ࡱ>  y|lmnopqrstuvwxg kbjbjVV  r<r<a,,$$$$$D$$$J%>.\$:@CC:CCC#J#J#J*9,9,9,9,9,9,9$G=?~P9$JkI#JJJP9$$CCe9BYYYJN$C$C*9YJ*9YY2(6 CƓxIL: .99`:/nw@XU\w@T6w@$6#J"EJY]JqJ_#J#J#JP9P9W#J#J#J:JJJJw@#J#J#J#J#J#J#J#J#J, L#: @9-      SOUTH WESTERN RAILWAY BANGALORE DIVISION Station Working Rules: Date of Issue:30-5-2012 29-11-07 No. B.31 /DBL. Date on which brought into force: DODBELE NOTE:- 1. These Rules supersedes the Station Working Rules B.31 dated: 29-11-07 2.01.09.2001. 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 Rule diagram. Rule Diagram No.(SBC/SG/CN: 15 18 /20062007/ALT:1.Signalling Plan No(IPU 1272/ ALT:1P. Way Plan No(CN/BNC/TR/54-2000/11aLayout diagram No(Dy.CE/C/CN/BNC/13-07 DESCRIPTION OF THE STATION:- GENERAL( LOCATION) DODBELE is situated in the Bangalore City Arsikere junction Broad Gauge line at a distance of 37.09 Km from Bangalore City Junction. This is a B Class station with Double line working towards GOLHALLI and NIDVANDA. This station is provided with Four running lines, with high-level platform on Road-1 and High-Level island Platform for Road-2 & 3. Dead end Hot axle siding is provided at GHL end of Road-1 and NDV end of Road-4. The code name name of this station is DBL. The Station House is situated on the Platform of Road1. BLOCK STATIONS ON EITHER SIDE AND THEIR DISTANCES:- GOLHALLI at a distance of 11.00 Km on the Bangalore City side and NIDVANDA at a distance of 09.34 Km on Arsikere Jn. side are the adjacent block stations. Muddalinganahalli (MDLL) is a halt in the DBL-NDV block section. Bhairanayakanahalli (BNKH) is a halt in the DBL-GHL block section.. SL.No.ADJACENT BLOCK STATIONCODEINTER DISTANCE.DIRECTION1.GOLHALLI GHL11.00 Kms Down BAW Jn. end2.NIDVANDANDV09.34 KmsUp, ASK Jn. end BLOCK SECTION LIMITS ON EITHER SIDE OF THE STATION ON DIFFERENT DIRECTIONS: - The Station Limits extend from the Up Distant Signal to the Down Distant Signal. Between stationsPoint from which the block section commencesPoint at which the block section ends.DODBELE NIDVANDA Up lineUp Advanced Starter signal No. 8 of DBL. BSLB at DBL end on Up line of NDV StationDODBELE NIDVANDA Down line Down Advanced Starter signal No. 25 of NDV at DBL end on Down line. BSLB at 180m in advance of down Home signal No.32 of DBL Station. DODBELE GOLHALLI Up lineUp Advanced Starter signal No. 8 of GHL at NDV end on Up line.Outermost facing point No.50 ahead of up Home signal of DBLDODBELE GOLHALLI Down lineDown Advanced Starter signal No. 25 of DBL.Block Section Limit Board at in advance of down Home signal of GHL SL.No.ADJACENT BLOCK STATIONCODEINTER DISTANCE.DIRECTION1.GOLHALLI GHL11.00 Kms Down SBC BAW Jn. end2.NIDVANDANDV09.34 KmsUp, ASK Jn. end BLOCK SECTION LIMITS ON EITHER SIDE OF THE STATION ON DIFFERENT DIRECTIONS: - DODBELE GOLHALLI Block Section commences at the Down Advanced Starter signal No. 25 of Down line and GOLHALLI - DODBELE Block section ends at the outermost facing Point No. 50, which is 180 568 metres in advance of Up Home signal on Up line. The DODBELE NIDVANDA Block Section commences at the Up Advanced Starter signal No. 8 and NIDVANDA DODBELE Block Section ends at the Up Advanced Starter signal No. 8BSLB 180m in advance of Down Home signal No. 32. The Station Limits extend from the Up Distant Signal to the Down Distant Signal. Between stationsPoint from which the block section commencesPoint at which the block section ends.DODBELE GOLHALLI Down Advanced Starter signal No. 25 at GHL end on Down line. Outermost facing point No. 50 at GHL end on Up line.DODBELE NIDVANDAUp Advanced Starter signal No. 8 at NDV end on Up line.Block Section Limit Board at NDV end on Down line. Up Advanced Starter signal No. 8 at NDV end.2.4 GRADIENTS ;- Sl. No.Direction FromToInter distance in metresGradientsection1Up line towards GHLC/L285M2851 IN 1200 FALLINGStation section 2Up line towards GHL285350M65LevelStation section 3Up line towards GHL3504901401 IN 1000 RISINGStation section 4Up line towards GHL4909654751 IN 260 RISINGStation section 5Up line towards GHL965Into the B/S-1 IN 100 RISINGBlock section6Up line towards NDVC/L10M101 IN 1200 RISINGStation section 7Up line towards NDV104324221 IN 260 RISINGStation section 8Up line towards NDV432847.5415.51 IN 100 RISINGStation section 9Up line towards NDV847.5957.7110.2LevelBlock section10Up line towards NDV957.72020M1062.31 IN 100 FALLINGBlock section11Up line towards NDV2020M2110M90MLevelBlock section12Up line towards NDV2090-B/S-1 IN 100 RISINGBlock section13Down line towards GHLC/L886M8861 IN 400 RISINGStation section14Down line towards GHL886M1548.2662.2-1 IN 100 RISINGStation /Block section15Down line towards GHL1548.21681.8133.6LevelBlock section16Down line towards GHL168182040358.21 IN 100 FALLINGBlock section 17Down line towards GHL20402164124MLevelBlock section SL No.Direction FromToInter distance in metresGradientsection18Down line towards GHL21642344.5180.51 IN 100 RISINGBlock section19Down line towards GHL2344.5-B/S--LevelBlock section20Down line towards NDVC/L847.5847.51 IN 100 RISINGStation /Block section21Down line towards NDV847.5957.7110.2LevelBlock section22Down line towards NDV957.72039.71082M1 IN 100 FALLINGBlock section23Down line towards NDV2039.7211070.3LevelBlock section24Down line towards NDV2110-B/S-1 IN 100 RISINGBlock section GRADIENTS: - The steep gradient in the yard is 1 in 260 falling towards NDV station. For further details refer the enclosed Rule Diagram. 1 in 260 rising towards NDV Sl. No.Direction LineFromToInter distance in metresGradientsectionUpRd-1 to 4Centre Line of the Station.191m191LEVELStation section.UpRd-1 to 4191m532m3411 in 260 rising towards NDV Station section.UpMain line532m1382m8501 in 100 rising towards NDVBlock sectionUpMain line1382m1453m71LEVELBlock sectionUpMain line1453m2182m7291 in 100 rising towards NDVBlock sectionDownRd-1 to 4Centre Line of the Station.99m99LEVELStation section DownRd-1 to 4 & Up Line99m616m5171 in 260 falling towards GHLStation section Rd-1 to 4 & Down Line99m616m5171 in 260 falling towards GHLStation section DownUp Line616m1968m13521 in 100 falling towards GHLBlock sectionDown Line616m1918m13021 in 100 falling towards GHLBlock sectionDownUp Line1968mEnd of station limit -LevelBlock sectionDown Line1918m End of station limit -LevelBlock section.2.5 LAYOUT: This station is provided with FOUR running lines with High Level Platform for Road-1 and High Level Island Platform for Road-2 & 3. Road- 1 & Road-4 are the loop lines. Road-3 & 2 are the Up & Down main lines respectively. Snag Dead ends are provided at either end of Road-4 . Overrun line is provided at NDV end of Road-1. Crossovers are provided at either end of the yard in such way that Road-1 is Down common loop line. Two Hot axle siding - one at GHL end of Road-1 & one at NDV end of Road-4 are provided. The office of the Station Master is situated on the Platform of Road-1. The code initials of this Station is DBL. Trolley path to connect PFs are provided at the NDV end. LAYOUT: This station is provided with FOUR running lines with High Level Platform for Road-1 and High Level Island Platform for Road-2 & 3. Road- 1 & Road-4 are the loop lines. Road-3 & 2 are the Up & Down main lines respectively. Snag Dead ends are provided at either end of Road-4 & Over-run lines are provided at either end of Road-1. Overrun line is provided at NDV end of Road-1. Crossovers are provided at either end of the yard in such way that Road-1 is Down common loop line. Hot axle siding is provided at GHL end of Road-1 & NDV end of Road-4A buffer Stop is provided at the extended end of Road-2 at NDV end. The office of the Station Master is situated on the Platform of Road-1. The code initials of this Station is DBL. FOB is provided at the NDV end of Station building and it connects Road-1 PF & Island PF of Road-2 / 3. Trolley paths to connect PFs are provided at both the NDV ends. 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+1BV+7%715 mHL320 254.2 mRoad 2Reception and Despatch of Down trains58 BOXN+3E+1BV+7%715 mHL ISLAND Road-2 / 3320 404 m 320 mRoad 3Reception and Despatch of Up trains58 BOXN+3E+1BV+7%715 mHL ISLAND Road-2 / 3Road 4Reception and Despatch of Up trains58 BOXN+3E+1BV+7%715 m--Replaced Page No.3 NON RUNNING LINES:- Sl.No.Non running linesHolding capacitya)Hot axle siding at GHL end of Road-1100 mb)Hot axle siding at NDV end of Road-4100 m 2.5.2 NON RUNNING LINES:- Sl.No.Non running linesHolding capacitya)Hot axle siding at GHL end of Road-1100 mb)Hot axle siding at NDV end of Road-4100 m2.5.3 ANY SPECIAL FEATURES IN THE LAYOUT:- .NIL 2.6 LEVEL CROSSINGS: - Sl. No.LC No Class DeptLocationTypeNormal PositionWhether Inter-lockedCommunication1No. 21 C class Traffic.DBL-GHL 35/800-900Lifting BarriersOpen to Road Traffic.YESProvided2No. 22 C class Engg.No. 23 C class Engg.DBL - NDV 38/000-100DBL - NDV 40/200-300Lifting BarriersLifting BarriersClosed to Road Traffic.Closed to Road Traffic.NONOProvidedProvided3No. 23 C class Engg.DBL - NDV 40/200-300Lifting BarriersClosed to Road Traffic.NOProvided NOTE: - 1) Refer appendix A for detailed gate working instructions. 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. LC No.23 at km.40/200-300 works from 07.00hrs to 19.00 hrs only. Exchange of PNs may be dispensed with from 1900hrs to 07.00hrs. SYSTEM AND MEANS OF WORKING: SYSTEM OF WORKING: The Absolute Block System on DBL-GHL & DBL-NDV block sections are in force at this station. MEANS OF WORKING: -Double line Modified SGE lock and Block Instrument for DBL-GHL & DBL-NDV block section are provided in SMs office. 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 train signal register (TSR) as per SR/GR 14.07 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 driverLoco Pilot of the departing train to enter Block Section ahead. Up and Down Advanced Starter signals are the last stop signals and they are inter locked with respective Block Instrument. The Advanced Starter signal 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 box containing emergency gate 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-III 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 Station, shunt signals, Motor operated points, Counters for Calling-on signal, route cancellation and 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 (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 obtain signaturesign in Form S&T/MR and follow the normal procedure for dealing trains. NOTE:- The SM on duty shall not hand over the key to TECH.ES/JE/SE (Sigg) immediately after an accident involving points/signals/interlocking etc., at the station until after fully satisfying that the necessary readings have been recorded by the competent official(s). POWER SUPPLY The normal source of power supply is from Karnataka Power Transmission Corporation Limited. In addition, two diesel generators are also made available as an alternate source. This station is provided with integrated power supply system. A Status monitoring panel (SMP) is provided in the Station Masters panel room. This panel has the following audio, Visual alarms. A) Start generator B) Emergency Start generator C) System Shut Down D) Equipment fault / call S & T staff. When the normal AC power supply fails, this system switch over to battery power supply. During prolonged AC failures an alarm is annunciated in the status-monitoring panel (SMP) in the Station Masters panel room. The display may be Start Generator OR Emergency Start Generator OR System shut down based on battery condition Low OR very Low OR battery fully drained out. When the power supply can not be extended, due to the failure of any equipment, the same will be indicated on the system monitoring panel as Equipment fault-call S & T staff. Functioning of Status monitoring panel:- SL.NO.Alarm/Indication Description. Fault SymptomCorrective action.8.3.1START GENERATORNeon lamp glows with alarm. Press ACK/RESET push button, Start Generator and press RESET button again.8.3.2EMERGENCY START GENERATORNeon lamp glows with alarm. Press ACK/RESET push button, Start Generator with out delay and Press RESET button again.8.3.3SYSTEM SHUT DOWNNeon lamp glows with alarm.Press ACK/RESET push button, Start Generator immediately and Call S & T staff .8.3.4EQUIPMENT FAULT/ CALL S & T STAFFNeon lamp glows with alarm.Press ACK/RESET push button and Call S & T staff . The generators must be started for the train service or testing purpose. There are two generators in this station; the generators should be operated alternatively during alternate power supply failure. A register with all details has to be maintained for this purpose. 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. After the generator is started, SM must changeover the switch provided in the generator room from MAIN to STANDBY only after ensuring that steady voltage is maintained by the generator by observing the voltmeter provided in the generator room to avoid fusing of bulbs. Whenever power supply from KPTCL and generator fails and no light is available in the signal or when the signals are bobbing or flickering the signal should be treated as failed. If the KPTCL supply does not resume within 6 3 hours, the ESM/SE/JE/SIG Sig of the section must be advised on control phone immediately followed by a message to Sr.DSTE and Sr.DEE/Bangalore. Whenever any signal becomes blank, a buzzer rings in the station. To stop the buzzer the SM on duty shall acknowledge by pressing the Signal No-aspect Button. Normal indication of the blank signal in the panel will be flashing till the fused Bulb is replaced. Immediately the SM on duty shall advise the TECH/ES/JE/SE/Sig for the replacement of the Bulb. When power supply from all the source fails and no light is available on the signal or when the signals are bobbing or flickering, the signal should be treated as failed and the SM on duty shall take the following precautions: Depute a competent Railway Servant with hand signal and detonators to show signals at the foot of the Signal. Trains should be dealt in accordance with the provisions of GRs 3.69 and 3.7O and SRs there under. Advise the TECH/ES/JE/SE/Sig of the section. In the case of reception signals, the SM shall not grant line clear for a train unless action taken as above and also advise the SM in rear to issue a caution order to the driverLoco Pilot.{SR .8.O3(ii) and (iii)} . The details of main power failure, reason for the same etc., shall be recorded in the separate register provided in the Station House. TELECOMMUNICATION: Magneto telephone communication is provided in additionas detailed in appendix B in addition to Block Telephone, Railway auto Phone, BSNL phone, Control telephone and VHF, as detailed in Appendix B..for use in train passing duties. 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 One Pointsman /TRH and Two One Gatemen 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 of consecutive absence or more must go through Station Working Rules in force and give assurance in the prescribed Assurance Register {SR 5.06 (i)}. CONDITIONS FOR GRANTING LINE CLEAR (GR 8.03): The line shall not be considered clear and line clear shall not be granted by the SM on duty unless :- The whole of the last preceding train has arrived complete and berthed with in the starter signals/ stop boards/berthing track/Fouling mark. 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 DriverLoco Pilot of approaching train to be vigilant and stop at the Home signal. the line is clear of trains: - Up to the outer most facing point No. 50 in advance of Up Home signal No. 1 in the case of Up train from GHL. Up to the Up Advanced Starter Signal No. 8BSLB, 180 m in advance of Down Home signal No. 32, in the case of Down train from NDV. In case of a Down train from NDV the engineering LC NO:22 at km 38/000-100, and LC No. 23 at Km 40/200-300 are is closed and secured against road traffic duly exchanging PN with the gatemaen on duty as detailed in Appendix-A . ANY SPECIAL CONDITIONS TO BE OBSERVED WHILE RECEIVING OR DESPATCHING A TRAIN: - Setting of points against blocked line: -This station is provided with centralised control panel 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 operationsetting the points against blocked line as per GR.3.38(2). Reception of train on blocked line: - Whenever trains are being received on an obstructed road/blocked line on calling-on signal the following procedures are to be complied with: If possible intimate the driverLoco Pilot through the SM of the rear station. Ensure that the line is clear and free from obstruction up to the point of obstruction on the intended reception line . 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 on the route. Ensure that a stop hand signal is exhibited at a distance of not less than 45 mts. from the point of obstruction. During the failure of Calling-on signal, in addition to the above, ensure that the calling-on signal knob is turned to reverse while receiving the train on SPT or 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 driverLoco Pilot through SPT. The driverLoco 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 DriverLoco 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:1 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. 2 when up trains are piloted LC NO:21(T) at km 35/800-900 to be closed against rood traffic and CL indication has to be ensured in the panel. Reception of train on non-signalled line: - Refer GR/SR 5.10.N/A. Despatch of train from non-signalled line: - Refer GR/SR 5.11N/A. Despatch of train from line provided with common Starter Signal: - N/A. Any other special conditions should be mentioned giving reference to the GR & SR: - For a stopping train, 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:- 1.Up Train on Road-1(a)As 120m from starter No.4 upto the dead end with cross-over points No.63 Normal.(b)As 200m from starter No.4 upto the end of track 65BT with cross-over points No.63 and 65 Reverse.2.Up Train on Road-3As 120m from starter No.2 upto the end of track 64BT with cross-over points No.64 Normal. AUTONUM \* Arabic Up Train on Road-4(a)Up to the Snag dead end with crossover points 64 Normal. (b)As 120m from Starter No. 3 up to the end of track 64BT with crossover points No. 64 Reverse.Down Train on Road-1(a)Up to the Snag dead end As 120m from starter No.30 upto the dead end with cross-over points No.52 Normal.(b)As 120m from Starter No. 30 up to the end of track 52BT with crossover points No. 52 Reverse.Down Train on Road-2As 120m from Starter No. 31 up to the end of track 52BT with crossover points No. 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 Starter No. 4. Up train on Road-3Up to the Starter No. 2. Up train on Road-4Up to the Starter No. 3. Down train on Road-1Up to the Starter No. 30. Down train on Road-2Up to the Starter No. 31  In addition to the above, in case of an Up train to NDV the engineeringengineering LC NO.22 at km 38/000-100 and LC No. 23 at Km 40/200-300 is are closed and secured against road traffic duly exchanging PN with the gatemaen on duty as detailed in Appendix-Ain case of Up train from GHL on Home signal, the traffic LC No. 15 at Km 26/300-400 is closed and CL indication available on the panel as detailed in Appendix A. NOTE:- 1. Items All the Items1(a) & 1(b) under I of Para 6.3 (B) have the approval of CRS/SBC Vide GR 3.40 (1) (b). 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:- While dealing an Down train on Road- 1 / 2 with cross-over points 50 & 65 Normal, An Up train can be dealt on Road-3 / 4. In addition to the above the following simultaneous movement are also possible: - While receiving an Up train on Road-1 with Crossover Points No. 63 Normal, an Up train from Road-2/ 3 can be despatched and shunt movement from Road 3 is possible. While receiving an Up train on Road-4 with Crossover Points No. 64 Normal, an Up train from Road-1 or 3 can be despatched. While receiving a Down train on Road-1 with Crossover Points No. 52 Normal, another down train from Road-2 can be despatched. While receiving a Up train from GHL on Road- 4 with cross-over points 64 Normal, A Down train can be dealt on Road-1/2 OR an Up train can be despatched from Road-3. In addition to the above the following simultaneous movement are also possible: - While receiving a Up train on Road-4 with Crossover Points No. 64 Normal, an Up train from Road-3/1 can be despatched and a Down train from Road-1 or 2 can be despatched While receiving an Up train on Road-3, a Down train from Road-1/2 can be despatched. While receiving an Up train on Road-1 with Crossover Points No. 63 Normal, an Up train from Road-3 or 4 can be despatched. While receiving a Down train on Road-1 with Crossover Points No. 52 Normal, a Down train from Road-2 can be despatched and an Up train can be received on Road-4 with crossover points 64 Normal. 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 In case of run through trains Station Master shall ensure the complete arrival of run through train by observing tail board/tail lamp during day/night. If he observes that the train has passed the station without Tail Board or Tail lamp as the case may be he should not close the block section till such time complete arrival has been ensured. Trains running in the opposite direction (DBL-GHL Block Section) shall also be stopped and issued with caution order to the driverLoco Pilot and guard of the train to proceed cautiously and stop short of any obstruction. (Ref: - GR 4.16 & 4.17 and SRs there under). 6.5.2 In case of stopping trains (i)Wherever possible SM shall ensure complete arrival by observing the Tail Board/Tail lamp as the case may be. (ii) 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)). 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)}. (iii) 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)}. (iv) If due to any reason, SM is unable to ensure complete arrival by any one of the means as mentioned above, he shall depute a Competent Railway servant to obtain the signature of the Guard in the Train intact Arrival register (T/1410) maintained for this purpose as an assurance for the complete arrival of the train within the fouling mark before clearing the block section. If the SM is unable to see the Tail Board/Tail Lamp and unable to exchange train complete arrival signal with the guard of the stopping train, he shall send the train intact arrival register (T/1410) through a competent Railway Servant to the guard of the stopping train and get his signature to ensure the complete arrival of train and the train is berthed within the starter/fouling marks. If there is no guard the SM on duty shall personally ensure the complete arrival of the train and then only clear the block section {(SR 14.10 (iiiiv) (a) & (b)}. DESPATCH OF TRAINS :- When everything is ready to start the train SM on duty shall call the attention of the Station Master/GHL or NDV 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 NDV 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 to NDV the engineeringengineering LC NO.22 at km 38/000-100 and LC No. 23 at Km 40/200-300 are is closed and secured against road traffic duly exchanging PN with the gatemaen on duty as detailed in Appendix-AIn case of an Up train towards NDV, on duty Station Master/ DBL, shall advice the gateman of interlocked traffic LC No. 15 at Km 26/300-400 and interlocked traffic LC No. 16 at Km 26/800-900 to close the gate against road traffic to obtain CL indication as detailed in Appendix-A. 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 DriverLoco 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 is the normal authority for driverLoco Pilot to enter the block section in advance, with his train. 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 main line (Up train on Road-3 & Down train on Road-2). ISMD LOADS: - Trains carrying ISMD loads shall normally be dealt on the main line. (Up train on Road-3 and Down train on Road-2). 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 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 concerned 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.10 for details ). If the Calling-on signal also fails, the train should be received using SPT. (See Para B.11 for details ). If the signal post telephone also fails, the SM on duty shall arrange to receive the train on Form T/369 (-3b). Whenever the trains are received on SPT or on Form T/369 (-3b), the SM shall ensure the correct setting of relevant points, clamp and padlock, all the point on which the train will be received and depute a points man/TRH to pilot the train with Form T/369 (-3b) and caution orders to be delivered at the foot of the Home signal and authorise the DriverLoco Pilot to pass the home signal at "ON". 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 failureposition to avoid block failures. However calling on signal knob is to be turned to R position to avoid block failures and . This is to avoid serious repercussions of the route getting locked. FAILURE OF STARTER SIGNAL: During failure of starter signal, trains shall be despatched duly issuing written authority in Form T/369-(3b) and a caution order to the driversLoco 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) with an endorsement. FAILURE OF SHUNT SIGNAL: - During failure of shunt signal the shunt movement shall be carried out duly issuing T.370 to the driverLoco Pilot and showing proceed hand signal at the foot of the failed signal duly ensuring correct setting, clamping and padlocking of all the points on the route. FAILURE OF BLOCK INSTRUMENT: - During Block Instrument failure / suspension, the train shall be started duly issuing PIC / LCT as the case may be. 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 PIC for DBL-GHL and Line Clear Ticket in case of DBL-NDV block section 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 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. No movement should be permitted on to a line occupied by a train/vehicle carrying passengers except when shunting is required to be done on that train/vehicle or for attaching an engine to that train/vehicle. 7.2. 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-2BRoad-3CRoad-4D, D1.7.3 When all the running lines are blocked, the points shall be set to a line which is likely to suffer least damage. { Refer SR 5.19(v) for details}. 7.4 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. 7.5 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. 7.6 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. 7.7 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 driverLoco Pilot and only on seeing the guards signal the driverLoco 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. 7.8 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 driverLoco 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 driverLoco Pilot, Only on seeing the guards signal the driverLoco 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. 7.9 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. 7.10 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. 7.11 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. 7.12 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. 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 and by taking off starter signals as per the case. The Station Master shall see the shunting of trains or vehicles are carried out only at such time and in such a manner, which will not involve danger. The guard of the train shall supervise all shunting operations involving full trains and stabling of materials/departmental trains. The guard under the instructions of the SM will supervise other shunting. In the absence of the guard, the SM shall supervise shunting. NOTE: - The trains should not be drawn up to the last stop signal & held in steep gradient1 in 260 falling towards station at both ends (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. 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. When ever vehicles are left 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: - Shunting at NDV endN / A. Shunt key along with Form - T/806 shall be handed over to the driver as an authority to perform shunting between Up Starter and the Down Home Signal on DBL-NDV block section ( SR. 8.15 (i)). 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. To permit shunting beyond the Up Starter and outside the Down Home Signal, on DBL-NDV block section, block back shall be done (SR. 8.15 (i)) and shunt key along with Form T/806 with PN obtained from station in advance shall be handed over to the driver as an authority to perform shunting. 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 adhere to the instructions detailed in SR. 8.15 (i). Shunting during failure of Shunt Keys: - When the shunt key cannot be extracted and shunting has to be performed necessarily, SM on duty shall adhere to the instruction as detailed in SR. 8.15 (i). Note: Shunt key can be extracted by pressing SHK button of the DBL-NDV block instrument in line closed or TGT with TOL condition on the block instrument. Shunting on Double line: - Shunting at GHL end. Sl.No.Place of ShuntingAuthority1.With in Station sectionT/806 2.In to the advance Block section in. advanceT/806 with PN duly obtaining block forward.3.Into the rear Block section in rear.T/806 with PN duly obtaining block back. Ref: - Para 6.16.1 & 6.16.2 of BWM for details. Shunting on Down line between Down starter and Down Advanced Starter signal 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. Note: Issue of form T/806 is not necessary, wherever shunting is performed duly taking off starter/ shunt signal for onward and return movements. Shunting in advance of Down 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 top point No.50 at GHL end shall be carried out on `Block-back' procedure issuing Shunting order form T/806 to the driver and shunting performed on hand signals. PROCEDURE FOR SHUNTING DURING FAILURE OF SHUNT KEY: - When the shunt key cannot be extracted and shunting has to be performed necessarily, SM shall adhere to the instruction as detailed in SR 8.15 ( i ) of GRS. 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 shall adhere to the instructions as detailed in SR 8.15 ( i ) of GRS. Shunting in the siding: - N/A. A dead end Hot Axle Siding is connected to Road-1 at GHL end at point No 100 and is isolated from the running line by means of trap point No 101 in its Normal position. Points i.e. 100 and 101 are provided with Hand Plunger succession keys. Point No 100 is unlocked by key A released from the RKT kept at the station controlled by knob No. 66. Trap point 101 is unlocked by Key B released from the point No 100 in the reverse position. When the shunting has to be performed SM should instruct the details of shunting to the person in-charge of shunting and send the points man to the concerned location duly turning siding control knob No. 66 to reverse. The points man shall extract key A from RKT at the SMs office and proceed to the location. Insert the key A at point No. 100 unlock and set the point to reverse which releases the key B. Extract key B insert and unlock the point No. 101 and set the point to reverse to perform of shunting in the hot Axle siding. Once the knob controlling siding is reversed concerned signals become inoperative.. After the completion of shunting the pointsman shall normalise the points and extract the key-A by following the procedure in the reverse manner and ensure the key-A is restored to RKT in the SMs office duly advising SM on duty, who in turn will normalise the concerned siding control knob. Anther dead end Hot Axle Siding is connected to Road-4 at NDV end at point No 102 and is isolated from the running line by means of trap point No 103 in its Normal position. Points i.e. 102 and 103 are provided with Hand Plunger succession keys. Point No 102 is unlocked by key C released from the RKT kept at the station controlled by knob No. 67. Trap point 103 is unlocked by Key D released from the point No 102 in the reverse position. When the shunting has to be performed SM should instruct the details of shunting to the person in-charge of shunting and send the points man to the concerned location duly turning siding control knob No. 67 to reverse. The points man shall extract key C from RKT at the SMs office and proceed to the location. Insert the key C at point No. 102 unlock and set the point to reverse which releases the key D. Extract key D insert and unlock the point No. 103 and set the point to reverse to perform of shunting in the hot Axle siding. Once the knob controlling siding is reversed concerned signals become inoperative. After the completion of shunting the pointsman shall normalise the points and extract the key-C by following the procedure in the reverse manner and ensure the key-C is restored to RKT in the SMs office duly advising SM on duty, who in turn will normalise the concerned siding control knob NOTE: - i) The person incharge of shunting shall ensure that all the wagons / vehicles in the siding are properly secured to prevent them from rolling down. Wagons / vehicles shall be coupled together and brakes applied. Vehicles / Wagons should be kept well within the fouling Marks. Skids and safety chains shall be used. The key operated points should be secured with cotter and bolt and manned for all the movements. Motor operated point on the route should also be clamped & padlocked, since shunting to and fro in siding is a non-signalled move. ii) When concerned signal is cleared for a movement towards or away from Road-1 / 4, Key in the RKT for point No. 100 / 102 can not be extracted respectively or once the keys is/are taken out from the concerned RKT the concerned interlocked signal can not be taken OFF. iii) Once the siding points are unlocked and hand plunger is pulled over, the points become free and can be set on either position. Hence the siding points must be manned and secured with cotter and bolts for all the movement in the facing direction. If the siding key cannot be extracted from the point, the pair of points must be set to normal, clamped/cottered and padlocked and the padlock key must be kept in the personal custody of the Station Master on duty until the failure is rectified. The person incharge of shunting is responsible for the correct setting, clamping and padlocking of points for all movements. ABNORMAL CONDITIONS: - THE RULES TO BE OBSERVED IN THE EVENT OF ABNORMAL CONDITIONS: - During failure of electrical communication instrument: - Normally the concerned Block Instrument and Telephone attached to block instrument should be used to run trains on absolute block system. During failure, Block working should be done on the following order preference: - Block Instrument. Telephone attached to block instrument. Station to Station fixed telephone. Railway Auto phones and BSNL phones. BSNL mobile phones. Control Telephone. VHF sets. NOTE: - When 4th to 7th type communication is used Identification sheets should be used or cross checking the PNS transacted for three trains , if not speed restriction comes into force. When line clear has been obtained for a train through 4th to 7th type communication duly using Identification Numbers, issue of caution order shall be dispensed with. Endorsement to the effect that line clear has been obtained using Identification Numbers shall be made on PIC / LCT as the case may be in the manner prescribed in S. R. 4. 09 (i) (11). If Identification Number sheets are not used Caution Orders 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 The authority to proceed in the occupied block section in case of obstruction of line or accident etc: -. Break Down Special/Relief train/Engine shall be sent into the Block section on account of obstruction of line or accident etc, by issuing Block ticket to proceed without line clear in form T/A 602. Before preparing this authority the SM shall examine the TSR, Train message books, WTT, Train notice register and Caution order advises and also contact the control and the SM on duty at the other end. Trains delayed in block section: - if a train carrying passengers does not arrive within 10 minutes or if a goods train does not arrive within 20 minutes after allowing for normal running time from the station in rear, The Station Master at the station in advance shall Immediately advise the station in rear and the Control of this fact. The Station Masters at either end of the block section shall also send one of the traffic staff out on the block section to fetch information about the whereabouts and condition of the delayed train and nature of assistance, if any required and trains running in the opposite direction in DBL-GHL Block Section should be stopped and issued with CO. Failure of Intermediate Block Stop Signal at ON: - N/A. Failure of Axle Counter Block/BPAC: - N/A. Failure of MTRC: - N/A. Procedure for emergency operation of points by crank handle: - FourFive Crank Handles for FourFive group of points are provided at the Station House to crank the points during failure. Group-1 Point No. 50.Group-2Point No. 51, 64.Group-3Point No. 52, 63.Group-4Point No. 6563.Group-5Point No. 65. 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 key along with the lid key from the glass fronted box and proceed to the points. ii. 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 it, remove the crank handle and 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, clamping of points is not necessary trains shall be dealt normally .If the signals fail to respond, facing and trailing points should be clamped and pad locked before allowing any train/shunt movement over the points. All trains should be dealt with strictly in accordance with the relevant provisions contained in GRs 3.68 to 3.70 and subsidiary rules there under. Certification of clearance of track before calling-on signal operation is initiated: - The Calling-on signals below Home signals are intended to receive a train on an occupied/obstructed road or when one or more of the track circuit on that route have failed or when the Home Signal has failed. Before clearing the Calling-on signal, the SM shall ensure that it is absolutely necessary to receive the train on that road, train can be berthed clear of the fouling mark/starters and he should physically ensure that the required route is clear & free from obstruction 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 message to the Section Controller. TOTAL INTERRUPTION OF COMMUNICATION: - 9.1.1 In the event of Total interruption of communication occurring between DBL-GHL or DBL-NDV stations i.e. when line clear cannot be obtained by one of the following means stated in order of preference namely. Block Instrument. Telephone attached to block instrument. Station to Station fixed telephone. Railway Auto phones and BSNL phones. BSNL Mobile phones. Control Telephone. VHF sets. The following procedure shall be adopted for running of trains. DBL-NDV SINGLE LINE BLOCK SECTION: - N / A The Station Master on duty shall open communication by sending an engine or self propelled vehicle or any other vehicle as detailed in Para ( 2 ) of SR. 6.02 ( ii ). The order of preference is given below: - Light engine. Train engine, after it is detached from the train. Motor Trolley/Tower Wagon duly accompanied by a Guard or by an off duty Station Master. Trolley duly accompanied by a Guard or by an off duty Station Master. Diesel car/Rail Motor Car/EMU Rake after ensuring that all passengers have detrained. Before despatching above said Engine/Self propelled vehicle into the affected block section, the Station Master on duty shall hand over Authority for opening of communication during total interruption of communication on single line section i.e. (T/B.602). The Station Master on duty shall clearly advise the Driver and Guard of the train the fact that the communications have failed. The train has to work with an authority on Form T/B.602. Before despatching the above said Engine/self propelled vehicle in the block section the Station Master on duty shall hand over the Authority for opening of communication during Total Interruption of communication on single line section on Form No. T/B 602. The Station Master on duty shall clearly advise the Driver and Guard of the train the fact that the communications have failed. The LE/TE etc. has to proceed with an authority on Form T/B 602. On the receipt of the Form T/B 602 the Station Master at the other end shall prepare and send T/F 602 (Conditional Line Clear) through the Driver and issue Conditional Line Clear Ticket (T/G 602 or T/H 602) to the driver to return back to the starting station. On receipt of T/F 602 the Station Master at the starting end shall issue Conditional Line Clear Ticket (T/G 602 or T/H 602) to the waiting train at his station. If more than one train is to be started the Station Master at starting station shall send T/E 602 along with T/B 602.Trains will continue to work in this manner till the competent authority restores anyone of the means of communications. As soon as anyone of the means of communications has been restored, the Station Master shall exchange message with the Station Master at the other end of the section on Form T/I 602. Detailed instructions contained in SR. 6.02 (ii) shall be strictly adhered to for working trains during total interruption of communications. Line clear shall not be obtained or given by any one of the means of communication restored, until both the Station Masters are satisfied that all trains and engines etc. despatched from their stations have arrived complete at either station. If any light engine/self propelled vehicle etc is in section with T/B. 602 normal working shall not be resumed until the section is cleared and both the station masters are satisfied under exchange of Private numbers that no light engine/self propelled vehicle or any other vehicle is on the section. In all the cases of working trains during total interruption of communications, a detailed record of timings of all trains, Engines etc., shall promptly be made in the train Signal Register at the Stations concerned. When the communication for train working is restored, Section Control if working, shall be consulted before arranging further movements. Control shall also be provided with the timings of trains dealt during total interruption of communication. DBL-GHL DOUBLE LINE BLOCK SECTION SR 6.02 (iii). The Station Master on duty shall clearly advise the DriverLoco 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. Trains may be allowed to enter the block sections one after the other but with a clear interval of not less than 30 minutes between the two successive trains. Fixed signals except the advanced starter may be taken off for despatch of trains. The home signal shall be taken off only after the train has been brought to a stop outside home signal. The Station Master on duty shall recover the Form T/C 602 from the driverLoco Pilot of incoming trains and keep them safe for handing over it to the Traffic Inspector. Trains will continue to work in this manner till any one of the means of communication is restored to normal working by the competent authority. The Station Masters on duty at both the end of the block section shall exchange messages on Form T/I 602 with private numbers to satisfy themselves that all the trains, engines etc., dispatched into the concerned section from both end have cleared the section at any one end completely before granting/obtaining line clear for trains through the restored means of communication. Detailed instructions contained in SR. 6.O2 (iii) shall be strictly adhered to for working trains during total interruption of communications. In all the cases of working trains during total interruption of communications, a detailed record of timings of all trains, Engines etc., shall promptly be made in the train Signal Register at the Stations concerned. When the communication for train working is restored, Section Control if working shall be consulted before arranging further movements. Control shall also be provided with the timings of trains dealt with during the failures. TEMPORARY SINGLE LINE WORKING ON DBL-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 between DBL and NDV/GHL as thet have crossovers to divert the traffic to the right line. 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 Control Telephone or VHF and trains run on paper Line Clear Ticket in accordance with the instructions contained in this GR/SR and Block Working Manual. The DriverLoco 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 DriverLoco 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 DriverLoco 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 DriverLoco 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: - Starters may be taken off except the LSS. 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 DBL 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 DriverLoco 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 DriverLoco 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 DriverLoco Pilot and Guard of such trains /engine etc. already allowed into the section and other relevant information. Once obstruction is removed and Competent Railway servant certifies the line as fit and safe for the passage of trains, the duty SM shall exchange numbered message and private numbers with his counterpart at the other side to ensure that the block section is clear of all train/vehicles sent into the section and then only restore normal working. All the entries relating to the train dealt on form T/A 602 shall be made in red ink in TSR [Ref. SR. 6.02 (i) for detailed instructions. ] CAUTION ORDER : - Caution order shall be issued in accordance with WTT (GRs 4.09) by the duty SM. Appropriate entries shall be made in the Train Signal Register regarding its issue against the trains entry. Caution order register shall be maintained by the duty SM separately and entries are brought forward as per extant rules. VISIBILITY TEST OBJECT: (VTO) Any aspect of Up Down Starter for Road-1 during day and night shall constitute the visibility test object for Up and Down directions at this station. During thick or foggy or tempestuous weather or dust storm, impairing visibility when the Station Master finds it difficult or impossible to see the position of one or more of the signals concerned, he shall not give Line clear until he has advised, by telephone, the Station Master of the Station in rear, of the conditions prevailing and has instructed him to issue Caution Orders to the Loco Pilots of all trains to stop at the first Stop signal and observe its aspect and if favorable, then proceed at a restricted speed of 10 kilometres an hour, and has received his acknowledgement. ESSENTIAL EQUIPMENTS AT THE STATION:- The Station Master shall ensure that the prescribed number of the essential 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 (and declarations that they know the fog signalling duties) of two numbers each from the operating and permanent way Group `D' staff at the station shall be maintained and updated periodically in the station Detonator Register by the Station Master. ii. The names of address of Group D Permanent Way staff who are trained in fog signalling duties shall be painted on the board provided for this purpose near the office of the Station Master on duty. LIST OF APPENDICES:- Appendix AWorking Of Level Crossing GatesAppendix BSystem of Signalling and interlocking and communication arrangements at the station.Appendix CAnti collision device(Raksha Kavach).Appendix DDuties of train passing staff and staff in each shiftAppendix EEssential Equipments provided at the StationAppendix FRules for working D class stations, Halts, IBH, IBS and Outlying sidings.Appendix GRules for working of trains in electrified sections Appendix A - Working Of Level Crossing Gates. Appendix B - System of Signalling and interlocking and communication arrangements at the station. Appendix C - Anti collision device(Raksha Kavach). Appendix D - Duties of train passing staff and staff in each shift. Appendix E - Essential Equipments provided at the Station. Appendix F - Rules for working D class stations, Halts, IBH, IBS and Outlying sidings. Appendix G - Rules for working of trains in electrified sections Replaced page No.24 (A.S.TOMAR.) ( MADHAVI ) (ANWAR HUSAIN) Deputy chief Signal & Sr. Divisional Signal & Sr.Divisional Operations Telecommunication Telecommunication Manager/Bangalore Engineer/Construction Engineer/Bangalore. Bangalore . APPENDIX - `A' WORKING OF LEVEL CROSSING GATES A.1.0 ENGINEERING NON-INTERLOCKED LEVEL CROSSING No.22 AT KM 38/000-100. A.1.1 This is a non- interlocked cl class engineering level crossing gates, provided with lifting barriers in DBL-NDV block section. The normal position of the gate is kept closed for road traffic. this gate is manned round the clock by one gateman each in 12Hrs shift as per the essentially intermittent roster issued by Sr.DPO/SBC is under the operational control of SM/DBL and under the administrative control of SE/PWAY/YPR WORKING OF LEVEL CROSSING (Reference Para 2.6 of SWR) NON-INTERLOCKED C CLASS ENGINEERING LEVEL CROSSING No. 16 23 AT KM. 2640/800200-900 300(A CLASS) This interlocked Traffic level crossing situated between the Down Home signal and Up Advanced Starter signal is under the control of the Station Master / DBL. This level crossing is provided with lifting barriers. Two gate men are nominated to man this LC gate round the clock, one man each in 12 hours shift as per the Essentially Intermittent roster issued by DPO/SBC. Magneto telephone communication is provided between this level crossing and the DBL station as detailed in Appendix "B. This level crossing gate shall normally be kept open for road traffic. 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 the train. This level crossing is interlocked with Down Home signal & Up Advanced Starter signal and controlled by knob G provided on the RRI panel of SM/DBL. The lifting barriers are operated from winch mechanism located near the level crossing. The barriers are normally in the "Raised" position for the passage of road traffic. When the winch is operated clockwise fully to "Gate closed" position, the barriers are lowered against road traffic on both sides of the track the winch key is released. A single lever frame is provided near the winch. The single lever frame is provided with key `K' normally locked 'IN'. The lever frame is controlled by the winch-key released from the winch. When the lever frame is unlocked by the winch-key and lever is reversed, key "K" is released. Reversal of lever locks the booms in the lowered position. This Key K is inserted and turned in the Electrical Key Instrument provided at the level crossing. It is controlled by Gate Knob G provided on the RRI panel of SM/DBL. It gets locked in the Electrical Key Instrument when the gate control knob G is in reverse position and can be extracted when the gate control knob is in normal position. Before permitting any train movement, the SM on duty shall call the gateman on phone and advise him the particulars of the Train movements such as; the train No., description, direction of movement and probable time of departure and ask him to close the level crossing and turn the gate knob G to reverse position. The gateman shall acknowledge the advise by repeating the particulars of the train, lower the lifting barriers against the road traffic, extract the winch key, insert it in the single lever frame, unlock and reverse the single lever to lock the lifting barrier booms in the lowered position. This lever in the reverse position releases key K. Gate man on duty should extract this key K and insert the same in the Electrical Key Instrument provided at the gate lodge and turn it duly advising the SM on duty. A white light indication appears on the concerned legend CL marked near the LC legend on the panel. On observing the white light indication the SM shall take off the concerned signal. Immediately after the passage of Train movement the SM on duty shall put back the signal to ON position and normalize the gate knob G on the panel. The free indication appears on the Electrical Key Instrument at the gate lodge. The gateman after ensuring the availability of the free indication shall extract the key K from the Electrical Key Instrument and use it to normalise the single lever to unlock the booms. The reversal of lever releases winch key, insert it in the winch, unlock and operate the winch to raise the lifting barrier for the passage of road traffic. The free indication near the Electrical Key Instrument and the white light indication below the letter CL on the panel will disappear. When the barriers are in normal (raised) position, the level crossing is open to road traffic. At night a white light is exhibited from the top of each gatepost towards the road traffic approaching it as an indication that the level crossing is open to road traffic. During daytime, when the barriers are lowered across the road, a red disc on the boom of the barrier and red targets suspended from it, warn the road traffic to stop. At night, the white lights on the top of the gateposts, simultaneously changes to red when the barriers are lowered. While the boom comes down to block the road, a gong attached to each boom post is sounded as a warning to the road users that the level crossing is about to be closed. The gong 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 road traffic to stop when the gongs are sounded. if any vehicles, cattle etc. is found trapped between the barriers in the lowered position, the barriers shall be lifted to allow them to escape and the winch key shall not be inserted in the single lever frame until the level crossing is clear of all obstructions. The level crossing shall not be closed against the road traffic earlier than 6 mts., before the arrival of the train or 10 mts., before the expected passage of a run through train. The gate shall be closed and when the train is ready to leave in case of a stopping train. During the failure of interlocking or damage to the gates or interlocking gear the signals interlocked with the concerned level crossing cannot be taken OFF. Train movement shall be dealt with strictly according to the relevant provision contained in SR 3.68 to 3.70 and subsidiary rules there under. Advise to be sent to the concerned TECH/ES/JE/SE/SIG. to rectify the signal failure and if any damage to the gate a message also to be sent to the JE/SE/P.Way for rectification. Due to any defect if one or both the barriers cannot be closed across the road traffic, the gateman shall use the emergency gate chains with red disc to block the road traffic and secure them by means of padlock and RED (warning) light must be exhibited from the gatepost during night. Then the gateman shall inform the Station Master on duty for having chained and locked the level crossing against road traffic, and SM shall authorise train movements only after exchanging PN with the gateman for having chained and locked the LC without any obstruction to rail traffic. The same will be advised to the concerned JE/SE/P.Way for early rectification. There are two emergency gate keys provided for this Level Crossing, one key is provided at the gate lodge and another key is provided at the Station Masters office inside the glass fronted box. The working system and Emergency gate keys are detailed below :- Emergency gate key `K is kept in a Electrical Key Instrument at the gate lodge. During failure of Gate Key K, the gateman shall inform the Station Master on duty about the requirement of Emergency gate key for opening the gate. On receipt of the advice from the gateman the Station Master on duty shall press the push button for releasing the emergency gate key from Electrical Key Instrument at the gate lodge. The gateman after observing the deflection on the galvo shall extract the emergency gate key from Electrical Key Instrument and open the gate for road traffic, Another emergency gate key `K is kept in a glass fronted key contact box at Station Masters office for the use during the failure of Electrical Key Instrument /push button also. During the failure of emergency gate key at the gate lodge, the Station Master shall break open the glass fronted box and send the emergency key through the competent Railway servant for opening the level crossing gate. When the emergency key either at the location or at the station house or both are taken out the concerned signals become inoperative, since the key is interlocked with Down reception signal and Up Advanced Starter signal. These signals should not be taken off once the key is extracted and signal shall be suspended and train services dealt strictly under the relevant provision contained in GR 3.68 to 3.70 and SR there under duly ensuring that the gates are closed and secured against the road traffic. During the period emergency key is out for use by the gateman and train service is dealt on SPT / written authority as per G.R. 3.69 to 3.70 the procedure of intimating the gateman with train particulars and exchange of private number for closure of gate shall continue. The gateman shall not communicate private number unless the level crossing gate is properly secured against road traffic by emergency gate chains and padlocks When the emergency key is used, the SM on duty shall make an entry in the register specially maintained for this purpose with the details like time and date of use, the No. of train for which it was used, etc. Immediately after noticing the failure the TECH/ES/JE/SE/Sig. shall be advised to restore the normal working. In case of failure of telephone communication between the station house and the level crossing whenever the level crossing is required to be closed against the road traffic, the SM on duty shall adhere to instructions in SR 16.03(iii)(a) (1)(2) and depute a pointsman to advise the gateman to lower and lock the lifting barriers against the road traffic. The gateman shall immediately lower and lock the lifting barriers against the road traffic and exchange 'All ready' signals with the pointsman on duty, who shall in turn exchange 'All ready' signals with the SM. The SM shall then clear the required reception or despatch signals as the case may be. NOTE When a train movement for which the level crossing gates have been kept closed is cancelled due to any reason, the Station Master on duty shall immediately advise the same to the gateman on duty duly normalising the gate knob G to 'Normal'. Number of the Level Crossing Gate23 (C class)DepartmentEngineeringControlling OfficialSE/P.WAY/ YPRLocation at KM.40/200-300Controlling StationDBLIn between StationsDBL-NDVBG/MG/NGBGSingle line/Double lineDouble lineNormal PositionKept closed for road traffic.Interlocked/Non interlockedNon interlockedMeans of interlockingN / AProvision of Gate Signal at KMsN / ASignalling arrangementsN / AMeans of communicationMagneto TelephoneWidth of the level crossing gate8mType of Road (NH/SH/Others)OthersName of Road -.Metalled/Non metalledMetalled.Approach roadMetalled.Width of the road7 mtsAngle of Road crossing90o Road gradient (if any)(i) North/East sideLevel(ii) South/West side.1 in 30Road alignment (straight/curve)(i) North/East sideStraight(ii) South/West sideStraightProvision of height gaugesNot Provided. Type of barriersLifting barriers.Length of Check rails11.5 mts. Road surface in between L LB R.C.C Slab paving Length of Rumble strip/speed breakers20 mtrs. Road signsProvided.Speed breaker indication boardProvided.TVU with date4734 (Oct-2006)Census next due onOct-2009.Demarcation for placement of DetonatorsProvidedNo. of Gatemen working TwoOneNearest Railway Medical AssistanceYESVANTPURNearest private medical Assistance availableDODBELEList of equipment available Yes/No.Yes A.1.1 This LC No. 23 at Km. 40/200-300 is a non-interlocked Engineering C Class LC provided with Lifting Barriers, situated in DBL-NDV block section. The normal position is kept closed and Replaced page No.25 padlocked against road traffic and the padlock keys are kept with the gateman on duty. The LC is manned round the clockfrom 0700hrs to 1900hrs by gatemen, by one gateman each in 12 hours shift under essentially intermittent roster issued by DPO/SBC. Thisese gates areis under the control of SE/P.Way/CPTYPR. A.1.2 Magneto Telephone Communication is provided between this level crossings and Station Masters office as detailed in appendix CB. A.1.3 Before granting line clear for a Down train or before the departuredespatch of an Up train, the Station Master/DBL shall call the attention of the gateman on phone and advise him about the particulars of train with its number, description, direction of movement, probable departure from the adjacent block station or from his station and communicate individuala Private numbers with time to the gateman on duty. A.1.4 ThTe gateman, on getting the advice must acknowledge the advise by repeating the particulars of train and ensure that the level crossing Lifting Barriers are closed and locked against road traffic for the passage of the train and pronouncing his L.C no. he should communicate an individuala private number with time as an assurance to that effect to the Station Master. A.1.5 The private number given by the Station Master constitutes an assurance that he had informed the gateman about the movement of the train and the private number, given by the gateman to the Station Master constitutes an assurance that he has kept the level crossing gates closed and padlocked against the road traffic for the safe passage of the train and no obstruction at the LC gate. A.1.6 The private numbers exchanged between the station master and the gateman shall be entered in a separate register with time, date and train particulars specially maintained for this purpose, at the station and at the gate lodge. The gateman shall also record the actual time of passage of train through his LC gate. A.1.7 The gateman must whenever it is required to open the level crossing gate for the passage of road traffic, the Gateman shall ascertain from the SM on duty on phone regarding movement of train. The SM on duty, if there is no train to enter into the block section shall authorise the Gateman to open the LC gate for the passage of road traffic by giving a private number with time. After getting the PN from the SM on duty and before opening the LC gate for road traffic, the Gateman shall fix a banner flag during day or hand signal lamp with red light during night in the middle of the track on either side of the gate facing towards Up and Down direction and shall then open the gates for road traffic. Immediately after the passage of the road traffic, he shall close and padlock the gate against the road traffic and keep the keys in his personal custody, remove the banner flag/red lights and give his PN with time to the SM on duty. The PN given by the SM constitutes an assurance that he had permitted the Gateman to open the gate for road traffic. The PN given by the Gateman constitutes an assurance that he had closed and secured the gate against the road traffic. . LC gate open PN and time given to the gate by the SM shall be recorded in red ink in the LC gate PN exchange register and in the TSR below the entry of the last train. Gate open PN along with the time shall be recorded by the gateman in the PN exchange register in red ink. SM shall ensure that relevant entries are completed in the PN Exchange register and TSR before granting line clear/despatching a train. . Note:1.When a train/shunt movement for which LC gates have been kept closed and private numbers have been exchanged with the gateman is to be cancelled due to any reason; the SM on duty shall advise the same to the gateman duly communicating a private number in confirmation of the cancellation of the movement.The gateman must whenever it required to open the level crossing gate for the passage of road traffic, the Gateman shall ascertain from the SM on duty on phone regarding movement of train. The SM on duty, if there is no train to enter into the block section shall authorize the Gateman to open the LC gate for the road traffic by giving a private number with time to the gateman. After getting the PN from the Station Master on duty before opening the LC gate for Road Traffic, the Gateman shall fix a banner flag during day or hand signal lamp with red light during night in the middle of the track on either side of the gate facing towards up and down direction and shall then open the gates for road traffic. A.1.8 Immediately after the passage of the road traffic, he shall close and padlock the gate against the road traffic and keep the keys in his personal custody, remove the banner flag/red lights and give his PN with time to the SM on duty. The PN given by the SM constitute an assurance that he had permitted the Gateman to open the gate for road traffic. The PN given by the Gateman constitute an assurance that he had closed and secured the gate against the road traffic. The PNs shall be recorded along with timings in the concerned PN Exchange Register maintained both at the gate lodge and at the station. Note: The gate works only from 07.00hrs to 19.00hrs. There will be no gateman from 19.00hrs to 07.00hrs. The exchange of PN from 1900hrs to 07.00hrs may be dispensed with. The gateman while breaking off duty at 19.00hrs shall secure and padlock the gate against road traffic and keep the keys in his personal custody. A.1.89 When there is failure of telephone communication between any of these level crossing gates and the Station or when there is no response from the gateman and when a train is to be passed across the level crossing the Station Master/DBL shall adhere SR 16.03 (iii) (b) (1) (i) and issue Caution Order to all Up trains entering the block section and also advise Station Master, NDV to issue Caution Order to all Down trains entering the block section as per SR 16.03 (iii) (b) (1) (ii). When the Loco pilot is in possession of the caution order shall adhere the instructions contained in SR 16.03 (iii) (b) (2) (i). The Station Master shall also advise the section TECH.ES/JE/SE/SIG. for immediate rectification. A.1.9 10 Any damage to the gate shall be reported to the SE/P.Way /YPR for immediate attention and rectification. Till such time the defect is rectified, the emergency gate chains shall be used for the train movements.movements A.2 ENGINEERING NON-INTERLOCKED LEVEL CROSSING LC NO. C NO.23 AT KM.40/200-300. between DBL-NDV A.2.1 This LC No. 23 at Km. 40/200-300 is a non-interlocked Engineering C Class LC provided with Lifting Barriers, situated in DBL-NDV block section. The normal position is kept closed and padlocked against road traffic and the padlock keys are kept with the gateman on duty. The LC is manned from 0700hrs to 1900hrs by one gateman in 12 hours shift under essentially intermittent roster issued b Sr.DPO/SBC. This gates is under the control of SE/P.Way/YPR. A.2.2 Magneto Telephone Communication is provided between this level crossings and Station Masters office as detailed in appendix B. A.2.3 Before granting line clear for a Down train or before the despatch of an Up train, the Station Master/DBL shall call the attention of the gateman on phone and advise him about the particulars of train with its number, description, direction of movement, probable departure from the adjacent block station or from his station and communicate a Private numbers with time to the gateman on duty. A.2.4 The gateman, on getting the advice must acknowledge the advise by repeating the particulars of train and ensure that the level crossing Lifting Barriers are closed and locked against road traffic for the passage of the train and pronouncing his L.C no. he should communicate a private number with time as an assurance to that effect to the Station Master A.2.5 The private number given by the Station Master constitutes an assurance that he had informed the gateman about the movement of the train and the private number, given by the gateman to the Station Master constitutes an assurance that he has kept the level crossing gates closed and padlocked against the road traffic for the safe passage of the train and no obstruction at the LC gate. A.2.6 The private numbers exchanged between the station master and the gateman shall be entered in a separate register with time, date and train particulars specially maintained for this purpose, at the station and at the gate lodge. The gateman shall also record the actual time of passage of train through his LC gate. A.2.7 The gateman must whenever it is required to open the level crossing gate for the passage of road traffic, the Gateman shall ascertain from the SM on duty on phone regarding movement of train. The SM on duty, if there is no train to enter into the block section shall authorise the Gateman to open the LC gate for the passage of road traffic by giving a private number with time. After getting the PN from the SM on duty and before opening the LC gate for road traffic, the Gateman shall fix a banner flag during day or hand signal lamp with red light during night in the middle of the track on either side of the gate facing towards Up and Down direction and shall then open the gates for road traffic. A.2.8 Immediately after the passage of the road traffic, he shall close and padlock the gate against the road traffic and keep the keys in his personal custody, remove the banner flag/red lights and give his PN with time to the SM on duty. The PN given by the SM constitute an assurance that he had permitted the Gateman to open the gate for road traffic. The PN given by the Gateman constitute an assurance that he had closed and secured the gate against the road traffic. LC gate open PN and time given to the gate by the SM shall be recorded in red ink in the LC gate PN exchange register and in the TSR below the entry of the last train. Gate open PN along with the time shall be recorded by the gateman in the PN exchange register in red ink. SM shall ensure that relevant entries are completed in the PN Exchange register and TSR before granting line clear/despatching a train. Note: 1.When a train/shunt movement for which LC gates have been kept closed and private numbers have been exchanged with the gateman is to be cancelled due to any reason; the SM on duty shall advise the same to the gateman duly communicating a private number in confirmation of the cancellation of the movement. 2. This gate works only from 07.00hrs to 19.00hrs. There will be no gateman from 19.00hrs to 07.00hrs. The exchange of PN from 1900hrs to 07.00hrs may be dispensed with. The gateman while breaking off duty at 19.00hrs shall secure and padlock the gate against road traffic and keep the keys in his personal custody,, he shall exchange private number with the Station Master on duty in confirmation that the gate is kept closed and padlocked against road traffic and the padlocks keys are with him. These private numbers shall be recorded in the PN exchange register maintained at the Station and at the gate lodge. A.2.9 When there is failure of telephone communication between the level crossing gate and the Station or when there is no response from the gateman and when a train is to be passed across the level crossing the Station Master/DBL shall adhere SR 16.03 (iii) (b) (1) (i) and issue Caution Order to all Up trains entering the block section and also advise Station Master, NDV to issue Caution Order to all Down trains entering the block section as per SR 16.03 (iii) (b) (1) (ii). When the Loco pilot is in possession of the caution order shall adhere the instructions contained in SR 16.03 (iii) (b) (2) (i). The Station Master shall also advise the section TECH.ES/JE/SE/SIG. for immediate rectification. A.2.10 Any damage to the gate shall be reported to the SE/P.Way /YPR for immediate attention and rectification. Till such time the defect is rectified, the emergency gate chains shall be used for the train movements. A.3 INTERLOCKED LEVEL CROSSING-TRAFFIC LC NO. C NO. 21 AT KM. 35/800-900 between GHL-DBL- INTERLOCKED C CLASS TRAFFIC LEVEL CROSSING No. 15 21 AT KM. 2635/300800-400 900 (A CLASS) Number of the Level Crossing Gate21 (C class)DepartmentTrafficControlling OfficialSE/P.WAY/ YPRLocation at KM.35/800-900Controlling StationDBLIn between StationsDBL-GHLBG/MG/NGBGSingle line/Double lineDouble line Normal PositionKept opened for road traffic.Interlocked/Non interlockedInterlockedMeans of interlockingElectro mechanicalProvision of Gate Signal at KMsInterlocked with Up Home signal & Down Advanced Starter signals.Signalling arrangementsN / AMeans of communicationMagneto TelephoneWidth of the level crossing gate8mType of Road (NH/SH/Others)OthersName of Road -.Metalled/Non metalledMetalled.Approach roadMetalled.Width of the road5 mtsAngle of Road crossing90o Road gradient (if any)(i) North/East sideLevel(ii) South/West side.1 in 30Road alignment (straight/curve)(i) North/East side Curve(ii) South/West side StraightProvision of height gaugesNot Provided. Type of barriersLifting barriers.Length of Check rails10 mts. Road surface in between L LB R.C.C Slab paving Length of Rumble strip/speed breakers20 mtrs. Road signsProvided.Speed breaker indication boardProvided.TVU with date 12276 (Oct-2006)Census next due on Oct-2009.Demarcation for placement of DetonatorsProvidedNo. of Gatemen working TwoNearest Railway Medical AssistanceYesvantpurNearest private medical Assistance availableDBLList of equipment available Yes/No.Yes A.3.1 This interlocked Traffic level crossing situated between the Up Starter signals and DownUp Advanced Starter signal and Up Home signal is under the control of the Station Master / DBL. This level crossing is provided with lifting barriers. Two gate men are nominated to man this LC gate round the clock, one man each in 12 hours shift as per the Essentially Intermittent roster issued by DPO/SBC. A.3.2 Magneto telephone communication is provided between this level crossing and the DBL station as detailed in Appendix "B. A.3.3 This level crossing gate shall normally be kept open for road traffic. 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 the train. A.3.4 This level crossing is interlocked with Up Down Advanced Starter signals &, Down Up Home signal & Shunt signals at NDV end and is controlled by knob G1 provided on the RRI panel of SM/DBL. The lifting barriers are operated from winch mechanism located near the level crossing. The barriers are normally in the "Raised" position for the passage of road traffic. When the winch is operated clockwise fully to "Gate closed" position, the barriers are lowered against road traffic on both sides of the track the winch key is released. A.3.5 A single lever frame is provided near the winch. The single lever frame is provided with key `B' normally locked 'IN'. The lever frame is controlled by the winch-key released from the winch. When the lever frame is unlocked by the winch-key and lever is reversed, key "BG" is released. Reversal of lever locks the booms in the lowered position. This Key BG is inserted and turned in the Electrical Key Instrument provided at the level crossing. It is controlled by Gate Knob G1 provided on the RRI panel of SM/DBL. It gets locked in the Electrical Key Instrument when the gate control knob G1 is in reverse position and can be extracted when the gate control knob is in normal position. A.3.6 Before permitting any train/shunt movement, the SM on duty shall call the gateman on phone and advise him the particulars of the Train/shunt movements such as; the train No., description, direction of movement and probable time of departure and ask him to close the level crossing and turn the gate knob G1 to reverse position. The gateman shall acknowledge the advise by repeating the particulars of the train, lower the lifting barriers against the road traffic, extract the winch key, insert it in the single lever frame, unlock and reverse the single lever to lock the lifting barrier booms in the lowered position. This lever in the reverse position releases key BG. Gate man on duty should extract this key BG and insert the same in the Electrical Key Instrument provided at the gate lodge and turn it duly advising the SM on duty. A white light indication appears on the concerned legend CL marked near the LC legend on the panel. On observing the white light indication the SM shall take off the concerned signal. A.3.7 Immediately after the passage of Train movement the SM on duty shall put back the signal to ON position and normalize the gate knob G1 on the panel. The free indication appears on the Electrical Key Instrument at the gate lodge. The gateman after ensuring the availability of the free indication shall extract the key GB from the Electrical Key Instrument and use it to normalise the single lever to unlock the booms. The reversal of lever releases winch key, insert it in the winch, unlock and operate the winch to raise the lifting barrier for the passage of road traffic. The free indication near the Electrical Key Instrument and the white light indication below the letter CL on the panel will disappear. A.3.8 When the barriers are in normal (raised) position, the level crossing is open to road traffic. At night a white light is exhibited from the top of each gatepost towards the road traffic approaching it as an indication that the level crossing is open to road traffic. During daytime, when the barriers are lowered across the road, a red disc on the boom of the barrier and red targets suspended from it, warn the road traffic to stop. At night, the white lights on the top of the gateposts, simultaneously changes to red when the barriers are lowered. While the boom comes down to block the road, a gong attached to each boom post is sounded as a warning to the road users that the level crossing is about to be closed. The gong 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 road traffic to stop when the gongs are sounded. A.3.9 if any vehicles, cattle etc. is found trapped between the barriers in the lowered position, the barriers shall be lifted to allow them to escape and the winch key shall not be inserted in the single lever frame until the level crossing is clear of all obstructions. A.3.10 The level crossing shall not be closed against the road traffic earlier than 6 mts., before the arrival of the train or 10 mts before the expected passage of a run through train. The gate shall be closed when the train is ready to leave in case of a stopping train. A.3.11 During the failure of interlocking or damage to the gates or interlocking gear the signals interlocked with the concerned level crossing cannot be taken OFF. Train movement shall be dealt with strictly according to the relevant provision contained in SR 3.68 to 3.70 and subsidiary rules there under. Advise to be sent to the concerned TECH/ES/JE/SE/SIG. to rectify the signal failure and if any damage to the gate a message also to be sent to the JE/SE/P.Way for rectification. A.3.12 Due to any defect if one or both the barriers cannot be closed across the road traffic, the gateman shall use the emergency gate chains with red disc to block the road traffic and secure them by means of padlock and RED (warning) light must be exhibited from the gatepost during night. Then the gateman shall inform the Station Master on duty for having chained and locked the level crossing against road traffic, and SM shall authorise train movements only after exchanging PN with the gateman for having chained and locked the LC without any obstruction to rail traffic. The same will be advised to the concerned JE/SE/P.Way for early rectification. A.3.13 There is an emergency gate key provided for this Level Crossing. The emergency gate key is provided at the Station Masters office inside the glass fronted box. A.3.14 During failure of Gate Key BG, the gateman shall inform the Station Master on duty about the requirement of Emergency gate key for opening the gate. On receipt of the advice from the gateman the Station Master on duty shall break open the glass fronted box and send the emergency key through the competent Railway servant for opening the level crossing gate. When the emergency key is taken out the concerned signals become inoperative. These signals should not be taken off once the key is extracted and concerned signals shall be suspended and train services dealt strictly under the relevant provision contained in GR 3.68 to 3.70 and SR there under duly ensuring that the gates are closed and secured against the road traffic. During the period emergency key is out for use by the gateman and train service is dealt on SPT / written authority as per G.R. 3.69 to 3.70 the procedure of intimating the gateman with train particulars and exchange of private number for closure of gate shall continue. The gateman shall not communicate private number unless the level crossing gate is properly secured against road traffic by emergency gate chains and padlocks A.3.15 When the emergency key is used, the SM on duty shall make an entry in the register specially maintained for this purpose with the details like time and date of use, the No. of train for which it was used, etc. Immediately after noticing the failure the TECH/ES/JE/SE/Sig. shall be advised to restore the normal working. A.3.16 In case of failure of telephone communication between the station house and the level crossing whenever the level crossing is required to be closed against the road traffic, the SM on duty shall adhere to instructions in SR 16.03(iii)(a) (1)(2) and depute a pointsman to advise the gateman to lower and lock the lifting barriers against the road traffic. The gateman shall immediately lower and lock the lifting barriers against the road traffic and exchange 'All ready' signals with the pointsman on duty, who shall in turn exchange 'All ready' signals with the SM. The SM shall then clear the required reception or despatch signals as the case may be. NOTE When a train movement for which the level crossing gates have been kept closed is cancelled due to any reason, the Station Master on duty shall immediately advise the same to the gateman on duty duly normalising the gate knob G1 to 'Normal'. APPENDIX `B' SYSTEM OF SIGNALLING & INTERLOCKING: This is a B Class Station provided with Route Relay Interlocking system with, Standard III R , MACL signals. Points and Signals are operated from the RRI-control panel. Up Home signal No. 1 at a distance of 180 568 metres in rear of Up outermost facing point No.50 and Up distant signal at a distance of 1000 metres from the Up Home signal are provided for the reception of Up train on Road-1/3/4. Down Home signal No. 32 at a distance of 330 180 metres in rear of Up Advanced Starter signal No.8 BSLB on down line and Down Distant signal at a distance of 1000 metres from the Down Home signal are provided for the reception of Down trains on Road-1 / 2/4. Down Advanced Starter and Down starters for Road-1/2 are provided for the despatch of Down trains. Up Advanced Starter and Up starters for Road-1/3/4 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 1600 meters in rear of Up and Down Home Signals. Stop Boards are provided at GHL end of Road-3/4. The Up and Down Advanced Starter signals are the Last Stop Signals and these are interlocked with the respective section block instruments. A plate with letter P painted on it is provided on the Up and Down distant signals. The distant signals work automatically in conjunction with concerned Home Signals. Up & Down Home Signals are provided with directional type Route Indicator(Junction Type) to indicate the route set. When the route is set for turn out and the concerned signal is cleared, the concerned direction type route indicators will display a row of white light towards the turn out. There will not be any display of white light on directional type route indicator of the concerned signals, if the route is set and the concerned signal is cleared for the train movement over the main line. The route indication is repeated on the RRI control panel. C marker plates below Calling-on signals are provided on the stem of the Up and Down Home Signals. Position light shunt signal number 9, 16 and 17 on separate post are provided to control shunt movements. The shunt signal display 2 white lights in horizontal position in the ON aspect and 2 white lights in the oblique position when they are taken off All the signals are on left hand side. Board to read with legend DriversLoco pilots to pull up to signal No.:- 32 or 1 (as the case may be) if the same is at on is provided in rear of concerned Home signal. FourFive-Hand cranks, for FourFive-group of points duly interlocked with concerned signals are at station house for the operation of points during failure. Up and Down shunt keys interlocked with concerned block instruments are provided in the Station House. The aspect of signals are repeated on the panel. All points are motor-operated. Shunt keys with directions are provided duly interlocked with the block instrument pertaining to the block section in advance.. When removed it will not permit to take off the concerned Advanced starter signal interlocked with that block instrument.. Shunt key pertaining to DBL-NDV single line block section is provided in EKT, When removed does not permit to grant /obtain line clear on the block instrument. 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, Track upto the Hot axle sidings and track up to the Snag dead ends / Over run line 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 driverLoco 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, Exit buttons (route buttons), gate control knob, siding control knobs, 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 IN( white ) & Crank Handle locked (Red) indications are provided on the panel. The route indicators provided on the Up and Down Home 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, C, D, D1, H, J, K and L.. B.3.11109.2 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 necessarynecessary to the J.E/SIG/section. The signal knobs for the reception and despatch signals are coloured red, Gate control Knob G & G1 areis coloured green, shunt signal knobs are coloured yellow siding control knobs are coloured black 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 where reversed and shall be ensured that they are normally in their normal position unless required for any safety purpose. CRANK HANDLE: FourFive Crank Handles for FourFive group of points are provided at the station House to crank the points during failure. Group-1 Point No. 50.Group-2Point No. 51,64 64.Group-3Point No. 52, 63.Group-4Point No. 6563.Group-5Point No. 65. Crank handles welded with Hepper's key duly interlocked with concerned (reception / despatch/shunt) signals, except the Up and Down Advanced Starter signals are provided individually in an Electrical Key instrument provided in the duty SM's office, for hand cranking the points during failures. The interlocking is such that once the crank handle is extracted from the Electrical Key instrument, concerned signals cannot be cleared. Similarly when any of the signals are cleared the concerned crank handle(s) cannot be extracted from its Electrical Key instrument. 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 release lock key are kept in the glass-fronted box. When the crank handle is properly secured in its Electrical Key Instrument and if it is free to be extracted, a White light crank handle IN indication is displayed near the legend 'CRANK HANDLE' on the RRI control panel. When it is not possible to extract, a Red light indication will be displayed. All the signals Except Advanced Starter signals are interlocked with concerned Crank Handles. When the Crank Handle is taken out concerned signals cannot be taken off. Similarly when a signal other than Advanced Starter signals are taken off the concerned crank handle cannot be extracted. No attempt must be made to take off a signal when the concerned crank handle remains extracted and no attempt must be made to extract the crank handle when the concerned signal has been taken off. Before extracting the crank handle the Station Master on duty shall ensure that the working points are set to the required route from the panel then only he shall extract the crank handle. A push switch is provided near the crank handle. To extract the crank handle the push switch shall be pressed. As soon 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. 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 in to the point machine unless the crank handle lock is unlocked by the crank handle lock release key. 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 key along with the lid key from the glass fronted box and proceed to the points. 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 it, remove the crank handle and 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, clamping of points is not necessary .If the signals fail to respond, facing and trailing points should be clamped and pad locked before allowing any train/shunt movement over the points. All trains should be dealt with strictly in accordance with the relevant provisions contained in GRs 3.68 to 3.70 and subsidiary rules there under. 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. When the TECH.ES/JE/SE/SIG requires the crank handle for attending to repairs or for routine maintenance work, he shall give a written requisition to the SM on duty specifying the reasons thereof and the number of the points. On receipt of this requisition, the SM on duty shall, giving due consideration for train movements, hand over the crank handle with the lid key and crank handle lock release key. After the work is over, the key and the crank handle shall promptly be returned to the SM on duty who shall restore the handle to its electrical key instrument and ensure the "crank handle IN" indication and the correct point indication on the panel. The TECH.ES/JE/SE/SIG and the SM on duty shall promptly make the relevant entries while taking/handing over the crank handle in the crank handle register maintained at the station. When a crank handle remains with the TECH.ES/JE/SE/SIG, all the points 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. 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. Thesimultaneously. 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 and 32C are provided below the Up and Down Home Signals No. 1 and 32. Plates bearing letter `C' is also provided just below the Calling-on signals. The Calling-on signals is intended to receive a train on an occupied/obstructed road line or when one or more of the track circuit on that route have failed or when the home signal has failed. Before clearing the Calling-on signal, the SM shall ensure that it is absolutely necessary to receive the train on that road line and train can be berthed clear of the fouling mark/starters. Track circuit No. 1CT and 32CT are provided at the foot of the respective Home signal. SM shall ensure that the train occupies the concerned calling-on signal track and stops, after ensuring setting of the required route, SM shall turn the knob 1C or 32C as the case may be to clear the concerned calling-on signal. If the calling-on signal cannot be taken OFF due to failure, train shall be received over `Signal post telephone' provided as detailed in Para B.9. Individual knobs are provided to operate the Up and Down Calling-on signals. These knobs have two positions - "N" (Normal) and "R"(Reverse). A Numerical counter is provided at the top corner of the panel for Up and Down Calling-on signals. In the event of failure of track circuits/Home signal or for the reception of a train on an obstructed line, the Calling-on signal can be taken `OFF'. After ensuring that the home signal knob is in its normal position and the required route is set, the calling-on signal knobs should be operated to its `R' position. On the occupation of the Calling-on track circuit in rear of the home signal by the approaching train and when the calling-on signal knob is in R position, a white light indication gets displayed below the numerical counter of the Calling-on signal. After a lapse of 60 seconds, the Calling-on signal will assume `OFF' aspect, the white light indication below the counter gets extinguished and the counter registers the taking `OFF' of the Calling-on signal by displaying the next higher progressive number. An entry with details of the date and time of taking OFF of the Calling-on signal, train for which it was taken OFF, the number of the reception line, reasons etc., and the numbers displayed by the calling-on signal 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. Note:- Whenever a callingon signal is taken off to authorise a movement the interlocked points governed by the signals need not be clamped and padlocked. Clamping and padlocking is however necessary when disconnection notice has been issued. RELEASE OF ROUTE AFTER THE COMPLETE ARRIVAL OF 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 DriverLoco 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 DriverLoco 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 driverLoco 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( for up trains closure of L.C.NO 21 traffic gate against road traffic has to be ensured ) and communicate the following message. Which the driverLoco 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 DriverLoco 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. ** the speed is restricted to 10 kmph when receiving the train on obstructed road. 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 driverLoco 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 DriverLoco Pilot. However, he should not press this switch when the driverLoco Pilot is speaking to him. B.10 FUNCTIONS / DESCRIPTION OF KNOBS ON THE PANEL: - Knob No.Description1. Up Home - to Road-1 or 3 or 4.1C. Up calling on signal for routes governed by 1.2. Up starter Road-3.3. Up starter Road-4.4. Up starter Road-1.5 to 7. Omitted.8. Up Advanced starter.9. Up Shunt signal on Down line at GHL end.10 to 15. Omitted.16. Up Shunt signal on Road-2 at NDV end.17. Down Shunt signal on Main line at NDV end.18 to 24. Omitted.25 Down Advanced Starter.26 to 29. Omitted.30. Down Starter Road-1.31. Down Starter Road-2.32. Down Home - to Road-1 or 2.32C Down calling on signal for routes governed by 32. 50. cross over points connecting Up & Down lines at GHL end.51. cross over points connecting Road-3 & 4 at GHL end.52. cross over points connecting Road-1 & 2 at GHL end.53 to 62 Omitted.63 cross over points connecting Road-1 and 2 at NDV end.64 cross over points connecting Road-3 & 4 at NDV end.65. cross over points connecting Up line & Road-2 at NDV end.66G Controlling key-A of Hot Axle siding connected to Road-1. Gate control Knob for LC No. 16 at 26/800-900.67G1 Controlling key-C of Hot Axle siding connected to Road-4. Gate control Knob for LC No. 15 at 26/300-400.G Gate control Knob for LC No. 21 at Km. 3/800-900. Note : - functions 1 to 32 for signals, 50 to 65 for points, 66 & 67 for siding control and G & G1for gate control. ENTRY / EXIT BUTTONS: A, A1, B, C, D, D1, H, J, K and L. B.11 TABLE OF MOVEMENTS Sl. NoDESCRIPTION OF MOVEMENTSTURN KNOBPRESS BUTTONRECEPTION OF A DOWN TRAIN FROM NDV ON:Road-1 with points 52R & 50N.G, G1, 32ARoad-1 with points 52N G, G1, 32A1Road-2 with points 62N 52N & 65N50N. G, G1, 32BDESPATCH OF A DOWN TRAIN TO GHL FROM:Road-125, 30J, HRoad-225, 31J, HRECEPTION OF AN UP TRAIN FROM GHL ON: -Road-1 with points 63R & 65R.G1G, 1ARoad-1 with points 63NG1G, 1A1Road-3G1G, 1CRoad-4 with points 54R64R.G1G, 1DRoad-4 with points 54N64NG1G, 1D1DESPATCH OF AN UP TRAIN TO NDV FROM: -Road-1G, G1, 8, 4L, KRoad-3G, G1, 8, 2L, KRoad-4G, G1, 8, 3L, KPASS THROUGH OF A DOWN TRAIN ON:Road-1G, G1, 25, 30, 32.J, H, ARoad-2G, G1, 25, 31, 32.J, H, BPASS THROUGH OF AN UP TRAIN ON:Road-1G, G1, 8, 4, 1L, K, ARoad-3G, G1, 8, 2, 1L, K, C Road-4G, G1, 8, 3, 1L, K, DRECEPTION OF AN UP TRAIN ON CALLING-ON SIGNAL FROM GHL ON: -Road-11CARoad-31CCRoad-41CDRECEPTION OF A DOWN TRAIN ON CALLING-ON SIGNAL FROM NDV ON: -Road-1G, G1, 32CARoad-2G, G1, 32CB B.12 SHUNT MOVEMENTS: - Sl. NoDESCRIPTION OF SHUNT MOVEMENTSTURN KNOBPRESS BUTTONSHUNT MOVEMENT AT GHL END OF THE YARD:-Up shunt signal No. 9 to clear of: -Road-1, Down starter Signal No.30. 9ARoad-2, Down Starter signal No.31. 9BRoad-1 Down Starter signal No.30 to clear of Up Shunt signal No.9.30HRoad-2 Down Starter signal No.31 to clear of Up Shunt signal No.9.31HSHUNT MOVEMENT AT NDV END OF THE YARD:-Down shunt signal No.17 to clear of: -Road-1, Up Starter Signal No. 4. G1, 17ARoad-2, Up Shunt signal No.16. G1, 17BRoad-3 Up Starter signal No. 2.G1, 17CRoad-4 Up Starter signal No.3.G1, 17DRoad-1 Up Starter signal No. 4 to clear of Down Shunt signal No.17.G1, 4KRoad-2 Up Shunt signal No. 16 to clear of Down Shunt signal No.17.G1, 16KRoad-3 Up Starter Shunt signal No. 2 to clear of Down Shunt signal No.17.G1, 2KRoad-4 Up Starter Shunt signal No.3 to clear of Down Shunt signal No.17.G1, 3K B.13 TELECOMMUNICATION: - Magneto telephone communication with annunciator is provided in addition to Block Telephone, Railway auto Phone, BSNL phone, Control telephone and VHF, as detailed belowIn 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 theto be used in train passing duties. (a) CIRCUIT NO. 1 SMs Office - 0 (One ring) Top Point No. 50 - 00 (Two rings) Point No. 65 - 000 (Three rings) (b) CIRCUIT NO. 2 SMs Office - 0 (One ring) LC No. 21 at Km 35/800-900 - 00 (Two rings) BHAIRANAYAKANAHALLI (Halt) - 000 (Three rings) SMs Office - 0 (One ring) LC No. 16 at Km 26/800-900 {} to call each other (c) CIRCUIT NO. 3 1.SMs Office 0 (One ring) 2. LC No. 15 223 at Km 264038/3002000-4003100 {} 00 (OneTWO ring) 3. LC No. 23 at Km 40/200-300 000 (Three rings) {} to call each other (e) (e) CIRCUIT NO. 4 SMs Office {} 0 (One ring) Up Home signal (SPT) {} to call each other (f) CIRCUIT NO. 5 SMs Office {} 0 (One ring) Down home signal (SPT) {} to call each other C.2. The code rings noted against each should be utilised to call the attention of each other. C.3. Failure of telephone communication should be promptly reported to the TECH.ES/JE/SE/SIG. for early rectification. APPENDIX C - NIL - 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 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 Gateman: The gatemen at LC No. 16 21 at KM 2635/800-900 & at LC No. 15 at Km 26/300-400 shall adhere to the instructions issued to him by the duty SM and deal road traffic and train movements efficiently without dislocation. He shall also keep the flange ways clean and without any obstructions. The gate lamps should be lit up and burning brightly during night hours. He shall also watch train movements as per the extant rules and he should stand in front of the gate for every passage of the train watching the safe movement. The essential equipments supplied at the LC gates should be kept in good fettle and shall be ready to use in any emergency. D.5.0 The duties mentioned above are not exhaustive. All staff is required to adhere to the relevant duties assigned to them by General Rules, Block Working Manual and Accident Rules, and the instructions issued from time to time by the Divisional Officers/Supervisors with all promptitudes and prudence with a view achieving better result in safe and efficient transportation. APPENDIX `E' ESSENTIAL EQUIPMENTS AT THE STATION Sl. No.Description of essential equipmentsMinimum Quantity at SMs OfficeMinimum Quantity at the Gate lodge of each LC (LC No.16 21& 15)1Hand Signal flags3 RED 3 GREEN2 RED 1 GREEN2Hand Signal lamps / Tri colour torch 3233Detonators20104Safety Chains with padlocks2-5Clamps with Padlocks10-6Skids6-7Line Block Caps2-8Line Blocked Caps2-9Trolley lorry on Line Caps2-10Rusty Rail Caps4-11Caution in force boards2-12Station bell1-13Fire buckets with Sand2-14Fire buckets with Water2-15Padlocks with keys2-16Pouches for shunt keys2-17Wall Clock1118Tommy Bar-119Emergency Gate chains with padlocks-220Banner flags with poles-221Water Pot / bucket-122Equipment list-123Poles suitable for exhibiting hand signal flags/lamp-2 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: - Sl.No.NAME OF THE NON-BLOCK STATIONIN BLOCK SECTIONCODEfrom YPR.At Km1.BHAIRANAYAKANAHALLIDBL-GHL BNKH4.44 Kms22.65 from SBC2.MUDDALINGANAHALLIDBL-NDV MDLL 6.96 Kms44.05 from SBC Muddalinganahalli (MDLL) is a halt in the DBL-NDV block section. Bhairanayakanahalli (BNKH) is a halt in the DBL-GHL block section. SOLDEVANAHALLI train halt is situated in GHL-DBL block section at Km.16.180 and 2.705 Km from GHL Station. The code name is SDVL. Bhairanayakanahalli (BNKH) train halt is situated in DBL - NDV block section at Km.32.65 and 6.56 Kms from DBL Station. The Up & Down lines at theseis halts is are provided with High Rail Level Platform and Island High Level Platform is provided between Up line & NMGA line,. Halt warning Boards are provided to warn the passenger train driversLoco pilots that they are approaching train halt. APPENDIX `G Rules for working of trains in electrified sections: - - N / A (B.S.ISAIAHC.GAJENDRA.) ( MADHAVI ) (N.RAMESH) Deputy chiefDistrict Signal & Sr. Divisional Signal & Sr.Divisional Operations Telecommunication Telecommunication Manager/Bangalore Engineer/Construction Engineer/Bangalore. Bangalore (J. CHANDRASHEKAR) Divisional Signal & Tele-communication Engineer/Bangalore.(K. E. ANSAR) Divisional Operations Manager, Bangalore.      PAGE 31 B.31/DBL (C.GAJENDRA) (MADHAVI) (N.RAMESH) DSTE/CN/SBC Sr.DSTE/SBC Sr.DOM/SBC  PAGE \* MERGEFORMAT 1 B.31/DBL (C.GAJENDRA) (MADHAVIJ.CHANDRASHEKAR) (N.RAMESHM.C. 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[ @VerdanaK,Bookman Old StyleMCentury Schoolbook5. .[`)Tahoma;WingdingsA. Arial NarrowG=  jMS Mincho-3 fg9Garamond?= *Cx Courier NewA$BCambria Math"1 hϋf ss[*7R[*7R4`` 3qXR?c2M! xx Are You suprised ? Birthday BirthdayLSKuserTR                           ! " # $ % & ' ( ) * + , - . / 0 1 2 3 4 5 6 7 8 9 : ; < = > ? @ A B C D E F G H I J K L M N O P Q Oh+'0,q $0 P \ h tAre You suprised ? Birthday LSK BirthdayNormaluser147Microsoft Office Word@2@=I@6@Z~aI*[GoRs 7  c.@Garamond------  2 &b1 2 &Pb  2 &bB.31/DBL   2 &b  b'@Times New Roman---  2 5b  b'X@Bookman Old Style------ 2 <L b  "2 <~b   2 <b( "2 <bJ.CHANDRASHEKAR    2 <Qb) ,2 <Ub  2 < b   2 <b  2 <b   2 <b   2 <b( 2 <  bK.E.ANSAR     2 <Ub)  2 <Yb  b',@Bookman Old Style------ 52 LLb  2 Lb  2 LbDSTE/SBC   O2 L(-b   2 Lb  2 Lb  2 Lb  2 LbDOM/SBC  ---  2 LUb  b'@"Verdana------ +2 F?bSOUTH WESTERN RAILWAY       2 F b   &2 VUbBANGALORE DIVISION       2 Vb    2 fb    2 vb  @"Verdana------ ,2 bStation Working Rules:    2 b   2 bDate of Issue:  2 8b30  2 Hb-  2 Ob5  2 Wb- 2 ^b2012 b'  2 Lb   2 b  b'  2 bNo. B.31 /DBL.    2 b  2  bDate on which    2 8b  b'  2 b   2 b O (2 bbrought into force:  2 Xb  b'  2 b  b'  2 b  b'--- 2 bDODBELE    2 b  ---  2 b  --- 2 LbNOTE:    2 wb-  2 ~b  b'--- 2 b1.  2 b  ;2  bThese Rules supersedes the Stati   82 bon Working Rules B.31 dated:   2 ^b29  2 nb- 2 ub11  2 b- 2 b07  2 b  b' 2 )b2. 2 )RbThe Station Working Rules must be read in conjunction with General and Subsidiary        b' 2 9RbRules and Block Working Manual. These rules do not in any way supersede any rule      b' 2 I bin the above  2 Ib- #2 Ibmentioned books.   2 Idb  b'  2 Yb  --- 2 iLb1.   2 iZb Q 2 ibSTAT   12 ibION WORKING RULE DIAGRAM:        2 ib-  2 ib  --- 2 MbThe enclosed Rule diagram based on Signalling Plan and P. Way Plan shows the       2 Sbsignalling features, track circuited portions, names of the adjacent stations, the    e2 <bnormal setting of points and other details pertaining to day            2 ab- 2 hbto  2 vb- 2 }bday w  2 borking.   2 VbComplete layout of the station yard, gradients, holding capacity of individual lines,   --- s2 Ebdistances of adjacent stations etc. are reproduced from the enclosed            2 bRule  --- 2 bdiagram   2 b.---  2 b ---  2 b  g--- #2 gRule Diagram No.        2 3g  'g@Wingdings------  2 ng---  2 }g  '--- 2  SBC/SG/CN:   2 18   2 0/  2 :2007  2 b/ALT   2 :  2 1   2 .  2   '- @ !-- @ !-- @ !-- @ !f-- @ !%g-- @ !-- @ !5-- @ !-- @ !-- @ !-- @ !f-- @ !-- @ !-g--- #2 gSignalling Plan     2 %gNo   2 8g  'g---  2 ng---  2 }g  '--- 2 IPU 1272    2 /   2   2 ALT:1    2 I  '- @ !-- @ !-- @ !f-- @ !%g-- @ !-- @ !5-- @ !-- @ !-- @ !f-- @ !-- @ !-g---  2 gP. Way Plan No       2 "g  'g---  2 ng---  2 }g  '--- 2  CN/BNC/TR/54   2 $-  2 -2000/11a   2   '- @ !-- @ !-- @ !f-- @ !%g-- @ !-- @ !5-- @ !-- @ ! -- @ ! f-- @ ! -- @ ! -)g--- %2 &g)Layout diagram No       2 &>g)  ')g---  2 $ng)---  2 $}g)  ')--- %2 &)Dy.CE/C/CN/BNC/13    2 &@)- 2 &G)07   2 &Y)  '- @ !-- @ !-- @ !f-- @ !%g-- @ !-- @ !5-- @ !-- @ !-- @ !)-- @ !)-- @ !)-- @ !f-- @ !)f-- @ !%)g-- @ !-- @ !)-- @ !5)-- @ !-- @ !)-- @ !)----  2 7b  @Times New Roman- - - @"Arial- - - @"Verdana- - -  @ Verdana- - - - - - - - - - - - - - - - - - - - -   2 GLb2- - -   2 GTb W--- 2 G bDESCRIPTION   - - -   2 Gb --- 2 G(bOF - - -   2 G>b --- 2 GDbTHE - - -   2 Gcb --- 2 GkbSTATION:    2 Gb-  2 Gb  b'- - - - - - - -  2 cLb2.1 - - -   2 cab J--- 2 cbGENERAL( - - -   2 cb --- 2 c bLOCATION)    2 ceb  b'------ 2 bDODBELE  ---  2 b  >2 "bis situated in the Bangalore City    2 b  2 b  @2 #bArsikere junction Broad Gauge line   --- %2 bat a distance of --- 2 'b37.09  ---  2 Pb  P2 X.bKm from Bangalore City Junction. This is a     ---  2 bB --- 2 b Class   --- 2  bstation with  --- 2  bDouble line   ---  2 Yb  #2 abworking towards  --- 2  bGOLHALLI  ---  2 'b  2 /band --- 2 ObNIDVANDA  --- 2 b.  2 b. The   --- 2 bcode  2 b  2 bname   2 b  )2 bof this station is --- 2 qbDBL --- 2 b.   2 b    2 b    2 b  - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -  2 Lb2.2 - - -   2 ab J--- 2 bBLOCK - - -   2 b --- 2 bSTATIONS  - - -   2 <b --- 2 FbON - - -   2 ]b --- 2 dbEITHER  - - -   2 b --- 2 bSIDE  - - -   2 b --- 2 bAND - - -   2 b --- 2 bTHEIR  - - -   2 3b --- 2 = bDISTANCES:    2 b-  2 b  b'--- 2  bGOLHALLI   ---  2 b  2   bat a dist   2 Qbance of   --- 2 b11.00  ---  2 b  >2 "bKm on the Bangalore City side and        --- 2 bNIDVANDA  ---  2 b  %2 bat a distance of     --- 2 b09.34  ---  2 b  I2 )bKm on Arsikere Jn. side are the adjacent      --- %2 bblock stations.   --- &2 %bMuddalinganahalli   ---  2 b(--- 2 bMDLL --- (2 b) is a halt in the       --- 2 jbDBL   2 b- 2 bNDV ---  2 b  2 bblock  --- 2 . bsection. --- (2 .bBhairanayakanahalli   ---  2 .yb   2 .b(--- 2 .bBNKH --- (2 .b) is a halt in the --- 2 .#bDBL   2 .?b- 2 .FbGHL ---  2 .jbb 2 .r block section.  2 .b    2 >b    2 Nb    2 ^b    2 ob    2 b    2 b    2 b    2 b    2 b    2 b    2 b    2 b    2 b    2 b    2 !b  VW 2 iWSL.   2 yWNo.   2 yW  'W--- "2 dWADJACENT BLOCK     W' 2 tWSTATION     2 tNW  W''W--- 2 qWCODE   2 qW  ')W--- 2 iW)INTER    2 y W)DISTANCE.     2 yW)  'W*--- 2 qO *WDIRECTION     2 q*W  '- @ !V-- @ !V-- @ !'V-- @ !V-- @ !V-- @ !V-- @ !;V-- @ !V-- @ !cV-- @ !V)-- @ !V*-- @ !V-- @ !V-- @ !+W-- @ !+W-- @ !+W-- @ !+W-- @ !+W)-- @ !+W---- 2 1.  2   '--- 2   GOLHALLI   ---  2 \  '--- 2 GHL   2   '')--- 2 )11.00  --- 2 )Kms ---  2 ) ---  2 $)  '*--- #2 4*Down BAW Jn. end     2 *  '- @ !-- @ !'-- @ !-- @ !-- @ !-- @ !;-- @ !-- @ !c-- @ !)-- @ !*-- @ !-- @ !-- @ !-- @ !-- @ !-- @ !)-- @ !---- 2 2.  2   '--- 2 NIDVANDA  ---  2 V  '--- 2 NDV   2   '')--- 2 )09.34  ---  2 )  2 )Kms   2 )  '*--- #2 ;*Up, ASK Jn. end    2 *  '- @ !-- @ !'-- @ !-- @ !-- @ !-- @ !;-- @ !-- @ !c-- @ !)-- @ !*-- @ !-- @ !-- @ !-- @ !-- @ !'-- @ !-- @ !-- @ !-- @ !-- @ !-- @ !;-- @ !-- @ !-- @ !c-- @ !)-- @ !)-- @ !*-- @ !-- @ !-- @ !-'"Systemvhq v@vX q - - bbaa``՜.+,0 hp|  d R7`  Are You suprised ?DESCRIPTION OF THE STATION:-GENERAL( LOCATION)4BLOCK STATIONS ON EITHER SIDE AND THEIR DISTANCES:- Title Headings  !"#$%&'()*+,-./0123456789:;<=>?@ABCDEFGHIJKLMNOPQRSTUVWXYZ[\]^_`abcdefghijklmnopqrstuvwxyz{|}~      !"#$%&'()*+,-./0123456789:;<=>?@ABCDEFGHIJKLMNOPQRSTUVWXYZ[\]^_`abcdefghijklmnopqrstuvwxyz{|}~      !"#$%&'()*+,-./0123456789:;<=>?@ABCDEFGHIJKLMNOPQRSTUVWXYZ[\]^_`abcdefghijklmnopqrstuvwxyz{|}~      !"#$%&'()*+,-./0123456789:;<=>?@ABCDEFGHIJKLMNOPQRSTUVWXYZ[\]^_`abcdefghijklmnopqrstuvwxyz{|}~      !"#$%&'()*+,-./0123456789:;<=>?@ABCDEFGHIJKLMNOPQRSTUVWXYZ[\]^_`abcdefghijklmnopqrstuvwxyz{|}~      !"#$%&'()*+,-./0123456789:;<=>?@ABCDEFGHIJKLMNOPQRSTUVWXYZ[\]^_`abcdefghijklmnopqrstuvwxyz{|}~      !"#$%&'()*,-./0123456789:;<=>?@ABCDEFGHIJKLMNOPQRSTUVWXYZ[\]^_`abcefghijkz{~Root Entry FpxI}Data p1TableAWordDocument  SummaryInformation(+\qDocumentSummaryInformation8dMsoDataStoretxIƓxI4CD23AEE4CJIHPAQ==2txIƓxIItem  PropertiesUCompObj r   F Microsoft Word 97-2003 Document MSWordDocWord.Document.89q