RECEPTION, DESPATCH AND CROSSING OF TRAIN AT STATION
1. The SM shall call the point locker and give him clear and definite instructions in regard to the description of train, the line selected for reception, whether it will run through or stop or any shunting has to be performed etc.
2. The SM will set and lock the points for the reception and despatch of trains or arrange for the setting and locking of the points in accordance with special instructions laid down in SWR except in modified non-interlocked station, Murtizapur, Pachora, Latur (narrow gauge) where this responsibility is vested on a pointsman of A grade.
3. When the points are correctly set and locked as directed, the Point Locker at the outermost facing points will wave the arm by day and white light by night towards the station to indicate that the points are correctly set and locked. On receipt of this signal, and provided all shunting that would foul the path of the approaching train has been stopped and the line is clear up to the requisite distance prescribed in the SWR , the SM will authorize the taking OFF the Outer and Home signal.
4. The SM himself shall personally ensure that the signals are put back to their ON position as soon as the train passes the signals.
5. When a train is ready to leave or when it is to run through, the SM will obtain Line Clear from the station in advance, and after satisfying himself that all the points are correctly set and all the facing points are correctly set and locked in accordance with the special instructions laid down in the SWR, will authorize the Starter Signal to be taken OFF. In the absence of Starter Signal he shall issues starting permit on T/511 or T/512 as the case may be.
6. The key of the pad locks used for locking the points must be kept in the possession of the person responsible for setting and locking the points, until the train has passed over them. The normal position of all the non-interlocked points is laid down in the SWR and when the points are to be interfered with for shunting operations or other movements not connected with reception of train, the SM must ensure that as soon as the move is complete, the points are reset and where necessary, relocked correctly in their normal position.
Crossings of Trains
1. The SM must give instructions to the Point Locker and other points man on duty in his absence, stating clearly the line on which each train is to be received and which train it to be admitted first. The facing leading to the line on which each train has to be received must correctly set and locked for the reception of both the train prior to admission of either. If the first train is a passenger carrying train, the SM lock or supervise the locking and setting of facing points for its admission except in the stationed mentioned above.
Note- If there is no points man deputed to show green hand signal to the LP at the facing point and the signal has been taken OFF
a. The LP shall observe the indications of the point indicator and in case of goods train the LP can admit his train with a speed not exceeding 10 KMPH while negotiating the points.
b. In the cases of Passenger Carrying trains or Mixed trains, the LP shall stop his train before the facing point, and proceed only after ensuring that the facing points are correctly set and locked.
In both of the above case the LP shall report the SM about the absence of points man at the facing points.
If green hand signal is exhibited by the points man at the facing points, at non-interlocked station while negotiating the points at the station the speed of the train should not exceed the limit of 15 KMPH.
Reception of trains at Modified Non-Interlocked Station/Std- I Interlocking stations
1) The Key-Plunger system is provided to lock the facing points at this station.
2) Or receipt of the departure of the train, the SM shall send the pointsman to set the far end points. After setting and locking the points at far end the pointsman shall come to the station observing the line. The SM shall give the key of the near end point of nominated line to set and lock it.
a) The pointsman will go the near end point observing the line and insert the Key-Plunger key into the box to open it and take the other key inside it. The release of second key from the Key-Plunger box ensures that the points are correctly set and locked. If possible he should insert the key into the lock provided in the Home Signal or insert it into the lever frame of home signal at the station.
b) If the line is clear up to the place as mentioned in the SWR, the train will be received directly.
In STD-I station signals shall be taken OFF for one train at a time. The SM shall advise the leverman of the line on which each train is to be received and the train which is to be received first and also advise him to set and lock the outermost facing points. The SM must personally satisfy himself that the signals from the opposite direction are maintained in the ON position. If all the conditions are fulfilled, the first train can be received directly into the station. The second train may also be admitted directly, provided the first train has arrived and come to a stand at the station. Simultaneous reception of two trains is not possible.
Modified Non-Interlocked station
1. At modified non-interlocked station, there is no need of showing green hand signal to the LP at the outermost facing points of the station.
2. The speed shall not exceed more than 15 KMPH at MNI. In STD-I interlocked station the speed of the train running through the station shall not exceed 50 KMPH.
Note- at those interlocked B Class stations where only Outer signals are provided at either end of the station, the first train shall be stopped at the Outer Signal and received indirectly into the station while crossing. The second train of the opposite direction may be received directly or indirectly into the station after the first train has come to stand at the station. The trailing points must be set for the correct line. The responsibility to set the trailing point shall be vested on the Guard of the first train.
Reception of Trains at Interlocked Station
1. The SM shall call both the far-end and near-end Cabinmen on group telephone and advise them about the train to be received on nomonated line. The Cabinmen will repeat the same so that SM could understand they have understood his instructions thoroughly.
2. The far-end Cabinman after setting and locking the concerned points to their correct path, will inform the Cabinman of the near-end and release the inter cabin control (ICC) and inform the SM. If the train is to be received by setting sand hump, the SM will inform the farend Cabinman with exchange of private number.
3. After setting and locking the points to their correct path the near-end Cabinman will inform the SM.
4. The SM after ensuring himself from the Cabinmen that all the points are correctly set and locked, shall give slot to take OFF the Home signal of the concerned line on exchange of private number. The near-end Cabinman after receiving the slot, will take OFF the correct Home signal.
Dispatch of Trains- SR 3.36-4 (b)
a. At interlocked station, when the train is ready to leave the station
When the Block Instrument is with the SM
i. The SM shall obtain permission from the SCOR for movement of trains.
ii. On receipt of the permission, he will obtain line clear from the station in advance.
iii. After obtaining Line Clear, will advise the Cabinman of the far-end cabin about the number and description of the Train and the line from which it is to be dispatched. The Cabinman is advised to take OFF the concerned starter signal.
iv. The Cabinman shall repeat the same and take OFF the starter signal and inform the SM.
v. The SM after ensuring himself that the starter signal of the concerned line have been taken OFF, will advise the Cabinman to take OFF the Last Stop Signal (Advance Starter) on exchange of private number. Then release the slot of Advance Starter.
vi. The Cabinman on receipt of the slot of advance starter signal shall take OFF the advance starter and inform the SM. The train will leave the station and the same shall be informed to the SCOR by SM.
When the Block Instrument is at the Cabin
i. The SM will obtain the permission of the SCOR.
ii. After obtaining permission from the SCOR, the SM shall give descriptions of the train No, line NO. etc to the Cabinman and advise him to obtain line clear from the station in advance and take OFF the starter signal and inform the SM.
iii. The SM after ensuring himself that the starter signal of the concerned line have been taken OFF, will advise the Cabinman to take OFF the Last Stop Signal (Advance Starter) on exchange of private number. Then release the slot of Advance Starter for taking it OFF.
iv. The train will leave the station and the same shall be informed to the SOCR by SM.
a. The LP shall observe the indications of the point indicator and in case of goods train the LP can admit his train with a speed not exceeding 10 KMPH while negotiating the points.
b. In the cases of Passenger Carrying trains or Mixed trains, the LP shall stop his train before the facing point, and proceed only after ensuring that the facing points are correctly set and locked.
In both of the above case the LP shall report the SM about the absence of points man at the facing points.
If green hand signal is exhibited by the points man at the facing points, at non-interlocked station while negotiating the points at the station the speed of the train should not exceed the limit of 15 KMPH.
Reception of trains at Modified Non-Interlocked Station/Std- I Interlocking stations
1) The Key-Plunger system is provided to lock the facing points at this station.
2) Or receipt of the departure of the train, the SM shall send the pointsman to set the far end points. After setting and locking the points at far end the pointsman shall come to the station observing the line. The SM shall give the key of the near end point of nominated line to set and lock it.
a) The pointsman will go the near end point observing the line and insert the Key-Plunger key into the box to open it and take the other key inside it. The release of second key from the Key-Plunger box ensures that the points are correctly set and locked. If possible he should insert the key into the lock provided in the Home Signal or insert it into the lever frame of home signal at the station.
b) If the line is clear up to the place as mentioned in the SWR, the train will be received directly.
In STD-I station signals shall be taken OFF for one train at a time. The SM shall advise the leverman of the line on which each train is to be received and the train which is to be received first and also advise him to set and lock the outermost facing points. The SM must personally satisfy himself that the signals from the opposite direction are maintained in the ON position. If all the conditions are fulfilled, the first train can be received directly into the station. The second train may also be admitted directly, provided the first train has arrived and come to a stand at the station. Simultaneous reception of two trains is not possible.
Modified Non-Interlocked station
1. At modified non-interlocked station, there is no need of showing green hand signal to the LP at the outermost facing points of the station.
2. The speed shall not exceed more than 15 KMPH at MNI. In STD-I interlocked station the speed of the train running through the station shall not exceed 50 KMPH.
Note- at those interlocked B Class stations where only Outer signals are provided at either end of the station, the first train shall be stopped at the Outer Signal and received indirectly into the station while crossing. The second train of the opposite direction may be received directly or indirectly into the station after the first train has come to stand at the station. The trailing points must be set for the correct line. The responsibility to set the trailing point shall be vested on the Guard of the first train.
Reception of Trains at Interlocked Station
1. The SM shall call both the far-end and near-end Cabinmen on group telephone and advise them about the train to be received on nomonated line. The Cabinmen will repeat the same so that SM could understand they have understood his instructions thoroughly.
2. The far-end Cabinman after setting and locking the concerned points to their correct path, will inform the Cabinman of the near-end and release the inter cabin control (ICC) and inform the SM. If the train is to be received by setting sand hump, the SM will inform the farend Cabinman with exchange of private number.
3. After setting and locking the points to their correct path the near-end Cabinman will inform the SM.
4. The SM after ensuring himself from the Cabinmen that all the points are correctly set and locked, shall give slot to take OFF the Home signal of the concerned line on exchange of private number. The near-end Cabinman after receiving the slot, will take OFF the correct Home signal.
Dispatch of Trains- SR 3.36-4 (b)
a. At interlocked station, when the train is ready to leave the station
When the Block Instrument is with the SM
i. The SM shall obtain permission from the SCOR for movement of trains.
ii. On receipt of the permission, he will obtain line clear from the station in advance.
iii. After obtaining Line Clear, will advise the Cabinman of the far-end cabin about the number and description of the Train and the line from which it is to be dispatched. The Cabinman is advised to take OFF the concerned starter signal.
iv. The Cabinman shall repeat the same and take OFF the starter signal and inform the SM.
v. The SM after ensuring himself that the starter signal of the concerned line have been taken OFF, will advise the Cabinman to take OFF the Last Stop Signal (Advance Starter) on exchange of private number. Then release the slot of Advance Starter.
vi. The Cabinman on receipt of the slot of advance starter signal shall take OFF the advance starter and inform the SM. The train will leave the station and the same shall be informed to the SCOR by SM.
When the Block Instrument is at the Cabin
i. The SM will obtain the permission of the SCOR.
ii. After obtaining permission from the SCOR, the SM shall give descriptions of the train No, line NO. etc to the Cabinman and advise him to obtain line clear from the station in advance and take OFF the starter signal and inform the SM.
iii. The SM after ensuring himself that the starter signal of the concerned line have been taken OFF, will advise the Cabinman to take OFF the Last Stop Signal (Advance Starter) on exchange of private number. Then release the slot of Advance Starter for taking it OFF.
iv. The train will leave the station and the same shall be informed to the SOCR by SM.
Actions taken for Run-through Trains-
Stopping of a Run-through Train-GR 3.48
In Absolute Section
Stoppage of trains out of course at stations it has no halt, shall not be received at the station by the SM until-
If it is necessary to bring a run through train to a halt at non-interlocked station, the Home, if any and Outer signals must be kept at ON. When the train has come to a stop, the Home and Outer signals shall be taken OFF. Danger hand signal shall also be exhibited from the platform to stop the train. If a starting signal is provided, that signal must be kept ON. On single line the Authority to proceed must not be handed over to the LP until the train come to halt.
In Automatic Section SR 3.37-2
Two Detonators 10 meters apart shall be placed at a distance of 180 meters from the end of the station platform towards the approaching train and danger hand is displayed from the platform end.
Stopping of trains after taking OFF the despatch signals for crossing and precedence-
Simultaneous Reception of trains-
The followings are necessary for simultaneous reception of trains at a station
1. There should be at least one loop line on either side of the main line.
2. The Home signal should be able to indicate the line on which the train is to be received i.e. it should be bracketed type in case of semaphore arm signal and provided with route indicators in case of color light system.
3. One end of the Loop line should be terminated with Sand Hump or Long dead end siding. The long dead end siding should be provided with a derailing switch at an adequate distance.
4. All the facing points must be provided with locking system like Lock Bar or Track Lock panel route locking.
5. If there is Cabin facility on either end of the station, there should be a Inter Cabin Control (ICC) between the two cabins.
6. STD-III interlocking should be provided at the station.
Responsibility of Controller in respect of crossing of trains SR 3.39-3
Crossing of trains at a station provided with one platform line SR 3.39-4
- The SM shall obtain line clear from the station in advance or advice the Cabinman to obtain line clear if Block Instrument is in the cabin itself.
- The SM shall call both the cabin man on telephone and advise them about the train, the line on which the train is to be run through. And also advise them to correctly set and lock the points of concerned line.
- The SM shall be informed by the Cabinman of far-end cabin after setting and locking the concerned points. The SM shall give slot of the last stop signal and advise the Cabinman to take OFF the Advance starter and Starter signals on exchange of private number.
- After ensuring that Starter signal of correct line has been taken OFF the SM shall advise the near-end Cabinman to correctly set and lock the points of concerned line. Then release the slot to take OFF the Home signal of the concerned line on exchange of private number. The Home Signal shall be taken OFF.
- The SM shall then inform the SOCR of the time of departure of the train.
Stopping of a Run-through Train-GR 3.48
In Absolute Section
Stoppage of trains out of course at stations it has no halt, shall not be received at the station by the SM until-
- At stations provided with working Warners but not provided with Starters, the Warner is kept ON.
- At stations provided with Starter but not provided with working Warners, the relevant Starter is kept at ON.
- At stations provided with both Working Warners and Starters, both the signals are kept at ON and
- At stations provided with neither Working Warner nor Starter, the First Stop Signal is kept ON and the train is brought to a stand outside it.
If it is necessary to bring a run through train to a halt at non-interlocked station, the Home, if any and Outer signals must be kept at ON. When the train has come to a stop, the Home and Outer signals shall be taken OFF. Danger hand signal shall also be exhibited from the platform to stop the train. If a starting signal is provided, that signal must be kept ON. On single line the Authority to proceed must not be handed over to the LP until the train come to halt.
In Automatic Section SR 3.37-2
Two Detonators 10 meters apart shall be placed at a distance of 180 meters from the end of the station platform towards the approaching train and danger hand is displayed from the platform end.
Stopping of trains after taking OFF the despatch signals for crossing and precedence-
- The concerned Starter and Advance Starter signal shall be put back to their ON position. The SM will inform the LP that “your train is not going to be dispatched” through a secure means of communication instrument like MTRC. If secure communication instrument is not available, the LP shall be informed through a written memo about the signal being put back to its ON and his train is not going to be start.
- On Single Line section, if any authority to proceed has been handed over to the LP, it will be taken back.
- The route already set shall not be altered at any circumstances (except to prevent accident) unless and until the LP is advised of the situations through a secure means of communication or through a written memo and his acknowledgement has been obtained in respect of the information.
Simultaneous Reception of trains-
The followings are necessary for simultaneous reception of trains at a station
1. There should be at least one loop line on either side of the main line.
2. The Home signal should be able to indicate the line on which the train is to be received i.e. it should be bracketed type in case of semaphore arm signal and provided with route indicators in case of color light system.
3. One end of the Loop line should be terminated with Sand Hump or Long dead end siding. The long dead end siding should be provided with a derailing switch at an adequate distance.
4. All the facing points must be provided with locking system like Lock Bar or Track Lock panel route locking.
5. If there is Cabin facility on either end of the station, there should be a Inter Cabin Control (ICC) between the two cabins.
6. STD-III interlocking should be provided at the station.
Responsibility of Controller in respect of crossing of trains SR 3.39-3
- The Controller must study the running of trains very carefully before issuing instructions regarding the crossing of trains to give precedence to more important trains. Once definite instructions have been issued, these instructions must not be altered except in an emergency, as must be realized that a sudden change of orders is apt to upset the working of a station.
- On wet dark nights orders once issued must not be changed except under very exceptional circumstances and such cases reported specially with dairy with reason for change of orders.
Crossing of trains at a station provided with one platform line SR 3.39-4
- When two trains, only one of which is a train carrying passengers, cross at a station where there is only one platform, the train carrying passengers must be received on a platform line, irrespective of whether the platform is on the main line or on the loop line and the goods train on one of the other lines.
- When both trains are passenger carrying trains, the first train should be admitted on platform line unless otherwise instructed.
- No train shall run through on the platform line when the passenger train is standing on the non-platform line.
Reception of train on an obstructed line GR 5.09
1) In case of reception of train on an obstructed line, the SM shall
a) Whenever possible intimate the LP through the SM of the station in rear that the train is to be received on an obstructed line.
b) Ensure that the signal or signals controlling the reception of the train are not taken OFF.
c) Ensure that all the points over which the train has to pass are correctly set and the facing points are locked.
2) After the train has been brought to a stand at the relevant stop signal, it may be received on the obstructed line by
a) Authorizing the LP to pass the stop signal at ON by taking OFF the Calling-on signal, where provided. Or
b) Authorizing the LP on the signal post telephone, where provided, to pass the stop signal at ON in accordance with the special instructions. Or
c) Authorizing the LP to pass the relevant signal or signals at ON through a written authority (T/509) to be delivered by competent railway servant who shall pilot the train past such signal or signals.
3) The train shall be brought to a stand at the facing point leading on the reception line until hand signaled forward by a competent railway servant.
4) A stop hand signal shall be exhibited at a distance of not less than 45 meters from the point of obstruction to indicate the LP as to where the train shall be brought to a stand.
5) The LP shall keep his train well under his control and be prepared to stop sort of any obstruction.
Reception of a train on a non-signaled line GR 5.10
1) Should it be necessary, in an emergency, to receive a train on a line which is not signaled for reception, the SM shall ensure that
a) The train is brought to a stand at the First Stop Signal (FSS).
b) The line on which it is intended to receive the train is clear up to the trailing points or up to the place at which the train is required to come to a stand.
c) All the points over which the train has to pass are correctly set and facing points are locked.
d) The LP is authorized to pass the approach stop signal at ON through a written authority (T/369 3b) to be delivered by competent railway servant who shall pilot the train on the non-signaled line.
2) The LP, while entering a non-signaled line, shall proceed cautiously and be prepared to stop sort of any obstruction.
Departure of a train from a Non-Signaled line GR 5.11
1) In the event of a train having to be started from a line not provided with a starter signal, the LP shall be given a written permission (T/511) to start: Provided that such permission may be dispensed with where a tangible authority to proceed is given to the LP.
2) The written permission or the tangible Authority to proceed referred to shall not be given unless all the points for the departure of the train have been set and the facing points are locked
Departure of train from a line provided with a Common Departure Signal GR 5.12
1) In the event of train having to be started from a line out of a group of lines provided with a common departure signal, the LP shall be given a written permission (T/512) to start in addition to the authority to proceed under the system of working.
2) The written permission and authority to proceed referred to sub rule (1) shall not be given unless all the points for the departure of the train have been set and the facing points are locked.
Use of lever Collars, Slide Collars/Pins, Buttons/Switch Collars- SR 3.38-1
The person nominated to operate panel, lever and switches are responsible to put Lever Collars, Slide Collars/Pins, Buttons/ Switch Collars under the following situations
1) The Collars must be placed on the relevant lever/buttons/switch/slide, whenever the line is occupied by a train, or for any other reason like a load vehicle/engine is left standing or when the line is otherwise obstructed.
2) Collars must also be used to protect the reception line on which a train stops to cross or to give precedence to another train in ordinary course.
3) Similarly collars must be used to prevent operation of departure signals i.e. Starter of the occupied line by a train and Advance Starter when block section ahead is occupied.
4) The lever shall be placed in the following manners
a) When the running line is occupied, the lever collars on the levers/buttons of point and Home signals/calling-on signal/routing signal and button collar on the button and slide pin must be used.
b) If the non-running line is occupied it should be used on relevant point.
c) If the block section ahead is occupied, it should be used on the levers/buttons of Advance Starter. d) In case of power block/traffic block it should be used on concerned signals/points including cross-over if involved.
5) The Collars will be removed as soon as cause of placing it is over. The Collars not in use must be placed on spare lever/buttons.
6) SM/Inspectors/Officers who conduct inspections of stations or cabins should ensure that the staffs involved have adequate knowledge of rules of using levers/slide pins/buttons.
7) If a material train is stabled on a station at night, lever collar/button should be used for the line on which the material train is stabled.
1) In case of reception of train on an obstructed line, the SM shall
a) Whenever possible intimate the LP through the SM of the station in rear that the train is to be received on an obstructed line.
b) Ensure that the signal or signals controlling the reception of the train are not taken OFF.
c) Ensure that all the points over which the train has to pass are correctly set and the facing points are locked.
2) After the train has been brought to a stand at the relevant stop signal, it may be received on the obstructed line by
a) Authorizing the LP to pass the stop signal at ON by taking OFF the Calling-on signal, where provided. Or
b) Authorizing the LP on the signal post telephone, where provided, to pass the stop signal at ON in accordance with the special instructions. Or
c) Authorizing the LP to pass the relevant signal or signals at ON through a written authority (T/509) to be delivered by competent railway servant who shall pilot the train past such signal or signals.
3) The train shall be brought to a stand at the facing point leading on the reception line until hand signaled forward by a competent railway servant.
4) A stop hand signal shall be exhibited at a distance of not less than 45 meters from the point of obstruction to indicate the LP as to where the train shall be brought to a stand.
5) The LP shall keep his train well under his control and be prepared to stop sort of any obstruction.
Reception of a train on a non-signaled line GR 5.10
1) Should it be necessary, in an emergency, to receive a train on a line which is not signaled for reception, the SM shall ensure that
a) The train is brought to a stand at the First Stop Signal (FSS).
b) The line on which it is intended to receive the train is clear up to the trailing points or up to the place at which the train is required to come to a stand.
c) All the points over which the train has to pass are correctly set and facing points are locked.
d) The LP is authorized to pass the approach stop signal at ON through a written authority (T/369 3b) to be delivered by competent railway servant who shall pilot the train on the non-signaled line.
2) The LP, while entering a non-signaled line, shall proceed cautiously and be prepared to stop sort of any obstruction.
Departure of a train from a Non-Signaled line GR 5.11
1) In the event of a train having to be started from a line not provided with a starter signal, the LP shall be given a written permission (T/511) to start: Provided that such permission may be dispensed with where a tangible authority to proceed is given to the LP.
2) The written permission or the tangible Authority to proceed referred to shall not be given unless all the points for the departure of the train have been set and the facing points are locked
Departure of train from a line provided with a Common Departure Signal GR 5.12
1) In the event of train having to be started from a line out of a group of lines provided with a common departure signal, the LP shall be given a written permission (T/512) to start in addition to the authority to proceed under the system of working.
2) The written permission and authority to proceed referred to sub rule (1) shall not be given unless all the points for the departure of the train have been set and the facing points are locked.
Use of lever Collars, Slide Collars/Pins, Buttons/Switch Collars- SR 3.38-1
The person nominated to operate panel, lever and switches are responsible to put Lever Collars, Slide Collars/Pins, Buttons/ Switch Collars under the following situations
1) The Collars must be placed on the relevant lever/buttons/switch/slide, whenever the line is occupied by a train, or for any other reason like a load vehicle/engine is left standing or when the line is otherwise obstructed.
2) Collars must also be used to protect the reception line on which a train stops to cross or to give precedence to another train in ordinary course.
3) Similarly collars must be used to prevent operation of departure signals i.e. Starter of the occupied line by a train and Advance Starter when block section ahead is occupied.
4) The lever shall be placed in the following manners
a) When the running line is occupied, the lever collars on the levers/buttons of point and Home signals/calling-on signal/routing signal and button collar on the button and slide pin must be used.
b) If the non-running line is occupied it should be used on relevant point.
c) If the block section ahead is occupied, it should be used on the levers/buttons of Advance Starter. d) In case of power block/traffic block it should be used on concerned signals/points including cross-over if involved.
5) The Collars will be removed as soon as cause of placing it is over. The Collars not in use must be placed on spare lever/buttons.
6) SM/Inspectors/Officers who conduct inspections of stations or cabins should ensure that the staffs involved have adequate knowledge of rules of using levers/slide pins/buttons.
7) If a material train is stabled on a station at night, lever collar/button should be used for the line on which the material train is stabled.
