ࡱ> BE;<=>?@Ag bjbjVV .r<r<TyB$B$B$B$B$D$$$%&$T.@....555$R|B$o645o6o6B$B$..eDeDeDo6B$.B$.eDo6eDeD  .p~tq8Z$0TCb?\4  JB$ 5"5eD55555'B>555To6o6o6o6555555555 #: @I     SOUTH WESTERN RAILWAY BANGALORE DIVISION Station Working Rules: Date of Issue: 06-07-12 No. B.53 /HJL. Date on which brought into force: REPLACED PAGE No.1 HEJJALA ( TO SUIT 25 KV AC RE ) NOTE:- 1. These Rules supersedes the Station Working Rules B.53 dated: 13.02.2007 The Station Working Rules must be read in conjunction with General and Subsidiary Rules and Block Working Manual. These rules do not in any way supersede any rule in the above-mentioned books. 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: 14 /2006/Alt-5Signalling Plan No(IPU 1191/Alt-5P. Way Plan No(SWR/CN/BNC/TR/57-05.Layout diagram No(B/HJL/T/2 DESCRIPTION OF THE STATION:- GENERAL( LOCATION) HEJJALA is situated in the Bangalore City Mysore junction Broad Gauge line at a distance of 23.103 Km from Bangalore City Junction. This is a B Class station with Double line working towards KENGERI and BIDADI. This station is provided with Four running lines, with High-Level island Platform for Road-1&2.and 3 & 4. The code name of this station is HJL. The Station House is situated on the Platform of Road1. BLOCK STATIONS ON EITHER SIDE AND THEIR DISTANCES:- KENGERI at a distance of 10.982 Km on the Bangalore City side and BIDADI at a distance of 6.424 Km on Mysore Jn. side are the adjacent block stations. There is no Dclass station in either of the two block sections. SL.No.ADJACENT BLOCK STATIONCODEINTER DISTANCE.DIRECTION1.KENGERIKGI10.982 KmsUp SBC Jn. end2.BIDADIBID6.424 KmsDown, MYS Jn. end BLOCK SECTION LIMITS ON EITHER SIDE OF THE STATION ON DIFFERENT DIRECTIONS: - HEJJALA KENGERI Block Section commences at the Up Advanced Starter signal No. 8 and the HEJJALA BIDADI Block Section commences at the Down Advanced Starter signal No. 25. The Station Limits extend from the Up Distant Signal to the Down Distant Signal. Between stationsPoint from which the block section commencesPoint at which the block section ends.HEJJALA KENGERIUp Advanced Starter signal No. 8 at KGI end on Up line. Top facing point No. 65 at KGI end of Down line.HEJJALA BIDADIDown Advanced Starter signal No. 25 at BID end on Down line.Block Section Limit Board at BID end on Up line.  GRADIENTS: - Sl. No.Direction LineFromToInter distance in metresGradientsectionUpRd-1 to 4Centre Line of the Station.503.5m503.51 in 419 falling towards KGIStation section.UpUp / Down line503.5mEnd of station limit -1 in 260 falling towards KGIStation section./ Block sectionDownRd-1 to 4Centre Line of the Station.746m7461 in 419 rising towards BIDStation section./ Block sectionDownUp & Down746mEnd of station limit - 1 in 100 rising towards BIDStation section  LAYOUT: This station is provided with FOUR running lines with high-level platform on Road-1 and High-Level island Platform for Road-3 & 4.and 1 & 2.. Road- 1 is the Up common loop and Road-4 is the Down loop line. Road-2 & 3 are the Up & Down main lines REPLACED PAGE No.3 respectively. Snag Dead ends are provided at either end of Road-1 & 4. Crossovers are provided at either end of the yard in such way that Road-1 is Up common loop line. 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 mISLAND420 mRoad 2Reception and Despatch of Up trains58 BOXN+2E+1BV686 mISLAND420 mRoad 3Reception and Despatch of Down trains58 BOXN+2E+1BV686 mISLAND420 mRoad 4Reception and Despatch of Down trains58 BOXN+2E+1BV686.MISLAND420 m NON RUNNING LINES:- NIL ANY SPECIAL FEATURES IN THE LAYOUT:- . NIL LEVEL CROSSINGS: - LC No. Class Dept.LocationTypeNormal PositionWhether InterlockedProvision of Tele-phoneLC No.24 C Class Engg.26/000-100 HJL- BIDLifting BarriersClosed to road trafficNon-inter 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: SYSTEM OF WORKING: The Absolute Block System on HJL-KGI & HJL-BID block sections are in force at this station. MEANS OF WORKING: -Double line Modified SGE lock and Block Instruments provided in SMs office for HJL-KGI & HJL-BID block section Block Proving Axle Counters ( BPAC) are provided for HJL-KGI & HJL-BID block sections. Resetting boxes are provided in the station house for use during the failure of Axle Counters. 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. REPLACED PAGE No.4 The off aspect of the Advanced Starter signal constitutes the authority to proceed for the driver of the departing train to enter Block Section ahead. 3.3.2 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 pertaining to the Block Section in advance. CUSTODY OF KEYS The following keys shall normally be kept in the personal/safe custody of the station Master on duty. 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. g) keys of point machine lid cover lock and Crank Handle release lock. Keys pertaining to telephones connected to SPT. BPAC Reset Box keys. The above keys except item No. a, f and h shall normally be kept in the glass fronted key case provided in the Station House. The glass fronted case must always be kept closed locked and the key of the case along with keys referred vide item (a) (f) and (h) 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 in station house, shunt signals, Motor operated points, Counters for Calling-on signal, route cancellation, emergency calling-on route cancellation, AND, BLOCK PROVING AXLE counters at BID and KGI ends, (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 The normal source of power supply is from OHE UPAT / DNAT, in addition to this two diesel generators and Karnataka Power Transmission Corporation Limited (KPTCL) are also made available as an alternate source of power supply to the signalling installation. Apart from above inverter supply is also provided for signalling circuit.OHE(AT) and KPTCL supplies are drawn in CLS power panel provided in SMs room. Indication is provided on the power supply panel to indicate the availability of incoming power supplies. Glowing indication suggests the availability of that particular power supply. A rotary type control switch is provided to select the desired power supply for signalling circuits. Normally the switch shall be kept in AT power supply position and Shall be changed to the KPTCL (Local) supply. in case the AT supply fails The generator is provided in a separate room and the key of which is under the custody of SM on duty.. 4.3.2 During the failure of AT power supply, KPTCL power supply, Inverter should be turned to ON position to extend the power supply to signalling installations by turning ON the inverter switch provided in SMS room. The Inverter should not be used for more than 15 minutes at a stretch, if it used continuously Inverter system itself will fail. Even after this if the power supply is not extended, the generator shall be started. SM shall changeover switch provided in the generator room from MAIN to STANDBY. This has to be done only after ensuring steady voltage by observing the voltmeter provided in the generator room to avoid fusing of bulbs. Whenever power supply from AT, KPTCL, Inverter and generator fails and no light is available in the signal or when the signals are bobbing or flickering the signal should be treated as failed. 4.3.3 The generator must be started for the train service during the failure of AT power supply, KPTCL power supply and Inverter or for testing purpose. A register with full details shall be maintained at the station exclusively for this purpose. 4.3.4 A Volt meter is provided over the panel. This indicates the voltage level of power supply. Whenever the pointer in the volt meter is below the marking or NO Power Supply the alternative source of power supply shall be extended to the signalling installations. 4.3.5 When the signal is flickering/Bobbing or showing more than one aspect simultaneously action may be taken by the Loco pilot as per SR 3.74 (1) and Station Master on duty shall be advised accordingly. On being advised of the defective signal as above the, Station Master on duty should take action as per GR 3.68 (1) (c) and (d). In the case of reception signal the Station Master shall not grant line clear for a train unless action taken as above and also advise the Station Master in rear to issue Caution Order to the Loco pilot (SR 8.03 (ii) and (iii). 4.3.6 Whenever the AT power supply fails, a red light indication appears near the P.ACK button, and buzzer sounds. SM shall press the P.ACK button to stop the buzzer, however the red light indication remains. Once power supply is resumed (AT,KPTCL or Generator) once again the buzzer will sound. To stop the buzzer, the SM shall press the P.ACK. This will stop the buzzer and red light indication also disappears 4.3.7 If the KPTCL supply does not resume within 3 hours, the TECH.ES/ JE / SE /Sig of the section must be advised on control phone immediately followed by a message to Sr.DSTE/DSTE and Sr.DEE/DEE/SBC. 4.3.8 The Station Master shall ensure that the stand by diesel generator set is ready in all respects for working at the time of HOC/TOC. An entry to this effect shall be made in the train signalling register and station diary. The generators should be used alternatively to ensure both are working properly. The failure of generators should be advised to all concerned. TELECOMMUNICATION: Magneto telephone communication is provided in addition to Block Telephone, Railway auto Phone, BSNL phone, Control telephone and VHF, as detailed in Appendix B.. SYSTEM OF TRAIN WORKING: DUTIES OF TRAIN WORKING STAFF: - Duties of train working Staff are detailed in Appendix- D. TRAIN WORKING STAFF IN EACH SHIFT: - One Station Master and One 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. REPLACED PAGE No.7 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 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/berthing track. 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 Driver 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. 32 in the case of Down train from KGI. Up to the Block Section Limit Board (BSLB) in advance of Signal No. 1 in the case of Up train from BID. Note: The concerned Block section BPAC should show block section clear indication, if not remedial action shall be taken for resetting the axle counter as detailed in Annexure-1. Before advising the willingness to receive a Up train from BID, SM/HJL shall exchange PN with the gateman of Engineering LC No. 24 at km. 26/000-100 about the particulars of the train No., description, direction of movement and probable time of departure from BID as detailed in Appendix-A. Note: The exchange of PNs with gateman of LC.No.24 at Km.26/000-100 can be dispensed with from 17.00 hrs to 07.00 hrs, Since this Gate is not manned during these hours. 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 driver through the SM of the rear station. Ensure that the line is clear and free from obstruction up to the point of obstruction on the intended reception line . Ensure all the points over which the train has to pass are correctly set. Ensure that no conflicting movement is permitted. Ensure closure of LC on the route. Ensure that a stop hand signal is exhibited at a distance of not less than 45 mts. from the point of obstruction. During the failure of Calling-on signal, in addition to the above, ensure that the calling-on signal knob is turned to reverse while receiving the train on SPT/T 509 to avoid block failure. Station Master shall also personally ensure that all the points over which the train has to pass are correctly set, clamped, padlocked and the padlock keys are kept with the SM on duty. If the train is received on Signal Post Telephone the SM shall ensure that the condition indicated above (i.e. a to f) is fulfilled and give a message to the driver through SPT. The driver 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 of that train. ABSTRACT MESSAGE Date: Time: To the Driver 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)Up to the snag dead end with crossover points 64 Normal. (b)Upto the Up Advanced starter signal No. 8 with points No. 64 Reverse and 65 Normal. AUTONUM \* Arabic Up Train on Road-2Upto the Up Advanced starter signal No. 8 with points No. 64 Normal and 65 Normal.  AUTONUM \* Arabic Down Train on Road-1(a)Up to the Snag dead end with crossover points 51 Normal. (b)Upto the Down Advanced starter signal No. 25 with points No. 51 and 50 Reverse.  AUTONUM \* Arabic Down Train on Road-3Upto the Down Advanced starter signal No. 25 with points No. 52 and 50 Normal. AUTONUM \* Arabic Down Train on Road-4(a)Up to the Snag dead end with crossover points 52 Normal. (b)Upto the Down Advanced starter signal No. 25 with points No. 52 Reverse and 50 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. 3. Up train on Road-2Up to the Starter No. 2. Down train on Road-1Up to the Starter No. 29. Down train on Road-3Up to the Starter No. 31 Down train on Road-4Up to the Starter No. 30  NOTE:- Item No. 1 (a), 3 (a) & 5 (a) under I of Para 6.3 (B) have the approval of CRS/SBC Vide GR 3.40 (1) (b). REPLACED PAGE No.10 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 BID on Road- 1/2 with cross-over points 65 Normal, A Down train can be dealt on Road-3/4. In addition to the above the following simultaneous movement are also possible: - While receiving an Up train on Road-1 with Crossover Points No. 64 Normal, an Up train from Road-2 can be despatched. While receiving a Down train on Road-4 with Crossover Points No. 52 Normal, A Down train from Road-1 or 3 can be despatched and an Up train from Road-1 or 2 can be despatched. While receiving a Down train on Road-1 with Crossover Points No. 51 Normal, a Down train from Road-3 or 4 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 the concerned Main line. COMPLETE ARRIVAL OF TRAINS:- 6.5.1 Station Master shall ensure the complete arrival of both run through and stopping trains by observing the Block section clear indication in the axle counter indication -cum- resetting box and the track circuits concerned, when Block Proving Axle counters and track circuits from Home signal to fouling mark of the reception line concerned are in working order. If the block section clear indication is not displayed, SM shall not close the block section, and after ensuring complete arrival as detailed below in Para 6.5.2, he shall resort to resetting of the BPAC as detailed in Annexure-1. 6.5.2. During failure of BPAC and / or of the Track circuit concerned, complete arrival of the train shall be ensured as detailed below: 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 Wherever possible SM shall ensure complete arrival by observing the Tail Board/Tail lamp as the case may be 6.5.2(iii), 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) }. REPLACED PAGE No.11 6.5.2(iv) 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 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) }. 6.5.2(V) Due to some reason if the duty Station Master is unable to exchange 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. If there is no guard SM shall personally ensure the complete arrival of train and the clearance of the track { SR.14.10 (iv)(c) }. 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) }. DESPATCH OF TRAINS :- When everything is ready to start the train SM on duty shall call the attention of the Station Master/KGI or BID as the case may be and advise the particulars of train No, description etc.,. On receipt of the acknowledgement confirmed by a private Number (from SM/KGI or BID as the case may be), on duty SM shall obtain line clear through concerned block instrument and ensure that: - Before despatching a down train to BID, the SM/HJL shall exchange PN with the gateman of Engineering LC No. 24 at km. 26/000-100 as detailed in Appendix-A. 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 Driver of the said train. After ensuring the correct signals are taken off, he should authorise the train to depart. The OFF aspect of concerned Advanced Starter Signal is the normal authority for driver to enter the block section in advance, with his train. TRAINS RUNNING THROUGH:- The rules for reception and despatch of trains shall apply jointly to run through trains. Run through trains shall normally be dealt with on the respective main lines (Down train on Road-3 and Up train Road-2). ISMD LOADS: - Trains carrying ISMD loads shall normally be dealt on the respective main lines (Down train on Road-3 and Up train on Road-2). 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. 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. If the signal fails to respond the SM shall operate point knobs concerned repeatedly for about three or four times, even after this if the point indication does not appear, the SM shall depute the Points man/TRH to the point to remove the obstruction if any who shall do so. Even after this if the signal fails to respond, it should be treated as a case of 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 During the failure of Home signal, the train shall be received on Calling-on signal(See Para B.10 for details ). If the Calling-on signal also fails, the train should be received using SPT. (See Para B.11 for details ). If the signal post telephone also fails, the SM on duty shall arrange to receive the train on Form T/369 (-3b). Whenever the trains are received on SPT or on Form T/369 (-3b), the SM shall ensure the correct setting of relevant points, clamp and padlock, all the points over which train will pass. 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 Driver 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. However, if the home signal failure is due to track circuit failure (other than berthing track), or due to the partial failure of the points (N or R), the home signal knob should not be turned to `R' position, even though it causes block failure, instead calling-on signal knob to be turned to R position. This is to avoid serious repercussions of the route getting locked. 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 drivers. Proceed hand signals shall invariably be exhibited at the foot of the starter signal after ensuring correct setting of the points duly clamping and padlocking of all the concerned points for despatch. SM and Points man shall adhere to provisions of G.R/S.R 3.68 to 3.70. 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 SHUNT SIGNAL: - During failure of shunt signal the shunt movement shall be carried out duly issuing T.370 to the driver and showing proceed hand signal at the foot of the failed signal duly ensuring correct setting, clamping and padlocking of all the points on the route. FAILURE OF BLOCK INSTRUMENT: - During Block Instrument failure / suspension, the train shall be started duly issuing appropriate PLCT. Note: - Independent PLCT 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 PLCT shall be issued as an authority to work in the Block Section. Block instrument working can be resumed by SM at either end of the Block Section after trolley(when trolley required to work as a train) /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. BLOCKING OF LINES:- 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: GR.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/Fouling Mark. Safety chains should be used to secure the vehicle/ wagons. Before uncoupling one or more wagons/vehicles fitted with roller bearing to be stabled on a running line, all the hand brakes should be applied. Skids should also be used to prevent such units from rolling down. When vehicles are stabled on running lines, the SM on duty shall ensure that the points at either end of the obstructed line are set against the line. Clamped and padlocked and the padlock key retained in his personal custody. Whenever a running line is blocked / obstructed by any vehicles allowed to remain on the line for some length of time, a clear remark in RED ink should be made immediately in the train signal registers indicating the time and the number of the line on which the vehicle is detained. A record of the blocking of the line shall be made in the Station Diary also. When the obstruction is removed and the running line is clear again, the time at which the vehicle was removed and the running line cleared should be indicated in the train signal register and the Station Diary. Before detaching the engine from a train carrying the passengers, the hand brake in the guards brake van in rear and in the additional brake van, if any, on the formation shall be securely screwed down. Hand brake, if any, provided on any of the coaching vehicles, like inspection carriage shall also be applied. The wooden wedges/skids shall be placed under the farther most wheels of the formation and safety chains are also used to secure the vehicles. The guard, after satisfying himself the train is braked as required, then shall show green hand signal to the driver and only on seeing the guards signal the driver shall detach the engine or permit the engine to be detached from the train. The train must remain braked until the engine is attached to the train. Whenever wagons/vehicles/trains are stabled it should be secured as follows. i) If the train engine is to be detached, the guard of the train shall ensure that the van brake and the hand brake of at least six vehicles next to brake van are put on. The driver shall ensure that the hand brakes of at least 6 (six) vehicles next to the engine also are put on, if after detaching the engine the brake van also is to be detached, the guard shall ensure that the hand brakes of at least 6(six) more vehicles are put on before detaching the brake van. In addition they shall also be secured with safety chain fastened to the rails and padlocked to prevent them from getting out of control and rolling down. The brakes shall not be released until the engine has been attached to the formation. ii) The guard after satisfying himself that the train is secured as required, show green hand signal to the driver, Only on seeing the guards signal the driver may detach the engine or permit the engine to be detached from the train. The train must remain so braked until the engine is attached to the train again. iii) If the number of vehicles is less than six, all the hand brakes should be applied. While handing/taking over charge the outgoing/incoming Station Master should promptly record in the Station Diary and TSR in Red ink the number of the running line(s) obstructed. The relevant instructions contained in SR 5.01, GRs 5.19 and 5.23 and SRs there under should be strictly adhered to by all staff concerned. 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 The Snag Dead ends 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)]. 8. SHUNTING:- General precautions: - (a) For shunt movement at this station, the duty SM shall give due consideration to the train services in this section and carryout shunt movements on Shunt signals and by taking off starter signals as per the case. The Station Master shall see the shunting of trains or vehicles are carried out only at such time and in such a manner, which will not involve danger. The guard of the train shall supervise all shunting operations involving full trains and stabling of materials/departmental trains. The guard under the instructions of the SM will supervise other shunting. In the absence of the guard, the SM shall supervise shunting. NOTE: - As required by CRS/SC/SBC The trains should not be drawn up to the last stop signal & held in steep gradient (steeper than 1 in 400) in order to clear the reception line for giving permission to approach to the following train. No shunting beyond outermost points on the steep gradient side should be allowed unless a locomotive is attached at the lower end of the load from the point of view of gradient. Shunting in the face of an approaching train: -Shunting in the face of an approaching train is strictly prohibited at this station. Prohibition of shunting, special features if any: - Hand shunting/loose shunting of vehicles/wagons at this station is strictly prohibited. While performing shunting at falling end of the yard, it should be ensured that an engine is attached at the falling side of the gradient to prevent vehicles escaping into the block section. When ever vehicles are left on the running line, the person in charge of shunting shall ensure that they are coupled together, brakes of brake van and those of at least 6 vehicles at both ends, are applied, skids are placed and safety chains are used to prevent the vehicles from gaining momentum Shunting on single line: - N/A. Shunting on Double line: - Shunting on Up/Down line between starters and Advanced Starter shall be carried out, by taking off the concerned Starter signal duly issuing form T/806. Where ever Shunt signals are provided, the same should be used for shunt movements. Shunting beyond Advanced starter shall be carried out on "Block-forward" procedure issuing the shunting order Form T/806 along with shunt key. Shunting on the Up line in advance of BSLB or Shunting on the Down line in advance of top point No. 65B shall be carried out on `Block-back' procedure issuing Shunting order form T/806 to the driver and shunting performed on hand signals. PROCEDURE FOR SHUNTING DURING FAILURE OF SHUNT KEY: - When the shunt key cannot be extracted and shunting has to be performed necessarily, SM shall adhere to the instruction as detailed in SR 8.15 ( i ) of GRS. SHUNTING DURING SUSPENSION OF BLOCK INSTRUMENT: - When shunting has to be performed at that end of the block section over which block instrument working has been suspended, the Station Master shall adhere to the instructions as detailed in SR 8.15 ( i ) of GRS. Shunting in the siding: - N/A. ABNORMAL CONDITIONS: - THE RULES TO BE OBSERVED IN THE EVENT OF ABNORMAL CONDITIONS: - During failure of electrical communication instrument: - Normally the concerned Block Instrument and Telephone attached to block instrument should be used to run trains on absolute block system. During failure, Block working should be done on the following order of preference: - Block Instrument. Telephone attached to block instrument. Station to Station fixed telephone. Railway Auto phones & BSNL phones. Mobile phones. Control Telephone. VHF sets. NOTE: - When 4th to 7th type communication is used Identification sheets should be used, if not speed restriction comes into force. when line clear has been obtained for a train through 4th to 7th type communication duly using Identification Numbers sheet or by cross checking private numbers givens for line clear to preceding three trains, issue of caution order shall be dispensed with. Endorsement to the effect that line clear has been obtained using Identification Numbers shall be made on PLCT in the manner prescribed S. R. 4. 09 (i) (11). If Identification Number sheets are not used Caution Orders 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. Failure of Axle Counter Block/BPAC: - N/A. Failure of MTRC: - N/A. Procedure for emergency operation of points by crank handle: - Four Crank Handles for Four group of points are provided at the station House to crank the points during failure. Group-1 Point No. 50.Group-2Point No. 51 & 64.Group-3Point No. 52 & 63.Group-4Point 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, remove the crank handle and crank handle lock key and close both the holes by lids and lock the lids by lid key. He shall also ensure that the other end of the points ( in case of cross over point) is in the required position. He shall then return to the station and restore the crank handle in to the key transmitter. If the correct point indication has appeared on the panel and if everything is alright for the movement of the train, the Station master shall clear the relevant signals. If the signal gets cleared, clamping of points is not necessary .If the signals fail to respond, facing and trailing points should be clamped and pad locked before allowing any train/shunt movement over the points. All trains should be dealt with strictly in accordance with the relevant provisions contained in GRs 3.68 to 3.70 and subsidiary rules there under. Certification of clearance of track before calling-on signal operation is initiated: - The Calling-on signals below Home signals are intended to receive a train on an occupied/obstructed road or when one or more of the track circuit on that route have failed or when the Home Signal has failed. Before clearing the Calling-on signal, the SM shall ensure that it is absolutely necessary to receive the train on that road, train can be 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 with message to the Section Controller. TOTAL INTERRUPTION OF COMMUNICATION: - 9.1.1 In the event of Total interruption of communication occurring between HJL-KGI or HJL-BID stations i.e. when line clear cannot be obtained by any one of the following means stated in order of preference namely. Block Instrument. Telephone attached to block instrument. Station to Station fixed telephone. Railway Auto phones 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. Line Clear will be obtained on telephone attached to Block Instruments or Control Telephone or VHF and trains run on paper Line Clear Ticket in accordance with the instructions contained in this GR/SR and Block Working Manual. The Driver 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. Control Telephone or VHF, identification number sheet shall be used to avoid speed restriction. An endorsement will also be made in the Caution Order given to the Driver of the first train to inform all Gatemen and Gangmen on the way about the introduction of temporary single line working and specifying the road on which the train will run. This information shall be conveyed through the Driver 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 Driver shall switch ON the flasher light of the train engine while running on the wrong line. In case, it is noticed by the station staff or Gatemen or Gangmen that the flasher light is not switched ON, they shall stop the train immediately. In case of a train proceeding on the right line: - The Home signal, at the station in advance of the affected section, may be taken off. In case of a train proceeding on the wrong line: - The train shall be despatched out of station on T/511 issued by the Station Master after all the facing points have been correctly set and padlocked and trailing points correctly set, over which the trains will pass. For the reception of a train approaching HJL 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 Driver of the first train entering the section after resumption of double line working to inform all Gatemen and Gangmen on the way about the resumption of normal working. All the records in connection with the temporary single line working shall be retained at the station and the Transportation Inspector of the section shall scrutinise and submit his report to the Divisional Railway Manager (Traffic) within 7 days of the resumption of normal working. DESPATCH OF TRAINS UNDER AUTHORITY TO PROCEED WITHOUT LINE CLEAR TO ASSIST THE CRIPPLED TRAIN SR. 6.02 (i) Break Down Special/Relief train/Engine shall be sent into the Block section by issuing Block ticket to proceed without line clear in form T/A 602. Before preparing this authority the SM shall examine the TSR, Train message books, WTT, Train notice register and Caution order advises and also contact the control and the SM on duty at the other end. Clear instructions shall be issued to the Driver 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 Driver and Guard of such trains /engine etc. already allowed into the section and other relevant information. Once obstruction is removed and Competent Railway servant certifies the line as fit and safe for the passage of trains, the duty SM shall exchange numbered message and private numbers with his counterpart at the other side to ensure that the block section is clear of all train/vehicles sent into the section and then only restore normal working. All the entries relating to the train dealt on form T/A 602 shall be made in red ink in TSR [Ref. SR. 6.02 (i) for detailed instructions. ] Caution Order: Caution Order, if any, shall be issued in accordance with WTT/GR.4.09 by the Duty Station Master to the Loco pilot, Assistant Loco pilot and Guard of all stopping trains. Appropriate entries shall be made in the trains signal register regarding its issue against the trains entry. Caution Order register shall be maintained by Duty Station Master separately and entries are brought forward as per extant rules. VISIBILITY TEST OBJECT: Any aspect of down and Up Starter for Road-1 during day and night shall constitute the visibility test object for Up and Down directions respectively at this station. During tick 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. REPLACED PAGE No.23 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 the working of BPAC (J.Chandra Shekar) (K.E.Ansar) DSTE/SBC DOM/SBC APPENDIX - `A' WORKING OF LEVEL CROSSING (Reference Para 2.6 of SWR) A.1.0 ENGINEERING LEVEL CROSSINGS No.24 AT KM 26/000-100 : Number of the Level Crossing Gate24 (C class)DepartmentEngineeringControlling OfficialSE/P.WAY/ CPTLocation at KM.26/000-100Controlling StationHJLIn between StationsHJL-BIDBG/MG/NGBGSingle line/Double lineDouble lineNormal PositionKept closed for road traffic.Interlocked/Non interlockedNon interlockedMeans of interlockingN / AProvision of Gate Signal at KMsN / ASignalling arrangementsN / AMeans of communicationMagneto TelephoneWidth of the level crossing gate10.00mType of Road (NH/SH/Others)OthersName of Road Vajrahalli village Connecting to SHMetalled/Non metalledMetalled.Approach roadNon-Metalled.Width of the road6.40 mtsAngle of Road crossing90o Road gradient (if any)(i) East sideF 1 in 30(ii) West sideF 1 in 60Road alignment (straight/curve)(i) East sideCurve(ii) West sideStraightProvision of height gaugesProvided. Type of barriersLifting barriers.Length of Check rails12.00 mts. Road surface in between L LB C.C Slab paving Length of Rumble strip/speed breakers7.00 mtrs. Road signsProvided.Speed breaker indication boardProvided.TVU with date16,416 (Jan-2010)Census next due onJan-2013Demarcation for placement of DetonatorsProvidedNo. of Gatemen working OneNearest Railway Medical AssistanceBangalore cityNearest private medical Assistance availableBIDADIList of equipment available Yes/No.Yes : A.1.1 This is a non-interlocked Engineering C Class level crossings, provided with Lifting Barriers, situated in HJL - BID block section. The normal position of this LC is kept closed for road traffic. This gate will be manned during daytime only i.e. from 07.00 hours to 17.00 hours as per the roaster issued by DPO/SBC. This gate is under the control of SE/P.Way/CPT. A.1.2 Magneto Telephone Communication is provided between this level crossing and HJL station and the bell codes to call the attention of each other shall be used as detailed in appendix B. A.1.3 Before permitting the SM/BID to obtain line clear for an Up train or before the departure of a Down train, the Station Master/HJL shall advise the gateman on duty, the particulars of train with its number, description, direction of movement, probable departure from the adjacent block station or from his station and communicate Private number with time to the gateman on duty. A.1.4 The gateman, on getting the advice must acknowledge the advise by repeating the particulars of train and ensure that the level crossing gate is closed and locked against road traffic for the passage of the train and communicate a private number with time as an assurance to that effect to the Station Master. A.1.5 The private number given by the Station Master constitutes an assurance that he had informed the gateman about the movement of the train. The private number, given by the gateman to the Station Master constitutes an assurance that he has kept the level crossing gates closed and padlocked against the road traffic for the safe passage of the train and no obstruction at the LC gate. A.1.6 The private number exchanged between the station master and the gateman shall be entered in a separate register with time, date and train particulars specially maintained for this purpose, at the station and at the gate lodge. The gateman shall also record the actual time of passage of train through his LC gate. A.1.7 The gateman must whenever if required to open the level crossing gate for the passage of road traffic, the Gateman shall ascertain from the SM on duty on phone regarding movement of train. The SM on duty, if there is no train to enter into the block section shall authorize the Gateman to open the LC gate for the road traffic by giving a private number with time to the gateman. After getting the PN from the Station Master on duty before opening the LC gate for Road Traffic, the Gateman shall fix a banner flag during day or hand signal lamp with red light during night in the middle of the track on either side of the gate facing towards up and down direction and shall then open the gates for road traffic. Immediately after the passage of the road traffic, he shall close and padlock the gate against the road traffic and keep the keys in his personal custody, remove the banner flag/red lights and give his PN with time to the SM on duty. The PN given by the SM constitute an assurance that he had permitted the Gateman to open the gate for road traffic. The PN given by the Gateman constitute an assurance that he had closed and secured the gate against the road traffic. The PNs shall be recorded along with timings in the concerned train signal register and PN Exchange Register maintained both at the station and at the gate lodge in Red ink. A.1.8 When there is failure of magneto telephone communication between this level crossing gate and the Station or when there is no response from the gateman and when a train is to be passed across the level crossing the Station Master shall adhere to SR 16.03 (iii) (b) (1) and issue Caution Order to all Down trains entering the block section and also advise Station Master, Bidadi for issue of Caution Order to all up trains entering the block section. The driver shall adhere to SR 16.03 (iii) (b) (2) (i). The Station Master shall also advise the section TECH.ES/JE/SE/SIG. for immediate rectification. NOTE: When a train/shunt movement for which LC gates have been kept closed and private numbers have been exchanged with the gateman is to be cancelled due to any reason, the SM on duty shall advise the same to the gateman duly communicating a private number in confirmation of the cancellation of the movement. The responsibility of keeping the gates locked across the road traffic for the safe passage of the train without delay lies with the gateman. When the Gateman breaks off duty at 17.00 Hrs. he shall ensure that PN is exchanged with station Master on duty in confirmation that the gate is kept closed and padlocked against road traffic and the padlock key is kept with the gateman off duty. This has to be recorded in the PN exchange register maintained at Station and gate lodge. Any damage to the gate shall be reported to the SE/P.way of the section for immediate attention and till such time of rectification gate chains shall be used for the train movement. APPENDIX `B' SYSTEM OF SIGNALLING & INTERLOCKING: This is a B Class Station provided with Route Relay Interlocking system with, Standard II(R) MACL signals. To suit 25 KV AC RE. Points and Signals are operated from the RRI-control panel. Up Home signal No. 1 at a distance of 180 metres in rear of Block Section Limit Board (BSLB) and Up distant signal at a distance of 1000 metres from the Up Home signal are provided for the reception of Up train on Road-1/2. Down Home signal No. 32 at a distance of 180 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-1/3/4. Down Advanced Starter and Down starters for Road-1/3/4 are provided for the despatch of Down trains. Up Advanced Starter and Up starters for Road-1/2 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 Up and Down Home Signals. Block Section Limit Board (BSLB) provided 180m in advance of Up Home Signal. Stop Boards are provided at KGI end of Road-3/4. 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 Up and Down distant signals. The distant signals work automatically in conjunction with concerned Home Signals. Up & Down Home Signals are provided with directional type Route Indicator 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. Position light shunt signal number 9, 17 and 14 on separate post are provided to control shunt movements. The shunt signal display 2 white lights in horizontal position in the ON aspect and 2 white lights in the oblique position when they are taken off All the signals are on left hand side. Board to read with legend Drivers to pull up to signal No.:- 32 or 1 (as the case may be) if the same is at on is provided in rear of concerned Home signal. Four-Hand cranks, for Four-group of points duly interlocked with concerned signals are provided at the Station House for the operation of points during failure. REPLACED PAGE NO.28 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. B.1.21 Block proving axle counters are provided for HJL and BID, HJL and 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, 5 rail length of calling-on track outside the Home Signals, 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 leading 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 driver 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 the 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), signal knobs, Shunt 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. Voltmeter is provided over the panel with low & high level markings to indicate the power supply range. If any STOP Signal or Distant Signal at ON fails to display its most restrictive aspect, the indication for the signal on the RRI control panel will flash and an audible alarm is sounded. In addition a Red light above the `No Signal Aspect Ack button is displayed and will continue to be lit till the fault is rectified. The audible alarm can be stopped by pressing the No Signal Aspect Ack button provided for this purpose on the RRI control panel. But the flashing will continue until the defect is rectified. This flashing indication will be available only when the panel remains unlocked for making any operation. ENTRANCE KNOBS/EXIT BUTTONS:- Adjacent to each controlled signal displayed on the panel, there is an Entrance (Signal) knob and at the end of its governed route, an Exit (Route) button. The entrance knobs pertaining to stop signal are coloured red 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. B.3.11.2 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, shunt signal knobs are coloured yellow 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: Four Crank Handles for Four group of points are provided at the station House to crank the points during failure. Group-1 Point No. 50.Group-2Point No. 51 & 64.Group-3Point No. 52 & 63.Group-4Point No. 65. Crank handles welded with Hepper's key duly interlocked with concerned signals, except the Up & Down Advanced Starter are provided individually in an Electrical Key instrument provided in the duty SM's office, for hand cranking the points during failures. The interlocking is such that once the crank handle is extracted from the, Electrical Key instrument, concerned signals cannot be cleared. Similarly when any of the signals are cleared the concerned crank handle 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, the concerned signals connected to that crank handle Group cannot be taken off. Similarly when a signal has been taken off the concerned crank handle cannot be extracted. No attempt must be made to take off a signal when the concerned crank handle remains extracted and no attempt must be made to extract the crank handle when the concerned signal has been taken off. Before extracting the crank handle the Station Master on duty shall ensure that the working points are set to the required route from the panel then only he shall extract the crank handle A push switch is provided near the crank handle. To extract the crank handle the push switch shall be pressed. As soon the push switch is pressed a deflection will be there in the Electrical Key Instrument. After observing the deflection the Station Master shall turn the crank handle gently in the anti-clock wise direction and extract the crank handle from the Electrical Key Instrument. When the crank handle is extracted the white light indication will disappear on the panel. The interlocking of the crank handle with the crank handle lock key is done in such a way that the crank handle cannot be inserted in to the point machine unless the crank handle lock is unlocked by the crank handle lock release key. If the points fail to set or if the points could not be set from the panel, the duty Station master shall make use of the crank handle to set the points locally. He shall keep the concerned point knob in the required position, extract the relevant crank handle from the electrical key transmitter, take out the crank handle lock key along with the lid key from the glass fronted box and proceed to the points. On the side of the point machine there are two lids. One covering the inlet hole of the crank handle and another covering the inlet hole of the crank handle lock. The duty Station master shall first open both the lids by using the lid key. Then he shall insert the crank handle lock key and unlock the same which permits insertion of the crank handle into the point machine. He shall then insert the crank handle and crank the point to the required position, remove the crank handle and crank handle lock key and close both the holes by lids and lock the lids by lid key. He shall also ensure that the other end of the points ( in case of cross over point) is in the required position. He shall then return to the station and restore the crank handle in to the key transmitter. If the correct point indication has appeared on the panel and if everything is alright for the movement of the train, the Station master shall clear the relevant signals. If the signal gets cleared, clamping of points is not necessary .If the signals fail to respond, facing and trailing points should be clamped and pad locked before allowing any train/shunt movement over the points. All trains should be dealt with strictly in accordance with the relevant provisions contained in GRs 3.68 to 3.70 and subsidiary rules there under. Whenever the crank handle is utilised to operate a point, necessary entries in the crank handle register should be made promptly with the details like Date, time, train No., .Point No., reason, etc. and the TECH.ES/JE/SE/SIG shall be advised immediately to restore normal working early. When the TECH.ES/JE/SE/SIG requires the crank handle for attending to repairs or for routine maintenance work, he/she 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, 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, the points connected to that crank handle group should be deemed to have failed, set locally, clamped, padlocked, the padlock keys retained in the personal custody of the SM on duty and the TECH.ES/JE/SE/SIG working at the points be 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 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. 1C and 32C are provided below the Up and Down Home Signals No. 1 and 32. 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 1C or 32C 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 a cabinet on the up and Down home signal post. They are connected to similar talk back phone provided in SMs office with in-built lock. When the concerned home signal has not been taken off, the Driver 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 Driver 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 driver. 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 driver 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 Driver 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. 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 driver 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 Driver. However, he should not press this switch when driver speaking to him. FUNCTIONS / DESCRIPTION OF KNOBS ON THE PANEL: - Knob No.Description1. Up home - to Road-1 or 2.1C. Up calling on signal for routes governed by 1. (Knob.1)2. Up starter Road-2.3. Up starter Road-1.4 to 7. Omitted.8. Up Advanced starter.9. Up Shunt signal on Down line at BID end.10 to 13 Omitted.14 Down Shunt signal on Road-2 at BID end.15 & 16 Omitted.17. Down Shunt signal on Up line at KGI end.18 to 24. Omitted.25 Down Advanced Starter.26 to 28. Omitted.29. Down Starter Road-1.30. Down Starter Road-4.31. Down Starter Road-3.32. Down Home - to Road-1 or 3 or 4.32C Down calling on signal for routes governed by 32.50. cross over points connecting Up & Down lines at BID end.51. cross over points connecting Road-1 & 2 at BID end.52. cross over points connecting Road-3 & 4 at BID end.55 to 62 Omitted.63. cross over points connecting Road-4 and 3 at KGI end.64 cross over points connecting Road-1 & 2 at KGI end.65. cross over points connecting Up & Down lines at KGI end.Note : - functions 1 to 32 for signals and 50 to 65 for points. 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 BID ON:Road-1 with points 64R & 65N. 1ARoad-1 with points 64N  1A1Road-2 with points 64N & 65N.1BDESPATCH OF AN UP TRAIN TO KGI FROM:Road-1 8, 3L, KRoad-2 8, 2L, KRECEPTION OF A DOWN TRAIN FROM KGI ON: -Road-1 with points 51R & 50R. 32ARoad-1 with points 51N 32A1Road-3 32CRoad-4 with points 52R & 50N. 32DRoad-4 with points 52N32D1DESPATCH OF A DOWN TRAIN TO BID FROM: -Road-1 25, 29J, HRoad-325, 31J, HRoad-4 25, 30J, HPASS THROUGH OF AN UP TRAIN ON:Road-1 8, 3, 1,L, K, ARoad-2 8, 2, 1,L, K, BPASS THROUGH OF A DOWN TRAIN ON:Road-125, 29, 32J, H, ARoad-3 25, 31, 32J, H, CRoad-4 25, 30, 32J, H, DRECEPTION OF A DOWN TRAIN ON CALLING-ON SIGNAL FROM KGI ON: -Road-1 32CARoad-3 32CCRoad-432CDRECEPTION OF AN UP TRAIN ON CALLING-ON SIGNAL FROM BID ON: -Road-1 1CARoad-2 1CB 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. 50 - 00 (Two rings) Point No. 65 - 000 (Three rings) (b) CIRCUIT NO. 2 SMs Office LC No. 24 at KM 26/000-100 {} 0 (One ring) to call each other. (c) CIRCUIT NO. 3 SMs Office {} 0 (One ring to call SM) Up Home signal (SPT) {} (d) CIRCUIT NO. 4 SMs Office {} 0 (One ring to call SM) Down home signal (SPT) {} The code rings noted against each should be utilised to call the attention of each other. Failure of telephone communication should be promptly reported to the TECH.ES/JE/SE/SIG. for early rectification. APPENDIX C - NIL - 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 GREEN2Tri colour flashing torch 33Detonators204Safety Chains with padlocks25Clamps with Padlocks86Skids47Line Block Caps28Line Blocked Caps69Trolley lorry on Line Caps210Rusty Rail Caps211Caution in force boards212Station bell113Fire buckets with Sand214Fire buckets with Water215Padlocks with keys216Pouches for shunt keys217Wall Clock118Equipment list119Power Block Caps2 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: - NIL APPENDIX `G Rules for working of trains in electrified sections: - The Senior Divisional Electrical Engineer / TRD / SBC issue the Appendix Seperately. ADDED PAGE NO.41 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. ADDED PAGE NO.42 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. ADDED PAGE NO.43 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. ADDED PAGE NO.44 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.     Correction memo no.1 dated 01-8-2012 to the applying to HJL station No.B.53/HJL. Dated 06-07-12. B.53/HJL (J.Chandra Shekar) (K.E.Ansar) DSTE/SBC DOM/SBC Correction memo no.1 dated 01-8-2012 to the applying to HJL station No.B.53/HJL. Dated 06-07-12. 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