ࡱ> twopqrs[ 4bjbj Aΐΐr+++++???8wS?5MW%W%m%m%m%H&H&H&LLLLLLLCPRJL+H&H&H&H&H&L++m%m%Lt't't'H&d+m%+m%Lt'H&Lt't'nDfIm%?&dHHLM05MI/S'd/SI/S+IH&H&t'H&H&H&H&H&LLt'H&H&H&5MH&H&H&H&/SH&H&H&H&H&H&H&H&H& : 9SOUTH WESTERN RAILWAY BANGALORE DIVISION STATION WORKING Date of issue: 21-5-2012 RULES NO. B 42/GBD Date brought into force: GAURIBIDANUR NOTE:- 1. This issue of Station Working Rules supersedes the Station Working Rules No. B. 42/GBD dated: 21-02-2008 2. The Station Working Rules must be read in conjunction with General Rules, Subsidiary Rules and Block Working Manual. These Rules do not in any way supersede any Rule in the above books. 1.0 STATION WORKING RULE DIAGRAM The enclosed Rule diagram based on Signalling Plan and P. Way Plan shows the signalling features, track circuited portions, names of the adjacent stations, the normal setting of points and other details pertaining to day-to-day working. Complete layout of the station yard, gradients, holding capacity of individual lines, distances of adjacent stations etc. are reproduced from the enclosed layout diagram. Rule Diagram No.SBC/RD/GBD/64/ALT-5Signalling Plan NoIPU 1041/ALT-5P. Way Plan NoB/GBD/21Layout diagram NoB/GBD/T/10 2.1 GENERAL LOCATION GAURIBIDANUR is situated on the BANGALORE CITY-DHARMAVARAM JUNCTION Broad gauge line at a distance of 59.840 Kms. from YELAHANKA JUNCTION. This is a Class B station with single line working towards SOMESHWAR ( SMWA) and VIDURASWATHA (VWA) The code name of this Station is GBD. 2.2 BLOCK STATIONS ON EITHER SIDE AND THEIR DISTANCES SOMESHWAR at a distance of 6.01 Kms on the YELAHANKA JUNCTION side and VIDURSWATHA at a Distance of 6.19 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.VIDURASWATHAVWA6.19KMSDMM SIDE2.SOMESHWARSMWA6.010KMSYNK SIDE 2.3 BLOCK SECTION LIMITS ON EITHER SIDE OF THE STATION ON DIFFERENT DIRECTIONS Between stationsPoint from which the block section commencesPoint at which the block section ends.GBD-SMWADown Advanced Starter signal No. 7Down Advanced Starter signal No. 7GBD-VWAUp Advanced Starter signal No. 8Up Advanced Starter signal No. 8The Station Limits extend from the Up Distant Signal to the Down Distant Signal. 2.4 GRADIENTS Sl. No.Direction & LineFromToInter distance GradientSection1.Up running line Road 1 to 3Centre line540m540m1 in 1000 falling towards VWAStation section 2.Up running line Road1 to 3540m613.20m73.20mLevelStation section3.Up running line613.20m765.20m152m1 in 400 rising towards VWAStation section4.Up running line765.20m1122.50m357.30mLevelStation section5Up running line1122.50m1342.50m220m1 in 100 falling towards VWAStation/Block section6Up running line1342.50B/section-1 in 200 falling towards VWABlock section7Down running line Road 1-3Centre line254m254m1 in 1000 rising towards SMWAStation section8Down running line Road 1-3254m454m200m1 in 150rising towards SMWAStation/Block section9Down running line454m548m94m1 in 250 rising towards SMWABlock section10Down running line548m64395m1 in 150 rising towards SMWABlock section11Down running line 643m733m90m1 in 100 rising towards SMWABlock section 12Down running line 733mBlock section-1 in 150 rising towards SMWABlock section 2.5 LAYOUT There are three running lines provided for reception and despatch of both up and down trains. Road-2 is the Main line. Road-1 & Road-3 are Loop lines and Road-1 is provided with Platform. There is sand hump at DMM end of Road-3 and YNK end of Road 1.. One goods shed siding takes off from Road No. 1 at DMM end with locally worked point No.101.The office of the Station Master is situated on the Platform of Road-1. 2.5.1 RUNNING LINES, DIRECTION OF MOVEMENT & HOLDING CAPACITY IN CSR Running Lines.Direction of Movement.Holding CapacityLength (CSR)Type of PFLength of PFRoad 1Up & Down reception and despatch58 BOXN+2E+BV+5%686mHL540mRoad 2Up & Down reception and despatch58 BOXN+2E+BV+5%686m--Road 3Up & Down reception and despatch58 BOXN+2E+BV+5%686m-- 2.5.2 NON-RUNNING LINES: One goods shed siding with a capacity of 38 vehicles(330 metres) takes off from Road No. 1 at DMM end 2.5.3 ANY SPECIAL FEATURES IN THE LAYOUT: Nil 2.6 LEVEL CROSSINGS LC No. Class Dept.LocationTypeNormal PositionWhether InterlockedProvision of Tele-phoneTVU & DATELC No.41 A Class Engg. 73/000-100 SMWA-GBDLifting BarrierOpen to road trafficInter lockedProvided37105 of Dec.09LC No.44 Spl. Class Traffic. 75/700-800 GBD YardLif.ting barriersOpen to road trafficInterlockedProvided64629 of Dec.09LC No.45 A Class Traffic. 76/600- 700 GBD YardLifting barriersOpen to road trafficInterlockedProvided37698 of Dec.09LC No.46 C Class Engg. 78/100-200 GBD -VWALifting barriersOpen to road trafficNon-InterlockedProvided5881 of Dec.09 NOTE: 1) Refer Appendix "A" for detailed gate working instructions. 2) Station staff shall promptly attend to the telephone call from the gate without fail as any call could also be for reporting any emergency. 3 SYSTEM AND MEANS OF WORKING 3.1 This is a Class B Station and trains are worked under the absolute block system. Push button type single line token less block instruments (Non-Co-operative feature) for GAURIBIDANUR - VIDURASWATHA and GAURIBIDANUR - SOMESHWAR block section are provided in the Station Masters Office. Block Proving Axle Counters (BPAC) are provided for GBD-SMWA & GBD-VWA 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 the SM at the other end who shall repeat the same if he is willing 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 for the block section 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. In addition, the concerned section BPAC should show block section clear indication. 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) Emergency gate keys for LC gate No.45 at Km 76/600-700 and LC No.44 at 75/700-800. k) SMs keys of Axle Counter indication-cum-reset 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 signalling arrangements (Operated from the panel) with distant, Home, Starter and Advanced starter in each direction (See Appendix B for details). All points and signals except siding point No. 100 & 101 are operated from the control panel provided in the SMs Office. Block Proving Axle Counters are provided for GBD-SMWA & GBD-VWA block sections. Axle Counter reset boxes are provided in SMs office. 4.1 STANDARD OF INTERLOCKING AND OTHER DETAILS: Refer Para 4 above 4.2 CUSTODY OF RELAY ROOMKEY AND PROCEDURE FOR ITS HANDING OVER AND TAKING OVER BETWEEN STATION MASTER AND S&T MAINTENANCE STAFF 4.2.1 The Relay Room is provided with a double key lock. One key is to be retained by the Station Master on duty and the other key by the TECH.ES/JE/SE/Sig. 4.2.2 Whenever it is required to open the relay room, the TECH.ES/JE/SE/Sig shall ask for the key from the SM on duty, duly filling in the relevant columns of the Relay Room key register maintained at the Station. The SM on duty shall hand over the key to the TECH.ES/JE/SE/Sig. After the work in the Relay Room is completed, the Room shall be locked with double lock, which shall be ensured by Duty Station Master. The key shall be returned to the SM on duty, duly completing the entries in the relay room key register. 4.2.3 The Relay Room key register shall contain the following columns:- 1) Time and Date of key requisition. 2) Purpose for which the key is required i.e. attending to failure, routine maintenance etc. 3) Whether the work in the relay room will affect the normal working of points, signals, block instruments etc., 4) Signature, name and designation of the TECH.ES/JE/SE/Sig requesting the key. 5) Signature of the SM on duty with time. 6) Time and Date of Returning the key to the SM on duty after locking the room properly with both the keys. 7) Remarks regarding normal working of the points, signals, block instruments etc., 8) Signature, Name and Designation of the TECH.ES/JE/SE/Sig returning the key. 9) Signature of the SM on duty receiving the key with time after duly ensuring that the room is locked properly with both the keys. 10) Remarks. 4.2.4 If an endorsement is made in the Relay Room Key Register by TECH.ES/JE/SE/Sig that the work will affect normal working of points/signals/block working etc., the Station Master shall obtain Form. No. S & T (T/351). from TECH.ES/JE/SE/Sig & the relevant provisions of GR/SR 3.68 to 3.70 are to be followed for train/shunt movements. 4.2.5 When no such endorsement is made, he shall sign in Form S&T/MR and follow the normal procedure for dealing trains. NOTE:-The SM on duty shall not hand over the key to TECH.ES/JE/SE (Sigg) immediately after an accident involving points/signals/interlocking etc., at the station until 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. 4.3.3 This station is provided with integrated power supply system. A Status monitoring panel (SMP) is provided in the Station Masters panel room. This panel has the following audio, Visual alarms. A) Start generator B) Emergency Start generator C) System Shut Down D) Equipment fault / call S & T staff. When the normal EB power supply fails, this system switches over to battery power supply. During prolonged EB failures an alarm is annunciated in the status-monitoring panel (SMP) in the Station Masters panel room. The display may be Start Generator OR Emergency Start Generator OR System shut down based on battery condition Low OR very Low OR battery fully drained out respectively. When the power supply can not be extended, due to the failure of any equipment, the same will be indicated on the system monitoring panel as Equipment fault-call S & T staff. 4.3.3 Functioning of Status monitoring panel:- Sl.No.Alarm/Indication Description.Fault SymptomCorrective action.1Start generatorNeon lamp glows with alarm.Press ACK/RESET push button, Start Generator and press RESET button again.2Emergency start generatorNeon lamp glows with alarm.Press ACK/RESET push button, Start Generator without delay and Press RESET button again.3System shut downNeon lamp glows with alarm.Press ACK/RESET push button, Start Generator immediately and Call S & T staff. 4Equipment fault/ call S & T staffNeon lamp glows with alarm.Press ACK/RESET push button and Call S & T staff . 4.3.4 The generator shall be started when directed by the status monitoring panel or for testing purpose. A register with all details has to be maintained for this purpose. 4.3.5 Whenever the power supply to panel fails, a red light indication appears near the P.ACK button, and buzzer sounds. SM shall press the P.ACK button to stop the buzzer; however the red light indication remains. Once power supply is resumed once again the buzzer will sound. To stop the buzzer, the SM shall press the P.ACK. This will stop the buzzer and red light indication also disappears. 4.3.6 After the generator is started, SM must changeover the switch provided in the generator room from MAIN to STANDBY only after ensuring that steady voltage is maintained by the generator by observing the voltmeter provided in the generator room to avoid fusing of bulbs and fuses in the electrical installations. Whenever power supply from TNEB and generator fails and no light is available in the signal or when the signals are bobbing or flickering the signal should be treated as failed. 4.3.7 If the Karnataka Power Transmission Corporation Limited supply does not resume within 3 hours, the TECH.ES/SE/JE/SIG of the section must be advised on control phone immediately followed by a message to Sr.DSTE and Sr.DEE /Bangalore. 5 TELECOMMUNICATION Magneto Telephone Communication is provided in addition to block telephones, Railway Auto phone, BSNL phone, control telephone and VHF set as detailed in Appendix "B". 6 SYSTEM OF TRAIN WORKING 6.1 DUTIES OF TRAIN WORKING STAFF Duties of train working Staff are detailed in Appendix- D. 6.1.1 TRAIN WORKING STAFF IN EACH SHIFT One Station Master, two gateman and one Points man will work in each shift, according to the roster issued by the Divisional Personnel Officer/Bangalore Division. (See Appendix "D" for their duties). 6.1.2RESPONSIBILITY FOR ASCERTAINING CLEARANCE OF LINES AND ZONES OF RESPONSIBILITY The Station Master on duty is responsible to ensure that the line/route is clear and free from obstruction up to the adequate distance before clearing the reception and/or despatch signals by observing the indications on the Control Panel. During failure, he shall personally ensure this by physical observation of the required length of the track. B Before allowing any non-signalled move, the Station Master should ensure that all the points on the required route should be clamped & padlocked and the padlock key is kept in his personal custody. After any non signalled move has taken place over a point operated by an electric point machine whether in facing or trailing direction, the Station Master on duty shall operate the point for normal and reverse setting for the purpose of testing the points. After the SM has ensured that indications regarding the normal and reverse setting are correctly available and then only further movements may be permitted 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 15 days of consecutive absence or more must go through Station Working Rules in force and give assurance in the prescribed Assurance Register {SR 5.06 (i)}. 6.2 CONDITIONS FOR GRANTING LINE CLEAR The line shall not be considered clear and line clear shall not be granted to the SM on duty at SOMESHWARA or VIDURASWATHA 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 bright. 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 as per SR 3.68(i) (c) to the Driver of approaching train to be vigilant and stop at the Home signal. iii) The line is clear up to the Down Advanced Starter for trains from SOMESHWARA, and up to the Up Advanced starter for trains from VIDURASWATHA. iv)Before advising his willingness to receive an Up train from SOMESHWAR, the SM/ GAURIBIDANUR shall inform the gateman of interlocked engineering LC No.41 at Km. 73/000-100 about the train particulars as detailed in Appendix A. v) Before advising his willingness to receive a down train from VIDURASWATHA, SM/GBD should exchange PN with the gateman of LC No. 46 at km.78/100-200 as detailed in annexure A. Note: 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. Whenever a running line is blocked the safety caps shall be placed on the concerned points knobs after setting the points against the blocked line as per GR.3.38 (2). 6.2.1.2 Reception of train on blocked line: - Whenever trains are being received on an obstructed road/blocked line on calling-on signal the following procedures are to be complied with: If possible intimate the Loco pilot through the SM of the rear station. Ensure that the line is clear and free from obstruction up to the point of obstruction on the intended reception line and the concerned LC is/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 in the direction of approach of the train.. 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. MESSAGE Date: Time: To the Loco pilot of Train NoDescriptionUp/Down You are authorised to pass the up/down home signal Noat 'ON' position cautiously at a speed not exceeding 10 kmph. and come to Road No. (in figures and words) which is obstructed. You shall bring your train to a halt at the facing points leading to the reception line well short of obstruction which ever is approached first and await for hand signal for further movement. My private number is (in figure) .(in words) Note: During the failure of Calling-on signal and SPT and when the train has to be received on an obstructed line, the train shall be piloted by issuing Form T/509 and SM shall ensure that all the points over which the train has to pass are correctly set, clamped, padlocked and padlock keys are kept with him. The closure and securing of the concerned LCs on the reception route shall be ensured before authorising to pass up/down home signal. 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 The Station Master/GBD 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 and also ensure that the LC gates No.44 &45 at Km 75/700-800 and at Km 76/600-700 respectively in the case of an up train and LCNo.45 at km 76/600-700 in the case of down train are closed and locked against road traffic and CL indication is available on the panel as detailed in Appendix A. 6.3.2 Adequate Distance I. Adequate distance required for clearing of Home Signal is reckoned as under: 1.Up Train on Road-1Up to the Up Advanced Starter signal No. 8 with points No. 2 Reverse and 4 normal2Up Train on Road-2Up to the Up Advanced Starter signal No. 8 with points No. 2 Normal,4Normal3. Up Train on Road -3aUp to the Up Advanced Starter signal No. 8 with points No. 4 Reverse bUpto snag dead end from Starter No.6SC with point No.4 normal4DOWN Train on Road-1aUp to the Down Advanced Starter signal No. 7 with points No. 1 ReversebUp to snag dead end from starter No.5SB with points No. 1 Normal 5Down train on Road-2Up to the Up Advanced Starter signal No. 7 with points No. 1 Normal,3 Normal6Down train on Road-3Up to the Up Advanced Starter signal No. 7 with points No. 3 Reverse,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.Up train on Road-3Up to the Starter signal No. 6SC4.Down train on Road-1Up to the Starter signal No. 5SB 5Down train on Road-2Up to the Starter signal No. 5SA 6Down train on Road-3Up to the Starter signal No. 5SC 6.3.3 RESPONSIBILITY OF STATION MASTER FOR RESTORATION OF SIGNALS TO 'ON' Station Master on duty should ensure that signal is put back to ON after the passage of every train as per GR 3.36.i (a) 6.4 SIMULTANEOUS RECEPTION / DESPATCH, CROSSING AND PRECEDENCE OF TRAINS. The signalling arrangements permit the following simultaneous movements of train: - Reception of Up train on Road-3 with Cross over Point No.4 in Normal Position and a Down train on Road-1 with Point No.1 in Normal position. While receiving a Down train on to Road No. 1 with crossover point No. 1 Normal, another Down train can be despatched towards SOMESHWAR from Road 2 or 3. While receiving an Up train on to Road No. 3 with cross over point No. 4 Normal, another Up train can be despatched towards VWA from Road 1 or 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 or 3. In case of passenger carrying trains 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 run through on Road-2 (Main line). 6.5 COMPLETE ARRIVAL OF TRAINS 6.5.1 As Block proving axle counters are provided at this station, Station Master on duty shall ensure the complete arrival of both run through and stopping trains by observing the Block section clear indication in the axle counter indication -cum- resetting box and the track circuits concerned, when Block Proving Axle counters and track circuits from Home signal to fouling mark of the reception line concerned are in working order. If the block section clear indication is not displayed, SM shall not close the block section, and after ensuring complete arrival as detailed below in Para 6.5.2, he shall resort to resetting of the BPAC as detailed in Annexure-1. 6.5.2. During failure of BPAC and / or of the Track circuit concerned, complete arrival of the train shall be ensured as detailed below: i) For Run through trains: By observing the Tail lamp/Tail Board during night / day as the case may be. Note: If he observes that the train has passed the station without Tail Board or Tail lamp, he should not close the block section till such time complete arrival has been ensured. This aspect applies even when BPAC and Track circuits are in working order. ii) For Stopping Trains: 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)}. When Para (a) above is not feasible, by establishing communication on VHF sets with the Guard of the train and after due identification by both, guard shall give a PN along with his name and Train number in token of the complete arrival of the train within the fouling mark to the SM on duty, who shall acknowledge it with a PN. The PN given by the Guard shall be recorded in the TSR remarks column along with the entry for the train. The PN given by the SM shall be entered in the rough journal book by the guard. If due to any reason, SM is unable to ensure complete arrival by any one of the means as mentioned in paras (a),(b) & (c) above, he shall depute a 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 within the fouling mark before clearing the block section. Note: If there is no guard, SM shall personally ensure the complete arrival of the train and the clearance of the track {S.R. 14.10 (iv) (a)}. 6.6.0 DESPATCH OF TRAINS i) When everything is ready to start the train SM on duty shall call the attention of the Station Master/SOMESHWARA or VWA as the case may be and advise the particulars of train. In the case of an up train to VWA the SM shall ensure that the Traffic LC No.45 at Km 76/600-700 is closed, secured against road traffic and CL indication available in panel and PN exchanged with the gateman of LC 46 at km,78/100-200 as detailed in appendix-A. In the case of a Down train towards SOMESHWARA, traffic LC No.44 at Km 75/700-800 is closed, secured against road traffic and CL indication available in panel and the gateman of Engineering LC No.41 at Km 73/000-100 is advised about the train particulars as detailed in Appendix A. ii) On receipt of the acknowledgement confirmed by a private Number (from SM/SOMESHWARA or SM/VWA as the case may be) on duty SM/GBD shall insert Shunt Key in the concerned EKT and set the block instrument to TRAIN GOING TO position. iii) Station Master shall ensure that the despatch route is clear and free from obstruction, the points are set for the required route duly issuing Caution Order if any to the Guard and Driver of the said train and then clear the despatch signal, after ensuring that the correct despatch signals are taken off the Station Master shall authorise the train to depart. iv) The OFF aspect of the last stop signal is the authority for the Loco pilot to enter into the concerned Block section. 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 all the roads (Road-1, 2 and 3). But as far as possible run through train 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). Note: SM shall depute a competent railway staff to the off side for exchanging all right signals for a run through train. 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 points in required position. If a point fails to set properly and if the point cannot be set from the panel, the Station Master on duty must personally ensure the points to the required position by means of the point crank handle as detailed in Para B.4 and clamp the points. The Station Master can operate the signal knobs for the reception or despatch of the train, after duly replacing the crank handle in the electrical key instrument. If the signal fails to respond properly, the Station Master must arrange to pilot the train in accordance with provisions contained in G.Rs 3.68 to 3.70 and the subsidiary rules there under. If the points set correctly in one position and fails to set in the other position, it is possible that there is some obstruction between the stock and the switch rails. By operating the points repeatedly for about three or four times, this obstruction may be removed. If not by deputing a competent railway servant who will do so. Even in spite of this, the point fails to set correctly, then the point crank handle must be used. In the event of failure of a point repeat indication on the panel the following action has to be taken by the duty Station Master. The concerned signal knob shall be operated even if the point repeat indication does not appear. If the signal gets cleared, the train shall be 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 should be received using SPT. (See Para B.9 for details). If the signal post telephone also fails, the SM on duty shall arrange to receive the train on Form T/369 (-3b). Whenever the trains are received on SPT or on Form T/369 (-3b), the SM shall ensure the correct setting of relevant points, clamp and padlock, all the point on which the train will pass and depute a points man/TRH with Form T/369 (-3b) to be delivered at the foot of the concerned Home signal and authorise the Loco pilot to pass the home signal at "ON". Whenever the trains are being piloted through SPT or 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. The Calling on signal knob shall be turned to avoid block failure. 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 on duty 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.All cases of such failures must be reported immediately to the TECH.ES/JE/SE/Sig of the section for immediate rectification duly issuing a message. 6.9 PROVISIONS FOR WORKING OF TROLLEY/MOTOR TROLLEYS/MATERIAL LORRIES: -. 6.9.1 Un-insulated trolley/lorry etc. should not be permitted on the track circuited lines. Whenever a trolley/lorry, is allowed to work the Station Master on duty shall ensure that the track is clear of such vehicles before clearing the signals for a train or before operating the points as the trolley/lorry/motor trolley may fail to actuate the track circuit. 6.9.2 Block instrument working shall be suspended and line clear ticket issued as an authority to proceed, when Trolley/Motor Trolley / Material lorry etc, are required to work in the Block Section. SM at either end of the Block Section can resume Block instrument working after trolley/lorry/motor trolley clear the section. Instructions contained in 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. 7.2.1 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, 2RRoad-33N,4N7.2.2 When all the running lines are blocked, the points shall be set to a line which is likely to suffer least damage. { Refer SR 5.19(v) for details}. 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. 7.6.1 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 brake van and the hand brakes of at least six vehicles next to brake van are put on. The Loco pilot shall ensure the hand brakes of at least six vehicles next to the engine also are put on. If after detaching the engine, the brake van also is to be detached, the Guard shall ensure that the hand brakes of at least six more vehicles are put on before detaching the brake van. In addition, they shall also be secured with safety chains fastened to the rails and padlocked to prevent them from getting out of control and rolling down. The brakes shall not be released until the engine/brake van has been attached to the formation. ii) Before detaching the engine from a train carrying passengers, the hand brakes in the Guard's brake van in rear and in additional brake vans, if any, on the formation, shall be securely screwed down. Hand brakes, if any, provided on any other coaching vehicles like Inspection carriages shall be applied. The wooden wedge/skids supplied shall be placed under farthermost wheels of the formation and safety chain shall also be used to secure the vehicles. iii) The Guard, after satisfying himself that the train is braked as required, shall show "Green" hand signal to the Loco pilot and only on seeing the Guard's signal, the Loco pilot may detach the engine or permit the engine to be detached from the train. The train must remain braked until the engine is attached to the train again. Instructions contained in GR 4.48 and SRs there under shall be strictly adhered to. iv) Whenever vehicles are stabled in the siding, the SM should ensure that the siding control knob in normal position and line blocked cab should be placed on knob no.9. 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. Note: A securing of stabled vehicles register shall be maintained in the following format: Left hand side of the register shall contain the following particulars: DateTimeRoad No.No. of vehicles stabledNo. of hand brakes appliedNo. of skids provided & under which vehiclesNo. of safety chains provided & for which vehicleSignature of shunting staffSignature of the SM Right hand side of the register shall contain the following particulars: DateTimeRoad No.No. of vehicles to be despatchedNo. of hand brakes releasedNo. of skids removedNo. of safety chains removedSignature of shunting staffSignature of the SM 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) As this station is having 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 (VWA side) 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 (VWA 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 of the concerned LC gate 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 out shunting between starter and LSS by taking off the concerned starter & shall issue form T/806 to the Loco Pilot. SM shall extract the shunt key from the concerned block instrument pertaining to the direction of shunting and keep it in his personal custody till shunting is over. 8.4.2 BETWEEN LSS AND OPPOSITE FSS Shunt key along with Form - T/806 shall be handed over to the Loco pilot as an authority to perform shunting between Advanced Starter and the opposite Home Signal on GBD-SMWA or GBD-VWA block section {SR. 8.15 (i)}. 8.4.3 BEYOND OPPOSITE FSS To permit shunting beyond the opposing Home Signal, on GBD-SMWA or GBD-VWA 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 8.4.4.1When 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: -N/A 8.6 Shunting in siding 8.6.1 shunting in the goods siding There is a dead end goods siding, which takes OFF from Road-1 at Point No.101 at DMM end, and the running lines are isolated from this siding by normal setting of Trap Point No.100. Point No.101 is There There is a dead end goods siding, which takes OFF from Road-1 at Point No.101 at DMM end, and the running lines are isolated from this siding by normal setting of Trap Point No.100. Point No.101 is connected with single lever ground frame and provided with electric lever lock, which is controlled by Knob No.9 from the panel. Trap Point is provided with hand plunger key lock and worked on succession key arrangements. Key, A which is controlled by knob No. 9 from the panel, unlocks Point No. 101 and trap point No. 100 is unlocked by key B released from point No. 101 in the reverse position. 8.6.2 For performing shunting on the goods siding the Station Master shall depute the platform duty Pointsman/Trained Hamal/Trained SCP with the padlock key of the ground lever frame to the siding duly briefing the shunting operation to him and the GDR and turn the knob No.9 to the reverse position on the panel to release the control on the single lever ground frame. 8.6.3 The platform duty Pointsman/Trained Hamal/Trained SCP shall unlock the padlock on the single lever frame and after ensuring that the FREE indication has appeared near the ground lever frame, the Pointsman shall operate the lever gently to Reverse position extract key A from the single lever frame, insert the key A in the key lock of the Point No.101 and operate the hand plunger which will release the lock on the points, set the point and extract key B which must be used to unlock the trap Point No.100 and set the trap point to running line. 8.6.4 On completion of movements the Pointsman shall set the Trap Point No.100 to normal extract key B and unlock and set the siding Point No.101 to Normal, extract key A on Point No.101 and insert the same in the single lever frame and then put back the lever to normal, padlock the lever frame. He shall ensure that FREE indication appears and then return to Station and handover the key to the Station Master. The Station Master shall then turn the Knob No.9 to Normal duly ensuring the green indication on the panel. As soon as Knob No.9 is normalised FREE indication will disappear near single lever ground frame. 8.6.5 Once siding point is unlocked and hand plunger is pulled over, the trap point become free and can be set in either position. Hence, the siding (Trap) Point must be secured with cotter and bolt and manned for all movements in the facing direction. If key cannot be released from the points, these pair of points must be set to normal and the Point No.101 should be clamped and padlocked and the padlock keys must be kept in the personal custody of SM on duty, and he should advise the TECH.ES/JE/SE/SIG of the section immediately for rectification. Until the failure is rectified the Station Master is responsible for the correct setting, clamping, padlocking and manning of the points for all movements in the facing direction and he shall adhere to the provision of GRS 3.68 to 3.70 and SRs there under for reception of trains on Road-1. NOTE: 1.The shunt movements toward goods siding should be done with Engine Pushing Only 2.Once siding key is extracted its prevents the clearing of signal on Road No. 1. 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 & BSNL phones. 5. Mobile phones. 6. Control Telephone. 7. VHF sets. NOTE: - (1). When 4th to 7th type communication is used, Identification sheets should be used, or cross checking of last three private numbers issued to concerned station is to be done to identify the correctness of the station. If the station is identified correctly an endorsement shall be made on the PLCT regarding the ID sheet numbers or cross checking of the PNs. Under this circumstance the issue of caution order shall be dispensed with and trains can run at normal speed. (2). If the station could not be identified through ID sheets or cross-checking of PNs, a caution order shall be issued restricting the speed to 15 KMPH during day and 10 KMPH 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 for normal running time from the station in rear, The Station Master at the station in advance shall Immediately advise the station in rear and the Control of this fact. The Station Masters at either end of the block section shall also send one of the traffic staff out on the block section to fetch information about the whereabouts and condition of the delayed train and nature of assistance, if any required. iv. Failure of Intermediate Block Stop Signal at ON: - N/A. v. Failure of Axle Counter Block/BPAC: - Refer Annexure-1 for details. vi. Failure of MTRC: - N/A. ( 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 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 and clamping, 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 locked for permitting train/shunt movements over the points. vii. Whenever the crank handle is utilized to operate a point, necessary entries in the crank handle register should be made promptly and the TECH.ES/JE/SE/SIG advised immediately to restore normal working. (Refer Para B.4 for other details regarding Crank handle operation) ( c ) CERTIFICATION OF CLEARANCE OF TRACK BEFORE CALLING-ON SIGNAL OPERATION IS INITIATED The Calling-on signals below Home signals are intended to receive a train on an occupied/obstructed line 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 ensure that it is absolutely necessary to receive the train on that line, 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) for rectification of the fault, SM on duty should restore the normal working. The entries in failure register to be done with message to the Section Controller 9.1 TOTAL FAILURE OF COMMUNICATION In the event of Total interruption of communication occurring between GBD-SMWA or GBD-VWA stations i.e. when line clear cannot be obtained by any one of the following means stated in order of preference namely. 1. Block Instrument. 2. Telephone attached to block instrument. 3. Station to Station fixed telephone. 4. Railway Auto phones & BSNL phones. 5. Mobile phones. 6. Control Telephone. 7. VHF sets. 9.1.1 The Station Master on duty shall open communication by sending an engine or any self-propelled vehicle as detailed in Para (2) of SR. 6.02 (ii). The order of preference is given below. a. Light Engine b. Train engine after it is detached from the train . c. Motor trolley/ Tower wagon duly accompanied by a Guard or by a Off duty Station Master d. Trolley duly accompanied by a Guard or by a Off duty Station Master e. Diesel car/ Rail motor car/EMU rake after ensuring that all passengers have detrained. 9.1.2 Before despatching the above said Engine/self propelled vehicle in the block section the Station Master on duty shall hand over the Authority for opening of communication during Total Interruption of communication on single line section on Form No. T/B 602. 9.1.3 The Station Master on duty shall clearly advise the Loco pilot and Guard of the train the fact that the communications have failed. The LE/TE etc. has to proceed with an authority on Form T/B 602. On the receipt of the Form T/B 602 the Station Master at the other end shall prepare and send T/F 602 (Conditional Line Clear) through the Loco pilot and issue Conditional Line Clear Ticket (T/G 602 or T/H 602) to the Loco pilot to return back to the starting station. On receipt of T/F 602 the Station Master at the starting end shall issue Conditional Line Clear Ticket (T/G 602 or T/H 602) to the waiting train at his station. If more than one train is to be started the Station Master at starting station shall send T/E 602 along with T/B 602.Trains will continue to work in this manner till the competent authority restores anyone of the means of communications. As soon as anyone of the means of communications has been restored, the Station Master shall exchange message with the Station Master at the other end of the section on Form T/I 602. Detailed instructions contained in SR. 6.02 (ii) shall be strictly adhered to for working trains during total interruption of communications. 9.1.4 Line clear shall not be obtained or given by any one of the means of communication restored, until both the Station Masters are satisfied that all trains and engines etc. despatched from their stations have arrived complete at either station. If any light engine/self propelled vehicle etc is in section with T/B. 602 normal working shall not be resumed until the section is cleared and both the station masters are satisfied under exchange of Private numbers that no light engine/self propelled vehicle or any other vehicle is on the section. 9.1.5 In all the cases of working trains during total interruption of communications, a detailed record of timings of all trains, Engines etc., shall promptly be made in the train Signal Register at the Stations concerned. When the communication for train working is restored, Section Control if working, shall be consulted before arranging further movements. Control shall also be provided with the timings of trains dealt during total interruption of communication. 9.2 TEMPORARY SINGLE LINE WORKING 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, ALP 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 Starter of Road-1 during day or night shall constitute the visibility test object . During thick or foggy or tempestuous weather or dust storm, impairing visibility when the Station Master finds it difficult or impossible to see the position of one or more of the signals concerned, he shall not give Line clear until he has advised, by telephone, the Station Master of the Station in rear, of the conditions prevailing and has instructed him to issue Caution Orders to the Loco Pilots of all trains to stop at the first Stop signal and observe its aspect and if favorable, then proceed at a restricted speed of 10 kilometres an hour, and has received his acknowledgement. 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. LIST OF APPENDICES:- Appendix AWorking Of Level Crossing GatesAppendix BSystem of Signalling and interlocking and communication arrangements at the station.Appendix CAnti collision device(Raksha Kavach).Appendix DDuties of train passing staff 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 sectionsAnnexure-1Instructions for the working of BPAC APPENDIX A WORKING OF LEVEL CROSSING GATES A.1.0 ENGINEERING LEVEL CROSSING GATE No.41 AT KM.73/000-100: (BETWEEN GBD-SMWA): A.1.1 This is an interlocked A Class Engineering level crossings situated between SMWA-GBD block sections under the control of Engineering Department (SE/P.WAY/HUP) provided with lifting barriers. This gate is normally kept open for road traffic and the padlock keys are kept with gateman on duty. This gate is manned round the clock by a gateman, one gateman each in 12 hours shift as per the EI roster issued by DPO/SBC. A.1.2 Magneto telephone communication is provided between this LC and the duty Station Master office/GBD as detailed in Appendix B.12. A.1.3 Before granting line clear for an Up train from SMWA or before despatching a Down train to SMWA, the Station Master/GBD shall call the attention of the gateman on phone and advise him, the particulars of train with its number, description, direction of movement and probable time of departure from SOMESHWAR/GBD. The gateman shall acknowledge the advice by repeating the train number, description, direction etc., and assure on duty SM/GBD that he is ready to close and lock the gates against the road traffic and take off the concerned gate signal in time. The details of trains including the time of advice shall be recorded by the SM on duty and the gateman in the register maintained separately at the station and at the gate lodge for this purpose. A.1.4 Immediately on receipt of out report for an Up train from SOMESHWAR or after the departure of a Down train from GBD the Station Master/GBD shall advise the gateman who shall close and secure the gates against the road traffic and take off the concerned gate signal, in time. A.1.5 In the case of failure of telephone communication between the SM/GBD and the level crossing or when the gateman fails to respond to the telephone calls, the Station Master must adhere to SR 16.03 (iii) (b) (2) (iii), issue Caution Order to all Down stopping trains entering the block section and also advise Station Master/SOMESHWAR for the issue of Caution Orders for all Up stopping trains entering the block section vide SR 16.03 (iii) (b) (2) (iii). The drivers must observe the instructions contained in SR 16.03 (iii) (b) (2). The Station Master shall advise the TECH.ES/JE/SE/SIG of the section for immediate rectification. The failure of the gateman to attend the telephone call shall be advised to Sr. DEN /SBC. A.1.6 Whenever the emergency gate key is required to be extracted, during the failure of the boom-locking key, to open the gate for road traffic, it shall be done so only under the exchange of PN with the controlling stationmaster. A.1.7 Whenever the gate fails in the open condition, the trains shall be piloted past the gate on hand signals by the gateman on duty, duly securing and padlocking the gate, with safety chains with stop boards. During this period the gate shall be treated as a non-interlocked gate and Private numbers shall be exchanged as for the non-interlocked gates with the controlling stationmaster for every movement. NOTE: 1. Run through trains need not be stopped out of course for the purpose of issue of Caution Orders (SR. 16.03 (iii) (b) (2) (iii). 2. When a train movement is cancelled for which the gateman had been advised for closure of the gates, the SM/GBD should advise the same to the gateman on duty duly issuing a fresh private number in confirmation of the cancellation of the movement. This PN shall be recorded in the remarks column of the Train movement register. 3. In case failure of power supply from KPTCL and Inverter at this LC, the gateman shall immediately advice the on duty SM/GBD about the failure of power supply, SM/GBD should also arrange to issue caution orders to GDR of a train(s) entering this block section from either end, informing about blank signal. 4. The responsibility of keeping the gates closed and locked against the road traffic for the safe passage of the train without delay lies on the gateman on duty. 5. If any barrier fastening thereof the winch mechanism goes out of order the gatemen shall advise the Station Master on duty, immediately give the message to the concerned official to attend the failure and restore the same. {SR 16.06 (iii) (a) & (b)}. A.2.0 TRAFFIC LEVEL CROSSING GATE NO.44 AT 75/700-800: GBD YARD A.2.1 This is an interlocked 'SPL' class traffic level crossing at the SMWA end of the yard. This level crossing is manned round the clock by gatemen, one gateman each in 12 hours shift under the E.I roster issued by the DPO/SBC. This LC is under the control of Station master/GBD. A.2.2 Magneto telecommunication is provided between this level crossing and SM's office as detailed in appendix 'B.12'. A.2.3 This level crossing is provided with lifting barriers and interlocked with up reception and Down despatch signals. This gate is controlled by the gate Knob G on the panel. A.2.4 This level crossing gate shall normally be kept open for the road traffic. The SM on duty shall advise the gateman on telephone whenever it is necessary to close and lock the gates against road traffic for the passage of train. A.2.5 The winch, which operates the lifting barriers of LC 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 gate post 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.2.6 During daytime when the barriers are lowered across the road a red disc on the boom of the barrier and red targets suspended from it warn the road traffic to stop. While the boom comes down across the road, a gong attached to each boom gives bell as a warning to the road users that the level crossing is about to be closed. The gongs do not sound when the barriers are lifted. Notice Boards facing the road traffic are erected at either end of the level crossing to warn the traffic to stop when the gongs are sounded. A.2.7 Before taking off Up home signal or down despatch signal or allowing any shunt movement across the LC the Station Master on duty shall advise the Gate man the particulars of the train with its number, description, direction of movement, probable time, and then turn the LC Control knob G to Reverse position. This causes the hooter to sound at the gate. A.2.8 The Gate man on getting the advise from the Station Master on duty, shall acknowledge the same, lower the lifting barriers, extract the winch key, insert and unlock the boom lock lever of the single ground lever frame, reverse the same lever which locks the boom in the lowered position and releases the boom locking key from this lever, then insert this boom locking key in the Heppers Instrument and give gate closed indication to the Station Master. This stops the hooter and the gate closed indication appears near the CL" mark near the LC legend on the panel. On observing the white light indication the SM 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.2.9 Immediately after the passage of the train and after signals have been put back to ON position, the stationmaster shall normalise the Gate Control knob G on the panel and advice the Gateman. A.2.10 When the " Gate Control knob G " is normalised a white light (free) indication appears near the RKT. The Gate man on observing the white light indication shall extract the boom locking key and then unlock the single lever frame with boom locking key, normalise the lever, then extract the winch key and use the winch key to unlock the winch, operate the winch to open the LC for the road traffic. A.2.11 An emergency key secured in electrical instrument is kept at the SM's office for use in case the boom-locking key cannot be extracted from the lock on the lever to open the gate. The SM on duty shall break open the seal of the box, extract the emergency key and arrange to use it to open the level crossing gates. Since the key is interlocked with the Up reception signal and Down despatch signals, these signals cannot be taken Off, once the key is extracted. These signals shall be suspended and train services dealt strictly under the relevant provisions contained in GR 3.68 to 3.70 and subsidiary rules there under, duly ensuring that the gates are closed and secured against road traffic. A.2.12 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.2.13 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 staff to the level crossing to ensure that the gates are closed and secured against road traffic and gate control `G' is transmitted as detailed in this Appendix A, before permitting any train movement. During failure of communication and interlocking the competent railway servant deputed to the level crossing shall close and secure the gate against road traffic and then exchange All Ready signal with the SM on duty, who shall then arrange for reception/despatch/shunting. NOTE: - a) When a train / Shunt movement for which lifting barriers of LC gate have been kept closed is cancelled due to any reason the SM on duty shall immediately advise the same to the Gate man on duty, duly normalising the Gate Control knob G. 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. c) 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 stop boards to block the road traffic and secure them by means of padlocks and RED (warning) light must be exhibited from the gateposts during night. Then the gateman shall inform the Station Master on duty for having chained and locked the level crossing against road traffic and the Station Master shall authorize train movement only after exchanging private number with the Gate man for having chained and locked the level crossings without any obstruction to rail traffic. The same will be advised to concerned JE/SE/P. Way for early rectification. A.3.0 Traffic level crossing gate No.45 at km.76/600-700 at GBD yard. A.3.1 This is an interlocked 'A' class traffic level crossing at the SMWA end of the yard. This level crossing is manned round the clock by gatemen, one gateman each in 12 hours shift under the Essentially intermittent roster issued by the DPO/SBC. This LC is under the control of Station master/GBD A.3.2 Magneto telecommunication is provided between this level crossing and SM's office as detailed in appendix 'B.12'. A.3.3 This level crossing is provided with lifting barriers and interlocked with Down reception and Up despatch signals. This gate is controlled by the gate Knob G1 on the panel. A.3.4 This level crossing gate shall normally be kept open for the road traffic. The SM on duty shall advise the gateman on telephone whenever it is necessary to close and lock the gates against road traffic for the passage of train. A.3.5 The winch, which operates the lifting barriers of LC 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 gate post 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.3.6 During daytime when the barriers are lowered across the road a red disc on the boom of the barrier and red targets suspended from it warn the road traffic to stop. While the boom comes down across the road, a gong attached to each boom gives bell as a warning to the road users that the level crossing is about to be closed. The gongs do not sound when the barriers are lifted. Notice Boards facing the road traffic are erected at either end of the level crossing to warn the traffic to stop when the gongs are sounded. A.3.7 Before taking off Down home signal or up despatch signal or allowing any shunt movement across the LC the Station Master on duty shall advise the Gate man the particulars of the train with its number, description, direction of movement, probable time, and then turn the LC Control knob G1 to Reverse position. A.3.8 The Gate man on getting the advise from the Station Master on duty, shall acknowledge the same, lower the lifting barriers, extract the winch key, insert and unlock the boom lock lever of the single ground lever frame, reverse the same lever which locks the boom in the lowered position and releases the boom locking key from this lever, then insert this boom locking key in the Heppers Instrument and give gate closed indication to the Station Master. The gate-closed indication appears near the CL" mark near the LC legend on the panel. On observing the white light indication the SM 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.3.9 Immediately after the passage of the train and after signals have been put back to ON position, the stationmaster shall normalise the Gate Control knob G 1 on the panel and advice the Gateman. A.3.10 When the " Gate Control knob G1 " is normalised a white light (free) indication appears near the RKT. The Gate man on observing the white light indication shall extract the boom locking key and then unlock the single lever frame with boom locking key, normalise the lever, then extract the winch key and use the winch key to unlock the winch, operate the winch to open the LC for the road traffic. The gateman shall always operate the single lever gently. A.3.11 An emergency key secured in electrical instrument is kept at the SM's office for use in case the boom-locking key cannot be extracted from the lock on the lever to open the gate. The SM on duty shall break open the seal of the box, extract the emergency key and arrange to use it to open the level crossing gates. Since the key is interlocked with the Up & Down reception signal and Up despatch signals, these signals cannot be taken Off, once the key is extracted. These signals shall be suspended and train services dealt strictly under the relevant provisions contained in GR 3.68 to 3.70 and subsidiary rules there under, duly ensuring that the gates are closed and secured against road traffic. A.3.12 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.3.13 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 staff to the level crossing to ensure that the gates are closed and secured against road traffic and gate control `G' is transmitted as detailed in this Appendix A, before permitting any train movement. During failure of communication and interlocking the competent railway servant deputed to the level crossing shall close and secure the gate against road traffic and then exchange All Ready signal with the SM on duty, who shall then arrange for reception/despatch/shunting. NOTE: - a) When a train / Shunt movement for which lifting barriers of LC gate have been kept closed is cancelled due to any reason the SM on duty shall immediately advise the same to the Gate man on duty, duly normalising the Gate Control knob G1. 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. c) 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 stop boards to block the road traffic and secure them by means of padlocks and RED (warning) light must be exhibited from the gateposts during night. Then the gateman shall inform the Station Master on duty for having chained and locked the level crossing against road traffic and the Station Master shall authorize train movement only after exchanging private number with the Gate man for having chained and locked the level crossings without any obstruction to rail traffic. The same will be advised to concerned JE/SE/P. Way for early rectification. A.4.0 Engineering non-interlocked LC No.46 at km.78/100-200 between GBD-VWA. A.4.1 This is a 'C' class non interlocked engineering level crossing provided with lifting barriers, situated in GBD-VWA block section. The normal position of this gate is kept closed and padlocked against the road traffic and the padlock keys are kept with the gateman on duty. These gates are manned round the clock by gateman, one gateman each in 12 hours shift under essentially intermittent roster issued by DPO/SBC. This LC is under the control of SE/P.Way/YNK. A.4.2 Magneto telephone communication is provided between this level crossing gate and the SM's office as detailed in Appendix 'B'. A.4.3 Before granting line clear to SM/VWA for a Down train or before despatching an Up train, the SM/GBD shall call the attention of the gateman on phone and advise the particulars of the train with its number, description and direction of movement and probable time of departure from VWA or from GBD and communicate a private number with time to the gateman on duty. A.4.4 The gateman on getting the advice must acknowledge by repeating the particulars of the train and ensure that the level crossing gate is closed and locked against the road traffic for the passage of the train and communicate his private number duly pronouncing his L.C. No. with time as an assurance to that effect to the SM. A.4.5 The private number given by the SM constitutes an assurance that he had informed the gateman about the train movement and the private number given by the gateman constitutes an assurance that the LC gate is in its normal position i.e. kept closed and padlocked against the road traffic. The Private numbers exchanged between the SM and the gateman (with the time and the train particulars), shall be recorded in the private number exchange register specially maintained for this purpose at the station and at the gate lodges. The gatemen shall also record the time at which the train actually passed through their gate. A.4.6 Whenever it is required to open the level crossing gates for the passage of road traffic, the gate man on duty shall ascertain from SM on duty on phone regarding movement of train. The SM on duty, if there is no train to enter into the block section, the train which has already entered the block section has passed the gate and if it is safe to open the gate, shall permit the gate man to open the LC gate for road traffic by giving a private number with time to the gate man. After getting the PN from SM on duty, before opening the LC gate for road traffic the gate man shall fix a banner flag during day or hand signal lamp with red light during night in the middle of track on either side of the gate, facing towards Up and Down direction and shall then open the gate for road traffic. Immediately after the passage of road traffic, he shall close and lock the gate against road traffic, keep the keys in his personal custody remove the banner flag / red light and give his PN with time to the SM on duty. The PN given by SM constitute an assurance that he had permitted the gateman to open the gate for road traffic. The PN given by the gateman constitutes an assurance that he had closed and secured the gate against road traffic. The PNs shall be recorded in red ink along with timings in the concerned Train signal register and PN exchange register maintained at station and the gate lodge. A.4.7 In case of failure of telephone communication between station and the level crossing or when the gateman fails to respond to the telephone calls, the SM/GBD{SR 16.03 (iii)(b)(1) (i)} to issue caution order to all Up trains entering the block section and also advise Station master/VWA to issue caution order for all Down trains entering the block section {SR 16.03 (iii)(b)(1) (ii)} The Loco pilots must observe the instructions contained in SR. 16.03(iii)(b)(2)(i). The SM/GBD shall advise the TECH.ES/JE/SE/SIG for early rectification. A.4.8 Any damage to the gate shall be reported to the SE/P.Way/HUP for immediate attention and rectification. Till it is restored the emergency gate chains with stop boards shall be used for the train movement. NOTE: 1.When a train/shunt movement for which arrangements have been made to close the LC gates against road traffic and private numbers exchanged between the SM on duty and the gateman is cancelled due to any reason, the SM on duty shall advise the gateman accordingly and give him a private number in confirmation of the cancellation of the movement. The Private Number shall be recorded in the remarks column against the train entry both at the station and at the gate lodge. 2. To prevent SM/VWA from taking line clear on the block instrument without the knowledge of the SM/GBD shunt keys pertaining to GBD/VWA block instrument shall normally be extracted from the associated EKT and kept under the safe custody of the SM on duty at GBD{SR 16.03 (iii) (a) (iii) Note-3}. 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 308 metres beyond the up outer most points No.1 and up distant signal with P marker board at a distance of 1009 metres from the up home signal are provided for the reception of up trains on Road-1, 2 or 3. B.1.3 Down Home signal No.6RA at a distance of 440 metres beyond down outermost Point No.4 and Down distant signal with P marker board at a distance of 1005 metres from the down home signal are provided for the reception of down trains on Road-1, 2 or 3. B.1.4 For despatch of train individual starter for Road-1, 2 and 3 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 transmitter when removed prevents clearing of up and down advanced starter signals respectively. BPACs for both the block sections are provided & resetting boxes are provided in the station house. 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 Road-1 & 3 (Loop Lines) 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 Road-2 (Main line). 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 Crank handle: - A Hand crank is provided at the Station in a electrical key transmitter interlocked with all signals except Up and Down Advanced Starters. This is used for operation of point machine during failures. B.1.9 All the signals are on left hand side except signal No.6 SB and 5 SC, which are on right hand side. B.1.10 All Points are provided with electrically operated point machine except point No. 101 and trap point No.100 for siding. B.1.11 Trap indicator is provided for the Trap Point No.100 B.1.12 Signal post telephone one each provided at the stem of the up and down-home signals. Calling-on signal with C marker plate is also provided below the HOME SIGNALS. B.1.13 Up and Down advanced Starters are the last stop signal and they are interlocked with the respective block instrument. B.1.14 Board to read with legend Drivers to pull up to signal No. 5 RA or 6 RA (as the case may be) if it is at on is provided in rear of concerned Home Signal. B.1.15 P marker are provided below Up and Down distant signal. B.1.16 Key A controlling the point No. 101 is kept at station and controlled by Knob No. 9 from the panel. Padlocking arrangement is provided for the controlling lever and the key is kept under the custody of the Station Master on duty. B.1.17 Emergency gate key for L.C. Gate at KM 75/700-800 and 76/600-700 is provided in an electrical key contact box in Station Masters office during the failure of electrical lever locks. 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 At the bottom of the panel, SMs key, signal knobs, point knobs, Siding knob and P-ACK button knob are provided. B.2.3 The signal knobs are coloured RED with the number of the signals engraved in the centre. The point knobs and the siding knobs are coloured black with the number of the point engraved in the centre. The gate control knob is coloured green with letter G engraved in the centre provided on the panel near LC. B.2.4 (i) The point knob has two positions normal N and reverse R and must normally be kept in the normal position. To set the point to the reverse position, the knob must be turned to the R position. The point repeat indications are shown near the point knob by means of 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 will not be displayed on the 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 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 through Block Instrument from the block station in advance. B.2.6. The signal knob No5 and 6 controlling home signal No.5R and 6R and starters No.5SB, 5SA, 5SC and 6SA, 6SB, 6SC 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 Counters for Up calling on signal, Down calling on signal, route cancellation and emergency route release for calling-on signal are provided on the panel 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 B.8. B.2.9 Crank handle FREE (White light) indications is provided near the CHR legend on the 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 A Voltmeter is provided over the panel to indicate mains supply voltage. B.2.13 The siding control knob No.9 has two positions; N & R and this knob should be kept in N position normally. To release the control on single lever ground frame controlling the siding, the Control knob must be turned to R position. A green light indication is provided near the Knob No.9 to indicate the normal position of the single lever ground frame-controlling the siding point No.100 which is also in the normal position. B.2.14 Battery charger voltage monitor. The battery charger monitor indication is provided with GREEN LED indicator to show the chargers are ON and in working condition. A RED LED indicator with audio buzzer is provided in the event of failure. Whenever the battery voltage becomes low, a buzzer will sound to alert, and the RED LED appears, the push button provided should be reset to stop the buzzer and the same should be immediately advised to TECH.ES/JE/SE/SIG of the section immediately to avoid failures. B.2.15 All signals have been provided with LED lamps and failure of the lamps shall be intimated to TECH.ES/JE/SE/SIG for replacing the lamp early. B.3.0 TRACK CIRCUITS B.3.1 The entire portion of the running lines between Up and Down HOME SIGNALS, 4 rail lengths of calling-on track in rear of the HOME SIGNALS, and track up to the end of sand hump including the portion covered by the points and crossing and points portion leading to the siding are also track circuited. B.3.2 Failure of track circuits will affect the signal reading over the track circuits and also the points if any controlled by the track circuit which has failed. If the failure is noticed before setting the route, any other available alternate route should be opted for the train movement. If the point track is not affected, calling on signal can be taken off. If the movement is necessarily be made on the route with track circuit having failed and if the Calling-on Signal cannot be taken off for that movement over such route shall be permitted only in accordance with the relevant provisions contained in GR 3.68 to 370 and SR there under. The Station Master 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 For the first move after clearing of vehicles, if stabled for more than 24 hours with the track circuits not getting disconnected and reconnected as mentioned above or if there was no movement for 24 hours on a track circuited line, the SM on duty shall not rely on the track indication on the panel, but must physically verify that the line is clear and free from obstruction before permitting train movements. For a second move also, he shall personally ensure the condition of the track like this and if the clear/occupied indications are correctly displayed on all these occasions, he can rely on the track indications for subsequent moves. If the indications are erroneous, the track circuits should be treated as failed RUSTY RAIL collars shall be placed on the relevant point signal knobs and train shall be dealt with strictly according to the relevant provisions contained in GRs 3.68 to 3.70 and subsidiary rules there under. Failure messages should promptly be sent to the TECH.ES/JE/SE/SIG for rectification. The permanent way inspector should also be advised for arranging to clear the table of rails. B.3.6 While handing over charge, the SM on duty shall make an entry in the Station Diary marking the time at which the last movement was permitted over the track circuited line. B.3.7 Failure/Suspension of track circuits and certification of normal working by TECH.ES/JE/SE/Sig, must be promptly recorded in the signal failure register. B.3.8 Failure messages should be promptly be sent to the Tech.ES/JE/SE/Sig. Of the section 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 on a separate board in the duty SMs office, for hand cranking the points during failures. The interlocking is such that once the crank handle is extracted from the, Electrical Key transmitter, Home and concerned Starter signals cannot be cleared. Similarly when any of the signals are cleared the crank handle cannot be extracted from its Electrical Key transmitter. Before extracting the Crank Handle, the SM on duty shall ensure that the working points are set to the required route by operating 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 CRANK HANDLE BOARD. Whenever crank handle is extracted the white light indication will disappear on the board. 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 crank handle board. 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 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, 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 signal gets cleared, clamping of points is not necessary .If the signals fail to respond, the points lying on that route 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 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 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) If 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 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 ensure that 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. (i) After ensuring the complete arrival of a train received on calling on signal, the SM on duty shall put back the calling-on signal knob to normal. When a train is being 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 above said, 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 number _________ 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 magneto telephone with ringing facility is provided in SMs office connected to a annunciator for speaking with the loco pilot. B.10 - Functions / Description of Knob on the Panel Sl.No.Knob No.Signal No.Particulars155 RDUp Distant from SMWA.255 RAUp Home from SMWA Road-1, 2 or 335RB5RBUp Calling On Signal455 SADown Starter Road 2 to SMWA.555 SBDown Starter Road 1 to SMWA.655 SCDown Starter Road 3 to SMWA.766 RDDown Distant from VWA.866 RADown Home from VWA Road-1, 2 or 3. 96RB6RBDown Calling on signal1066 SAUp Starter Road-2 to VWA1166 SBUp Starter Road-1 to VWA1266 SCUp Starter Road-3 to VWA1377Down Advanced starter to SMWA1488Up Advanced starter to VWA. FUNCTION - POINT KNOBS Knob No. Controls 1. Crossover Points Road-1& Road-2 (SMWA end). 2. Points Road-2 and Trap point Road-1 (VWA end). 3. Points Road-2 and trap point Road-3 (SMWA end). 4. Crossover Points Road-2 and Road-3 (VWA end). 9. Knob controlling the single lever ground frame. Near Point No.101 G. Control on LC at Km 75/700-800 G1. Control on LC at Km 76/600-700 B.11 TABLE OF MOVEMENTS: Sl. No.SM turns KnobsPointsSignalGate1Reception of Up train on: a) Road - 1 b) Road - 2 c) Road 3 (Point 4 N) d) Road 3 (Point 4 R) 1,2 - 3 3,4 5 R 5 R 5 R 5 R G,G1 G,G1 G,G1 G,G12Despatch of Up train from: a) Road - 1 b) Road - 2 c) Road 3 2 - 4 8, 6SB 8, 6SA 8, 6SC G1 G1 G13Up train to pass through on: a) Road - 1 b) Road - 2 c) Road 3 1,2 - 3,4 8,6SB,5R 8,6SA,5R 8,6SC,5R G,G1 G,G1 G,G14Reception of Down train on: a) Road - 1 (Point 1 N) b) Road - 1 (Point 1 R) c) Road - 2 d) Road - 3 2 1,2 - 3,4 6 R 6 R 6 R 6 R G1 G1,G G1 G15Despatch of Down train from: a) Road - 1 b) Road - 2 c) Road - 3 1 - 3 7, 5SB 7, 5SA 7, 5SC G G G6Down train to pass through on: a) Road - 1 b) Road - 2 c) Road 3 1,2 - 3,4 7,5SB,6R 7,5SA,6R 7,5SC,6R G,G1 G,G1 G,G17Reception of Up train by taking off calling-on signal, on: a) Road - 1 b) Road - 2 c) Road 3 1 - 3 5RB 5RB 5RB G G G8Reception of Down train by taking off calling-on signal, on: a) Road - 1 b) Road - 2 c) Road - 3 2 - 4 6RB 6RB 6RB G1 G1 G1 B.12 TELECOMMUNICATION Block telephone attached to the block instruments, connecting the adjacent block stations the section control telephone; the following Magneto Telephone circuits are also provided at this Station for the use in train passing duties. (a) CIRCUIT NO. 1 SMs Office 0 (One ring) Up top point 00 (Two rings) Down top point 000 (Three rings) (b) CIRCUIT NO.2 SMs Office 0 (One ring) LC Gate No.45 @ Km 76/600-700 00 (Two rings) LC Gate No.44 @ Km 75/700-800 000 (Three rings) (c) CIRCUIT NO.3 SMs Office {} 0 (One ring) LC Gate No.41 @ Km 73/000-100 {} 00 (Two rings) (d) CIRCUIT NO.5 SMs Office {} 0 (One ring) LC Gate No.46 @ Km 78/100-200 {} 00 (Two rings) (d) CIRCUIT NO.6 SMs Office {} 0 (One ring) to call each other Up SPT (e) CIRCUIT NO.7 SMs Office {} 0 (One ring) to call each other Down SPT {} The code rings noted against each should be utilized to call the attention of each other. APPENDIX D 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 Mannual and other instructions issued from time to time through circulars. D.3.0 Pointsman / TRH / Trained SCP: He shall clean the points regularly, assist the Duty Station Master in issuing Caution Order/Memos in piloting train, in clamping the points during failure, and in keeping the stations essential equipments and the control panel clean and tidy. He shall invariably exchange All right signals for every passing train on off side and perform shunting operations as per the instructions of the station Master on duty and also carry out any other instructions issued to him by Station Master. D.4.0 Gateman: The gateman at LC No.44 at KM 75/700-800 and LC No.45 at km. 76/600-700 shall adhere to the instructions issued to him by the duty SM and deal road traffic and train movements efficiently without dislocation. He shall also keep the flange ways clean and without any obstructions. The gate lamps should be lit up and burning brightly during night hours. He shall also watch train movements as per the extant rules and he should stand in front of the gate for every passage of the train watching the safe movement, if tail board/Tail lamp is not available in the train or he notice anything unusual he shall report the same to the SM on duty. The essential equipments supplied at the LC gates should be kept in good fettle and shall be ready to use in any emergency. D.5.0 The duties mentioned above are not exhaustive. All staff are required to adhere to the relevant duties assigned to them by General Rules, Block Working Manual and Accident Manual and the instructions issued from time to time by the Divisional Officers/Supervisors with all promptitude and prudence with a view to achieve better result in safe and efficient transportation. APPENDIX - E E. LIST OF ESSENTIAL EQUIPMENTS PROVIDED AT THE STATION Sl. NoMinimum Quantity at SMs OfficeLC No. 44 and 45 (each)1Hand Signal flags3 sets (Red and Green)2 Red 1 Green2Hand Signal lamps333Detonators2010 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 list1119Banner flags with poles - 220Tommy bar -121Water pot / bucket -122Emergency gate chains with padlocks -223Stop Boards -224Poles to fix red lamps -2 The SM shall ensure that the prescribed quantities of the above-mentioned essential equipment are available at SMs office & at the gate exclusively for train passing duties APPENDIX - F F RULES FOR WORKING OF DK STATIONS, HALTS, IDH, IBS AND OUTLYING SIDINGS:- Not applicable. APPENDIX - G G RULES FOR WORKING OF TRAINS IN ELECTRIFIED SECTIONS Not applicable. 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 SMs key box and the key of the glass fronted SMs key box 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 occupied/ Failed (Red Light-Large) condition, the SM on duty can reset the same to normal after ensuring that the Block Section is clear. 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 For closing back section from receiving end SMPrivate Number For closing back section from despatch end SMTrain no. dealt after resettingPN given after getting clear indication PN obtained after getting clear indicationSignature of the SM on duty12345678910111213 INDICATIONS: 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. 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. 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. he 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 on preparatory reset at the receiving station the axle counter will show Clear indication at both stations. The receiving end station master shall then advise the station master at the other end, the availability of clear indication of the axle counter under the exchange of private numbers. 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. 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: 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. 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