ࡱ>    g bjbjVV 7r<r<t8, !!!!!"""~~~~~~~$n:~%""%%~!!~000%r!!~0%~00.yH}!|x)6'{@w~~0 |,}}"#0I$$"""~~X.""" %%%%""""""""" : @9SOUTH WESTERN RAILWAY BANGALORE DIVISION STATION WORKING Date of issue: 05-10-2007 RULES NO. B 76/TPP Date brought Replaced Page No.1 into force: T O P P U R NOTE: - 1. This issue of Station Working Rules supersedes the Station Working Rules No. B. 76/TPP dated: 2002 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/TPP/33/ALT-2Signalling Plan No(IPU 1346/ALT-1P. Way Plan No(B/TPP/28Layout Diagram No.(B/TPP/T/6 Toppur is a B Class station on the Salem Junction. Baiyyappanahalli Junction single line non-electrified Broad gauge section of South Western Railway on D route. It is situated at a distance of 35.332 Km from Salem Jn at Baiyyappanahalli Jn. End. GENERAL LOCATION Toppur is situated on the BAIYYAPPANAHALLI Junction - Salem Junction Broad Gauge line at a distance of 35.332 Kms. from Salem Junction. This is a "B" Class station with single line working towards Karuvalli and Sivadi. This station is provided with two running lines, with platform on Road-1. SMs office situates on Platform No.1. The code name of this station is "TPP". BLOCK STATIONSONON EITHER SIDE AND THEIR DISTANCES Karuvalli at a distance of 12.68 Kms. at Salem Junction side and Sivadi at a distance of 20.20 Kms towards BAIYYAPPANAHALLI Junction end are the adjacent block stations. There is no D class station in TPP-KVLR Block Section. There is one "D" Class station, Muttampatti with code name MPC in TPP-SZV Block Section. Sl. No.Adjacent Block StationCodeInter Distance.Direction1.KARUVALLIKVLR12.68KMSSALEM SIDE2.SIVADISZV20.20KMSBYPL SIDE There is a D class station MPC in TPP-SZV block section. BLOCK SECTION LIMITS ON EITHER SIDE OF THE STATION ON DIFFERENT DIRECTIONS Toppur-Sivadi Block Section commences at the Down Advanced Starter signal No.9 and the Toppur-Karuvalli Block Section commences at the Up Advanced Starter signal No.10. The Station Limits extend from the Up Distant Signal to the Down Distant Signal. Between stationsPoint from which the block section commencesPoint from which the block section ends.TPP-SZVDown Advanced Starter signal No. 9Down Advanced Starter signal No. 9TPP-KVLRUp Advanced Starter signal No. 10Up Advanced Starter signal No. 10 GRADIENTS Sl. No.Direction & LineFromToInter distance in metresGradientsection1.Down Road 1& Road 2Centre line585m5851 in 400 falling towards BYPLStation section2.Down- Running line585m1187.5m602.51 in 100 falling towards BYPLStation/block section3.Down- Running line1187.5m1349.4m161.90LevelBlock section4.Down- Running line1349.5m1574.4m2251 in 100 rising towards BYPLBlock section5.Down- Running line1574.4Block section-LevelBlock section6.Up Road 1 & Road 2Centre line480m4801 in 400 rising towards SAStation section7.Up- Running line480m2221m17411 in 100 rising towards SAStation/block section8Up-Running line2221mBlock section-LevelBlock section Replaced Page No.3 LAYOUT There are two running lines: Road-2 (Main line) and Road-1 (Loop line) and both are provided with platforms. A sand hump is provided at SA end of Road-1. A Through Siding takes off from Road -1 at point No. 100 and 103. RUNNING LINES, DIRECTION OF MOVEMENT & HOLDING CAPACITY IN CSR Running Lines.Direction of Movement.Holding CapacityLength (CSR)Type of PFLength of PFRoad 1Up & Down reception and despatch58 BOXN+3E+BV+5%725.82mLL260MRoad 2Up & Down reception and despatch58 BOXN+3E+BV+5%725.82mRL- NON-RUNNING LINES A through siding is provided as Sick line with a capacity of 6 vehicles ANY SPECIAL FEATURES IN THE LAYOUT: Nil LEVEL CROSSINGS Sl. No.LC No. Class Dept.LocationTypeNormal PositionWhether InterlockedProvision of Tele-phoneTVU & Census date1LC No.26 C class Engg28/900-29/000 TPP-KVLRLifting BarriersClosed to Road trafficNon-interlockedProvided7462 of DEC.2006 NOTE: 1) Refer Appendix "A" for detailed gate working instructions. 2) Station staff shall promptly attend to the telephone call from the gate without fail as any call could also be for reporting any emergency. SYSTEM AND MEANS OF WORKING This is a Class "B" station and trains are worked under the absolute block system. 3.2.1 Single line token less (Push button type) block instruments for Toppur-Sivadi and Toppur-Karuvalli block sections are provided in the SM's office. Replaced Page No.4 Even though it is possible to set the block instruments to `TRAIN GOING TO' 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 in the concerned EKT and set his instrument to TGT position 3.3 Only the Station Master on duty shall operate the block instrument for train movement and the instrument shall be kept locked after each operation, the keys being kept in his personal custody. 3.3.1 Up & Down Advanced Starter signals, are the last stop signals and are interlocked with the respective block instrument. 3.3.2 Advanced Starter signal can be taken "OFF" only when line clear has been obtained through the block instrument for the block section in advance. Custody of Keys: (a) The following keys shall normally be kept in the personal custody of the Station Master on duty. i) SM's keys of the block instruments ii) Control Panel key iii) One of the double lock keys of back door of each of the block instruments. iv) Padlock keys of the point clamps v) Padlock keys of the safety chains vi) One of the double lock keys of the relay room vii) Keys of point machine lid cover locks Up & Down Shunt keys Keys of locks pertaining to the SPTs & Generator Room key. (b) The above keys except Items (i) & (ii) shall normally be kept in the glass fronted key case provided in the Station House. The key case must always be kept locked and the key of the box shall be kept in the personal custody of the Duty Station Master. SYSTEM OF SIGNALLING AND INTERLOCKING This station is provided with Standard II-(R) Multiple aspect colour light signals with Distant, Home, Starters and Advanced Starter in each direction. All points and signals are operated from the Control panel provided in Station Masters Office (See Appendix "B for details). Replaced Page No.5 STANDARD OF INTERLOCKING AND OTHER DETAILS: Refer para 4 above 4.2 CUSTODY OF RELAY ROOMKEY AND PROCEDURE FOR ITS HANDING OVER AND TAKING OVER BETWEEN STATION MASTER AND S&T MAINTENANCE STAFF The Relay Room is provided with a double key lock. One key is to be retained by the Station Master on duty and the other key by the TECH.ES/JE/SE/Sig. Whenever it is required to open the relay room, the TECH.ES/JE/SE/Sig shall requisite the key from the SM on duty, duly filling in the relevant columns of the Relay Room key register maintained at the Station. The SM on duty shall hand over the key to the TECH.ES/JE/SE/Sig. After the work in the Relay Room is completed, the Room shall be locked with double lock which shall be ensured by Duty Station Master. The key shall be returned to the SM on duty, duly completing the entries in the relay room key register. The Relay Room key register shall contain the following columns:- 1) Time and Date of key requisition. 2) Purpose for which the key is required i.e. attending to failure, routine maintenance etc. 3) Whether the work in the relay room will affect the normal working of points, signals, block instruments etc., 4) Signature, name and designation of the TECH.ES/JE/SE/Sig requesting the key. 5) Signature of the SM on duty with time. 6) Time and Date of Returning the key to the SM on duty after locking the room properly with both the keys. 7) Remarks regarding normal working of the points, signals, block instruments etc., 8) Signature, Name and Designation of the TECH.ES/JE/SE/Sig returning the key. 9) Signature of the SM on duty receiving the key with time after duly ensuring that the room is locked properly with both the keys. 10) Remarks. If an endorsement is made in the Relay Room Key Register by TECH.ES/JE/SE/Sig that the work will affect normal working of points/signals/block working etc., the Station Master shall obtain Form. No. S & T (T/351). from TECH.ES/JE/SE/Sig (the relevant provisions of GR/SR 3.68 to 3.70 are to be followed for train/shunt movements). When no such endorsement is made, he shall sign in Form S&T/MR and follow the normal procedure for dealing trains. NOTE:- The SM on duty shall not hand over the key to TECH.ES/JE/SE (Sigg) immediately after an accident involving points/signals/interlocking etc., at the station until after fully satisfying that the necessary readings have been recorded by the competent official(s). Replaced Page No.6 4.3 POWER SUPPLY 4.3.1 The normal source of power supply is from TNEB 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 can not be extended, due to the failure of any equipment, the same will be indicated on the system monitoring panel as Equipment fault-call S & T staff. 4.3.3 Functioning of Status monitoring panel:- Sl.No.Alarm/Indication Description.Fault SymptomCorrective action.1Start generatorNeon lamp glows with alarm.Press ACK/RESET push button, Start Generator and press RESET button again.2Emergency start generatorNeon lamp glows with alarm.Press ACK/RESET push button, Start Generator with out 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 during the failure of power supply or for testing purpose. A register with all details has to be maintained for this purpose. 4.3.5 Whenever the power supply to panel fails, a red light indication appears near the P.ACK button, and buzzer sounds. SM shall press the P.ACK button to stop the buzzer; however the red light indication remains. Once power supply is resumed once again the buzzer will sound. To stop the buzzer, the SM shall press the P.ACK. This will stop the buzzer and red light indication also disappears. 4.3.6 After the generator is started, SM must changeover the switch provided in the generator room from MAIN to STANDBY only after ensuring that steady voltage is maintained by the generator by observing the voltmeter provided in the generator room to avoid fusing of bulbs and fuses in the electrical installations. Whenever power supply from TNEB and generator fails and no light is available in the signal or when the signals are bobbing or flickering the signal should be treated as failed. If the TNEB 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. TELECOMMUNICATION Magneto Telephone Communication is provided in addition to block telephones and control telephone as detailed in Appendix "B". SYSTEM OF TRAIN WORKING DUTIES OF TRAIN WORKING STAFF Duties of train working Staff are detailed in Appendix- D. TRAIN WORKING STAFF IN EACH SHIFT One Station Master and One Pointsman will work in each shift according to the roster issued by the Divisional Personnel Officer/Bangalore Division (See Appendix "D" for their duties). RESPONSIBILITY FOR ASCERTAINING OF LINES AND ZONES OF RESPONSIBILITY The Station Master on duty is responsible to ensure that the line/route is clear and free from obstruction up to the adequate distance before clearing the reception and/or despatch signals by observing the indications on the Control Panel. During failure, he shall personally ensure this by physical observation of the required length of the track. B Before allowing any non-signalled move, the Station Master should ensure that all the points on the required route should be clamped & padlocked and the padlock key is kept in his personal custody. After any non signalled move has taken place over a point operated by an electric point machine whether in facing or trailing direction, the Station Master on duty shall operate the point for normal and reverse setting for the purpose of testing the points. After the SM has ensured that indication regarding the normal and reverse setting are correctly available and then only further movements may be permitted over the points. ASSURANCE OF STAFF IN THE ASSURANCE REGISTER Every train passing staff posted newly at the station or leave reserve staff at the station or regular staff who has resumed his duties after more than 15 days absence must go through Station Working Rules in force and give assurance in the prescribed Assurance Register {SR 5.06 (i)}. CONDITIONS FOR GRANTING LINE CLEAR The line shall not be considered clear and SM/SZV or SM/KVLR shall not be allowed to set his block instrument to "TGT" position unless; (a) The whole of the last preceding train has arrived complete and berthed within starter. (b) All relevant signals have been put back to "ON" behind the said train and ensure that the signal lights are burning. In case of a blank signal the Station master shall also advise the SM in rear to issue caution order to the Loco Pilot of approaching train to be vigilant and stop at the home signal. The SM shall also depute a competent Railway servant with hand signal and detonators at the foot of the home signal Replaced Page No.8 (Provisions contained in SR 3.68(i)(c) shall be strictly adhered to by both SMs and Loco Pilots). (c) The line is clear up to the Up Advanced Starter for trains from KVLR and up to the Down Advanced Starter for the trains from SZV. (d) In case of down train from KVLR LC No.26 at Km.28/900-29/000 is closed and locked against road traffic and private number exchanged with Gateman as detailed in Appendix "A". Then only, concerned shunt key shall be inserted in the block instrument to enable Station Master/SZV to obtain line clear. 6.2.1 ANY SPECIAL CONDITIONS TO BE OBSERVED WHILE RECEIVING OR DESPATCHING A TRAIN SETTING OF POINTS AGAINST BLOCKED LINE Setting of points against blocked line: -This station is provided with centralised control panel. When ever running line is blocked the safety caps shall be placed on the concerned points knobs after setting the points against the blocked line. 6.2.1.2 Reception of train on blocked line: - Whenever trains are being received on an obstructed road/blocked line on calling-on signal the following procedures are to be complied with: If possible intimate the Loco Pilot through the SM of the rear station. Ensure that the line is clear and free from obstruction up to the point of obstruction on the intended reception line and LC gate if any up to the point of obstruction or closed and secured against road traffic. Ensure all the points over which the train has to pass are correctly set. Ensure that no conflicting movement is permitted. Ensure that a stop hand signal is exhibited at a distance of not less than 45 mts. from the point of obstruction in the direction of approach of the train.. During the failure of Calling-on signal, in addition to the above, ensure that the calling-on signal knob is turned to reverse while receiving the train on SPT/T 509 to avoid block failure. Station Master shall also personally ensure that all the points over which the train has to pass are correctly set, clamped, padlocked and the padlock keys are kept with the SM on duty. If the train is received on Signal Post Telephone the SM shall ensure that the condition indicated above (i.e. a to f) is fulfilled and give a message to the Loco Pilot through SPT. The Loco Pilot shall record the message in his rough journal and pass the signal at ON. The SM shall record the message in the Train signal register below the entry for that train. ABSTRACT MESSAGE Date: Time: To the Loco Pilot of Train NoDescriptionUp/Down You are authorised to pass the up/down home signal Noat 'ON' position cautiously at a speed not exceeding 10 kmph. and come to Road No. (in figures and words) which is obstructed. You shall bring your train to a halt at the facing points leading to the reception line well short of obstruction which ever is approached first and await for hand signal for further movement. My private number is (in figure) .(in words) Note: During the failure of Calling-on signal and SPT and when the train has to be received on an obstructed line. The train shall be piloted by issuing Form T/509 and SM shall ensure that all the points over which the train has to pass are correctly set, clamped, padlocked and padlock keys are kept with him. 6.2.1.3 RECEPTION OF A TRAIN ON NON-SIGNALLED LINE: N/A DESPATCH OF TRAIN FROM NON-SIGNALLED LINE: N/A DESPATCH OF TRAIN FROM LINE PROVIDED WITH COMMON STARTER SIGNAL: N/A ANY OTHER SPECIAL CONDITIONS TO BE MENTIONED GIVING REFERENCE TO G &SR Time limit for clearing signals: For a stopping train, approach signals shall not be taken off earlier than 5 minutes before the probable arrival of the train. For a stopping train, despatch signals shall not be taken off earlier then 3 minutes before the probable departure of the train and despatch signal should be cleared only when the train is ready in all respects. For a run through train despatch and approach signals shall not be taken OFF earlier than 7 minutes, before the probable passage of the train. CONDITIONS FOR TAKING 'OFF' APPROACH SIGNALS Station Master/Toppur shall ensure that the line on which the train is intended to be received is clear and free from obstruction up to the adequate distance required as per Para 6.4.2 and set the points for the required route and take off the Home Signal. During failure of signals the Station Master shall personally ensure that the points are correctly set, clamped and padlocked and the padlock keys are kept in his personal custody, before authorising the reception of any train. Adequate Distance Adequate distance required for clearing of Home Signal or Calling-on signal is reckoned as under: I. 1.Up Train on Road-1(a)Up to the Up Advanced Starter signal No. 10 with points No. 2 Reverse (OR)(b)Up to the Sand Hump, with points No. 2 Normal.2Up Train on Road-2Up to the Up Advanced Starter signal No. 10 with points No. 2 Normal3.Down Train on Road-1Up to the Down Advanced Starter signal No. 9 with points No. 1 Reverse4.Down Train on Road-2Up to the Down Advanced Starter signal No. 9 with points No. 1 Normal . The distance required for clearing the Calling-on signal is up to the point of obstruction on the route or without detecting the points in the signal overlap are reckoned as under:- 1.Up train on Road-1Up to the Starter signal No. 6SB. 2.Up train on Road-2Up to the Starter signal No. 6SA3.Down train on Road-1Up to the Starter signal No. 5SB 4.Down train on Road-2Up to the Starter signal No. 5SA  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 3.36.2 (b) 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 an up train from Sivadi end on Road-1 with crossover Points No. 2 Normal, another Down train can be despatched to Karuvalli from Road-2. 2. One train from Road-1 can be despatched to SZV and another train can be despatched from Road-2 to KVLR or vice-versa 3. While giving precedence/ crossing, as far as possible the first arriving train shall be received on the loop line and the second arriving train shall be dealt on the main line. If one of the trains is not booked to stop at the station, the train booked Replaced Page No.11 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 TRAIN 6.5.1 Complete arrival of the train shall be ensured as detailed below: Station Master on duty shall personally ensure the complete arrival of run through trains by observing the Tail Board/Tail Lamp as the case may be, before closing the block sections. When the Station Master on duty observes that the train has passed his station without Tail Board/Tail Lamp as the case may be, he should not close the block station till such time the complete arrival of the train has been ensured. 6.5.2 In case of stopping trains, wherever possible SM shall ensure complete arrival by observing the Tail Board/Tail lamp as the case may be. If the train is berthed in such a way that the SM cannot see the Tail Board/Tail lamp, the Guard of the train is responsible for indicating the complete arrival of the train to the SM on duty by waving his arm four times over head from side to side during day and by waving a white light in similar manner during night. The SM on duty shall acknowledge this in the same manner (SR 14.10(ii)). 6.5.3 If the on duty SM is not able to verify the complete arrival of the train as detailed above, communication shall be established after due identification with the guard of the train on walkie-talkie and guard shall ensure that the train has arrived safe and complete inside the fouling mark and give a private number along with his name and train number. This shall be recorded by the SM in the train signals register against the entry for the train in the remarks column. The SM on duty shall give his PN in acknowledgement. This PN given by the SM shall be recorded by the guard in his rough journal book. {SR 14.10(iv) (c)}. 6.5.4 Due to some reason if the duty Station Master is unable to exchange the complete arrival signal with the guard of a stopping train, he shall depute the Competent Railway Servant to obtain the signature of the guard in the Train intact arrival register (T/1410) maintained for this purpose as an assurance for the complete arrival of the train with in the Starter signal before clearing the block section. If there is no guard SM shall personally ensure the complete arrival of train and the clearance of the track {SR 14.10(iv) (c)}. 6.6 DESPATCH OF TRAINS 6.6.1 When everything is ready with the train to be despatched the Station Master/TPP shall call the attention of Station Master/KVLR or Station Master/SZV as the case may be and advise the train number, description, etc. 6.6.2 Station Master/TPP shall ensure, in case of an up train, that the engineering the engineering LC No.26 at Km,28/900-29/000 is closed and padlocked against road traffic, duly exchanging the private number with the gateman as detailed in Appendix A. 6.6.3 On the receipt of the acknowledgement confirmed with PN from Station Master/SZV or Station Master/KVLR as the case may be, Station Master/TPP shall insert the shunt key and set the concerned block instrument to TGT position. 6.6.4 Station Master shall ensure that the despatch route is clear and free from obstruction; the points set for the concerned route and shall clear the despatch signal. 6.6.5 After ensuring that the correct despatch signals are taken off, the Station Master shall authorise the train to depart. 6.6.6 After the departure of a Down goods Train, main line point at SZV end shall be set to loop line with sand hump, till such time the block section ahead is clear. TRAINS RUNNING THROUGH The signalling arrangements permit run through of trains on both the roads, but as far as possible run through trains shall be dealt on Road 2 (Main line). Trains carrying ISMD loads shall normally be dealt with only on Road 2 (Main line). WORKING IN CASE OF FAILURE 6.8.1 FAILURE OF TRACK-CIRCUITS, POINTS/SIGNALS During failure of track circuiting arrangements, or signals or points from the control panel, the duty Station Master,. shall personally ensure that the line on which the movement is to be carried out is clear and free from obstruction, and that all efforts taken in accordance with the provision contained in GR/SR 3.68 to 3.70 during failure of Home Signal and Calling-on signal trains can be dealt on SPT or on Form T/369 (-3b). Station Master shall ensure clamping and padlocking of relevant points and maintaining isolation from other lines duly keeping the trap/points in required position. If a point fails to set properly and if the point cannot be set from the panel, the Station Master on duty must personally ensure the points to the required position by means of the point crank handle as detailed in Para B.4. The Station Master can operate the signal knobs for the reception or despatch of the train, after duly replacing the crank handle in the electrical key instrument. If the signal fails to respond properly, the Station Master must arrange to pilot the train in accordance with provisions contained in G.Rs 3.68 to 3.70 and the subsidiary rules there under. If the points set correctly in one position and fails to set in the other position, it is possible that there is some obstruction between the stock and the switch rails. By operating the points repeatedly for about three or four times, this obstruction may be removed. If not by deputing a competent railway servant who will do so. Even in spite of this, the point fails to set correctly, then the point crank handle must be used. In the event of failure of a point repeat indication on the panel the following action has to be taken by the duty Station Master. The concerned signal knob shall be operated even if the point repeat indication does not appear. If the signal gets cleared, the train shall be received under normal course on signals. If the signal fails to respond the SM shall operate points repeatedly for about three or four times, even after this if the point indication does not appear, the SM shall depute the Points man/TRH to the point to remove the obstruction if any who shall do so. Even after this if the signal fails to respond, it should be treated as a case of signal failure and the train shall be dealt strictly according to the relevant provisions contained in GR/SR 3.68 to 3.70. 6.8.2 FAILURE OF HOME SIGNAL During the failure of Home signal, the train shall be received on Calling-on signal(See Para B.8 for details ). If the Calling-on signal also fails, the train should be received using SPT. (See Para B.9 for details ). If the signal post telephone also fails, the SM on duty shall arrange to receive the train on Form T/369 (-3b). Whenever the trains are received on SPT or on Form T/369 (-3b), the SM shall ensure the correct setting of relevant points, clamp and padlock, all the point on which the train will be received. and depute a points man/TRH with Form T/369 (-3b) to be delivered at the foot of the concerned Home signal and authorise the Loco Pilot to pass the home signal at "ON". Whenever the trains are being piloted through SPT or Written on Form T/369 (-3b) due to failure of home signal, the home signal knob shall be turned to `R' position to avoid block failure. However, if the home signal failure is due to track circuit failure (other than berthing track), the home signal knob should not be turned to `R' position, even though it causes block failure. This is to avoid serious repercussions of the route getting locked. 6.8.3 FAILURE OF STARTER SIGNAL: During failure of starter signal, trains shall be despatched duly issuing written authority in Form T/369-(3b) to the Loco Pilots. Proceed hand signals shall invariably be exhibited at the foot of the starter signal after ensuring correct setting of the points duly clamping and padlocking of all the concerned points on the route. 6.8.4 FAILURE OF ADVANCED STARTER SIGNAL (LSS) : During failure of this signal the line clear shall be obtained on the block instrument, trains shall be despatched duly issuing the Form T/369-(3b). 6.8.5 FAILURE OF BLOCK INSTRUMENT: - During Block Instrument failure / suspension, the train shall be dealt duly issuing appropriate Line Clear Ticket to the Loco Pilot of departing train. Note: - Independent LCT book duly stamped should be kept for each Block Instrument. Note: - All cases of such failures must be reported immediately to the TECH.ES/JE/SE/Sig of the section for immediate rectification duly issuing a message. 6.9 PROVISIONS FOR WORKING OF TROLLEY/MOTOR TROLLEYS/MATERIAL LORRIES: -. 6.9.1 Un-insulated trolley/lorry etc. should not be permitted on the track circuited lines. Whenever a trolley/lorry, is allowed to work the Station Master on duty shall ensure that the track is clear of such vehicles before clearing the signals for a train or before operating the points as the trolley/lorry/motor trolley may fail to actuate the track circuit. 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. Block instrument working can be resumed by SM at either end of the Block Section after trolley/lorry/motor trolley clear the section. Instructions contained in the Note below item(16) of rule 3.3.14 of the BWM-1983 should be strictly adhered to. 6.9.3 Signals except Advanced Starter signal shall be cleared for movement of trolley/lorry/motor trolley when worked as train. NOTE:- (1) Insulated trolley/lorry/motor trolley do not actuate the track circuit. If the signal is cleared for reception/despatch, the route for the same should not be altered until the movement is completed. (2) Trolley/lorry caps shall be used without fail, whenever the trolley/lorry are allowed to enter the Block Section. (3) Before permitting a trolley/lorry the SM on duty shall obtain a certificate on the trolley/lorry notice itself from the official-in-charge to the effect that the trolley/lorry insulated. (4) SR 15.24(i)(a) shall be strictly adhered to for TPP-SZV block section( notified section) BLOCKING OF LINES 7.1 When a running line is blocked/obstructed for any purpose, the points at both the ends of the line should be set against the line except when shunting is required to be done on that line. No movement should be permitted on to a line occupied by a train/ vehicle carrying passengers except when shunting is required to be done on that train/vehicle or for attaching an Engine to that train/vehicle. 7.2 When a running line is blocked/obstructed, "Line Blocked" collars/caps should be placed on the relevant knobs as mentioned below, on the panel, to serve as a reminder to the SM on duty. Immediately when the line is clear again, the collars/caps should be removed from the knobs and kept safe. Line OccupiedKnob No.Road-11N, 2NRoad-21R, 2R 7.3 The SM on duty shall see that train/vehicles standing at the station are properly secured so as to prevent them from gaining momentum and rolling down. Vehicles/Wagons should be coupled together and brakes applied. The vehicles should be kept well within the starters. Skids and safety chains should be used for securing the vehicles. 7.4 Before uncoupling one or more wagon/vehicle fitted with roller bearing to be stabled on a running line the hand brakes of all the wagons/vehicles should be applied. Skids should also be used to prevent such vehicle from rolling down. When vehicles are stabled on running lines, the SM on duty shall ensure that the points at either end of the obstructed line are set against the line, clamped and padlocked and the padlock key retained in his personal custody. Instructions contained in SR.5.23 (vii) shall be strictly adhered to. 7.5 When a running line is blocked/obstructed by any vehicle allowed to remain on the line for some length of time, a clear remark in RED ink should be made immediately in the train signal registers indicating the time and the number of the line on which the vehicle is detained. A record of the blocking of the line shall be made in the station diary also. When the obstruction is removed and the running line is clear again, the time at which the vehicle was removed and the running line cleared should be indicated in the Train Signal Register and the Station Diary. Instructions contained in SR.5.23 (v) shall be strictly adhered to. 7.6 i)Whenever a goods train is to be stabled on running line, before detaching the train engine, the Guard of the train shall ensure that the van brake and the hand brakes of at least six vehicles next to brake van are put on. The Loco Pilot shall ensure the hand brakes of at least six vehicles next to the engine also are put on. If after detaching the engine, the brake van also is to be detached, the Guard shall ensure that the hand brakes of at least six more vehicles are put on before detaching the brake van. In addition, they shall also be secured with safety chains fastened to the rails and padlocked to prevent them from getting out of control and rolling down. The brakes shall not be released until the engine/brake van has been attached to the formation. ii) Before detaching the engine from a train carrying passengers, the hand brakes in the Guard's brake van in rear and in additional brake vans, if any, on the formation, shall be securely screwed down. Hand brakes, if any, provided on any other coaching vehicles like Inspection carriages shall be applied. The wooden wedge/skids supplied shall be placed under farthermost wheels of the formation and safety chain shall also be used to secure the vehicles. iii) The Guard, after satisfying himself that the train is braked as required, shall show "Green" hand signal to the Loco Pilot and only on seeing the Guard's signal, the Loco Pilot may detach the engine or permit the engine to be detached from the train. The train must remain braked until the engine is attached to the train again. Instructions contained in GR 4.48 and SRs there under shall be strictly adhered to. iv) Whenever vehicles are stabled in the siding, the SM should ensure that the siding control knob in normal position. The vehicle/s stabled in the siding shall be secured with hand brakes, skids and safety chains. 7.7 While handing/taking over charge, the outgoing/incoming Station Master should promptly record in the Station Diary and TSR the number of the running line(s) obstructed. The relevant instructions contained in SR.5.01, GR.5.19 and 5.23 and SRs there under should be strictly adhered to by all staff concerned. 8 SHUNTING GENERAL PRECAUTIONS (a) For shunt movement at this station, the duty SM shall give due consideration to the train services in this section and carryout shunt movements by taking off starter signals. The Station Master shall see the shunting of trains or vehicles are carried out only at such time and in such a manner, which will not involve danger. The guard of the train shall supervise all shunting operations involving full trains and stabling of materials/departmental trains. The guard under the instructions of the SM will supervise other shunting. In the absence of the guard, the SM shall supervise shunting. At stations, with grades steeper than 1 in 400 beyond 50 metres of the outermost points, trains should not be drawn up to the last stop signal and held in the steep gradient in order to clear the reception line for giving permission to approach to the following train. No shunting beyond outermost points on the steep gradient side should be allowed unless a locomotive is attached at the lower end of the load from the point of view of gradient. 8.2 Shunting in the face of an approaching train: -Shunting in the face of an approaching train is strictly prohibited at this station. 8.3 Prohibition of shunting, special features if any: - Hand shunting/loose shunting of vehicles/wagons at this station is strictly prohibited. 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. SHUNTING ON SINGLE LINE 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. BETWEEN LSS AND OPPOSITE FSS Shunt key along with Form - T/806 shall be handed over to the Loco Pilot as an authority to perform shunting between Starter and the opposite Home Signal on SZV-TPP or TPP-KVLR block section { SR. 8.15 (i)}. BEYOND OPPOSITE FSS To permit shunting beyond the Starter and outside the opposing Home Signal, on TPP-SZV or TPP-KVLR block section, block back shall be done (SR. 8.15 (i)) and shunt key along with Form T/806 with PN obtained from station in advance 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 concerned block instrument in line closed or TGT with TOL condition on the block instrument. DURING FAILURE OF BLOCK INSTRUMENT OF SINGLE LINE 8.1.4.1 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 adhere to the instructions detailed in SR. 8.15 (i). 8.1.4.2 Shunting during failure of Shunt Keys: - When the shunt key cannot be extracted and shunting has to be performed necessarily, SM on duty shall adhere to the instruction as detailed in SR. 8.15 (i). 8.5 SHUNTING ON DOUBLE LINE , BLOCK BACK , BLOCK FORWARD, FOLLOWING A TRAIN TRAVELLING AWAY, UPTO IBS , BEYOND IBS, DURING FAILURE OF BLOCK INSTRUMENT :-N/A SHUNTING IN SIDING TAKING OFF FROM STATION YARD/GOODS YARD:-SHUNTING IN SICK LINE A sick line siding (through siding) is connected to Road-1. The entry to the siding is operated by locally operated points No.100 and 103 and this is controlled by Knob No. 8 on the panel. This siding is isolated from the running lines by normal setting of trap points No.101 and 102. The Points No.100 & 103 and trap points No.101 and 102 are locally worked and key operated, with succession key arrangements, which are controlled by the key A provided in Special EKT at Station which is controlled by Knob No. 8 from the control panel. Point No. 101 is unlocked by key C released from point No. 100 in its reverse position and point N0. 102 is unlocked by Key B released from point No. 103 in its reverse position.. Whenever shunting has to be performed on this siding, the SM on duty shall reverse the knob No. 8 and extract the Key A from the EKT by pressing the push switch provided at the EKT. When the Key A is removed the green light indication on the panel at the knob No. 8 disappears. The SM shall hand over the key A to the pointsman on duty with clear instructions, the GDR of the train also to be briefed about the shunting operation. The duty Pointsman shall proceed to the point No.100 or 103 as required and as per the instructions of the SM, extract the key C or B as the case may be. The extracted key C or B shall be used to unlock trap points No.101/102 respectively and the trap point can be set to the siding. On completion of the movement, the platform duty Pointsman shall set the trap points to normal and then extract key C or B as the case may be and insert the same in the point No. 100 or 103 as the case may be and normalise the point and extract the key A from the point, return to station and handover the key A back to the SM. The SM shall insert the Key A in the EKT and then turn the Knob No.8 to Normal the GREEN light indication above Knob No.8 appears. Once siding point is unlocked and hand plunger is pulled, the points are free and can be set in either position. Hence, the siding point must be manned for all movement in the facing direction. If the key cannot be released from point or trap point, the pair of points must be set to normal, these points should be clamped and padlocked and key must be kept in the personal custody of the SM until the failure is rectified. The SM is responsible for the correct setting, clamping and padlocked of points and they are manned for all movement in facing direction. Once the control Knob No.8 is reversed and Pointsman is sent for operation to the siding, the SM should not make any attempt to clear the signals. The vehicles/wagons stabled in the siding shall be kept well within the fouling mark and shall be secured with hand brakes, skids, and safety chains without fail. Note: The locally worked Points must be manned for all the movements in the facing direction. All the Key locked/ locally worked points shall be set and secured with cotter and bolt before allowing any movement over them. Replaced Page No.18 9 ABNORMAL CONDITIONS THE RULES TO BE OBSERVED IN THE EVENT OF ABNORMAL CONDITIONS: - During failure of electrical communication instrument: - Normally the concerned Block Instrument and Telephone attached to block instrument should be used to run trains on absolute block system. During failure, Block working should be done on the following order preference: - Block Instrument. Telephone attached to block instrument. Station to Station fixed telephone. Railway Auto phones & BSNL phones. Mobile phones. Control Telephone. VHF sets. NOTE: NOTE: - (1). When 4th to 7th type communication is used, Identification sheets should be used, or cross checking of last three private numbers issued to concerned station is to be done to identify the correctness of the station. If the station is identified correctly an endorsement shall be made on the PLCT regarding the ID sheet numbers or cross checking of the PNs. Under this circumstance the issue of caution order shall be dispensed with and trains can run at normal speed. (2). If the station could not be identified through ID sheets or cross-checking of PNs, a caution order shall be issued restricting the speed to 15 KMPH on Single line sections during day and 10 KMPH on single line sections during night and when the view ahead is not clear during day. The authority to proceed in the occupied block section in case of obstruction of line or accident etc: -. Break Down Special/Relief train/Engine shall be sent into the Block section on account of obstruction of line or accident etc, by issuing Block ticket to proceed without line clear in form T/A 602. Before preparing this authority the SM shall examine the TSR, Train message books, WTT, Train notice register and Caution order advises and also contact the control and the SM on duty at the other end. Trains delayed in block section: - if a train carrying passengers does not arrive within 10 minutes or if a goods train does not arrive within 20 minutes after allowing for normal running time from the station in rear, The Station Master at the station in advance shall Immediately advise the station in rear and the Control of this fact. The Station Masters at either end of the block section shall also send one of the traffic staff out on the block section to fetch information about the whereabouts and condition of the delayed train and nature of assistance, if any required. Failure of Intermediate Block Stop Signal at ON: - N/A. Failure of Axle Counter Block/BPAC: - N/A. Failure of MTRC: - N/A. Replaced Page No.19 ( b ) PROCEDURE FOR EMERGENCY OPERATION OF CRANK HANDLE A crank handle duly interlocked with the signals is normally secured in an electrical key instrument in the panel room. The crank handle should be used to operate the points during failures. ii. When the crank handle is properly secured in its electrical key instrument and is free to be extracted a white light indication gets displayed near the place marked Crank Handle on the control panel. When the crank handle is not free to be extracted, the white light gets replaced by a Red light indication. iii. When the crank handle remains extracted, all the signals except up and down advanced starters cannot be taken off. Similarly when a signal other than up and down Advanced Starter is taken off the crank handle cannot be extracted. No attempt must be made to take off a signal when the crank handle remains extracted and no attempt must be made to extract the crank handle when the signal has been taken off. iv. A push switch is provided near the crank handle. When this switch is kept pressed, a white light indication gets displayed nearby. On observing this indication, the crank handle can be extracted. v. During failures of points, crank handle shall be used for setting point. While setting the points by crank handle, it should be ensured that the corresponding point knobs are kept in the required (N or R) position. After setting the points in the required position and clamping, the crank handle shall be restored to its electrical key instrument. On observing the Crank Handle Free (White light) indication and the point indication on the panel, the required signal may be taken off. If the signal obeys when taken off, train movements can be permitted on signals as in the normal course. If the signal fails to respond, train movements should be dealt with strictly in accordance with the relevant provision contained in GR 3.68 to 3.70 and subsidiary rules there under. vi. While utilizing the crank handle to operate a cross over point, it should be ensured that both the facing and trailing ends of the crossover points are correctly set to the required position 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 Replaced Page No.20 ( d ) REPORTING FAILURE OF POINTS, TRACK CIRCUITS/AXLE COUNTER AND INTERLOCKING Any S&T failure should be reported immediately by SM on duty to the concerned signalling Maintenance Staff (TECH.ES/JE/SE/Sig) responsible for attending to the failure and only after receipt of the written memo from the signalling Maintenance Staff (TECH.ES/JE/SE/Sig) for rectification of the fault, SM on duty should restore the normal working. The entries in failure register to be done with message to the Section Controller TOTAL FAILURE OF COMMUNICATION In the event of Total interruption of communication occurring between SZV-TPP or TPP-KVLR stations i.e. when line clear cannot be obtained by one of the following means stated in order of preference namely. Block Instrument. Telephone attached to block instrument. Station to Station fixed telephone. Railway Auto phones & BSNL phones. Mobile phones Control Telephone & VHF sets. The Station Master on duty shall open communication by sending an engine or any self-propelled vehicle as detailed in Para (2) of SR. 6.02 (ii). The order of preference is given below. Light Engine Train engine after it is detached from the train . Motor trolley/ Tower wagon duly accompanied by a Guard or by a Off duty Station Master Trolley duly accompanied by a Guard or by a Off duty Station Master Diesel car/ Rail motor car/EMU rake after ensuring that all passengers have detrained. Before despatching the above said Engine/self propelled vehicle in the block section the Station Master on duty shall hand over the Authority for opening of communication during Total Interruption of communication on single line section on Form No. T/B 602. The Station Master on duty shall clearly advise the Loco Pilot and Guard of the train the fact that the communications have failed. The LE/TE etc. has to proceed with an authority on Form T/B 602. On the receipt of the Form T/B 602 the Station Master at the other end shall prepare and send T/F 602 (Conditional Line Clear) through the Loco Pilot and issue Conditional Line Clear Ticket (T/G 602 or T/H 602) to the Loco Pilot to return back to the starting station. On receipt of T/F 602 the Station Master at the starting end shall issue Conditional Line Clear Ticket (T/G 602 or T/H 602) to the waiting train at his station. If more than one train is to be started the Station Master at starting station shall send T/E 602 along with T/B 602.Trains will continue to work in this manner till the competent authority restores anyone of the means of communications. As soon as anyone of the means of communications has been restored, the Station Master shall exchange message with the Station Master at the other end of the section on Form T/I 602. Detailed instructions contained in SR. 6.02 (ii) shall be strictly adhered to for working trains during total interruption of communications. Line clear shall not be obtained or given by any one of the means of communication restored, until both the Station Masters are satisfied that all trains and engines etc. despatched from their stations have arrived complete at either station. If any light engine/self propelled vehicle etc is in section with T/B. 602 normal working shall not be resumed until the section is cleared and both the station masters are satisfied under exchange of Private numbers that no light engine/self propelled vehicle or any other vehicle is on the section. In all the cases of working trains during total interruption of communications, a detailed record of timings of all trains, Engines etc., shall promptly be made in the train Signal Register at the Stations concerned. When the communication for train working is restored, Section Control if working, shall be consulted before arranging further movements. Control shall also be provided with the timings of trains dealt during total interruption of communication. TEMPORARY SINGLE LINE WORKING OF DOUBLE LINE SECTION: N/A DESPATCH OF TRAIN UNDER AUTHORITY TO PROCEED WITHOUT LINE CLEAR OR TO ASSIST THE CRIPPLED TRAIN Break Down Special/Relief train/Engine shall be sent into the Block section by issuing Block ticket to proceed without line clear in form T/A 602. Before preparing this authority the SM shall examine the TSR, Train message books, WTT, Train notice register and Caution order advises and also contact the control and the SM on duty at the other end. Clear instructions shall be issued to the Loco Pilot and Guard regarding the nature of obstruction and location of obstruction of engine/BV/First vehicle /last vehicle shall be mentioned as far as known and the station to which the crippled train/engine could be moved to clear the block section. If more relief train/Engine are to be despatched into the block section subsequently, clear instructions shall be given to the Loco Pilot and Guard of such trains /engine etc. already allowed into the section and other relevant information. Once obstruction is removed and Competent Railway servant certifies the line as fit and safe for the passage of trains, the duty SM shall exchange numbered message and private numbers with his counterpart at the other side to ensure that the block section is clear of all train/vehicles sent into the section and then only restore normal working. All the entries relating to the train dealt on form T/A 602 shall be made in red ink in TSR [Ref. SR. 6.02 (i)] for detailed instructions. Caution Order: Caution Order, if any, shall be issued in accordance with WTT/GR 4.09 by the Duty Station Master to 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. Replaced Page No.22 Caution Order register shall be maintained by Duty Station Master separately and entries are brought forward as per extant rules. VISIBILITY TEST OBJECT Any aspect of down and Up Starter for Road-1 during day and night shall constitute the visibility test object for Up and Down directions respectively at this station. During thick or foggy or tempestuous weather or dust storm, impairing visibility when the Station Master finds it difficult or impossible to see the position of one or more of the signals concerned, he shall not give Line clear until he has advised, by telephone, the Station Master of the Station in rear, of the conditions prevailing and has instructed him to issue Caution Orders to the Loco Pilots of all trains to stop at the first Stop signal and observe its aspect and if favorable, then proceed at a restricted speed of 10 kilometres an hour, and has received his acknowledgement. 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 can not 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 Replaced Page No.23 APPENDIX A WORKING OF LEVEL CROSSING GATES A.1.0: DELETED Replaced Page No.24 A.2.0 ENGINEERING LEVEL CROSSING NO.26 AT KM 28/900-29/000 (TPP-KVLR) A.2.1 This is a non-interlocked engineering 'C' Class level crossing provided with Lifting barriers situated in TPP-KVLR block section. The normal position of the gate is kept closed and padlocked against road traffic and the padlock keys are kept with the gateman on duty. The gate will be manned round the clock; one gateman each in twelve-hour shift as per the roster issued by DPO/SBC. This gate is under the control of SE/P.Way/SA. A.2.2 Magneto Telephone Communication between these level Crossing and TPP station bell codes to call the attention of each other shall be used as detailed in Appendix 'B'. A.2.3 Before permitting SM/KVLR to obtain line clear for a down train and before the departure of an Up train, the Station Master/TPP shall advise the gatemen on duty, the particulars of the train with its number, description, direction of movement, probable departure from the adjacent block station or from his station and communicate a private number with time to the gatemen on duty. A.2.4 The gateman, on getting the advice must acknowledge by repeating the particulars and ensure that the level crossing gate is closed and locked against road traffic for the passage of the train and communicate a private number with time as an assurance to that effect to the Station Master. A.2.5 The private number given by the Station Master constitutes an assurance that he had informed the gateman about the movement of the train. The private number, given by the gateman to the Station Master constitutes an assurance that he had kept the level crossing gate closed and padlocked against the road traffic for the safe passage of the train and no obstruction at the LC gate. A.2.6 The private numbers exchanged between the Station Master and the gatemen shall be entered in a separate register with time, date and train particulars specially maintained for this purpose, at the station and at the gate lodge. The Gateman shall also record the actual time of passage of train through his LC gate. A.2.7 The gateman must whenever it is required to open the level crossing gate for the passage of road traffic, the Gateman shall ascertain from the SM on duty on phone regarding movement of train. The SM on duty, if there is no train to enter into the block section shall authorise the Gateman to open the LC gate for the road traffic by giving a private number with time. After getting the PN, the Gateman shall fix a banner flag during day or hand signal lamp with red light during night in the middle of the track on either side of the gate and shall then open the gates for road traffic. Immediately after the passage of the road traffic, he shall close and padlock the gate against the road traffic and keep the keys in his personal custody, remove the banner flag/red lights and give his PN with time to the SM on duty. The PN given by the SM constitute an assurance that he had permitted the Gateman to open the gate for road traffic. The PN given by the Gateman constitute an assurance that he had closed and secured the gate against the road traffic. The PNs shall be recorded along with timings in the concerned PN Exchange Register maintained both at the gate lodge and at the station. A.2.8 When there is failure of telephone communication between this level crossing gates and the Station and when a train is to be passed across the level crossing the Station Master shall adhere to SR 16.03(iii)(b)(1) and issue Caution Order to all Up trains entering the block section and also advise Station Master/KVLR to issue Caution Order to all Down Trains entering the block section. The Loco Pilot shall adhere to SR.16.03 (iii)(b)(2)(i). The station Master shall also advise the section TECH.ES/JE/SE/SIG for immediate rectification. Note: 1. When a train/shunt movement for which LC gates have been kept closed and private numbers have been exchanged with the gateman is to be cancelled due to any reason, the SM on duty shall advise the same to the gateman duly communicating a private number in confirmation of the cancellation of the movement. 2. To prevent SM/KVLR from obtaining line clear on the block instrument without the knowledge of the SM/TPP, shunt key pertaining to TPP - KVLR block instrument shall normally be extracted from the associated EKT and kept under the safe custody of the SM on duty at TPP (S.R.16.03 (iii)(a)(iii) note-3). APPENDIX B SYSTEM OF SIGNALLING AND INTERLOCKING Replaced Page No.26 B.1 - System of signalling and Interlocking B.1.1 This is a B Class Station provided with Standard-II-(R)Multiple aspect colour light signals with panel interlocking. B.1.2 Up Home Signal at distance of 320.5 meters beyond the Up outermost Point No.1 and Up Distant signal at a distance of 1090 meters from the Up Home signal are provided for the reception of up trains on Road-1 and Road-2. B.1.3 Down Home Signal at a distance of 434 metres beyond Down outermost Points No.2 and Down Distant signal at a distance of 1014 metres from the Down home signal are provided for the reception of Down trains on Road-1 and Road-2. B.1.4 Calling on signals are provided below the Up and Down Home Signals. B.1.5 Signal post telephones are provided below the calling on signals on both Up and Down Home Signals. B.1.6 Up and Down starters for Road-1 and 2 and Up and Down Advanced starters are provided for the despatch of Up and Down trains. B.1.7 A Goods warning board is provided at a distance of 1600 meters in rear of down and up home signal. B.1.8 P markers are provided below Up and Down distant signals. B.1.9 C markers are provided on the stem of Up and Down Home signals below the calling on signal. B.1.10 Board with legend Draw close to home if it is at ON is provided in rear of Up and Down Home Signals. B.1.11 Crank handle duly interlocked with the signals except Up and Down Advanced Starters is kept in SMs office for operating point machine during failure. B.1.12 All signals are erected on Left Hand Side. B.1.13 Advanced starters are the last stop signal and these are interlocked with respective block instruments. B.1.14 Up and Down shunt keys, which are in electrical key transmitter when removed, prevents clearing of up advance starter No.10 and down advance starter No.9 respectively. B.1.15 Directional type route indicators are provided on the up and down home signals. When the route is set and signal cleared for Road-1 the concerned route indicator will display a row of white lights. Unless the route indicator is lit, the signal will not get cleared for Road-1. But there will not be any display of white lights when the route is set and the signal is cleared for receiving an up and down train on Road-2 (Main line). B.1.16 Key A the control of siding points 100 and 103 is provided in Special EKT in the panel room this key is controlled by knob No. 8 provided on the panel. B.1.17 Trap indicators for the trap point Nos.101 and 102 are provided for the siding. 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 track, points and signals over the entire area. Each track circuit is represented by a separate distinct colour. B.2.2 At the bottom of the panel, SMs key, points knobs, P ACK button and signal knobs are provided. At the top of the panel, white light indication for route cancellation counter and RED and WHITE light indication for crank handle and counters for calling-on signal and route cancellation are provided. B.2.3 The signal knobs for reception and despatch signals at either end are coloured RED with the number of the signals engraved in the centre of the knob. B.2.4 (i) The point knob has two positions normal (N) and Reverse and must normally be kept in the normal position. To set the point to the reverse position, the knob must be turned to the position. The point repeat indications are shown near the point knob by means of a GREEN light indicating the (N) position and YELLOW light indicating the position. If the points do not set and lock properly no repeat indication will be available. (ii) In addition to the Normal and Reverse indication near the point knob, there is a White light in between the above indications. The White light indication appears only when the point is free to be operated. B.2.5 (i) The last stop signal knob Nos.9 and 10 and calling on signal knob Nos.5RB and 6RB and siding control knob No. 8 have two positions, Normal and Reverse and must normally be kept in the Normal position. The signal knob should be turned in the direction shown in the panel for clearing the signal/releasing the siding control knob. (ii) The signal knob Nos. 5 controlling Up Home No.5 RA and Down starters 5 SA and 5 SB is having three position i.e., R, C and S (Receiving position, Normal position and Sending position). (iii) The signal knob Nos. 6 controlling Down Home signal No.6 RA and Up starter No.6 SA and 6 SB is having three positions i.e., R, C and S (Receiving position, Normal position and Sending position). (iv) The signal knobs 5 and 6 must normally be kept in C position and should be turned to S or R position when required. B.2.6 Power acknowledgement button (P ACK) coloured RED is provided on the right hand side bottom of the panel. Instructions for operating the P ACK button are detailed in Para B.11.2 to 11.4. B.2.7 Crank handle FREE (White light) and LOCKED (red light) indicators are provided on the control panel. B.2.8 White light indication with counters is provided below the legend on the panel for: Up calling-on signal Down calling-on signal Route cancellation. B.2.9 The SMs key knob has two positions, Normal and Reverse and must normally be kept in the Reverse position. B.2.10 Setting up of a route is represented by a series of White lights along the route on the panel when the concerned point knobs and signal knobs are operated. The White light appears only when the route is correctly set and locked and all the track circuits are clear. When a particular track is occupied or has failed, a RED indication appears on the concerned track on the panel. B.2.11 The control panel is provided with locking arrangements on the left hand side bottom of the panel to prevent any unauthorized operation of the panel. This lock up key must be in the personal custody of the Station Master on duty. The panel should normally be in the locked up position and unlocked only when an operation is required to be performed on the panel. Immediately after each operation, the panel should be locked and the key must be kept in the personal custody of the Station Master on duty. B.2.12 Voltmeter is provided over the panel to indicate the power supply voltage. B.3.0 TRACK CIRCUIT: B.3.1 Continuous track circuits are provided between the up and down Home signals and also 4 rail length of calling on track outside the home signals including the point up to the fouling mark leading to the siding and track upto the end of Sand Hump . Track circuits prevent the signal which protects the track circuited area, from being taken OFF if the controlling track in advance of the signal is occupied by the train/vehicle or has failed; when occupied/failed indication for a track circuit is available, no attempt must be made to take off the signal pertaining to that route. B.3.2 Failure of track circuits will affect the signals reading over the track circuits and also the points, if any, controlled by the track circuits which have failed. If the failure is noticed before setting up the route, any other available alternate route should be opted for the train movements. If the point track is not affected, calling-on signals can be taken off. If the movement is necessarily to be made on the route with the track circuits having failed and if the calling-on signal cannot be taken off for that movement, the SM on duty shall ensure that all the points on the route are correctly set as required, clamped and padlocked and the route is clear and free from obstruction before permitting such a movement, authorizing the Loco Pilot to pass the signal at ON. If the calling-on signal cannot be taken off for that movement, train movements over such a route should be permitted only in accordance with the relevant provisions contained in GRs 3.68 to 3.70 and subsidiary rules there under. The SM on duty shall ensure that no conflicting movements are permitted during failure of track circuits. B.3.3 The reliability of track circuit is considerably affected by the formation of rust or oxidization on the table of the rail. Under such circumstances, a Track Clear indication may be displayed for the concerned track which is actually occupied. Such portion of the track over which there has been no movement for a period of 24 hours should be deemed prone to rust formation and Rusty Rail collars/caps must be placed on the relevant point/signal knobs. B.3.4 Normally, no vehicle should be stabled on a track-circuited line. In emergency, if vehicles are stabled and if the duration of stabling can be gauged in advance, and if it is more than 24 hours, the Station Master on duty shall arrange to advise the TECH.ES/JE/SE/SIG to disconnect track circuits on that line. When the vehicles are removed from the line, the TECH.ES/JE/SE/SIG should again be advised to reconnect the track circuits. After the vehicles are removed from the line, normal working should be resumed to only after obtaining a certification in writing from the TECH.ES/JE/SE/SIG that the feed to the track circuits have been reconnected and are working properly. B.3.5 For the first move after clearing of vehicles, if stabled for more than 24 hours with the track circuits not getting disconnected and reconnected as mentioned above or if there was no movement for 24 hours on a track circuited line, the SM on duty shall not rely on the track indication on the panel, but must physically verify that the line is clear and free from obstruction before permitting train movements. For a second move also, he shall personally ensure the condition of the track like this and if the clear/occupied indications are correctly displayed on all these occasions, he can rely on the track indications for subsequent moves. If the indications are erroneous, the track circuits should be treated as failed RUSTY RAIL collars shall be placed on the relevant point signal knobs and train shall be dealt with strictly according to the relevant provisions contained in GRs 3.68 to 3.70 and subsidiary rules there under. Failure messages should promptly be sent to the TECH.ES/JE/SE/SIG for rectification. The permanent way inspector should also be advised for arranging to clear the table of rails. NOTE: Failure/Suspension of track circuits and certification of normal working by the TECH.ES/JE/ES/SIG must be promptly recorded in the signal failure register. B.4.0 CRANK HANDLE: B.4.1 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. B.4.2 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. B.4.3 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. B.4.4 A push switch is provided near the crank handle. When this switch is kept pressed, a white light indication gets displayed nearby. On observing this indication, the crank handle can be extracted. B.4.5 During failures of points, crank handle shall be used for setting point. While setting the points by crank handle, it should be ensured that the corresponding point knobs are kept in the required (N or R) position. After setting the points in the required position, the crank handle shall be restored to its electrical key instrument. On observing the Crank Handle Free (White light) indication and the point indication on the panel, the required signal may be taken off. If the signal obeys when taken off, train movements can be permitted on signals as in the normal course. If the signal fails to respond, train movements should be dealt with strictly in accordance with the relevant provision contained in GR 3.68 to 3.70 and subsidiary rules there under. B.4.6 While utilizing the crank handle to operate a cross over point, it should be ensured that both the facing and trailing ends of the crossover points are correctly set to the required position and locked for permitting train/shunt movements over the points. B.4.7 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. B.4.8 When the TECH.ES/JE/SE/Sig require the Crank Handle to attend any repair or maintenance work, he shall give requisition, making necessary entries in the crank handle register and issuing disconnection notice in form S&T/ T.351 to SM on duty specifying the reasons thereof and the point numbers. On receipt of this requisition SM on duty shall give due consideration to train movement and hand over the point machine lid key, Crank Handle release lock Key and Crank Handle location box key of the required points after obtaining the requisite permission from control When the Crank Handle remains with TECH.ES/JE/SE/Sig, the concerned point on the route over which a movement is required to be done should be tre ated 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 by a written memo before that movement. After the work all the keys received from SM shall promptly returned to on duty SM duly inserting the Crank Handle to its normal position at the location and locking the Crank Handle location box and ensure the availability of Crank Handle IN free indication on the panel. The TECH.ES/JE/SE/Sig and SM on duty shall promptly make the relevant entries while taking over/handing over the keys in the Crank Handle register maintained for this purpose at the station. Joint testing of the disconnected gear shall be done by the SM on duty and TECH.ES/JE/SE/Sig for the proper working of the disconnected gear. Then TECH.ES/JE/SE/Sig shall issue reconnection memo to the SM on duty to resume normal working. B.4.9 When the crank handle remains with the TECH.ES/JE/SE/SIG all the points should be deemed to have failed, set locally, clamped, padlocked and the padlock keys retained in the personal custody of the SM on duty and the TECH.ES/JE/SE/SIG working at the points advised, before permitting any movement over the points. B.5.0 SETTING OF ROUTE: B.5.1 To set up a route and to clear signal, the duty station master when everything is all right, must unlock the panel and after ensuring that the point Free indication is available shall turn the point knob to either N or R position as required and observe from the point indication that the points have been correctly set and locked to the required position. Then he shall operate the signal knob to either R or S position as required. If the line is clear and free from obstruction, a row of white lights (Route lights) will appear on the whole length of the route concerned on the panel and the signals would clear. As the train enters the concerned track circuit, the respective route (white) lights successively turn to RED. As the train leaves track, the route (white) lights reappear if the signal knob has not been restored to Normal. After the move has been completed, the concerned signal knob shall be normalized and route lights get extinguished. B.6.0 ROUTE CANCELLATION: B.6.1 Once the signals have been cleared for a movement, the SM on duty must on no account interfere with the concerned signals or point knob unless the route, which has been set, is to be cancelled. B.6.2 Normally after the signals are cleared, the route must not be cancelled except in case of an emergency. The route cannot be cancelled once a train passes the signal. If however, it is necessary to cancel the route, for any reason before the train passes the signal, the SM on duty must normalize the signal knob which will immediately restore the signal to Danger aspect and route will be cancelled automatically after a lapse of 120 seconds except both up and down last stop signals. For the signals 5SA, 5SB, 5RA, 5RB, 6RA, 6RB, 6SA and 6SB, the route will be held in the locked position for 120 seconds after the signal has been normalized. B.6.3 There is a Digital counter provided on the left hand side top of the panel with an indicator (White light) below the legend Route Cancellation. Immediately when the signal knob is normalized, the White light appears by the side of the Digital counter and the number of the digital counter will change to the next higher number after 120 seconds thereby recording the route cancellation so made. The white light indicates the commencement of the route cancellation and disappearance of the white light indicates that the route is cancelled. B.6.4 Every route cancellation shall be entered in the route cancellation register with the number on digital counter with reasons for cancellation. An entry should be made in train signal register while handing over and taking over charge by Station Master. B.6.5 The route cancellation is permitted only for one route at a time. For any reason more than one route cancellation is required it will be possible only in succession and not simultaneously. The facts must also be recorded clearly in the route cancellation register. B.6.6 Route cancellation must be done in accordance with instructions contained in SR 3.36 (ii). B.6.7 The route cancellation register should be maintained by the SM on duty. An entry in detail with date and time of operation, the train approaching has passed the signal when the operation was done, the No. of the route involved, reasons for the route cancellation, etc., and the numbers displayed by the corresponding counter before and after operation should promptly be made and signed in the appropriate portion of the book. While SMs handing over charge with the Last Counter No. should be recorded in station diary. B.7 BACK DOOR KEYS OF BLOCK INSTRUMENT B.7.1 Back door of block instrument is provided with double lock and key arrangements. One key of this lock shall be in the custody of SM on duty and the other with the TECH.ES/JE/SE/Sig of the Section. Whenever it is required to open the back door of the block instrument, the TECH.ES/JE/SE/Sig shall requisite the key from the Station Master on duty, after making relevant entries with the signature in a separate register maintained for this purpose. B.7.2 On completion of the work, the back door of the block instrument shall be closed and locked and the SM's key shall be returned to the Station Master on duty. The SM on duty after being satisfied that the block instrument has been closed and locked with both the keys and is in good working order, shall take over the key and keep it under his personal custody. Necessary entries with signature of SM and the TECH.ES/JE/SE/Sig must be made in the register. B.7.3 The TECH.ES/JE/SE/Sig of the section is authorised to obtain the key from the SM on duty only when : the block section is not occupied by a train and the instrument is in `Line closed' position during normal working of the block instrument OR block working is to be restored after a failure irrespective of the block instrument and occupation of the block section. The SM on duty shall suspend the block instrument for train operation till such time the key is returned to him by the TECH.ES/JE/SE/Sig. NOTE: - Since token-less block instrument is of non-cooperative type, Up & Down shunt keys shall be removed from EKT and normally kept in the glass fronted key case when the block instrument is not in use. B.8.0 CALLING ON SIGNALS: B.8.1 Calling on signals No.5 RB and 6 RB are provided below the Up and Down Home Signal. Boards with legend C is also provided just below the calling-on signals. The calling-on signal is intended to receive a train on an occupied/obstructed road or when one or more track circuit on that route have failed or when the Home Signal has failed. Before clearing the calling-on signal, the SM shall ensure that it is absolutely necessary to receive the train on that road and train can be berthed clear of the fouling mark. 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 take Off. (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. (a) 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. (b) 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. (c ) 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.8.5 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 knobs, when the line is governed by them is occupied or otherwise obstructed. {Refer SR 5.19 (iii) (a) (b) and (c) } for different types of safety caps and their use. 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 Station Master. As soon as the SM acknowledges the call, the Loco Pilot shall press the cradle and keep it in that condition till he completes the conversation with the SM. The Loco Pilot should open the flaps on mouthpiece and close them on completion of conversation. The SM shall inform the reason for the delay and the probable time at which the signal will be taken off. If it is due to signal failure/suspension, the duty SM shall set the route correctly, clamp and padlock the points, ensure clearance of reception line and communicate the following message which the Loco Pilot shall record in his rough journal and pass the signal at ON position duly observing necessary caution. The SM shall record the message in the TSR below the train entry. To the Loco Pilot of Train No.________ & Description:__________________ Owing to the failures/suspension of up/down Home Signal No.________ you are hereby authorized to pass up/down Home Signal No.________ at ON and enter Road numbers _________ at a restricted speed of 15 km/h. Private Number (in figure) ___________________________________ (In words)______________________________________ NOTE: 1) One long ring shall be used to call each other on signal post telephone. 2) 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 No.of KnobSignal Function Description of function 1-Up Point Road-2 and Trap Point Road-1, BYPL end.2-Down Cross over Point Road-2 and Road-1, SA end.55SA 5SB 5RADown Starter, Road-2 Down Starter, Road-1 Up Home Signal5 RDUp Distant Signal5 RB5 RBCalling-on signal below Up Home Signal66SA 6SB 6RAUp Starter, Road-2 Up Starter, Road-1 Down Home Signal6 RDDown Distant Signal6RB6RBCalling-on signal below Down Home Signal88Control on siding point 100 & 10399Down advanced starter1010Up advanced starter. NOTE: Functions of 3, 4 & 7 are omitted. B.11 TABLE OF MOVEMENTS: Sl.No.Description of movementsSM turns KnobsPointsSignal1Reception of an up train on: Road 1 with point No.2 Normal Road 1 with point No.2 Reverse Road 2 1 1,2 - 5RA 5RA 5RA2Despatch of an up from: Road 1 Road 2  2 - 10,6SB 10,6SA3Up train to pass through on: Road 1 Road 2 1,2 - 10,6SB,5RA 10,6SA,5RA4Reception of a down train on: A)Road 1 B)Road 2  1,2 - 6RA 6RA 5Despatch of a down train from: A)Road 1 B)Road 2 1 - 9, 5SB 9,5SA6Down train to pass through on: A)Road 1 B)Road 2 1,2 - 9, 5SB, 6RA 9,5SA, 6RA7Reception of an up train on Calling on signal A)Road 1 with point No.2 Normal B)Road 1 with point No.2 Reverse C)Road 2 1 1,2 - 5RB 5RB 5RB8Reception of a down train on calling on signal: A)Road 1 B)Road 2 1,2 - 6RB 6RB B.12 Telecommunication 1.0 In addition to the block telephone attached to the block instruments, connecting the adjacent block stations, Railway Auto phone, BSNL phone, the section control telephone Replaced Page No.37 & VHF set; the following Magneto Telephone circuits are also provided at this Station for the use in train passing duties. (a) CIRCUIT NO. 1 SMs Office 0 (One ring) Point No. 1 00 (Two rings) Point No. 2 000 (Three rings) (b) CIRCUIT NO. 2 SMs Office 0 (One ring) to call each other LC No.26 at KM 28/900-29/000 ( c) CIRCUIT No. 3 SMs Office 0 (One ring) to call each other Up Home Signal (d) CIRCUIT NO. 4 SMs Office 0 (One ring) to call each other Down Home Signal 2.0 The code rings noted against each should be utilized to call the attention of each other. 3.0 Failure of telephone communication should be promptly reported to the TECH.ES/JE/SE/SIG. for early rectification. Note: An annunciator is provided in SMs office for the circuits 1, 2 and 3 with common calling telephone. APPENDIX C ANTI COLLISION DEVICE (RAKSHA KAVACH): N/A APPENDIX - D DUTIES OF STAFF D.1.0The Station Master in-charge shall be responsible for: a) Judicious management of the station staff apart from working as Station Master on duty as per the roster issued by DPO/SBC. b) Ensuring the availability of essential equipments. D.2.0 The Station Master on duty is the over all in-charge for train / shunting operations at the station during his duty hours. He shall ensure proper co-operation is maintained by all staff under his control in the respective shift duty, personally operate the control panel, consult control regarding train movements and act according to his instructions, provide timings and other particulars pertaining to the train movements, maintain prescribed registers, caution orders etc., keep necessary isolation as required and adhere to all instructions relevant to him, as laid down in the SWR, GRS, BWM and other instructions issued from time to time through circulars. D.3.0 Pointsman / TRH / Trained SCP: He shall clean the points regularly, assist the Duty Station Master in issuing Caution Order/Memos in piloting train, in clamping the points during failure, and in keeping the stations essential equipments and the control panel clean and tidy. He shall invariably exchange All right signals for every passing train on off side and perform shunting operations as per the instructions of the Station Master on duty and also carry out any other instructions issued to him by Station Master. D.4.0 The duties mentioned above are not exhaustive. All staff is 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 promptitudes and prudence with a view achieving better result in safe and efficient transportation. Replaced Page No.39 APPENDIX - E E. LIST OF ESSENTIAL EQUIPMENTS PROVIDED AT THE STATION Sl. No.Description of essential equipments Minimum Quantity at SMs Office1Hand Signal flags3 sets (Red and Green)2Hand Signal lamps/tri-colour torches33Detonators204Safety Chains with padlocks25Clamps with Padlocks46Skids47Line Block Caps28Line Blocked Caps29Trolley lorry on Line Caps210Rusty Rail Caps211Caution in force boards212Station bell113Fire buckets with Sand214Fire buckets with Water215Padlocks with keys216Pouches for shunt keys217Wall Clock 118Equipment list1 The SM shall ensure that the prescribed quantity of the above-mentioned essential equipments is made available at SMs office exclusively for train passing duties. APPENDIX - F F RULES FOR WORKING OF DK STATIONS, HALTS, IDH, IBS AND OUTLYING SIDINGS There is a Train Halt, MUTTAMPATTI (MPC) in TPP-SZV block section at a distance of 12.393 Km from TPP. There is no D class Station in TPP-KVLR block section. This halt is provided with Low Level Platform. Halt warning Boards are provided to warn the passenger train Loco pilots that they are approaching halt. APPENDIX - G G RULES FOR WORKING OF TRAINS IN ELECTRIFIED SECTIONS Not applicable. (MADHAVI.) 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B 76/TPP      2 ^0  *  2 0  0  2 0    2 0  ,  2 0  0  2 0   2  0 Date brought   2 i0    2 h 0   &2 0 Replaced Page No.1    C2 %0    2 0    2 0  0  2 0  0 2 0   2 0 0 into force:  2 k0    2 h0   2 |0    2 0   @Times New Roman--------- s2 hE0  --- 2 | 0 T O P P U R      2 0  @Times New Roman---- @ !Q|- ---  2 0   --- 2 00 NOTE:   2 00 -  2 00  ---  2 00 1---  2 00 .  2 00  $--- y2 0I0 This issue of Station Working Rules supersedes the Station Working Rules      @Times New Roman------ 42 A0 No. B. 76/TPP dated: 2002   ---  2 A0   --- 2 b0 2.  2 b0  * \2 b60 The Station Working Rules must be read in conjunction     )2 bE0 with General Rules,     s2 rE0 Subsidiary Rules and Block Working Manual. These Rules do not in any         J2 *0 way supersede any Rule in the above books.    2 0   --- 2 0 1.0  2 0  ( 52 0 STATION WORKING RULE DIAGRAM         2 0    0'--- 2 M0 The enclosed Rule diagram based on Signalling Plan and P. Way Plan shows the         0'  2 0 signalling fea  s2 E0 tures, track circuited portions, names of the adjacent stations, the    0' e2 <0 normal setting of points and other details pertaining to day            2 Q0 - 2 V0 to  2 a0 - 2 f 0 day working.    0' 2 V0 Complete layout of the station yard, gradients, holding capacity of individual lines,    0' /2 0 distances of adjacent st O2 Q-0 ations etc. are reproduced from the enclosed   2 [0 Rule  2 z0 diagram.   2 0    0''v--- #2 #v'Rule Diagram No.      2 #Cv'  'v'''w@Wingdings- - - - - -   2 #~w'---  2 #w'  'w'''--- %2 #'SBC/RD/TPP/33/ALT       2 #R'-  2 #X'2   2 #a'  '''- @ !-- @ !-- @ !-- @ !v-- @ !#w-- @ !-- @ !-- @ !-- @ !-- @ !-- @ !v-- @ !-- @ !-8v'--- &2 4'v8Signalling Plan No    2 4D'v8  8v'''8'w- - -   2 4~w'8---  2 4w'8  8'w''8'--- 2 4'8IPU 1346    2 4'8/ 2 4'8ALT  2 4C'8-   2 4L'81   2 4X'8  8'''- @ !'-- @ !'-- @ !'v-- @ !#'w-- @ !'-- @ !'-- @ !'-- @ !(-- @ !(v-- @ !(-- @ !(-Jv9---  2 F9vJP. Way Plan No     2 F39vJ  'J9w- - -   2 F~w9J---  2 Fw9J  'J9--- 2 F9JB/TPP/2     2 F9J8   2 F9J  '- @ !8-- @ !8-- @ !8v-- @ !#8w-- @ !8-- @ !8-- @ !8-- @ !9-- @ !9v-- @ !9-- @ !9-[vK--- &2 XKv[Layout Diagram No.      2 XQKv[  '[Kw- - -   2 X~wK[---  2 XwK[  '[K--- 2 X K[B/TPP/T/6      2 XK[  '- @ !J-- @ !J-- @ !Jv-- @ !#Jw-- @ !J-- @ !J-- @ !J-- @ !K-- @ ![-- @ ![-- @ ![-- @ !Kv-- @ ![v-- @ !#[w-- @ !K-- @ ![-- @ ![-- @ !K-- @ ![-- @ ![----  2 i0    0'--------- 2 y0 Toppur ---  2 y0   2 y0 is a --- 2 y0 B ---  2 y.0   C2 y4%0 Class station on the Salem Junction.    2 y0   2 y0   2 y 0 Baiyy  +2 yB0 appanahalli Junction   "2 0 single line non  2  0 - k2 %@0 electrified Broad gauge section of South Western Railway on D       --- F2 '0 route. It is situated at a distance of --- 2 0 35.332---  2 0   C2 %0 Km from Salem Jn at Baiyyappanahalli      2  0 Jn. End.    2 0   @"Arial- - - --- 2 0 2.1- - -   2 0  *--- #2 0 GENERAL LOCATION     2 i0    0'--- O2 -0 Toppur is situated on the BAIYYAPPANAHALLI Ju    2 0 nction   2 10 -  2 60   +2 :0 Salem Junction Broad     2 R0 Gauge line at a distance of 35.332 Kms. from Salem Junction. This is a "B" Class         2 O0 station with single line working towards Karuvalli and Sivadi. This station is               \2 60 provided with two running lines, with platform on Road       2 0 - 2  0 1. SMs   (2 T0 office situates on   ^2 70 Platform No.1. The code name of this station is "TPP".        2 0   ---  2 #h0    0'--- 2 30 2.2- - -   2 30  *--- V2 320 BLOCK STATIONSONON EITHER SIDE AND THEIR DISTANCES              2 30    0'--- 2 CV0 Karuvalli at a distance of 12.68 Kms. at Salem Junction side and Sivadi at a distance     L2 T+0 of 20.20 Kms towards BAIYYAPPANAHALLI Junct      :2 T 0 ion end are the adjacent block   R2 e/0 stations. There is no D class station in TPP     2 e0 - >2 e"0 KVLR Block Section. There is one     b2 v:0 "D" Class station, Muttampatti with code name MPC in TPP          2 v<0 - &2 vA0 SZV Block Section.    2 v0     2 0    2 Sl.  2    2 No.   2   '--- "2  Adjacent Block #  ''--- 2 Code   2   '0--- 2 0Inter   2  0Distance.   2 0  '0--- 2 7 0Direction   2 m0  '- @ !-- @ !-- @ !;-- @ !-- @ !-- @ !-- @ !A-- @ !-- @ !a-- @ !/-- @ !w0-- @ !-- @ !-- @ !!-- @ !-- @ !-- @ !;-- @ !!-- @ !-- @ !-- @ !!-- @ !-- @ !A-- @ !!-- @ !-- @ !a-- @ !!/-- @ !/-- @ !w0-- @ !!-- @ !-- @ !-"SystemvB4 v@v9s - -    00//..՜.+,0 hp  M Swrailways5t 1TELECOMMUNICATIONVISIBILITY TEST OBJECT/ B.7 BACK DOOR KEYS OF BLOCK INSTRUMENTY B.7.1 Back door of block instrument is provided with double lock and key arrangeY B.7.2 On completion of the work, the back door of the block instrument shall be Y B.7.3 The TECH.ES/JE/SE/Sig of the section is authorised to obtain the key from Title Headings  !"#$%&'()*+,-./0123456789:;<=>?@ABCDEFGHIJKLMNOPQRSTUVWXYZ[\]^_`abcdefghijklmnopqrstuvwxyz{|}~      !"#$%&'()*+,-./0123456789:;<=>?@ABCDEFGHIJKLMNOPQRSTUVWXYZ[\]^_`abcdefghijklmnopqstuvwxyz{|}~  Root Entry Fpy)Data r<1Table(WordDocument7SummaryInformation(\DocumentSummaryInformation8CompObjr  F Microsoft Word 97-2003 Document MSWordDocWord.Document.89q