ࡱ> eg`abcd[ bjbj @ΐΐ 83La[#[#q#q#q#L$L$L$aaaaaaadWgTaL$L$L$L$L$aq#q#af%f%f%L$^q#q#af%L$af%f%RbYq#R$^WNaa0aWg%^gbYgbY L$L$f%L$L$L$L$L$aaf%L$L$L$aL$L$L$L$gL$L$L$L$L$L$L$L$L$ : 9SOUTH WESTERN RAILWAY BANGALORE DIVISION STATION WORKING Date of issue: 06-03-2009 RULES NO. B 63/PANP Date brought into force: PANDAVAPURA NOTE:- 1. This issue of Station Working Rules supersedes the Station Working Rules No. B. 63/PANP dated: 23-09-2004 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 mentioned 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.SBC/RD/PANP/47/ALT-3Signalling Plan NoIPU 1026/ALT-1P. Way Plan NoB/PANP/5Layout diagram NoB/PANP/T/10 2.1 GENERAL LOCATION PANDAVAPURA is situated on the Bangalore city Junction Mysore Junction Broad gauge line at a distance of 118.550 Kms from Bangalore city Junction. This is a Class B station with single line working towards SHRIRANGAPATTANA and BYDRAHALLI. This station is provided with three running lines with Platforms. The office of the Station Master is situated on the Platform of Road-1. The code initials of this Station are PANP. 2.2 BLOCK STATIONS ON EITHER SIDE AND THEIR DISTANCES Byadrahallii at a distance of 9.125 kms on the Bangalore City side and Shrirangapattana at a distance of 4.35 kms on Mysore junction side are the adjacent block stations. Chandagirikoppal with code name CGKR is a Train Halt in PANP-BDRL block section. Sl. No.Adjacent Block StationCodeInter Distance.Direction1.BYDRAHALLIBDRL9.125 KMSSBC SIDE2.SHRIRANGAPATTANAS4.35 KMSMYS SIDE 2.3 BLOCK SECTION LIMITS ON EITHER SIDE OF THE STATION ON DIFFERENT DIRECTIONS PANDAVAPURA-SHRIRANGAPATTANA Block Section commences at the Down Advanced Starter signal No.9 and the PANDAVAPURA-BYDRAHALLI Block Section commences at the Up Advanced Starter signal No.10. The Station Limits extend from the Up Distant Signal to the Down Distant Signal. Between stationsPoint from which the block section commencesPoint at which the block section ends.PANP-SDown Advanced Starter signal No. 9Down Advanced Starter signal No. 9PANP-BDRLUp Advanced Starter signal No. 10Up Advanced Starter signal No. 10 2.4 GRADIENTS Sl. No.Direction & LineFrom ( in Metres)To ( in Metres)Inter distance in metresGradientSection1.Down running line Rd-1,Rd-2 & Rd-3Centre line6060LevelStation section2.Down running line Rd-1,Rd-2 & Rd-3603933331 in 600 rising towards SStation section3.Down running line393574181LevelStation section4.Down running line57410845101 in 70 falling towards SBlock section5Down running line10841300.5216.51 in 90 Falling towards SBlock section6Down running line1300.51924623.51 in 70 falling towards SBlock section7Down running line1924B/section-1 in 100 falling towards SBlock section8Up running line Rd-1,Rd-2 & Rd-3Centre line270270LevelStation section9Up running line Rd-1,Rd-2 & Rd-32708956251 in 400 rising towards BDRLStation section10Up running line89510851901 in 120 rising towards BDRLBlock section11Up running line108513983131 in 100 falling towards BDRLBlock section12Up running line13982046.5648.5LevelBlock section13Up running line2046.5B/section-1 in 100 falling towards BDRLBlock section 2.5 LAYOUT The Station is provided with three running lines (Road No. 1, 2 & 3) for the reception and despatch of trains. Road No. 1 is provided with high level platform and a high level island platform is provided between Road No. 2 & 3. Sand hump is provided on Road 1 at SBC end and an over run line is provided on Road 3 at MYS end. A Hot axle through siding takes off from Road No. 3 at SBC and MYS end with locally worked points No. 100 & 103 respectively RUNNING LINES, DIRECTION OF MOVEMENT & HOLDING CAPACITY IN CSR Running Lines.Direction of Movement.Holding CapacityLength (CSR)Type of PFLength of PFRoad 1Up & Down reception and despatch58 BOXN+2E+BV+5%772 mHL280 m Road 2Up & Down reception and despatch58 BOXN+2E+BV+5%803 mHL island280 mRoad 3Up & Down reception and despatch58 BOXN+2E+BV+5%694 mHL island280 m 2.5.2 NON-RUNNING LINES: A Hot axle through siding of 10 V capacity takes off from Road No. 3.. 2.5.3 ANY SPECIAL FEATURES IN THE LAYOUT: Nil 2.6 LEVEL CROSSINGS Sl No.LC No. Class Dept.LocationTypeNormal PositionWhether InterlockedProvision of Tele-phoneTVU & Census date1LC No. 92 C Class Engg.114/800-900 PANP-BDRL Lifting barrierOpened for road trafficInter lockedProvided11067 of Dec.062LC No.93 C Class Engg.115/900-116/000 PANP-BDRL Lifting barrierClosed to road trafficNon-inter lockedProvided5089 of Dec.063LC No. 94 C Class Engg.116/500-600 PANP-BDRL Lifting barrierClosed to road trafficNon-inter lockedProvided3248 of Dec.064LC No.95 Spl Class Traffic118/900-119/000 PANP YardLifting barrierOpened for road trafficInter lockedProvided142201 of June.085LC No. 96 C Class Engg.120/800-900 PANP-SLifting barrierClosed to road trafficNon-inter lockedProvided2930 of Dec.06NOTE: 1) Refer Appendix "A" for detailed gate working instructions. 2) Station staff shall promptly attend to the telephone calls from the gate without fail as any call could also be for reporting any emergency. 3)Exchange of Private Numbers with the gate man of Level Crossing No. 93 at Km 115/900-116/000, Level Crossing No. 94 at Km 116/500-600 & Level Crossing No. 96 at Km 120/800-900 is not applicable during night from 17-00 to 07-00 hours in the morning, since it is not manned during these hours and gates are kept closed as detailed in Appendix-A 3 SYSTEM AND MEANS OF WORKING 3.1 This is a Class B Station and trains are worked under the absolute block system. Push button type single line token less block instruments (Non-Co-operative feature) for PANDAVAPURA BYDRAHALLI and PANDAVAPURA - SHRIRANGAPATTANA block sections are provided in the Station Masters Office. 3.2 (i) Only the Station Master on duty shall operate the Block instruments for train movements and the instruments shall be kept locked after each operation and the keys being kept in his personal custody. The SM shall operate block instrument in the manner laid down in BWM, he shall maintain train signal register and make entries instantly and sign against each such entry. (ii) Even though it is possible to set the block instruments to TGT position without the co-operation of the SM at the other end, the SM shall advise the train number and description to the SM at the other end who shall repeat the same if he is ready to receive the train and confirmed by a private number. Then SM at the sending end station shall insert the shunt key and set his instrument to TGT position. 3.3 (i) The off aspect of the Advanced starter signal constitutes the authority to proceed for the Loco pilot of the departing train to enter the block section ahead. (ii) Advanced Starter signal can be taken off only when the line clear has been obtained through the block instrument from the block station in advance. (iii) Up and Down Advanced starter Signal, are the last stop signals and interlocked with the respective block instruments. (iv) The line clear can be granted or section can be cleared through the block instrument, only when the Home signal and the advanced starter signal pertaining to the block section are in ON position. 3.4 CUSTODY OF KEYS The following keys shall normally be kept in the personal/safe custody of the Station Master on duty. i) SMs keys of the block instruments ii) Control Panel key iii) SM,s key of the block instruments back door. iv) Padlock keys of the point clamps. v) Padlock keys of the safety chains vi) SM,s key of the (double lock keys) relay room vii) Keys of point machine lid cover locks. viii) Up and Down shunt keys. ix) Key of the box containing Emergency gate key of LC No. 95 at Km 118/900-119/000 Box key of the Crank Handle. Keys of the lock on boxes containing the SPTs. The above keys except item No. i,ii & xi 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 (i), (ii) and (xi) 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 ROOM KEY AND PROCEDURE FOR ITS HANDING OVER AND TAKING OVER BETWEEN STATION MASTER AND S&T MAINTENANCE STAFF 4.2.1 The Relay Room is provided with a double key lock. One key is to be retained by the Station Master on duty and the other key by the TECH.ES/JE/SE/Sig. 4.2.2 Whenever it is required to open the relay room, the TECH.ES/JE/SE/Sig shall ask for the key from the SM on duty, duly filling in the relevant columns of the Relay Room key register maintained at the Station. The SM on duty shall hand over the key to the TECH.ES/JE/SE/Sig. After the work in the Relay Room is completed, the Room shall be locked with double lock which shall be ensured by Duty Station Master. The key shall be returned to the SM on duty, duly completing the entries in the relay room key register. 4.2.3 The Relay Room key register shall contain the following columns:- 1) Time and Date of key requisition. 2) Purpose for which the key is required i.e. attending to failure, routine maintenance etc. 3) Whether the work in the relay room will affect the normal working of points, signals, block instruments etc., 4) Signature, name and designation of the TECH.ES/JE/SE/Sig requesting the key. 5) Signature of the SM on duty with time. 6) Time and Date of Returning the key to the SM on duty after locking the room properly with both the keys. 7) Remarks regarding normal working of the points, signals, block instruments etc., 8) Signature, Name and Designation of the TECH.ES/JE/SE/Sig returning the key. 9) Signature of the SM on duty receiving the key with time after duly ensuring that the room is locked properly with both the keys. 10) Remarks. 4.2.4 If an endorsement is made in the Relay Room Key Register by TECH.ES/JE/SE/Sig that the work will affect normal working of points/signals/block working etc., the Station Master shall obtain Form. No. S & T (T/351). from TECH.ES/JE/SE/Sig and the relevant provisions of GR/SR 3.68 to 3.70 are to be followed for train/shunt movements. 4.2.5 When no such endorsement is made, he shall sign in Form S&T/MR and follow the normal procedure for dealing trains. NOTE:-The SM on duty shall not hand over the key to TECH.ES/JE/SE (Sigg) immediately after an accident involving points/signals/interlocking etc., at the station until after fully satisfying that the necessary readings have been recorded by the competent official(s). POWER SUPPLY 4.3.1 The normal source of power supply is from the Karnataka Power Transmission Corporation Limited. In addition, as an alternate source of Power Supply Inverter and diesel generator is also made available. The generator is provided in a separate room, the key of which is under the custody of duty SM. 4.3.2 A three-phase KPTCL supply is connected to the signalling installing through a four-position selection switch. When the power supply is not forthcoming from one of the three phases, the SM shall extend the KPTCL supply from one of the other two phases from which supply is forthcoming by turning the selection switch accordingly. If the power supply is not forthcoming from all the these three-phases, he shall put on the inverter switch. If the inverter supply also fails, the SM shall arrange to start the standby generator and change over the switch from Main to Standby position. 4.3.3 When at least one phase of the KPTCL supply resumes, the SM shall switch over back from inverter to Main supply. If generator, by changing the switch to Main position from Standby and the phase selector switch to the live phase and then arrange to stop the generator. 4.3.4 If the KPTCL supply fails, a Red light indication appears below P ACK button and buzzer sounds. SM shall press the P ACK button to stop the buzzer. 4.3.5 SM should switch over to inverter supply. If the inverter supply also fails the generator is to be started, the SM should change over the switch from main to standby in the generator room after ensuring the steady voltage is maintained by observing the voltmeter provided in the generator room to avoid fusing of signal lamps. 4.3.6 Immediately after the KPTCL supply is resumed, the buzzer will sound again. P ACK button must be pressed again to stop the buzzer. Now the buzzer will stop and red light indication also disappears. SM must changeover the switch from inverter to Main or if the generator is running SM must change over the switch provided in the generator room from standby to main and then stop the generator. 4.3.7 A voltmeter is provided over the panel. This indicates the voltage level of main power supply. Whenever the pointer in the voltmeter is on Red Band (Power Failure), the inverter switch may be switched on. And if, inverter supply is not extended stand by generator shall be started. 4.3.8 If the power supply does not resume within 6 hours after starting the diesel generator set, the TECH.ES/JE/SE/Sig of the section must be advised with a copy to Sr.DSTE/Sr.DEE/Bangalore. NOTE: 1.The SM shall operate the inverter, if the inverter supply is not extended the generator may be started for dealing all trains. After the passage of the train, the SM should put back the inverter switch back to main, and for generator from standby to main. 2. Since two generators are provided, if supply is not extending from the inverter, alternate generator shall be used during alternate power failures to avoid failure of generator due to non-operation. 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 Pointsman and One gateman will work in each shift according to the roster issued by the Divisional Personnel Officer/Bangalore Division (See Appendix D for their duties). 6.1.2 RESPONSIBILITY FOR ASCERTAINING CLEARANCE OF LINES AND ZONES OF RESPONSIBILITY The Station Master on duty is responsible to ensure that the line/route is clear and free from obstruction up to the adequate distance before clearing the reception and/or despatch signals by observing the indications on the Control Panel. During failure, he shall personally ensure this by physical observation of the required length of the track. The closure and securing of concerned LC gate/s shall also be ensured. B Before allowing any non-signalled move, the Station Master should ensure that all the points on the required route are correctly set, clamped & padlocked and the padlock keys are 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. Only after ensuring the correct indication for the normal and reverse setting of the points, SM 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 of absence must go through the 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 SM/BDRL or SM/S shall not be allowed to set his block instrument to TGT position unless; a) The whole of the last preceding train has arrived complete and berthed within starter. b) All relevant signals have been put back to ON behind the said train and ensure that the signal lights are burning bright. In case of a blank reception signal the Station Master shall advise the SM in rear to issue caution order to the Loco pilot of approaching train to be vigilant and stop at the home signal. The SM shall also depute a competent Railway servant with hand signal and detonators at the foot of the home signal (Provisions contained in SR 3.68 (i) (c) shall be strictly adhered to by both SMs and Loco pilots). c) The line is clear up to the Up Advanced Starter for trains from Byadrahallii and upto the Down Advanced Starter for the trains from Shrirangapattana. d) LCs are closed and locked against the road traffic and private numbers exchanged with Gateman as detailed in Appendix A. e) Before advising his readiness to receive an Up train from S, the SM/PANP shall exchange PNs with the gateman of Engg. LC No. 96 at km. 120/800-900, about the train particulars like train No, Description, direction of movement and probable time of departure from S as detailed in Appendix A. For receiving a Down Train from BDRL the SM/PANP shall exchange PN s with the gateman of Engg, LCs No. 93 at Km. 115/900 116/000, and LC No. 94 at KM. 116/500 600 and also inform the gateman at Inter-locked LC No. 92 at KM. 114/800-900 about the train particulars like train No, Description, direction of movement and probable time of departure from BDRL as detailed in Appendix A then only insert the Up and Down shunt keys in the token less block instrument concerned to enable SM/S or SM/BDRL to obtain line clear for Up or Down train. Note: f) Exchange of Private Numbers with the gate man of Level Crossing No. 93 at Km 115/900-116/000, Level Crossing No. 94 at Km 116/500-600 and Level Crossing No. 96 at Km 120/800-900 is not applicable during night from 17-00 to 07-00 hours in the morning, since these gates are not manned during these hours and gates are kept closed as detailed in Appendix-A. 6.2.1 ANY SPECIAL CONDITIONS TO BE OBSERVED WHILE RECEIVING OR DESPATCHING A TRAIN In case of train towards Shrirangapattana, SM shall ensure before obtaining line clear for a down train that direction of traffic can be established upto NHY since station S is a non-crossing single line station. 6.2.1.1 SETTING OF POINTS AGAINST BLOCKED LINE This station is provided with centralised control panel. When ever running line is blocked the safety caps shall be placed on the concerned points knobs, after setting the points against the blocked line. Reception of train on blocked line: - Whenever trains are being received on an obstructed road/blocked line on calling-on signal the following procedures are to be complied with: If possible intimate the Loco pilot through the SM of the rear station. Ensure that the line is clear and free from obstruction up to the place of obstruction on the intended reception line and the concerned LC gates are closed and secured against road traffic and white light indication is available near the legend CL on the panel. Ensure all the points over which the train has to pass are correctly set. Ensure that no conflicting movement is permitted. Ensure that a stop hand signal is exhibited at a distance of not less than 45 mts. from the place of obstruction. During the failure of Calling-on signal, in addition to the above, ensure that the calling-on signal knob is turned to reverse while receiving the train on SPT/T 509 to avoid block failure. Station Master shall also personally ensure that all the points over which the train has to pass are correctly set, clamped, padlocked and the padlock keys are kept with the SM on duty. If the train is received on Signal Post Telephone the SM shall ensure that the conditions indicated above (i.e. a to f) are fulfilled and give a message to the Loco pilot through SPT. The Loco pilot shall record the message in his rough journal and pass the signal at ON. The SM shall record the message in the Trains Signal register below the entry for that train. ABSTRACT MESSAGE Date: Time: To the Loco pilot of Train NoDescriptionUp/Down You are authorised to pass the up/down home signal Noat 'ON' position cautiously at a speed not exceeding 10 kmph. and come to Road No. (in figures and words) which is obstructed. You shall bring your train to a halt at the facing points leading to the reception line or well short of obstruction which ever is approached first and await for hand signal for further movement. My private number is (in figure) .(in words) Note: During the failure of Calling-on signal and SPT and when the train has to be received on an obstructed line, the train shall be piloted by issuing Form T/509 and SM shall ensure that all the points over which the train has to pass are correctly set, clamped, padlocked and padlock keys are kept with him. 6.2.1.3 RECEPTION OF A TRAIN ON NON-SIGNALLED LINE: N/A 6.2.1.4 DESPATCH OF TRAIN FROM NON-SIGNALLED LINE: N/A 6.2.1.5 DESPATCH OF TRAIN FROM LINE PROVIDED WITH COMMON STARTER SIGNAL: N/A 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 than 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 Station Master/PANDAVAPURA shall ensure that the line on which the train is intended to be received is clear and free from obstruction upto the adequate distance required as per Para-6.3.2 and set the points for the required route and take off the concerned Home Signal. Before taking off up or down reception signal Station Master shall also ensure that the traffic LC Gate No. 95 at KM. 118/900-119/000 is closed and secured against the road traffic. 6.3.2 Adequate Distance Adequate distance required for clearing of Home Signal is reckoned as under: I. 1.Up Train on Road-1aUp to the sand hump from starter No: 6 SB with cross over points No. 2 Normal b Up to the Up Advanced starter with crossover points No.2 Reverse & point No.4 Normal2 UpTrain on Road-2up to the up advanced starter with point no.4 Normal and point No.2 Normal3UpTrain on Road-3up to the up advanced starter with point no.4 Reverse4Down train on Road-1Up to Down advanced starter No.9 with point No.1 Reverse5Down train on Road-2Up to Down advanced starter No.9 with point No.1 Normal and point No.3 Normal6Down train on Road-3a 200 Metres up to the Dead end from starter No. 5SC with crossover points No.3 normal bup to the Up advanced starter with crossover points No. 3 Reverse and point No.1 Normal. Item (1) (a) and (6-a) has the approval of CRS/SBC under the provision of GR 3.40 II. The line required to be kept clear for clearing the Calling-on signal is upto the place of obstruction on the route or upto the concerned starters:- 1.Up train on Road-1Up to the Starter signal No. 6SB. 2.Up train on Road-2Up to the Starter signal No. 6SA3.Up train on Road-3Up to the Starter signal No. 6SC4.Down train on Road-1Up to the Starter signal No. 5SB 5.Down train on Road-2Up to the Starter signal No. 5SA 6Down train on Road-3Up to the Starter signal No. 5SC 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. 6.4.1 The signalling arrangements permit simultaneous reception of down train on road 3 and an up train on road 1 with crossover points Nos. 3 and 2 normal. 6.4.2 a) While receiving an Up train on Road No. 1 with crossover point No. 2 Normal another Up train can be despatched from Road No. 2 or 3. . b) While receiving a down train on Road No. 3 with crossover point No. 3 normal another Down train can be despatched from Road No. 1 or 2. 6.4.3 Crossing of passenger carrying trains: a) During crossing of two stopping passenger trains, up train on Road 1 and down train on road No. 3 may be received duly arranging simultaneous reception. b) If one of the trains is not booked to stop at the station as far as possible, the train booked to stop shall be received first on Road 1 or 3 (loop line) and the train not booked to stop shall be run through on Road-2(Main line). 6.5 COMPLETE ARRIVAL OF TRAINS 6.5.1 Station Master on duty shall personally ensure the complete arrival of run through trains by observing the Tail Board/Tail Lamp as the case may be, before closing the block sections. 6.5.2 When the Station Master on duty observes that the train had passed his station without Tail Board/Tail Lamp as the case may be, he should not close the block station till such time the complete arrival of the train has been ensured. 6.5.3 In case of stopping trains, if the train is berthed in such a way that the SM cannot see the Tail Board/Tail lamp, the Guard of the train is responsible for indicating the complete arrival of the train to the SM on duty by waving his arm four times over head from side to side during day and by waving a white light in similar manner during night. The SM on duty shall acknowledge this in the same manner {SR 14.10(ii)}. If the on duty SM is not able to verify the complete arrival of the train as detailed above, communication shall be established after due identification with the guard of the train on walkie-talkie and guard shall ensure that the train has arrived safe and complete inside the fouling mark and give a private number along with his name and train number. This shall be recorded by the SM in the trains signal register against the entry for the train in the remarks column. The SM on duty shall give his PN in acknowledgement. This PN given by the SM shall be recorded by the guard in his rough journal book. Due to some reason if the duty Station Master is unable to confirm the complete arrival signal with the guard of a stopping train as detailed above, he shall depute the Competent Railway Servant to obtain the signature of the guard in the Train intact arrival register (T/1410) maintained for this purpose as an assurance for the complete arrival of the train with in the Starter signal before clearing the block section. If there is no guard SM shall personally ensure the complete arrival of train and the clearance of the track [(S.R. 14.10 (iv) (a)]. 6.6.0 DESPATCH OF TRAINS 6.6.1 In case of a train towards S, SM/PANP shall establish the direction of traffic Upto NHY since station S is a station with only one running line and crossing of trains is not possible. When everything is ready with the train to be dispatched, the SM/PANP shall call the attention of SM/S or SM/BDRL as the case may be and advise the train No, description etc. 6.6.2 Before despatching a Down train to S, the SM/PANP shall exchange PNs with the gateman of Engg. LC No. 96 at km. 120/800-900 and ensure that the traffic LC No. 95 at KM. 118/900 119/000 is closed and secured against the road traffic and CL indication is available on the panel as detailed in Appendix A. 6.6.3 Before despatching an Up train to BDRL, the SM/PANP shall exchange PNs with the gateman of Engg. LC No. 93 at Km. 115/900 116/000, and No. 94 at KM. 116/500 600 and also inform the gateman at Inter-locked LC No. 92 at KM. 114/800-900 about the train particulars as detailed in Appendix A. 6.6.4 On the receipt of acknowledgement confirmed with PN from the SM/S, or SM/BDRL as the case may be, SM/PANP shall insert the shunt key and set the concerned token less block instrument to TGT position. 6.6.5 He shall ensure that the despatch route is clear and free from obstruction and set the points for the concerned route and issue caution order if any to the Loco pilot, ALP and Guard of the train and then clear the despatch signals. After ensuring that the correct despatch signals are cleared he shall authorise the train to depart. 6.7 TRAINS RUNNING THROUGH 6.7.1 The signalling arrangements permit run through of trains on all the roads, but as far as possible run through trains shall be dealt on Road-2 (Main line) at this station. 6.7.2 Trains carrying ISMD loads shall normally be dealt with only on Road-2 (Main line). 6.8 WORKING IN CASE OF FAILURE 6.8.1 FAILURE OF TRACK-CIRCUITS, POINTS/SIGNALS During failure of track circuiting arrangements, or signals or points from the control panel, the duty Station Master, shall personally ensure that the line on which the movement is to be carried out is clear and free from obstruction, and that all efforts taken in accordance with the provision contained in GR/SR 3.68 to 3.70. During failure of Home Signal and Calling-on signal, trains can be dealt on SPT or on Form T/369 - (3b). Station Master shall ensure clamping and padlocking of relevant points and maintaining isolation from other lines duly keeping the trap/points in required position. If the points set correctly in one position and fails to set in the other position, it is possible that there is some obstruction between the stock and the switch rails. By operating the points repeatedly for about three or four times, this obstruction may be removed. If not by deputing a competent railway servant who will do so. Even in spite of this, the point fails to set correctly, then the point crank handle must be used. If a point fails to set properly and if the point cannot be set from the panel, the Station Master on duty must personally set the points to the required position by means of the point crank handle, clamp and padlock it as detailed in Para B.4. The Station Master can operate the signal knobs for the reception or despatch of the train, after duly replacing the crank handle in the electrical key instrument. If the signal fails to respond properly, the Station Master must arrange to pilot the train in accordance with provisions contained in G.Rs 3.68 to 3.70 and the subsidiary rules there under. In the event of failure of a point repeat indication on the panel the following action has to be taken by the duty Station Master. The concerned signal knob shall be operated even if the point repeat indication does not appear. If the signal gets cleared, the train shall be received/despatched under normal course on signals. If the signal fails to respond the SM shall operate points repeatedly for about three or four times, even after this if the point indication does not appear, the SM shall depute the Points man/TRH to the point to remove the obstruction if any who shall do so. Even after this if the signal fails to respond, it should be treated as a case of signal failure and the train shall be dealt strictly according to the relevant provisions contained in GR/SR 3.68 to 3.70. 6.8.2 FAILURE OF HOME SIGNAL During the failure of Home signal, the train shall be received on Calling-on signal(See Para B.8 for details ). If the Calling-on signal also fails, the train shall be received using SPT. (See Para B.9 for details). If the signal post telephone also fails, the SM on duty shall arrange to receive the train on Form T/369 - (3b). Whenever the trains are received on SPT or on Form T/369 - (3b), the SM shall ensure the correct setting of relevant points, clamp and padlock, all the point on which the train will be passing and depute a points man/TRH with Form T/369 - (3b) to be delivered at the foot of the concerned Home signal and authorise the Loco pilot to pass the home signal at "ON". Whenever the trains are being piloted through SPT or Written on Form T/369 - (3b) due to failure of home signal, the home signal knob shall be turned to `R' position to avoid block failure. However, if the home signal failure is due to track circuit failure (other than berthing track), the home signal knob should not be turned to `R' position, even though it causes block failure. This is to avoid serious repercussions of the route getting locked. 6.8.3 FAILURE OF STARTER SIGNAL: During failure of starter signal, trains shall be despatched duly issuing written authority in Form T/369-(3b) to the Loco pilots. Proceed hand signals shall invariably be exhibited at the foot of the starter signal after ensuring correct setting of the points duly clamping and padlocking of all the concerned points on the route. 6.8.4 FAILURE OF ADVANCED STARTER SIGNAL (LSS): During failure of this signal the line clear shall be obtained on the block instrument and trains shall be despatched duly issuing the Form T/369-(3b) with an endorsement and PN obtained from the SM at the other end of the block section. 6.8.5 FAILURE OF BLOCK INSTRUMENT: - During Block Instrument failure / suspension, the train shall be dealt duly issuing appropriate Line Clear Ticket to the Loco pilot of departing train. Note: - Independent LCT book duly stamped should be kept for each Block Instrument. Note: - All cases of such failures must be reported immediately to the TECH.ES/JE/SE/Sig of the section for immediate rectification duly issuing a message. 6.9 PROVISIONS FOR WORKING OF TROLLEY/MOTOR TROLLEYS/MATERIAL LORRIES: -. 6.9.1 Un-insulated trolley/lorry etc. should not be permitted on the track circuited lines. Whenever a trolley/lorry, is allowed to work the Station Master on duty shall ensure that the track is clear of such vehicles before clearing the signals for a train or before operating the points as the trolley/lorry/motor trolley may fail to actuate the track circuit. 6.9.2 Block instrument working shall be suspended and line clear ticket issued as an authority to proceed, when Trolley/Motor Trolley / Material lorry etc, are required to work in the Block Section. SM at either end of the Block Section can resume Block instrument working after trolley/lorry/motor trolley clears the section. Instructions contained in rule 11.2 of the BWM-2006 of SWRly 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 is 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/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/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 or 3R, 4RRoad-33N, 4N7.3 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 keys are retained in his personal custody. Instructions contained in SR.5.23 (vii) shall be strictly adhered to. 7.5 When a running line is blocked/obstructed by any vehicle allowed to remain on the line for some length of time, a clear remark in RED ink should be made immediately in the trains 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 Trains Signal Register and the Station Diary. Instructions contained in SR.5.23 (v) shall be strictly adhered to. 7.6 i) Whenever a goods train is to be stabled on running line, before detaching the train engine, the Guard of the train shall ensure that the van brake and the hand brakes of at least six vehicles next to brake van are put on. The Loco pilot shall ensure the hand brakes of at least six vehicles next to the engine also are put on. If after detaching the engine, the brake van also is to be detached, the Guard shall ensure that the hand brakes of at least six more vehicles are put on before detaching the brake van. In addition, they shall also be secured with safety chains fastened to the rails and padlocked to prevent them from getting out of control and rolling down. The brakes shall not be released until the engine/brake van has been attached to the formation. ii) Before detaching the engine from a train carrying passengers, the hand brakes in the Guard's brake van in rear and in additional brake vans, if any, on the formation, shall be securely screwed down. Hand brakes, if any, provided on any other coaching vehicles like Inspection carriages shall be applied. The wooden wedge/skids supplied shall be placed under farthermost wheels of the formation and safety chain shall also be used to secure the vehicles. 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 shall detach the engine or permit the engine to be detached from the train. The train must remain braked until the engine is attached to the train again. Instructions contained in GR 4.48 and SRs there under shall be strictly adhered to. iv) Whenever vehicles are stabled in the siding, the SM should ensure that the siding control knob is in normal position. The vehicle/s stabled in the siding shall be secured with hand brakes, skids and safety chains. While handing/taking over charge, the outgoing/incoming Station Master should promptly record in the Station Diary and TSR the number of the running line(s) obstructed. 7.8 The relevant instructions contained in SR.5.01, GR.5.19 and 5.23 and SRs there under should be strictly adhered to by all staff concerned. 8 SHUNTING 8.1 GENERAL PRECAUTIONS (a) For shunt movement at this station, the duty SM shall give due consideration to the train services in this section and carryout shunt movements by taking off starter signals. The Station Master shall see the shunting of trains or vehicles are carried out only at such time and in such a manner, which will not involve danger. (b) The guard of the train shall supervise all shunting operations involving full trains and stabling of materials/departmental trains. The guard under the instructions of the SM will supervise other shunting. In the absence of the guard, the SM shall supervise shunting. (c) At stations, with grades steeper than 1 in 400 beyond 50 metres of the outermost points, trains should not be drawn up to the last stop signal and held in the steep gradient in order to clear the reception line for giving permission to approach to the following train. No shunting beyond outermost points on the steep gradient side should be allowed unless a locomotive is attached at the lower end of the load from the point of view of gradient. 8.2 Shunting in the face of an approaching train: -Shunting in the face of an approaching train is strictly prohibited at this station. 8.3 Prohibition of shunting, special features if any: - (a) While performing shunting at falling end of the yard, it should be ensured that an engine is attached at the falling side of the gradient to prevent vehicles escaping into the block section. (b) For all shunt movements the closure and securing of the concerned traffic LC gate/s shall be ensured. (c) Hand shunting/ loose shunting is strictly prohibited. 8.4 SHUNTING ON SINGLE LINE 8.4.1 WITHIN STATION SECTION (BETWEEN LSS) SM shall carry 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 Advanced Starter and the opposite Home Signal on S-PANP or PANP-BDRL block section {SR. 8.15 (i)}. 8.4.3 BEYOND OPPOSITE FSS To permit shunting beyond the opposing Home Signal, on PANP-S or PANP-BDRL block section, block back shall be done (SR. 8.15 (i)) section authority with Form T/806 and a written memo to come back shall be handed over to the Loco pilot as an authority to perform shunting. Note: Shunt key can be extracted by pressing SHK button of the Respective block instrument in line closed or TGT with TOL condition on the block instrument. 8.4.4 DURING FAILURE OF BLOCK INSTRUMENT OF SINGLE LINE 8.4.4.1 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. 8.4.4.2 Shunting during failure of Shunt Keys: - When the shunt key cannot be extracted and shunting has to be performed necessarily, SM on duty shall advise the SM at the other end of the block section to extract the shunt key and keep it in his personal custody and obtain a PN for the same from him. T/806 along with an endorsement shunt key could not be extracted with the PN obtained from the SM at the other end of the block section to be handed over to the Loco pilot as the authority to perform shunting during this period. 8.5 SHUNTING ON DOUBLE LINE, BLOCK BACK, BLOCK FORWARD, FOLLOWING A TRAIN TRAVELLING AWAY, UPTO IBS, BEYOND IBS, DURING FAILURE OF BLOCK INSTRUMENT: -Not applicable 8.6 SHUNTING IN SIDING TAKING OFF FROM STATION YARD/GOODS YARD: 8.6.1 Shunting in the Hot axle siding: 8.6.1.1 Whenever vehicles are stabled in the Hot axle siding, the SM should ensure that the siding control knob No. 7 & 8 and the point No. 100 & 103 are kept in normal position. Line blocked caps should be placed on the Knob No. 7 & 8. The vehicle/s stabled in the siding shall be secured with hand brakes, skids and safety chains. 8.6.1.2 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 or clear. If obstructed the details of obstruction should be entered in the Station Diary and TSR, which the incoming Station Master shall note and attest the entry. 8.6.1.3 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. 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 in the preferential order given below: - 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: -When 4th to 7th type communication is used Identification sheets should be used, if not speed restriction comes into force. when line clear has been obtained for a train through 4th to 7th type communication duly using Identification Numbers, issue of caution order shall be dispensed with. Endorsement to the effect that line clear has been obtained using Identification Numbers shall be made on LCT in the manner prescribed in S. R. 4. 09 (i) (11). If Identification Number sheets are not used Caution Orders 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 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. iii. 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 the normal running time from the station in rear, The Station Master at the station in advance shall Immediately advise the station in rear and the Control of this fact. The Station Masters at either end of the block section shall also send one of the traffic staff out on the block section to fetch information about the whereabouts and condition of the delayed train and nature of assistance, if any required. iv. Failure of Intermediate Block Stop Signal at ON: - Not applicable. v. Failure of Axle Counter Block/BPAC: - Not applicable vi. Failure of MTRC: - Not applicable ( b ) PROCEDURE FOR EMERGENCY OPERATION OF CRANK HANDLE i. A crank handle duly interlocked with the signals is normally secured in an electrical key instrument in the panel room. The crank handle should be used to operate the points during failures. ii. When the crank handle is properly secured in its electrical key instrument and is free to be extracted a white light indication gets displayed near the place marked Crank Handle on the control panel. When the crank handle is not free to be extracted, the white light gets replaced by a Red light indication. iii. When the crank handle remains extracted, all the signals except up and down advanced starters cannot be taken off. Similarly when a signal other than up and down Advanced Starter is taken off the crank handle cannot be extracted. No attempt must be made to take off a signal when the crank handle remains extracted and no attempt must be made to extract the crank handle when the signal has been taken off. iv. A push switch is provided near the crank handle. When this switch is kept pressed, a white light indication gets displayed nearby. On observing this indication, the crank handle can be extracted. v. During failures of points, crank handle shall be used for setting the 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 it, the crank handle shall be restored to its electrical key instrument. On observing the Crank Handle Free (White light) indication and the point indication on the panel, the required signal may be taken off. If the signal obeys when taken off, train movements can be permitted on signals as in the normal course. If the signal fails to respond, train movements should be dealt with strictly in accordance with the relevant provision contained in GR 3.68 to 3.70 and subsidiary rules there under. vi. While utilizing the crank handle to operate a cross over point, it should be ensured that both the facing and trailing ends of the crossover points are correctly set to the required position and padlocked for permitting train/shunt movements over the points. vii. Whenever the crank handle is utilized to operate a point, necessary entries in the crank handle register should be made promptly and the TECH.ES/JE/SE/SIG advised immediately to restore normal working. (Refer Para B.4 for other details regarding Crank handle operation) ( c ) CERTIFICATION OF CLEARANCE OF TRACK BEFORE CALLING-ON SIGNAL OPERATION IS INITIATED The Calling-on signals below Home signals are intended to receive a train on an occupied/obstructed road or when one or more of the track circuits 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, train can be berthed clear of the fouling mark/starters and he should physically ensure that the required route is clear & free from obstruction ( 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) on 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 S-PANP or PANP-BDRL 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. The trains are dealt as per the procedure detailed below: 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 an Off duty Station Master d. Trolley duly accompanied by a Guard or by an 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 into 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 OF DOUBLE LINE SECTION: N/A 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 advices 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 /engine etc., regarding the trains & engines already allowed into the section and other relevant information. Once obstruction is removed and Competent Railway servant certifies the line as fit and safe for the passage of trains, the duty SM shall exchange numbered message and private numbers with his counterpart at the other side to ensure that the block section is clear of all trains/vehicles sent into the section and then only restore normal working. All the entries relating to the train dealt on form T/A 602 shall be made in red ink in TSR [Ref. SR. 6.02 (i)] for detailed instructions. 9.4 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, ALP and Guard of all stopping trains. Appropriate entries shall be made in the remarks column of 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 Down Starter of Road-1 during day or night shall constitute the visibility test object for Down / Up direction respectively at this station 11 ESSENTIAL EQUIPMENTS AT THE STATION The Station Master shall ensure that the prescribed number of the Essential articles listed in Appendix E are made available exclusively for train passing duties. The Station Master on duty shall be responsible to keep the required number of the essential equipments neat and in good fettle to be used whenever required. 12 FOG SIGNAL MEN NOMINATED TO BE CALLED INCASE OF FOG i. In foggy or tempestuous weather or in dust storm when V.T.O cannot be seen from the SMs office, the SM shall send trained men to act as fog signalmen. The names (and declarations that they know the fog signalling duties) of two members each from the operating and permanent way Group `D' staff at the station shall be maintained and updated periodically in the station Detonator Register by the Station Master. The names of address of Group D Permanent Way staff who are trained in fog signalling duties shall be painted on the board provided for this purpose near the office of the Station Master on duty. 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 and staff in each shiftAppendix EEssential Equipments provided at the StationAppendix FRules for working D class stations, Halts, IBH, IBS and Outlying sidings.Appendix GRules for working of trains in electrified sections APPENDIX A WORKING OF LEVEL CROSSING GATES A.1.0 INTERLOCKED LEVEL CROSSING NO. 92 AT KM. 114/800-900 (PANP BDRL) A.1.1 This is an interlocked 'C class engineering level crossing situated in PANP - BDRL block section provided with lifting barrier and Multiple Aspect Colour light gate signals and gate Distant Signals in either direction and the gate is normally kept open for road traffic. This level crossing is manned round the clock by gate men, one gateman each in 12 hours shift under Essentially Intermittent roster issued by DPO/SBC. This level crossing is under the control of SE/JE/P.Way/MYA. A.1.2 Magneto telephone communication is provided between this level crossing and SM's office as detailed in Appendix 'B'. A.1.3 Before granting line clear for a Down train from BDRL or before despatching an Up train to BDRL the Station Master/PANP shall call the attention of the gateman on phone and advise him, the particulars of train with its number, description, direction of movement and probable time of departure from BDRL/PANP. The gateman shall acknowledge the advice by repeating the train number, description, direction etc., and assure on duty SM/PANP that he is ready to close and lock the gates against the road traffic and take off the concerned gate signal in time. The details of trains including the time of advice shall be recorded by the SM on duty and the gateman in the register maintained separately at the station and at the gate lodge for this purpose. A.1.4 Immediately on receipt of out report for a Down train from BDRL or after the departure of an Up train from PANP the Station Master/PANP shall advise the gateman who shall close and secure the gates against the road traffic and take off the concerned gate signal, in time. A.1.5 An emergency key is provided in the gate lodge for the use during the failure of the boom locking key. This key is kept in an RKT, which when removed prevents the clearing of the gate signals. This emergency key shall be extracted by the gateman only after exchanging Private number with the controlling SM. This shall be recorded both at the gate lodge and at the controlling station in the remarks column of the PN exchange register. A.1.6 In case of failure of the LC gate in open condition i.e., due to the failure of lifting barries, gate key etc., the gateman shall immediately inform the on duty station master under the exchange of private number and arrange to protect the gate by means of safety chains with padlocks and stop boards. Trains shall be piloted across the gate by the gateman on hand signals. The gate shall be treated as a non-interlocked gate and the procedures adopted for non-interlocked gate shall be adhered to both by the gateman as well as the controlling SM. A.1.7 In the case of failure of telephone communication between the SM/PANP and the level crossing or when the gateman fails to respond to the telephone calls, the Station Master must adhere to SR 16.03 (iii) (b) (2) (iii), issue Caution Order to all Up stopping trains entering the block section and also advise Station Master/BDRL for the issue of Caution Orders for all Down stopping trains entering the block section vide SR 16.03 (iii) (b) (2) (iii). The loco pilots must observe the instructions contained in SR 16.03 (iii) (b) (2). The Station Master shall advise the TECH.ES/JE/SE/SIG of the section for immediate rectification. The failure of the gateman to attend the telephone call shall be advised to Sr. DEN /SBC. NOTE: 1. Run through trains need not be stopped out of course for the purpose of issue of Caution Orders (SR. 16.03 (iii) (b) (2) (iii). 2. When a train movement is cancelled for which the gateman has already been advised for closure of the gates, the SM/PANP should advise the same to the gateman on duty duly issuing a fresh private number in confirmation of the cancellation of the movement. This PN shall be recorded in the remarks column of the PN exchange register. 3. In case failure of power supply from KPTCL and Inverter at this LC, the gateman shall immediately advice the on duty SM/PANP about the failure of power supply, SM/PANP should also arrange to issue caution orders to GDR of train(s) entering this block section from either end, informing about blank signal. 4. The responsibility of keeping the gates closed and locked against the road traffic for the safe passage of the train without delay lies on the gateman on duty. 5. If any barrier fastening thereof the winch mechanism goes out of order the gatemen shall advise the Station Master on duty who shall, immediately give the message to the concerned official to attend the failure and restore the same. {SR 16.06 (iii) (a) & (b)}. A.2.0 ENGINEERING LEVEL CROSSING GATE NO. 93 AT KM. 115/900-116/000 and NO. 94 AT KM. 116/500-600 (BDRL PANP) A.2.1 These are 'C' class non-interlocked engineering level crossing provided with lifting barriers, situated in Pandavapura - Byadrahalli block section. The normal position of these gates are kept closed and padlocked against the road traffic and the padlock keys are kept with the gateman on duty. The LC gate No.93 at Km. 115/900-116/000 and LC No.94 at km. 116/500-600 are manned from 7.00 Hrs. to 17.00 Hrs only. There will be no gateman from 1700hrs to 0700hrs. Note: When the gatemen of LC No. 93 & 94 breaks off duty at 17.00 hours they shall ensure PN is exchanged with Station Master on duty in confirmation that the gates are kept closed and padlocked against road traffic and the pad lock keys are kept with the gateman off duty. This will be recorded in the PN exchange register maintained at Station and gate lodges. A.2.2 Magneto telephone communication is provided between these level crossing gates and the SM's office as detailed in Appendix 'B'. A.2.3 Before granting line clear for a down train or before despatching an up train, the SM/Pandavapura shall call the attention of the gatemen on phone and advise them the particulars of the train with its number, description and direction of movement and probable time of departure from Pandavapura or from Byadrahalli and communicate individual private number to each gateman on duty. A.2.4 Each gateman on getting the advise must acknowledge by repeating the particulars of the train and ensure that the respective level crossing gates are closed and locked against the road traffic for the passage of the train and communicate individual private number with time as an assurance to that effect to the SM. A.2.5 The private number given by the SM constitutes an assurance that he had informed the gateman about the train movement and the private number given by the gateman constitutes an assurance that the LC gates are in their normal position i.e. kept closed and padlocked against the road traffic. The Private numbers exchanged between the SM and the gateman (with the time and the train particulars), shall be recorded in the private number exchange register specially maintained for this purpose at the station and at the gate lodge. The gateman shall also record the time at which the train actually passed through his gate. A.2.6 Whenever it is required to open the level crossing gate for the passage of road traffic, the gateman on duty 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 permit the gateman to open the LC gate for road traffic duly communicating a private number with time to the gateman. After getting the PN from the SM on duty and before opening the level crossing for allowing the road traffic, the gateman shall fix banner flag during day or hand signal lamp with red light during night in the middle of the track on both sides of the level crossing gate facing towards up and down train directions and shall then open the gate for road traffic and immediately after the passage of the road traffic he shall close the level crossing gate, secure with padlock and keep the padlock key in his personal custody and remove the banner flag/red light and communicate a private number 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 the road traffic. The PN given by the gateman constitutes an assurance that he had closed and secured the gate against the road traffic. The PN shall be recorded along with timings in the concerned PN exchange register maintained both at the gate lodge and at the station. A.2.7 In case of failure of Magneto telephone communication between station and the level crossing or when the gateman fails to respond to the telephone calls, the SM /PANDAVAPURA must adhere to SR 16.03 (iii)(b)(1) and issue caution order for all Up trains entering the block section and also advise the Station master/BYADRAHALLI for issue of caution order for all down trains entering the block section. The loco pilots must observe the instructions contained in SR. 16.03(iii)(b)(2)(i). The SM/PANDAVAPURA shall advise the TECH/ES/JE/SE/SIG., of the section for early rectification of the communication failure. NOTE: To prevent the SM/ BYADRAHALLI from obtaining line clear on the block instrument without the knowledge of SM/ PANDAVAPURA up shunt keys pertaining to PANP BDRL block instrument, shall normally be extracted from the associated EKT and kept under the safe custody of the SM on duty at PANDAVAPURA (SR 16.03 (iii)(a) (iii) Note.3) When a train/shunt movement for which arrangements have been made to close the LC gates against road traffic and private numbers exchanged between the SM on duty and the gateman is cancelled due to any reason, the SM on duty shall advise the gateman accordingly and give him a private number with time in confirmation of the cancellation of the movement. The private number shall be recorded in the remarks column of the Private Number exchange register. A.3.0 TRAFFIC LEVEL CROSSING GATE NO 95 AT KM. 118/900-119/000: A.3.1 This is an interlocked level crossing gate provided with Lifting barriers and is under the control of Station master/Pandavapura. This gate is situated between down starter and Down advanced starter. The gate is manned round the clock by gatemen one in each 8-hour shift as per the continuous roster issued by DPO/SBC. A.3.2 Magneto telecommunication is provided between this level crossing and SM's office as detailed in appendix 'B'. A.3.3 This LC gate is interlocked with Up & Down reception and Down despatch signals and is controlled by G knob 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 G to reverse position. The gateman shall repeat the instructions in acknowledgement, lower the lifting barriers, extract the winch key, insert and turn in the single lever frame. This unlocks the lever. The single lever shall be reversed. This reversal of the single lever locks the booms in the lowered condition and releases the boom-locking key. The boom-locking key shall be inserted and turned in the RKT provided to transmit gate closed indication to SMs panel. A white light appears on the control panel. Then the SM shall clear the concerned reception/ despatch signals or permit any other shunt movements across the LC. After the passage of the train/shunt movement the SM on duty shall turn the G knob to normal. The gate closed CL indication disappears on the SMs panel and the free indication appears on the indicator near the RKT controlling the level crossing gate. The gateman after ensuring the availability of the free indication shall extract the boom-locking key from the RKT. The boom-locking key shall be inserted and turned in the single lever frame to release the lever. The lever shall be normalised. This releases the boom locks and also the winch key. The winch key shall be extracted from the single lever frame and inserted in the winch to operate the handle for opening the gate to road traffic. A.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 shall 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 for the gate is 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 Up and Down reception and down despatch signal, 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.3.10 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. A.4.0 ENGINEERING LEVEL CROSSINGS No. 96 AT KM 120/800-900 between PANP-S A.4.1 This is a non-interlocked C Class Engineering level crossings, provided with lifting barriers, situated in PANP-S block section. The normal position of this gate is kept closed and padlocked against road traffic and the padlock keys are kept with gateman on duty. This gate is manned from 07.00 hours to 17.00 hours. There will be no gateman from 1700hrs to 0700hrs. One gateman will man this LC from 07.00 hours to 17.00 hours under essentially intermittent roster issued by DPO/SBC. This gate is under the control of SE/P.Way/MYA. Note: When the gateman of this LC breaks off duty at 17.00 hours he shall ensure PN is exchanged with Station Master on duty in confirmation that the gate is kept closed and padlocked against road traffic and the pad lock keys are kept with the gateman off duty. This will be recorded in the PN exchange register maintained at Station and gate lodge. A.4.2 Magneto Telephone Communication is provided between this level crossings and PANP station and the bell codes to call the attention of each other shall be used as detailed in appendix B. A.4.3 Before granting line clear for an up train or before despatching a down train, the Station Master/PANP shall call the attention of the gateman on phone and advise him 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 individual Private numbers with time to the gateman on duty. A.4.4 The gateman, on getting the advice must acknowledge the advise by repeating the particulars of train and ensure that the 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 had kept the level crossing gates closed and padlocked against the road traffic for the safe passage of the train and no obstruction at the LC gate. A.4.6 The private numbers exchanged between the station master and the gateman shall be entered in a separate register with time, date and train particulars specially maintained for this purpose, at the station and at the gate lodge. The gateman shall also record the actual time of passage of train through his LC gate. A.4.7 The gateman must whenever it 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 has permitted the Gateman to open the gate for road traffic. The PN given by the Gateman constitutes an assurance that he has 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 the gate fails in the open condition, the gate shall be secured with safety chains and padlocked. Stop boards shall used on both the sides of the road to warn the road traffic. During night Red lamp shall be exhibited on both directions. SM on duty of the controlling station shall be informed of the failure to intimate to the concerned officials for early rectification. A.4.9 When there is failure of Magneto telephone communication between this level crossing gate and the Station or when there is no response from the gateman and when a train is to be passed across the level crossing, the Station Master shall adhere to SR 16.03 (iii) (b) (1) and issue Caution Order to all Down trains entering the block section and also advise Station Master, Shrirangapattana for the 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 private number given by the Station Master shall be recorded in the remarks column of the private number exchange register at the Station and at the gate lodge. APPENDIX B B.1.1 This is a class B station provided with Standard-III Multiple aspect colour light signals with panel interlocking. All the points except Point No. 100, 101, 102 & 103 and signals are operated from the control panel. B.1.2 Up Home Signal at distance of 320.5 meters beyond the Up outermost Point No.1 and Up Distant signal at a distance of 1007 meters from the Up Home signal are provided for the reception of up trains on Road-1, Road-2 and Road-3. B.1.3 Down Home Signal at a distance of 319 metres beyond Down outermost Points No.4 and Down Distant signal at a distance of 1010 metres from the Down home signal are provided for the reception of Down trains on Road-1, Road-2 and Road-3. B.1.4 Calling on signals are provided below the Up and Down Home Signals. B.1.5 Signal post telephones are provided below the calling on signals on both Up and Down Home Signals. B.1.6 Up and Down starters for Road-1, 2 and 3 and Up and Down Advanced starters are provided for the dispatch of Up and Down trains. B.1.7 Goods warning board is provided at a distance of 1400 meters in rear of the Up and down home signals respectively. B.1.8 P markers are provided below Up and Down distant signals. B.1.9 C markers are provided on the stem of Up and Down Home signals below the calling on signal. B.1.10 Board with legend Draw close to Home When it is at ON is provided in rear of Up and Down Home Signals. B.1.11 Crank handle duly interlocked with the signals except Up and Down Advanced Starters is kept in SMs office for operating point machine during failure. B.1.12 All signals are erected on Left Hand Side. B.1.13 Directional type route indicators are provided on the up and down home signals. When the route is set and signal cleared for loop line i.e., Road- 1 or 3 the concerned route indicator will display a row of white lights. Unless the route indicator is lit, the signal will not get cleared for Road-1 or Road-3. But there will not be any display of white lights when the route is set and the signal is cleared for receiving an up or down train on Main line (Road-2).. B.1.14 Up and down shunt keys, which are in electrical key instrument when removed, prevents clearing of up advanced starter No.10 and down advanced starter No.9 respectively. B.1.15 Emergency Gate keys for LC. No. 95 at KM. 118/900- 119/000 is kept in the electrical key contact box at SMs Office for the use during the failure of RKT B.1.16 Siding Keys A and B controlling point Nos. 100 & 103 are kept in EKTs in the panel room which are controlled by knob 7 and 8. B.1.17 Trap indicators for trap point Nos. 101 & 102 are provided for the Hot axle siding. B.1.18 Advanced starter are the last stop signals and they are interlocked with the concerned block instrument. B.1.19 All the points are provided with electrical point machine except siding point No. 100, 101, 102 & 103. B.2.0 CONTROL PANEL: B.2.1 All points and signals are operated from the combined track diagram with control panel installed in the Station House. The panel consists of a console, which provides a clear picture of the track, points and signals over the entire area. Each track circuit is represented by a separate distinct colour. B.2.2 At the bottom of the panel, SM's key, point knobs, 'P' ACK' button, signal knobs and siding control knobs are provided. At the top of the panel, white light indication with counters are provided for route cancellation, emergency manual route release and calling-on signal, white and red light indication for crank handle, indication for filament fusing / signal no aspect. B.2.3 The signal knobs for reception and dispatch signals at either end are coloured RED and point/siding control knob are coloured black with their number engraved in the centre of the knob. B.2.4 (i) The point knob has two positions normal (N) and Reverse (R) and must normally be kept in the normal position. To set the point to the reverse position, the knob must be turned to the (R) position. The point repeat indications are shown near the point knob by means of a GREEN light indicating the (N) position and YELLOW light indicating the (R) position. If the points do not set and lock properly no repeat indication will be available. (ii) In addition to the Normal and Reverse indication near the point knob, there is a White light in between the above indications. The White light indication appears only when the point is free to be operated. B.2.5 (i) The last stop signal knob Nos.9 and 10 and calling on signal knob Nos.5RB and 6RB have two positions, Normal and Reverse and must normally be kept in the Normal position. The signal knob should be turned in the direction shown in the panel for clearing the signal. (ii) The signal knob Nos. 5 controlling Up Home No.5 RA and Down starters 5 SA, 5SB and 5 SC is having three position i.e., R, C and S (Receiving position, Normal position and Sending position). (iii) The signal knob Nos. 6 controlling Down Home signal No.6 RA and Up starter No.6 SA, 6SB and 6 SC is having three positions i.e., R, C and S (Receiving position, Normal position and Sending position). (iv) The signal knobs 5 and 6 must normally be kept in C position and should be turned to S or R position as required. B.2.6 Power acknowledgement button (P ACK) coloured RED is provided on the right hand side bottom of the panel. Instructions for operating the P ACK button are detailed in Para 4.3.4. B.2.7 Crank handle FREE (White light) and LOCKED (red light) indicators are provided on the control panel. B.2.8 White light indication with counters is provided below the legend on the panel for: i)Up calling-on signal ii) Down calling-on signal iii) Route cancellation. Iv) Emergency Manual route release. B.2.9 Setting up of a route is represented by a series of White lights along the route on the panel when the concerned point knobs and signal knobs are operated. The White light appears only when the route is correctly set and locked and all the track circuits are clear. When a particular track is occupied or has failed, a RED indication appears on the concerned track on the panel. B.2.10 The SMs key knob has two positions, Normal and Reverse and must normally be kept in the Reverse position. B.2.11 The control panel is provided with locking arrangements on the left hand side bottom of the panel to prevent any un-authorized operation of the panel. This lock up key must be in the personal custody of the Station Master on duty. The panel should normally be in the locked up position and unlocked only when an operation is required to be performed on the panel. Immediately after each operation, the panel should be locked and the key must be kept in the personal custody of the Station Master on duty. B.2.12 The siding control knob has two position normal N and reverse R and must be normally be kept in the normal N position. To extract the siding key from the RKT this knob shall be turned to R reverse position. A green light indication is provided near the control knob to indicate the siding points are normal. B.2.13 The gate control knob G controlling the LC No.95. at Km. 118/900 119/000 is coloured green and has two position N normal and R reverse position. It shall be normally kept in normal position. Whenever it is required to close the gate for the movement of the train this knob should be turned from N to R. After the movement of the train the knob should be normalised which release the control on the RKT for opening the gate. B.2.14 Voltmeter is provided over the panel to indicate the power supply voltage. B.2.15 The battery charger monitor indication is provided with GREEN LED indicator to show the chargers are ON and in working condition. A RED LED indicator with audio buzzer is provided in the event of failure. Whenever the battery voltage becomes low, a buzzer will sound to alert, and the RED LED appears, the push button provided should be reset to stop the buzzer and the same should be immediately advised to TECH.ES/JE/SE/SIG of the section immediately to avoid failures. B.2.16 Filament fusing / Blanking indication with a buzzer is provided. There will not be any indication in the normal condition. When a signals single filament is fused or a signal is blanked off, a red indication with buzzer alarms the SM on duty. The SM shall press the buzzer, the buzzer stops and the red indication remains stable. The red indication will go to normal only when the defect is attended. The SM shall inform the Section TECH.ES/JE/SE/SIG for attending and restoring the failure. B.3.0 TRACK CIRCUIT: B.3.1 Continuous track circuits are provided between the up and down-home signals and also 4-rail length of calling on signal track in rear of Up and Down home signal, track up to the end of sand hump on Road No. 1 and Over run line on Road No. 3, including the portion covered by the points and crossing, points portion leading to the siding are track circuited. Track circuits prevent the signal which protects the track circuited area, from being taken OFF if the controlling track in advance of the signal is occupied by the train/vehicle or has failed; when occupied/failed indication for a track circuit is available, no attempt must be made to take off the signal pertaining to that route. B.3.2 Failure of track circuits will affect the signals reading over the track circuits and also the points, if any, controlled by the track circuits which have failed. If the failure is noticed before setting up the route, any other available alternate route shall be opted for the train movements. If the point track is not affected, calling-on signals can be taken off. If the movement is necessarily to be made on the route with the track circuits having failed and if the calling-on signal cannot be taken off for that movement, the SM on duty shall ensure that all the points on the route are correctly set as required, clamped and padlocked and the route is clear and free from obstruction before permitting such a movement, authorizing the loco pilot to pass the signal at ON. If the calling-on signal cannot be taken off for that movement, train movements over such a route should be permitted only in accordance with the relevant provisions contained in GRs 3.68 to 3.70 and subsidiary rules there under. The SM on duty shall ensure that no conflicting movements are permitted during failure of track circuits. B.3.3 The reliability of track circuit is considerably affected by the formation of rust or oxidization on the table of the rail. Under such circumstances, a Track Clear indication may be displayed for the concerned track which is actually occupied. Such portion of the track over which there has been no movement for a period of 24 hours should be deemed prone to rust formation and Rusty Rail collars/caps must be placed on the relevant point/signal knobs. B.3.4 Normally, no vehicle should be stabled on a track-circuited line. In emergency, if vehicles are stabled and if the duration of stabling can be gauged in advance to be more than 24 hours, the Station Master on duty shall arrange to advise the TECH.ES/JE/SE/SIG to disconnect track circuits on that line. When the vehicles are removed from the line, the TECH.ES/JE/SE/SIG should again be advised to reconnect the track circuits. After the vehicles are removed from the line, normal working should be resumed to only after obtaining a certification in writing from the TECH.ES/JE/SE/SIG that the feed to the track circuits have been reconnected and are working properly. B.3.5 For the first move after clearing of vehicles, if stabled for more than 24 hours with the track circuits not getting disconnected and reconnected as mentioned above or if there was no movement for 24 hours on a track circuited line, the SM on duty shall not rely on the track indication on the panel, but must physically verify that the line is clear and free from obstruction before permitting train movements. For a second move also, he shall personally ensure the condition of the track like this and if the clear/occupied indications are correctly displayed on all these occasions, he can rely on the track indications for subsequent moves. If the indications are erroneous, the track circuits should be treated as failed RUSTY RAIL collars shall be placed on the relevant point signal knobs and train shall be dealt with strictly according to the relevant provisions contained in GRs 3.68 to 3.70 and subsidiary rules there under.Failure messages should promptly be sent to the TECH.ES/JE/SE/SIG for rectification. The permanent way inspector should also be advised for arranging to clear the table of rails. NOTE: Failure/Suspension of track circuits and certification of normal working by the TECH.ES/JE/ES/SIG must be promptly recorded in the signal failure register. B.4.0 CRANK HANDLE B.4.1 A crank handle welded with E type Heppers key duly interlocked with Up and Down reception and despatch signals, except the Up and down advanced starters is provided in an electrical Key transmitter in the duty SMs office, for hand cranking the points during failures. The interlocking is such that once the crank handle is extracted from the Electrical Key transmitter, Home and concerned Starter signals cannot be cleared. Similarly when any of the signals are cleared the crank handle cannot be extracted from its Electrical Key transmitter. Before extracting the crank handle the SM should ensure that the other working points are set to the required route from the panel, the knob of the point to be cranked shall also be kept in the required position and then only he shall extract the crank handle. B.4.2 In the point machine, lids are provided with lock to secure the keyholes. The lids should be unlocked before inserting the crank handle release lock key and crank handle. The lid key and crank handle release lock key are kept in the glass-fronted box. B.4.3 When the crank handle is properly secured in its Electrical Key Instrument and if it is free to be extracted, a White light indication is displayed near the legend CRANK HANDLE on the control panel. Whenever crank handle extracted the white light indication will disappear on the panel. B.4.4 A push switch is provided near the crank handle. To extract the crank handle the push switch shall be pressed. As soon as the push switch is pressed a deflection will be there in the Electrical Key Instrument. After observing the deflection the Station Master shall turn the crank handle gently in the anti-clock wise direction and extract the crank handle from the Electrical Key Instrument. When the crank handle is extracted the white light indication will disappear on the panel. B.4.5 The interlocking of the crank handle with the crank handle lock key is done in such a way that the crank handle cannot be inserted 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 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 it, remove the crank handle and crank handle lock key and close both the holes by lids and lock the lids by lid key. He shall also ensure that the other end of the points (in case of cross over point) is in the required position. He shall then return to the station and restore the crank handle into the key transmitter. If the correct point indication has appeared on the panel and if everything is all right for the movement of the train, the Station master shall clear the relevant signals If the signal gets cleared the trains can be received in the normal course..If the signals fail to respond, facing and trailing points should be clamped and pad locked before allowing any train/shunt movement over the points. All trains should be dealt with strictly in accordance with the relevant provisions contained in GRs 3.68 to 3.70 and subsidiary rules there under. B.4.8 Whenever the crank handle is utilised to operate a point, necessary entries in the crank handle register should be made promptly with the details like Date, time, train No., Point No., reason, etc. and the TECH.ES/JE/SE/SIG shall be advised immediately to restore normal working early. B.4.9 When the TECH.ES/JE/SE/Sig require the Crank Handle to attend any repair or maintenance work, he shall give 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 crank handle with the point machine lid key, Crank Handle release lock Key of the required points after obtaining the requisite 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 be returned to on duty SM duly inserting the Crank Handle to its normal position in the EKT and ensuring 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 SAFETY CAPS: With a view to ensure safety in working, safety caps are provided under the custody of duty Station Master, which shall be fixed on signal/point knobs, when the line governed by them is occupied or otherwise obstructed. Refer S.R.5.19 (iii)(a)(b) and (c) for different type of safety caps and their use. B.5.0 SETTING OF ROUTE To set the route and to take `off' signal, the duty SM, when everything is alright, shall unlock the panel and after ensuring the `free' indication is available shall keep the point knob in either N or R position, as required and observe the point repeat indication that the points have been correctly set and locked to the required position. Then he shall operate the concerned signal knobs to either R or S position as required. If the track circuit is clear, the signals will clear and a row of white lights (route lights) will appear on the whole length of the route concerned on the panel. As the train enters the concerned track circuits, the respective route (White) lights successively turn to red. As the train leaves the track, the route white lights reappear. After the move has been completed, the concerned signal knob shall be normalised then the route lights get extinguished. B.6.0 ROUTE CANCELLATION B.6.1 Once the signal has been taken off for a movement, the SM on duty must on no account interfere with the concerned signals or point knobs unless the route which has been set is to be cancelled. For cancelling the route SR. 3.36 (ii) must be adhered to. B.6.2 Normally after the signal has been taken off, the route shall not be cancelled . The route cannot be cancelled once a train passes the signals. 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 "Danger" aspect and the route will be cancelled automatically after a lapse of 120 seconds. For all the signals except advanced starter 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 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 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 may be recorded clearly in the route cancellation register. (2)Route cancellation must be done in accordance with the instructions contained in SR. 3.36(ii). 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 & Station Diary specifying the number displayed on the counter while handing over and taking over charge by Station Master. .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 the 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 position 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 In the event of failure of one or more track circuit(s) on the route or during the failure of the Home signals or for the reception of a train on an obstructed line, the calling-on signal can be used. Calling on signals No.5 RB and 6 RB are provided below the Up and Down Home Signal. Boards with legend C are also provided just below the calling-on signals. Before clearing the calling-on signal, the SM shall decide whether it is absolutely necessary to receive the train on that road and that the train can be berthed clear of the Starter Signal. B.8.2 Track circuit No. C 5T and C 6T are provided at the foot of the Up and Down Home signal. 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. B.8.3 After ensuring that the Home signal knob is in its normal position and the required route is set, on the occupation of the calling on track circuit in rear of the Home signal by the approaching train the calling-on knobs 5RB or 6RB shall be operated to its R position. A white light indication is displayed near 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. B.8.4 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.8.5 An entry with details of the date and time of taking OFF of the calling-on signal, train for which it was taken OFF, the number of the reception line, reasons etc., and the numbers displayed by the corresponding counter prior to and after the operation should promptly be made and signed in the calling-on signal register maintained by the SM on duty. Separate portions of the register should be set apart for the Up and Down calling on signals with an appropriate index in the beginning of the register. (v) Release of Route after the Complete Arrival of a Train Received on Calling on Signal. After ensuring the complete arrival of a train received on calling on signal, the SM on duty shall put back the calling-on signal knob to normal. When a train is received by taking off calling on signal, normally the route will get released immediately after the train has arrived well within the fouling mark of the reception line. If a track circuit in advance of the home signal other than the berthing track has failed, the route will get released only after a time lapse of 120 seconds, after putting back calling-on signal to normal. The digital cancellation counter on the control panel will register the cancellation so made by displaying the next higher progressive number, when the cancellation is completed. If the route do not get released after putting back the calling-on signal knob to normal and after the time lapse of 120 seconds it should be intimated immediately to the TECH.ES/SE/JE/SIG. (ii) The SM on duty shall physically verify that the train has arrived complete well within starters/ fouling mark before putting back the calling on signal knob to the normal position. He should not rely on the track indication on the control panel alone for this purpose. (iii) Appropriate entries in the route cancellation register should promptly be made when a calling on signal route is cancelled as said above, specifying the reasons thereof and the number displayed on the cancellation counter before and after the route cancellation. B.9.0 SIGNAL POST TELEPHONE: (SR 3.69 (X): Signal post telephone is provided in a cabinet on the Up and Down Home signal posts with a legend Telephone painted on the box. When the Home Signal has not been taken OFF, the loco pilot of the approaching train shall draw close to the Home Signal and stop and wait for two minutes. If the Home signal/Calling on signal is not taken off, the loco pilot shall go to the post type telephone and rotate the handle/press the push switch of the telephone to call the attention of the Station Master. As soon as the SM acknowledges the call, the loco pilot shall press the cradle and keep it in that condition till he completes the conversation with the SM. The loco pilot should open the flaps on mouthpiece and close them on completion of conversation. The SM shall inform the reason for the delay and the probable time at which the signal will be taken off. If it is due to signal failure/suspension, the duty SM shall set the route correctly, clamp and padlock the points, ensure clearance of reception line and communicate the following message which the loco pilot shall record in his rough journal and pass the signal at ON position duly observing necessary caution. The SM shall record the message in the TSR below the train entry. To the Loco pilot of Train No.________ & description:________________ Owing to the failures/suspension of up/down Home Signal No.________ you are hereby authorized to pass up/down Home Signal No.________ at ON and enter Road numbers _________ at a restricted speed of 15 km/h. Private Number (in figure)-----------in words)______________________________________ NOTE: 1) One long ring shall be used to call each other on signal post telephone. A switch is provided in the glass fronted case in the SMs office to be operated by SM while speaking on the magneto telephone connected to signal post telephone. B.10 - Functions / Description of Knob on the Panel No.of KnobSignal functionDescription of function 1-Point Road-2 and trap Road-1, MYS end.2-Cross over Point Roads-1 & 2, SBC end.3-Cross over Point Roads-2 & 3, MYS end.4-Points Road-2 and trap point Road-3, SBC end.55SA 5SB 5SC 5RADown Starter, Road-2 Down Starter, Road-1 Down Starter, Road-3 Up Home Signal5 RB5 RBCalling-on signal below Up Home Signal.66SA 6SB 6SC 6RAUp Starter, Road-2 Up Starter, Road-1 Up Starter, Road-3 Down Home Signal6 RB6 RBCalling on signal below Down Home signal.77Control on siding points No: 10388Control on siding points No: 10099Down Advanced Starter1010Up advanced starter.GGate control Key. The Distant signals 5RD and 6RD automatically work in conjunction with their respective home signals. B.11 TABLE OF MOVEMENTS: Sl. No.Description of MovementsSM turns KnobsGate KnobPointsSignal1Reception of Up train on: a) Road - 1 (Point 2N) b) Road - 1 (Point 2R) c) Road - 2 d) Road 3 1 1,2 - 3,4 5 RA 5 RA 5 RA 5 RA G G G G2Despatch of Up train from: a) Road - 1 b) Road - 2 c) Road 3 2 - 4 10, 6SB 10, 6SA 10, 6SC - - -3Up train to pass through on: Road - 1 Road - 2 Road - 3  1, 2 - 3, 4 10,6SB,5RA 10,6SA,5RA 10,6SC,5RA G G G4Reception of Down train on: a) Road - 1 b) Road - 2 c) Road - 3 (Point-3N) d) Road- 3 (Point-3R) 1, 2 - 4 3, 4 6 RA 6 RA 6 RA 6 RA G G G G5Despatch of Down train from: a) Road - 1 b) Road - 2 c) Road - 3  1 - 3 9, 5 SB 9, 5 SA 9, 5 SC G G G6Down train to pass through on: Road - 1 Road - 2 Road - 3  1, 2 - 3, 4 9, 5SB,6RA 9, 5SA,6RA 9, 5SC,6RA G G G7Reception of Up train by taking off calling-on signal, on: a) Road - 1 with Point 2 N b) Road - 1 with Point 2 R c) Road - 2 d) Road - 3  1 1, 2 - 3, 4 5RB 5 RB 5 RB 5 RB G G G G8Reception of Down train by taking off calling-on signal, on: a) Road - 1 b) Road - 2 c) Road 3 with point 3 N d) Road 3 with point 3 R 1, 2 - 4 3,4 6 RB 6 RB 6 RB 6 RB G G G G B.12 TELECOMMUNICATION In addition to the block telephone attached to the block instruments, connecting the adjacent block stations the section control telephone; the following Magneto Telephone circuits are also provided at this Station for the use in train passing duties. (a) CIRCUIT NO. 1 SMs Office - 0 (One ring) Point No. 1 - 00 (Two rings) Point No. 4 - 000 (Three rings) (b) CIRCUIT NO. 2 SMs Office - 0 (One ring) LC No. 95 at KM 118/900-119/000 - 00 (Two rings) Station House (Booking Office) - 000 (Three rings) (c) CIRCUIT NO. 3 Panel Room - 0 (One ring) LC No. 92 at KM 114/800-900 - 00 (Two rings) LC No. 93 at KM 115/900-116/000 - 000 (Three rings) LC No. 94 at Km 116/500-600 - 0000 (Four rings) (d) CIRCUIT NO. 4 Panel Room - 0 (One ring) LC No. 96 at KM 120/800-900 - 00 (Two rings) (f) CIRCUIT NO. 5 Panel Room {} 0 (One ring) Up Home signal {} (g) CIRCUIT NO. 6 Panel Room {} 0 (One ring) Down home signal {} C.2.0 The code rings noted against each should be utilized to call the attention of each other. C.3.0 Failure of Magneto telephone communication should be promptly reported to the TECH.ES/JE/SE/SIG. for early rectification. Note: An announciator is provided in the SMs office for the circuit No.1, 2, 3& 4, with a common calling telephone. APPENDIX-C RAKSHA KAVACH N/A APPENDIX D DUTIES OF THE STAFF D.1.0 The Station Master in-charge shall be responsible for: a) Judicious management of the station staff apart from working as Station Master on duty as per the roster issued by DPO/SBC. b) Ensuring the availability of essential equipments. D.2.0 Station Master: 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 that 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, Accident manual 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, obtaining the signature of the guard of the stopping train in the Train Intact Arrival register, in clamping the points during failure, and in keeping the stations essential equipments and the control panel clean and tidy. He shall invariably exchange All right signals for every passing train on off side and perform shunting operations as per the instructions of the Station Master on duty and also carry out any other instructions issued to him by Station Master. D.4.0 Gateman: The gateman at LC No. 95 at KM 118/900-119/000 shall adhere to the instructions issued to him by the duty SM and deal road traffic and train movements efficiently without dislocation. He shall also keep the flange ways clean and without any obstructions. The gate lamps should be lit up and burning brightly during night hours. He shall also watch train movements as per the extant rules and he should stand in front of the gate for every passage of the train watching the safe movement. If he notices that the train is running without Tail board/ Tail lamp or anything unusual he shall report the same to the Station Master on duty. The essential equipments supplied at the LC gates should be kept in good fettle and shall be ready to use in any emergency. D.5.0 The duties mentioned above are not exhaustive. All staff are required to adhere to the relevant duties assigned to them by General Rules, Block Working Manual and Accident Manual 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.DescriptiionMinimum Quantity atSMs OfficeFor LC No.95 1Hand Signal flags3 RED 3 GREEN2 RED 1 GREEN2Hand Signal lamps / tri-colour torch223Detonators20104Safety Chains with padlocks2-5Clamps with Padlocks4-6Skids4-7Line 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 keys2-16Emergency Gate Chain with padlocks-217Stop Boards-218Wall Clock1119Banner Flags with poles-220Tommy Bar-121Staff to fix red light-222Water pot/bucket-123Pouches for shunt keys2-24Fusee-125Equipment list1126Spare chain with padlocks-227Protection Diagram-128Gate lamps-229Whistle-1 The SM shall ensure that the prescribed quantity of the above-mentioned essential equipments is made available at SMs office exclusively for train passing duties APPENDIX - F F RULES FOR WORKING OF DK STATIONS, HALTS, IBH, IBS AND OUTLYING SIDINGS:- Not applicable. APPENDIX - G G RULES FOR WORKING OF TRAINS IN ELECTRIFIED SECTIONS Not applicable. (J. CHANDRASHEKAR) ( P.RAJALINGAM BASU) Divisional Signal & Telecommunication Divisional Operations Manager Engineer/Bangalore Bangalore     PAGE 41 B.63/PANP (J. CHANDRASHEKAR ) ( P. 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