ࡱ> _ 1bjbj 7fbbl(H TTTTThhh8thtTx!x!!!!"""$ȭzXT-""--TT!!4.":":":->T!T!":-":":W`g!l2/\ߪD0tTҰ7ҰgҰTgx"\&f":~(j*<"""9"""t----Ұ""""""""" : @SOUTHERN RAILWAY BANGALORE DIVISION STATION WORKING Date of issue: - 12.04.2004 RULES NO.B.58. Date brought {} Into force: {} MADDUR NOTE: 1. These Rules supersedes the Station Working Rules B.58 dated: 02.04.2002. 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. STATION WORKING RULE DIAGRAM: The enclosed Rule Diagram No.SBC/RD/MAD/42/Alt-1 based on Signalling Plan No. IPU. 1216, P.Way plan No. B/AMD/35/Alt-1 show the signalling features, Track circuited portions, names of the adjacent stations and 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 produced from the enclosed layout diagram No. B/MAD/T/12. DESCRIPTION OF THE STATONS: 2.1 General (Locations): MADDUR is situated in the BANGALORE CITY JUNCTION MYSORE JUNCTION Broad Gauge line at a distance of 73.710 kms from BANGALORE CITY JUNCTION. This is a B Class station with single line working towards SETTIHALLI and HANAKERE. This station is provided with five running lines, with platform on Road-1, 3 and 4 and One non running line (Ballast Siding). The office of the SM where the control panel is provided is situated on platform No. 1. The code name of this station is MAD. 2.2 Block Stations on either side and their Distances: SETTIHALLI at a distance of 11.362 kms. on the BANGALORE CITY side and HANAKERE at a distance of 9.062 kms. on MYSORE JUNCTION side are the adjacent block stations. There is no D class station in MADDUR-HANAKERE block section. NIDAGHATTA is a train halt; D Class Station in MADDUR-SETTIHALLI block section and the code name is NZH. 2.3.1 Station Limits: The station limit extends from the Up Distant Signal to Down Distant Signal. 2.3.2 Block Section Limits: MADDUR-HANAKERE block section commences at the Down Advanced Starter No.7 and the MADDUR-SETTIHALLI block section commences at the Up Advanced Starter No.14 / 2 D. 2.4. Gradients: 2.4.1 Steepest Gradients between .. 1 in 400 falling towards HNK & SET side. Up and Down outermost points. 2.4.2 Steepest Gradients beyond .. 1 in 80 falling towards HNK side. Up outermost point No.57. 2.4.3 Steepest Gradients beyond .. 1 in 70 rising towards SET side. Down outermost point No.50. 2.4.4 For further details of gradients, the enclosed Rule Diagram may be referred. 2.5 Layout: 2.5.1 This Station is provided with Five Running lines. Road No. 1, 2, 3 & 4 for the Reception and Despatch of trains. Road No. 5 is a goods running line, for the reception and despatch of goods trains only. Road one is provided with low level platform. A high level island platform is provided between Road No. 3 & 4. A dead end ballast siding takes off from Road No. 1 at point No. 101 at MYS end. Sand humps are provided on Road No. 2 of MYS end and On Road No. 4 of SBC end. A slip siding is provided at a distance of 132 meters in advance of the Up outer most facing point No. 57 at MYS end 2.5.2 Running Lines: Running LinesDirection of MovementHolding Capacity & LengthRoad-1Up & down Reception and despatch70V + E+ IC+7% 688 meters. Road-2Up & down Reception and despatch70V + E+ IC+7% 688 metersRoad-3Up & down Reception and despatch72V + E+ IC+7% 708 metresRoad-4Up & down Reception and despatch70V + E+ IC+7% 686 metresRoad-5Up & down Reception and despatch of Goods trains only.70V + E+ IC+7% 686 metres Non-Running Lines: A dead end ballast siding take OFF from Road No. 1 at MYS end at Point NO. 101 and is isolated from the running line by trap point No. 100, controlled by Knob No. 59 from the panel. The capacity of the ballast siding is 12 BKH + 1 BV (190 Metres). Abnormal Feature in the Layout: There is a falling gradient of 1 in 80 towards the block section at HNK end. Hence a slip siding is provided at a distance of 132 meters beyond the Up outer most facing point No. 57 at the MYS end of the yard. The slip siding point shall be normally set to the siding to arrest the vehicles escaping from the station in to the block section. Level Crossing Gates: LC No. Class Dept.LocationTypeNormal PositionWhether InterlockedProvision of Tele-phoneLC No.56 A Class Engg.68/400-500 MAD-SETLifting BarrierOpen to Road Traffic.Inter lockedProvidedLC No.58 A Class Engg.72/100-200 MAD-SETLifting BarrierOpen to Road Traffic.Inter lockedProvidedLC No.59 A Class Traffic74/100-200 MAD YardSwing GateOpen to road trafficInter lockedProvidedLC No. 60 C Class Engg.75/400-500 MAD-HNK Swing GateClosed for road trafficNon-Inter lockedProvidedLC No.61 C Class Engg.76/000-100 MAD-HNKSwing GateClosed for road traffic Non-Inter lockedProvidedLC No.62 A Class Engg.76/900-77/000 MAD-HNKLifting BarrierOpen to Road TrafficInter lockedProvidedLC No.63 A Class Engg.79/700-800 MAD-HNKLifting BarrierOpen to Road TrafficInter lockedProvided NOTE: 1) Refer appendix A for detailed gate working instructions. 2) Station staff shall promptly attend to the telephone call from the gate without fail as any call could also be for reporting any emergency. SYSTEM & MEANS OF BLOCK WORKING: 3.1 This is a Class B station and trains are worked under the absolute block system. Single line token less (Push button non co-operative type) block instruments for MADDUR-SETTIHALLI and MADDUR-HANAKERE block sections are provided in the Station Masters office. Even though it is possible to set the block instrument to TGT position without the co-operation of the SM at the other end, the SM shall advise the train No. and description to the SM at the other end who shall repeat the same, confirmed by a private number if he is ready to receive the train. The SM shall then set the block instrument to TGT position. Only the Station Master on duty shall operate the block instrument for train movement and the instrument shall be kept locked after each operation, 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 and make entries instantly for every train movement and sign against each such entry. Up and Down Advanced Starter Signals, which are the last stop signals and interlocked with the respective block instrument. The off aspect of the advanced starter signal is an authority to proceed for the driver of a departing train to enter in to the block section. Advanced Starter Signal can be taken off only when line clear has been obtained through the block instrument for the block section in advance. The line clear would be granted or the section can be cleared through the block instrument only when the home signal and the advanced starter signal pertaining to the block section are in ON position. Back door of the block instruments is provided with double key lock arrangements. One key of this lock shall be in the custody of the Station Master on duty and the other key shall be with the TECH.ES/JE/SE/SIG of the section. Whenever it is required to open the back door of the block instrument, the TECH.ES/JE/SE/SIG shall requisition the key from the SM on duty after making relevant entries with signature in a separate register maintained for this purpose. On completion of the work, the back door of the block instrument shall be closed and locked and the SMs key shall be returned to the Station Master on duty. The Station Master on duty after being satisfied that the block instrument has been closed, locked and is in good working order, shall recover the key and kept it under his safe custody. Necessary entries with the signatures of the Station Master and TECH.ES/JE/SE/SIG must be made in the register for the return of the key. The TECH.ES/JE/SE/SIG of the section is authorized to take the key from the Station Master 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 block instrument. (b) Block working is to be restored after a failure irrespective of the position of the block instrument and occupation of the block section. 3.5 The Station Master on duty shall suspend the block instrument for train operation till such time the key is duly returned to him by the TECH.ES/JE/SE/SIG. NOTE: Since token less block instrument is of non co-operative feature Up and Down shunt key shall be removed from the EKT and normally kept in the glass fronted key case, when the block instrument is not in use. 3.6 Custody of Keys: (a) The following keys shall normally be kept in the personal custody of the Station Master on duty. SMs keys of the block instruments Control Panel key Once of the double lock keys of each of the block instruments back door. Padlock keys of the point clamps. Padlock keys of the safety chains One of the double lock keys of the relay room Keys of point machine lid cover locks. Up and Down shunt keys. Padlock keys of the box containing emergency gate key of LC at Km 74/100-200, Pad lock key of the crank handle box. (b) The above keys except items (i) & (ii) shall normally be kept in the glass fronted key case provided in the Station House. The key case must always be kept locked and the key of the box shall be kept in the personal custody of the Duty Station Master. 4.0 SYSTEM OF SIGNALLING & INTERLOCKING: This station is provided with Standard-III Multiple aspect colour light signalling with Distant, Home, Starters and Advanced Starter in each direction. All points (except siding point) and signals are operated from the control panel provided in SMs office (See Appendix B for details). 4.2 Slip Siding Point: Due to the steep gradient of 1 in 80 falling towards MYS end a slip siding is provided at the MYS end of the yard. i) The down advanced starter and Up home signals are interlocked with the slip siding point No. 58. ii) The points of slip siding shall always be set to the slip siding except when a train or shunt movement is to be carried out on the running line. The points can be set towards the running line only when TGT or TCF is established on the block instrument (MAD-HNK) and SCK button is pressed the Free indication appears for the point No.58. The duty Station Master shall observe this and turn the point knob to R position, set other points on the route and when everything is ready, Up home signal or the Down despatch signals shall be taken off. iii) (a) On completion of train movement over the slip siding point track circuit gets cleared, an alarm bell would ring to alert the duty SM to restore the slip siding point to normal. The alarm bell would stop when the point knob No.58 is turned to normal position and the normal indication appears on the panel. (b) A emergency push switch is provided on the panel for operation of the slip siding point during failure / suspension of MAD-HNK section block instrument or for any emergency operation. Whenever the emergency push switch is used due to failure/suspension the Tech.ES/JE/SE/SIG. shall be advised immediately to restore the normal working of points and reseal the push switch. NOTE: The emergency push switch shall be kept pressed while operating the slip siding point to reverse and the button shall be released only after the appearance of R indication. iv) Stabling of vehicles on the slip siding is strictly prohibited. 5.0 TELECOMMUNICATION: In addition to block telephone and Control telephone Magneto Telephone Communication are provided for top points, Engineering & Traffic LCs and Up and Down Home Signals as detailed in Appendix C. 6.0 TRAIN WORKING: Train Working staff in each shift: One Station Master, One TRH/Pointsman and One gatemen will work in each shift according to the roster issued by the Divisional Personnel Officer/Bangalore Division (See Appendix D for their duties). The Station Master on duty is responsible to ensure that the line/route is clear and free from obstruction up to and including the adequate distance before clearing the reception and despatch signals by observing the indications on the control panel. During failures, he shall personally ensure this by physical observation of the required length of the track. After any non-signalled move has been done over a point operated by an electric point machine whether in the facing or trailing direction, the Station Master on duty shall operate the points for normal and reverse settings for the purpose of testing the point. After the Station Master has ensured that the indication regarding the normal and reverse settings is correctly available further movements may be permitted over the point. Whenever a non-signalled movement is authorised while performing shunting, the SM shall ensure that the points are set, clamped and padlocked to the required route and the padlock keys are kept in his personal custody. Conditions for granting Line Clear (GR 8.03): The line shall not be considered clear and SM/SET or SM/HNK shall not be allowed to set his block instrument to TGT position unless; a) The whole of the last preceding train has arrived complete and berthed within starter. b) All relevant signals have been put back to ON behind the said train and ensure that the signal lights are burning bright. In case of a blank reception signal the Station Master shall advise the SM in rear to issue caution order to the Driver of an approaching train to be vigilant and stop at the home signal. The SM shall also depute a competent Railway servant with hand signal and detonators at the foot of the home signal (Provisions contained in SR 3.68 (i) (c) shall be strictly adhered to by both the SMs and Drivers). c) The line is clear up to the Up Advanced Starter cum gate distant No.14 / 2 D for trains from SETTIHALLI and up to the Down Advanced Starter No.7 for the trains from HANAKERE. d) LCs are closed and locked against the road traffic and private numbers exchanged with Gateman as detailed in Appendix A. Before advising the willingness to receive a Down train from SET, the SM/MAD shall advice the gate man at LC No. 56 at KM 68/400-500 & LC No. 58 at KM 72/100-200 or to receive an Up train from HNK the SM/MAD shall exchange PN with Gateman of Engineering LC No. 60 at Km 75/400-500 and LC No. 61 at KM 76/000-100 and advice the gate man at LC No. 62 at Km 76/900-77/000 & LC No. 63 at km 79/700-800 about the train particulars as detailed in Appendix-A then only insert the Up or Down shunt keys in the token less block instrument concerned to enable SM/SET and SM/HNK to establish TGT in their block instrument. Conditions for Taking OFF Reception Signals: A) Before taking off the reception signals the SM/MAD shall ensure that the line on which the train is intended to be received is clear and free from obstruction up to the adequate distance required as per Para-6.4.2 and set the points for the required route and take off the Home Signal. B) Before taking off Up/Down reception signals the SM shall ensure that the LC gate at Km 74/100-200 is closed and secured against road traffic as detailed in Appendix-A. Adequate Distance: Down Train: i) For the reception of train on Road-1 to the sand hump from Starter No.4 with points 56 Reverse and 57 Normal. ii) For the reception of train on Road-2 to sand hump from Starter No.3 with points 56 and 57 Normal. iii) For the reception of train on Road-3, 4 or 5 up to down advance starter No.7. Up Train: For the reception of train on Road-4 is up to the Sand hump from Starter No.16 with points 53 and 50 Normal. For reception of train on Road-5 (goods) up to the Sand hump from starter No.15 with points 53 Reverse and 50 Normal. iii) For the reception of train on Road-1, 2 or 3 is up to up advanced starter cum up gate distant No.14 / 2 D. 3. Calling On signal: i) For the reception of an Up train on Road Nos. 1 or 2 or 3 or 4 or 5 by using calling on signal No. 20 B is up to the respective Up starter signal. ii) For the reception of a Down train on Road Nos. 1 or 2 or 3 or 4 or 5 by using calling on signal No. 1 B is up to the respective Down starter signal. NOTE: a) Item - (i & ii) of the item No. 1,2 and 3 have the approval of CRS/SBC under the provision of GR 3.40 and Part I of SEM para No. 7.19.5 (d). b) For locating the down advanced starter No. 7 so as to protect the slip siding point No. 58. This has the approval of CRS/SBC under the provision of GR 3.10 (4). c) Signal No. 1D as down gate distant signal for Maddur Home signal as well as gate stop signal for LC No. 58 at KM. 72/100-200 and signal No. 14/2D as Up gate distant signal for LC No. 58 at KM. 72/100-200 cum Up advanced starter signal. This have the approval of CRS/SBC under the provision of GR. 3.07 (7). Simultaneous Reception/Crossing of trains: The Signalling arrangements permits the following simultaneous movements: 1) While receiving a down train on Road-1 or 2 with cross over point No. 57 Normal and an up train can be received on Road-4 or 5 with cross over point No. 50 normal. 2) While receiving a Down train on Road No. 1 or 2 with sand hump setting, another down train can be despatched from Road No. 3 or 4 or 5. While receiving an Up train on Road No. 4 or 5 with sand hump setting another Up train can be despatched from Road No. 1 or 2 or 3. 3) While giving precedence / crossing as far as possible, the first arriving train shall be received on the loop line and the second arriving train shall be dealt on the main line. If one of the trains is not booked to stop at the station the train booked to stop shall be received on the loop line and the train not booked to stop shall be run through on main line. 6.6 Complete arrival of trains: Station Master on duty shall personally ensure the complete arrival of run through trains by observing the Tail Board by day and Tail Lamp by night as the case may be, before closing the block sections. If it is observed that the train has passed without Tail Board / Tail Lamp the SM shall not close the block section till such time the complete arrival has been ensured. In case of stopping train, 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 (i). 6.6.4 Due to some reason if the duty SM is unable to ascertain the complete arrival signal with the guard of a stopping train he shall obtain the signature of the guard in the train intact arrival register (T/1410) maintained for this purpose as an assurance for the complete arrival of the train within the starter / fouling mark before clearing the block section. If there is no guard SM shall personally ensure complete arrival and clearance of the track (SR 14.10 (iii) (a). Despatch of trains: When everything is ready with the train to be despatched, the SM/MAD shall call the attention of SM/SET or SM/HNK as the case may be and advise the train No, Description etc. 6.7.2 In the case of an up train, SM/MAD shall advise the Engineering LC gates at km. 72/100-200 and at KM 68/400-500 about the train particulars for the closure and clearing of gate signals in time as detailed in Appendix A. 6.7.3 In the case of a down train, SM/MAD shall ensure the Traffic LC gate at km. 74/100-200 is closed and exchange Private Numbers with the Engineering LC gates at KM. 75/400-500 and 76/000-100, and advise the Engineering LC gatemen at LC at KM. 76/900-77/000 and 79/700-800 about the train particulars for the closure and clearing of gate signals in time as detailed in Appendix A. On the receipt of acknowledgement confirmed with PN from the SM/SET or SM/HNK as the case may be, SM/MAD shall insert the relevant shunt key and set the concerned token less block instrument to TGT position. The SM shall ensure that the despatch route is clear and free from obstruction and set the required route and issue Caution Order if any to the driver and guard of the train and then clear the despatch signals. After ensuring the correct despatch signals are taken off, the SM/MAD shall authorize the train to depart. Trains Running through: The signalling arrangements permit run through of trains on Road No. 1 to 4, but as far as possible run through trains shall be dealt on Road-3 (Main line) at this station. Trains carrying ISMD loads shall normally be dealt with only on Road-3 (Main line). 6.9 Motor Trolley/Material Lorries, etc: 6.9.1 Block instrument working shall be suspended and line clear ticket is issued as an Authority to Proceed, when Motor Trolley/Material Lorry, etc., is required to work in the block section. Block instrument working can be resumed by the SMs at either end of the block section after the Motor trolley/Material lorry, etc., has cleared the block section. Instructions contained in the NOTE under item 16 of Para-3.3.14 of BWM shall be strictly adhered to. Uninsulated trolleys/lorries/Motor trolley, etc., should not be placed on the track circuited portions. Whenever a trolley/lorry is allowed to work, the Station Master on duty shall ensure that the track is clear of such vehicles before clearing the signals for a train or before operating the points as a trolley/lorry/motor trolley may fail to shunt the track circuit. Signals except Advanced Starters can be cleared for the movement of trolley/motor trolley when worked as a train. NOTE: 1) Insulated trolley/lorry/motor trolleys do not actuate track circuit. If signal is cleared for reception/despatch of trolley/lorry/motor trolley, the route set for the same shall not be altered until the movement is completed. 2) Trolley / lorry caps shall 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 incharge to the effect that the trolley / lorry is insulated. Time limit for taking off signals: a) For stopping trains, approach signals shall not be taken off earlier than five minutes before the probable time of arrival of the train. b) For stopping trains, despatch signals shall not be taken off earlier than three minutes before the probable departure of the train and it should be cleared only when the train is ready in all respects. c) For run through trains, despatch and approach signals shall not be taken off earlier than ten minutes before the probable passage of trains. 7.0 BLOCKING OF LINES: 7.1 When a running line is blocked/obstructed for any purpose, the points at both the ends of the line should be set against the line except when shunting is required to be done on that line. No movement should be permitted on to a line occupied by a train/vehicle carrying passengers except when shunting is required to be done on the train/vehicle or for attaching an Engine to that train/vehicle. When a running line is blocked/obstructed, Line Blocked caps should be placed on the relevant knobs as mentioned below, on the panel, to serve as a reminder to the SM on duty. Immediately when the line is clear again, the caps should be removed from the knobs and kept safe. Line occupiedKnob No.Road-152N, 56N Road-251N, 57N Road-351R, 57R or 55R, 50R Road-450N, 55NRoad-553N, 54N 7.3 The SM on duty shall see that train/vehicles standing at the station are properly secured so as to prevent them from gaining momentum and rolling down. Vehicles/Wagons should be coupled together and brakes applied. The vehicles should be kept well within the starters. Skids and safety chains should be used for securing the vehicles. 7.4 Before uncoupling one or more wagon/vehicle fitted with roller bearing to be stabled on a running line the hand brakes of all the wagons/vehicles should be applied. Skids should also be used to prevent such vehicle 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. Instructions contained in SR 5.23 (vii) shall be strictly adhered to. 7.5 When a running line is blocked/obstructed by any vehicle 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. Instructions contained in SR 5.23 (v) shall be strictly adhered to. 7.6 i) whenever a goods train is to be stabled on running line, before detaching the train engine, the Guard of the train shall ensure that the van brake and the hand brakes of at least six vehicles next to brake van are put on. The Driver shall ensure the hand brakes of at least 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 six more vehicles are put on before detaching the brake van. In addition, they shall also be secured with safety chains 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/brake-van has been attached to the formation. ii) Before detaching the engine from a train carrying passengers, the hand brakes in the Guards brake-van in rear and in additional brake-vans, if any, on the formation, shall be securely screwed down. Hand brakes, if any, provided on any other coaching vehicles like inspection carriages shall be applied. The wooden wedge/skids supplied shall be placed under farthermost wheels of the formation and safety chain shall also be used to secure the vehicles. iii) The Guard, after satisfying himself that the train is braked as required, shall show Green hand signal to the Driver and 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 braked until the engine is attached to the train again. Instructions contained in GR 4.48 and SRs there under shall be strictly adhered to. 7.7 While handing/taking over charge, the outgoing/incoming Station Master should promptly record in the Station Diary and TSR he number of the running line(s) obstructed. 7.8 The relevant instructions contained in SR 5.01, GR 5.19 and 5.23 and SRs there under should be strictly adhered to by all staff concerned. 7.9 Whenever vehicles are stabled in the ballast siding the control knob No. 59 shall be kept in the normal position. The vehicles shall be placed within the fouling mark and secured with hand brake, skids and Safety chains 7.10 Safety Cabs: To ensure safety in working Safety Cabs are provided under the custody of duty Station Master, which shall be fixed on signal/point knobs, when the line 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). 8.0 SHUNTING: (GR/SR 5.13 TO 5.23 and 8.09 TO 8.15) For shunt movement at this station, the duty SM shall give due consideration to the train services in this section and carryout shunt movements on hand signals and by taking off starter signals. The stationmaster 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. All shunting operations involving full trains and stabling of materials/departmental trains shall be supervised by the guard of the train. Other shunting will be supervised by the guard under the instructions of the SM. In the absence of the guard, the SM shall supervise shunting. The shunt key along with Form T/806 shall be handed over to the driver as an authority to perform shunting between starter and the opposing home signal of the concerned block section (SR 8.15 (i) of GRS 1976). To permit shunting beyond the starter and outside the opposing home signal, the concerned block section shall be blocked back (SR 8.15 (i) of GRS 1976) and the shunt key along with Form T/ 806 shall be handed over to the driver as an authority to perform shunting. Note: i) Shunt key can be extracted by pressing SHK button of the concerned block instrument in line closed or TGT with TOL condition on the block instrument. ii) Any shunting beyond point No. 58 towards HNK shall be done only under block back. 8.4 Shunting during suspension of Block Instrument: When shunting has to be performed at either 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 1976). 8.5 Shunting during failure of Shunt Keys: When the shunt key cannot be extracted and shunting has to be necessarily performed, the SM shall adhere to the instructions as detailed in (SR 8.15 (i) of GRS 1976). 8.6 Hand shunting/loose shunting of vehicles/wagons at this station is strictly prohibited. 8.7 Shunting in the face of an approaching train is strictly prohibited at this station. 8.8 Shunting shall not be performed at HNK end of the yard unless an engine is attached towards the falling side of the gradient. Shunting on the Ballast siding:- A ballast siding is take OFF from the Road No. 1 at the locally worked point No. 101 and isolated from the running line by trap point No. 100. Point No. 100 and 101 are provided with succession Key arrangements. Points No. 101 is unlocked by key C which is normally kept in RKT and controlled by Knob No. 59. The point No. 100 is unlocked by Key D, released from point No. 101 in the reverse position. ii) For performing shunting on the ballast siding the SM on duty shall brief the shunting operation to the GDR and the pointsman. He shall reverse knob No. 59 and extract the key C from the RKT duly pressing the push switch provided near RKT which result the disappearance of green light indication near knob No. 59. The Station Master On duty shall handover the key C to the pointsman, who shall proceed to the point, unlock the point No. 101 and reverse the point and extract the KEY D and insert the key in to the trap point No. 100 and reverse the trap point and there after perform shunting. iii) On completion of the shunt moves the poinstman shall set the trap point to normal and extract key D from point No. 100, insert the same at point No. 101 unlock and set the point to normal and then extract the key C from point No. 101 and return to station and handover the key to the Station Master on duty, who shall restore the same in the RKT and normalise the knob No. 59 which results the appearance of the green indication on the panel. iv) Once the siding point is unlocked and hand plunger is pulled over, the points become free and can be set to either position. These points hall be secured with cotter and bolt for all movements and they should be manned in the facing direction. v) Trap indicator is provided for the trap point No. 100 and point indicator is provided for point No. 101 to show the point position. The driver, Guard and shunting staff shall observe this during shunting. vi) After completion of the shunting if the succession key could not be extracted from the point, the point No. 101 must be set to normal, clamped and padlocked and the padlock key must be kept in the personal custody of the Station Master on duty. The train on Road 1 & 2 shall be dealt as per the instructions contained in GR 3.69 to 3.70 and SRs there under. Until the failure is rectified the Station Master on duty shall be responsible for the correct setting , clamping and padlocking of point for all movements on Road No. 1 or 2. vii) The shunt movements towards ballast siding should be done with Engine Pushing only. viii) When the key C is extracted train cannot be dealt on signal on Roads No. 1 & 2. GENERAL INSTRUCTIONS-ABNORMAL WORKING: - WORKING OF TRAINS DURING TOTAL INTERRUPTION OF COMMUNICATIONS 6.02(ii): - In the event of total interruption of communications occurring between MAD and HNK or SET stations i.e. when Line Clear cannot be obtained by one of the following means stated in order of preference namely: - Block Instrument. Block Telephone. Control Telephone; V.H.F. sets; The Station Master on duty shall open communication by sending an engine or self propelled vehicle or any other vehicle as detailed in Para ( 2 ) of SR. 6.02 ( ii ). The order of preference is given below: Light engine. Train engine, after it is detached from the train. Motor Trolley/Tower Wagon duly accompanied by a Guard or by an off duty Station Master. Trolley duly accompanied by a Guard or by an off duty Station Master. Diesel car/Rail Motor Car/EMU Rake after ensuring that all passengers have detrained. Before despatching above said Engine/Self propelled vehicle into the affected block section, the Station Master on duty shall hand over Authority for opening of communication during total interruption of communication on single line section i.e. (T/B 602). The Station Master on duty shall clearly advise the Driver and Guard of the train the fact that the communications have failed. The train has to work with an authority on Form T/B 602. Trains will continue to work in this manner till the competent authority restores anyone of the means of communications. As soon as anyone of the means of communications has been restored, the Station Master shall exchange message with the Station Master at the other end of the section on Form T/I 602. Detailed instructions contained in SR. 6.02 (ii) shall be strictly adhered to for working trains during total interruption of communications. Line Clear shall not be obtained or given by any one of the means of communication restored, until both the Station Masters are satisfied that all trains and engines etc. despatched from their stations have arrived complete at either station. If any light engine/Self propelled vehicle etc is in section with T/B 602 normal working shall not be resumed until the section is cleared and both the station Masters are satisfied under exchange of PNs that no light engine/self propelled vehicle or any other vehicle is on the section. In all the cases of working trains during Total Interruption of Communications, a detailed record of timings of all trains, Engines etc., shall promptly to 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 during the failures. RECEPTION OF A TRAIN ON AN OBSTRUCTED ROAD (GR & SR 5.09) Whenever trains are being received on an obstructed road on calling-on signal the following procedures to be complied with: - If possible intimate the driver through the Station Master of the rear station. Ensure that the line is clear and free from obstruction up to the point of obstruction on the intended reception line. Ensure all the points over which the train has to pass are correctly set. Ensure that no conflicting movement is permitted. Ensure that LC gate on the reception route is closed and secured. Ensure that a stop hand signal is exhibited at a distance of not less than 45 Metres from the point of obstruction. during the failure of calling-on signal, ensure that the Calling on signal knob is turned to reverse while receiving the train on SPT or T/509 to avoid block failure. Station Master shall also personally ensure that, all the points over which the train has to pass are correctly set, clamped & padlocked and the padlock keys are kept with the SM on duty. (i) If the train is received on Signal Post Telephone the SM shall ensure that the conditions indicated above (i.e. a to f) are 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 Station Master shall record the message in the Train signal register below the entry for that train. ABSTRACT MESSAGE To Date_________ The Driver of _________(Train No. & Description) UP/DOWN Time________ No._________ You are authorised to pass the UP/DOWN HOME SIGNAL No._______ at ON cautiously at a speed not exceeding 10 KMPH and come on to Road No. ______ (in figures & 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 wait for hand signals for further movement. My private number is _______ (in figure)___________(in words). During the failure of Calling-on Signal & SPT and when the train has to be received on an obstructed line. The train shall be piloted by issuing Form T/509. DESPATCH OF TRAINS UNDER AUTHORITY TO PROCEED WITHOUT LINE CLEAR TO ASSIST A CRIPPLED TRAIN: {SR 6.02(i)}. Break down special /relief train/engine shall be sent into the obstructed 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 control and the SM at the other end. Clear instructions shall be issued to driver and Guard regarding the nature of obstruction and location of obstruction or 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 trains/engines are to be despatched into the block section subsequently, clear instructions shall be given to the drivers and guards of such trains/engine etc., already allowed into the section and other relevant information. Once obstruction is removed and the line is certified by competent Railway Servant as fit and safe for the passage of trains, the duty SM shall exchange numbered messages and private numbers with his counterpart at the other side, to ensure that the block section is clear of all trains/vehicles sent into the section and then only restore normal working. All the entries relating to the train dealt on form T/A 602 shall be made in Red ink in TSR. {Ref: SR 6.02(i) for detailed instructions.}and other relevant information. Once obstruction is removed and the line is certified by competent Railway Servant as fit and safe for the passage of trains, the duty SM shall exchange numbered messages and private numbers with his counterpart at the other side, to ensure that the block section is clear of all trains/vehicles sent into the section and then only restore normal working. All the entries relating to the train dealt on form T/A 602 shall be made in Red ink in TSR. {Ref: SR 6.02(i) for detailed instructions.} 9.6 Caution Order: Caution Order, if any, shall be issued by the Duty Station Master to Driver 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. 10.0 VISIBILITY TEST OBJECT: Any aspect of Down and Up Starters for Road-3 during day and night shall constitute the visibility test object for Up and Down directions respectively at this station. 11.0 ESSENTIAL EQUIPMENTS AT THE STATION: The Station Master shall ensure that the prescribed number of the Essential articles listed in Appendix E is made available exclusively for train passing duties. The Station Master on duty shall be responsible to keep the required number of the essential equipments neat and in good fettle to be used whenever required. 12.0 NAMES OF FOG SIGNALMEN: Names of the fog signalmen nominated to be called in case of Fog. LIST OF APPENDICES Appendix AWorking of Level CrossingsAppendix BSystem of Signalling & Interlocking Appendix CTelecommunicationAppendix DDuties of staffAppendix EList of Essential Equipments Appendix F Names of Fog signalmen nominated to be called in case of fog.  (A.S. SHANKAR) (L.M.HANDI) Divisional Signal & Tele- Divisional Safety Officer, Communication Engineer, Bangalore 23. Bangalore 23. APPENDIX A A.1.0 ENGINEERING LEVEL CROSSING No. 56 at Km 68/400 - 500 BETWEEN MAD-SET. A.1.1 This is an interlocked A class engineering level crossing situated in MAD-SET block section provided with lifting barriers and Multiple Aspect Colour light gate signals and gate Distant Signals in either direction and the gate is normally kept open for road traffic. This level crossing is manned round the clock by a gate man in each shift under Essentially Intermittent roster issued by DPO/SBC. A.1.2 Magneto Telephone Communication between this level crossings and SM/MAD as detailed in Appendix C. A.1.3 Before granting line clear for a Down train from SET or before despatching an Up train to SET the Station Master/MAD shall call the attention of the gateman on phone and advise him, the particulars of train with its number, description, direction of movement and probable time of departure from SET/MAD. The gateman shall acknowledge the advice by repeating the train number, description, direction etc., and assure on duty SM/MAD that he is ready to close and lock the gates against the road traffic and take off the concerned gate signal in time The details of trains including the time of advise shall be recorded by the SM on duty and the gateman in the register maintained separately at the station and at the gate lodge for this purpose. A.1.4 Immediately on receipt of out report for a Down train from SET or after the departure of an Up train from MAD the Station Master/MAD shall advise the gateman who shall close and secure the gates against the road traffic and take off the concerned gate signal, in time. A.1.5 In the case of failure of telephone communication between the SM/MAD and the level crossing or when the gateman fails to respond to the telephone calls, the Station Master must adhere to SR 16.03 (iii) (b) (1), issue Caution Order to all Up trains entering the block section and also advise Station Master/SET for the issue of Caution Orders for all Down trains entering the block section. The drivers must observe the instructions contained in SR 16.03 (iii) (b) (1). The Station Master shall advise the TECH.ES/JE/SE/SIG of the section for immediate rectification. The failure of the gateman to attend the telephone call shall be advised to Sr. DEN /SBC. NOTE: Run through trains need not be stopped out of course for the purpose of issue of Caution Orders (SR. 16.03 (iii) (b) (2) (iii). When a train movement is cancelled for which the gateman had been advised for closure of the gates, the SM/MAD should advise the same to the gateman on duty duly issuing a fresh private number in confirmation of the cancellation of the movement. This PN shall be recorded in the remarks column of the PN exchange register. In case failure of power supply from KPTCL and Inverter at this LC, the gateman shall immediately advice the on duty SM/MAD about the failure of power supply, SM/MAD should also arrange to issue caution orders to GDR of a train(s) entering this block section from either end, informing about blank signal. The responsibility of keeping the gates closed and locked against the road traffic for the safe passage of the train without delay lies on the gateman on duty. If any barrier fastening thereof the winch mechanism goes out of order the gatemen shall advise the Station Master on duty, immediately give the message to the concerned official to attend the failure and restore the same. {SR 16.06 (iii) (a) & (b)}. A.2.0 ENGINEERING LEVEL CROSSING GATE NO. 58 AT KM.72/100-200 A.2.1 This is an interlocked A class Engineering level crossing gate, provided with lifting barriers. This gate is situated between Down Distant and Down Home signal and protected by gate signals. This gate is manned round the clock by gateman each shift under Essentially Intermittent roster issued by DPO/SBC and it is under the control of SE/P.Way/MYA. A.2.2 Magneto telecommunication is provided between this level crossing and SM's office as detailed in appendix 'C'. A.2.3 This level crossing gate shall normally kept open for the road traffic. The SM on duty shall advise the gateman whenever it is necessary to close and lock the gates against road traffic for the passage of train. This gate is interlocked with Up advanced starter cum gate distant signal and Up and Down Gate stop Signal. These gate signals are operated from 2 slide instrument. A.2.4 This LC is protected by Up and Down gate signal with G marker provided at a distance of not less than 180 meters from the LC. These signals are electrically operated from 2-slide instrument provided in the gate lodge. To operate this slide instrument gateman has to lower the lifting barriers, extract winch key from the winch. This winch key is used to reverse the first single lever frame which in turn locks the lifting barrier booms in lowered position and releases key B. The Key B is used to un-lock the two-slide instrument provided at gate lodge to clear the concerned gate signal. The description of the slide is given below: SLIDE NO.DESCRIPTION1Down gate signal 2Up gate signal When the barriers remain in raised position, the level crossing is opened for road traffic. During night, a white light is exhibited from the top of each gatepost towards the road traffic when level crossing is in the `open to road traffic' position and a red light when level crossing is closed to road traffic. During daytime when the barriers are lowered across the road a red disc on the boom of the barrier and red targets suspended from it warn the road traffic to stop. While the boom comes down across the road, a gong attached to each boom gives bell as a warning to the road users that the level crossing is about to be closed. The gongs do not sound when the barriers are lifted. Notice Boards facing the road traffic are erected at either end of the level crossing to warn the traffic to stop when the gongs are sounded. A.2.5 Before granting line clear for a down train from SET or before despatching an Up train to SET the Station Master/MAD shall call the attention of the gateman on phone and advise him the particulars of train with its number, description, direction of movement and probable time of departure from SET or from MAD. The gateman shall acknowledge the advice by repeating the train number, description, direction etc., and assure him that he is ready to close and lock the gates against the road traffic and take off the concerned gate signal in time The details of trains including the time of advice shall be recorded by the SM on duty and the gateman in the register maintained separately at the station and at the gate lodge for this purpose. A.2.6 Immediately on receipt of out report for a down train from SET or before despatching of an Up train from MAD the Station Master/MAD shall advise the gateman. The gateman shall close and secure the gates against the road traffic and take off the concerned gate signal, in time. On completion of train/shunt movement the gate man shall put back the gate signal to normal and extract key B from the 2-slide instrument. Insert this key B in the concerned single lever frame and normalise lever. This action releases the winch key. The winch key should be used to open the lifting barriers. A.2.7 In the case of failure of telephone communication between the SM/MAD and the level crossing or when the gateman fails to respond to the telephone calls, the Station Master must adhere to SR 16.03 (iii) (b) (1), issue Caution Order to all up trains entering the block section and also advise Station Master/SET for the issue of Caution Orders for all Down trains entering the block section SR 16.03 (iii) (b) (1). The drivers must observe the instructions contained in GR 16.03 (iii) (b) (2) (i). The Station Master shall advise the JE/SE/SIG. or TECH.ES of the section for immediate rectification. NOTE: 1. Run through trains need not be stopped out of course for the purpose of issue of Caution Orders (SR. 16.03 (iii) (b) (2) (iii). 2. When a train movement is cancelled for which the gateman had been advised for the closure of the gates, the SM/MAD should advise the same to the gateman duly issuing a private number in confirmation of the same. This PN shall be recorded in the remarks column of PN exchange register. 3. The responsibility of keeping the gates closed and locked against the road traffic for the safe passage of the train without delay lies on the gateman on duty. A.2.8 If any barrier fastening or the winch mechanism goes out of order the gatemen shall advise the Station Master on duty, immediately give the message to the concerned official to attend the failure and restore the same. {SR 16.06 (iii) (a) & (b)} A.3.0 TRAFFIC LEVEL CROSSING GATE NO.59 AT KM.74/100-200 (MAD YARD): A.3.1 This is an interlocked A class traffic level crossing gate, provided with Swing gates. This gate is situated between Down Starters and Down Advance Starter. This gate is under the control of Station Master/MADDUR. This level crossing is manned round the clock by a gate man in each shift under Essentially Intermittent roster issued by DPO/SBC. A.3.2 Magneto telecommunication is provided between this level crossing and SM's office as detailed in appendix 'C'. A.3.3 This level crossing gate shall normally kept open for the road traffic. The SM on duty shall advise the gateman whenever it is necessary to close and lock the gates against road traffic for the passage of train. This gate is interlocked with Up and Down reception and Down Despatch Signals. A.3.4 A single lever ground frame is provided near these level crossings to control the gate. This single lever is provided with electric lever lock for its reverse position. Before permitting any train/shunt movement likely to infringe the level crossings, the SM on duty shall call the gateman on phone and advise him the particulars of the train/shunt movement such as the number, description, direction and ask him to close the level crossings and turn the knob G to reverse position. The gatemen shall acknowledge the advise by repeating the particulars of train, close and lock the gates across road traffic, extract the gate key, unlock and reverse the single lever and advise the SM. A white light appears on the control panel near the legend CL. A.3.5 After the passage of the train/shunt movement the SM on duty shall put back the gate knob to normal. The 'FREE' indication appears on the indicator near the single lever controlling the level crossing gate. The gateman after ensuring the availability of the 'FREE' indication, shall put back the single lever to normal, extract the gate keys from the lock of the lever, insert and turn them in the lock of the gate and open the gate to permit road traffic to pass through. As soon as the single lever is normalised the FREE indication near the single lever and the white light indication below the letters CL on the panel vanishes. The gateman shall operate the single lever gently. He should not try or use force to put back the single lever to normal position unless he gets the 'FREE' indication. A.3.6 Single lever frame is free to move from reverse to middle position. If the lever is disturbed from reverse position, the concerned interlocked signal will go back to danger. Hence, the gateman shall ensure that the lever is not disturbed from reverse position. A.3.7 The level crossing shall not be closed against road traffic earlier than 6 mts. before the arrival of a train or 10 mts. before the expected passage of a run through train. The gates shall be closed when the train is ready to leave, in case of stopping trains. During shunting, the gates shall not be kept closed for more than 10 mts. if necessary shunting should be suspended and the road traffic permitted to pass through. A.3.8 In case of failure of magneto telephone communication or if there is no response from the gatemen, and when the level crossing are to be closed against the road traffic, the SM on duty shall adhere to the instructions in SR. 16.03 (iii) (b) (i) (2) and depute a Pointsman to the level crossing to ensure that the gates are closed and locked against road traffic and exchange All ready signals with the SM. The SM shall then clear the required reception or despatch signal as the case may be after ensuring the CL indication on the panel. A.3.9 If due to any defect one or both the leaves cannot be closed across the road traffic the gateman shall use the emergency chains with RED disc to block the road traffic and secure them by means of padlocks and RED (warning) light must be exhibited from the gateposts during night. Then the gateman shall inform the Station Master on duty for having chained and locked the level crossing against road traffic and the Station Master shall authorise the train movement only after exchanging private number with the gateman for having chained and locked the level crossings without any obstruction to rail traffic. The same will be advised to concerned JE/SE/P. Way for early rectification. A.3.10 Emergency Key for the gate is secured in electrical key contact box is kept at the SM's office for use in case failure of electric lever lock, the SM on duty shall break open the seal of the box, extract the Emergency key and arrange to use it to open the level crossing gate, since the key is interlocked with the Up and Down reception and despatch signals. The concerned signals cannot be taken OFF once the emergency gate key is extracted. If trains has to be dealt, the signals shall be suspended and relevant provisions contained in GR 3.68 to 3.70 and subsidiary rules there under should be followed duly ensuring that the gates are closed and secured against road traffic. The SM on duty shall ensure that the emergency gate keys are returned to him after the use. Removal of emergency gate keys from the electric key contact box will prevent the clearing of interlocked signals. A.3.11 When the emergency gate keys are used, the SM on duty shall make individual entry for the gates in the register specially maintained for this purpose with the details like; the time and date of use, the number of the train for which it was used, etc. Immediately after noticing the failure the TECH.ES/SE/JE/SIG. shall be advised to restore the normal working. A.3.12 In case of obstruction at/near the level crossing, the gateman shall adhere to the instructions contained in GR 16.07 and SRs there under. NOTE: Whenever a train / shunt movement has been advised to the traffic LCs and arrangements have been made to close the LC gate against the road traffic and the movement is cancelled subsequently, the SM on duty shall advise the same to the gateman and turn the gate knob to Normal. A.4.0 ENGINEERING LEVEL CROSSING GATE NO. 60 AT KM 75/400-500 and NO. 61 AT KM 76/000-100 (MAD-HNK): A.4.1 These are non-interlocked C class level crossings and provided with gate leaves, situated in MAD-HNK block section. The normal position is kept closed and padlocked against road traffic and the padlock keys are kept with gateman on duty. These level crossing gates are manned by a Single Gate man (each) between 07.00 hours to 17.00 hours as per the roster issued by DPO/SBC. These gates are under the control of SE/P.Way/MYA. When the gatemen of LC No. 60 & 61 breaks off duty at 17.00 hours they shall ensure PN is exchanged with Station Master on duty in confirmation that the gates are kept closed and padlocked against road traffic and the pad lock keys are kept with the gateman off duty. This will be recorded in the PN exchange register maintained at Station and at gate lodges. A.4.2 Magneto Telephone Communication is provided between these level crossings and MAD station and the bell codes to call the attention of each other shall be used as detailed in appendix C. A.4.3 Before permitting the SM/HNK to obtain line clear for an Up train or before the departure of a Down train, the Station Master/MAD shall advise the gateman on duty, the particulars of train with its number, description, direction of movement, probable time of departure from the adjacent block station or from his station and communicate individual Private numbers with time to the gatemen on duty. A.4.4 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 individual private number with time as an assurance to that effect to the Station Master. A.4.5 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.4.6 The private numbers 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.4.7 The gateman must whenever it 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 PN Exchange Register maintained both at the gate lodge and at the station. A.4.8 When there is failure of telephone communication between any of these level crossing gates 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 for all Down trains entering the block section and also advise Station Master, HANAKERE for issue of Caution Order for 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: 1. When a train/shunt movement for which LC gates have been kept closed and private numbers have been exchanged with the gateman is to be cancelled due to any reason, the SM on duty shall advise the same to the gateman duly communicating a private number in confirmation of the cancellation of the movement. 2. The responsibility of keeping the gates locked across the road traffic for the safe passage of the train without delay lies with the gateman. A.5.0 ENGINEERING LEVEL CROSSING No. 62 at KM. 76/900 77/000 and No. 63 at Km 79/700-800 BETWEEN MAD-HNK. A.5.1. These are interlocked A class engineering level crossing situated in MAD-HNK block section provided with lifting barriers and Multiple Aspect Colour light gate signals and gate Distant Signals in either direction and the gate is normally kept open for road traffic. This level crossing are manned round the clock by a gate man in each shift under Essentially Intermittent roster issued by DPO/SBC and under the control of SE/P.Way / MYA. A.5.2 Magneto Telephone Communication between this level crossings and SM/MAD as detailed in Appendix C. A.5.3. Before granting line clear for an Up train from HNK or before despatching a Down train to HNK the Station Master/MAD shall call the attention of the gatemen on phone individually and advise them, the particulars of train with its number, description, direction of movement and probable time of departure from HNK/MAD. The gatemen shall acknowledge the advice by repeating the train number, description, direction etc., and assure on duty SM/MAD that they are ready to close and lock the gates against the road traffic and take off the concerned gate signal in time The details of trains including the time of advise shall be recorded by the SM on duty and the gatemen in the register maintained separately at the station and at the gate lodge for this purpose. A.5.4 Immediately on receipt of out report for an Up train from HNK or after the departure of a Down train from MAD the Station Master/MAD shall advise the gatemen who shall close and secure the gates against the road traffic and take off the concerned gate signal, in time. A.5.5. In the case of failure of telephone communication between the SM/MAD and the concerned level crossing or when the gateman fails to respond to the telephone calls, the Station Master must adhere to SR 16.03 (iii) (b) (1), issue Caution Order to all Down trains entering the block section and also advise Station Master/HNK for the issue of Caution Orders for all Up trains entering the block section. The drivers must observe the instructions contained in SR 16.03 (iii) (b) (2). The Station Master shall advise the TECH.ES/JE/SE/SIG of the section for immediate rectification. The failure of the gateman to attend the telephone call shall be advised to Sr. DEN /SBC. NOTE: 1. Run through trains need not be stopped out of course for the purpose of issue of Caution Orders (SR. 16.03 (iii) (b) (2) (iii). 2. When a train movement is cancelled for which the gateman had been advised for closure of the gates, the SM/MAD should advise the same to the gateman on duty duly issuing a fresh private number in confirmation of the cancellation of the movement. This PN shall be recorded in the remarks column of the PN exchange register. 3. In case failure of power supply from KPTCL and Inverter at these LCs the gateman at the concerned gate shall immediately advice the on duty SM/MAD about the failure of power supply, SM/MAD should also arrange to issue caution orders to GDR of a train(s) entering this block section from either end, informing about blank signal. 4. The responsibility of keeping the gates closed and locked against the road traffic for the safe passage of the train without delay lies on the gateman on duty. 5. If any barrier fastening thereof the winch mechanism goes out of order the gatemen shall advise the Station Master on duty, immediately give the message to the concerned official to attend the failure and restore the same. {SR 16.06 (iii) (a) & (b)}. APPENDIX B SYSTEM OF SIGNALLING AND INTERLOCKING B.1.1 This is a class B station provided with Standard-III Multiple aspect colour light signals. The Points and signals are operated from the control panel. B.1.2 Up Home Signal at distance of 407 meters beyond the Up outermost Point No.57 and Up Distant signal at a distance of 1057 meters from the Up Home signal are provided for the reception of up trains on Road-1, 2, 3, 4 and 5. B.1.3 Down Home Signal at a distance of 642.32 metres beyond Down outermost Points No.50 and Down Distant signal at a distance of 1553 from the Down home signal are provided for the reception of Down trains on Road-1, 2, 3, 4 and 5. B.1.4 Calling on signals are provided below the Up and Down Home Signals. B.1.5 Signal post telephones are provided below the calling on signals on both Up and Down Home Signals. B.1.6 Up and Down starters for Road-1, 2,3,4 & 5 and Up and Down Advanced starters are provided for the despatch of Up and Down trains. B.1.7 Up Advanced starter No 14 / 2 D is also Up Gate Distant signal for the LC at Km. 72/100-200. B.1.8 Up Gate signal at a distance of 180 Mts. and Down gate signal at 188 Mts. in rear of the LC at Km. 72/100-200 are provided in the respective direction. B.1.9 G Markers are provided below the Up and Down Gate signal. B.1.10 Goods warning board is provided at a distance of 1400 meters in rear of the Up and down home signals respectively. B.1.11 P markers are provided below Up and Down distant signals. B.1.12 C markers are provided on the stem of Up and Down Home signals below the calling on signal. B.1.13 Board with legend Driver to pull up to signal if the same is at ON provided in rear of Up and Down Home Signals. B.1.14 Crank handle duly interlocked with the signals except Up and Down Advanced Starters is kept in SMs office for operating point machine during failure. B.1.15 All signals are erected on Left Hand Side. B.1.16 Directional type route indicators are provided on the up and down home signals. When the route is set and signal cleared for Road-1,2,4, and 5 the concerned route indicator will display a row of white lights. Unless the route indicator is lit, the signal will not get cleared for the concerned Roads. But there will not be any display of white lights when the route is set and the signal is cleared for receiving an up and down train on Road-3 (Main line). B.1.17 Up and down shunt keys, which are in electrical key instrument when removed, prevents clearing of Down advanced starter No.7 and Up advanced starter No.14/ 2 D respectively. B.1.18 Emergency gate keys for LC at Km. 74/100 200 is kept in electrical key contact box at SMs Office for the use during the failure of electric lever lock.. B.1.19 Position light shunt signal No: 8 in rear of point No: 50 and No: 13 in rear of point No: 57are provided on a separate post. These shunt signal display two white lights in horizontal position in the ON aspect and two wit lights in the oblique position in the OFF aspect. B.1.20 A Board to read STOP HERE IF GATE SIGNAL IS AT ON is provided 35 metres from Shim shah river bridge No: 622 towards the station to avoid stoppage of Up trains on the bridge when the Up gate signal No: of LC at Km. 72/ 100-200 is not taken off . B.1.21 Advanced starters are the last stop signals and they are interlocked with the concerned block instrument. B.1.22 Key C controlling point No. 101 is kept in the panel room under the control of Station Master. This key is controlled by Knob No. 59. B.1.23 Point indicator for Point No. 101 and Trap indicator for trap point No. 100 are provided. B.1.24. All the points are provided with electrical point machine except siding points Nos. 100 and 101. B.2.0 CONTROL PANEL: B.2.1 All points and signals are operated from the combined track diagram with control panel installed in the Station House. The panel consists of a console, which provides a clear picture of the track, points and signals over the entire area. Each track circuit is represented by a separate distinct colour. B.2.2 At the bottom of the panel, SM's key, point knobs 'P' ACK' button and siding control knobs are provided. At the top of the panel, white light indication with counters are provided for route cancellation, emergency manual route release, emergency route release for calling on signal and calling-on signal, white and red light indication for crank handle, indication for filament fusing / signal no aspect. All the signal knobs are provided near the respective signals. B.2.3 The signal knobs for reception and despatch signals at either end are coloured RED shunt signal knob are coloured YELLOW and point /siding control knobs are coloured black with its number of the signals engraved at the centre of the knob. B.2.4 (i) The point knob has two positions normal (N) and Reverse (R) and must normally be kept in the normal position. To set the point to the reverse position, the knob must be turned to the (R) position. The points repeat indications are shown near the point knob by means of a GREEN light indicating the (N) position and YELLOW light indicating the (R) position. If the points do not set and lock properly no repeat indication will be available. (ii) In addition to the Normal and Reverse indication near the point knob, there is a White light in between the above indications. The White light indication appears only when the point is free to be operated. B.2.5 The signal knobs have two positions, Normal and Reverse and must normally be kept in the normal position. The signal knob should be turned in the direction shown on the panel for clearing the signal. B.2.6 The siding control knob has two position normal N and reverse R and must be normally be kept in the normal N position. To extract the siding key from the RKT this knob shall be turned to R reverse position. A green light indication is provided near the control knob to indicate the siding points are normal. B.2.7 The gate control knob G controlling the LC. at Km. 74/100-200 is coloured green and has two position N normal and R reverse position. It shall be normally kept in normal position. Whenever it is required to close the gate for the movement of the train this knob should be turned from N to R. After the movement of the train the knob should be normalised which release the control on the gate single lever frame for opening the gate. B.2.8 Power acknowledgement button (P ACK) coloured RED is provided on the right hand side bottom of the panel. Instructions for operating the P ACK button are detailed in Para B.11. B.2.9 Crank handle FREE (White light) and LOCKED (red light) indicators are provided on the control panel. B.2.10 White light indication with counters is provided below the legend on the panel for: Up calling-on signal Down calling-on signal Route cancellation. iv) Emergency manual route release. v) Emergency calling on route release B.2.11 Setting up of a route is represented by a series of White lights along the route on the panel when the concerned point knobs and signal knobs are operated. The White light appears only when the route is correctly set and locked and all the track circuits are clear. When a particular track is occupied or has failed, a RED indication appears on the concerned track on the panel. B.2.12 The SMs key knob has two positions, Normal and Reverse and must normally be kept in the Reverse position. B.2.13 The control panel is provided with locking arrangements on the left hand side bottom of the panel to prevent any un-authorized operation of the panel. This lock up key must be in the personal custody of the Station Master on duty. The panel should normally be in the locked up position and unlocked only when an operation is required to be performed on the panel. Immediately after each operation, the panel should be locked and the key must be kept in the personal custody of the Station Master on duty. B.2.14 Voltmeter is provided over the panel to indicate the power supply voltage. B.2.15 The battery charger monitor indication is provided with GREEN LED indicator to show the chargers are ON and in working condition. A RED LED indicator with audio buzzer is provided in the event of failure. Whenever the battery voltage becomes low, a buzzer will sound to alert, and the RED LED appears, the push button provided should be reset to stop the buzzer and the same should be immediately advised to TECH.ES/JE/SE/SIG of the section immediately to avoid failures. B.2.16 Filament fusing / Signal no Aspect indication with a buzzer is provided. There will not be any indication in the normal condition. When a signals single filament is fused or a signal is blanked off, a red indication with buzzer alarms the SM on duty. The SM shall press the buzzer, the buzzer stops and the red indication remains stable. The red indication will go to normal only when the defect is attended. The SM shall inform the Section TECH.ES/JE/SE/SIG for attending and restoring the failure. B.3.0 TRACK CIRCUIT: B.3.1 Continuous track circuits are provided between the up and down-home signals and also 4-rail length of calling on signal track in rear of Up and Down home signal, track up to the end of sand hump, including the portion covered by the points and crossing, points portion leading to the siding 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 pertaining to that route. B.3.2 Failure of track circuits will affect the signals reading over the track circuits and also the points, if any, controlled by the track circuits which have failed. If the failure is noticed before setting up the route, any other available alternate route should be opted for the train movements. If the point 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, authorizing 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. B.3.3 The reliability of track circuit is considerably affected by the formation of rust or oxidization on the table of the rail. Under such circumstances, a Track Clear indication may be displayed for the concerned track which is actually occupied. Such portion of the track over which there has been no movement for a period of 24 hours should be deemed prone to rust formation and Rusty Rail collars/caps must be placed on the relevant point/signal knobs. B.3.4 Normally, no vehicle should be stabled on a track-circuited line. In emergency, if vehicles are stabled and if the duration of stabling can be gauged in advance, and if it is more than 24 hours, the Station Master on duty shall arrange to advise the TECH.ES/JE/SE/SIG to disconnect track circuits on that line. When the vehicles are removed from the line, the TECH.ES/JE/SE/SIG should again be advised to reconnect the track circuits. After the vehicles are removed from the line, normal working should be resumed to only after obtaining a certification in writing from the TECH.ES/JE/SE/SIG that the feed to the track circuits have been reconnected and are working properly. B.3.5 For the first move after clearing of vehicles, if stabled for more than 24 hours with the track circuits not getting disconnected and reconnected as mentioned above or if there was no movement for 24 hours on a track circuited line, the SM on duty shall not rely on the track indication on the panel, but must physically verify that the line is clear and free from obstruction before permitting train movements. For a second move also, he shall personally ensure the condition of the track like this and if the clear/occupied indications are correctly displayed on all these occasions, he can rely on the track indications for subsequent moves. If the indications are erroneous, the track circuits should be treated as failed RUSTY RAIL collars shall be placed on the relevant point signal knobs and train shall be dealt with strictly according to the relevant provisions contained in GRs 3.68 to 3.70 and subsidiary rules there under. Failure messages should promptly be sent to the TECH.ES/JE/SE/SIG for rectification. The permanent way inspector should also be advised for arranging to clear the table of rails. NOTE: Failure/Suspension of track circuits and certification of normal working by the TECH.ES/JE/ES/SIG must be promptly recorded in the signal failure register. B.4.0 CRANK HANDLE: B.4.1 A crank handle duly interlocked with the signals is normally secured in an electrical key instrument in the panel room. The crank handle should be used to operate the points during failures. Note: For point No. 53A and 54A different type of point machines are provided. B.4.2 When the crank handle is properly secured in its electrical key instrument and is free to be extracted a white light indication gets displayed near the place marked Crank Handle on the control panel. When the crank handle is not free to be extracted, the white light gets replaced by a Red light indication. B.4.3 When the crank handle remains extracted, all the signals except up advanced starter cannot be taken off. Similarly when a signal other than up Advanced Starter is taken off the crank handle cannot be extracted. No attempt must be made to take off a signal when the crank handle remains extracted and no attempt must be made to extract the crank handle when the signal has been taken off. Before extracting the crank handle the Station Master on duty shall ensure that the working points are set to the required route form the panel then only he shall extract the crank handle. B.4.4 (A) Push switch is provided near the crank handle. When this switch is kept pressed there will be a deflection in the RKT on observing this indication, the crank handle can be extracted. (B) During failures of points, crank handle shall be used for setting point. While setting the points by crank handle, it should be ensured that the corresponding point knobs are kept in the required (N or R) position. After setting the points in the required position, the crank handle shall be restored to its electrical key instrument. On observing the Crank Handle Free (White light) indication and the point indication on the panel, the required signal may be taken off. If the signal obeys when taken off, train movements can be permitted on signals as in the normal course. If the signal fails to respond, train movements should be dealt with strictly in accordance with the relevant provision contained in GR 3.68 to 3.70 and subsidiary rules there under. B.4.5 While utilizing the crank handle to operate a cross over point, it should be ensured that both the facing and trailing ends of the crossover points are correctly set to the required position and locked for permitting train/shunt movements over the points. For point Nos. 53A and 54A along with crank handle the lid key and crank handle release lock key also to be taken to the point for cranking those points. B.4.6 Whenever the crank handle is utilized to operate a point, necessary entries in the crank handle register should be made promptly and the TECH.ES/JE/SE/SIG advised immediately to restore normal working. B.4.7 When the TECH.ES/JE/SE/SIG require the crank handle for attending to repairs or for routine maintenance work, he shall give a written requisition to the SM on duty specifying the reasons thereof and the number of the points. On receipt of his requisition, the SM on duty shall give due consideration to train movements; hand over the crank handle and the machine lid key of the required points. After the work is over, the key and the crank handle shall promptly be returned to the SM on duty who shall restore the handle to its electrical key instrument and ensure the Crank Handle Free 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. B.4.8 When the crank handle remains with the TECH.ES/JE/SE/SIG all the points should be deemed to have failed, set locally, clamped, padlocked and the padlock keys retained in the personal custody of the SM on duty and the TECH.ES/JE/SE/SIG working at the points advised, before permitting any movement over the points. B.5.0 SETTING OF ROUTE: B.5.1 To set up a route and to clear signal, the duty station master when everything is all right, must unlock the panel and after ensuring that the point Free indication is available shall turn the point knob to either N or R position as required and observe from the point indication that the points have been correctly set and locked to the required position. Then he shall operate the signal knob to either R or S position as required. If the line is clear and free from obstruction, a row of white lights (Route lights) will appear on the whole length of the route concerned on the panel and the signals would clear. As the train enters the concerned track circuit, the respective route (white) lights successively turn to RED. As the train leaves track, the route (white) lights reappear if the signal knob has not been restored to Normal. After the move has been completed, the concerned signal knob shall be normalized and route lights get extinguished. B.6.0 ROUTE CANCELLATION: B.6.1 Once the signals have been cleared for a movement, the SM on duty must on no account interfere with the concerned signals or point knob unless the route, which has been set, is to be cancelled. B.6.2 Normally after the signals are cleared, the route must not be cancelled except in case of an emergency. The route cannot be cancelled once a train passes the signal. If however, it is necessary to cancel the route, for any reason before the train passes the signal, the SM on duty must normalize the signal knob which will immediately restore the signal to Danger aspect and route will be cancelled automatically after a lapse of 120 seconds except up last stop signal. For all the signals the route will be held in the locked position for 120 seconds after the signal has been normalized. B.6.3 There is a Digital counter provided on the left hand side top of the panel with an indicator (White light) below the legend Route Cancellation. Immediately when the signal knob is normalized, the White light appears by the side of the Digital counter and the number of the digital counter will change to the next higher number after 120 seconds thereby recording the route cancellation so made. The white light indicates the commencement of the route cancellation and disappearance of the white light indicates that the route is cancelled. B.6.4 Every route cancellation shall be entered in the route cancellation counter register with the number on digital counter with reasons for cancellation. The Station Master should make an entry in train signal register while handing over and taking over charge. B.6.5 The route cancellation is permitted only for one route at a time. For any reason more than one route cancellation is required it will be possible only in succession and not simultaneously. The facts must also be recorded clearly in the route cancellation register. B.6.6 Route cancellation must be done in accordance with instructions contained in SR 3.36 (ii). B.6.7 The SM on duty should maintain the route cancellation register. An entry in detail with date and time of operation, the train approaching has passed the signal when the operation was done, the No. of the route involved, reasons for the route cancellation, etc., and the numbers displayed by the corresponding counter before and after operation should promptly be made and signed in the appropriate portion of the book. While SMs handing over charge with the Last Counter No. should be recorded in station diary. B.6.8 Emergency Manual Route Release: a) Emergency manual route release facility is provided to release the route after the complete passage of the train over the route, when the route indication does not disappear automatically. b) An emergency manual route release button with an indicator above it is provided below the numerical counter at the top of the panel for emergency manual route release. c) After the complete passage of the train over the route, if the route does not get released even after putting back the signal knob to its normal position, the emergency route release button shall be pressed and the signal knob should be turned again to its R or S position as the case may be and keep the emergency manual route release button pressed until a white light is displayed on the indicator above the button. On observing the white light indication the signal knob should be put back to its normal position. On releasing the button and after a time lapse of 120 seconds, the route is released and the extinguishing of the white route lights on the panel will indicate this. The emergency manual route release indication (white light) also extinguished simultaneously. d) If two continuous track circuits fail, the emergency route release circuit will not function. e) Emergency manual route cancellation register should be maintained by the SM on duty. An entry in detail with date and time of operation, the train approaching has passed the signal when the operation was done, the No. of the route involved, reasons for the route cancellation, etc., and the numbers displayed by the corresponding counter before and after operation should promptly be made and signed in the appropriate portion of the register. B.7.0 FAILURE OF TRACK CIRCUITS/POINTS AND SIGNALS: B.7.1 During the failure of track circuit or points or signals the duty SM must arrange to deal with the trains in accordance with the relevant provision contained in GRs 3.68 to 3.70 and SRs there under. Before authorising a Driver to pass the signal at ON, he must ensure that all the points and traps over which the train will pass are correctly set, clamped and padlocked and the line on which the train is to be received is clear and free from obstructions. B.7.2 In the event of failure of a point repeat indication on the panel, the following action has to be taken by the duty Station Master. The concerned signal knob shall be operated even if the point repeat indication does not appear. If the signal gets cleared, the train shall be received under normal course, on signals. If the signal fails to respond, the point knob shall be turned from N to R or R to N for two or three times. Even then if the indication does not appear and signal does not pick up the points man/TRH shall be deputed to the point to clear the obstruction, if any, into the points, who shall do so. If the signal fails to respond even after removing the obstruction if any, it should be treated as a case of signal failure and the train shall be dealt with as detailed in Para B.8/B.9. Slip siding point failure: During failure / suspension of slip siding point the points are to be set by using the emergency push button if the point fails to set the required position even after using the emergency push button, the SM on duty shall proceed to the point taking crank handle and lid key concerned and crank if necessary. After cranking if the indication appears and signal pickup train shall be dealt on signals. If the signal fails to respond then the points are to be clamped and padlocked and padlock key is kept in his personal custody and arrange to deal the train in accordance with the provision of G.R. 3.68 to 3.70 and SRs there under. B.7.3 FAILURE OF SIGNALS: B.7.3.1 Home signal: During the failure of home signal the train shall be received on calling on signal (see Para B.8), if the calling of signals also fails the train shall be received on SPT (See Para B.9). If the Signal Post Telephone also fails, the SM on duty shall arrange to receive the train on Form T/369 (3b). Before receiving a train on Form T/369 (3b) the SM shall ensure the correct setting of relevant points, clamp and padlock all the points over which the train will be admitted and depute the Pointsman/TRH with form T/369 (3b) to be delivered at the foot of the concerned stop signal and authorize the driver to pass the Home Signal at ON. When the train is admitted from home signal, the home signal knob shall be turned to R position to avoid block failure. If the Home signal failure is due to track circuit failure (other than berthing track) the home signal knob should not be turn to R position even though it causes block failure. B.7.3.2 Starter Signal: During failure of starter signal, trains shall be started duly issuing Form T/369 (3b) to the drivers, and shunt movement shall be carried out duly issuing form T/ 806 to the drivers and Proceed hand signals shall invariably be exhibited at the foot of the starter signal after ensuring correct setting of the points duly clamping and padlocking of all the points. B.7.3.3 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) B.7.3.4 Failure of shunt signal During the failure of shunt signal the shunt movement should be carried out duly issuing T. 370 to the driver and proceed hand signal shall be shown at the foot of the defective signal. Correct setting, clamping and padlocking of all the points on that route should be ensured. 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 message through control/block phone. B.8.0 CALLING ON SIGNALS: B.8.1 Calling on signals No.1B and 20B are provided below the Up and Down Home Signal. Boards with legend C is also provided just below the calling-on signals. The calling-on signal is intended to receive a train on an occupied/obstructed road or when one or more 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 starter signals. B.8.2 Track circuit No. C 1T and C 20T are provided at the foot of the Up and Down Home signal. SM shall ensure that the train has occupied the concerned calling-on signal track and stops, and after ensuring correct setting of the point for the required route, Station Master shall turn the knob 1 B or 20 B to clear the calling-on signal. B.8.3 If the calling-on signal cannot be taken off due to failure, train shall be received by means of the Signal Post Telephone provided as detailed in Para B.9, duly ensuring correct setting of points, clamping and padlocking for the required route. B.8.4 (i) Individual knobs are provided to operate the Up and Down calling-on signals. These knobs have two positions N (Normal) and R (Reverse). Numerical counters are provided at the top corners of the panel separately for Up and Down calling-on signals. (ii) In the event of failure of track circuit(s) on the route or the Home signals or for the reception of a train on an obstructed line, the calling-on signal can be take Off. (iii) After ensuring that the Home signal knob is in its normal position and the required route is set, on the occupation of the calling on track circuit in rear of the Home signal by the approaching train the calling-on knobs should be operated to its R position. A white light indication displayed below the numerical counter of the respective 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. (iv) An entry with details of the date and time of taking OFF of the calling-on signal, train for which it was taken OFF, the number of the reception line, reasons etc., and the numbers displayed by the corresponding counter prior to and after the operation should promptly be made and signed in the calling-on signal register maintained by the SM on duty. Separate portions of the register should be set apart for the Up and Down calling on signals with an appropriate index in the beginning of the register. B.8.5 Release of Route after the Complete Arrival of A 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. When as train is being received by taking off the calling on signal, normally, the route will get released immediately after the train has arrived well within the fouling mark of the reception line. (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 Station Master on duty, duly putting back calling on signal knob. Route will be released after a time lapse of 120 seconds. SM has to enter the counter reading with details in a register specially maintained for this purpose. (iv) Appropriate entries in the emergency 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. (v) Whenever a calling on 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. B.9.0 SIGNAL POST TELEPHONE: (SR 3.69 (XI): Signal Post Telephone one each is provided in a cabinet on the Up and Down Home signal connected to a separate phone is provided in the SMs Office, with a legend Telephone painted on the box. When the concerned home signal has not been taken OFF, the driver of the approaching train, shall draw close to home and stop, and wait for two minutes, if the Home signal/ calling on signal is not taken off, then the driver shall go to signal post telephone and rotate the handle/press the button of the telephone to call the SM. As soon as the SM acknowledge the call, the driver shall keep the cradle pressed till he completes the conversation with SM. The driver should open the flaps on mouthpiece for speaking and close them on completion. The SM shall inform the reason for the delay and the probable time at which the signal will be taken off. If it is due to signal failure/ suspension, the duty SM shall set the route correctly, clamp and padlock the points, ensure clearance of line and communicate the following message which, the driver shall record in the rough journal and pass he signal at 'ON' position duly observing necessary caution. The SM 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 failures/suspension of up/down Home Signal No.________ you are hereby authorized to pass up/down Home Signal No.________ at ON and enter Road numbers _________ at a restricted speed of 15 km/h. Private Number (in figure) _______________________________________ (In words)_______________________________________ NOTE: 1). One long ring shall be used to call each other on signal post telephone. 2). Whenever trains are being received on SPT the Home signal/Calling signal knob shall be turned to R (reverse) position to avoid block failures. B.10.0 RELAY ROOM: B.10.1 The relay room is provided with a double key lock. One key is to be retained by the SM on duty and the other by the TECH.ES/JE/SE/SIG of the section. B.10.2 Whenever it is required to open the relay room, the TECH.ES/JE/SE/SIG shall requisition 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 then hand over the key to the TECH.ES/JE/SE/SIG. After the work in the relay room is over and after locking it, the key shall be returned to the SM on duty, duly filling in the relating columns of the relay room key register. B.10.3 The relay room key register shall contain the following columns. Time and date Purpose for which the key is requisitioned (e.g . attending to failures, routine maintenance etc) Whether work in the relay room will affect normal working of points, signals, block instruments etc. Signature, name and designation of the official requisitioning the key Signature of the SM on duty with time Time and date when the key is returned to the SM on duty after locking the room Remarks regarding normal working condition of points, signals, block instruments etc. Signature, name and designation of the TECH.ES/JE/SE/SIG who returns the key. Signature of the SM on duty with time, in acknowledgement. Remarks. B.10.4 If an endorsement is made in the relay room key register by the TECH.ES/JE/SE/SIG that the work will affect normal working of points / signals / block instruments, the SM shall obtain Form S&T (T/351) from the TECH.ES/JE/SE/SIG and follow the provisions of GR/SR 3.68 to 3.70 for dealing trains and shunt movements. B.10.5 If no such endorsement is made, the SM shall sign in Form S&T/MR and follow the normal procedure for dealing trains. B.11.0 POWER SUPPLY: B.11.1 The normal source of power supply is from the Karnataka Power Transmission Corporation Limited. In addition, as an alternate source of Power Supply Inverter and diesel generator is also made available. The generator is provided in a separate room, the key of which is under the custody of duty SM. B.11.2 A three-phase KPTCL supply is connected to the signalling installing through a four-position selection switch. When the power supply is not forthcoming from the current phase, the SM shall extend the KPTCL supply from one of the other two phases from which supply is forthcoming by turning the selection switch accordingly. If the power supply is not forthcoming from all of these three-phases, he shall put on the inverter switch. If the inverter supply also fails, the SM shall arrange to start the standby generator and change over the switch from Main to Standby position. B.11.3 When at least one phase of the KPTCL supply resumes, the SM shall switch over back from inverter to Main supply. If generator, by changing the switch to Main position from Standby and the phase selector switch to the live phase and then arrange to stop the generator. B.11.4 If the KPTCL supply fails, a Red light indication appears below P ACK button and buzzer sounds. SM shall press the P ACK button to stop the buzzer. B.11.5 SM should switch over to inverter supply. If the inverter supply also fails the generator is to be started, the SM should change over the switch from main to standby in the generator room after ensuring the steady voltage is maintained by observing the voltmeter provided in the generator room to avoid fusing of bulbs. B.11.6 Immediately after the KPTCL supply is resumed, the buzzer will sound again. P ACK button must be pressed again to stop the buzzer. Now the buzzer will stop and red light indication also disappears. SM must changeover the switch from inverter to Main or if the generator is running SM must change over the switch provided in the generator room from standby to main and then stop the generator. B.11.7 A voltmeter is provided over the panel. This indicates the voltage level of main power supply. Whenever the pointer in the voltmeter is on Red Band (Power Failure), the inverter switch may be switched on. And if, inverter supply is not extended stand by generator shall be started. B.11.8 If the power supply does not resume within 6 hours after starting the diesel generator set, the TECH.ES/JE/SE/SIG of the section must be advised with a copy to Sr.DSTE/Sr.DEE/Bangalore. NOTE: The SM shall operate the inverter, if the inverter supply is not extended the generator may be started for dealing all trains. After the passage of the train, the SM should put back the inverter switch back to main, and for generator from standby to main. STATEMENT A B.12.0 DESCRIPTION OF KNOBS ON THE CONTROL PANEL: SIGNAL KNOBS No. of KnobDescription of function1ADown Home Signal.1 BDown Calling on Signal.2Down Starter Road - 3.3Down Starter Road - 2.4Down Starter Road - 1.5Down Starter Road - 4.6Down Starter Road - 5.(Goods)7Down Advanced Starter.8SHUNT Clear of Up Starters 15 to 19 SBC end.13SHUNT Clear of Up Starters 2 to 6 MYS end.14Up Advanced Starter - cum gate distant of LC. Km.72/100-200.15Up Starter Road - 5.(Goods)16Up Starter Road 417Up Starter Road - 118Up Starter Road 219Up Starter Road - 320AUp Home Signal20BUp calling on signal NOTE : Functions of 9, 10, 11, and 12 are spare. POINTS KNOBS No. of KnobDescription of function50Crossover points Road 3 to Road 4 SBC end.51Points Road 3 and trap point Road 2 SBC end52Points Road 2 and trap point Road 1 SBC end53Points Road 4 and trap point Road 5 SBC end54Points Road 4 and trap point Road 5 MYS end55Points Road 3 and trap point Road 4 MYS end56Points Road 2 and trap point Road 1 MYS end57Crossover points Road 3 to Road 2 MYSend.58Slip siding point MYS end59Control on siding point No. 101 Key C. TABLE OF MOVEMENTS: Sl. No.  Description of MovementsSM turns KnobsPointsSignalGate 1 Reception of Up train on: a) Road - 1 b) Road - 2 c) Road 3 d) Road - 4 with points 50 normal e) Road - 4 with points 50 reverse f) Road 5 with points 50 normal g) Road 5 with points 50 reverse 58,57,56,52,51. 58,57,51. 58 58,55. 58,55,50. 58,55,54,53. 58,54,55,53,50 20 A 20A 20A 20A 20A 20A 20A G G G G G G G2 Despatch of Up train from: a) Road - 1 b) Road - 2 c) Road 3 d) Road 4 e) Road 5 52,51. 51 -- 50 53,50. 14,17 14,18 14,19 14,16 14,15  3 Up train to run through on: a) Road - 1 b) Road - 2 c) Road 3 d) Road 4  52,51,56,57,58. 51,57,58. 58. 50,55,58.  14,17,20A 14,18,20A 14,19,20A 14,16,20A  G G G G 4 Reception of Down train on: a) Road - 1 point with - 57 normal b) Road - 1 with point - 57 reverse c) Road 2 with point 57 normal d) Road 2 with point 57 reverse e) Road 3 f) Road 4 g) Road 5 51,52,56. 51,52,56,57 51 51,57. -- 50,55 50,53,54,55. 1A 1A 1A 1A 1A 1A 1A G G G G G G G 5 Despatch of Down train from: a) Road - 1 b) Road - 2 c) Road - 3 d) Road 4 e) Road 5 56,57,58. 57,58. 58 55,58 54,55,58 7,4 7,3 7,2 7,5 7,6G G G G G6 Down train to run through on: a) Road - 1 b) Road - 2 c) Road 3 d) Road 4  52,51,56,57,58 51,57,58 58 50,55,58  7,4, 1A 7,3,1A 7,2, 1A 7,5, 1A  G G G G  7 Reception of Up train by taking off calling-on signal, on: a) Road - 1 b) Road - 2 c) Road 3 d) Road 4 e) Road 5  58,57,56. 58,57. 58 58,55. 58,55,54.  20B 20B 20B 20B 20B G G G G G 8 Reception of Down train by taking off calling-on signal, on: a) Road - 1 b) Road 2 c) Road 3 d) Road 4 e) Road 5 51,52. 51 -- 50 50,53.  1B 1B 1B 1B 1B  SHUNT MOVEMENTS Sl. No.Description of MovementsSM turns KnobsPointsSignal1Shunt Down main to clear of Up starter :- Road - 1 Road 2 Road 3 Road 4 Road 5 51,52 51 - 50 50,53 8 8 8 8 82Shunt Up main to clear of Down starter :- a) Road - 1 b) Road 2 c) Road 3 d) Road 4 e) Road 5 57,56 57 - 55 55,54 13 13 13 13 133Shunt from Up starter to clear of shunt signal No. 8 a) from Road - 1 b) from Road 2 c) from Road 3 d) from Road 4 e) from Road 5 51,52 51 - 50 50,53 17 18 19 16 154Shunt from Down starter to clear of shunt signal No. 13 a) from Road - 1 b) from Road 2 c) from Road 3 d) from Road 4 e) from Road 5 57,56 57 - 55 55,54 4 3 2 5 6 APPENDIX 'C' TELECOMMUNICATION C.1.0 In addition to the block telephone attached to the block instruments and connecting the adjacent block stations and the section control telephone, the following magneto telephone circuits are also provided at this station for use in train passing duties. Circuit No.1 SM's office .. 0 (One ring) Point No.50 .. 00 (Two rings) Point No.57 .. 000 (Three rings) Circuit No.2 SMs Office .. 0 (One ring) LC at Km.72/100-200 .. 00 (Two rings) LC at Km. 68/400-500 .. 000 (Three rings) Circuit No.3 SM's office .. 0 (One ring) LC at Km. 76/900-77/000 .. 00 (Two rings) LC at Km. 79/700-800 .. 000 (Three rings) d) Circuit No.4 SM's office .. 0 (One ring) LC at Km. 76/000-100 .. 00 (Two rings) Pump House .. 000 (Three rings) e) Circuit No.5 SM's office .. 0 (One ring) LC at Km. 74/100-200 .. 00 (Two rings) LC at Km. 75/400-500 .. 000 (Three rings) f) Circuit No.6 SM Office {} 0 (One ring) Up Home signal {} g) Circuit No.7 SMs Office {} 0 (One ring) Down Home signal {} C.2.0 The code rings noted against each should be utilised to call the attention of each other. C.3.0 Failure of telephone communication should be promptly reported to the TECH.ES/JE/SE/SIG for early rectification. C.4.0 An annunciator is provided in the SMs office for circuit No.1,2, 3,4 & 5 with a common calling telephone. APPENDIX D DUTIES OF THE STAFF D.1.0 The Station Master in-charge shall be responsible for: a) Judicious management of the station staff apart from working as Station Master on duty as per the roster issued by DPO/SBC. b) Ensuring the availability of essential equipments. D.2.0 The Station Master on duty is the over all in-charge for train / shunting operations at the station during his duty hours. He shall ensure proper co-operation is maintained by all staff under his control in the respective shift duty, personally operate the control panel, consult control regarding train movements and act according to his instructions, provide timings and other particulars pertaining to the train movements, maintain prescribed registers, caution orders etc., keep necessary isolation as required and adhere to all instructions relevant to him, as laid down in the SWR, GRS, BWM and other instructions issued from time to time through circulars. D.3.0 Pointsman / TRH / Trained SCP: He shall clean the points regularly, assist the Duty Station Master in issuing Caution Order/Memos in piloting train, in clamping the points during failure, and in keeping the stations essential equipments and the control panel clean and tidy. He shall invariably exchange All right signals for every passing train on off side and perform shunting operations as per the instructions of the Station Master on duty and also carry out any other instructions issued to him by Station Master. D.4.0 Gateman: The gateman at LC at KM 74/100-200 shall adhere to the instructions issued to him by the duty SM and deal road traffic and train movements efficiently without dislocation. He shall also keep the flange ways clean and without any obstructions. The gate lamps should be lit up and burning brightly during night hours. He shall also watch train movements as per the extant rules and he should stand in front of the gate for every passage of the train watching the safe movement. The essential equipments supplied at the LC gates should be kept in good fettle and shall be ready to use in any emergency. D.5.0 The duties mentioned above are not exhaustive. All staff 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 LIST OF ESSENTIAL EQUIPMENTS Sl.No.Description of essential equipmentsMinimum Quantity at SMs OfficeAt LC KM 74/100-2001Hand Signal flags3 RED 3 GREEN1 RED 1 GREEN2Hand Signal lamps / tri colour torch323Detonators20104Safety Chains with padlocks3-5Clamps with Padlocks6-6Skids6-7Line Block Caps2-8Line Blocked Caps4-9Trolley lorry on Line Caps2-10Rusty Rail Caps2-11Caution in force boards2-12Station bell1-13Fire buckets with Sand2-14Fire buckets with Water2-15Padlocks with keys2-16Pouches for shunt keys2-17Wall Clock1118Tommy Bar-119Emergency Gate chains with padlocks-220Banner flags with poles-221Fusee-122Poles for exhibiting HS Lamps-223Water Pot / bucket-124Equipment list11 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 NAMES OF FOG SIGNALMEN NOMINATED TO BE CALLED IN CASE OF FOG: F.1.0 The names and declaration (that they know the fog signalling duties) of at least 2 members each from the operating and permanent way group D staff at the station shall be maintained and updated periodically in the station detonator register by the Station Master. F.2.0 The names and addresses of all the Group D staff of Permanent Way branch at this station who are trained in Fog Signalling duties are painted on board provided near the office of the SM on duty. ( A.S. SHANKAR ) (L.M.HANDI) Divisional Signal & Tele- Divisional Safety Officer, Communication Engineer, Bangalore 23. Bangalore 23. CM NO1 dated 02.05.2011 to SWR NO.B.58/MAD dated 12.04.2004 applying to MADDUR station B.58/MAD Replaced page No.3 Abnormal Feature in the Layout: There is a falling gradient of 1 in 80 towards the block section at HNK end. Hence a slip siding is provided at a distance of 132 meters beyond the Up outer most facing point No. 57 at the MYS end of the yard. The slip siding point shall be normally set to the siding to arrest the vehicles escaping from the station in to the block section. Level Crossing Gates: LC No. Class Dept.LocationTypeNormal PositionWhether InterlockedProvision of Tele-phoneLC No.56 A Class Engg.68/400-500 MAD-SETLifting BarrierOpen to Road Traffic.Inter lockedProvidedLC No.58 A Class Engg.72/100-200 MAD-SETLifting BarrierOpen to Road Traffic.Inter lockedProvidedLC No. 60 C Class Engg.75/400-500 MAD-HNK Swing GateClosed for road trafficNon-Inter lockedProvidedLC No.61 C Class Engg.76/000-100 MAD-HNKSwing GateClosed for road traffic Non-Inter lockedProvidedLC No.62 A Class Engg.76/900-77/000 MAD-HNKLifting BarrierOpen to Road TrafficInter lockedProvidedLC No.63 A Class Engg.79/700-800 MAD-HNKLifting BarrierOpen to Road TrafficInter lockedProvided NOTE: 1) Refer appendix A for detailed gate working instructions. 2) Station staff shall promptly attend to the telephone call from the gate without fail as any call could also be for reporting any emergency. SYSTEM & MEANS OF BLOCK WORKING: 3.1 This is a Class B station and trains are worked under the absolute block system. Single line token less (Push button non co-operative type) block instruments for MADDUR-SETTIHALLI and MADDUR-HANAKERE block sections are provided in the Station Masters office. Even though it is possible to set the block instrument to TGT position without the co-operation of the SM at the other end, the SM shall advise the train No. and description to the SM at the other end who shall repeat the same, confirmed by a private number if he is ready to receive the train. The SM shall then set the block instrument to TGT position. CM NO1 dated 02.05.2011 to SWR NO.B.58/MAD dated 12.04.2004 applying to MADDUR station B.58/MAD Replaced page No.5 (b) The above keys except items (i) & (ii) shall normally be kept in the glass fronted key case provided in the Station House. The key case must always be kept locked and the key of the box shall be kept in the personal custody of the Duty Station Master. 4.0 SYSTEM OF SIGNALLING & INTERLOCKING: This station is provided with Standard-III Multiple aspect colour light signalling with Distant, Home, Starters and Advanced Starter in each direction. All points (except siding point) and signals are operated from the control panel provided in SMs office (See Appendix B for details). 4.2 Slip Siding Point: Due to the steep gradient of 1 in 80 falling towards MYS end a slip siding is provided at the MYS end of the yard. i) The down advanced starter and Up home signals are interlocked with the slip siding point No. 58. ii) The points of slip siding shall always be set to the slip siding except when a train or shunt movement is to be carried out on the running line. The points can be set towards the running line only when TGT or TCF is established on the block instrument (MAD-HNK) and SCK button is pressed the Free indication appears for the point No.58. The duty Station Master shall observe this and turn the point knob to R position, set other points on the route and when everything is ready, Up home signal or the Down despatch signals shall be taken off. iii) (a) On completion of train movement over the slip siding point track circuit gets cleared, an alarm bell would ring to alert the duty SM to restore the slip siding point to normal. The alarm bell would stop when the point knob No.58 is turned to normal position and the normal indication appears on the panel. (b) A emergency push switch is provided on the panel for operation of the slip siding point during failure / suspension of MAD-HNK section block instrument or for any emergency operation. Whenever the emergency push switch is used due to failure/suspension the Tech.ES/JE/SE/SIG. shall be advised immediately to restore the normal working of points and reseal the push switch. NOTE: The emergency push switch shall be kept pressed while operating the slip siding point to reverse and the button shall be released only after the appearance of R indication. iv) Stabling of vehicles on the slip siding is strictly prohibited. 5.0 TELECOMMUNICATION: In addition to block telephone and Control telephone Magneto Telephone Communication are provided for top points, Engineering & Traffic LCs and Up and Down Home Signals as detailed in Appendix C. 6.0 TRAIN WORKING: Train Working staff in each shift: One Station Master and One TRH/Pointsman will work in each shift according to the roster issued by the Divisional Personnel Officer/Bangalore Division (See Appendix D for their duties). CM NO1 dated 02.05.2011 to SWR NO.B.58/MAD dated 12.04.2004 applying to MADDUR station B.58/MAD Replaced page No.6 The Station Master on duty is responsible to ensure that the line/route is clear and free from obstruction up to and including the adequate distance before clearing the reception and despatch signals by observing the indications on the control panel. During failures, he shall personally ensure this by physical observation of the required length of the track. After any non-signalled move has been done over a point operated by an electric point machine whether in the facing or trailing direction, the Station Master on duty shall operate the points for normal and reverse settings for the purpose of testing the point. After the Station Master has ensured that the indication regarding the normal and reverse settings is correctly available further movements may be permitted over the point. Whenever a non-signalled movement is authorised while performing shunting, the SM shall ensure that the points are set, clamped and padlocked to the required route and the padlock keys are kept in his personal custody. Conditions for granting Line Clear (GR 8.03): The line shall not be considered clear and SM/SET or SM/HNK shall not be allowed to set his block instrument to TGT position unless; a) The whole of the last preceding train has arrived complete and berthed within starter. b) All relevant signals have been put back to ON behind the said train and ensure that the signal lights are burning bright. In case of a blank reception signal the Station Master shall advise the SM in rear to issue caution order to the Driver of an approaching train to be vigilant and stop at the home signal. The SM shall also depute a competent Railway servant with hand signal and detonators at the foot of the home signal (Provisions contained in SR 3.68 (i) (c) shall be strictly adhered to by both the SMs and Drivers). c) The line is clear up to the Up Advanced Starter cum gate distant No.14 / 2 D for trains from SETTIHALLI and up to the Down Advanced Starter No.7 for the trains from HANAKERE. d) LCs are closed and locked against the road traffic and private numbers exchanged with Gateman as detailed in Appendix A. Before advising the willingness to receive a Down train from SET, the SM/MAD shall advice the gate man at LC No. 56 at KM 68/400-500 & LC No. 58 at KM 72/100-200 or to receive an Up train from HNK the SM/MAD shall exchange PN with Gateman of Engineering LC No. 60 at Km 75/400-500 and LC No. 61 at KM 76/000-100 and advice the gate man at LC No. 62 at Km 76/900-77/000 & LC No. 63 at km 79/700-800 about the train particulars as detailed in Appendix-A then only insert the Up or Down shunt keys in the token less block instrument concerned to enable SM/SET and SM/HNK to establish TGT in their block instrument. Conditions for Taking OFF Reception Signals: A) Before taking off the reception signals the SM/MAD shall ensure that the line on which the train is intended to be received is clear and free from obstruction up to the adequate distance required as per Para-6.4.2 and set the points for the required route and take off the Home Signal. CM NO1 dated 02.05.2011 to SWR NO.B.58/MAD dated 12.04.2004 applying to MADDUR station B.58/MAD Replaced page No.8 6.6 Complete arrival of trains: 6.6.1 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. 6.6.2 When the Station Master on duty observes that the train had 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. 6.6.3 In case of stopping trains, 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)}. 6.6.4 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 trains signal 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. 6.6.5 Due to some reason if the duty Station Master is unable to confirm the complete arrival signal with the guard of a stopping train as detailed above, 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 [(S.R. 14.10 (iv) (a)]. 6.7 Despatch of trains: When everything is ready with the train to be despatched, the SM/MAD shall call the attention of SM/SET or SM/HNK as the case may be and advise the train No, Description etc. 6.7.2 In the case of an up train, SM/MAD shall advise the Engineering LC gates at km. 72/100-200 and at KM 68/400-500 about the train particulars for the closure and clearing of gate signals in time as detailed in Appendix A. 6.7.3 In the case of a down train, SM/MAD shall exchange Private Numbers with the Engineering LC gates at KM. 75/400-500 and 76/000-100, and advise the Engineering LC gatemen at LC at KM. 76/900-77/000 and 79/700-800 about the train particulars for the closure and clearing of gate signals in time as detailed in Appendix A. 6.7.4 On the receipt of acknowledgement confirmed with PN from the SM/SET or SM/HNK as the case may be, SM/MAD shall insert the relevant shunt key and set the concerned token less block instrument to TGT position. The SM shall ensure that the despatch route is clear and free from obstruction and set the required route and issue Caution Order if any to the driver and guard of the train and then clear the despatch signals. After ensuring the correct despatch signals are taken off, the SM/MAD shall authorize the train to depart. Trains Running through: The signalling arrangements permit run through of trains on Road No. 1 to 4, but as far as possible run through trains shall be dealt on Road-3 (Main line) at this station. Trains carrying ISMD loads shall normally be dealt with only on Road-3 (Main line). CM NO1 dated 02.05.2011 to SWR NO.B.58/MAD dated 12.04.2004 applying to Maddur station B.58/ MAD Replaced page No.18 A.2.7 In the case of failure of telephone communication between the SM/MAD and the level crossing or when the gateman fails to respond to the telephone calls, the Station Master must adhere to SR 16.03 (iii) (b) (1), issue Caution Order to all up trains entering the block section and also advise Station Master/SET for the issue of Caution Orders for all Down trains entering the block section SR 16.03 (iii) (b) (1). The drivers must observe the instructions contained in GR 16.03 (iii) (b) (2) (i). The Station Master shall advise the JE/SE/SIG. or TECH.ES of the section for immediate rectification. NOTE: 1. Run through trains need not be stopped out of course for the purpose of issue of Caution Orders (SR. 16.03 (iii) (b) (2) (iii). 2. When a train movement is cancelled for which the gateman had been advised for the closure of the gates, the SM/MAD should advise the same to the gateman duly issuing a private number in confirmation of the same. This PN shall be recorded in the remarks column of PN exchange register. 3. The responsibility of keeping the gates closed and locked against the road traffic for the safe passage of the train without delay lies on the gateman on duty. A.2.8 If any barrier fastening or the winch mechanism goes out of order the gatemen shall advise the Station Master on duty, immediately give the message to the concerned official to attend the failure and restore the same. {SR 16.06 (iii) (a) & (b)} Page No.19 is deleted A.4.0 ENGINEERING LEVEL CROSSING GATE NO. 60 AT KM 75/400-500 and NO. 61 AT KM 76/000-100 (MAD-HNK): A.4.1 These are non-interlocked C class level crossings and provided with gate leaves, situated in MAD-HNK block section. The normal position is kept closed and padlocked against road traffic and the padlock keys are kept with gateman on duty. These level crossing gates are manned by a Single Gate man (each) between 07.00 hours to 17.00 hours as per the roster issued by DPO/SBC. These gates are under the control of SE/P.Way/MYA. CM NO1 dated 02.05.2011 to SWR NO.B.58/MAD dated 12.04.2004 applying to Maddur station B.58/ MAD Replaced page No.22 APPENDIX B SYSTEM OF SIGNALLING AND INTERLOCKING B.1.1 This is a class B station provided with Standard-III Multiple aspect colour light signals. The Points and signals are operated from the control panel. B.1.2 Up Home Signal at distance of 407 meters beyond the Up outermost Point No.57 and Up Distant signal at a distance of 1057 meters from the Up Home signal are provided for the reception of up trains on Road-1, 2, 3, 4 and 5. B.1.3 Down Home Signal at a distance of 642.32 metres beyond Down outermost Points No.50 and Down Distant signal at a distance of 1553 from the Down home signal are provided for the reception of Down trains on Road-1, 2, 3, 4 and 5. B.1.4 Calling on signals are provided below the Up and Down Home Signals. B.1.5 Signal post telephones are provided below the calling on signals on both Up and Down Home Signals. B.1.6 Up and Down starters for Road-1, 2,3,4 & 5 and Up and Down Advanced starters are provided for the despatch of Up and Down trains. B.1.7 Up Advanced starter No 14 / 2 D is also Up Gate Distant signal for the LC at Km. 72/100-200. B.1.8 Up Gate signal at a distance of 180 Mts. and Down gate signal at 188 Mts. in rear of the LC at Km. 72/100-200 are provided in the respective direction. B.1.9 G Markers are provided below the Up and Down Gate signal. B.1.10 Goods warning board is provided at a distance of 1400 meters in rear of the Up and down home signals respectively. B.1.11 P markers are provided below Up and Down distant signals. B.1.12 C markers are provided on the stem of Up and Down Home signals below the calling on signal. B.1.13 Board with legend Driver to pull up to signal if the same is at ON provided in rear of Up and Down Home Signals. B.1.14 Crank handle duly interlocked with the signals except Up and Down Advanced Starters is kept in SMs office for operating point machine during failure. B.1.15 All signals are erected on Left Hand Side. B.1.16 Directional type route indicators are provided on the up and down home signals. When the route is set and signal cleared for Road-1,2,4, and 5 the concerned route indicator will display a row of white lights. Unless the route indicator is lit, the signal will not get cleared for the concerned Roads. But there will not be any display of white lights when the route is set and the signal is cleared for receiving an up and down train on Road-3 (Main line). B.1.17 Up and down shunt keys, which are in electrical key instrument when removed, prevents clearing of Down advanced starter No.7 and Up advanced starter No.14/ 2 D respectively. CM NO1 dated 02.05.2011 to SWR NO.B.58/MAD dated 12.04.2004 applying to Maddur station B.58/ MAD Replaced page No.24 B.2.8 Power acknowledgement button (P ACK) coloured RED is provided on the right hand side bottom of the panel. Instructions for operating the P ACK button are detailed in Para B.11. B.2.9 Crank handle FREE (White light) and LOCKED (red light) indicators are provided on the control panel. B.2.10 White light indication with counters is provided below the legend on the panel for: Up calling-on signal Down calling-on signal Route cancellation. iv) Emergency manual route release. v) Emergency calling on route release B.2.11 Setting up of a route is represented by a series of White lights along the route on the panel when the concerned point knobs and signal knobs are operated. The White light appears only when the route is correctly set and locked and all the track circuits are clear. When a particular track is occupied or has failed, a RED indication appears on the concerned track on the panel. B.2.12 The SMs key knob has two positions, Normal and Reverse and must normally be kept in the Reverse position. B.2.13 The control panel is provided with locking arrangements on the left hand side bottom of the panel to prevent any un-authorized operation of the panel. This lock up key must be in the personal custody of the Station Master on duty. The panel should normally be in the locked up position and unlocked only when an operation is required to be performed on the panel. Immediately after each operation, the panel should be locked and the key must be kept in the personal custody of the Station Master on duty. B.2.14 Voltmeter is provided over the panel to indicate the power supply voltage. B.2.15 The battery charger monitor indication is provided with GREEN LED indicator to show the chargers are ON and in working condition. A RED LED indicator with audio buzzer is provided in the event of failure. Whenever the battery voltage becomes low, a buzzer will sound to alert, and the RED LED appears, the push button provided should be reset to stop the buzzer and the same should be immediately advised to TECH.ES/JE/SE/SIG of the section immediately to avoid failures. B.2.16 Filament fusing / Signal no Aspect indication with a buzzer is provided. There will not be any indication in the normal condition. When a signals single filament is fused or a signal is blanked off, a red indication with buzzer alarms the SM on duty. The SM shall press the buzzer, the buzzer stops and the red indication remains stable. The red indication will go to normal only when the defect is attended. The SM shall inform the Section TECH.ES/JE/SE/SIG for attending and restoring the failure. CM NO1 dated 02.05.2011 to SWR NO.B.58/MAD dated 12.04.2004 applying to Maddur station B.58/ MAD Replaced page No.34 TABLE OF MOVEMENTS: Sl. No.  Description of MovementsSM turns KnobsPointsSignal 1 Reception of Up train on: a) Road - 1 b) Road - 2 c) Road 3 d) Road - 4 with points 50 normal e) Road - 4 with points 50 reverse f) Road 5 with points 50 normal g) Road 5 with points 50 reverse 58,57,56,52,51. 58,57,51. 58 58,55. 58,55,50. 58,55,54,53. 58,54,55,53,50 20 A 20A 20A 20A 20A 20A 20A2 Despatch of Up train from: a) Road - 1 b) Road - 2 c) Road 3 d) Road 4 e) Road 5 52,51. 51 -- 50 53,50. 14,17 14,18 14,19 14,16 14,15 3 Up train to run through on: a) Road - 1 b) Road - 2 c) Road 3 d) Road 4  52,51,56,57,58. 51,57,58. 58. 50,55,58.  14,17,20A 14,18,20A 14,19,20A 14,16,20A 4 Reception of Down train on: a) Road - 1 point with - 57 normal b) Road - 1 with point - 57 reverse c) Road 2 with point 57 normal d) Road 2 with point 57 reverse e) Road 3 f) Road 4 g) Road 5 51,52,56. 51,52,56,57 51 51,57. -- 50,55 50,53,54,55. 1A 1A 1A 1A 1A 1A 1A5 Despatch of Down train from: a) Road - 1 b) Road - 2 c) Road - 3 d) Road 4 e) Road 5 56,57,58. 57,58. 58 55,58 54,55,58 7,4 7,3 7,2 7,5 7,66 Down train to run through on: a) Road - 1 b) Road - 2 c) Road 3 d) Road 4  52,51,56,57,58 51,57,58 58 50,55,58  7,4, 1A 7,3,1A 7,2, 1A 7,5, 1A  CM NO1 dated 02.05.2011 to SWR NO.B.58/MAD dated 12.04.2004 applying to Maddur station B.58/ MAD Replaced page No.35 7 Reception of Up train by taking off calling-on signal, on: a) Road - 1 b) Road - 2 c) Road 3 d) Road 4 e) Road 5  58,57,56. 58,57. 58 58,55. 58,55,54.  20B 20B 20B 20B 20B  8 Reception of Down train by taking off calling-on signal, on: a) Road - 1 b) Road 2 c) Road 3 d) Road 4 e) Road 5 51,52. 51 -- 50 50,53.  1B 1B 1B 1B 1B SHUNT MOVEMENTS Sl. No.Description of MovementsSM turns KnobsPointsSignal1Shunt Down main to clear of Up starter :- Road - 1 Road 2 Road 3 Road 4 Road 5 51,52 51 - 50 50,53 8 8 8 8 82Shunt Up main to clear of Down starter :- a) Road - 1 b) Road 2 c) Road 3 d) Road 4 e) Road 5 57,56 57 - 55 55,54 13 13 13 13 133Shunt from Up starter to clear of shunt signal No. 8 a) from Road - 1 b) from Road 2 c) from Road 3 d) from Road 4 e) from Road 5 51,52 51 - 50 50,53 17 18 19 16 154Shunt from Down starter to clear of shunt signal No. 13 a) from Road - 1 b) from Road 2 c) from Road 3 d) from Road 4 e) from Road 5 57,56 57 - 55 55,54 4 3 2 5 6 CM NO1 dated 02.05.2011 to SWR NO.B.58/MAD dated 12.04.2004 applying to Maddur station B.58/ MAD Replaced page No.36 APPENDIX 'C' TELECOMMUNICATION C.1.0 In addition to the block telephone attached to the block instruments and connecting the adjacent block stations and the section control telephone, the following magneto telephone circuits are also provided at this station for use in train passing duties. Circuit No.1 SM's office .. 0 (One ring) Point No.50 .. 00 (Two rings) Point No.57 .. 000 (Three rings) Circuit No.2 SMs Office .. 0 (One ring) LC at Km.72/100-200 .. 00 (Two rings) LC at Km. 68/400-500 .. 000 (Three rings) Circuit No.3 SM's office .. 0 (One ring) LC at Km. 76/900-77/000 .. 00 (Two rings) LC at Km. 79/700-800 .. 000 (Three rings) d) Circuit No.4 SM's office .. 0 (One ring) LC at Km. 76/000-100 .. 00 (Two rings) Pump House .. 000 (Three rings) e) Circuit No.5 SM's office .. 0 (One ring) LC at Km. 75/400-500 .. 00 (Two rings) f) Circuit No.6 SM Office {} 0 (One ring) Up Home signal {} g) Circuit No.7 SMs Office {} 0 (One ring) Down Home signal {} C.2.0 The code rings noted against each should be utilised to call the attention of each other. C.3.0 Failure of telephone communication should be promptly reported to the TECH.ES/JE/SE/SIG for early rectification. C.4.0 An annunciator is provided in the SMs office for circuit No.1,2, 3,4 & 5 with a common calling telephone. CM NO1 dated 02.05.2011 to SWR NO.B.58/MAD dated 12.04.2004 applying to Maddur station B.58/ MAD Replaced page No.37 APPENDIX D DUTIES OF THE STAFF D.1.0 The Station Master in-charge shall be responsible for: a) Judicious management of the station staff apart from working as Station Master on duty as per the roster issued by DPO/SBC. b) Ensuring the availability of essential equipments. D.2.0 The Station Master on duty is the over all in-charge for train / shunting operations at the station during his duty hours. He shall ensure proper co-operation is maintained by all staff under his control in the respective shift duty, personally operate the control panel, consult control regarding train movements and act according to his instructions, provide timings and other particulars pertaining to the train movements, maintain prescribed registers, caution orders etc., keep necessary isolation as required and adhere to all instructions relevant to him, as laid down in the SWR, GRS, BWM 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. CM NO1 dated 02.05.2011 to SWR NO.B.58/MAD dated 12.04.2004 applying to Maddur station B.58/ MAD Replaced page No.38 APPENDIX E LIST OF ESSENTIAL EQUIPMENTS Sl.No.Description of essential equipmentMinimum Quantity at SMs Office1Hand Signal flags3 RED 3 GREEN2Hand Signal lamps / tri colour torch33Detonators204Safety Chains with padlocks35Clamps with Padlocks66Skids67Line Block Caps28Line Blocked Caps49Trolley lorry on Line Caps210Rusty Rail Caps211Caution in force boards212Station bell113Fire buckets with Sand214Fire buckets with Water215Padlocks with keys216Pouches for shunt keys217Wall Clock118Tommy Bar-19Emergency Gate chains with padlocks-20Banner flags with poles-21Fusee-22Poles for exhibiting HS Lamps-23Water Pot / bucket-24Equipment list1 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.     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