ࡱ> BD3456789:;<=>?@Ag UbjbjVV  r<r<KI&&33333D0404044t804K0W0W0W0W0W __ (_7K9K9K9K9K9K9K$hNQ6]K3_T^T^__]K330W0W$rK9q9q9q_~30W30W7K9q_7K9q9q2 ;H0Wᛓ [a. #B#KK0KBPQmLPQ\HPQ3H0_"R_9qj_~__0_0_0_]K]Kpd0_0_0_K____PQ0_0_0_0_0_0_0_0_0_& 2: @9SOUTH WESTERN RAILWAY BANGALORE DIVISION STATION WORKING RULES YESVANTPUR Jn. (RRI-CABIN) No. B.28 / YPR RRI-CABIN. Date of issueDate brought into forceSWR10.01.2012 NOTE: - These Rules supersede the Station Working Rules No. B.28/YPR RRI Cabin dated 10.07.2007 and the Correction Memo issued thereto. The Station Working Rules must be read in conjunction with the General & Subsidiary Rules and the Block Working Manual. These Rules do not in any way supersede any Rule in the above-mentioned books. These rules shall also be read in conjunction with Station Working Rules No.B.25/YPR-Bye-pass cabin dated 01-08-2008 pertaining to Bye-pass cabin of YPR Junction. These rules should be read in conjunction with Traction Working Rules for observance of the safety precautions etc., related to 25 KV AC Traction pertaining to this station. STATION WORKING RULE DIAGRAM: - The enclosed Rule diagram based on Signalling Plan and P. Way Plan shows the signalling features, track circuited portions, names of the adjacent stations, the normal setting of points and other details pertaining to day-to-day working. Complete layout of the station yard, gradients, holding capacity of individual lines, distances of adjacent stations etc. are reproduced from the enclosed layout diagram. Rule Diagram No.(SBC/SG/CN: 5 /2005/5/Alt-5.Signalling Plan No.(IPU.1286-2 / Alt-4.P. Way Plan No.(B/YPR/118/1Layout diagram No.(B/YPR/T/57 DESCRIPTION OF THE STATION:- GENERAL( LOCATION) YESVANTPUR is a junction station situated on the Bangalore City Junction Arsikere Junction and Bangalore City Junction Yelahanka Junction Broad Gauge electrified section at a distance of 5.36 Kms, from Bangalore City Junction. It has two cabins, one is called YPR RRI cabin and the other is called YPR bye-pass cabin. YPR is a Class `B' station interlocked to Standard II R, with twin single line working towards Bangalore City, Double line working towards Chikbanavar and single line working towards Hebbal and Yelahanka. BLOCK STATIONS ON EITHER SIDE AND THEIR DISTANCES:- Name of StationCodeInter DistanceDirectionBANGALORE CITY Jn.SBC5.36 KmsSBC side (Down)CHIKBANAVAR BAW8.115 KmsASK side (Up)YELAHANKA Jn.YNK12.42 KmsYNK side (Up)HEBBALHEB7.69 KmsSA side (Up)2.2.1 NON-BLOCK STATIONS:- Name of StationCodeInter DistanceBetween Block StationsMALLESWARAMMWM2.68 KmsYPR SBC (Down)LOTTE GOLLAHALLILOGH1.68 KmsYPR YNK (Up)KODIGEHALLIKDGH6.95 KmsLOTTE GOLLAHALLILOGH1.68 Kms YPR HEB (Up)Note: There is no non-block station in between YPR BAW block stations. 2.2.2 OUTLYING SIDINGS: NIL BLOCK SECTION LIMITS ON EITHER SIDE OF THE STATION ON DIFFERENT DIRECTIONS: - Between stationsThe point from which the Block section commencesThe point at which the Block section ends.YPR SBC (A Line)Down Advanced Starter Signal No.57Up Advanced Starter Signal of SBC (A Line)YPR SBC (B Line)Down Advanced Starter Signal No. 58Up Advanced Starter Signal of SBC (B Line) NOTE: Refer SWR No.B.25/YPR Bye pass cabin Dated: 01.08.08 for adjacent block stations, the block section limits and non-block stations towards BAW, HEB & YNK side. GRADIENTS: - Steepest Gradient between the Up and Down Outermost Points1 in 100 rising towards SBCSteepest gradient beyond the Down outermost point No.100.1 in 100 rising towards SBC.Steepest gradient beyond the Up outermost point No.126.1 in 100 falling towards YNK & HEB and 1 in 325 rising towards BAW. Note:- For further details of gradients, please refer the enclosed Rule diagram SBC/SG/CN: 5/2005/5/Alt 5 and Layout diagram No. B/YPR/T/57. 1. At stations with grades steeper than 1 in 400, beyond 50 m of the outermost points, trains should not be drawn ahead up to the LSS and held up on steep gradient in order to clear the reception line for giving permission to approach to the following train. 2. No shunting beyond outer most points on the steep gradient side should be allowed unless a live locomotive is attached to the lower end of the load from the point of view of the gradient. Replaced Page No.3 LAYOUT: There are Seven running lines at this station with high-level platform on Road-1, a High-Level island platform between Road-2 & 3, and High Level platform for Road-5, 6 & 7. Sand hump is provided on SBC end of Road-1 & BAW end of Road-4. There is an over run line at SBC end of the yard common to Road- 5, 6 and 7. The Road-7 extends to buffer dead end at BAW side. PSC Sleeper (BG) depot siding takes off from buffer dead end on point No. 122 at ASK end near shunt signal No. 53. PSC sleeper siding takes off from the PSC sleeper depot siding at point No. 161. Pit lines take OFF from shunting neck line at point No. 160. Stabling line and spare coach line take OFF from point No. 162 and 159 from shunting neck. Shunting neck line and Road-7 connected by crossover point No. 121. Pilgrimage siding takes off from Road-7 at point No. 108. VPU siding takes off from the extended portion of Pilgrim siding at SBC end. Track machine siding takes off from point No.115 on running line at HEB end of the yard. Track machine sidings consists of three lines, one stabling line, and two pit lines. There is a double pit on one line with extended portion. RUNNING LINES, DIRECTION OF MOVEMENT AND HOLDING CAPACITY.: - Running Lines.Direction of Movement.Holding CapacityRoad 1Reception and despatch of Up & Down Trains.70V+E+IC+7% (686.M)Road 2Reception and despatch of Up & Down Trains.70V+E+IC+7% (686.M)Road 3Reception and despatch of Up & Down Trains.65 V + E + IC + 7% (640.M)Road 4Reception and despatch of Up & Down Trains.58 BOXN + 3E + BV + 5% (715.M)Road 5Reception and despatch of Up & Down Trains.58 BOXN + 3E + BV + 5% (715.M)Road 6Reception and despatch of Up & Down Trains.70V+E+IC+7% (686.M)Road 7Reception and despatch of Up & Down Trains.72V+E+IC+7% (705.M) NON RUNNING LINES:- Sl.No.NON-RUNNING LINESHOLDING CAPACITYIn metres1Stabling line-126 B(620 m)2Stabling line-218 B(410 m)3Stabling line-324 B(540 m)4Stabling line-424 B(540 m)5Stabling line-524 B(540 m)6Stabling line-625 B(565 m)7Stabling line-722 B(540 m)8PIT Line-124 B(540 m)9PIT Line-224 B(540 m)10PIT Line-324 B(540 m)11PIT Line-426 B(600 m)12Shunting Neck26 B(600 m)13Fuel Decanting Line2 B(65 m)14Sick line-18 B (190 m) 15Sick line-27B(165 m)16Sick line-37 B(165 m)17Pilgrim siding.6 B( 135 m)18VPU siding5B(120m) Sl.No.NON-RUNNING LINESHOLDING CAPACITYIn metres19Track machine siding (Stabling)3B(80m)20Track machine siding-Pit line 13B(70m)21Track machine siding-Pit line 22B(50m) ANY SPECIAL FEATURES IN THE LAYOUT: - This is a part of station provided with continuous track circuits towards YPR Bye-pass cabin and signalling arrangements inter-locked with YPR Bye-pass cabin. Slots are required to deal trains between YPR bye-pass cabin and YPR RRI cabin LEVEL CROSSINGS: - LC NO. DEPT. CLASSLOCATIONTYPENORMAL POSITIONWHETHER INTER-LOCKEDPROVISION OF TELEPHONENo. 2 Traffic. A' class4/200 300 SBC YPR Lifting BarrierOpen to Road trafficInterlockedProvided NOTE: - 1) Refer appendix A for detailed gate working instructions. 2) Station staff shall promptly attend to the telephone call from the LC gate without fail as any call could also be for reporting any emergency. SYSTEM AND MEANS OF WORKING: SYSTEM OF WORKING: The Absolute Block System is in force on YPR SBC, YPR BAW, YPR YNK & YPR HEB block sections. MEANS OF WORKING:- Single Line Handle type token less block instruments (FM type) one for A line & another for B line are provided in YPR RRI cabin to deal trains on twin single line between YPR & SBC. Double line SGE block instrument for YPR BAW section and Single Line Handle type tokenless Block Instruments (FM type) for YPR YNK and YPR HEB sections are provided in YPR Bye Pass cabin. Train Movements from and to YPR and YPR Bye Pass cabins are controlled through slots. Only the Station Master on duty shall operate the Block instruments / Block Telephone / SPT / Panel for train movements and the instruments shall be kept locked after each operation and the keys being kept in his personal custody. The SM shall operate block instrument in the manner laid down in BWM. He shall maintain separate train signal register (TSR) for each block section and make entries instantly and sign against each such entry. Line clear can be granted or section can be closed through the block instruments, only when the Home signal and Advanced starter signal pertaining to the block section is in the "ON" position. The off aspect of the Advanced Starter signal constitutes the authority to proceed for the loco pilot of the departing train to enter Block Section ahead. Down Advanced Starter signals are the last stop signals and they are inter locked with respective Block Instruments. The Advanced Starter signal can be taken `OFF only when the line clear has been obtained through the concerned block instrument pertaining to the Block Section in advance. 3.3 CUSTODY OF KEYS The following keys shall normally be kept in the personal/safe custody of the station Master on duty. a) SMs key of the centralised RRI panel. b) Keys of block instruments. c) Keys of the telephones connected to SPT. d) SMs key of the double key lock on block instruments. e) SMs key of the double key lock on the Relay room. f) Padlock keys of points clamps. g) Padlock keys of safety chains. h) Keys of points machine lid cover locks. i) Crank handle location box keys. Generator room key. Isolator keys The above keys except item No. (a), (b) and (c) shall normally be kept in the glass fronted key case provided in the Station House. The key case must always be kept closed and the key of the box along with keys referred in item (a), (b) and (c) shall be kept in the personal custody of the duty Station Master. SYSTEM OF SIGNALLING AND INTERLOCKING This station yard is controlled from two cabins, YPR bye-pass cabin is provided with panel and YPR RRI cabin with Route Relay Interlocking panel set to standard-II(R) Multiple Aspect Colour Light Signalling arrangements with Distant, Home, Starter and Advanced Starter signals in each direction. The entire yard of YPR Bye-pass cabin is track circuited and in RRI cabin area the entire yard is track circuited except the shunting neck, sick lines, stabling lines, pit lines. (See Appendix `B for details). CUSTODY OF RELAY ROOM KEY 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/SSE/Sig. Whenever it is required to open the relay room, the TECH.ES/JE/SSE/Sig shall ask for the key from the SM on duty, duly filling in the relevant columns of the Relay Room key register maintained at the Station. The SM on duty shall hand over the key to the TECH.ES/JE/SSE/Sig. After the work in the Relay Room is completed, the Room shall be locked with double key 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/SSE/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/SSE/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/SSE/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/SSE/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/SSE (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). POWER SUPPLY: Power supply to signalling installations of this station is drawn normally from Railway Overhead Equipment system (OHE), through its Auxiliary Transformer (AT), or alternatively from KPTCL. One generator is also provided in a separate room as a standby arrangement the key of which is under the custody of SM on duty at RRI cabin. The following power supply arrangements are made at this station. AT I ii) AT II iii) KPTCL supply iv) Generator. At this station, the 25 KV AC OHE supply is fed to two Nos. of 25 KVA ATs (AT I and AT II). The 230 volts AC output is fed to the automatic changeover panel, through inbuilt MCBs. Normally AT I will be feeding the load (signalling installations) and AT II is used as a standby. Luminous indicators are provided in the panel for individual incoming source of supply. It will be lit when power supply is available in the respective source, otherwise the indication will extinguish. Two manually operated Change Over Switches, COS 1 & COS 2 are installed at RRI cabin. COS 1 is for change over of AT supply to State EB supply/Generator. COS 2 is for change over of State EB supply and Generator supply. Normally AT I output from automatic changeover panel will be feeding the load through COS 1. Whenever AT I is failed, the supply will be automatically changed over to AT II supply from the automatic changeover panel through COS 1. When both AT I & AT II fail, the SM on duty at RRI cabin has to operate the COS 1 to KPTCL mode manually. The power supply from KPTCL will be extended to the signalling installations. When all the supplies, i.e., AT I, AT II & KPTCL fail, SM on duty at RRI cabin has to put the COS 2 to generator mode and COS 1 to EB/generator mode, duly starting the generator installed for this purpose. One push switch is provided in the automatic changeover panel (CLS distribution panel). Whenever a power supply fails/resumes a buzzer will be sounded and this push switch has to be pressed by the SM on duty at RRI cabin as an acknowledgement & to stop the buzzer alarm. All Power supply failures shall be recorded in special register and reported to Traction Power Controller. While failure of AT supply shall be reported to Traction Power Controller with copy to section SSE/TRD for immediate restoration of AT supply, the failure of EB supply shall be reported to section SSE/Electrical with a copy to Tech.ES/SSE (Sig.) and Divisional Operations Manager. Whenever the AT/KPTCL power supply fails, a red light indication appears near the P.ACK button on the Control panel, and buzzer sounds. SM on duty at RRI cabin 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 on duty SM shall press the P.ACK. This will stop the buzzer and red light indication also disappears. TELECOMMUNICATION: Magneto telephone communication is provided in addition to Block Telephone, Railway auto Phone, BSNL phone, Control telephone and VHF, 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: - Station Manager will be in charge of this YPR Junction station. Four Station Masters One PF SM, One SM in Yard, & two in RRI Cabin, One Shunting Master, Five points men and one gateman will work in each shift in the RRI cabin controlled yard according to the roster issued by the Divisional Personnel Officer/Bangalore Division. RESPONSIBILITY OF ASCERTAINING CLEARANCE OF THE LINES AND ZONES OF RESPONSIBILITY: - Jurisdiction of YPR RRI-cabin is from 4-Rail length of calling-on signal track circuit in rear of Up Home signals at SBC end to 4-Rail Length of Calling-on track in rear of Down inner home signals at YPR bye-pass cabin end. The non-track circuited area taking off from the above mentioned track circuited area is under the control of SM Yard. The Station Master on duty at RRI panel is responsible to ensure that the nominated line/route is clear and free from obstruction up to the adequate distance over his jurisdiction, 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 and take the assistance of PF duty SM for ensuring the clearance of the track at SBC end up to Up starters of Running linesby exchanging PN. 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. Only after ensuring the correct indications for normal and reverse settings, the SM shall permit further movements over the points. ASSURANCE OF STAFF IN THE ASSURANCE REGISTER: - Every train passing staff posted newly at the station or leave reserve staff at the station or regular staff who has resumed his duties after more than 15 days absence must go through Station Working Rules in force and give assurance in the prescribed Assurance Register {SR 5.06 (i)}. CONDITIONS FOR GRANTING LINE CLEAR (GR 8.03): The line shall not be considered clear and line clear shall not be granted by the SM on duty unless :- The whole of the last preceding train has arrived completely within the starter signals of that road. All the relevant signals have been put back to "ON" behind the said train and ensure that the signal lights are burning bright. In the case of blank signals or when the signals are bobbing or flickering, the SM shall depute the competent Railway servant with hand signals and detonators to the concerned home signal and advise the SM in rear to issue Caution Order as per SR 3.68 (i) (c) to the Loco pilot of approaching train to be vigilant and stop at the Home signal. Shunt key shall be in the Block Instrument of the concerned block instrument in case of FM type Block instruments in YPR SBC A & B lines.. Cancellation switch S1 & S2 of concerned Block Instrument shall be in their normal position in case of FM type Block instruments in YPR SBC A & B lines. the line is clear of trains: - Up to the Down Advanced starter No. 57 in case of Up trains from SBC on A line. Up to the Down Advanced starter No. 58 in case of Up trains from SBC on B line. Note: - Slot nos. 15 or 16 or 17 or 18 or 19 to YPR-bye-pass cabin can be given if the track is free up to concerned intermediate Starter signals No. 12 or 13 or 14 in advance of concerned routing Home signals No. 68A or 69A or 70A for trains from BAW, YNK & HEB, as the case may be. However to permit a train to approach YPR-RRI-cabin from YPR By-pass cabin through the concerned slot it should be ensured that the line is clear of trains upto the berthing place on the reception line and free of conflicting moves and points are set & locked to the required line of reception. Cancellation of slot should be done only after advising the SM at the other end under exchange of PN. A PN exchange register should be maintained with details of PN exchanged with time should be entered and signed immediately by the SM on duty. SM at Bye-pass cabin should give line clear to adjacent block station only in consultation with SM on panel duty at YPR RRI cabin. The PF duty SM shall nominate the line of reception for all trains which he is ready to handle by exchanging PN with SM on panel duty at RRI cabin. ANY SPECIAL CONDITIONS TO BE OBSERVED WHILE RECEIVING OR DESPATCHING A TRAIN: Setting of points against blocked line: -This station is provided with centralised RRI control panel. Whenever running line is blocked the safety caps shall be placed on the concerned Exit buttons and signal/slot knobs. Reception of train on blocked line: - Ref: SR 5.09 (ii) Reception of 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 should be mentioned giving reference to the GR & SR: - For a stopping train at YPR junction, the approach signals shall not be taken off earlier than 5 minutes before the probable arrival of the train. For a stopping train at YPR junction, the despatch signals shall not be taken off earlier than 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 at YPR junction, the 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:- (A) The reception signals shall not be taken `OFF' or slot shall not be given unless the line is clear up to the adequate distance as detailed in Para 6.3.(B). (B) Adequate distance required for the reception of a train on various roads/routes are as follows: - Sl No.MOVEMENTADEQUATE DISTANCE.1To receive Up train from A. OR B line on Road-1.up to Track Circuit No. 113 BT when points No. 113 Reverse and 116 Normal. (OR) up to the Sand Hump when point No. 113 Normal.2To receive Up train from A. OR B line on Road-2.up to Track Circuit No. 113 BT when points No. 113 and 116 Normal.3To receive Up train from A. OR B line on Road-3.up to Track Circuit No. 112 BT when points No. 112, 116 and 118 Normal.4To receive Up train from A. OR B line on Road-4.up to Track Circuit No. 112 BT with points No. 112 Reverse and 116 & 118 Normal. (OR) Up to the end of Sand Hump with points No. 112 Normal.5To receive Up train from A. OR B line on Road-5.up to Track Circuit No. 120 BT with points No. 118 Normal and 114 & 120 Reverse. (OR) Up to the dead end with points No. 118, 120, 121 & 122 Normal and 114 Reverse6To receive Up train from A. OR B line on Road-6.up to Track Circuit No. 120 BT with points No. 114, & 118 Normal and 111 & 120 Reverse. (OR) Up to the dead end with points No. 114, 118, 120, 121 & 122 Normal and 111 Reverse.7To receive Up train from A. OR B line on Road-7.up to Track Circuit No. 120 BT with points No. 111, 114, 118 Normal and 110 & 120 Reverse. (OR) Up to the dead end with points No. 111, 114, 118, 120, 121 & 122 Normal and 110 Reverse.8To receive Down train from Bye pass cabin end on Road-1.Up to the Snag dead end with points No. 106 Normal. (OR) up to Track Circuit No. 104 BT when points No. 106 Reverse and 104 Normal.9To receive Down train from Bye-pass cabin end on Road-2.up to Track Circuit No. 104 BT when points No. 106 and 104 Normal.10To receive Down train from Bye-pass cabin end on Road-3.up to Track Circuit No. 103 T when points No. 103 and 104 Normal. (OR) up to Track Circuit No. 104BT when points No. 104 Reverse. Sl No.MOVEMENTADEQUATE DISTANCE.11To receive Down train from Bye-pass cabin end on Road-4.up to Track Circuit No. 103 T when points No. 103 Reverse.12To receive Down train from Bye-pass cabin end on Road-5.up to Track Circuit No. 102 BT when points No. 107, 102 & 105 Reverse . (OR) up to Track Circuit No. 102 AT when points No. 102 Normal & 107 and 105 Reverse13To receive Down train from Bye-pass cabin end on Road-6.up to Track Circuit No. 102 BT when points No. 102 & 105 Reverse and 107 Normal. (OR) up to Track Circuit No. 102 AT when points No. 107 and 102 Normal & 105 Reverse.14To receive Down train from Bye-pass cabin end on Road-7.up to Track Circuit No. 102 BT when points No. 102 Reverse & 105 and 108 Normal. (OR) up to Track Circuit No. 102 AT when points No. 105, 108 & 102 Normal. NOTE:- Calling-on signals are provided below starter signal Nos. 4A, 5A, 6A, 7A, 8A, 9A, 10A, 60A, 61A, 63A, 64A, 65A & 66A under the provision of GR. 3.13 (2) have the approval of CRS/SBC. Item No. 1 to 12 under Para 6.3(B), have the approval of CRS/SBC. Vide GR 3.40 (1) (b). SM on duty however should ensure that there is no obstruction on the line beyond the adequate distance (demarked as above) up to the respective Inner starter signals.(i.e. When the cross over points, not set to sand hump/over run line/ dead end.) Before taking OFF of Up Home signal No. 1A/2A, SM shall ensure that LC No. 2 at Km 4/200-300 is closed & secured against road traffic as detailed in Appendix-A The Adequate distance required for clearing the Calling-on signal below Home or Inner Home is up to the point of obstruction on the route/ up to the concerned Starter / Inner Home (as the case may be) without detecting the points in the overlap of concerned main signal. To clear signals/control slots, SM/YPR RRI cabin has to ensure that the track circuited portion on his jurisdiction over which the train has to pass through is clear and free from obstruction. Concerned points over which the train has to pass through are correctly set, concerned slot with PN for the signal to be cleared is to be obtained from SM/Bye-pass cabin, wherever required. SM/RRI shall ensure that the traffic LC No.2 at km.4/200-300 is closed and secured against road traffic and CL indication is available on the panel before clearing the Up Home signals for A or B lines RESPONSIBILITY OF STATION MASTER FOR RESTORATION OF SIGNALS: - 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:- 6.4.1 RECEPTION OF AN UP TRAIN FROM A LINE ON TO ROAD-1 (WITH CROSSOVER points 113 NORMAL) Reception of a Down train from BAW/YNK/HEB on to Road-5/6/7 with points 102 Normal. (or) Despatch of an Up train to BAW/YNK/HEB from Road-2/3/4/5/6/7. (or) Reception of a Down train from BAW on to Road-5/6/7 with points 102N and despatch of an Up train to YNK/HEB from Road-2. (or) Reception of a Down train from YNK on to Road-5/6/7 with points 102N Despatch of an Up train to Hebbal from Road-2 (With Crossover 124 reverse and 125 Normal). RECEPTION OF AN UP TRAIN FROM B LINE ON TO ROAD-1 (WITH CROSSOVER POINTS 113 NORMAL). Reception of a Down train from BAW/YNK/HEB onto Road-3 / 4 / 5/6 / 7 (or) Despatch of an Up train to BAW/YNK/HEB from Road-2/3/4/5/6/7. (or) Reception of Down train from BAW on to Road-3/4/5/6/7 and Despatch of an Up train to YNK/HEB from Road-2 (With cross over Point No. 124 Reverse and 125 Normal) (or) Reception of a Down train from YNK on to Road-3/4/5/6/7 and Despatch of an up train to HEB from Road-2 (Crossover 124 Reverse and 125 Normal) (or) Reception of an Up train from A line on to Road-3/4/5/6/7 and despatch of an Up train to YNK/HEB from Road-2. (or) Reception of an up train from A line on to Road-4 (with crossover 112 Normal)/ Road-5/6/7 (with crossover 120 Normal) and Despatch of an up train from Road-2/3 to BAW/YNK/HEB. (or) Reception of an up train from A line on to Road-4 (with crossover 112 Normal) / Road-5/6/7 (with crossover 120 Normal) and Despatch of an up train from Road-3 to BAW. Despatch of another up train from Road-2 to YNK/HEB. (or) Reception of an up train from A line on to Road-4 (with crossover points 112 Normal) / Road-5/6/7 (with crossover 120 Normal) Despatch of an up train from Road-3 to YNK and Despatch of another up train from Road-2 to HEB. A down train can be despatched from Road No. 3 or 4 or 5 or 6 or 7 or while receiving a down train on Road No. 6 / 7 another down train can be despatched from Road No. 3 / 4 to SBC via A line. RECEPTION OF AN UP TRAIN FROM A LINE ON TO ROAD-2 (WITH CROSSOVER points 116 NORMAL). a) Reception of a down train from BAW on to Road-5/6/7 with points 102N. (or) b) Despatch of an Up train to BAW from Road-3/4/5/6/7. RECEPTION OF AN UP TRAIN FROM B LINE ONTO ROAD-2 (WITH CROSSOVER points 116 NORMAL). a) Reception of a Down train from BAW on to Road 3/4/5/6/7. (or) b) Despatch of an up train to BAW from Road-3/4/5/6/7. (or) c) Reception of an up train from A line on to Road-3/4/5/6/7. (or) d) Despatch of a Down train via A line from Road-3/4/5/6/7. (or) e) Reception of a Down train from BAW on to Road-5/6/7 with points 102N, Despatch of a Down train via A line from Road-3/4. (or) Reception of an up train from A line on to Road-4 with points 112N, Despatch of an Up train to BAW from Road-3/5/6/7. (or) Reception of an up train from A line on to Road-5/6/7 with points 120N, Despatch of an Up train to BAW from Road-3/4. RECEPTION OF AN UP TRAIN FROM A LINE ON TO ROAD-3 a) Reception of an up train from B line or Down train from YNK/HEB on to Road-1/2. (or) b) Despatch of an Up train to YNK/HEB and / or Down train via B line to SBC from Road-1/2. (or) c) Reception of an up train from B line on to Road-1 with points 113N Despatch of another up train to YNK/HEB from Road-2. (or) d) Reception of a Down train from YNK/HEB on Road-1 with points 106N Despatch of another Down train via B line from Road-2. RECEPTION OF AN UP TRAIN FROM B LINE ON TO ROAD-3. a) Reception of a down train from YNK/HEB on to Road-1 with points 106N (or) Despatch of an up train to YNK/HEB from Road-1/2. (or) Reception of Up train from A line to Road-4 with point No. 112 N or to Road-5/6/7 with point No. 120 N. (or) Despatch of a down train from Road No. 4 /5/ 6 / 7 Via A line. 6.4.7 RECEPTION OF AN UP TRAIN FROM A LINE ON TO ROAD-4 (CROSSOVER POINTS No. 112 NORMAL). a) Reception of a down train from BAW/YNK/HEB on to Road- 1 / 2 / 3 /5/ 6 / 7 or an up train from B line onto Road-1/2/3. (Up & Down train on Road-3 with 104 Reverse only) (or) b) Despatch of an up train to BAW/YNK/HEB from Road-1/2/3/5/6/7 and a down train via B line from Road-1/2/3. (or) c) Reception of an up train from B line on to Road-1 with points 113N Despatch of an another up train from Road-2/3/5/6/7 to BAW/YNK/HEB. (or) d) Reception of an up train from B line on to Road-1 with points 113N Despatch of another up train to BAW from Road-3 / 5/6 / 7 and despatch of another up train to YNK/HEB from Road-2. (or) e) Reception of an Up train from B line on to Road-1 with points 113N Despatch of an up train to YNK from Road-3 / 5/6 / 7 and Despatch of another up train to Hebbal from Road-2. (or) Reception of a down train from YNK/HEB on to Road-1 with points 106N. and Despatch of a down train from Road-2 via B line and Despatch of an up train to BAW from Road-3/5/6/7. (or) Despatch of a down train via B line from Road-1. Despatch of an up train to YNK/HEB from Road-2. Despatch of another up train to BAW from Road-3/5/6/7. (or) Reception of a Down train to Road-3 from BAW with Point No. 104 Reverse and Despatch of an Up train from Road- 1 / 2 to YNK/HEB. RECEPTION OF AN UP TRAIN FROM B LINE ON TO ROAD-4 (CROSSOVER POINTS No. 112 NORMAL). Reception of a down train from BAW/YNK/HEB on to Road-1 with Point 106 N (or) Reception of a Down train from BAW/YNK/HEB on to Road-5/6 / 7 with points 102 N. (or) Despatch of an up train to BAW/YNK/HEB from Road-1/2/3/5/6/7 (or) Reception of a down train from YNK/HEB on to Road-1 with Point 106 N, despatch of an up train to BAW from Road-3/5/6/7. (or) Despatch of an Up train to BAW from Road 3/5/6/7, despatch of another Up train to YNK/HEB from Road-1/2. (or) Reception of a down train from HEB on to Road-1 with Point 106 N, despatch of an up train to BAW/YNK from Road-3/5/6/7. (or) Despatch of an up train to BAW/YNK from Road-3/5/6/7 despatch, of another Up train to HEB from Road-1/2. (or) Reception of a down train from BAW on to Road-5/6/7 with point 102N and Reception of a down train from YNK/HEB on to Road-1 with point 106N (or) Despatch of an up train to YNK/HEB from Road-1/2 6.4.9 RECEPTION OF AN UP TRAIN FROM A LINE ON TO ROAD-5/6 / 7 (WITH OVER LAP SET TO DEAD END LINE i.e 122 N). Reception of a down train from BAW/YNK/HEB onto Road-1/2/3 (Road-3 with point 104R) or an up train from B line onto Road-1/2/3. (or) Despatch of an Up train to BAW/YNK/HEB from Road-1/2/3/4 or despatch of a Down train via B line from Road-1/2/3. (or) Reception of an up train from B line on to Road-1 with points 113N and Despatch of an Up train from Road-2/3/4 to BAW/YNK/HEB. (or) Reception of an up train from B line on to Road-1 with points 113N and Despatch of an Up train to BAW from Road-3/4, despatch of another Up train to YNK/HEB from Road-2. (or) Reception of an Up train from B line on to Road-1 with points 113N and Despatch of an Up train to BAW/YNK/HEB from Road-2/3/4 or {Despatch of an Up train to BAW/YNK from Road-3/4 and despatch of Up train to Hebbal from Road-2}. (or) Reception of a down train from YNK/HEB on to Road-1 with points 106 N and Despatch of a down train from Road-2/3 via B line and Despatch of an up train to BAW from Road-3/4. (or) Despatch of a down train via B line from Road-1/2/3 and Despatch of an up train to YNK/HEB from Road-1/2 and Despatch of Up train to BAW from Road-3/4. (or) Despatch of a down train via B line from Road-1/2/3 and Despatch of an up train to HEB from Road-1/2 and Despatch of Up train to BAW/YNK from Road-3/4. (or) Reception of an up train from B line on to Road-3 and Reception of a down train from YNK/HEB on to Road-1 with points 106 N. 6.4.10 RECEPTION OF AN UP TRAIN FROM B LINE ON TO ROAD-5/ 6 / 7 (WITH OVER LAP SET TO DEAD END LINE i.e 122 Normal). Reception of a down train from BAW/YNK/HEB on to Road-1 with Point 106 N (or) Despatch of an Up train to BAW/YNK/HEB from Road-1/2/3/4 (or) Reception of a down train from YNK/HEB on to Road-1 with Point 106 N and despatch of an up train to BAW from Road-3/4. (or) Despatch of an Up train to BAW from Road 3 / 4, despatch of another Up train to YNK/HEB from Road-1/2. (or) Reception of a down train from HEB on to Road-1 with Point 106 N, despatch of an up train to BAW/YNK from Road-3/4. (or) Despatch of an up train to BAW/YNK from Road-3 / 4 despatch, of another Up train to HEB from Road-1/2. 6.4.11 RECEPTION OF A DOWN TRAIN FROM BAW ON ROAD-1. ( WITH POINT 106 N). Despatch of a down train via A/B line from Road-2/3/4/5/6/7 (or) Despatch of a down train via B line from Road-2/3 and Despatch of a down train via A line from Road-4/5/6/7. RECEPTION OF A DOWN TRAIN FROM BAW ON ROAD-2. Despatch of a down train via A line from Road-3/4/5/6/7. RECEPTION OF A DOWN TRAIN FROM BAW ON TO ROAD-3 (CROSSOVER POINTS No. 104 REVERSE.) Despatch of a down train via A line from Road-4/5/6/7 Reception of down train from YNK/HEB onto Road-1 with point 106 N. (or) Despatch of a down train via A line from Road-4/5/6/7 and despatch of an up train to YNK/HEB from Road-1/2. 6.4.14 RECEPTION OF A DOWN TRAIN FROM BAW ON TO ROAD-4. Reception of a Down train from YNK/HEB to Road-1/2 (or) Reception of a Down train from YNK/HEB to Road-1 with 106 N and Despatch of a down train via B line from Road-2/3. Despatch of a down train via B line from Road-1/2/3 and Despatch of an Up train to YNK/HEB from Road-1/2. RECEPTION OF A DOWN TRAIN FROM BAW TO ROAD-5/6/ 7 (WITH CROSS OVER POINTS No. 102 NORMAL.). Reception of a Down train from YNK/HEB to Road-1 / 2 and Despatch of a down train via A line from Road-3 / 4. Reception of an Down train from YNK/HEB to Road-1 with 106 N and Despatch of a down train via A / B line from Road-2/3/4 or {Despatch of a down train via A line from Road-3/4 and Despatch of a down train via B line from Road-2}. RECEPTION OF A DOWN TRAIN FROM YNK/HEB ON TO ROAD-1 WITH POINT NO. 106 NORMAL. Reception of a down train from BAW to Road-3/4/5/6/7. (or) Reception of a down train from BAW to Road-5/6 /7 with point No. 102 Normal and despatch of Down train to SBC via A / B line from Road-2 / 3 / 4.. (or) Reception of a down train from BAW to Road-3 with point No. 104 Reverse and despatch of Down train to SBC via A line from Road- 4 /5/ 6 / 7. (or) Reception of a down train from BAW to Road-3 / 4 (with point No. 104 Normal for Road-3 ) and despatch of a Down train to SBC via B line from Road- 2. (or) Despatch of a down train via A line from Road-4/5/6/7 and Despatch of a Down train to SBC via B line from Road-2 / 3. (or) Despatch of a down train via A / B line from Road-2/3/4/5/6/7 and Despatch of an Up train to BAW from Road-3 / 4 /5/ 6 / 7. RECEPTION OF A DOWN TRAIN FROM YNK/HEB ON TO ROAD-2. Reception of a down train from BAW to Road-3/4/5/6/7. (or) Reception of a down train from BAW to Road-5/6 / 7 with point No. 102 Normal and despatch of Down train to SBC via A line from Road-3 / 4.. (or) Despatch of a down train via A line from Road-3/4/5/6/7 and Despatch of an Up train to BAW from Road-3 / 4 /5/6 / 7. 6.4.18 RECEPTION OF A DOWN TRAIN FROM YNK ON TO ROAD-3 WITH POINT No. 104 NORMAL. a) Reception of a down train from HEB to Road-1 / 2. (or) b) Reception of a down train from HEB to Road-1 with point No. 106 Normal and despatch of Down train to SBC via B line from Road-2. (or) c) Despatch of a down train via B line from Road 1 / 2 and Despatch of an Up train to HEB from Road 1 / 2. 6.4.19 RECEPTION OF A DOWN TRAIN FROM YNK ON TO ROAD-3 WITH POINT No. 104 REVERSE: Reception of a Down train from HEB on to Road-1 with point 106 N and despatch of a Down train to SBC via A line from Road-4 /5/ 6 / 7. (or) Despatch of an Up train to HEB from Road-1 / 2 and Despatch of a down train via A line from Road-4 /5/ 6 / 7. RECEPTION OF A DOWN TRAIN FROM YNK ON TO ROAD-4. Reception of a Down train from HEB on to Road-1 / 2. (or) Reception of a Down train from HEB on to Road-1 with point No. 106 N and despatch of a Down train to SBC via B line from Road-2 / 3 ( with point No. 104 R for Road-3). (or) Despatch of a Down train to SBC via B line from Road-1 / 2 / 3 (with point No. 104 R for Road-3) and despatch of an Up train to HEB from Road-1 / 2. 6.4.21 RECEPTION OF A DOWN TRAIN FROM YNK ON TO ROAD-5/6 / 7 WITH POINT No. 102 NORMAL. Reception of a Down train from HEB on to Road-1 / 2. (or) Reception of a Down train from HEB on to Road-1 with point No. 106 N and despatch of a Down train to SBC via A / B line from Road-2 / 3 / 4. (or) Despatch of a Down train to SBC via A / B line from Road-1 / 2 / 3 / 4 and despatch of an Up train to HEB from Road-1 / 2. (or) Despatch of a Down train to SBC via A line from Road-3 / 4 and Despatch of a Down train to SBC via B line from Road-1 / 2. (or) Despatch of a Down train to SBC via A line from Road- 4 and Despatch of a Down train to SBC via B line from Road-1 / 2 / 3. 6.4.22 RECEPTION OF A DOWN TRAIN FROM HEB ON TO ROAD-3 WITH POINT No. 104 NORMAL. a) Despatch of a Down train to SBC via B line from Road-1 / 2. 6.4.23 RECEPTION OF A DOWN TRAIN FROM HEB ON TO ROAD-3 WITH POINT No. 104 REVERSE. Despatch of a Down train to SBC via A line from Road-4 /5/ 6 / 7. RECEPTION OF A DOWN TRAIN FROM HEB ON TO ROAD-4. Despatch of a Down train to SBC via B line from Road-1 / 2 / 3 (Road-3 with Point No. 104 Reverse.). RECEPTION OF A DOWN TRAIN FROM HEB ON TO ROAD-5/6/7 WITH POINT No. 102 NORMAL. Despatch of a Down train to SBC via A / B line from Road-1 / 2 / 3 / 4. (OR) Despatch of a Down train to SBC via A line from Road-3 / 4 and Despatch of a Down train to SBC via B line from Road-1 / 2. (OR) Despatch of a Down train to SBC via A line from Road- 4 and Despatch of a Down train to SBC via B line from Road-1 / 2 / 3 (with Point No. 104 Reverse) COMPLETE ARRIVAL OF TRAINS:- TK end The Cabin Station Master on duty shall ascertain the complete arrival of Down train at this station by observing the Tail Board by day and Tail Lamp by night affixed in rear of rear most vehicle. If he observes that the train has passed the station without Tail board or Tail lamp as the case may be, he should not close the block section till such time complete arrival has been ensured. SM should not give line clear or despatch any train unless complete arrival has been ensured by him personally or through by way of exchanging PN with SM on PF duty. SBC end The PF duty Station Master shall ascertain the complete arrival of Up train at this station by observing the Tail Board by day and Tail Lamp by night affixed in rear of rear most vehicle and give a PN to Cabin SM on duty. If he observes that the train has passed the station without Tail board or tail lamp as the case may be, he should not give his PN to Cabin SM on duty. In case of A / B line, trains running in the opposite direction shall also to be stopped and issued with caution order to the Loco Pilot and guard of the train to proceed cautiously and stop short of any obstruction. The guard of the Up stopping train is responsible for indicating the complete arrival of the train to the PF duty SM by waving his arm four times overhead from side to side by day and by waving a White light in a similar manner by night. This shall be acknowledged by the SM on duty in the same manner (SR. 14.10) (ii). 6.5.3 If the on duty SM/CSM is not able to verify the complete arrival of the train, 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. If the on duty SM/CSM is unable to ascertain the complete arrival of the stopping train as mentioned above, he shall obtain the signature of the guard in the Train intact Arrival Register (T/1410) maintained for this purpose as an assurance that the train has arrived complete and berthed within the starters, then only CSM has to clear the block section. If there is no guard, the PF duty SM / CSM shall personally ensure complete arrival of the train and clearance of track.(Ref: SR. 4.25 (iii) (8) ) The clear standing length (CSL) of the Road-3 is less than 686 metres, so no goods trains with full length shall be permitted to be stopped on this road except with the special advice of the section controller. DESPATCH OF TRAINS :- When everything is ready with a down train to be despatched towards SBC, SM/YPR RRI cabin shall call the attention of the Station Master/SBC EI cabin and give the train number, A or B line and description of the train etc., and obtain his willingness confirmed with private number. He shall then obtain line clear by operating the concerned (FM) block instrument to TGT position and ensure that before despatching a Down train to SBC the SM shall inform the gateman of LC No. 2 at Km 4/200-300 to close the gate duly turning gate control knob G as detailed in Appendix-A. When everything is ready with an Up train to be despatched towards BAW/YNK/HEB, SM/YPR RRI cabin shall call the attention of the Station Master/YPR Bye-pass cabin and give the train number and description of the train etc., and obtain his readiness confirmed by a private number and release of concerned slot on signal No. 12 or 13 or 14 as the case may be. In the case of Up trains towards BAW, YNK & HEB, the intermediate starters of RRI cabin authorises the loco pilot to take his train up to the starter signals of YPR bye pass cabin and thereafter he will be guided by those signals. The OFF aspect of concerned Advanced Starter Signal is the normal authority for loco pilot to enter the block section in advance, with his train. TRAINS RUNNING THROUGH:- The trains may be run through at this station either on Road-3 or 2 as detailed in Appendix B (Table of Movements). Train carrying ISMD loads shall normally be dealt on Road-2 or Road-3 (Main line as the case may be) WORKING IN CASE OF FAILURES: - FAILURE OF TRACK-CIRCUITS, POINTS/SIGNALS During the failure of track-circuiting arrangements, or signals, or points from the control panel, the on duty SM, shall personally ensure that the line on which the movement is to be carried out is clear and free from obstruction and that all the efforts have been taken in accordance with the provisions contained in GR/SR 3.68 to 3.7O. If a point fails to set properly and if the point cannot be set from the panel, the SM on duty must personally operate the points to the required position by means of the point crank handle as detailed in B.4. The SM can operate the signal knobs for the reception and despatch of the train, after duly replacing the crank handle in the electrical key instrument. If the signal fails to respond properly, the SM must arrange to receive the train in accordance with the provisions contained in GR. 3.68 to 3.7O and the SRs 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 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 point repeat indication on the panel the following action has to be taken by the SM on duty: 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 Pointsman/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. All cases of such failures must be reported immediately to the TECH.ES/JE/SSE/Sig of the section for immediate rectification duly issuing a message. FAILURE OF HOME/ ROUTING HOME / INNER HOME SIGNAL During the failure of Home / Routing Home / Inner 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). Before receiving train on Form T/369-(3b) the SM shall ensure correct setting of relevant points, clamp and padlocking of all the points over which the train will be received and depute the competent railway servant with form T/369-(3b) to be delivered at the foot of the concerned Stop signal and authorise the Loco Pilot to pass the home signal at ON. Whenever the trains are being received through SPT or on Form T/369-(3b) due to failure of home signal concerned, 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. STARTER SIGNAL: During failure of Starter Signal, the train can be started by taking off calling-on signal provided below concerned starter signal. NOTE:- SM should not initiate/Take off the calling-on signal provided below the starter signal, Unless: (i) He has obtained line clear from SM/SBC EI cabin for despatching the down train. (ii) He has obtained concerned slot with PN from SM/bye-pass cabin for despatching an Up train. 6.8.4 FAILURE OF INTERMEDIATE STARTER: During failure of intermediate starter No.12 / 13 / 14 the points protected by these signals shall be set, clamped and padlocked as required, by the SM/Bye pass cabin and a PN is to be given to SM/RRI cabin. SM/RRI cabin shall issue Form T/369-(3b) mentioning therein the PN received and authorising the Loco Pilot to pass the signal at `ON`. ADVANCED STARTER SIGNAL (LSS): During failure of Down Advanced Starter signal, even though the line clear has been obtained on the block instrument, trains shall be despatched duly issuing the form T/369-(3b) duly entering the PN obtained from station in advance for the Line Clear. FAILURE OF SHUNT SIGNAL: During failure of shunt signal the shunt movement shall be carried out duly issuing T.370 to the Loco Pilot and showing proceed hand signal at the foot of the failed signal duly ensuring correct setting, clamping and padlocking of all the points on the route. FAILURE OF SHUNTING PERMITTED INDICATOR: - Point No. 121 should be kept in Normal position and clamped and padlocked. SM/RRI cabin should issue T.370 to pass the SPI at ON. Shunting Master will ensure correct setting of locally worked points and PHS at the foot of SPI. FAILURE OF BLOCK INSTRUMENT: - During Block Instrument failure / suspension, the train shall be started duly issuing appropriate Line Clear Ticket. Note: - Independent LCT book duly stamped should be kept for each Block Instrument. SLOT FAILURE: - During the failure of slot indication the concerned Station Master shall clear signal after ascertaining proper release of slot. If the signal assumes OFF aspect the train movements may be dealt on signals, since the slot failure may be due to fusing of bulb. If the signal does not assume OFF aspect, the corresponding signal/points shall be treated as failed and movements dealt accordingly. {GR 3.68 - 3.70}. The points if any on the route up to the next stop signal in advance in the area from which such given slot has failed should also be clamped and padlocked. As an assurance to this effect a PN should also be given to the Station Master from where the train is expected Note: - All cases of such failures must be reported immediately to the TECH.ES/JE/SSE/Sig of the section for immediate rectification duly issuing a message. PROVISIONS FOR WORKING OF TROLLEY/MOTOR TROLLEYS/MATERIAL LORRIES: Un-insulated trolley/lorry etc. should not be permitted on the track circuited lines. Whenever a insulated trolley/lorry etc, 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. The official-in-charge of Trolley/Lorry etc. shall advise the Station Master on duty in writing before placing the vehicle on line and immediately after clearing it from the line. Block working shall be suspended and LCT shall be issued as an authority 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. 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 should be used without fail, whenever the trolley/lorry are allowed to enter the Block Section. (3) Before permitting a trolley/lorry the SM on duty shall obtain a certificate on the trolley/lorry notice itself from the official-in-charge to the effect that the trolley/lorry is insulated. BLOCKING OF LINES:- Stabling of wagons/Vehicles/Trains on the main line without a live engine being attached is strictly prohibited at this station. Whenever 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. Whenever a running line is blocked/obstructed Line Blocked safety caps should be placed on the relevant route buttons, when a line is blocked / obstructed as mentioned below to serve as a reminder to the SM on duty. Immediately when the line is clear again, the caps should be removed from route buttons and kept safe. Road-1A, A1.Road-2BRoad-3C, C1Road-4G, G1Road-5D, D1Road-6E, E1Road-7F, F1 The Station Master on duty shall see that train/vehicles standing at the Station are properly secured so as to prevent them from gaining momentum. Vehicles/Wagons should be coupled together and brakes applied. The vehicles should be kept well within the starters. Safety chains should be used to secure the vehicle/ wagons. Before uncoupling one or more wagons/vehicles fitted with roller bearing to be stabled on a running line, all the hand brakes should be applied. Skids should also be used to prevent such units 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. Whenever a running line is blocked / obstructed by any vehicles 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. Before detaching the engine from a train carrying the passengers, the hand brake in the guards brake van in rear and the in addition brake van, if any, on the formation shall be securely screwed down. Hand brake, if any, provided on any of the coaching vehicles, like inspection carriage shall also be applied. The wooden wedges/skids shall be placed under the farther most wheels of the formation and safety chains are also used to secure the vehicles. The guard, after satisfying himself the train is braked as required, then shall show green hand signal to the Loco Pilot and only on seeing the guards signal the Loco Pilot shall 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. i) Whenever wagons/vehicles/trains are stabled on Road-1 / 4 / 5 / 6 / 7 it should be secured as follows: ii) If the train engine is to be detached, the guard of the train shall ensure that the van brake and the hand brake of at least six vehicles next to brake van are put on. The Loco Pilot shall ensure that the hand brakes of at least 6 (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 east 6(six) more vehicles are put on before detaching the brake van. In addition they shall also be secured with safety chain 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 has been attached to the formation. iii) The guard after satisfying himself that the train is secured as required, show green hand signal to the Loco Pilot, Only on seeing the guards signal the Loco Pilot may detach the engine or permit the engine to be detached from the train. The train must remain so braked until the engine is attached to the train again. iv) If the number of vehicles is less than six, all the hand brakes should be applied. 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 or clear. If Obstructed the details of obstruction, which the Station Master .taking over shall note attest the entry. The relevant instructions contained in SR 5.01, GRs 5.19 and 5.23 and SRs there under should be strictly adhered to by all staff concerned. The Sand hump/Overrun line should not be obstructed for any purpose, when it has become obstructed it shall cease to be a substitute for the adequate distance. Whenever vehicles are stabled in the pit line, stabling line, spare coach line, pilgrim siding, VPU siding, Track machine siding or sick lines siding, SM should ensure that motor operated points are set against occupied line / siding and also locally worked points are set against the occupied siding. The vehicles berthed in the above-mentioned lines should be berthed within the fouling mark and secured with hand brakes if any, skids and safety chains. Safety Caps: - To ensure safety in working Safety Caps are provided under the custody of duty Station Master, which shall be fixed on signal/point/Siding knobs/Route buttons, when the line/Route governed by them is occupied or otherwise obstructed. [(Refer S.R. 5.19 (iii) (a) (b) and (c) for different type of safety caps and their use)]. SHUNTING: - 8.1 For shunt movement at this station, the duty SM shall give due consideration to the train services in this section and carry out shunt movements by taking off Shunt signals and on hand signals. The Station Master shall see that the shunting of trains or vehicles is carried out only at such time and in such a manner, which will not involve danger. All shunting operations involving full trains and stabling of materials/departmental trains shall be supervised by the Guard of the train all other shunting operation shall be supervised by the Shunting Master as per the instructions of the Station Master on PF duty. In the absence of the Shunting Master, Guard shall supervise shunting and in the absence of both, PF duty SM will supervise shunting. During shunting the LC gates in the route of shunt movement shall be closed and locked against the road traffic. NOTE: - CRS/SC/SBC requirement The trains should not be drawn up to the last stop signal & held in steep gradient (steeper than 1 in 400) 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 live locomotive is attached at the lower end of the load from the point of view of gradient. Shunting in the face of an approaching train: -Shunting in the face of an approaching train is strictly prohibited at this station. 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: - Shunting on Up/Down line between starters and Advanced Starter shall be carried out, by taking off the concerned Shunt signal. Refer SR 8.15(i) for details. Shunting beyond Advanced starter shall be carried out on "Block-Back" procedure. Refer SR 8.15(i) for details. Shunting on Double line: - N/A PROCEDURE FOR SHUNTING DURING FAILURE OF SHUNT KEY: - When the shunt key cannot be extracted and shunting has to be performed necessarily, SM/RRI shall advise the SM at the other end of the Block section to extract the Shunt Key and keep it in his personal custody and obtain a PN for the same from him. T/806 along with an endorsement Shunt Key could not be extracted with the PN obtained from the SM at the other end of the Block section to be handed over to the Loco Pilot as the authority to perform shunting during this period. SHUNTING DURING SUSPENSION OF BLOCK INSTRUMENT: - When shunting has to be performed at that end of the block section over which block instrument working has been suspended, the SM/RRI shall issue to the Loco Pilot, T/806 with an endorsement mentioning the suspension of the Block Instrument with the PN obtained from the SM at the other end of the Block section. Shunting in the siding: - SHUNTING AT DEAD END SIDINGS & SHUNTING NECK: Sick lines, Pit/Stabling/Spare coach spur lines and Sleeper factory siding are provided at BAW end of the yard and take off from Road-7. They are isolated from running lines by Crossover points No. 121 and 122.. These isolations are proved in concerned Reception/Despatch signals. A pilgrim siding takes off from Road-7 at SBC end of the yard and it is isolated from running line by crossover points No. 108.VPU siding is the extended portion of Pilgrim siding towards SBC end. To and fro shunt movement of these sidings are controlled by shunt signals. For shunting on to the dead end PSC sleeper siding, the SM on duty should depute Shunting Master with clear instructions regarding shunting. Then the Shunting Master will proceed to the PSC sleeper siding and inform the SM on duty regarding his readiness for shunting. Then the SM will clear the concerned shunt signal when it is safe and essential. (Refer: Table of movement also) After shunting in the siding, if the train or engine is ready to be taken into station, Shunting Master will inform the same to SM on duty. If SM is ready to take the train / engine he will clear the shunt signals. (Refer: Table of movement & Appendix C also). For shunting on to the dead end Coaching yard / Sick line siding, the SM on duty should depute Shunting Master with clear instructions regarding shunting. Then the Shunting Master will proceed to the concerned siding and inform the SM on duty regarding his readiness for shunting. Then the SM will clear the concerned shunt signal when it is safe and essential. (Refer: Table of movement also). When there is a shunting utilising shunting neck, Shunting Master should request for SPI from CSM/YPR. When control over SPI is given through Knob No. 130 from panel, the points No. 121 goes to Normal (set, locked & detected). After shunting in the siding, if the train or engine is ready to be taken into station, Shunting Master will inform the same to SM on duty duly restoring the SPI to normal. If SM is ready to take the train / engine he will clear the shunt signals after normalising the SPI Knob. (Refer: Table of movement & Appendix C also). Shunting Permitted Indicators (SPI) are provided near the points which isolate Shunting neck/Spur/Pit lines and shunting neck from running lines. Shunting Permitted Indicators are controlled by knob No. 130 from the RRI Control Panel. When the Knob No.130 is reversed, the electric lock on the ground lever near SPI gets released and a FREE indication appears near it. Now the lever can be reversed to operate the Shunting Permitted Indicators. When this lever is reversed, a yellow cross light indication appears on the SPI and its indication is repeated on the panel. Shunting Permitted Indicators are not stop signals and must always be supplemented by proceed hand signals for permitting movements past them. After the work is over, the lever should be normalised. Then the yellow cross light indication vanishes from the SPI and on the Panel. The person in-charge of shunting shall advise the CSM-in-charge that the lever is normalised. On receipt of this advice and on observing that the shunting permitted indication (yellow cross light) has vanished, the CSM shall put back the Knob No.130 to Normal position. When this is done the single lever gets electrically locked up and the FREE indication gets extinguished and normal indication appear on the panel. All the locally worked points should be properly set for the required route and secured with cotter and bolt during shunting operation. Normally the shunt movement towards PSC sleeper siding, sick line siding/pilgrim/VPU/Track Machine siding and coaching yard should be done with engine pushing only. Shunting in the track machine siding shall be done only under exchange of PN with SM/RRI. The supervisor at TMS shall ensure the correct setting and locking of locally operating points before authorising the movement to SM/RRI. Movement to and fro from the siding is controlled by shunt signals. All the vehicles should be stabled within the fouling point to avoid side collision during shunting. 9.0 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: - When 4th to 7th type communication is used Identification sheets should be used, if not speed restriction comes into force. When line clear has been obtained for a train through 4th to 7th type communication duly using Identification Numbers, issue of caution order shall be dispensed with. Endorsement to the effect that line clear has been obtained using Identification Numbers shall be made on LCT in the manner prescribed S. R. 4. 09 (i) (11). If Identification Number sheets are not used, then the private numbers given for line clear for the preceding three trains in that direction shall be cross checked and tallied and the issuing of Caution Orders shall be dispensed with. 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 on single line 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. Procedure for emergency operation of points by crank handle: - Fifteen crank handles for fifteen group of points duly welded with key are provided in the individual Electrical Key Instrument near the point location for operating the motor worked points during failure.(Refer Para B.4 for details). If a point does not obey the knob operation from the panel, the Station Master on duty shall depute a competent Railway Servant to that point with the concerned crank handle box key and point machine lid key. The competent Railway Servant, after reaching the point, check the point and ensure that there is no obstruction, or remove the obstruction if any, and inform the SM on duty on phone accordingly. After the removal of the obstruction, if the point is set to the required position through point knob but the point indication does not appear and/or the signal also could not be cleared, the SM on duty shall proceed to the point with relevant clamp keys and T/369-3(b), clamp and padlock the point and arrange to receive the train with a written authority. iii. Even after removing the obstruction, if the point does not obey the knob operation from the panel, the SM on duty shall call the Competent Railway Servant on phone and press the concerned crank handle push button on the panel, which will cause appearance of `FREE' indication near the EKT in the location box. The Competent Railway Servant, after observing the free indication, shall press the push switch and extract the crank handle from the EKT by turning it in the anti-clockwise direction and crank the point fully as instructed by the SM on duty. After cranking the point fully, he shall restore back the crank handle into the concerned EKT after clamping & padlocking the point and advice the SM accordingly. After getting this information the SM shall clear the signal duly ensuring the availability of the crank handle `FREE' indication on the Panel. If the signal gets cleared he can deal trains on signals. If not, the SM on duty shall proceed to the point with the relevant clamp keys & 369 (3 b) and ensure that the points are set & clamped to the required route, padlock the clamps and arrange to pilot the train with written authority. iv. Before returning to the station, the SM or the Competent Railway Servant shall ensure that the crank handle box is secured with padlock. Certification of clearance of track before calling-on signal operation is initiated: - The Calling-on signals below Home signals/Starter 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 route and SM should physically ensure that the required route is clear & free from obstruction before clearing the Calling-on signal below a Home Signal. Reporting failure of points, Track circuit/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/SSE/Sig) responsible for attending to the failure and only after receipt of the written memo from the signalling Maintenance Staff (TECH.ES/JE/SSE/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 INTERRUPTION OF COMMUNICATION: - In the event of Total interruption of communication occurring between YPR SBC stations i.e. when line clear cannot be obtained by any 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 clearly advise the Loco pilot and guard of the train the fact that the communications have failed. The train has to work with an authority on Form T/C 602. The twin single line sections between YPR-SBC shall be treated as double line and the following instructions shall be followed for running of trains during the period of total interruption treating SBC-YPR`A`line as Up line and YPR-SBC`B`line as Down line. Trains may be allowed to enter the block sections one after the other but with a clear interval of not less than 30 minutes between the two successive trains. Fixed signals except the advanced starter may be taken off for despatch of trains. The home signal shall be taken off only after the train has been brought to a stop outside home signal. The Station Master on duty shall recover the Form T/C 602 from the Loco pilot of incoming trains and keep them safe for handing over it to the Traffic Inspector. Trains will continue to work in this manner till any one of the means of communication is restored to normal working by the competent authority. The Station Masters on duty at both the end of the block section shall exchange messages on Form T/I 602 with private numbers to satisfy themselves that all the trains, engines etc., dispatched into the concerned section from both the ends have cleared the section at any one end completely before granting/obtaining line clear for trains through the restored means of communication. Detailed instructions contained in SR. 6.O2 (iii) shall be strictly adhered to for working trains during total interruption of communications. 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 with during the failures. NOTE: - DURING TOTAL INTERRUPTION OF COMMUNICATION BETWEEN RRI CABIN & BYE-PASS CABIN. Line admission / despatch book should be introduced. Trains shall be piloted over their respective jurisdictions. DESPATCH OF TRAINS UNDER AUTHORITY TO PROCEED WITHOUT LINE CLEAR TO ASSIST THE CRIPPLED TRAIN SR. 6.02 (i) 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.] VISIBILITY TEST OBJECT: Any aspect of Up intermediate Starter signals during day and night shall constitute the visibility test object for Up and Down directions respectively at this station. If the SM/RRI, finds it difficult or impossible to see the aspects of the one or more signals concerned, he shall not give line clear until he has complied with Rule 3.61 and has also advised, by telephone, the SM of the station in rear, of the conditions prevailing and has instructed him to issue Caution Order to Loco Pilots of all trains to stop at First Stop Signal & observe its aspect and then proceed at a restricted speed of 10 Kmph if favourable and has received his acknowledgement. ESSENTIAL EQUIPMENTS AT THE STATION:- The Station Master shall ensure that the prescribed number of the essential equipments listed in Appendix E are made available exclusively for train passing duties. 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. FOG SIGNALMEN NOMINATED TO BE CALLED IN CASE OF FOG. i. In foggy or tempestuous weather or in dust storm when V.T.O cannot be seen from the SMs office, the SM shall send trained men to act as fog signalmen. The names (and declarations that they know the fog signalling duties) of two numbers 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 and addresses 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 A Working Of Level Crossing Gates. Appendix B System of Signalling and interlocking and communication arrangements at the station. Appendix C Anti collision device (Raksha Kavach). Appendix D Duties of train passing staff and staff in each shift. Appendix E Essential Equipments provided at the Station. Appendix F Rules for working D class stations, Halts, IBH, IBS and Outlying sidings. Appendix G Rules for working of trains in electrified sections. APPENDIX - `A' WORKING OF LEVEL CROSSING (Reference Para 2.6 of SWR) TRAFFIC LEVEL CROSSING GATE No. 2 AT KM. 4/200 300 BETWEEN YESVANTPUR AND BANGALORE CITY JN: DESCRIPTION OF THE LEVEL CROSSING GATE No. 2 AT Km. 4/200-3001Number of the level crossing gate2 Spl class21Angle of road crossing90 degrees2DepartmentTraffic22Road gradient(if any)3Controlling officialSMR/YPR 23(i)North/East sideF 1 in 304Location at Km.4/200 300 (ii)South/West sideLevel5Controlling stationYPRRoad alignment (straight/curve)6In between stationsYPR SBC  24(i)North/East sideCurve7BG/MG/NGBG(ii)South/West sideStraight8Single line/Double lineTwin Single lineProvision of height gaugesProvided9Normal positionOpen to road traffic25Type of barriersLifting barriers10Interlocked / Non-interlockedInterlocked26Length of check rails12 m11Means of interlockingLifting barriers27Road surface in between the barriersCC slabs12Provision of gate signalsInterlocked with station signals28Length of rumble strips/speed breakers10 m(i) Up direction-29Road signsAvailable(ii) Down direction-30Speed breaker indication boardsAvailable13Signalling arrangementsMACLS31TVU with date66080 as on Feb.200914Means of communicationMagneto telephone32Census next due onFeb.201215Width of the level crossing gate10 m33Demarcation for placement of detonatorsAvailable16Type of Road (NH/SH/others)Others34No. of gatemen workingTwo one in each shift. (EI roster)17Name of RoadMWM YPR 35Nearest Railway Medical assistanceYesvantpur18Metalled/Non-metalledMetalled36Nearest private medical assistance availableYesvantpur19Approach roadMetalled37List of equipment available. Yes/NoYes20Width of the road10 m A.1.1 This is an interlocked SPL class Traffic level crossing provided with Lifting Barriers and situated in between Up Home signals and Down Advanced starters cutting across the twin single lines between SBC YPR stations in Yesvantpur yard. The normal position of the gate is kept open for road traffic. The LC is manned round the clock by gatemen in twelve hour shifts as per the roster issued by DPO/SBC and it is under the control of SMR/YPR. Replaced Page No.29 A.1.2 The lifting barriers are operated from a winch located near the level crossing. A single lever ground frame is provided to lock the booms in the lowered position. The single lever frame has two keyholes, one for the winch key and the other for the boom locking key. The single lever can be operated from normal to reverse or vice versa only when both the keys are available in the lever frame. An RKT is provided in the gate lodge to control the opening/closing of the gate. A white light indicator is provided near the RKT. This white light indicator will light up when the gate is free to be opened. The white light indication appears only when the gate control knob G is in its normal position at the SMs panel and the concerned controlling track is clear and free from obstruction and no signalled movement is given across the gate. A push button is provided near the RKT for extracting the Boom locking key when the white light indication is available. A.1.3 During day time when barriers are in lowered position across the road traffic, a red disc with legend STOP on the boom of the barrier and the aprons suspended from it shall warn the road traffic to stop. At night, the gate lamp will show red light to road traffic when the barriers are in lowered position. While the boom is being lowered for closing the gate against the road traffic a gong will sound warning to the road users that the level crossing is being closed. After closure of the gate the sounding of gong will stop. A.1.4 When the barriers remain in the raised position, the level crossing is open to road traffic. At night a white light is exhibited from the top of each gatepost towards the road traffic approaching it, as an indication that the level crossing is kept open to road traffic. A.1.5 Notice board facing the road traffic is erected at either side of the level crossing to warn the road traffic to stop when the Gongs are sounded. A.1.6 Before taking off Up Home signals or Down Advanced starter signals or allowing any shunt movement across the LC the Station Master on duty shall advise the gateman the particulars of the train with its number, description, direction of movement and probable time, to gate man at LC No. 2 at Km. 4/200-300, and turn the LC control knob G to R position. A.1.7 The gateman on getting the advice from the Station Master shall acknowledge the same, lower the lifting barriers, extract the winch key, insert and unlock the single lever frame, reverse the lever which locks the boom in the lowered position and releases the key X' from single lever frame, insert this key X in the RKT provided and turn. A white light indication appears on the concerned legend "CL" marked near the LC legend on the panel. On observing the white light indication the SMs shall take off the concerned signals. NOTE:- Before extracting key `X' from the single lever after lowering the booms, the gateman shall personally ensure that the booms are locked in lowered position. A.1.8 Immediately after the passage of the train and after signals have been put back to ON position, the Stationmaster shall normalise the gate knob "G" on the panel. A.1.9 When the gate knob "G" is normalised a white light (free) indication appears near the RKT. The gateman on observing the white light indication shall, extract key "X" and then unlock the boom locking lever with key "X" and normalise the lever. He shall then extract the winch key and open the LC for the road traffic. A.1.10 Emergency gate key `X is kept in a RKT at the gate lodge. During failure of EKT, the gateman shall inform the Station Master on duty about the requirement of Emergency gate key for opening the gate. SM shall give a PN to the gate man for the extraction of the emergency gate key. Since the key is interlocked with Up reception signal and Down despatch signal, these signals should not be taken off when the key is taken out. The emergency gate key shall be inserted back in the key contact box after clearing the road traffic or as the situation warrants. When the emergency key is returned to the key contact box, trains can be dealt with normally. If the failure is such that the emergency key cannot be returned to the key contact box, the signal concerned shall be suspended and train services dealt strictly under the relevant provision contained in GR 3.68 to 3.70 and SR there under duly ensuring that the gates are closed and secured against the road traffic. Replaced Page No.30 A.1.11 When the emergency key is used, the Station Master on duty shall make an entry in the register specially maintained for this purpose with the details like the time and date of use, the number of the train for which it was used etc., Immediately after noticing the failure the TECH.ES/JE/SSE/Sig shall be advised to restore the normal working. A.1.12 In case of failure of Magneto Telephone communication or if there is no response from the gateman, the Station Master on duty shall adhere to the instructions in SR. 16.03 (iii) (a) (ii) (2). NOTE: - When a train / Shunt movement for which lifting barriers of LC gate have been kept closed is cancelled due to any reason the SM on duty shall immediately advise the same to the gateman on duty, duly normalising the gate Knob G. During failure of interlocking gear, the signals interlocked with the concerned level crossing cannot be taken 'OFF'. Train movements shall be dealt with strictly according to the relevant provisions contained in GRs 3.68 to 3.70 and subsidiary rules there under. Advice to be sent to the concerned TECH.ES/JE/SSE /Sig. to rectify the failure. If any vehicle, cattle, etc., is found trapped between the barriers in the lowered position, the barriers shall be lifted to allow them to escape and the winch key shall not be inserted in the single lever until the level crossing is clear of all obstructions. If due to any defect one or both the barriers cannot be closed across the road traffic the gateman shall use the emergency chains with RED disc to block the road traffic and secure them by means of padlocks and RED (warning) light must be exhibited from the gateposts during night. Then the gateman shall inform the Station Master on duty for having chained and locked the level crossing against road traffic and the Station Master shall authorize train movement only after exchanging private number with the gateman for having chained and locked the level crossings without any obstruction to rail traffic. The same will be advised to concerned JE/SE/P. Way for early rectification. APPENDIX `B' SYSTEM OF SIGNALLING AND INTERLOCKING ARRANGEMENTS: Up distant, Up Home, Up-Inner Home, Up calling on signal below home, SPT, Down starters, Down calling on signal below down starters and Down Advanced Starters are provided for reception and despatch of trains from and to Bangalore City Junction, for both A and B lines and are operated from the SMs office. Down Routing Home, Down Inner Home, Down calling on signal below home, SPT, Up starters, Up calling on signals below Up starters and Up intermediate Starters, Up Advanced starters are provided for reception and despatch of trains from Chikbanavar, Yelahanka and Hebbal. Up starters for Road-1, 2, 3, 4, 5, 6 & 7 and Up Intermediate starters for BAW side, YNK side and HEB side are provided for the despatch of Up trains. Down starters for Road-1, 2, 3, 4, 5, 6 & 7 and Down Advanced starters for YPR SBC A line and B line are provided for the despatch of down trains. Down Advanced starters are interlocked with respective block instruments Up intermediate starters are interlocked with the slotting arrangements with YPR Bye-pass cabin. Directional type route indicators are provided on all the Up and Down Home signals (except Down home No. 70 A Hebbal end), Inner-Homes, and Up & Down starters. The route indicator will display a row of white light towards the turnout when the train is received or despatched over a turnout. There will not be any row of white light when the train is received or despatched on main line. Multi Lamp type route indicator is provided on the Down Home signal No. 70A Hebbal end to indicate the Road 1 to 5. Signal post telephones are provided below the all Up and Down Home signals. Goods warning Board at a distance of 1676 m is provided in rear of Up Home signal is provided at this station. Points No. 151 to 163, 165 to 167 are locally worked points (out of which the points 151; 154, 156, and 158 are omitted) all other points are motor operated points. Point indicators are provided for all locally worked points. RRI panel is provided at the SMs office of RRI cabin to operate signals, points and to establish routes. All the starters are interlocked with respective Advanced starters. Calling on signals are provided below all the up and down Home Signals, Inner Home signals and Up and Down starter signals. C markers are provided on the stem of Up and Down Home Signals, Inner Home and Up / Down Starter Signals, below the calling on signals. P markers are provided on the stem below the Up & Down distant signals. 15 Kmph Board is provided below Down Home Signal No. 70A, Since all down trains coming from Salem side are required to negotiate cross-over points No 124 & 125. Board to read Loco Pilots pull up to signal No. * if the same is at ON is provided in rear of up and down Home Signals.( * is concerned Home Signal No.) Shunting Permitting Indicator is provided near shunting neck and is controlled by Knob No. 130 on the RRI control panel. Normal indication is provided near the knob No. 130. i) Position light shunt signal number 21,22, 32, 33,34,37, 39, 48,49, 51, 52, 53, 54, 55 and 56 on separate posts are provided to control shunt movements. The shunt signal display 2 white lights in horizontal position in the ON aspect and 2 white lights in the oblique position when they are taken off. ii) Post type shunt signals No. 24, 25, 26, 27, 28 29, 30, 31 40, 41, 42, 43, 44, 45 and 46 are provided on the stem of the starters No. 4A, 5A, 6A, 7A, 9A, 10A,11, 60A, 61A, 63A, 64A, 65A and 66A respectively. Post type shunt signals No. 23 & 47, are provided on the stem of the Inner Home signal No. 3A & 67A respectively. They have no light in the ON position and display 2 white lights in the oblique position when taken off. All signals are provided on the left hand side except the signal Nos 2A/2B, 2D, 6A/6B/26, 22 are retained on the RHS of the track. Fifteen crank handles for fifteen groups of points duly interlocked with concerned signals are kept near the point location for operating the point during failure. Emergency gate key X for LC gate No. 2 at KM 4/200 300 controlled from Gate Knob G from the RRI control Panel is provided at the gate lodge. Another emergency key X (free to extract) for this gate is provided in the SMs office in a sealed glass fronted box Board to read, Do not proceed without hand signals has been provided in rear of locally worked points of sick lines connected to shunting neck. SHUNT KEYS: For the purpose of carrying out shunt movements under Block back operations, individual shunt key is provided direction wise, interlocked with block instrument. Shunt keys provided on the token less (FM) type block instrument can be taken out only when the block instrument is in line closed /TGT position with TOL condition. When this key is extracted from the block instrument it locks up the operating handle in line closed/TGT position and also Down Advanced starter cannot be cleared. For shunting beyond opposite Home Signal form T/806 should be given to the Loco Pilot for shunting on block back operation. TRACK CIRCUITS: The entire track from Up Home signal to Down Home Signal, track up to the end of sand hump/ overrun line, including the portion covered by the points and crossings, points portion leading to pilgrim siding, sleeper factory siding, spare coach line, pit lines, shunting neck and also 4 rail length of calling-on signal track in rear of Home Signal are track circuited. 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 a train/vehicle or has failed. When occupied or failed a red indication of a track circuit is available on the panel, no attempt shall be made to take OFF signal protecting that track-circuited area. The reliability of track circuit is considerably affected by the formation of rust or oxidisation on the table of the rails. Under such circumstances a Track clear indication may be displayed on the diagram for a track, which is actually occupied. At least one movement a day must be made on the track circuited portion. If this has not been done, the line on which there was no movement for over 24 hours shall be deemed prone to rust formation and Rusty Rail caps placed on the relevant exit buttons & entrance knobs on the panel. Vehicles should not be stabled on a track-circuited line. When stabling is unavoidable and if the duration of stabling is gauged in advance to be more than 24 hours, the TECH.ES/JE/SSE/Sig shall be promptly advised to disconnect the Electrical feed to the track circuit. After removing the stabled vehicles from the line, TECH.ES/JE/SSE/Sig shall be advised to reconnect the feed and to issue a certificate in writing that the track circuiting arrangement is safe for normal working. Until this certificate is obtained, Rusty Rail caps shall be placed on the relevant knobs and train movement on that line shall be permitted strictly according to the relevant provisions of GR 3.68 to 3.70 and subsidiary rules there under. If there were no movement or if there was stabling of vehicles for more than 24 hours (without the electrical feed being disconnected/re-connected) on a line, the SM on duty shall not rely on the track indication for permitting a movement on to that line. He shall ensure the clearance of the track by physical verification. If the track indication (clear/occupied) is correctly displayed for subsequent movement also, track circuit can be taken to be working normal and the indication relied upon for subsequent moves. Otherwise the track circuit shall be treated as failed, the relevant signals suspended and train movement dealt with strictly according to the relevant provisions of GR.3.68 to 3.70 and subsidiary rules there under. Rusty Rail caps shall be placed on the relevant signal knobs and the TECH.ES/JE/SSE/SIG advised promptly for immediate rectification. While handing over charge, the SM on duty shall make an entry in the Station Diary marking the time at which the last movement was permitted over the track circuited line. NOTE: - 1. Failure messages should be promptly be sent to the TECH.ES/JE/SSE/Sig for rectification. The JE/SE of permanent way should also be advised for arranging to clear the table of rails. 2. Failure/Suspension of track circuit and certification of normal working by the TECH.ES/JE/SSE/Sig must be promptly recorded in the signal failure register. RRI CONTROL PANEL:- The RRI control panel provided under the control of duty Station Master for working points and signal of the Station, consists of a console which provides a clear picture of track circuited portions and their functions, aspects of signals, shunt signals and route indicators etc. together with entrance knob, Exit buttons (route buttons) individual point knobs, Gate control Knob and SPI control Knob. A power failure acknowledgement button coloured Red is provided at the bottom of the panel below the legend P.ACK. Track circuit indications are provided on the panel. All signals indications are repeated on the panel. Crank Handle IN indications are provided on the panel. A route cancellation counter with a white light indication is provided on the panel. The route indicators provided on the up and Down Home/Inner-Home/Starter signals are also repeated on the panel. White light indication with counters are provided on panel for - i) Calling-on signal ii) Route cancellation Voltmeter is provided over the panel with low & high level markings to indicate the power supply range. If any STOP Signal or Distant Signal at ON fails to display its most restrictive aspect, the indication for the signal on the control panel will flash and an audible alarm is sounded. In addition a Red light above the `No Signal Aspect Ack button is displayed and will continue to be lit till the fault is rectified. The audible alarm can be stopped by pressing the No Signal Aspect Ack button provided for this purpose on the control panel. But the flashing will continue until the defect is rectified. This flashing indication will be available only when the panel remains unlocked for making any operation. ENTRANCE KNOBS/EXIT BUTTONS:- Adjacent to each controlled signal displayed on the panel, there is an entrance knob and at the end of its governed route, an Exit button. The entrance knobs pertaining to stop signal are coloured red and those of shunt signals coloured Yellow with a signal number engraved on each of them. The exit buttons are coloured white and distinguished by alphabet referring to the individual route at A, A1, B, C, C1, D, D1, E, E1, F, F1, G, G1, H, J, K,L, M, N, P, Q, R, S1, S2,S3,S4, T, U, V, W, X, Y and Z. NOTE:- Whenever Up trains are received on Road-1 with Point No. 113 Normal, Button A shall be pressed to facilitate other movements. The individual points knobs are coloured black with No. engraved on each of them are provided at the top of the panel for operating the points individually or locking the same in particular position. Each knob has three positions as N (Normal), C (Centre) and R (Reverse). The knobs shall normally be kept at centre position for normal RRI functions, and shall be turned to N or R for the purpose of individual operation when necessary. The points position is shown near the individual points knob by means of green lamp (above N) indicating the points being set, locked and detected in normal position and by means of yellow lamp (above R) indicating the points being set, locked and detected in reverse position. If the point do not set and lock properly, the corresponding indication (Point Position) lamp pertaining to failed position of the point will continue to flash on the panel. The duty stationmaster is responsible for keeping control panel neat and clean and shall report for replacement of illumination lamps when become necessary. The control panel is provided with locking arrangements on the left hand side of the panel to prevent any unauthorised operation of the panel. This key must be in the personal custody of the station Master on duty. The panel should normally be in the locked up position and unlocked only when an operation is required to be performed on the panel. Immediately after each operation, the panel should be locked and the key must be kept in the personal custody of the station Master on duty. The signal knobs for the reception and despatch signals are coloured red, the calling-on signal knobs are coloured red with yellow band, shunt signal knobs are coloured yellow. They are provided on the panel near the respective signals on the panel. Gate control knob for LC No. 2 at Km 4/200-300 is coloured green and provided near the legend marked CL on the panel. A green colour knob controlling Shunting permitted indicator is also provided on the panel. Concerned Knob number is engraved at the centre of the knobs. These knobs have two positions Normal and Reverse. All knobs should be restored to normal position immediately after the completion of the movement for which they were reversed and shall be ensured that they are normally in their normal position unless required for any safety purpose. CRANK HANDLE: Thirteen crank handles for thirteen group of points duly welded with key are provided in the individual Electrical Key Instrument near the point location for operating the motor worked points during failure as under:- Group Ifor point No. 100 & 101Group IIfor point No. 102 & 103Group IIIfor point No. 105, 107 & 108Group IVfor point No. 104Group Vfor point No. 106Group VIfor point No. 121 & 122Group VIIfor point No. 110, 111 & 114.Group VIIIfor point No. 113Group IXfor point No. 118 & 120.Group Xfor point No. 112Group XIfor point No. 116Group XIIfor point No. 123 & 126.Group XIIIfor point No. 124 & 125.Group XIVfor point No. 115Group XVfor point No. 119 When a crank handle is properly secured in its EKT and is free to be extracted, a White light CH-IN indication is displayed near the concerned group on the control panel. When it is not possible to extract, a Red light indication indicating CH-LOCKED will be displayed on the panel near the concerned group. Normally a red light indication will be available at the Crank Handle location indicating Crank Handle should not be extracted. When the Crank Handle is free to be extracted and when the SM presses the concerned press button a yellow light free indication at the location at the same time red light indication vanishes. Once a crank handle is extracted from its Electrical Key Instrument, the concerned interlocked signal cannot be taken off' or once the signal is taken off the concerned crank handle cannot be taken out from the Electrical Key Instrument. No attempt must be made to extract the crank handle when the concerned interlocked signal is taken off. In the case of Crossover Points, both the end of cross over points should be cranked to the required position. Before extracting the crank Handle the SM on duty shall ensure that the working points are set to the required route from the panel, then only he shall extract the Crank Handle. Individual press button for individual group of crank handle is provided on the panel and Individual push switch is provided near the crank handle at the location. The button and switch shall be kept pressed simultaneously for extracting the crank handle at the location. Only after time delay of 120 seconds the Crank Handle can be extracted from the location. If a point does not obey the knob operation from the panel, the Station Master on duty shall depute a competent Railway Servant to that point with the concerned crank handle box key and point machine lid key. The competent Railway Servant, after reaching the point, check the point and ensure that there is no obstruction, or remove the obstruction if any, and inform the SM on duty on phone accordingly. After the removal of the obstruction, if the point is set to the required position through point knob but the point indication does not appear and/or the signal also could not be cleared, the SM on duty shall proceed to the point with relevant clamp keys and T/369-3(b), clamp and padlock the point and arrange to receive the train with a written authority. Even after removing the obstruction, if the point does not obey the knob operation from the panel, the SM on duty shall call the Competent Railway Servant on phone and press the concerned crank handle push button on the panel, which will cause appearance of `FREE' indication near the EKT in the location box. The Competent Railway Servant, after observing the free indication, shall press the push switch and extract the crank handle from the EKT by turning it in the anti-clockwise direction and crank the point fully as instructed by the SM on duty. After cranking the point fully, clamping and padlocking, he shall restore back the crank handle into the concerned EKT and advice the SM accordingly. After getting this information the SM shall clear the signal duly ensuring the availability of the crank handle `FREE' indication on the Panel. If the signal gets cleared he can deal trains on signals. If not, the SM shall proceed to the point with the relevant clamp keys & 369 (3 b) and ensure that the points are set & clamped to the required route, padlock the clamps and arrange to pilot the train with written authority. Before returning to the station, the SM or the Competent Railway Servant shall ensure that the crank handle box is secured with padlock. Whenever the Crank handle is taken out for hand cranking, the entries in the crank handle register shall be made regarding the Point No., number of the points hand cranked, Date, time and train No. for which it was required, reason etc., the TECH/ES./JE/SSE/Sig of the section shall immediately be advised for early rectification. When the TECH.ES/JE/SSE/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/SSE/Sig, the concerned point on the route over which a movement is required to be done should be treated as failed and the point should be set locked, clamped, padlocked and padlocked keys retained in the personal custody of SM on duty. Whenever there is a movement over the concerned point is to be done, TECH.ES/JE/SSE/Sig working at location should be advised before that movement in writing. After the work all the keys received from SM shall promptly returned to on duty SM duly inserting the Crank Handle to its normal position at the location and locking the Crank Handle location box and ensure the availability of Crank Handle IN free indication on the panel. The TECH.ES/JE/SSE/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/SSE/Sig for the proper working of the disconnected gear. Then TECH.ES/JE/SSE/Sig shall issue reconnection memo to the SM on duty to resume normal working{Ref: - SR 3.38 (xi) for details.} SETTING OF ROUTE: - To set a route and to signal a train forward from one signal to the next, the duty Station Master, when everything is alright, including the relevant track circuit being clear, shall unlock the RRI control panel and turn the relevant entrance knob as detailed in the table of movement, through an angle of 90 degree in the direction of movement and press the appropriate Exit button. If the relevant line is clear (unoccupied) and no conflicting move is set up or taking place, all the relevant points for the intended route including the isolating point will operate as required (N or R position) and a row of white lights get lit on the whole length of the route thus set up to the next relevant signal and the entrance signal gets taken off. As the train passes the signal, the signal goes back to ON position, and as the train enters the track circuited position on the route, the white route lights progressively turn red and get extinguished as and when the tracks are cleared by the train provided the entrance knob has been turned to normal position mean while. In case the signal knob continues to remain in the reverse position, the white route lights would reappear as the track gets cleared of the train. When a route is initiated, it normally takes about 5 seconds for setting of point to the required position and appearance of route lights. During this period, the points repeat indication lamp will flash and correct indication will settle after the points are correctly set, locked and detected. ROUTE CANCELLATION/TIME RELEASE: - Once a signal has been taken off for a movement, the SM on duty must on no account interfere with the concerned signal or point knobs unless the route, which has been set, is to be cancelled. For cancelling the route signal SR. 3.36 (ii) must be adhered to. Normally after a signal has been taken off, the route shall not be cancelled. The route cannot be cancelled once a train passes the signal. If, however, it is necessary to cancel the route under SR. 3.36(ii) for any reason before the train passes the signal, the Station Master on duty must normalise the signal to "ON" aspect and the route will be cancelled automatically after a lapse of 120 seconds. For all the signals except Advanced Starter signal and starter signals, the route will be held in the locked up position for 120 seconds after the signal has been normalised. For starter signals the route will be held if:- (i) the berthing track is occupied or (ii) Home signal is taken off ( in case of main line starter.). There is a digital counter with an indicator below the legend `Route Cancellation' provided on the panel. The appearance of the `white' light indicates the commencement of the route cancellation and disappearance of the white light indicates that the route is cancelled. The number on the digital counter will change to the next higher number. NOTE:- 1) A route cancellation is permitted for only one route at a time. If any reason more than one route cancellation is required it is possible only in succession and not simultaneously. The fact may be recorded clearly in the route cancellation register. 2) Route cancellation must be done in accordance with the instructions contained in SR. 3.36(ii). 3) Every route cancellation shall be entered in the route cancellation register with the number on the digital counter with reasons for cancellation. Station Master should make an entry in the train signal register specifying the number displayed on the counter while handing over and taking over charge. The Station Master on duty should maintain the route cancellation register. An entry in detail with date & time of cancellation for train No/shunt move, reasons for route cancellation and counter reading should be made. BACK DOOR KEYS OF BLOCK INSTRUMENT Block instruments are 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/SSE/Sig of the Section. Whenever it is required to open the block instrument, the TECH.ES/JE/SSE/Sig shall ask for the key from the Station Master on duty, after making relevant entries with the signature in a separate register maintained for this purpose. On completion of the work, 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/SSE/Sig must be made in the register. The TECH.ES/JE/SSE/Sig of the section is authorised to obtain the key from the SM on duty only when : (a) 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 (b) block working is to be restored after a failure irrespective of the block instrument and occupation of the block section. The SM on duty should suspend the block instrument for train operation till such time the key is returned to him by the TECH.ES/JE/SSE/Sig. CALLING ON SIGNALS (Ref GR 3.13) Calling on signals No. 1B, 2B, 3B, 4B, 5B, 6B, 7B, 8B, 9B, 10B, 60B, 61B, 62B, 63B, 64B, 65B, 66B, 67B, 68B, 69B, and 70B. are provided below the Up/Down Home/Inner Home and Starter signals. Boards bearing letter C is also provided just below the calling on signals. The calling on signal below the Home Signal / Inner Home is intended to receive a train on an occupied / obstructed road or when one or more of the track circuit of that route have failed or when the Home Signal / Inner Home has failed. Before clearing the calling on signal the SM shall decide whether it is absolutely necessary to receive the train on that road and ensure that the train can be berthed within the starter. The calling-on signal below the starter signal is intended to despatch a train during the failure of track circuit or/and Advanced starter failure or/and starter failure or/and block failure. Track circuit No. C-1T C-2T, C-68T, C-69T, C-70T, 120AT and 102AT are provided at the foot of the Up and Down Home / Inner-Home Signal. When a train occupies the concerned calling on signal track and stops, after ensuring the correct setting of the required route, the SM shall turn the concerned calling on signal knob 1B, 2B, 3B, 67B, 68B, 69B and 70B to receive the train on calling on signal. Whenever track circuits ahead of starter signals fails/during failure of starter signal trains can be despatched by clearing concerned calling on signal. Before clearing calling-on signal below the starter, SM should ensure that, all the conditions are full filled for the despatch of the said train. 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. In the event of failure of track circuits/Home Signal/Inner Home signal/starter signal or the reception of a train on an obstructed line, the calling on signal can be taken off. After ensuring that the concerned Home/Inner Home/starter signal knob is in its normal position and conditions for taking off concerned Home/Inner Home/starter signal are fulfilled, the calling on signal knobs should be operated to its R position duly pressing the Exit button. For the reception of a train, on occupation of the track circuit in rear of the concerned Home Signal/Inner Home signal or berthing track for the concerned Starter signal by the train, a white light indication displayed below the numerical counter of the concerned calling on signal. The calling on signal below Home signal / Inner Home signal will assume off aspect after a lapse of 60 seconds and immediately in case of Calling-on signal below starter. After the Calling-on signal assumes OFF aspect, the white light indication below the counter gets extinguished and the counter registers the next higher progressive number. An entry with details of the date and time of taking off of the calling on signal, train for which it was taken off the number of reception/despatch 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 maintained for the up and down calling on signals provided below the Home/Starter signal, with the appropriate index in the beginning of the register. Note:- Whenever a callingon signal is taken off to authorise a movement, the interlocked points governed by the signals need not be clamped and padlocked. Clamping and padlocking is however necessary when disconnection notice has been issued. Release of route after the complete arrival of a train received on calling on signal: - 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 the calling on signal, normally, the route will get released immediately after the train has arrived well within the fouling mark of the reception line. The SM on duty shall physically verify that the train has arrived complete well within the starters before putting back the calling on signal knob to normal position. He should not totally rely on the track indication on the control panel for this purpose. SIGNAL POST TELEPHONE (SR 3.69(X) ) Signal Post Telephone with paging and talk back system is provided in cabinet on the up Home Signal and Down Inner Home signal post. They are connected to similar talk back phone provided in SMs office with lock. When the concerned Home/Inner Home Signal has not been taken off, the Loco Pilot of the approaching trains shall draw close to the Home Signal and stop. If the Home Signal or calling-on signal is not taken OFF, then the Loco Pilot shall go to the signal post telephone and press the button of the telephone to call the Station Master (the button provided under the telephone). This will cause an audible sound and visual indication in the station masters office to call the SMs attention. Station Master shall unlock the talk back phone and operate the switch of the telephone from Stand by to ON position and press the button to talk with the Loco Pilot. The Loco Pilot shall open the flaps to speak and close them on completion. The Station Master shall inform the reason for delay and 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 all the points for the required route and ensure clearance of line and communicate the following message, which the Loco Pilot shall record in the rough journal and pass the signal at ON position duly observing necessary caution. The Station Master on duty shall record the message in the train signal register below the entry for that train. To the Loco Pilot of train No. description .. Owing to the failure / suspension of *Up/Down HOME SIGNAL No.., You are hereby authorised to pass * UP/Down signal No. at ON and enter Road No. at restricted speed of 15 KMPH. Private number (i) ( in figure) (ii) (in words) *Strike out which are not applicable. NOTE:- Normally the switch of the Station Masters telephone should be in Stand BY position, then only the SM will be able to receive the audio sound visual indication when the loco pilot press a call button at the Home Signal. Only one side speech is possible at a time in this system. A switch is provided on SMS telephone, this should be pressed to speak to Loco Pilot. However, he should not press this switch when Loco Pilot speaking to him. Before authorising a movement on SPT for Up trains from SBC, SM/RRI shall ensure the closure of LC No.2 at Km 4/200 300. FUNCTIONS / DESCRIPTION OF KNOBS ON THE PANEL: - Knob No.Description1A Up home - A line to Road-1 or 2 or 3 or 4 or up to signal No. 3A.1B Up calling on signal for routes governed by 1A.2A Up home - B line to Road-1 or 2 or 3 or 4 or up to signal No. 3A.2B Up calling on signal for routes governed by 2A.3A Up Inner Home to Road- 6 or 7.3B Up calling on signal for routes governed by 3A.4A Up starter - Road-3 to BAW or YNK or HEB.4B Up calling on signal for routes governed by 4A.5A Up Starter Road-25B Up calling on signal for routes governed by 5A.6A Up starter - Road-1 to BAW or YNK or HEB.6B Up calling on signal for routes governed by 6A.7A Up starter - Road- 4 to BAW or YNK or HEB.7B Up calling on signal for routes governed by 7A.8A Up starter - Road- 5 to BAW or YNK or HEB.8B Up calling on signal for routes governed by 8A.9A Up starter - Road- 6 to BAW or YNK or HEB.9B Up calling on signal for routes governed by 9A.10A Up starter - Road- 7 to BAW or YNK or HEB.10B Up calling on signal for routes governed by 10A.11 Starter Track machine siding12 Up Intermediate starter to BAW13 Up Intermediate starter - to YNK.14 Up Intermediate starter - to HEB.15 Slot on signal No. B5 of YPR BYE PASS cabin to receive up to signal No.70A.16 Slot on signal No. B3 of YPR BYE PASS cabin to receive up to signal No.70A. 17Slot on signal No. B3 of YPR BYE PASS cabin to receive up to signal No.69A.18Slot on signal No. B32 of YPR BYE PASS cabin to receive up to signal No.69A.19Slot on signal No. B32 of YPR BYE PASS cabin to receive up to signal No.68A.20Omitted.21 Up shunt signal of A line at SBC end.22 Up shunt signal of B line at SBC end.23 Up shunt signal below inner Home No. 3A at SBC end..24 Up shunt signal below Starter No. 4A of Road-3 at BAW/YNK/HEB end of YPR.25 Up shunt signal below Starter No. 5A of Road-2 at BAW/YNK/HEB end of YPR.26 Up shunt signal below Starter No. 6A of Road-1 at BAW/YNK/HEB end of YPR. Knob No.Description27 Up shunt signal below Starter No. 7A of Road-4 at BAW/YNK/HEB end of YPR.28 Up shunt signal below Starter No. 8A of Road-4 at BAW/YNK/HEB end of YPR.29 Up shunt signal below Starter No. 9A of Road-6 at BAW/YNK/HEB end of YPR.30 Up shunt signal below Starter No. 10A of Road-7 at BAW/YNK/HEB end of YPR31 Up shunt signal below Starter No. 11of TMS at BAW/YNK/HEB end of YPR32 Up shunt signal at BAW end of main line.33 Up shunt signal at YNK end of main line.34Up shunt signal at HEB end of main line. (Knob no.35 & 36 are omitted)35 & 36Omitted 37Up shunt signal at VPU siding38Omitted39 Down shunt from Pilgrim siding- to clear off Up shunt No. 21 or 2240. Down shunt from Road-7- to clear off Up shunt No. 21 or 2241 Down shunt from Road-6- to clear off Up shunt No. 21 or 2242 Down shunt from Road-5- to clear off Up shunt No. 21 or 2243 Down shunt from Road-4- to clear off Up shunt No. 21 or 2244 Down shunt from Road-1- to clear off Up shunt No. 21 or 2245 Down shunt from Road-2- to clear off Up shunt No. 21 or 2246 Down shunt from Road-3- to clear off Up shunt No. 21 or 2247 Down shunt below inner Home to clear off up Shunt below starters of Road-1 to 7.48 Down shunt at YNK end of Road-2 to clear of Up shunt below starters of Rd-1 & 2 49 Down shunt at YNK end of Road-1 to clear of Up shunt below starters of Rd-1 & TMS 50 Omitted.51Down shunt at BAW end of Road-3 to clear of Up shunt below starters of Road-1 to 4 & up to inner-Home.52Down shunt at BAW end of SPI- up to inner-Home.53Down shunt at PSC sleeper siding end - up to inner-Home.54Down shunt at BAW end of main line to clear of shunt No. 32 or 33.55Down shunt at YNK end of main line to clear of shunt No. 32 or 33.56Down shunt at HEB end of main line to clear of shunt No. 34.57 Down Advanced starter - A line - to SBC. 58 Down Advanced starter - B line - to SBC. 59 Omitted.60A Down starter of Road-7 at SBC end.60B Down calling on signal for routes governed by 60A.61A Down starter of Road-6 at SBC end.61B Down calling on signal for routes governed by 61A.62A Down starter of Road-5 at SBC end.62B Down calling on signal for routes governed by 62A. Knob No.Description63A Down starter of Road-4 at SBC end.63B Down calling on signal for routes governed by 63A.64A Down starter of Road-1 at SBC end.64B Down calling on signal for routes governed by 64A.65A Down starter of Road-2 at SBC end.65B Down calling on signal for routes governed by 65A.66A Down starter of Road-3 at SBC end.66B Down calling on signal for routes governed by 66A.67A Down Inner Home to Road- 5 or 6 or 767B Down calling on signal for routes governed by 67A.68A Down Routing Home Signal for trains from BAW.68B Down calling on signal for routes governed by 68A.69A Down Routing Home Signal for trains from YNK.69B Down calling on signal for routes governed by 69A.70A Down Routing Home Signal for trains from HEB.70B Down calling on signal for routes governed by 70A. POINT KNOBS : Knob No.Description100 Crossover points B line to A line.SBC end. 101 Crossover points A line to B line. 102 Crossover Points A Line to over run line. Connecting Road-5/6/7/pilgrim siding.103 Point on A line and Trap on Road-4104. Crossover Points Road-2 to Road-3.105. Point takes off from Road-7 to Road-6.106.Crossover points Road-1 to 2.107. Point connecting Road-6 to Road-5.108 Point on Road-7 and trap on Pilgrim siding.109Omitted.110.Trap point on Road-7 at BAW end.111 Point on Road-7 and trap on Road-6.112.Crossover points connecting Road-4 to Road-3.113.Crossover points connecting Road-1 to Road-2.114.Crossover / trap point connecting Road-5 to Road-7.115Crossover / trap point connecting TMS to Road-1.HEB end116Crossover points connecting Road-2 to Road-3.117Omitted Knob No.Description118Crossover points connecting Up main line (BAW) to line leading to Buffer stop.119Crossover points connecting Road-1 and Road-2 HEB end120Crossover points connecting BAW M/L line leading to Road-7.121Crossover points isolating shunting neck/ stabling line from running line.122Point on Running line and trap on sleeper siding.123Crossover points connecting BAW line to YNK line.124Crossover points connecting YNK line to HEB line.125Crossover points connecting YNK line to HEB line.126Crossover points connecting YNK line to BAW line.127 to 129Omitted.130Knob controlling SPI. Note:- G Gate control knob of LC No. 2 at km 4/ 200 300. ENTRY / EXIT BUTTONS: A, A1, B, C, C1, D, D1, E, E1, F, F1, G, G1, H, J, K, L,M, N, P, Q, R, S1, S2,S3,S4, T, U, V, W, X, Y & Z. TABLE OF MOVEMENTS Sl. No.Description of MovementsTURN KNOBPRESS BUTTON.A.RECEPTION OF AN UP TRAIN FROM SBC ON A LINE TO:1Road-1 with points 113 Normal.G 1A- A2Road-1 with points 113 Reverse and 116 Normal G 1A- A13Road-2 with points 113 and 116 Normal G 1A- B4Road-3 with points 112, 116 and 118 Normal.G 1A- C5Road-4 with points 112 Reverse and 116 & 118 Normal.G 1A- G6Road-4 with points 112 Normal.G 1A- G17Road-5 with points 114R & 118 Normal and 120 ReverseG 3A 1AD V8Road-5 with points 114 Reverse and 118, 120, 121 & 122 NormalG1 3A 1AD1 V Sl. No.Description of MovementsTURN KNOBPRESS BUTTON.9Road-6 with points 114 & 118 Normal and 111 & 120 Reverse.G 3A 1A- E V 10Road-6 with points 111 Reverse and 110, 114, 118, 120, 121 & 122 Normal G 3A 1A - E1 V 11Road-7 with points, 111, 114 & 118 Normal and 110 & 120 Reverse.G 3A 1A- F V12Road-7 with points 111, 114, 118, 120, 121 & 122 Normal and 110 Reverse.G 3A 1A - F1 V  BRECEPTION OF AN UP TRAIN ON CALLING-ON SIGNAL FROM SBC ON A LINE TO:1Road-1.G 1B- A2Road-2 G 1B- B3Road-3.G 1B- C4Road-4G 1B- G5Road-5G 3A 1B- D V6Road-6.G 3A 1B- E V7Road-7 G 3A 1B- F VC.RECEPTION OF AN UP TRAIN FROM SBC ON B LINE TO:1Road 1 with Point 113 normalG 2A- A2Road 1 with Points 113 Reverse and 116 NormalG 2A- A13Road 2 with Points 113 and 116 NormalG 2A- B4Road 3 with Points 112, 116 and 118 NormalG 2A- C5Road 4 with Points 112 reverse and 116 & 118 NormalG 2A- G Sl. No.Description of MovementsTURN KNOBPRESS BUTTON.6Road 4 with Points 112 NormalG 2A- G17Road 5 with Points 114 Reverse & 118 Normal and 120 ReverseG 3A 2A- D V8Road 5 with Points 114 reverse and 118,120,121 & 122 normalG 3A 2A- D1 V9Road 6 with Points 114 & 118 normal and 111 & 120 reverseG 3A 2A- E V10Road 6 with Points 111 reverse and 110,114,118,121 & 122 normalG 3A 2A- E1 V11Road 7 with Points 111, 114 & 118 normal and 110 & 120 reverseG 3A 2A- F V12Road 7 with Points 111,114,120,121 & 122 normal and 110 reverseG 3A 2A- F1 VDRECEPTION OF AN UP TRAIN ON CALLING-ON SIGNAL FROM SBC ON B LINE TO:1Road-1.G 2B- A2Road-2 G 2B- B3Road-3.G 2B- C4Road-4G 2B- G5Road-5G 3A 2B- D V 6Road-6.G 3A 2B- E V 7Road-7 G 3A 2B- F VEFOR THE RECEPTION OF A DOWN TRAIN FROM BAW ON: -1Road 1 with Points 106 reverse and 104 normal68AA2Road-1 with points 106 Normal.68AA13Road-2 with points 106 and 104 Normal68AB4Road-3 with points 103 and 104 Normal.68AC5Road-3 with points 104 Reverse.68AC1 Sl. No.Description of MovementsTURN KNOBPRESS BUTTON.6Road-4 with points 103 Reverse.68AG7Road-5 with 102,105 &107 reverse.67A 68AD H8Road-5 with 105 &107 reverse and 102 normal.67A 68AD1 H9Road-6 with points 102 & 105 Reverse and 107 Normal.67A 68AE H10Road-6 with points 107 & 102 Normal and 105 Reverse.67A 68AE1 H11Road-7 with points 102 Reverse and 105 & 108 Normal.67A 68AF H12Road-7 with points 105, 108 & 102 Normal.67A 68AF1 HF FOR THE RECEPTION OF A DOWN TRAIN ON CALLING-ON SIGNAL FROM BAW ON: -1Road 168BA2Road 2 68BB3Road 3.68BC4Road 4.68BG5Road 567A 68BD H6Road 6 67A 68BE H7Road 7 67A 68BF HGFOR THE RECEPTION OF A DOWN TRAIN FROM YNK ON: -1Road-1 with points 106 Reverse and 104 Normal 69AA2Road-1 with points 106 Normal.69AA13Road-2 with points 106 and 104 Normal 69AB4Road-3 with points 103 and 104 Normal.69AC5Road-3 with points 104 Reverse.69AC16Road-4 with points 103 Reverse.69AG7Road-5 with points 102 ,105 and 107 Reverse.67A 69AD H8Road-5 with points 102 Normal and 107&105 Reverse.67A 69AD1 H9Road-6 with points 102 & 105 Reverse and 107 Normal.67A 69AE H10Road-6 with points 107 & 102 Normal and 105 Reverse.67A 69AE1 H 11Road-7 with points 102 Reverse and 105 & 108 Normal.67A 69AF H12Road-7 with points 105, 108 & 102 Normal.67A 69A F1 HHFOR THE RECEPTION OF A DOWN TRAIN ON CALLING-ON SIGNAL FROM YNK ON: -1Road-1 69BA2Road-2 69BB3Road-3.69BC4Road-4.69BG5Road-567A 69BD H6Road-6 67A 69BE H7Road-7 67A 69BF HIFOR THE RECEPTION OF A DOWN TRAIN FROM HEB ON: -1Road-1 with points 106 Reverse and 104 Normal 70AA2Road-1 with points 106 Normal.70AA13Road-2 with points 106 and 104 Normal 70AB4Road-3 with points 103 and 104 Normal.70AC5Road-3 with points 104 Reverse.70AC16Road-4 with points 103 Reverse.70AG7Road-5 with points 107,102 & 105 Reverse 67A 70A D H 8Road-5 with points 102 Normal and 107 105 Reverse.67A 70A D1 H 9Road-6 with points 102 & 105 Reverse and 107 Normal.67A 70A E H 10Road-6 with points 107 & 102 Normal and 105 Reverse.67A 70A E1 H 11Road-7 with points 102 Reverse and 105 & 108 Normal.67A 70A F H 12Road-7 with points 105, 108 & 102 Normal.67A 70A F1 H JFOR THE RECEPTION OF A DOWN TRAIN ON CALLING-ON SIGNAL FROM HEB ON: -1Road-1 70BA2Road-2 70BB3Road-3.70BC4Road-4.70BG5Road-567A 70BD H6Road-6 67A 70BE H7Road-7 67A 70BF HKFOR THE DESPATCH OF AN UP TRAIN TO BAW FROM: -1Road-112 6AQ M2Road-212 5AQ M3Road-312 4AQ M4Road-412 7AQ M5Road-512 8AQ M6Road-612 9AQ M7Road-712 10AQ M8Track Machine Stabling Line12 11Q MLFOR THE DESPATCH OF AN UP TRAIN TO BAW ON CALLING-ON SIGNAL FROM: -1Road-112 6BQ M2Road-212 5BQ M3Road-312 4BQ M4Road-412 7BQ M5Road-512 8BQ M6Road-612 9BQ M7Road-712 10BQ M MFOR THE DESPATCH OF AN UP TRAIN TO YNK FROM: -1Road-113 6AR N2Road-213 5AR N3Road-313 4AR N4Road-413 7AR N5Road-513 8AR N6Road-613 9AR N7Road-713 10AR N8Track Machine Stabling Line13 11R NNFOR THE DESPATCH OF AN UP TRAIN TO YNK ON CALLING-ON SIGNAL FROM: -1Road-113 6BR N2Road-213 5BR N3Road-313 4BR N4Road-413 7BR N5Road-513 8BR N6Road-613 9BR N7Road-713 10BR NOFOR THE DESPATCH OF AN UP TRAIN TO HEB FROM: -1Road-114 6AT P2Road-214 5AT P3Road-314 4AT P4Road-414 7AT P 5Road-514 8AT P6Road-614 9AT P7Road-714 10AT P 8Track Machine Stabling Line14 11T PPFOR THE DESPATCH OF AN UP TRAIN TO HEB ON CALLING-ON SIGNAL FROM: -1Road-114 6BT P2Road-214 5BT P3Road-314 4BT P4Road-414 7BT P5Road-514 8BT P6Road-614 9BT P7Road-714 10BT PQFOR THE DESPATCH OF DOWN TRAIN ON A LINE TO SBC FROM: -1Road-1G 57 64A- Y W2Road-2G 57 65A- Y W3Road-3G 57 66A- Y W4Road-4G 57 63A- Y W5Road-5G 57 62A- Y W 6Road-6G 57 61A- Y W7Road-7G 57 60A- Y WRFOR THE DESPATCH OF DOWN TRAIN ON A LINE TO SBC ON CALLING-ON SIGNAL FROM: -1Road-1G 57 64B- Y W2Road-2G 57 65B- Y W3Road-3G 57 66B- Y W4Road-4G 57 63B- Y W5Road-5G 57 62B- Y W6Road-6G 57 61B- Y W7Road-7G 57 60B- Y WSFOR THE DESPATCH OF DOWN TRAIN ON B LINE TO SBC FROM: -1Road-1G 58 64A- Z X2Road-2G 58 65A- Z X3Road-3G 58 66A- Z X4Road-4G 58 63A- Z X 5Road-5G 58 62A- Z X6Road-6G 58 61A- Z X7Road-7G 58 60A- Z XTFOR THE DESPATCH OF DOWN TRAIN ON B LINE TO SBC ON CALLING-ON SIGNAL FROM: -1Road-1G 58 64B- Z X2Road-2G 58 65B- Z X3Road-3G 58 66B- Z X4Road-4G 58 63B- Z X5Road-5G 58 62B- Z X6Road-6G 58 61B- Z X7Road-7G 58 60B- Z XURUN-THROUGH TRAINS: -1A line to BAW on Road-1G 12 6A 1A- Q M A12A line to BAW on Road-2G 12 5A 1A- Q M B3A line to BAW on Road-3G 12 4A 1A- Q M C4A line to BAW on Road-4G 12 7A 1A- Q M G 5A line to BAW on Road-5G 12 8A 1A 3A- Q M V D6A line to BAW on Road-6G 12 9A 1A 3A- Q M V E7A line to BAW on Road-7G 12 10A 1A 3A- Q M V F8B line to BAW on Road-1G 12 6A 2A- Q M A19B line to BAW on Road-2G 12 5A 2A- Q M B10B line to BAW on Road-3G 12 4A 2A- Q M C11B line to BAW on Road-4G 12 7A 2A- Q M G12B line to BAW on Road-5G 12 8A 2A 3A- Q M V D13B line to BAW on Road-6G 12 9A 2A 3A- Q M V E14B line to BAW on Road-7G 12 10A 2A 3A- Q M V F15A line to YNK on Road-1G 13 6A 1A- R N A116A line to YNK on Road-2G 13 5A 1A- R N B17A line to YNK on Road-3G 13 4A 1A- R N C18A line to YNK on Road-4G 13 7A 1A- R N G19A line to YNK on Road-5G 13 8A 1A 3A- R N V D20A line to YNK on Road-6G 13 9A 1A 3A- R N V E21A line to YNK on Road-7G 13 10A 1A 3A- R N V F22B line to YNK on Road-1G 13 6A 2A- R N A123B line to YNK on Road-2G 13 5A 2A- R N B24B line to YNK on Road-3G 13 4A 2A- R N C25B line to YNK on Road-4G 13 7A 2A- R N G 26B line to YNK on Road-5G 13 8A 2A 3A- R N V D27B line to YNK on Road-6G 13 9A 2A 3A- R N V E28B line to YNK on Road-7G 13 10A 2A 3A- R N V F29A line to HEB on Road-1G 14 6A 1A- T P A130A line to HEB on Road-2G 14 5A 1A- T P B31A line to HEB on Road-3G 14 4A 1A- T P C32A line to HEB on Road-4G 14 7A 1A- T P G33A line to HEB on Road-5G 14 8A 3A 1A- T P D V34A line to HEB on Road-6G 14 9A 3A 1A- T P E V35A line to HEB on Road-7G 14 10A 3A 1A- T P F V 36B line to HEB on Road-1G 14 6A 2A- T P A137B line to HEB on Road-2G 14 5A 2A- T P B38B line to HEB on Road-3G 14 4A 2A- T P C39B line to HEB on Road-4G 14 7A 2A- T P G40B line to HEB on Road-5G 14 8A 3A 2A- T P D V41B line to HEB on Road-6G 14 9A 3A 2A- T P E V42B line to HEB on Road-7G 14 10A 3A 2A- T P F V43BAW to A line on Road-1G 57 64A 68A- Y W A44BAW to A line on Road-2G 57 65A 68A- Y W B45BAW to A line on Road-3G 57 66A 68A- Y W C 46BAW to A line on Road-4G 57 63A 68A- Y W G47BAW to A line on Road-5G 57 62A 68A 67A- Y W H D48BAW to A line on Road-6G 57 61A 68A 67A- Y W H E49BAW to A line on Road-7G 57 60A 68A 67A- Y W H F50BAW to B line on Road-1G 58 64A 68A- Z X A51BAW to B line on Road-2G 58 65A 68A- Z X B 52BAW to B line on Road-3G 58 66A 68A- Z X C53BAW to B line on Road-4G 58 63A 68A- Z X G54BAW to B line on Road-5G 58 62A 68A 67A- Z X H D55BAW to B line on Road-6G 58 61A 68A 67A- Z X H E 56BAW to B line on Road-7G 58 60A 68A 67A- Z X H F57YNK to A line on Road-1G 57 64A 69A- Y W A58YNK to A line on Road-2G 57 65A 69A- Y W B59YNK to A line on Road-3G 57 66A 69A- Y W C60YNK to A line on Road-4G 57 63A 69A- Y W G61YNK to A line on Road-5G 57 62A 67A 69A - Y W D H62YNK to A line on Road-6G 57 61A 67A 69A - Y W E H63YNK to A line on Road-7G 57 60A 67A 69A- Y W F H64YNK to B line on Road-1G 58 64A 69A- Z X A65YNK to B line on Road-2G 58 65A 69A- Z X B 66YNK to B line on Road-3G 58 66A 69A- Z X C67YNK to B line on Road-4G 58 63A 69A- Z X G68YNK to B line on Road-5G 58 62A 67A 69A- Z X D H69YNK to B line on Road-6G 58 61A 67A 69A- Z X E H70YNK to B line on Road-7G 58 60A 67A 69A- Z X F H71HEB to A line on Road-1G 57 64A 70A- Y W A72HEB to A line on Road-2G 57 65A 70A- Y W B73HEB to A line on Road-3G 57 66A 70A- Y W C74HEB to A line on Road-4G 57 63A 70A- Y W G75HEB to A line on Road-5G 57 62A 67A 70A- Y W D H 76HEB to A line on Road-6G 57 61A 67A 70A- Y W E H 77HEB to A line on Road-7G 57 60A 67A 70A- Y W F H78HEB to B line on Road-1G 58 64A 70A- Z X A79HEB to B line on Road-2G 58 65A 70A- Z X B80HEB to B line on Road-3G 58 66A 70A- Z X C81HEB to B line on Road-4G 58 63A 70A- Z X G82HEB to B line on Road-5G 58 62A 67A 70A- Z X D H83HEB to B line on Road-6G 58 61A 67A 70A- Z X E H84HEB to B line on Road-7G 58 60A 67A 70A- Z X F H SHUNT MOVEMENTS:- Sl. No.Shunt Movement at SBC end.Station MasterFrom Shunt No.To clear off / Up to shunt No.To turn knobPress1212321V2214321G3214621C4214521B5214421A6222322V7224322G8224622C9224522B10224422A11233923U12234023F13234123E14234223D15373937U16393739S417392139W18402140W19412141W20422142W21432143W22462146W23452145W24442144W25392239X26402240X27412241X28422242X29432243X30462246X Sl. No.Shunt Movement at SBC end.Station MasterFrom Shunt No.To clear off / Up to shunt No.To turn knobPress31452245X32442244X33473047F34472947E35472847D36472747G37472447C38472547B39472647A40305230S141295229S142285228S143275227S144245224S145255225S146265226S147305330S248295329S249285328S250275327S251245324S252255325S253265326S254305130J55295129J56275127J57285128J58245124J59255125J60265126J Sl. No.Shunt Movement at SBC end.Station MasterFrom Shunt No.To clear off / Up to shunt No.To turn knobPress61524752H62534753H63514751H64512751G65512451C66512551B67512651A68482548B69482648A70483148S371493149S372492649A73254825K74264826K75264926L76314831K77314931L78325432M79325532N80325632P81335433M82335533N83335633P84345634P85543254J86553255J87563256J88543354K89553355K90563356K91563456L B.12 TELECOMMUNICATION: - In addition to the block telephone attached to the block instruments, connecting the adjacent block stations the section control telephone, the following Magneto Telephone circuits are also provided at this Station for the use in train passing duties. CIRCUIT-1:IRRI Cabin0 (One ring)IiUp outermost pt. No. 12000 (Two rings)IiiDown outermost pt. No. 100000 (Three rings)IvPSC sleeper siding. pt. No. 1610000 (four rings)CIRCUIT-2:iRRI Cabin0 (One ring)iiLC No. 2C at Km. 4/200-30000 (Two rings)iiiMALLESWARAM 'D' class Stn000 (Three rings)CIRCUIT-3:iRRI Cabin0 (One ring)iiPoint No. 15200 ( Two ring)iiiPoint No. 159000 ( Three ring)CIRCUIT-4:iRRI Cabin0 (One ring)iiPF SMs Office00 ( Two ring)CIRCUIT-5:iRRI Cabin0 (One ring)iiSM Bye-pass Cabin00 ( Two ring)CIRCUIT-6:iRRI Cabin0 (One ring)iiTrack Machine Depot.00 ( Two ring)CIRCUIT-7:iRRI CabiniiUp S.P.T below home No. 1A0 (One ring to call SM)CIRCUIT-8:iRRI CabiniiUp S.P.T below home No. 2A0 (One ring to call SM)CIRCUIT-9:iRRI CabiniiDown S.P.T below Inner home No. 68A0 (One ring to call SM)CIRCUIT-10:iRRI CabiniiDown S.P.T below Inner home No. 69A0 (One ring to call SM)CIRCUIT-11:iRRI CabiniiDown S.P.T below Inner home No. 70A0 (One ring to call SM)CIRCUIT-12:iRRI CabiniiTrack Machine siding0 (One ring to call SM) C.2. The code rings noted against each should be utilised to call the attention of each other. C.3. Failure of telephone communication should be promptly reported to the TECH.ES/JE/SSE/Sig. for early rectification. APPENDIX C - NIL - APPENDIX D DUTIES OF TRAIN PASSING STAFF D.1 DUTIES OF STATION MANAGER : - Duties of Station Manager of YPR junction include general supervision of staff and their performance in connection with train operations arranging necessary stationery, essential equipments, etc., ensuring that the staff are well trained that, they are not overdue for Refresher Course, Safety Camp, Periodical Medical Examination, their Block Competency Certificate, medical fitness certificate are correct before they are permitted to take up duty; counselling the staff in safe and efficient working; taking suitable corrective action against erring staff and providing necessary assistance to inter departmental staff in close co-ordination to achieve the best performance at the station and the sidings. Inspections of SMs office and other traffic work spots. D.2 (i) STATION MASTER RRI CABIN: - There will be two SMs in each shift at RRI cabin. The SM on panel duty will operate the RRI panel and he is over all in-charge of RRI cabin. He is responsible for safe reception and despatch of trains and shunting operations under his jurisdiction. The block duty SM is in-charge for twin single line block working between YPR-SBC, attend all phone calls, assist panel duty SM during failures for clamping and padlocking of points to deal trains during failure, exchanging all right signals, ensuring intact arrival of trains at YPR bye-pass cabin end. He shall take the assistance of PF duty SM for cranking and clamping of points at SBC end during failures and maintain prescribed registers. He is also responsible to issue Caution Orders to all trains, maintenance of caution order registers and responsible to intimate the train movements across the LC to gateman of LC No. 2 at Km: 4/200-300 between YPR-SBC. (ii) STATION MASTER BYE-PASS CABIN: - His duty includes Operation of block instruments pertaining to YPR-BAW, YPR-YNK & YPR-HEB block sections, ensuring of complete arrival of all Down trains, exchanging PNs with LC gates, advice the gate man of interlocked LCs, issue of LCT during block failure, maintain prescribed registers, duties pertaining to block and all other general duties. STATION MASTER PF: - Monitoring the duties of traffic staff and to maintain good co-ordination between different departments and control to achieve maximum efficiency. He is responsible for train starting, Ensure complete arrival of trains from SBC end, Placement and release of VPUs. Nominate the road of reception to all trains by exchanging PN with SM on panel duty in RRI cabin. During failure he should ensure physical clearance of track between Up home signal and Up starter signals by exchanging PN with the SM on panel duty at RRI cabin, Ensuring cranking, clamping & padlocking of points at SBC end of the yard during failures by exchanging PN with SM on panel duty in RRI cabin, Ensure good rapport with public, maintenance of station in co-ordination with other departments and traffic staff. Monitoring shunting operations and backing of rakes in time. Attending to public complaints etc., and all other general duties. STATION MASTER (YARD): - The Station Masters (Yard) to work under the control SMR/ PF SM on duty. SM (Yard) is responsible for timely placement / removal of rakes in Pit lines for charging & watering. Detaching of sick coaches / recouping of fit coaches in rakes. General and over all supervision of shunting operation in Non-Interlocked area of the yard. Ensuring securing of rakes on running lines / Pit lines / stabling lines. Forming trains as per correct marshalling order/day order book. SM (Yard) should also act judiciously in consultation with PF duty SM / RRI cabin SM & control. He should maintain record for rake detentions of all rakes / coaching stock giving details for detentions like placement time, removal time, waiting for loco, waiting for clearance of line etc. D.3 SHUNTING MASTER: - He should supervise the shunting as per the instructions of YM / SM on PF duty duly assisted by three points man. Ensure correct setting and locking of all the locally worked points, Taking SPI control from SM/RRI cabin and handing over SPI control to SM/RRI cabin in time, Handing over yard position to his reliever, Details of yard shunting performed and yard position to PF duty SM or YM, Stabling of vehicles with in the fouling marks/starters, securing of vehicles by skids and safety chains to prevent them from rolling, Placement of TUs / Empties / Coaches in time, Hand Cranking of points No. 121, 122 & 108 during failure, ensure cleaning of all locally worked points and any other lawful instructions issued by SMR/SM. D.4 The points man/STP/porter, shall operate the locally worked points, clean all the points regularly assist the duty Station Master ( cabin & PF ) in issuing Caution Order/Memos, in piloting train, in clamping the points during failures, and in keeping the essential equipments and the Panel / RRI control panel clean and tidy. He shall invariably exchange All Right signals for every passing train on off side and shall obtain signature of the Guard of stopping train in Train Intact Arrival Register and carryout any other instruction issued to him by Shunting Master/Station Master/SMR. D.5 DUTIES OF GATEMAN: The gateman at the traffic Level Crossing gate No. 2 at KM. 4/200-300 shall adhere to instructions issued to him by duty Station Master. He should be responsible for prompt opening of the Level Crossing for road traffic and closing of Level Crossing in time for safe passage of rail traffic. He shall also keep gate lamp lit and ensure that the gate lamps are burning brightly from Sunset to Sun rise and also keeping the flange clean of obstruction and keep the gate neat and tidy. He has to keep the essential equipment ready for use whenever required and he should stand in front of the gate and watch train movements as per extent rules. NOTE:- The duties indicated above are only to have a general idea of their working. SM should Consult control regarding train movements and act according to his instructions, provide timings and other particulars pertaining to the train movement to controller, maintain prescribed registers etc., and adhere to all instructions relevant to him as laid down in the SWR, GRS, Accident Manual, BWM and other circular instructions issued time to time. All staff required to carryout the relevant duties assigned to them by General Rules, Block Working Manual and Accident Manual and the Divisional instructions with all promptitude and prudence with a view of achieving better results in safe and efficient transportation. APPENDIX `E' ESSENTIAL EQUIPMENT AT THE STATION Sl. No.DESCRIPTIONNo. of EQUIPMENT PROVIDEDPF SMS OFFICESM RRI CabinLC No. 2 at Km 4/200 300 1Detonators2010102Hand Signal Lamps3333Hand Signal Flags sets2214Fire bucket with sand22-5Fire bucket with water22-6Station Bells1--7Skids4--8Clamps with padlocks55-9Safety Chains with padlock1--10Trolley/Lorry on line caps-3-11Line blocked caps-3-12Line block caps-3-13Caution in Force boards.-3-14Power Block caps-12-15Rusty Rail caps-6-16Poles to fix flag /lamp--217Emergency gate chain with padlock--218Tommy bar--119Water bucket / pot--120Banner flag with poles.--221Tool list--122Wall clock11123Flashing Red hand signal lamp--124Pouch suitable for shunt key-2-25Fire extinguisher22-26Stop Boards--2 E.1 SMR/YPR shall ensure that the prescribed quantity of the above-mentioned essential equipment is made available at all the locations as indicated above, exclusively for train passing duties. E.2 The duty SM/PF & SM/RRI cabin shall ensure that the equipment are kept clean and in good working order at the respective locations exclusively for train passing duties. The gateman of LC No. 2 at Km 4/200 300 shall maintain the essential equipment clean and in good working order in the LC gate. APPENDIX `F Rules for working D class stations, Halts, IBH, IBS and Outlying sidings: - There is a "D" Class Station "MALLESWARAM" between Bangalore City Junction & Yesvantpur Junction at km 2.68 from SBC. The code initials of this D Class station is "MWM".. Each line at this halt is provided with Low Level Platform. 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DWGLZRs -  c.@Garamond--- @Garamond-----@"Arial--------------- 2 2b --- 2 2b  %2 2bC.M.No.1 dated 28     2 2<b- 2 2@b03  2 2Nb- ,2 2Rb2012to SWR No.B.28/YPR      2 2b- 2 2 bRRI dated 10   2 2Eb- 2 2Ib01  2 2Wb- 2 2[b2012---  2 2wb  b'---  2 Bb  b' 22 )`b  L2 )+b(J.CHANDRASHEKAR)   )2 )b  2 )b  2 ) b(K.E.ANSAR)     2 )bb   D2 9`&b  2 9bDSTE/SBC    =2 90!b  12 9b   2 9b  2 9bDOM/SBC    2 9Yb  b'@"Arial------ +2 ] bSOUTH WESTERN RAILWAY       2 ]b   &2 o4bBANGALORE DIVISION       2 ob    2 b  @"Arial---  2 b  --- +2 #bSTATION WORKING RULES     ---  2 b  b'@"Arial---@"Arial------------ 2 < bYESVANTPUR   2 b  2 bJn.   2 b ---  2 b   2 b  @"Arial------ 2 ab(RRI   2 b- 2 bCABIN)    2 b    2 b  @"Arial------ 2 ` bNo. B.28 /    2 b  2 bYPR RRI    2 b- 2 bCABIN    2 b.  2 b  @"Arial- - -   2     2   '(- - -  2  (Date of issue   2 (  '(- - -  .2 1(Date brought into force   2 (  '- @ !- - @ !- - @ !5- - @ !- - @ !e- - @ !'- - @ !(- - @ !- - @ !- - @ !- - @ !- - @ !'- - @ !- $- - -  2 $SWR   2 $  '$(- - -  2  ($10.01.2012  2 ($  '$(- - -   2 t($  '- @ !- - @ !5- - @ !- - @ !e- - @ !'- - @ !(- - @ !- - @ !- - @ !$- - @ !$- - @ !5$- - @ !- - @ !$- - @ !e$- - @ !'- - @ !$'- - @ !$(- - @ !- - @ !$- - @ !$- @"Arial- - -   2 1`b    2 D`b   2 X`bNOTE:    2 Xb-  2 Xb  @"Arial- - - @"Arial---- - -  2 klb1.  2 kwb --- e2 k<bThese Rules supersede the Station Working Rules No. B.28/YPR           2 kDb  2 kNbRRI Ca   2 k~bbin  2 kb  2 kbdated  - - - --- V2 z2b10.07.2007 and the Correction Memo issued thereto.   - - -   2 zb   2 lb2.  2 wb  2 ZbThe Station Working Rules must be read in conjunction with the General & Subsidiary Rules           2 Vband the Block Working Manual. These Rules do not in any way supersede any Rule in the        2 babove  2 b- 2  bmentioned boo  2 bks.  2 %b   2 lb3.  2 wb  2 TbThese rules shall also be read in conjunction with Station Working Rules No.B.25/YPR        2 b- 2 bBye   2 b-  (2 bpass cabin dated 01  2 b- 2  b08  2 b- ,2 b2008 pertaining to Bye   2 b- 42 bpass cabin of YPR Junction.   2 Qb  --- 2 lb4.- - -   2 wb --- 2 YbThese rules should be read in conjunction with Traction Working Rules for observance of t   2 bhe  b'--- 2 Qbsafety precautions etc., related to 25 KV AC Traction pertaining to this station.  ---  2 \b  b'- - -   2 b  @"Arial------ 2 (`b1.0---  2 (sb --- 82 (bSTATION WORKING RULE DIAGRAM:         2 (b-  2 (b  --- 2 @XbThe enclosed Rule diagram based on Signalling Plan and P. Way Plan shows the signalling          V2 O2bfeatures, track circuited portions, names of the a  R2 O/bdjacent stations, the normal setting of points    @2 ^#band other details pertaining to day       2 ^mb- 2 ^qbto  2 ^|b- V2 ^2bday working. Complete layout of the station yard,       2 nYbgradients, holding capacity of individual lines, distances of adjacent stations etc. are              :2 }breproduced from the enclosed la  2 }O byout diagram.   2 }b    2 b  \@"Arial--- #2 \Rule Diagram No.      2 9\  '\@Wingdings------  2 c\---  2 r\  'W--- /2 WSBC/SG/CN: 5 /2005/5/Alt      2 +W- 2 /W5.  2 :W  '- @ !- - @ !- - @ !- - @ ![- - @ !)\- - @ !- - @ !- - @ !V- - @ !V- - @ !- - @ ![- - @ !- - @ !V- \--- (2 \Signalling Plan No.    2 B\  '\---  2 c\---  2 r\  'W--- 2 WIPU.1286   2 W- 2 W2 / Alt   2 W- 2 W4.  2 W  '- @ !- - @ !- - @ ![- - @ !)\- - @ !- - @ !- - @ !V- - @ !- - @ ![- - @ !- - @ !V- \--- "2 \P. Way Plan No.    2 .\  '\---  2 c\---  2 r\  'W--- 2  WB/YPR/118/1     2 W  '- @ !- - @ !- - @ ![- - @ !)\- - @ !- - @ !- - @ !V- - @ !- - @ ![- - @ !- - @ !V- \--- &2 \Layout diagram No.    2 F\  '\---  2 c\---  2 r\  'W--- 2  WB/YPR/T/57     2 W  '- @ !- - @ !- - @ ![- - @ !)\- - @ !- - @ !- - @ !V- - @ !- - @ !- - @ !- - @ !- - @ ![- - @ ![- - @ !)\- - @ !- - @ !- - @ !- - @ !V- - @ !V- - @ !V- ---  2 `b    2 `b  ---@"Arial--- @ Arial--------------------- 2 /`b2.0---  2 /tb --- 2 / bDESCRIPTION    ---  2 /b --- 2 /bOF ---  2 /b --- 2 /bTHE ---  2 /b --- 2 /!bSTATION:    2 /\b-  2 /`b  -------- 2 G`b2.1---  2 Gtb --- 2 GbGENERAL(   ---  2 Gb --- 2 G bLOCATION)    2 Gb  ---- - - ---- - - --- 2 _ bYESVANTPUR   - - -   2 _b  12 _bis a junction station sit     C2 _%buated on the Bangalore City Junction        2 _|b  2 _b  2 _ bArsikere   C2 n%bJunction and Bangalore City Junction     2 nyb  2 nb  :2 nbYelahanka Junction Broad Gauge    )2 nSbelectrified section  - - -  %2 }bat a distance of --- 2 }b5.36- - -   2 } b  w2 }HbKms, from Bangalore City Junction. It has two cabins, one is called YPR       - - -  /2 bRRI cabin and the other  %2 !bis called YPR bye   2 b- 42 bpass cabin. YPR is a Class   --- 2 :b`B' - - -   2 Jb  )2 Obstation interlocked   2 [bto Standard II R, with twin single line working towards Bangalore City, Double line working           2 b   y2 Ibtowards Chikbanavar and single line working towards Hebbal and Yelahanka.        2 Vb  @"Arial---  2 b    2 b    2 b  "Systemv /v@2v(L -- bbaa``՜.+,0p hp|  9RE*,J DESCRIPTION OF THE STATION:-GENERAL( LOCATION)4BLOCK STATIONS ON EITHER SIDE AND THEIR DISTANCES:- Title Headings  !"#$%&'()*+,-./0123456789:;<=>?@ABCDEFGHIJKLMNOPQRSTUVWXYZ[\]^_`abcdefghijklmnopqrstuvwxyz{|}~      !"#$%&'()*+,-./0123456789:;<=>?@ABCDEFGHIJKLMNOPQRSTUVWXYZ[\]^_`abcdefghijklmnopqrstuvwxyz{|}~      !"#$%&'()*+,-./0123456789:;<=>?@ABCDEFGHIJKLMNOPQRSTUVWXYZ[\]^_`abcdefghijklmnopqrstuvwxyz{|}~      !"#$%&'()*+,-./0123456789:;<=>?@ABCDEFGHIJKLMNOPQRSTUVWXYZ[\]^_`abcdefghijklmnopqrstuvwxyz{|}~      !"#$%&'()*+,-./0123456789:;<=>?@ABCDEFGHIJKLMNOPQRSTUVWXYZ[\]^_`abcdefghijklmnopqrstuvwxyz{|}~      !"#$%&'()*+,-./0123456789:;<=>?@ABCDEFGHIJKLMNOPQRSTUVWXYZ[\]^_`abcdefghijklmnopqrstuvwxyz|}~      !"#$%&'()*+,-./0123456789:;<=>?@ABCDEFGHIJKLMNOPQRTUVWXYZ[\]^_`abcdefghijklmnopqrstuvwxyz{|}~      !"#$%&'()*,-./012CRoot Entry F$ EData {{1TableSRWordDocument SummaryInformation([DocumentSummaryInformation8+CompObjr  F Microsoft Word 97-2003 Document MSWordDocWord.Document.89q