ࡱ> g MbjbjVV ;@r<r<8* ,V")))))***|~~~~~~$_h4**44)) Q Q Q46))| Q4| Q Q.:HF)@05@h͜0”ǢMǢFǢT*-* Q01***_O***4444Ǣ********* : @9SOUTH WESTERN RAILWAY BANGALORE DIVISION Replaced Page No.1 STATION WORKING Date of issue: 03-01-2011 RULES NO. B 81/HEB Date brought into force: HEBBAL NOTE: - 1.This issue of Station Working Rules supersedes the Station Working Rules No. B. 81/HEB dated : 19-01-2004. 2. The Station Working Rules must be read in conjunction with General Rules, Subsidiary Rules and Block Working Manual. These Rules do not, in any way, supersede any Rule in the above-mentioned books. 3. These rules shall be read in conjunction with the special traction working rules for working of trains in 25KV AC electrified areas pertaining to HEB station. 1.0 STATION WORKING RULE DIAGRAM The enclosed Rule diagram based on Signalling Plan and P. Way Plan shows the signalling features, track circuited portions, names of the adjacent stations, the normal setting of points and other details pertaining to day-to-day working. Complete layout of the station yard, gradients, holding capacity of individual lines, distances of adjacent stations etc. are reproduced from the enclosed Rule diagram. Rule Diagram No.(B/SG/RD/HEB/31/A/ALT-1Signalling Plan No(IPU 1396AP. Way Plan No(CN/BNC/TR/150:97/5Layout diagram No(TR/BNC/45-97/42.0 DESCRIPTION OF STATION 2.1 GENERAL LOCATION HEBBAL is situated on the Yesvantpur Jn. Salem Jn. Broad gauge section at a distance of 217.200 Km from Salem Junction. This is a Class `B station with single line working towards BANASWADI and Yesvantpur Bye Pass Cabin. The code initials of this Station are HEB. BLOCK STATIONS ON EITHER SIDE AND THEIR DISTANCES Sl. NoAdjacent Block StationCodeInter Distance.Direction1.BANASWADIBAND7.37kmsSA SIDE2.YESVANTPUR BYE PASSYPR BYE PASS7.69kmsYPR SIDEThere is a D class station Lottegollahalli with the code initials LOGH in the YPR bye pass-HEB block section. BLOCK SECTION LIMITS ON EITHER SIDE OF THE STATION ON DIFFERENT DIRECTIONS Between stationsPoint from which the block section commencesPoint at which the block section ends.HEB-YESVANTPUR BYE PASS CABINDown Advanced Starter signal No. 9Down Advanced Starter signal No. 9HEB-BANDUp Advanced Starter signal No. 10Up Advanced Starter signal No. 10 The station limits extend from the up distant signal to the down distant signal. Replaced Page No.2 GRADIENTS S.NoDirection & LineFromToInter distance GradientSection1.Up running line Road-1 & Road-2Centre line369m369m1 in 400 falling towards BANDStation section2.Up running line 369m800m431mLevelBlock section3.Up running line800m1200m4001 in 110 falling towards BANDBlock section4.Up running line1200m1650m450LevelBlock section5Up running line1650mB/section-1 in 100 rising towards BANDBlock section6Down running line Road-1 & Road-2Centre line730m730m1 in 400 rising towards YPRStation section7Down running line730m905.0m175m1 in 165 rising towards YPRStation section8Down running line905m180.50m900mLevelStation/Block section9Down running line1805mB/section-1 in 100 rising towards YPRBlock section LAYOUT There are two running lines provided for reception and despatch of both up and down trains. Both the lines are provided with OHE.Road-1 is loop line and Road-2 is the main line. Both the lines are provided with high-level platforms. Sand humps are provided for Road-1 at both the ends. The office of the Station Master is situated on the Platform of Road-1. RUNNING LINES, DIRECTION OF MOVEMENT & HOLDING CAPACITY IN CSR Running Lines.Direction of Movement.Holding CapacityLength (CSR)Type of PFLength of PFRoad 1Up & Down reception and despatch58 BOXN+3E+BV+5%715mHL270mRoad 2Up & Down reception and despatch58 BOXN+3E+BV+5%715mHL270m NON-RUNNING LINES: NIL ANY SPECIAL FEATURES IN THE LAYOUT: Nil LEVEL CROSSINGS LC No Class Dept Location TypeNormal PositionWhether Inter-lockedCommunicationNo.148 C class TrafficHEB-Yard 217/800-900Lifting BarrierOpen to Road Traffic.InterlockedProvidedNo.150 C class TrafficHEB-YPR 218/400-500Lifting BarrierOpen to Road Traffic.InterlockedProvidedNo.151 C class EnggHEB-YPR 218/800-900Lifting BarrierClosed to Road Traffic.Non InterlockedProvidedNo.152 A class EnggHEB-YPR 219/600-700Lifting BarrierOpen to Road Traffic.InterlockedProvided 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 3.1 This is a Class B Station and trains are worked under the Absolute Block system. Handle type (FM type) single line token less block instruments for HEBBAL-BAND and HEBBAL YESVANTPUR Bye pass cabin 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 (TSR) and make entries instantly and sign against each such entry. (ii) It is possible to set the block instruments to TRAIN GOING TO position only with 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, along with a private number if he is ready to receive the train. Then the SM at the sending end shall set the instrument to TGT position after the SM at the receiving end setting his instrument to TCF position. 3.3 (i)The off aspect of the advanced starter signal constitutes the authority to proceed for the Loco pilot of the departing train to enter the Block Section ahead (ii) The Advanced starter can be taken OFF only when the line clear has been obtained through the block instrument from the Block Station concerned in advance. (iii) 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 the 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) SM's key of block instruments. b) SMs keys of double key lock on the block instruments. c) Padlock keys of point clamps. d) Padlock keys of safety chains. e) SMs key of the double key lock pertaining to relay room. f) Control panel key. g) Padlock keys of point machine lids and crank handle release lock key. h) Keys pertaining to telephones connected to SPT i) Generator room key j) Crank handle location box key. The above key except item No. a, f and h shall normally be kept in the glass fronted key case provided in the station House. The glass fronted case must always be kept closed, locked and the key of the case along with keys referred vide item (a) (f) and (h) shall kept in the personal custody of the duty station Master. SYSTEM OF SIGNALLING AND INTERLOCKING This station is provided with panel interlocking. Multiple aspect colour light signals with Distant, Home, Starters and Advanced Starter are provided 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: This station is provided with Standard II-R interlocking. 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 ask for the key from the SM on duty, duly filling in the relevant columns of the Relay Room key register maintained at the Station. The SM on duty shall hand over the key to the TECH.ES/JE/SE/Sig. After the work in the Relay Room is completed, the Room shall be locked with double lock which shall be ensured by Duty Station Master. The key shall be returned to the SM on duty, duly completing the entries in the relay room key register. The Relay Room key register shall contain the following columns:- 1) Time and Date of key asked for.. 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 and follow the relevant provisions of GR/SR 3.68 to 3.70 for train/shunt movements. When no such endorsement is made, he shall deal the trains normally. 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 he is satisfied fully 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 OHE Auxiliary Transformer ( AT supply).Power supply from Karnataka Power Transmission Corporation Limited is available as an alternative source. In addition, as a standby source two diesel generators are also made available as standby. 4.3.2 Preference of Power supply to the signalling installation to be adhered is as follows:- i) OHE AT supply ii) Karnataka power transmission Corporation Limited (KPTCL) iii) Generator 4.3.3 A rotary switch is provided to select the power supply to the signalling installation. The switch has both automatic and manual modes. When automatic mode is selected, power supply is extended from the available supply. When automatic mode fails, the rotary switch should be operated manually to select the power supply. . 4.3.4 There are clear marking on the switchboard to indicate which position will connect OHE,KPTCL supply and Auto. The switch shall normally be kept in the OHE supply position. 4.3.5 MCBs are provided for incoming and outgoing power supplies. The lever on the MCB will be upwards in ON position and indication lamp will be glowing if the corresponding power supply is available. 4.3.6 Whenever there is failure of power supply the corresponding MCB is checked to see if it has tripped. The MCB is to be switched to ON position in case of tripping. If it trips repeatedly or the supply is not forth coming from the source, supply from the generator source is to be extended. 4.3.7 When the MCB supply fails SM shall start the standby generator and bring the main change over switch to the required position duly ensuring the generator supply had assumed steady voltage. 4.3.8 When the extended supply fails a warning bell sounds and a Red light appears above the P ACK button on the panel. The warning bell ceases to sound when the button is pressed but the Red light indication remains. Then the SM shall extend the supply from the next alternative supply. Again the warning bell sounds. The SM shall press the P ACK button. This stops the warning bell and Red light disappears. 4.3.9 When the failed power supply resumes the selection of power supply shall be done as per the preference detailed in Para 4.3.3 4.3.10 A volt meter is provided above the control panel indicate the incoming voltage of power supply. There are two red bands painted on the face of this volt meter. When the needle of the voltmeter moves beyond the Red band, it shall be Considered that the power supply is unsuitable. SM shall then extend supply from the standby generator. Note: Power supply to LC gate Nos. 148 & 150 are extended from HEB station. 4.3.11. Every power failure shall be recorded in the power failure register with particulars of time of failure, time restored, how restored train detained if any and how dealt with. 4.3.12. When power supply is not extended to signalling installations and no light is available in the signal or when the signals are bobbing or flickering, the signal should be treated as failed and the SM shall take the following precautions. i)Depute the competent Railway servant with hand signal and detonators to give hand signals at the foot of the signal. ii) Train shall be dealt in accordance with GR. 3.68 to3.70 and SRs there under iii) Advise TECH.ES/JE/SE/Sig of the section. iv) In case of reception signal, the SM shall not grant line clear for the train unless action has been taken as above and the SM in rear has been advised to issue caution order to the Loco pilot {SR.8.03 (ii) an (iii)} 4.3.13 After the generator is started, SM must changeover the switch provided in the generator room from MAIN to STANBY only after ensuring that steady voltage is maintained by the generator by observing the voltmeter provided in the generator room to avoid fusing of bulbs and fuses in the electrical equipments. Immediately after the main power supply is resumed the SM should ensure to changeover the switch from stand by to main and stop the generator. 4.3.14 If the KPTCL supply does not resume within 3 hours, the TECH.ES/JE/SE/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 on duty, assisted by one Points man and two gatemen (For LC No. 148 & 150) will work in each shift, according to duty roster issued by the Divisional Personnel Officer/Bangalore Division. 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 are clamped & padlocked and the padlock key is kept in his personal custody. After any non signalled move has taken place over a point operated by an electric point machine whether in facing or trailing direction, the Station Master on duty shall operate the point for normal and reverse setting for the purpose of testing the points. Only after ensuring the correct indication for the normal and reverse setting of the points, SM shall permit further movements over the points. 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 granted by the SM on duty unless:- (i)The whole of the last preceding train has arrived complete and berthed within the starter signals. (ii) All the relevant signals have been put back to ON behind the said train and ensure that the signal lights are burning bright. In the case of blank signals the SM shall depute the competent Railway servant with hand signals and detonators to the concerned home signal and advise the SM in rear to issue Caution Order as per SR 3.68(i)(c)to the Loco pilot of approaching train to be vigilant and stop at the Home signal. (iii)The line is clear up to the Up Advanced Starter No. 10, for trains from BAND and up to the Down Advanced starter No. 9, for trains from YESVANTPUR Bye pass Cabin. Replaced Page No.7 (iv) In case of an Up train from YPR Bye Pass Cabin the engineering gateman at LC No. 151 and 152 are to be advised as detailed in Appendix-A. ANY SPECIAL CONDITIONS TO BE OBSERVED WHILE RECEIVING OR DESPATCHING A TRAIN Setting of points against blocked line: -This station is provided with centralised control panel. When ever running line is blocked the safety caps shall be placed on the concerned points knobs after setting the points against the blocked line. Reception of train on blocked line: - Whenever trains are being received on an obstructed road/blocked line on calling-on signal the following procedures are to be complied with: If possible intimate the Loco pilot through the SM of the station in rear. Ensure that the line is clear and free from obstruction up to the place of obstruction on the intended reception line and that the concerned traffic gates are closed and secured against road traffic and white light indication is available near the legend CL on the panel. Ensure all the points over which the train has to pass are correctly set. Ensure that no conflicting movement is permitted. Ensure that a stop hand signal is exhibited at a distance of not less than 45 mts. from the place of obstruction towards the direction of approach of the train, indicating the location at which the loco pilot has to stop the train. During the failure of Calling-on signal, in addition to the above, ensure that the calling-on signal knob is turned to reverse while receiving the train on SPT or on form 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. The level crossings if any, on the route shall be closed and secured against road traffic before authorising the movement. 6.2.1.3 RECEPTION OF A TRAIN ON NON-SIGNALLED LINE: Not applicable DESPATCH OF TRAIN FROM NON-SIGNALLED LINE: Not applicable DESPATCH OF TRAIN FROM LINE PROVIDED WITH COMMON STARTER SIGNAL: Not applicable 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 6.3.1 The Station Master on duty before taking `OFF the reception signal shall ensure that the line on which the train is to be received is clear and free from obstruction up to the adequate distance as required vide Para 6.3.2. 6.3.2 ADEQUATE DISTANCE:- I. The adequate distance required for clearing the Home signal is reckoned as under:- 1Up Train on Road-1(a)Up to the Sand Hump, from starter No. 6SB with crossover points No. 2 Normal. (OR)(b)Up to the Advanced Starter No. 10 With Crossover points No. 2 Reverse.2.Up Train on Road-2Up to the Advanced Starter No. 10 With Crossover points No. 2 Normal.3.Down Train on Road-1(a)Up to the Sand Hump, from starter No. 5SB with crossover points No. 1 Normal. (OR)(b)UP to Down Advance Starter No. 9 with Point No. 1 Reverse, with LC No.148 in closed condition.4.Down Train on Road-2170m from starter No.5SA with cross over points No.1 Normal,with LC No.148 in open conditionII. The distance required to be clear for clearing the Calling-on signal is upto the obstruction or Upto the concerned starters: 1.Up train on Road-2Upto the Starter No. 6 SA 2.Up train on Road-1Upto the Starter No. 6 SB 3.Down train on Road-2Upto the Starter No. 5 SA 4.Down train on Road-1Upto the Starter No. 5 SB NOTE:- 1) Items under 1a, 3a,3b and 4 have the approval of CRS/SBC. 2) For the reception of an Up train on Road-1 or 2, LC N o.148 at km.217/800-900 & LC No.150 at km.218/400-500 shall be closed and secured against road traffic as detailed in Appendix-A. 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, however it permits the following simultaneous movement of train:- 1. While receiving a Down train from BAND end on Road-1 with crossover Points No. 1 Normal, another Down train can be despatched to YESVANTPUR Bye pass from Road-2. 2. While receiving an Up train from YESVANTPUR Bye pass end on Road-1 with crossover Points No. 2 Normal, another Up train can be despatched to BAND from Road-2. 3. While giving precedence/ crossing, as far as possible the first arriving train shall be received on the loop line and the second train shall be dealt on the main line. If one of the train is not booked to stop at the station, the train booked to stop shall be received on loop line and train not booked to stop shall be run through on 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, Wherever possible, SM shall ensure complete arrival by observing the tail board/Tail lamp. If the train is berthed in such a way that the SM cannot see the Tail Board/Tail lamp, the Guard of the train is responsible for indicating the complete arrival of the train to the SM on duty by waving his arm four times over head from side to side during day and by waving a white light in similar manner during night. The SM on duty shall acknowledge this in the same manner {SR 14.10 (ii)}. 6.5.4 If the on duty SM is not able to verify the complete arrival of the train as stated above, communication shall be established after due identification with the guard of the train on walkie-talkie and guard shall ensure that the train has arrived safe and complete inside the fouling mark and give a private number along with his name and train number. This shall be recorded by the SM in the train signals register against the entry for the train in the remarks column. The SM on duty shall give his PN in acknowledgement. This PN given by the SM shall be recorded by the guard in his rough journal book. 6.5.5 Due to some reason if the duty Station Master is unable to exchange the complete arrival signal with the guard of a stopping train or if he is not able to contact the guard on the walkie-talkie and ensure the complete arrival by exchanging PN, 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 fouling mark 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)]. Replaced Page No.10 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/BAND or YPR Bye pass Cabin as the case may be and advise the particulars of train No, description etc. ii) On receipt of the acknowledgement confirmed by a private Number (from SM/BAND or YPR Bye pass Cabin as the case may be) on duty SM shall ensure the availability of the shunt key in the block instrument and set the block instrument to TRAIN GOING TO position duly ensuring that: iii) In the case of a Down Train the LC No. 148&150 are closed and secured against road traffic and CL indications are available on the panel and LC No. 151 is closed and secured against road traffic and gate man at LC No.152 is advised for the timely closure and clearing of the gate signals as detailed in Appendix A iv) He shall ensure that the despatch route is clear and free from obstruction, set the required route, issue Caution Order if any to the Guard , Loco pilot and ALP of the said train and then clear the despatch signals. After ensuring the correct signals are taken off, the SM/HEB shall authorise the train to depart. 6.7 TRAINS RUNNING THROUGH 6.7.1 The signalling arrangements permit run through of trains on Road-1 and 2. But as far as possible run through train shall be dealt on Road-2 (Main Line). 6.7.2 Trains carrying ISMD loads shall normally be dealt with only on Road 2 (Main line). 6.8 WORKING IN CASE OF FAILURE 6.8.1 FAILURE OF TRACK-CIRCUITS, POINTS/SIGNALS During failure of track circuiting arrangements, or signals or points from the control panel, the duty Station Master, shall personally ensure that the line on which the movement is to be carried out is clear and free from obstruction, and that all efforts have been taken in accordance with the provision contained in GR/SR 3.68 to 3.70. During failure of Home Signal and Calling-on signal, trains can be dealt on SPT or on Form T/369-(3b). Station Master shall ensure clamping and padlocking of relevant points and maintaining isolation from other lines duly keeping the trap/points in required position. In the event of failure of a point repeat indication on the panel the following action has to be taken by the duty Station Master. The concerned signal knob shall be operated. If the signal gets cleared, the train shall be dealt under normal course on signals. If the signal fails to respond the SM shall operate points repeatedly for about three or four times, even after this if the point indication does not appear, the SM shall depute the Points man/TRH to the point to remove the obstruction if any between stock rail and the tongue rail, who shall do so. If the point has set and locked correctly but the signal fails to respond, it should be treated as a case of signal failure and the train shall be dealt strictly according to the relevant provisions contained in GR/SR 3.68 to 3.70. e) If a point fails to set properly and if the point cannot be set from the panel, the Station Master on duty must personally ensure correct setting of the points to the required position by means of the point crank handle as detailed in Para B.4. The Station Master can operate the signal knobs for the reception or despatch of the train, after cranking, clamping and padlocking the points, and duly replacing the crank handle in the electrical key instrument. If the signals can be taken off, trains shall be dealt with normally. If not it shall treated as signal failure and trains dealt with as per the relevant provisions contained in GR/SR. 3.68 to 3.70. 6.8.2 FAILURE OF HOME SIGNAL During the failure of Home signal, the train shall be received on Calling-on signal(See Para B.8 for details ). If the Calling-on signal also fails, the train should be received using SPT. (See Para B.9 for details). If the signal post telephone also fails, the SM on duty shall arrange to receive the train on Form T/369 - (3b). Whenever the trains are received on SPT or on Form T/369 - (3b), the SM shall ensure the correct setting of relevant points, clamp and padlock, all the 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: The concerned Traffic LC/s shall be closed and secured against road traffic before authorising the movement on SPT or on form T/369- (3b). 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, line clear shall be obtained on the block instrument and trains shall be despatched duly issuing the Form T/369-(3b)with an endorsement and PN obtained from the SM at the other end of the block section. 6.8.5 FAILURE OF BLOCK INSTRUMENT: - During Block Instrument failure / suspension, the train shall be dealt duly issuing appropriate Line Clear Ticket to the Loco pilot of departing train. Note: - Independent LCT book duly stamped should be kept for each Block Instrument. Note: - All cases of such failures must be reported immediately to the TECH.ES/JE/SE/Sig of the section for immediate rectification duly issuing a message. 6.9 PROVISIONS FOR WORKING OF TROLLEY/MOTOR TROLLEYS/MATERIAL LORRIES: -. 6.9.1 Un-insulated trolley/lorry etc. should not be permitted on the track circuited lines. Whenever a trolley/lorry, is allowed to work the Station Master on duty shall ensure that the track is clear of such vehicles before clearing the signals for a train or before operating the points as the trolley/lorry/motor trolley may fail to actuate the track circuit. 6.9.2 Block instrument working shall be suspended and line clear ticket issued as an authority to proceed, when Trolley/Motor Trolley / Material lorry etc, are required to work in the Block Section. SM at either end of the Block Section can resume Block instrument working after trolley/lorry/motor trolley clear the section. Instructions contained in rule 11.2 of the BWM-2006 of SWRly should be strictly adhered to. 6.9.3 Signals except Advanced Starter signal shall be cleared for movement of trolley/lorry/motor trolley when worked as a train. NOTE :- (1) Insulated trolley/lorry/motor trolley do not actuate the track circuit. If the signal is cleared for reception/despatch, the route for the same should not be altered until the movement is completed. (2) Trolley/lorry caps shall be used without fail, whenever the trolley/lorry are allowed to enter the Block Section. (3) Before permitting a trolley/lorry the SM on duty shall obtain a certificate on the trolley/lorry notice itself from the official-in-charge to the effect that the trolley/lorry is insulated. 7.0 BLOCKING OF LINES 7.1 When a running line is blocked/obstructed for any purpose, the points at both the ends of the line should be set against the line except when shunting is required to be done on that line. No movement should be permitted on to a line occupied by a train/ vehicle carrying passengers except when shunting is required to be done on that train/vehicle or for attaching an Engine to that train/vehicle. 7.2 When a running line is blocked/obstructed, "Line Blocked" collars/caps should be placed on the relevant knobs as mentioned below, on the panel, to serve as a reminder to the SM on duty. Immediately when the line is clear again, the collars/caps should be removed from the knobs and kept safe. Line OccupiedKnob No.Road-11N, 2NRoad-21R, 2R 7.3 The SM on duty shall see that train/vehicles standing at the station are properly secured so as to prevent them from gaining momentum and rolling down. Vehicles/Wagons should be coupled together and brakes applied. The vehicles should be kept well within the starters. Skids and safety chains should be used for securing the vehicles. 7.4 Before uncoupling one or more wagon/vehicle fitted with roller bearing to be stabled on a running line the hand brakes of all the wagons/vehicles should be applied. Skids should also be used to prevent such vehicle from rolling down. When vehicles are stabled on running lines, the SM on duty shall ensure that the points at either end of the obstructed line are set against the line, clamped and padlocked and the padlock key retained in his personal custody. Instructions contained in SR.5.23 (vii) shall be strictly adhered to. 7.5 When a running line is blocked/obstructed by any vehicle allowed to remain on the line for some length of time, a clear remark in RED ink should be made immediately in the train signal registers indicating the time and the number of the line on which the vehicle is detained. A record of the blocking of the line shall be made in the station diary also. When the obstruction is removed and the running line is clear again, the time at which the vehicle was removed and the running line cleared should be indicated in the Train Signal Register and the Station Diary. Instructions contained in SR.5.23 (v) shall be strictly adhered to. 7.6 i) Whenever a goods train is to be stabled on running line, before detaching the train engine, the Guard of the train shall ensure that the van brake and the hand brakes of at least six vehicles next to brake van are put on. The Loco pilot shall ensure the hand brakes of at least six vehicles next to the engine also are put on. If after detaching the engine, the brake van also is to be detached, the Guard shall ensure that the hand brakes of at least six more vehicles are put on before detaching the brake van. In addition, they shall also be secured with safety chains fastened to the rails and padlocked to prevent them from getting out of control and rolling down. The brakes shall not be released until the engine/brake van has been attached to the formation. ii) Before detaching the engine from a train carrying passengers, the hand brakes in the Guard's brake van in rear and in additional brake vans, if any, on the formation, shall be securely screwed down. Hand brakes, if any, provided on any other coaching vehicles like Inspection carriages shall be applied. The wooden wedge/skids supplied shall be placed under farthermost wheels of the formation and safety chain shall also be used to secure the vehicles. 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. 7.7 While handing/taking over charge, the outgoing/incoming Station Master should promptly record in the Station Diary and TSR the number of the running line(s) obstructed. The relevant instructions contained in SR.5.01, GR.5.19 and 5.23 and SRs there under should be strictly adhered to by all staff concerned. Note: A securing of stabled vehicles register shall be maintained in the following format: Left hand side of the register shall contain the following particulars: DateTimeRoad No.No. of vehicles stabledNo. of hand brakes appliedNo. of skids provided & under which vehiclesNo. of safety chains provided & for which vehicleSignature of shunting staffSignature of the supervisor Right hand side of the register shall contain the following particulars: DateTimeRoad No.No. of vehicles to be despatchedNo. of hand brakes releasedNo. of skids removedNo. of safety chains removedSignature of shunting staffSignature of the supervisor 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 likely to affect the level crossings, the closure and securing of the concerned LC gate/s against road traffic shall be ensured. (c) Hand shunting/ loose shunting is strictly prohibited. SHUNTING ON SINGLE LINE 8.4.1 WITHIN STATION SECTION (BETWEEN STARTER & LSS) SM shall carry shunting between starter and LSS by taking off the concerned starter & shall issue form T/806 to the Loco Pilot. SM shall extract the shunt key from the concerned block instrument pertaining to the direction of shunting and keep it in his personal custody till shunting is over. 8.4.2 BETWEEN LSS AND OPPOSITE FSS Shunt key along with Form - T/806 shall be handed over to the Loco pilot as an authority to perform shunting between Advanced Starter and the opposite Home Signal on HEB - YESVANTPUR BYE PASS- or HEB-BAND block section {SR. 8.15 (i)}. 8.4.3 BEYOND OPPOSITE FSS To permit shunting beyond the opposing Home Signal, on HEB-YESVANTPUR BYE PASS or HEB-BAND 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. 8.4.4 DURING FAILURE OF BLOCK INSTRUMENT ON SINGLE LINE When shunting has to be performed at that end of the Block Section over which block instrument working has been suspended, the Station Master on duty shall issue to the Loco pilot, T/806 with an endorsement mentioning the suspension of the Block instrument with the PN obtained from the SM at the other end of the block section. SHUNTING DURING FAILURE OF SHUNT KEYS: - When the shunt key cannot be extracted and shunting has to be performed necessarily, SM on duty shall advise the SM at the other end of the block section to extract the shunt key and keep it in his personal custody and obtain a PN for the same from him. T/806 along with an endorsement shunt key could not be extracted with the PN obtained from the SM at the other end of the block section to be handed over to the Loco pilot as the authority to perform shunting during this period. 8.5 SHUNTING ON DOUBLE LINE, BLOCK BACK, BLOCK FORWARD, FOLLOWING A TRAIN TRAVELLING AWAY, UPTO IBS, BEYOND IBS, DURING FAILURE OF BLOCK INSTRUMENT: -Not applicable 8.6 SHUNTING IN SIDING TAKING OFF FROM STATION YARD/GOODS YARD: Not applicable 9 ABNORMAL CONDITIONS THE RULES TO BE OBSERVED IN THE EVENT OF ABNORMAL CONDITIONS: - (a) i. During failure of electrical communication instrument: - The following modes of communication are provided to run trains on Absolute Block system. During failure of one mode, the other one shall be selected in the order of preference given below: Block Instrument. Telephone attached to block instrument. Station to Station fixed telephone. Railway Auto phones. BSNL phones. Control Telephone. VHF sets. . NOTE: -(1). When 4th to 7th type communication is used, Identification sheets should be used, or cross checking of last three private numbers issued to concerned station is to be done to identify the correctness of the station. If the station is identified correctly an endorsement shall be made on the PLCT regarding the ID sheet numbers or cross checking of the PNs. Under this circumstance the issue of caution order shall be dispensed with and trains can run at normal speed. (2). If the station could not be identified through ID sheets or cross-checking of PNs, a caution order shall be issued restricting the speed to 25 / 15 KMPH on Double line / Single line sections during day and 10 KMPH on Double line / single line sections during night and when the view ahead is not clear during day.(Ref: Circular No. B/T.411/P/I/Vol.VIII dated 26-02-2007) 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 the normal running time from the station in rear, The Station Master at the station in advance shall Immediately advise the station in rear and the Control of this fact. The Station Masters at either end of the block section shall also send one of the traffic staff out on the block section to fetch information about the whereabouts and condition of the delayed train and nature of assistance, if any required. iv Failure of Intermediate Block Stop Signal at ON: - Not applicable v Failure of Axle Counter Block/BPAC: - Not applicable vi Failure of MTRC: - Not applicable ( b ) PROCEDURE FOR EMERGENCY OPERATION OF CRANK HANDLE i. Two crank handles duly welded with key are provided in individual Electrical Key Instruments at point locations for operating the motor worked points during failures as follows: - Crank handle Group-1 for point No.1. Crank handle Group-2 for point No. 2. ii. When the crank handle is properly secured in its electrical key instrument and is free to be extracted a white light indication gets displayed near the place marked Crank Handle on the control panel. When the crank handle is not free to be extracted, a red light gets displayed on the panel. When the crank handle remains extracted, no signal can be taken off except up and down advanced starters. Similarly when a signal other than up and down Advanced Starters are taken off the crank handle cannot be extracted. No attempt must be made to take off a signal when the crank handle remains extracted and no attempt must be made to extract the crank handle when the signal has been taken off. iv. During failure of points, crank handle shall be used for setting point. While setting the points by crank handle, it should be ensured that the corresponding point knobs are kept in the required (N or R) position. After setting the points in the required position, clamping and padlocking, the crank handle shall be restored to its electrical key instrument. On observing the Crank Handle Free (White light) indication and the point indication on the panel, the required signal may be taken off. If the signal obeys when taken off, train movements can be permitted on signals as in the normal course. If the signal fails to respond, train movements should be dealt with strictly in accordance with the relevant provision contained in GR 3.68 to 3.70 and subsidiary rules there under. v. While utilizing the crank handle to operate a cross over point, it should be ensured that both the ends of the crossover points are correctly set to the required position and locked for permitting train/shunt movements over the points. vi. Whenever the crank handle is utilized to operate a point, necessary entries in the crank handle register should be made promptly and the TECH.ES/JE/SE/SIG advised immediately to restore normal working. (Refer Para B.4 for other details regarding Crank handle operation) ( c ) CERTIFICATION OF CLEARANCE OF TRACK BEFORE CALLING-ON SIGNAL OPERATION IS INITIATED The Calling-on signals below Home signals are intended to receive a train on an occupied/obstructed road or when one or more of the track circuit on that route have failed or when the Home Signal has failed. Before clearing the Calling-on signal, the SM shall decide whether it is absolutely necessary to receive the train on that road, 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 signalling Maintenance Staff concerned (TECH.ES/JE/SE/Sig) responsible for attending to the failure and only after receipt of the written memo from the signalling Maintenance Staff (TECH.ES/JE/SE/Sig) on rectification of the fault, SM on duty should restore the normal working. The entries in failure register to be done with message to the Section Controller. TOTAL FAILURE OF COMMUNICATION In the event of Total interruption of communication occurring between YESVANTPUR BYE PASS CABIN-HEB or HEB-BAND 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 following procedure shall be adopted to work trains: 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 an Off duty Station Master Trolley duly accompanied by a Guard or by an Off duty Station Master Diesel car/ Rail motor car/EMU rake after ensuring that all passengers have been 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 advices and also contact the control and the SM on duty at the other end. Clear instructions shall be issued to the Loco pilot and Guard regarding the nature of obstruction and location of obstruction of engine/BV/First vehicle /last vehicle shall be mentioned as far as known and the station to which the crippled train/engine could be moved to clear the block section. If more relief trains/Engines are to be despatched into the block section subsequently, clear instructions shall be given to the Loco pilot and Guard of such trains /engines etc. regarding the trains/engines already allowed into the section and other relevant information. Once obstruction is removed and Competent Railway servant certifies the line as fit and safe for the passage of trains, the duty SM shall exchange numbered message and private numbers with his counterpart at the other side to ensure that the block section is clear of all 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, ALP and Guard of all stopping trains. Appropriate entries shall be made in the trains signal register regarding its issue against the trains entry. Caution Order register shall be maintained by Duty Station Master separately and entries are brought forward as per extant rules. VISIBILITY TEST OBJECT Any aspect of the Up starter of Road-1/Down starter of Road-1 during day or night shall constitute the visibility test object for Down / Up direction respectively. 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 of two members each from the operating and permanent way Group `D' staff at the station with their declaration that they know fog signalling duties, shall be maintained and updated periodically in the station Detonator Register by the Station Master. The names of address of Group D Permanent Way staff who are trained in fog signalling duties shall be painted on the board provided for this purpose near the office of the Station Master on duty. LIST OF APPENDICES:- Appendix AWorking Of Level Crossing GatesAppendix BSystem of Signalling and interlocking and communication arrangements at the station.Appendix CAnti collision device(Raksha Kavach).Appendix DDuties of train passing staff and staff in each shiftAppendix EEssential Equipments provided at the StationAppendix FRules for working D class stations, Halts, IBH, IBS and Outlying sidings.Appendix GRules for working of trains in electrified sections APPENDIX A WORKING OF LEVEL CROSSING GATES A.1.0 TRAFFIC LEVEL CROSSING No. 148 AT Km. 217/800-900: A.1.1 This is an interlocked C class level crossing gate provided with Lifting Barriers, situated between Down starter and Down Advanced starter signals. This level crossing is normally kept open to road traffic and is under the control of Station Master/HEB. This level crossing is manned by one gate man each in 12 hour shift, according to the duty roster issued by DPO/SBC. A.1.2 Magneto Telephone Communication is provided between this LC and HEB station as detailed in Appendix B. A.1.3 The level crossing is interlocked with the down despatch signal and up reception signals. A.1.4 Before taking off Up reception signal or before despatching a down train or allowing any shunt movement across the LC the Station Master on duty shall advise the gateman the particulars of the train with its number, description, direction of movement and probable time, to the gate man at LC No. 148 at Km. 217/800-900, and turn the LC control knob G2 to R position. A.1.5 The winch, which operates the lifting barriers of LC No. 148 at Km. 217/800-900, is provided with winch key normally locked `IN'. When the barriers remain in raised position, the level crossing is open for road traffic. During night, a red light is exhibited when level crossing is closed to road traffic. A.1.6 During daytime when the barriers are lowered across the road a red disc on the boom of the barrier and red targets suspended from it warn the road traffic to stop. While the boom comes down across the road, a gong attached to each boom gives bell as a warning to the road users that the level crossing is being closed. The gongs do not sound when the barriers are lifted. Notice Boards facing the road traffic are erected at either end of the level crossing to warn the traffic to stop when the gongs are sounded. A.1.7 The gateman on getting the advice from the Station Master shall acknowledge the same, lower the lifting barriers, extract the winch key, insert and unlock the single lever ground frame, reverse the lever which locks the boom in the lowered position and releases the key B' from single lever frame, insert this key B, in the RKT provided to transmit gate closed indication to the station. A white light indication will appear near the legend "CL" marked near the LC concerned on the panel. On observing the white light indication the SMs shall take off the concerned signals. NOTE:-Before extracting key `B' from the single lever after lowering the booms, the gateman shall personally ensure that the booms are locked in lowered position. A.1.8 Immediately after the passage of the train and after normalising the signals to ON position, the stationmaster shall normalise the gate knob "G2" on the panel. When the gate knob "G 2" is normalised the white light indication on the panel disappears and a white light free indication appears near the RKT at the gate lodge. The gateman on observing the white light indication shall extract key "B" and then unlock the single lever with key "B, normalise the lever and then extract the winch key and open the LC for the road traffic. A.1.9 Failure of gate in open condition: If one or both the barriers cannot be lowered across the road traffic, SM shall be informed regarding the failure under exchange of PN and thereafter the gate shall be treated as non-interlocked gate. The gateman shall use the emergency chains with RED disc to block the road traffic and secure them by means of padlocks and RED (warning) light must be exhibited from the gateposts during night. Then the gateman shall inform the Station Master on duty for having chained and locked the level crossing against road traffic and the Station Master shall authorize train movement only after exchanging private number with the gateman for having chained and locked the level crossings without any obstruction to rail traffic. The failure will be advised to concerned JE/SE/P. Way for early rectification. During the period of failure trains movements shall be dealt with strictly according to the provisions contained in GR/SR.3.68 to 3.70. A.1.10 Failure of gate in closed condition: a) If the barriers are in lowered condition and the gateman is able to transmit gate closed indication to the SM, the trains shall be dealt normally. b) If the barriers are in lowered condition and the gate closed CL indication could not be transmitted, trains shall be dealt with as per the relevant provisions contained in GR/SR 3.68 to 3.70. c) If the barriers are in lowered condition and could not be opened due to the failure of the boom locking key, emergency Key shall be used. Emergency key "B" secured in electrical instrument is kept at the gate lodge for use in case the key "B" cannot be extracted from the RKT to open the gate. The gateman on duty shall exchange PN with the on duty SM, break open the seal of the box, extract the emergency key "B" and arrange to use it to open the level crossing gates. Since the key is interlocked with the Up and Down reception signal and Down despatch signal, these signals cannot be taken Off, once the key is extracted. These signals shall be suspended and train services dealt strictly under the relevant provisions contained in GR 3.68 to 3.70 and subsidiary rules there under duly ensuring that the gates are closed and secured against road traffic. When the emergency `B' key is used, the Station Master on duty shall make an entry in the register specially maintained for this purpose with the details like the time and date of use, the number of the train for which it was used etc., Immediately after noticing the failure the TECH.ES /JE/SE/Sig shall be advised to restore the normal working A.1.11 In case of obstruction at/near the level crossing, the gateman shall adhere to the instructions contained in GR 16.07 and SRs there under. A.1.12 In case of failure of Magneto Telephone communication or if there is no response from the gateman, the Station Master on duty shall depute a competent Railway staff to the level crossing to ensure that the gates are closed and secured against road traffic and gate control 'G2' is transmitted as detailed in this Appendix A, before permitting any train movement. During failure of communication and interlocking the competent railway servant deputed to the level crossing shall close and secure the gate against road traffic and then exchange All Ready signal with the SM on duty, who shall then arrange for reception/despatch/shunting as per GR/SR 3.68 to 3.70. NOTE: - a)When a train / Shunt movement for which lifting barriers of LC gate have been kept closed is cancelled due to any reason the SM on duty shall immediately advise the same to the gateman on duty, duly normalising the gate Knob G2. b) If any vehicle, cattle, etc., is found trapped between the barriers in the lowered position, the barriers shall be lifted to allow them to escape and the winch key shall not be inserted in the single lever until the level crossing is clear of all obstructions. A.2.0 TRAFFIC LEVEL CROSSING. No. 150 AT Km. 218/400-500: A.2.1 This is an interlocked C class level crossing gate situated between Up home & Down advanced starter signals and provided with Lifting Barriers. This level crossing is normally kept opened to road traffic and is under the control of SM/HEB. This level crossing is manned by one gate men each in 12 hour shift, according to the duty roster issued by DPO/SBC. A.2.2 Magneto Telephone Communication is provided between this LC and HEB station as detailed in Appendix B. A.2.3 The level crossing is provided with lifting barriers and interlocked with the down advanced starter and up home signals. A.2.4 Before taking off Up home signal or down despatch signal or allowing any shunt movement across the LC the Station Master on duty shall advise the Gate man the particulars of the train with its number, description, direction of movement, probable time, and then turn the LC control knob G3 to R position. A.2.5 The winch, which operates the lifting barriers of LC is provided with winch key normally locked `IN. When the barriers remain in raised position, the level crossing is open for road traffic. During night, a red light is displayed when the level crossing is closed to road traffic. A.2.6 During daytime when the barriers are lowered across the road a red disc on the boom of the barrier and red targets suspended from it warn the road traffic to stop. While the boom comes down across the road, a gong attached to each boom gives bell as a warning to the road users that the level crossing is being closed. The gongs do not sound when the barriers are lifted. Notice Boards facing the road traffic are erected at either end of the level crossing to warn the traffic to stop when the gongs are sounded. A.2.7 The Gate man on getting the advise from the Station Master shall acknowledge the same, lower the lifting barriers, extract the winch key, insert and unlock the single lever frame, reverse the lever which locks the boom in the lowered position and releases the key C from single lever frame, insert this key C in the RKT provided and turn to cause a a white light indication to appear on the concerned legend CL marked near the LC legend on the panel. On observing the white light indication the SMs shall take off the concerned signals. NOTE: - Before extracting key `C from the single lever after lowering the booms, the gateman shall personally ensure that the booms are locked in lowered position. A.2.8 Immediately after the passage of the train and after normalising the signals to ON position, the stationmaster shall normalise the gate knob G3 on the panel. A.2.9 When the gate knob G 3 is normalised a white light (free) indication appears near the RKT. The Gate man on observing the white light indication shall, extract key C and then unlock the single lever frame, normalise the lever and then extract the winch key and open the LC for the road traffic. The gateman shall always operate the single lever gently. A.2.10 Failure of gate in closed condition: a) If the barriers are in lowered condition and gateman is able to transmit gate closed indication to the SM, the trains shall be dealt normally. b) If the barriers are in lowered condition and the gate closed CL indication could not be transmitted, trains shall be dealt with as per the relevant provisions contained in GR/SR 3.68 to 3.70. c) If the barriers are in lowered condition and could not be opened due to the failure of the boom locking key, emergency Key shall be used. Emergency key "C" secured in electrical instrument is kept at the gate lodge for use in case the key "C" cannot be extracted from the RKT to open the gate. The gateman on duty shall exchange PN with the on duty SM, break open the seal of the box, extract the emergency key "C" and arrange to use it to open the level crossing gates. Since the key is interlocked with the Up and Down reception signal and Down despatch signal, these signals cannot be taken Off, once the key is extracted. These signals shall be suspended and train services dealt strictly under the relevant provisions contained in GR 3.68 to 3.70 and subsidiary rules there under duly ensuring that the gates are closed and secured against road traffic. When the emergency `C' key is used, the Station Master on duty shall make an entry in the register specially maintained for this purpose with the details like the time and date of use, the number of the train for which it was used etc., Immediately after noticing the failure the TECH.ES /JE/SE/Sig shall be advised to restore the normal working A.2.11 Failure of gate in open condition: : If one or both the barriers cannot be lowered across the road traffic, SM shall be informed regarding the failure under exchange of PN and thereafter the gate shall be treated as non-interlocked gate. The gateman shall use the emergency chains with RED disc to block the road traffic and secure them by means of padlocks and RED (warning) light must be exhibited from the gateposts during night. Then the gateman shall inform the Station Master on duty for having chained and locked the level crossing against road traffic and the Station Master shall authorize train movement only after exchanging private number with the gateman for having chained and locked the level crossings without any obstruction to rail traffic. The failure will be advised to concerned JE/SE/P. Way for early rectification. During the period of failure trains movements shall be dealt with strictly according to the provisions contained in GR/SR.3.68 to 3.70. . A.2.12 In case of failure of Magneto Telephone communication or if there is no response from the gateman, the Station Master on duty shall depute a competent Railway staff to the level crossing to ensure that the gates are closed and secured against road traffic and gate control `G3 is transmitted as detailed in this Appendix A, before permitting any train movement. During failure of communication and interlocking the competent railway servant deputed to the level crossing shall close and secure the gate against road traffic and then exchange All Ready signal with the SM on duty, who shall then arrange for reception/despatch/shunting as per GR/SR 3.68-3.70. NOTE: - a) When a train / Shunt movement for which lifting barriers of LC gate have been kept closed is cancelled due to any reason the SM on duty shall immediately advise the same to the Gate man on duty, duly normalising the gate Knob G3. b) If any vehicle, cattle, etc., is found trapped between the barriers in the lowered position, the barriers shall be lifted to allow them to escape and the winch key shall not be inserted in the single lever until the level crossing is clear of all obstructions. c) If due to any defect one or both the barriers cannot be closed across the road traffic the gateman shall use the emergency chains with RED disc to block the road traffic and secure them by means of padlocks and RED (warning) light must be exhibited from the gateposts during night. Then the gateman shall inform the Station Master on duty for having chained and locked the level crossing against road traffic and the Station Master shall authorize train movement only after exchanging private number with the Gate man for having chained and locked the level crossings without any obstruction to rail traffic. The same will be advised to concerned JE/SE/P. Way for early rectification. Replaced Page No.23 A.3.0 ENGINEERING LEVEL CROSSING No.151 AT KM.218/800-900 A.3.1 This is a non-interlocked C Class Engineering level crossings located in HEB-YPR block section provided with Lifting barriers and under the control of SE/P.way/YPR. The normal position of this level crossing is kept closed and padlocked against road traffic, manned round the clock by a gateman in each LC in 12 hours shift as per the Essentially intermittent roster issued by DPO/SBC. A.3.2 Magneto Telephone Communication is provided between the level crossings and HEB Station as detailed in Appendix B. A.3.3 Before granting Line Clear for an Up train or before despatching a Down train, the SM/HEB shall call the attention of the gateman on phone and advise him the particulars of the train with its number, description and direction of movement and probable time of departure from the adjacent block station or from his station and communicate a private number to the gatemen with time at which he had given the private number. The Gateman must acknowledge the advice by repeating the particulars of the train and ensure that the level crossing in the locked position (kept closed and locked against road traffic) and then communicate a private number with time to the SM on duty. The private number given by the SM constitutes an assurance that he had informed the gateman about the train movement and the private number given by the gateman to duty to SM constitutes an assurance that the LC gate is in its normal position i.e. the LC gate is kept closed and padlocked against the road traffic. Private number exchanged between the SM and the gateman shall be recorded with time, date and train particulars in the private number exchange register specially maintained for this purpose at the station and at the gate lodge. The gateman shall also record the actual time of passage of train through his LC gate. A.3.4 The gateman must whenever it is required to open the level crossing gate for the passage of road traffic, the gateman 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 authorise the gateman to open the LC gate for road traffic by giving a private number with time to the gateman. After getting the private number from the SM on duty before opening the LC for road traffic, the gateman shall fix a Banner Flag during day or hand signal lamp with red light during night in the middle of the track on either side of the gate and shall then open the gate for road traffic. Immediately after the passage of the road traffic the gate man shall close and lock the gate against road traffic, remove the Banner flag/Red lights and then give a private number with time to the SM on duty. A.3.5 The private number given by the SM constitutes an assurance that he had permitted the gateman to open the gate for road traffic. The PN given by the gateman constitutes an assurance that he had closed and secured the level crossing gate against the road traffic. The PNs shall be recorded along with time in the concerned PN exchange register maintained both at the gate lodge and at the station, by SM in the train signal register below the last train entry in red ink. A.3.6 In case of failure of telephone communication between station and the LC gate or when the gateman fails to respond to calls, SM/HEB shall issue caution order to the driver of all Down trains entering the block section from his station vide SR 16.03 (iii) (b) (1) (i) and advise SM/YPR Bye Pass cabin under exchange of private numbers to issue caution orders to the drivers of all Up trains entering the block section from the other end vide SR 16.03 (iii) (b) (1) (ii). The driver who is in receipt of the caution order shall observe SR 16.03 (iii) (b) (2). A.3.7 During failure of magneto telephone communication between the LC and the station, SM/HEB shall advise TECH.ES/JE/SE/Sig of the section to restore the communication failure. A.3.8 Whenever a train movement for which LC gate have been kept closed and private numbers have been exchanged with the gateman is to be cancelled due to any reason, the SM on duty shall advise the same to the gateman on duty duly communicating a private number with time in confirmation of the cancellation of the movement. This Added Page No.23A private number is to be recorded in the remarks column against the train entry both at the station and at the gate lodge. A.3.9 Any damage to the gate shall be reported to the SE/JE/P.way of the section for immediate rectification, till such time emergency gate chain shall be used for the train movement. A.4.0 ENGINEERING LEVEL CROSSING GATE No.152 AT KM. 219/600-700 between HEB-YPR BYEPASS. A.4.1 This is an interlocked A class Engineering Level crossing Gate situated between HEB and YPR Bye pass Cabin stations and provided with lifting barrier. Multiple aspect colour light Gate signals and Gate Distant signals in either direction. This level crossing gate is normally kept open for road traffic, and manned round the clock by a gateman, one gateman each in 12 Hours shift under essentially intermittent roster issued by DPO/SBC and this gate is under the control of SE/P.Way/HSRA A.4.2 Magneto telephone communication is provided with this level crossing Gate and SM/HEB. The bell code to call each other are as detailed in Appendix B A.4.3 Before granting line clear for an Up train to leave YPR Bye pass Cabin or before despatching a down train to YPR Bye pass Cabin, SM/HEB shall call the attention of the Gateman on phone and advise him the particulars of the train with its No. Description, direction of movement and probable time of departure from YPR Bye pass Cabin or HEB respectively. The gateman shall acknowledge the advise by repeating the Train No. Description, direction etc., and assure the on duty SM/HEB that he is ready to close and lock the gate against the road traffic and take off the gate signal in time. The details of the train including the time of advise shall be recorded by the SM on duty and the gateman in the register maintained separately at the station and at the gate lodge for this purpose A.4.4 Immediately on receipt of the out report for an up train from YPR Bye pass Cabinor after the departure of a down train from HEB, the SM/HEB shall advise the gateman who shall close and secure the gate against the road traffic and take off the concerned gate signal in time. A.4.5 An emergency key is provided in the gate lodge for the use during the failure of the gate key. This key is kept in an electrical key contact box, which when removed prevents the clearing of the gate signals. This emergency key shall be extracted by the gateman only after exchanging Private number with the controlling SM. This shall be recorded both at the gate lodge and at the controlling station in the remarks column of the PN exchange register. A.4.6 In case of failure of the LC gate in open condition i.e., due to the failure of lifting barriers, gate key etc., the gateman shall immediately inform the on duty station master under the exchange of private number and arrange to protect the gate by means of safety chains with padlocks and stop boards. Trains shall be piloted across the gate by the gateman on hand signals. The gate shall be treated as a non-interlocked gate and the procedures adopted for non-interlocked gate shall be adhered to both by the gateman as well as the controlling SM. A.4.7 If the gate fails in closed condition: a) If the barriers are in lowered condition and gateman is able to clear the gate signals, the trains shall be dealt normally. b) If the barriers are in lowered condition and could not be opened due to the failure of the boom locking key, JE/SE/P.way of the section shall be informed for immediate rectification. A.4.8 In case of failure of Magneto Telephone Communication between the station and the LC gate or when the Gatemen fails to respond to the telephone calls, the SM/HEB shall issue caution order to the Loco pilot of all down stopping trains entering the block section from his station vide SR.16.03 (iii)(b)(1)(i) and also advise SM/YPR Bye pass Cabin under exchange of PN to issue caution order to the loco pilot of all Up stopping trains entering the Block section from the other end vide SR.16.03(iii)(b)(1)(ii). The Loco pilot who is in receipt of caution order shall observe S.R.16.03 (iii)(b)(2). During the failure of magneto telephone communication between this LC and Station, SM/HEB shall advise Tech./ES/JE/SE/Sig. of the section for the restoration of the Telephone communication. Note: 1. Run through trains need not be stopped out of course for the purpose of issue of caution order {S.R.16.03 (b)(2)(iii)}. 2. When a train movement is cancelled for which the gatemen has been advised to close the gate, SM/HEB should advise the same to the gateman on duty duly communicating a private number in confirmation of the cancellation of the movement. This PN shall be recorded in the remarks column of the PN exchange register. 3. In the case of failure of Power supply from KPTCL or inverter at this LC, the gateman shall immediately advise the ON duty SM/HEB about the failure of power supply, SM/HEB shall also arrange to issue caution order to the GDR of trains entering this Block section from either end informing about the blank signals. 4. The responsibility of keeping the LC gate closed and locked against the road traffic for the safe passage of the train without delay lies with the gateman on duty. 5. If any barriers fastening thereof or the winch mechanism goes out of order the gateman shall advise the SM on duty immediately, and the SM shall give the message to the concerned officials to attend the failure and restore normal working. S.R. 16.06 (iii)(a)&(b). 6. The working instruction of this LC gate is issued separately by the Engineering Department. APPENDIX B B.1 SYSTEM OF SIGNALLING & INTERLOCKING: B.1.1 This is a B class station provided with standard II (R) Multiple Aspect colour light signals. Points and signals are operated from the control panel. B.1.2 UP Home signal No. 5RA at a distance 827 metres beyond the UP outer most points No. 1 and Up distant of HEB cum gate signal of LC No.152 at a distance of 1000 meters from the UP Home signal are provided for the reception of Up train on Road 1 or Road 2. B.1.3 Down Home signal No. 6RA at a distance of 322metres beyond Down outermost points No.2 and Down distant signal at a distance of 1000 meters from the Down Home signal are provided for the reception of Down train on Road-! or Road-2. B.1.4 UP and Down starters for Road-1 and Road-2 and Up and Down advanced starter are provided for the dispatch of Up and Down trains respectively B.1.5 A goods warning board is provided at a distance of 1600 meters in rear of Down Home signal. B.1.6 The Up and Down advanced starters are the last stop signals and these are interlocked with the respective section block instruments B.1.7 A plate with letter P painted on it is provided on down distant signal. The distant signals work automatically in conjunction with corresponding home signals B.1.8 Home signals No. 5RA and 6RA area provided with directional type route indicator (Junction Type) to indicate the route set. When the route is set for turn out and the concerned signal is cleared, the concerned directions type route indicators will display a row of white light towards the turn out. There will not be any display of white light on directional type route indicator of the concerned signals, if the route is set and the concerned signal is cleared for the train movement over the main line. The route indication is repeated on the control panel. B.1.9 Signal post telephone one each is provided at the stem of the Up and Down home signals Calling On signal with C marker plate is provided below the home signals. B.1.10 All the signals are on left hand side B.1.11 Board to read with legend Loco pilot to pull up to signal No. 5RA or 6RA (as the case may be) if the same is at on is provided in rear of the Home signal concerned. B.1.12 Two Hand cranks duly interlocked with concerned signals are kept at point locations, for the operation of points during failure. B.1.13 Up and Down shunt keys interlocked with concerned block instruments are available as an integral part of the instrument. B.1.14 The aspect of signals are repeated on the panel. B.1.15 All points are motor-operated. B.1.16 Emergency gate keys, key B for LC No. 148 and key C for LC No. 150 are provided in the respective gate lodges in an electric key contact boxes. These emergency keys when removed prevent the clearance of the concerned interlocked signals. B.2.0 CONTROL PANEL B.2.1 All points and signals are operated from the combined, track diagram with control panel installed in the Station house. The panel consists of a console, which provides a clear picture of the tracks, points and signals over the entire area. Each track circuit is represented by a separate distinct colour. B.2.2 Four Digital counters and a voltmeter are provided over the panel. B.2.3 On the bottom of the panel, SMs key, signal knobs, point knobs, and P-ACK button, No aspect button, Filament failure button and calling-on emergency route release button are provided. B.2.4 The signal knobs are coloured RED with the number of the signals engraved in the centre. Calling-on signal knobs have a yellow band to denote them. The point knobs are coloured black with the number of the point engraved in the centre. The gate control knobs are coloured green with letter G2 or G3 engraved in the centre. B.2.5 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 a yellow light indicating the R position. If the points do not set and lock properly the corresponding indication lamp pertaining to the failed position of the point will continue to flash on the control panel. In addition to Normal and Reverse repeat indications there is a white light in between the above indications. The White light indication appears only when the point is free to be operated. B.2.6 The signal knobs No. 9 and 10 have two positions. Normal and Reverse and must normally be kept in the Normal position. The concerned signal knob should be turned in the direction shown on the panel to clear the signal. While dealing a train it should be cleared only after taking Line Clear from the block station in advance. B.2.7 The signal knob No. 5/6 controlling home signal No. 5RA / 6RA and starters No. 5 SA & 5 SB/6 SA & 6 SB 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.2.8 Power acknowledgement button (P. ACK) is coloured RED provided on the right hand side bottom of the panel. B.2.9 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.2.10 The control panel is provided with locking arrangements on the left hand side of the panel to prevent any unauthorised operation of the panel. This key must be in the personal custody of the station Master on duty. The panel should normally be in the locked up position and unlocked only when an operation is required to be performed on the panel. Immediately after each operation, the panel should be locked and the key must be kept in the personal custody of the station Master on duty. B.2.11 If any STOP Signal or Distant Signal at ON fails to display its most restrictive aspect, the indication for the signal on the control panel will flash and an audible alarm is sounded. In addition a Red light above the `No Signal Aspect Ack button gets displayed and will continue to lit till the fault is rectified. The audible alarm can be stopped by pressing the No Signal Aspect Ack button provided for this purpose, on the control panel. But the flashing will continue until the defect is rectified. This flashing indication will be available only when the panel remains unlocked for making any operation. B.2.12 All the signal indications are repeated on the panel. Crank handle `IN ' indication and crank handle locked indication (Red) are provided on the panel. A route cancellation counter with white light indication above it is provided on the panel. The route indicators which are provided on the up and down home signals also are repeated on the panel. White light indication with counter are provided below the legend on panel for Up calling on signal, Down calling on signal and Route cancellation. An Voltmeter is provided over the panel to indicate the power supply voltage. B.3.0 TRACK CIRCUITS B.3.1 The entire portion of the running lines between Up and Down home signals, 4 rail length of calling-on track outside the home signals, and track up to the sand hump on Road-1 are track circuited. B.3.2 Track circuit do not permit the signal governing the entry of the vehicle into their area, from being taken off when any of the track circuit has failed or occupied. B.3.3 The reliability of track circuit is considerably affected by the formation of rust or oxidisation on the table of the rails. Under such circumstances a Track clear indication may be displayed on the diagram for a track which is actually occupied. At least one movement a day must be made on the track circuited portion. If this has not been done, the line on which there was no movement for over 24 hours shall be deemed prone to rust formation and Rusty Rail caps placed on the relevant knobs on the panel. B.3.4 Vehicles should not be stabled on a track circuited line. When stabling is unavoidable and if the duration of stabling is gauged in advance to be more than 24 hours, the TECH.ES/JE/SE/Sig shall be promptly advised to disconnect the Electrical feed to the track circuits. After removing the stabled vehicles from the line, he shall be advised to reconnect the feed and to issue a certificate in writing that the track circuiting arrangement is safe for normal working. Until this certificate is obtained, Rusty Rail caps shall be placed on the relevant knobs and train movements on that line shall be permitted strictly according to the relevant provisions of GR 3.68 to 3.70 and subsidiary rules there under. B.3.5 If there was no movement or if there was stabling of vehicles for more than 24 hours (without the Electrical feed being disconnected/re-connected) on a line, the SM on duty shall not rely on the track indication for permitting a movement on to that line. He shall ensure the clearance of the track by physical verification. If the track indications (clear/occupied) are correctly displayed for subsequent movement also, track circuit can be taken to be working normally and the indications relied upon for subsequent moves. Otherwise the track circuit shall be treated as failed, the relevant signals suspended and train movement dealt with strictly according to the relevant provisions of GR.3.68 to 3.70 and subsidiary ;rules there under. Rusty Rail caps shall be placed on the relevant signal knobs and the TECH.ES/JE/SE/SIG advised promptly for immediate rectification. B.3.6 While handing over charge, the SM on duty shall make an entry in the Station Diary marking the time at which the last movement was permitted over the track circuited line. B.4.0 CRANK HANDLE B.4.1 Two crank handles duly welded with key are provided in individual Electrical Key Instruments at point locations for operating the motor worked points during failures as follows: - 1. Crank handle Group-1 for point No.1. 2. Crank handle Group-2 for point No. 2. B.4.2 When the crank handle is properly secured in its EKT and is free to be extracted, a White light CH-IN indication is displayed near the concerned group on the control panel. When it is not possible to extract, a Red light indication indicating CH-LOCKED will be displayed on the panel near the concerned group. Normally a red Indication will be available at the Crank Handle location, indicating Crank Handle should not be extracted. When the Crank Handle is free to extract and the SM presses the concerned press button a yellow light (free indication) appears at the location after a time delay of 120 seconds, at the same time the red indication vanishes at the location. B.4.3 Once the crank handle is extracted from its Electrical Key Instrument, the concerned interlocked signals cannot be taken off or once the signal is taken off the concerned crank handle cannot be taken out from the Electrical Key Instrument. Before extracting crank handle SM should ensure that the working points are set to the required route from the panel, then only he shall extract the crank handle. No attempt must be made to extract the crank handle when the concerned interlocked signal is taken off. In the case of Crossover Points, both ends of the cross over points should be cranked to the required position. B.4.4 Individual press button for individual group of crank handle is provided on the panel and Individual push switch are provided near the crank handle at the location. The button and switch shall be kept pressed simultaneously for extracting the crank handle at the location after a delay of 120 seconds. B.4.5 If a point does not obey for operation by the knob from the panel, the Station Master on duty shall depute a competent Railway Servant to that point with the concerned crank handle box key and point machine lid key. The competent Railway Servant, after reaching the point, check the point and ensure that there is no obstruction, or remove the obstruction if any, and inform the SM on duty on phone accordingly. After the removal of the obstruction, if the point is set to the required position through point knob but the point indication does not appear and/or the signal also could not be cleared, the SM on duty shall proceed to the point with relevant clamp keys and T /369-(3b), clamp and padlock the point and arrange to deal the train. B.4.6 Even after removing the obstruction, if the point does not obey the knob operation from the panel, the SM on duty shall call the Competent Railway Servant on phone and press the concerned crank handle push button on the panel, which will cause appearance of `FREE indication, near the EKT in the location box. The Competent Railway Servant, after observing the free indication, shall press the push switch and extract the crank handle from the EKT by turning it in the anti-clockwise direction and crank the point fully and clamp the points as instructed by the SM on duty {SR 3.38(x)(e)}. After cranking the point fully, he shall restore back the crank handle into the concerned EKT and advise the SM accordingly. After getting this information the SM shall clear the signal duly ensuring the availability of the crank handle `FREE' indication on the Panel. If the signal gets cleared he can deal trains on signals. If not, the SM on duty shall deal the train as per GR/SR 3.68 to 3.70. B.4.7 Before returning to the station, the SM or the Competent Railway Servant shall ensure that the crank handle box is secured with padlock. B.4.8 Whenever the Crank handle is taken out for hand cranking, the entries in the crank handle register shall be made regarding the number of the point hand cranked, time and train for which it was required etc., the TECH.ES/JE/SE/Sig of the section shall immediately be advised for early rectification. B.4.9 SM before releasing control for crank handle shall ensure trains if any for which signals (Reception/Despatch) where taken off have cleared the concerned points and it is safe to use the crank handle. 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 a movement over the concerned point is to be done, TECH.ES/JE/SE/Sig working at location should be advised before that movement in writing. After the work all the keys received from SM shall promptly returned to on duty SM duly inserting the Crank Handle to its normal position at the location and locking the Crank Handle location box and ensure the availability of Crank Handle IN free indication on the panel. The TECH.ES/JE/SE/Sig and SM on duty shall promptly make the relevant entries while taking over/handing over the keys in the Crank Handle register maintained for this purpose at the station. Joint testing of the disconnected gear shall be done by the SM on duty and TECH.ES/JE/SE/Sig for the proper working of the disconnected gear. Then TECH.ES/JE/SE/Sig shall issue reconnection memo to the SM on duty to resume normal working B.4.10 When a crank handle remains with the TECH.ES/JE/SE/SIG, the concerned points on the route over which the movement is required should be treated as failed and the points should be correctly set, clamped, padlocked and the padlock keys are retained in the personal custody of the SM on duty and the TECH.ES/JE/SE/SIG working at the points advised, before permitting any movement over that points. B.4.11 SAFETY CAPS: With view to ensure safety in working safety caps are provided under the custody of duty Station Master, which shall be fixed on signal/point knob, when the line is governed by them, is occupied or otherwise obstructed. Refer S.R.5.19 (iii)(a)(b) and (c) for different type of safety caps and their use. B.5.0 SETTING OF ROUTE To set the route and to take `off' signal, the duty SM when everything is alright shall unlock the panel and after ensuring the `free' indication is available shall keep the point knob in either N or R position, as required and observe the point repeat indication that the points have been correctly set and locked to the required position. Then he shall operate the concerned signal knobs to either R or S position as required. If the track circuit is clear, the signals will clear and a row of white lights (route lights) will appear on the whole length of the route concerned on the panel. As the train enters the concerned track circuits, the respective route (White) lights successively turn to red. As the train leaves the track, the route white lights reappear. After the move has been completed, the concerned signal knob shall be normalised then the route lights get extinguished. The securing of the concerned LC gates shall be ensured before initiating the route. B.6.0 ROUTE CANCELLATION B.6.1 Once the signal has been taken off for a movement, the SM on duty must on no account interfere with the concerned signals or point knobs unless the route which has been set is to be cancelled for cancelling the route signal SR. 3.36 (ii) must be adhered to. B.6.2 Normally after the signal has been taken off, the route shall not be cancelled . The route cannot be cancelled once a train passes the signals. If, however, it is necessary to cancel the route under SR. 3.36(ii) for any reason before the train passes the signal, the Station Master on duty must normalise the signal to "Danger" aspect and the route will be cancelled automatically after a lapse of 120 seconds. For all the signals except advanced starter and starter signals, the route will be held in the locked up position for 120 seconds after the signal has been normalised. For starter signals the route will be held if:- (i) If the berthing track is occupied or (ii) Home signal is taken off ( in case of main line starter.). B.6.3 There is digital counter with an indicator below the legend `Route Cancellation' provided on the panel. The appearance of the `white' light indicates the commencement of the route cancellation and disappearance of the white light indicates that the route is cancelled. The number on the digital counter will change to the next higher number. NOTE:- (1) The route cancellation is permitted only one route at a time. For any reason more than one route cancellation is required it will be possible only in succession and not simultaneously. The facts may be recorded clearly in the route cancellation register. (2)Route cancellation must be done in accordance with the instructions contained in SR. 3.36(ii). B.6.4 Every route cancellation shall be entered in the route cancellation register with the number on the counter with reasons for cancellation. An entry should be made in the train signal register specifying the number displayed on the counter while handing over and taking over charge by Station Master. B.7 BACK DOOR KEYS OF BLOCK INSTRUMENT B.7.1 Back door of block instrument is provided with double lock and key arrangements. One key of this lock shall be in the custody of SM on duty and the other with the TECH.ES/JE/SE/Sig of the Section. Whenever it is required to open the back door of the block instrument, the TECH.ES/JE/SE/Sig shall requisite the key from the Station Master on duty, after making relevant entries with the signature in a separate register maintained for this purpose. B.7.2 On completion of the work, the back door of the block instrument shall be closed and locked and the SM's key shall be returned to the Station Master on duty. The SM on duty after being satisfied that the block instrument has been closed and locked with both the keys and is in good working order, shall take over the key and keep it under his personal custody. Necessary entries with signature of SM and the TECH.ES/JE/SE/Sig must be made in the register. B.7.3 The TECH.ES/JE/SE/Sig of the section is authorised to obtain the key from the SM on duty only when : the block section is not occupied by a train and the instrument is in `Line closed' position during normal working of the block instrument OR block working is to be restored after a failure irrespective of the block instrument and occupation of the block section. The SM on duty shall suspend the block instrument for train operation till such time the key is returned to him by the TECH.ES/JE/SE/Sig. 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. (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, ensure the closure & securing of the concerned LCs 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 SignNo.______ONenterRoad______restrictspeed of 15 km/Private Number (in figures)-----------(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 DESCRIPTION OF KNOBS Sl.No.Knob No.Signal No.Particulars1 1-Crossover point Road 2 to Road 1 at YPR end22-Crossover point Road 2 to Road 1 at BAND end35RA5RAUp Home signal45RB5 RBUp Calling-on signal below Up home signal5-1 /5RDUp Distant signal working in conjunction with Up Home signal automatically combined with gate stop signal of LC 15265SA5 SADown Starter Road 2 75SB5SBDown starter Road-186RA6 RADown Home signal 96RB6RBDown Calling on signal below down home signal.10-6RDDown Distant signal working in conjunction with Down Home signal automatically116SA6 SAUp Starter Road 2 126SB6SBUp starter Road-11399/ 2 DDown Advanced starter cum gate distant of LC No.152.141010Up Advanced starter to BAND. 15G2-Gate control knob of LC No. 148 at KM. 217/800-90016G3-Gate control knob of LC No. 150 at KM. 218/400-500 B.11 TABLE OF MOVEMENTS: RECEPTIONSM to turn KnobSl. No.DESCRIPTIONGATEPOINTSIGNAL1.To receive an Up train on Road-2.G2,G3-5 RA2.To receive an Up train on Road-1. with cross over points 1Reverse & 2 Normal.G2,G315 RA3.To receive an Up train on Road-1. with cross over points 2 ReverseG2,G31,25 RA4.To receive an Up train on Road-2 using calling-on signal.G2,G3-5 RB5.To receive an Up train on Road-1 using calling-on signal.G2,G315 RB6.To receive a Down train on Road-2.--6 RA7.To receive a Down train on Road-1. with cross over points 2 Reverse and 1 Normal.-26 RA Replaced Page No.33 RECEPTIONSM to turn KnobSl. No.DESCRIPTIONGATEPOINTSIGNAL8.To receive a Down train on Road-1. with cross over points 1 Reverse and 2 Reverse.-2,16 RA9.To receive a Down train on Road-2 using calling-on signal.--6 RB10.To receive a Down train on Road-1 using calling-on signal.-26 RB DESPATCHSM to turn KnobSl. No.DESCRIPTIONGATEPOINTSIGNAL1.To despatch an Up train from Road-2.--10, 6 SA2.To despatch an Up train from Road-1.-210, 6 SB 3.To despatch a Down train from Road-2. G2, G3-9, 5 SA4.To despatch a Down train from Road-1.G2, G319, 5 SB RUNTHROUGHSM to turn KnobSl. No.DESCRIPTIONGATEPOINTSIGNAL1.To run through an Up train on Road-2.G2, G3-10, 6SA, 5RA2.To run through an Up train on Road-1.G2, G32,110, 6SB, 5RA3.To run through a Down train on Road-2.G2, G3-9, 5SA, 6RA4.To run through a Down train on Road-1.G2, G31,29, 5SB, 6RA B.12 TELECOMMUNICATION VHF set, BSNL telephone, Railway Auto phone are provided in addition to Block telephones. Magneto Telephone Communication with number of rings to call each other are provided between the station House and the following locations :- CIRCUIT NO. ISMs office0 (One ring)Top points No. 1.00 (Two rings)Top points No. 2.000(Three rings)CIRCUIT NO. 2SMs office0 (One ring)LC No. 148 at Km.217/800-90000 (Two rings)LC No. 150 at Km.218/400-500000(Three rings)LC No. 151 at Km.218/800-9000000(Four rings)LC No. 152 at Km.219/600-70000000 (Five rings)CIRCUIT NO. 3SMs office0 (One ring) to call each otherUp SPTCIRCUIT NO. 4SMs office0 (One ring) to call each otherDown SPT Failure of Telephone communication shall be reported to the TECH.ES/JE/SE/Sig. of the section for immediate rectification. APPENDIX C RAKSHA KAVACH: Not applicable APPENDIX D DUTIES OF THE STAFF D.1 The Station Master in-charge shall be responsible for: i)Judicious management of the Station Staff apart from working as Station Master on duty as per the roster issued by DPO/SBC. ii)Ensuring the availability of essential equipments. D.2 Duty Station Master:- He is over all in charge for train/shunting operation at the Station during his duty hours. He shall ensure proper co-ordination 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 the 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 Points man/TRH/SCP: He shall clean the points regularly, assist the Duty Station Master in issuing caution order/Memos to pilot trains, clamping the points during failure and keeping the Stations essential equipments and the control panel clean and tidy. He shall invariably exchange All right signals for every passing train on the OFF side., and perform shunting operations as per the instructions of the Station Master on duty, he shall obtain signature of the guard of stopping train in train intact register, do the duties of the gate man whenever required and deal trains as detailed in Appendix-A and carry out any other instructions issued to him by the Station Master. D.4 GATE MAN: The traffic gatemen shall adhere to the instructions issued to him by the duty SM. He should be responsible for prompt opening and closing of LC gates for safe passage of train as detailed in Appendix A. He shall also keep the gate lamps lit and ensure that the gate lamps are burning brightly from sun-set to sun-rise and also keeping the flanges clean and the gate premises clean & tidy. He has to keep the essential equipments ready for use whenever required and he should stand in front of the gate lodge, observe the train, passing through the LC and report to the SM on duty. If Tail Board/tail lamp is not available or if he notices anything unusual and unsafe. D.5 The duties mentioned above are not exhaustive. All staff are required to adhere to the relevant duties assigned to them by General Rules, Block working manual and Accident Rules, and the instructions issued from time to time by the Divisional Officers/Supervisors with all promptitude and prudence with a view to achieve better result in safe and efficient transportation. APPENDIX - E E. LIST OF ESSENTIAL EQUIPMENTS PROVIDED AT THE STATION Sl. No.Description of essential equipmentsMinimum Quantity at SMs Office At LC No.148 &LC No.150 each1Hand Signal flags3 sets (Red and Green)2 Red 1 Green2Hand Signal lamps323Detonators2010 4Safety Chains with padlocks2- 5Clamps with Padlocks4- 6Skids4- 7Line Block Caps2- 8Line Blocked Caps2- 9Trolley lorry on Line Caps2- 10Rusty Rail Caps2- 11Caution in force boards2- 12Station bell1- 13Fire buckets with Sand2- 14Fire buckets with Water2- 15Padlocks with keys2- 16Pouches for shunt keys2- 17Wall Clock11 18Equipment list1119Fusee1120Banner flags with poles-221Tommy bar-122Water pot / bucket-123Emergency gate chains with padlocks-224Stop Boards-225Staves to fix red lamps-2 The SM shall ensure that the prescribed quantity of the above-mentioned essential equipments is made available at SMs office and the gates exclusively for train passing duties. APPENDIX - F F RULES FOR WORKING OF DK STATIONS, HALTS, IDH, IBS AND OUTLYING SIDINGS:- Lottegollahalli is a halt station worked by a halt agent in HEB-YPR block section. Station warning boards are provided to warn loco pilots that they are approaching the halt. YPR-YNK single line also passes through this halt station. High level platforms are provided for both YPR-YNK and YPR-HEB lines. APPENDIX - G G RULES FOR WORKING OF TRAINS IN ELECTRIFIED SECTIONS This station is electrified with 25kv AC traction and instructions for working of trains in 25kV Ac traction areas is issued separately and shall be read in conjunction with this SWR. (J.CHANDRASHEKAR) (K.E.ANSAR) Divisional Signal & Telecommunication Divisional Operations Manager Engineer/Bangalore Bangalore.     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[ @VerdanaG=  jMS Mincho-3 fg;Wingdings9Garamond?= * Courier New5. .[`)TahomaK,Bookman Old StyleA$BCambria Math"qhFf&%C $7C $7!24 3qHP?A12! xx station working rulessundaruser                        Oh+'0} , L X d p|station working rulessundar Normal.dotmuser251Microsoft Office Word@\@8@>@ $C G{Rs> =  c.@Times New Roman---@Times New Roman------ 2 !1 bCM 1 Dated 2    2 !b2 2 !b.0  2 !b3 2 !b.201  2 !b2  2 !b  (2 !bto SWR No B.81 / HE      ,2 !_bB Dated 03.01.2011    2 !b }--- 2 !mbB.81/HEB  b'  2 2`b   2 2b  b'  2 A`b   2 Ab  b'  2 P`b   2 Pb   2 Pb  b'@Times New Roman--- )2 :`b  2 :Zb(J.CHANDRASHEKAR) (K.E..ANSAR)        2 :}b  b' 82 K`b  }2 KLbDSTE/SBC    2 K b  2 K)bDOM/SBC    2 Klb  b'---  2 ^`b  b'@"Verdana------ +2 a1bSOUTH WESTERN RAILWAY       2 ab @ Verdana---- @ !b1- ---  2 qb   &2 CbBANGALORE DIVISION       2 b - @ !C- @"Verdana------ %2 0bReplaced Page No.       2 b1 ---  2 b  b'@"Verdana------ @2 W#bSTATION WORKING       2 ?b   2 Pb 0  2 b 0  2 b 0  2 b  "2 bDate of issue:  2 Gb03  2 Wb- 2 ^b01  2 nb- 2 ub2011  2 b   @2 W#bRULES NO. B 81/HEB        2 ;b   2 Pb 0  2 b 0  2 b   2 b +  2 b  2  bDate brought   2 <b   S2 00b   2 b 0  2 Pb 0  2 b 0  2 b 0  2 b  2  binto force:  2 +b  @"Verdana------ 2 kbHEBBAL   2 b @ Verdana- - - - @ !Fk-  ---  2 `b  --- 2 bNOTE:    2 b-  2 b ---  2 b1---  2 b.--- 2 bThis issu  k2 @be of Station Working Rules supersedes the Station Working Rules      @"Verdana- - - --- )2 bNo. B. 81/HEB dated    2 ,b  2 1b: 19  2 Lb- 2 Sb01  2 cb- 2 jb2004. - - -   2 b  --- 2 b2.  2 b  z2 JbThe Station Working Rules must be read in conjunction with General Rules,              g2 *=bSubsidiary Rules and Block Working Manual. These Rules do not            2 *kb,  2 *pb  2 *y bin any way    2 *b,  2 *b   2 :bsupe 42 :brsede any Rule in the above  2 :xb- 2 : bmentioned   2 :b  2 :bbooks.  2 :b   2 Ob3.  2 Ob  2 OUbThese rules shall be read in conjunction with the special traction working rules for     y2 _Ibworking of trains in 25KV AC electrified areas pertaining to HEB station.      2 _b  --- 2 sTb1.0    2 skb  52 sbSTATION WORKING RULE DIAGRAM          2 sb  b'--- #2 bThe enclosed Rul    g2 =be diagram based on Signalling Plan and P. Way Plan shows the              b' 2 Sbsignalling features, track circuited portions, names of the adjacent stations, the             b' e2 <bnormal setting of points and other details pertaining to day   2 b- 2  bto  2 .b- ,2 5bday working. Complete     b' 22 blayout of the station yard k2 7@b, gradients, holding capacity of individual lines, distances of  b' _2 8badjacent stations etc. are reproduced from the enclosed   2 bRule  2 #bdiagram.   2 [b  b'R--- #2 RRule Diagram No.        2 9R  R''xS@Wingdings- - - - - -   2 6Sx---  2 ESx  xS''x---  2 xB/SG/RD/HEB/31  2 "x/A  2 9x/ALT   2 cx-  2 kx1   2 ux  x''- @ !-- @ !-- @ !-- @ !R-- @ !$S-- @ !w-- @ !$x-- @ !-- @ !-- @ !-- @ !R-- @ !w-- @ !-R--- &2 RSignalling Plan No       2 ;R  R''xS- - -   2 *Sx---  2 9Sx  xS''x--- 2  xIPU 1396A    2 x  x''- @ !-- @ !-- @ !R-- @ !$S-- @ !w-- @ !$x-- @ !-- @ !-- @ !R-- @ !w-- @ !- R---  2 R P. Way Plan No       2 %R   ' xS- - -   2 6Sx ---  2 ESx   ' x--- &2 x CN/BNC/TR/150:97/5    2 Hx   '- @ !-- @ !-- @ !R-- @ !$S-- @ !w-- @ !$x-- @ !-- @ !-- @ !R-- @ !w-- @ !-R --- #2  RLayout diagram N       2 8 Ro   2 A R  'x S- - -   2 *S x---  2 9S x  ' x--- 2  x TR/BNC/45   2 x - 2 x 97/4   2  x   '- @ ! -- @ ! -- @ ! R-- @ !$ S-- @ ! w-- @ !$ x-- @ ! -- @ ! -- @ !-- @ !-- @ !-- @ ! R-- @ !R-- @ !$S-- @ ! w-- @ !w-- @ !$x-- @ ! -- @ !-- @ !---- 2 (`b2.0    2 (wb   2 (xb  ,2 (bDESCRIPTION OF STATION        2 (Vb  b' 2 9` b2.1   #2 9bGENERAL LOCATION      2 9'b  b'---  2 Ib   I2 Y)bHEBBAL is situated on the Yesvantpur Jn.        2 Yb  2 Yb  @2 Y#bSalem Jn. Broad gauge section at a   --- 2 i bdistance of --- 2 ib217.200  ---  2 ib  k2 i%@bKm from Salem Junction. This is a Class `B station with single          (2 zbline working toward   :2 zbs BANASWADI and Yesvantpur Bye    2 zbP 2 zbass  2 z&b  2 z-bCabin  &2 zQb. The code initial   2 zbs  2 zb  --- #2 bof this Station   2 bare  2  b   2 b--- 2 bHEB --- 2 /b.  2 6b  ---  2 0b  b'@"Arial- - - --- 2 `b2.2  - - -   2 xb --- U2 1bBLOCK STATIONS ON EITHER SIDE AND THEIR DISTANCES                2 Eb  b'---  2 b   2 b   2 Sl.   2    2 No   2   't--- ,2 tAdjacent Block Station    2 dt  t''t--- 2 {tCode   2 t  '[--- 2 [Inter   2  [Distance.   2 A[  '\--- 2 d \Direction   2 \  '- @ !-- @ !-- @ !/-- @ !-- @ !-- @ !s-- @ !t-- @ !-- @ !_-- @ !Z-- @ !w[-- @ !-- @ !-- @ ! -- @ ! -- @ ! s-- @ ! -- @ ! Z-- @ ! ---- 2 1.  2   't--- 2  tBANASWADI   2 t  't--- 2 {tBAND   2 t  t''[--- 2 [7.37kms   2 :[  '\--- 2 d\SA SIDE     2 \  '- @ !-- @ !/-- @ !-- @ !-- @ !s-- @ !t-- @ !-- @ !_-- @ !Z-- @ !w[-- @ !-- @ !-- @ !-- @ !s-- @ !-- @ !Z-- @ !---- 2 2.  2   't--- "2 tYESVANTPUR BYE     2 HtPASS   2 kt  't--- 2 {tYPR   2 t  2 tBYE PASS    2 t  t''[--- 2 [7.69kms   2 :[  '\--- 2 d\YPR SIDE     2 \  '- @ !-- @ !/-- @ !-- @ !-- @ !s-- @ !t-- @ !-- @ !_-- @ !Z-- @ !w[-- @ !-- @ !-- @ !-- @ !-- @ !/-- @ !-- @ !-- @ !-- @ !s-- @ !s-- @ !t-- @ !-- @ !-- @ !_-- @ !Z-- @ !Z-- @ !w[-- @ !-- @ !-- @ !---- 2 %ZbThere is a D class station Lottegollahalli with the code initials LOGH in the YPR bye      --- 2 5bpass  2 5b- &2 5bHEB block section. ---  2 51b  --- 2 E`b2.3  - - -   2 Exb --- k2 E@bBLOCK SECTION LIMITS ON EITHER SIDE OF THE STATION ON DIFFERENT            2 Eb  b' 2 U bDIRECTIONS     2 Ub  b'  2 e0b  b'i--- 2 viBetween    2 istations  2 i  'i--- 2 v iPoint from   #2 vViwhich the block   %2 isection commences   2 i  'i--- =2 v!iPoint at which the block section    2 iends.  2 i  '- @ !i-- @ !i-- @ !ri-- @ !i-- @ !i-- @ !i-- @ !i-- @ !i-- @ !i-- @ ! j-- @ ! j-- @ ! j-- @ ! j---- 2 HEB   2 -  2  YESVANTPUR    2 BYE PASS "   2   --- 2 CABIN  ---  2   '--- 2 Down --- %2 BAdvanced Starter   --- 2  signal No.  ---  2 N9 ---  2 W  '--- 2 Down --- /2 Advanced Starter signal     2 No. 9   2   '- @ !-- @ !r-- @ !-- @ !-- @ !-- @ !-- @ !-- @ !@-- @ !@-- @ !@-- @ !@---- 2 HEB   2 - 2 BAND ---  2   '--- 2 Up ---  2   /2 "Advanced Starter signal   --- 2 No. ---  2   2 "10 ---  2 4  '--- 2 Up ---  2   42 Advanced Starter signal No.   ---  2   --- 2 10 ---  2   '- @ !-- @ !r-- @ !-- @ !-- @ !-- @ !-- @ !-- @ ! -- @ !-- @ !-- @ !r-- @ ! -- @ !-- @ !-- @ ! -- @ !-- @ !-- @ ! -- @ !-- @ !----  2 Tb 0 2 bTh  v2 Gbe station limits extend from the up distant signal to the down distant                b' 2 bsignal.   2 b  b'  2 0b  b'  2 +0b  b'"Systemve < *v@-ve H -- bbaa``՜.+,0P hp   Swrailways7 station working rulesTELECOMMUNICATIONVISIBILITY TEST OBJECT Title Headings  !"#$%&'()*+,-./0123456789:;<=>?@ABCDEFGHIJKLMNOPQRSTUVWXYZ[\]^_`abcdefghijklmnopqrstuvwxyz{|}~      !"#$%&'()*+,-./0123456789:;<=>?@ABCDEFGHIJKLMNOPQRSTUVWXYZ[\]^_`abcdefghijklmnopqrstuvwxyz{|}~      "#$%&'()*+,-./0123456789:;<=>?@ABCDEFGHIJKLMNOPQRSTUVXYZ[\]^_`abcdefghijklmnopqrstuvwxyz{|}~Root Entry F2Data !sk1TableWGWordDocument ;@SummaryInformation(}DocumentSummaryInformation8MsoDataStore@02GA40VN2PA==2@0Item  PropertiesUCompObj r   F Microsoft Word 97-2003 Document MSWordDocWord.Document.89q