ࡱ> /1*+,-.M bjbj== JWW9l $ PH\d o$$$-o/o/o/o/o/o/o$q s8So SoO $$hoOOOj $ $-oO-oOOS| ]$ | |iyY]~o0o Zt,2u]O SOUTH WESTERN RAILWAY BANGALORE DIVISION Replaced Page No.1 STATION WORKING Date of issue: 11-10-2007 RULES NO. B 45/MLU Date brought into force: MALUGUR NOTE:- 1. This issue of Station Working Rules supersedes the Station Working Rules No. B. 45/MLU dated: 05-10-2001 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/MLU/68/ALT-2Signalling Plan No(IPU 1021/ALT-1P. Way Plan No(CN/BNC/IR/195-94Layout Diagram No.(B/MLU/T/4GENERAL LOCATION MALUGUR is situated on the BAIYYAPPANAHALLI Junction - Dharmavaram Junction Broad Gauge line at a distance of 109.62 Kms. from BAIYYAPPANAHALLI Junction on B route. This is a "B" Class station with single line working towards Chakarlapalli and Hindupur. This station is provided with two running lines, with rail level platform on Road-1. SMs office is situated on Platform No.1. The code name of this station is "MLU". BLOCK STATIONS ON EITHER SIDE AND THEIR DISTANCES Chakarlapalli at a distance of 12.70 Kms. at Dharmavaram Junction side and Hindupur at a distance of 10.32 Kms towards BAIYYAPPANAHALLI Junction end are the adjacent block stations. There is no D class station on either side of this station. Sl. No.Adjacent Block StationCodeInter Distance.Direction1.CHAKARLAPALLICPL12.70KMSDMM SIDE2.HINDUPURHUP10.32KMSBYPL SIDE BLOCK SECTION LIMITS ON EITHER SIDE OF THE STATION ON DIFFERENT DIRECTIONS Malugur-Hindupur Block Section commences at the Down Advanced Starter signal No.7 and the Malugur-Chakarlapalli Block Section commences at the Up Advanced Starter signal No.8. The Station Limits extend from the Up Distant Signal to the Down Distant Signal. Between stationsPoint from which the block section commencesPoint at which the block section ends.MLU-HUPDown Advanced Starter signal No. 7Down Advanced Starter signal No. 7MLU-CPLUp Advanced Starter signal No. 8Up Advanced Starter signal No. 8 GRADIENTS Sl. No.Direction & LineFromToInter distance in metresGradientSection1.Down Road 1& Road 2Centre line94.50m94.50LevelStation section2.Down Road 1& Road 294.50m569m464.51 in 400 falling towards HUPStation section3.Down- Running line569m1139m5701 in 100 falling towards HUPStation/Block section4.Down- Running line1139m1499m180LevelBlock section5.Down- Running line1499mB/section-1 in 165 rising towards HUPBlock section6.Up Running lineCentre line115.50115.50LevelStation section7Up Running line115.50m491m375.51 in 465 falling towards DMMStation section8Up Running line491m611m1201 in 100 falling towards DMMStation/Block section9Up Running line611m731m1201 in 147 falling towards DMMBlock section10Up Running line731mB/section-1 in 200 falling towards DMMBlock section LAYOUT There are two running lines provided for reception and despatch of both up and down trains. Road-2 is Loop line with Low-level Platform and Road-1 is the Main line with rail level platform. . Replaced page no.3 RUNNING LINES, DIRECTION OF MOVEMENT & HOLDING CAPACITY IN CSR Running Lines.Direction of Movement.Holding CapacityLength (CSR)Type of PFLength of PFRoad 1Up & Down reception and despatch58 BOXN+3E+BV+5%725mRL220mRoad 2Up & Down reception and despatch58 BOXN+3E+BV+5%725mLL220m NON-RUNNING LINES: NIL ANY SPECIAL FEATURES IN THE LAYOUT: Nil LEVEL CROSSINGS Sl. No.LC No. Class Dept.LocationTypeNormal PositionWhether InterlockedProvision of Tele-phoneTVU & Census date1LC No.64C Class Traffic109/800-900 MLU Yard Lifting barriersOpen to road trafficInter lockedProvided3273 NOV.20062LC No.65 C Class Engg.112/700-800 MLU-CPL Lifting BarrierClosed to road trafficNon-inter lockedProvided6930 NOV.2006 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. SYSTEM AND MEANS OF WORKING This is a Class B Station and trains are worked under the absolute block system. Push button type single line token less block instruments (Non-Co-operative feature) for MALUGUR - CHAKARLAPALLI and MALUGUR - HINDUPUR block section are provided in the Station Masters Office. 3.2 (i)Only the Station Master on duty shall operate the Block instruments for train movements and the instruments shall be kept locked after each operation and the keys being kept in his personal custody. The SM shall operate block instrument in the manner laid down in BWM, he shall maintain train signal register and make entries instantly and sign against each such entry. (ii) Even though it is possible to set the block instruments to TGT position without the co-operation of the SM at the other end, the SM shall advise the train number and description to the SM at the other end who shall repeat the same if he is 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 Locopilot 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. 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 back door. c) Padlock keys of points 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 key for LC gate No. 64 at Km 109/800-900. 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 III Multiple aspect colour light signals with Distant, Home, Starters and Advanced Starter in each direction. All points and signals are operated from the Control panel provided in Station Masters Office (See Appendix "B for details). 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 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. Whenever it is required to open the relay room, the TECH.ES/JE/SE/Sig shall requisite the key from the SM on duty, duly filling in the relevant columns of the Relay Room key register maintained at the Station. The SM on duty shall hand over the key to the TECH.ES/JE/SE/Sig. After the work in the Relay Room is completed, the Room shall be locked with double lock which shall be ensured by Duty Station Master. The key shall be returned to the SM on duty, duly completing the entries in the relay room key register. 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. 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). 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 Andhra Pradesh State Electricity Board. In addition, as an alternate source, inverter and diesel generator are also made available. 4.3.2 A Voltmeter is provided above the control panel in SMs office. This indicates the voltage level of power supply from. Whenever the pointer in the voltmeter is below the RED BAND or no power supply, the SM shall turn the inverter switch from OFF to ON position. This will extend the inverter power supply to the signalling installations. 4.3.3 Even after turning the inverter switch to ON position, if the signals are found blank, the generator should be started. The generator should be operated alternatively during alternative power supply failure. A register should be maintained with relevant entries. 4.3.4 Whenever the Andhra Pradesh State Electricity Board supply fails, a red light indication appears near the P.ACK button, and buzzer sounds. SM shall press the P.ACK button to stop the buzzer, however the red light indication remains. Once power supply is resumed (APSEB OR Generator) once again the buzzer will sound. To stop the buzzer, the SM shall press the P.ACK button. This will stop the buzzer and red light indication also disappears. SM , must change over the switch provided in the generator room from standby to main and then stop the generator. 4.3.5 After the generator is started, SM must changeover the switch provided in the generator room from MAIN to STANDBY only after ensuring that steady voltage is maintained by the generator by observing the voltmeter provided in the generator room to avoid fusing of bulbs. 4.3.6 If the APSEB supply does not resume within 6 hours, the TECH.ES/SE/JE/SIG of the section must be advised on control phone immediately followed by a message to Sr.DSTE and Sr.DEE /Bangalore. 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". SYSTEM OF TRAIN WORKING DUTIES OF TRAIN WORKING STAFF Duties of train working Staff are detailed in Appendix- D. TRAIN WORKING STAFF IN EACH SHIFT One Station Master, one gateman and One Pointsman will work in each shift according to the roster issued by the Divisional Personnel Officer/Bangalore Division (See Appendix "D" for their duties). RESPONSIBILITY FOR ASCERTAINING CLEARANCE OF LINES AND ZONES OF RESPONSIBILITY The Station Master on duty is responsible to ensure that the line/route is clear and free from obstruction up to the adequate distance before clearing the reception and/or despatch signals by observing the indications on the Control Panel. During failure, he shall personally ensure this by physical observation of the required length of the track. B Before allowing any non-signalled move, the Station Master should ensure that all the points on the required route should be clamped & padlocked and the padlock key is kept in his personal custody. After any non signalled move has taken place over a point operated by an electric point machine whether in facing or trailing direction, the Station Master on duty shall operate the point for normal and reverse setting for the purpose of testing the points. 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. ASSURANCE OF STAFF IN THE ASSURANCE REGISTER Every train passing staff posted newly at the station or leave reserve staff at the station or regular staff who has resumed his duties after more than 15 days absence must go through Station Working Rules in force and give assurance in the prescribed Assurance Register {SR 5.06 (i)}. CONDITIONS FOR GRANTING LINE CLEAR The line shall not be considered clear and line clear shall not be allowed to be obtained on the Block Instrument by the SM on duty at CHAKARLAPALLI or at HINDUPUR station unless: - (i) The whole of the last preceding train has arrived complete and berthed with in the starter signals. All the relevant signals have been put back to ON behind the said train and ensure that the signal lights are burning bright. Note: In the case of blank signals the SM shall depute the competent Railway servant with hand signals and detonators to the concerned home signal and advise the SM in rear to issue Caution Order to the Loco pilot of an approaching train to be vigilant and stop at the Home signal. Provision contained in SR 3.68 (i) (c) shall be strictly adhered to by both Station Master and the Loco pilot. iii) The line is clear up to the Down Advanced Starter for trains from Hindupur, and up to the Up Advanced starter for trains from Chakarlapalli. iv) Before advising his willingness to receive a Down train from Chakarlapalli the SM/Malugur shall exchange private number with the gateman of engineering LC No. 65 at 112/700-800 as detailed in Appendix A. 6.2.1 ANY SPECIAL CONDITIONS TO BE OBSERVED WHILE RECEIVING OR DESPATCHING A TRAIN SETTING OF POINTS AGAINST BLOCKED LINE Setting of points against blocked line: -This station is provided with centralised control panel. When ever running line is blocked the safety caps shall be placed on the concerned points knobs after setting the points against the blocked line. 6.2.1.2 Reception of train on blocked line: - Whenever trains are being received on an obstructed road/blocked line on calling-on signal the following procedures are to be complied with: If possible intimate the Loco pilot through the SM of the rear station. Ensure that the line is clear and free from obstruction up to the point of obstruction on the intended reception line and LC gate No.64 at Km.109/800-900 is closed and secured against road traffic and white light indication is available near the legend CL on the panel. Ensure all the points over which the train has to pass are correctly set. Ensure that no conflicting movement is permitted. Ensure that a stop hand signal is exhibited at a distance of not less than 45 mts. from the point of obstruction. During the failure of Calling-on signal, in addition to the above, ensure that the calling-on signal knob is turned to reverse while receiving the train on SPT/T 509 to avoid block failure. Station Master shall also personally ensure that all the points over which the train has to pass are correctly set, clamped, padlocked and the padlock keys are kept with the SM on duty. If the train is received on Signal Post Telephone the SM shall ensure that the condition indicated above (i.e. a to f) is fulfilled and give a message to the Loco pilot through SPT. The Loco pilot shall record the message in his rough journal and pass the signal at ON. The SM shall record the message in the Train signal register below the entry for that train. ABSTRACT MESSAGE Date: Time: To the Loco pilot of Train NoDescriptionUp/Down You are authorised to pass the up/down home signal Noat 'ON' position cautiously at a speed not exceeding 10 Kmph. and come to Road No. (in figures and words) which is obstructed. You shall bring your train to a halt at the facing points leading to the reception line well short of obstruction which ever is approached first and await for hand signal for further movement. My private number is (in figure) .(in words) Note: During the failure of Calling-on signal and SPT and when the train has to be received on an obstructed line, the train shall be piloted by issuing Form T/509 and SM shall ensure that all the points over which the train has to pass are correctly set, clamped, padlocked and padlock keys are kept with him. 6.2.1.3 RECEPTION OF A TRAIN ON NON-SIGNALLED LINE: N/A DESPATCH OF TRAIN FROM NON-SIGNALLED LINE: N/A DESPATCH OF TRAIN FROM LINE PROVIDED WITH COMMON STARTER SIGNAL: N/A 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. CONDITIONS FOR TAKING 'OFF' APPROACH SIGNALS Station Master/MALUGUR shall ensure that the line on which the train is intended to be received is clear and free from obstruction up to the adequate distance required as per Para 6.3.2 and set the points for the required route and take off the Home Signal. LC No.64 at Km.109/800-900 should be closed and secured against road traffic and CL indication should be available on the panel before authorising the movement. During failure of signals the Station Master shall personally ensure that the points are correctly set, clamped and padlocked and the padlock keys are kept in his personal custody, before authorising the reception of any train. Adequate Distance Adequate distance required for clearing of Home Signal is reckoned as under: I. 1.Up Train on Road-1Up to the Up Advanced Starter signal No. 8 with points No. 2 Normal2Up Train on Road-2Up to the Up Advanced Starter signal No. 8 with points No. 2 Reverse3.Down Train on Road-1Up to the Down Advanced Starter signal No. 7 with points No. 1 Normal4.Down Train on Road-2Up to the Down Advanced Starter signal No. 7with points No. 1 Reverse . 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. 6SA. 2.Up train on Road-2Up to the Starter signal No. 6SB3.Down train on Road-1Up to the Starter signal No. 5SA4.Down train on Road-2Up to the Starter signal No. 5SB  Note: Para II under 6.3.2 has the approval of CRS/SBC vide Para 7.19.5 (d) of SEM (1988). 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) SIMULTANEOUS RECEPTION / DESPATCH, CROSSING AND PRECEDENCE OF TRAINS. The signalling arrangements do not permit the simultaneous reception of trains. Crossing of passenger carrying trains: During crossing of two stopping passenger-carrying trains the first arriving train shall be received on Road-2 platform line and second arriving train on Road-1 (Main line). In case of passenger carrying trains is not booked to stop at this station, the train booked to stop at the station shall be received first on Road-2 (platform line) and the other train shall run through on Road-1 Main line. COMPLETE ARRIVAL OF TRAINS 6.5.1 Station Master on duty shall personally ensure the complete arrival of run through trains by observing the Tail Board/Tail Lamp as the case may be, before closing the block sections. 6.5.2 When the Station Master on duty observes that the train had passed his station without Tail Board/Tail Lamp as the case may be, he should not close the block station till such time the complete arrival of the train has been ensured. 6.5.3 In case of stopping trains, if the train is berthed in such a way that the SM cannot see the Tail Board/Tail lamp, the Guard of the train is responsible for indicating the complete arrival of the train to the SM on duty by waving his arm four times over head from side to side during day and by waving a white light in similar manner during night. The SM on duty shall acknowledge this in the same manner (SR 14.10(ii)). 6.5.4 Due to some reason if the duty Station Master is unable to exchange the complete arrival signal with the guard of a stopping train, he shall depute the Competent Railway Servant to obtain the signature of the guard in the Train intact arrival register (T/1410) maintained for this purpose as an assurance for the complete arrival of the train with in the Starter signal before clearing the block section. If there is no guard SM shall personally ensure the complete arrival of train and the clearance of the track [(S.R. 14.10 (iv) (a)]. 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/HUP or CPL as the case may be and advise the train No., description etc., In the case of down train the SM shall ensure that the traffic LC Gate No. 64 at Km 109/800-900 is closed and secured against the road traffic and white light indication is available on the panel near legend CL In the case of an Up train, SM shall exchange private numbers with gateman of the non-interlocked engineering LC No.65 at Km.112/700-800, for the closure and securing of the gate against road traffic. In addition, the SM shall ensure that the traffic LC Gate No. 64 at Km 109/800-900, is secured against the road traffic and white light indication is available on the panel near legend CL before taking OFF despatch signals as detailed in Appendix A. ii)On receipt of the acknowledgement confirmed by a private Number from SM/CPL, the on duty SM/MLU shall insert Shunt Key in the concerned EKT and set the concerned block instrument to TRAIN GOING TO position. iii) He shall ensure that the despatch route is clear and free from obstruction and set the points for the concerned route and issue caution order if any to the Loco pilot and Guard of the train and then clear the despatch signals. After ensuring that the correct despatch signals are cleared he shall authorise the train to depart. iv) The OFF aspect of the last stop signal is the authority for the Loco pilot to enter into the concerned Block section. 6.7 TRAINS RUNNING THROUGH 6.7.1 The signalling arrangements permit run through of trains on both the roads, but as far as possible run through trains shall be dealt on Road 1 (Main line). 6.7.2 Trains carrying ISMD loads shall normally be dealt with only on Road 1 (Main line). 6.8 WORKING IN CASE OF FAILURE 6.8.1 FAILURE OF TRACK-CIRCUITS, POINTS/SIGNALS During failure of track circuiting arrangements, or signals or points from the control panel, the duty Station Master, shall personally ensure that the line on which the movement is to be carried out is clear and free from obstruction, and that all efforts taken in accordance with the provision contained in GR/SR 3.68 to 3.70 during failure of Home Signal and Calling-on signal trains can be dealt on SPT or on Form T/369 (-3b). Station Master shall ensure clamping and padlocking of relevant points and maintaining isolation from other lines duly keeping the trap/points in required position. If a point fails to set properly and if the point cannot be set from the panel, the Station Master on duty must personally ensure the points to the required position by means of the point crank handle as detailed in Para B.4. The Station Master can operate the signal knobs for the reception or despatch of the train, after duly replacing the crank handle in the electrical key instrument. If the signal fails to respond properly, the Station Master must arrange to pilot the train in accordance with provisions contained in G.Rs 3.68 to 3.70 and the subsidiary rules there under. If the points set correctly in one position and fails to set in the other position, it is possible that there is some obstruction between the stock and the switch rails. By operating the points repeatedly for about three or four times, this obstruction may be removed. If not by deputing a competent railway servant who will do so. Even in spite of this, the point fails to set correctly, then the point crank handle must be used. In the event of failure of a point repeat indication on the panel the following action has to be taken by the duty Station Master. The concerned signal knob shall be operated even if the point repeat indication does not appear. If the signal gets cleared, the train shall be 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 be received and depute a points man/TRH with Form T/369 (-3b) to be delivered at the foot of the concerned Home signal and authorise the Loco pilot to pass the home signal at "ON". Whenever the trains are being piloted through SPT or Written on Form T/369 (-3b) due to failure of home signal, the home signal knob shall be turned to `R' position to avoid block failure. However, if the home signal failure is due to track circuit failure (other than berthing track), the home signal knob should not be turned to `R' position, even though it causes block failure. This is to avoid serious repercussions of the route getting locked. Note: Traffic LC no.64 at km.109/800-900 closure against road traffic shall be ensured before authorising the movement. 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). 6.8.5 FAILURE OF BLOCK INSTRUMENT: - During Block Instrument failure / suspension, the train shall be dealt duly issuing appropriate Line Clear Ticket to the Loco pilot of departing train. Note: - Independent LCT book duly stamped should be kept for each Block Instrument. Note: - All cases of such failures must be reported immediately to the TECH.ES/JE/SE/Sig of the section for immediate rectification duly issuing a message. 6.9 PROVISIONS FOR WORKING OF TROLLEY/MOTOR TROLLEYS/MATERIAL LORRIES: -. 6.9.1 Un-insulated trolley/lorry etc. should not be permitted on the track circuited lines. Whenever a trolley/lorry, is allowed to work the Station Master on duty shall ensure that the track is clear of such vehicles before clearing the signals for a train or before operating the points as the trolley/lorry/motor trolley may fail to actuate the track circuit. 6.9.2 Block instrument working shall be suspended and line clear ticket issued as an authority to proceed, when Trolley/Motor Trolley / Material lorry etc, are required to work in the Block Section. SM at either end of the Block Section can resume Block instrument working after trolley/lorry/motor trolley clear the section. Instructions contained in the Note below item(16) of rule 3.3.14 of the BWM-1983 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. BLOCKING OF LINES 7.1 When a running line is blocked/obstructed for any purpose, the points at both the ends of the line should be set against the line except when shunting is required to be done on that line. No movement should be permitted on to a line occupied by a train/ vehicle carrying passengers except when shunting is required to be done on that train/vehicle or for attaching an Engine to that train/vehicle. 7.2 When a running line is blocked/obstructed, "Line Blocked" collars/caps should be placed on the relevant knobs as mentioned below, on the panel, to serve as a reminder to the SM on duty. Immediately when the line is clear again, the collars/caps should be removed from the knobs and kept safe. Line OccupiedKnob No.Road-11R, 2RRoad-21N, 2N7.3 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. Before uncoupling one or more wagon/vehicle fitted with roller bearing to be stabled on a running line the hand brakes of all the wagons/vehicles should be applied. Skids should also be used to prevent such vehicle from rolling down. When vehicles are stabled on running lines, the SM on duty shall ensure that the points at either end of the obstructed line are set against the line, clamped and padlocked and the padlock key retained in his personal custody. Instructions contained in SR.5.23 (vii) shall be strictly adhered to. 7.5 When a running line is blocked/obstructed by any vehicle allowed to remain on the line for some length of time, a clear remark in RED ink should be made immediately in the train signal registers indicating the time and the number of the line on which the vehicle is detained. A record of the blocking of the line shall be made in the station diary also. When the obstruction is removed and the running line is clear again, the time at which the vehicle was removed and the running line cleared should be indicated in the Train Signal Register and the Station Diary. Instructions contained in SR.5.23 (v) shall be strictly adhered to. 7.6 i)Whenever a goods train is to be stabled on running line, before detaching the train engine, the Guard of the train shall ensure that the van brake and the hand brakes of at least six vehicles next to brake van are put on. The Locopilot 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. 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. The relevant instructions contained in SR.5.01, GR.5.19 and 5.23 and SRs there under should be strictly adhered to by all staff concerned. 8 SHUNTING 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. 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. At stations, with grades steeper than 1 in 400 beyond 50 metres of the outermost points, trains should not be drawn up to the last stop signal and held in the steep gradient in order to clear the reception line for giving permission to approach to the following train. No shunting beyond outermost points on the steep gradient side should be allowed unless a locomotive is attached at the lower end of the load from the point of view of gradient. 8.2 Shunting in the face of an approaching train: -Shunting in the face of an approaching train is strictly prohibited at this station. 8.3 Prohibition of shunting, special features if any: - (a) While performing shunting at falling end of the yard, it should be ensured that an engine is attached at the falling side of the gradient to prevent vehicles escaping into the block section. (b) For all shunt movements the closure of LC gate No.64 at Km.109/800-900 shall be ensured as the gate cuts across both Road-1 and Road-2. (c) During shunting at HUP side of the yard, care should be exercised while shunting across the unmanned LC No.20 at Km.23/000-100. (d) Hand shunting/ Loose shunting is strictly prohibited. 8.4 SHUNTING ON SINGLE LINE 8.4.1 WITHIN STATION SECTION (BETWEEN LSS) SM shall carry shunting between starter and LSS by taking off the concerned starter & shall issue form T/806 to the Loco Pilot. SM shall extract the shunt key from the concerned block instrument pertaining to the direction of shunting and keep it in his personal custody till shunting is over. 8.4.2 BETWEEN LSS AND OPPOSITE FSS Shunt key along with Form - T/806 shall be handed over to the Loco pilot as an authority to perform shunting between Starter and the opposite Home Signal on HUP-MLU or MLU-CPL block section {SR. 8.15 (i)}. 8.4.3 BEYOND OPPOSITE FSS BEYOND OPPOSITE FSS To permit shunting beyond the opposing Home Signal, on MLU-CPL or MLU-HUP 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 When shunting has to be performed at that end of the Block Section over which block instrument working has been suspended, the Station Master on duty shall issue to the Loco pilot, T/806 with an endorsement mentioning the suspension of the Block instrument with the PN obtained from the SM at the other end of the block section. Shunting during failure of Shunt Keys: - When the shunt key cannot be extracted and shunting has to be performed necessarily, SM on duty shall advise the SM at the other end of the block section to extract the shunt key and keep it in his personal custody and obtain a PN for the same from him. T/806 along with an endorsement shunt key could not be extracted with the PN obtained from the SM at the other end of the block section to be handed over to the Loco pilot as the authority to perform shunting during this period. 8.5 SHUNTING ON DOUBLE LINE, BLOCK BACK, BLOCK FORWARD, FOLLOWING A TRAIN TRAVELLING AWAY, UPTO IBS, BEYOND IBS, DURING FAILURE OF BLOCK INSTRUMENT: -N/A SHUNTING IN SIDING TAKING OFF FROM STATION YARD/GOODS YARD: N/A 9 ABNORMAL CONDITIONS THE RULES TO BE OBSERVED IN THE EVENT OF ABNORMAL CONDITIONS: - During failure of electrical communication instrument: - Normally the concerned Block Instrument and Telephone attached to block instrument should be used to run trains on absolute block system. During failure, Block working should be done on the following order preference: - Block Instrument. Telephone attached to block instrument. Station to Station fixed telephone. Railway Auto phones. BSNL phones. Control Telephone. VHF sets. NOTE: - When 4th to 7th type communication is used Identification sheets should be used, if not speed restriction comes into force. when line clear has been obtained for a train through 4th to 7th type communication duly using Identification Numbers, issue of caution order shall be dispensed with. Endorsement to the effect that line clear has been obtained using Identification Numbers shall be made on PIC / LCT as the case may be in the manner prescribed in S. R. 4. 09 (i) (11). If Identification Number sheets are not used Caution Orders shall be issued restricting the speed to 25 / 15 KMPH on Double line / Single line sections during day and 10 KMPH on Double line / single line sections during night and when the view ahead is not clear during day The authority to proceed to enter into the occupied block section in case of obstruction of line or accident etc: -. Break Down Special/Relief train/Engine shall be sent into the Block section on account of obstruction of line or accident etc, by issuing Block ticket to proceed without line clear in form T/A 602. Before preparing this authority the SM shall examine the TSR, Train message books, WTT, Train notice register and Caution order advises and also contact the control and the SM on duty at the other end. 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. Failure of Intermediate Block Stop Signal at ON: - N/A. Failure of Axle Counter Block/BPAC: - N/A. 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, 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 road or when one or more of the track circuit on that route have failed or when the Home Signal has failed. Before clearing the Calling-on signal, the SM shall ensure that it is absolutely necessary to receive the train on that road, train can be berthed clear of the fouling mark/starters and he should physically ensure that the required route is clear & free from obstruction ( d ) REPORTING FAILURE OF POINTS, TRACK CIRCUITS/AXLE COUNTER AND INTERLOCKING Any S&T failure should be reported immediately by SM on duty to the concerned signalling Maintenance Staff (TECH.ES/JE/SE/Sig) responsible for attending to the failure and only after receipt of the written memo from the signalling Maintenance Staff (TECH.ES/JE/SE/Sig) 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 TOTAL FAILURE OF COMMUNICATION In the event of Total interruption of communication occurring between HUP-MLU or MLU-CPL stations i.e. when line clear cannot be obtained by one of the following means stated in order of preference namely. Block Instrument. Telephone attached to block instrument. Station to Station fixed telephone. Railway Auto phones. BSNL phones. Control Telephone & VHF sets. 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. Light Engine Train engine after it is detached from the train. Motor trolley/ Tower wagon duly accompanied by a Guard or by a Off duty Station Master Trolley duly accompanied by a Guard or by a Off duty Station Master Diesel car/ Rail motor car/EMU rake after ensuring that all passengers have detrained. 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. 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. 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. 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. TEMPORARY SINGLE LINE WORKING OF DOUBLE LINE SECTION: N/A 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. Caution Order: Caution Order, if any, shall be issued in accordance with WTT/GR 4.09 by the Duty Station Master to the Loco pilot and Guard of all stopping trains. Appropriate entries shall be made in the trains signal register regarding its issue against the trains entry. Caution Order register shall be maintained by Duty Station Master separately and entries are brought forward as per extant rules. VISIBILITY TEST OBJECT Any aspect of Up/Down Starter for Road-1 or during day and night shall constitute the visibility test object for Up and Down directions respectively at this station. ESSENTIAL EQUIPMENTS AT THE STATION The Station Master shall ensure that the prescribed number of the Essential articles listed in Appendix E is made available exclusively for train passing duties. The Station Master on duty shall be responsible to keep the required number of the essential equipments neat and in good fettle to be used whenever required. 12 FOG SIGNAL MEN NOMINATED TO BE CALLED INCASE OF FOG i. In foggy or tempestuous weather or in dust storm when V.T.O cannot be seen from the SMs office, the SM shall send trained men to act as fog signalmen. The names (and declarations that they know the fog signalling duties) of two members each from the operating and permanent way Group `D' staff at the station shall be maintained and updated periodically in the station Detonator Register by the Station Master. ii. The names of address of Group D Permanent Way staff who are trained in fog signalling duties shall be painted on the board provided for this purpose near the office of the Station Master on duty. Replaced Page no.21 LIST OF APPENDICES:- Appendix A - Working Of Level Crossing Gates. Appendix B -System of Signalling and interlocking and communication arrangements at the station. Appendix C - Anti collision device(Raksha Kavach). Appendix D - Duties of train passing staff and staff in each shift. Appendix E - Essential Equipments provided at the Station. Appendix F - Rules for working D class stations, Halts, IBH, IBS and Outlying sidings. Appendix G - Rules for working of trains in electrified sections. APPENDIX A WORKING OF LEVEL CROSSING GATES A.1.0 TRAFFIC LEVEL CROSSING GATE NO.64 AT KM.109/800-900 A1.1 This is an interlocked C Class Traffic level crossing situated between Up & down Starters, cutting across both roads and is under the control of the Station Master/Malugur. A.1.2 Magneto telephone communication is provided between this LC and the duty Station Master office/MLU as detailed in Appendix B. A.1.3 This level crossing is provided with lifting barriers and is interlocked with Up and Down reception and despatch signals. A.1.4 This level crossing gate shall normally be kept open for the road traffic. The SM on duty before taking off up/down home/starter signal/signals or for any shunting movement infringing the LC gate, shall advise the gateman to close and lock the gates against the road traffic for the passage of trains. A.1.5 A single lever ground frame and an RKT is provided in this level crossing to control the gate. Before permitting any train/shunt movement likely to infringe the level crossing, the SM on duty shall call the attention of the gateman and advise him the particulars of the train / shunt movement such as the number, description, direction and ask him to close the level crossing and turns knob G to reverse. Replaced page No.22 The gateman shall repeat the instructions in acknowledgements, lower the barriers, extract the winch key and insert it in the single lever frame and turn to release the single lever. The single lever shall be reversed to lock the boom in the lowered condition and releases the boom locking key. This boom locking key shall be inserted and turned in the RKT provided to transmit gate closed CL indication to the panel. On seeing the CL indication SM shall take off the concerned signal.. After the passage of the train/shunt movement, the SM shall put back the gate knob G to normal. The white light indication on the panel vanishes and the Free indication appears on the indicator near the RKT at the LC gate. The gateman, after ensuring the FREE indication shall extract the boom-locking key from the RKT and insert it and turn in the single lever frame. This releases the single lever. The single lever shall be normalised. This releases the winch key. The winch key shall be inserted in the winch to unlock it and raise the lifting barriers to open the gate for road traffic.. A.1.6 This LC shall not be closed against road traffic earlier than 6 mts., before the arrival of a train or 10 mts., before the expected passage of a run through train. During shunting, the gates shall not be kept closed for more than 10 mts. If necessary, shunting should be suspended and the road traffic permitted to pass through. A.1.7 In case of failure of Magneto Telephone Communication or if there is no response from the Gateman, the SM on duty shall depute a competent Railway staff to the level crossing to ensure that the gates are closed and locked against the road traffic before permitting any movement likely to infringe the level crossing. A.1.8 During failure of interlocking or damage to the gates or lifting barriers or interlocking gear, the signals interlocked with the level crossing cannot be taken OFF. Trains shall be dealt with strictly according to the relevant provision contained in GRS 3.68 to 3.70 and subsidiary rules there under and the section TECH.ES/JE/SE/SIG must be advised for rectification. Advise to the concerned permanent way inspector shall also be sent in case of damage to the gates. A.1.9 Emergency gate key is kept in a sealed Electrical key contact box at SMs Office with seals affixed by TECH.ES/JE/SE/SIG for opening the level crossing gates in case of failure of RKT. The SM on duty shall in case of such a failure, extract the emergency gate key and send them to the gateman of the above gate for opening the gates to permit the road traffic to pass through. When the gates are required to be closed, the SM on duty shall ensure that the emergency gate key is returned to him. He shall restore the key to the electrical key contact box and clear signals as usual. He need not pilot trains in this case. A.1.10 Removal of emergency gate keys from the electric key contact box will prevent the clearing of concerned interlocked signals. A.1.11 Immediately after noticing a failure and utilising the emergency gate keys the SM on duty shall enter the particulars like the time of use, the train/shunt movement for which it was required etc., in the special register maintained for this purpose at the station. A.1.12 In case of obstruction at / near the level crossing the gateman shall adhere to the instructions contained in GR 16.07 and SRs there under. Replaced page No.23 A.2.0 ENGINEERING LEVEL CROSSING GATE NO. 65 AT 112/700-800: (BETWEEN MLU-CPL): A.2.1 This is a non-interlocked C Class Engineering level crossings situated between MLU-CPL block sections under the control of Engineering Department (SE/P.WAY/PKD) provided with lifting barriers. The gate is normally kept closed and padlocked against road traffic and the padlock keys are kept with gateman on duty. This gate is manned round the clock by a gateman, one man each in 12 hours shift under essentially intermittent roster issued by DPO/SBC. A.2.2 Magneto telephone communication is provided between this LC and the duty Station Master office/MLU as detailed in Appendix B. A.2.3 Before granting Line clear for a Down train or before despatching an up train the duty SM/MLUshall call the attention of the gateman, on phone and advise him the particulars of the train with number, description, direction of movement, probable time of departure from MLU or from CPL station and communicate a private number with time to the gateman on duty. The gate man shall acknowledge the advise by repeating the particulars of the train and ensure that the lifting barriers are in the normal position (kept closed and pad locked against road traffic for the passage of the train) and communicate a private number with time as an assurance to that effect. The private number given by the Station Master, constitute an assurance that he had informed the gate man about the train movement and the private number given by the gate man constitute an assurance that the gates are in their normal position i.e., kept closed and padlocked against road traffic. The private number exchanged between the gate man and the Station Master shall be recorded in the private number exchange register with the time, date and train particulars shall be recorded in the PN exchange register specially maintained for this purpose at the gate lodge and at the Station Masters office. The gate man shall also record the actual time of passage of the train through this LC gate. A.2.4 Whenever it is required to open the level crossing gates for the passage of road traffic, the gate men 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 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 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 constitutes an assurance that he had permitted the gateman to open the gate for road traffic. The PN given by the gateman constitutes an assurance that he had closed and secured the gate against road traffic. The PN so exchanged shall be recorded along with timings in concerned PN exchange register maintained both at the station and the gate lodge. A.2.5 Whenever there is a failure of Magneto Telephone communication between the level crossing and the station, or when the Gateman fails to respond to the telephone calls, the SM/MLUshall issue caution order to all UP trains entering the block section and must adhere to SR 16.03 (iii) (b) (1) and also advise SM/CPL for the issue of Caution Order to all down trains entering the block section. The Loco pilot shall adhere to SR.16.03 (iii)(b)(2)(i). The SM shall also advise the TECH.ES/JE/SE/Sig., of the section for immediate restoration of phone communication. NOTE: i) When a train/shunt movement for which LC gates have been kept closed and private numbers have been exchanged with the gate man is to be cancelled due to any reason the SM on duty shall advise the same to the gate man on duty, duly communicating a private number in-confirmation of the cancellation of the movement. The PN shall be recorded in the remarks columns against the train entry both at the station at the gate lodge. ii) Any damage to the lifting barriers shall be reported to the SE/JE P.Way of the section for immediate attention and till its rectification emergency gate chains shall be used for the train movement. iii) The responsibility of keeping the gates closed and locked against the road traffic for the safe passage of the train without delay lies with the gateman. APPENDIX B SYSTEM OF SIGNALLING AND INTERLOCKING B.1.0 SYSTEM OF SIGNALLING & INTERLOCKING: B.1.1 This is a B Class Station provided with standard -III MACL signalling operated from the control panel provided at this station. B.1.2 Up Home signal No.5RA at a distance of 305 metres beyond the up outer most points No.1 and up distant signal with P marker board at a distance of 1004 metres from the up home signal are provided for the reception and up trains on Road-1 or 2. B.1.3 Down Home signal No.6RA at a distance of 310 metres beyond down outermost Point No.2 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 or 2. B.1.4 For despatch of train individual starter for Road-1 and 2 and advanced starter are provided on either direction. B.1.5 Up and down shunt keys, interlocked with concerned block instruments are provided in electrical key transmitter when removed prevents clearing of up and down advanced starters respectively. 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-2 (loop line) 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-1 (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 P markers are provided below up and down Distant Signals. B.1.9 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.1.10 All the signals are on left hand side. B.1.11 Signal post telephone one each provided at the stem of the up and down-home signals. B.1.12 Calling on signal with C marker plate are provided below the home signal. 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.6RA and 5RA, if the same is at ON is provided in rear of up and down home signals. B.1.15 Emergency keys for LC gate at Km 109/800-900 are kept in electric key contact box in SMs Office. 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. a) The SMs Key knob has two positions, Normal and Reverse and this must be kept in the Reverse position. b) White light indicator with counters are provided below the legend on the panel for Up Calling - on and Down Calling on signal route cancellation. B.2.2 (a) A Digital counter and a voltmeter are provided over the panel. (b) At the bottom of the panel, SMs key, signal knobs, point knobs, and P-ACK button knob are provided. At the top of the panel white light indication for route cancellation counter, calling on signal counter and red & white indication for crank handle is provided. B.2.3 The signal knobs are coloured RED with the number of the signals engraved in the centre. The point knobs are coloured black with the number of the point engraved in the centre. 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 lamp pertaining to the failed position of the point will continue to flash on the control panel. (ii) In addition to Normal and Reverse repeat indications near the point knob there is a white light in between the above indications. The White light indication appears only when the point is free to be operated. B.2.5 The signal knobs no.7 and 8 and calling on signal knob No.5RB and 6RB have two positions. Normal and Reverse and must normally be kept in the Normal position. The concerned signal knob should be turned in the direction shown on the panel to clear the signal. While dealing a train it should be cleared only after taking LC from the block station in advance. B.2.6. The signal knob No5 and 6 controlling home signal No.5RA and 6RA and starters No.55A & 5SB/6SA & 65B respectively have 3 positions i.e. S,C and R. (Sending position, Normal (Centre) position and receiving position). The signal knob No.5 and 6 must normally be kept in the C position and should be turned to S or R position as and when required. B.2.7 The Gate control knob No.G controlling the LC at Km 109/800-900 coloured GREEN has two position Normal and Reverse. 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 are provided on the control panel. B.2.10 Setting up of a route is represented by a series of white lights along the route in the panel when the concerned point knobs and signal knobs are operated. The white light appears only when the route is correctly set and locked and all the track circuits are clear. When a particular track is occupied or has failed, a RED indication appears on the concerned track on the panel. B.2.11 The control panel is provided with locking arrangements on the left hand side of the panel to prevent any unauthorised operation of the panel. This key must be in the personal custody of the SM 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 SM on duty. B.2.12 A Voltmeter is provided over the panel to indicate mains supply voltage. B.2.13 Filament fusing indicator with a buzzer and light is provided on the panel. Distant, Home, Starter and Advanced Starter Signals are provided with double filaments. When one filament fuses out the other filament will be working and the signal will continue to display the aspect. An audible alarm is sounded and illuminated RED indication is displayed on the indicator bulb on the panel. The acknowledge button provided near the indicator should be pressed to stop the audible alarm. The visual indication remains lit until the lamp is replaced. The Station Master should promptly advise TECH.ES/JE/SE/SIG for replacement of bulb. B.3.0 TRACK CIRCUITS B.3.1 The entire portion of the running lines between the up and down-home signals, 4 rail lengths of calling on signal track outside the home signals are track circuited. Track circuits prevent the signal, which protects the track-circuited area, from being taken OFF if the controlling tracks in advance of the signal is occupied by a train/vehicle or has failed. When occupied/failed indication for a track circuit is available, no attempt must be made to take OFF the signal pertaining to the route. B.3.2 Failure of track circuit will affect the signals reading over the track circuits and also the points if any, controlled by the track circuits, which have failed. If the failure is noticed before setting up the route, any other available alternate route should be opted for the train movements. If the point tracks are not affected, calling on signals, can be taken off. If the movement is necessarily to be made on the route with the track circuits having failed and if the calling on signal cannot be taken OFF for that movement, the SM on duty shall ensure that all the points on the route are correctly set as required, padlocked and the route is clear and free from obstruction before permitting such a movement, authorising the driver to pass the signal at ON. If the calling on signal cannot be taken OFF or if there is no calling on signal for the movement, train movements over such a route should be permitted only in accordance with the relevant provisions contained in GRs 3.68 to 3.70 and subsidiary rules hereunder. The SM on duty shall ensure that no conflicting movements are permitted during failure of track circuits. B.3.3 The reliability of track circuit is considerably affected by the formation of rust or oxidisation on the table of the rails. Under such circumstances a Track clear indication may be displayed on the diagram for a track, which is actually occupied. At least one movement a day must be made on the track circuited portion. If this has not been done, the line on which there was no movement for over 24 hours shall be deemed prone to rust formation and Rusty Rail caps placed on the relevant knobs on the panel. B.3.4 Vehicles should not be stabled on a track-circuited line. When stabling is unavoidable and if the duration of stabling is gauged in advance to be more than 24 hours, the TECH.ES/JE/SE/Sig shall be promptly advised to disconnect the Electrical feed to the track circuits. After removing the stabled vehicles from the line, he shall be advised to reconnect the feed and to issue a certificate in writing that the track circuiting arrangement is safe for normal working. Until this certificate is obtained, Rusty Rail caps shall be placed on the relevant knobs and train movements on that line shall be permitted strictly according to the relevant provisions of GR 3.68 to 3.70 and subsidiary rules there under. B.3.5 If there was no movement or if there was stabling of vehicles for more than 24 hours (without the Electrical feed being disconnected/re-connected) on a line, the SM on duty shall not rely on the track indication for permitting a movement on to that line. He shall ensure the clearance of the track by physical verification. If the track indications (clear/occupied) are correctly displayed for subsequent movement also, track circuit can be taken to be working normally and the indications relied upon for subsequent moves. Otherwise the track circuit shall be treated as failed, the relevant signals suspended and train movement dealt with strictly according to the relevant provisions of GR.3.68 to 3.70 and subsidiary rules there under. Rusty Rail caps shall be placed on the relevant signal knobs and the TECH.ES/JE/SE/SIG advised promptly for immediate rectification. B.3.6 While handing over charge, the SM on duty shall make an entry in the Station Diary marking the time at which the last movement was permitted over the track circuited line. NOTE: 1) Failure/suspension of track circuits and certification of normal working by the TECH.ES/JE/SE/SIG must be promptly recorded in the signal failure register. 2) Failure message should promptly be sent to the TECH.ES/JE/SE/SIG for rectification. The permanent inspector should also be advised for arranging to clear the table of rails. B.4.0 CRANK HANDLE B.4.1 A crank handle welded with E type Heppers key duly interlocked with Up and Down reception and despatch signals, except the Up and down advanced starters is provided in an electrical Key transmitter in the duty SMs office, for hand cranking the points during failures. The interlocking is such that once the crank handle is extracted from the, Electrical Key transmitter, Home and concerned Starter signals cannot be cleared. Similarly when any of the signals are cleared the crank handle cannot be extracted from its Electrical Key transmitter. 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 nears the legend CRANK HANDLE on the control panel. Whenever crank handle extracted the white light indication will disappear on the panel. B.4.4 A push switch is provided near the crank handle. To extract the crank handle the push switch shall be pressed. As soon as the push switch is pressed a deflection will be there in the Electrical Key Instrument. After observing the deflection the Station Master shall turn the crank handle gently in the anti-clock wise direction and extract the crank handle from the Electrical Key Instrument. When the crank handle is extracted the white light indication will disappear on the panel. B.4.5 The interlocking of the crank handle with the crank handle lock key is done in such a way that the crank handle cannot be inserted in to the point machine unless the crank handle lock is unlocked by the crank handle lock release key. B.4.6 If the points fail to set or if the points could not be set from the panel, the duty Station master shall make use of the crank handle to set the points locally. He shall keep the concerned point knob in the required position, extract the relevant crank handle from the electrical key transmitter, take out the crank handle lock key along with the lid key from the glass fronted box and proceed to the points. B.4.7 On the side of the point machine there are two lids. One covering the inlet hole of the crank handle and another covering the inlet hole of the crank handle lock. The duty Station master shall first open both the lids by using the lid key. Then he shall insert the crank handle lock key and unlock the same, which permits insertion of the crank handle into the point machine. He shall then insert the crank handle and crank the point to the required position, 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, facing and trailing points should be clamped and pad locked before allowing any train/shunt movement over the points. All trains should be dealt with strictly in accordance with the relevant provisions contained in GRs 3.68 to 3.70 and subsidiary rules there under. B.4.8 Whenever the crank handle is utilised to operate a point, necessary entries in the crank handle register should be made promptly with the details like Date, time, train No., Point No., reason, etc. and the TECH.ES/JE/SE/SIG shall be advised immediately to restore normal working early. B.4.9 When the TECH.ES/JE/SE/Sig require the Crank Handle to attend any repair or maintenance work, he shall give requisition, making necessary entries in the crank handle register and issuing disconnection notice in form S&T/ T.351 to SM on duty specifying the reasons thereof and the point numbers. On receipt of this requisition SM on duty shall give due consideration to train movement and hand over the point machine lid key, Crank Handle release lock Key and Crank Handle location box key of the required points after obtaining the requisite permission from control When the Crank Handle remains with TECH.ES/JE/SE/Sig, the concerned point on the route over which a movement is required to be done should be treated as failed and the point should be set locked, clamped, padlocked and padlocked keys retained in the personal custody of SM on duty. Whenever there is a movement over the concerned point is to be done, TECH.ES/JE/SE/Sig working at location should be advised before that movement in writing. After the work all the keys received from SM shall promptly returned to on duty SM duly inserting the Crank Handle to its normal position at the location and locking the Crank Handle location box and ensure the availability of Crank Handle IN free indication on the panel. The TECH.ES/JE/SE/Sig and SM on duty shall promptly make the relevant entries while taking over/handing over the keys in the Crank Handle register maintained for this purpose at the station. Joint testing of the disconnected gear shall be done by the SM on duty and TECH.ES/JE/SE/Sig for the proper working of the disconnected gear. Then TECH.ES/JE/SE/Sig shall issue reconnection memo to the SM on duty to resume normal working B.4.10 When a crank handle remains with the TECH.ES/JE/SE/SIG, all the points should be deemed to have failed, set locally, clamped, padlocked, the padlock keys retained in the personal custody of the SM on duty and the TECH.ES/JE/SE/SIG working at the points advised, before permitting any movement over the points. B.5.0 SETTING OF ROUTE To set the route and to take off signal, the duty SM when everything is alright shall unlock the panel and after ensuring the free indication is available shall keep the point knob in either N or R position, as required and observe the point repeat indication that the points have been correctly set and locked to the required position. Then he shall operate the concerned signal knobs to either R or S position as required. If the track circuit is clear the signals will clear and a row of white lights (route lights) will appear on the whole length of the route concerned on the panel. As the train enters the concerned track circuits, the respective route (White) lights successively turn to red. As the train leaves the track, the route white lights reappear. After the move has been completed, the concerned signal knob shall be normalised then the route lights get extinguished. B.6.0 ROUTE CANCELLATION B.6.1 Once the signal has been taken off for a movement, the SM on duty must on no account interfere with the concerned signals or point knobs unless the route, which has been set, is to be cancelled. B.6.2 Normally after the signal has been taken off; the route shall not be cancelled except in case of emergency. 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, the route will be held in the locked up position for 120 seconds after the signal has been normalised. 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 must be recorded clearly in the route cancellation register. (2) Route cancellation must be done in accordance with the instructions contained in SR.3.36 (ii). B.6.4 Every route cancellation shall be entered in the route cancellation register with the number on the counter with reasons for cancellation. An entry should be made in the train signal register specifying the number displayed on the counter while handing over and taking over charge by Station Master. B.6.5 The route cancellation register should be maintained by the SM on duty. An entry in detail with date and time of operation, the train approaching has passed the signal when the operation was done, the No. of the route involved, reasons for the route cancellation, etc., and the numbers displayed by the corresponding counter before and after operation should promptly be made and signed in the appropriate portion of the book. While SMs handing over charge with the Last Counter No. should be recorded in station diary. B.7 BACK DOOR KEYS OF BLOCK INSTRUMENT B.7.1 Back door of block instrument is provided with double lock and key arrangements. One key of this lock shall be in the custody of SM on duty and the other with the TECH.ES/JE/SE/Sig of the Section. Whenever it is required to open the back door of the block instrument, the TECH.ES/JE/SE/Sig shall 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 numbers _________ at a restricted speed of 15 km/h. Private Number (in figure)-----------in words)______________________________________ NOTE: 1) One long ring shall be used to call each other on signal post telephone. A switch is provided in the glass fronted case in the SMs office to be operated by SM while speaking on the magneto telephone connected to signal post telephone. B.10 - Functions / Description of Knob on the Panel Sl.No.Knob No.Signal No.Particulars155 SADown Starter - Road-1255 SBDown Starter - Road-2355 RAUp Home Signal45 RB5 RBCalling on signal below up home signal.55 5 RDUp Distant from HUP.666 RDDown Distant from CPL.766 SAUp Starter Road-1866 SBUp Starter Road-2966 RADown Home Signal.106 RB6 RBCalling on signal below Down home signal.1177Down Advanced starter.1288Up Advanced starter. Gate Knob G - Control on LC No.64 at KM 109/800-900. FUNCTION - POINT KNOBS 1. Points Road-1 and trap point Road-2 (HUP end). 2. Points Road-1 and trap point Road-2 (CPL end). 3 and 4 are spare. B.11 TABLE OF MOVEMENTS: Sl. No.Description of MovementsSM turns KnobsPointsSignalGate ControlKnob1Reception of Up train on: Road - 1 Road - 2 - 1,2  5 R 5 R G G2Despatch of Up train from: a) Road - 1 Road 2 - 2 8, 6S 8, 6S G G 3Up train to pass through on: Road - 1 Road - 2 - 1, 2  8, 6S, 5R 8, 6S, 5R  G G 4Reception of Down train on: a) Road - 1 b) Road - 2 - 1,2 6 R 6 R G G5Despatch of Down train from: a) Road - 1 b) Road - 2 - 1 7, 5 S 7, 5 S G G6Down train to pass through on: Road - 1 Road - 2 - 1, 2 7, 5S, 6R 7, 5S, 6R G G7Reception of Up train by taking off calling-on signal, on: a) Road - 1 b) Road - 2 - 1,2 5 RB 5 RB G G8Reception of Down train by taking off calling-on signal, on: a) Road - 1 b) Road - 2 - 1,2  6 RB 6 RB G G B.12 Telecommunication 1.0 In addition to the block telephone attached to the block instruments, connecting the adjacent block stations, Railway Auto phone, BSNL phone, the section control telephone & VHF set; the following Magneto Telephone circuits are also provided at this Station for the use in train passing duties. (a) CIRCUIT NO. 1 SMs Office - 0 (One ring) LC No.64 at KM 109/800-900 - 00 (Two rings) LC No.65 at KM 112/700-800 - 000 (Three rings) (b) CIRCUIT NO. 2 SMs Office - 0 (One ring) Up Top Point No.1 - 00 (Two rings) Down Top Point No.2 - 000 (Three rings) (c) CIRCUIT No. 3 SMs Office 0 (One ring) to call each other SPT on Up Home Signal (d) CIRCUIT NO. 4 SMs Office 0 (One ring) to call each other SPT on Down Home Signal 2.0 The code rings noted against each should be utilized to call the attention of each other. 3.0 Failure of telephone communication should be promptly reported to the TECH.ES/JE/SE/SIG. for early rectification. APPENDIX C ANTI COLLISION DEVICE (RAKSHA KAVACH): Not Applicable APPENDIX - D DUTIES OF STAFF D.1.0 The Station Master in-charge shall be responsible for: Judicious management of the station staff apart from working as Station Master on duty as per the roster issued by DPO/SBC. Ensuring the availability of essential equipments. D.2.0 The Station Master on duty is the over all in-charge for train / shunting operations at the station during his duty hours. He shall ensure proper co-operation is maintained by all staff under his control in the respective shift duty, personally operate the control panel, consult control regarding train movements and act according to his instructions, provide timings and other particulars pertaining to the train movements, maintain prescribed registers, caution orders etc., keep necessary isolation as required and adhere to all instructions relevant to him, as laid down in the SWR, GRS, BWM, ACCIDENT MANUAL and other instructions issued from time to time through circulars. D.3.0 Pointsman / TRH / Trained SCP: He shall clean the points regularly, assist the Duty Station Master in issuing Caution Order/Memos in piloting train, in clamping the points during failure, and in keeping the stations essential equipments and the control panel clean and tidy. He shall invariably exchange All right signals for every passing train on off side and perform shunting operations as per the instructions of the station Master on duty and also carry out any other instructions issued to him by Station Master. D.4.0 Gateman: The gateman at LC No. 64 at KM. 109/800-900 shall adhere to the instructions issued to him by the duty SM and deal road traffic and train movements efficiently without dislocation. He shall also keep the flange ways clean and without any obstructions. The gate lamps should be lit up and burning brightly during night hours. He shall also watch train movements as per the extant rules and he should stand in front of the gate for every passage of the train watching the safe movement. If he notice that the train is running without Tail board/ Tail lamp or anything unusual he shall report the same to the Station Master on duty. The essential equipments supplied at the LC gates should be kept in good fettle and shall be ready to use in any emergency. D.5.0 The duties mentioned above are not exhaustive. All staff are required to adhere to the relevant duties assigned to them by General Rules, Block Working Manual, Accident Manual, and the instructions issued from time to time by the Divisional Officers/Supervisors with all promptitude and prudence with a view achieving better result in safe and efficient transportation. APPENDIX - E E. LIST OF ESSENTIAL EQUIPMENTS PROVIDED AT THE STATION Sl. No.Description of essential equipmentsMinimum Quantity atSMs OfficeLC No. 64 at Km 109/800-9001Hand Signal flags- Red 4 - Green2 - Red 1 - Green2Hand Signal lamps323Detonators2010 4Safety Chains with padlocks2- 5Clamps with Padlocks4- 6Skids2- 7Line Block Caps2- 8Line Blocked Caps2- 9Trolley lorry on Line Caps2- 10Rusty Rail Caps2- 11Caution in force boards2- 12Station bell1- 13Fire buckets with Sand2-  14Fire buckets with Water2- 15Padlocks with keys2- 16Pouches for shunt keys2- 17Wall Clock11 18Equipment list1119Fusee-120Tommy bar-121Water Pot/Bucket-122Stop Board-223Banner Flag with pole-224Poles for exhibiting signal lamp-225Emergency chain with padlock-2 The SM shall ensure that the prescribed quantity of the above-mentioned essential equipments is made available at SMs office exclusively for train passing duties. APPENDIX - F F RULES FOR WORKING OF DK STATIONS, HALTS, IDH, IBS AND OUTLYING SIDINGS:- Not applicable. APPENDIX - G G RULES FOR WORKING OF TRAINS IN ELECTRIFIED SECTIONS Not applicable. (MADHAVI) (N.RAMESH) Sr. Divisional Signal & Telecommunication Sr. Divisional Operations Manager Engineer/Bangalore Bangalore PAGE  C.M. No.1 dated 03-06-2008 to SWR No.B45/MLU dated 11-10-2007 applying to Malugur station B.45/MLU (AMOL PINGLE) (N.RAMESH) DSTE/SBC Sr.DOM/SBC C.M. 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