked with concerned signals are kept in SMs office for the operation of points during failure. Up and Down shunt keys interlocked with concerned block instruments are provided in the Station House. The aspect of signals are repeated on the panel. All points are motor-operated. Shunt keys with station code initials and directions are provided duly interlocked with the block instrument pertaining to the block section. When removed it will not permit to take off the Advanced starter signal interlocked with that block instrument. Block proving axle counters are provided for NHY-SBC and NHY-KGI block sections and re-setting boxes with indication are provided in the station house. TRACK CIRCUITS The entire portion of the running lines between Up and Down Home Signals, 4 rail length of calling-on track outside the Home Signals, cross-over points leading to catch siding, track upto slip sidings and track up to the Snag dead ends 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: - 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. RRI CONTROL PANEL:- The RRI 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 knob, Exit buttons (route buttons), siding control knob, gate control knob, signal knobs and individual point knobs. The RRI 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 RRI 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 signal indications are repeated on the panel. Crank Handle IN( white ) & Crank Handle locked (Red) indications are provided on the panel. The route indicators provided on the Up and Down Home Signals also are repeated on the panel. White light indication with counters are provided on panel for - Calling-on signal Route cancellation Emergency Route cancellation for Calling-on signal. Emergency pushes. Voltmeter is provided over the panel with low & high level markings to indicate the power supply range. Individual emergency pushes are provided on the panel under the safe custody of SM on duty for the operation of Catch/Slip siding during failure of Block Instrument / Suspension of Block Instrument 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 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, A1, B, C, D, D1, H, J, K and L.. 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 RRI 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 control panel. The duty stationmaster is responsible for keeping 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, and the calling-on signal knobs are coloured red with yellow band. They are provided on the panel near the respective indications 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: Seven Crank Handles for Seven group of points are provided at the station House to crank the points during failure. Group-I Point No. 50 Group-II Point No. 51. Group-III Point No. 52. Group-IV Point No. 53 & 61. Group-V Point No. 54 & 62. Group-VI Point No. 63. Group-VII Point No. 65. Crank handles welded with Hepper's key duly interlocked with concerned (reception / despatch signals) signals, except the Up and Down Advanced Starter signals are provided individually in an Electrical Key instrument provided in the duty SM's office, for hand cranking the points during failures. The interlocking is such that once the crank handle is extracted from the, Electrical Key instrument, Home and concerned Starter signals cannot be cleared. Similarly when any of the signals are cleared the concerned crank handle(s) cannot be extracted from its Electrical Key instrument. 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 RRI 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 and Down 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 clamp and padlock the points.. 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, trains shall be dealt with normally .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 requires the crank handle for attending to repairs or for routine maintenance work, he shall give a written requisition to the SM on duty specifying the reasons thereof and the number of the points. On receipt of this requisition, the SM on duty shall, giving due consideration for train movements, hand over the crank handle with the lid key and crank handle lock release key. After the work is over, the key and the crank handle shall promptly be returned to the SM on duty who shall restore the handle to its electrical key instrument and ensure the "crank handle IN" indication and the correct point indication on the panel. The TECH.ES/JE/SE/SIG and the SM on duty shall promptly make the relevant entries while taking/handing over the crank handle in the crank handle register maintained at the station. 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 RRI 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 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. 1B and 32B are provided below the Up and Down Home Signals No. 1A and 32A. Plates bearing letter `C' is also provided just below the Calling-on signals. The Calling-on signals 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. C1T and C32T are provided at the foot of the respective Home signal. SM shall ensure that the train occupies the concerned calling-on signal track and stops, after ensuring setting of the required route, SM shall turn the knob 1B or 32B as the case may be to clear the concerned 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 Up and 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 Up and 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 (i) 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. (ii) The SM on duty shall physically verify that the train has arrived complete well within starters fouling mark before putting back the calling on signal knob to the normal position. He should not rely on the track indication on the control panel alone for this purpose. (iii) Calling-on emergency route release button, coloured white is provided on the panel to release the route during 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. (iv) Appropriate entries in the Route Cancellation Register should promptly be made when a calling-on signal route is cancelled as above said, specifying the reasons thereof and the number displayed on the cancellation counter before and after the route cancellation. SIGNAL POST TELEPHONE (SR 3.69(X) ) Signal Post Telephone with paging and talk back system is provided in cabinet on the up and Down home signal post. They are connected to similar talk back phone provided in SMs office with in-built lock. When the concerned home signal has not been taken off, the Loco pilot of the approaching trains shall draw close to the home signal and stop. If the Home signal or calling-on signal is not taken OFF, then the Loco pilot shall go to the signal post telephone and press the button of the telephone to call the Station Master (the button provided on the SPT). This will cause 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 & closure of LCs on the route and communicate the following message. Which the loco pilot shall record in his rough journal and pass the signal at ON position duly observing necessary caution. The Station Master on duty shall record the message in the Train Signal Register below the entry for that train. To the Loco pilot of train No. description .. Owing to the failure / suspension of *Up/Down home signal No.., You are hereby authorised to pass * UP/Down signal No. at ON and enter Road No. at restricted speed of 15 KMPH. Private number (i) ( in figure). (ii) (in words) * Strike out which are not applicable. **If received on obstructed road, the speed is restricted to 10 kmph 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.Description1A. Up home - to Road-1 or 3 or 4.1B. Up calling on signal for routes governed by 1A.2. Up starter Road-3.3. Up starter Road-4.4. Up starter Road-1.5 to 7. Omitted.8. Up Advanced starter.9 to 24Omitted.25 Down Advanced Starter towards KGI cum Down distant signal of LC No. 9 at Km 9/300-400.26 to 29. Omitted.30. Down Starter Road-1.31. Down Starter Road-2.32A. Down home - to Road-1 or 2.32B Down calling on signal for routes governed by 32A.50. Slip siding point on Up line at KGI end.51. Slip siding point on Down line at KGI end.52. cross over points connecting Up & Down lines at KGI end.53. cross over points connecting Road-1 & 2 at KGI end.54 cross over points connecting Road-3 & 4 at KGI end.55 to 60 Omitted.61. cross over points connecting Road-1 & 2 at SBC end.62 cross over points connecting Road-3 & 4 at SBC end.63.cross over points connecting Up & Down lines at SBC end. 64. Omitted.65.Catch siding point on Down line at SBC end.GGate control Knob for LC No. 6 at 6/800-900. Note : - functions 1 to 32 for signals, 50 to 65 for points and G for gate control. ENTRY / EXIT BUTTONS: A, A1, B, C, D, D1, H, J, K and L.. TABLE OF MOVEMENTS Sl. NoDESCRIPTION OF MOVEMENTSTURN KNOBPRESS BUTTONRECEPTION OF AN UP TRAIN FROM KGI ON:Road-1 with points 61R & 63R.1AARoad-1 with points 61N 1AA1Road-3 with points 62N.1ACRoad-4 with points 62R1ADRoad-4 with points 62N1AD1DESPATCH OF AN UP TRAIN TO SBC FROM:Road-1 8, 4L, KRoad-3 8, 2L, KRoad-4 8, 3L, KRECEPTION OF A DOWN TRAIN FROM SBC ON: -Road-1 with points 53R & 52N. 32AARoad-1 with points 53N 32AA1Road-2,32ABDESPATCH OF A DOWN TRAIN TO KGI FROM: -Road-125, 30J, HRoad-225, 31J, HPASS THROUGH OF AN UP TRAIN ON:Road-1 8, 4, 1A,L, K, ARoad-3 8, 2, 1A,L, K, CRoad-4 8, 3, 1A,L, K, DPASS THROUGH OF A DOWN TRAIN ON:Road-2 5, 31, 32AJ, H, BRECEPTION OF A DOWN TRAIN ON CALLING-ON SIGNAL FROM SBC ON: -Road-1 32BARoad-2 32BBRECEPTION OF AN UP TRAIN ON CALLING-ON SIGNAL FROM KGI ON: -Road-11BARoad-31BCRoad-41BD B.12 TELECOMMUNICATION: In addition to the block telephone attached to the block instruments, connecting the adjacent block stations the section control telephone, the following Magneto Telephone circuits are also provided at this Station for the use in train passing duties. (a) CIRCUIT NO. 1 SMs Office - 0 (One ring) Top Point No. 63 - 00 (Two rings) Catch Siding Point No. 65 - 000 (Three rings) (b) CIRCUIT NO. 2 SMs Office - 0 (One ring) Slip Siding Point No.50/51 - 00 (Two rings) (c) CIRCUIT NO. 3 SMs Office LC No. 6 at Km 6/800-900 {} 0 (One ring) {} to call each other (d) CIRCUIT NO. 4 SMs Office LC No. 9 at KM 9/300-400 {} 0 (One ring) {} to call each other (e) CIRCUIT NO. 5 SMs Office {} 0 (One ring) Up Home signal (SPT) {} to call each other (f) CIRCUIT NO. 6 SMs Office {} 0 (One ring) Down home signal (SPT) {} to call each other (g). The code rings noted against each should be utilised to call the attention of each other. (h) Failure of telephone communication should be promptly reported to the TECH.ES/JE/SE/Sig. for early rectification. APPENDIX C RAKSHA KAVACH- N/A APPENDIX D DUTIES OF THE STAFF D.1.0 The Station Master in-charge shall be responsible for: Judicious management of the station staff apart from working as Station Master on duty as per the roster issued by DPO/SBC. Ensuring the availability of essential equipments. D.2.0 The Station Master on duty is the over all in-charge for train / shunting operations at the station during his duty hours. He shall ensure proper co-operation is maintained by all staff under his control in the respective shift duty, personally operate the control panel, consult control regarding train movements and act according to his instructions, provide timings and other particulars pertaining to the train movements, maintain prescribed registers, caution orders etc., keep necessary isolation as required and adhere to all instructions relevant to him, as laid down in the SWR, GRS, BWM and other instructions issued from time to time through circulars. D.3.0 Pointsman / TRH / Trained SCP: He shall clean the points regularly, assist the Duty Station Master in issuing Caution Order/Memos in piloting train, in clamping the points during failure, and in keeping the stations essential equipments and the control panel clean and tidy. He shall invariably exchange All right signals for every passing train on off side and perform shunting operations as per the instructions of the Station Master on duty and also carry out any other instructions issued to him by Station Master. D.4..0 The duties mentioned above are not exhaustive. All staff is 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 promptitudes and prudence with a view achieving better result in safe and efficient transportation. APPENDIX `E' ESSENTIAL EQUIPMENTS AT THE STATION Sl. No.Description of essential equipmentsMinimum Quantity at SMs Office1Hand Signal flags3 RED 3 GREEN2Hand Signal lamps / Tri colour torch 33Detonators204Safety Chains with padlocks65Clamps with Padlocks126Skids127Line Block Caps28Line Blocked Caps39Trolley lorry on Line Caps210Rusty Rail Caps211Caution in force boards212Station bell113Fire buckets with Sand214Fire buckets with Water215Padlocks with keys216Pouches for shunt keys217Wall Clock1 The SM shall ensure that the prescribed quantity of the above-mentioned essential equipments is made available at SMs office exclusively for train passing duties. APPENDIX `F Rules for working D class stations, Halts, IBH, IBS and Outlying sidings: - There is a D class station/Train Halt, JNANABARATHI (GNB) in NYH-KGI block section at a distance of 1.350 Km from NAYANDAHALLI. There is no D class Station in NYH-SBC section. The Up and Down lines at this halt are provided with Low Level Platforms. Halt warning Boards are provided to warn the passenger train loco pilots that they are approaching halt. APPENDIX `G Rules for working of trains in electrified sections: - The rules for traction Working is issued separately. The traction working instructions for 25 KV AC Traction pertaining to "NYH" should also be read in conjunction with Station Working Rules of NYH station. ANNEXURE-1 INSTRUCTIONS FOR WORKING OF TRAINS AT STATIONS PROVIDED WITH DIGITAL TYPE BLOCK PROVING AXLE COUNTERS GENERAL: Block proving Axle Counters are provided in advance of UP & DOWN Last Stop Signals and HOME signals of the station to monitor the status of the Block Section. Block proving axle counters are used for clearance of Block pertaining to that Block Section. An Axle Counter Indication-cum-Reset Box is provided at the SMs office, one each for each Block Section to indicate the clearance of the concerned Block Section and to facilitate Reset in case of axle counter failure. DESCRIPTION OF THE INDICATIONS/FEATURES ON THE AXLE COUNTER INDICATION-CUM-RESET BOX: FEATURES: SMs Key for authorizing reset operations. Reset Push Button for Resetting Axle Counter. Counter for recording Reset Operation. INDICATIONS: 1.Green Light (Large)ClearIndicate that the Block Section is clear.2.Red Light (Large)Occupied/FailedIndicate that the Block Section is occupied/the BPAC has failed.3.Green Light (Small)Preparatory ResetIndicate that the Axle Counter Resetting operation at both ends is completed.4.Yellow Light (Small)Power ONIndicate that the power supply is available. 3. CUSTODY OF KEYS: The SMs key of Axle Counter indication-cum-reset boxes shall be kept in SMs key box and the key of the glass fronted SMs key box shall be under the personal custody of the SM on duty. 4. RESET BUTTON: Reset button is provided in the Reset Box so that whenever the axle counter shows occupied/ Failed (Red Light-Large) condition, the SM on duty can reset the same to normal after ensuring that the Block Section is clear. COUNTER FOR RECORDING RESET OPERATION: Each and every operation of the reset button is counted on a digital counter and shall be recorded in a separate register indicating the movement before and after operation of the reset button as per the following proforma: Sl. No. Date/ Time Train No. after which Axle counter has failed Private Number given to the station in rear/ advance  Private Number received from the station in rear/ advance Counter reading before resetting Counter reading after resettingPrivate Number For closing back section from receiving end SMPrivate Number For closing back section from despatch end SMTrain no. dealt after resettingPN given after getting clear indication PN obtained after getting clear indicationSignature of the SM on duty12345678910111213 INDICATIONS: Indications are provided in the Axle Counter Indication-cum-Reset Box to show the status of the concerned Block Section. The Clear (Green Light-Large) indication on the concerned Axle Counter Indication Box shall be observed by the SM on duty before obtaining/granting line clear on the relevant Block Section. The Axle Counter Indication-cum-Reset Box displays Clear (Green Light - Large) indication when the Block Section is clear of trains/vehicles and Occupied (Red Light - Large) indication when the Block Section is occupied or Axle Counter pertaining to that section is failed. COMPLETE ARRIVAL OF TRAINS: In case the Axle Counter shows Occupied (Red Light-Large) indication with an Audible warning, even after the complete arrival of the Train, no effort shall be made forcibly to bring the Block Instrument to Line Closed condition. The buzzer shall be acknowledged by normalising the Home Signal Knob. Before initiating action to reset the Axle Counter and permitting the next Train into the Block Section, the SM shall comply with the provisions of GR 14.10 (1) & (2) and satisfy that the train, for which line clear is given, has arrived complete. Once the complete arrival of the train is verified, action can be initiated to reset the axle counter at both ends of the affected section as per the procedure given under Para 8. RESETTING PROCEDURE OF AXLE COUNTERS: After ensuring that the Block Section is clear, the Axle Counter shall be reset. The resetting operation shall be resorted to only when there is Occupied (Red Light Large) indication even though the Block section is clear. The following procedure shall be adopted after advising the S&T staff concerned about the failure of the axle counter. The SM on duty at the receiving station in which the train has arrived complete shall give a Private Number to the SM at the other end (despatch station) confirming the complete arrival of the train. The SM on duty at the despatch end shall acknowledge the same by communicating a Private Number. The key of the reset box shall then be inserted in the reset box, turned and pressed along with pressing of reset push button by both SMs independently. The reset operation pertaining to Block Section is carried out independently at both ends. Preparatory Reset (Green Light Small) indication, to indicate that the Axle Counter resetting operation is complete, will appear on the Axle Counter Indication-cum-Reset Box at both ends. The counter, provided for recording resetting operation will register next higher number. Necessary entries shall be made in the Block proving Axle Counter Resetting Register maintained for this purpose. Similar entries are made by the SM at the other end of the Block Section also. When the preparatory indication appears, the receiving end Station Master should advise the Station Master at the other end that the block section is being closed. The other end SM shall give a PN to this effect to receiving end Station Master. The receiving end Station Master shall then close the block section by normalising the block instrument. With the preparatory reset indication available at both Stations, the line clear for the next train can be obtained through the block instrument and the LSS can be taken off and the train despatched normally. 8.10 On clearance of the first train on preparatory reset at the receiving station the axle counter will show Clear indication at both stations. The receiving end station master shall then advise the station master at the other end, the availability of clear indication of the axle counter under the exchange of private numbers. Subsequent trains can be normally dealt. 8.11 On arrival of the first train on preparatory reset if the axle counter shows clear indication at both stations all subsequent trains can be dealt normally. However if again the axle counter does not show Clear indication but preparatory indication continues, the block working shall be suspended and S&T officials of the section shall be advised to attend to the failure. 8.12 The entries in TSR shall be made in red ink at both stations whenever line clear has been obtained with the axle counter showing preparatory reset indication. 8.13 No attempt shall be made to close the block section on arrival of the train on preparatory reset if axle counter is still showing preparatory reset indication, instead of clear indication. FAILURE OF AXLE COUNTER: If Axle Counter does not show Clear (Green Light - Large) indication after clearance of the train on Preparatory Reset, it shall be treated as a failure of Axle Counter. The Block Instrument Working of the concerned Block Section shall remain suspended till S&T staff rectifies the same. During this period Trains shall be dealt as per GR. 14. 13 and closing of Block Section done as per GR.14.10 (1), (2), & (3). and para 6.5 of this SWR. WORKING OF TROLLEY/MOTOR TROLLEY/LORRY ETC: Motor Trolley/lorry, when required to proceed to adjacent station, shall be issued with line clear ticket duly , suspending Block instruments concerned. After the motor trolley/ lorry has cleared the section, the SM on duty shall resume block working for subsequent trains. However, in case the axle counter does not show clear indication after arrival of the Motor Trolley at the adjacent station, resetting of the axle counter shall be done as per Para 8 and Train operations resumed. SHUNTING: Shunting shall be done as per the instructions contained in the Block Working Manual. However, after a Block Back operation is completed, before bringing the Block instrument to Line Closed position, it shall be ensured that the axle counter shows Clear (Green Light - Large) indication. (J. CHANDRASHEKAR) Divisional Signal & Tele-communication Engineer/Bangalore.(K. E. ANSAR) Divisional Operations Manager, Bangalore.      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[ @Verdana?Wingdings 2]=  jMS MinchoArial Unicode MS9Garamond?= * Courier New5. .[`)TahomaA$BCambria Math"1  h_%1DQ+DDQ+D!499y 3qXR?Z\2R! xx Are You suprised ?BirthdayBirthdayLSKuser@M                           ! " # $ % & ' ( ) * + , - . / 0 1 2 3 4 5 6 7 8 9 : ; < = > ? @ A B C D E F G H I J K L Oh+'0 Y  < H T `lt|Are You suprised ? BirthdayLSK BirthdayNormaluser49Microsoft Office Word@N<;@JF|@\Y7q@fo|+DQGWRs +  c.@Garamond------  2 <|b1 2 <Rb  2 <bB.51/NYH   2 <b  b'@Times New Roman---  2 Kb  b'--- J2 ^*b  V2 2b( J.CHANDRASHEKAR)     2 b  2  b( K.E.ANSAR)      2 Bb  b' U2 ^1b  w2 HbDSTE/SBC DOM/SBC     2 ;b  b'  2 ^b  b'X@Bookman Old Style------  2 lKb  +2 lPbSOUTH WESTERN RAILWAY       2 l@b    2 b   &2 ebBANGALORE DIVISION       2 &b  ,@Bookman Old Style---  2 b  --- ,2 bStation Working Rules:          2 Nb   2 bDate of Issue:      2 Vb   2 [b0   2 eb1   2 ob- 2 ub08   2 b- 2 b2012   2 b  b'  2 bNo. B.51 /NYH.      2 b  2  bDate on which       2 ]b  b'  2 b   2 b O (2 bbrought into force:        2 ~b  b'--- 2  bNAYANDAHALLI   2 b  @"Arial---  2 b  @Garamond------ 2 bNOTE:   2 b-  2 b  @"Arial---@"Arial--------- 2 !b1.---  2 !b --- h2 !>bThese Rules supersedes the Station Working Rules B.51 dated:      2 !> b27.09.2006  2 !~b.  2 !b  b'  2 0^b  --- 2 @b2.---  2 @b --- #2 @bThe Station Work  n2 @*Bbing Rules must be read in conjunction with General and Subsidiary       b' 2 OVbRules, Block Working Manual. These rules do not in any way supersede any rule in the      b' 2 ^babove  2 ^b- #2 ^bmentioned books.    2 ^Pb  b'  2 nb  --- 2 }b3.---  2 }b --- 2 }PbThese rules should also be read in conjunction with traction working instruction   2 } bs for 25  b'--------- 82 bKV AC Traction pertaining to "  --- 2 nbNYH  --- 2 b".   2 b  b'  2 b  b'--- 2 ^b1.  2 ib T 72 bSTATION WORKING RULE DIAGRAM:         2 b-  2 b  --- 2 MbThe enclosed Rule diagram based on Signalling Plan and P. Way Plan shows the              2 Zbsignalling features, track circuited portions, names of the adjacent stations, the normal     2 bsetting  O2 -bof points and other details pertaining to day  2 b- 2 bto  2  b- ;2   bday working. Complete layout of      2 Ybthe station yard, gradients, holding capacity of individual lines, distances of adjacent   h2 >bstations etc. are reproduced from the enclosed layout diagram.    2 .b  #y---  2 y#R  "2 y#ule Diagram No.     2 4y#  '#z@Wingdings------  2 z#---  2 z#  '#--- 2 #SBC/  2 #SG/CN    2 #. 2  #7/2006.  2 A#/ALT.2   2 o#  '- @ !- - @ !- - @ !- - @ !x- - @ !%y- - @ !- - @ !5- - @ !- - @ !- - @ !- - @ !x- - @ !- - @ !- 3y$--- &2 0$y3Signalling Plan No     2 0;$y3  '3$z---  2 /z$3---  2 /z$3  '3$--- 2 0$3IPU 1181    2 0 $3/  2 0$3  2 0$3ALT.2   2 0?$3  '- @ !#- - @ !#- - @ !#x- - @ !%#y- - @ !#- - @ !5#- - @ !#- - @ !$- - @ !$x- - @ !$- - @ !$- Cy4---  2 @4yCP. Way Plan No     2 @%4yC  'C4z---  2 ?z4C---  2 ?z4C  'C4--- 2 @ 4CCN/BNC/TR/181      2 @%4C- 2 @+4C2003/   2 @S4CR   2 @^4C.  2 @c4C  '- @ !3- - @ !3- - @ !3x- - @ !%3y- - @ !3- - @ !53- - @ !3- - @ !4- - @ !4x- - @ !4- - @ !4- SyD--- %2 PDySLayout diagram No    2 P=DyS  'SDz---  2 OzDS---  2 OzDS  'SD--- 2 P DSB/NYH/T/17      2 PDS  '- @ !C- - @ !C- - @ !Cx- - @ !%Cy- - @ !C- - @ !5C- - @ !C- - @ !D- - @ !S- - @ !S- - @ !S- - @ !Dx- - @ !Sx- - @ !%Sy- - @ !D- - @ !S- - @ !5S- - @ !D- - @ !S- - @ !S- ---  2 `b    2 ob  @Times New Roman- - - @"Arial- - - @"Arial- - -  @ Arial--- - - --- - - --- - - - - - - - -   2 ^b2- - -   2 fb W--- 2  bDESCRIPTION   - - -   2 "b --- 2 +bOF - - -   2 ?b --- 2 EbTHE - - -   2 ab --- 2 hbSTATION:     2 b-  2 b  b'--- - - - - -  2 ^b2.1 - - -   2 sb J--- 2 bGENERAL( - - -   2 b --- 2  bLOCATION)    2 bb.  2 gb  b'------ 2  bNAYANDAHALLI  ---  2  b  >2 &"bis situated in the Bangalore City     2 b  2 b  12 bMysore junction Broad Gau    2  bge line at  @"Verdana--------- X2 3ba distance of 7.400 Km from Bangalore City Junction    ---  2 b  ;2  bElectrified Double line section.  2 b --- 2 b   2 \bThis is a B Class station with Double line working towards Bangalore City and Kengeri.           --- 2 bThe   2 b  12 bcode of this station is --- 2 bbNYH  --- 2 |b.   2 b  --- .2 ^b2.2 . 2 bBLO   R2 /bCK STATIONS ON EITHER SIDE AND THEIR DISTANCES:                 2 ;b-  2 ?b  @"Arial--------------- 12 D^b --- 2 D bBANGALORE  ---  2 Db --- 2 DbCITY  ---  2 D5b --- %2 D9bAT A DISTANCE OF --- 2 Db7.400---  2 Db ---  2 DbK --- 2 D bM ON THE ---  2 DbB --- 2 D bANGALORE ---  2 DNbC --- 2 DW bITY SIDE AND ---  2 DbK --- 2 DbENGERI  --- %2 SbAT A DISTANCE OF    --- 2 S4b4.818---  2 STb ---  2 S]bK --- 2 SfbM ON   --- 2 SbMYSORE ---  2 Sb --- 2 SbJUNCTION  ---  2 Sb --- )2 SbSIDE ARE THE ADJACEN--- 2 SbT BLOCK  --- 2 cbSTATIONS---  2 cb.  2 cb  @"Arial---@"Arial--- @ Arial------------------- 2 ^b2.3  --- "2 ub ---  2 b --- n2 BbThere is a D class station/Train Halt, JNANABARATHI (GNB) in NYH        2 ab- &2 ebKGI block section   2 Qbat a distance of 1.350 Km from NAYANDAHALLI. There is no D class Station in NYH        2 b- ------ 2  bSBC section. ---  2  b  ---  2 b  "Systemv}hv@vZt-- bbaa``՜.+,0 hp  Hewlett-Packard CompanyD9  Are You suprised ?DESCRIPTION OF THE STATION:-GENERAL( LOCATION).Q2.3 There is a D class station/Train Halt, JNANABARATHI (GNB) iY Once a signal has been taken off for a movement, the SM on duty must on no accouY Normally after a signal has been taken off, the route shall not be cancelled. ThY There is a digital counter with an indicator below the legend `Route Cancellatio+ BACK DOOR KEYS OF BLOCK INSTRUMENTY Block instrument is provided with double lock and key arrangements. One key of tY On completion of the work, the block instrument shall be closed and locked and tY The TECH.ES/JE/SE/Sig of the section is authorised to obtain the key from the SM Title Headings   !"#$%&'()*+,-./0123456789:;<=>?@ABCDEFGHIJKLMNOPQRSTUVWXYZ[\]^_`abcdefghijklmnopqrstuvwxyz{|}~      !"#$%&'()*+,-./0123456789:;<=>?@ABCDEFGHIJKLMNOPQRSTUVWXYZ[\]^_`abcdefghijklmnopqrstuvwxyz{|}~      !"#$%&'()*+,-./0123456789:;<=>?@ABCDEGHIJKLMNOPQRSTUVWXYZ[\]^_`abcdefghijklmnopqrstuvwxyz{|}~     Root Entry FPF p|Data Al1TableFK'WordDocument \SummaryInformation(PYDocumentSummaryInformation8MsoDataStore p|P p|4QZK10ETNBQ==2 p|P p|Item  PropertiesUCompObj r   F Microsoft Word 97-2003 Document MSWordDocWord.Document.89q