ࡱ> q` LbjbjqPqP >J::U  8И "+Ԣ"   @@@*******$,h8/n* @@@@@*  4*@$  *@*U  Ȣ Y)HdhN}$*0"+%/̹T/n/ i@@@** d@@@"+@@@@ TD T   SOUTH WESTERN RAILWAY BANGALORE DIVISION STATION WORKING Date of issue: 02-03-11 RULES No. B.62/BDRL Date brought into force: BYADARAHALLI NOTE:- 1. This issue of Station Working Rules supersedes the Station Working Rules No. B. 62/BDRL dated: 13.06.2005 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 rule diagram. Rule Diagram No.Proj/MYS/RD(BDRL)06/03/15/ALT.2Signalling Plan NoIPU-1236/ALT.2P. Way Plan NoCN/BNC/TR.107-90/2 (FN2851/CN) Layout Diagram No.B/BDRL/T/6 2.1 GENERAL LOCATION BYADARAHALLI is situated in the Bangalore city-Mysore junction Broad Gauge section at a distance of 109.425 km from Bangalore city Junction. This is a Class `B' station with single line working towards YELIYUR and PANDAVAPURA. The code initials of this station are BDRL 2.2 BLOCK STATIONS ON EITHER SIDE AND THEIR DISTANCES YELIYUR at a distance of8.759km on the BANGALOE CITY junction and PANDAVAPURA at a distance of 9.125 km on MYSORE Junction side are the adjacent block stations. SLNOAdjacent Block Stations Code Inter distanceDirection1 YELIYURY8.759kmSBC Side2PANDAVAPURAPANP9.125 kmMYS Side 2.3 BLOCK SECTION LIMITS ON EITHER SIDE OF THE STATION ON DIFFERENT DIRECTIONS Between stationsPoint from which the block section commencesPoint at which the block section ends.BDRL-YUP Advanced Starter signal No. 10UP Advanced Starter signal No.10BDRL-PANPDN Advanced Starter signal No9DN Advanced Starter signal No9The Station Limits extend from the Up Distant Signal to the Down Distant Signal. 2.4GRADIENTS Sl. No.Direction & LineFromToInter distance Gradientsection1Up running lineCentre line373.50 m373.50 m1/260 rising gradient towards BangaloreStation section2Up running line373.50 m863.50m490.m1/80 rising gradient towards BangaloreStation section/Block section3Up running line863.50.m1133.50m 270.m1/120 rising gradient towards Bangalore Block section4Up running line1133.50.m1343.50m 210.m1/170rising gradient towards BangaloreBlock section5Up running line1343.50.m1913.50m570.m1/80rising towards BangalorelBlock section6Up running line1913.50 mBlock section -1/115rising gradient towards BangaloreBlock section7Down running lineCentre line771.50 m771.5 m1/260 Falling towards Mysore Station section8Down running line 771.50 m986.50m215.0m1/80Falling gradient towards MysoreBlock section9Down running line986.50m1212.50m226.0m1/120Falling towards MysoreBlock section10Down running line1212.50m Block section -1/70Falling gradient towards MysoreBlock section2.5 LAYOUT There are two running lines. Road- 1 is the Loop line. Road-2 is the Main line. Road-1 is provided with low Level Platform and Road-2 is provided with high level platform. The office of the Station Master is situated on the Platform of Road-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+3E+BV (70v+E+IC+7%)748metresLL 320mRoad 2Up & Down reception and despatch58 BOXN+3E+BV (70v+E+IC+7%)748.metresHL400m 2.5.2 NON-RUNNING LINES: NIL 2.5.3 ANY SPECIAL FEATURES IN THE LAY OUT :Due to steep falling gradient A slip siding is provided at the Mysore end of the yard . The advanced starter is provided in rear of the slip siding point duly interlocked. 2.6 LEVEL CROSSINGS LC No. Class & Dept.LocationTypeNormal PositionWhether InterlockedProvision of Tele-phoneTVU & DATE LC No84 `C` Class ENGG 107/700-800 BDRL-YLifting BarrierClose for road traffic Non-Inter lockedProvided5048 DEC.09LC No 85 `B` Class TRAFFIC109/000-100 BDRL-YardLifting BarrierOpened for road traffic interlockedProvided20926 DEC.09LC No87.C Class TRAFFIC110/400-500 BDRL-YardLifting Barriers Opened to road trafficInterlockedProvided 1082 DEC.09 LC No.88 C Class ENGG111/700-800 BDRL-PANPLifting BarrierClosed for road trafficNon-InterlockedProvided 2172 DEC.09LC No. 89CClass ENGG112/500-600Lifting BarrierClosed to road trafficNon-interlockedProvided1718 DEC.09NOTE: 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 (i)This is a Class `B' Station and trains are worked under the absolute block system. Single line token less(Push button type) block instruments for Byadarahalli-Yeliyur and Byadarahalli-Pandavapura block sections are provided in the Station Masters office. (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 confirmed by a private number. Then SM at the sending end station shall insert the shunt key and set his instrument to TGT position. iii) 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. 3.2 Up and Down Advanced Starter signals are the last stop signals and they are inter locked with respective Block Instrument. The Advanced Starter signal can be taken `OFF only when the line clear has been obtained through the block instrument from the concerned Block Section in advance.. 3.3 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) Keys pertaining to telephones connected to SPT. i) Generator room key. The above keys except item No. (a), (f) and (h) shall normally be kept in the glass fronted key case provided in the Station House. The glass-fronted case must always be kept closed locked and the key of the case along with keys referred vide item (a) (f) and (h) shall be kept in the personal custody of the duty Station Master. 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 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, SM shall 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, Inverter and diesel generator are 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 EB power supply fails, this system switches over to battery power supply. During prolonged EB failures an alarm is annunciated in the status-monitoring panel (SMP) in the Station Masters panel room. The display may be Start Generator OR Emergency Start Generator OR System shut down based on battery condition Low OR very Low OR battery fully drained out respectively. When the power supply can not be extended, due to the failure of any equipment, the same will be indicated on the system monitoring panel as Equipment fault-call S & T staff. 4.3.3 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 is one generator 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 power supply to panel 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 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 and fuses in the electrical installations. 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 3 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, one Station Porter / Pointsman and two gate men will work in each shift according to the roster issued by Divisional Personnel Officer/Bangalore (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 granted by the SM on duty unless The whole of the last preceding train has arrived complete and berthed within the Starter signal. All the relevant signals have been put back to "ON" behind the said train and ensure that the signal lights are burning bright. In the case of blank signals or when the signals are bobbing or flickering, the SM shall depute the competent Railway servant with hand signals and detonators to the concerned home signal and advise the SM in rear to issue Caution Order as per SR 3.68(i)(c)to the Loco pilot of approaching train to be vigilant and stop at the Home signal. The line is clear up to the Down Advanced Starter signal No 9, for Up trains from PANP and up to the Up Advanced Starter signal No. 10, for Down trains from Y. In the case of up train from pandava pura the LC No 89 @km112/500-600 and LC No  HYPERLINK "mailto:88@KM.111/700-800 .AND" 88@KM.111/700-800 .AND for down trains from Yeliyur LC No84 @km107/700-800are closed against road traffic and private number exchanged with gate man as detailed in Appendix-A. and only after this the UP and Down shunt keys to be inserted in the block instruments to enable Station Master concerned to obtain line clear for an Up or Down trains . 6.2.1.1SETTING 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 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 45metres in the direction of approach of the train 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 conditions indicated above (i.e. a to f) is fulfilled and give a message to the Loco pilot through SPT. The Loco pilot are 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. NOTE:-Before authorising movement SM shall ensure that Traffic LCs if any shall be closed and secured against road traffic. 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 Before taking off the reception signals the SM/BDRL 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, ensure that the traffic LC gate No 85at km109/000-100 for the down trains from YELIYUR and ensure the traffic LC No87 @km 110/400-500 for UP trains closed and secured against road traffic as detailed in appendix A. 6.3.2 Adequate Distance I. Adequate distance required for clearing of Home Signal is reckoned as under: 1.Up Train on Road-1 with point no 2 reverse is upto125metresfrom the Up starter signal No 6SB.2.Up Train on Road-2Is up to 125 metres from the Up starter signal no 6SA. 3.Down Train on Road-1 With point no 1reverse is upto the Down Advanced Starter signal No. 9 4.Down Train on Road-2upto the Down Advanced Starter signal No. 9  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. 6SB2.Up train on Road-2Up to the Starter signal No. 6SA3.Down train on Road-1Up to the Starter signal No. 5SB4.Down train on Road-2Up to the Starter signal No. 5SA 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. NOT APPLICABLE 6.4.2 Crossing of passenger carrying trains: During crossing of two stopping passenger-carrying trains, the first arriving train shall be received on the loop line and the second train dealt on the mainline. 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 and the other train shall run through on Road-2 Main line. 6.5 COMPLETE ARRIVAL OF TRAINS 6.5.1 Complete arrival of the train shall be ensured as detailed below: Station Master on duty shall personally ensure the complete arrival of run through trains by observing the Tail Board/Tail Lamp as the case may be, before closing the block sections. When the Station Master on duty observes that the train has passed his station without Tail Board/Tail Lamp as the case may be, he should not close the block station till such time the complete arrival of the train has been ensured. In case of stopping trains wherever possible SM shall personally ensure the complete arrival by observing Tail board/Tail lamp . 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)). If the on duty SM is not able to verify the complete arrival of the train as detailed above, communication shall be established after due identification with the guard of the train on walkie-talkie and guard shall ensure that the train has arrived safe and complete inside the fouling mark and give a private number along with his name and train number. This shall be recorded by the SM in the train signals register against the entry for the train in the remarks column. The SM on duty shall give his PN in acknowledgement. This PN given by the SM shall be recorded by the guard in his rough journal book. {SR 14.10(iv) (c)}. Due to some reason if the duty Station Master is unable to ensure the complete arrival as detailed above he shall depute the competent railway servant to obtain the signature of the guard in the train in tact arrival register . (T/ 1410)maintained for this purpose as an assurance for the complete arrival of the train within the starter signal before clearing the block section .If there is no guard SM shall personally ensure the complete arrival of the train and the clearance of the track {SR 14.10(IV) (a). 6.6.0 DESPATCH OF TRAINS 6.6.1 i)When everything is ready to start the train SM/BDRL shall call the attention of Station Master/YELIYUR or Stationmaster/PANDAVAPURA as the case may be and advise the train number, description, etc. II)In case of an UP train SM/BDRL Shall ensure TRAFFIC LC No 85at km 109/000-100 and engineering LC No.84 at km 107/700-800 are closed and secured against road traffic duly exchanging private number with the gate man as detailed in Appendix A. iii) In case of Down train SM/BDRL Shall ensure the Traffic LC No 87 AT KM 110/400-500 closed and Secured against road traffic and inform the gate man of Engineering LC No 88 at km 111/700-800 and LC No 89 at km 112/500-600 for the timely closure of the gate against road traffic duly exchanging private number as detailed in Appendix A IV) On the receipt of the acknowledgement confirmed with PN from station master /PANDAVAPURA or Station Master/YELIYUR as the case may be Station Master/BDRL shall insert the shunt key and set the concerned block instrument to TGT Position. v) He shall ensure that the despatch route is clear and free from obstruction; set the points for the concerned route clear the dispatch signals and then shall authorise the train to depart. vi) After the departure of a goods train on both the directions, the main line points at departure end shall be set to loop line till such time block section is clear in order to protect any rolling down wagons colliding with the incoming train. 6.7 TRAINS RUNNING THROUGH 6.7.1 The signalling arrangements permit run through of trains on Roads 1,&,2 but as far as possible run through trains shall be dealt on Road 2 (Main line). Trains carrying ISMD loads shall normally be dealt with on Road 2 (Main line). Note: SM shall arrange a competent railway servant to exchange alright signal on the Off side with the Loco pilot and guard of a run through train while himself exchanging alright signal on the station house side. 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 have been 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. 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 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 between stock rail and the tongue rail, who shall do so. If the point has set and locked correctly but 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. e) 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 correct setting of 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 cranking, clamping and padlocking the points, and duly replacing the crank handle in the electrical key instrument. If the signals can be taken off, trains shall be dealt with normally. If not it shall be treated as signal failure and trains dealt with as per 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 points on which the train will pass 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 on Written 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 an insulated 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-11N,2NRoad-21R,2R 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 an 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 so until the engine is attached to the train again. Instructions contained in GR 4.48 and SRs there under shall be strictly adhered to. 7.7 While handing/taking over charge, the outgoing/incoming Station Master should promptly record in the Station Diary and TSR the number of the running line(s) obstructed. 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. Note: A securing of stabled vehicles register shall be maintained in the following format: Left hand side of the register shall contain the following particulars: DateTimeRoad No.No. of vehicles stabledNo. of hand brakes appliedNo. of skids provided & under which vehiclesNo. of safety chains provided & for which vehicleSignature of shunting staffSignature of the supervisor Right hand side of the register shall contain the following particulars: DateTimeRoad No.No. of vehicles to be despatchedNo. of hand brakes releasedNo. of skids removedNo. of safety chains removedSignature of shunting staffSignature of the supervisor8 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) 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 BDRL Y or BDRL-PANP block sections {SR. 8.15 (i)}. 8.4.3 BEYOND OPPOSITE FSS To permit shunting beyond the opposing Home Signal, on BDRL - Y or BDRL-PANP 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 issued 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 is 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: NOT APPLICABLE: -. 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. one Crank handle for two points interlocked with concerned signals are provided in the station house for hand cranking the points during failures. 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, a Red light indication gets displayed. 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. 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. v. 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. vi. 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 HNK-MAD or HNK-MYA 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 the Road-1 Up starter / Road-1 Down starter during day or night shall constitute the visibility test object for Down / Up direction respectively. 11 ESSENTIAL EQUIPMENTS AT THE STATION The Station Manager shall ensure that the prescribed numbers of the Essential equipments 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 A.1.0 ENGINEERING LEVEL CROSSING GATE NO.84 AT KM107/700-800(BDRL-Y) This is a C class non-interlocked Engineering Level Crossing provided with lifting barriers, situated in BDRL-Y block section. The normal position of this gate is kept closed and padlocked against road traffic and the padlock keys are kept with gate man on duty. The gate will be manned during day only from 07.00Hrs to17.00Hrs 10Hrs shift as per the Essentially intermittent roster issued by DPO/SBC. This gate is under the control of SE/PWAY/MYA 1.1 When the gateman breaks off duty at 17.00hours he shall ensure PN is exchanged with station master on duty in confirmation that the gates are kept closed and padlocked against road traffic and the padlock keys are kept with the gateman off duty. This will be recoded in the PN exchange register maintained at this station and gate lodges. A.1.2 Magneto Telephone Communication is provided between this level crossing and BDRL station as detailed in Appendix B. A.1.3 Before granting line clear for a UP train to SM/PANP or before the departure of a DOWN train, the Station Master/BDRL shall advise the gateman on duty, the particulars of train with its number, description, direction of movement, probable departure from the adjacent block station or from his station and communicate a Private number with time to the gateman on duty. A.1.4 The gateman, on getting the advice must acknowledge the advise by repeating the particulars of train and ensure that the respective level crossing gates are closed and locked against road traffic for the passage of the train and communicate a private number with time as an assurance to that effect to the Station Master. A.1.5 The private number given by the Station Master constitutes an assurance that he had informed the gateman about the movement of the train. The private number, given by the gateman to the Station Master constitutes an assurance that he has kept the level crossing gates closed against the road traffic for the safe passage of the train and no obstruction at the LC gate. A.1.6 The private numbers exchanged between the station master and the gateman shall be entered in a separate register with time, date and train particulars specially maintained for this purpose, at the station and at the gate lodge. The gateman shall also record the actual time of passage of train through his LC gate. A.1.7 The gateman must whenever it is required to open the level crossing gate for the passage of road traffic, the Gateman shall ascertain from the SM on duty on phone regarding movement of train. The SM on duty, if there is no train to enter into the block section shall authorize the Gateman to open the LC gate for the road traffic by giving a private number with time to the gateman. After getting the PN from the Station Master on duty before opening the LC gate for Road Traffic, the Gateman shall fix a banner flag during day or hand signal lamp with red light during night in the middle of the track on either side of the gate facing towards up and down direction and shall then open the gates for road traffic. Immediately after the passage of the road traffic, he shall close and padlock the gate against the road traffic and keep the keys in his personal custody, remove the banner flag/red lights and give his PN with time to the SM on duty. The PN given by the SM constitutes an assurance that he had permitted the Gateman to open the gate for road traffic. The PN given by the Gateman constitutes an assurance that he had closed and secured the gate against the road traffic. The PNs shall be recorded along with timings in the concerned PN Exchange Register maintained both at the gate lodge and at the station. A.1.8 When there is failure of telephone communication between the level crossing gate and the Station or when there is no response from the gateman and when a train is to be passed across the level crossing the Station Master shall adhere to SR 16.03 (iii) (b) (1) and issue Caution Order to all UP trains entering the block section and also advise Station Master/Y for issue of Caution Order to all Down trains entering the block section. The Loco pilot shall adhere to SR 16.03 (iii) (b) (2) (i). The station master shall also advise the section TECH.ES/JE/SE/SIG. for immediate rectification. NOTE: 1 When a train/shunt movement for which LC gates have been kept closed and private numbers have been exchanged with the gateman is to be cancelled due to any reason, the SM on duty shall advise the same to the gateman duly communicating a private number in confirmation of the cancellation of the movement. 2The responsibility of keeping the gates locked across the road traffic for the safe passage of the train without delay lies with the gateman. 3 While breaking off duty, the gateman of LC Nos84, shall exchange PNs with the Station Master on duty as an assurance that the gate is kept closed against road traffic and locked without any obstruction. During this period exchanging of PN is dispensed with. TRAFFIC LEVEL CROSSING NO.85 AT KM 109/000-100 (BDRL YARD) A.2.1 This is an interlocked 'B' class level crossing gate situated between Down outermost point and UP advanced starter signal. This gate is manned round the clock by a gatemen, one gate man each in 12hours shift and under the control of SM/BDRL. The gateman works in EI roster issued by DPO/SBC. A.2.2 Magneto telephone communication is provided between this level crossing and SM's office as detailed in appendix 'B. A.2.3 This level crossing is provided with lifting barriers and interlocked with up and down reception and Up despatch signals and controlled by the gate knob G2 on the panel. A.2.4 This level crossing gate is normally kept open for the road traffic. The SM on duty shall advise the gateman whenever it is necessary to close and lock the gates against road traffic for the passage of train. 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 G2 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 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 G2 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 During failure of interlocking or damage to the gates or interlocking gear, the signals interlocked with the concerned level crossing cannot be taken 'OFF'. 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 to be sent to the concerned TECH.ES/SE/JE/SIG. to rectify the signal failure and if any damage to the gate a message also be sent to the TECH.ES/SE/JE/P.WAY for rectification. A.2.9 Emergency Key secured in electrical key instrument in a glass fronted box, secured with padlock and key is kept under the custody of the on duty SM for use in case of failure of RKT. 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. A.2.10 Removal of emergency gate keys from the electric key contact box will prevent the clearing of the concerned interlocked signals. A.2.11 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.2.12 In case of obstruction at/near the level crossing, the gateman shall adhere to the instructions contained in GR 16.07 and SRs there under. A.2.13 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. TRAFFIC LEVEL CROSSINGS NO.87AT KM 110/400-500 (BDRLYard ): A3.1 This is an interlocked 'C' class level crossing gate situated between Down Advanced starter and up Home signals provided with lifting barriers. This gate is normally kept open for road traffic manned round the clock by a gatemen, one gate man each in 12hours shift and under the control of SM/BDRL. The gateman works in EI roster issued by DPO/SBC. A3.2 Magneto telephone communication is provided between this level crossing and SM's office as detailed in appendix 'B. A3.3 This level crossing is provided with lifting barriers and interlocked with up and down reception and Up despatch signals and controlled by the gate knob G1 on the panel. A.3.4 This level crossing gate is normally kept open for the road traffic. The SM on duty shall advise the gateman whenever it is necessary to close and lock the gates against road traffic for the passage of train. A.3.5 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 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.3 .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.3.7 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.3.8 During failure of interlocking or damage to the gates or interlocking gear, the signals interlocked with the concerned level crossing cannot be taken 'OFF'. 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 to be sent to the concerned TECH.ES/SE/JE/SIG. to rectify the signal failure and if any damage to the gate a message also be sent to the TECH.ES/SE/JE/P.WAY for rectification. A.3.9 Emergency Key secured in electrical key instrument in a glass fronted box, secured with padlock and key is kept under the custody of the on duty SM for use in case of failure of RKT. 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. A3.10 Removal of emergency gate keys from the electric key contact box will prevent the clearing of the concerned interlocked signals. A.3.11 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.3.12 In case of obstruction at/near the level crossing, the gateman shall adhere to the instructions contained in GR 16.07 and SRs there under. A.3.13 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. ENGINEERING LEVEL CROSSING GATE NO.88 AT KM 111/700-800 (BDRL-PANP) A.4.1 This is a C class non-interlocked Engineering Level Crossing provided with lifting barriers, situated in BDRL-PANP block section. The normal position of this gate is kept closed and padlocked against road traffic and the padlock keys are kept with gate man on duty. The gate will be manned during day only from 07.00Hrs to17.00Hrs 10Hrs shift as per the Essentially intermittent roster issued by DPO/SBC. These gates are under the control of SE/PWAY/MYA. When the gateman breaks off duty at 17.00hours he shall ensure PN is exchanged with station master on duty in confirmation that the gates are kept closed and padlocked against road traffic and the padlock keys are kept with the gateman off duty. This will be recoded in the PN exchange register maintained at this station and gate lodges. A.4.2 Magneto Telephone Communication is provided between this level crossing and BDRL station as detailed in Appendix B. A.4.3 Before granting line clear for a UP train to SM/PANP or before the departure of a DOWN train, the Station Master/BDRL shall advise the gateman on duty, the particulars of train with its number, description, direction of movement, probable departure from the adjacent block station or from his station and communicate individual Private numbers with time to the gatemen on duty. A4.4 Each gateman, on getting the advice must acknowledge the advise by repeating the particulars of train and ensure that the respective level crossing gates are closed and locked against road traffic for the passage of the train and communicate a private number with time as an assurance to that effect to the Station Master. A.4.5 The private number given by the Station Master constitutes an assurance that he had informed the gateman about the movement of the train. The private number, given by the gateman to the Station Master constitutes an assurance that he has kept the level crossing gates closed against the road traffic for the safe passage of the train and no obstruction at the LC gate. A.4.6 The private numbers exchanged between the station master and the gateman shall be entered in a separate register with time, date and train particulars specially maintained for this purpose, at the station and at the gate lodge. The gateman shall also record the actual time of passage of train through his LC gate. A.4.7 The gateman must whenever it is required to open the level crossing gate for the passage of road traffic, the Gateman shall ascertain from the SM on duty on phone regarding movement of train. The SM on duty, if there is no train to enter into the block section shall authorize the Gateman to open the LC gate for the road traffic by giving a private number with time to the gateman. After getting the PN from the Station Master on duty before opening the LC gate for Road Traffic, the Gateman shall fix a banner flag during day or hand signal lamp with red light during night in the middle of the track on either side of the gate facing towards up and down direction and shall then open the gates for road traffic. Immediately after the passage of the road traffic, he shall close and padlock the gate against the road traffic and keep the keys in his personal custody, remove the banner flag/red lights and give his PN with time to the SM on duty. The PN given by the SM constitutes an assurance that he had permitted the Gateman to open the gate for road traffic. The PN given by the Gateman constitutes an assurance that he had closed and secured the gate against the road traffic. The PNs shall be recorded along with timings in the concerned PN Exchange Register maintained both at the gate lodge and at the station. A.4.8 When there is failure of telephone communication between the level crossing gate and the Station or when there is no response from the gateman and when a train is to be passed across the level crossing the Station Master shall adhere to SR 16.03 (iii) (b) (1) and issue Caution Order to all DN trains entering the block section and also advise Station Master/PANP for issue of Caution Order to all UP trains entering the block section. The Loco pilot shall adhere to SR 16.03 (iii) (b) (2) (i). The station master shall also advise the section TECH/.ES/JE/SE/SIG. for immediate rectification. NOTE: 1 When a train/shunt movement for which LC gates have been kept closed and private numbers have been exchanged with the gateman is to be cancelled due to any reason, the SM on duty shall advise the same to the gateman duly communicating a private number in confirmation of the cancellation of the movement. 2 The responsibility of keeping the gates locked across the road traffic for the safe passage of the train without delay lies with the gateman. 3 While breaking off duty, the gateman of LC Nos88, shall exchange PNs with the Station Master on duty as an assurance that the gate is kept closed against road traffic and locked without any obstruction. During this period exchanging of PN is dispensed with. 5 ENGINEERING LEVEL CROSSING GATE NO.89 AT KM 112/500-600 (BDRL-PANP) A.5.1 This is a C class non-interlocked Engineering Level Crossing provided with lifting barriers, situated in BDRL-PANP block section. The normal position of this gate is kept closed and padlocked against road traffic and the padlock keys are kept with gate man on duty. The gate will be manned during day only from 07.00Hrs to17.00Hrs 10Hrs shift as per the Essentially intermittent roster issued by DPO/SBC. These gates are under the control of SE/P -WAY/MYA When the gateman on duty breaks off duty at 17.00hours he shall ensure PN is exchanged with station master on duty in confirmation that the gates are kept closed and padlocked against road traffic and the padlock keys are kept with the gateman off duty. This be will recoded in the PN exchange register maintained at this station and gate lodge . A5.2 Magneto Telephone Communication is provided between this level crossing and BDRL station as detailed in Appendix B. A.5.3 Before granting line clear for a UP train to SM/PANP or before the departure of a DOWN train, the Station Master/BDRL shall advise the gateman on duty, the particulars of train with its number, description, direction of movement, probable departure from the adjacent block station or from his station and communicate a Private number with time to the gatemen on duty. A5.4 Each gateman, on getting the advice must acknowledge the advise by repeating the particulars of train and ensure that the respective level crossing gates are closed and locked against road traffic for the passage of the train and communicate a private number with time as an assurance to that effect to the Station Master. A.5.5 The private number given by the Station Master constitutes an assurance that he had informed the gateman about the movement of the train. The private number, given by the gateman to the Station Master constitutes an assurance that he has kept the level crossing gates closed against the road traffic for the safe passage of the train and no obstruction at the LC gate. A5.6 The private numbers exchanged between the station master and the gateman shall be entered in a separate register with time, date and train particulars specially maintained for this purpose, at the station and at the gate lodge. The gateman shall also record the actual time of passage of train through his LC gate. A.5.7 The gateman must whenever it is required to open the level crossing gate for the passage of road traffic, the Gateman shall ascertain from the SM on duty on phone regarding movement of train. The SM on duty, if there is no train to enter into the block section shall authorize the Gateman to open the LC gate for the road traffic by giving a private number with time to the gateman. After getting the PN from the Station Master on duty before opening the LC gate for Road Traffic, the Gateman shall fix a banner flag during day or hand signal lamp with red light during night in the middle of the track on either side of the gate facing towards up and down direction and shall then open the gates for road traffic. Immediately after the passage of the road traffic, he shall close and padlock the gate against the road traffic and keep the keys in his personal custody, remove the banner flag/red lights and give his PN with time to the SM on duty. The PN given by the SM constitutes an assurance that he had permitted the Gateman to open the gate for road traffic. The PN given by the Gateman constitutes an assurance that he had closed and secured the gate against the road traffic. The PNs shall be recorded along with timings in the concerned PN Exchange Register maintained both at the gate lodge and at the station. A.5.8 When there is failure of telephone communication between the level crossing gate and the Station or when there is no response from the gateman and when a train is to be passed across the level crossing the Station Master shall adhere to SR 16.03 (iii) (b) (1) and issue Caution Order to all DN trains entering the block section and also advise Station Master/PANP for issue of Caution Order to all UP trains entering the block section. The Loco pilot shall adhere to SR 16.03 (iii) (b) (2) (i). The station master shall also advise the section TECH.ES/JE/SE/SIG. for immediate rectification. NOTE: 1 When a train/shunt movement for which LC gates have been kept closed and private numbers have been exchanged with the gateman is to be cancelled due to any reason, the SM on duty shall advise the same to the gateman duly communicating a private number in confirmation of the cancellation of the movement. 2 The responsibility of keeping the gates locked across the road traffic for the safe passage of the train without delay lies with the gateman. 3 While breaking off duty, the gateman of LC Nos89, shall exchange PNs with the Station Master on duty as an assurance that the gate is kept closed against road traffic and locked without any obstruction. During this period exchanging of PN is dispensed with. 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 No.5RA at a distance of 601 metres beyond the Up outer most point No.1 and Up distant signal at a distance of1009metres from the Up HOME SIGNAL are provided for the reception of Up train on Road-1 or 2. B.1.3 DN HOME SIGNAL No6RA at a distance of 310 metres beyond Down outermost points No. 2 and Down Gate cum distant signal at a distance of1450 metres from the Down HOME SIGNAL are provided for the reception of Down trains on Road-1 or 2. B.1.4 Up and Down starters for Road-1 & 2 and Up and Down advanced starters are provided for the despatch of Up and Down trains respectively. B.1.5 A goods warning board is provided at a distance of 1400 meters in rear of Up HOME SIGNAL. In the down direction this board is provided at a distance of2000 from the Down Home signal. . B.1.6 `P' marker plate is provided below Up and Down distant signals. The distant signals work automatically in conjunction with corresponding home signal. B.1.7 Directional type route indicator is provided on Up & Down home signals. B.1.8 Hand crank duly interlocked with signals except UP advanced starter is kept in SM s office for the operation of points during failure. B.1.9 All signals are erected on the LHS. B.1.10 All points are provided with electrical motor operated point machines. B.1.11 Calling-on signals are provided below the Up and Down Home signals with C" marker plate. B.1.12 Signal post telephone is provided below the calling on signal, on the Up & Down Home signal post. B.1.13 Board with legend "Loco pilots to pull up to signal No. 6RA if it is at ON is provided in rear of Up home signal. Board with legend "Loco pilots to pull up to signal No. 5RA, if it is at ON is provided in rear of Down home signal. B.1.14 Directional type route indicator is provided on the Up & Down Home signals. When the route is set and signal is cleared for loop line, the concerned route indicator will display a row of white lights. Unless the route indicator is lit, the signal will not be cleared for the loop line. There will be no display of white lights when the route is set and the signal is cleared for receiving a train on Road-2 (Main line) B.1.15 Up & Down shunt keys interlocked with the concerned block instruments are kept in the EKT near the respective block instrument, in the SMs office. B.1.16 Advance starters are the last stop signals and they are interlocked with concerned block instruments . 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 tracks, points and signals over the entire area. Each track circuit is represented by a separate distinct colour. B.2.2 A voltmeter is provided over the panel. B.2.3 Counters for Up calling on signal, Down calling on signal, route cancellation and emergency calling-on route cancellation are provided on the panel. B.2.4 On the control panel, SMs key, signal knobs, point knobs and P-ACK button, No signal aspect acknowledgement button, Filament failure acknowledgement button and calling-on emergency route release button are provided. B.2.5 No aspect signal button, coloured red is provided on the panel. B.2.6 A signal knob is coloured RED with the number of the signal engraved in the centre. Calling-on signal knob has a yellow band to denote it. A point knob is coloured black with the number of the point engraved in the centre. B.2.7 The point knob has two positions normal (N) and reverse (R) and must normally be kept in the normal position. To set the points to the reverse position, the knob must be turned to the (R) position. The point repeat indication is shown near the point knob by means of GREEN light indicating the (N) position and a yellow light indicating the (R) position. If the points do not set and lock properly the corresponding indication lamp pertaining to the failed position of the point will continue to flash on the control panel. In addition to Normal and Reverse repeat indications 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.2.7 The signal knob has two positions, Normal (N) and Reverse(R). It has to be kept in the Normal position and turned to (R) position only when it is required to clear the signal. B.2.8 Signal aspects of all the signals are repeated on the panel. B.2.9 Power acknowledgement button (P. ACK) is coloured RED provided on the right hand side bottom of the panel. Instructions for operating P.ACK button are detailed in para 4.3.5 B.2.10 Setting up of a route is represented by a series of white lights along the route in the panel when the concerned point knob and signal knob are operated. The white light appears only when a route is correctly set and locked and concerned 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.2.11 A control panel is provided with locking arrangements on the left-hand side of the panel to prevent any unauthorised operation of the panel. 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.2.12 If any STOP Signal or Distant Signal at ON fails to display its most restrictive aspect, the indication for the signal on the control panel will flash and an audible alarm is sounded. In addition a Red light above the `No Signal Aspect Ack button is displayed and will continue to be lit till the fault is rectified. The audible alarm can be stopped by pressing the No Signal Aspect Ack button provided for this purpose on the control panel. But the flashing of the signal aspect on the panel will continue until the defect is rectified. This flashing indication will be available only when the panel remains unlocked for making any operation. B.2.13 SAFETY CAPS: With view to ensure safety in working, safety caps are provided under the custody of duty Station Master that shall be fixed on signal/point knob, when a line governed by them is occupied or otherwise obstructed. Refer SR. 5.19(iii)(a)(b) and (c) for different type of safety caps and their use. B.3.0 TRACK CIRCUIT: B.3.1 The entire portion of the running line between Up and Down HOME SIGNALS, 4 rail length of calling-on track outside the Up/Down HOME SIGNALS respectively, B.3.2 Track circuit does not permit the signal governing the entry of the vehicle into their area, from being taken off when any of the track circuit has failed or occupied. No attempt shall be made to take off the signal protecting that track-circuited area, which is in failed condition. B.3.3 The reliability of track circuit is considerably affected by the formation of rust or oxidisation on the table of the rails. Under such circumstances a Track clear indication may be displayed on the diagram for a track, which is actually occupied. At least one movement a day; must be; made on the track circuited portion. If this has not been done, the line on which there was no movement for over 24 hours shall be deemed prone to rust formation and Rusty Rail caps placed on the relevant knobs on the panel. B.3.4 Vehicles should not be stabled on a track-circuited line. When stabling is unavoidable and if the duration of stabling is gauged in advance to be more than 24 hours, the TECH/ES/JE/SE/Sig shall be promptly advised to disconnect the Electrical feed to the track circuits. After removing the stabled vehicles from the line, he shall be advised to reconnect the feed and to issue a certificate in writing that the track circuiting arrangement is safe for normal working. Until this certificate is obtained, Rusty Rail caps shall be placed on the relevant knobs and train movements on that line shall be permitted strictly according to the relevant provisions of GR 3.68 to 3.70 and subsidiary rules there under. B.3.5 If there was no movement or if there was stabling of vehicles for more than 24 hours (without the Electrical feed being disconnected/re-connected) on a line, the SM on duty shall not rely on the track indication for permitting a movement on to that line. He shall ensure the clearance of the track by physical verification. If the track indications (clear/occupied) are correctly displayed for subsequent movement also, track circuit can be taken to be working normally and the indications relied upon for subsequent moves. Otherwise the track circuit shall be treated as failed, the relevant signals suspended and train movement dealt with strictly according to the relevant provisions of GR.3.68 to 3.70 and subsidiary; rules there under. Rusty Rail caps shall be placed on the relevant signal knobs and the TECH.ES/JE/SE/SIG advised promptly for immediate rectification. B.3.6 While handing over charge, the SM on duty shall make an entry in the Station Diary marking the time at which the last movement was permitted over the track circuited line. B.4.0 CRANK HANDLE B.4.1 ONE crank handle for Two group of points interlocked with (Up and Down reception and concerned despatch) signals, are provided in the SMs office for cranking of points during failures. The following is the crank handle group :- 1  Crank handle CHR-1 For point No. 1&2B.4.2 In the point machine, lids are provided with lock to secure the key holes. The lids should be unlocked before inserting the crank handle release lock and crank handle. The lid key and crank handle 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 concerned group under the legend CRANK HANDLE on the control panel. When it is not possible to extract, a Red light indication will be displayed near the concerned group. 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 a 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 into 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. The duty Station master shall first open both the lids by using the lid key. Then he shall insert the crank handle lock key and unlock the same which permits insertion of the crank handle into the point machine. He shall then insert the crank handle and crank the point to the required position, clamp and padlock the points, remove the crank handle. Extract the crank handle lock key and close both the holes by lids and lock the lids by lid key. He shall also ensure that the other end of the points (in case of cross over point) is in the required position. He shall then return to the station and restore the crank handle in to the key transmitter. If the correct point indication has appeared on the panel and if everything is alright for the movement of the train, the Station master shall clear the relevant signals. If the signal gets cleared, trains can be dealt normally. If the signals fail to respond, trains should be dealt strictly in accordance with the relevant provisions contained in GRs 3.68 to 3.70 and subsidiary rules thereunder. 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 requires the Crank Handle to attend any repair or maintenance work, he shall give a 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 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 the crank handle remains with the TECH.ES/JE/SE/SIG, all the points concerned with that crank handle should be deemed to have failed, set locally, clamped, padlocked, the padlock keys retained in the personal custody of the SM on duty. 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 completion of the movement when the concerned signal knob is normalised, 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.6RB and 5RB are provided below the Up and Down Home signals No.6RA&5RA. Boards bearing letter `C' is also provided just below the calling on signals. The calling on signals is intended to receive a train on an occupied/obstructed road or when one or more of the track circuit on that route have failed or when the signal below which the calling on signal is provided 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 train can be berthed clear of the fouling mark/starter. B.8.2 Track circuit No.C6T & C5T are provided at the foot of the respective Home signal. SM shall turn the knob 6RB, or5RB as the case may be to clear the calling on signal only when the train occupies the calling on signal track. 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 correctly set, traffic gate if any on the route are closed, SM shall turn the calling on signal knob. A white light indication is 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 direction wise 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 direction wise 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 Sl. No.Knob No.Function No.Description of function.1 -Crossover pointsRoad.2 and trap Road 1,MYS end.2 - Point Road.2and trap Road.1 SBC end..55SA 5SB 5RADown starter, Road-2 Down starter ,Road- 1 UP home signal..5RB5RBCalling on signal below up Home signal.66SA 6SB 6RAUP Starter,Road-2 UP Starte,Road-1 Down Home signal6RB6RBCalling-on signal below down home signal.99Down Advanced Starter1010UP Advanced starter13 13 -Slip siding pointG2 G2 -Control on LC No 85at km109/000-100G1 G1Control on LC No 87 at km110/400-500 knobs3,4,7,8,11and12 are omitted TABLE OF MOVEMENTS: Sl. No.Description of MovementsSM turns KnobsPointsSignalGate Control1Reception of Up train on: Road - 1 Road 2 1, 2 ,13 13 5 RA 5 RA G1 G12Despatch of Up train from: a) Road - 1 b) Road - 2 2 - 10, 6SB 10, 6SA G2 G2 3Up train to pass through on: Road - 1 Road 2 2,1,13 13  10, 6SB,5 RA 10, 6SA,5 RA G2, G1 G2 , G14Reception of Down train on: a) Road - 1 b) Road 2 1, 2 - 6 RA 6 RA G2 G 25Despatch of Down train from: a) Road - 1 b) Road 2 1,13 13 9, 5 SB 9, 5 SA G1 G16Dn train to pass through on: Road - 1 Road 2 13,1, 2 13 9, 5SB, 6RA 9, 5SA, 6RA G 1,G2 G1,G27Reception of Up train by taking off calling-on signal, on: a) Road - 1 b) Road 2 2,1,13 13 5 RB 5 RB G1 G18Reception of Down train by taking off calling-on signal, on: a) Road - 1 b) Road 2 1, 2 - 6 RB 6 RB G 2 G2 APPENDIX -TELECOMMUNICATION C.1.0 In addition to the block telephone attached to the block instruments, connecting the adjacent block stations the section control telephone; the following Magneto Telephone circuits are also provided at this Station for the use in train passing duties. (a) CIRCUIT NO. 1 SMs Office - 0 (One ring) Point No. 1 - 00 (Two rings) Point No. 2 - 000 (Three rings) (b) CIRCUIT NO. 2 SMs Office - 0 (One ring) LC No.84at km107/700-800 00 (Two rings) (c) CIRCUIT NO. 3 SMs Office - 0 (One ring) LC No85 at KM 109/000-100 - 00 (Two rings) LC No 87at KM 110/400-500 - 000 (Three rings) LC No88 at KM 111/700-800 - 0000 (Four rings) (d) CIRCUIT NO. 4 SMs Office - 0 (One ring) LC No .89at km.112/500-600 00 (Two rings) CIRCUIT NO.5 SMs Office {} 0 (One ring) UP home signal {} to call each other ( f)CIRCUIT No.6 S M office 0 (one ring) Down home signal to call each other C.2.0 The code rings noted against each should be utilized to call the attention of each other. C.3.0 Failure of telephone communication should be promptly reported to the TECH.ES/JE/SE/SIG. for early rectification. Note: 1.An announciator is provided in SMs office for the circuits 1, 2, and 3 with common calling telephone. 2.BSNL Phone No. 08232-274400 is provided in addition to Railway Auto Phone and VHF set APPENDIX-C RAKSHA KAVACH N/A APPENDIX - D DUTIES OF STAFF 1.0 The Station Master in-charge shall be responsible for: Judicious management of the station staff apart from working as Station Master on duty as per the roster issued by DPO/SBC. Ensuring the availability of essential equipment. 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 Alright 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 Gatemen shall be responsible for prompt opening and Closing of the LC keeping the flange ways clean and essential equipment clear and in good working order. They shall ensure that the gate lodge and premises are always kept clean. They shall attend to each train passing through the LC and report to the SM on duty if the Tail Board /Tail Lamp is not available by the train or if he notices anything un usual and un safe. 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. DescriptionMinimum Quantity at SM office At each LC No85 at km109/000-100and LC No87 at km110/400-5001Hand Signal flags3 - Red 3 - Green1 RED 1 GREEN2Hand Signal lamps223Detonators20104Safety Chains with padlocks1-5Clamps with Padlocks5-6Skids4-7Line Block Caps2-8Line Blocked Caps4-9Trolley lorry on Line Caps2-10Rusty Rail Caps2-11Caution in force boards2-12Station bell1-13Fire buckets with Sand2-14Fire buckets with Water2-15Padlocks with keys2-16Pouches for shunt keys2-17Wall Clock1118Equipment list1119Fusee/Flashing red hand signal lamp- 120Tommy bar-1 21Water Pot/Bucket-122Stop Board-223Banner Flag with poles-224Poles for exhibiting signal lamp-225Emergency chain with padlock-2 SMR/HNK 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 APPENDIX - G G RULES FOR WORKING OF TRAINS IN ELECTRIFIED SECTIONS Not applicable. (J. CHANDRASHEKAR) DivisionaSignal&TelecommunicationEngineer, Bangalore.(K. E. ANSAR) Divisional Operations Manager, Bangalore.      PAGE  PAGE 2 B.62/BDRL (J.CHANDRASHEKAR) (K.E.ANSAR) DSTE/SBC DOM/SBC 1 B.62/BDRL (J.CHANDRASHEKAR) (K.E.ANSAR) DSTE/SBC DOM/SBC +bdegjrsvy~̵vbK7'h^5>*KHOJQJ\^JmH sH ,hhWCJKHOJQJ^JaJmH sH &h^CJKHOJQJ^JaJmH sH ,hh.CJKHOJQJ^JaJmH sH &hl5CJKHOJQJ^JaJmH sH &hSXiCJKHOJQJ^JaJmH sH ,hh/CJKHOJQJ^JaJmH sH 5hh/5>*CJKHOJQJ\^JaJmH sH /hKq5>*CJKHOJQJ\^JaJmH sH +,ke " $8LXD<^8`La$gdR$8<^8`a$gd$a$gd4j $3]3a$gdj--$3I]3^Ia$gdj--$^`a$gdj--$a$gdI$^`a$gdI$a$gdUQ KK R Z d e k " C E Ժ|eM6,hhCJKHOJQJ^JaJmH sH .hh/5CJOJQJ\^JaJmH sH ,hhCJKHOJQJ^JaJmH sH $hh/CJKHOJQJ^JaJ&h^CJKHOJQJ^JaJmH sH ,hh/CJKHOJQJ^JaJmH sH 2hh/5CJKHOJQJ\^JaJmH sH -hBh/5>*CJKHOJQJ\^JaJ'h4jh/>*KHOJQJ^JmH sH " C  ! 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