ࡱ> # %                 ! " q` bjbjqPqP 4 ::q 8<{(DZZZH.v .z0z0z0z0z0z0z$}hTz0HTzZZizD###ZZ.z#.z##F BX@*Z j$!1HzT{n"Hux"Tu*u*Bx#P4TzTz#{J$tz SOUTH WESTERN RAILWAY BANGALORE DIVISION  Station Working Rules: Date of Issue: 0408-03-2011 No. B.29 /BAW. Date on which brought into force: CHIKBANAVAR NOTE:- 1. These Rules supersede the Station Working Rules B.29 dated: 0325-0102-20072011. The Station Working Rules must be read in conjunction with General and Subsidiary Rules and Block Working Manual. These rules do not in any way supersede any rule in the above-mentioned books. 1. 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/RD: 13 /20062011/Alt-4.Signalling Plan No(IPU 1281A1281B/Alt-1/Alt-4P. Way Plan No(CN/BNC/TR/18053-20042011/1/3.Layout diagram No(SWR/TR/BNC/06-2011B/BAW/T/7 DESCRIPTION OF THE STATION:- GENERAL (LOCATION) CHIKBANAVAR is situated in the Yesvantpur Junction Arsikere Junction Broad Gauge line at a distance of 13.475 Km from Bangalore City Junction. This is a B Class station with Double line working towards Golhalli & Yesvantpur and single line working towards Nelamangala, the terminal station. The code initials of this station are are BAW. BLOCK STATIONS ON EITHER SIDE AND THEIR DISTANCES:- SL.No.ADJACENT BLOCK STATIONCODEINTER DISTANCE.DIRECTION1.GOLHALLIGHL12.59 KmsUp ASK Jn. end2.YESVANTPURYPR8.115 KmsDown, SBC end3NELAMANGALAnmga13.80 KmsUp HAS Jn. end SOLDEVANAHALLI train halt is situated 2.705 Km from Chikbanavar. BAW-GHL double line and BAW-NMGA single line pass through this halt.in BAW-GHL block section at Km.16.180 and 2.705 Km from BAW. The code initials are SDVL. There is no D class station in BAW-YPR block section. BLOCK SECTION LIMITS ON EITHER SIDE OF THE STATION ON DIFFERENT DIRECTIONS: - Between stationsPoint from which the block section commencesPoint at which the block section ends.CHIKBANAVAR BAW GOLHALLIGHLUp Advanced Starter signal No. 10 / 1 D at GHL end on Up line. Top facing point No. 65 at GHL end of Down line.CHIKBANAVAR BAW YESVANTPURYPRDown Advanced Starter signal No. 30/ YPR end on Down line.Block Section Limit Board at YPR end on Up line. BAW NMGAUp Advanced Starter signal No. 9 / 3 D at GHL end.- The station limits extend from Up distant signal to Down distant signal. GRADIENTS: - Sl. No.Direction LineFromToInter distance in metresGradientsectionDownUpRd-1 to 45Centre Line of the Station.536.5m537m536.55371 in 625 rising towards YPRStation section.DownUpUp / Down line537m825m2881 in 120 rising towards YPRStation section./ Block sectionDownUpUp / Down line825mEnd of station limit 1001 in 100 rising towards YPRBlock sectionDownUpRd-1 to 5Centre Line of the Station.25m251 in 625 falling towards GHLStation section UpDownRd-1 to 5 Up & Down25m1057m1064 m103210391 in 260 falling towards GHLStation section / Block section. Station section UpDownUp & Down1064 m1057m1642.4 mEnd of station limit 676578.41 in 105 100 falling towards GHLStation section / Block section. UpUp & Down1642.4 m382.6 m2025 mlevelBlock section. UpUp & Down2025 mEnd of station limit -1 in 102 falling towards GHLBlock section.  LAYOUT: This station is provided with FIVE running lines with High Level Platform for Road-1 and High Level Island Platform for Road-2 / 3 & 4 / 5. Road- 1 & 2 are Up common loop lines and Road-5 is the Down common loop line. Road-3 & 4 are the Up & Down main lines respectively. Snag Dead ends are provided at YPR end of Road-1, 2 & 5. Overrun lines is are provided at GHL end of Road-1 & 5. A buffer stop is provided at GHL end of Road-2. Trolley paths are provided at both ends of the yard. A PQRS siding takes off from Road-5 at point No.100 at YPR end andend and point No.102 at TK end. The office of the Station Master is situated on the Platform of Road-1. RUNNING LINES, DIRECTION OF MOVEMENT AND HOLDING CAPACITY. Running Lines.Direction of Movement.Holding CapacityLength (CSR)Type of PFLength of PFRoad 1Reception and Despatch of Up & Down trains58 BOXN+3E+1BV712 mHL420 mRoad 2Reception and Despatch of Up & Down trains58 BOXN+3E+1BV712 mHL ISLAND (Rd 2 & 3)420 mRoad 3Reception and Despatch of Up trains only.58 BOXN+3E+1BV750 mHL ISLAND (Rd 2 & 3)420 mRoad 4Reception and Despatch of Down trains only58 BOXN+2E+1BV691.mHL ISLAND (Rd 4 & 5)420 mRoad 5Reception and Despatch of Up & Down trains58 BOXN+2E+1BV691.mHL ISLAND (Rd 4 & 5).420 m NON RUNNING LINES:- A through siding of length 128 metres takes off from Road No.5 at point No100 at YPR end and 102 at TK end with succession key arrangements with locally operated point No.101 and 103 respectively. This siding is extended as PQRS siding with two spurs of length 270metres each. The entry into the siding through point No 100 and point No 102 is controlled by knob No.69 and 68 from control panel respectively. Instructions for working in the siding are detailed in Para 8.6. ANY SPECIAL FEATURES IN THE LAYOUT:- .NIL 2.6 LEVEL CROSSINGS: - Sl. NoLC No. Class Dept.LocationTypeNormal PositionWhether Inter lockedProvision of Tele-phone1No.6, Engg. A Class12/000-100 BAW-YPRLifting barriersOpen to road trafficYESProvided2No.10, Engg. Spl Class cum No.1 Engg C class16/100-200 BAW-GHL 2/900-3/000 BAW-NMGALifting barriersOpen to road trafficYESProvided3No.11, Engg. C Class No.2 Engg C class17/400-500 BAW-GHL 4/100-200 BAW-NMGALifting barriersClosed to road traffic. (7 to 19 Hrs only )NOProvided 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 on BAW-GHL & BAW-YPR block sections and One train only system on BAW-NMGA section are in force at this station. MEANS OF WORKING: -Double line Modified SGE lock and Block Instruments are provided in SMs office for BAW-GHL & BAW-YPR block section. Block Proving Axle Counters (BPAC) are provided for BAW-YPR block section. An Axle counter cum reset box is provided in the station house for use during the failure of Axle Counters provided for BAW-YPR block section, for indicating the condition of the block section. Key A of NMGA is kept at BAW and Metal token areMagneto telephone communication between BAW-NMGA is the means working for one train only system in BAW-MNGANMGA section. Note: - Block Instruments at YPR are provided in YPR-Bye pass cabin for YPR-BAW block section. 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. 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. However for a train to NMGA, metal token is the authority for the loco pilot enter the BAW-NMGA section and return from NMGA with his train. Up and Down Advanced Starter signals are the last stop signals and advanced starter signals at GHL & NMGA end they are inter locked with respective Block Instrument. The Advanced Starter signal interlocked with block instrument can be taken `OFF only when the line clear has been obtained through the block instrument pertaining to the Block Section in advance. CUSTODY OF KEYS The following keys shall normally be kept in the personal/safe custody of the station Master on duty. SM's key of block instruments. SMs keys of double key lock on the block instruments. Padlock keys of point clamps. Padlock keys of safety chains. SMs key of the double key lock pertaining to relay room. RRI-Control panel key. g) keys of point machine lid cover lock and Crank Handle release lock. Keys pertaining to telephones connected to SPT. Key of the BPAC reset boxes. Generator room key. The above keys except item No. a, f and h shall normally be kept in the glass fronted key case provided in the Station House. The glass fronted case must always be kept closed locked and the key of the case along with keys referred vide item (a) (f) and (h) shall be kept in the personal custody of the duty Station Master. SYSTEM OF SIGNALLING AND INTERLOCKING This station is provided with Route Relay Interlocking set to Standard- II (R) Multiple Aspect Colour Light Signalling arrangements (Operated from the RRI panel) with Distant, Home, Starter and Advanced Starter signals in each direction. The entire yard is track circuited, Calling-on-Signal & SPTs are provided below Up & Down Home signals, Crank Handles are provided at SMs office, calling-on signals below Up starters, shunt signals, Motor operated points, Counters for Calling-on signal, route cancellation, emergency calling-on route cancellation, are also provided. (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/SE/Sig. Whenever it is required to open the relay room, the TECH.ES/JE/SE/Sig shall requisite the key from the SM on duty, duly filling in the relevant columns of the Relay Room key register maintained at the Station. The SM on duty shall hand over the key to the TECH.ES/JE/SE/Sig. After the work in the Relay Room is completed, the Room shall be locked with double lock which shall be ensured by Duty Station Master. The key shall be returned to the SM on duty, duly completing the entries in the relay room key register. The Relay Room key register shall contain the following columns:- 1) Time and Date of key requisition. 2) Purpose for which the key is required i.e. attending to failure, routine maintenance etc. 3) Whether the work in the relay room will affect the normal working of points, signals, block instruments etc., 4) Signature, name and designation of the TECH.ES/JE/SE/Sig requesting the key. 5) Signature of the SM on duty with time. 6) Time and Date of Returning the key to the SM on duty after locking the room properly with both the keys. 7) Remarks regarding normal working of the points, signals, block instruments etc., 8) Signature, Name and Designation of the TECH.ES/JE/SE/Sig returning the key. 9) Signature of the SM on duty receiving the key with time after duly ensuring that the room is locked properly with both the keys. 10) Remarks. If an endorsement is made in the Relay Room Key Register by TECH.ES/JE/SE/Sig that the work will affect normal working of points/signals/block working etc., the Station Master shall obtain Form. No. S & T (T/351). from TECH.ES/JE/SE/Sig and 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 follow the normal procedure for dealing trains. NOTE:- The SM on duty shall not hand over the key to TECH.ES/JE/SE (Sigg) immediately after an accident involving points/signals/interlocking etc., at the station until after fully satisfying that the necessary readings have been recorded by the competent official(s). POWER SUPPLY: The normal source of power supply is from Karnataka Power Transmission Corporation Limited (KPTCL). In addition an inverter and two Diesel generators are also made available as an alternate source of power supply to the signalling installation. The generator is provided in a separate room and the key of which is under the custody of SM on duty. The generator must be started for the train service during the failure of KPTCL power supply and Invertoer or testing purpose. A register with full details shall be maintained at the station exclusively for this purpose. A Volt meter is provided over the panel. This indicates the voltage level of power supply. Whenever the pointer in the volt meter is on the RED BAND or NO Power Supply the alternative source of power supply shall be extended to the signalling installations. When the signal is flickering/Bobbing or showing more than one aspect simultaneously action may be taken by the loco pilot as per SR 3.74 (1) and Station Master on duty shall be advised accordingly. On being advised of the defective signal as above the, Station Master on duty should take action as per GR 3.68 (1) (c) and (d). In the case of reception signal the Station Master shall not grant line clear for a train unless action taken as above and also advise the Station Master in rear to issue Caution Order to the Loco pilot (SR 8.03 (ii) and (iii). Whenever the Karnataka Power Transmission Corporation Limited power supply fails, a red light indication appears near the P.ACK button, and buzzer sounds. SM shall press the P.ACK button to stop the buzzer, however the red light indication remains. Once power supply is resumed (KPTCL or Generator) once again the buzzer will sound. To stop the buzzer, the SM shall press the P.ACK. This will stop the buzzer and red light indication also disappears. During the failure of KPTCL power supply, Inverter should be turned to ON position to extend the power supply to signalling installations. Even after this if the power supply is not extended the standby generator shall be started. SM must changeover the switch provided in the generator room from MAIN to STANDBY only after ensuring steady voltage by observing the voltmeter provided in the generator panel room to avoid fusing of bulbs. The Inverter should not be used for more than 15 minutes at a stretch, if it used continuously Inverter system itself will fail. Whenever power supply from KPTCL, Inverter and generator fails and no light is available in the signal or when the signals are bobbing or flickering the signal should be treated as failed. If the KPTCL supply does not resume within 3 hours, the TECH.ES/ JE / SE /Sig of the section must be advised on control phone immediately followed by a message to Sr.DSTE/DSTE and Sr.DEE/DEE/SBC. The Station Master shall ensure that the stand by diesel generator set is ready in all respects for working at the time of HOC/TOC. An entry to this effect shall be made in the train signalling register and station diary. The generators should be used alternatively to ensure both are working properly. The failure of generators should be advised to all concerned. 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: - One Station Master and One Pointsman /TRH will work in each shift according to the roster issued by the Divisional Personnel Officer/Bangalore Division. RESPONSIBILITY OF ASCERTAINING CLEARANCE OF THE LINES AND ZONES OF RESPONSIBILITY: - The Station Master on duty is responsible to ensure that the line/route is clear and free from obstruction up to the adequate distance before clearing the reception and/or despatch signals by observing the indications on the Control Panel. During failure, he shall personally ensure this by physical observation of the required length of the track. Before allowing any non-signalled move, the Station Master should ensure that all the points on the required route should be clamped & padlocked and the padlock key is kept in his personal custody. After any non signalled move has taken place over a point operated by an electric point machine whether in facing or trailing direction, the Station Master on duty shall operate the point for normal and reverse setting for the purpose of testing the points. After the SM has ensured that indication regarding the normal and reverse setting are correctly available and then only further movements may be permitted over the points. ASSURANCE OF STAFF IN THE ASSURANCE REGISTER: - . Every train passing staff posted newly at the station or leave reserve staff at the station or regular staff who has resumed his duties after more than 15 days absence must go through Station Working Rules in force and give assurance in the prescribed Assurance Register {SR 5.06 (i)}. CONDITIONS FOR GRANTING LINE CLEAR (GR 8.03 Absolute Block system): The line shall not be considered clear and line clear shall not be granted by the SM on duty unless :- The whole of the last preceding train has arrived complete and berthed with in the starter signals/ berthing track. 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. Block section clear indication is available on the BPAC (Block Proving Axle Counter) reset box for the BAW - YPR block section. the line is clear of trains: - Up to the outer most facing point No. 65 in advance of Down Home signal No. 40 in the case of Down train from GHL. Up to the Block Section Limit Board (BSLB) in advance of Up Home Signal No. 1 in the case of Up train from YPR. Not SM/BAW before advising his readiness to receive: an Up train from YPRShall advice the gateman of interlocked Engg. LC No. 6 at km. 12/000-100a Down train from GHLshall advice the gateman of Interlocked Engg LC No. 10 at Km. 16/100-200 and Shall exchange PN with the gateman of non-interlocked engineering LC No. 11 at Km. 17/500-600. (manned during day from 07.00 to 19.00 hours only) Shall advice the gateman concerned about the particulars of the train No., description, direction of movement and probable time of departure from YPR / GHL as detailed in Appendix-A. Note: - Working of trains in One train only system on BAW-NMGA section is explained in Annexure-II ANY SPECIAL CONDITIONS TO BE OBSERVED WHILE RECEIVING OR DESPATCHING A TRAIN: - Setting of points against blocked line: -This station is provided with centralised control panel of route setting type. When ever running line is blocked the safety caps shall be placed on the concerned Entrance (signal) knobs and concerned Exit (Route) buttons. If the points are operated using individual point knobs, the knobs should be turned to centre position immediately after the point operation. Reception of train on blocked line: - Whenever trains are being received on an obstructed road/blocked line on calling-on signal the following procedures are to be complied with: If possible intimate the loco pilot through the SM of the rear station. Ensure that the line is clear and free from obstruction up to the place of obstruction on the intended reception line . Ensure all the points over which the train has to pass are correctly set. Ensure that no conflicting movement is permitted. Ensure closure of LC if any on the route.(no LC in the station section) Ensure that a stop hand signal is exhibited at a distance of not less than 45 metres from the place of obstruction indicating the place where the train is to be stopped. During the failure of Calling-on signal, in addition to the above, ensure that the calling-on signal knob is turned to reverse while receiving the train on SPT/T 509 to avoid block failure. Station Master shall also personally ensure that all the points over which the train has to pass are correctly set, clamped, padlocked and the padlock keys are kept with the SM on duty. If the train is received on Signal Post Telephone the SM shall ensure that the condition indicated above (i.e. a to f) is fulfilled and give a message to the loco pilot through SPT. The loco pilot shall record the message in his rough journal and pass the signal at ON. The SM shall record the message in the Train signal register below the entry for that train. ABSTRACT MESSAGE Date: Time: To the Loco pilot of Train NoDescriptionUp/Down You are authorised to pass the up/down home signal Noat 'ON' position cautiously at a speed not exceeding 10 kmph. and come to Road No. (in figures and words) which is obstructed. You shall bring your train to a halt at the facing points leading to the reception line well short of obstruction which ever is approached first and await for hand signal for further movement. My private number is (in figure) .(in words) Note: During the failure of Calling-on signal and SPT and when the train has to be received on an obstructed line. The train shall be piloted by issuing Form T/509 and SM shall ensure that all the points over which the train has to pass are correctly set, clamped, padlocked and padlock keys are kept with him. Reception of train on non-signalled line: - Refer GR/SR 5.10.Not applicable Despatch of train from non-signalled line: - Refer GR/SR 5.11.Not applicable Despatch of train from line provided with common Starter Signal: - Not applicable. Any other special conditions should be mentioned giving reference to the GR & SR: - For a stopping train, approach signals shall not be taken off earlier than 5 minutes before the probable arrival of the train. For a stopping train, despatch signals shall not be taken off earlier 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 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:- The Station Master on duty before taking `OFF the reception signal shall ensure that the line on which the train is to be received is clear and free from obstruction up to the adequate distance as detailed below. ADEQUATE DISTANCE:- I. The adequate distance required for clearing the Home signal is reckoned as follows:-  AUTONUM \* Arabic Up Train on Road-1(a)As 128 metres from up starter No.4 up to the end of track circuit No.60AT with crossover points 60 Normal. (b)As 280m from Up Starter No. 4 up to the end of track circuit No. 62BT with cross-over points 62 & 60 Reverse and 63, 64 & 65N. AUTONUM \* Arabic Up Train on Road-2(a)As 280m from Up Starter No. 3 up to the end of track circuit No. 62BT with cross-over points 63N, 64 & 65 Normal and 62 Reverse(b)As 280m from Up Starter No. 3 up to the end of track circuit No. 62AT with cross-over points 62 & 60 Normal3Up Train on Road-3(a)As 328m from up starter No. 2 up to the end of track circuit No. 64T with cross-over points 62 & 63 Normal and 64 Reverse(b)As 165m from up starter No. 2 up to the end of track circuit No. 62BT with cross-over points 62, 63, 64 and 65 Normal4Up Train on Road-5(a)As 263m from Up Starter No. 5 up to the end of track circuit No. 62BT with cross-over points 61, & 63 Reverse and 64 & 65 Normal.(b)As 120m from Up Starter No. 5 up to the end of track circuit No. 61AT with cross-over points 61, Normal. 5Down Train on Road-1 (from GHL)/NMGA)(a)Up to the Sand Hump with cross-over points 53 Normal.(b)As 328m from Down Starter No. 35 up to the end of track circuit No. 50BT with cross-over points 53, 51 & 50 reverse6.Down Train on Road-2 (from GHL/NMGA)(from GHL)(a)Up to the Sand Hump with cross-over points 53 & 51 Normal.(b)As 328m from Down Starter No. 36 up to the end of track circuit No. 50BT with cross-over points 51 & 50 Reverse. 7.Down Train on Road-4 (from NMGA)Down Train on Road-4 (from GHL)As 122m from Down Starter No. 38 up to the end of track circuit No. 52AT with cross-over points 50, 52 & 54 Normal.As 122m from Down Starter No. 38 up to the end of track circuit No. 52AT with cross-over points 52 and 54 Normal.8Down Train on Road-4 (from GHL)As 122m from Down Starter No. 38 up to the end of track circuit No. 52AT with cross-over points 52 and 54 Normal.89.Down Train on Road-5 (from GHL)(a)Up to the Sand Hump with cross-over points 54 Normal.(b)As 122m from down Starter No. 37 up to the end of track circuit No. 52AT with cross-over points 54 Reverse and 52 & 50 Normal II. The distance required for clearing the Calling-on signal is up to the point of obstruction on the route or without detecting the points in the overlap are reckoned as under:- Up train on Road-1Up to the Up Starter No. 4. Up train on Road-2Up to the Up Starter No. 3. Up train on Road-3Up to the Up Starter No. 2. Up train on Road-5Up to the Up Starter No. 5. Down train on Road-1Up to the Down Starter No. 35. Down train on Road-2Up to the Down Starter No. 36 Down train on Road-4Up to the Down Starter No. 38 Down train on Road-5Up to the Down Starter No. 37  NOTE:- 1. Item No. 1 to 7 & 9 under I of Para 6.3 (B)4 (a),(b), 5 (a),(b) & 6 (a), (b) under I of Para 6.3 (B) have the approval of CRS/SBC Vide GR 3.40 (1) (b). 2. Calling-on signals are provided below Starter signal No. 2, 3, 4 and 5 have the approval of CRS/SC/SBC under the provision of GR.3.13(2). 3. The following signals are treated as combined signals and have the approval CRS/SC/SBC under the provision of G.R 3.07 (7). Signal No. 30/ 2 D as Down Advanced Starter of BAW cum Down gate distant signal of LC No. 6 at Km 12/000-100. Signal No. 10/ 1 D as Up Advanced Starter of BAW cum up gate distant signal of LC No. 10 at Km 16/100-200. Signal No. . 1 /1D as gate signal of LC No. 6 at km. 12/000-100 cum up distant signal of BAW. Signal No. 9/ 3 D as Up Advanced Starter of BAW cum up gate distant signal of LC No. 10 at Km 16/100-200 (NMGA line i.e LC No. 1 at Km 2/900-3/000). 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:- 1.While receiving an Up train from YPR on Road- 1 with crossover points 60 Normal. a.An Up train can be train despatched from Road-2 / 3 / 5 to GHL and a Down train can be despatched to YPR from Road-4 / 5. ORb.An Up train can be despatched from Road-3/5 to GHL and a Down train can be despatched to YPR from Road-4 / 5. ORc.A Down train from GHL can be received / down train can be despatched to YPR on Road-4/5.2.While receiving an Up train from YPR on Road- 1 with crossover points 60 Reverse & 62 Normal. a.An Up train can be train despatched from Road-3 / 5 to GHL and a Down train can be despatched to YPR from Road-4 / 5. ORb.An Up train can be train despatched from Road-3 to GHL and a Down train from GHL can be received / down train can be despatched to YPR on Road-4 / 5. OR3.While receiving an Up train from YPR on Road- 2 with crossover points 60 & 62 Normal. a.An Up train can be train despatched from Road-3 / 5 to GHL and a Down train can be despatched to YPR from Road-4 / 5. ORb.An Up train can be train despatched from Road-3 to GHL and a Down train from GHL can be received / a down train can be despatched to YPR on Road-4 / 5. OR4.While receiving an Up train from YPR on Road- 2 with crossover points 64 & 65 Normal and 62 Reverse. A Down train from GHL can be received / a down train can be despatched to YPR on Road-4 / 5.5.While receiving an Up train from YPR on Road- 3 with crossover points 62 & 63 Normal and 64 Reverse. A Down train from GHL can be received / a down train can be despatched to YPR on Road-4 / 5.6.While receiving an Up train from YPR on Road- 3 with crossover points 62 63 64 & 65 Normal. A Down train from GHL can be received / a down train can be despatched to YPR on Road-4 / 5.7.While receiving an Up train from YPR on Road- 5 with crossover points 61 Normal. aAn Up train can be train despatched from Road-1 / 2 / 3 to GHL ORbA Down train from GHL can be received on Road-1 / 2 with crossover points 53 / 51 Normal respectively ORcan Up train to GHL can be despatched from Road-3. ORdAn Up train to GHL can be despatched from Road-38.While receiving a Down train from GHL on Road- 1 with crossover points 53 Normal. a.A Down train to YPR can be despatched from Road-2 / 4 / 5. OR b.An Up train from YPR can be Received on Road-5 with crossover points 61 Normal. OR9.While receiving a Down train from GHL on Road- 2 with crossover points 51 Normal. a.A Down train to YPR can be despatched from Road-4 / 5. OR b.An Up train from YPR can be Received on Road-5 with crossover points 61 Normal. OR1.While receiving an Up train from YPR on Road- 1 with crossover points 60 Normal. a.An Up train can be train despatched from Road-2 / 3 / 5 to NMGA / GHL and a Down train can be despatched to YPR from Road-4 / 5. ORb.An Up train can be train despatched from Road-2 to NMGA and another Up train can be despatched from Road-3/5 to GHL and a Down train can be despatched to YPR from Road-4 / 5. ORc.An Up train can be train despatched from Road-2 to NMGA and a Down train from GHL can be received / down train can be despatched to YPR on Road-4/5.2.While receiving an Up train from YPR on Road- 1 with crossover points 60 Reverse & 62 Normal. a.An Up train can be train despatched from Road-3 / 5 to GHL and a Down train can be despatched to YPR from Road-4 / 5. ORb.An Up train can be train despatched from Road-3 to GHL and a Down train from GHL can be received / down train can be despatched to YPR on Road-4 / 5. OR3.While receiving an Up train from YPR on Road- 2 with crossover points 60 & 62 Normal. a.An Up train can be train despatched from Road-3 / 5 to GHL and a Down train can be despatched to YPR from Road-4 / 5. ORb.An Up train can be train despatched from Road-3 to GHL and a Down train from GHL can be received / a down train can be despatched to YPR on Road-4 / 5. OR4.While receiving an Up train from YPR on Road- 2 with crossover points 64 & 65 Normal and 62 Reverse. A Down train from GHL can be received / a down train can be despatched to YPR on Road-4 / 5.5.While receiving an Up train from YPR on Road- 3 with crossover points 62 & 63 Normal and 64 Reverse. A Down train from GHL can be received / a down train can be despatched to YPR on Road-4 / 5.6.While receiving an Up train from YPR on Road- 3 with crossover points 62 63 64 & 65 Normal. An Up train can be train despatched from Road-1 / 2 to NMGA or a Down train from NMGA can be received on Road-1 / 2 with crossover points 53 / 51 Normal respectively and a Down train from GHL can be received / a down train can be despatched to YPR on Road-4 / 5.7.While receiving an Up train from YPR on Road- 5 with crossover points 61 Normal. aAn Up train can be train despatched from Road-1 / 2 / 3 to NMGA / GHL ORbA Down train from NMGA / GHL can be received on Road-1 / 2 with crossover points 53 / 51 Normal respectively ORcA Down train from NMGA can be received on Road-1 / 2 with crossover points 53 / 51 Normal respectively and an Up train to GHL can be despatched from Road-3. ORdAn Up train can be train despatched from Road-1 / 2 to NMGA and another Up train to GHL can be despatched from Road-38.While receiving an Up train from YPR on Road- 5 with crossover points 61 & 63 Reverse and 64 & 65 Normal. a.An Up train can be train despatched from Road-1 / 2 to NMGA. OR b.A Down train from NMGA can be received on Road-1 / 2 with crossover points 53 / 51 Normal respectively 9.While receiving a Down train from NMGA on Road- 1 with crossover points 53 Normal. a.A Down train to YPR can be despatched from Road-2 / 4 / 5. OR b.An Up train from YPR can be Received / Up train can be Despatched to GHL on Road-3 or 5. ORc.An Up train from YPR can be Received / Up train can be Despatched to GHL on Road-3 and a Down train can be Received from GHL / Down train can be Despatched to YPR on Road- 4 / 5. ORd.An Up train from YPR can be Received on Road-5 with crossover points 61 Normal and an Up train can be despatched to GHL from Road-3.10.While receiving a Down train from NMGA on Road- 2 with crossover points 51 Normal. a.A Down train to YPR can be despatched from Road- 4 / 5. OR b.An Up train from YPR can be Received / Up train can be Despatched to GHL on Road-3 or 5. ORc.An Up train from YPR can be Received / Up train can be Despatched to GHL on Road-3 and a Down train can be Received from GHL / Down train can be Despatched to YPR on Road- 4 / 5. ORd.An Up train from YPR can be Received on Road-5 with crossover points 61 Normal and an Up train can be despatched to GHL from Road-3.11.While receiving a Down train from NMGA on Road- 4 with crossover points 52 Normal. a.An Up train from YPR can be Received on Road-1 with crossover points 60 Normal.12.While receiving a Down train from NMGA on Road- 5 with crossover points 54 Normal. a.An Up train from YPR can be Received on Road-1 with crossover points 60 Normal and a Down train to YPR can be despatched from Road- 4.13.While receiving a Down train from GHL on Road- 1 with crossover points 53 Normal. a.A Down train to YPR can be despatched from Road-2 / 4 / 5. OR b.An Up train from YPR can be Received on Road-5 with crossover points 61 Normal. OR14.While receiving a Down train from GHL on Road- 2 with crossover points 51 Normal. a.A Down train to YPR can be despatched from Road-4 / 5. OR b.An Up train from YPR can be Received on Road-5 with crossover points 61 Normal. OR15While receiving a Down train from GHL on Road- 4 with crossover points 52 Normal. aAn Up train from YPR can be Received on Road-1 with crossover points 60 Normal and an Up train can be despatched from Road-2 / 3 to NMGA / GHL. OR bAn Up train from YPR can be Received on Road-2 with crossover points 62 Normal and Up train can be despatched to GHL from Road-3. ORcAn Up train can be despatched from Road-1 / 2 / 3 to NMGA / GHL. OR 16While receiving a Down train from GHL on Road- 5 with crossover points 54 Normal. aAn Up train from YPR can be Received on Road-1 with crossover points 60 Normal and an Up train can be despatched from Road-2 / 3 to NMGA / GHL and a Down train can be despatched from Road-4 to YPR. OR bAn Up train from YPR can be Received on Road-2 with crossover points 62 Normal and Up train can be despatched to GHL from Road-3 and a Down train can be despatched from Road-4 to YPR. ORcAn Up train can be despatched from Road-1 / 2 / 3 to NMGA / GHL and a Down train can be despatched from Road-1 / 2 / 4 to YPR . OR 10While receiving a Down train from GHL on Road- 4 with crossover points 52 Normal. aAn Up train from YPR can be Received on Road-1 with crossover points 60 Normal and an Up train can be despatched from Road-2 / 3 to GHL. OR bAn Up train from YPR can be Received on Road-2 with crossover points 62 Normal and Up train can be despatched to GHL from Road-3. ORcAn Up train can be despatched from Road-1 / 2 / 3 to GHL. OR11While receiving a Down train from GHL on Road- 5 with crossover points 54 Normal. aAn Up train from YPR can be Received on Road-1 with crossover points 60 Normal and an Up train can be despatched from Road-2 / 3 to GHL and a Down train can be despatched from Road-4 to YPR. OR bAn Up train from YPR can be Received on Road-2 with crossover points 62 Normal and Up train can be despatched to GHL from Road-3 and a Down train can be despatched from Road-4 to YPR. ORcAn Up train can be despatched from Road-1 / 2 / 3 to GHL and a Down train can be despatched from Road-1 / 2 / 4 to YPR .  While giving precedence, as far as possible first arriving train shall be received on the loop line and second arriving train shall be permitted to run through on the concerned Main line. COMPLETE ARRIVAL OF TRAINS:- 6.5.1. As Block proving axle counters are provided at this station for YPR-BAW block section, Station Master on duty shall ensure the complete arrival of both run through and stopping trains by observing the Block section clear indication in the axle counter indication -cum- resetting box and the track circuits concerned, when Block Proving Axle counters and track circuits from Home signal to fouling mark of the reception line concerned are in working order. If the block section clear indication is not displayed, SM shall not close the block section. After ensuring the complete arrival, he shall resort to resetting of the BPAC as detailed in Anexxure-1. 6.5.2 During the failure of BPAC and / or of the Track circuit concerned and for trains from GHL, complete arrival of the train shall be ensured as detailed below: i) Station Master on duty shall personally ensure the complete arrival of run through trains and stopping trains ( wherever possible) by observing the Tail Board/Tail Lamp during day/night as the case may be, before closing the block section. ii) When the Station Master on duty observes that the train has passed/arrived his station without Tail Board/Tail Lamp as the case may be, he should not close the block station till such time the complete arrival of the train has been ensured. iii) In case of stopping trains, if the train is berthed in such a way that the SM cannot see the Tail Board/Tail lamp, the Guard of the train is responsible for indicating the complete arrival of the train to the SM on duty by waving his arm four times over head from side to side during day and by waving a white light in similar manner during night. The SM on duty shall acknowledge this in the same manner (SR 14.10(ii)). iv) If the on duty SM is not able to verify the complete arrival of the train as detailed above, communication shall be established after due identification with the guard of the train on walkie-talkie and guard shall ensure that the train has arrived safe and complete inside the fouling mark and give a private number along with his name and train number. This shall be recorded by the SM in the train signals register against the entry for the train in the remarks column. The SM on duty shall give his PN in acknowledgement. This PN given by the SM shall be recorded by the guard in his rough journal book. {SR 14.10(iv) (c)}. DDue to some reason if the duty Station Master is unable to exchange the complete arrival signal with the guard of a stopping train, he shall depute the Competent Railway Servant to obtain the signature of the guard in the Train intact arrival register (T/1410) maintained for this purpose as an assurance for the complete arrival of the train with in the Starter signal before clearing the block section. If there is no guard SM shall personally ensure the complete arrival of train and the clearance of the track {SR 14.10(iv) (c)}. DESPATCH OF TRAINS ( on absolute block system):- When everything is ready to start the train SM on duty shall call the attention of the Station Master GHL or YPR as the case may be and advise the particulars of train No, description etc.,. On receipt of the acknowledgement confirmed by a private Number (from SM GHL or YPR as the case may be), on duty SM shall obtain line clear through concerned block instrument and ensure that: - In case of an Up train towards GHL, on duty Station Master/ BAW, shall advice the gateman of Interlocked Engg LC No. 10 at Km. 16/100-200 and Shall exchange PN with the gateman of non-interlocked engineering LC No. 11 at Km. 17/500-600. (manned during day from 07.00 to 19.00 hours only)as detailed in Appendix-A. In case of a Down train towards YPR, on duty Station Master/ BAW, Shall advice the gateman of interlocked Engg. LC No. 6 at km. 12/000-100 about the particulars of the train No., description, direction of movement and probable time of departure from BAW as detailed in Appendix-A. Before applying line clear for a Down train, SM shall ensure that the Block section clear indication is available on the BPAC (Block Proving Axle Counter) reset box. He shall ensure that the despatch route is clear and free from obstruction and clear the signals by operating concerned entrance knobs and exit buttons duly issuing Caution Order if any to the Guard and loco pilot of the said train. After ensuring the correct signals are taken off, he should authorise the train to depart. The OFF aspect of concerned Advanced Starter Signal (GHL / YPR end) is the normal authority for loco pilot to enter the block section in advance, with his train... Note: - Working of trains in One train only system on BAW-NMGA section is explained in Annexure-II TRAINS RUNNING THROUGH:- The rules for reception and despatch of trains shall apply jointly to run through trains. Run through trains shall normally be dealt with on the respective main lines (Up train to on Road-3 and Down train on Road-4). ISMD LOADS: - Trains carrying ISMD loads shall normally be dealt on the respective main lines (Up train to on Road-3 and Down train on Road-4) WORKING IN CASE OF FAILURES: - FAILURE OF TRACK-CIRCUITS, POINTS/SIGNALS During failure of track circuiting arrangements, or signals or points from the control panel, the duty Station Master, shall personally ensure that the line on which the movement is to be carried out is clear and free from obstruction, and that all efforts taken in accordance with the provision contained in GR/SR 3.68 to 3.70 during failure of Home Signal and Calling-on signal below Home signal, trains can be dealt on SPT, during the failure of SPT, trains should be dealt on Form T/369 (-3b). Station Master shall ensure clamping and padlocking of relevant points and maintaining isolation from other lines duly keeping the trap/points in required position. If a point fails to set properly and if the point cannot be set from the panel, the Station Master on duty must personally ensure the points to the required position by means of the point crank handle as detailed in Para B.4. The Station Master can operate the concerned entrance knobs and exit buttons for the reception or despatch of the train, after replacing the crank handle in the electrical key instrument. If the signal fails to respond properly, the Station Master must arrange to deal the train in accordance with provisions contained in GRs 3.68 to 3.70 and the subsidiary rules there under. If the points set correctly in one position and fails to set in the other position, it is possible that there is some obstruction between the stock and the switch rails. By operating the points repeatedly for about three or four times, this obstruction may be removed. If not, by deputing a competent railway servant who will do so. Even in spite of this, the point fails to set correctly, then the point crank handle must be used. In the event of failure of a point repeat indication on the panel the following action has to be taken by the duty Station Master. The concerned entrance knob and exit button shall be operated even if the point repeat indication is not available. 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 individual point knobs repeatedly for about three or four times, even after this if the point indication does not appear, the SM shall depute the Points man/TRH to the point to remove the obstruction if any who shall do so. Even after this if the signal fails to respond, it should be treated as a case of signal failure and the train shall be dealt strictly according to the relevant provisions contained in GR/SR 3.68 to 3.70. FAILURE OF HOME SIGNAL During the failure of Home signal, the train shall be received on Calling-on signal(See Para B.8 for details ). If the Calling-on signal also fails, the train should be received using SPT. (See Para B.9 for details ). If the signal post telephone also fails, the SM on duty shall arrange to receive the train on Form T/369 (-3b). Whenever the trains are received on SPT or on Form T/369 (-3b), the SM shall ensure the correct setting of relevant points, clamp and padlock, all the point on which the train will be received. Whenever the trains are being received through SPT or Written on Form T/369 (-3b) due to failure of home signal, the home signal knob shall be turned to `R' position to avoid block failure. However, if the home signal failure is due to track circuit failure (other than berthing track), or due to the partial failure of the points (N or R), 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. FAILURE OF STARTER SIGNAL: During failure of starter signal, trains shall be despatched by taking off Calling-on signal. During failure of Calling-on signal or when Calling-on signal is not provided below starter signal trains shall be despatched duly issuing written authority in Form T/369-(3b) and a caution order to the loco pilots. Proceed hand signals shall invariably be exhibited at the foot of the starter signal after ensuring correct setting of the points duly clamping and padlocking of all the concerned points. 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. SM should ensure physically the concerned route is free from obstruction, since Calling-on signal can be taken off during the failure of track circuits. SM should not initiate/Take off the calling-on signal provided below the starter signal, Unless he has obtained line clear from the station in advance for despatching the train and all the necessary conditions for despatching a train are fulfilled and concerned authorities are handed over to loco pilot of the departing train. FAILURE OF CALLING-ON SIGNAL: If the calling-on signal provided on the Home signal post cannot be taken OFF due to failure, train shall be received over `Signal post telephone' provided as detailed in Para B.9. During failure of Calling-on signal provided below Starter signal, trains shall be despatched duly issuing written authority in Form T/369-(3b) and a caution order to the loco pilots. Proceed hand signals shall invariably be exhibited at the foot of the starter signal after ensuring correct setting of the points duly clamping and padlocking of all the concerned points FAILURE OF ADVANCED STARTER SIGNAL (LSS) : During failure of this 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 pilots 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 Axle counter system: - If the system fails even after resetting as detailed in Annexure-I, the TECH.ES/JE/SE/Sig of the section should be advised for restoration. Entries should be made in the Axle counter register and before restoration it should be jointly signed by S&T staff and SM on duty. SM on duty should sign only when the block section concerned is clear duly verifying the TSR entries. Till the such time of restoration, trains should be dealt on LCT. FAILURE OF BLOCK INSTRUMENT: - During Block Instrument failure / suspension, the train shall be started duly issuing appropriate LCT. Note: - Independent LCT book duly stamped should be kept for each Block Instrument. Note: - All cases of such failures must be reported immediately to the TECH.ES/JE/SE/Sig of the section for immediate rectification duly issuing a message. 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:- 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 and No load should be stabled on the main line without a live engine attached. 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 exit route buttons, 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 exit route buttons and kept safe. ROAD NUMBERSAFETY CAP ON ROUTE (Exit) BUTTONRoad-1A, A1.Road-2B, B1.Road-3C, C1.Road-4D.Road-5E, E1 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/Fouling Mark. 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. {SR.5.19(i)} Before detaching the engine from a train carrying the passengers, the hand brake in the guards brake van in rear and in the additional 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. Whenever wagons/vehicles/trains are stabled it should be secured as follows. i) 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 least 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. ii) 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. iii) 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 in Red ink the number of the running line(s) obstructed. 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 Snag Dead ends / Over shoot should not be obstructed for any purpose, when it has become obstructed it shall cease to be a substitute for the adequate distance. Safety Caps: - With view to ensure safety in working Safety Caps are provided under the custody of duty Station Master, which shall be fixed on signal knob/point knobs/Route (Exit) 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)]. 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. Note: A securing of stabled vehicles register shall be maintained in the following format: Left hand side of the register shall contain the following particulars: DateTimeRoad No.No. of vehicles stabledNo. of hand brakes appliedNo. of skids provided & under which vehiclesNo. of safety chains provided & for which vehicleSignature of shunting staffSignature of the supervisor Right hand side of the register shall contain the following particulars: DateTimeRoad No.No. of vehicles to be despatchedNo. of hand brakes releasedNo. of skids removedNo. of safety chains removedSignature of shunting staffSignature of the supervisor SHUNTING:- General precautions: - (a) For shunt movement at this station, the duty SM shall give due consideration to the train services in this section and carryout shunt movements on Shunt signals or by taking off starter signals as the case may be. The Station Master shall see the shunting of trains or vehicles are carried out only at such time and in such a manner, which will not involve danger. Where ever Shunt signals are provided, the same should be used for shunt movements. T/806 shall be dispensed with when shunting is done using shunt signals only. NOTE: - 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 locomotive is attached at the lower end of the load from the point of view of gradient. The guard of the train shall supervise all shunting operations involving full trains and stabling of materials/departmental trains. The guard under the instructions of the SM will supervise other shunting. In the absence of the guard, the SM shall supervise shunting. 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. Whenever vehicles are left stabled on the running line, the person in charge of shunting shall ensure that they are coupled together, brakes of brake van and those of at least 6 vehicles at both ends, are applied, skids are placed and safety chains are used to prevent the vehicles from gaining momentum Shunting on single line(BAW-NMGA): - Ref Annexure-II N/A. Shunting on Double line: (BAW-GHL & BAW-YPR) - Shunting on Up/Down line between starters and Advanced Starter shall be carried out, by taking off the concerned Starter signal duly issuing form T/806. Where ever Shunt signals are provided, the same should be used for shunt movements. T/806 shall be dispensed with when shunting is done using shunt signals only. Shunting beyond Advanced starter shall be carried out on "Block-forward" procedure issuing the shunting order Form T/806 along with shunt key. Shunting on the Up line in advance of BSLB or Shunting on the Down line in advance of top point No. 65B shall be carried out on `Block-back' procedure issuing Shunting order form T/806 to the loco pilot and shunting performed on hand signals. Sl.No.Place of ShuntingAuthority1.Within Station sectionT/806 2.In advance Block section.T/806 with PN and / or LSS key wherever applicable duly obtaining block forward.3.In rear Block section.T/806 with PN duly obtaining block back. PROCEDURE FOR SHUNTING DURING FAILURE OF SHUNT KEY: - When the shunt key cannot be extracted and shunting has to be performed necessarily, SM on duty shall issue 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 Station Master on duty shall issue to the Loco pilot, T/806 with an endorsement mentioning the suspension of the Block instrument with the PN obtained from the SM at the other end of the block section. Shunting in the PQRS siding: - Entry to PQRS siding is from through siding, which is taking off from Road-5. Shunting into and from through siding is controlled by knob No.68 and 69 from the Panel. Key P is provided in an EKT controlled by knob 68 and key R is controlled by knob 69. Reversal of the knob concerned causes a white light indication to appear near the corresponding EKT at the location. The signals governing the entry into Road-5 or out off Road-5 cannot be taken off if the knob controlling siding key is reversed. Vice versa is also true. At TK end: - When SM turns the Knob 68 on the SMs panel duly considering importance of train movements, a white light indication appears near the EKT concerned at the location. The key- P shall be extracted from the EKT by pressing the switch provided and rotating the key in anticlockwise direction. The extracted key shall be taken to controlling point 102 and inserted in the lock provided and turned. The plunger shall be pulled. The point shall be reversed, and the plunger should be pushed to lock the point. This releases the other succession key Q. This key Q is extracted and inserted in the point No.103, turned and the plunger pulled out, the point reversed and plunger pushed in to lock the point. Now the route will be set for the PQRS siding. The movement can be made into PQRS siding with point No. 101 normal. Locally operated point No.151 shall be operated as required for selecting the spur. After shunting is over, the operation shall be executed in reverse to exit siding. At YPR end: - If the movement is from YPR end, the knob No.69 shall be turned on the panel, and a similar operation as detailed above shall be done with R and S keys. The movement can be made into PQRS siding after normalising point No. 101. Locally operated point No.151 shall be operated as required for selecting the spur. After shunting is over, the operation shall be executed in reverse to exit siding. Entry to PQRS siding is from through siding, which is taking off from Road-5. Shunting into and from through siding is controlled by knob No.68 and 69 from the Panel. Key P is provided in an EKT controlled by knob 68 and key R is controlled by knob 69. Reversal of the concerned knob transmits a white light indication near the corresponding EKT. At TK end: - Knob 68 shall be reversed in the panel by the SM. A white light indication appears near the EKT at the location. The key shall be extracted from the EKT by pressing the switch provided and rotating the key in anticlockwise direction.. The extracted key shall be taken to controlling point 101 and inserted in the lock provided and turned. The plunger shall be pulled. The point shall be reversed, and the plunger should be pushed to lock the point. This releases the other succession key Q. This key Q shall be inserted in the point No.103, turned and the plunger pulled out, the point reversed and plunger pushed in. Now the route will be set for the PQRS siding. The movement can be made into PQRS siding with point No. 102 normal. Locally operated point No.151 shall be operated as required for selecting the spur. After shunting is over, the operation shall be executed in reverse to exit siding. At YPR end: - If the movement is from YPR end, the knob No.69 shall be turned on the panel, and a similar operation as detailed above shall be done with R and S keys. The movement can be made into PQRS siding after normalising point No. 102 . Locally operated point No.151 shall be operated as required for selecting the spur. After shunting is over, the operation shall be executed in reverse to exit siding. ABNORMAL CONDITIONS: -( Ref Annexure-II BAW-NMGA section) THE RULES TO BE OBSERVED IN THE EVENT OF ABNORMAL CONDITIONS: - During failure of electrical communication instrument: - Normally, Block working should be done in the following order of preference: - Block Instrument. Telephone attached to block instrument. Station to Station fixed telephone. Railway Auto phones. BSNL phones. Control Telephone. VHF sets. NOTE: - When 4th to 7th type communication is used, Identification sheets should be used, or cross checking of last three private numbers issued to concerned station is to be done to identify the correctness of the station. If the station is identified correctly an endorsement shall be made on the PLCT regarding the ID sheet numbers or cross checking of the PNs. Under this circumstance the issue of caution order shall be dispensed with and trains can run at normal speed. (2). If the station could not be identified through ID sheets or cross-checking of PNs, a caution order shall be issued restricting the speed to 25 / 15 KMPH on Double line / Single line sections during day and 10 KMPH on Double line / single line sections during night and when the view ahead is not clear during day.(Ref: Circular No. B/T.411/P/I/Vol.VIII dated 26-02-2007) The authority to proceed 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 occupied on account of obstruction on line or accident etc, by issuing Block ticket, to loco pilot, to proceed without line clear in form T/A 602. Before preparing this authority the SM shall examine the TSR, Train message books, WTT, Train notice register and Caution order advices and also contact the control and the SM on duty at the other end. 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 the normal running time from the station in rear, The Station Master at the station in advance shall Immediately advise the station in rear and the Control of this fact. Thereafter on double line sections the Station Master at either end of the block section shall immediately stop all trains proceeding into the block section on adjacent line and warn the Loco pilots and Guards of such train by issue of suitable Caution Orders and Shall also ascertain the whereabouts and the condition of the delayed train The Station Masters at either end of the block section on single line section or when there is no expected train on adjacent track on double 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: - Not applicable Failure of Axle Counter Block/BPAC: - Refer Annexure-1 for details Failure of MTRC: - Not applicable. Procedure for emergency operation of points by crank handle: - Eight Crank Handles for Eight group of points are provided at the station House to crank the points during failure. Group-1 Point No. 50 & 52.Group-2Point No. 51.Group-3Point No. 53.Group-4Point No. 54.Group-5Point No. 60.Group-6Point No. 61.Group-7Point No. 62 & 64.Group-8Point No. 63 & 65. The crank handle should be used to operate the points during failures. ii. When the crank handle is properly secured in its electrical key instrument and is free to be extracted a white light indication gets displayed near the place marked Crank Handle on the control panel. When the crank handle is not free to be extracted, a Red light indication gets displayed. When the crank handle remains extracted, no signal can be taken off except up and down advanced starters. Similarly when a signal other than up and down Advanced Starter is taken off the crank handle cannot be extracted. No attempt must be made to take off a signal when the crank handle remains extracted and no attempt must be made to extract the crank handle when the signal has been taken off. iv. During failures of points, crank handle shall be used for setting point. Before extracting the crank handle, it should be ensured that the corresponding point knobs are kept in the required (N or R) position individually. After setting the points in the required position, clamping and padlocking, the crank handle shall be restored to its electrical key instrument. On observing the Crank Handle Free (White light) indication and the point indication on the panel, the required signal may be taken off. If the signal obeys when taken off, train movements can be permitted on signals as in the normal course. If the signal fails to respond, train movements should be dealt with strictly in accordance with the relevant provision contained in GR 3.68 to 3.70 and subsidiary rules there under. v. While utilizing the crank handle to operate a cross over point, it should be ensured that both the ends of the crossover points are correctly set to the required position and locked for permitting train/shunt movements over the points. vi. Whenever the crank handle is utilized to operate a point, necessary entries in the crank handle register should be made promptly and the TECH.ES/JE/SE/SIG advised immediately to restore normal working. (Refer Para B.4 for other details regarding Crank handle operation) Certification of clearance of track before calling-on signal operation is initiated: - The Calling-on signals below Home signals are intended to receive a train on an occupied/obstructed road or when one or more of the track circuit on that route have failed or when the Home Signal has failed. Before clearing the Calling-on signal, the SM shall decide whether it is absolutely necessary to receive the train on that road, and that the train can be berthed clear of the fouling mark/starters. SM should shall not depend upon panel physically indication to ensure that the required route is clear & free from obstruction before clearing the Calling-on signal below a Home Signal / Starter 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/SE/Sig) responsible for attending to the failure and only after receipt of the written memo from the signalling Maintenance Staff (TECH.ES/JE/SE/Sig) for rectification of the fault, SM on duty should restore the normal working. The entries in failure register to be done with a message to all concerned through the Section Controller. TOTAL INTERRUPTION OF COMMUNICATION: - 9.1.1 In the event of Total interruption of communication occurring between BAW-GHL or BAW-YPR 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. 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 . TOTAL INTERRUPTION OF COMMUNICATION ON DOUBLE LINE SECTION: - 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 the home signal. The Station Master on duty shall recover the Form T/C 602 from the loco pilot of incoming train and keep it 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) & (iv) 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 Red ink 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. TEMPORARY SINGLE LINE WORKING ON BAW-YPR & BAW-GHL DOUBLE LINE SECTION: - Whenever an accident to a train or track or other obstruction precludes the use of one of the lines on a double line section, the traffic may temporarily be worked over single line by obtaining Line Clear on Electrical speaking Instruments. When it is desired to introduce temporary single line working on double line, on electric speaking instruments, the Station Master at one end of the affected section shall on receipt of reliable information in writing that one line is clear, take steps to introduce temporary single line working, on that line in consultation with the Section Controller and the Station Master of the station at the other end of the section. If there is reason to suspect that the line over which temporary single line working is to be introduced, is also fouled or damaged, temporary single line working must not be introduced until a responsible engineering official of the rank not less than that of a JE/P.Way has inspected that section and certified that the road is safe for passage of trains. Single line working shall be introduced only when it is safe to do so. All trains will be worked in accordance with the rules for the use of electric speaking instruments on single line and Line Clear shall be obtained on the Telephone attached to block instrument, Station to Station fixed telephone, Railway Auto phones, BSNL phones, Control Telephone, VHF sets. At all stations on the portion of the section on which single line working has been introduced, the commutators of the Block Instruments pertaining to both obstructed and unobstructed lines shall be kept in Train on Line position through out the period single line working is in force. The commutators shall be locked also in that position with SMs key, wherever possible. In cases where it is not possible to keep the commutators in Train on line position, the Block instruments shall be put out of the use and Caution Indicators hung on the handle of the Block Instruments. At the stations, if the train is running on the wrong line all fixed signals shall be kept in the On position. After ascertaining that one of the lines is clear for the passage of traffic, the Station Master proposing single line working shall issue a message containing the following information under exchange of private numbers, to the Station Master at the other end of the affected section. cause of introduction of single line working; the line in which the single line working is proposed, source of information that the said line is clear, place of obstructions, restriction of speed, if any, on the line, assurance that if the train is running on the right line, the last stop signal shall be kept in the On position. and the number and the timings of the last train which arrived or left the block station issuing the message. On receipt of acknowledgement from the Station Master, confirmed by a Private Number, single line working may be introduced. Line Clear will be obtained on telephone attached to Block Instruments or fixed phone or Railway auto phone or BSNL phone or Control Telephone or VHF and trains run on paper Line Clear Ticket in accordance with the instructions contained in the G & SR and Block Working Manual. The Loco pilot of each train shall be handed over by an Authority (T/D 602) for Temporary Single Line Working on Double Line Section duly completing all the entries. Note: - Whenever line clear is obtained through indirect means i.e. fixed phone or Railway auto phone or BSNL phone or Control Telephone or VHF, identification number sheet shall be used to avoid speed restriction. An endorsement will also be made in the Caution Order given to the Loco pilot of the first train to inform all Gatemen and Gangmen on the way about the introduction of temporary single line working and specifying the road on which the train will run. This information shall be conveyed through the Loco pilot of a subsequent train also, if necessary. The speed of the first train passing over the temporary single line, will be restricted to 25 kilometres per hour. Subsequent trains may run at their booked speed, subject to observance of other speed restrictions imposed by Way and Work Staff. Note: The Loco pilot shall switch ON the flasher light of the train engine while running on the wrong line. In case, it is noticed by the station staff or Gatemen or Gangmen that the flasher light is not switched ON, they shall stop the train immediately. In case of a train proceeding on the right line: - The Home signal, at the station in advance of the affected section, may be taken off. In case of a train proceeding on the wrong line: - The train shall be despatched out of station on T/511 issued by the Station Master after all the facing points have been correctly set and padlocked and trailing points correctly set, over which the trains will pass. For the reception of a train approaching BAW on wrong line, SM shall prepare written authority as per SR 5.10 (i) and the competent Railway servant shall proceed on the wrong line and take stand adjacent to Home signal of right line and shall stop the train on hand danger signal and thereafter receive it into the station. All the cross over points (Facing and trailing end) in the facing direction over which the train shall proceed, while temporary single line working is in force, shall be clamped and padlocked. Resumption of normal working- On receipt of a written certificate from a responsible Engineering Official that the obstructed track is free and safe for passage of trains, the Station Master will issue a message to the other station or stations, as the case may be, under exchange of private numbers and decide, in consultation with Section Controller, the train after passage of which, normal working shall be introduced. When double line working is resumed the Block Instruments and all fixed signals, shall be brought into use immediately. An entry shall also be made in the Train Signal Register of Stations concerned showing the time double line working was suspended, time single line was introduced and the time normal working was resumed. The SM shall advise the Loco pilot of the first train entering the section after resumption of double line working to inform all Gatemen and Gangmen on the way about the resumption of normal working. All the records in connection with the temporary single line working shall be retained at the station and the Transportation Inspector of the section shall scrutinise and submit his report to the Divisional Railway Manager (Traffic) within 7 days of the resumption of normal working. 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 Starter for Road-1 during day and night shall constitute the visibility test object for Up and Down directions respectively at this station. ESSENTIAL EQUIPMENTS AT THE STATION:- The Station Master shall ensure that the prescribed number of the essential equipment 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 equipment 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 can not be seen from the SMs office, the SM shall send trained men to act as fog signalmen. The names of two members each from the operating and permanent way Group `D' staff at the station with their declaration that they know the fog signalling duties, shall be maintained and updated periodically in the station Detonator Register by the Station Master. ii. The names of address of Group D Permanent Way staff who are trained in fog signalling duties shall be painted on the board provided for this purpose near the office of the Station Master on duty. LIST OF APPENDICES:- Appendix AWorking Of Level Crossing GatesAppendix BSystem of Signalling and interlocking and communication arrangements at the station.Appendix CAnti collision device(Raksha Kavach).Appendix DDuties of train passing staff in each shiftAppendix EEssential Equipments provided at the StationAppendix FRules for working D class stations, Halts, IBH, IBS and Outlying sidings.Appendix GRules for working of trains in electrified sectionsAnnexure-IInstructions for the working of BPACAnnexure-IIWorking of trains in One train only system Appendix AWorking Of Level Crossing GatesAppendix BSystem of Signalling and interlocking and communication arrangements at the station.Appendix CAnti collision device(Raksha Kavach).Appendix DDuties of train passing staff in each shiftAppendix EEssential Equipments provided at the StationAppendix FRules for working D class stations, Halts, IBH, IBS and Outlying sidings.Appendix GRules for working of trains in electrified sectionsAnnexure-1Instructions for the working of BPAC APPENDIX - `A' WORKING OF LEVEL CROSSING (Reference Para 2.6 of SWR) A.1.0 ENGINEERING. LEVEL CROSSING NO. 6 KM 12/000-100 A.1.1 This is an interlocked A class engineering level crossing gate, provided with lifting barriers and protected with gate signals in BAW-YPR block section. The aspect of Down Advanced Starter Signal No. 30 of BAW station and Down distant of this LC are combined and interlocked with Down gate signal No. 2 of this LC. The aspect of Up gate signal No.1 of this LC and Up distant signal 1D of BAW station are combined and interlocked with Up Home signal No. 1 of BAW. The normal position of the gate is kept open for road traffic. This gate is manned round the clock by gatemen in twelve hours shifts as per the roster issued by DPO/SBC. This gate is under the control of SE/PWAY/YPR A.1.2 Magneto telecommunication is provided between this level crossing and SM's office as detailed in appendix 'B'. This level crossing gate shall normally be kept open for the road traffic (lifting barriers in raised position). The SM on duty shall advise the gateman whenever it is necessary to close and lock the gates against road traffic for the passage of train.. A.1.3 This LC is protected by Up and Down gate signal with G markers. These signals are electrically operated from 2-knob panel provided in the gate lodge. To operate this panel gateman has to lower the lifting barriers, extract winch key from the winch. This winch key is used to reverse the single lever frame which in turn locks the lifting barrier booms in lowered position and releases the boom locking key. This boom locking key is used to un-lock the two-knob instrument provided at the gate lodge to clear the concerned gate signal. 1Up gate signal cum up Distant signal of BAW.2Down gate signal A.1.4 When the barriers remain in raised position, the level crossing is opened for road traffic. During night, a white light is exhibited from the top of each gatepost towards the road traffic when level crossing is in the `open to road traffic' position and a red light when level crossing is closed to road traffic. During daytime when the barriers are lowered across the road a red disc on the boom of the barriers and the aprons suspended from it warn the road traffic to stop. While the boom comes down across the road, a gong attached to each boom gives bell as a warning to the road users that the level crossing is being closed. The gongs do not sound when the barriers are lifted. Notice Boards facing the road traffic are erected at either end of the level crossing to warn the traffic to stop when the gongs are sounded. A.1.5 Before granting line clear for an Up train from YPR or before despatching a Down train to YPR the Station Master/BAW shall call the attention of the gateman on phone and advise him the particulars of train with its number, description, direction of movement and probable time of departure from YPR or from BAW. The gateman shall acknowledge the advice by repeating the train number, description, direction etc., and assure him that he is ready to close and lock the gates against the road traffic and take off the concerned gate signal in time The details of trains including the time of advice shall be recorded by the SM on duty and the gateman in the register maintained separately at the station and at the gate lodge for this purpose. A.1.6 Immediately on receipt of out report for an Up train from YPR or after the departure of a Down train from BAW the Station Master/BAW shall advise the gateman. The gateman shall close and secure the gates against the road traffic and take off the concerned gate signal, in time. On completion of train movement the gate man shall put back the gate signal to normal and extract the boom locking key from the 2-knob panel. Insert the same in the concerned single lever frame and normalise the lever. This action releases the winch key. The winch key should be used to open the lifting barriers. A.1.7 In the case of failure of telephone communication between the SM/BAW and the level crossing or when the gateman fails to respond to the telephone calls, the Station Master must adhere to SR 16.03 (iii) (b) (1), issue Caution Order to all stopping down trains entering the block section and also advise Station Master/YPR for the issue of Caution Orders for all stopping up trains entering the block section. The loco pilots must observe the instructions contained in GR 16.03 (iii) (b) (2) (i). The Station Master shall advise the JE/SE/SIG. or TECH.ES of the section for immediate rectification. NOTE: 1. Run through trains need not be stopped out of course for the purpose of issue of Caution Orders (SR. 16.03 (iii) (b) (2) (iii). 2. When a train movement is cancelled for which the gateman had been advised for the closure of the gates, the SM/BAW should advise the same to the gateman duly issuing a private number in confirmation of the same. This PN shall be recorded in the remarks column of PN exchange register. 3. The responsibility of keeping the gates closed and locked against the road traffic for the safe passage of the train without delay lies on the gateman on duty. A.1.8 In case of failure of the LC gate in open condition i.e., due to the failure of lifting barriers, gate key etc., the gateman shall immediately inform the on duty station master under the exchange of private number and arrange to protect the gate by means of safety chains with padlocks and stop boards. Trains shall be piloted across the gate by the gateman on hand signals. The gate shall be treated as a non-interlocked gate and the procedures adopted for non-interlocked gate shall be adhered to both by the gateman as well as the controlling SM. A.1.9 If the gate fails in closed condition: a) If the barriers are in lowered condition and gateman is able to clear the gate signals, the trains shall be dealt normally. b) If the gateman is not able to open the gate due to failure of boom locking key or the RKT, the emergency key kept sealed in electric key contact box and interlocked with gate signals, at the gate shall be used for opening the gate. The emergency gate key shall be extracted only after exchanging PN with the on duty SM. An entry to this effect shall be made in the remarks column of the PN exchange register at the gate and at the station. When the emergency gate key is extracted, the interlocked signals cannot be cleared and action taken to deal the trains under GR/SR 3.68 to 3.70. c) If the barriers are in lowered condition and could not be opened due to the failure of winch or locking arrangements, JE/SE/P.way of the section shall be informed for immediate rectification. A.1.10 If any barrier fastening or the winch mechanism goes out of order the gateman shall advise the Station Master on duty, who shall immediately give the message to the concerned official to attend the failure and restore normal working. {SR 16.06 (iii) (a) & (b)}. A.2.0 ENGINEERING. LEVEL CROSSING NO. 11 KM 17/400-500: A.2.1 This is a non-interlocked C Class Engineering level crossing situated in between BAW-GHL & BAW-NMGA stations is under the control of Engineering Department and is provided with lifting barriers. The gates are normally kept closed and locked against road traffic and the keys are kept with gateman on duty. This gate is manned by a gateman in 12 hour shift from 07.00hrs to 19.00hrs as per the roster issued by DPO/SBC. A.2.2 Magneto telephone communication is provided between this LC and the duty Station Master office as detailed in Appendix "B". A.2.3 Before granting line clear to GHL for a Down train or before despatching an Up train to GHL/NMGA, the SM/BAW shall call the attention of the gateman, on phone and advise him the particulars of the train like train number and description of the train, the direction of movement, probable time of departure from BAW or GHL or NMGA and communicate a private number to the gateman with time. The gate man shall acknowledge the advice by repeating the train number, ensure that the Lifting barriers are in the normal position (kept closed and locked against road traffic) and communicate a private number with time as an assurance to that effect. The private number given by the Station Master, constitute an assurance that he had informed the gate man about the train movement and the private number given by the gate man constitute an assurance that the gates are in their normal position. The private number exchanged between the gate man and the Station Master shall be recorded in the private number exchange register with the time, date and train particulars specially maintained for this purpose at the gate lodge and at the Station Masters office. The gate man shall also record the actual time of passage of the train through his LC gate. A.2.4 Whenever it is required to open the level crossing gates for the passage of road traffic, the gate man on duty shall ascertain from SM on duty on phone regarding movement of train. The SM on duty, if there is no train to enter into the block section, the train which has already entered the block section has passed the gate and if it is safe to opento open the gate, shall permit the gate man to open the LC gate for road traffic by giving a private number with time to the gate man. After getting the PN from SM on duty, before opening the LC gate for road traffic the gate man shall fix a banner flag during day or hand signal lamp with red light during night in the middle of track on either side of the gate, facing towards Up and Down direction and shall then open the gate for road traffic. Immediately after the passage of road traffic, he shall close and lock the gate against road traffic, keep the keys in his personal custody remove the banner flag / red light and give his PN with time to the SM on duty. The PN given by SM constitute an assurance that he had permitted the gateman to open the gate for road traffic. The PN given by the gateman constitutes an assurance that he had closed and secured the gate against road traffic. The PN so exchanged shall be recorded along with timings in the concerned PN exchange register maintained both at the station and the gate lodge. A.2.5 Whenever there is a failure of Magneto Telephone communication between the level crossing and the station or when there is no response from the gate man, the instructions detailed in SR 16.03(iii)(b)(i) shall be followed and Caution order issued to all Up trains and also advise SM/GHL to issue Caution Order to all down train entering the block section. The loco pilot shall adhere to SR.16.03(iii)(b)(2)(i).The SM shall also advise the TECH.ES/JE/SE/Sig. of the section for the restoration of phone communication. NOTE:- i) When a train/shunt movement for which LC gates have been kept closed and private numbers have been exchanged with the gate man is to be cancelled due to any reason the SM on duty shall advise the same to the gate man on duty duly communicating a private number with time in-confirmation of the cancellation of the movement. The PN shall be recorded in the remarks columns against the train entry both at the station at the gate lodge. ii)Any damage to the gate shall be reported to the SE/JE P.Way for immediate attention and till its rectification emergency gate chains shall be used for the train movement. iii) This gate works only from 07.00hrs to 19.00hrs. Exchange of PN between SM and gateman is dispensed between 19.00hrs & 07.00hrs, and the gateman while breaking off duty shall ensure that the gate is secured against road traffic and padlocked. He shall communicate a PN to the on duty SM in token of having secured the gate. The padlock keys shall be kept by the gateman in his custody till the gate is manned next morning. Before opening the gate for road traffic in the morning, the gateman shall obtain a PN for opening the gate to road traffic. SM on duty shall give the open PN only after ensuring that there is no train in the section and that the previous train has cleared the gate. A.3.0 ENGINEERING LEVEL CROSSING GATE No. 10 AT Km.16/100-200 (BAW-GHL BLOCK SECTION) cum ENGINEERING LEVEL CROSSING GATE No. 1 AT Km.2/900-3/100 (BAW-NMGA SECTION) A.3.1 This is an interlocked Special class engineering level crossing gate, provided with lifting barriers and protected with gate signals in BAW-GHL block section. Up distant signal No.1D & 3D of this LC is combined with Up Advanced Starter Signal No.10 and 9 of BAW respectively. The normal position of the gate is kept open for road traffic. This gate is manned round the clock by gatemen in twelve eight hours shifts as per the roster issued by DPO/SBC. This gate is under the control of SE/PWAY/YPR A.3.2 Magneto telephone communication is provided between this level crossing and SM's office as detailed in appendix Appendix 'B'. This level crossing gate shall normally be kept open for the road traffic (lifting barriers in raised position). The SM on duty shall advise the gateman whenever it is necessary to close and lock the gates against road traffic for the passage of train... A.3.3 The LC is protected by Up and Down gate signal with G marker. They are provided at a distance of 180 meters from the LC. These signals are electrically operated from 4-Knob Panel provided in the gate lodge. To operate this Panel instrument gateman has to lower the lifting barriers, extract winch key from the winch. This winch key is used to reverse the single lever frame, which in turn locks the lifting barrier booms in lowered position and releases key Y. The key Y has to be extracted and inserted and turned in EKT provided at the gate lodge. Then 4-Knob Panel provided at gate lodge is used to clear the concerned gate signal. The description of Panels are as follows: - 1Up gate stop signal for Up line of BAW-GHL double line section.2Down gate stop signal for Down line of BAW-GHL double line section.3Up gate stop signal of BAW-NMGA single line section.4Down gate stop signal of BAW-NMGA single line section. This LC is protected by Up and Down gate signal with G markers. These signals are electrically operated from 2-knob panel provided in the gate lodge. To operate this panel gateman has to lower the lifting barriers, extract winch key from the winch. This winch key is used to reverse the single lever frame which in turn locks the lifting barrier booms in lowered position and releases the boom locking key. This boom locking key is used to un-lock the two-knob panel provided at the gate lodge to clear the concerned gate signal. 1Up gate stop signal for Up line of BAW-GHL double line section.2Down gate stop signal for Down line of BAW-GHL double line section. A.3.4 When the barriers remain in raised position, the level crossing is opened for road traffic. During night, a white light is exhibited from the top of each gatepost towards the road traffic when level crossing is in the `open to road traffic' position and a red light when level crossing is closed to road traffic. During daytime when the barriers are lowered across the road a red disc on the boom of the barrier and the aprons suspended from it warn the road traffic to stop. While the boom comes down across the road, a gong attached to each boom gives bell as a warning to the road users that the level crossing is being closed. The gongs do not sound when the barriers are lifted. Notice Boards facing the road traffic are erected at either end of the level crossing to warn the traffic to stop when the gongs are sounded. A.3.5 Before granting line clear for a Down train from GHL /NMGAor before expected time of departure from NMGA or before despatching an Up train to GHL/NMGA the Station Master/BAW shall call the attention of the gateman on phone and advise him the particulars of train with its number, description, direction of movement and probable time of departure from GHL/NMGA or from BAW. The gateman shall acknowledge the advice by repeating the train number, description, direction etc., and assure him that he is ready to close and lock the gates against the road traffic and take off the concerned gate signal in time The details of trains including the time of advice shall be recorded by the SM on duty and the gateman in the register maintained separately at the station and at the gate lodge for this purpose. A.3.5 Immediately on receipt of out report for a Down train from GHL/NMGA or immediately after the expected time of departure from NMGA or after the departure of an Up train from BAW the Station Master/BAW shall advise the gateman, gate man shall close and secure the gates against the road traffic and take off the concerned gate signal, in time. On completion of train/shunt movement the gate man shall put back the gate signal to normal and extract key Y from the EKT. Insert this key Y in the single lever frame and normalise lever. This action releases the winch key. The winch key should be used to open the lifting barriers. A.3.5 In the case of failure of Magneto telephone communication between the SM/BAW and the level crossing or when the gateman fails to respond to the telephone calls, the Station Master shall issue Caution Order {SR 16.03 (iii) (b) (2) (iii) to all Up stopping trains entering the block section and also advise Station Master/GHL for the issue of Caution Orders for all Down stopping trains entering the block section. The drivers must observe the instructions contained in GR 16.03 (iii) (b) (2) (i). The Station Master shall advise the JE/SE/SIG. or TECH.ES of the section for immediate rectification. NOTE: 1. Run through trains need not be stopped out of course for the purpose of issue of Caution Orders (SR. 16.03 (iii) (b) (2) (iii). 2. When a train movement is cancelled for which the gateman had been advised for the closure of the gates, the SM/BAW should advise the same to the gateman duly issuing a private number in confirmation of the same. This PN shall be recorded in the remarks column of PN exchange register. 3. The responsibility of keeping the gates closed and locked against the road traffic for the safe passage of the train without delay lies on the gateman on duty. 4. If any barrier fastening or the winch mechanism goes out of order the gatemen shall advise the Station Master on duty, immediately give the message to the concerned official to attend the failure and restore the same. . {SR 16.06 (iii) (a) & (b)}. 5. An emergency key-Y is provided in sealed box at the gate lodge for use during the failure of EKT. The failure should be advised all concerned for immediate rectification. 6. Working instructions for this Engineering interlocked LC is issued separately by engineering department. 6. Up distant signals 1 / 3 of this LC are combined with Up Advanced Starter Signals 10 / 9 of BAW respectively. Before granting line clear for a Down train from GHL or before despatching an Up train to GHL the Station Master/BAW shall call the attention of the gateman on phone and advise him the particulars of train with its number, description, direction of movement and probable time of departure from GHL or from BAW. The gateman shall acknowledge the advice by repeating the train number, description, direction etc., and assure him that he is ready to close and lock the gates against the road traffic and take off the concerned gate signal in time The details of trains including the time of advice shall be recorded by the SM on duty and the gateman in the register maintained separately at the station and at the gate lodge for this purpose. A.3.6 Immediately on receipt of out report for a Down train from GHL or after the departure of an Up train from BAW the Station Master/BAW shall advise the gateman. The gateman shall close and secure the gates against the road traffic and take off the concerned gate signal, in time. On completion of train movement the gate man shall put back the gate signal to normal and extract the boom locking key from the 2-knob panel. Insert the same in the concerned single lever frame and normalise the lever. This action releases the winch key. The winch key should be used to open the lifting barriers. A.3.7 In the case of failure of telephone communication between the SM/BAW and the level crossing or when the gateman fails to respond to the telephone calls, the Station Master must adhere to SR 16.03 (iii) (b) (1), issue Caution Order to all stopping up trains entering the block section and also advise Station Master/GHL for the issue of Caution Orders for all stopping down trains entering the block section. The loco pilots must observe the instructions contained in GR 16.03 (iii) (b) (2) (i). The Station Master shall advise the JE/SE/SIG. or TECH.ES of the section for immediate rectification. NOTE: 1. Run through trains need not be stopped out of course for the purpose of issue of Caution Orders (SR. 16.03 (iii) (b) (2) (iii). 2. When a train movement is cancelled for which the gateman had been advised for the closure of the gates, the SM/BAW should advise the same to the gateman duly issuing a private number in confirmation of the same. This PN shall be recorded in the remarks column of PN exchange register. 3. The responsibility of keeping the gates closed and locked against the road traffic for the safe passage of the train without delay lies on the gateman on duty. A.3.8 In case of failure of the LC gate in open condition i.e., due to the failure of lifting barriers, gate key etc., the gateman shall immediately inform the on duty station master under the exchange of private number and arrange to protect the gate by means of safety chains with padlocks and stop boards. Trains shall be piloted across the gate by the gateman on hand signals. The gate shall be treated as a non-interlocked gate and the procedures adopted for non-interlocked gate shall be adhered to both by the gateman as well as the controlling SM. A.3.9 If the gate fails in closed condition: a) If the barriers are in lowered condition and gateman is able to clear the gate signals, the trains shall be dealt normally. b) If the gateman is not able to open the gate due to failure of boom locking key or the RKT, the emergency key kept sealed in electric key contact box and interlocked with gate signals, at the gate shall be used for opening the gate. The emergency gate key shall be extracted only after exchanging PN with the on duty SM. An entry to this effect shall be made in the remarks column of the PN exchange register at the gate and at the station. When the emergency gate key is extracted, the interlocked signals cannot be cleared and action taken to deal the trains under GR/SR 3.68 to 3.70. c) If the barriers are in lowered condition and could not be opened due to the failure of winch or locking arrangements, JE/SE/P.way of the section shall be informed for immediate rectification. A.3.10 If any barrier fastening or the winch mechanism goes out of order the gateman shall advise the Station Master on duty, who shall immediately give the message to the concerned official to attend the failure and restore normal working. {SR 16.06 (iii) (a) & (b)}. APPENDIX `B' SYSTEM OF SIGNALLING & INTERLOCKING: This is a B Class Station provided with Route Relay Interlocking system with, Standard II-(R) MACL signalling. Points and Signals are operated from the RRI-control panel. Up Home signal No. 1 at a distance of 210 metres in rear of Block Section Limit Board (BSLB) and Up distant signal cum Up gate signal of LC N. 6 at a distance of 686 880 metres in rear of the Up Home signal are provided for the reception of Up train on Road-1/2/3/5. Down Home signal No. 40 at a distance of 207 metres in rear of Down outermost point No. 65 and Down distance signal at a distance of 1016 metres from the Down home signal are provided for the reception of Down trains from GHL on Road-1/2/4/5. Down Home signal No. 39 at a distance of 180 metres in rear of Up Advanced Starter signal 9 and Down distance signal at a distance of 1000 metres from the Down home signal are provided for the reception of Down trains from NMGA on Road-1/2/4/5 Down Advanced Starter and Down starters for Road-1/2/4/5 are provided for the despatch of Down trains. Up Advanced Starters towards GHL and Up starters for Road-1/2/3/5 are provided for the despatch of Up trains. Calling-on signals and Signal post telephones (SPT) are provided below Up and Down Home Signals for the reception of trains during failures. Goods warning board is provided at a distance of 1639 meters in rear of Up gate stop signal of LC No.6, & at a distance of 1619 meters in rear of Down Gate stop Signals of LC No.10 and at a distance of 1600 meters in rear of Down Gate stop Signals of LC No.1. Block Section Limit Board (BSLB) provided 210m in advance of Up Home Signal. The Up and Down Advanced Starter signals are the Last Stop Signals and these are interlocked with the respective section block instruments except the advanced starter signal at NMGA end. . A plate with letter P painted on it is provided on the Down distant signal. The distant signals work automatically in conjunction with concerned Home Signals. Up & Down Home Signals and Up Starters are provided with directional type Route Indicator (Junction Type) to indicate the route set. When the route is set for turn out and the concerned signal is cleared, the concerned direction type route indicators will display a row of white light towards the turn out. There will not be any display of white light on directional type route indicator of the concerned signals, if the route is set and the concerned signal is cleared for the train movement over the straight line. The route indication is repeated on the RRI control panel. C marker plates below Calling-on signals are provided on the stem of the Up and Down Home Signals and Up Starter signals. Position light shunt signal number 11, 16, 21, 22 and 24 on separate post are provided to control shunt movements. The shunt signal display two white lights in horizontal position in the ON aspect and two white lights in the oblique position when they are taken off All the signals are on left hand side. Board to read with legend Loco pilots to pull up to signal No.:- 1 or 40 (as the case may be) if the same is at on is provided in rear of concerned Home signal. Eight-Hand cranks, for Eight-group of points duly interlocked with concerned signals are at SM office for the operation of points during failure. Up shunt key for GHL and Down shunt key for YPR are provided in the Station House duly interlocked with concerned block instruments. The aspect of signals are repeated on the panel. All points are motor-operated except locally worked points No100,101,102,103 & 151. Shunt keys with directions are provided for BAW-YPR & BAW-GHL block section duly interlocked with the block instrument pertaining to the block section are provided in the station House. When removed it will not permit to take off the concerned Advanced starter signal interlocked with that block instrument. Block proving Axle Counters are provided for BAW-YPR block section. An Axle Counter Indication-cum-Reset Box is provided at the SMs office for the said block section. TRACK CIRCUITS The entire portion of the running lines between Up and Down Home Signals, 5 rail length of calling-on track outside the Home Signals and track up to the Snag dead ends / Over run lines 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 the train/vehicle or has failed. When occupied/failed indication for a track circuit is available, no attempt must be made to take off the signal protecting that route. Failure of track circuits will affect the signals reading over the track circuits and also the points, if any, controlled by the track circuits which have failed. If the failure is noticed before setting up the route, any other available alternate route should be opted for the train movements. If the point track is not affected, calling-on signals can be taken off. If the movement is necessarily to be made on the route with the track circuits having failed and if the calling-on signal cannot be taken off for that movement, the SM on duty shall ensure that all the points on the route are correctly set as required, clamped and padlocked and the route is clear and free from obstruction before permitting such a movement or authorising the loco pilot to pass the signal at ON. If the calling-on signal cannot be taken off for that movement, train movements over such a route should be permitted only in accordance with the relevant provisions contained in GRs 3.68 to 3.70 and subsidiary rules there under. The SM on duty shall ensure that no conflicting movements are permitted during failure of track circuits. 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/SE/Sig shall be promptly advised to disconnect the Electrical feed to the track circuits. After removing the stabled vehicles from the line, he shall be advised to reconnect the feed and to issue a certificate in writing that the track circuiting arrangement is safe for normal working. Until this certificate is obtained, Rusty Rail caps shall be placed on the relevant knobs and train movements on that line shall be permitted strictly according to the relevant provisions of GR 3.68 to 3.70 and subsidiary rules there under. If there was no movement or if there was stabling of vehicles for more than 24 hours (without the Electrical feed being disconnected/re-connected) on a line, the SM on duty shall not rely on the track indication for permitting a movement on to that line. He shall ensure the clearance of the track by physical verification. If the track indications (clear/occupied) are correctly displayed for subsequent movement also, track circuit can be taken to be working normally and the indications relied upon for subsequent moves. Otherwise the track circuit shall be treated as failed, the relevant signals suspended and train movement dealt with strictly according to the relevant provisions of GR.3.68 to 3.70 and subsidiary; rules there under. Rusty Rail caps shall be placed on the relevant signal knobs and the TECH.ES/JE/SE/SIG advised promptly for immediate rectification. 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: - Failure messages should be promptly be sent to the TECH.ES/JE/SE/Sig for rectification. The JE/SE of permanent way should also be advised for arranging to clear the table of rails. RRI CONTROL PANEL:- The RRI Control Panel provided under the control of duty Station Master for working points and signals of the Station, consists of a console which provides a clear picture of track circuited portions and their functions, aspects of signals and route indicators etc. together with entrance knob(Signal Kob), Exit buttons (route buttons), signal knobs, Shunt signal knobs and individual point knobs. The RRI control panel is provided with built in lock, the key of which when not in use, shall be in the personal custody of the Station Master on duty. The panel can be locked with the knobs in any position to prevent unauthorised interference. Each track circuited portion is represented by a separate distinct colour on the RRI control panel. All knobs shall be restored to the normal position immediately after completion of the purpose for which they were reversed and shall be ensured that they are normally in normal position unless required for any purpose. 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 signal indications are repeated on the panel. Crank Handle INFree( white ) & Crank Handle locked (Red) indications are provided on the panel. The route indicators provided on the Up & Down Home Signals and Up Starter Signals also are repeated on the panel. White light indication with counters are provided on panel for - Calling-on signal Route cancellation Emergency Route cancellation for Calling-on signal. 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 RRI 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 RRI 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 (Signal) knob and at the end of its governed route, an Exit (Route) button. The entrance knobs pertaining to stop signal are coloured red with signal number engraved on each of them. The exit buttons are coloured white and distinguished by alphabet referring to the individual route as A, A1, B, B1. C, C1. D, E, E1, H, K, L, M & N. B.3.10.2 The individual point knobs coloured black with point No. engraved on each of them are provided at the bottom 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 lamp pertaining to the failed position of the point will continue to flash on the control 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 signal knobs for the reception and despatch signals are coloured red, Gate control Knob G coloured green, shunt signal knobs are coloured yellow and the calling-on signal knobs are coloured red with yellow band. They are provided on the panel near the respective indications on the panel. Concerned Knob number is engraved at the centre of the knob. 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: Eight crank handles for eight group of points welded with E type Heppers key duly interlocked with (Up and Down reception and concerned despatch) signals, except the Up and down advanced starters are provided individually in an Electrical Key instrument provided in the duty SMs office, for hand cranking the points during failures. The interlocking is such that once the crank handle is extracted from the, Electrical Key instrument, Home and concerned Starter signals cannot be cleared. Similarly when any of the signals are cleared the concerned crank handle cannot be extracted from its Electrical Key instrument. The following are the crank handle groups:- Group-1 Point No. 50 & 52.Group-2Point No. 51.Group-3Point No. 53.Group-4Point No. 54.Group-5Point No. 60.Group-6Point No. 61.Group-7Point No. 62 & 64.Group-8Point No. 63 & 65. B.4.2 In the point machine, lids are provided with lock to secure the key holes. The lids should be unlocked before inserting the crank handle release lock and crank handle. The lid key and crank handle lock release key are kept in the glass fronted box. B.4.3 When the crank handle is properly secured in its Electrical Key Instrument and if it is free to be extracted, a White light indication is displayed near the concerned group under the legend CRANK HANDLE on the control panel. When it is not possible to extract, a Red light indication will be displayed near the concerned group. B.4.4 A push switch is provided near the crank handle. To extract the crank handle the push switch shall be pressed. As soon a the push switch is pressed a deflection will be there in the Electrical Key Instrument. After observing the deflection the Station Master shall turn the crank handle gently in the anti-clock wise direction and extract the crank handle from the Electrical Key Instrument .When the crank handle is extracted the white light indication will disappear on the panel. B.4.5 The interlocking of the crank handle with the crank handle lock key is done in such a way that the crank handle cannot be inserted into the point machine unless the crank handle lock is unlocked by the crank handle lock release key. B.4.6 If the points fail to set or if the points could not be set from the panel, the duty Station master shall make use of the crank handle to set the points locally. He shall keep the concerned point knob in the required position, extract the relevant crank handle from the electrical key transmitter, take out the crank handle lock release key along with the lid key from the glass fronted box and proceed to the points. B.4.7 On the side of the point machine there are two lids. One covering the inlet hole of the crank handle and another covering the inlet hole of the crank handle lock. The duty Station master shall first open both the lids by using the lid key. Then he shall insert the crank handle lock key and unlock the same which permits insertion of the crank handle into the point machine. He shall then insert the crank handle and crank the point to the required position, clamp and padlock the points, remove the crank handle. Extract the crank handle lock key and close both the holes by lids and lock the lids by lid key. He shall also ensure that the other end of the points (in case of cross over point) is in the required position. He shall then return to the station and restore the crank handle in to the key transmitter. If the correct point indication has appeared on the panel and if everything is alright for the movement of the train, the Station master shall clear the relevant signals. If the signal gets cleared, trains can be dealt normally. If the signals fail to respond, trains should be dealt strictly in accordance with the relevant provisions contained in GRs 3.68 to 3.70 and subsidiary rules thereunder. B.4.8 Whenever the crank handle is utilised to operate a point, necessary entries in the crank handle register should be made promptly with the details like Date, time, train No., Point No., reason, etc. and the TECH.ES/JE/SE/SIG shall be advised immediately to restore normal working early. B.4.9 When the TECH.ES/JE/SE/Sig requires the Crank Handle to attend any repair or maintenance work, he shall give a requisition, making necessary entries in the crank handle register and issuing disconnection notice in form S&T/ T.351 to SM on duty specifying the reasons thereof and the point numbers. On receipt of this requisition SM on duty shall give due consideration to train movement and hand over the point machine lid key, Crank Handle lock release Key and the Crank Handle of the required points after obtaining the permission from control. When the Crank Handle remains with TECH.ES/JE/SE/Sig, the concerned point on the route over which a movement is required to be done should be treated as failed and the point should be set locked, clamped, padlocked and padlocked keys retained in the personal custody of SM on duty. Whenever there is a movement over the concerned point is to be done, TECH.ES/JE/SE/Sig working at location should be advised before that movement in writing. After the work all the keys received from SM shall promptly returned to on duty SM duly inserting the Crank Handle to its normal position and ensure the availability of Crank Handle IN free indication on the panel. The TECH.ES/JE/SE/Sig and SM on duty shall promptly make the relevant entries while taking over/handing over the keys in the Crank Handle register maintained for this purpose at the station. Joint testing of the disconnected gear shall be done by the SM on duty and TECH.ES/JE/SE/Sig for the proper working of the disconnected gear. Then TECH.ES/JE/SE/Sig shall issue reconnection memo to the SM on duty to resume normal working B.4.10 When the crank handle remains with the TECH.ES/JE/SE/SIG, all the points concerned with that crank handle should be deemed to have failed, set locally, clamped, padlocked, the padlock keys retained in the personal custody of the SM on duty and the TECH.ES/JE/SE/SIG working at the points advised, before permitting any movement over the points. 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 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 portion 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. NOTE:- While initiating the route, ensure that the individual points knobs on the route are kept in their C position. 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) If 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 instrument is provided with double lock and key arrangements. One key of this lock shall be in the custody of SM on duty and the other with the TECH.ES/JE/SE/Sig of the Section. Whenever it is required to open the block instrument, the TECH.ES/JE/SE/Sig shall requisite the key from the Station Master on duty, after making relevant entries with the signature in a separate register maintained for this purpose. 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/SE/Sig must be made in the register. The TECH.ES/JE/SE/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/SE/Sig. CALLING ON SIGNALS (Ref GR 3.13) Calling on signals No. 1C, 2C, 3C, 4C, & 5C & 40C are provided below the Up/Down Home and Starter signals, Calling on signals No.1C, 39C & 40C are provided on the stem of Home signals. Boards bearing letter C is also provided just below the calling on signals. The calling on signal below the Home Signal 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 has failed. Before clearing the calling on signal the SM shall decide that 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. 1CT, 39CT & 40CT are provided at the foot of the Up and Down 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 1C or 40C (as the case may be) 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 /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/starter signal knob is in its normal position and conditions for taking off concerned 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 or berthing track for the concerned Starter signal by the train, a white light indication is displayed below the numerical counter of the concerned calling on signal. The calling on signal below 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. If the calling-on signal below Home signal cannot be taken OFF due to failure, train shall be received over `Signal post telephone' provided as detailed in Para B.9. RELEASE OF ROUTE AFTER THE COMPLETE ARRIVAL OF THE TRAIN RECEIVED ON CALLING ON SIGNAL (i) After ensuring the complete arrival of a train received on Calling-on signal the SM on duty shall put back the calling-on signal knob to normal. Once the signal knob is normalised, the route light gets disappeared, if not Calling-on emergency route release should be used. (ii) The SM on duty shall physically verify that the train has arrived complete well within starters / fouling mark before putting back the calling on signal knob to the normal position. He should not rely on the track indication on the control panel alone for this purpose. (iii) Calling-on emergency route release button, coloured white is provided on the panel to release the route during track circuit failure other than berthing track. This button has to be pressed after ensuring complete arrival of the train physically by the SM on duty, duly putting back calling-on signal knob. Route will be released after a time lapse. SM has to enter the counter reading with details in a register specially maintained for this purpose. (iv) Appropriate entries in the Route Cancellation Register should promptly be made when a calling-on signal route is cancelled as above said, specifying the reasons thereof and the number displayed on the cancellation counter before and after the route cancellation. SIGNAL POST TELEPHONE (SR 3.69(X) ) Signal Post Telephone with paging and talk back system is provided in a cabinet on the up and Down Home signal post. They are connected to similar talk back phone provided in SMs office with in-built lock. When the concerned 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 on the SPT). This will cause an audible sound and visual indication in the station masters office to call the SMs attention. Station Master shall unlock the built in lock on 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 Station Master shall inform the reason for delay and probable time at which the signal will taken off. If it is due to signal failure /suspension, the duty SM shall set the route correctly, clamps and padlock all the points for the required route and ensure clearance of line & closure of LCs on the route and communicate the following message. Which the loco pilot shall record in his rough journal and pass the signal at ON position duly observing necessary caution. The 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. FUNCTIONS / DESCRIPTION OF KNOBS ON THE PANEL: - Knob No.Description1. Up home - to Road-1 or 2 or 3 or 5.1C. Up calling on signal for routes governed by Up Home signal No.1.2. Up starter Road-3.2C. Up calling on signal below starter for routes governed by Up Starter No.2.3. Up starter Road-2.3C. Up calling on signal below starter for routes governed by Up Starter No.3.4. Up starter Road-1.4C. Up calling on signal below starter for routes governed by Up Starter No.4.5. Up starter Road-5.5C. Up calling on signal below starter for routes governed by Up Starter No.5.6 &7 Omitted.8 Omitted.9. Up Advanced starter to NMGA cum Up gate distant signal of LC No.1. Omitted.10. Up Advanced starter to GHL cum Up gate distant signal of LC No.10..11. Up Shunt signal on Down line at YPR end.12. Up Shunt below Up starter signal No.2 Road-3.13. Up Shunt below Up starter signal No.3 Road-2.14. Up Shunt below Up starter signal No.4 Road-1.15. Up Shunt below Up starter signal No.5 Road-5.16. Up Shunt at GHL end Road-4.17 to 20 Omitted.21. Down Shunt on Rd-2 extended portion TK end.22. Down Shunt on Up main line at GHL end.23. Omitted.24. Down Shunt at YPR end Road-3.25 to 29. Omitted.30. Down Advanced starter to YPR cum Down gate distant signal of LC No.6.31 to 34. Omitted35. Down Starter Road-1.36. Down Starter Road-2.37. Down Starter Road-5.38. Down Starter Road-4.39. Omitted40. Down Home signal from GHL to Road-1 or 2 or 4 or 5.40C. Down calling on signal for routes governed by Down Home signal No.40.50. cross over points connecting Up & Down main lines at YPR end.51. cross over points connecting Up Main line & Road-2 at YPR end.52. cross over points connecting Road-3 & Road-4 at YPR end.53. cross over points connecting Road-2 & 1 at YPR end.54 cross over points connecting Road-4 & 5 at YPR end.55 to 59. Omitted.60. cross over points connecting Road-1 and 2 at GHL end.61. cross over points connecting Road-5 and 4 at GHL end.62 cross over points connecting Road-2 & 3 at GHL end.63. cross over points connecting Road-4 & 3 at GHL end.64. cross over points connecting Up main line with extended portion of RD-265. cross over points connecting Up & Down main lines at GHL end.66 & 67 Omitted.68.Controls key-P69.Controls key-R Note : - functions 1 to 40 for signals, 50 to 65 for points and 66 to 69 for siding control. ENTRY / EXIT BUTTONS: A, A1, B, B1. C, C1. D, E, E1, H, J, K, L, M & N. TABLE OF MOVEMENTS Sl. NoDESCRIPTION OF MOVEMENTSTURN KNOBPRESS BUTTONRECEPTION OF AN UP TRAIN FROM YPR ON:Road-1 with points 62R & 60R.1ARoad-1 with points 60N 1A1Road-2 with points 64N, 65N & 62R.1BRoad-2 with points 62N.1B1Road-3 with points 62N.1CRoad-3 with points 62N, 63N & 64R.1C1Road-5 with points 61R, 63R, 64N & 65N.1ERoad-5 with points 61N.1E1DESPATCH OF AN UP TRAIN TO GHL FROM:Road-110 4L KRoad-210 3L KRoad-310 2L KRoad-510 5L KRECEPTION OF A DOWN TRAIN FROM GHL ON: -Road-1 with points 53R, 51R & 50R.40ARoad-1 with points 53N40A1Road-2 with points 51R & 50R40BRoad-2 with points 53N & 51N.40B1Road-4 with points 52N40DRoad-5 with points 54R & 52N.40ERoad-5 with points 54N.40E1DESPATCH OF A DOWN TRAIN TO YPR FROM: -Road-130 35N MRoad-230 36N MRoad-430 38N MRoad-530 37N MPASS THROUGH OF AN UP TRAIN TO GHL ON:Road-110 4 1L K ARoad-210 3 1L K BRoad-310 2 1L K CRoad-510 5 1L K EPASS THROUGH OF A DOWN TRAIN FROM GHL ON:Road-130 35 40N M ARoad-230 36 40N M BRoad-430 38 40N M CRoad-530 37 40N M E Calling-on signal Movements: - RECEPTION OF A DOWN TRAIN ON CALLING-ON SIGNAL FROM GHL ON: -Road-140CARoad-240CBRoad-440CDRoad-540CERECEPTION OF AN UP TRAIN ON CALLING-ON SIGNAL FROM YPR ON: -Road-11CARoad-21CBRoad-31CCRoad-51CEDESPATCH OF AN TRAIN ON CALLING-ON SIGNAL TO GHL FROM: -Road-110 4CL KRoad-210 3CL KRoad-310 2CL KRoad-510 5CL KSHUNT MOVEMENTS: - Sl. NoDESCRIPTION OF SHUNT MOVEMENTSTURN KNOBPRESS BUTTONSHUNT MOVEMENT AT YPR END OF THE YARD:-Up shunt signal No.11 to clear of: -Road-1, Down starter Signal No.35. 11ARoad-2, Down Starter signal No.36. 11BRoad-3 Down Shunt signal No.24. 11CRoad-4 Down starter signal No.38. 11DRoad-5 Down starter signal No.37. 11ERoad-1 Down Starter signal No.35 to clear of Up Shunt signal No.11.35MRoad-2 Down Starter signal No.36 to clear of Up Shunt signal No.11.36MRoad-3 Down Shunt signal No.24 to clear of Up Shunt signal No.11.24MRoad-4 Down Starter signal No.38 to clear of Up Shunt signal No.11.38MRoad-5 Down Starter signal No.37 to clear of Up Shunt signal No.11.37M SHUNT MOVEMENT AT GHL END OF THE YARD:-Down shunt signal No.22 to clear of: -Road-1, Up Shunt Signal No.14. 22ARoad-2, Up Shunt signal No.13. 22BRoad-3 Up Shunt signal No.12.22CRoad-4 Up Shunt signal No.16.22DRoad-5 Up Shunt signal No.15.. 22EDown shunt signal No.21 to clear of: -Road-1, Up Shunt Signal No.14. 21ARoad-2, Up Shunt signal No.13. 21BRoad-3 Up Shunt signal No.12.21CRoad-4 Up Shunt signal No.16.21DRoad-5 Up Shunt signal No.15.. 21ERoad-1 Up Shunt signal No.14 to clear of Down Shunt signal No.22.14KRoad-2 Up Shunt signal No.13 to clear of Down Shunt signal No.22.13KRoad-3 Up Shunt signal No.12 to clear of Down Shunt signal No.22.12KRoad-4 Up Shunt signal No.16 to clear of Down Shunt signal No.22.16KRoad-5 Up Shunt signal No.15 to clear of Down Shunt signal No.22.15KRoad-1 Up Shunt signal No.14 to clear of Down Shunt signal No.21.14HRoad-2 Up Shunt signal No.13 to clear of Down Shunt signal No.21.13HRoad-3 Up Shunt signal No.12 to clear of Down Shunt signal No.21.12HRoad-4 Up Shunt signal No.16 to clear of Down Shunt signal No.21.16HRoad-5 Up Shunt signal No.15 to clear of Down Shunt signal No.21.15HSl. NoDESCRIPTION OF MOVEMENTSTURN KNOBPRESS BUTTONRECEPTION OF AN UP TRAIN FROM YPR ON:Road-1 with points 62R & 60R.1ARoad-1 with points 60N 1A1Road-2 with points 64N, 65N & 62R.1BRoad-2 with points 62N.1B1Road-3 with points 62N.1CRoad-3 with points 62N, 63N & 64R.1C1Road-5 with points 61R, 63R, 64N & 65N.1ERoad-5 with points 61N.1E1DESPATCH OF AN UP TRAIN TO GHL FROM:Road-110 4L KRoad-210 3L KRoad-310 2L KRoad-510 5L KDESPATCH OF AN UP TRAIN TO NMGA FROM:Road-19 4J HRoad-29 3J HRoad-39 2J H Road-59 5J HRECEPTION OF A DOWN TRAIN FROM GHL ON: -Road-1 with points 53R, 51R & 50R.40ARoad-1 with points 53N40A1Road-2 with points 51R & 50R40BRoad-2 with points 53N & 51N.40B1Road-4 with points 52N40DRoad-5 with points 54R & 52N.40ERoad-5 with points 54N.40E1RECEPTION OF A DOWN TRAIN FROM NMGA ON: -Road-1 with points 53R, 51R & 50R.39ARoad-1 with points 53N39A1Road-2 with points 51R & 50R39BRoad-2 with points 53N & 51N.39B1Road-4 with points 52N39DRoad-5 with points 54R & 52N.39ERoad-5 with points 54N.39E1DESPATCH OF A DOWN TRAIN TO YPR FROM: -Road-130 35N MRoad-230 36N MRoad-430 38N MRoad-530 37N MPASS THROUGH OF AN UP TRAIN TO GHL ON:Road-110 4 1L K ARoad-210 3 1L K BRoad-310 2 1L K CRoad-510 5 1L K EPASS THROUGH OF AN UP TRAIN TO NMGA ON:Road-19 4 1J H ARoad-29 3 1J H BRoad-39 2 1J H CRoad-59 5 1J H E PASS THROUGH OF A DOWN TRAIN FROM GHL ON:Road-130 35 40N M ARoad-230 36 40N M BRoad-430 38 40N M CRoad-530 37 40N M E Calling-on signal Movements: - RECEPTION OF A DOWN TRAIN ON CALLING-ON SIGNAL FROM NMGA ON: -Road-139CARoad-239CBRoad-439CDRoad-539CERECEPTION OF A DOWN TRAIN ON CALLING-ON SIGNAL FROM GHL ON: -Road-140CARoad-240CBRoad-440CDRoad-540CERECEPTION OF AN UP TRAIN ON CALLING-ON SIGNAL FROM YPR ON: -Road-11CARoad-21CBRoad-31CCRoad-51CEDESPATCH OF AN TRAIN ON CALLING-ON SIGNAL TO GHL FROM: -Road-110 4CL KRoad-210 3CL KRoad-310 2CL KRoad-510 5CL K DESPATCH OF AN TRAIN ON CALLING-ON SIGNAL TO NMGA FROM: -Road-19 4CJ HRoad-29 3CJ HRoad-39 2CJ HRoad-59 5CJ H SHUNT MOVEMENTS: - Sl. NoDESCRIPTION OF SHUNT MOVEMENTSTURN KNOBPRESS BUTTONSHUNT MOVEMENT AT YPR END OF THE YARD:-Up shunt signal No.11 to clear of: -Road-1, Down starter Signal No.35. 11ARoad-2, Down Starter signal No.36. 11BRoad-3 Down Shunt signal No.24. 11CRoad-4 Down starter signal No.38. 11DRoad-5 Down starter signal No.37. 11ERoad-1 Down Starter signal No.35 to clear of Up Shunt signal No.11.35MRoad-2 Down Starter signal No.36 to clear of Up Shunt signal No.11.36MRoad-3 Down Shunt signal No.24 to clear of Up Shunt signal No.11.24MRoad-4 Down Starter signal No.38 to clear of Up Shunt signal No.11.38MRoad-5 Down Starter signal No.37 to clear of Up Shunt signal No.11.37MSHUNT MOVEMENT AT GHL/NMGA END OF THE YARD:-Down shunt signal No.22 to clear of: -Road-1, Up Shunt Signal No.14. 22ARoad-2, Up Shunt signal No.13. 22BRoad-3 Up Shunt signal No.12.22C Road-4 Up Shunt signal No.16.22DRoad-5 Up Shunt signal No.15.. 22EDown shunt signal No.21 to clear of: -Road-1, Up Shunt Signal No.14. 21ARoad-2, Up Shunt signal No.13. 21BRoad-3 Up Shunt signal No.12.21CRoad-4 Up Shunt signal No.16.21DRoad-5 Up Shunt signal No.15.. 21ERoad-1 Up Shunt signal No.14 to clear of Down Shunt signal No.22.14KRoad-2 Up Shunt signal No.13 to clear of Down Shunt signal No.22.13KRoad-3 Up Shunt signal No.12 to clear of Down Shunt signal No.22.12KRoad-4 Up Shunt signal No.16 to clear of Down Shunt signal No.22.16KRoad-5 Up Shunt signal No.15 to clear of Down Shunt signal No.22.15KRoad-1 Up Shunt signal No.14 to clear of Down Shunt signal No.21.14HRoad-2 Up Shunt signal No.13 to clear of Down Shunt signal No.21.13HRoad-3 Up Shunt signal No.12 to clear of Down Shunt signal No.21.12HRoad-4 Up Shunt signal No.16 to clear of Down Shunt signal No.21.16HRoad-5 Up Shunt signal No.15 to clear of Down Shunt signal No.21.15H 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. (a) CIRCUIT NO. 1 SMs Office - 0 (One ring) Top Point No. 50 - 00 (Two rings) Top Point No. 65 - 000 (Three rings) (b) CIRCUIT NO. 2 SMs Office LC No. 6 at Km 12/000-100 {} 0 (One ring) {} to call each other (c) CIRCUIT NO. 3  SMs Office {} 0 (One ring) LC No. 10 at KM 16/100-200 cum {} 00 (Two rings) LC No. 1 at KM 02/900-3/000  LC No. 11 at KM 17/400-500 {} 000 (Three rings) LC No. 02 at KM 04/100-200 (d) CIRCUIT NO. 4 SMs Office / BAW {} 0 (One ring) SMs Office / NMGAUp Home signal (SPT) {} to call SMeach other (e) CIRCUIT NO. 5 SMs Office {} 0 (One ring) Up Home signal (SPT) {} to call SM (ef) CIRCUIT NO. 56 SMs Office {} 0 (One ring) Down home signal (SPT) {} to call SM at GHL end (g) CIRCUIT NO. 7 SMs Office {} 0 (One ring) Down home signal (SPT) {} to call SM at NMGA end The code rings noted against each should be utilised to call the attention of each other. Failure of telephone communication should be promptly reported to the TECH.ES/JE/SE/SIG. for early rectification. APPENDIX C ANTI COLLISION DEVICE (RAKSHA KAVACH): Not Applicable APPENDIX D DUTIES OF THE STAFF D.1.0 The Station Master in-charge shall be responsible for: Judicious management of the station staff apart from working as Station Master on duty as per the roster issued by DPO/SBC. Ensuring the availability of essential equipments. D.2.0 The Station Master on duty is the over all in-charge for train / shunting operations at the station during his duty hours. He shall ensure proper co-operation is maintained by all staff under his control in the respective shift duty, personally operate the control panel, consult control regarding train movements and act according to his instructions, provide timings and other particulars pertaining to the train movements, maintain prescribed registers, caution orders etc., keep necessary isolation as required and adhere to all instructions relevant to him, as laid down in the SWR, GRS, BWM Accident Rules and other instructions issued from time to time through circulars. D.3.0 Pointsman / TRH / Trained SCP: He shall clean the points regularly, assist the Duty Station Master in issuing Caution Order/Memos in piloting train, in clamping the points during failure, and in keeping the stations essential equipments and the control panel clean and tidy. He shall invariably exchange All right signals for every passing train on off side and perform shunting operations as per the instructions of the Station Master on duty and also carry out any other instructions issued to him by Station Master. D.4.0 The duties mentioned above are not exhaustive. All staff are required to adhere to the relevant duties assigned to them by General Rules, Block Working Manual and Accident Rules, and the instructions issued from time to time by the Divisional Officers/Supervisors with all promptitude and prudence with a view of achieving better result in safe and efficient transportation. APPENDIX `E' ESSENTIAL EQUIPMENTS AT THE STATION Sl. No.Description of essential equipmentsMinimum Quantity at SMs Office1Hand Signal flags3 RED 3 GREEN2Hand Signal lamps / Tri colour torch 33Detonators304Safety Chains with padlocks45Clamps with Padlocks & Keys126Skids107Line Block Caps38Line Blocked Caps59Trolley lorry on Line Caps310Rusty Rail Caps511Caution in force boards312Station bell113Fire buckets with Sand214Fire buckets with Water215Padlocks with keys616Pouches for shunt keys317Wall Clock118Tommy Bar-19Emergency Gate chains with padlocks-20Banner flags with poles-21Water Pot / bucket-22Equipment list-23Poles suitable for exhibiting hand signal flags/lamp- The SM shall ensure that the prescribed quantity of the above-mentioned essential equipments is made available at SMs office exclusively for train passing duties. APPENDIX `F Rules for working D class stations, Halts, IBH, IBS and Outlying sidings: - SOLDEVANAHALLI train halt is situated in BAW-GHL block section at Km.16.180 and 2.705 Km from BAW. The code initials are SDVL. There is no D class station in BAW-YPR block section. The Up and Down lines at this halt are provided with High Level Platform. Halt warning Boards are provided to warn the passenger train loco pilots that they are approaching train halt. APPENDIX `G Rules for working of trains in electrified sections: - Not applicable ANNEXURE-1 INSTRUCTIONS FOR WORKING OF TRAINS AT STATIONS PROVIDED WITH DIGITAL TYPE BLOCK PROVING AXLE COUNTERS GENERAL: Block proving Axle Counters are provided in advance of Up Home signal and DOWN Last Stop Signals of the station to monitor the status of the Block Section. Block proving axle counters are used for clearance of Block pertaining to that Block Section. An Axle Counter Indication-cum-Reset Box is provided at the SMs office, for BAW-YPR up and Down block sections, to indicate the clearance of the concerned Block Section and to facilitate Reset in case of axle counter failure. DESCRIPTION OF THE INDICATIONS/FEATURES ON THE AXLE COUNTER INDICATION-CUM-RESET BOX: FEATURES: SMs Key for authorizing reset operations. Reset Push Button for Resetting Axle Counter. Counter for recording Reset Operation. INDICATIONS: 1.Green Light (Large)ClearIndicate that the Block Section is clear.2.Red Light (Large)Occupied/FailedIndicate that the Block Section is occupied/the BPAC has failed.3.Green Light (Small)Preparatory ResetIndicate that the Axle Counter Resetting operation at both ends is completed.4.Yellow Light (Small)Power ONIndicate that the power supply is available. 3. CUSTODY OF KEYS: The SMs key of Axle Counter indication-cum-reset boxes shall be kept in a separate Glass Fronted case and the key of the glass fronted case shall be under the personal custody of the SM on duty. 4. RESET BUTTON: Reset button is provided in the Reset Box so that whenever the axle counter shows occupied/ Failed (Red Light-Large) condition, the SM on duty can reset the same to normal after ensuring that the Block Section is clear. COUNTER FOR RECORDING RESET OPERATION: Each and every operation of the reset button is counted on a digital counter and shall be recorded in a separate register indicating the movement before and after operation of the reset button as per the following proforma: Sl. No. Date/ Time Train No. after which Axle counter has failed Private Number given to the station in rear/ advance  Private Number received from the station in rear/ advance Counter reading before resetting Counter reading after resettingPrivate Number given by the despatch end SM Train No. dealt after resetting INDICATIONS: Indications are provided in the Axle Counter Indication-cum-Reset Box to show the status of the concerned Block Section. The Clear (Green Light-Large) indication on the concerned Axle Counter Indication Box shall be observed by the SM on duty before obtaining/granting line clear on the relevant Block Section. The Axle Counter Indication-cum-Reset Box displays Clear (Green Light - Large) indication when the Block Section is clear of trains/vehicles and Occupied (Red Light - Large) indication when the Block Section is occupied or Axle Counter pertaining to that section is failed. COMPLETE ARRIVAL OF TRAINS: In case the Axle Counter shows Occupied (Red Light-Large) indication with an Audible warning, even after the complete arrival of the Train, no effort shall be made forcibly to bring the Block Instrument to Line Closed condition. The buzzer shall be acknowledged by normalising the Home Signal Knob. Before initiating action to reset the Axle Counter and permitting the next Train into the Block Section, the SM shall comply with the provisions of GR 14.10 (1) & (2) and satisfy that the train, for which line clear is given, has arrived complete. Once the complete arrival of the train is verified, action can be initiated to reset the axle counter at both ends of the affected section as per the procedure given under Para 8. RESETTING PROCEDURE OF AXLE COUNTERS: After ensuring that the Block Section is clear, the Axle Counter shall be reset. The resetting operation shall be resorted to only when there is Occupied (Red Light Large) indication even though the Block section is clear. The following procedure shall be adopted after advising the S&T staff concerned about the failure of the axle counter. The SM on duty at the receiving station in which the train has arrived complete shall give a Private Number to the SM at the other end (despatch station) confirming the complete arrival of the train. The SM on duty at the despatch end shall acknowledge the same by communicating a Private Number. The key of the reset box shall then be inserted in the reset box, turned and pressed along with pressing of reset push button by both SMs independently. The reset operation pertaining to Block Section is carried out independently at both ends. Preparatory Reset (Green Light Small) indication, to indicate that the Axle Counter resetting operation is complete, will appear on the Axle Counter Indication-cum-Reset Box at both ends. The counter, provided for recording resetting operation will register next higher number. Necessary entries shall be made in the Block proving Axle Counter Resetting Register maintained for this purpose. Similar entries are made by the SM at the other end of the Block Section also. When the preparatory indication appears, the receiving end Station Master should advise the Station Master at the other end that the block section is being closed. The other end SM shall give a PN to this effect to receiving end Station Master. The receiving end Station Master shall then close the block section by normalising the block instrument. With the preparatory reset indication available at both Stations, the line clear for the next train can be obtained through the block instrument and the LSS can be taken off and the train despatched normally. 8.10 On clearance of the first train after preparatory reset at the receiving station, the axle counter will show Clear indication at both stations and subsequent trains can be normally dealt. 8.11 On arrival of the first train on preparatory reset if the axle counter shows clear indication at both stations all subsequent trains can be dealt normally. However if again the axle counter does not show Clear indication but preparatory indication continues, the block working shall be suspended and S&T officials of the section shall be advised to attend to the failure. 8.12 The entries in TSR shall be made in red ink at both stations whenever line clear has been obtained with the axle counter showing preparatory reset indication. 8.13 No attempt shall be made to close the block section on arrival of the train on preparatory reset if axle counter is still showing preparatory reset indication, instead of clear indication. FAILURE OF AXLE COUNTER: If Axle Counter does not show Clear (Green Light - Large) indication after clearance of the train on Preparatory Reset, it shall be treated as a failure of Axle Counter. The Block Instrument Working of the concerned Block Section shall remain suspended till S&T staff rectifies the same. During this period Trains shall be dealt as per GR. 14. 13 and closing of Block Section done as per GR.14.10 (1), (2), & (3). and para 6.5 of this SWR. WORKING OF TROLLEY/MOTOR TROLLEY/LORRY ETC: Trolley protection Track Circuit is provided to prevent the operation of axle counter by insulated Trolleys. Motor Trolleys, when required to proceed to adjacent station, shall be issued with necessary Authority to proceed, suspending Block Working. After the motor trolley has cleared the section, the SM on duty shall resume block working for subsequent trains. However, in case the axle counter does not show clear indication after arrival of the Motor Trolley at the adjacent station, resetting of the axle counter shall be done as per Para 8 and Train operations resumed. SHUNTING: Shunting shall be done as per the instructions contained in the Block Working Manual. However, after a Block Back operation is completed, before bringing the Block instrument to Line Closed position, it shall be ensured that the axle counter shows Clear (Green Light - Large) indication. ANNEXURE-1II WORKING TRAINS UNDER "ONE TRAIN ONLY SYSTEM" BETWEEN CHIKBANAVAR Jn station AND NELAMANGALA. System of Working: -1.O WORKING TRAINS UNDER "ONE TRAIN ONLY SYSTEM" BETWEEN CHIKBANAVAR Jn AND NELAMANGALA 1.1 Trains are worked under "One Train only system "between CHIKBANAVAR Jn. Station and NELAMANGALA Stations. Only one train shall be in the section at a time, under this system of working. (vide COM approval through CTPM/SWR letter No. T.143/B/LC-signalling plans/Vol.IV dt. 09-03.2011) 1.2 The authority to proceed for a train to enter BAW-NMGA section is the metal token bearing the inscription as "One train only" CHIKBANAVAR Jn-NELAMANGALA. Before despatching train Station Master/BAW shall obtain permission from Station Master/NMGAensure the availability of metal token and Key A of NMGA is under his safe custody. (Ref: signalling Plan No. IPU: 3390A/Alt-1 & RD No. SBC/SG/CN/RD: 2/2011). 1.3 Loco pilot of the train shall not take his train into the section unless he is in possession of the metal token under the system of working. 2.O Station Master on duty at BAW shall keep the metal token locked in a box specially provided for this purpose and retain the key of the box in his personal custody. The SM on duty shall not take the metal token out of the box except when handing it over to the loco pilot of the train to enter NMGA - BAW section. Immediately on receipt of metal token from the loco pilot on his return from to BAW from NMGA the SM on duty shall secure it in the box. Then non-availability of the metal token from the box shall be regarded by the SM on duty as an indication that the section is occupied by a train. The metal token shall be the sole "Authority to proceed" for a train to enter in BAW-NMGA block section. 3.O The loco pilot of the train shall on returning to the base Station (CHIKBANAVAR Jn) hand over the metal token to the SM on duty at BAW. The SM on duty at BAW is also responsible for promptly recovering the metal token from the loco pilot. He shall satisfy himself that the train has arrived complete by personally verifying the tail lamp or tailboard and immediately secure the metal token in the box. Handing over and taking over of Metal Token / Key A of NMGA shall be properly recorded (During changeover of duty and between loco pilot/Points man and& SM) 3.1 The SM/BAW shall satisfy himself that the train has arrived complete not only by observing tail Board/ tail lampas detailed in the Para 6.5 at the beginning SWR.but also by obtaining signature of the guard in the train signal register. 4.O The SM/BAW shall also maintain a separate Train Signal Register wherein he shall enter the train number description of the train, the time of handing over of the metal token to the loco pilot, the time of handing over of the Key A of NMGA to the Points man, the time of departure of the train from the Station, the time the train arrives back, and the time of securing the metal token from the loco pilot. Similarly the SM at BAW shall enter the time of arrival and departure of the train in the train Signal Register and sign. and the time of securing the Key A from the Points man, LEVEL CROSSING GATES: LC No. Class Dept.LocationTypeNormal PositionWhether InterlockedProvision of Tele-phoneNo.1, Engg. C Class2/900-3/000 BAW-NMGALifting barriersOpen to road trafficYESProvidedNo.2, Engg. C Class4/100-200 BAW-NMGALifting barriersClosed for road traffic. Manned during day 7 to 19 Hrs only )NOProvided COMMUNICATION Magneto Telephone Communication is provided between BAW and NMGA. The guard of all trains are provided with emergency portable Telephone communication equipment as part of Brake-van equipments. In case of emergency, the guard shall contact the control through emergency communication by plugging emergency communication portable telephone in the EMC socket and convey the information. The SM/BAW shall ensure provision of emergency portable telephone communication to light engine before handing over metal token and obtain an acknowledgement from the Loco pilot. The Loco pilot will make use of this Magneto Telephone in case of any emergency. 5.O. ACTION TO BE TAKEN BY THE SM WHEN THE METAL TOKEN IS LOST OR DAMAGED (13.-3(IV)(A) 5.1 An emergency metal token is kept in a box locked and sealed in the duty Station Master's office at BAW and the key of which shall be kept in the personal custody of the Station Master on duty. If the metal token in normal use is lost or damaged so that it requires replacement, the Station Master on duty, shall bring in to use the emergency metal token. The SM on duty alone, in the exceptional circumstances referred to above, is authorised to break the seal, open the lock and make use of the emergency metal token as 'Authority to Proceed' for train to work on the section. 5.2 Whenever the Station Master of CHIKBANAVAR Jn makes use of the emergency metal token, he shall record the details of the fact the circumstances under which it was brought into use and the time in the Train Signal Register. He shall also advise the SM/NMGA and Traffic Inspector of the section, the crew controller and Divisional Railway Manager by special letter. The SM/NMGA shall also record the fact, in the Train Signal Register. On receipt of letter from SM/BAW, DRM/SBC will arrange to issue a duplicate metal token through the Traffic Inspector. The Traffic Inspector shall put into use the duplicate metal token after restoring the emergency metal token into the box and reseal the box at BAW and advise SM/NMGA with a copy to this effect, make entries in red ink in the train signal register. In case the original metal token, which has been lost, is subsequently traced, it shall NOT be handed-over as an `Authority to Proceed' to any Loco pilot. The SM shall immediately return it to the DRM/SBC advising the Traffic Inspector of the section. 6.O PROCEDURE IN CASE OF ACCIDENT OR DISABLEMENT OF TRAIN (GR.13.O4) If the train becomes disabled and required assistance or if an accident occurs which renders it impossible for the train to proceed the train shall be protected in accordance with the provision of GR 6.O3 in the direction from which assistance if necessary being obtained. The guard of the train or the loco pilot in case of light engine shall convey the message to control, about the nature of the disability and assistance required by plugging emergency communication portable telephone (supplied as a part of loco pilot & guards equipments) in the emergency communication socket provide at regular interval. In case if it is not possible to transmit the message through the emergency communication portable telephone, he shall proceed to the nearest telephone communication available, which includes BSNL phones. Post offices, LC gates, etc.,. In case under inevitable circumstances if the engine has to be detached viz, due to derailment of coaches, the train engine to be detached and taken to station ahead for required assistance, while doing so, the coaches should be secured by applying hand brakes etc. Under such circumstances the rake detached shall be protected In accordance with GR 6.O3. When the guard is required to proceed to such location, he shall instruct the loco pilot in writing to keep the train stationed until his return and obtain the acknowledgement from the Loco pilot. If conveyance is available to reach the nearest point of phone, either guard himself or a competent messenger may be sent to convey the message. The SM on receiving such information shall inform the SM at other end and the controller. SM shall arrange to restore the disabled train as directed by competent authorities. The guard of the disabled train is responsible for the protection of the train as well as passengers until the restoration of the disability. The above instructions are applicable to Loco pilot/assistant loco pilot in absence of the guard. 7.O LEVEL CROSSING GATES: LC No. Class Dept.LocationTypeNormal PositionWhether InterlockedProvision of Tele-phoneNo.1, Engg. C Class2/900-3/000 BAW-NMGALifting barriersOpen to road trafficYESProvidedNo.2, Engg. C Class4/100-200 BAW-NMGALifting barriersClosed for road traffic. Manned during day 7 to 19 Hrs only )NOProvided 8.O COMMUNICATION Magneto Telephone Communication is provided between BAW and NMGA. The guard of all trains are provided with emergency portable Telephone communication equipment as part of Brake-van equipments. In case of emergency, the guard shall contact the control through emergency communication by plugging emergency communication portable telephone in the EMC socket and convey the information. 1. Magneto telephone communication is provided between BAW & NMGA The SM/BAW shall ensure provision of emergency portable telephone communication to light engine before handing over metal token and obtain an acknowledgement from the Loco pilot. The Loco pilot will make use of this Magneto Telephone in case of any emergency. Train Working: - NMGA to BAW: - On receipt of the message from Station Master/NMGA, that there is a train towards BAW, the Station Master / BAW before granting permission to approach shall. For a Down train from NMGAshall advice the gateman of Interlocked Engg LC No. 1 at Km. 2/900-3/000 and Shall exchange PN with the gateman of non-interlocked engineering LC No. 2 at Km. 4/100-200. (manned during day from 07.00 to 19.00 hours only) WORKING OF TRAINS between BAW-NMGA: - When everything is ready for the despatch of a train the Station Master shall: - Hand over Key A of NMGA to Points man under acknowledgement in the register maintained at BAW with an advice: - proceed by train to NMGA with key A, and signals required for shunting. travel in the compartment adjacent to train engine to NMGA. get down when the train stops short of 180m from the top point of NMGA. proceed to top point No. 100 with Key A. ensure the points are not damaged, and are correctly set, to Road-1 padlock the points.. show proceed hand signal to the Loco pilot on arrival of train at NMGA, reverse the engine under the supervision of guard of the train. ensure normal setting of both the points and ensure the key A is in his personal custody. under the advice of guard show proceed hand signal to loco pilot by standing near the stop board at despatch end of NMGA. return to BAW by the same train and handover the key-A to SM/BAW under acknowledgement. Note: - Loco pilot should stop the train 180m in rear of NMGA top point, where a Stop board is provided for this purpose and proceed further on seeing the PHS shown by points man. The guard should ensure that shunting is done safely at NMGA and start the train at NMGA without delay as per time table in force. Loco pilot and guard of the train should stop the train to allow the points man to get in. On arrival of the train the Loco pilot shall hand over the metal token to the Station Master on duty. Station Master is also responsible to collect the metal token from loco pilot & Key-A from points man. Keep them in a box provided for this purpose and secure it. Necessary entry shall be made in this regard in a register kept for this purpose. Loco pilot on his return trip should be cautious while approaching LC No. 2 at Km 4/200-100 and he should be ready stop the train in rear of LC, Ensure availability of Metal token in his safe custody and communicate to the LCs as follows: - For an Up train to NMGAshall advice the gateman of Interlocked Engg LC No. 1 at Km. 2/900-3/000 and Shall exchange PN with the gateman of non-interlocked engineering LC No. 2 at Km. 4/100-200. (manned during day from 07.00 to 19.00 hours only) After ensuring he shall depute the on duty pointsman with metal token, register, caution order and with the following instructions to: - hand over copy of caution order to guard under acknowledgement. hand over copy of caution order to assistant loco pilot under acknowledgement. hand over metal token & Caution order to loco pilot under acknowledgement. obtain declaration from the guard about the system of working. The pointsman shall do so. The SM on duty shall ensure that the guard of the train has declared that he has under stood the system of working between BAW & NMGA in a separate register: Then the Station Master on duty after ensuring the same shall take off the concerned signals by turning the signal knob, and pressing route button concerned as detailed in the table of movement. WORKING OF MOTOR TROLLEY, METRIAL LORRY ETC:- The Metal token is the authority to proceed for motor trolley/materials lorry etc. On arrival of the Motor trolley, it is the responsibility of the person in charge of Motor trolley to handover the metal token to SM and Station Master on duty is also responsible to collect the Metal Token and secure the same in box. PN should be exchanged for confirmation. During failure of communication a caution order shall be issued to alert the Loco pilot, Assistant loco pilot and guard mentioning the failure COMPLETE ARRIVAL OF TRAIN: - Station Master shall ensure complete arrival of a train by observing the tailboard/tail lamp during day/night if the train is so berthed as to enable him to observe the tail board /tail lamp from his office. By exchanging complete arrival signal with the guard of the train i.e. on complete arrival of the train inside the concerned stop board, the guard of the stopping train is responsible for indicating the complete arrival of the train to the Station Master on duty by waving his arms four times over head from side to side during day/and by waving a white light in a similar manner during night which shall be repeated by the Station Master can do so moving considerably away from his office as detailed in SR 14.10 (iii) (a) (b). Note: - On arrival of the train the Loco pilot shall hand over the metal token to the Station Master on duty. Station Master is also responsible to collect the metal token and keep it in his safe custody. Necessary entry shall be made in this regard in a register kept for this purpose. DESPATCH OF TRAINS: When everything is ready for the despatch of a train the Station Master on duty shall contact the Station Master / NMGA over magneto Telephone and inform him that there is a train towards his Station and obtain permission. After obtaining permission, Station Master/BAW shall ensure that the points are correctly set for the despatch of train. Availability of Metal token in his safe custody. Communicate the LC as follows: - For an Up train from NMGAshall advice the gateman of Interlocked Engg LC No. 1 at Km. 2/900-3/000 and Shall exchange PN with the gateman of non-interlocked engineering LC No. 2 at Km. 4/100-200. (manned during day from 07.00 to 19.00 hours only)ACTION TO BE TAKEN BY THE SM WHEN THE METAL TOKEN IS LOST OR DAMAGED (SR 13.3(IV)(a) 6.1 An emergency metal token is kept in a box locked and sealed in the duty Station Master's office at BAW and the key of which shall be kept in the personal custody of the Station Master on duty. If the metal token in normal use is lost or damaged so that it requires replacement, the Station Master on duty, shall bring in to use the emergency metal token. The SM on duty alone, in the exceptional circumstances referred to above, is authorised to break the seal, open the lock and make use of the emergency metal token as 'Authority to Proceed' for train to work on the section. 6.2 Whenever the Station Master of CHIKBANAVAR Jn makes use of the emergency metal token, he shall record the details of the fact the circumstances under which it was brought into use and the time in the Train Signal Register. He shall also advise the Traffic Inspector of the section, the crew controller and Divisional Railway Manager by special letter. On receipt of letter from SM/BAW, DRM/SBC will arrange to issue a duplicate metal token through the Traffic Inspector. The Traffic Inspector shall put into use the duplicate metal token after restoring the emergency metal token into the box and reseal the box at BAW with a copy to this effect, make entries in red ink in the train signal register. In case the original metal token, which has been lost, is subsequently traced, it shall NOT be handed-over as an `Authority to Proceed' to any Loco pilot. The SM shall immediately return it to the DRM/SBC advising the Traffic Inspector of the section. PROCEDURE IN CASE OF ACCIDENT OR DISABLEMENT OF TRAIN (GR.13.O4) If the train becomes disabled and required assistance or if an accident occurs which renders it impossible for the train to proceed the train shall be protected in accordance with the provision of GR 6.O3 in the direction from which assistance if necessary being obtained. The guard of the train or the loco pilot in case of light engine shall convey the message to control, about the nature of the disability and assistance required by plugging emergency communication portable telephone (supplied as a part of loco pilot & guards equipments) in the emergency communication socket provide at regular interval. In case if it is not possible to transmit the message through the emergency communication portable telephone, he shall use mobile CUG phone, or proceed to the nearest telephone communication available, which includes BSNL phones. Post offices, LC gates, etc.,. Quickest available means of communication should be used. In case under inevitable circumstances if the engine has to be detached viz, due to derailment of coaches, the train engine to be detached and taken to station ahead for required assistance, while doing so, the coaches should be secured by applying hand brakes etc. Under such circumstances the rake detached shall be protected In accordance with GR 6.O3. When the guard is required to proceed to such location, he shall instruct the loco pilot in writing to keep the train stationed until his return and obtain the acknowledgement from the Loco pilot. If conveyance is available to reach the nearest point of phone, either guard himself or a competent messenger may be sent to convey the message. The SM on receiving such information shall inform the controller. SM shall arrange to restore the disabled train as directed by competent authorities. The guard of the disabled train is responsible for the protection of the train as well as passengers until the restoration of the disability. The above instructions are applicable to Loco pilot/assistant loco pilot in absence of the guard. After ensuring he shall depute the pointsman with metal token, register, caution order and with the following instructions: - be handed over to Loco pilot, Assistant loco pilot and guard of the train to NMGA Hand over copy of caution order to guard under acknowledgement. Hand over copy of caution order to assistant loco pilot under acknowledgement. Hand over metal token & Caution order to loco pilot under acknowledgement. The pointsman shall do so. The Station Master on duty after ensuring the same shall take off the concerned signals by turning the signal knob, and pressing route button concerned as detailed in the table of movement. WORKING OF MOTOR TROLLEY, METRIAL LORRY ETC:- The Metal token is the authority to proceed for motor trolley/materials lorry etc. is required to work in the section. On arrival of the Motor trolley, it is the responsibility of the person in charge of Motor trolley to handover the metal token to SM and Station Master on duty is also responsible to collect the Metal Token and secure the same in glass-fronted box.      PAGE \* MERGEFORMAT 1 B.29/BAW (P.RAMANJANEYULU) DSTE/CN/BNC(J. CHANDRASHEKAR) DSTE/SBC(K. E. 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