ࡱ> [ bjbj =>ΐΐg5 IIIII]]]8t]`$$$$$%%%```````cefL`I%%%%%`II$$`%%%%I$I$`%%`%%YRX$A]% WJl``0`jWf%fXfIXt%%%%%%%%``%%%%`%%%%f%%%%%%%%%  : 9SOUTH WESTERN RAILWAY BANGALORE DIVISION STATION WORKING Date of issue: 05-05-2010 RULES NO. B 60/MYA Date brought into force: MANDYA NOTE:- 1. This issue of Station Working Rules supersedes the Station Working Rules No. B. 60/MYA dated: 03-04-2002. 2. The Station Working Rules must be read in conjunction with General Rules, Subsidiary Rules and Block Working Manual. These Rules do not in any way supersede any Rule in the above books. 1.0 STATION WORKING RULE DIAGRAM The enclosed Rule diagram based on Signalling Plan and P. Way Plan shows the signalling features, track circuited portions, names of the adjacent stations, the normal setting of points and other details pertaining to day-to-day working. Complete layout of the station yard, gradients, holding capacity of individual lines, distances of adjacent stations etc. are reproduced from the enclosed layout diagram. Rule Diagram No.No.SBC/RD/MYA/44/Alt-2Signalling Plan NoNo. IPU 1226/ALT-1P. Way Plan NoCN/BNC/TR/170-87/6Layout Diagram No.B/MYA/18 2.1 GENERAL LOCATION MANDYA is situated in the BANGALORE CITY JUNCTION MYSORE JUNCTION Broad Gauge line at a distance of 92.884 kms from BANGALORE CITY JUNCTION. This is a B Class station with single line working towards HANAKERE and YELIYUR. This station is provided with Four running lines, platforms are provided for Roads 1, 2, and 3. The office of the SM where the control panel is provided is situated on platform No. 1. The code initials of this station are MYA. 2.2 BLOCK STATIONS ON EITHER SIDE AND THEIR DISTANCES HANAKERE at a distance of 10.112 kms. on the BANGALORE CITY side and YELIYUR at a distance of 7.782 kms. on MYSORE JUNCTION side are the adjacent block stations. There is no D class station in either of the block sections. Sl.No.Adjacent Block StationCodeInter Distance.Direction1.HANAKEREHNK10.112KMSSBC side2.YELIYURY7.782MYS side 2.3 BLOCK SECTION LIMITS ON EITHER SIDE OF THE STATION ON DIFFERENT DIRECTIONS Mandya-Yeliyur Block Section commences at the Down Advanced Starter signal No.6 and the Mandya-Hanakere Block Section commences at the Up Advanced Starter signal No.15. The Station Limits extend from the Up Distant Signal to the Down Distant Signal. Between stationsPoint from which the block section commencesPoint at which the block section ends.MYA-YDown Advanced Starter signal No. 6Down Advanced Starter signal No. 6MYA-HNKUp Advanced Starter signal No. 15Up Advanced Starter signal No. 15 GRADIENTS Sl. No.Direction & LineFromToInter distance in metresGradientSection1.Down running lineCentre line549.55549.551 in 400 rising towards YStation section2.Down running line549.55702.551531 in 100 rising towards YStation/Block section3.Down running line702.55849.55147LevelBlock section4.Down running line849.551269.554201 in 100 rising towards YBlock section5.Down running line1269.551528.55259LevelBlock section6.Down running line1528.551725.551971 in 100 falling towards YBlock section7.Down running line1725.551859.55134LevelBlock section8.Down running line1859.552359.555001 in 100 rising towards YBlock section9.Down running line2369.55B/section-LevelBlock section10Up running lineCentre line140.45140.451 in 400 falling towards HNKStation section11Up running line140.45397.45257LevelStation section12Up running line397.45998.456011 in 400 rising towards HNKStation/Block section13Up running line998.451921.459231 in 100 falling towards HNKBlock section14Up running line1921.452315.95394.5LevelBlock section15Up running line2315.95B/Section-1 in 100 falling towards HNKBlock section REPLACED PAGE NO.3 2.5 LAYOUT There are four running lines: Road-2 (Main line), Road-1, 3 and 4 are Loop lines, Road four is goods running line. Roads 1, 2 and 3 are provided with platforms. Sand humps are provided for Road-1 MYS end, and for Road-3 SBC end. A Through siding is connected to Road 4 . 2.5.1 RUNNING LINES, DIRECTION OF MOVEMENT & HOLDING CAPACITY IN CSR Running Lines.Direction of Movement.Holding CapacityLength (CSR)Type of PFLength of PFRoad 1Up & Down reception and despatch58 BOXN+2E+BV (70V + E+ IC)686mHL370MRoad 2Up & Down reception and despatch58 BOXN+2E+BV (70V + E+ IC)686mHL554MRoad 3Up & Down reception and despatch60 BOXN+3E+BV (75V + E+ IC)735mHL554MRoad 4Up & Down reception and despatch ( Goods)60 BOXN+3E+BV (75V + E+ IC)735m-- 2.5.2 NON-RUNNING LINES: a) A Through siding ( Food Grain siding ) with a holding capacity of 60 vehicles (525 metres) is connected to Road-4. Knob No.56 controls the siding key. b) A Shunting neck with a holding capacity of 20 V + E ( 200 Mts. )is connected to Road 4 at SBC end through point No.100. c) A General Merchandise siding of length 230 metres with a holding capacity of 25 vehicles with a dead end is connected to shunting neck. d) An additional spur taking off from point No.101 of length 120m is provided between general merchandise siding and coal siding. This siding is provided with buffers at MYS end. e) A Dead end siding (Coal siding) with a holding capacity of 25 vehicles (230 metres) takes off from General Merchandise siding. 2.5.3 ANY SPECIAL FEATURES IN THE LAYOUT: Nil 2.6 LEVEL CROSSINGS Sl. NoLC No. Class Dept.LocationTypeNormal PositionWhether Inter lockedProvision of Tele-phoneTVU & Census date1L.C.No.72 B2 Class Traffic92/000-100 MYALifting Barrier Open for road trafficInter lockedProvided22434 of Dec 062L.C.No.73 SPL Class Traffic93/100-200 MYALifting BarrierOpen for road trafficInter lockedProvided54453 of Dec 063L.C. No.75 C Class Engg.95/100-200 MYA-YLifting BarrierOpen for road traffic Inter lockedProvided12767 of Dec 063L.C. No.76 C Class Engg.96/700-800 MYA-YLifting BarrierOpen for road trafficInter lockedProvided14078 of Dec 06 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. 3 SYSTEM AND MEANS OF WORKING 3.1 This is a Class B Station and trains are worked under the absolute block system. Push button type single line token less block instruments (Non-Co-operative feature) for MANDYA - HANAKERE and MANDYA - YELIYUR block section are provided in the Station Masters Office. 3.2 (i) Only the Station Master on duty shall operate the Block instruments for train movements and the instruments shall be kept locked after each operation and the keys being kept in his personal custody. The SM shall operate block instrument in the manner laid down in BWM, he shall maintain train signal register and make entries instantly and sign against each such entry. (ii) Even though it is possible to set the block instruments to TGT position without the co-operation of the SM at the other end, the SM shall advise the train number and description to the SM at the other end who shall repeat the same if he is ready to receive the train and confirm by a private number. Then SM at the sending end station shall insert the shunt key and set his instrument to TGT position after fulfilling the necessary conditions before taking line clear. 3.3 (i) The off aspect of the Advanced starter signal constitutes the authority to proceed for the Loco pilot of the departing train to enter the block section ahead. (ii) Advanced Starter signal can be taken off only when the line clear has been obtained through the block instrument from the block station in advance. (iii) Up and Down Advanced starter Signal, are the last stop signals and interlocked with the respective block instrument. (iv) The line clear can be granted or section can be cleared through the block instrument, only when the Home signal and the advanced starter signal pertaining to the block section are in ON position. 3.4 CUSTODY OF KEYS The following keys shall normally be kept in the personal/safe custody of the Station Master on duty. a) SMs key of block instruments. b) SMs key of double key lock on the back door of the block instruments c) Padlock keys of point clamps. d) Padlock keys of safety chains. e) SMs key of the double key lock of the relay room. f) Control panel key. g) Padlock keys of point machine lids and crank handle lock release key. h) Up and Down Shunt keys. i) Keys pertaining to telephones connected to SPT. j) Padlock keys of the box containing emergency gate keys of LC No.72 at km. 92/000-100 and LC No.73 at km. 93/100-200), crank handle box, and point No. 100 k) Generator room key. The above keys except item No. (a), (f) and (i) shall normally be kept in the glass fronted key case provided in the Station House. The glass-fronted case must always be kept closed locked and the key of the case along with keys referred vide item (a) (f) and (i) shall be kept in the personal custody of the duty Station Master. 4.0 SYSTEM OF SIGNALLING AND INTERLOCKING This station is provided with Standard II- (R) multiple aspect colour light signals with Distant, Home, Starters and Advanced Starter in each direction. All points and signals are operated from the Control panel provided in Station Masters Office (See Appendix B for details). 4.1 STANDARD OF INTERLOCKING AND OTHER DETAILS: Refer Para 4 above 4.2 CUSTODY OF RELAY ROOMKEY AND PROCEDURE FOR ITS HANDING OVER AND TAKING OVER BETWEEN STATION MASTER AND S&T MAINTENANCE STAFF 4.2.1 The Relay Room is provided with a double key lock. One key is to be retained by the Station Master on duty and the other key by the TECH.ES/JE/SE/Sig. 4.2.2 Whenever it is required to open the relay room, the TECH.ES/JE/SE/Sig shall ask for the key from the SM on duty, duly filling in the relevant columns of the Relay Room key register maintained at the Station. The SM on duty shall hand over the key to the TECH.ES/JE/SE/Sig. After the work in the Relay Room is completed, the Room shall be locked with double lock which shall be ensured by Duty Station Master. The key shall be returned to the SM on duty, duly completing the entries in the relay room key register. 4.2.3 The Relay Room key register shall contain the following columns:- 1) Time and Date of key requisition. 2) Purpose for which the key is required i.e. attending to failure, routine maintenance etc. 3) Whether the work in the relay room will affect the normal working of points, signals, block instruments etc., 4) Signature, name and designation of the TECH.ES/JE/SE/Sig requesting the key. 5) Signature of the SM on duty with time. 6) Time and Date of Returning the key to the SM on duty after locking the room properly with both the keys. 7) Remarks regarding normal working of the points, signals, block instruments etc., 8) Signature, Name and Designation of the TECH.ES/JE/SE/Sig returning the key. 9) Signature of the SM on duty receiving the key with time after duly ensuring that the room is locked properly with both the keys. 10) Remarks. 4.2.4 If an endorsement is made in the Relay Room Key Register by TECH.ES/JE/SE/Sig that the work will affect normal working of points/signals/block working etc., the Station Master shall obtain Form. No. S & T (T/351) from TECH.ES/JE/SE/Sig (the relevant provisions of GR/SR 3.68 to 3.70 are to be followed for train/shunt movements). 4.2.5 When no such endorsement is made, he shall sign in Form S&T/MR and follow the normal procedure for dealing trains. NOTE:-The SM on duty shall not hand over the key to TECH.ES/JE/SE (Sigg) immediately after an accident involving points/signals/interlocking etc., at the station until it is fully satisfied that the necessary readings have been recorded by the competent official(s). 4.3 POWER SUPPLY 4.3.1 The normal source of power supply is from KPTCL. In addition, one diesel generator is also made available as an alternate source. 4.3.2 This station is provided with integrated power supply system. A Status monitoring panel (SMP) is provided in the Station Masters panel room. This panel has the following audio, Visual alarms. A) Start generator B) Emergency Start generator C) System Shut Down D) Equipment fault / call S & T staff. When the normal AC power supply fails, this system switch over to battery power supply. During prolonged AC failures an alarm is annunciated in the status-monitoring panel (SMP) in the Station Masters panel room. The display may be Start Generator OR Emergency Start Generator OR System shut down based on battery condition Low OR very Low OR battery fully drained out. When the power supply can not be extended, due to the failure of any equipment, the same will be indicated on the system monitoring panel as Equipment fault-call S & T staff. 4.3.3 Functioning of Status monitoring panel:- Sl.No.Alarm/Indication Description.Fault SymptomCorrective action.1Start generatorNeon lamp glows with alarm.Press ACK/RESET push button, Start Generator and press RESET button again.2Emergency start generatorNeon lamp glows with alarm.Press ACK/RESET push button, Start Generator with out delay and Press RESET button again.3System shut downNeon lamp glows with alarm.Press ACK/RESET push button, Start Generator immediately and Call S & T staff. 4Equipment fault/ call S & T staffNeon lamp glows with alarm.Press ACK/RESET push button and Call S & T staff . 4.3.4 A generator must be started for the train service or testing purpose. There are two generators in this station; a generator should be operated alternatively during alternate power supply failure. A register with all details has to be maintained for this purpose. 4.3.5 Whenever the KPTCL power supply fails, a red light indication appears near the P.ACK button, and buzzer sounds. SM shall press the P.ACK button to stop the buzzer, however the red light indication remains. Once power supply is resumed (KPTCL OR Generator) once again the buzzer will sound. To stop the buzzer, the SM shall press the P.ACK. This will stop the buzzer and red light indication also disappears. 4.3.6 After the generator is started, SM must changeover the switch provided in the generator room from MAIN to STANDBY only after ensuring that steady voltage is maintained by the generator by observing the voltmeter provided in the generator room to avoid fusing of bulbs. Whenever power supply from KPTCL and generator fails and no light is available in the signal or when the signals are bobbing or flickering the signal should be treated as failed. 4.3.7 If the KPTCL supply does not resume within 6 hours, the TECH.ES/SE/JE/SIG of the section must be advised on control phone immediately followed by a message to Sr.DSTE and Sr.DEE /Bangalore. 5 TELECOMMUNICATION Magneto Telephone Communication is provided in addition to block telephones, Railway Auto phone, BSNL phone, control telephone and VHF set as detailed in Appendix "B". 6 SYSTEM OF TRAIN WORKING 6.1 DUTIES OF TRAIN WORKING STAFF Duties of train working Staff are detailed in Appendix- D. 6.1.1 TRAIN WORKING STAFF IN EACH SHIFT One Station Master, two gateman and One Pointsman will work in each shift according to the roster issued by the Divisional Personnel Officer/Bangalore Division (See Appendix D" for their duties). 6.1.2 RESPONSIBILITY FOR ASCERTAINING CLEARANCE OF LINES AND ZONES OF RESPONSIBILITY The Station Master on duty is responsible to ensure that the line/route is clear and free from obstruction up to the adequate distance before clearing the reception and/or despatch signals by observing the indications on the Control Panel. During failure, he shall personally ensure this by physical observation of the required length of the track. B Before allowing any non-signalled move, the Station Master should ensure that all the points on the required route should be clamped & padlocked and the padlock key is kept in his personal custody. After any non signalled move has taken place over a point operated by an electric point machine whether in facing or trailing direction, the Station Master on duty shall operate the point for normal and reverse setting for the purpose of testing the points. SM shall ensure the correct setting of the points for the normal and reverse settings, then only shall permit further movements over the points. 6.1.3 ASSURANCE OF STAFF IN THE ASSURANCE REGISTER Every train passing staff posted newly at the station or leave reserve staff at the station or regular staff who has resumed his duties after more than 15 days absence must go through Station Working Rules in force and give assurance in the prescribed Assurance Register {SR 5.06 (i)}. 6.2 CONDITIONS FOR GRANTING LINE CLEAR The line shall not be considered clear and line clear shall not be given to HNK or Y on the Push Button type Token less Block Instrument by the SM on duty 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 Loco pilot 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) shall be strictly adhered to by both the SMs and Loco pilots). c) The line is clear up to the Up Advanced Starter for trains from Yeliyur and up to the Down Advanced Starter 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 his readiness to receive an Up train from Y, the SM/MYA shall advise the gateman of Engg. LC No.76 at km. 96/700-800 and LC No.75 at km.95/100-200 for the timely closure, securing of the gate and clearance of gate signals, then only insert the shunt key in the token less block instrument concerned to enable SM/Y to take line clear for an Up train. 6.2.1 ANY SPECIAL CONDITIONS TO BE OBSERVED WHILE RECEIVING OR DESPATCHING A TRAIN 6.2.1.1 SETTING OF POINTS AGAINST BLOCKED LINE Setting of points against blocked line: -This station is provided with centralised control panel. When ever running line is blocked the safety caps shall be placed on the concerned points knobs after setting the points against the blocked line. 6.2.1.2 Reception of train on blocked line: - Whenever trains are being received on an obstructed road/blocked line on calling-on signal the following procedures are to be complied with: If possible intimate the Loco pilot through the SM of the rear station. Ensure that the line is clear and free from obstruction up to the place of obstruction on the intended reception line and Traffic LC gates are in the route are closed and secured against road traffic and white light indication are available near the legend CL on the panel. Ensure all the points over which the train has to pass are correctly set. Ensure that no conflicting movement is permitted. Ensure that a stop hand signal is exhibited at a distance of not less than 45 mts. from the place of obstruction. During the failure of Calling-on signal, in addition to the above, ensure that the calling-on signal knob is turned to reverse while receiving the train on SPT/T 509 to avoid block failure. Station Master shall also personally ensure that all the points over which the train has to pass are correctly set, clamped, padlocked and the padlock keys are kept with the SM on duty. If the train is received on Signal Post Telephone the SM shall ensure that the condition indicated above (i.e. a to f) is fulfilled and give a message to the Loco pilot through SPT. The Loco pilot shall record the message in his rough journal and pass the signal at ON. The SM shall record the message in the Train signal register below the entry for that train. ABSTRACT MESSAGE Date: Time: To the Loco pilot of Train NoDescriptionUp/Down You are authorised to pass the up/down home signal Noat 'ON' position cautiously at a speed not exceeding 10 kmph. and come to Road No. (in figures and words) which is obstructed. You shall bring your train to a halt at the facing points leading to the reception line well short of obstruction which ever is approached first and await for hand signal for further movement. My private number is (in figure) .(in words) Note: During the failure of Calling-on signal and SPT and when the train has to be received on an obstructed line, the train shall be piloted by issuing Form T/509 and SM shall ensure that all the points over which the train has to pass are correctly set, clamped, padlocked and padlock keys are kept in his personal custody. 6.2.1.3 RECEPTION OF A TRAIN ON NON-SIGNALLED LINE: NOT APPLICABLE 6.2.1.4 DESPATCH OF TRAIN FROM NON-SIGNALLED LINE: NOT APPLICABLE 6.2.1.5 DESPATCH OF TRAIN FROM LINE PROVIDED WITH COMMON STARTER SIGNAL: NOT APPLICABLE 6.2.1.6 ANY OTHER SPECIAL CONDITIONS TO BE MENTIONED GIVING REFERENCE TO G &SR Time limit for clearing signals: For a stopping train, approach signals shall not be taken off earlier than 5 minutes before the probable arrival of the train. For a stopping train, despatch signals shall not be taken off earlier then 3 minutes before the probable departure of the train and despatch signal should be cleared only when the train is ready in all respects. For a run through train despatch and approach signals shall not be taken OFF earlier than 7 minutes, before the probable passage of the train. 6.3 CONDITIONS FOR TAKING 'OFF' APPROACH SIGNALS 6.3.1 A) Before taking off the reception signals the SM/MYA 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-6.3.2 and set the points for the required route and take off the Home Signal. B) Before taking off Up reception signal the SM shall turn the gate knobs G1 and also ensure that the LC gate No.73 at 93/100-200 is closed and secured against road traffic and that the gate closed CL indication is available on the panel. And before taking off Down reception signals the SM shall turn the gate knobs G and G1 and also ensure that the LC gate No.72 at Km,92/000-100, LC gate No.73 at 93/100-200 are closed and secured against road traffic and that the gate closed CL indications are available on the panel. 6.3.2 Adequate Distance I. Adequate distance required for clearing of Home Signal is reckoned as under: 1.Reception of an Up train on Road-1Up to a distance of 308 Mts. From the starter No: 18 With point No.52 Reverse and Point No.50 Normal. ( LC 72 open)2Reception of an Up train on Road-2Up to a distance of 308 Mts. From the starter No: 19 With point No.52 Normal and Point No.50 Normal ( LC 72 open) 3.Reception of an Up train on Road-3Upto a distance of 269.4 Mts. From starter No: 17 with crossover points No: 50 in reverse & Point No.51 Normal ( LC 72 open) orUp to the sand hump from starter No: 17 with cross over points No: 50 and 51 normal4.Reception of an Up train on Road-4Up to the sand hump from Starter No.16 with cross over Point No.51 reverse and 50 normal5Reception of an Down train on Road-1Up to the sand hump from starter No: 3 with cross over points No: 53 normal. Upto Down Advanced starter No.6 with point No.53Reverse & 55 Normal6Reception of an Down train on Road-2Upto Down Advanced starter No.6 with point No.53Normal & 55 Normal7Reception of an Down train on Road-3Upto Down Advanced starter No.6 with point No.55Reverse & 54 Normal8Reception of an Down train on Road-4Upto Down Advanced starter No.6 with point No.54 Reverse and 55 Reverse. II. The distance required for clearing the Calling-on signal is up to the place of obstruction on the route or upto the concerned starters without detecting the points in the signal overlap and are reckoned as under:- 1.Up train on Road-1Up to the Starter signal No. 182.Up train on Road-2Up to the Starter signal No. 193.Up train on Road-3Up to the Starter signal No. 174.Up train on Road-4Up to the Starter signal No. 165.Down train on Road-1Up to the Starter signal No. 36.Down train on Road-2Up to the Starter signal No. 27.Down train on Road-3Up to the Starter signal No. 48.Down train on Road-4Up to the Starter signal No. 5 6.3.3 RESPONSIBILITY OF STATION MASTER FOR RESTORATION OF SIGNALS TO 'ON' Station Master on duty should ensure that signal is put back to ON after the passage of every train as per GR 3.36.i (a). 6.4 SIMULTANEOUS RECEPTION / DESPATCH, CROSSING AND PRECEDENCE OF TRAINS. 1) While receiving an Up train on Road-3 with point 51 & 50 normal or on Road-4 with point 51 reverse & 50 Normal (sand hump setting), a Down train can be received, on Road-1with point 53 normal While receiving a Down train with sand hump setting on Road-1, another train in the same direction can be despatched from Roads 2 or 3 or 4. While receiving an Up train with sand hump setting on Road-3 or Road-4, another train in the same direction can be despatched from Roads 1 or 2. 3) While crossing of trains, a down train can be received on Road-1 and an up train can be received on Road-3 or Road-4 simultaneously. 4) While giving precedence / crossing as far as possible, the first arriving train shall be received on the loop line and the second train shall be dealt on the main line. If one of the train 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 given a run through on main line. Crossing of passenger carrying trains: During crossing of two stopping passenger-carrying trains, both the trains can be simultaneously received. Down train can be received on Road-1 and up train can be received on Road-3. In case one of passenger carrying trains is not booked to stop at this station, the train booked to stop at the station shall be received first on Road-1 or 3 (platform line) and the other train shall run through on Road-2 Main line. 6.5 COMPLETE ARRIVAL OF TRAINS 6.5.1 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. 6.5.2 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. 6.5.3 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)). 6.5.4 If the on duty SM is not able to verify the complete arrival of the train as above, communication shall be established after due identification with the guard of the train on walkie-talkie and guard shall ensure that the train has arrived safe and complete inside the fouling mark and give a private number along with his name and train number. This shall be recorded by the SM in the train signals register against the entry for the train in the remarks column. The SM on duty shall give his PN in acknowledgement. This PN given by the SM shall be recorded by the guard in his rough journal book. 6.5.5 Due to some reason if the duty Station Master is unable to communicate with the guard of a stopping train, he shall depute the Competent Railway Servant to obtain the signature of the guard in the Train intact arrival register (T/1410) maintained for this purpose as an assurance for the complete arrival of the train with in the Starter signal before clearing the block section. If there is no guard SM shall personally ensure the complete arrival of train and the clearance of the track [(S.R. 14.10 (IV) (a)]. 6.6.0 DESPATCH OF TRAINS 6.6.1 i) When everything is ready to start the train SM on duty shall call the attention of the Station Master/Y or HNK as the case may be and advise the train No., description etc., In the case of down train the SM shall ensure that the traffic LC Gate No. 73 at Km 93/100-200 is closed and secured against the road traffic and white light indication is available on the panel near legend CL and also ensure that the gateman of Engineering LC No. 75 at Km. 95/100-200 and Engineering LC No.76 at Km 96/700-800 are informed for the timely closure, securing of the gate and clearance of gate signals in time as detailed in Appendix A. In the case of an Up train, SM shall ensure that the traffic LC Gate No. 72 at Km 92/000-100, is secured against the road traffic and white light indication is available on the panel near legend CL before taking OFF despatch signals. ii)On receipt of the acknowledgement confirmed by a private Number from SM/HNK or SM/Y as the case may be, the on duty SM/MYA shall insert Shunt Key in the concerned EKT and set the block instrument to TRAIN GOING TO position for the concerned block section. iii)He shall ensure that the despatch route is clear and free from obstruction and set the points for the concerned route and issue caution order if any to the Loco pilot, ALP and Guard of the train and then clear the despatch signals. After ensuring that the correct despatch signals are cleared he shall authorise the train to depart. iv) The OFF aspect of the last stop signal is the authority for the Loco pilot to enter into the concerned Block section. 6.7 TRAINS RUNNING THROUGH 6.7.1 The signalling arrangements permit run through of trains on Roads 1, 2 & 3, but as far as possible run through trains shall be dealt on Road 2 (Main line). 6.7.2 Trains carrying ISMD loads shall normally be dealt with on Road 2 (Main line) or on the non-platform line depending on the class of ISMD. 6.8 WORKING IN CASE OF FAILURE 6.8.1 FAILURE OF TRACK-CIRCUITS, POINTS/SIGNALS During failure of track circuiting arrangements, or signals or points from the control panel, the duty Station Master, shall personally ensure that the line on which the movement is to be carried out is clear and free from obstruction, and that all efforts taken in accordance with the provision contained in GR/SR 3.68 to 3.70. During failure of Home Signal and Calling-on signal trains can be dealt on SPT or on Form T/369-(3b). Station Master shall ensure clamping and padlocking of relevant points and maintaining isolation from other lines duly keeping the trap/points in required position. If a point fails to set properly and if the point cannot be set from the panel, the Station Master on duty must personally ensure the points to the required position by means of the point crank handle as detailed in Para B.4. The Station Master can operate the signal knobs for the reception or despatch of the train, after duly replacing the crank handle in the electrical key instrument. If the signal fails to respond properly, the Station Master must arrange to pilot the train in accordance with provisions contained in G.Rs 3.68 to 3.70 and the subsidiary rules there under. If the points set correctly in one position and fails to set in the other position, it is possible that there is some obstruction between the stock and the switch rails. By operating the points repeatedly for about three or four times, this obstruction may be removed. If not by deputing a competent railway servant who will do so. Even in spite of this, the point fails to set correctly, then the point crank handle must be used. In the event of failure of a point repeat indication on the panel the following action has to be taken by the duty Station Master. The concerned signal knob shall be operated even if the point repeat indication does not appear. If the signal gets cleared, the train shall be dealt under normal course on signals. If the signal fails to respond the SM shall operate points repeatedly for about three or four times, even after this if the point indication does not appear, the SM shall depute the Points man/TRH to the point to remove the obstruction if any who shall do so. Even after this if the signal fails to respond, it should be treated as a case of signal failure and the train shall be dealt strictly according to the relevant provisions contained in GR/SR 3.68 to 3.70. 6.8.2 FAILURE OF HOME SIGNAL During the failure of Home signal, the train shall be received on Calling-on signal (See Para B.8 for details ). If the Calling-on signal also fails, the train should be received using SPT. (See Para B.9 for details). If the signal post telephone also fails, the SM on duty shall arrange to receive the train on Form T/369-(3b). Whenever the trains are received on SPT or on Form T/369-(3b), the SM shall ensure the correct setting of relevant points, clamp and padlock, all the point on which the train will be received and depute a points man/TRH with Form T/369-(3b) to be delivered at the foot of the concerned Home signal and authorise the Loco pilot to pass the home signal at "ON". Whenever the trains are being piloted through SPT or Written on Form T/369-(3b) due to failure of home signal, the home signal knob shall be turned to `R' position to avoid block failure. However, if the home signal failure is due to track circuit failure (other than berthing track), the home signal knob should not be turned to `R' position, even though it causes block failure. This is to avoid serious repercussions of the route getting locked. 6.8.3 FAILURE OF STARTER SIGNAL: During failure of starter signal, trains shall be despatched duly issuing written authority in Form T/369-(3b) to the Loco pilots. Proceed hand signals shall invariably be exhibited at the foot of the starter signal after ensuring correct setting of the points duly clamping and padlocking of all the concerned points on the route. 6.8.4 FAILURE OF ADVANCED STARTER SIGNAL (LSS): During failure of this signal the line clear shall be obtained on the block instrument and trains shall be despatched duly issuing the Form T/369-(3b) with an endorsement and private number obtained from the SM at the other end of the block section. 6.8.5 FAILURE OF BLOCK INSTRUMENT: - During Block Instrument failure / suspension, the train shall be dealt duly issuing appropriate Line Clear Ticket to the Loco pilot of departing train. Note: - Independent LCT book duly stamped should be kept for each Block Instrument. Note: - All cases of such failures must be reported immediately to the TECH.ES/JE/SE/Sig of the section for immediate rectification duly issuing a message. 6.9 PROVISIONS FOR WORKING OF TROLLEY/MOTOR TROLLEYS/MATERIAL LORRIES: -. 6.9.1 Un-insulated trolley/lorry etc. should not be permitted on the track circuited lines. Whenever a trolley/lorry, is allowed to work the Station Master on duty shall ensure that the track is clear of such vehicles before clearing the signals for a train or before operating the points as the trolley/lorry/motor trolley may fail to actuate the track circuit. 6.9.2 Block instrument working shall be suspended and line clear ticket issued as an authority to proceed, when Trolley/Motor Trolley / Material lorry etc, are required to work in the Block Section. SM at either end of the Block Section can resume Block instrument working after trolley/lorry/motor trolley clear the section. Instructions contained in Chapter 11.2 of BWM 2006 of SW Railway should be strictly adhered to. 6.9.3 Signals except Advanced Starter signal shall be cleared for movement of trolley/lorry/motor trolley when worked as train. NOTE:- (1) Insulated trolley/lorry/motor trolley do not actuate the track circuit. If the signal is cleared for reception/despatch, the route for the same should not be altered until the movement is completed. (2) Trolley/lorry caps 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-in-charge to the effect that the trolley/lorry is insulated. 7 BLOCKING OF LINES 7.1 When a running line is blocked or obstructed for any purpose, the points at both the ends of the line should be set against the line except when shunting is required to be done on that line. No movement should be permitted on to a line occupied by a train/ vehicle carrying passengers except when shunting is required to be done on that train/vehicle or for attaching an Engine to that train/vehicle. 7.2 When a running line is blocked or obstructed, "Line Blocked" collars/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 collars/caps should be removed from the knobs and kept safe. Line OccupiedKnob No.Road-152N, 53NRoad-252R, 53R or 50R, 55RRoad-355N, 50NRoad-451N, 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 or 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 Loco pilot 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 Guard's 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 Loco pilot and only on seeing the Guard's signal, the Loco pilot 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. iv) Whenever vehicles are stabled in the siding, the SM should ensure that the siding control knob No.56 should be in normal position. The vehicle/s stabled in the siding shall be secured with hand brakes, skids and safety chains. 7.7 While handing/taking over charge, the outgoing/incoming Station Master should promptly record in the Station Diary and TSR the 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. 8 SHUNTING 8.1 GENERAL PRECAUTIONS (a) For shunt movement at this station, the duty SM shall give due consideration to the train services in this section and carryout shunt movements by taking off starter signals. The Station Master shall see the shunting of trains or vehicles are carried out only at such time and in such a manner, which will not involve danger. (b) The guard of the train shall supervise all shunting operations involving full trains and stabling of materials/departmental trains. The guard under the instructions of the SM will supervise other shunting. In the absence of the guard, the SM shall supervise shunting. (c) At stations, with grades steeper than 1 in 400 beyond 50 metres of the outermost points, trains should not be drawn up to the last stop signal and held in the steep gradient in order to clear the reception line for giving permission to approach to the following train. No shunting beyond outermost points on the steep gradient side should be allowed unless a locomotive is attached at the lower end of the load from the point of view of gradient. 8.2 Shunting in the face of an approaching train: -Shunting in the face of an approaching train is strictly prohibited at this station. 8.3 Prohibition of shunting, special features if any: - (a) While performing shunting at falling end of the yard, it should be ensured that an engine is attached at the falling side of the gradient to prevent vehicles escaping into the block section. (b) Before performing shunting at Y side of the yard beyond the up home signal, the gateman at LC No.75 at Km.95/100-200 shall be advised of the shunt movement under exchange of PN. (c) Hand shunting/ loose shunting is strictly prohibited. 8.4 SHUNTING ON SINGLE LINE 8.4.1 WITHIN STATION SECTION (BETWEEN STARTER AND LSS) SM shall carry out shunting between starter and LSS by taking off the concerned starter & shall issue form T/806 to the Loco Pilot. SM shall extract the shunt key from the concerned block instrument pertaining to the direction of shunting and keep it in his personal custody till shunting is over. 8.4.2 BETWEEN LSS AND OPPOSITE FSS Shunt key along with Form - T/806 shall be handed over to the Loco pilot as an authority to perform shunting between Starter and the opposite Home Signal on Y-MYA or MYA-HNK block section {SR. 8.15 (i)}. 8.4.3 BEYOND OPPOSITE FSS To permit shunting beyond the opposing Home Signal, on MYA-Y or MYA-HNK block section, block back shall be done by taking line clear on the concerned block instrument and clearing the LSS. The loco pilot shall be with Form T/806 and a written memo to come back as an authority to perform shunting. While returning Home signal shall be taken off for the reception of train. Block working can be resumed by applying push back cancellation as detailed in the BWM. Note: Shunt key can be extracted by pressing SHK button of the block instrument in line closed or TGT with TOL condition on the block instrument. 8.4.4 DURING FAILURE OF BLOCK INSTRUMENT ON SINGLE LINE When shunting has to be performed at that end of the Block Section over which block instrument working has been suspended, the Station Master on duty shall issue to the Loco pilot, T/806 with an endorsement mentioning the suspension of the Block instrument with the PN obtained from the SM at the other end of the block section. Shunting during failure of Shunt Key: - When the shunt key cannot be extracted and shunting has to be performed necessarily, SM on duty shall advise the SM at the other end of the block section to extract the shunt key and keep it in his personal custody and obtain a PN for the same from him. T/806 along with an endorsement shunt key could not be extracted with the PN obtained from the SM at the other end of the block section to be handed over to the Loco pilot as the authority to perform shunting during this period. 8.5 SHUNTING ON DOUBLE LINE, BLOCK BACK, BLOCK FORWARD, FOLLOWING A TRAIN TRAVELLING AWAY, UPTO IBS, BEYOND IBS, DURING FAILURE OF BLOCK INSTRUMENT: -NOT APPLICABLE 8.6 SHUNTING IN SIDING TAKING OFF FROM STATION YARD/GOODS YARD: A. Shunting from and to Shunting Neck: i) A shunting neck with 20 vehicles capacity is connected to SBC end of Road-4. General Merchandise siding and the coal siding are connected to shunting neck. A Shunting permitted indicator is provided near Point No.51 and works in conjunction with up starter No.16. The Shunting Permitted Indicator shall take the place of the prescribed form to pass the stop signal at ON. But a Proceed hand signal shall always be shown at the foot of the signal in respect of the movement controlled by the Shunting permitted Indicator. The shunting permitted indicator is controlled by Knob No.14 from the panel. Whenever shunting is to be performed on these lines, the Pointsman shall advise the SM on duty to release the control on the shunting permitted indicator. When the SM is ready to permit the shunting he shall ensure that the Point No.51 is kept normal and reverse the Knob No.14. ii) When the Knob No.14 is reversed from the Panel a FREE indication appears on the single lever ground frame provided near SPI 14 and fitted with electric lever lock (Normal). On observing free indication the person incharge of the shunting shall operate the lever from normal to reverse. The normal indication on the panel and the free indication on the single lever frame disappears and shunting permitted indication will appear on the shunting permitted indicator. This indication and Proceed hand signal at the foot of the signal authorises the movement for shunting. iii) After the shunting is over the person incharge of the shunting shall put back the single lever to normal and inform the same to SM on duty. As soon as the SM normalises the Knob No.14, the free indication on the single lever frame near the SPI will disappear. and the normal indication appears on the panel. B. Shunting on Food Grains Siding ( Through Siding): i)A food grain siding (through siding) is connected to Road-4. Entry to this siding is possible at either end SBC & MYS. The entry to the siding is operating by locally operated points No.102 and 105 and this is controlled by Knob No.56 from the panel. REPLACED PAGE NO.18 ii) For shunting at SBC end of the siding, the SM shall turn Knob No.56 to Reverse to release Key D from the EKT provided, extract key D from the EKT and hand over the key D to the centre duty pointsman for setting point No.102 to the siding. The pointsman shall proceed to the point, unlock point No.102 by key D set the point to the siding, extract key E unlock trap Point No.103 by key E and set the trap point to the siding and permit the shunt movement. iii) For shunting from MYS end, the SM shall turn Knob No.56 to Reverse to release key D from the EKT, provided and depute the centre duty pointsman with key D for setting the points to the siding. The pointsman shall proceed to Point No.105, unlock the points by key D reverse and set the point to the siding, extract key F, unlock the trap point No.104 by key F and set the trap point for the siding to permit the shunt movement. iv) Immediately after the shunt move, the pointsman shall reset the trap point and points to normal position, extract key D from the concerned points and return the same to the Station Master who shall restore the same to the EKT and normalise the Knob No.56. C. Shunting on General Merchandise Siding: Vehicles to be shunted to this siding shall first be shunted to the shunting neck as detailed in Para A above. This shunting neck is extended towards MYS end as General Merchandise siding with 25 vehicles capacity. Point No.100, which is normally set to this siding, is controlled by Knob No.14 from the panel. To shunt to and from this siding and the shunting neck the pointsman incharge of the shunting shall ensure that the Point No.100 is in the normal position and show hand signal as required. Since this siding has the entry for the coal siding also through point No.101, the pointsman shall ensure that vehicles are not fouling the entry into coal siding. The pointsman in charge of shunting shall ensure the correct setting of all the points in the route and ensure that the facing points are correctly set, bolted, cottered and padlocked before authorising the movement. D. Additional spur of length of 120m: Vehicles to be shunted to this siding shall first be shunted to the shunting neck as detailed in Para A above. Locally operated point provider for entry to the siding shall be operated and shunted. E. Coal Siding: Coal siding with a capacity of 25 vehicles (230 metres) takes off from the General Merchandise siding at non-interlocked locally worked Point No.101. The Pointsman incharge of the shunting shall ensure correct setting of Points No.100 and 101 for the movements. Note: 1.The locally worked Points must be manned for all the movements in the facing direction. All the Key locked/ locally worked points shall be set, bolted, cottered and padlocked before authorising the movement. The pointsman in charge of shunting shall also ensure before authorising the movement, the physical clearance of track from debris, removal of skids/sprags/chains etc. 2. The shunting staff shall also ensure the closure/securing of wagon doors before the movement is authorised 9 ABNORMAL CONDITIONS THE RULES TO BE OBSERVED IN THE EVENT OF ABNORMAL CONDITIONS: - i. During failure of electrical communication instrument: - Normally the concerned Block Instrument and Telephone attached to block instrument should be used to run trains on absolute block system. During failure, Block working should be done on the following order preference: - 1. Block Instrument. 2. Telephone attached to block instrument. 3. Station to Station fixed telephone. 4. Railway Auto phones. 5. BSNL phones. 6. Control Telephone. 7. VHF sets. NOTE: - (1). When 4th to 7th type communication is used, Identification sheets should be used, or cross checking of last three private numbers issued to concerned station is to be done to identify the correctness of the station. If the station is identified correctly an endorsement shall be made on the PLCT regarding the ID sheet numbers or cross checking of the PNs. Under this circumstance the issue of caution order shall be dispensed with and trains can run at normal speed. (2). If the station could not be identified through ID sheets or cross-checking of PNs, a caution order shall be issued restricting the speed to 25 / 15 KMPH on Double line / Single line sections during day and 10 KMPH on Double line / single line sections during night and when the view ahead is not clear during day.(Ref:Circular No. B/T.411/P/I/Vol.VIII dated 26-02-2007) ii The authority to proceed to enter into the occupied block section in case of obstruction of line or accident etc: -. Break Down Special/Relief train/Engine shall be sent into the Block section on account of obstruction of line or accident etc, by issuing Block ticket to proceed without line clear in form T/A 602. Before preparing this authority the SM shall examine the TSR, Train message books, WTT, Train notice register and Caution order advises and also contact the control and the SM on duty at the other end. Trains delayed in block section: - If a train carrying passengers does not arrive within 10 minutes or if a goods train does not arrive within 20 minutes after allowing for normal running time from the station in rear, The Station Master at the station in advance shall immediately advise the station in rear and the Control of this fact. The Station Masters at either end of the block section shall also send one of the traffic staff out on the block section to fetch information about the whereabouts and condition of the delayed train and nature of assistance, if any required. iv. Failure of Intermediate Block Stop Signal at ON: - NOT APPLICABLE. v. Failure of Axle Counter Block/BPAC: - Not applicable vi. Failure of MTRC: - NOT APPLICABLE. (b) PROCEDURE FOR EMERGENCY OPERATION OF CRANK HANDLE i. 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. ii. 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. When the crank handle remains extracted, no signal can be taken off except up and down advanced starters. Similarly when a signal other than up and down 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. iv. A push switch is provided near the crank handle. When this switch is kept pressed, a deflection appears on the EKT. On observing this indication, the crank handle can be extracted by rotating in anti-clockwise direction. v. 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, clamping and padlocking, 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. vi. While utilizing the crank handle to operate a cross over point, it should be ensured that both the ends of the crossover points are correctly set to the required position and locked for permitting train/shunt movements over the points. vii. 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. (Refer Para B.4 for other details regarding Crank handle operation) ( c ) CERTIFICATION OF CLEARANCE OF TRACK BEFORE CALLING-ON SIGNAL OPERATION IS INITIATED The Calling-on signals below Home signals are intended to receive a train on an occupied/obstructed road or when one or more of the track circuit on that route have failed or when the Home Signal has failed. Before clearing the Calling-on signal, the SM shall decide whether it is absolutely necessary to receive the train on that road, and physically ensure that the required route is clear & free from obstruction and the train can be berthed clear of the fouling mark/starters. ( d ) REPORTING FAILURE OF POINTS, TRACK CIRCUITS/AXLE COUNTER AND INTERLOCKING Any S&T failure should be reported immediately by SM on duty to the concerned signalling Maintenance Staff (TECH.ES/JE/SE/Sig) responsible for attending to the failure and only after receipt of the written memo from the signalling Maintenance Staff (TECH.ES/JE/SE/Sig) for rectification of the fault, SM on duty should restore the normal working. The entries in failure register to be done with message to the Section Controller 9.1 TOTAL FAILURE OF COMMUNICATION In the event of Total interruption of communication occurring between Y-MYA or MYA-HNK stations i.e. when line clear cannot be obtained by one of the following means stated in order of preference namely. a) Block Instrument. b) Telephone attached to block instrument. c) Station to Station fixed telephone. d) Railway Auto phones. e) BSNL phones. f) Control Telephone & g) VHF sets. 9.1.1 The Station Master on duty shall open communication by sending an engine or any self-propelled vehicle as detailed in Para (2) of SR. 6.02 (ii). The order of preference is given below. a. Light Engine b. Train engine after it is detached from the train . c. Motor trolley/ Tower wagon duly accompanied by a Guard or by a Off duty Station Master d. Trolley duly accompanied by a Guard or by a Off duty Station Master e. Diesel car/ Rail motor car/EMU rake after ensuring that all passengers have detrained. 9.1.2 Before despatching the above said Engine/self propelled vehicle in the block section the Station Master on duty shall hand over the Authority for opening of communication during Total Interruption of communication on single line section on Form No. T/B 602. 9.1.3 The Station Master on duty shall clearly advise the Loco pilot and Guard of the train the fact that the communications have failed. The LE/TE etc. has to proceed with an authority on Form T/B 602. On the receipt of the Form T/B 602 the Station Master at the other end shall prepare and send T/F 602 (Conditional Line Clear) through the Loco pilot and issue Conditional Line Clear Ticket (T/G 602 or T/H 602) to the Loco pilot to return back to the starting station. On receipt of T/F 602 the Station Master at the starting end shall issue Conditional Line Clear Ticket (T/G 602 or T/H 602) to the waiting train at his station. If more than one train is to be started the Station Master at starting station shall send T/E 602 along with T/B 602.Trains will continue to work in this manner till the competent authority restores anyone of the means of communications. As soon as anyone of the means of communications has been restored, the Station Master shall exchange message with the Station Master at the other end of the section on Form T/I 602. Detailed instructions contained in SR. 6.02 (ii) shall be strictly adhered to for working trains during total interruption of communications. 9.1.4 Line clear shall not be obtained or given by any one of the means of communication restored, until both the Station Masters are satisfied that all trains and engines etc. despatched from their stations have arrived complete at either station. If any light engine/self propelled vehicle etc is in section with T/B. 602 normal working shall not be resumed until the section is cleared and both the station masters are satisfied under exchange of Private numbers that no light engine/self propelled vehicle or any other vehicle is on the section. 9.1.5 In all the cases of working trains during total interruption of communications, a detailed record of timings of all trains, Engines etc., shall promptly be made in the train Signal Register at the Stations concerned. When the communication for train working is restored, Section Control if working, shall be consulted before arranging further movements. Control shall also be provided with the timings of trains dealt during total interruption of communication. 9.2 TEMPORARY SINGLE LINE WORKING ON DOUBLE LINE SECTION: NOT APPLICABLE 9.3 DESPATCH OF TRAIN UNDER AUTHORITY TO PROCEED WITHOUT LINE CLEAR OR TO ASSIST THE CRIPPLED TRAIN Break Down Special/Relief train/Engine shall be sent into the Block section by issuing Block ticket to proceed without line clear in form T/A 602. Before preparing this authority the SM shall examine the TSR, Train message books, WTT, Train notice register and Caution order advises and also contact the control and the SM on duty at the other end. Clear instructions shall be issued to the Loco pilot and Guard regarding the nature of obstruction and location of obstruction of engine/BV/First vehicle /last vehicle shall be mentioned as far as known and the station to which the crippled train/engine could be moved to clear the block section. If more relief trains/Engines are to be despatched into the block section subsequently, clear instructions shall be given to the Loco pilot and Guard of such trains /engines etc. regarding the trains/engines already despatched into the section and other relevant information. Once obstruction is removed and Competent Railway servant certifies the line as fit and safe for the passage of trains, the duty SM shall exchange numbered message and private numbers with his counterpart at the other side to ensure that the block section is clear of all train/vehicles sent into the section and then only restore normal working. All the entries relating to the train dealt on form T/A 602 shall be made in red ink in TSR [Ref. SR. 6.02 (i)] for detailed instructions. 9.4 Caution Order: Caution Order, if any, shall be issued in accordance with WTT/GR 4.09 by the Duty Station Master to the Loco pilot, Assistant Loco Pilot and Guard of all stopping trains. Appropriate entries shall be made in the trains signal register regarding its issue against the trains entry. Caution Order register shall be maintained by Duty Station Master separately and entries are brought forward as per extant rules. 10 VISIBILITY TEST OBJECT Any aspect of Up or Down Starter for Road-2 during day and night shall constitute the visibility test object for Down and Up directions respectively at this station. 11 ESSENTIAL EQUIPMENTS AT THE STATION The Station Manager shall ensure that the prescribed number of the Essential articles listed in Appendix E are 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 FOG SIGNAL MEN NOMINATED TO BE CALLED INCASE OF FOG i. In foggy or tempestuous weather or in dust storm when V.T.O cannot be seen from the SMs office, the SM shall send trained men to act as fog signalmen. The names (and declarations that they know the fog signalling duties) of two members each from the operating and permanent way Group `D' staff at the station shall be maintained and updated periodically in the station Detonator Register by the Station Master. The names and addresses of Group D Permanent Way staff who are trained in fog signalling duties shall be painted on the board provided for this purpose near the office of the Station Master on duty. LIST OF APPENDICES:- Appendix AWorking Of Level Crossing GatesAppendix BSystem of Signalling and interlocking and communication arrangements at the station.Appendix CAnti collision device(Raksha Kavach).Appendix DDuties of train passing staff in each shiftAppendix EEssential Equipments provided at the StationAppendix FRules for working D class stations, Halts, IBH, IBS and Outlying sidings.Appendix GRules for working of trains in electrified sections APPENDIX A WORKING OF LEVEL CROSSING GATES A.1.0 TRAFFIC LEVEL CROSSING GATE NO.72 AT KM.92/000-100 (MYA YARD) A.1.1 This is an interlocked B2 class Traffic level crossing gate, provided with lifting barriers. This gate is situated between Down Outermost Facing Point No.50 and Up Advanced Starter. This gate is manned round the clock and under the control of SMR/MYA. A.1.2 Magneto telecommunication is provided between this level crossing and SM's office as detailed in appendix 'B'. A.1.3 The lifting barriers are normally kept open to road traffic, the Station Master on duty shall advise the gate man whenever it is necessary to close and lock the lifting barriers against the road traffic for the passage of train/shunt movement. A.1.4 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.1.5 A single lever ground frame is provided near this level crossing to control the gate. Before permitting any train/shunt movement likely to infringe the level crossing, 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 crossing, turning the knob G to reverse position. The gateman shall repeat the instructions in acknowledgement, lower the lifting barriers, extract the winch key, insert and turn in the single lever frame. This unlocks the lever. The single lever shall be reversed. This reversal of the single lever locks the booms in the lowered condition and releases the boom-locking key. The boom-locking key shall be extracted, inserted and turned in the RKT provided to transmit gate closed CL indication to SMs panel. On getting CL indication on the control panel, SM shall clear the concerned reception/ despatch signals or permit any other shunt movements across the LC. After the passage of the train/shunt movement the SM on duty shall turn the G knob to normal. The gate closed CL indication disappears on the SMs panel and the free indication appears on the indicator near the RKT controlling the level crossing gate. The gateman after ensuring the availability of the free indication shall extract the boom-locking key from the RKT. The boom-locking key shall be inserted and turned in the single lever frame to release the lever. The lever shall be normalised. This releases the boom locks and also the winch key. The winch key shall be extracted from the single lever frame and inserted in the winch to operate the handle for opening the gate to road traffic. A.1.6 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.1.7 In case of failure of magneto telephone communication or if there is no response from the gateman, and when the level crossing is to be closed against the road traffic, the SM on duty shall adhere to the instructions in SR. 16.03 (iii) (a) (ii) (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.1.8 Failure of gate in open condition: If one or both the barriers cannot be closed, SM shall be informed regarding the failure under exchange of PN and thereafter the gate shall be treated as non-interlocked gate. The gate shall be secured with safety chains and stop boards. Train movements shall be dealt with strictly according to the relevant provisions contained in GRs 3.68 to 3.70 and subsidiary rules there under. Advice shall be sent to the concerned TECH.ES/SE/JE/SIG. & TECH.ES/SE/JE/P.WAY for rectification. A.1.9 Failure of gate in closed condition: a) If the barriers are in lowered condition and gateman is able to transmit gate closed indication to the SM, the trains shall be dealt normally. b) If the barriers are in lowered condition and the gate closed CL indication could not be transmitted, trains shall be dealt with as per the relevant provisions contained in GR/SR 3.68 to 3.70. c) If the barriers are in lowered condition and could not be opened due to the failure of the boom locking key, emergency Key shall be used. This key is secured in electrical key instrument in a glass fronted box, with padlock and key and is under the custody of the on duty SM. The SM on duty shall open the lock & break open the seal of the box, extract the Emergency key and arrange to use it to open the level crossing gate. Since the key is interlocked with signals, the concerned interlocked signals cannot be taken OFF once the key is extracted. These signals shall be suspended and train service dealt strictly under the relevant provisions contained in GR 3.68 to 3.70 and subsidiary rules there under duly ensuring that the gates are closed and secured against road traffic. The SM on duty shall ensure that the emergency gate keys are returned to him after the use. When the emergency gate key is used, the SM on duty shall make an entry in the register specially maintained for this purpose with the details like; the time and date of use, the number of the train for which it was used, etc. Immediately after noticing the failure the TECH.ES/SE/JE/SIG. shall be advised to restore the normal working. A.1.10 In case of obstruction at/near the level crossing, the gateman shall adhere to the instructions contained in GR 16.07 and SRs there under. A.1.11 Whenever the train/shunt movement is cancelled the SM shall advise the gateman regarding the cancellation of the train/shunt movement and turn the gate knob G to normal position for opening the gate for road traffic. A.2.0 TRAFFIC LEVEL CROSSING GATE NO.73 @ KM.93/100-200 ( MYA YARD) A.2.1 This is an interlocked Spl class Traffic level crossing gate, provided with lifting barriers and is situated between Down Starters and Down Advanced Starter and passes through on all the four running lines. This gate is manned round the clock and is under the control of SMR/MYA. A.2.2 Magneto telecommunication is provided between these level crossings and SM's office as detailed in appendix 'B'. A.2.3 The lifting barriers are normally kept open to road traffic, the Station Master on duty shall advise the gate man whenever it is necessary to close and lock the lifting barriers against the road traffic for the passage of train/shunt movement. A.2.4 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 A single lever ground frame is provided near this level crossing to control the gate. Before permitting any train/shunt movement likely to infringe the level crossing, 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 crossing, turning the knob G1 to reverse position. The gateman shall repeat the instructions in acknowledgement, lower the lifting barriers, extract the winch key, insert and turn in the single lever frame. This unlocks the lever. The single lever shall be reversed. This reversal of the single lever locks the booms in the lowered condition and releases the boom-locking key. The boom-locking key shall be extracted, inserted and turned in the RKT provided to transmit gate closed CL indication to SMs panel. On getting CL indication on the control panel, SM shall clear the concerned reception/ despatch signals or permit any other shunt movements across the LC. After the passage of the train/shunt movement the SM on duty shall turn the G1 knob to normal. The gate closed CL indication disappears on the SMs panel and the free indication appears on the indicator near the RKT controlling the level crossing gate. The gateman after ensuring the availability of the free indication shall extract the boom-locking key from the RKT. The boom-locking key shall be inserted and turned in the single lever frame to release the lever. The lever shall be normalised. This releases the boom locks and also the winch key. The winch key shall be extracted from the single lever frame and inserted in the winch to operate the handle for opening the gate to road traffic. A.2.6 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.2.7 In case of failure of magneto telephone communication or if there is no response from the gateman, and when the level crossing is to be closed against the road traffic, the SM on duty shall adhere to the instructions in SR. 16.03 (iii) (a) (ii) (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.2.8 Failure of gate in open condition: If one or both the barriers cannot be closed, SM shall be informed regarding the failure under exchange of PN and thereafter the gate shall be treated as non-interlocked gate. The gate shall be secured with safety chains and stop boards. Train movements shall be dealt with strictly according to the relevant provisions contained in GRs 3.68 to 3.70 and subsidiary rules there under. Advice shall be sent to the concerned TECH.ES/SE/JE/SIG. & TECH.ES/SE/JE/P.WAY for rectification. A.2.9 Failure of gate in closed condition: a) If the barriers are in lowered condition and gateman is able to transmit gate closed indication to the SM, the trains shall be dealt normally. b) If the barriers are in lowered condition and the gate closed CL indication could not be transmitted, trains shall be dealt with as per the relevant provisions contained in GR/SR 3.68 to 3.70. c) If the barriers are in lowered condition and could not be opened due to the failure of the boom locking key, emergency Key shall be used. This key is secured in electrical key instrument in a glass fronted box, with padlock and key and is under the custody of the on duty SM. The SM on duty shall open the lock & break open the seal of the box, extract the Emergency key and arrange to use it to open the level crossing gate. Since the key is interlocked with signals, the concerned interlocked signals cannot be taken OFF once the key is extracted. These signals shall be suspended and train service dealt strictly under the relevant provisions contained in GR 3.68 to 3.70 and subsidiary rules there under duly ensuring that the gates are closed and secured against road traffic. The SM on duty shall ensure that the emergency gate keys are returned to him after the use. When the emergency gate key is used, the SM on duty shall make an entry in the register specially maintained for this purpose with the details like; the time and date of use, the number of the train for which it was used, etc. Immediately after noticing the failure the TECH.ES/SE/JE/SIG. shall be advised to restore the normal working. A.2.10 In case of obstruction at/near the level crossing, the gateman shall adhere to the instructions contained in GR 16.07 and SRs there under. A.2.11 Whenever the train/shunt movement is cancelled the SM shall advise the gateman regarding the cancellation of the train/shunt movement and turn the gate knob G1 to normal position for opening the gate for road traffic. A.3.0 ENGINEERING LEVEL CROSSING GATE NO.75 @ KM.95/100-200 & L.C.NO.76 @ KM 96/700-800 (MYA Y): A.3.1 These are interlocked C class engineering level crossing gates, provided with lifting barriers. The LC No.75 at Km 95/100-200 and LC No.76 at Km 96/700-800 are situated in MYA-Y block section and manned round the clock. These gates are under the control of SE/P.Way/MYA. Up gate signal of LC 75 is combined with up distant signal of MYA station. A.3.2 Magneto telecommunication is provided between this level crossing and SM's office as detailed in appendix 'B'. A.3.3 These level crossing gates shall normally kept open for the road traffic (lifting barriers in raised position). 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. The LC No.75 and LC no.76 are interlocked with Up and Down Gate Signals. The up gate signal of LC76 is combined with Up Distant of LC No.75. The gate signals are operated from a 2-slide instrument provided in each gate separately. A.3.4 These LCs are protected by Up and Down gate signal with G markers. 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 single lever frame which in turn locks the lifting barrier booms in lowered position and releases key A for LC No.75 and Key B for LC no.76. The Key A & B are used to un-lock the two-slide instrument provided at the respective gate lodge to clear the concerned gate signal. The description of the slide is given below: LC No.75 at Km 95/100-200 SLIDE NO.DESCRIPTION1To Clear Down gate signal.2To Clear Up gate signal. LC No.76 at Km 96/700-800 SLIDE NO.DESCRIPTION1To Clear Up gate signal.2To Clear Down gate signal. A.3.5 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.3.6 Before granting line clear for a Up train from Y or before despatching an Down train to Y the Station Master/MYA 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 Y or from MYA. 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.3.7 Immediately on receipt of out report for a Up train from Y or after the departure of an Down train from MYA the Station Master/MYA 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 A or B from the 2-slide instrument. Insert these keys A or 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.3.8 In the case of failure of telephone communication between the SM/MYA 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 stopping down trains entering the block section and also advise Station Master/Y for the issue of Caution Orders for all stopping up trains entering the block section. The loco pilots 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/MYA 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.3.9 In case of failure of the LC gate in open condition i.e., due to the failure of lifting barriers, gate key etc., the gateman shall immediately inform the on duty station master under the exchange of private number and arrange to protect the gate by means of safety chains with padlocks and stop boards. Trains shall be piloted across the gate by the gateman on hand signals. The gate shall be treated as a non-interlocked gate and the procedures adopted for non-interlocked gate shall be adhered to both by the gateman as well as the controlling SM. A.3.10 If the gate fails in closed condition: a) If the barriers are in lowered condition and gateman is able to clear the gate signals, the trains shall be dealt normally. b) If the barriers are in lowered condition and could not be opened due to the failure of the boom locking key, JE/SE/P.way of the section shall be informed for immediate rectification. A.3.11 If any barrier fastening or the winch mechanism goes out of order the gatemen shall advise the Station Master on duty, who shall immediately give the message to the concerned official to attend the failure and restore normal working. {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-II-(R) Multiple aspect colour light signals. The Points and signals are operated from the control panel. B.1.2 Up Home Signal at distance of 377.75 meters beyond the Up outermost Point No.55 and Up Gate cum Distant signal at a distance of 1560.5 meters from the Up Home signal are provided for the reception of Up trains on Road-1, 2, 3 or 4. B.1.3 Down Home Signal at a distance of 300 metres beyond Down outermost Points No.50 and Down Distant signal at a distance of 1000 metres from the Down home signal are provided for the reception of Down trains on Road-1, 2, 3 or 4. 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 and Up and Down Advanced starters are provided for the despatch of Up and Down trains. B.1.7 Goods warning board is provided at a distance of 1400 meters in rear of the Up home signal. B.1.8 P markers are provided below Up distant signal. B.1.9 C markers are provided on the stem of Up and Down Home signals below the calling on signal. B.1.10 Board with legend Draw close to Home when it is ON provided in rear of Up and Down Home Signals. B.1.11 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.1.12 All signals are erected on Left Hand Side. B.1.13 Directional type route indicators are provided on the up and down home signals. When the route is set and signal cleared for Road-1, 3 or 4 the concerned route indicator will display a row of white lights. Unless the route indicator is lit, the signal will not get cleared for Road-1, 3 or 4. But there will not be any display of white lights when the route is set and the signal is cleared for receiving an up and down train on Road-2 (Main line). B.1.14 Up and down shunt keys, which are in electrical key instrument when removed, prevents clearing of Up advanced starter No.15 and Down advanced starter No.6 respectively. B.1.15 Emergency gate keys for LC No. 72 at Km 92/000-100 (Key A) and LC No.73 at Km 93/100-200 (Key B) are kept in electrical key contact box at the station. B.1.16 Point indicators are provided for Point No.101,102 & 105 and trap indicators for trap points No.103 & 104. B.1.17 Advanced starters are the last stop signals and they are interlocked with the concerned block instrument. B.1.18 Key D controlling points for through siding (Point No.102, 105) is provided in electrical contact box in SMs Office. This is controlled by Knob No.56 on the panel. When key D is not extracted and Knob No.56 is in the normal position a GREEN line indication will be available. When the knob No.56 is reverse and Key D is extracted from the EKT the GREEN light indication extinguishes. B.1.19 A stop board to read STOP HERE IF THE GATE SIGNAL IS AT ON is provided in rear of bridge no.648 at MYS end to prevent stoppage of down trains on the bridge when the gate signal No.1 / 2 D is at ON. B.1.20 Position light shunt signal No.7 in rear of Point No.50 (SBC end) and No.11 in rear of point No.55 (MYS end) are fixed on a separate post which shows two horizontal white lights when ON at 2 white lights in oblique position when OFF 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 signal knobs are provided. At the top of the panel, white light indication with counters are provided for route cancellation, emergency route release, and calling-on signal, white and red light indication for crank handle, indication for filament fusing / blanking of signals. B.2.3 The signal knobs for reception and despatch signals at either end are coloured RED and the Shunt Signal No.7 and 11 are coloured YELLOW with the number of the signals engraved in 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 by an arrow on the panel for clearing the signal. B.2.6 The Gate Control knob G & G1 controlling the LCNo.72 at Km 92/000-100 and LC No. 73 at km.93/100-200, are coloured GREEN having two positions Normal and Reverse. B.2.7 The siding control knob No.56 controlling point No.102 and 105 are coloured BLACK with two positions Normal and Reverse. When the knob is turned to reverse it releases key D which is normally locked in the EKT. 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 4.3.5 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 ii) Down calling-on signal iii) Route cancellation. iv) Emergency 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 / Blanking 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 track outside the home signals including the point up to the fouling mark leading to the siding. 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 loco pilot to pass the signal at ON. If the calling-on signal cannot be taken off for that movement, train movements over such a route should be permitted only in accordance with the relevant provisions contained in GRs 3.68 to 3.70 and subsidiary rules there under. The SM on duty shall ensure that no conflicting movements are permitted during failure of track circuits. 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 welded with E type key duly interlocked with Up and Down reception and despatch signals, except the Up and down advanced starters is provided in an electrical Key transmitter in the duty SMs office, for hand cranking the points during failures. The interlocking is such that once the crank handle is extracted from the, Electrical Key transmitter, Home and concerned Starter signals cannot be cleared. Similarly when any of the signals are cleared the crank handle cannot be extracted from its Electrical Key transmitter. Before extracting the crank handle the SM on duty shall ensure that the working points are set to the required route from the panel and knob of the point to be cranked is kept in the required position and then only he shall extract the crank handle. B.4.2 In the point machine, lids are provided with lock to secure the keyholes. The lids should be unlocked before inserting the crank handle lock release key and crank handle. The lid key and crank handle lock release key are kept in the glass-fronted box. B.4.3 When the crank handle is properly secured in its Electrical Key Instrument and if it is free to be extracted, a White light indication is displayed near the legend CRANK HANDLE on the control panel. Whenever crank handle extracted the white light indication will disappear on the panel. B.4.4 A push switch is provided near the crank handle. To extract the crank handle the push switch shall be pressed. As soon as the push switch is pressed a deflection will be there in the Electrical Key Instrument. After observing the deflection the Station Master shall turn the crank handle gently in the anti-clock wise direction and extract the crank handle from the Electrical Key Instrument. When the crank handle is extracted the white light indication will disappear on the panel. B.4.5 The interlocking of the crank handle with the crank handle lock key is done in such a way that the crank handle cannot be inserted in to the point machine unless the crank handle lock is unlocked by the crank handle lock release key. B.4.6 If the points fail to set or if the points could not be set from the panel, the duty Station Master shall make use of the crank handle to set the points locally. He shall keep the concerned point knob in the required position, extract the relevant crank handle from the electrical key transmitter, take out the crank handle lock release key along with the lid key from the glass fronted box and proceed to the points. B.4.7 On the side of the point machine there are two lids, one covering the inlet hole of the crank handle and another covering the inlet hole of the crank handle lock release key. The duty Station Master shall first open both the lids by using the lid key. Then he shall insert the crank handle lock release key and unlock the same, which permits insertion of the crank handle into the point machine. He shall then insert the crank handle and crank the point to the required position, clamp and padlock the points, remove the crank handle and crank handle lock key and close both the holes by lids and lock the lids by lid key. He shall also ensure that the other end of the points (in case of cross over point) is in the required position. He shall then return to the station and restore the crank handle in to the key transmitter. If the correct point indication has appeared on the panel and if everything is all right for the movement of the train, the Station Master shall clear the relevant signals. .If the signals fail to respond, all trains should be dealt with strictly in accordance with the relevant provisions contained in GRs 3.68 to 3.70 and subsidiary rules there under. B.4.8 Whenever the crank handle is utilised to operate a point, necessary entries in the crank handle register should be made promptly with the details like Date, time, train No., Point No., reason, etc. and the TECH.ES/JE/SE/SIG shall be advised immediately to restore normal working early. B.4.9 When the TECH.ES/JE/SE/Sig require the Crank Handle to attend any repair or maintenance work, he shall give requisition, making necessary entries in the crank handle register and issuing disconnection notice in form S&T/ T.351 to SM on duty specifying the reasons thereof and the point numbers. On receipt of this requisition SM on duty shall give due consideration to train movement and hand over the point machine lid key, Crank Handle lock release Key and the Crank Handle of the required points after obtaining the ask for permission from control When the Crank Handle remains with TECH.ES/JE/SE/Sig, the concerned point on the route over which a movement is required to be done should be treated as failed and the point should be set locked, clamped, padlocked and padlocked keys retained in the personal custody of SM on duty. Whenever there is a movement over the concerned point is to be done, TECH.ES/JE/SE/Sig working at location should be advised before that movement in writing. After the work all the keys received from SM shall promptly returned to on duty SM duly inserting the Crank Handle to its normal position and ensure the availability of Crank Handle IN free indication on the panel. The TECH.ES/JE/SE/Sig and SM on duty shall promptly make the relevant entries while taking over/handing over the keys in the Crank Handle register maintained for this purpose at the station. Joint testing of the disconnected gear shall be done by the SM on duty and TECH.ES/JE/SE/Sig for the proper working of the disconnected gear. Then TECH.ES/JE/SE/Sig shall issue reconnection memo to the SM on duty to resume normal working B.4.10 When a crank handle remains with the TECH.ES/JE/SE/SIG, all the points should be deemed to have failed, set locally, clamped, padlocked, the padlock keys retained in the personal custody of the SM on duty and the TECH.ES/JE/SE/SIG working at the points advised, before permitting any movement over the points. B.5.0 SETTING OF ROUTE To set the route and to take off signal, the duty SM when everything is alright shall unlock the panel and after ensuring the free indication is available shall keep the point knob in either N or R position, as required and observe the point repeat indication that the points have been correctly set and locked to the required position. Then he shall operate the concerned signal knobs to either R or S position as required. If the track circuit is clear the signals will clear and a row of white lights (route lights) will appear on the whole length of the route concerned on the panel. As the train enters the concerned track circuits, the respective route (White) lights successively turn to red. As the train leaves the track, the route white lights reappear. After the move has been completed, the concerned signal knob shall be normalised then the route lights get extinguished. B.6.0 ROUTE CANCELLATION B.6.1 Once the signal has been taken off for a movement, the SM on duty must on no account interfere with the concerned signals or point knobs unless the route, which has been set, is to be cancelled. B.6.2 Normally after a signal has been taken off, the route shall not be cancelled. The route cannot be cancelled once a train passes the signal. If, however, it is necessary to cancel the route under SR. 3.36(ii) for any reason before the train passes the signal, the Station Master on duty must normalise the signal to "ON" aspect and the route will be cancelled automatically after a lapse of 120 seconds. For all the signals except Advanced Starter signal and starter signals, the route will be held in the locked up position for 120 seconds after the signal has been normalised. For starter signals the route will be held if:- (i) the berthing track is occupied or (ii) Home signal is taken off ( in case of main line starter.). B.6.3 There is a digital counter with an indicator below the legend Route Cancellation provided on the panel. The appearance of the white light indicates the commencement of the route cancellation and disappearance of the white light indicates that the route is cancelled. The number on the digital counter will change to the next higher number. NOTE:- 1) 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 be recorded clearly in the route cancellation register. 2) Route cancellation must be done in accordance with the instructions contained in SR.3.36 (ii). B.6.4 Every route cancellation shall be entered in the route cancellation register with the number on the counter with reasons for cancellation. An entry should be made in the train signal register specifying the number displayed on the counter while handing over and taking over charge by Station Master. B.6.5 The route cancellation register should be maintained by the SM on duty. An entry in detail with date and time of operation, 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,the Last Counter No. should be recorded in station diary. B.7 BACK DOOR KEYS OF BLOCK INSTRUMENT B.7.1 Back door of block instrument is provided with double lock and key arrangements. One key of this lock shall be in the custody of SM on duty and the other with the TECH.ES/JE/SE/Sig of the Section. Whenever it is required to open the back door of the block instrument, the TECH.ES/JE/SE/Sig shall ask for the key from the Station Master on duty, after making relevant entries with the signature in a separate register maintained for this purpose. B.7.2 On completion of the work, the back door of the block instrument shall be closed and locked and the SM's key shall be returned to the Station Master on duty. The SM on duty after being satisfied that the block instrument has been closed and locked with both the keys and is in good working order, shall take over the key and keep it under his personal custody. Necessary entries with signature of SM and the TECH.ES/JE/SE/Sig must be made in the register. B.7.3 The TECH.ES/JE/SE/Sig of the section is authorised to obtain the key from the SM on duty only when : the block section is not occupied by a train and the instrument is in `Line closed' position during normal working of the block instrument OR block working is to be restored after a failure irrespective of the block instrument and occupation of the block section. The SM on duty shall suspend the block instrument for train operation till such time the key is returned to him by the TECH.ES/JE/SE/Sig. NOTE: - Since token-less block instrument is of non-cooperative type, Up & Down shunt keys shall be removed from EKT and normally kept in the glass fronted key case when the block instrument is not in use. B.8.0 CALLING ON SIGNALS: B.8.1 Calling on signals No.1B and 20B are provided below the Down and Up Home Signal. Boards with legend C are 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 decide whether it is absolutely necessary to receive the train on that road and ensure that the 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 Down and Up 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 1B or 20B 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) 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. (iii) 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.9.0 SIGNAL POST TELEPHONE: (SR 3.69 (X): Signal post telephone is provided in a cabinet on the Up and Down Home signal posts with a legend Telephone painted on the box. When the Home Signal has not been taken OFF, the loco pilot of the approaching train shall draw close to the Home Signal and stop and wait for two minutes. If the Home signal/Calling on signal is not taken off, the loco pilot shall go to the post type telephone and rotate the handle/press the push switch of the telephone to call the attention of the Station Master. As soon as the SM acknowledges the call, the loco pilot shall press the cradle and keep it in that condition till he completes the conversation with the SM. The loco pilot should open the flaps on mouthpiece and close them on completion of conversation. 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 reception line and communicate the following message which the loco pilot shall record in his rough journal and pass the signal at ON position duly observing necessary caution. The SM shall record the message in the TSR below the train entry. To the Loco pilot 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. A switch is provided in the glass fronted case in the SMs office to be operated by SM while speaking on the magneto telephone connected to signal post telephone. B.10 Functions / Description of Knob on the Panel Knob No.Functions/Descriptions1ADown Home Signal.1BDown Calling-on Signal.2Down Starter Road - 2.3Down Starter Road - 1.4Down Starter Road - 3.5Down Starter Road - 4. (Goods)6Down Advanced Starter.7Shunt SBC end.11Shunt MYS end.14Control on ground lever frame15Up Advanced Starter16Up Starter Road - 4 (Goods)17Up Starter Road 318Up Starter Road 119Up Starter Road 220AUp Home Signal20BUp Calling on signal FUNCTION - POINT KNOBS Knob No.Functions/Descriptions50Crossover points Road 2 & 3 - SBC end.51Crossover points Road 3 & 4 - SBC end52Cross over point Road 2 and trap point Road 1 SBC end53Cross over points Road 2 and Road 1 MYS end54Cross over points Road 3 and trap point Road 4 MYS end55Points Road 2 and trap point Road 3 MYS end56Siding Control releases Key D from EKT at Station B.11 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 with points 50 normal d) Road - 3 with points 50 reverse e) Road - 4 (Goods) 53,52 - 55 55,50. 55,54,51 20A 20A 20A 20A 20A G1 G1 G1 G1 G1 2 Despatch of Up train from: a) Road - 1 b) Road - 2 c) Road - 3 d) Road - 4 (Goods)  52 - 50 50,51  15,18 15,19 15,17 15,16 G G G G3 Up train to pass through on: a) Road - 1 b) Road - 2 c) Road - 3 53,52 - 55,50 15,18,20A 15,19,20A 15,17,20A G,G1 G,G1 G,G14 Reception of Down train on: a) Road - 1 point with - 53 normal b) Road - 1 with point - 53 reverse c) Road - 2 d) Road - 3 f) Road 4 (Goods)  52 52,53 - 50,55 50,51,55,54 1A 1A 1A 1A 1A  G,G1 G,G1 G,G1 G,G1 G,G1 5 Despatch of Down train from: a) Road - 1 b) Road - 2 c) Road - 3 d) Road - 4 (Goods)  53 - 55 55,54 6,3 6,2 6,4 6,5 G1 G1 G1 G16 Down train to pass through on: a) Road - 1 b) Road - 2 c) Road - 3 d) Road - 4 (goods)  53,52, - 50,55 50,51,54,55  6,3,1A 6,2,1A 6,4, 1A 6,5, 1A  G,G1 G,G1 G,G1 G,G1 7 Reception of Up train by taking off calling-on signal, on: a) Road - 1 b) Road - 2 c) Road - 3 d) Road - 4 (Goods) 53,52 - 55 55,54,51 20B 20B 20B 20B  G1 G1 G1 G1 8Reception of Down train by taking off calling-on signal, on: a) Road - 1 b) Road - 2 c) Road - 3 d) Road - 4 (Goods) 52 - 50,55 50,51,54,55 1B 1B 1B 1B  G,G1 G,G1 G,G1 G,G1  SHUNT MOVEMENTS Sl. No.Description of MovementsSM turns KnobsPointsSignalGate1Shunt from shunt Disc No.11 to clear of Down starter :- Road - 1 Road - 2 Road - 3 Road - 4 (Goods)  53 - 55 55,54  11 11 11 11 G1 G1 G1 G12Shunt from shunt Disc No.7 to clear of Up starter :- a) Road - 1 b) Road - 2 c) Road - 3 d) Road - 4 (Goods) 52 - 50 50,51 7 7 7 7  G,G1 G,G1 G,G1 G,G1 B.12 Telecommunication 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) LC No.72 at Km. 92/000-100 {} b) Circuit No.2 SMs Office .. 0 (One ring) LC No.75 at Km. 95/100-200 .. 00 (Two rings) LC No.76 at Km. 96/700-800 .. 000 (Three rings) c) Circuit No.3 SM's office .. 0 (One ring) LC No.73 at Km. 93/100-200 .. 00 (Two rings) d) Circuit No.4 SM's office .. 0 (One ring) Point No.50 .. 00 (Two rings) Point No.55 .. 000 (Three rings) e) Circuit No.5 SM Office {} 0 (One ring) Up Home signal {} f) Circuit No.6 SMs Office {} 0 (One ring) Down Home signal {} The code rings noted against each should be utilised to call the attention of each other. Failure of telephone communication should be promptly reported to the TECH.ES/JE/SE/SIG for early rectification. An announciator is provided in the SMs office for circuit No.1, 2, 3 & 4 with a common calling telephone. APPENDIX C ANTI COLLISION DEVICE (RAKSHA KAVACH): Not Applicable APPENDIX - D DUTIES OF 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 No.72 at KM 92/000-100 and LC No.73 at km. 93/100-200, 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 below are not exhaustive. All staff are required to adhere to the relevant duties assigned to them by General Rules, Block Working Manual and Accident Rules, and the instructions issued from time to time by the Divisional Officers/Supervisors with all promptitude and prudence with a view to achieve better result in safe and efficient transportation. APPENDIX - E E. LIST OF ESSENTIAL EQUIPMENTS PROVIDED AT THE STATION Sl. No. Minimum Quantity atSMs OfficeEach at LC No. 72 & 731Hand Signal flags4 - Red 4 - Green2 - Red 1 - Green2Hand Signal lamps323Detonators20104Safety Chains with padlocks4-5Clamps with Padlocks10-6Skids8-7Line Block Caps2-8Line Blocked Caps4-9Trolley lorry on Line Caps2-10Rusty Rail Caps4-11Caution in force boards2-12Station bell1-13Fire buckets with Sand2-14Fire buckets with Water2-15Padlocks with keys2-16Pouches for shunt keys2-17Wall Clock1118Equipment list1119Fusee/Flashing red hand signal lamp-120Tommy bar-121Water Pot/Bucket-122Stop Board-223Banner Flag with poles-224Poles for exhibiting signal lamp-225Emergency chain with padlock-2 SMR/MYA shall ensure that the prescribed quantity of the above-mentioned essential equipments is made available at SMs office & at the LCs exclusively for train passing duties. APPENDIX - F F RULES FOR WORKING OF DK STATIONS, HALTS, IDH, IBS AND OUTLYING SIDINGS:- Not applicable. 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