SWR / KSNG

Correction Slip No. 02

Date of Issue: 18.09.2012. 1
EAST COAST RAILWAY
SAMBALPUR DIVISION
Sl. No. SWR/KSNG/ 51

STATION WORKING RULES OF KESINGA STATION (CODE: KSNG)

BG/MG/NG: Broad Gauge

Date of issue: 17.01.2011.
Date brought into force:

NOTE: - The Station Working Rule (SWR) 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 books.

1. STATION WORKING RULE DIAGRAM: -

1.1 STATION WORKING RULE DIAGRAM NO. S.I/WRD – 22038, ALT-A

1.2 SIGNAL INTERLOCKING PLAN NO.: - S.I – 22038, ALT-A

The Station Working Rule diagram and Signal Interlocking Plan shows the complete lay out
of the yard, siding, normal position of points, the Signalling and Interlocking arrangements,
Gradients and Level Crossings within the station limits. This must be referred to for giving
details of the points number and signals when reporting accidents.
2. DESCRIPTION OF STATION: - KESINGA is a four line station situated in TITLAGARH ---
VIZIANAGARAM section at KM. 215.643 from Raipur. It is a Standard – III (R) interlocked,
Class „B‟ station with central panel and Multi Aspect Colour Light Signalling. Block proving
Axle counters have been provided at either side of station.

2.1 GENERAL LOCATION :-

2.1.1 NAME OF STATION : - KESINGA (Code:- KSNG)

2.1.2 CLASSIFICATION OF STATION: - „B‟ class

2.1.3 NAME OF THE SECTION: - TITLAGARH ---VIZIANAGARAM, Double Line, Non-
RE, BG section.
2.1.4 ROUTE: - D Spl.
2.1.5 LOCATION: - KM 215.643 from Raipur.

2.2 BLOCK STATIONS, IBH, IBS ON EITHER SIDE & THEIR DISTANCE AND OUTLYING SIDINGS: -
i) Raipur end - TITLAGARH (Code: TIG) inter distance 12.94 K.M.
ii) Vizianagaram end – KANDEL ROAD (Code: KDLR) inter distance 8.664 K.M.
iii) Passenger Halt: - Nil
iv) Flag station: - Nil
v) Outlying siding: - Nil
vi) D.K. station: - Nil.
vii) IBH: - Nil
viii) IBS: - Nil

R.Das Ashok Kumar D.Nayak

DSTE/SBP Sr. DEN (West)/SBP DOM(G)/SBP
 SWR / KSNG

2
2.3 BLOCK SECTION LIMITS: -

Between The point from which „Block section‟ The point at which „Block
stations commences. section‟ ends.
DN Advanced starter signal BSLB of TIG station on DN
DN Line
Between No. 16 of KSNG. Line towards KSNG end.
KSNG--TIG BSLB of KSNG station on UP Advanced starter Signal
UP Line
UP line towards TIG end of TIG
BSLB of KSNG station on DN Advanced starter signal of
DN Line
Between DN Line KDLR.
KSNG-KDLR UP Advanced Starter Signal BSLB of KDLR station on UP
UP Line
No. 13 of KSNG Station Line towards KSNG end

2.3.1 STATION SECTION:

(a) UP LINE: - Between BSLB to UP Advanced starter Signal No. 13.
(b) DN LINE:- Between BSLB to DN Advanced starter Signal No. 16.

2.3.2 STATION LIMIT:

i) UP line- It starts from the UP Inner distant signal to UP Advanced starter signal No.13
ii) DN line - It starts from the DN Inner distant signal to DN Advanced starter signal
No.16

2.4: GRADIENT: -
(a) From the Centre of the station building towards TIG.

CHAINAGE IN METER INTER

GRADIENT REMARKS
FROM TO DISTANCE
0 240.00m 240.00 m 1 in 775 F ALL LINES.
240.00m 668.00m 448.00 m 1 in 470 R UP & DN LINE.
688.00m 1190.00m 502.00m 1 in 151.57 R UP LINE
688.00m 1190.00m 502.00m 1 in 200 R DN LINE
1190.00m 1890.00m 700.00m LEVEL UP & DN LINE.
1890.00m 2640.00m 750.00m 1 in 159 F UP LINE
1890.00m 2640.00m 750.00m 1in 212.1 F DN LINE
2640.00m 2890.00m 250.00m 1 in 473.5 R UP LINE
2640.00m 2940.00m 300.00m 1in 433.5 R DN LINE
2890.00m 3240.00m 350.00m 1 in 222 R DN LINE
29.40.00m 3240.00m 300.00m 1 in 227 R UP LINE
3240.00m Block Section --- 1 in 600 R DN LINE
3240.00m Block Section --- 1 in 588 R UP LINE

R.Das Pradeep Nagar. D.Nayak

DSTE/SBP Sr. DEN (West)/SBP DOM(G)/SBP
 SWR / KSNG

Correction Slip No. 02

Date of Issue: 18.09.2012 3
(b) From the Centre of station building towards KDLR .

Chainage in Metre Inter

Gradient REMARKS
From To distance

CSB 200 M 200m 1 in 400 F ALL LINES.

126.00m 165.50m 39.50m LEVEL Goods siding
165.00m 200.00m 34.50m 1 in 400 R Goods siding
200.00m 700.00m 500.00m 1 in 400 R DN line
200.00m 716.00m 516.00m 1 in 400 R UP line & G. siding
700.00m 950.00m 250.00m 1 in 297 R DN line
716.00m 1275.00m 559.00m 1 in 260 R Goods siding
716.00m 1500.00m 784.00m 1 in 145 R UP line
950.00m 1750.00m 800.00m 1 in 190 R DN line
1500.00m 2100.00m 60000m 1 in 157 R UP line
1750.00m 2750.00m 1000.00m 1 in 150 R DN line
2100.00m 2700.00m 600.00m 1 in 505.31 R UP line
2750.00m 2850.00m 100.00m 1 in 2500 R DN line
2700.00m 3000.00m 300.00m 1 in 158 R UP line
2850.00m 4150.00m 1300.00m 1 in 225 R DN line
3000.00m 3200.00m 200.00m 1 in 306.04 R UP line
3200.00m 4100.00m 900.00m 1 in 207 R UP line
4100.00m Block Section --- LEVEL UP line
4150.00m Block Section --- LEVEL DN line
2.5 LAY OUT: -
i) No. of running lines :- 4 ( Four)
ii) No. of sidings :- 03 (Three) Sick siding (CSL-369.25mts), Goods siding
(CSL-110Mts) and Goods handling siding (CSL-776
Mts)
iii) No. of Passenger platform :- a) One High level platform on line No.1(493.0m x 10.6
M)
b) One Island High level platform in between line No. 3
& 4 (480m x 9.62m).
c) One High level Platform on Line No. 4 (580m X 6.0 m).
iv) No. of goods shed platform :- 02 (Two), Goods platform (238 x16 M) & Goods
handling platform (785 x10 M).
v) FOB :- 01, One at TIG end.

R.Das Pradeep Nagar. D.Nayak

DSTE/SBP Sr. DEN (West)/SBP DOM(G)/SBP
 SWR / KSNG

Correction Slip No. 04

Date of Issue: 29.08.2013 4
2.5.1 RUNNING LINES, DIRECTION OF MOVEMENTS AND HOLDING CAPACITY IN CSL: -
Isolation provided
Line No. Description CSL
TIG end KDLR end
Line No.1 Common Loop 707 mtrs. (Str. To Str) ORL ORL
Line No.2 UP Main line 762 mtrs. (Str. To SB) … …
Line No. 3 DN Main Line 755 mtrs.(Str To Str.) … …

Line No.4 Common Loop 695 mtrs. (Str. to Str.) ORL ORL

(II) DIRECTION OF MOVEMENTS: -

a. Trains arriving from TITLAGARH end are UP trains.
b. Trains arriving from KANDEL ROAD end are DN trains.

2.5.2 NON-RUNNING LINES AND CSL.: -

Sl.
Description CSL Takes off Exit Operation
No
369.25 M
Control button No. 28 of SM‟s
1. Sick Siding (Shunt Sig. Line No 1 One way
Panel.
to SB)
110 m (BJ RKT Control by Switch No. 30 of
2 Goods Siding Line No 1 One way
to BJ) SM‟s Panel.
Goods 776m
Operating the cross over point
3 Handling (Shunt Sig. Line No. 1 One way
No.26 from the SM‟s Panel.
Siding to SB)

2.5.3 ANY SPECIAL FEATURES IN THE LAYOUT: - NIL

2.6 (i)LEVEL CROSSINGS: (STATION SECTION)

Sl. K.M & Normal
Location Class Type Operation Communication
No. No.. position
1. Between DN 215.156 Winch Magneto
Starter and (215/2-3) Open ‘Spl’ Interlocked operated telephone
Advanced (RV-172) Lifting connection with
Starter signal barrier SM/KSNG
(ii) LEVEL CROSSING: (BLOCK SECTION)

SL K.M.& Normal
Location Class Type Operation Communication
No. No. Position
1. Between DN Non-inter Winch Magneto
Distant and DN 218/6-7 Open „C‟ locked operated telephone
Inner Distant (RV-175) Lifting connection with
Signal. barrier SM/KSNG
2. Between Non-inter Winch Magneto
KSNG-TIG 206/10-11 Closed „C‟ locked operated telephone with
(RV-164) Lifting SM/TIG
barrier

Train Actuated Warning Device has not been provided at above Level Crossing Gates.
(Working of Level Crossing Gate is detailed in appendix „A‟)

R.Das Pradeep Nagar. D.Nayak

DSTE/SBP Sr. DEN (West)/SBP DOM(G)/SBP
 SWR / KSNG
Correction Slip No. 02
Date of Issue: 18.09.2012
5
3.0 SYSTEM AND MEANS OF WORKING:
(Rule No. Chapter XIV of GR & SR, Chapters III, IV & V of BWM)
i) System of working: - Absolute block System of working on double line.
ii) Type of block instruments:-SGE type Double Line lock & Block Instrument with adjacent station.
iii) Instruments: - Non Co-operative type.
iv) Block Telephone:- Connected with adjacent stations KDLR & TIG station.
v) Staff responsible for their operation: - SM on duty.
vi) Custodian of keys: - SM on duty
4.0 SYSTEM OF SIGNALLING AND INTERLOCKING:
4.1.1 STANDARD OF INTERLOCKING AND TYPE OF SIGNALLING:
The station is provided with Standard III (R) interlocking, central panel with Multiple Aspect
Colour Light Signalling and block proving Axle counters. All the points are centrally operated
from central panel by on duty Station Master. The Home signals and Advanced Starter
signals are interlocked with respective Double line lock and block instruments. GR 3.08(4) (b)
governs the aspect and indications of the signals. The station has no end cabins.
Maximum equipment of signal – Distant, Inner Distant, Home, Starter and Advanced starter
in either direction.
4.1.2 STATION MASTER‟S CONTROL PANEL: -
(i) A push button type electrical control apparatus (operation cum indication panel) is provided in
the Station Master‟s office to operate electrically UP and DOWN points and signals. The
control apparatus is provided with a lock up key named (SM‟s Key) which shall always
remain in the personal custody of the SS/SM/ASM on duty in terms of GR 5.08. The position
of all points, signals and running lines are available in the Station Master‟s illuminated panel
diagram. Reminder collars are provided for use on push buttons, which will be placed on
point button, route button, signal button or on any other button to prevent operation of the
button in case of concerned line is blocked; or to prevent inadvertent operation of a particular
button as and when required.
(ii) SEALING OF EMERGENCY OPERATION BUTTONS/KEYS:- All „emergency operation
buttons‟ on the Station Master‟s control panel shall be kept sealed in normal condition by
S&T staff. Whenever any emergency operation is initiated. SS/SM on duty shall break open
the seal of the concerned button to make the button operative. Immediately after completion
of emergency operation SS/SM on duty shall inform concerned S&T staff for resealing of the
concerned button.
4.1.3. TRACK CIRCUIT: -
All the lines including point zone between Home and Advanced starter signal on either
direction is track circuited. The position of the running lines including point zones i.e.
occupied/clear is indicated in the illuminated diagram at the Station Master‟s office. Normally
there will be no indication of track circuits. It shows „RED‟ when the line is occupied and
„WHITE‟ when the track is clear provided the route is set. Calling-On Track circuits are
provided 7RL beyond Home signal in either side of the station.
4.1.3.1 AXLE COUNTER
Both side block sections are monitored by axle counter to check the complete arrival of
trains. Digital axle counters have been provided in block section KSNG-TIG and Analog axle
counters have been provided in KSNG-KDLR section. The axle counters are also interlocked
with Block Instruments of the stations at either side to prove the clearance and occupation of
Block sections. Advanced starter signals cannot be taken off if axle counter, pertaining to that
section fails.
[Details are given in Appendix-„B‟]

R.Das Pradeep Nagar. D.Nayak

DSTE/SBP Sr. DEN (West)/SBP DOM(G)/SBP
 SWR / KSNG
6
4.1.4 POSITION AND OPERATION OF POINTS: -
The position of all points are shown in station Working Rule Diagram and also on operating
panel. All points are power operated through Station Master‟s control panel apparatus. All
cross over points on running line are independently worked by electric point machine and
have built in locking and detection arrangement.
4.1.5 IBS: - NIL
4.1.6 POINT AND TRAP INDICATOR: - Nil.
4.1.7 REPEATER (BANNER TYPE): - Nil
4.1.8. ELECTRICAL KEY TRANSMITTER (EKT):-
EKT‟s with crank handle keys are provided at both end locations for the operation of points in
case of failure of point motors. EKT has been provided in the LC gate Goomty at KM 215/2-3
for transmission and release of L.C.Gate key for opening and closing of the gate. The keys
for the crank handles are transmitted electrically to the crank handle locations for operating
the points by crank handles. Details of the working of Crank handle keys are mentioned in
Appendix „B‟ and L.C. gate is mentioned in Appendix „A‟.
4.1.9 CALLING ON SIGNALS:-
„Calling on‟ signals have been provided below UP and DN home signals. It shows no light
when „ON‟ and „YELLOW‟ light when taken off.
4.1.10 SHUNT SIGNALS:-
Independent shunt signals are provided on either end of the yard for back shunting
movement, shunt signal below starter No. -7 of line No. 1 is provided for facilitating shunting
in goods siding and independent shunt signals are also provided in goods siding and sick
siding for drawn out of rake / vehicles from these siding.
4.1.11 ANTI COLLOISION DEVICE: - NIL
4.1.11 EMERGENCY CROSSOVER:- NIL
4.1.12 LC GATE OPERATION:- Given in Appendix „A‟
4.12 CRANK HANDLE
When any point fails to operate normally by the route setting operation or individual operation
through panel it is inevitable to operate the points with crank handle. The SM on duty shall
personally ensure clamping and padlocking of all facing and trailing points on the route.
Crank handle keys are interlocked with signals and interlocking system. When points become
defective, the signals controlling these points shall be considered defective and vice-versa
and the procedure for use of crank handle, for motor operated points shall be followed.
The crank handle key in RKT in the end goomties can be released from the RKT. The
SM has to press concerned crank handle button and Trans button. This will enable SM/TP to
extract crank handle key CH-1/CH-2/CH-3/CH-4/CH5 from RKT at end goomty. SS/SM/TPM
on duty after extracting the crank handle key from RKT at end-goomty shall insert it in the
space/groove provided in the point machine and turn it to open the slot for insertion of crank
handle in the point machine. After inserting the crank handle in the point machine he shall
operate it to set the point to desired position. After completion of point work the crank handle
key is to be inserted in the RKT at end goomty and transmitted to station. Station Master on
getting „ Key IN „ flashing indication that will appear on panel, shall press relevant CH button
& Group Release button to get the steady key “IN” indication. SS/SM on duty shall personally
ensure clamping and padlocking of all facing and trailing points en-route. The cases of failure
of motor operated points should be promptly reported to the concerned ESM/Signal Inspector
for immediate rectification. SS/SM on duty as per OM 20.06 (d) shall maintain an emergency
crank handle register. The procedure for use of crank handle for motor operated points shall
be followed in terms of operating Manual 20.06.

R.Das Pradeep Nagar. D.Nayak

DSTE/SBP Sr. DEN (West)/SBP DOM(G)/SBP
 SWR / KSNG
Correction Slip No. 04
Date of Issue: 29.08.2013 7
4.13 EMERGENCY POINT OPERATION (BLACK WITH RED DOT):
Emergency point operation facility is provided to operate the point from the panel in case of
failure of point controlling track circuit. If such operation is necessary, the SM on duty, after
ensuring that no vehicle is standing on the concerned point track circuit and SM‟s emergency
point key is „IN‟ shall press emergency point operation button by breaking the seal along with
relevant point button simultaneously. Then retaining point button pressed, emergency point
operation button to be released and the point group button normal / reverse button is to be
pressed for operating the point to „NORMAL‟ or „REVERSE‟. All such operations will be
registered in the emergency point operation counter. Each operation of emergency point
operation shall be recorded in the station diary and in the register meant for this purpose.
S&T staff should be advised immediately to get the emergency point operation button
resealed after rectification of fault, if any
4.14 EMERGENCY ROUTE RELEASE INDICATION (WHITE) EMERGENCY ROUTE BUTTON
(WHITE WITH RED DOT):
The panel interlocking is based on the principle of „DEAD APPROACH LOCKING‟. As such
when a route is set and signal is taken „OFF‟ on the route, the route gets locked. Normally
the route is released by the passage of the train over the route. When it becomes necessary
to alter the route after the signal has been taken „OFF‟ vide SR 3.36.02(a), the concerned
signal must be put back to Danger by simultaneously pressing the signal cancellation button
and the concerned signal button. After this the emergency route release button (white with
red dot) positioned in the top of panel to be pressed first by breaking the seal and
subsequently the concerned signal button is to be pressed releasing the emergency route
release button. A white flashing light will glow indicating that the timer is working. After 120
seconds, the white flashing light along with the white strip of light will disappear suggesting
the route has been released.
In case the route illumination (white strip lights) does not disappear, it suggests that the route is
not released/cancelled. In such case the concerned S&T staff should be advised immediately to
get the emergency route release button resealed after rectification of fault, if any.
Each operation of emergency cancellation of route is recorded in the emergency route
release counter by registering the next higher number. All such operations and the new
number should be recorded in the station diary and in the train signal register.
4, 15 EMERGENCY ROUTE RELEASE COUNTER:
This counter is provided to register the number of operations made for emergency
cancellation of route. The Station Master must record the last number registered on the
counter while taking over/handing over duty.
4.2 CUSTODY OF RELAY ROOM KEY AND PROCEDURE FOR ITS HANDING OVER AND
TAKING OVER BETWEEN STATION MASTER AND S&T MAINTENANCE STAFF: -
As per JPO/02/2012 of 29.08.2012, the following procedure shall be adopted for opening of
Relay Room:-
The Relay room of station shall have double locking system of operating and S&T
Locks. One Godrej Lock shall be provided on the door of Relay Room by the Station Master.
This lock is named as operating lock. The key shall be kept in the safe custody in the key-
box with the SM on duty. Likewise, one Godrej lock shall be provided on the door of Relay
Room by the Signal Maintainer/ Signal Supervisor of the Station /Section.
Names of the S&T staff authorized for opening of Relay Room is to be entered in the
first page of Relay Room Key Register and jointly certified by SSE /Signal In-Charge and TI
In- Charge of the Section. In emergency, if any S&T staff other than authorized wants to open
Relay room, he must inform DSTE through Signal Fault Control. Signal Fault Control shall
convey the permission of DSTE to SS/SM by giving Signal Fault Control order number.

R.Das Pradeep Nagar. D.Nayak

DSTE/SBP Sr. DEN (West)/SBP DOM(G)/SBP
 SWR / KSNG
Correction Slip No. 04
Date of Issue: 29.08.2013 7A

Whenever relay room is to be opened either for scheduled maintenance or during

failures or for other maintenance activities/construction works. The concerned
Maintainer/Signal Supervisor will inform SM on duty for opening of Relay Room with reason.
SM on duty will verify his identity from the list of authorized S & T Staff recorded in the first
page of Relay Room Key register or as advised by Signal Fault Control in emergency. SM
shall give the key of operating lock to S&T staff, after the entry is made in the Relay Room
and also with Red Ink in TSR. Relay Room key shall not be handed over by SM on duty to
any Group D staff of S&T department. On completion of work, the concerned Signal
Maintainer/ Signal Supervisor shall properly close Relay Room door and lock it with both the
locks and then return the key of operating lock to the SM on duty making the entry in the
relay room register.
When the key of Operating Lock is returned by S& T staff to SM on duty, he shall first
verify the Relay Room for proper locking and then keep the key in safe custody and
acknowledge it on the Relay-Room key register. If the relay room key is handed over to the
Signal staff regarding the interference in safety gears the train shall be piloted in and out.

For attending Failures of S& T gears within relay Rooms, the following steps shall be
taken :
Entry to be made in S& T failure register by SM on duty and failure Memo has to be
issued to S& T staff. S& T staff shall not take the Relay Room Key for attending failures and
open the Relay Room unless the failure is recorded in Signal failure register. If disconnection
is required, Disconnection Memo has to be given by S& T staff to SM on duty. Failure Memo
should be acknowledged and entry in relay room key register to be made by S& T staff
before obtaining Station Master‟s key. Relay Room key for Schedule maintenance shall be
taken once in a calendar Month during monthly inspection by Sectional Supervisor. Relay
room can be opened by following above procedure for special maintenance activities like
cable insulation testing, block/ disconnection memos, selection/ locking table testing,
maintenance work inside relay room by Electrical and Engineering staff, during failures, data
logger resetting and inspection by Divisional and Headquarter officials, Track Circuit
adjustments & voltage monitoring during monsoon and whenever required during rains.
Works required by S& T Construction & open line staff for preparatory works and during
commissioning. In each such case, the Construction Staff Shall follow the detailed guidelines
issued regarding working on signaling gears under the charge of open line.
In case of emergencies such as fire, flood, earthquake etc., Open Line Section
Engineer (Signal) / Signal Maintainer & SS/SM shall jointly decide the need for opening the
Relay Room. Section Engineer Signal HQ at Divisional Control Office and Section controller
shall be advised respectively. In case of communication failure during such emergencies,
Open Line Signal Maintainers/ Supervisors and SS/SM on duty shall jointly decide the need
for opening the Relay Room and communicate later on to respective controls. In case key is
lost /misplaced, it shall be reported to S&T control as well as section control for either lock. In
normal course the spare key with respective custodians shall be used. In emergency
situation lock may be broken under advice to Section Control as well as S&T control. New
lock shall be procured and provided.
In case SM on duty comes to know of relay Room opening by unauthorized means or
by unauthorized person or by any Group-D‟ Staff, the signaling system shall be suspended
by him and matter immediately reported to Section Controller for necessary action. Senior
section Engineer/ Signal & TI of the respective section will check the station records of relay
room opening during their inspections and cross check it with data logger/counter reading if
provided. Discrepancy, if any, shall be immediately inquired into and advised to Sr DSTE &
Sr DOM by numbered control message from the station immediately for further action.

R.Das Pradeep Nagar. D.Nayak

DSTE/SBP Sr. DEN (West)/SBP DOM(G)/SBP
 SWR / KSNG
8
4.2 POWER SUPPLY: -
Normally for signaling and interlocking installation power supply is drawn from State
Electricity Board (230V, 50Hz) but when this source fails DG set for standby is installed at the
station to feed the S&T equipment. The SM however maintains the records of the power
failures and promptly report the failure immediately to the controller and to the concerned
Electrical and S&T staff. In addition to this the station is provided with solar power System.

In SM‟s office there is SM Power Panel, which represents the voltage of the integrated power
supply system.
i) In case voltage drops 105.9V an audible buzzer appears for starting Generator.
ii) In case voltage drops 105.1V an audible buzzer appears for emergency start of
Generator.
iii) In case voltage drops 104.3V an audible buzzer appears for system shut down.

The SM now has to start the diesel engine for standby (Auxiliary) power supply. After stable
run of the Diesel engine, the SM/SS on duty has to operate the change over switch for
connection the Auxiliary supply to the signaling installation. On resumption of power supply,
the Diesel Generator shall be stopped by SM/SS on duty after isolation Diesel Generator by
change over switch. Each time the power supply goes OFF or ON SM/SS on duty shall
acknowledge. In case of nay audible buzzer in SM‟s power panel, SM on duty should
acknowledge the buzzer by pressing „buzzer stop button‟.

Inverters have been provided to prevent possibility of blank signals in case of SEB power
supply failure. Whenever SEB power supply fails inverter will immediately extend power
supply to signals thereby preventing blank signals. Based on the indication shown in the
SM‟s power Panel SM on duty should start DG for avoiding any case of shut down of power
sub system of Integrated Power Supply system. Solar Power Supply has been provided in
the station as standby power supply. If there is any indication on SM‟s power panel regarding
deviation in IPS system call S&T staff.

5.0. TELECOMMUNICATION FACILITIES: -

 Telephone attached with Double line Lock & Block Instrument for either side Block Section.
 Station to Station fixed telephone (hot line) is provided
 Station is provided with Auto telephone connected with Railway Exchange
 BSNL telephone has been provided.
 The station is connected to BLGR-SPRD control circuit by a control telephone.
 Station to station 25w VHF communication is provided.
 Telephone is provided between Station and both end crank handle locations.
 Magneto telephone connection is provided between station & LC gates at Km. KM 215/2-3 & 218/6-7.

NOTE:
(i) For obtaining line clear, VHF should be used as a last alternative and not as a sole
means of communication.
(ii) VHF and Walkie Talkie sets should not be used for unnecessary discussions with Drivers,
Guards or any other staff.
(iii) The on duty SM shall use the above electrical communication instruments stated in Para-5.0
strictly in order of preference for obtaining/granting line clear vide SR 14.01.01. In case of
failure of any of the above means of communication the SM on duty shall work vide SR
6.02.06.
(Details are mentioned in Appendix „B‟ of the SWR.)
9

R.Das Pradeep Nagar. D.Nayak

DSTE/SBP Sr. DEN (West)/SBP DOM(G)/SBP
 SWR / KSNG

6.0 SYSTEM OF TRAIN WORKING: -

The movement of trains is controlled by Section Controller on duty whose orders shall be
complied with, provided they do not contravene any General Rules, Subsidiary Rules, Station
Working Rules, Block Working Manual and other safe working instructions issued from time
to time. In the event of suspension of control working, the Station Master on duty shall work
independently in conjunction with the Station Master of the adjoining block stations and shall
be responsible to ensure that there is no undue delay to train operation in general.
6.1 DUTIES OF TRAIN WORKING STAFF: -
Details of duties of operating staff are mentioned in Appendix „D‟ of the SWR.
6.1.1 TRAIN WORKING STAFF: -
The following are the complement of train working and operating staff provided at this station
to work in each shift.
SL No. of staff
Designation Roster Hrs. of Duty
NO. in each shift
1. Station Manager-I (In- Excluded ----------------
charge)----------- 01
SS/SM/ASM----- Continuous -------08 hrs.
2 TP/Sr.TP/TPM-B/TPM-A Continuous 01 08 hrs.
3 GK/ Sr. GK Continuous 01 08 hrs.
4 SCLM/LCS E.I 01 12hrs (In broken roster).

The above staff shall work as per the rosters issued by DPO/SBP from time to time and these
rosters shall be displayed in the SM‟s office.
6.1.2 RESPONSIBILITY OF ASCERTAINING CLEARANCE OF THE LINES:
The SM/SM on duty is responsible to ascertain the clearance of the nominated line between
outer most facing points of concerned line as per SR. 3.40.02(b) 3rd Para.
6.1.3 ASSURANCE OF STAFF IN ASSURANCE REGISTER:-
All staff before taking up independent charge of their duties at this station shall make a
written declaration in the assurance register that they have read and thoroughly understood
the system in force and must sign such declaration.
No Railway servant shall be entrusted with any duty involving safety of the public unless the
station in-charge is satisfied that the concerned staff is competent for the post. No Railway
servant unless duly examined and certified shall be allowed to work the points and signals. The
SS is responsible to see that all the staff are conversant with the Station Working Rules and
their signature obtained in the Assurance register after he is satisfied that they have thoroughly
understood the working rules of the station. In case of Group „D‟ staff, their signature/thumb
impression must be obtained after explaining them fully about their duties and responsibilities.
The Station Superintendant is responsible personally for maintaining the Assurance Register
and for obtaining declaration of the staff working under him. The Assurance Register must be
maintained in two parts, one for Group „C‟ and the other for Group „D‟ staff. A duplicate copy
of the Assurance Register must be maintained and kept in personal custody of the Station
Superintendent.
The declaration shall be renewed in the following cases: -
(i) Whenever there is a change in the Station Working Rules.
(ii) For any staff who have not worked at the station or were away from the station for a period of
15 days or more.
Correction Slip No. 03
Date of Issue: 10.05.2013

R.Das Pradeep Nagar. D.Nayak

DSTE/SBP Sr. DEN (West)/SBP DOM(G)/SBP
 SWR / KSNG
10

6.2 (A) CONDITIONS FOR GRANTING LINE CLEAR: -

The conditions laid down in GR 8.01 (1) (a), (b), 8.01 (2) (b), 8.03 (1) (a), (b), (c) (ii) shall be
complied with before the line is considered clear and „Line Clear‟ is granted for a train by on
duty SM. The line shall not be considered clear and „Line Clear shall not be given unless:
(i) The whole of the last proceeding train has arrived complete.
(ii) All necessary signals are put back to „ON‟ behind the said train.
(iii) The line is clear up to the BSLB on DN line for DN trains and BSLB on UP line for UP trains.
NOTE: If the light of the reception signal is fused/ not burning, „Line Clear‟ shall not be granted for a
train till such time it is ensured that the concerned driver is notified of the fact in writing by the
SS/SM on duty of the station to which such line clear is granted.
(B) OUTLYING SIDING: - NIL.
6.2.1 ANY SPECIAL CONDITIONS TO BE OBSERVED WHILE RECEIVING OR DESPATCHING A TRAIN:
For receiving a train on loop lines Station Master on duty shall ensure that the ORL/Sand
Hump is clear of all obstructions even when the ORL/Sand Hump falls in the trailing direction.
6.2.1.1 SETTING OF POINTS AGAINST BLOCKED LINE: -
All Points shall normally be set for the straight except when otherwise authorised by special
instructions. When a running line is blocked by a stable load, wagon, vehicle or by a train
which is to cross or give precedence to another train or immediately after arrival of a train at
the station, the points in rear should immediately be set against the blocked line except when
shunting or for any other movement towards the blocked line is required to be done vide SR
3.51.06(a). If all the lines at the station happen to be blocked, then SR. 3.51.06 (b) will be
followed.

6.2.1.2 RECEPTION OF TRAIN ON BLOCKED LINE: -

In case reception of a train on an obstructed line, the SMs shall follow GR 5.09 & SR 5.09.01.

6.2.1.3 RECEPTION OF TRAIN ON NON-SIGNALLED LINE: -

In case of reception of train on non-signal line SM shall follow GR 5.10 and SR thereto.

6.2.1.4 DESPATCH OF TRAINS ON NON-SIGNALLED LINE: -

In case of dispatch of a train from non-signal line, SM shall follow GR 5.11 and SRs thereto.

6.2.1.5 DESPATCH OF TRAINS FROM LINE PROVIDED WITH COMMON STARTER SIGNAL: N/A
6.2.1.6 SPECIAL RESTRICTIONS -
i) The Overrun line shall not be obstructed for stabling vehicles or harboring engine If it is
obstructed through any accident or for any cause it ceases to be substitute for the adequate
distance.
(ii) Shunting shall not be permitted at either end of the yard unless the engine is leading
towards falling gradient.
(iii) Hand shunting, loose shunting and fly shunting is not permitted at both end of the yard.
(iii) Shunting in the face of an approaching train is prohibited.
(iv) Speed is raised to 30 KMPH on first directional loop lines on either side of main lines and
over its turnouts. However, no train shall be allowed to negotiate at a speed more than 15
KMPH, if it involves negotiating more than one crossover at a time.
6.1.2.7 SPECIAL INSTRUCTIONS-
After any non-signal movement has taken place over point, SS/SM on duty shall operate the
point to normal and reverse position for ensuring the correct setting and indication on the
panel. Then after, further signal movement may be permitted over the point.

R.Das Pradeep Nagar. D.Nayak

DSTE/SBP Sr. DEN (West)/SBP DOM(G)/SBP
 SWR / KSNG
11
6.3 CONDITIONS FOR TAKING „OFF‟ APPROACH SIGNALS: -
Reception of trains is governed by General Rules 3.36, 3.38, 3.40, and SRs 3.40(1),(a),
(2)(a) and Subsidiary Rule 3.40.01and other relevant provisions of General and Subsidiary
Rules, Block Working Manual and Station Working Rules of the station to be followed.

Adequate distances to be kept clear vide General Rule 3.40(3) (b) for reception of trains

A. CLEARANCE OF ADEQUATE DISTANCE: -

To take off the home signal for admission of a train the adequate distance (signal overlap) as
mentioned below shall be kept clear: -

CLEARANCE OF ADEQUATE DISTANCE

LINE NO. UP TRAINS DN TRAINS
FROM TO FROM TO

Line No.1 Foot of the UP advanced Foot of the DN advanced

(Common Loop) UP starter starter No. 13 or Starter Signal starter signal No.
signal No. 7 upto the end of No. 12 16 or upto the end
overrun line of overrun line.

Line No. 2 Foot of the UP advanced

UP main line starter signal No. ---- ----
(UP Main Line) starter No. 11 13

Line No. 3 Foot of the DN advanced

---- ---- starter signal starter signal No.
(DN Main Line) No. 14 16.
Foot of the UP advanced Foot of the DN advanced
Line No. 4 UP starter starter No. 13 or Starter Signal starter signal No.
(Common loop) signal No. 9 upto the end of No. 10 16 or upto the end
overrun line of over run line.

Before admitting a train on any line, it must be ensured that the track indication for the
respective line indicates „WHITE‟ indication in the illuminated panel diagram. To receive a
train, for which line clear is granted, the SS/SM on duty shall nominate a clear line in
consultation with the Section Controller on duty. He shall personally satisfy himself that the
nominated line is clear and free from all obstructions by seeing the track circuit indication on
or by physical verification of the nominated route in case of failure of track circuit. He shall
suspend all non-isolated shunting and thereafter set the points of the nominated route by
means of push button switch provided on the control panel. He shall then verify from the
visual indication available in the panel that points are set to the desired route.
In case any of the track circuit on the concerned route shows occupied by RED indication
even though the other conditions are satisfied, the operation of panel control buttons by the
SS/SM on duty will not permit the concerned signal to be taken off. However, reception of
train will be possible in such cases with the “ Calling On” signal fixed below Home signal at
either end provided the first track circuit in advance of home signal (Home signal replacement
track circuit) does not show „RED‟ indication.

Miniature colour light calling on signal is provided below the home signals in terms of GR
3.13(6)(b). A calling-on signal shows no light in the „ON‟ position. The calling on signal is
taken off for reception of a train when the home signal above it cannot be taken off due to
failure of track circuits or for admission of a train on blocked line.

R.Das Pradeep Nagar. D.Nayak

DSTE/SBP Sr. DEN (West)/SBP DOM(G)/SBP
 SWR / KSNG
Correction Slip No. 01
Date of Issue: 05.04.2012 12
B. TAKING OFF CALLING ON SIGNAL:
To take off calling on signal, the train must come to a stop at the foot of the Home signal,
occupying track circuit in rear of the signal. When train occupies the track circuit, RED light
strip will appear on the panel. The particular route on which the train is intended to be
received shall be set by individual point operation by operating point button & point group
buttons or by setting route by pressing route button & signal button or by crank handling in
the event of failure of operation of point through panel. After the route is set, the calling-on
signal button C1/C2 (Red with white dot), as the case may be, shall be pressed
simultaneously along with concerned route button for 2-3 seconds and released. After a
lapse of 120 sec, the calling-on signal clears and a yellow light indication appears on the
panel for the concerned calling-on signal.
6.3.1 RESPONSIBILITY OF STATION MASTER FOR RESTORATION OF SIGNALS TO „ON‟: - If
for any reason after taking off signals, it is required to put back the signal and alter the route,
in terms of Subsidiary Rules 3.36.02, a time delay of 2 minutes shall be observed before the
points can be altered.
6.4 SIMULTANEOUS RECEPTION, DESPATCH, CROSSING & PRECEDENCE OF TRAINS: -
According to the existing interlocking at this station, the simultaneous reception and despatch
of trains is permitted as stipulated below: - (GR 3.47)
(a) While receiving an UP train on line (a) Despatch of an UP train from Line No. 2 or
No. 1 (Common loop) set to 4.
overrun line
(b) While receiving an UP train on line (b) Reception of a DN train on line No. 1 with
No. 4 (Common loop) set to overlap set to overrun line.
overrun line.
(c) While receiving a DN train on line (c) Despatch of a DN train from the line No. 3 or 4.
No. 1 (Common loop) set to ORL

(d) While receiving a DN train on line (d) Despatch of a DN train from line No. 1 or 3
No. 4 (Common loop) set to
overrun line.
(e) While receiving an UP train on line (e) Despatch of an UP train from line No. 1 or 2.
No. 4 (Common loop) set to
overrun line.

6.5 COMPLETE ARRIVAL OF TRAIN: -

(Rule no. GR 4.16 & SR 16.01, 4.160.2.4.16.03, 4.16.04, 4.16.05 GR 4.17 & SR 4.17.01, SR
4.17.02, GR 14.10)
a) STAFF RESPONSIBLE TO VERIFY COMPLETE ARRIVAL: - SM on duty.
b) MODE OF VERIFICATION: Through AXLE COUNTER or through physical verification
when Axle counter fails.

6.5.1 L.V. VERIFICATION THROUGH AXLE COUNTER: -

Entire block section at both sides of the station i.e. KSNG-TIG and KSNG-KDLR is monitored
by axle counter system and the position of block section whether clear or occupied is
indicated in the axle counter indication Panel. As soon as a train enters in to the block
section, the „RED‟ indication appears in the axle counter indication Panel. After the whole
train clears the block section, „GREEN‟ indication appears on the axle counter indication
Panel. This confirms the complete arrival of train and the SM on duty shall give train out of
section report on seeing the section clear (GREEN) indication at the panel.

R.Das Pradeep Nagar. D.Nayak

DSTE/SBP Sr. DEN (West)/SBP DOM(G)/SBP
 SWR / KSNG
Correction Slip No. 04
Date of Issue: 29.08.2013 13

6.5.2 L.V. VERIFICATION WHEN AXLE COUNTER FAILS: -

In case of failure of axle counter, the Station Master on duty shall obtain complete arrival
certificate from the Guard of the train in the complete arrival register (T/1410) maintained at
the station for stopping trains. For through passing trains, the Station master on duty shall
satisfy himself about complete arrival of the train by verification of the last vehicle indicator
vide Subsidiary Rule 4.16.05 that the train is complete. In case a train arrives/passes
incomplete, action shall be taken as per Subsidiary Rules 4.17.02.The „Train out of Block
section‟ signal shall be withheld to the station in rear until complete arrival certificate is
received from the station in advance supported by a Private Number.
6.5.3 L.V. VERIFICATION WHEN MOTOR TROLLEY FOLLOWING: -
On occasions when motor trolley follows a train, the points shall not be altered until the
following motor trolley is admitted on the same line. In the event of motor trolley is delayed in
the section, the Station Master on duty shall take action in terms of SR 15.25.03 (b) (vi).
6.6 DESPATCH OF TRAINS: -
Despatch of trains are governed by General Rules 3.36, 3.38, 3.39, 3.42,5.11 & 8.01,
Subsidiary Rules 3.36.04(b), 3.42.04 and Block Working Manual 2.07(5)(a)(b) and other
provisions of General Rules, Subsidiary Rules, Block Working Manual and Station Working
Rules of the station.
To despatch a train, the SM on duty, having obtained line clear for that train shall set the
route for the outgoing train correctly, close the traffic interlocked L.C.Gate at KM 215/2, in
case the train to be dispatched to KSNG-TIG block section and satisfy himself by observing
the visual indication on the panel board. He shall suspend all non-isolated shunting, ensure
closure of L.C.gates i.e. at KM 206/10-11 for dispatching train to KSNG-TIG block section
and L.C.gate at KM 218/7 for dispatching train to KSNG-KDLR block section and then shall
take off the concerned route starter and advanced starter signal by operating concerned push
button. After observing the „OFF‟ aspect of the route starter and advanced starter signals the
Loco PIlot shall start his train. The Station Master on duty shall watch the safe passage of the
train with its last vehicle indicator. After the train passes the Advanced starter complete, he
shall send the „TRAIN ENTERING BLOCK SECTION‟ signal to the station in advance.
If a train is worked without a Guard or Brake Van, the instructions laid down in Subsidiary
Rules 4.23.02 and 4.25.02 shall be followed

6.6.1 PUTTING BACK SIGNALS TO „ON‟ IN CASE OF EMERGENCY:-

If a signal once taken „Off‟ for reception/despatch of a train has to be, in an emergency, put
back to „ON‟, the procedure laid down in General Rules 3.36.02 shall be followed. In case of
reception of train, route shall not be altered until the train has come to a stand outside Home
signal. In case of departure signal before changing route, the line clear authority is to be
withdrawn from the Driver with a memo, taking his acknowledgement thereof.
6.7 TRAINS RUNNING THROUGH: -
The procedure detailed in Para 6.3, 6.6 above and General Rules 4.17, 4.42 and Subsidiary
Rules 3.36.04(b)(i) 3.42.02(a)(iv), shall be observed.
The SM on duty is responsible to observe/watch the condition of the vehicles on a train and
shall wave green hand signal horizontally as per Subsidiary Rule 4.42.02 until anything wrong
is noticed on train. For this purpose the SS/SM on duty shall stand in such a position that he
sees a clear view of the passing train and that the Driver and Guard of the train train can
clearly see his hand signals. He shall depute his points man with hand signal to the other
side of the passing train who shall exhibit hand danger signal to draw the attention of the
guard/driver of the train in case of observing any unsafe condition/abnormalities of the train.
He shall also report to the SS/SM on duty for taking further suitable action in terms of SR
4.42.02(d).

R.Das Pradeep Nagar. D.Nayak

DSTE/SBP Sr. DEN (West)/SBP DOM(G)/SBP
 SWR / KSNG
14
The Station Master on duty is responsible to see that a train passes complete with its last
vehicle indicator. If a train passes without last vehicle indicator or its authorized substitute,
action shall be taken as per General Rules 4.17 and Subsidiary Rules 4.17.02.
6.8 WORKING IN CASE OF FAILURE: -
In case of failure of S&T equipments, on duty Station Master shall work in accordance to GR
3.68, 3.69 and 3.70 and SRs thereto.
6.8.1 PROCEDURE TO BE FOLLOWED INCASE OF FAILURE OF A SIGNAL & INTERLOCKING:
Whenever there is a failure of points, signals, track circuits or any other interlocking gear at
the station that includes level crossing gate (s). if any etc. the SM on duty shall follow the
procedure detailed in GR 3.68, 3.72, 3.74 and SR thereto. In case of defective approach
signals, the trains will be piloted in vide SR 3.69.02, 3.69.03 & 3.69.05. In case of defective
departure signals, trains will be piloted out vide GR 3.70 & SR 3.70.01. & 3.70.02
6.8.2 TRACK CIRCUIT:
In the event of failure of track circuit in the yard concerned signal shall be suspended and
trains shall be admitted on calling-on signal. If calling-on signal fails then train shall be
piloted „IN‟. Before piloting a train in to the yard the clearance of the track must be ensured by
physical verification.
6.8.3 AXLE COUNTER:
In the event of failure of axle counter of concerned block section SM on duty shall initiate
resetting of axle counter after ensuring the complete arrival of the train by SM of other end
Station. After resetting the first train will be piloted „OUT‟ to the concerned Block section for
normalising the system of working. In case failure of Axle counter Block instrument of
concerned block section shall be suspended. Details of operations involved in resetting of
axle counter are given in Appendix-„B‟.
6.8.4 DEFECTIVE SIGNALS:
When signals become defective, the procedure laid down in GR & SR shall be followed. A
signal in the OFF position is the final indication that the points are correctly set for the route,
for which it applies. If, it is found impossible to take OFF a signal the setting of points on the
route to which it applies shall be inspected by the Station Master on duty before the signal is
declared as defective irrespective of what is indicated by the position of the route. [Refer GR
3.68 to 3.46, 3.52 to 3.56, 3.71, 3.80 and SR 3.68.01 (c)].
In case of disconnection of signal and interlocking for repairs and maintenance, procedure
laid down in GR and relevant SRs shall be followed.
In the event of signal showing no lights, Station Master on duty shall before giving line clear,
initiate action in accordance with the procedure prescribed in GR and the relevant SRs.
[Refer GR 3.51, 3.69, 3.49 (4), 3.68 to 3.77].

6.8.5 BLOCK INSTRUMENT:

In the event of partial interruption/ failure of block instrument the concerned block instrument
shall be suspended till its rectification and trains shall work as per GR. [Refer GR 6.02 .03,
6.02.04 and SR 6.02.06].
Both UP and DN advanced Starters are electrically interlocked with respective block
instruments so that the same cannot be taken off unless the concerned block instrument is in
line clear position (TGT). When the block instrument is suspended in „Line clear‟ position, the
concerned advanced Starter must also be treated as suspended.
During the failure of Block Instrument the authority will be T/369(3b) with identification number &
Private Number issued from the station in advance written both in figure and words.

R.Das Pradeep Nagar. D.Nayak

DSTE/SBP Sr. DEN (West)/SBP DOM(G)/SBP
 SWR / KSNG
15
UP and DN Home signals are electrically interlocked with respective block instrument can be
normalised from „TRAIN ON LINE‟ to „LINE CLOSED‟ position, when the corresponding
Home signals are in the „ON position. However, the Home signals can be taken off in case of
failure of the block instruments.
6.8.6 DEFFECTIVE INTERLOCKING:
In the event of interlocking becoming defective, the points will be treated as defective. The SM on
duty on receipt of this information will immediately introduce non-interlocking system of working at
the station. Trains will be Piloted In or Out as the case may be. The SM on duty shall be
responsible for correct setting, clamping and padlocking of points for admission of train.
6.8.7 DEFFECTIVE/DAMAGED POINTS:
When any point fails to operate normally by the route setting operation through panel it is
inevitable to operate the points with crank handle. The SM on duty shall personally ensure
clamping and padlocking of all facing and trailing points on the route. Crank handles are
interlocked with signals and interlocking system. When points become defective, the signals
controlling these points shall be considered defective and vice-versa and the procedure for use of
crank handle for motor operated points shall be followed as per operating manual para-20.06.
The responsibility of correct setting of points, clamping and padlocking the points for
reception and despatch of trains at the station, rests with SM on duty himself.
6.8.8 RECEPTION OF A TRAIN ON BLOCKED LINE:
Whenever trains are to be admitted on an obstructed line the SM on duty shall authorize the
of both facing and trailing end of the concerned route vide SR 3.69.03.
A stop hand signal shall be exhibited by the SM on duty at a distance of not less 45mts. from
the point of obstruction to indicate to the Driver as to where the train shall be brought to a stand.
6.8.9 INSPECTION OF POINTS BEFORE DECLARING THEM DEFECTIVE:
However, before declaring a signal is defective, the setting of the point on the route to which
it applies shall be inspected by the Station Superintendent/Station Master irrespective of the
position of the switches point laid down in GR with relevant SRs shall be followed. [Refer GR
3.68, 3.70 & SR 3.77.01(b)]. Initiate action in accordance with the procedure prescribed in
GR and relevant Subsidiary Rules there to. [Refer GR 3.49(4) and 3.68, 3.77]
6.8.10 ISSUE OF CAUTION ORDER: -
Whenever in consequence of the line being under repair or for any other reason special
precautions are necessary, a caution order detailing the kilometers and speed at which a
train shall travel and the reasons for taking such precautions shall be handed over to driver in
terms of GR 4.09 and SRs thereto.
6.9 WORKING OF MOTOR TROLLEY, MATERIAL LORRIES ETC:
(a) Motor Trolleys are run in accordance with Subsidiary Rules 15.25.03 to 15.25.07.
(b) Material Trolleys will work in accordance with Subsidiary Rules 15.27.05 to 15.27.08
The following precautions must be taken:
i) The section where axle counters are provided in lieu of track circuits, trolleys, motor trolleys,
Lorries etc which are not insulated, shall not be allowed to run except on line clear.
ii) Motor trolleys / tower wagons / material Lorries are not likely to actuate the axle counter
correctly. When they are to run over the sections split by axle counters, the whole section
to be treated as one and next train to be started after the first train has arrived complete.
iii) In all other respects, the working of a light Motor trolley shall conform to the rules laid
down for ordinary trolleys while running without block protection and to those laid own
for motor trolleys while running under block protection or following another light motor
trolley or a motor trolley.

R.Das Pradeep Nagar. D.Nayak

DSTE/SBP Sr. DEN (West)/SBP DOM(G)/SBP
 SWR / KSNG
16
7.0 BLOCKING OF LINES: -
Whenever a running line is blocked either by loose vehicles or by a stabling train or by a train
which is to cross or give precedence to another train, the points in rear should immediately
be set against the blocked line except during shunting movement and reminder collars shall
be placed on the concerned point push button and route button(s) for the blocked lines. A
clear remark in „RED‟ ink shall be made immediately in the train signal register and a record
shall be made in the Station Master‟s diary also. Stable load register is also to be maintained.
The stable load or loose vehicles are to be secured as per General Rules 5.23 and
Subsidiary Rules 5.23.01 to prevent rolling down of vehicles.
7.1 USE OF REMINDER COLLARS:-
Whenever a running line is blocked either by loose vehicles or by stabled train or by a train
which is to cross or give precedence to another train even for a short while or during shunting
operation, the reminder collars must be placed on concerned point push button, signal and
route button(s) for the blocked lines on the operating panel by SM on duty.
7.2 SECURING OF VEHICLES: -
As far as practicable loose vehicles shall not be allowed to stand on the running lines.
However, under unavoidable circumstances, if it is necessary to detach vehicles from a train
or to stable a train and leave them standing on running line, SM on duty shall be responsible
to secure vehicles/stable loads in accordance with GR 5.23 and SR 5.23.01 to prevent rolling
down of vehicles and arrest obstruction fouling of line.
NOTE: Special care shall be taken to secure special type vehicles fitted with roller bearings
while standing in siding or on running lines A stabled load register to be maintained shift wise
as per FORMAT given below: -

1 2 3 4 5 6
Name of SM on Duty Hours Line on which Total no. Time Line
Date
duty From To stabled of wagons blocked

7(a) 7(b) 7(c) 7(d)

No. of Hand No. of wagons on Clamps and pad locks
No. of safety chains
brakes pinned which wooden used to set the line
with pad lock used
down wedges used against blocked line

7(e) 7(f) 8 9 10
Switch nos. on Time Line cleared
Signature of Signature of SM
which reminder Remarks
Date Time SM on duty taken over
collars applied

7.3 ALTERING OF POINTS TO A CLEAR LINE WHEN RUNNING LINE IS BLOCKED:-

a) When a running line is blocked by stable load e.g., wagons, vehicles or by a train which is to
cross or give precedence to another train or immediately after arrival of a train at the station etc.
the points in rear should immediately be set against the blocked line except when shunting or
another movement is required to be performed in that direction on the same line.
b) If all the lines at a station happen to be blocked when line clear has been granted to a train,
the points should be set for the line occupied by a stable load or a goods train in that order
so that in case of a mishap, the chances of casualties are minimized.

R.Das Pradeep Nagar. D.Nayak

DSTE/SBP Sr. DEN (West)/SBP DOM(G)/SBP
 SWR / KSNG
Correction
c) Slip No. 01
Date of Issue: 05.04.2012 17
d) In case all the lines are occupied by passenger carrying trains, points should be set for a loop
line, to negotiate which the speed of the incoming train would be reduced, which in turn would
minimize the consequences of casualties. While doing so, points shall be set for a loop,
occupied by a train, if any, whose engine is facing the direction of approach of the incoming train
rather than a loop line, occupied by a train where a passenger coach will, in case of collision,
receive the impact.
7.4 LOADING AND UNLOADING FROM VEHICLES ON RUNNING LINE:-
Loading and unloading from vehicles on running line is prohibited unless permitted by Sr. DOM /
SBP vide SR 5.19.01.
At stations where loading and unloading of goods is permitted whether full rake or part there of,
the station master shall ensure that no goods are left fouling any line before and after clearance
of the rake from the line. The railway servant supervising loading and unloading shall also ensure
that consignment does not foul any line vide SR 5.19.001: (a).
If the stations are on gradients, the rake should be properly secured as detailed in SR 5.23.01.
During the time of loading / unloading, the station master shall ensure isolation of the lines(s) as
detailed in SR 3.51.06.
8.0 SHUNTING: -
8.1 GENERAL PRECAUTIONS: -
Shunting shall be performed in terms of General Rules 3.46, 3.52 to 3.56, 5.13, 5.14, 5.16, 5.17,
5.19, 5.20 to 5.23, 8.05, 8.06, 8.14, 8.15 and Subsidiary Rules thereto. The
Guard/Asst.Guard/SS/SM/TPM on duty is authorized to supervise shunting operation. Normally
back shunt signals shall be used for shunting operation. In case of non-signalling movement, the
authority for shunting is a shunting order (T-806) to be issued by the SM on duty, which shall be
withdrawn after completion of shunting, or in need when train movement is involved to
receive/despatch trains on the adjacent line. The same shall be cancelled and pasted to its
record foil. The staff supervising shunting shall ensure correct setting, clamping and pad locking
of points.
8.2 SHUNTING IN THE FACE OF APPROACHING TRAIN:
Shunting in the face of an approaching train is prohibited.
8.3 PROHIBITION OF SHUNTING, SPECIAL FEATURES IF ANY: -
(i)Hand, Fly & Loose shunting is not permitted at both ends of the yard.
(ii)SR 4.48.01 is applicable for this station.
8.4 SHUNTING ON SINGLE LINE:- NA
8.5 SHUNTING ON DOUBLE LINE:-
Shunting or obstruction for any other purpose shall not be permitted in the block section in rear
unless it is clear and blocked back vide GR 8.06(2) & BWM 5.15(1) (B). Shunting or obstruction
for any other purpose in the block section in advance is governed by GR 8.06(3) and BWM
5.15(2) (B).
a) Shunting shall not be permitted in the block section in advance unless it is clear and is blocked
forward vide GR 8.06(3).
b) Shunting shall not be permitted outside the station section (i.e., in the block section in rear) unless
it is clear and is blocked back vide GR 8.06(2).
c) When line clear has been given, no obstruction shall be permitted in the Block Section in rear vide
GR 8.06(1).
d) Shunting following a train traveling away: Rule No. 8.06 (3) shall be followed.
e) Shunting up to IBS : NA
f) Shunting beyond IBS : NA
8.6 SHUNTING IN THE SIDING TAKING OFF FROM STATION YARD:-
When shunting in the sidings, relevant GR 5.14 and SRs thereto to be followed. In case of failure
of shunt signals all facing and trailing points of the route shall be clamped and padlocked. While
performing shunting in the block section, relevant GR 8.15 and SRs thereto are to be followed.

R.Das Pradeep Nagar. D.Nayak

DSTE/SBP Sr. DEN (West)/SBP DOM(G)/SBP
 SWR / KSNG
18
9.0 ABNORMAL CONDITIONS: -
(A) THE RULES TO BE OBSERVED IN THE EVENT OF ABNORMAL CONDITION: -
[I] PARTIAL FAILURE OF COMMUNICATION: -
In the event of suspension of Double line Block Instrument and during partial failure of other
available means of communications, trains will be worked in terms of Subsidiary Rule 6.02.06
and Chapter-V of Block Working Manual.
[II] THE AUTHORITY TO PROCEED IN THE OCCUPIED BLOCK SECTION IN CASE OF
OBSTRUCTION OF LINE OR ACCIDENT ETC:-
Rules and Regulations for working of trains on an obstructed line in case of obstruction or
accident on the authority of Block Ticket (T/A-602) when communications are available shall
be followed in accordance with the provisions vide SR 6.02.05, which is summarized as
follows.
After sending a train on block tickets, a following train shall not be dispatched in the same
direction unless:
a) The previous Block Ticket is collected and Cancelled or
b) Necessary endorsement is given on the previous block ticket with the advise to wait at the
site for a next train to follow or
c) The previous train has met with an accident or has been disabled or
d) The Block ticket has been cancelled from the driver of the previous train by the official –in-
charge at the site and kept in the personal custody & shall be kept until the arrival of the next
train and such assurance is given over the telephone installed at the site quoting the serial
number of the Block Ticket so collected.
e) SM will suspend the Absolute Block System of Working and both SMs concerned should
arrange for running of trains on the authority of Block Ticket
f) SM at the dispatching end will hand over to the driver the block Ticket as the authority which
shall include:
i. Caution Order: Existing Speed Restriction/s shall be indicated in the Caution Order
portion. The Speed Restriction to 15 KMPH during clear visibility and 10 KMPH when
visibility is obstructed shall be clearly indicated.
ii. An authority to pass the Stop Signal at “ON” position
g) Before resumption of normal working a message between the SMs of the concerned stations
shall be exchanged with private number.[Ref SR 6.02.05(d)(vi)]
The Block Ticket so issued must be collected by SM of either end with a certificate about the
complete arrival of the train with its time and the section is clear of all obstructions from
Driver/Guard of the train and cancelled.
[III] TRAINS DELAYED IN BLOCK SECTION: -
If a train carrying passenger does not arrive within 10 minutes or if a goods train does not
arrive within 20 minutes after allowing for its normal running time from the station in rear, the
SM at the station in advance shall immediately advise the station in rear and the control this
fact. There after SMs at either end of the Block section shall immediately stop all trains
proceeding in to the block section on adjacent line in either direction and warn the Loco Pilots
and Guards of such trains by issue of suitable Caution Orders. [Refer GR 6.04 & SRs thereto]

[IV] FAILURE/PASSING OF INTERMEDIATE BLOCK STOP SIGNAL AT ON: - NIL

[V] FAILURE OF L V AXLE COUNTERBLOCK/BPAC:
Details of the operation are given in Appendix „B‟ of SWR.
[VI] FAILURE OF MTRC: Not applicable to this station.
(B) PROCEDURE FOR EMERGENCY OPERATION OF POINTS BY CRANK HANDLE:-
Details of the operation are given in Appendix „B‟ of SWR.

R.Das Pradeep Nagar. D.Nayak

DSTE/SBP Sr. DEN (West)/SBP DOM(G)/SBP
 SWR / KSNG
19
(C) CERTIFICATION OF CLEARANCE OF TRACK BEFORE CALLING-ON SIGNAL IS OPERATED
To take „OFF‟ a calling on signal during failure of track circuit on the route, the clearance of
the track over which the train would pass must be physically checked by the SS/SM on duty.
After satisfying himself SS/SM on duty shall initiate the calling on signal operation. The
procedure shall be strictly followed.
(d) REPORTING FAILURE OF POINTS, TRACK CIRCUIT / AXLE COUNTER AND INTERLOCKING:-
In case of failure of any interlocking gear at the station, the failure report should be
communicated by the SS/SM on duty to the sectional Maintainer, the JE/SE/SSE (SIG) of the
Section & others through a memo as per G & SR 3.68.04 & document all such transactions.
9.1 TOTAL FAILURE OF COMMUNICATION: -
In the event of total failure of communications between KSNG-TIG or KSNG-KDLR stations
i.e. when line clear cannot be obtained by any one of the following means stated in order of
preference viz.
(a) Block Instruments, Track Circuits or Axle counters,
(b) Telephone attached to the Block Instruments,
(c) Station to station fixed telephone (hot line)
(d) Fixed telephones such as Railway auto phones & BSNL phones,
(e) Control telephone, and
(f) VHF set.
The trains shall be worked in terms of GR.6.02.03, which is summarized in brief as follows:
(i) Each train before being allowed to enter into the Block Section should be stopped and the
Guard and Driver of the train apprised of the situation.
(ii) The SM will hand over an authority for working of train during total interruption of
communication to the driver of each train which shall include-
a) Authority to proceed without „Line Clear‟. [T/C 602]
b) Authority to pass the Last Stop Signal at its “ON” position, i.e. T/369(3b).
c) A caution order restricting the speed to 25KMPH by day when view ahead is clear and
10KMPH by night or when view ahead is not clear.
(iii) No train shall be allowed to enter the Block Section until there is a clear interval of 30minutes
between the train about to leave and the train, which has immediately proceeded.
(iv) Fixed signals except the last stop signal may be taken “OFF” for the dispatch of the train and
for the reception of the train at the next block station, reception signals may be taken only
after the train has been brought to a stand outside it.
(v) No train shall be backed. In exceptional circumstances when it may be unavoidable, to back
a train, the train shall be backed only after providing protection by placing one detonator at
250 meters and two detonators in 10 meters apart at 500 meters at rear of the point up to
which the train shall be backed.
(vi) On arrival at the next block station the driver shall hand over the „Authority to proceed without
line clear‟ to the SM on duty who will preserve the same for further inspection.
(vii) Before resuming normal working when any means of communication is established. SM of
either end must satisfy that there is no train in the block section and block section clearance
has been obtained from driver/guard/PWI.. [Refer SR 6.02.03].
9.2 TEMPORARY SINGLE LINE WORKING ON A DOUBLE LINE SECTION: -
During temporary single line working when other line is obstructed either between KSNG –
KDLR or KSNG-TIG stations, train shall be worked as per the detail procedure in SR 6.02.01,
which is summarized as below:
(a) Before introducing single line working the SM on duty must satisfy that the line on which
single line working will be introduced is clear and free from all obstructions.
(b) The Lock and Block instrument will be suspended. The Commutators of Lock & Block
Instrument will be kept on “Train on line position”.

R.Das Pradeep Nagar. D.Nayak

DSTE/SBP Sr. DEN (West)/SBP DOM(G)/SBP
 SWR / KSNG
20
(c) SM proposing single line working must issue a message with
(i) The cause of introduction of single line working,
(ii) Line on which the single line will be introduced,
(iii) Source of information about the clearance of the line on which single line will be introduced,
(iv) Place of obstruction,
(v) Restriction of speed, If any,
(vi) Assurance about keeping the last stop signal at „ON‟ position if the train runs on right
line and in case of wrong line all signals are to be kept at „ON‟ position etc under the
exchange of Private Number.
(d) SS/SM on duty at the other end of the block section will acknowledge the message and
confirm the same by a Private Number.
(e) After obtaining line clear for the train from the advance station, the Driver must be given as-.
(i) Authority for Temporary Single Line (TSL) working on double line (T-D/602) indicating there in
 Caution order
 The line on which single line working is introduced.
 The chainage/ kilometer of obstruction.
 Any other speed restriction, if any existing.
 Endorsement to inform all Gang man and Gateman about the single line working (for
the first train only).
 The speed of the first train to be restricted to 25 KMPH subject to other speed restriction.
 Authority to pass Signal in “ON” position
(ii) A pilot memo T/369(3b) to pass the last stop signal at its „ON‟ position. The approach stop
signals at the station in advance may be taken “OFF”. In case a train proceeding on wrong
line, the train shall be piloted out and at the receiving station, the train shall be piloted „IN‟, on
the authority of T/369(3b).
On being ensured that the obstructed line is clear of all obstructions, the SS/SM will resume
normal working after exchanging message with the SS/SM of the other concerned end
supported by private number in consultation with the Section Controller on duty when there is
no train in the block section.
A goods train or an engine may be allowed on wrong line by blocking back the section
without introducing single line working. [Refer SR. 6.02.05(g) (i)]
Whenever total interruption of all communication occurs during single line working on double
line, the procedure detailed in GR should be followed. [Refer SR 6.02.02]
9.3 DESPATCH OF TRAINS UNDER AUTHORITY TO PROCEED WITHOUT LINE CLEAR OR
TO ASSIST THE CRIPPLED TRAIN: -
The Station Master will take action as per SR 6.02.03 for despatch of trains under authority to
proceed without line clear. Actions shall be taken to assist the crippled train as per SR 6.02.05.

In case, it is necessary to allow a train into an obstructed block section due to engine failure,
obstruction or accident, a Block ticket shall be issued in terms of SR 6.02.05. Absolute Block
System on the affected block section shall be suspended and concurrence of the SS/SM at
other end shall be obtained and recorded in caution order register and train signal register.
On the Block ticket (T/A 602), it shall be mentioned in detail the place of obstruction i.e.
Engineering Km., B/Van Km., whether the train is to return or to wait at the place of
obstruction for the arrival of another following train(s) or to proceed to next station.
A caution order shall be issued restricting the speed to 15 KMPH. in day light hours when the
visibility is good and 10 KMPH at night or whenever clear view for 800 Mtrs. is not available.
On arrival at the station, the Block ticket shall be collected with necessary endorsement from
21

R.Das Pradeep Nagar. D.Nayak

DSTE/SBP Sr. DEN (West)/SBP DOM(G)/SBP
 SWR / KSNG
Driver / Guard and be cancelled and pasted to its record foil or shall be sent to the issuing
station for cancellation. In case of an accident/engineering block assurance from SE (P.WAY)
concerned shall be obtained that the line is safe for movement of trains before resumption of
normal working. When the obstruction is removed and an assurance in writing is obtained
from SE (P.WAY) concerned or Guard/Driver, the SS/SM on duty may resume normal
working after exchanging proper messages supported by Private Number.
9.4 TRAINS DELAYED IN BLOCK SECTION
If a train carrying passenger does not arrive within 10 minutes and if a goods train does not
arrive within 20 minutes after allowing for its normal running time from the station in rear, the
SM at the station in advance shall immediately advise the station in rear and the control this
fact. There after SMs at either end of the Block section shall immediately stop all trains
proceeding in to the block section on adjacent line in either direction and warn the Drivers
and Guards of such trains by issue of suitable Caution Orders. [Refer GR 6.04 & SRs
thereto].

10. VISIBILITY TEST OBJECT: -Not Applicable

11. ESSENTIAL EQUIPMENTS AT THE STATION: -

This is mentioned in the Appendix „E‟ of the SWR.
Essential equipment shall be kept ready on hand in good condition with necessary relief stock.
12. FOG SIGNAL MEN NOMINATED TO BE CALLED IN CASE OF FOG: -

The station has been provided with double Distant signals which gives adequate prewarning
to the loco Pilot. Hence, placing of detonators in case of fog shall be dispensed with vide SR
3.61.01.
CERTIFICATE: -
NOTHING IN THESE RULES SHALL BE READ AS CANCELLING, AMENDING AND
MODIFYING ANY OF THE GENERAL RULES, SUBSIDIARY RULES, BLOCK WORKING
MANUAL AND OPERATING MANUAL. THESE RULES HENCEFORTH CANCELL ALL
PREVIOUS STATION WORKING RULES OF KESINGA STATION.

APPENDICES
APPENDIX „A‟ -- WORKING OF L.C. GATE.

SYSTEM OF SIGNALLING AND INTERLOCKING

APPENDIX „B‟ -- AND COMMUNICATION ARRANGEMENTS AT THE
STATION.

APPENDIX „C‟ -- ANTI COLLISION DEVICE (RAKSHA KAVACH).

DUTIES OF TRAIN PASSING STAFF AND STAFF IN

APPENDIX „D‟ --
EACH SHIFT.

LIST OF ESSENTIAL EQUIPMENTS PROVIDED AT

APPENDIX „E‟ --
THE STATION.
RULES FOR WORKING OF DK STATIONS, HALTS,
APPENDIX „F‟ --
IBH, IBS AND OUTLYING SIDINGS.
RULES FOR WORKING OF TRAINS IN
APPENDIX „G‟ --
ELECTRIFIED SECTIONS.
Correction Slip No. 04
Date of Issue: 29.08.2013

R.Das Pradeep Nagar. D.Nayak

DSTE/SBP Sr. DEN (West)/SBP DOM(G)/SBP
 SWR / KSNG
22
A P P E N D I X - „A‟
DETAILS OF LEVEL CROSSING GATES TOGETHER WITH INSTRUCTIONS TO OPERATING
STAFF INCLUDING LEVEL CROSSING GATEMAN ABOUT THEIR NORMAL WORKING, THEIR
MAINTENANCE AND THEIR WORKING IN CASE OF FAILURE / EMERGENCIES WITH
SPECIAL PROVISIONS IF ANY.

1.0 GATE WORKING INSTRUCTIONS OF “SPL” CLASS TRAFFIC INTERLOCKED

LEVEL CROSSING GATE (No.RV-172) AT KM 215.156 IN KSNG STATION YARD.
1.1 DESCRIPTION OF THE LEVEL CROSSING GATE:

1. Number of Level Crossing Gate: - RV-172

2. Engineering or Traffic Gate: - Traffic.
3. Under control of Station Master/PWI: SM/ KSNG.
4. Location KM 215.156 (215/2-3)
5. At. Station: - KSNG.
6. In between stations: - KSNG-TIG
7. BG/MG/NG: - BG.
8. Single line/Double line/Multiple line: - Double Line.
9. Normal Position: - Open to road traffic.
10. Interlocked/Non Interlocked: - Interlocked.
11. Means of interlocking: - EKT
12. Provision of Gate signal at Kms. i) Up line Nil
ii) Dn line NIL
13. Signalling arrangement: - Nil.
14. Means of Communication: Magneto Telephone communication
from Gate Goomty (Cabin) with SM
office/KSNG.
15. Width of level crossing Gate: - 9.5 m.
16. Type of road. (NH/SH/Others): - NH
17. Name of Road: - NH-201
18. Metaled/NonMetaled: Metaled
19. Approach Road: - Metaled
20. Width of the road: - 7.5 m.
21. Angle of road crossing (In case of the skew Gates) ------.
22. Road gradient (If any) i) North/East side- 1 in 150
ii) South/West side- 1 in 150
23. Road alignment (Straight/Curve): - i) North/East side- Curve
ii) South/West side-Straight.
24. Provision of height gauges: - Not provided.
25. Type of Barriers: - Coupled Lifting barriers.
26. Length of checkrails: - 11.5 Meter.
27. Road surface in between Level Xings Gates Metaled.
28. Length of speed breakers: - 9.5 M.
29. Road signs: - Available
30. Speed breaker indication board: - Provided.
31. TVU: - 169245 on 7/2013.
32. Census next due on: - 7/2016
33. Demarcation for placement of Detonators: - Displayed.
34. No. of the Gateman working: - 03
35. Nearest Railway Medical Assistance: - TIG
36. Nearest Private Medical Assistance available (if any) KSNG.
23

R.Das Pradeep Nagar. D.Nayak

DSTE/SBP Sr. DEN (West)/SBP DOM(G)/SBP
 SWR / KSNG
37. List of equipment available Yes//No: - Yes.
1.2. THIS GATE IS PROVIDED WITH EQUIPMENT AS PER SR 16.02.01 AND RECORDS AS
PER SR 16.02.03 AS FOLLOWS:
EQUIPMENT:
ITEMS QUANTITY/NUMBERS
1. Hand signal Lamp Tri Colour Torch 3(5 on Quadruple/Line or twin single line)
2. Hand signal Flag Green 1 mounted on sticks
3. Hand Signal Flag Red. 3 (6 on Quadruple/line or Twin single line and
7 in case Hexable section mounted on sticks)
4. Banner Flag Red 3 (5 on Quadruple/Line or twin single line)
5. Posts for exhibiting red banner flag 2 (4 on Q/Twin single line and 5 on
Hexable section
6. Spares chains with padlocks 2 with stop mark
7. Detonators 10 in tin case
8. Gate Lamps 2
9. Tommy Bar 1
10. Motor Pan 1
11. Spade/Fowrah 1
12. Rammer 1 (in case of asphalted road this may not be provided)
13. Pick Axe 1 (in case of asphalted road this may not be provided)
14. Tin case for flags 1
15. Can for oil 1
16. Water pot/Bucket 1
17. Canister for Muster Roll 1
18. Set of spare spectacles of Gateman
Wearing glasses. 1
19. Board demarcating protection
of level crossing Gate diagram
in case of obstruction on Gate . 1
20. Basket 1
21. Whistle 1
22. Wall clock 1
23. Small size chain with pad locks to be
used in case failure of Boom lock. 2

1.3 THE GATEMAN SHALL BE PROVIDED WITH FOLLOWING REGISTERS: -

i) Gate working instructions in Hindi / English.
ii) Gate working instructions in local vernacular language.
iii) General Rules Book in Local vernacular language.
iv) List for tools and books.
v) Duty Roster.
vi) Certificate for working as gateman.
vii) Bio–Data particulars of Gateman, including date of passing vision test, initial/refresher
course, safety camp etc.
viii) Accident Register.
ix) Records of last census of road traffic at level crossing gate.
x) Public complaint Book.
xi) Inspection Book.

1.4 DUTIES OF GATEMAN:

1. ALERTNESS:
The Gateman on duty shall be alert. He should be prepared to take immediate action, when
24

R.Das Pradeep Nagar. D.Nayak

DSTE/SBP Sr. DEN (West)/SBP DOM(G)/SBP
 SWR / KSNG
danger is apprehended. Keys of the gate shall be in his personal custody.
2. POSITION OF GATE KEEPER DURING PASSAGE OF TRAINS:
During passage of trains, Gateman will stand in the manner indicated below:
i) Gateman will stand attentively in front of the gate – lodge facing the approaching train.
ii) In daytime, Gateman shall hold red and green flags furled up on separate sticks in right and
left hands respectively.
iii) In night time, Gateman shall hold lighted hand signal lamp with white light facing the track.
iv) He shall keep the whistle slung around his neck from a cord.

3. ROUTINE DUTIES OF GATEMAN:

i) Gateman shall ensure that red banner flag by day and red lamp by night is placed across the
track in case of emergency and obstruction on the track.
ii) Gateman shall ensure that all gate lamps and hand signal lamps are lighted and kept burning
continuously from sunset to sunrise.
iii) Gateman shall perform his duties strictly according to the duty roster and shall not leave the gate
unless his reliever arrives and takes over charge from him. However, if it is necessary to leave the
gate in an emergency, he must close & lock the gates against road traffic, before leaving the gate.
iv) Except where otherwise prescribed under special instructions, he shall observe all passing
trains and be prepared to take such action as may be necessary to ensure safety of trains.
v) Gateman shall watch all passing trains and keep sharp look out for any unusual like hot axle,
hanging chains, hanging battery, any vehicle/wagons /trains/battery/box on fire, shifted load,
falling material like brake blocks, brake beams, safety bracket, vacuum cylinder or any other
situation endangering safe running of trains.
vi) Gateman shall also be prepared to repeat any signal which guard may give to driver.
vii) If lifting barriers get damaged or becomes out of order, the Gateman shall use the spare
chain with disc and padlocks for securing the gate against road traffic.
viii) Gateman shall report to the nearest Station Master, Gangmate or Permanent Way Inspector
any defect in his gate or apparatus pertaining to it, as soon as possible.
ix) Gateman shall wear badge and prescribed uniform while on duty at level crossing gate.
x) Gateman shall ensure that he is having competency certificate in his possession while on duty.
xi) Gateman shall work the gate as per gate working instructions & remain well conversant with these instructions.
xii) Gateman shall ensure that equipment supplied at the gate is in good order & ready for immediate use.
xiii) Gateman shall see that the channel for the flange of the wheel is kept clear.
xiv) Gateman must keep the road surface well-watered and rammed in case of unmetalled roads.
xv) Gateman must be vigilant to see that inconvenience to road users due to closure of gates
should be to the minimum possible extent.
xvi) Gateman shall prevent tress passing by persons or cattle to the maximum extent.
4. ACTION IN CASE OF UNUSUAL OCCURRENCE OF TRAIN.
In case Gateman observes anything unusual with a passing train, he shall take following action:
i) He shall take prompt action to warn the driver/guard of the passing train by showing red flag
by day and red light by night.
ii) He shall simultaneously try to draw the attention of the driver/guard by whistling continuously,
shouting, gesticulating, and throwing ballast on the brake van or by any other means.
iii) If driver/guard fails to take notice, Gateman shall immediately inform the Station Master to
take appropriate action, under exchange of private number.

25

R.Das Pradeep Nagar. D.Nayak

DSTE/SBP Sr. DEN (West)/SBP DOM(G)/SBP
 SWR / KSNG
iv) In case of train parting, Gateman shall not show stop hand signal but shall show prescribed signal
for train parting.
v) He shall endeavor to attract the attention of the Driver/Guard by whistling continuously, shouting,
gesticulating, and by raising both hands vertically above, quickly parting them and bringing them
together in repeated Up and Down motion as high and as low as possible.
vi) In case the train does not stop, Gateman shall immediately inform the Station Master to take
appropriate action, under exchange of private number.

5. ACTION IN AN EMERGENCY AT THE LEVEL CROSSING:

i) In case of an obstruction at the level crossing gate, gateman shall maintain the gate signals, if an,
in the „ON‟ position.
ii) Therefore, if he is unable to remove the obstruction, gateman shall immediately advise the SM on
duty, if connected by telephone, regarding the defects/obstructions at the gate, under exchange
of private number.
iii) If there is no response from the Station Master after or three attempts he shall first protect the
gate and then inform on phone.
The gateman shall protect the line as under: -
(A) On Double Line.
i) If both lines are obstructed the Gateman shall plant a red banner flag by day and a red light by
night 5 meters away from the line on which train is expected to arrive first.
ii) Then he will similarly plant the other red banner flag by day and red light by night on the other line
5 meters away from the site of obstruction.
iii) Gateman shall then proceed to protect the gate along with detonators and red flag by day and red
hand signal lamp by night.
iv) Gateman shall proceed exhibiting red flag by day and red hand signal lamp by night on the line on which
a train is expected to arrive first, to a point 600 meters on BG & place one detonator on the line.
Thereafter he shall proceed to a distance 1200m on BG from the level crossing gate and place 3
detonators on the track in 10m apart. Having thus protected the line he shall return to the level crossing
gate picking up the intermediate detonator on his way back.
v) Thereafter, he shall proceed on the other line, showing red hand signal, similarly place detonators
as described in para (iv) above and return to the site of obstruction, picking up the intermediate
detonators on his way back.
vi) Having returned to the gate, he must then take steps to remove the obstruction and warn the
driver of the approaching train.
vii) In case the gateman observes or hears a train approaching when he is still on his way to protect
and before he reaches the stipulated distance to place detonators, he shall place detonators on
the line at a distance as far away as he can go.
viii) Thereafter, he shall light up and fix the fusee to warn the driver and stop the approaching train by
waving his red flag by day red hand signal lamp by night repeatedly.

(B) OTHER ACTIONS TO BE TAKEN BY GATEMAN:

i) At night Gateman shall light two hand signal lamps and take action to exhibit red light and protect
the lines as described in sub paras (a) and (b) above.
ii) If the gate is broken by a road vehicle, which is fouling the track or if lifting barriers or any other
part of the gate foul the track, or if there is any other obstruction at the gate, the Gateman shall
take immediate action.
iii) He shall note down the particulars of the road vehicle, vehicle number, name of the driver, owner and
relay these details to the SM/KSNG and Permanent Way Inspector regarding the particulars and
obstructions at the level crossing gate, through messenger or other means available.

26
1.5 SPECIAL INSTRUCTIONS:

R.Das Pradeep Nagar. D.Nayak

DSTE/SBP Sr. DEN (West)/SBP DOM(G)/SBP
 SWR / KSNG

1. MODE OF OPERATION:
This is a Manned, interlocked traffic L.C.Gate situated at TIG end of the yard in between DN
Starter and DN Adv. Starter signal at Km 215.156. This gate is interlocked with Station stop
signals. Telephone communication is provided between the L C. gate lodge with SM on duty
of KSNG Station. The level crossing gate is of lifting barrier type operated by means of winch
provided at the gate lodge Cabin.

The normal position of the gate is opened to road traffic. A two-lever frame has been
provided at the gate Cabin. The key of the LC remains in the winch normally. When it is
necessary to close the gate, for taking off signals or for shunting operations the SM on duty
shall inform the gate man to close and lock the gate. The gateman shall clear the road traffic
and close the gate by operating the winch and extract key “P” from the winch. The key “P”
shall be inserted into lever No.GF-2 and turned. This will release GF-2. When GF-2 is
reversed it locks the gate boom and releases key-Q. The Gateman transmits the key “Q”
electrically to panel in conjunction with GF-1 reversed. The SS/SM on duty shall then press
the level crossing control button No.35 and common Group Release button. The L.C Gate
closed indication will appear in the panel and SM can take off concerned signal. GF-1 can be
used to put back the concerned signal in case of emergency.

After passage of train or completion of shunting, the SM on duty shall inform the Gateman
and push L.C Gate control button No.35 and common Group Trans button to enable the
Gateman to extract key „Q‟ from the RKT instrument. Gateman shall normalize the lever GF-1
and insert, key-Q in lever GF-2. When GF-2 is normalized it will unlock the gate boom and
release Key-“P”. The Gateman shall extract the control Key-“P” from GF-2 and open the L.C
Gate by operating the winch.
In the event of failure of any UP reception signal or DN despatch signals or during Non
Interlocking working the Traffic Gateman shall be informed and the Train shall be passed in
terms of SR 3.69.02, 3.69.03 and 3.70.01 after ensuring correct closing and locking of L.C
Gate. During this period the L.C Gate shall be opened only when necessary & safe to do so.
The level crossing gate shall be so worked as to cause the least possible inconvenience to
vehicular traffic in consistence with safety.

2. INTIMATION TO GATEMAN:
i) Before taking off reception/departure signals Station Master/KSNG shall inform the gateman, the
number, description, and direction of the train.
ii) The gateman shall close the gate and transfer the key to the Station Master.
iii) The reception/departure signals will then e taken „OFF‟
iv) In order to ensure that road traffic is not held up for a long time, the SM/KSNG must ensure that
the train is ready for departure in all respects before he advises the gateman for closing the gate.
v) When a train has to be piloted to and from the station yard or any shunting movement is to be
done, the staff deputed to pilot the train to perform the shunting across the gate shall be
personally responsible to ensure that the gate is closed against road traffic before allowing any
movement across the gate.

3. FAILURE OF TELEPHONIC COMMUNICATION:

When Telephonic Communication fails or it does not get any response from the Gateman despite
2 or 3 attempts, the following procedure should be adopted:
i) Station Master on duty/ KSNG shall send written advice to the gateman through the porter with
full details of number, description and direction of the train.

27

R.Das Pradeep Nagar. D.Nayak

DSTE/SBP Sr. DEN (West)/SBP DOM(G)/SBP
 SWR / KSNG
ii) Gateman on receipt of such advice shall close the gate and transmit the key to the Station
Master/ KSNG, which will enable him to take „OFF‟ reception/Departure signals.
iii) When sufficient time is not available because of greater frequency of train service, station Master/
KSNG will issue written authority to the train driver to pass the signal at „ON‟ position.
iv) In addition, Station Master/ KSNG shall also issue a caution order advising the driver to whistle
continuously and approach the gate cautiously.
v) The train driver shall be instructed to pass the gate cautiously, on before signaled by the
gateman. If hand signal is not seen, driver should be prepared stop short of the gate and ensure
that gate is closed following GR.3.73.
vi) In case of an approaching train, the Station Master/ KSNG shall advise the Station Master/TIG,
under exchange of private number, that the telephone at the gate has failed.
vii) The station Master/ TIG shall then issue a caution order to the driver before dispatching a train
into the block section from his end.
viii) He should also advise S&T staff responsible for maintenance of the telephone rectify the defect at the earliest.
ix) Normal working will be resumed only after S&T staff rectify the telephone and issue reconnection
/fit memo for the same.

4. FAILURE OF LIFTING BARRIERS:

i) When the gate cannot be closed due to failure of lifting barriers, the gateman will immediately inform, the
SM on duty/ KSNG, under exchange of PN, and ensure the lifting barriers of gate do not foul the track.
ii) He shall immediately fix red banner flag by day and red light by night on the post at that end first
from which the train is approaching and then at the other end.
iii) Gateman shall secure the gate against road traffic by means of safety chains and padlocks.
iv) After securing the gate against road traffic, gateman shall show green hand signal flag by day and
green light by night to the driver of the approaching train.
v) Station Master on duty/ KSNG shall issue a caution order to the driver of a departing train.
vi) He shall also advise the SM/ TIG at the despatching end, under exchange of PN, to similarly issue a
caution order to the driver before despatching an UP train into the block section from his end.
vii) SM/ KSNG will advise maintenance staff responsible for maintenance of lifting barriers to repair
the defect at the earliest.
viii) Normal working will resumed only after maintenance staff repair the barrier and issue
reconnection/fit memo for the same.

5. FAILURE OF THE GATE KEY WITH THE GATE IN CLOSED POSITION WHEN GATE KEY
CANNOT BE EXTRACTED FOR OPENING THE GATE.
i) If the gate key cannot be extracted from the gate leaves or the key transmitter, then gateman
must immediately inform the SM/KSNG on duty on telephone, under exchange of private number.
ii) Thereafter, the gate must be treated as non – interlocked and procedure for reception/ despatch
of trains as prescribed for non – interlocked gate should be adopted.
iii) Station Master on duty/ KSNG shall issue a caution order to the driver of a departing train.
iv) He shall also advise the SM/TIG at the despatching end, under exchange of PN, to similarly issue
a caution order to the driver before despatching a train into the block section from his end.
v) Station Master/ KSNG will advise S&T staff responsible for maintenance of winch /key transmitter
to rectify the defect at the earliest.
vi) Normal working will resumed only after S&T staff repairs the winch/key transmitter/key transmitter
and issue reconnection/fit memo for the same.
6. FAILURE OF THE GATE KEY,WITH THE GATE IN OPEN CONDITION:
i) If the gate key cannot be extracted from the winch, gate lever or key transmitter then gateman
must immediately inform the Station Master on duty/ KSNG on telephone, under exchange of PN.
28

R.Das Pradeep Nagar. D.Nayak

DSTE/SBP Sr. DEN (West)/SBP DOM(G)/SBP
 SWR / KSNG
ii) Thereafter, the gate must be treated as non-interlocked and procedure for reception/despatch of
trains as prescribed for non interlocked gate should be adopted.
iii) Gateman shall secure the gate against road traffic by means of chains and padlocks and pass the
trains on hand signals.
iv) Station Master on duty/ KSNG shall issue caution order to the driver of a departing train.
v) He shall also advise the station Master/TIG at the despatching end, under exchange of private
number, to similarly issue a caution order to the driver before despatching a train into the block
section from his end.
vi) Station Master/ KSNG will advise S&T staff responsible for maintenance of winch/key transmitter
to rectify the defect at the earliest.
vii) Normal working will resumed only after S&T staff repair the winch/key transmitter and issue
reconnection/fit memo for the same.
7. OBSTRUCTION AT THE GATE:
i) If the gate is broken by a road vehicle which is fouling the track, or if lifting barriers or any other
part of the gate foul the track, or if there is any other obstruction at the gate, the gateman shall
immediately fix red banner flag by day and red lamp by night on posts provided at both ends of
the gate, for this purpose.
ii) Immediately after this, the gateman shall advise the Station Master/ KSNG on duty, regarding the
defects/obstruction at the gate, under exchange of private number.
iii) Stationmaster/ KSNG on duty shall be advised to put the reception/departure signals back to „ON‟
position, if taken „OFF‟ for a train.
iv) If there is no response from the Station Master / KSNG after two or three attempts, he shall first
protect the gate and then inform on phone.
v) Gateman shall then rush with detonators, fusee and red flag by day and red hand signal lamp by
night in the direction of the approaching train and protect the gate as stipulated in General
Instruction for duties of gateman under item No.1.5. (5).
vi) Thereafter he shall protect the gate from the other direction also.
vii) He shall note down the particulars of the road vehicle, name of the driver, owner and reply these
details to the station Master/ KSNG who shall not start the trains unless he has been assured by
the gateman that the road vehicle or the lifting barriers are not fouling the track.
viii) The Station Master/ KSNG shall also inform the station Master/TIG at the despatching end, under
exchange of private number, asking him not to despatch any train in the block section from his
end, until the track has been cleared of all obstructions.
ix) After the track has been cleared of all obstructions the gateman shall inform the Station Master/
KSNG accordingly, under exchange of private number.
x) Station Master/ KSNG shall then issue a caution order to drivers of all trains to proceed
cautiously, and pass the gate signal at „ON‟ position on green hand signal of the gateman, if the
gate is broken, but is clear of any obstruction.
xi) Gateman shall secure the gate against road traffic by means of safety chains and padlocks and
they‟re after exhibit green hand signal, if the gate is not obstructed.
xii) Station Master/ KSNG shall advise maintenance staff responsible for maintaining the lifting
barriers to repair the same at the earliest.
xiii) Normal working will be resumed only after maintenance staffs rectify the defective lifting barriers
and issue reconnection/fit memo for the same.

8. OBSTRUCTION ON THE TRACK NEAR LEVEL CROSSING GATE:

If there is a rail fracture or obstruction on the track due to falling of a tree, fouling by road vehicle
or derailment which is visible to the gateman, the gateman and Station Master/ KSNG will adopt
the procedure given under item No. 7 above. If the obstruction fouls the level Crossing Gate,
gateman must keep the gate closed against road traffic till the track is cleared of the obstruction.
Correction Slip No. 04
Date of Issue: 29.08.2013

R.Das Pradeep Nagar. D.Nayak

DSTE/SBP Sr. DEN (West)/SBP DOM(G)/SBP
 SWR / KSNG
29
2. 0 GATE WORKING INSTRUCTIONS OF “C” CLASS ENGG. NON-INTERLOCKED LEVEL
CROSSING GATE (NO-RV-175) AT KM 218.469 BETWEEN KSNG-KDLR STATIONS.

2.1 GENERAL INSTRUCTIONS: -

2.1.1 DESCRIPTION OF THE LEVEL CROSSING GATE:

1. Number of Level Crossing Gate: - RV-175.

2. Engineering or Traffic Gate: - Engineering.
3. Under control of Station Master/PWI: PWI.
4. Location KM 218.469 (218/7)
5. At. Station: - ----.
6. In between stations: - KSNG-KDLR.
7. BG/MG/NG: - BG.
8. Single line/Double line/Multiple line: - Double Line.
9. Normal Position: - Open to road traffic.
10. Interlocked/Non Interlocked: - Non-interlocked.
11. Means of interlocking: - NIL.
12. Provision of Gate signal at Kms. i) UP line Nil
ii) Dn line NIL
13. Signalling arrangement: - NIL.
14. Means of Communication: Telephone Communication
from Gate Goomty to SM office / KSNG.
15. Width of level crossing Gate: - 7.5 Meters.
16. Type of road. (NH/SH/Others): - Others(Village.)
17. Name of Road: - The Village road.
18. Metaled/Non Metaled: Metaled
19. Approach Road: - Metaled
20. Width of the road: - 5.5 m.
21. Angle of road crossing (In case of the skew Gates) 86 (LH curve).
22. Road gradient (If any) i) North side- 1 in 32
ii) South side- 1 in 32.
23. Road alignment (Straight/Curve): - i) North Side- Straight
ii) South side- Straight.
24. Provision of height gauges: - Not Provided
25. Type of Barriers: - Winch Operated Lifting barriers.
26. Length of check rails: - 9.5 Meter.
27. Road surface in between Level Xings Gates: - CC Bocks.
28. Length of speed breakers: - 7.5 Meters.
29. Road signs: - Available
30. Speed breaker indication board: - Provided.
31. TVU: - 11734 on 07/2013.
32. Census next due on: - 07/2016.
33. Demarcation for placement of Detonators: - Displayed.
34. No. of Gateman working: - 02.
35. Nearest Railway Medical Assistance: - TIG.
36. Nearest Private Medical Assistance available (if any)KSNG.
37. List of equipment available Yes//No: - yes.
2.2. EQUIPMENT:
ITEMS QUANTITY/NUMBERS
1. Hand signal Lamp/ Tri Colour Torch 3 (5 on Quadruple/Line or twin single line)
2. Hand signal Flag Green 1 mounted on sticks.
Correction Slip No. 01 30
Date of Issue: 05.04.2012

R.Das Pradeep Nagar. D.Nayak

DSTE/SBP Sr. DEN (West)/SBP DOM(G)/SBP
 SWR / KSNG

3. Hand Signal Flag Red. 3 (6 on Quadruple/line or Twin single line & 7

in case Hexaple section mounted on sticks)
4. Banner Flag Red 3 (5 on Quadruple/Line or twin single line)
5. Posts for exhibiting red banner flag 2 (4 on Q/Twin single line & 5 on Hexaple section)
6. Spares chains with padlocks 2 with stop mark
7. Detonators 10 in tin case
8.. Gate Lamps 2
9. Tommy Bar 1
10. Motor Pan 1
11 Spade/Fowrah 1
12. Rammer 1 (in case of asphalted road this may not be provided)
13. Pick Axe 1 (in case of asphalted road this may not be provided)
14. Tin case for flags 1
15. Can for oil 1
16. Water pot/Bucket 1
17. Canister for Muster Roll 1
18. Set of spare spectacles of Gateman
Wearing glasses. 1
19. Board demarcating protection of L.C.Gate
diagram in case of obstruction on Gate . 1
20. Basket 1
21. Whistle 1
22. Wall clock 1
23 Small size chain with pad locks to be
used in case failure of Boom lock. 2

2.3 THE GATEMAN SHALL BE PROVIDED WITH FOLLOWING REGISTERS: -

i) Gate working instructions in Hindi / English.
ii) Gate working instructions in local vernacular language.
iii) General Rules Book in Local vernacular language.
iv) List for tools and books.
v) Duty Roster.
vi) Certificate for working as gateman.
vii) Bio–Data particulars of Gateman, including date of passing vision test, initial/refresher
course, safety camp etc.
viii) Accident Register.
ix) Records of last census of road traffic at level crossing gate.
x) Public complaint Book.
xi) Inspection Book.

2.4 DUTIES OF GATEMAN:

1. ALERTNESS:
The gateman on duty shall be alert. He should be prepared to take immediate action, when
danger is apprehended. Keys of the gate shall be in his personal custody.
2. POSITION OF GATE KEEPER DURING PASSAGE OF TRAINS:
During passage of trains, gateman will stand in the manner indicated below:
i) Gateman will stand attentively in front of the gate – lodge facing the approaching train.
ii) In daytime, gateman shall hold red and green flags furled up on separate sticks in right and
left hands respectively.
Correction
iii) Slip No. 01
Date of Issue: 05.04.2012

R.Das Pradeep Nagar. D.Nayak

DSTE/SBP Sr. DEN (West)/SBP DOM(G)/SBP
 SWR / KSNG
31
iv) In nighttime, gateman shall hold lighted hand signal lamp with white light facing the track.
v) He shall keep the whistle slung around his neck from a cord.

3. ROUTINE DUTIES OF GATEMAN:

i) Gateman shall ensure that red banner flag by day and red lamp by night is placed across the
track whenever the gate is kept in open condition for passage of road vehicles.
ii) Gateman shall ensure that all gate lamps and hand signal lamps are lighted and kept burning
continuously from sunset to sunrise.
iii) Gateman shall perform his duties strictly according to the duty roster and shall not leave the
gate unless his reliever arrives and takes over charge from him. However, if it is necessary to
leave the gate in an emergency, he must close and lock the gate against road traffic, before
leaving the gate.
iv) Except where otherwise prescribed under special instructions, he shall observe all passing
trains and be prepared to take such action as may be necessary to ensure safety of trains.
v) Gateman shall watch all passing trains and keep sharp look out for any unusual like hot axle,
hanging chains, hanging battery, any vehicle/wagons /trains/battery/box on fire, shifted load,
falling material like brake blocks, brake beams, safety bracket, vacuum cylinder or any other
situation endangering safe running of trains.
vi) Gateman shall also be prepared to repeat any signal which guard may give to driver on
walkie – talkie or in any other way.
vii) If lifting barriers get damaged or becomes out of order, the gateman shall use the spare chain
with disc and padlocks for securing the gate against road traffic.
viii) Gateman shall report to the nearest Station Master, Gangmate or Permanent Way Inspector
any defect in his gate or apparatus pertaining to it, as soon as possible.
ix) Gateman shall wear badge and prescribed uniform while on duty at level crossing gate.
x) Gateman shall ensure that he is having competency certificate in his possession while on duty.
xi) Gateman shall work the gate as per gate working instructions and remain well conversant
with these instructions.
xii) Gateman shall ensure that equipment supplied at the gate is in good order and ready for
immediate use.
xiii) Gateman shall see that the channel for the flange of the wheel is kept clear.
xiv) Gateman must keep the road surface well-watered and rammed in case of unmetalled roads.
xv) Gateman must be vigilant to see that inconvenience to road users due to closure of gates
should be to the minimum possible extent.
xvi) Gateman shall prevent tress passing by persons or cattle to the maximum extent.

4. ACTION IN CASE OF UNUSUAL OCCURRENCE OF TRAIN.

In case gateman observes anything unusual with a passing train, he shall take following action:
i) He shall take prompt action to warn the driver/guard of the passing train by showing red flag
by day and red light by night.
ii) He shall simultaneously try to draw the attention of the driver/guard by whistling continuously,
shouting, gesticulating, and throwing ballast on the brake van or by any other means.
iii) If driver/guard fails to take notice, gateman shall immediately inform the station
Master/KSNG, to take appropriate action, under exchange of private number.
Correction
iv) Slip No. 01
Date of Issue: 05.04.2012

R.Das Pradeep Nagar. D.Nayak

DSTE/SBP Sr. DEN (West)/SBP DOM(G)/SBP
 SWR / KSNG
32

v) In case of train parting, gateman shall not show stop hand signal but shall show prescribed
signal for train parting.
vi) He shall endeavor to attract the attention of the Driver/Guard by whistling continuously,
shouting, gesticulating, and by raising both hands vertically above, quickly parting them and
bringing them together in repeated Up and Down motion as high and as low as possible.
vii) In case the train does not stop, gateman shall immediately inform the Station Master/KSNG,
to take appropriate action, under exchange of private number.

5. ACTION IN EMERGENCY AT THE LEVEL CROSSING:

i) In case of an obstruction at the level crossing gate, he shall place banner flag/red light lamps
on the stave on track at 5 m. away from the edge of the road at Level Crossing.
ii) Thereafter, if he is unable to remove the obstruction, gateman shall immediately advise the
SM/KSNG on duty, regarding the defects/obstructions at the gate, under exchange of PN.
iii) If there is no response from the Station Master/KSNG after three attempts, he shall first
protect the gate and then inform on phone.

The gateman shall protect the line as under: -

(A) ON DOUBLE LINE.
i) If both the lines are obstructed the Gateman shall plant a red banner flag by day and a red
light by night 5 meters away from the line on which train is expected to arrive first.
ii) Then he will similarly plant the other red banner flag by day and red light by night on the other
line 5 meters away from the site of obstruction.
iii) Gateman shall then proceed to protect the gate along with detonators, red flag by day and
red hand signal lamp by night.
iv) Gateman shall proceed exhibiting red flag by day and red hand signal lamp by night on the
line on which a train is expected to arrive first, to a point 600 meters on BG and place one
detonator on the line. Thereafter he shall proceed to a distance 1200 meters on BG from the
level crossing gate and place 3 detonators on the track in 10 meters apart. Having thus
protected the line he shall return to the level crossing gate picking up the intermediate
detonator on his way back.
v) Thereafter, he shall proceed on the other line, showing red hand signal, similarly place
detonators as described in para (iv) above and return to the site of obstruction, picking up the
intermediate detonator on his way back.
vi) Having returned to the gate, he must then take steps to remove the obstruction and warn the
driver of the approaching train.
vii) In case the gateman observes or hears a train approaching when he is still on his way to
protect and before he reaches the stipulated distance to place detonators, he shall place
detonators on the line at a distance as far away as he can go.
viii) Thereafter, he shall stop the approaching train by waving his red flag by day red hand signal
lamp by might repeatedly.

(B) OTHER ACTIONS TO BE TAKEN BY GATEMAN:

i) At night Gateman shall light two hand signal lamps and take action to exhibit red light and
protect the lines as described in sub paras (a) and (b) above.
ii) If the gate is broken by a road vehicle, which is fouling the track, or if lifting barriers or any
other part of the gate foul the track, or if there is any other obstruction at the gate, the
gateman shall take immediate action.

R.Das Pradeep Nagar. D.Nayak

DSTE/SBP Sr. DEN (West)/SBP DOM(G)/SBP
 SWR / KSNG
Correction Slip No. 01
Date of Issue: 05.04.2012
33
iii) He shall note down the particulars of the road vehicle, vehicle number, name of the driver,
owner and relay these details to the Station Master/KSNG and Permanent Way Inspector
regarding the particulars and obstructions at the level crossing gate, through messenger or
other means available.

2.5 SPECIAL INSTRUCTIONS:

1. MODE OF OPERATION:
This is a Non-interlocked „C‟ Class Engineering L.C.Gate situated at Km 218/7 between
KSNG-KDLR stations. This gate is provided with winch operated coupled lifting barriers. The
gateman closes and opens the lifting barriers of gate manually by operating the winch.
Telephone communication is provided between the L C. gate lodge and SM‟s office of KSNG
station. The level crossing gate is normally kept open to road traffic and closed against road
traffic for passage of trains. Station Master / KSNG authorizes the gateman to open the
L.C.Gate after complete passage of train from the gate by observing tail board/ tail lamp. The
gateman before opening the gate shall ensure that SM has not advised him to keep the gate
closed for any other train from the same direction or from other direction. He shall display a
banner flag across the track while the gate is in open condition.

2. EXCHANGE OF PRIVATE NUMBERS :

(a) When Gate is connected with the station at the dispatching end:
i) Station Master / KSNG at the dispatching end shall advise the gateman the number,
description, direction and expected time of the passage of the train at the gate, under
exchange of private number.
ii) Such advice shall be given before taking „OFF‟ departure signal or giving an authority
to proceed to the driver.
iii) The gateman on receipt of the advice shall close the gate well in time and confirm the
same, under exchange of private number.
iv) Station Master / KSNG will take off the departure signals after getting the private
number of the gateman.
v) Gates cannot be opened unless authorized by the SM/KSNG, under exchange of
private number.
(b) When Gate is connected with the station at the receiving end:
i) Station Master /KDLR at the despatching end shall advise the Station Master / KSNG
at the other end the number, description, direction and expected time of passage of
the train at the gate, under exchange of private number.
ii) Such advice shall be given before obtaining line clear.
iii) Station Master / KSNG at the receiving end shall in turn convey the same advice to
the gateman, under exchange of private number.
iv) Gateman shall close the gate and thereafter give his private number to the Station
Master / KSNG.
v) Only then shall the Station Master / KSNG at the receiving end grant line clear to the
Station Master /KDLR at the despatching end.
vi) Gates cannot be opened unless authorized by the SM/KSNG, under exchange of
private number.

3. FAILURE OF TELEPHONE COMMUNICATION:

When Telephonic Communication fails or it does not get any response from the Gateman
despite 2 or 3 attempts, the following procedure shall be adopted:
i) The station Master/ KSNG at the dispatching end shall then issue a caution order to
the driver before dispatching a train in the block section from his end.

R.Das Pradeep Nagar. D.Nayak

DSTE/SBP Sr. DEN (West)/SBP DOM(G)/SBP
 SWR / KSNG
Correction
vi) Slip No. 01
Date of Issue: 05.04.2012 34

ii) The caution order should advise the driver to whistle continuously and approach the
gate cautiously.
iii) The driver should be instructed to pass the gate cautiously, on being hand signaled
by the gateman. If hand signal is not seen, driver should be prepared to stop short of
the gate and depute his Assistant driver will give the all right signal and if the gate is
not closed the Assistant driver must close the gate and then give the all right signal. In
the absence of the Assistant driver, the driver may take the assistance of the
Assistant Guard/Guard and shall stop clear of the level crossing to pick up the
Assistant driver who will reopen the gate for passage of the road traffic.
iv) In case of an approaching train, the Station Master/ KSNG shall advise the Station
Master/KDLR dispatching end, under exchange of private number that the telephone
at the gate has failed.
v) The Station Master at the despatching end shall then issue a caution order to the
driver before despatching a train in the block section from his end.
vi) Station Master/ KSNG shall also advice to the gateman through Gangman/Patrolman
or driver of the first train that the telephone has become defective.
vii) He should also advise S&T staff responsible for maintenance of the telephone rectify
the defect at the earliest.
viii) Normal working will be resumed only after S&T staff rectify the telephone and issue
reconnection /fit memo for the same.
4. FAILURE OF LIFTING BARRIERS:
(i) When the gate cannot be closed due to failure of lifting barriers, the gateman will
immediately inform the station Master on duty/ KSNG, under exchange of Private
number, and ensure that lifting barriers of gate do not foul the track.
(ii) He shall immediately fix red banner flag by day and red light by night on the post at
that end first from which the train is approaching and then at the other end.
(iii) Gateman shall secure the gate against road traffic by means of safety chains and
padlocks.
(iv) After securing the gate against road traffic, he shall show green hand signal flag by
day and green light by night to the driver of an approaching train.
(v) Station Master on duty/ KSNG shall issue caution order to the driver of departing
train.
(vi) He shall also advise the Station master/KDLR at the despatching end, under
exchange of private number, to similarly issue a caution order to the drive before
despatching a train in the block section from his end.
(vii) He should also advise maintenance staff responsible for maintenance of the lifting
barriers to rectify the defect at the earliest.
(viii) Normal working will be resumed only after maintenance staff rectify the lifting barriers
and issue reconnection/fit memo for the same.
5. OBSTRUCTION AT THE GATE:
i) If the gate is broken by a road vehicle which is fouling the track, or if lifting barriers or
any other part of the gate foul the track, or if there is any other obstruction at the gate,
the gateman shall Immediately fix red banner flag by day and red lamp by night on
posts provided at both ends of the gate, for this purpose.
ii) Immediately after this, the gateman shall advise the Station Master/ KSNG, regarding
the defects/obstruction at the gate, under exchange of private number.
iii) Stationmaster on duty shall be advised to put the reception/departure signals back to
„ON‟ position, if taken „OFF‟ for a train.
iv) If there is no response from the Station Master / KSNG after two or three attempts, he
shall first protect the gate and then inform on phone.

R.Das Pradeep Nagar. D.Nayak

DSTE/SBP Sr. DEN (West)/SBP DOM(G)/SBP
 SWR / KSNG

Correction Slip No. 01 35

Date of Issue: 05.04.2012

v) Gateman shall then rush with detonators and red flag by day and red hand signal
lamp by night in the direction of the approaching train and protect the gate as
stipulated in General Instruction for duties of gateman under item No.2.4. (5).
vi) Thereafter he shall protect the gate from the other direction also.
vii) He shall note down the particulars of the road vehicle, name of the driver, owner and
reply these details to the station Master/ KSNG who shall not start the trains unless
he has been assured by the gateman that the road vehicle or the lifting barriers are
not fouling the track.
viii) The Station Master/ KSNG shall also inform the station Master/KDLR at the
despatching end, under exchange of private number, asking him not to despatch any
train in the block section from his end, until the track has been clear of all obstruction.
ix) After the track has been cleared of all obstructions the gateman shall inform the
Station Master accordingly, under exchange of private number.
x) Station Master/ KSNG shall then issue a caution order to drivers of all trains to
proceed cautiously, and pass the gate signal at „ON‟ position on green hand signal of
the gateman, if the gate is broken, but is clear of any obstruction.
xi) Gateman shall secure the gate against road traffic by means of safety chains and
padlocks and they‟re after exhibit green hand signal, if the gate is not obstructed.
xii) Station Master/ KSNG shall advise maintenance staff responsible for maintaining the
lifting barriers to repair the same at the earliest.
xiii) Normal working will be resumed only after maintenance staffs rectify the defective
lifting barriers and issue reconnection/fit memo for the same.

6. OBSTRUCTION ON THE TRACK NEAR LEVEL CROSSING GATE:

If there is a rail fracture or obstruction on the track due to falling of a tree, fouling by road
vehicle or derailment which is visible to the gateman, the gateman and Station Master/ KSNG
will adopt the procedure given under item No.5 above. If the obstruction fouls the level
Crossing Gate, gateman must keep the gates closed against road traffic till the track is
cleared of the obstruction.

R.Das Pradeep Nagar. D.Nayak

DSTE/SBP Sr. DEN (West)/SBP DOM(G)/SBP
 SWR / KSNG
Correction
vii) Slip No. 02
Date of Issue: 18.09.2012 36
APPENDIX – „B‟

DETAILS OF SIGNALLING AND INTERLOCKING INSTALLATIONS, INSTRUCTIONS FOR

WORKING THEM NORMALLY AND IN EMERGENCIES ETC., INCLUDING POWER SUPPLY
ARRANGEMENTS.

1.0 BRIEF DESCRIPTION OF THE SIGNALLING & INTERLOCKING INSTALLATIONS:

This is a „B‟ Class Station with Standard III (R) Interlocking (with isolations). The points and
Signals are power operated from composite miniature central panel installed in the Station
Master‟s Office. The Station is equipped with manually operated Multi Aspect Colour Light
Signalling.
1.1 DESCRIPTION OF PANEL:
The yard layout is depicted on the panel and the panel is fixed parallel to the track so that
when SM/SM on duty faces the panel, the yard drawing of the panel corresponds to the
actual layout.
1.1.1 DESCRIPTION OF POINT PUSH BUTTON (RUNNING LINE POINT) :-
Srl No Point No. Colour Description
1 18 BLACK Crossover point between DN & UP Main line at KDLR end.
2 19 BLACK Crossover point between DN & UP Main Line at TIG end.
3 20 BLACK Crossover point between DN & UP Main line at KDLR end.
4 21 BLACK Crossover point between DN & UP Main Line at TIG end
5 22 BLACK Crossover point between DN Main line & line No.-4 at KDLR end
6 23 BLACK Crossover point between UP Main line and line No. 1 at TIG end
7 24 BLACK Crossover point between UP Main line and line No. 1 at KDLR end
8 25 BLACK Crossover point between DN Main line and line No. 4 at TIG end
9 26 BLACK Crossover point between line No. 1 and Goods Siding at KDLR end
10 28 BLACK DS point of Sick Siding on overrun line of line No. 1 at KDLR end.

1.1.2 DESCRIPTION OF POINT GROUP BUTTONS: -

There are two buttons at the top of panel, one for Normal and one for Reverse operation of
points. These are coloured Black with red dot. The button is operated in conjunction with
point button to operate the concerned point to the required setting.
1.1.3 OPERATION OF POINTS BY POINT PUSH BUTTONS: -
Points are operated for NORMAL to REVERSE or vice versa by operating concerned point
push button along with common point group button for normal or reverse operation. When the
points are required to be set from normal to reverse, the concerned point push button along
with common point group button for reverse operation are to be pressed simultaneously. As
soon as the operation is initiated the WHITE indication will start flashing till the point is
correctly set to reverse at site and steady WHITE indication glows. Similar operation shall be
done when the points are required to be set from reverse to normal. Only one point can be
operated individually at a time.
1.2.0 POINT INDICATIONS: -
Points are normally operated automatically along with route setting operation. However,
required points can also be operated individually. For this, POINT BUTTONS, which are
BLACK in colour, are fitted over the point layout on the panel board. The individual operation
of the electric point machine is controlled by these point push buttons in conjunction with the
POINT GROUP BUTTON (which are BLACK with red dot on it) „N‟ or 'R‟ as per requirement
fitted on the top of panel board. The indication for points are as follows:-

R.Das Pradeep Nagar. D.Nayak

DSTE/SBP Sr. DEN (West)/SBP DOM(G)/SBP
 SWR / KSNG
37
1.2.1. When a point is set and locked in Normal position, a horizontal „WHITE‟ indication appears
suggesting that the point is set in NORMAL position.
1.2.2 When a point is set and locked in REVERSE position, a diagonal „WHITE‟ indication appears
suggesting that the point is set in REVERSE position.
1.2.3 When the points of any route have been correctly set and relevant signal taken „OFF‟, RED
indication near the point on the panel appears indicating that the concerned points are locked
either in NORMAL or REVERSE position as the case may be.
1.2.4 When the points are not set or locked either in NORMAL or in REVERSE correctly, the
normal and reverse steady indication will not be there but the WHITE indication will start
flashing till such time the point is housed & locked properly in one of the positions. In such
case points are to be set at both ends by crank handle and clamped and padlocked. This
WHITW indication will flash during operation of point also. After completion operation of point
during crank handle operation, NORMAL or REVERSE indication appears on panel.
1.2.5 All points over running lines are operated by electric point machines.

1.2.6 NON SETTING OF POINTS: -

The cause for non-setting of the point in the desired position shall be checked up by the
SS/SM on duty according to GR & SR 3.68.01 (C). If there is a defect other than any
obstruction, then the point shall be considered defective and action shall be taken for
clamping and padlocking of these points in the desired position by Station Master on duty
himself for all trains according to SR 3.69.03 (C). In such case both ends of the points shall
be clamped and padlocked.

1.2.7 DESCRIPTION OF CRANK HANDLE BUTTONS:

All motor operated points in the yard have been grouped into five crank handle zones for
emergency / manual operation of points by crank handles as follows:

SL COLOUR OF
CRANK HANDLE CONTROL POINTS
NO. BUTTON
1 CH-01 BLUE 18, 20
2 CH-02 BLUE 19, 21
3 CH-03 BLUE 22, 25
4. CH-04 BLUE 23, 24
5. CH-05 BLUE 26, 28

Crank Handle buttons must be operated in conjunction with GROUP TRANS & GROUP
RELEASE button to transmit or receive the crank handle.

1.3.0 SIGNAL PUSH BUTTON:

Push buttons for operation of signals are provided near the signals on the panel. These are
operated in conjunction with Route button (white coloured) to operate the signals.

1.3.1 DESCRIPTION OF SIGNAL BUTTONS:

SL. BUTTON
COLOUR DESCRIPTION
NO. NO.
01 S1 RED UP Home Signal for Line No. 1, 2 & 4
02 C1 RED with WHITE DOT UP calling on Signal for line No. 1, 2 & 4
03 S2 RED DN Home Signal for Line No. 1, 3 & 4

R.Das Pradeep Nagar. D.Nayak

DSTE/SBP Sr. DEN (West)/SBP DOM(G)/SBP
 SWR / KSNG
38
04 C2 RED with WHITE DOT DN calling on Signal for line No. 1, 3 & 4
05 SH3 YELLOW Shunting towards line No. 1, 2,3 & 4
06 SH4 YELLOW Shunting towards line No. 1, 2,3 & 4
07 SH6 YELLOW Shunting towards line No. 1 from sick line.
08 S7 RED UP starter signal of line No.1
09 SH7 YELLOW Shunting towards sick line & goods siding from line No. 1
Shunting towards line No. 1 and goods siding from
10 SH8 YELLOW
goods handling siding.
11 S9 RED UP starter on line No. 4
12 S10 RED DN starter from line No. 4
13 S11 RED UP starter from line No. 2
14 S12 RED DN starter on line No. 1
15 S13 RED UP Adv. Starter signal towards KDLR.
16 S14 RED DN starter on line No. 3
17 S16 RED DN Adv. Starter signal towards TIG.

1.3.2 SIGNAL INDICATIONS: -

All signals in the yard are depicted on the panel along side the track as per their respective
position in the yard. The aspects of all signals in the yard, at any time, are shown on the
signal indications depicted on panel.

2.0 ROUTE BUTTONS: -

Route buttons are provided separately on each running line on the panel for initiation of route
(viz. L1 UN, L1 UN1, L2 UN, L3 UN, L4 UN & L4 UN1). Common route buttons are also
provided for taking off starters (viz.: 13AT UN, 16AT UN). An individual route button is
provided for taking off Advance starter (Viz.: 13 UN, 16 UN). Besides these GSUN1, GSUN2
and SSUN are provided for shunting into the siding lines. For clearing the signals it is
necessary to operate the signal buttons and the concerned route button concurrently. In the
panel, the routes are set automatically by operation of entry and exit button.

2.1 DESCRIPTION OF ROUTE BUTTONS

Srl. Button
Colour Description
No. No.
Common route button for UP & DN Home, for line No. 1 (Common
1 L1 UN WHITE
loop) setting overlap up to advanced starters.
Common route button for UP & DN Home overlap setting to dead
WHITE with
2 L1 UN1 ent of overrun line or UP/DN Calling – on or shunt signals (SH-3,
BLACK dot
SH-4, SH-6 or SH-8) for line No. 1 (Common loop)
Common Route button for UP Home/UP calling on or back shunt
3 L2 UN WHITE (SH-3 or SH4) for line No. 2 (UP Main line) setting overlap upto
Advanced Starter.
Common route button for DN Home/DN calling on and back shunt
4 L3 UN WHITE (SH-3 or SH-4), for line No. 3 (DN Main line Setting overlap upto
advanced starters.
Common route button for UP & DN Home signal on line No. 4
5 L4UN WHITE
(Common loop) setting overlap upto advanced starter.
Common route button for UP & DN Home, setting overlaps up to
WHITE with
6 L4UN1 end of overrun line or UP & DN calling on or back shunts (SH-3 or
BLACK dot
SH-4) for line No. 4 (Common loop)
7 13AT UN WHITE Common route button for UP starter signal No. 7 or 9 or 11.

R.Das Pradeep Nagar. D.Nayak

DSTE/SBP Sr. DEN (West)/SBP DOM(G)/SBP
 SWR / KSNG
39
8 13 UN WHITE Route button for UP advanced starter signal No. 13.
9 16AT UN WHITE Common route button for DN starter signals No.10 or 12 or 14.
10 16 UN WHITE Route button for DN advanced starter signal No. 16
11 SS UN WHITE Route button for Shunt signal No. 7 to sick line.
12 GS UN1 WHITE Route button for Shunt signal No. 7 to goods handling line.
13. GS UN2 WHITE Route button for Shunt signal No. 8 to goods siding line.

3.0 TRAIN ARRIVAL INDICATION THROUGH AXLE COUNTER:

The system provides for automatic check for last vehicle arrival through provision of axle
counter. Axle counters are provided in KESINGA - KANDEL ROAD and KESINGA –
TITILAGARH UP and DN sections to check the complete arrival of trains. The system is
interlocked with the respective Block Instruments. When the Axle counter section indication
provided for each direction on the panel individually for sections indicates „RED‟ i.e. occupied
even after the complete arrival of train, the Block instrument of the respective section can be
normalized after ensuring complete arrival of trains by means of physical verification of last
vehicle for stopping as well as run through trains (refer resetting procedure of Axle counter).
4.0 POWER FAILURE:
Normal power supply to the signalling and interlocking installations at this station is drawn from
Normal power supply to the signalling and interlocking installations at this station is drawn
from OSEB power supply source (AC 230 Volt / 50 Hz). In SM‟s Office there is SM power
panel, which represents the voltage of the integrated power supply system.
1.In case voltage drops 105.9V an audible buzzer appears for starting Generator.
2.In case voltage drops 105.1V an audible buzzer appears for emergency start of Generator.
3.In case voltage drops 104.3V an audible buzzer appears for system shut down.
The SM now has to start the diesel generator for standby (Auxiliary) power supply. After
stable run of the Diesel generator, the SM on duty has to operate the change over switch for
connecting the auxiliary supply to the signalling installation. On resumption of power supply,
the Diesel generator shall be stopped by SM on duty after isolating Diesel generator by
change over switch. Each time the power supply goes OFF or ON SM on duty shall
acknowledge. In case of any audible buzzer in SM‟s power panel, SM on duty should
acknowledge the buzzer by pressing ‟buzzer‟ stop button.
4.1 Inverters are provided to prevent possibility of blank signals in case of SEB power supply
failure. Whenever SEB power supply fails inverter will immediately extend power supply to
signals thereby preventing blank signals.
4.2 Based on the indication shown in the SM‟s Power Panel SM on duty should start DG for
avoiding any case of shut down of power sub system of Integrated Power Supply system.
4.3 Solar Power supply is provided in the station as standby, power supply.
4.4 If there is any indication on SM‟s power panel regarding deviation in IPS system call S&T
staff.

5.0 LEVEL CROSSING GATE CONTROL BUTTON („SPL‟ CLASS AT KM: 215.156) :
A chocolate colour button with two indications, one RED and one GREEN, provided for
L.C.gate control No.35 which controls L.C.gate at Km 215.156 towards TIG end. Steady
GREEN indication indicates that the gate is closed and the RED indication indicates that the
gate is locked. When the gate is opened there shall not be any indication. To open the gate
SS/SM has to transmit the gate control key to gate lodge by pressing control button No. 35
(chocolate) along with Group Trans button on the panel. A flashing green indication will appear
on the panel indicating that the control key has been transmitted. When the control key is
required to be withdrawn the gateman has to transmit the control key to panel after closing the

R.Das Pradeep Nagar. D.Nayak

DSTE/SBP Sr. DEN (West)/SBP DOM(G)/SBP
 SWR / KSNG
40
gate. A flashing green indication will appear on the panel on seeing this SS/SM on duty shall
receive the control key by pressing gate control button and Group release button on the panel.
A steady green indication will appear on the label indicating that the gate is closed.
5.1 EMERGENCY ROUTE RELEASE COUNTER:
This counter is provided to register the number of operations made for emergency
cancellation of route. The SM on duty must record the last number registered on the counter
while taking over/ handing over duty.

6.0 EMERGENCY ROUTE RELEASE INDICATION (WHITE) / EMERGENCY ROUTE RELEASE

BUTTON (WHITE WITH RED DOT):
This panel interlocking is based on the principle of „DEAD APPROCH LOCKING‟. As such
when a route is set and signal is taken off on the route, the route gets locked. Normally the
route is released by the passage of the train over the route. When it becomes necessary to
alter the route after the signal has been taken off vide SR 3.36.02 (a), the concerned signal
must be put back to Danger by pressing the Signal cancellation button (RED) and the
concerned signal button. Then the emergency route release button (WHITE WITH RED DOT)
positioned in the top of panel to be pressed after breaking the seal and subsequently the
concerned signal button pertaining to the route is to be pressed. A white light will flash (Up or
Down) indicating that the timer is working. After 120 seconds, the white light along with the
white strip of light will disappear suggesting that the route has been released. In case the
route illumination (a white strip of lights) does not disappear after passage of train, it
suggests that the route is not released/cancelled. In such case the emergency cancellation of
route has to be resorted to.
The concerned S&T staff should be advised immediately to get the emergency route release
button resealed after rectification of fault if any. Each operation of emergency cancellation of
route is recorded in the emergency route release counter by registering the next higher
number. All such operations and the new number should be recorded in the station diary, in
train signal register and in the register meant for it.

7.0 EMERGENCY POINT OPERATION (BLACK WITH RED DOT):

Emergency point operation facility is provided to operate point from the panel in the event of
failure of track circuit controlling the point. A push button (BLACK WITH RED DOT) is
provided on the top of panel. If such operation is necessary, the SM on duty, after ensuring
that no vehicle is standing on the concerned point track circuit, shall insert SM‟s emergency
point operation key in, turned and shall push the emergency Point operation button by
breaking the seal and then operate the required point button. Retaining the point button
pressed, SM shall release the emergency point operation button and press the point group
button (N or R). After pressing the emergency point operation button and point button and
indication will appear near emergency point operation button and a number will increase in
the emergency point operation counter. Each operation of emergency point operation shall
be recorded in the station diary and in the register meant for this purpose. Before initiating
emergency point operation when the concerned point zone track circuit is showing occupied,
SM on duty must carry out physical verification at site to ascertain that the said track circuit is
clear of vehicles. The concerned S&T staff should be advised immediately to get the
emergency point operation button resealed after rectification of fault if any.

8.0 BUTTON HELD ACKNOWLEDGEMENT BUTTON (WHITE WITH RED DOT):

All push button are self-restoring type. A button held acknowledgement push button (white
with red dot) along with a white strip is positioned at the top of the panel. When any button
gets stuck in pressed condition, a buzzer will sound along with flashing white light Indication.

R.Das Pradeep Nagar. D.Nayak

DSTE/SBP Sr. DEN (West)/SBP DOM(G)/SBP
 SWR / KSNG
41
The Station Master shall stop the buzzer by pressing the button held acknowledgement
button (white with Red dot). The buzzer will stop but the flashing white light will continue to
glow till the pressed button is normalised. SM on duty shall try to find out the pressed button
for normalisation or otherwise inform the maintenance staff to rectify.

9.0 OVERLAP TIME RELEASE INDICATION (WHITE LIGHT) : -

These are two indications (white lights) for UP overlap time release and DN overlap time
release to indicate the release of overlap. These indications will flash during releasing of
overlap

10.0 TRACK CIRCUITS: -

The station yard is fully track circuited from Home signal to Home signal and also for 7 rail
lengths in rear of the Home signals on either side. Track circuits 1AT and 2AT are calling-on
track circuits. 18AT, 18BT, 19AT, 19BT, 20/22T, 20BT, 21/23T, 21BT, 22BT, 23BT, 24AT,
24/26/28T, 25AT, 25BT and 26AT are Point zone track circuits. L1T1, L1T2, L1T3, L2T1,
L2T2, L2T3, L3T1, L3T2, L3T3, L3T3, L4T1, L4T2 and L4T3 are berthing track circuits. Other
track circuits namely 1T1, 1T2 13AT, 13T, 16AT, 16T, 2T1 and 2T2 are for signal
replacement, route holding and trolley suppression. Indications for all track circuits are
indicated on the panel. Normally these are not lit when the track circuits are clear. And RED
light appears when the track circuit is occupied /failed. White lights for the track indications
appear when the relevant route is set. In case of failure of any track circuit, the controlled
signals or points are to be treated as non-interlocked and trains shall be worked as per
relevant rules.

11.0 STATION MASTER‟S PANEL CONTROL KEY: -

The panel is fitted with Station Master‟s lock up key to prevent any unauthorized operation of
the Panel. The SM/SS on duty is the only authorised person to operate the panel and the panel
Key must always remain in his personal custody vide SR 3.36.03 & GR 5.08. The key locks the
panel board and no operations are possible. In case of emergency, signals can be put back to
danger by operating concerned signal button and Signal cancel button without releasing the
panel lock also. However, the provisions of SR 3.36.02 shall be followed while replacing the
signals to „ON‟.
12.0 CRANK HANDLE CONTROL KEY AND OPERATION:-
When any point fails to operate normally by the route setting operation or through the
concerned Point button from control panel, it is inevitable to operate the points with crank
handle. Crank handle keys are interlocked with signals and interlocking system. Crank
handle keys have been provided for all motor operated points at the station. The Crank
Handle push buttons CH1, CH2, CH3 CH4 and CH5 (BLUE) and Group Trans/Release
button (WHITE WITH BLACK DOT) are provided at the top of the panel board. The CH
button has two indications, viz. WHITE, and RED. The WHITE indication suggests that the
crank handle key is in its interlocked position of the panel. This is called Crank Handle Key
„IN‟ indication. The RED indication suggests that the crank handle key is locked and not free
for extraction form RKT. This is called „Crank handle key LOCKED' indication. When there is
no light or blank, it suggests that the key is out of RKT. The crank handle key in RKT in the
end locations can be released from the RKT. The SM has to press concerned crank handle
button and Trans button. This will enable SM/TP to extract crank handle key CH-1/CH-2/CH-
3/CH-4/CH-5 from RKT at end location. SS/SM/TPM on duty after extracting the crank handle
key from RKT at end-location, insert it in the slot provided for it on the point machine and turn
it to open up the slot for insertion of crank handle in the point machine. After inserting the
crank handle in the point machine he shall operate it to set the point in desired position. After
completion of point work the crank handle key is to be inserted in the RKT at end location
and transmitted to station. Station Master on getting „ Key IN „ flashing indication

R.Das Pradeep Nagar. D.Nayak

DSTE/SBP Sr. DEN (West)/SBP DOM(G)/SBP
 SWR / KSNG
42
that will appear on panel, shall press relevant CH button & Group Release button to get the
steady key “IN” indication. SS/SM on duty shall personally ensure clamping and padlocking
all facing and trailing points en-route. The cases of failure of Motor operated points should be
promptly reported to the concerned ESM/Signal Inspector for immediate rectification. SS/SM
on duty as per OM 20.06 (d) shall maintain an emergency crank handle register. The
procedure for use of crank handle for Motor operated points shall be followed in terms of
operating Manual 20.06.

13.0 SETTING OF ROUTE AND TAKING „OFF‟ RECEPTION SIGNALS: -

For setting a route all the concerned points must be set by operation of relevant point button
and group button one at a time in the desired position or by operating signal button and route
button. As soon as the points on route, overlap and isolation are set to the required position,
the concerned signal for the route will clear and a white strip of light will appear on the entire
route confirming that the Route is set & locked. The signal „off‟ indication will appear on the
panel provided other conditions for taking „OFF‟ reception signals are satisfied.

14.0 SETTING OF ROUTE AND TAKING OFF DEPARTURE SIGNALS:

For setting a particular route for departure of a train, all the concerned points must be set by
operation of point button and point group button one at a time in the desired position or by
operating signal button and route button. To take off Advanced starter, line clear must be
obtained from the concerned block station in advance. Then the concerned Advanced starter
signal button shall be pressed along with the Advanced starter route button to be pressed for
two to three seconds and released. This will clear the Advanced starter signal and a white
strip of light will appear on the panel up to the foot of the Advanced starter signal.

14.1 To take off the starter signal the concerned signal button to be pressed and at the same time
common Route button to be pressed for two to three seconds and released. This will clear
starter signal and a white Strip of light will appear on the route from the concerned Starter to
the Advanced starter signal.
14.2.0 TAKING OFF CALLING-ON SIGNAL: -
Miniature Colour light Calling on signal is provided below the Home signals in terms of GR
3.13(6)(b). A Calling on signal shows no light in the „ON‟ position. A calling on signal is taken
„OFF‟ for reception of a train when the Home signal above it cannot be taken „OFF‟ due to
failure of Track circuit or any other reason or for admission of train on blocked line.

14.2.1 To take off Calling-on signal the train must come to a stop at the foot of the home signal,
occupying the track circuit in rear of the signal. When a train occupies the track circuit a RED
light strip will appear on the panel. The particular route on which train is intended to be
received shall be set by operating by point push button and group button individually or by
signal and route button pressing or by crank handling in the event of failure of operation of
points through panel. After the route is set, the calling-on signal switches „C1‟/„C2‟ (RED
WITH WHITE DOT as the case may be), shall be pressed simultaneously along with the
concerned route button for few seconds and released. After a lapse of 120 seconds, the
calling on signal clears i.e., a yellow light glows at the concerned calling on signal on the
panel. For loop lines, route button UN1 shall be pressed for respective setting of the overlap
points. Each operation of Calling On signal shall be registered in respective Calling On signal
counter (UP or DN) by registering next higher number. A separate register is to be
maintained for this purpose.

14.3.0 RELEASE / CANCELLATION OF ROUTE:

Normally when a train is received on any route and dispatched, the route illumination will
disappear automatically after passage of the train suggesting that the route is released.

R.Das Pradeep Nagar. D.Nayak

DSTE/SBP Sr. DEN (West)/SBP DOM(G)/SBP
 SWR / KSNG

Correction Slip No. 02 43

Date of Issue: 18.09.2012

14.4 REPLACEMENT OF SIGNALS TO „ON‟:

Signals are replaced to „ON‟ automatically by the passage of a train past the signal. It will not
be possible to re-clear the signal again unless the due process for clearing the signal is
repeated again. For replacement of any signal to „ON‟ position manually, the respective
signal button and the signal cancellation button (RED) is to be pressed simultaneously.

14.5.0 INTERLOCKING OF SIGNALS/POINTS:

All running line points are fitted with facing point locks in the point machine and are electrically
detected by the relevant home signal and starters.
14.5.1 Advanced starter is interlocked with respective Block instrument in sending position i.e.,
„TRAIN GOING TO‟ position and by axle counter for last vehicle check.
14.5.2 The block instrument cannot be made normal unless the respective Home signal is put back to „ON‟.
14.5.3 Signals once taken „OFF‟ can be put back to danger in case of emergency by pressing
concerned signal button and signal cancellation button even when the panel is locked up with
Station Master‟s key.
14.6 PILOTING OF TRAINS: -
In the event of failure of both Home signal and Calling- on signal simultaneously, it is inevitable
to pilot the train „IN‟. For piloting the train, the setting of route must be ensured by SM/SS on
duty personally and the points en-route must be clamped & padlocked at both facing & trailing
end by Operating staff. Same procedure shall be adopted when route illumination fails to
disappear. Facing and trailing ends of the all motor operated points must be clamped and
padlocked while piloting „IN‟ or „OUT‟ and during non-signalled movement.

14.7 SHUNTING:
For shunting, OFF aspect of starter signals shall be used. For back shunting, shunt signals
provided on each side of the yard shall be used. For back shunting the SS/SM on duty shall
press the concerned shunt signal button (YELLOW) along with route button of the route to
clear the shunt signal. For back shunting on the loop lines UN1 route buttons shall be used.

15 NON RUNNING LINE: -

(A) GOODS SIDING: -
The goods siding of CSL 110 m takes off from common loop Line No.1 at KDLR end of the
yard. The siding is also connected by crossover point No.26 A/B connecting the over run line
of loop line No.1 for signalled movement facility. Shunting in the siding can be performed by
taking off the shunt signal No.-7A below starter signal No.-7 and Shunt signal No SH-18B for
inward movement. The entrance point and corresponding derailing switch at other end
(Station end) are coupled and operated by an arc lever at site. For performing shunting in /
out of the siding SM on duty shall transmit siding control key-D, by operating Group Trans
and siding control push button No.30 (BLACK) simultaneously, which shall be extracted from
the RKT provided in SM room. The hand plunger lock provided on the siding points shall be
unlocked by the control key at entrance/exit end of the siding and after setting the point by
the arc lever and clamping and padlocking the concerned points shunting can be performed.
After completion of shunting the control key for the siding shall be restored to the RKT
provided in the SM room and SM on duty shall receive the control key by pressing the siding
control button along with Group release button. Key IN indication, a steady “white” light shall
appear on the panel. Signaled movements on Line No.1 shall not be possible unless the
siding control key is restored to the RKT and the KEY IN indication is available on the panel.
A RED indication is provided above the siding control button that indicates that the siding
points are locked whenever route has been set for signalled movement on this line.

R.Das Pradeep Nagar. D.Nayak

DSTE/SBP Sr. DEN (West)/SBP DOM(G)/SBP
 SWR / KSNG
Correction Slip No. 02
Date of Issue: 18.09.2012
44
(B) SICK SIDING: -
A sick siding (CSL -369.25 Mts) with single side entry taking off from end of ORL of line No.-1
has been provided at KDLR end. It is isolated by the DS point No-28. The entrance point no-
28 is motor operated and operated from panel. Movement of trains into and out of siding can
be done by taking off shunt signal No.SH 7B below starter signal No.-7 and SH 6
respectively.

(C) GOODS HANDLING LINE-

The Goods handling line (CSL -776 Mts) taking off from line No-1 at KDLR end with single
side entry has been provided. The entrance point No-26 is motor operated and operated from
the panel. Movement of trains into and out of siding can be done by taking off shunt signal
No.SH 7A below starter signal No.-7 and SH 8A/B respectively.

16.0 VERIFICATION OF LINE CLEARANCE BY STATION MASTER ON DUTY FOR

RECEPTION OF TRAIN INTO STATION YARD: -
In the Station yard, a route on the running line comprises of entrance, berthing and
dispatch portion of the yard and this portion of the yard should be clear of any obstruction
for the passages of any train or for any other movements. The clearance of the route
including overlap must be ensured by the SM on duty personally through panel
indications of track before any movement of train is permitted on the concerned route
subject to the other conditions such as locking of the points etc.
17.0 EMERGENCY CRANK HANDLING OPERATION OF POINTS:
Crank handle operation is interlocked with the signalling and interlocking system. When a
route is not released after passage of a train or the Crank handle is in locked condition due to
any failure, the “CH key” can also be extracted from the CH location box by applying
emergency Crank Handle operation. The procedure is same for transmitting the CH key. In
key “in” and lock condition, when the CH button and group trans button are pressed
simultaneously, both the lock indication and key “in” indication start flashing. After 120
seconds the lock indication disappears and the key in indication continues to flash. At this
position the key can be extracted from the RKT in the CH location box by pressing the push
button switch provided inside the CH location box. The procedure for receiving the CH key is
same like the normal operation of Crank handle.

On account of the doubtful operation of any track circuit by a light vehicle including self-
propelled vehicle such as motor trolley or light steam/Diesel shunting engine or tower wagon,
indicating the occupancy of track, it is necessary that the SS/SM on duty satisfies himself that
the said vehicle has cleared the point zone track circuits by observing the track indications of
the track on either side of the crossovers by positively checking the “entrance” and “exit”
track circuits are showing occupancy and clearance in accordance with the train movement.

18.0 INSTRUCTIONS REGARDING STABLING OF TRAINS ON RUNNING LINES:-

When a train is stabled on a running line for duration, the use of the said running line for
passing the trains at the station shall be done with a lot of care and diligence. Station Master
on duty shall carefully observe the proper functioning of the relevant track circuits
(occupancy/clearance) while admitting a train. Such observance should continue for a
minimum of four to five trains thereafter. If the Station Master on duty is not satisfied with the
proper functioning of the track circuits on which the train is/was stabled, the signals leading
on the line shall be suspended and the S & T maintenance staff shall be informed for
attending to this.
19.0 EMERGENCY OPERATIONS: The following are the instructions for emergency operations.

R.Das Pradeep Nagar. D.Nayak

DSTE/SBP Sr. DEN (West)/SBP DOM(G)/SBP
 SWR / KSNG
45

20.1 EMERGENCY ROUTE CANCELLATION BUTTON AND VEEDER COUNTER: -

For the purpose of emergency operations there is an emergency „Route cancellation‟.
There is a „VEEDER COUNTER‟ for counting emergency operations involving operation
of the emergency route cancellation button (provided at the top of the panel). The SM on
duty must press the emergency route cancellation button and the signal button
conforming to the section for which emergency route release is desired. A flashing
indication will appear indicating that the cancellation operation has been initiated and
after lapse of 120 seconds, the desired route will release provided all other conditions are
favourable for route release.
20.2 The Veeder counter registers the number of such emergency cancellation operations. SM on
duty should specify the cause for its usage giving the particulars of causes and the time of
operation as related to a particular train etc. in the train signal register as well as in a
separate register meant for this purpose.

20.3 EMERGENCY OPERATIONS – CANCELLATION OF THE LOCKING OF POINTS NOT

RELEASED AFTER THE PASSAGE OF THE TRAIN FOR WHATEVER REASON: -
If the locking of the route does not get released for one reason or the other after passage of
the train, it is necessary to take recourse to the following emergency operations.
a) Firstly, it must be ensured that the Signal is in the normal position.
b) Operation as detailed in para 6.0 of Appendix-B to be followed.
In case route is not released even after emergency route cancellation, facility of crank handling of
points shall be used. For releasing the crank handle even when lock indication of crank handle
appears on the panel, press Group Trans button and crank handle button. After two minutes, key
from RKT can be extracted. For further operation 17.0 of Appendix „B‟ shall be followed.
20.4 EMERGENCY GATE RELEASE OPERATION:
Emergency gate release operation facility is provided in the panel when the route gets locked
out of some failure. For emergency release of gate, the SM on duty shall press emergency
gate release button and gate button no.35. After a lapse of 120 secs, a red light will glow over
the emergency gate release button indicating that the operation is matured. The SM on duty
shall then operate push button no.35 and group Trans button to release the key from RKT in
gate lodge. All such operations will be registered in the emergency gate operation counter.
SS/SM shall record all such operations in the station diary & in the register meant for it.
Normally the emergency gate release button is in sealed condition. The concerned S&T staff
should be advised immediately to get the emergency gate release button resealed after
rectification of fault if any.
21.0 LOCKING OF RELAY ROOM: -
The relay room should be kept locked with two separate locks, the arrangement should such
that one key is kept with the on duty SM in his custody and the other key with the signal
maintainer. Whenever required, the Station Master shall hand over the key to the maintainer
with proper arrangement with proper acknowledgement in the basement/Relay room key
register. The maintainer on receipt of the key from the station master may use the same and
the key in his custody to open the relay room by inserting the keys one after another
separately into the earmarked locks.
After completion of work, the relay room is to be locked using both the keys separately and
designated key should be handed over to the SS/SM on duty. The details of the transaction
should be properly recorded in the relevant register at the Station duly signed by SS/SM on
duty and the signal staff concerned vides SR 3.51.05. If the relay room key is handed over to
the Signal staff regarding the interference in safety gears, the train shall be piloted in &
piloted out.

R.Das Pradeep Nagar. D.Nayak

DSTE/SBP Sr. DEN (West)/SBP DOM(G)/SBP
 SWR / KSNG
46

22.0 MAINTENANCE OF S&T INSTALLATION & ADHERENCE TO MAINTENANCE SCHEDULES:

Regular maintenance of the S&T installations, adherence to schedules of maintenance, testing of
points, track circuits, ground frames, associated interlocking apparatus, cables and the interlocking
functional tests is must for safe and satisfactory working of these installations at this station.
The tests, checks and replacements etc., including overhauling shall conform to the
schedules of maintenance as indicated in the Signal Engineering Manual as also as per the
current and extant instructions/circulars on the subject. During checking/ testing or during day
to day as well as regular maintenance of S&T gears, SM on duty shall co-operate with S&T
staff for safe and satisfactory maintenance.
22.1 PROCEDURE TO BE FOLLOWED IN CASE OF FAILURE OF A SIGNAL INTERLOCKING
INSTALLATION: -
In case of failure of any interlocking gear at the station, the failure report should be
communicated by the SM on duty to the signal Maintainer, the JE/SE/SSE (SIG) of the
Section and others through a memo as per SR 3.51.04 and 3.68.04 and the SM shall
document all such transactions.
22.2 INSPECTION OF POINTS BEFORE DECLARING THEM DEFECTIVE:-
However, before declaring a signal or any other S&T gear as defective, SS/SM on duty shall
verify them and setting of points on the route and overlap for a signal to which it applies shall
be inspected by the SS/SM on duty irrespective of the position of buttons and indications on
the panel and will work vide GR 3.68.
22.3 RECTIFICATION AND CHECK BEFORE RESUMING NORMAL WORKING: -
On receipt of information, the sectional Maintainer shall attend to the failure after giving a
Disconnection Memo. After rectification of the fault, the Sectional Maintainer shall give a
Reconnection Memo detailing the rectification. Thereafter, the SS/SM on duty shall
personally check the defective apparatus. After satisfying himself that the gear is in good and
proper working order, he shall resume the normal working of the said defective apparatus in
terms of SR 3.68.04 (c), (d), (e) & (f).
22.4 PROCEDURE FOR CARRYING OUT PLANNED MAINTENANCE WORK: -
Whenever any normal maintenance or special works for major renewals etc., are involved,
the signal & Telecom should pre plan these works. Field staff and the JE/SE/SSE(SIG)
should give „Advance Intimation‟ to the SM on duty in writing about this work in terms of SR
15.08.01.
22.5 EMERGENCIES: -
Notwithstanding anything contained in the aforesaid paras when equipment is found to be
defective and unsafe for passage of trains, the Signal & telecom. Staff must at once suspend
the working of the equipment and associated installations and issue „Suspension Memo‟
explaining the seriousness of defect or damage to the interlocking installation to the SM on
duty and take the Station Master‟s acknowledgement. After this, the usual practice of
exchange of disconnection memo and reconnection memo can follow. The SM on duty must
act promptly on such messages and take adequate precautions treating the S&T installation
as defective and pass trains over the affected interlocking equipment according to extant
instructions as contained in SR 3.77.

23.0 PROCEDURE TO BE FOLLOWED IN THE CASE OF FAILURE OF SIGNALS AND

POINTS AND USE OF EMERGENCY CRANK HANDLE: -
Whenever a signal or a point becomes defective, any movement over the points on the
running lines shall be made after clamping and padlocking of both facing and trailing points
supervised by SM on duty personally for all trains.

R.Das Pradeep Nagar. D.Nayak

DSTE/SBP Sr. DEN (West)/SBP DOM(G)/SBP
 SWR / KSNG
47
23.1 In case of failure of a signal or a point and in case the point can not be operated from the
panel, emergency crank handle, which is interlocked with system is to be extracted and the
following procedure is to be adopted.
23.2 Emergency crank handle is provided for all motor operated points. This is mechanically
attached to the key on RKT and can be released by pressing Crank Handle control push
button CH1/CH2/CH3 and Group Trans button simultaneously. All signals will be locked in
normal position as soon as the key is released. SM on duty shall transmit the key to required
end of the yard and operate the point manually.
23.3 When the crank handle key is removed from RKT for operation of the defective motor
operated points, the responsibility for its safe custody rests with the Station Master on duty,
till it is replaced back in RKT.
23.4 The case of failure of motor operated points should be promptly reported to the concerned
Signal maintainer or JE/SE/SSE (Sig.) for rectification.
23.5 Whenever an Emergency Crank Handle is required to be used by a signal official for
maintenance work or attending a failure, the signal official will give a disconnection memo to
the SM on duty .The SM on duty will obtain the acknowledgement of the signal official in the
Emergency Crank Handle Register and then hand over to him the Emergency Crank Handle..
The points will be treated as defective till the Emergency Crank Handle is returned back to
the SM on duty.
23.6 Before parting with the Emergency Crank Handle either for attending failures or for
maintenance work by Signal maintenance officials, the SM on duty will ensure that the
reception and departure signals are put back to „ON‟ position. The points for the affected
lines should be treated as non-interlocked. The SM on duty is responsible for introduction
of non-interlocked working and the trains will be piloted „IN‟ and „OUT‟ after duly
clamping and padlocking both facing and trailing points over which the train is to pass, as
per GR 3.69 and 3.70 with relevant SRs. The SM on duty will be personally responsible
for correct setting, clamping and padlocking of points for reception or despatch of all
trains.
23.7 The Emergency Crank Handle Register is to be maintained vide OM 20.06 Note (d) by the
SM on duty wherein the particulars of the usage of the Emergency Crank Handle must be
recorded.
24.0 SUSPENSION OF LAST STOP SIGNALS: -
When the Block instrument is suspended with its handle in „TRAIN ON LINE‟ position or
“TRAIN GOING TO” position as the case may be for whatever reason, the concerned last
stop signal controlled by the Block Instrument must be treated as suspended and trains shall
be piloted „OUT‟.
The SM on duty shall not grant „LINE CLEAR‟ unless he has ensured that the lamps of fixed
signals, which apply, to the train are burning. If the signal lights can not be kept burning, the
SM on duty before giving „LINE CLEAR‟ shall initiate action in accordance with the procedure
prescribed in GR 3.68 to 3.72 & relevant SRs vide GR 3.49 (4).
The SM on duty shall not grant or ask „LINE CLEAR‟, if the Axle Counter Section indicates
section is occupied and will treat the Block Instrument as suspended.

25.0 SIGNAL LIGHTS: -

The SM on duty at 00.00 hours (2nd night shift) must also ensure from panel board that all the
signal lights are burning properly and brightly. This fact must be recorded in the SM‟s Diary
under a separate entry and confirm to the Section Controller on duty.

26.0 CORRECTING TIME IN STATION CLOCK: - The SM shall set the time in his clock
according to the time signal given by the Section Controller on duty at 16.00 hours every day
according to SR 4.01.01 and 4.01.02.

R.Das Pradeep Nagar. D.Nayak

DSTE/SBP Sr. DEN (West)/SBP DOM(G)/SBP
 SWR / KSNG
48
27.0 POWER FAILURE AND REPORTING SUCH FAILURES: -
Normal power supply to the Signalling and Interlocking installations at this station is drawn
from the WESCO Power supply source (at 230 V, 50 Hz). Whenever WESCO (Main) power
supply fails, a buzzer on the panel will buzz on. SM on duty has to press the power
acknowledgement button (RED coloured) positioned on the top of panel. The SM on duty
shall start the Diesel Generator for stand by (Auxiliary) power supply. After run of the Diesel
generator and on resumption of power supply, SM shall acknowledge the same by pressing
the power acknowledgement button. This will make the panel operative again.

The SM on duty must maintain record of power failure and he must promptly report the failure
to the section controller and the concerned electrical and S&T maintenance staff.

28.0 AXLE COUNTER AS LAST VEHICLE CHECKING DEVICE (LVCD):-

(a) Axle Counter as LVCD has been provided for the section KSNG-TIG and KSNG-KDLR as
last vehicle checking device. The axle counter will also have control over the UP/DN last stop
signals and block instrument of respective direction of KSNG station.
(b) The occupation and clearance of the axle counter section is indicated by RED and GREEN
indication respectively.
(c) UP last stop signal of KSNG cannot be taken OFF if axle counter of block section KSNG-
KDLR fails. Similarly DN last stop signal of KSNG cannot be taken OFF if axle counter of
block section KSNG-TIG fails. On the other hand on arrival of a train at station if the axle
counter continues to show occupied the block instruments of concerned block section cannot
be turned to line closed position.

28.1 NORMALISATION OF AXLE COUNTER & BLOCK WORKING BY RESETTING OF AXLE COUNTER
(A) After the train has been received by the receiving station or after a block back operation or
when no train has entered into the block section and the axle counter displays RED, then
the following procedure shall be adopted to reset the axle counter.

(B) VERIFY THE BLOCK SECTION IS CLEAR OF ANY VEHICLES

(i) Procedure laid down in GR 4.17 & relevant SRs thereto shall be followed for the purpose.
(ii) By checking the train register, the detail of the train passed through the block section and
finding out from the station at other end of the concerned block section or from Controller that
last train has passed and arrived complete. SS/SM on duty shall exchange private number
with the SS/SM at other end of the concerned block section or with the Controller or from
whom the complete arrival has been confirmed.
(iii) If the failure has occurred after arrival of a train, SS/SM on duty shall also obtain intact
position from the guard of stopping train or by exchanging all right signal with the guard of
through train, so that he can ensure that the train has arrived completely before resorting to
resetting of LVCD axle counter.

(C) RESETTING PROCEDURE:-

After complete arrival of train, if the axle counter of the section does not clear or Axle counter
section free indication (GREEN) does not appear in the panel, The receiving station SM shall
call the attention of the station in rear through telephone for resetting and shall establish
communication with the said station if resetting of equipment is considered necessary giving
details of last train that has arrived complete at his station and the block section is clear.
The receiving station shall inform the sending station as to whether the last train that entered
into the section has arrived or not. And, if arrived fully shall so intimate authenticated by
exchanging Private number with the sending station.

R.Das Pradeep Nagar. D.Nayak

DSTE/SBP Sr. DEN (West)/SBP DOM(G)/SBP
 SWR / KSNG

Correction Slip No. 01 49

Date of Issue: 05.04.2012

As digital Axle counters are provided as LVCD in KSNG-TIG Block section, resetting is to be
done by both of sending end and receiving end individually. Analog Axle counters are
provided as LVCD in KSNG-KDLR Block section, resetting is to be done in cooperation with
the SM of other end.
The status of the section LVCD i.e. Clear (GREEN), occupied (RED), preparatory reset
(Miniature Green) and power on indications (YELLOW) are provided in the reset box in
section KSNG-TIG whereas, reset permission indication (Green) has been provided in
section KSNG-KDLR in place of preparatory reset indication.

(I) The procedure to be followed in section KSNG-TIG for re-setting by both sending end and
receiving end individually is as follows: -

a. Insert SM‟s LV reset key, turn right and keep pressed.

b. Press LV reset button provided on the panel.
c. Release SM‟s LV reset key and reset button.
d. Turn left the SM‟s LV reset key and remove it.
e. The system obtains preparatory reset state and preparatory reset indication (Yellow) glows
on the panel.
f. The counter reading increases by one count after a gap of 5 seconds approximately.
g. The counter reading should be recorded.
h. One train after resetting is to be piloted to the section to make the system normal. The
system will be normal after the train reaches the station in advance.

The SM shall record in his Train Register the resetting operation giving details of train
number, time, PN exchanged with SM in rear, giving reasons for the resetting operation.

If the axle counters functioning properly now, then Block Section clear indication „Green‟ will
appear on the panel and the concerned Block instrument of the section will be normalised.

If the axle counter section indication does not appear „Green‟ and continues to show „RED‟
indication, the concerned Block instrument of the section shall remain suspended and failure
intimation to be given to sectional signal Maintainer/JE/SE (Signal) for early rectification.

II) THE RESETTING PROCEDURE TO BE FOLLOWED IN SECTION KSNG-KDLR IS AS

FOLLOWS: -
After arrival of a train, if section clear indication (GREEN) does not appear and/or section
occupied indication (RED) continues to glow, it may be assumed that the axle counter system
has failed and the station master on duty shall verify that:
a) The last preceding train has arrived complete.
b) Block section is clear of any train/ vehicles.

R.Das Pradeep Nagar. D.Nayak

DSTE/SBP Sr. DEN (West)/SBP DOM(G)/SBP
 SWR / KSNG

Correction Slip No. 01 50

Date of Issue: 05.04.2012

Before resetting the Axle counter, dispatching station should verify clearance of
block section by exchanging private number with station in advance. During such failure,
the following procedures shall be followed.

1) Sending station of the concerned block section, should give permission by turning the
key and pressing the “Reset Permission” button.

2) When the “Reset Permission” button is pressed at sending station, a white indication”
LVV Reset Permission received” appears in the panel/reset box at receiving station for
the concerned block section.
3) On duty SM/ receiving station, then should turn the reset key and press the “LVV Reset
Ack” button simultaneously.
4) Yellow indication of “LVV Axle counter Reset initiated” appears on the panel.
5) The SM on duty receiving station should release the button and normalize the reset key.
6) The yellow indication of “LVV Axle counter reset initiated” goes out and the concerned
block section Axle counter is reset and block section clear i.e. green indication appears
on the panel for the concerned block section.

When after resetting, “GREEN” indication does not appear on the panel, the Station
Master on duty shall inform S&T staff regarding the failure. The block working in the
concerned section shall remain suspended and GR14.13 shall be followed in addition to para
6.5 of Station working Rule to ensure complete arrival of trains.

After every resetting operation SM on duty shall inform the Sectional Signal
Maintainer for resealing the same and shall record giving details of the date of use, train
number, time, number registered on the counter and reasons for resetting and initial each
entries.

R.Das Pradeep Nagar. D.Nayak

DSTE/SBP Sr. DEN (West)/SBP DOM(G)/SBP
 SWR / KSNG

51

29.0 TELECOMMUNICATIONS:
1) Telephone attached to the block instruments connected to the adjacent block stations on
either side.
2) Station to station fixed telephone (Hot line) has been provided.
3) Station has been connected with Auto telephone connected to Railway Exchange.
4) BSNL telephone has been provided.
2) Station to station VHF communication has been provided.
3) The Station is connected to SPRD-BLGR Control circuit.
4) Magneto Telephone connection has been provided between station and both end Crank
handle locations.
5) Magneto telephone connection is provided between station and LC gates at Km. 215/2 and
at Km 218/6-7.
Note :
(i) For obtaining line clear, VHF should be used as a last alternative and not as a sole means of
communication.
(ii) VHF and Walkie-Talkie sets should not be used for unnecessary discussions with Drivers,
Guards or any other staff.
(iii) The on duty SM shall obtain Line Clear by the means of communication stated in above
Para-29.0 from item No. (1) to (6) in order of preference. In case of failure of any of the
above means of communication the SM on duty shall work vide SR 6.02.06.

37.0 FAILURE OF COMMUNICATION / FAILURE OF BLOCK INSTRUMENTS:

1) In the event of failure/suspension of block instrument, Track circuit & Axle Counter „Line
Clear‟ shall be obtained over telephone attached to the block instrument or station to station
telephone by exchanging identification number and supported by private number as per GR
6.02.06 (a) and Chapter–III Part–I of Block Working Manual.
2) In the event of failure/suspension of block instrument and block telephone attached to the
block instrument, or the Station to station fix telephone „Line Clear‟ shall be obtained on
Railway auto phone or BSNL phone, by exchanging identification number supported by
private number vide GR 6.02.06 (1)(b) and Chapter-III Part-I of Block Working Manual.
3) In the event of failure/suspension of block instrument, block telephone and station to station
fixed telephone or Railway auto phone or BSNL phone, Line Clear shall be obtained over the
control phone exchanging identification number and supported by „Private Number‟ vide GR
6.02.06(1) (c) and Chapter-III Part-I of Block Working Manual.
4) In the event of failure / suspension of block instrument or block telephone attached to the block
instrument, or station to station fixed telephone or Railway auto telephone or BSNL phone or
control telephone line clear shall be obtained on the VHF set exchanging ID number
supported by PN provided that the instructions contained in SR 14.01.02 are followed vide
GR 6.02.06 (1) (d) Chapter-III Part-I of Block Working Manual.
5) In the event of total failure of all communications trains shall be worked vide SR 6.02.03

APPENDIX - „C‟

ANTI COLLISION DEVICE (RAKSHA KAVACH)

NIL

R.Das Pradeep Nagar. D.Nayak

DSTE/SBP Sr. DEN (West)/SBP DOM(G)/SBP
 SWR / KSNG
52
APPENDIX - „D‟

1.0 STATION MANAGER (IN-CHARGE):

He is the over all In-charge of the station; He is responsible for the efficient discharge of
duties devolving upon all the Staff employed at the station whether permanent or temporary
according to Station Working Rules, Manuals & safe working Instructions. He shall get
himself well conversant with the detailed working of Station and panel, points and signals etc.
He is responsible for maintaining the Assurance Register up-to-date. He shall conduct
surprise night inspection and safety meetings/fire drills etc. as per instructions issued from
time to time. He shall see that all the staff under his control working safely according to the
rules in force.
He shall see that all signals, points, level crossing gates and the whole machinery at the
station are in proper working order. He shall report all the defects to the concerned officials.
He shall satisfy himself that the staff employed under him are well conversant with Station
Working Rules and perform their duties correctly. He is responsible for maintaining SWR,
other Rule books and Assurance Register up to date.
He shall see that all safety records are maintained properly and all rules prescribed in G &
SR, Block Working Manual, Operating Manual and other relevant directions issued from time
to time by competent authorities are followed rigidly by all concerned and any irregularities if
noticed are reported promptly to the authorities concerned.
He shall see that all accidents are promptly reported, attended to and GA-3 along with
accident message is submitted to the concerned officers in time. He shall see that the staff is
civil and helpful to all users of railway.
He shall frequently visit the platform, Station, LC gate etc. in order to maintain an effective
supervision over the said staff and their working. He shall see that station premises are kept
neat and clean.
He is responsible for booking all staffs working under him for PME and Refresher Course / Safety
camp in their due time. His Special attention is drawn out to chapter II of General and Subsidiary
Rules and GR 5.01 to 5.08 with relevant Subsidiary Rules, Chapter – XXII of Operating Manual.
He shall see that all equipment, apparatus and instruments including signal and interlocking
gears are in proper working order and all failures are promptly reported to officials concerned
for repairs/rectifications.
He shall pay special attention towards passenger amenities & coaching trains punctuality and
yard feasibility. He shall endeavor for minimizing detention to freight trains by judicious
planning of trains staff. He shall pay attention to smooth functioning of goods train to
eliminate detentions. He shall attend to all compliance by traveling/trading public.
He shall see that the law and order in the station area is taken care of with the help of G.R.P.
and R.P.F and civil authorities as per need.
He shall ensure compliances of all Operating, Safety and Commercial records maintained at
the station. He is responsible for overall supervision of the station.
His special attention is drawn to chapter No.II of G & SR (Amendment) 2000 and GR 5.01 to
5.08 with relevant SRs. He shall follow the instruction laid down in SR 3.68.01© & (d) and SR
14.07.01 and BWM 2.09 (e). He shall conduct surprise night inspection, safety meetings and
fire drills. He shall maintain good public relation as well as look after passenger‟s amenities
and be helpful to travelling public.

2.0 ASSURANCE REGISTER:

All staff before taking up independent charge of their duties at this station shall make a
written declaration in the assurance register that they have read and thoroughly understood
the system in force and must sign such declaration.

R.Das Pradeep Nagar. D.Nayak

DSTE/SBP Sr. DEN (West)/SBP DOM(G)/SBP
 SWR / KSNG
53
2.1 No Railway servant shall be entrusted with any duty involving safety of the public unless the
station in-charge is satisfied that the concerned staff is competent for the post. No Railway
servant unless duly examined and certified shall be allowed to work the points and signals.
The SMR is responsible to see that all the staff are conversant with the Station Working
Rules and their signature obtained in the Assurance register, after he is satisfied that they
have thoroughly understood the working rules of the station. In case of Group „D‟ staff, their
signature/thumb impression must be obtained after explaining them fully about their duties
and responsibilities.
2.2 The Station Manager is responsible personally for maintaining the Assurance Register and for
obtaining declaration of the staff working under him. The Assurance of staff must be maintained
in two parts, one for Group „C‟ and the other for Group „D‟ staff. A duplicate copy of the
Assurance Register must be maintained and kept in personal custody of the Station Manager.
2.3 The declaration shall be renewed in the following cases:-
(i) Whenever there is a change in the Station Working Rules.
(ii) For any staff who have not worked at the station or were away from the station for a
period of 15 days or more.
3.0 USE OF PRIVATE NUMBER BOOKS & IDENTIFICATION NUMBER SHEET: -
Sufficient Private Number books and I.D number sheets in sealed covers shall be kept always in
the stock by Station Manager under lock and key. He shall maintain a register for this purpose.
4.0 ACCIDENTS:
Accidents shall be reported and immediate action shall be taken by the Station Manager in-
charge in accordance with the instructions laid down in the Accident Manual. Whenever the
Station Manager receives report of an accident, he shall take all necessary precautionary
measures to protect the traffic and shall arrange earliest possible assistance as required at
the site of accident. He shall frame the accident message/reports and follow up all safety
principles without delay.
6.0 TESTING OF POINTS AND SIGNALS:
The Station Manager shall test the working of the reception signals daily during the day when
there is no train due to arrive/leave the station. He shall also test the working of points,
crossings etc. and record the result in the Station Master‟s diary.
6.0 DY.SS/STATION MASTER/ASSISTANT STATION MASTER:
He shall work in 8 hrs. shift for train passing and booking of traffic etc. Coaching returns and other
statements shall be prepared and submitted by him in time under the direction of the Station
Manager. He shall assist the Station Manager for the up keep of the station in all aspects.
Station Master on duty who makes an entry in the train signal register must continue on duty
till all the entries pertaining to the trains are completed vide Subsidiary Rule 14.07.01.
He is responsible for working beyond this period when called upon to do so in the exigencies
of services. He will follow SR 14.07.01. Their special attention is drawn to Chapter II of
General(Amendment) & SR 2000 and GR 5.01 to 5.08 with relevant SRs. As an assistant to
the SMR, he shall follow the instructions given to him by the Station Manager.

7.0 HANDING OVER AND TAKING OVER CHARGE:

The Dy.SS/Station Master/Assistant Station Master on duty shall record in the SM‟s diary the
condition of all the running lines, the caution orders in force at the time of handing over and
taking over of charge. These entries must be counter signed by the SMR/Dy.SS/Station
Master/Assistant Station Master coming on duty while taking over charge. This will not,
however, relieve any one of the Dy.SS/SM/ASM of his responsibility to ensure by physical
check that the nominated line is clear of all obstructions before admission of any train on it.

R.Das Pradeep Nagar. D.Nayak

DSTE/SBP Sr. DEN (West)/SBP DOM(G)/SBP
 SWR / KSNG
54
8.0 TRAFFIC POINTSMAN:
He shall work under the instructions of SM on duty and follow the GR 02.05 to 2.11 and other
relevant rules laid down in GR and SR. He shall remain responsible for:
(i) Delivery of authority to proceed and caution order etc. to the driver of train.
(ii) Correct setting and locking and crank handling of points for reception/dispatch and shunting
operation under the supervision of Station Master/Guard.
(iii) To couple and uncouple vehicles under the supervision of Station Master/Guard when
shunting operation is in progress.
(iv) Piloting and hand signalling of trains when necessary.
(v) Knowledge of hand signals, detonators and their use.
(vi) Protection of line in emergency and fog signalling.
(vii) Exchange of signals with the Driver and Guard of passing trains as directed by the Station
Master.
(viii) Cleaning, Oiling and lighting of lamps.
(ix) Loading/unloading of parcels, luggage, Guard boxes and packages to and from the train and
watching the packages and other materials by properly stacking in the station premises.
(x) Dusting of station office, filling up the fire buckets with sand/water and getting train interact
arrival register (T/1410) signed by the Guard as and when required.
(xi) Serving messages and any other duties entrusted to them by the SMR/SM from time to time.
(xii) Uses of emergency crank handle for setting of points.
(xiii) To supervise shunting as per SR 5.13.03.
(xiv) They must be thoroughly conversant with the GR 3.38, 3.46, 3.77(I), 5.09, 3.52 to 3.60, 3.62,
5.13, 5.15, 5.16, 5.21, 5.23 & SRs there to and their special attention is drawn to chapter
No.II of G & SR (Amendment) 2000 also.
(xv) When necessary, they will work in the Goomties for observing and reporting the
complete/incomplete arrival/departure of trains as per the order of the SM on duty in
case of failure of Axle Counter/Track Circuit.
9.0 DUTIES OF TRAFFIC GATEMAN:
Mentioned in Gate working instructions of concerned L.C.gates in Appendix-A. In addition to
that he shall follow the GR 2.05 to 2.11 and other relevant rules laid down in GR & SR.
10.0 SAFAIWALA /LCS-
He shall to attend the sanitation of Railway premises including SM‟s office Passengers
awaiting room platform and platform latrines, cleaning of night soils, lighting of lamps and
clearing of drainage. He shall remove night soil in staff quarters and dump in and also for
clearing of the drains attached to staff quarters. He shall do any other duties entrusted to him
by the SS/SM.
GENERAL

i. All staff should be in uniform while on duty and follow the rosters issued by DPO/SBP from
time to time.
ii. A set of Red and Green flags and Tricolor hand signal lamps will be part of the essential
equipments of staff while on duty. They shall not leave the station except when required
by the SM on duty or with his permission. They shall comply with SR 4.42.02 (b) & (c).

R.Das Pradeep Nagar. D.Nayak

DSTE/SBP Sr. DEN (West)/SBP DOM(G)/SBP
 SWR / KSNG
55

APPENDIX - „E‟

ESSENTIAL EQUIPMENTS OF THE STATION

Below is the list of essential safety equipments, which shall be readily available in good
working order with necessary relief stock.

Srl No. Description Quantity

1. Detonators 10 in tin case
2. Battery operated LED based flashing 05 Nos.
Hand Signal lamps.
3. Hand signal flags 05 sets.
4. Safety chains with pad locks 08 Nos.
5. Wedges/ Sprags 06 Nos.
6. Fire buckets (with sand and water) 05 Nos.
7. Clamps with padlocks 08 Nos.
8. Reminder collars 06 Nos.
9. First aid Box 01 No.
10. Fire extinguisher 01 No.
11. Stretcher 01No.
12. Blanket 01 No.
13. Block suspension Board 02 Nos
14. “Motor Trolley on Line” boards 02 Nos.

APPENDIX - „F‟

RULES FOR WORKING OF DK STATIONS , HALTS, IBH, IBS AND OUTLYING SIDING

NIL.

APPENDIX - „G‟

RULES FOR WORKING OF TRAINS IN ELECTRIFIED SECTIONS

NIL.

R.Das Pradeep Nagar. D.Nayak

DSTE/SBP Sr. DEN (West)/SBP DOM(G)/SBP