ࡱ> CE>?@AB[ bjbj @ΐΐS///8g/a#####$$$XaZaZaZaZaZaZadqgTZa$$$$$Za##oa$$$$##Xa$$Xa$$V]#`#4/$x[PDaa0a[g$g]g]$$$$$$$$ZaZa$$$$a$$$$g$$$$$$$$$ : 9SOUTH WESTERN RAILWAY BANGALORE DIVISION STATION WORKING Date of issue: 19-12-2008 RULES NO. B 39/ORH Date brought into force: Replaced page No.1 ODDARAHALLI NOTE:- 1. This issue of Station Working Rules supersedes the Station Working Rules No. B. 39/ORH dated: 19-12-2003 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 layout diagram. Rule Diagram No.SBC/RD/ORH/61/ALT:2Signalling Plan NoIPU 1056/ALT-1P. Way Plan NoCN/BNC/TR/208-94/3Layout diagram NoB/ORH/T/1 2.1 GENERAL LOCATION ODDARAHALLI is situated on the Yelahanka Junction Dharmavaram Junction Broad gauge line at a distance of 44.22 Kms from Baiyyappanahalli Junction and at a distance of28.10 km.s from Yelahanka Junction.. This is a Class B station with single line working towards DODBALLAPUR and MAKALIDURGA. This station is provided with two running lines with Platform on Road-1. The office of the Station Master is situated on the Platform of Road-1. The code initials of this Station are ORH. 2.2 BLOCK STATIONS ON EITHER SIDE AND THEIR DISTANCES DODBALLAPUR at a distance of 7.39 Kms on the Yelahanka Junction side and MAKALIDURGA at a Distance of 8.255 Kms on Dharmavaram Junction side are the adjacent block stations. There is no D Class station in the block sections mentioned above. Sl. No.Adjacent Block StationCodeInter Distance.Direction1.MAKALIDURGAMKL8.255 KMSDMM SIDE2.DODBALLAPURDBU7.39 KMSYNK SIDE 2.3 BLOCK SECTION LIMITS ON EITHER SIDE OF THE STATION ON DIFFERENT DIRECTIONS ODDARAHALLI-Dodballapur Block Section commences at the Down Advanced Starter signal No.7 and the ODDARAHALLI-Makalidurga Block Section commences at the Up Advanced Starter signal No.8. 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.ORH-DBUDown Advanced Starter signal No. 7Down Advanced Starter signal No. 7ORH-MKLUp Advanced Starter signal No. 8Up Advanced Starter signal No. 8 2.4 GRADIENTS Sl. No.Direction & LineFrom ( in Metres)To ( in Metres)Inter distance in metresGradientSection1.Down running lineCentre line4604601 in 400 Falling towards YNKStation section2.Down running line4609534931 in 110 Falling towards YNKStation/Block section3.Down running line9531294341LevelBlock section4.Down running line129413981041 in 100 rising towards YNKBlock section5Down running line1398145860LevelBlock section6Down running line145815621041 in 100 Falling towards YNKBlock section7Down running line15621860298LevelBlock section8Down running line1860B/section-1 in 100 rising towards YNKBlock section9Up running lineCentre line6026021 in 400 rising towards DMMStation section10Up running line6027511491 in 107 rising towards DMMStation/Block section11Up running line751924173LevelBlock section12Up running line92411472231 in 150 rising towards DMMBlock section13Up running line11471746599LevelBlock section14Up running line1746B/section-1 in 100 falling towards DMMBlock section 2.5 LAYOUT There are two running lines provided for reception and despatch of both up and down trains. Road-1 is Loop line with Rail level Platform and Road-2 is the Main line. . Replaced Page No.3 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% (73 V+E+IC+7%)718mRL240 mRoad 2Up & Down reception and despatch58 BOXN+2E+BV+5% (73 V+E+IC+7%)718m-- 2.5.2 NON-RUNNING LINES: NIL 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.35 A Class Traffic 45/100-200 ORH Yard Lifting BarriersOpen for road trafficInter lockedProvided 40999 of DEC.062LC No.34 C Class Traffic. 43/800-900 ORH Yard Lifting barriersOpen for road trafficInter lockedProvided 124 of DEC.06NOTE: 1) Refer Appendix "A" for detailed gate working instructions. 2) Station staff shall promptly attend to the telephone call from the gate without fail as any call could also be for reporting any emergency. 3 SYSTEM AND MEANS OF WORKING 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 ODDARAHALLI MAKALIDURGA and ODDARAHALLI - DODBALLAPUR block section are provided in the Station Masters Office. . Block Proving Axle Counters (BPAC) are provided for ORH-MKL & ORH-DBU block sections. The resetting boxes are provided in the station house for use during the failure of Axle counters 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 Replaced Page No.4 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 instrument. (iv) The line clear can be granted or section can be cleared through the block instrument, only when the Home signal and the advanced starter signal pertaining to the block section are in ON position. 3.4 CUSTODY OF KEYS The following keys shall normally be kept in the personal/safe custody of the Station Master on duty. a) SMs key of block instruments. b) SMs key of double key lock on the block instruments. c) Padlock keys of point clamps. d) Padlock keys of safety chains. e) SMs key of the double key lock of the relay room. f) Control panel key. g) Padlock keys of point machine lids and crank handle release lock key. h) Up and Down Shunt keys. i) Keys pertaining to telephones connected to SPT. j) Padlock key of the box containing the Emergency gate key for LC gate No. 34 at Km 43/800-900 and LC No.35 at km.45/100-200 l) Generator room key m) SMs key of the axle counter indication and resetting boxes The above keys except item No. a, f and i shall normally be kept in the glass fronted key case provided in the Station House. The glass-fronted case must always be kept closed locked and the key of the case along with keys referred vide item (a) (f) and (i) shall be kept in the personal custody of the duty Station Master. 4.0 SYSTEM OF SIGNALLING AND INTERLOCKING This station is provided with Standard II-(R) Multiple aspect colour light signals with Distant, Home, Starters and Advanced Starter in each direction. All points and signals are operated from the Control panel provided in Station Masters Office (See Appendix "B for details). 4.1 STANDARD OF INTERLOCKING AND OTHER DETAILS: Refer Para 4 above 4.2 CUSTODY OF RELAY 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 requisite the key from the SM on duty, duly filling in the relevant columns of the Relay Room key register maintained at the Station. The SM on duty shall hand over the key to the TECH.ES/JE/SE/Sig. After the work in the Relay Room is completed, the Room shall be locked with double lock which shall be ensured by Duty Station Master. The key shall be returned to the SM on duty, duly completing the entries in the relay room key register. 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). 4.3 POWER SUPPLY 4.3.1 The normal source of power supply is from Karnataka Power Transmission Corporation Limited. In addition, as an alternate source, inverter and diesel generator are also made available. 4.3.2 A Voltmeter is provided above the control panel in SMs office. This indicates the voltage level of power supply from Karnataka Power Transmission Corporation Limited. Whenever the pointer in the voltmeter is below the RED BAND or no power supply, the SM shall turn the inverter switch from OFF to ON position. This will extend the inverter power supply to the signalling installations. 4.3.3 Even after turning the inverter switch to ON position, if the signals are found blank, the generator should be started. The generator should be operated alternatively during alternative power supply failure. A register should be maintained with relevant entries. 4.3.4 Whenever the Karnataka Power Transmission Corporation Limited supply fails, a red light indication appears near the P.ACK button, and buzzer sounds. SM shall press the P.ACK button to stop the buzzer, however the red light indication remains. Once power supply is resumed (KPTCL OR Generator) once again the buzzer will sound. To stop the buzzer, the SM shall press the P.ACK button. This will stop the buzzer and red light indication also disappears. SM , must change over the switch provided in the generator room from standby to main and then stop the generator. 4.3.5 After the generator is started, SM must changeover the switch provided in the generator room from MAIN to STANDBY only after ensuring that steady voltage is maintained by the generator by observing the voltmeter provided in the generator room to avoid fusing of signal lamps and fuses provided in the electrical installations.. 4.3.6 If the KPTCL supply does not resume within 6 hours, the TECH.ES/SE/JE/SIG of the section must be advised on control phone immediately followed by a message to Sr.DSTE and Sr.DEE /Bangalore. 5 TELECOMMUNICATION Magneto Telephone Communication is provided in addition to block telephones, Railway Auto phone, BSNL phone, control telephone and VHF set as detailed in Appendix "B". 6 SYSTEM OF TRAIN WORKING 6.1 DUTIES OF TRAIN WORKING STAFF Duties of train working Staff are detailed in Appendix- D. 6.1.1 TRAIN WORKING STAFF IN EACH SHIFT One Station Master, two gatemen and One Pointsman will work in each shift according to the roster issued by the Divisional Personnel Officer/Bangalore Division (See Appendix "D" for their duties). 6.1.2 RESPONSIBILITY FOR ASCERTAINING CLEARANCE OF LINES AND ZONES OF RESPONSIBILITY The Station Master on duty is responsible to ensure that the line/route is clear and free from obstruction up to the adequate distance before clearing the reception and/or despatch signals by observing the indications on the Control Panel. During failure, he shall personally ensure this by physical observation of the required length of the track. 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 clamped & padlocked and the padlock key is kept in his personal custody. After any non signalled move has taken place over a point operated by an electric point machine whether in facing or trailing direction, the Station Master on duty shall operate the point for normal and reverse setting for the purpose of testing the points. 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 Station Working Rules in force and give assurance in the prescribed Assurance Register {SR 5.06 (i)}. Replaced Page No.7 6.2 CONDITIONS FOR GRANTING LINE CLEAR The line shall not be considered clear and line clear shall not be allowed to be obtained on the Push Button type Token less Block Instrument by the SM on duty at MAKALIDURGA or DODBALLAPUR station unless: - (i) The whole of the last preceding train has arrived complete and berthed with in the starter signals. (ii) All the relevant signals have been put back to ON behind the said train and ensure that the signal lights are burning bright. Note: In the case of blank signals the SM shall depute the competent Railway servant with hand signals and detonators to the concerned home signal and advise the SM in rear to issue Caution Order to the Loco pilot of an approaching train to be vigilant and stop at the Home signal. Provision contained in SR 3.68 (i) (c) shall be strictly adhered to by both Station Master and the Loco pilot. The line is clear up to the Down Advanced Starter for trains from Dodballapur, and up to the Up Advanced starter for trains from Makalidurga. The concerned block section BPAC should show block section clear indication. If not remedial action shall be taken for resetting the Axle counter as detailed in Annexure-1 6.2.1 ANY SPECIAL CONDITIONS TO BE OBSERVED WHILE RECEIVING OR DESPATCHING A TRAIN 6.2.1.1 SETTING OF POINTS AGAINST BLOCKED LINE 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 point 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 point of obstruction. During the failure of Calling-on signal, in addition to the above, ensure that the calling-on signal knob is turned to reverse while receiving the train on SPT/T 509 to avoid block failure. Station Master shall also personally ensure that all the points over which the train has to pass are correctly set, clamped, padlocked and the padlock keys are kept with the SM on duty. If the train is received on Signal Post Telephone the SM shall ensure that the 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 Train signal register below the entry for that train. ABSTRACT MESSAGE Date: Time: To the Loco pilot of Train NoDescriptionUp/Down You are authorised to pass the up/down home signal Noat 'ON' position cautiously at a speed not exceeding 10 kmph. and come to Road No. (in figures and words) which is obstructed. You shall bring your train to a halt at the facing points leading to the reception line 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 then 3 minutes before the probable departure of the train and despatch signal should be cleared only when the train is ready in all respects. For a run through train despatch and approach signals shall not be taken OFF earlier than 7 minutes, before the probable passage of the train. 6.3 CONDITIONS FOR TAKING 'OFF' APPROACH SIGNALS 6.3.1 The Station Master/ORH on duty before taking OFF the reception signal shall ensure that the line on which the train is to be received is clear and free from obstruction up to the adequate distance as required vide Para 6.3.2. Before taking off down home signal the SM shall ensure that the LC No.35 at km 45/100-200 and LC No.34 at Km 43/800-900 are closed and secured against road traffic and a White light indication is available on the panel near the legend CL as detailed in Appendix A. Before taking off up home signal the SM shall ensure that the LC No.34 at km 43/800-900 is closed and secured against road traffic and white light indication against legend CL as detailed in Appendix A. 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 Up Advanced Starter signal No. 8 with points No. 2 ReversebUp to sand hump with point No.2 Normal2Up Train on Road-2Up to the Up Advanced Starter signal No. 8 with points No. 2 Normal3. .Down Train on Road-1aUp to the Down Advanced Starter signal No. 7 with points No. 1 ReversebUp to sand hump with point No.1 Normal4Down Train on Road-2Up to the Down Advanced Starter signal No. 7with points No. 1 Normal. II. The distance required for clearing the Calling-on signal is up to the point of obstruction on the route or without detecting the points in the signal overlap are reckoned as under:- 1.Up train on Road-1Up to the Starter signal No. 6SB. 2.Up train on Road-2Up to the Starter signal No. 6SA3.Down train on Road-1Up to the Starter signal No. 5SB 4.Down train on Road-2Up to the Starter signal No. 5SA  6.3.3 RESPONSIBILITY OF STATION MASTER FOR RESTORATION OF SIGNALS TO 'ON' Station Master on duty should ensure that signal is put back to ON after the passage of every train as per GR 3.36.i (a) 6.4 SIMULTANEOUS RECEPTION / DESPATCH, CROSSING AND PRECEDENCE OF TRAINS. The signalling arrangements do not permit simultaneous reception of trains, however when a down train is being received on Road-1 with Point No.1 Normal another Down train can be despatched from Road-2.When an up train is being received on Road-1 with Point No.2 Normal another up train can be despatched from Road-2. Crossing of passenger carrying trains: During crossing of two stopping passenger-carrying trains the first arriving train shall be received on Road-1 platform line and second arriving train on Road-2 (Main line). In case of two passenger-carrying trains, if one is not booked to stop at this station, the train booked to stop at the station shall be received first on Road-1 (platform line) and the other train 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. Replaced Page No.10 6.5.2 When the Station Master on duty observes that the train had passed his station without Tail Board/Tail Lamp as the case may be, he should not close the block station till such time the complete arrival of the train has been ensured. 6.5.3 In case of stopping trains, if the train is berthed in such a way that the SM cannot see the Tail Board/Tail lamp, the Guard of the train is responsible for indicating the complete arrival of the train to the SM on duty by waving his arm four times over head from side to side during day and by waving a white light in similar manner during night. The SM on duty shall acknowledge this in the same manner {SR 14.10(ii)}. 6.5.4 If the on duty SM is not able to verify the complete arrival of the train, communication shall be established after due identification with the guard of the train on walkie-talkie and guard shall ensure that the train has arrived safe and complete inside the fouling mark and give a private number along with his name and train number. This shall be recorded by the SM in the train signals register against the entry for the train in the remarks column. The SM on duty shall give his PN in acknowledgement. This PN given by the SM shall be recorded by the guard in his rough journal book. Due to some reason if the duty Station Master is unable to exchange the complete arrival signal with the guard of a stopping train, he shall depute the Competent Railway Servant to obtain the signature of the guard in the Train intact arrival register (T/1410) maintained for this purpose as an assurance for the complete arrival of the train with in the Starter signal before clearing the block section. If there is no guard SM shall personally ensure the complete arrival of train and the clearance of the track [(S.R. 14.10 (iv) (a)]. The concerned block section BPAC should show clear indication, before clearing the section 6.6.0 DESPATCH OF TRAINS 6.6.1 i)When everything is ready to start the train SM on duty shall call the attention of the Station Master/MKL or DBU as the case may be. Advise the particulars of train No., description etc. On receipt of the acknowledgement confirmed by a private number, in the case of down train the SM shall ensure that the Traffic LC No.34 at Km 43/800-900 and in the case of up train the SM shall ensure that the LC No.35 at Km 45/100-200 are closed and secured against road traffic and white light indications are available on the panel near the legend CL, as detailed in Appendix A. ii)Ensure that the despatch route is clear and free from obstruction, set the required route, issue caution order if any to the Loco pilot, ALP and Guard of the train and clear the signals. After ensuring the correct signals are taken off, he shall authorise the train to depart. iii)The OFF aspect of the last stop signal is the authority for the Loco pilot to enter into the concerned Block section. Note: SM shall ensure that the BPAC for the concerned block section is showing clear indication before applying for line clear. If the BPAC does not show clear, necessary action should be taken for resetting the BPAC as indicated in the Annexure-1 (refer rule 7.2.1 of BWM 2006 of SWRly). If the resetting operation of BPAC also fails, it should be treated as block failure and action taken accordingly. 6.7 TRAINS RUNNING THROUGH 6.7.1 The signalling arrangements permit run through of trains on both the roads, but as far as possible run through trains shall be dealt on Road 2 (Main line). 6.7.2 Trains carrying ISMD loads shall normally be dealt with 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 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. Replaced Page No.12 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 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 are allowed to enter the Block Section. (3) Before permitting a trolley/lorry the SM on duty shall obtain a certificate on the trolley/lorry notice itself from the official-in-charge to the effect that the trolley/lorry insulated. 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 7.3 The SM on duty shall see that train/vehicles standing at the station are properly secured so as to prevent them from gaining momentum and rolling down. Vehicles/Wagons should be coupled together and brakes applied. The vehicles should be kept well within the starters. Skids and safety chains should be used for securing the vehicles. 7.4 Before uncoupling one or more wagon/vehicle fitted with roller bearing to be stabled on a running line the hand brakes of all the wagons/vehicles should be applied. Skids should also be used to prevent such vehicle from rolling down. When vehicles are stabled on running lines, the SM on duty shall ensure that the points at either end of the obstructed line are set against the line, clamped and padlocked and the padlock key retained in his personal custody. Instructions contained in SR.5.23 (vii) shall be strictly adhered to. 7.5 When a running line is blocked/obstructed by any vehicle allowed to remain on the line for some length of time, a clear remark in RED ink should be made immediately in the train signal registers indicating the time and the number of the line on which the vehicle is detained. A record of the blocking of the line shall be made in the station diary also. When the obstruction is removed and the running line is clear again, the time at which the vehicle was removed and the running line cleared should be indicated in the Train Signal Register and the Station Diary. Instructions contained in SR.5.23 (v) shall be strictly adhered to. 7.6 i) Whenever a goods train is to be stabled on running line, before detaching the train engine, the Guard of the train shall ensure that the van brake and the hand brakes of at least six vehicles next to brake van are put on. The 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 may detach the engine or permit the engine to be detached from the train. The train must remain braked until the engine is attached to the train again. Instructions contained in GR 4.48 and SRs there under shall be strictly adhered to. iv) Whenever vehicles are stabled in the siding, the SM should ensure that the siding control knob in normal position. The vehicle/s stabled in the siding shall be secured with hand brakes, skids and safety chains. 7.7 While handing/taking over charge, the outgoing/incoming Station Master should promptly record in the Station Diary and TSR the number of the running line(s) obstructed. 7.8 The relevant instructions contained in SR.5.01, GR.5.19 and 5.23 and SRs there under should be strictly adhered to by all staff concerned. 8 SHUNTING 8.1 GENERAL PRECAUTIONS (a) For shunt movement at this station, the duty SM shall give due consideration to the train services in this section and carryout shunt movements by taking off starter signals. The Station Master shall see the shunting of trains or vehicles are carried out only at such time and in such a manner, which will not involve danger. (b) The guard of the train shall supervise all shunting operations involving full trains and stabling of materials/departmental trains. The guard under the instructions of the SM will supervise other shunting. In the absence of the guard, the SM shall supervise shunting. (c) At stations, with grades steeper than 1 in 400 beyond 50 metres of the outermost points, trains should not be drawn up to the last stop signal and held in the steep gradient in order to clear the reception line for giving permission to approach to the following train. No shunting beyond outermost points on the steep gradient side should be allowed unless a locomotive is attached at the lower end of the load from the point of view of gradient. 8.2 Shunting in the face of an approaching train: -Shunting in the face of an approaching train is strictly prohibited at this station. 8.3 Prohibition of shunting, special features if any: - (a) While performing shunting at falling end of the yard, it should be ensured that an engine is attached at the falling side of the gradient to prevent vehicles escaping into the block section. (b) 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 DBU-ORH or ORH-MKL block section {SR. 8.15 (i)}. 8.4.3 BEYOND OPPOSITE FSS To permit shunting beyond the opposing Home Signal, on ORH-DBU or ORH-MKL 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: Not applicable 9 ABNORMAL CONDITIONS THE RULES TO BE OBSERVED IN THE EVENT OF ABNORMAL CONDITIONS: - i. During failure of electrical communication instrument: - Normally the concerned Block Instrument and Telephone attached to block instrument should be used to run trains on absolute block system. During failure, Block working should be done 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. Replaced Page No.16 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 ii. The authority to proceed to enter into the occupied block section in case of obstruction of line or accident etc: -. Break Down Special/Relief train/Engine shall be sent into the Block section on account of obstruction of line or accident etc, by issuing Block ticket to proceed without line clear in form T/A 602. Before preparing this authority the SM shall examine the TSR, Train message books, WTT, Train notice register and Caution order advises and also contact the control and the SM on duty at the other end. 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: - Refer Annexure-1 for details. 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 circuit on that route have failed or when the Home Signal has failed. Before clearing the Calling-on signal, the SM shall decide whether it is absolutely necessary to receive the train on that road, 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 DBU-ORH or ORH-MKL 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 are 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 a Off duty Station Master d. Trolley duly accompanied by a Guard or by a Off duty Station Master e. Diesel car/ Rail motor car/EMU rake after ensuring that all passengers have detrained. 9.1.2 Before despatching the above said Engine/self propelled vehicle in the block section the Station Master on duty shall hand over the Authority for opening of communication during Total Interruption of communication on single line section on Form No. T/B 602. 9.1.3 The Station Master on duty shall clearly advise the Loco pilot and Guard of the train the fact that the communications have failed. The LE/TE etc. has to proceed with an authority on Form T/B 602. On the receipt of the Form T/B 602 the Station Master at the other end shall prepare and send T/F 602 (Conditional Line Clear) through the Loco pilot and issue Conditional Line Clear Ticket (T/G 602 or T/H 602) to the Loco pilot to return back to the starting station. On receipt of T/F 602 the Station Master at the starting end shall issue Conditional Line Clear Ticket (T/G 602 or T/H 602) to the waiting train at his station. If more than one train is to be started the Station Master at starting station shall send T/E 602 along with T/B 602.Trains will continue to work in this manner till the competent authority restores anyone of the means of communications. As soon as anyone of the means of communications has been restored, the Station Master shall exchange message with the Station Master at the other end of the section on Form T/I 602. Detailed instructions contained in SR. 6.02 (ii) shall be strictly adhered to for working trains during total interruption of communications. 9.1.4 Line clear shall not be obtained or given by any one of the means of communication restored, until both the Station Masters are satisfied that all trains and engines etc. despatched from their stations have arrived complete at either station. If any light engine/self propelled vehicle etc is in section with T/B. 602 normal working shall not be resumed until the section is cleared and both the station masters are satisfied under exchange of Private numbers that no light engine/self propelled vehicle or any other vehicle is on the section. 9.1.5 In all the cases of working trains during total interruption of communications, a detailed record of timings of all trains, Engines etc., shall promptly be made in the train Signal Register at the Stations concerned.When the communication for train working is restored, Section Control if working, shall be consulted before arranging further movements. Control shall also be provided with the timings of trains dealt during total interruption of communication. 9.2 TEMPORARY SINGLE LINE WORKING 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 advises and also contact the control and the SM on duty at the other end. Clear instructions shall be issued to the Loco pilot and Guard regarding the nature of obstruction and location of obstruction of engine/BV/First vehicle /last vehicle shall be mentioned as far as known and the station to which the crippled train/engine could be moved to clear the block section. If more relief train/Engine 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. already allowed into the section and other relevant information. Once obstruction is removed and Competent Railway servant certifies the line as fit and safe for the passage of trains, the duty SM shall exchange numbered message and private numbers with his counterpart at the other side to ensure that the block section is clear of all train/vehicles sent into the section and then only restore normal working. All the entries relating to the train dealt on form T/A 602 shall be made in red ink in TSR [Ref. SR. 6.02 (i)] for detailed instructions. 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 and Guard of all stopping trains. Appropriate entries shall be made in the trains signal register regarding its issue against the trains entry. Caution Order register shall be maintained by Duty Station Master separately and entries are brought forward as per extant rules. 10 VISIBILITY TEST OBJECT Any aspect of the Up or 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 is made available exclusively for train passing duties. The Station Master on duty shall be responsible to keep the required number of the essential equipments neat and in good fettle to be used whenever required. 12 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. ii. The names of address of Group D Permanent Way staff who are trained in fog signalling duties shall be painted on the board provided for this purpose near the office of the Station Master on duty. Replaced Page No.20 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 TRAFFIC LEVEL CROSSING GATE NO:35 AT KM.45/ 100-200 (ORH YARD) A.1.1 This level crossing is a `A class interlocked level crossing provided with lifting barrier situated between Up Advanced Starter and Down Home Signal and is normally kept open for road traffic. This gate is manned round the clock by gatemen, one gateman each in 12 Hours a shift as per the roster issued by DPO/SBC. This gate is under the control of SM/ORH. A.1.2 Magneto Telephone Communication between this level crossing and station Master's office is provided. Bell codes to call the attention of each other are detailed in Appendix `B'. A.1.3 This LC is interlocked with Down Home Signal and Up Advanced Starter Signal. The winch, which operates the lifting barriers of LC at km 45/100-200, is provided with winch key normally locked `IN'. When the barriers remain in raised position, the level crossing is opened for road traffic. During night, a white light is exhibited from the top of each gatepost towards the road traffic when level crossing is in the `open to road traffic' position and a red light when level crossing is closed to road traffic. A.1.4 During daytime when the barriers are lowered across the road a red disc on the boom of the barrier and red targets suspended from it warn the road traffic to stop. While the boom comes down across the road, a gong attached to each boom sounds a warning to the road users that the level crossing is being closed. The gongs do not sound when the barriers are lifted. Notice Boards facing the road traffic are erected at either end of the level crossing to warn the traffic to stop when the gongs are sounded. A.1.5 Whenever the barriers are required to be lowered against the road traffic for the reception of a down train or despatch of an up train or for any shunt movement the Station Master shall advise the gateman the particulars of train No. Description, direction of movement, etc., and reverse the G2 knob to lower the lifting barriers against road traffic. A.1.6 The gateman on getting the advise from the Station Master shall lower the lifting barriers and extract the winch key and insert and unlock the single lever frame and reverse the lever which locks the boom in the lowered position and releases the boom locking key from the single lever frame, insert the boom locking key in the RKT provided in gate lodge and turn. A white light indication appear on the concerned legend "CL" marked near the LC on the panel. On observing the white light indication the SMs shall take off the concerned signals. NOTE: Before extracting the boom locking key from the single lever after lowering the booms the gateman shall personally ensure that the booms are locked in lowered position. A.1.7 Immediately after the passage of the train and after signals have been put back to ON' position, the station master shall normalise the gate knob G2 to its normal position and advise gateman at the LC gate. A.1.8 When the gate knob "G2" is normalised a white light indication appears near the RKT in the gate lodge. The gateman on observing the white light indication shall extract the boom locking key from the RKT by pressing the button near it. On pressing the button, there is a deflection in the RKT and the key is free to be extracted. This boom locking key shall be inserted and turned in the single lever frame to unlock the lever. The single lever shall be normalised to release the boom locks. Normalisation of the single lever also releases the winch key. The winch key shall be extracted from the single lever frame and used to unlock the winch. The operating handle shall be used to open the gate for road traffic. A.1.9 Emergency key secured in electrical instrument are kept in the SM's office for use in case the boom locking key cannot be extracted from the RKT to open the gate. The Station Master on duty shall break open the seal of the box, extract the emergency key and send it through a competent railway servant to the gate to use it to open the level crossing gates. Since the key is interlocked with the down reception signal and up advanced starter signal, these signals cannot be taken `off', once the key is extracted. These signals shall be suspended and train service dealt with strictly under the relevant provisions contained in GRs 3.68 to 3.70 and subsidiary rules there under after ensuring that the gates are closed and secured against road traffic. A.1.10 When the emergency key is used, the Station Master 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/JE/SE/SIG. shall be advised to restore the normal working. A.1.11 In case of failure of Magneto Telephone communication or if there is no response from the gateman the Station Master on duty shall depute a competent Railway servant to the level crossing to ensure that the gates are closed and secured against road traffic and exchange All ready signals with the SM on duty. The SM shall then clear the required reception or despatch signal as the case may be after ensuring the CL indication on the panel. NOTE: i) If any vehicle, cattle, etc.,is found trapped between the barriers in the lowered position, the barriers shall be lifted to allow them to escape and the winch key shall not be inserted in the single lever until the level crossing is clear of all obstructions. ii) If the gate fails in the open condition i.e., if due to any defect one or both the barriers cannot be closed across the road traffic the gateman, shall use the emergency chains with RED disc to block the road traffic and secure them by means of padlocks and RED (warning) light must be exhibited from the gate posts during night. Then the gateman shall exchange private number with the Station Master on duty for having chained and locked the level crossing against road traffic and the Station Master shall authorise train movement only after exchanging private number with the gateman for having chained and locked the level crossings. The failure shall be advised to concerned JE/SE/P.way of the section for early rectification. iii) When a train movement for which the gateman has been already advised for the closure of the gates is cancelled, the SM shall advise the cancellation to the gateman duly normalizing the G2 knob. A.1.12 If the gate fails in the closed condition, it shall be reported to the concerned JE/SE/P.Way and Tech.ES/JE/SE/Sig for immediate rectification. A.2.0 TRAFFIC LEVEL CROSSING GATE No. 34 AT KM.43/800-900 (ORH YARD): A.2.1 This is an Interlocked C Class Traffic level crossing provided with lifting barriers and situated between Up Outermost Point and Down Advanced Starter Signal. This gate is normally kept open for road traffic. This gate is manned during 7.00 to 19.00 Hours only as per the roster issued by DPO/SBC . This gate is under the control of SM/ORH A.2.2 Magneto telephone communication is provided between this LC and the duty Station Master office/ORH as detailed in Appendix B. A.2.3 This level crossing gate is interlocked with Up and Down Home signal and Down starter signals A.2.4 The winch, which operates the lifting barriers, is provided with winch key normally locked `IN'. When the barriers remain in raised position, the level crossing is opened for road traffic. During night, a white light is exhibited from the top of each gatepost towards the road traffic when level crossing is in the `open to road traffic' and a red light when level crossing is closed to road traffic. A.2.5 During daytime when the barriers are lowered across the road a red disc on the boom of the barrier and red targets suspended from it warn the road traffic to stop. While the boom comes down across the road, a gong attached to each boom sounds as a warning to the road users that the level crossing is being closed. The gongs do not sound when the barriers are lifted. Notice Boards facing the road traffic are erected at either end of the level crossing to warn the traffic to stop when the gongs are sounded. A.2.6 Whenever the barriers are required to be lowered against the road traffic for the reception of an up train or for the despatch of a down train or for any shunt movement the Station Master shall advise the gateman the particulars of train No. Description, direction of movement, etc., and reverse the G1 knob to lower the lifting barriers against road traffic. A.2.7 The gateman on getting the advise from the Station Master shall lower the lifting barriers and extract the winch key and insert and unlock the single lever frame and reverse the lever which locks the boom in the lowered position and releases the boom locking key from the single lever frame, insert the boom locking key in the RKT provided in gate lodge and turn. A white light indication appear on the concerned legend "CL" marked near the LC on the panel. On observing the white light indication the SMs shall take off the concerned signals. NOTE: Before extracting the boom locking key from the single lever after lowering the booms the gateman shall personally ensure that the booms are locked in lowered position. A.2.8 Immediately after the passage of the train and after signals have been put back to ON' position, the station master shall normalise the gate knob G1 to its normal position and advise gateman at the LC gate. A.2.9 When the gate knob "G1" is normalised a white light indication appears near the RKT in the gate lodge. The gateman on observing the white light indication shall extract the boom locking key from the RKT by pressing the button near it. On pressing the button, there is a deflection in the RKT and the key is free to be extracted. This boom locking key shall be inserted and turned in the single lever frame to unlock the lever. The single lever shall be normalised to release the boom locks. Normalisation of the single lever also releases the winch key. The winch key shall be extracted from the single lever frame and used to unlock the winch. The operating handle shall be used to open the gate for road traffic. A.2.10 Emergency key secured in electrical instrument is kept in the SM's office for use in case the boom locking key cannot be extracted from the RKT to open the gate. The Station Master on duty shall break open the seal of the box, extract the emergency key and send it through a competent railway servant to the gate to use it to open the level crossing gates. Since the key is interlocked with the down reception signal and up starter signals and these signals cannot be taken `off', once the key is extracted. These signals shall be suspended and train service dealt with strictly under the relevant provisions contained in GRs 3.68 to 3.70 and subsidiary rules there under after ensuring that the gates are closed and secured against road traffic. A.2.11 When the emergency key is used, the Station Master 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/JE/SE/SIG. shall be advised to restore the normal working. A.2.12 In case of failure of Magneto Telephone communication or if there is no response from the gateman the Station Master on duty shall depute a competent Railway servant to the level crossing to ensure that the gates are closed and secured against road traffic and exchange All ready signals with the SM on duty. The SM shall then clear the required reception or despatch signal as the case may be after ensuring the CL indication on the panel. NOTE: i) If any vehicle, cattle, etc.,is found trapped between the barriers in the lowered position, the barriers shall be lifted to allow them to escape and the winch key shall not be inserted in the single lever until the level crossing is clear of all obstructions. Replaced Page No.24 ii) If the gate fails in the open condition i.e.,if due to any defect one or both the barriers cannot be closed across the road traffic the gateman, shall use the emergency chains with RED disc to block the road traffic and secure them by means of padlocks and RED (warning) light must be exhibited from the gate posts during night. Then the gateman shall exchange private number with the Station Master on duty for having chained and locked the level crossing against road traffic and the Station Master shall authorise train movement only after exchanging private number with the gateman for having chained and locked the level crossings. The failure shall be advised to concerned JE/SE/P.way of the section for early rectification. iii) When a train movement for which the gateman has been already advised for the closure of the gates is cancelled, the SM shall advise the cancellation to the gateman duly normalizing the G1 knob A.2.13 If the gate fails in the closed condition, it shall be reported to the concerned JE/SE/P.Way and Tech.ES/JE/SE/Sig for immediate rectification. A.2.14 After the completion of the duty, the Gateman shall lower the lifting barriers , extract the winch key, insert and turn it in the single lever frame, reverse the single lever for locking the booms in the lowered condition, extract the boom locking key, insert and turn it in the RKT provided to transmit gate closed indication to the station. The gateman after ensuring that the booms are locked in the lowered condition and after confirming from the SM that the gate closed indication is available, shall lock the gate lodge and then return to the station, handover the padlock key to the SM on duty and sign in the register maintained for this purpose for having secured the gate against road traffic. A.2.15 During Night (from 19.00 Hrs. to 7.00 Hrs) if the gate is to be opened for the road traffic, the Station Master shall depute the centre duty Pointsman/TRH with padlock key to the LC duly ensuring that there is no Train approaching the Station. The Pointsman /TRH shall proceed to the LC, open the gate, and allow the road traffic , then close the LC and secure the gate and return back to the station after ensuring from the . SM that CL indication is available on the panel. APPENDIX B B.1.0 SYSTEM OF SIGNALLING & INTERLOCKING: B.1.1 This is a B Class Station provided with standard II- ( R ) MACL signalling operated from the control panel provided at this station. B.1.2 Up Home signal No.5RA at a distance of 355 metres beyond the up outer most points No.1 and up distant signal with P marker board at a distance of 1003 metres from the up home signal are provided for the reception of up trains on Road-1 or 2. B.1.3 Down Home signal No.6RA at a distance of 547 metres beyond down outermost Point No.2 and Down distant signal with P marker board at a distance of 1011 metres from the down home signal are provided for the reception of down trains on Road-1 or 2. B.1.4 For despatch of train individual starter for Road-1 and 2 and advanced starter are provided on either direction. B.1.5 Up and down shunt keys, interlocked with concerned block instruments are provided in electrical key transmitters. When they are removed they prevent clearing of up and down advanced starters respectively. Replaced Page No.25 B.1.6 Directional type route indicators are provided on up and down home signals. When the route is set and signal is cleared for loop line (Road-1), the route indicator will display a row of white lights. There will not be any display of white light in the route indicator when the route is set and signal is cleared for Main line (Road-2). B.1.7 Goods warning board is provided at a distance of 1600 meters in rear of up and down home signals. B.1.8 P markers are provided below up and down Distant Signals. B.1.9 Crank handle:- A Hand crank is provided at the Station in an electrical key transmitter interlocked with all signals except Up and Down Advanced Starters. This is used for operation of point machine during failures. B.1.10 All the signals are on left hand side. B.1.11 Signal post telephone one each provided at the stem of the up and down-home signals. B.1.12 Calling on signal with C marker plate are provided below the Up and Down home signal. B.1.13 Emergency gate keys for the LC gates No.34 at Km. 43/800-900 and No.35 at km . 45/100-200 are provided in the SM Office for use in the case of failure of RKT. B.1.14 Up and Down advanced Starters are the last stop signals and they are interlocked with the respective block instruments. B.1.15 Board to read with legend Loco pilots to pull up to signal No.6RA and 5RA, if the same is at ON is provided in rear of up and down home signals. B.1.16 Block proving axle counters are provided for ORH-DBU and ORH-MKL block sections. Resetting boxes are provided in SMs office for resetting the axle counter during failure. B.2.0 CONTROL PANEL B.2.1 All points and signals are operated from the combined/track diagram with control panel installed in the Station house. The panel consists of a console, which provides a clear picture of the tracks, points and signals over the entire area. Each track circuit is represented by a separate distinct colour. B.2.2 (a) A Digital counter and a voltmeter to indicate the supplied voltage are provided over the panel. (b) At the bottom of the panel, SMs key, signal knobs, point knobs, and P-ACK button knob are provided. At the top of the panel white light indication for route cancellation counter, calling on signal counter and red & white indication for crank handle are provided. B.2.3 The signal knobs are coloured RED with the number of the signals engraved on the knobs. The point knobs are coloured black with the number of the point engraved on the knobs. B.2.4 (i) The point knob has two positions normal (N) and reverse 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 GREEN light indicating the N position and an yellow light indicating the R position. If the points do not set and lock properly the corresponding indication lamp pertaining to the failed position of the point will continue to flash on the control panel. (ii) In addition to Normal and Reverse repeat indications near the point knob there is a white light in between the above indications. The White light indication appears only when the point is free to be operated. B.2.5 The signal knobs no.7 and 8 and calling on signal knob No.5RB and 6RB have two positions. Normal and Reverse and must normally be kept in the Normal position. The concerned signal knob should be turned in the direction shown on the panel to clear the signal. While dealing a train it should be cleared only after taking Line clear from the block station in advance. B.2.6. The signal knob No5 and 6 controlling home signal No.5RA and 6RA and starters No.5SA & 5SB/6SA & 6SB respectively have 3 positions i.e. S,C and R. (Sending position, Normal (Centre) position and Receiving position). The signal knob No.5 and 6 must normally be kept in the C position and should be turned to S or R position as and when required. B.2.7 The Gate control knob G1 and G2 for controlling LC gate at Km. 43/800-900 and 45/100-200 are coloured green and has two position Normal and reverse position. It will 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 position. B.2.8 Power acknowledgement button (P.ACK) is coloured RED provided on the right hand side bottom of the panel. Instructions for operating (P)ACK button are detailed in para 4.3.4 B.2.9 Crank handle FREE (While light) indications are provided on the control panel. B.2.10 Setting up of a route is represented by a series of white lights along the route in the panel when the concerned point 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.2.11 The control panel is provided with locking arrangements on the left hand side of the panel to prevent any unauthorised operation of the panel. This 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 White light indication with counter is provided below the legend on the panel for :- (i) Up calling-on signal (ii) Down calling on signal (iii) Route cancellation. B.3.0 TRACK CIRCUITS B.3.1 The entire portion of the running lines between the up and down-home signals, upto the end of sand hump, 4 rail lengths of calling on signal track outside the home signals are track circuited. Track circuits prevent the signal, which protects the track-circuited area, from being taken OFF if the controlling tracks in advance of the signal is occupied by a 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 the route. B.3.2 Failure of track circuit 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 tracks are 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, padlocked and the route is clear and free from obstruction before permitting such a movement, authorising the loco pilot to pass the signal at ON. If the calling on signal cannot be taken OFF or if there is no calling on signal for the 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 thereunder. 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 oxidisation on the table of the rails. Under such circumstances a Track clear indication may be displayed on the diagram for a track, which is actually occupied. At least one movement a day must be made on the track circuited portion. If this has not been done, the line on which there was no movement for over 24 hours shall be deemed prone to rust formation and Rusty Rail caps placed on the relevant knobs on the panel. B.3.4 Vehicles should not be stabled on a track-circuited line. When stabling is unavoidable and if the duration of stabling is gauged in advance to be more than 24 hours, the TECH.ES/JE/SE/Sig shall be promptly advised to disconnect the Electrical feed to the track circuits. After removing the stabled vehicles from the line, he shall be advised to reconnect the feed and to issue a certificate in writing that the track circuiting arrangement is safe for normal working. Until this certificate is obtained, Rusty Rail caps shall be placed on the relevant knobs and train movements on that line shall be permitted strictly according to the relevant provisions of GR 3.68 to 3.70 and subsidiary rules there under. B.3.5 If there was no movement or if there was stabling of vehicles for more than 24 hours (without the Electrical feed being disconnected/re-connected) on a line, the SM on duty shall not rely on the track indication for permitting a movement on to that line. He shall ensure the clearance of the track by physical verification. If the track indications (clear/occupied) are correctly displayed for subsequent movement also, track circuit can be taken to be working normally and the indications relied upon for subsequent moves. Otherwise the track circuit shall be treated as failed, the relevant signals suspended and train movement dealt with strictly according to the relevant provisions of GR.3.68 to 3.70 and subsidiary rules there under. Rusty Rail caps shall be placed on the relevant signal knobs and the TECH.ES/JE/SE/SIG advised promptly for immediate rectification. B.3.6 While handing over charge, the SM on duty shall make an entry in the Station Diary marking the time at which the last movement was permitted over the track circuited line. NOTE: 1) Failure/suspension of track circuits and certification of normal working by the TECH.ES/JE/SE/SIG must be promptly recorded in the signal failure register. 2) Failure message 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. 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 working points are set to the required route from the panel 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 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 in to the point machine unless the crank handle lock is unlocked by the crank handle lock release key. B.4.6 If the points fail to set or if the points could not be set from the panel, the duty Station master shall make use of the crank handle to set the points locally. He shall keep the concerned point knob in the required position, extract the relevant crank handle from the electrical key transmitter, take out the crank handle lock 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 in to the key transmitter. If the correct point indication has appeared on the panel and if everything is all right for the movement of the train, the Station master shall clear the relevant signals..If the signals fail to respond, 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 requisition, making necessary entries in the crank handle register and issuing disconnection notice in form S&T/ T.351 to SM on duty specifying the reasons thereof and the point numbers. On receipt of this requisition SM on duty shall give due consideration to train movement and hand over the point machine lid key, Crank Handle release lock Key and Crank Handle location box 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 returned to on duty SM duly inserting the Crank Handle to its normal position at the location and locking the Crank Handle location box and ensure the availability of Crank Handle IN free indication on the panel. The TECH.ES/JE/SE/Sig and SM on duty shall promptly make the relevant entries while taking over/handing over the keys in the Crank Handle register maintained for this purpose at the station. Joint testing of the disconnected gear shall be done by the SM on duty and TECH.ES/JE/SE/Sig for the proper working of the disconnected gear. Then TECH.ES/JE/SE/Sig shall issue reconnection memo to the SM on duty to resume normal working B.4.10 When a crank handle remains with the TECH.ES/JE/SE/SIG, the concerned points on the route over which the movement is required should be treated as failed and the points should be correctly set, clamped, padlocked and the padlock keys are retained in the personal custody of the SM on duty and the TECH.ES/JE/SE/SIG working at the points advised, before permitting any movement over that points. B.4.11 SAFETY CAPS: With view to ensure safety in working safety caps are provided under the custody of duty Station Master, which shall be fixed on signal/point knob, when the line is 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 signal 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 requisite the key from the Station Master on duty, after making relevant entries with the signature in a separate register maintained for this purpose. B.7.2 On completion of the work, the back door of the block instrument shall be closed and locked and the SM's key shall be returned to the Station Master on duty. The SM on duty after being satisfied that the block instrument has been closed and locked with both the keys and is in good working order, shall take over the key and keep it under his personal custody. Necessary entries with signature of SM and the TECH.ES/JE/SE/Sig must be made in the register. B.7.3 The TECH.ES/JE/SE/Sig of the section is authorised to obtain the key from the SM on duty only when :the block section is not occupied by a train and the instrument is in `Line closed' position during normal working of the block instrument OR block working is to be restored after a failure irrespective of the block instrument and occupation of the block section. The SM on duty shall suspend the block instrument for train operation till such time the key is returned to him by the TECH.ES/JE/SE/Sig. NOTE: - Since token-less block instrument is of non-cooperative type, Up & Down shunt keys shall be removed from EKT and normally kept in the glass fronted key case when the block instrument is not in use. B.8.0 CALLING ON SIGNALS: B.8.1 Calling on signals No.5 RB and 6 RB are provided below the Up and Down Home Signal. Boards with legend C is also provided just below the calling-on signals. The calling-on signal is intended to receive a train on an occupied/obstructed road or when one or more track circuit on that route have failed or when the Home Signal has failed. Before clearing the calling-on signal, the SM shall decide whether it is absolutely necessary to receive the train on that road and 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. SM shall ensure that the train has occupied the concerned calling-on signal track and stops, and after ensuring correct setting of the point for the required route, Station Master shall turn the knob 5 RB or 6 RB to clear the calling-on signal. B.8.3 If the calling-on signal cannot be taken off due to failure, train shall be received by means of the Signal Post Telephone provided as detailed in Para B.9, duly ensuring correct setting of points, clamping and padlocking for the required route. B.8.4 (i) Individual knobs are provided to operate the Up and Down calling-on signals. These knobs have two positions N (Normal) and R (Reverse). Numerical counters are provided at the top corners of the panel separately for Up and Down calling-on signals. (ii) In the event of failure of track circuit(s) on the route or the Home signals or for the reception of a train on an obstructed line, the calling-on signal can be used. (iii) After ensuring that the Home signal knob is in its normal position and the required route is set, on the occupation of the calling on track circuit in rear of the Home signal by the approaching train the calling-on knobs should be operated to its R position. A white light indication displayed below the numerical counter of the respective calling on signal. After a lapse of 60 seconds the calling-on signal will assume OFF aspect, the white light indication below the counter gets extinguished and the counter registers the taking off of the calling on signal by displaying the next higher progressive number. (iv) An entry with details of the date and time of taking OFF of the calling-on signal, train for which it was taken OFF, the number of the reception line, reasons etc., and the numbers displayed by the corresponding counter prior to and after the operation should promptly be made and signed in the calling-on signal register maintained by the SM on duty. Separate portions of the register should be set apart for the Up and Down calling on signals with an appropriate index in the beginning of the register. (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. 3) The concerned traffic level crossing shall be closed and secured against road traffic before authorising the reception of a train on Signal Post Telephone. B.10 - Functions / Description of Knob on the Panel Sl.No.Knob No.Signal No.Particulars155 RDUp Distant from DBU255 RBUp Calling on Signal.355 RAUp Home from DBU Road-1 or 2455 SADown Starter Road 2 to DBU555 SBDown Starter Road 1 to DBU666 RDDown Distant from MKL766 RBDown Calling on Signal.866 RADown Home from MKL Road-1 or 2. 966 SAUp Starter Road-2 to MKL. 1066 SBUp Starter Road-1 to MKL1177Down Advanced starter to DBU.1288Up Advanced starter to MKL.  Gate knob:- G1 Control on LC No.34 at Km. 43/800-900 G2 Control on LC No.35 at Km. 45/100-200 FUNCTION - POINT KNOBS 1. Crossover Points Road-1 and Road-2 (YNK end). 2. Crossover Points Road-1 and Road-2 (MKL end). 3 and 4 are spare. B.11 TABLE OF MOVEMENTS: Sl. No.Description of MovementsSM turns KnobsPointsSignal and Gate1Reception of Up train on: a) Road - 1 with point 2 Normal b) Road - 1 with point 2 Reverse c) Road - 2 1 1,2 -  5R G1 5R G1 5R G1 Sl. No.Description of MovementsSM turns KnobsPointsSignal and Gate2Despatch of Up train from: a) Road - 1 Road 2 2 - 8,6SB, G2 8,6SA , G23Up train to pass through on: Road - 1 Road - 2 1,2 -  5RA,8, 6SB, G2,.G1 5RA, 8, 6SA, G2,G14Reception of Down train on: a) Road - 1 with point 1 Normal b) Road - 1 with point 1 Reverse c) Road - 2 2 1,2 -  6RA , G2 6RA , G2 6RA , G25Despatch of Down train from: a) Road - 1 b) Road - 2 1 - 7, 5SB , G1 7, 5SA , G16Down train to pass through on: Road - 1 Road - 2 1,2 - 6RA, 7, 5SB, G1,G2 6RA, 7, 5SA, G1,G27Reception of Up train by taking off calling-on signal, on: a) Road 1 with point 2 normal b) Road 2 with point 2 reverse c) Road - 2 1 1,2 - 5RB, G1 5RB , G1 5RB , G1 8Reception of Down train by taking off calling-on signal, on: a) Road 1 with point 1 normal b) Road 1 with point 1 reverse c) Road - 2 2 1,2 - 6RB, G2 6RB , G2 6RB, G2  B.12 TELECOMMUNICATION In addition to the block telephone attached to the block instruments, connecting the adjacent block stations, Railway Auto phone, BSNL phone, the section control telephone & VHF set; the following Magneto Telephone circuits are also provided at this Station for the use in train passing duties. (a) CIRCUIT NO. 1 SMs Office - 0 (One ring) Point No.1 - 00 (Two rings) Point No.2 - 000 (Three rings) b) CIRCUIT NO. 2 SMs Office {} 0 (One ring) LC NO. 34 at KM 43/800-900 {} (c) CIRCUIT NO. 3 SMs Office {} 0 (One ring) LC No.35 at KM 45/100-200 {} (d) CIRCUIT NO. 4 SMs Office {} 0 (One ring) Down Home Signal {} {} e) SMs Office {} 0 (One ring) Up Home Signal {} The code rings noted against each should be utilized to call the attention of each other.Failure of telephone communication should be promptly reported to the TECH.ES/JE/SE/SIG. for early rectification. APPENDIX-C RAKSHA KAVACH N/A APPENDIX D DUTIES OF THE STAFF D.1.0 The Station Master in-charge shall be responsible for: Judicious management of the station staff apart from working as Station Master on duty as per the roster issued by DPO/SBC. Ensuring the availability of essential equipments. D.2.0 The Station Master on duty is the over all in-charge for train / shunting operations at the station during his duty hours. He shall ensure proper co-operation is maintained by all staff under his control in the respective shift duty, personally operate the control panel, consult control regarding train movements and act according to his instructions, provide timings and other particulars pertaining to the train movements, maintain prescribed registers, caution orders etc., keep necessary isolation as required and adhere to all instructions relevant to him, as laid down in the SWR, GRS, BWM, 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, in clamping the points during failure, and in keeping the stations essential equipments and the control panel clean and tidy. He shall invariably exchange All right signals for every passing train on off side and perform shunting operations as per the instructions of the station Master on duty and also carry out any other instructions issued to him by Station Master. D.4.0 The Gateman He shall be responsible for the prompt opening and closing of the level crossing gates for the passage of the train. He shall also keep the gate lamps lit and ensure that the gate lamp are burning brightly from sunset to sun rise. He shall keep the flange ways clear of obstruction and in good working order. He shall ensure that the gate lodge and premises are always kept clean. He shall stand in front of the LC gate lodge and observe each Train passing through the LC and report to the SM on duty if the LV Board or Tail lamp is not available by the train or if he notices anything unusual and unsafe. 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.Minimum Quantity at SMs OfficeAt Each LC at Km 43/800-900 & 45/100-2001Hand Signal flags3 sets (Red and Green)2 Red 1 Green2Hand Signal lamps223Detonators2010 4Safety Chains with padlocks2- 5Clamps with Padlocks4- 6Skids4- 7Line Block Caps2- 8Line Blocked Caps2- 9Trolley lorry on Line Caps2- 10Rusty Rail Caps2- 11Caution in force boards2- 12Station bell1- 13Fire buckets with Sand2- 14Fire buckets with Water2- 15Padlocks with keys2- 16Pouches for shunt keys2- 17Wall Clock11 18Equipment list1119Fusee-120Banner flags with poles-221Tommy bar-122Water pot / bucket-123Emergency gate chains with padlocks-224Stop Boards-225Staves to fix red lamps-226Whistle-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 Added Page No.39 ANNEXURE-1 INSTRUCTIONS FOR WORKING OF TRAINS AT STATIONS PROVIDED WITH DIGITAL TYPE BLOCK PROVING AXLE COUNTERS GENERAL: Block proving Axle Counters are provided in advance of UP & DOWN Last Stop Signals of the station to monitor the status of the Block Section. Block proving axle counters are used for clearance of Block pertaining to that Block Section. An Axle Counter Indication-cum-Reset Box is provided at the SMs office, one each for each Block Section to indicate the clearance of the concerned Block Section and to facilitate Reset in case of axle counter failure. DESCRIPTION OF THE INDICATIONS/FEATURES ON THE AXLE COUNTER INDICATION-CUM-RESET BOX: FEATURES: SMs Key for authorizing reset operations. Reset Push Button for Resetting Axle Counter. Counter for recording Reset Operation. INDICATIONS: 1.Green Light (Large)ClearIndicate that the Block Section is clear.2.Red Light (Large)Occupied/FailedIndicate that the Block Section is occupied/the BPAC has failed.3.Green Light (Small)Preparatory ResetIndicate that the Axle Counter Resetting operation at both ends is completed.4.Yellow Light (Small)Power ONIndicate that the power supply is available. 3. CUSTODY OF KEYS: The SMs key of Axle Counter indication-cum-reset boxes shall be kept in a separate Glass Fronted case and the key of the glass fronted case shall be under the personal custody of the SM on duty. 4. RESET BUTTON: Reset button is provided in the Reset Box so that whenever the axle counter shows Failed (Red Light-Large) condition, the SM on duty can reset the same to normal after ensuring that the Block Section is clear. Added Page No.40 COUNTER FOR RECORDING RESET OPERATION: Each and every operation of the reset button is counted on a digital counter and shall be recorded in a separate register indicating the movement before and after operation of the reset button as per the following proforma: Sl. No. Date/ Time Train No. after which Axle counter has failed Private Number given to the station in rear/ advance  Private Number received from the station in rear/ advance Counter reading before resetting Counter reading after resettingPrivate number given by the despatch end SM  Train No. dealt after resettingINDICATIONS: Indications are provided in the Axle Counter Indication-cum-Reset Box to show the status of the concerned Block Section. The Clear (Green Light-Large) indication on the concerned Axle Counter Indication Box shall be observed by the SM on duty before obtaining/granting line clear on the relevant Block Section. The Axle Counter Indication-cum-Reset Box displays Clear (Green Light - Large) indication when the Block Section is clear of trains/vehicles and Occupied (Red Light - Large) indication when the Block Section is occupied or Axle Counter pertaining to that section is failed. COMPLETE ARRIVAL OF TRAINS: In case the Axle Counter shows Occupied (Red Light-Large) indication with an Audible warning, even after the complete arrival of the Train, no effort shall be made forcibly to bring the Block Instrument to Line Closed condition. The buzzer shall be acknowledged by normalising the Home Signal Knob. Before initiating action to reset the Axle Counter and permitting the next Train into the Block Section, the SM shall comply with the provisions of GR 14.10 (1) & (2) and satisfy that the train, for which line clear is given, has arrived complete. Once the complete arrival of the train is verified, action can be initiated to reset the axle counter at both ends of the affected section as per the procedure given under Para 8. Note: In addition to observing the clear indication on the Axle Counter for ensuring the complete arrival of train, the existing procedure of ensuring the complete arrival of train by personally verifying the Tail Board/Tail Lamp or by authorized means in terms of SR 14.10 shall continue to be followed. RESETTING PROCEDURE OF AXLE COUNTERS: After ensuring that the Block Section is clear, the Axle Counter shall be reset. The resetting operation shall be resorted to only when there is Occupied (Red Light Large) indication even though the Block section is clear. The following procedure shall be adopted after advising the S&T staff concerned about the failure of the axle counter. Added Page No.41 The SM on duty at the receiving station in which the train has arrived complete shall give a Private Number to the SM at the other end (despatch station) confirming the complete arrival of the train. The SM on duty at the despatch end shall acknowledge the same by communicating a Private Number. The key of the reset box shall then be inserted in the reset box, turned and pressed along with pressing of reset push button by both SMs independently. The reset operation pertaining to Block Section is carried out independently at both ends. Preparatory Reset (Green Light Small) indication, to indicate that the Axle Counter resetting operation is complete, will appear on the Axle Counter Indication-cum-Reset Box at both ends. The counter, provided for recording resetting operation will register next higher number. Necessary entries shall be made in the Block proving Axle Counter Resetting Register maintained for this purpose. Similar entries are made by the SM at the other end of the Block Section also. When the preparatory indication appears, the receiving end Station Master should advise the Station Master at the other end that the block section is being closed. The other end SM shall give a PN to this effect to receiving end Station Master. The receiving end Station Master shall then close the block section by normalising the block instrument. With the preparatory reset indication available at both Stations, the line clear for the next train can be obtained through the block instrument and the LSS can be taken off and the train despatched normally. 8.10 On clearance of the first train after preparatory reset at the receiving station, the axle counter will show Clear indication at both stations and subsequent trains can be normally dealt. 8.11 On arrival of the first train on preparatory reset if the axle counter shows clear indication at both stations all subsequent trains can be dealt normally. However if again the axle counter does not show Clear indication but preparatory indication continues, the block working shall be suspended and S&T officials of the section shall be advised to attend to the failure. 8.12 The entries in TSR shall be made in red ink at both stations whenever line clear has been obtained with the axle counter showing preparatory reset indication. Added Page No.42 8.13 No attempt shall be made to close the block section on arrival of the train on preparatory reset if axle counter is still showing preparatory reset indication, instead of clear indication. FAILURE OF AXLE COUNTER: If Axle Counter does not show Clear (Green Light - Large) indication after clearance of the train on Preparatory Reset, it shall be treated as a failure of Axle Counter. The Block Instrument Working of the concerned Block Section shall remain suspended till S&T staff rectifies the same. During this period Trains shall be dealt as per GR. 14. 13 and closing of Block Section done as per GR.14.10 (1), (2), & (3). and para 6.5 of this SWR. WORKING OF TROLLEY/MOTOR TROLLEY/LORRY ETC: Trolley protection Track Circuit is provided to prevent the operation of axle counter by insulated Trolleys. Motor Trolleys, when required to proceed to adjacent station, shall be issued with necessary Authority to proceed, suspending Block Working. After the motor trolley has cleared the section, the SM on duty shall resume block working for subsequent trains. However, in case the axle counter does not show clear indication after arrival of the Motor Trolley at the adjacent station, resetting of the axle counter shall be done as per Para 8 and Train operations resumed. SHUNTING: Shunting shall be done as per the instructions contained in the Block Working Manual. However, after a Block Back operation is completed, before bringing the Block instrument to Line Closed position, it shall be ensured that the axle counter shows Clear (Green Light - Large) indication.     C.M. No.1 dated 22-02-2010 to SWR No.B.39/ORH dated 19-12-09 applying to Oddarahalli station. B.39/ORH (E.VIJAYA) (J.CHANDRASHEKAR) ( M.C.BADYA NAIK) DY.CSTE/P/BNC DSTE/SBC DOM/SBC C.M. No.1 dated 22-02-2010 to SWR No.B.39/ORH dated 19-12-09 applying to Oddarahalli station. 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