ࡱ> [ bjbj E>ΐΐ pp8!LI  ((5(5(5()));I=I=I=I=I=I=ILZOL=I)))))=I5(5(RI<*<*<*)d5(5(;I<*);I<*<*f0@_E5(PUYt)d#DD'IhI0IgDO)dO_EO_E))<*)))))=I=I<*)))I))))O)))))))))p : 9SOUTH WESTERN RAILWAY BANGALORE DIVISION STATION WORKING Date of issue: 15-06-2011 RULES NO. B 97/CRLM Date brought into force: KARMELARAM NOTE: - 1. This issue of Station Working Rules supersedes the Station Working Rules No. B. 97/CRLM dated: 16-01-2008. 2. The Station Working Rules must be read in conjunction with General Rules, Subsidiary Rules and Block Working Manual. These Rules do not in any way supersede any Rule in the above books. 1.0 STATION WORKING RULE DIAGRAM The enclosed Rule diagram based on Signalling Plan and P. Way Plan shows the signalling features, track circuited portions, names of the adjacent stations, the normal setting of points and other details pertaining to day-to-day working. Complete layout of the station yard, gradients, holding capacity of individual lines, distances of adjacent stations etc. are reproduced from the enclosed Rule diagram. Rule Diagram No.SBC/RD/1291/1Signalling Plan NoIPUNo.1291/ALT-3P. Way Plan NoCE/CN/BNC/TR/ 145-99/4Layout diagram NoTR/BNC/4-2001 2.1 GENERAL LOCATION KARMELARAM is situated on the Yesvanthpur Jn. Salem Jn. Broad gauge section at a distance of 193.228 Km from Salem Junction. This is a Class `B station with single line working towards HEELALIGE and BYPL A PANEL. The code initial of this Station is CRLM. 2.2 BLOCK STATIONS ON EITHER SIDE AND THEIR DISTANCES Sl. No.Adjacent Block StationCodeInter Distance.Direction1.HEELALIGEHLE10.437KMSSA SIDE2.BYPL A PANELBYPL A PANEL12.212KMSYPR SIDEThere is a Train Halt BLRR Belandur Road at a distance of 3.356 Kms from CRLM in CRLM-BYPL A Panel block section. 2.3 BLOCK SECTION LIMITS ON EITHER SIDE OF THE STATION ON DIFFERENT DIRECTIONS: Between stationsPoint from which the block section commencesPoint at which the block section ends.CRLM-BYPL A PANELDown Advanced Starter signal No. 9Down Advanced Starter signal No. 9CRLM-HLEUp Advanced Starter signal No. 10Up Advanced Starter signal No. 10 The station limits extends from Up distant signal to Down distant signal. 2.4 GRADIENTS Sl. No.Direction & LineFromToInter distance GradientSection1.Up running line Rd-1&Rd-2Centre line255.50 m255.50 m1 in 400 Rising towards HLEStation Section2.Up running line Rd-1&Rd-2255.50 m505.50 m250m1 in 470 Rising towards HLEStation/Block Section3.Up running line505.5mBlock section-1 in 100 Rising towards HLEBlock section4.Down running line Rd-1&Rd-2Centre line519.5m519.5m1 in 400 falling towards BYPLStation Section5Down running line Rd-1&Rd-2519.5mBlock section-1 in 100 falling towards BYPLBlock Section 2.5 LAYOUT There are two running lines provided for reception and despatch of both up and down trains. Road-2 is Loop line with Rail level Platform and Road-1 is the Main line. The office of the Station Master is situated on the Platform of Road-1. 2.5.1 RUNNING LINES, DIRECTION OF MOVEMENT & HOLDING CAPACITY IN CSR Running Lines.Direction of Movement.Holding CapacityLength (CSR)Type of PFLength of PFRoad 1Up & Down reception and despatch58 BOXN+2E+BV+5%686mRL270mRoad 2Up & Down reception and despatch58 BOXN+2E+BV+5%686mRL270m 2.5.2 NON-RUNNING LINES: NIL 2.5.3 ANY SPECIAL FEATURES IN THE LAYOUT: Nil 2.6 LEVEL CROSSINGS Sl. No. LC No Class Dept Location Type Normal Position Whether Inter-locked CommunicationTVU & Date1No.128 B2 class EngineeringCRLM-HLE 188/700-800LBClosed to Road trafficNoProvided20746 Nov.092No.130 C class EngineeringCRLM-HLE 191/600-700LBClosed to Road trafficNoProvided6348 Nov.093No. 131 A class Traffic CRLM-HLE 192/600-700LBOpen to Road traffic.YESProvided44784 Nov.064No. 132 C class Traffic CRLM Yard 193/300-400LBOpen to Road Traffic.YESProvided19872 Nov.095No. 133 A class Engineering CRLM -BYPL 197/800-900LBOpen to Road trafficYesProvided46460 Nov.09 NOTE:1) Refer Appendix "A" for detailed gate working instructions. 2) Station staff shall promptly attend to the telephone call from the gate without fail as any call could also be for reporting any emergency. 3 SYSTEM AND MEANS OF WORKING 3.1 This is a Class B Station and trains are worked under the absolute block system. Push button type single line token less block instruments (Non-Co-operative feature) for KARMELARAM - HEELALIGE and KARMELARAM - BYPL A PANEL block section are provided in the Station Masters Office. Block Proving Axle Counters (BPAC) are provided for CRLM - HLE and CRLM- BYPL A PANEL block sections. Axle counter indication- cum- Reset boxes are provided in the station house for indicating the clearance of the block section and for resetting during failure of the axle counter. 3.2 (i) Only the Station Master on duty shall operate the Block instruments for train movements and the instruments shall be kept locked after each operation and the keys being kept in his personal custody. The SM shall operate block instrument in the manner laid down in BWM, he shall maintain train signal register and make entries instantly and sign against each such entry. (ii) Even though it is possible to set the block instruments to TGT position without the co-operation of the SM at the other end, the SM shall advise the train number and description to the SM at the other end who shall repeat the same if he is willing to receive the train and confirmed by a private number. Then SM at the sending end station shall insert the shunt key and set his instrument to TGT position. 3.3 (i) The off aspect of the Advanced starter signal constitutes the authority to proceed for the Loco pilot of the departing train to enter the block section ahead. (ii) Advanced Starter signal can be taken off only when the line clear has been obtained through the block instrument for the block section in advance. (iii) Up and Down Advanced starter Signal, are the last stop signals and interlocked with the respective block instrument. (iv) The line clear can be granted or section can be cleared through the block instrument, only when the Home signal and the advanced starter signal pertaining to the block section are in ON position. 3.4 CUSTODY OF KEYS a) SMs key of block instruments. b) SMs key of double key lock on the back door of the block instruments c) Padlock keys of point clamps. d) Padlock keys of safety chains. e) SMs key of the double key lock of the relay room. f) Control panel key. g) Padlock keys of point machine lids and crank handle lock release key. h) Up and Down Shunt keys. i) Keys pertaining to telephones connected to SPT. Generator room key. Keys of BPAC resetting boxes. Emergency gate keys for LC  HYPERLINK "mailto:No.131@LC" No.131 & LC No.132. The above keys except item No. (a), (f) and (i) shall normally be kept in the glass fronted key case provided in the Station House. The glass-fronted case must always be kept closed locked and the key of the case along with keys referred vide item (a) (f) and (i) shall be kept in the personal custody of the duty Station Master. 4.0 SYSTEM OF SIGNALLING AND INTERLOCKING This station is provided with Standard II-(R) multiple aspect colour light signals with Distant, Home, Starters and Advanced Starters in each direction. All points and signals are operated from the Control panel provided in Station Masters Office (See Appendix B for details). 4.1 STANDARD OF INTERLOCKING AND OTHER DETAILS: Refer Para 4 above 4.2 CUSTODY OF RELAY ROOMKEY AND PROCEDURE FOR ITS HANDING OVER AND TAKING OVER BETWEEN STATION MASTER AND S&T MAINTENANCE STAFF 4.2.1 The Relay Room is provided with a double key lock. One key is to be retained by the Station Master on duty and the other key by the TECH.ES/JE/SE/Sig. 4.2.2 Whenever it is required to open the relay room, the TECH.ES/JE/SE/Sig shall ask for the key from the SM on duty, duly filling in the relevant columns of the Relay Room key register maintained at the Station. The SM on duty shall hand over the key to the TECH.ES/JE/SE/Sig. After the work in the Relay Room is completed, the Room shall be locked with double lock which shall be ensured by Duty Station Master. The key shall be returned to the SM on duty, duly completing the entries in the relay room key register. 4.2.3 The Relay Room key register shall contain the following columns:- 1) Time and Date of key requisition. 2) Purpose for which the key is required i.e. attending to failure, routine maintenance etc. 3) Whether the work in the relay room will affect the normal working of points, signals, block instruments etc., 4) Signature, name and designation of the TECH.ES/JE/SE/Sig requesting the key. 5) Signature of the SM on duty with time. 6) Time and Date of Returning the key to the SM on duty after locking the room properly with both the keys. 7) Remarks regarding normal working of the points, signals, block instruments etc., 8) Signature, Name and Designation of the TECH.ES/JE/SE/Sig returning the key. 9) Signature of the SM on duty receiving the key with time after duly ensuring that the room is locked properly with both the keys. 10) Remarks. 4.2.4 If an endorsement is made in the Relay Room Key Register by TECH.ES/JE/SE/Sig that the work will affect normal working of points/signals/block working etc., the Station Master shall obtain Form. No. S & T (T/351). from TECH.ES/JE/SE/Sig (the relevant provisions of GR/SR 3.68 to 3.70 are to be followed for train/shunt movements). 4.2.5 When no such endorsement is made, he shall sign in Form S&T/MR and follow the normal procedure for dealing trains. NOTE:-The SM on duty shall not hand over the key to TECH.ES/JE/SE (Sigg) immediately after an accident involving points/signals/interlocking etc., at the station until after fully satisfying that the necessary readings have been recorded by the competent official(s). 4.3 POWER SUPPLY 4.3.1 The normal source of power supply is from KPTCL In addition, IPS and diesel generator are also made available as an alternate source. A Phase selector is provided to select the phase of EB supply. Available phase of EB supply may be selected by turning the selector to the appropriate position. 4.3.2 This station is provided with integrated power supply system. A Status monitoring panel (SMP) is provided in the Station Masters panel room. This panel has the following audio, Visual alarms. A) Start generator B) Emergency Start generator C) System Shut Down D) Equipment fault / call S & T staff. When the normal EB power supply fails, this system switches over to battery power supply. During prolonged EB failures an alarm is annunciated in the status-monitoring panel (SMP) in the Station Masters panel room. The display may be Start Generator OR Emergency Start Generator OR System shut down based on battery condition Low OR very Low OR battery fully drained out respectively. When the power supply cannot be extended, due to the failure of any equipment, the same will be indicated on the system monitoring panel as Equipment fault-call S & T staff. 4.3.3 Functioning of Status monitoring panel:- Sl.No.Alarm/Indication Description.Fault SymptomCorrective action.1Start generatorNeon lamp glows with alarm.Press ACK/RESET push button, Start Generator and press RESET button again.2Emergency start generatorNeon lamp glows with alarm.Press ACK/RESET push button, Start Generator without delay and Press RESET button again.3System shut downNeon lamp glows with alarm.Press ACK/RESET push button, Start Generator immediately and Call S & T staff. 4Equipment fault/ call S & T staffNeon lamp glows with alarm.Press ACK/RESET push button and Call S & T staff . 4.3.4 The generator must be started for the train service or testing purpose. A register with all details has to be maintained for this purpose. 4.3.5 Whenever the power supply to panel fails, a red light indication appears near the P.ACK button, and buzzer sounds. SM shall press the P.ACK button to stop the buzzer; however the red light indication remains. Once power supply is resumed once again the buzzer will sound. To stop the buzzer, the SM shall press the P.ACK. This will stop the buzzer and red light indication also disappears. 4.3.6 After the generator is started, SM must changeover the switch provided in the generator room from MAIN to STANDBY only after ensuring that steady voltage is maintained by the generator by observing the voltmeter provided in the generator room to avoid fusing of bulbs and fuses in the electrical installations. Whenever power supply from KPTCL and generator fails and no light is available in the signal or when the signals are bobbing or flickering the signal should be treated as failed. 4.3.7 If the KPTCL supply does not resume within 3 hours, the TECH.ES/SE/JE/SIG of the section must be advised on control phone immediately followed by a message to Sr.DSTE and Sr.DEE /Bangalore. 5 TELECOMMUNICATION Magneto Telephone, Railway Auto phone, BSNL phone, control telephone and VHF set are provided for use in train passing duties". 6 SYSTEM OF TRAIN WORKING 6.1 DUTIES OF TRAIN WORKING STAFF Duties of train working Staff are detailed in Appendix- D. 6.1.1 TRAIN WORKING STAFF IN EACH SHIFT One Station Master, two gatemen and One Pointsman will work in each shift according to the roster issued by the Divisional Personnel Officer/Bangalore Division (See Appendix D" for their duties). 6.1.2 RESPONSIBILITY FOR ASCERTAINING CLEARANCE OF LINES AND ZONES OF RESPONSIBILITY The Station Master on duty is responsible to ensure that the line/route is clear and free from obstruction up to the adequate distance before clearing the reception and/or despatch signals by observing the indications on the Control Panel. During failure, he shall personally ensure this by physical observation of the required length of the track. B Before allowing any non-signalled move, the Station Master shall ensure that all the points on the required route are correctly set, clamped & padlocked and the padlock keys are kept in his personal custody. After a 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 indications for both normal and reverse settings, the SM shall permit further movements 6.1.3 ASSURANCE OF STAFF IN THE ASSURANCE REGISTER Every train passing staff posted newly at the station or leave reserve staff at the station or regular staff who has resumed his duties after more than 15 days absence must go through Station Working Rules in force and give assurance in the prescribed Assurance Register {SR 5.06 (i)}. 6.2 CONDITIONS FOR GRANTING LINE CLEAR 6.2.1 The line shall not be considered clear and line clear shall not be granted by the SM on duty unless The whole of the last preceding train has arrived complete and berthed with in the starter signals. All the relevant signals have been put back to "ON" behind the said train and ensure that the signal lights are 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. The line is clear up to the Down Advanced Starter No. 10 for trains from HLE and up to the Up Advanced starter No. 9 for trains from BYPL A PANEL. In case of Down trains from HLE, SM/CRLM shall exchange Private numbers with Gatemen of engineering LC No.128 at km.188/700-800 and LC No.130 at km.191600-700 and in case of an up train from BYPL shall inform the gateman of LC No.l33 at km.197/800-900 for the timely closure and clearing of gate signals before inserting the shunt key in the key adjunct of the concerned block instrument to permit/obtain line clear. Note: The concerned Block section BPAC should show block section clear indication, if not remedial action shall be taken for resetting the axle counter as detailed in Annexure-1. 6.2.1 ANY SPECIAL CONDITIONS TO BE OBSERVED WHILE RECEIVING OR DESPATCHING A TRAIN 6.2.1.1 SETTING OF POINTS AGAINST BLOCKED LINE This station is provided with centralised control panel. Whenever a running line is blocked the safety caps shall be placed on the concerned points knobs after setting the points against the blocked line. 6.2.1.2 RECEPTION OF TRAIN ON BLOCKED LINE: Whenever trains are being received on an obstructed road/blocked line on calling-on signal the following procedures are to be complied with: If possible intimate the Loco pilot through the SM of the rear station. Ensure that the line is clear and free from obstruction up to the point of obstruction on the intended reception line and that the concerned traffic gate/s No.131 and 132 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 metres in the direction of approach of the train, from the place of obstruction. During the failure of Calling-on signal, in addition to the above, ensure that the calling-on signal knob is turned to reverse while receiving the train on SPT/T 509 to avoid block failure. Station Master shall also personally ensure that all the points over which the train has to pass are correctly set, clamped, padlocked and the padlock keys are kept with the SM on duty. If the train is received on Signal Post Telephone the SM shall ensure that the condition indicated above (i.e. a to f) is fulfilled and give a message to the Loco pilot through SPT. The Loco pilot shall record the message in his rough journal and pass the signal at ON. The SM shall record the message in the Train signal register below the entry for that train. ABSTRACT MESSAGE Date: Time: To the Loco pilot of Train NoDescriptionUp/Down You are authorised to pass the up/down home signal Noat 'ON' position cautiously at a speed not exceeding 10 kmph. and come to Road No. (in figures and words) which is obstructed. You shall bring your train to a halt at the facing points leading to the reception line well short of obstruction which ever is approached first and await for hand signal for further movement. My private number is (in figure) .(in words) Note: During the failure of Calling-on signal and SPT and when the train has to be received on an obstructed line, the train shall be piloted by issuing Form T/509 and SM shall ensure that all the points over which the train has to pass are correctly set, clamped, padlocked and padlock keys are kept with him. 6.2.1.3 RECEPTION OF A TRAIN ON NON-SIGNALLED LINE: NOT APPLICABLE 6.2.1.4 DESPATCH OF TRAIN FROM NON-SIGNALLED LINE: NOT APPLICABLE 6.2.1.5 DESPATCH OF TRAIN FROM LINE PROVIDED WITH COMMON STARTER SIGNAL: NOT APPLICABLE 6.2.1.6 ANY OTHER SPECIAL CONDITIONS TO BE MENTIONED GIVING REFERENCE TO G &SR Time limit for clearing signals: For a stopping train, approach signals shall not be taken off earlier than 5 minutes before the probable arrival of the train. For a stopping train, despatch signals shall not be taken off earlier then 3 minutes before the probable departure of the train and despatch signal should be cleared only when the train is ready in all respects. For a run through train despatch and approach signals shall not be taken OFF earlier than 7 minutes, before the probable passage of the train. 6.3 CONDITIONS FOR TAKING 'OFF' APPROACH SIGNALS 6.3.1 The Station Master 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 6.4.2. 6.3.2 ADEQUATE DISTANCE:- I. The adequate distance required for clearing the Home signal is reckoned as under:- 1.Up train on Road-1 Up to the Advanced Starter No. 10 from signal No. 6.SA With Crossover points No. 2 Normal.2.Up train on Road-2(a)Up to sand hump. From signal No. 6 SB with crossover points No. 2 Normal (OR)(b)Up to the advanced starter No. 10 from signal No. 6.SB With Crossover points No. 2 Reverse.3.Down train on Road-1Up to the advanced starter No. 9 from signal No. 5.SA With Crossover points No. 1 Normal.4.Down train on Road-2(a)Up to sand hump. From signal No. 5 SB with crossover points No. 1 Normal (OR)(b)Up to the advanced starter No. 9 from signal No. 5.SB With Crossover points No. 2 Reverse. II. The adequate distance required for clearing the Calling-on signal is reckoned as under:- 1.Up train on Road-1Upto the Starter No. 6 SA 2.Up train on Road-2Upto the Starter No. 6 SB 3.Down train on Road-1Upto the Starter No. 5 SA 4.Down train on Road-2Upto the Starter No. 5 SB  NOTE:- 1) Items under II have the approval of CRS/SBC. 2) For the reception of an Up train on Road-1 or 2, LC No. 132 at Km 193/300-400 should be closed and secured against road traffic as detailed in Appendix-A. 3) For the reception of Down train on Road-1 or 2, LC No. 131 at Km 192/600-700 and LC No. 132 at Km 193/300-400 should 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) 6.4 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 HEELALIGE end on Road-2 with crossover Point No.2 Reverse and point No. 1 Normal, another down train can be despatched to BYPL A PANEL from Road-1. 2. While receiving an Up train from BYPL A PANEL end on Road-2 with crossover point No.1 Reverse and Point No. 2 Normal, another up train can be despatched to HEELALIGE from Road-1. 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 6.5 COMPLETE ARRIVAL OF TRAINS 6.5.1. As Block proving axle counters are provided at this station, Station Master on duty shall ensure the complete arrival of both run through and stopping trains by observing the Block section clear indication in the axle counter indication -cum- resetting box and the track circuits concerned, when Block Proving Axle counters and track circuits from Home signal to fouling mark of the reception line concerned are in working order. If the block section clear indication is not displayed, SM shall not close the block section, and after ensuring complete arrival as detailed below in Para 6.5.2, he shall resort to resetting of the BPAC as detailed in Anexxure-1. 6.5.2 During the failure of BPAC and / or of the Track circuit concerned, complete arrival of the train shall be ensured preferably as detailed below: Station Master on duty shall personally ensure the complete arrival of run through trains and stopping trains (where the layout of the yard permits) by observing the Tail Board/Tail Lamp during day/night as the case may be, before closing the block section. In case of stopping trains, if the train is berthed in such a way that the SM cannot see the Tail Board/Tail lamp, SM shall exchange complete arrival signal with the Guard of the train as detailed in SR 14.10(ii). If the on duty SM is not able to verify the complete arrival of the train as detailed in sub para (ii) above, communication shall be established after due identification with the guard of the train on walkie-talkie and the 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. {SR 14.10(iv) (c)}. If the duty Station Master is unable to ensure complete arrival of train vide sub paras No. (i) to (iii) above, he shall depute a Competent Railway Servant to obtain the signature of the guard in the Train intact arrival register (T/1410) maintained for this purpose as an assurance for the complete arrival of the train with in the Fouling mark/ Starter signal before clearing the block section. If there is no guard SM shall personally ensure the complete arrival of train and the clearance of the track {SR 14.10(iv) (c)}. 6.5.3 When the Station Master on duty observes that the train has passed/arrived at his station without Tail Board/Tail Lamp, as the case may be, he should not close the block section concerned till such time the complete arrival of the train has been ensured.SM shall adhere to the instructions detailed in chapter III of BWM 2006 edition issued by S.W.Railway. 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/HLE or BYPL A PANEL as the case may be and advise the particulars of train No, description etc.,. On receipt of the acknowledgement confirmed by a private Number (from SM/HLE or BYPL A PANEL as the case may be) on duty SM shall insert Shunt Key in the concerned EKT and set the block instrument to TRAIN GOING TO position duly ensuring that, a) In the case of an Up Train the LC No. 131 at Km 192/600-700 and LC No 132 at Km 193/300-400 are closed and secured against road traffic and exchanged private number with the gateman of engineering L C No.128 at Km.188/700-800 and LC No.130 at km.191/600-700 for having secured the gate against road traffic as detailed in Appendix A. b) In the case of a Down Train the LC No 132 at Km 193/300-400 & LC No.133 at km.197/800-900 are closed and secured against road traffic and exchanged Private number with the gateman of LC No.134 at Km.199/800-900 for having secured the gate against road traffic as detailed in Appendix A. He shall ensure that the despatch route is clear and free from obstruction, set the route and clear the signals. After ensuring the correct signals are taken off, and duly issuing Caution Order if any to the Guard and Loco pilot of the said train authorise the train to depart. Note: SM shall ensure that the BPAC for the concerned block section is showing Block section clear indication before applying for line clear. If the BPAC does not show clear, necessary action should be taken for resetting the BPAC as indicated in the Annexure-1 (refer rule 7.2.1 of BWM 2006 of S.W.Rly). If the resetting operation of BPAC also fails, it should be treated as block failure and action taken accordingly. 6.7 TRAINS RUNNING THROUGH 6.7.1 The signalling arrangements permit run through of trains on Road-1 and 2. As far as possible, run through trains shall be dealt with on Road-1 (Main Line). 6.7.2 Trains carrying ISMD loads shall normally be dealt with only on Road 1 (Main line). 6.8 WORKING IN CASE OF FAILURE 6.8.1 FAILURE OF TRACK-CIRCUITS, POINTS/SIGNALS During failure of track circuiting arrangements, or signals or points from the control panel, the duty Station Master, shall personally ensure that the line on which the movement is to be carried out is clear and free from obstruction, and that all efforts taken in accordance with the provision contained in GR/SR 3.68 to 3.70. During failure of Home Signal and Calling-on signal trains can be dealt on SPT or on Form T/369 -(3b). Station Master shall ensure clamping and padlocking of relevant points and maintaining isolation from other lines duly keeping the trap/points in required position. If a point fails to set properly and if the point cannot be set from the panel, the Station Master on duty must personally ensure the points to the required position by means of the point crank handle and clamp and padlock the points as detailed in Para B.4. The Station Master can operate the signal knobs for the reception or despatch of the train, after duly replacing the crank handle in the electrical key instrument. If the signal fails to respond properly, the Station Master must arrange to pilot the train in accordance with provisions contained in G.Rs 3.68 to 3.70 and the subsidiary rules there under. If the points set correctly in one position and fails to set in the other position, it is possible that there is some obstruction between the stock and the switch rails. By operating the points repeatedly for about three or four times, this obstruction may be removed. If not by deputing a competent railway servant who will do so. Even in spite of this, the point fails to set correctly, and then the point crank handle must be used. In the event of failure of a point repeat indication on the panel the following action has to be taken by the duty Station Master. The concerned signal knob shall be operated even if the point repeat indication does not appear. If the signal gets cleared, the train shall be 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 who shall do so. Even after this if the signal fails to respond, it should be treated as a case of signal failure and the train shall be dealt strictly according to the relevant provisions contained in GR/SR 3.68 to 3.70. 6.8.2 FAILURE OF HOME SIGNAL During the failure of Home signal, the train shall be received on Calling-on signal(See Para B.8 for details ). If the Calling-on signal also fails, the train shall be received using SPT. (See Para B.9 for details). If the signal post telephone also fails, the SM on duty shall arrange to receive the train on Form T/369 -(3b). Whenever the trains are received on SPT or on Form T/369 -(3b), the SM shall ensure the correct setting of relevant points, clamp and padlock all the points on which the train will be passing and depute a points man/TRH with Form T/369 -(3b) to be delivered at the foot of the concerned Home signal and authorise the Loco pilot to pass the home signal at "ON". Whenever the trains are being piloted through SPT or 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 traffic LC in the route shall be closed and secured against road traffic before authorising the loco pilot on form T/369-(3b) or on SPT for a Down train. 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 signal shall invariably be exhibited at the foot of the starter signal after ensuring correct setting of the points duly clamping and padlocking of all the concerned points on the route. 6.8.4 FAILURE OF ADVANCED STARTER SIGNAL (LSS): During failure of this signal the line clear shall be obtained on the block instrument and trains shall be despatched duly issuing the Form T/369-(3b) with an endorsement and the PN received 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 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 or 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 or obstructed, "Line Blocked" collars/caps should be placed on the relevant knobs as mentioned below, on the panel, to serve as a reminder to the SM on duty. Immediately when the line is clear again, the collars/caps should be removed from the knobs and kept safe. Line OccupiedKnob No.Road-11R, 2RRoad-21N, 2N7.3 The SM on duty shall see that train/vehicles standing at the station are properly secured so as to prevent them from gaining momentum and rolling down. Vehicles/Wagons should be coupled together and brakes applied. The vehicles should be kept well within the starters. Skids and safety chains should be used for securing the vehicles. 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 or obstructed by any vehicle allowed to remain on the line for some length of time, a clear remark in RED ink should be made immediately in the train signal registers indicating the time and the number of the line on which the vehicle is detained. A record of the blocking of the line shall be made in the station diary also. When the obstruction is removed and the running line is clear again, the time at which the vehicle was removed and the running line cleared should be indicated in the Train Signal Register and the Station Diary. Instructions contained in SR.5.23 (v) shall be strictly adhered to. 7.6.1 i) Whenever a goods train is to be stabled on running line, before detaching the train engine, the Guard of the train shall ensure that the 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. iv) Whenever vehicles are stabled in the siding, the SM should ensure that the siding control knob in normal position. The vehicle/s stabled in the siding shall be secured with hand brakes, skids and safety chains. 7.7 While handing/taking over charge, the outgoing/incoming Station Master should promptly record in the Station Diary and TSR the number of the running line(s) obstructed. 7.8. The relevant instructions contained in SR.5.01, GR.5.19 and 5.23 and SRs there under should be strictly adhered to by all staff concerned. 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 8.1 GENERAL PRECAUTIONS (a) For shunt movement at this station, the duty SM shall give due consideration to the train services in this section and carryout shunt movements by taking off starter signals. The Station Master shall see the shunting of trains or vehicles are carried out only at such time and in such a manner, which will not involve danger. (b) The guard of the train shall supervise all shunting operations involving full trains and stabling of materials/departmental trains. The guard under the instructions of the SM will supervise other shunting. In the absence of the guard, the SM shall supervise shunting. (c) At stations, with grades steeper than 1 in 400 beyond 50 metres of the outermost points, trains should not be drawn up to the last stop signal and held in the steep gradient in order to clear the reception line for giving permission to approach to the following train. No shunting beyond outermost points on the steep gradient side should be allowed unless a locomotive is attached at the lower end of the load from the point of view of gradient. 8.2 Shunting in the face of an approaching train: -Shunting in the face of an approaching train is strictly prohibited at this station. 8.3 Prohibition of shunting, special features if any: - (a) While performing shunting at falling end of the yard, it should be ensured that an engine is attached at the falling side of the gradient to prevent vehicles escaping into the block section. (b) For all shunt movements likely to affect the level crossings, the closure of the concerned LC gate (LC 131 &132) shall be ensured. (c) Hand shunting/ loose shunting is strictly prohibited. 8.4 SHUNTING ON SINGLE LINE 8.4.1 WITHIN STATION SECTION (BETWEEN LSS) SM shall carry shunting between starter and LSS by taking off the concerned starter & shall issue form T/806 to the Loco Pilot. SM shall extract the shunt key from the concerned block instrument pertaining to the direction of shunting and keep it in his personal custody till shunting is over. 8.4.2 BETWEEN LSS AND OPPOSITE FSS Shunt key along with Form - T/806 shall be handed over to the Loco pilot as an authority to perform shunting between Advanced Starter and the opposite Home Signal on BYPL A PANEL-CRLM or CRLM-HLE block section {SR. 8.15 (i)}. 8.4.3 BEYOND OPPOSITE FSS To permit shunting beyond the opposing Home Signal, on CRLM-BYPL A PANEL or CRLM-HLE block section, block back shall be done (SR. 8.15 (i)) section authority with Form T/806 and a written memo to come back shall be handed over to the Loco pilot as an authority to perform shunting. Note: Shunt key can be extracted by pressing SHK button of the Respective block instrument in line closed or TGT with TOL condition on the block instrument. 8.4.4 DURING FAILURE OF BLOCK INSTRUMENT OF SINGLE LINE 8.4.4.1 When shunting has to be performed at that end of the Block Section over which block instrument working has been suspended, the Station Master on duty shall issue to the Loco pilot, T/806 with an endorsement mentioning the suspension of the Block instrument with the PN obtained from the SM at the other end of the block section. 8.4.4.2 Shunting during failure of Shunt Keys: - When the shunt key cannot be extracted and shunting has to be performed necessarily, SM on duty shall advise the SM at the other end of the block section to extract the shunt key and keep it in his personal custody and obtain a PN for the same from him. T/806 along with an endorsement shunt key could not be extracted with the PN obtained from the SM at the other end of the block section to be handed over to the Loco pilot as the authority to perform shunting during this period. 8.5 SHUNTING ON DOUBLE LINE, BLOCK BACK, BLOCK FORWARD, FOLLOWING A TRAIN TRAVELLING AWAY, UPTO IBS, BEYOND IBS, DURING FAILURE OF BLOCK INSTRUMENT: -NOT APPLICABLE 8.6 SHUNTING IN SIDING TAKING OFF FROM STATION YARD/GOODS YARD: NOT APPLICABLE 9 ABNORMAL CONDITIONS THE RULES TO BE OBSERVED IN THE EVENT OF ABNORMAL CONDITIONS: - i. During failure of electrical communication instrument: - Normally the concerned Block Instrument and Telephone attached to block instrument should be used to run trains on absolute block system. During failure, Block working should be done in the preferential order given below: - 1. Block Instrument. 2. Telephone attached to block instrument. 3. Station to Station fixed telephone. 4. Railway Auto phones. 5. BSNL phones. 6. Control Telephone. 7. VHF sets. 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). ii. The authority to proceed to enter into the occupied block section in case of obstruction of line or accident etc: -. Break Down Special/Relief train/Engine shall be sent into the Block section on account of obstruction of line or accident etc, by issuing Block ticket to proceed without line clear in form T/A 602. Before preparing this authority the SM shall examine the TSR, Train message books, WTT, Train notice register and Caution order advises and also contact the control and the SM on duty at the other end. iii. Trains delayed in block section: - if a train carrying passengers does not arrive within 10 minutes or if a goods train does not arrive within 20 minutes after allowing for normal running time from the station in rear, The Station Master at the station in advance shall Immediately advise the station in rear and the Control of this fact. The Station Masters at either end of the block section shall also send one of the traffic staff out on the block section to fetch information about the whereabouts and condition of the delayed train and nature of assistance, if any required. iv. Failure of Intermediate Block Stop Signal at ON: - NOT APPLICABLE. v. Failure of Axle Counter Block/BPAC: - REFER ANNEXURE-1 FOR DETAILS. vi. Failure of MTRC: - NOT APPLICABLE. ( b ) PROCEDURE FOR EMERGENCY OPERATION OF CRANK HANDLE i. A crank handle duly interlocked with the signals is normally secured in an electrical key instrument in the panel room. The crank handle should be used to operate the points during failures. ii. When the crank handle is properly secured in its electrical key instrument and is free to be extracted a white light indication gets displayed near the place marked Crank Handle on the control panel. When the crank handle is not free to be extracted, the white light gets replaced by a Red light indication. iii. When the crank handle remains extracted, all the signals except up and down advanced starters cannot be taken off. Similarly when a signal other than up and down Advanced Starter is taken off the crank handle cannot be extracted. No attempt must be made to take off a signal when the crank handle remains extracted and no attempt must be made to extract the crank handle when the signal has been taken off. iv. A push switch is provided near the crank handle. When this switch is kept pressed, a deflection is produced in the RKT. On observing this indication, the crank handle can be extracted. v. During failures of points, crank handle shall be used for setting point. While setting the points by crank handle, it should be ensured that the corresponding point knobs are kept in the required (N or R) position. After setting the points in the required position, 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. vi. While utilizing the crank handle to operate a cross over point, it should be ensured that both the facing and trailing ends of the crossover points are correctly set to the required position clamped and padlocked before permitting train/shunt movements over the points. vii. Whenever the crank handle is utilized to operate a point, necessary entries in the crank handle register should be made promptly and the TECH.ES/JE/SE/SIG advised immediately to restore normal working. (Refer Para B.4 for other details regarding Crank handle operation) (c) CERTIFICATION OF CLEARANCE OF TRACK BEFORE CALLING-ON SIGNAL OPERATION IS INITIATED The Calling-on signals below Home signals are intended to receive a train on an occupied/obstructed road or when one or more of the track circuit on that route have failed or when the Home Signal has failed. Before clearing the Calling-on signal, the SM shall ensure that it is absolutely necessary to receive the train on that road, train can be berthed clear of the fouling mark/starters and he should physically ensure that the required route is clear & free from obstruction ( d ) REPORTING FAILURE OF POINTS, TRACK CIRCUITS/AXLE COUNTER AND INTERLOCKING Any S&T failure should be reported immediately by SM on duty to the concerned signalling Maintenance Staff (TECH.ES/JE/SE/Sig) responsible for attending to the failure and only after receipt of the written memo from the signalling Maintenance Staff (TECH.ES/JE/SE/Sig) for rectification of the fault, SM on duty should restore the normal working. The entries in failure register shall be done with a message to the Section Controller 9.1 TOTAL FAILURE OF COMMUNICATION In the event of Total interruption of communication occurring between BYPL A PANEL-CRLM or CRLM-HLE stations i.e. when line clear cannot be obtained by one of the following means stated in order of preference namely. a) Block Instrument. b) Telephone attached to block instrument. c) Station to Station fixed telephone. d) Railway Auto phones. e) BSNL phones. f) Control Telephone & g) VHF sets. 9.1.1 The Station Master on duty shall open communication by sending an engine or any self-propelled vehicle as detailed in Para (2) of SR. 6.02 (ii). The order of preference is given below. a. Light Engine b. Train engine after it is detached from the train. c. Motor trolley/ Tower wagon duly accompanied by a Guard or by a Off duty Station Master d. Trolley duly accompanied by a Guard or by a Off duty Station Master e. Diesel car/ Rail motor car/EMU rake after ensuring that all passengers have detrained. 9.1.2 Before despatching the above said Engine/self-propelled vehicle in the block section the Station Master on duty shall hand over the Authority for opening of communication during Total Interruption of communication on single line section on Form No. T/B 602. 9.1.3 The Station Master on duty shall clearly advise the Loco pilot and Guard of the train the fact that the communications have failed. The LE/TE etc., has to proceed with an authority on Form T/B 602. On the receipt of the Form T/B 602 the Station Master at the other end shall prepare and send T/F 602 (Conditional Line Clear) through the Loco pilot and issue Conditional Line Clear Ticket (T/G 602 or T/H 602) to the Loco pilot to return back to the starting station. On receipt of T/F 602 the Station Master at the starting end shall issue Conditional Line Clear Ticket (T/G 602 or T/H 602) to the waiting train at his station. If more than one train is to be started the Station Master at starting station shall send T/E 602 along with T/B 602.Trains will continue to work in this manner till the competent authority restores anyone of the means of communications. As soon as anyone of the means of communications has been restored, the Station Master shall exchange message with the Station Master at the other end of the section on Form T/I 602. Detailed instructions contained in SR. 6.02 (ii) shall be strictly adhered to for working trains during total interruption of communications. 9.1.4 Line clear shall not be obtained or given by any one of the means of communication restored, until both the Station Masters are satisfied that all trains and engines etc. despatched from their stations have arrived complete at either station. If any light engine/self-propelled vehicle etc., is in section with T/B. 602 normal working shall not be resumed until the section is cleared and both the station masters are satisfied under exchange of Private numbers that no light engine/self-propelled vehicle or any other vehicle is in the section. 9.1.5 In all the cases of working trains during total interruption of communications, a detailed record of timings of all trains, Engines etc., shall promptly be made in the train Signal Register at the Stations concerned.When the communication for train working is restored, Section Control if working, shall be consulted before arranging further movements. Control shall also be provided with the timings of trains dealt during total interruption of communication. 9.2 TEMPORARY SINGLE LINE WORKING OF DOUBLE LINE SECTION: NOT APPLICABLE 9.3 DESPATCH OF TRAIN UNDER AUTHORITY TO PROCEED WITHOUT LINE CLEAR OR TO ASSIST THE CRIPPLED TRAIN Break Down Special/Relief train/Engine shall be sent into the Block section by issuing Block ticket to proceed without line clear in form T/A 602. Before preparing this authority the SM shall examine the TSR, Train message books, WTT, Train notice register and Caution order advises and also contact the control and the SM on duty at the other end. Clear instructions shall be issued to the Loco pilot and Guard regarding the nature of obstruction and location of obstruction of engine/BV/First vehicle /last vehicle shall be mentioned as far as known and the station to which the crippled train/engine could be moved to clear the block section. If more relief train/Engine are to be despatched into the block section subsequently, clear instructions shall be given to the Loco pilot and Guard of such trains /engine etc. already allowed into the section and other relevant information. Once obstruction is removed and Competent Railway servant certifies the line as fit and safe for the passage of trains, the duty SM shall exchange numbered message and private numbers with his counterpart at the other side to ensure that the block section is clear of all train/vehicles sent into the section and then only restore normal working. All the entries relating to the train dealt on form T/A 602 shall be made in red ink in TSR [Ref. SR. 6.02 (i)] for detailed instructions. 9.4 Caution Order: Caution Order, if any, shall be issued in accordance with WTT/GR 4.09 by the Duty Station Master to the Loco pilot and Guard of all stopping trains. Appropriate entries shall be made in the trains signal register regarding its issue against the trains entry. Caution Order register shall be maintained by Duty Station Master separately and entries are brought forward as per extant rules. 10 VISIBILITY TEST OBJECT Any aspect of the Up starter of Road-2/Down starter of Road-2 during day or night shall constitute the visibility test object for Down / Up direction respectively. 11 ESSENTIAL EQUIPMENTS AT THE STATION The Station Master shall ensure that the prescribed number of the Essential articles listed in Appendix E is made available exclusively for train passing duties. The Station Master on duty shall be responsible to keep the required number of the essential equipments neat and in good fettle to be used whenever required. 12 FOG SIGNAL MEN NOMINATED TO BE CALLED INCASE OF FOG i. In foggy or tempestuous weather or in dust storm when V.T.O cannot be seen from the SMs office, the SM shall send trained men to act as fog signalmen. The names (and declarations that they know the fog signalling duties) of two members each from the operating and permanent way Group `D' staff at the station shall be maintained and updated periodically in the station Detonator Register by the Station Master. ii. The names of address of Group D Permanent Way staff who are trained in fog signalling duties shall be painted on the board provided for this purpose near the office of the Station Master on duty. LIST OF APPENDICES:- Appendix AWorking Of Level Crossing GatesAppendix BSystem of Signalling and interlocking and communication arrangements at the station.Appendix CAnti collision device(Raksha Kavach).Appendix DDuties of train passing staff 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 1Instructions for working of BPAC APPENDIX A WORKING OF LEVEL CROSSING GATES A.1.0 ENGINEERING NON-INTERLOCKED LEVEL CROSSING GATE No.128 AT KM. 188/700-800 between CRLM and HLE. A.1.1 This is a non-interlocked `B2' Class, Engineering level crossings situated in CRLM-HLE block section and provided with lifting barriers. The normal position of the LC is kept closed and padlocked against road traffic and the padlock keys are kept with the gateman on duty. This LC is under the control of JE/P.Way/HSRA and manned round the clock by Gateman, one gateman each on 12 hours shift under Essentially intermittent roster issued by DPO/SBC. A.1.2 Magneto telephone communication is provided between this LC and the duty Station Master office as detailed in Appendix "B". A.1.3 Before granting line clear to HLE for a Down train or before despatching an Up train to HLE, the SM/CRLM shall call the attention of the gateman, on phone and advise him the particulars of the train like train number and description of the train, the direction of movement, probable time of departure from CRLM or HLE and communicate a private number to the gateman with time. The gate man shall acknowledge the advice by repeating the train number, ensure that the Lifting barriers are in the normal position (kept closed and locked against road traffic) and communicate a private number with time as an assurance to that effect. The private number given by the Station Master, constitute an assurance that he had informed the gate man about the train movement and the private number given by the gate man constitute an assurance that the gates are in their normal position. The private number exchanged between the gate man and the Station Master shall be recorded in the private number exchange register with the time, date and train particulars specially maintained for this purpose at the gate lodge and at the Station Masters office. The gate man shall also record the actual time of passage of the train through his LC gate. A.1.4 Whenever it is required to open the level crossing gates for the passage of road traffic, the gate man on duty shall ascertain from SM on duty on phone regarding movement of train. The SM on duty, if there is no train to enter into the block section, the train which has already entered the block section has passed the gate and if it is safe to open the gate, shall permit the gate man to open the LC gate for road traffic by giving a private number with time to the gate man. After getting the PN from SM on duty, before opening the LC gate for road traffic the gate man shall fix a banner flag during day or hand signal lamp with red light during night in the middle of track on either side of the gate, facing towards Up and Down direction and shall then open the gate for road traffic. Immediately after the passage of road traffic, he shall close and lock the gate against road traffic, keep the keys in his personal custody remove the banner flag / red light and give his PN with time to the SM on duty. The PN given by SM constitute an assurance that he had permitted the gateman to open the gate for road traffic. The PN given by the gateman constitutes an assurance that he had closed and secured the gate against road traffic. The PN so exchanged shall be recorded along with timings in the concerned PN exchange register maintained both at the station and the gate lodge. A.1.5 Whenever there is a failure of Magneto Telephone communication between the level crossing and the station or when there is no response from the gate man, the instructions detailed in SR 16.03(iii)(b)(i) shall be followed and Caution order issued to all Up trains and also advise SM/HLE to issue Caution Order to all Down train entering the block section. The loco pilot shall adhere to SR.16.03(iii)(b)(2)(i).The SM shall also advise the TECH.ES/JE/SE/Sig. of the section for the restoration of phone communication. NOTE:- i) When a train/shunt movement for which LC gates have been kept closed and private numbers have been exchanged with the gate man is to be cancelled due to any reason the SM on duty shall advise the same to the gate man on duty duly communicating a private number with time in-confirmation of the cancellation of the movement. The PN shall be recorded in the remarks columns against the train entry both at the station at the gate lodge. ii)Any damage to the gate shall be reported to the SE/JE P.Way for immediate attention and till its rectification emergency gate chains shall be used for the train movement. A.2.0 ENGINEERING NON-INTERLOCKED LEVEL CROSSING GATE No.130 AT KM. 191/600-700 between CRLM and HLE. A.2.1 This is a non-interlocked `C' Class, Engineering level crossings situated in CRLM-HLE block section and provided with lifting barriers. The normal position of the LC is kept closed and padlocked against road traffic and the padlock keys are kept with the gateman on duty. This LC is under the control of JE/P.Way/HSRA and manned round the clock by Gateman, one gateman each on 12 hours shift under Essentially intermittent roster issued by DPO/SBC. A.2.2 Magneto telephone communication is provided between this LC and the duty Station Master office as detailed in Appendix "B". A.2.3 Before granting line clear to HLE for a Down train or before despatching an Up train to HLE, the SM/CRLM shall call the attention of the gateman, on phone and advise him the particulars of the train like train number and description of the train, the direction of movement, probable time of departure from CRLM or HLE and communicate a private number to the gateman with time. The gate man shall acknowledge the advice by repeating the train number, ensure that the Lifting barriers are in the normal position (kept closed and locked against road traffic) and communicate a private number with time as an assurance to that effect. The private number given by the Station Master, constitute an assurance that he had informed the gate man about the train movement and the private number given by the gate man constitute an assurance that the gates are in their normal position. The private number exchanged between the gate man and the Station Master shall be recorded in the private number exchange register with the time, date and train particulars specially maintained for this purpose at the gate lodge and at the Station Masters office. The gate man shall also record the actual time of passage of the train through his LC gate. A.2.4 Whenever it is required to open the level crossing gates for the passage of road traffic, the gate man on duty shall ascertain from SM on duty on phone regarding movement of train. The SM on duty, if there is no train to enter into the block section, the train which has already entered the block section has passed the gate and if it is safe to open the gate, shall permit the gate man to open the LC gate for road traffic by giving a private number with time to the gate man. After getting the PN from SM on duty, before opening the LC gate for road traffic the gate man shall fix a banner flag during day or hand signal lamp with red light during night in the middle of track on either side of the gate, facing towards Up and Down direction and shall then open the gate for road traffic. Immediately after the passage of road traffic, he shall close and lock the gate against road traffic, keep the keys in his personal custody remove the banner flag / red light and give his PN with time to the SM on duty. The PN given by SM constitute an assurance that he had permitted the gateman to open the gate for road traffic. The PN given by the gateman constitutes an assurance that he had closed and secured the gate against road traffic. The PN so exchanged shall be recorded along with timings in the concerned PN exchange register maintained both at the station and the gate lodge. A.2.5 Whenever there is a failure of Magneto Telephone communication between the level crossing and the station or when there is no response from the gate man, the instructions detailed in SR 16.03(iii)(b)(i) shall be followed and Caution order issued to all Up trains and also advise SM/HLE to issue Caution Order to all Down train entering the block section. The loco pilot shall adhere to SR.16.03(iii)(b)(2)(i).The SM shall also advise the TECH.ES/JE/SE/Sig. of the section for the restoration of phone communication. NOTE:- i) When a train/shunt movement for which LC gates have been kept closed and private numbers have been exchanged with the gate man is to be cancelled due to any reason the SM on duty shall advise the same to the gate man on duty duly communicating a private number with time in-confirmation of the cancellation of the movement. The PN shall be recorded in the remarks columns against the train entry both at the station at the gate lodge. ii)Any damage to the gate shall be reported to the SE/JE P.Way for immediate attention and till its rectification emergency gate chains shall be used for the train movement. A.3.0 INTERLOCKED TRAFFIC LEVEL CROSSING No. 131 AT Km. 192/600-700: A.3.1 This is a A class interlocked level crossing gate situated between Up Advanced starter and Down Home signal provided with Lifting Barriers. This level crossing is normally kept opened to road traffic and is under the control of Station Master/CRLM. This level crossing is manned by two gate men on 12 hour shift, according to the duty roster issued by DPO/SBC. A.3.2 Magneto Telephone Communication is provided between this LC and CRLM station as detailed in Appendix B. A.3.3 The level crossing is provided with lifting barriers and interlocked with the Down reception and up despatch signals. A.3.4 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 and turn the LC control knob G2 to R position. A.3.5 The winch, which operates the lifting barriers of 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.3.6 During daytime when the barriers are lowered across the road a red disc on the boom of the barrier and red targets suspended from it warn the road traffic to stop. While the boom comes down across the road, a gong attached to each boom gives bell as a warning to the road users that the level crossing is being closed. The gongs do not sound when the barriers are lifted. A.3.7 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 Y' from single lever frame, insert this key Y, 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 `Y' from the single lever after lowering the booms, the gateman shall personally ensure that the booms are locked in lowered position. A.3.8 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 "Y" and then unlock the single lever with key "Y, normalise the lever and then extract the winch key and open the LC for the road traffic. A.3.9 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 JE/SE/P. Way concerned 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.3.10 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. 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. This key is secured in electrical key instrument in a glass fronted box, with padlock and key and is under the custody of the on duty SM. The SM on duty shall open the lock & break open the seal of the box, extract the Emergency key and arrange to use it to open the level crossing gate. Since the key is interlocked with signals, the concerned interlocked signals cannot be taken OFF once the key is extracted. These signals shall be suspended and train service dealt strictly under the relevant provisions contained in GR 3.68 to 3.70 and subsidiary rules there under duly ensuring that the gates are closed and secured against road traffic. The SM on duty shall ensure that the emergency gate keys are returned to him after the use. When the emergency gate key is used, the SM on duty shall make an entry in the register specially maintained for this purpose with the details like; the time and date of use, the number of the train for which it was used, etc. Immediately after noticing the failure the TECH.ES/SE/JE/SIG. shall be advised to restore the normal working. A.3.11 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.3.12 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.4.0 INTERLOCKED TRAFFIC LEVEL CROSSING. No. 132 AT Km. 193/300-400: A.4.1 This is a C class interlocked level crossing gate situated between Up & Down starter signals and provided with Lifting Barriers. This level crossing is normally kept opened to road traffic and is under the control of SM/CRLM. This level crossing is manned by two gate men on 12 hour shift, according to the duty roster issued by DPO/SBC. A.4.2 Magneto Telephone Communication is provided between this LC and CRLM station as detailed in Appendix B. A.4.3 The level crossing is provided with lifting barriers and interlocked with the Up & Down reception and despatch signals. A.4.4 Before taking off Up/ down home signal or Up/ 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 G1 to R position. A.4.5 The winch, which operates the lifting barriers of 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.4.6 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. A.4.7 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 X' from single lever frame, insert this key X, 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 `X' from the single lever after lowering the booms, the gateman shall personally ensure that the booms are locked in lowered position. A.4.8 Immediately after the passage of the train and after normalising the signals to ON position, the stationmaster shall normalise the gate knob "G1" on the panel. When the gate knob "G1" 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 "X" and then unlock the single lever with key "X, normalise the lever and then extract the winch key and open the LC for the road traffic. A.4.9 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 JE/SE/P. Way concerned 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.4.10 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. This key is secured in electrical key instrument in a glass fronted box, with padlock and key and is under the custody of the on duty SM. The SM on duty shall open the lock & break open the seal of the box, extract the Emergency key and arrange to use it to open the level crossing gate. Since the key is interlocked with signals, the concerned interlocked signals cannot be taken OFF once the key is extracted. These signals shall be suspended and train service dealt strictly under the relevant provisions contained in GR 3.68 to 3.70 and subsidiary rules there under duly ensuring that the gates are closed and secured against road traffic. The SM on duty shall ensure that the emergency gate keys are returned to him after the use. When the emergency gate key is used, the SM on duty shall make an entry in the register specially maintained for this purpose with the details like; the time and date of use, the number of the train for which it was used, etc. Immediately after noticing the failure the TECH.ES/SE/JE/SIG. shall be advised to restore the normal working. A.4.11 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.4.12 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 'G1' 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 G1. 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.5.0 ENGINEERING INTERLOCKED LEVEL CROSSING GATE No.133 AT KM. 197/800-900 between BYPL `A' PANEL and CRLM. A.5.1 This is an interlocked A class Engineering Level crossing Gate situated between BYPL A Panel and CRLM stations and provided with lifting barrier. Multiple aspect colour light Gate signals and Gate Distant signals in either direction are provided. 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.5.2 Magneto telephone communication is provided with this level crossing Gate and SM/CRLM. The bell codes to call each other are as detailed in Appendix B A.5.3 This level crossing gate shall normally be kept open for the road traffic (lifting barriers in raised position). The SM on duty shall advise the gateman whenever it is necessary to close and lock the gates against road traffic for the passage of train.. A.5.4 This LC is protected by Up and Down gate signal with G markers. These signals are electrically operated from 2-knob panel provided in the gate lodge. To operate this knob, gateman has to lower the lifting barriers, extract winch key from the winch. This winch key is used to reverse the single lever frame which in turn locks the lifting barrier booms in lowered position and releases the boom locking key. This boom locking key is inserted in the RKT provided at the gate lodge and the concerned signal operated to clear the appropriate gate signal. A.5.5 When the barriers remain in raised position, the level crossing is opened for road traffic. During night, a white light is exhibited from the top of each gatepost towards the road traffic when level crossing is in the `open to road traffic' position and a red light when level crossing is closed to road traffic. During daytime when the barriers are lowered across the road a red disc on the boom of the barrier and red targets suspended from it warn the road traffic to stop. While the boom comes down across the road, a gong attached to each boom gives bell as a warning to the road users that the level crossing is about to be closed. The gongs do not sound when the barriers are lifted. Notice Boards facing the road traffic are erected at either end of the level crossing to warn the traffic to stop when the gongs are sounded. A.5.6 Before granting line clear for an Up train from BYPL or before despatching a Down train to BYPL the Station Master/CRLM shall call the attention of the gateman on phone and advise him the particulars of train with its number, description, direction of movement and probable time of departure from CRLM or from BYPL. The gateman shall acknowledge the advice by repeating the train number, description, direction etc., and assure him that he is ready to close and lock the gates against the road traffic and take off the concerned gate signal in time The details of trains including the time of advice shall be recorded by the SM on duty and the gateman in the register maintained separately at the station and at the gate lodge for this purpose. A.5.7 Immediately on receipt of out report for an Up train from BYPL or after the departure of a Down train from CRLM the Station Master/CRLM shall advise the gateman. The gateman shall close and secure the gates against the road traffic and take off the concerned gate signal, in time. On completion of train movement the gate man shall put back the gate signal to normal and extract the boom locking key from the RKT in the gate lodge. Insert the same in the concerned single lever frame and normalise the lever. This action releases the winch key. The winch key should be used to open the lifting barriers. A.5.8 In the case of failure of telephone communication between the SM/CRLM and the level crossing or when the gateman fails to respond to the telephone calls, the Station Master must adhere to SR 16.03 (iii) (b) (1), issue Caution Order to all stopping down trains entering the block section and also advise Station Master/BYPL A PANEL for the issue of Caution Orders for all stopping up trains entering the block section. The loco pilots must observe the instructions contained in GR 16.03 (iii) (b) (2) (i). The Station Master shall advise the JE/SE/SIG. or TECH.ES of the section for immediate rectification. NOTE: 1. Run through trains need not be stopped out of course for the purpose of issue of Caution Orders (SR. 16.03 (iii) (b) (2) (iii). 2. When a train movement is cancelled for which the gateman had been advised for the closure of the gates, the SM/CRLM should advise the same to the gateman duly issuing a private number in confirmation of the same. This PN shall be recorded in the remarks column of PN exchange register. 3. The responsibility of keeping the gates closed and locked against the road traffic for the safe passage of the train without delay lies on the gateman on duty. A.5.9 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.5.10 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. If the barriers are in lowered condition and could not be opened due to the failure of winch or locking arrangements, the emergency boom locking key provided in the key contact box, shall be extracted under the exchange of PN with the controlling SM and the gate shall be opened for the passage of road traffic. JE/SE/P.way of the section shall be informed for immediate rectification. A.5.11 If any barrier fastening or the winch mechanism goes out of order the gateman shall advise the Station Master on duty, who shall immediately give the message to the concerned official to attend the failure and restore normal working. {SR 16.06 (iii) (a) & (b)}. APPENDIX B B.1.0 SYSTEM OF SIGNALLING & INTERLOCKING: B.1.1 This is a Class B Station provided with Standard II-(R) MACL signal Points and Signals are operated from the control panel. B.1.2 Up Home signal No. 5 RA at a distance of 315 metres beyond the outer most points No. 1 and Up distant signal at a distance of 1005 metres from the Up Home signal are provided for the reception of Up train on Road-1 or Road-2. B.1.3 Down Home signals No. 6 RA at a distance of 358 metres beyond Down outermost points No. 2 and Down distance signal at a distance of 1005 metres from the Down home signal are provided for the reception of Down trains on Road-1 or Road-2. B.1.4 Up and Down starters for Road-1 & Road-2 and Up and Down advanced starters are provided for the despatch of Up and Down trains respectively. B.1.5 A goods warning board is provided at a distance of not less than 1600 meters in rear of Down Home signal and not less than 1400 metres in rear of Up Home signals. 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 Up and Down distant signals. The distant signals work automatically in conjunction with corresponding home signals. B.1.8 Home signal No. 5 RA and 6 RA are 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 direction 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 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 pilots to pull up to signal No.:- 5 RA or 6 RA (as the case may be) if the same is at on is provided in rear of concerned Home signal. B.1.12 Hand crank duly interlocked with signals is kept in SMs office for the operation of points during failure. B.1.13 Up and Down shunt keys interlocked with concerned block instruments are provided in the Station House. 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 key X for LC No. 132 at Km. 193/300-400, is provided in the Station House. Emergency gate key Y for LC No. 131 at Km. 192/600-700, is provided in the Station House. B.1.17 Block Proving Axle counters (BPAC) are provided for CRLM-HLE and CRLM-BYPLAPANEL block sections and resetting boxes with indications are provided in the station house. B.2.0 CONTROL PANEL B.2.1 All points and signals are operated from the combined/track diagram with control panel installed in the Station house. The panel consists of a console which provides a clear picture of the tracks, points and signals over the entire area. Each track circuit is represented by a separate distinct colour. B.2.2 A Digital counter and a voltmeter are provided over the panel. B.2.3 At the bottom of the panel, SMs key, signal knobs, point knobs, and P-ACK button, knob 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 G1 or G2 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 an yellow light indicating the R position. If the points do not set and lock properly the corresponding indication lamp pertaining to the failed position of the point will continue to flash on the control panel. 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. 5SA & 5SB/6SA & 65B respectively have 3 positions i.e. S, C and R.(Sending position, Normal (Centre) position and receiving position). The signal knob No. 5 and 6 must normally be kept in the C position and should be turned to S or R position as and when required. B.2.8 Power acknowledgement button (P. ACK) is coloured RED provided on the right hand side bottom of the panel. Instructions for operating P.ACK button are detailed in para 4.3. 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.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-2 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 A crank welded with E type Heppers key duly interlocked with (Up and Down reception and concerned despatch) signals, except the down advanced starter is provided in an Electrical Key instrument provided in the duty SMs office, for hand cranking the points during failures. The interlocking is such that once the crank handle is extracted from the, Electrical Key instrument, concerned interlocked signals cannot be cleared. Similarly when any of the concerned interlocked signals are cleared the concerned crank handle cannot be extracted from its Electrical Key instrument. B.4.2 In the point machine, lids are provided with lock to secure the key holes. The lids should be unlocked before inserting the crank handle release lock and crank handle. The lid key and crank handle lock release key are kept in the glass fronted box. B.4.3 When the crank handle is properly secured in its Electrical Key Instrument and if it is free to be extracted, a White light indication is displayed near the group concerned under the legend CRANK HANDLE on the control panel. When it is not possible to extract, a Red light indication will be displayed near the group concerned. B.4.4 A push switch is provided near the crank handle. To extract the crank handle the push switch shall be pressed. As soon a the push switch is pressed a deflection will be there in the Electrical Key Instrument. After observing the deflection the Station Master shall turn the crank handle gently in the anti-clock wise direction and extract the crank handle from the Electrical Key Instrument .When the crank handle is extracted the white light indication will disappear on the panel. B.4.5 The interlocking of the crank handle with the crank handle lock key is done in such a way that the crank handle cannot be inserted into the point machine unless the crank handle lock is unlocked by the crank handle lock release key. B.4.6 If the points fail to set or if the points could not be set from the panel, the duty Station master shall make use of the crank handle to set the points locally. He shall keep the concerned point knob in the required position, extract the relevant crank handle from the electrical key transmitter, take out the crank handle lock release key along with the lid key from the glass fronted box and proceed to the points. B.4.7 On the side of the point machine there are two lids. One covering the inlet hole of the crank handle and another covering the inlet hole of the crank handle lock. The duty Station master shall first open both the lids by using the lid key. Then he shall insert the crank handle lock key and unlock the same which permits insertion of the crank handle into the point machine. He shall then insert the crank handle and crank the point to the required position, clamp and padlock the points, remove the crank handle. Extract the crank handle lock key and close both the holes by lids and lock the lids by lid key. He shall also ensure that the other end of the points (in case of cross over point) is in the required position. He shall then return to the station and restore the crank handle in to the key transmitter. If the correct point indication has appeared on the panel and if everything is alright for the movement of the train, the Station master shall clear the relevant signals. If the signal gets cleared, trains can be dealt normally. If the signals fail to respond, trains should be dealt strictly in accordance with the relevant provisions contained in GRs 3.68 to 3.70 and subsidiary rules thereunder. B.4.8 Whenever the crank handle is utilised to operate a point, necessary entries in the crank handle register should be made promptly with the details like Date, time, train No., Point No., reason, etc. and the TECH.ES/JE/SE/SIG shall be advised immediately to restore normal working early. B.4.9 When the TECH.ES/JE/SE/Sig requires the Crank Handle to attend any repair or maintenance work, he shall give a requisition, making necessary entries in the crank handle register and issuing disconnection notice in form S&T/ T.351 to SM on duty specifying the reasons thereof and the point numbers. On receipt of this requisition SM on duty shall give due consideration to train movement and hand over the point machine lid key, Crank Handle lock release Key and the Crank Handle of the required points after obtaining the permission from control. When the Crank Handle remains with TECH.ES/JE/SE/Sig, the concerned point on the route over which a movement is required to be done should be treated as failed and the point should be set locked, clamped, padlocked and padlocked keys retained in the personal custody of SM on duty. Whenever there is a movement over the concerned point is to be done, TECH.ES/JE/SE/Sig working at location should be advised before that movement in writing. After the work all the keys received from SM shall promptly returned to on duty SM duly inserting the Crank Handle to its normal position and ensure the availability of Crank Handle IN free indication on the panel. The TECH.ES/JE/SE/Sig and SM on duty shall promptly make the relevant entries while taking over/handing over the keys in the Crank Handle register maintained for this purpose at the station. Joint testing of the disconnected gear shall be done by the SM on duty and TECH.ES/JE/SE/Sig for the proper working of the disconnected gear. Then TECH.ES/JE/SE/Sig shall issue reconnection memo to the SM on duty to resume normal working B.4.10 When the crank handle remains with the TECH.ES/JE/SE/SIG, all the points concerned with that crank handle should be deemed to have failed, set locally, clamped, padlocked, the padlock keys retained in the personal custody of the SM on duty and the TECH.ES/JE/SE/SIG working at the points advised, before permitting any movement over the points. B.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 ask for the key from the Station Master on duty, after making relevant entries with the signature in a separate register maintained for this purpose. B.7.2 On completion of the work, the back door of the block instrument shall be closed and locked and the SM's key shall be returned to the Station Master on duty. The SM on duty after being satisfied that the block instrument has been closed and locked with both the keys and is in good working order, shall take over the key and keep it under his personal custody. Necessary entries with signature of SM and the TECH.ES/JE/SE/Sig must be made in the register. B.7.3 The TECH.ES/JE/SE/Sig of the section is authorised to obtain the key from the SM on duty only when : the block section is not occupied by a train and the instrument is in `Line closed' position during normal working of the block instrument OR block working is to be restored after a failure irrespective of the block instrument and occupation of the block section. The SM on duty shall suspend the block instrument for train operation till such time the key is returned to him by the TECH.ES/JE/SE/Sig. NOTE: - Since token-less block instrument is of non-cooperative type, Up & Down shunt keys shall be removed from EKT and normally kept in the glass fronted key case when the block instrument is not in use. B.8.0 CALLING ON SIGNALS: B.8.1 Calling on signals No.5 RB and 6 RB are provided below the Up and Down Home Signal. Boards with legend C are also provided just below the calling-on signals. The calling-on signal is intended to receive a train on an occupied/obstructed road or when one or more track circuit on that route have failed or when the Home Signal has failed. Before clearing the calling-on signal, the SM shall ensure that it is absolutely necessary to receive the train on that road and train can be berthed clear of the Starter Signal. B.8.2 Track circuit No. C 5T and C 6T are provided at the foot of the Up and Down Home signal. SM shall ensure that the train has occupied the concerned calling-on signal track and stops, and after ensuring correct setting of the point for the required route, Station Master shall turn the knob 5 RB or 6 RB to clear the calling-on signal. B.8.3 If the calling-on signal cannot be taken off due to failure, train shall be received by means of the Signal Post Telephone provided as detailed in Para B.9, duly ensuring correct setting of points, clamping and padlocking for the required route. B.8.4 (i) Individual knobs are provided to operate the Up and Down calling-on signals. These knobs have two positions N (Normal) and R (Reverse). Numerical counters are provided at the top corners of the panel separately for Up and Down calling-on signals. (ii) In the event of failure of track circuit(s) on the route or the Home signals or for the reception of a train on an obstructed line, the calling-on signal can be used. (iii) After ensuring that the Home signal knob is in its normal position and the required route is set, on the occupation of the calling on track circuit in rear of the Home signal by the approaching train the calling-on knobs should be operated to its R position. A white light indication displayed below the numerical counter of the respective calling on signal. After a lapse of 60 seconds the calling-on signal will assume OFF aspect, the white light indication below the counter gets extinguished and the counter registers the taking off of the calling on signal by displaying the next higher progressive number. (iv) An entry with details of the date and time of taking OFF of the calling-on signal, train for which it was taken OFF, the number of the reception line, reasons etc., and the numbers displayed by the corresponding counter prior to and after the operation should promptly be made and signed in the calling-on signal register maintained by the SM on duty. Separate portions of the register should be set apart for the Up and Down calling on signals with an appropriate index in the beginning of the register. (v) Release of Route after the Complete Arrival of a Train Received on Calling on Signal. (i) After ensuring the complete arrival of a train received on calling on signal, the SM on duty shall put back the calling-on signal knob to normal. When a train is being received by taking off calling on signal, normally the route will get released immediately after the train has arrived well within the fouling mark of the reception line. If a track circuit in advance of the home signal other than the berthing track has failed, the route will get released only after a time lapse of 120 seconds, after putting back calling-on signal to normal. The digital cancellation counter on the control panel will register the cancellation so made by displaying the next higher progressive number, when the cancellation is completed. If the route do not get released after putting back the calling-on signal knob to normal and after the time lapse of 120 seconds it should be intimated immediately to the TECH.ES/SE/JE/SIG. (ii) The SM on duty shall physically verify that the train has arrived complete well within starters/fouling mark before putting back the calling on signal knob to the normal position. He should not rely on the track indication on the control panel alone for this purpose. (iii) Appropriate entries in the route cancellation register should promptly be made when a calling on signal route is cancelled as above said, specifying the reasons thereof and the number displayed on the cancellation counter before and after the route cancellation. B.9.0 SIGNAL POST TELEPHONE: (SR 3.69 (X): Signal post telephone is provided in a cabinet on the Up and Down Home signal posts with a legend Telephone painted on the box. When the Home Signal has not been taken OFF, the loco pilot of the approaching train shall draw close to the Home Signal and stop and wait for two minutes. If the Home signal/Calling on signal is not taken off, the loco pilot shall go to the post type telephone and rotate the handle/press the push switch of the telephone to call the attention of the Station Master. As soon as the SM acknowledges the call, the loco pilot shall press the cradle and keep it in that condition till he completes the conversation with the SM. The loco pilot should open the flaps on mouthpiece and close them on completion of conversation. The SM shall inform the reason for the delay and the probable time at which the signal will be taken off. If it is due to signal failure/suspension, the duty SM shall set the route correctly, clamp and padlock the points, ensure clearance of reception line, 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 Signal No.________ at ON and enter Road numbers _________ at a restricted speed of 15 km/h. 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 BYPL end22-Crossover point Road 2 to Road 1 at HLE end35RA5RAUp Home signal45RB5 RBUp Calling-on signal below Up home signal5-5RDUp Distant signal working in conjunction with Up Home signal automatically65SA5 SADown Starter Road 1 75SB5SBDown starter Road-286RA6 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 1 126SB6SBUp starter Road-21399Down Advanced starter.141010Up Advanced starter to HLE. 15G1-Gate control knob of LC No. 132 at KM. 193/300-40016G2-Gate control knob of LC No. 131 at KM. 192/600-700 . B.11 TABLE OF MOVEMENTS: RECEPTIONSM to turn KnobSl. No.DESCRIPTIONGATEPOINTSIGNAL1.To receive an Up train on Road-1.G1-5 RA2.To receive an Up train on Road-2. with cross over points 1 Reverse & 2 Reverse.G12,15 RA3.To receive an Up train on Road-2. with cross over points No.1 Reverse and 2 Normal.G115 RA4.To receive an Up train on Road-1 using calling-on signal.G1-5 RB5.To receive an Up train on Road-2 using calling-on signal.G115 RB6.To receive a Down train on Road-1.G1, G2-6 RA7.To receive a Down train on Road-2. with cross over points1& 2 Reverse.G1, G21,26 RA8.To receive a Down train on Road-2. with cross over points 1 Normal & 2 Reverse.G1, G226 RA9.To receive a Down train on Road-1 using calling-on signal.G1, G2-6 RB10.To receive a Down train on Road-2 using calling-on signal.G1, G226 RB DESPATCHSM to turn KnobSl. No.DESCRIPTIONGATEPOINTSIGNAL1.To despatch an Up train from Road-1.G1, G2-10, 6 SA 2.To despatch an Up train from Road-2.G1, G2210, 6 SB 3.To despatch a Down train from Road-1.G1-9, 5 SA4.To despatch a Down train from Road-2.G119, 5 SB RUNTHROUGHSM to turn KnobSl. No.DESCRIPTIONGATEPOINTSIGNAL1.To run through an Up train on Road-1.G1, G2-10, 6SA, 5RA2.To run through an Up train on Road-2.G1, G22,110, 6SB, 5RA3.To run through a Down train on Road-1.G1, G2-9, 5SA, 6RA4.To run through a Down train on Road-2.G1, G21,29, 5SB, 6RA B.12 TELECOMMUNICATION Magneto Telephone Communication with number of rings to call each other are provided between the station House and the following locations :- CIRCUIT NO:I i) SMs office 0 (One ring) ii) Top points No. 1 00 (Two rings) iii) Top points No. 2 000(Three rings) 2. CIRCUIT NO.II. i) SMs office 0 (One ring) ii) LC No. 128 at Km 188/700-800 00 (Two rings) iii) LC No. 130 at Km 191/600-700 000 (Three rings) iv)) LC No. 131 at Km 192/600-700 0000 (Four rings) 3. CIRCUIT NO.III. i) SMs office 0 (One ring) ii) LC No. 132 at Km 193/300-400 00 (Two rings) iii) LC No. 133 at Km 197/800-900 000 (Three rings) 4. CIRCUIT NO.IV. i) Station House 0 (One ring) Up SPT to call each other. 5. CIRCUIT NO.V. i) Station House 0 (One ring) Down SPT to call each other. 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: Judicious management of the Station Staff apart from working as Station Master on duty as per the roster issued by DPO/SBC. Ensuring the availability of essential equipments. D.2 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, block instrument, 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 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., 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 The 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 equipment 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 LV 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 of achieving better result in safe and efficient transportation. APPENDIX - E E. LIST OF ESSENTIAL EQUIPMENTS PROVIDED AT THE STATION Sl. NoDescriptionMinimum Quantity at SMs OfficeLC No.131 & LC No.132 (each) 1Hand Signal flags4 sets (Red and Green)2 Red 1 Green2Flashing Hand Signal lamps233Detonators2010 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 list1119Whistle-120Banner 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 equipment 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:- There is a Train Halt, Belandur Road (BLRR), in BYPLA PANEL-CRLM block section at a distance of 3.356 kms from CRLM. This halt is provided with low-level platform. Halt warning Boards are provided are provided in both directions to warn the passenger train loco pilots that they are approaching the halt. APPENDIX - G G RULES FOR WORKING OF TRAINS IN ELECTRIFIED SECTIONS Not applicable. ANNEXURE-1 INSTRUCTIONS FOR WORKING OF TRAINS AT STATIONS PROVIDED WITH DIGITAL TYPE BLOCK PROVING AXLE COUNTERS GENERAL: Block proving Axle Counters are provided in advance of UP & DOWN Last Stop Signals of the station to monitor the status of the Block Section. Block proving axle counters are used for clearance of Block pertaining to that Block Section. An Axle Counter Indication-cum-Reset Box is provided at the SMs office, one each for each Block Section to indicate the clearance of the concerned Block Section and to facilitate Reset in case of axle counter failure. DESCRIPTION OF THE INDICATIONS/FEATURES ON THE AXLE COUNTER INDICATION-CUM-RESET BOX: FEATURES: SMs Key for authorizing reset operations. Reset Push Button for Resetting Axle Counter. Counter for recording Reset Operation. INDICATIONS: 1.Green Light (Large)ClearIndicate that the Block Section is clear.2.Red Light (Large)Occupied/FailedIndicate that the Block Section is occupied/the BPAC has failed.3.Green Light (Small)Preparatory ResetIndicate that the Axle Counter Resetting operation at both ends is completed.4.Yellow Light (Small)Power ONIndicate that the power supply is available. 3. CUSTODY OF KEYS: The SMs key of Axle Counter indication-cum-reset boxes shall be kept in a separate Glass Fronted case and the key of the glass fronted case shall be under the personal custody of the SM on duty. 4. RESET BUTTON: Reset button is provided in the Reset Box so that whenever the axle counter shows occupied/ Failed (Red Light-Large) condition, the SM on duty can reset the same to normal after ensuring that the Block Section is clear. COUNTER FOR RECORDING RESET OPERATION: Each and every operation of the reset button is counted on a digital counter and shall be recorded in a separate register indicating the movement before and after operation of the reset button as per the following proforma: Sl. No. Date/ Time Train No. after which Axle counter has failed Private Number given to the station in rear/ advance  Private Number received from the station in rear/ advance Counter reading before resetting Counter reading after resettingPrivate Number given by the despatch end SM Train No. dealt after resettingINDICATIONS: Indications are provided in the Axle Counter Indication-cum-Reset Box to show the status of the concerned Block Section. The Clear (Green Light-Large) indication on the concerned Axle Counter Indication Box shall be observed by the SM on duty before obtaining/granting line clear on the relevant Block Section. The Axle Counter Indication-cum-Reset Box displays Clear (Green Light - Large) indication when the Block Section is clear of trains/vehicles and Occupied (Red Light - Large) indication when the Block Section is occupied or Axle Counter pertaining to that section is failed. COMPLETE ARRIVAL OF TRAINS: In case the Axle Counter shows Occupied (Red Light-Large) indication with an Audible warning, even after the complete arrival of the Train, no effort shall be made forcibly to bring the Block Instrument to Line Closed condition. The buzzer shall be acknowledged by normalising the Home Signal Knob. Before initiating action to reset the Axle Counter and permitting the next Train into the Block Section, the SM shall comply with the provisions of GR 14.10 (1) & (2) and satisfy that the train, for which line clear is given, has arrived complete. Once the complete arrival of the train is verified, action can be initiated to reset the axle counter at both ends of the affected section as per the procedure given under Para 8. RESETTING PROCEDURE OF AXLE COUNTERS: After ensuring that the Block Section is clear, the Axle Counter shall be reset. The resetting operation shall be resorted to only when there is Occupied (Red Light Large) indication even though the Block section is clear. The following procedure shall be adopted after advising the S&T staff concerned about the failure of the axle counter. The SM on duty at the receiving station in which the train has arrived complete shall give a Private Number to the SM at the other end (despatch station) confirming the complete arrival of the train. The SM on duty at the despatch end shall acknowledge the same by communicating a Private Number. The key of the reset box shall then be inserted in the reset box, turned and pressed along with pressing of reset push button by both SMs independently. The reset operation pertaining to Block Section is carried out independently at both ends. In case the other end SM has not operated the reset, the occupied indication continues. In such a situation, the SM at the other end shall be reminded to do reset operation so that the system enters into preparatory reset mode After the application of reset operation at both ends Preparatory Reset (Green Light Small) indication, to indicate that the Axle Counter resetting operation is complete, will appear on the Axle Counter Indication-cum-Reset Box at both ends. The counter, provided for recording resetting operation will register next higher number. Necessary entries shall be made in the Block proving Axle Counter Resetting Register maintained for this purpose. Similar entries are made by the SM at the other end of the Block Section also. When the preparatory indication appears, the receiving end Station Master should advise the Station Master at the other end that the block section is being closed. The other end SM shall give a PN to this effect to receiving end Station Master. The receiving end Station Master shall then close the block section by normalising the block instrument. With the preparatory reset indication available at both Stations, the line clear for the next train can be obtained through the block instrument and the LSS can be taken off and the train despatched normally. 8.10 On clearance of the first train after preparatory reset at the receiving station, the axle counter will show Clear indication at both stations and subsequent trains can be normally dealt. 8.11 On arrival of the first train on preparatory reset if the axle counter shows clear indication at both stations all subsequent trains can be dealt normally. However if again the axle counter does not show Clear indication but preparatory indication continues, the block working shall be suspended and S&T officials of the section shall be advised to attend to the failure. 8.12 The entries in TSR shall be made in red ink at both stations whenever line clear has been obtained with the axle counter showing preparatory reset indication. 8.13 No attempt shall be made to close the block section on arrival of the train on preparatory reset if axle counter is still showing preparatory reset indication, instead of clear indication. FAILURE OF AXLE COUNTER: If Axle Counter does not show Clear (Green Light - Large) indication after clearance of the train on Preparatory Reset, it shall be treated as a failure of Axle Counter. The Block Instrument Working of the concerned Block Section shall remain suspended till S&T staff rectifies the same. During this period Trains shall be dealt as per GR. 14. 13 and closing of Block Section done as per GR.14.10 (1), (2), & (3). and para 6.5 of this SWR. WORKING OF TROLLEY/MOTOR TROLLEY/LORRY ETC: Motor Trolleys, when required to proceed to adjacent station, shall be issued with necessary Authority to proceed, suspending Block Working. After the motor trolley has cleared the section, the SM on duty shall resume block working for subsequent trains. However, in case the axle counter does not show clear indication after arrival of the Motor Trolley at the adjacent station, resetting of the axle counter shall be done as per Para 8 and Train operations resumed. SHUNTING: Shunting shall be done as per the instructions contained in the Block Working Manual. However, after a Block Back operation is completed, before bringing the Block instrument to Line Closed position, it shall be ensured that the axle counter shows Clear (Green Light - Large) indication. 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B=C=D=E==>>N?P?EAFAzABBB)C+CCCCCDD-E/EoZZ@@@@@@2h39h@5CJKHOJQJ\^JaJmH sH (h39h@CJOJQJ^JaJmH sH h,CJOJQJaJmH sH $h$Ah,CJOJQJaJmH sH ,h39h@CJKHOJQJ^JaJmH sH .h39h@5CJOJQJ\^JaJmH sH ,h39h;CJKHOJQJ^JaJmH sH &h;CJKHOJQJ^JaJmH sH &h@CJKHOJQJ^JaJmH sH FAyABBB+CCCcJ$  0]^`0a$gdg$ & F  0]^`0a$gdg$ 0]^`0a$gdg$ )@]^`@a$gdg$ )L]^`La$gdg$ )0]^`0a$gdg$ )0]^`0a$gd?C/E1EEEkG"H#Hv^I$ ]^a$gdg$0<<]^`0a$gdg$ & F 0]^`0a$gdg$ 0]^`0a$gdg$ & F 0]^`0a$gdg$ 0]^`0a$gdg$ & F 0]^`0a$gdg/EgEiEEEEEFFGFfFkFFjGkGpG!H"H#H~HzlzR:.h39h@5CJOJQJ\^JaJmH sH 2h39hG5CJKHOJQJ\^JaJmH sH hc h,5OJQJ^Jhc h,5OJQJ\^J2h,h@5CJKHOJQJ\^JaJmH sH ,h39h?CJKHOJQJ^JaJmH sH 2h39h@5CJKHOJQJ\^JaJmH sH &hgCJKHOJQJ^JaJmH sH ,h39h@CJKHOJQJ^JaJmH sH #HvHHsII0J1J2JzJKpQ$ & F 88x]^8`a$gd$ & F 88x]^8`a$gd$L^`La$gd-$|^`|a$gd-$ 0xx]^`0a$gdg$ )0]^`0a$gdg$ )0]^`0a$gdg ~HHHHHHrIzI}IIIIII/JηrX=rX%/h39h@>*CJKHOJQJ^JaJmH sH 5h39hG?5>*CJKHOJQJ\^JaJmH sH 2h39hG?5CJKHOJQJ\^JaJmH sH 2h39h@5CJKHOJQJ\^JaJmH sH &hrCJKHOJQJ^JaJmH sH ,h39h@CJKHOJQJ^JaJmH sH 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