Train Working Rules (PDF)

CHAPTER-VIII RULES FOR WORKING OF TRAINS ON SINGLE LINE BY MEANS OF TOKENLESS BLOCK INSTRUMENT, HANDLE TYPE AND PUSH BUTTON TYPE 8.01. The following are the Rules for working of trains on the single line by means of Tokenless Block Instrume...

CHAPTER-VIII RULES FOR WORKING OF TRAINS ON SINGLE LINE BY MEANS OF TOKENLESS BLOCK INSTRUMENT, HANDLE TYPE AND PUSH BUTTON TYPE 8.01. The following are the Rules for working of trains on the single line by means of Tokenless Block Instrument approved as a means of granting or obtaining Line Clear (GR 14.01) Preliminary :- (i) The Object of the Train passing system by Electric Tokenless Instrument is to eliminate the delay in the exchange of token balls through the Token Instrument and to ensure movement of only one train at time in the Block Section. (ii) Station, where tokenless train passing system is in operation are furnished with two instruments one for each adjoining section. Telephone communication is provided with each Instrument.99 (iii) At stations where tokenless train passing system is in operation, authority to proceed from one Block station to other will be on signal Indication (taking off the last stop departure signal) only in terms of GR 14.08 (b)(iv) (iv) Passing of trains on this system does not in any way dispense with the use of fixed, Hand or Fog signals, whenever and wherever such signals may be required, to protect trains from obstructions on the line, not does it change in any way the rules in force in regard to such signals. Provisions of chapter III of the G & SR Book shall apply fully. (v) Loco Pilots must act strictly in accordance with the General Rules, subsidiary Rules and any other regulations for the time being in force for the observance of signals. (vi) Trains will be started on the Guard’s signal after the correct departure signals have been taken “OFF” or after the Station Master’s permission has been obtained. (vii) Rules (v) above applies also to guards with such variations as follow from the different nature of their duties. 8.02. Types of Instruments – The following types of Instruments are in use in Eastern railway – (A) Daido’s/Kyosan’s handle type instrument or of similar type. (B) Push button type tokenless instrument of Podanur or similar type. 100 8.03. Arrangement of Instrument – (1) Two Instruments will be used as a pair to cover a Block Section being connected by two line wires. For example, if A and B are two Block Station either end of the Block Section, one instrument will be at Station A and the other at Station B. Telephonic Communication is provided in conjunction with the Block Instrument. (2) The Block Instruments may be provided at the Station Building or in the cabin at either end of the Block Section and be operated by Station Master or Cabinmaster. Accordingly, in regard to operation at the Block Instrument, the use of word “SM” hereinafter means SM or Cabinmaster as the case may be, except where otherwise specified. Part - A 8.04. Description of Instruments – The sketches below illustrate the Daido’s/Kyoson’s type of instruments. The description of their components and the working thereof are as under – (a) An operating handle. (b) Bell Plunger (push button PBI) (c) Push Button (PB2) (d) A Block Bell (e) A cancellation switch (S1) with veeder counter. (f) A switch (S2) with veeder counter (g) The Station Mater’s Key (S. M) (h) An occupation Key (OCC) (i) A Buzzer (BZ1) (j) A Buzzer (BZ2) (k) Train on Line Indicator (TOLK) (l) Time Release Indicator (TERK) (m) Current Indicator (Galvanometer). (n) Telephone. 101 Diagram showing the Instruments DAIDO 102  THE DIADO/KYOSAN’S TOKENLESS BLOCK INSTRUMENT (a) The Operating Handle – This has three position as under (A pointer is engraved on the handle to indicate to which of the positions that handle has been turned)- (i) “Line Closed” (or “N”) is the normal position with the handle vertical and the arrow pointing upwards. This position indicates that no “Line Clear” has been given or received on the instrument for a train to enter the block sections. (ii) The “Train Coming From” (or “R”) is the position with the handle horizontal and the arrow pointing to the right and indicates that “Line Clear” has been given to the station at the other end of the block section for a train to enter the block section and approach the station from that end. (iii) The “Train Going To” (or “L”) is the position with the handle horizontal and the arrow pointing to the left and indicates that “Line Clear” has been received from the station at the other end of the block section for a train to be despatched into the block section towards the station at the other end. Note: The operating handle is normally locked in the vertical or Line closed position It is released to be turned to the “Train Coming From” or “Train Going To” position when such release is electrically permitted by the Station Master at the other end of the block section. The handle when turned to either of the positions (TGT or TCF) will remain locked in that position until its release is again electrically permitted by the station at the other end. (b) Bell Plunger – The bell plunger or push button (PBI) when pressed rings the bell of the corresponding block instrument at the other end of the block section. It shall only be employed for signalling trains by means of the prescribed code of bell signals. Each time the bell plunger is pressed the bell of the corresponding block instrument at the other station will give one beat. N.B. : The use of the bell plunger is also necessary for enabling the release of operating handle of the instrument of the station at the other end. For this purpose the bell plunger has to be operated or kept pressed along with push button (PB2). (c) Push Button (PB2) – The operation of push button (PB2) shall always be made after the bell plunger (PBI) has been operated and kept pressed. Keeping (PBI) and (PB2) jointly pressed in this manner will release the operating handle of the instrument at the other end and enable it to be turned to the “Train Going To” or “Train Coming From” position or from any of these positions to the “Line Closed” position. 103 (d) A Block Bell – The block bell responds to signals given through the pressing of the relevant bell plunger by the stations at the other end of the block sections and serves to convey information through the prescribed Code of bell signals. (e) A Cancellation switch (S1) with Veeder Counter – This is a switch attached to a number counter and is required to be operated for cancellation of “Line Clear” by the Despatching Station before the Train enters the Block Section. The number counter attached to switch (SI) registers the next higher number for each operation of switch (SI) (f) A switch (S2) with Veeder Counter – This is a switch attached to a number counter and is required to be operated by the Despatching Station for closing the Block Section after the train returns back to the desptching station from the Block Section and is received under proper Reception Signal. The number counter attached to switch (S2) registers the next higher number for each operation of switch (S2). (g) The Station Master’s Key (“SM”) – This key when not in use in the instrument shall always remain in the possession of the person in charge of block working. The key when taken out of the instrument makes the instrument inoperative and thus prevents unauthorized manipulation of the Instrument when the person in charge of block working leaves the office or cabin. The bell code signals sent by the Station at the other end will however be audible and the Telephone may be used for communication. (h) An occupation Key (“OCC”) – This key when handed over to the Loco Pilot authorizes him to shunt beyond the advanced Starter up to the point for which shunting order has been given to him. The key can be taken out or put in only when the Operating Handle is in the “LINE CLOSED” position “N” and S.M’s key inserted. The removal of the “OCC Key” locks the Operating Handle in the “LINE CLOSED” position. The SM’s key can be taken out after removal of “OCC Key” but has to be inserted back before the “OCC Key” is replaced in the instrument. (i) A Buzzer (BZ1) – The Buzzer (BZ1) provides audible indication at both Stations when the train enters the Block Section and stops only when the Receiving Station acknowledges the “Train Entering Section” signal. (j) A Buzzer (BZ2) – The Buzzer (BZ2) provides audible indication at the Receiving Station when the whole of the Train passes within the Home signal and it stops either when the S.M’s Home Signal Control Slide and Home signal lever is put back to normal or the Operating Handle is turned back from the “TRAIN COMING FROM” position (R) to “LINE CLOSED” position (N). (k) Train on Line Indicator (TOLK) – This is a visual indication at both stations in addition to audible indication and automatically appears when the train enters the Block Section. This indication disappears in the process of turning Operating Handle from (L) to (N) or (R) to (N) (l) Time Release Indicator (TERK) – This visual indication appears at the Despatching Station after a predetermined time to 2 to 3 minutes, when the cancellation switch (SI) is operated for cancelling “Line Clear”. (m) Current Indicator (Galvanometer) – The Galvanometer is provided with a Needle the movement of which indicates the passage of an electric current received or sent and also the operation of corresponding Block Instrument at the other end 104  of the section. This indicates the flow of current whenever the push button (PBI) is pressed. (n) Telephone – The Telephone is provided for communication between the two stations. The normal means of communication on the Telephone will be established by lifting the hand set preceded by “Call Attention” signal having been given previously. Note : The description and function of other Types of Tokenless Block Instruments are practically same. 8.05. Method of Signalling Trains from Block Station to Block Station with Daido’s/Kyosan’s Tokenless Block Instruments – In the case of each train, after “Call Attention” Signal has been sent before any other operation on Tokenless Block Instrument is made, the names of Stations working together shall be exchanged on the telephone, one with the other, as an assurance that the correct stations are in communication. Taking two adjacent stations X and Y and supposing that a train is to proceed from X to Y Block Section being clear, the Operating Handles of the Tokenless Block Instruments and all concerned signals and signals lever at both stations are normal, the following is the sequence of operation for signalling the train – Station X Station Y 1. Inserts S. M’s Key and turns. 2. Presses the bell plunger or Push Button (PBI) and sends “Call Attention” signal to Y. 3. Receives “Call Attention” signal. 4. Inserts (“SM’s”) Key and turns. 5. Acknowledges the “Call Attention” Signal to X by pressing the Bell Plunger or Push Button (PBI). 6. Attends telephone. 7. Attends telephone. 8. Gives name of Station on telephone. 9. Gives name of Station on telephone 10. Asks “Line Clear” for the train on telephone giving the number and description of the train duly recording, the transaction in Train Signal Register. 11. Accepts “Line Clear Enquiry” on telephone repeating the number and description of the train duly recording the transaction in Train Signal Register supported by a Private Numbers. 12. Sends “Call Attention” Signal to Y. 13. Acknowledges the “Call Attention” Signal to X by pressing the Bell Plunger or Push Button (PBI). 14. Sends “Is Line Clear” signal to Y through Bell Plunger or Push Button (PBI) keeping the same pressed on the last beat and also presses Push 105  Button (PB2) conjointly with (PBI) until the station X operates his Handle. 15. On the last beat of X’s “Is Line Clear” signal, turn the operating handle of his Instrument to “TRAIN COMING FROM” position (R) and acknowledges the “Is Line Clear” signal to X keeping the Bell Plunger or Push Button (PB1) pressed on the last beat and also presses Push Button (PB2) conjointly with (PB1) until the station X operates his Handle. 16. Turns the Operating Handle to the “TRAIN GOING TO” position (L) on the receipt of the last beat of Y’s acknowledgement signal and acknowledges line clear by giving “Call Attention” Signal (one beat). 17. (a) Takes “OFF” the last stop signal. (b) Train enters Block section. (c) Last Stop signal returns to ‘ON’ position. (d) “Train on Line” indication appears automatically and Buzzer (BZ1), starts operating. (e) Replaces Last Stop Signal lever. 18. “Train On Line” Indication appears automatically and Buzzer (BZ1) starts operating. 19. Sends “Call Attention” Signal to Y. 20. Acknowledges “Call Attention” signal to X. 21. Sends “Train Entering Section” signal to Y. 22. Acknowledges “Train Entering Section” signal to X and keeps (PB1) pressed on the last beat till Buzzer (BZ1) stops. Note – In cases, where, due to any reason, there is delay in conveying the Train Entering Section signal by beats on block instruments or acknowledgement thereof the time of the Train Entering the section should also be repeated on the block telephone and an entry made to this effect in the Remarks column of the Train Signal Register. 23. Buzzer (BZ1) stops. 24. (a) Takes OFF the reception signals. (b) Train enters the station. (c) Buzzer (BZ2) starts operating. (d) Reception signal replaced to ‘ON’ position automatically. 106  (e) Puts back levers of reception signals to normal position. (f) Buzzer (BZ2) stops when SM’s Home slide or Home Signal lever is put back to normal if the Instrument remains in SM’s office but will continue to ring when the same is in cabin. 25. Sends “Call Attention” signal to X. 26. Acknowledges “Call Attention” signal to Y. 27. Sends “Train Out of Section” signal to X keeping Bell Plunger of Push Button (PB1) pressed on the last beat and also presses Push Button (PBI) conjointly with (PB2) until the station X operates the Handle. 28. On the last beat of Y’s “Train Out of Section” signal turns the operating Handle of his instrument to “LINE CLOSED” position (N) and acknowledges “Train Out of Section” signal to Y, keeping Bell Plunger or Push Button (PB1) pressed on the last beat and presses Push Button (PB2) conjointly with (PB1) until Station Y operates his handle. 29. Buzzer (BZ2) stops when the instrument is fitted in Cabin. Note – Same procedure is repeated when sending a train from station Y to station X. 8.06. Cancelling “Line Clear” – How to cancel a “Line Clear” before train enters the Block section? Before proceeding to cancel the “Line Clear” obtained the Station Master at the Station at which the Operating handle of the Instrument is in “TRAIN GOING TO” position (L) shall personally ensure that the last stop signal has been properly put back to ‘ON’ position and the Station Master’s slide for the last stop signal concerned is put back to normal and that they remain so until the cancellation procedure is completed. Station X Station Y Operating Handle at “TRAIN GOING TO” Operating Handle at “TRAIN COMING position (L) and concerned signals and FROM “ position (R) and all concerned signal levers normal. signals and signal levers normal. 1. Calls the attention of station Y and takes his consent on telephone with Private Numbers duly recording in Train Signal Register. 2. Gives consent on telephone to station X with Private Numbers duly recorded in Train Signal Register. 107 3. (a) Turns cancellation switch (S1) from normal to cancellation position. (b) Veeder counter registers next higher number. This is duly recorded in Train Signal Register. (c) Wait for 2 minutes. (d) Time Release indicator operates. 4. Sends “Call Attention” signal to Y. 5. Acknowledges “Call Attention” signal to X. 6. Sends “Train Out of Section” signal to Y keeping Bell Plunger or Push Button (PB1) pressed on the last beat and also presses Push Button (PB2) conjointly with (PB1) until the Station Y operates the Handle. 7. On the last beat of X’s “Train Out of Section” Signal turns the Operating Handle of his instrument to “LINE CLOSED” position (N) and acknowledges “Train Out of Section” Signal to X keeping Bell Plunger or Push Button and also presses (PB2) conjointly with (PB1) until the station X operates his Handle. 8. Restores cancellation switch (S1) to normal and turns the Operating Handle To “LINE CLOSED” position (N) on Receipt of the last beat of Y’s acknowledgement signal. 8.07. Normalizing of Tokenless Block Instrument after the Train returns back to the Despatching Station from the Block Section and is received under proper reception Signals – Station X Station Y Operating Handle at “TRAIN GOING TO” Operating Handle at “TRAIN COMING position (L) and all concerned signals and FROM “ position (R) and all concerned signal levers normal. signals and signal levers normal. 1. Calls the attention of station Y and takes his consent on telephone, with Private Numbers, duly recorded in Train Signal Register. 2. Gives consent on telephone to station X with exchange of Private Numbers, duly recorded in Train Signal Register. 3. (a) Turns the concerned switch (S2) from normal position to operated position. (b) Veeder-counter registers next higher number. This is duly recorded in the Train Signal Register. 108  (c) Takes ‘OFF’ the Reception signals. (d) Train enters the Station. (e) Buzzer (BZ2) starts operating. (f) Reception signals replaced to ‘ON’ Position automatically. (g) Puts back levers of Reception signals to normal position. (h) Buzzer (BZ2) stops when SM’s Home Slide is put back to normal if the Instrument remains in SM’s Office, but will continue to ring when the same is in the Cabin. 4. Sends “Call Attention” signal to Y. 5. Acknowledges “Call Attention” signal to X. 6. Sends “Train Out of Section” signal to Y keeping Bell Plunger or Push Button (PB1) pressed on the last beat and also presses Push Button (PB2) conjointly with (PB2) until the Station Y operates his Handle. 7. On the last beat of X’s “Train Out of Section” signal turns the operating Handle of his Instrument to “LINE CLOSED” position (N) and acknowledges “Train Out of Section” signal to X keeping Bell Plunger or Push Button (PB1) pressed on the last beat and also presses (PB2) until the station X operates his Handle. 8. Restores switch (S2) to normal and turns the Operating Handle to “Line Closed” position (N) on the last beat of Y’s acknowledgement of signal. 9. Buzzer (BZ2) stops with the instrument in Cabins. 8.08. Shunting between last Stop Signal and Opposing First Stop Signal – Station X Station Y Operating Handle at “LINE CLOSED” Position Operating Handle at “LINE CLOSED” (N) and all concerned signals and signal Position (N) and all concerned signals levers normal. and signal levers normal. 1. Calls the attention of station ‘Y’ and Obtains his consent on telephone, duly recording the Private Numbers. 2. Gives consent on telephone to station ‘X’ confirming by Private Numbers. 109 3. Inserts S. M.’s Key and turns. 4. (a) Takes out the Occupation Key “OCC” of the concerned section Instrument. Takes out S. M’s Key. (b) Hands over Occupation key to the Loco Pilot. (c) Loco Pilot completes shunting and returns The Occupation Key to S.M. (d) Inserts S.M’s key and the Occupation key is put back in the instrument. 5. Informs the Station Master at ‘Y’ on telephone confirming by Exchange of Private Numbers. 6. Acknowledges on telephone. Records through Exchange of Private Numbers. 8.09. Additional Equipments provided at the Block station at which tokenless Instruments are located (a)(I) Lock on the last stop signal – (I) The Last Stop Signal lever is locked on the normal or ‘ON’ position by means of an Electric Lever Lock, in addition to Electric Signal Reverser fitted on the Signal for the automatic replacement to ‘ON’ position after the train has operated the track circuit of 2 rail length slightly ahead of the Last Stop Signal and the signal cannot be taken ‘OFF’ until the Operating Handle has been turned to “TRAIN GOING TO” position (L). (II) The lever is free in the reverse or “OFF” position and the signal can be put back to “ON” and taken “OFF” again at any time so long the train has not operated the Track Circuit ahead of the Last Stop Signal. (III) Once the Last Stop Signal is replaced to “ON” position by the operating of Track Circuits ahead of the Last Stop Signal, by the passage of a train neither the signal can be taken “OFF” again on the same “Line Clear” nor the Last Stop signal lever can be pulled from normal to reverse position until the train has cleared the Block Section and the Instrument has been put back to “LINE CLOSED” position (N) and again turned to “TRAIN GOING TO” position (L). (b) Control on Reception Signals – (I) Reception signals are controlled by Reversers and/are automatically replaced to ‘ON’ by the operation of the Track Circuit ahead of the Home Signals by the passage of the train. These signals cannot be taken off unless the Operating Handle is in “TRAIN COMING FROM” position or in normal position. 110  (II) Operation of switch (S2) is essential for taken off the reception signals with Operating Handle in “TRAIN GOING TO” position and closing the line when a train returns back to the despatching station. (III) The Reception Signals, however, may be taken off (provided it has not failed due to some other reason), in case the Tokenless Block Instrument has failed or is locked either in the “NORMAL” or “TRAIN COMING FROM” position. 8.10. Certificate of Competency – i) No person should be permitted to operate a Block Instrument unless he has satisfactorily passed the prescribed examination and holds a duly authorized certificate of competency. This certificate shall be valid for a period of 3 years. Principal/Zonal Training Centre shall issue the necessary certificate of Block competency to the staff concerned undergoing training after the Initial/ promotional and Refresher Course. Where, however, for any reason staff are not sent for Refresher Course within the period of 3 years, the validity of the Competency Certificate issued by the Principal, Zonal Training Centre may be extended locally for a period of one year only after jointly re-examining the staff by TI(M) / Station Manager and Section Engineer (Signal) concerned. After extension of the validity has been certified by the TI(M) / Station Manager and Section Engineer (Signal) it shall be countersigned by the Sr. Divisional Safety Officer / Divisional Safety Officer or an Asstt. Operations Manager duly authorized on his behalf. Refresher course must be made mandatory and any staff overdue refresher course must not be permitted to perform duty i.e. when any staff becomes overdue for Refresher Training should be taken off duty until such time as he completes the training. (Board’s letter No. 2000/Safety(A&R)/19/40 dt. 19-12-2000) ii) The TI(M) / Station Manager and Section Engineer (Signal) must also have valid competency certificate from Sr. DSTE / DSTE / Principal, Zonal Training Centre for Block competency for the purpose of discharging their duty under Rule 1.14(i). 8.11. The Tokenless Instruments and bells must be used exclusively for the purpose shown in these regulations. They must only be used by the Station Master on duty, except where otherwise ordered. For Bell Codes, see GR 14.05. 8.12. The Station Master on duty will be responsible to see that no unauthorized person manipulates the Tokenless Instruments. 8.13. Working of Motor Trollies and Material Trollies – When any of these trollies has to run into the Block section the Station Master of the station from which the trolly has to leave, will advise the Station Master at the other end by a message and obtain his acknowledgment supported by a Private Numbers. Copies of these messages will be made over to the trolly holder as his authority to proceed into the block section. On arrival at the other end the trolly holder will deliver the copies of the messages to the Station Master and will give an endorsement on the copies of the message carried by him that the trolly has arrived complete and signed with date and time in the message. The copies of these messages must be retained by the Station Master at the receiving end and pasted in the Station diary. “Out” and “IN” reports of the trolly will also be given by separate messages by the Station Masters concerned. The trolly holder will also be given a Form T/369(3b) at the station from which the trolly is 111  leaving as the last stop signal of the station cannot be taken off. At the receiving station the trolly will be admitted with a Pilot Memo as the Reception Signals cannot be taken off. Records must be maintained in the train signal register books at both the stations in red ink recording the time “Line Clear” was asked for and the time received with Private Numbers and also the time the trolly left and arrived at the other end. To cancel line clear for Motor/Material trollies messages will be exchanged between the Station Masters and records maintained in the Train Registers in red ink. Private Numbers will be exchanged with the exchange of messages. 8.14. Working of Ballast and Material Trains – If a Ballast or Material train is required to come back to the station from where it started, the “Line Clear” will be obtained according to the procedure detailed above. The train will be despatched on signals as usual when the TOL indication will appear. When the train returns the reception signals will be taken off using cancellation switch (S2) and the procedure for closing the line will be as for normalizing of block instrument when train returns to the despatching block station. 8.15. Failure of Tokenless Instruments – The Tokenless instruments must be suspended in the following circumstances. In case of failure under paragraph 1 below the Block Maintainer of the section who is authorized to attend to the same should be called. In the case of failures under Paragraph II below, the working of the Block Instrument must not be resumed until the instruments have been examined by a person holding the special permit. Paragraph I. (a) If code signals on the Bell are not received distinctly or fail altogether. (b) When telephone connection between the two stations fails. (c) If the last stop signal fails to go to “ON” position as the train passes the signal. (d) If the Block Instrument or its battery counter is found unlocked or the seal is found broken in the absence of an authorized representative of the Signal Branch. (e) If the last vehicle or track circuit fails to operate after the passage of the train and the Home Signal is thrown back to normal. (f) If the TOL indication fails to appear on the instrument after the train has entered the Block Section ahead. (g) If the station cannot take off the last Stop Signal after Line Clear has been obtained from the station ahead i.e. when the Last Stop Signal is out of order or suspended. Paragraph II. – (a) When due to transmission failure Block, handle becomes locked. 112  (b) If a train arrives at a station without “Line Clear” having been given for it. In this case the irregularity must be reported as accident unless the Loco Pilot has come under conditions of total interruption under the stipulated procedure. (c) If the last stop signal can be taken off without line clear having been obtained. (d) If at the receiving station the Train arrival (audible) indication appears when a train is in the Block Section. (e) If the “Line Clear” cannot be properly cancelled although the proper manipulation has been done. (f) If there is reason to believe that there is contact between the Block and any other circuit. Note : Before initiating operation of the operating handle of the Tokenless Block Instrument to any desired position the Station Master /Cabinmaster must ensure that all the relevant Station Master Control slide/Signal Levers as well as the arm of Last Stop Signal corresponding to the line on which the movement is intended, have been placed to normal/on position. Failure to comply will render the Tokenless Block Instrument inoperative. 8.16. (a) When the communication on telephone fails or through any defect both the Block Instruments remain locked or the instruments cannot be made to work according to the method described in Rule II the following procedure shall be carried out. (i) After having advised the Station Master at the other end of the section by phone or over the control phone where provided and obtained his acknowledgement Tokenless Block working will be suspended and paper line clear working introduced. (ii) the failure and time will be recorded in the Train Signal Register. (iii) The S.I.M.(E), SSE/JE (S6T) & TI(M) of the section concerned and ASTE, DSTE, Sr.DSO/DSO of the Division will be advised by message as follows. Tokenless working with...…………………station ……………………… Suspended. Cause…………………………………train working on paper line clear. In the above message, the Station Masters must, as far as possible, state definitely the apparent cause of failure. (b) The Station Master receiving advice that Tokenless block working is suspended shall acknowledge the message by repeating it and making a record in the Train Signal Register. (c) When the failure has been rectified, it shall be recorded in the Train Signal Register and the entry signed jointly by the Station Master and the member of Block Signalling staff who rectified the failure. (d) Tokenless working must not be resumed while there is a train in the Block Section. 113  (e) Before resuming Tokenless working the Station Master at the station where the instrument was defective, shall advise the Station Master at the other end of the section by message or over control phone, where provided and obtain his acknowledgement. (f) The Station Master receiving advice that Tokenless working has been resumed shall acknowledge the message by repeating it and made a record in his Train Signal Register. (g) When the Tokenless instruments are brought into use again the advice issued must be cancelled by message by the Station Master who issued the message reporting the failure. 8.17. Train parting and portion of train left on line – When for any reason a portion of train is left in mid-section or the Loco Pilot has come with his train incomplete GR. 6.08 & 6.09 must be rigidly observed by the Guard & Loco Pilot. In absence of a Token or Line Clear ticket the Guard, before giving his written permission to the Loco Pilot to proceed with light engine or the vehicles, must protect his train first. The Cabin SM / Cabinmaster / Cabinman of the cabin will immediately report to the Station Master on duty that the train has arrived incomplete and the Station Master on duty will not give the “Train out of section” report to the station in rear till the complete arrival of the train even though the Buzzer will ring continuously, on arrival of the light engine or the first portion of the train. 8.18. Failure of last stop Signal – (a) When the tokenless block instrument are functioning normally but the last stop signal cannot be taken off despite “Line Clear” having been obtained the SM / Cabinmaster / Cabinman will intimate this fact to the ASM on duty if the instrument is in the cabin and request the latter to issue T/369(3b) for train in question duly confirming his assurance that he has obtained line clear by exchange of Private Numbers. The Station Master on duty on receipt of the advice shall issue T/369(3b) with the following endorsement – “Line clear has been obtained for your train. Private Numbers received from……………………………………cabin………………………………..’ Suitable record of this transaction should be kept in the Train Signal Register in the Cabin and in the Log Register of the Station Master on duty. In case the instrument is in the Station Master’s office the Station Master on duty will issue the T/369(3b) after exchange Private Numbers with the cabinman controlling the Last Stop Signal for the said train. When the block instrument also fails, Paper Line Clear working will be introduced as mentioned in Paragraph above. 114  Part B PUSH BUTTON TYPE 8.19. (1) Arrangement of Push Button Type Tokenless Block Instruments – Two Instruments will be used as a pair to cover a Block section being connected by two lines wires, For example, if A and B are two Block stations either end of the Block section, one instrument will be at Station A and the other at Station B. Telephonic communication is provided in conjunction with the Block Instruments. (2) This Block Instrument may be provided at the Station Building or in the cabin at either end of the Block Section and be operated by Station Master or Cabin- master. Accordingly, in regard to operations of the Block Instrument the use of worked S. M. hereinafter means S. M. or Cabinmaster as the case may be except where otherwise specified. 8.20. (1) Description of Push Button Type Tokenless Block Instrument. – A sketch of the instrument is given below :- 6D-2.1 TOKENLESS BLOCK INSTRUMENT PUSH BUTTON TYPE (SINGLE LINE) (IRS TYPE) (2) The instrument consists essentially of two parts (i) A relay Cabinet housing all Relays; and (ii) A dash board called ‘Control Panel’ containing Push Buttons, Indicators Bell, Telephone etc. These two are manufactured as a compact unit with Control Panel coming on top of the Relay Cabinet. The overall height render the indicators at the eye-level and the buttons within comfortable reach of a man of normal height. Control Panel The Relay Case and Control Panel are mounted on the same frame. 115  DESCRIPTION OF PUSH BUTTONS, INDICATORS ETC. 1. Push Buttons – (i) Bell Code Button; Colour: Black, Code: BCB. This is the most often used button. This is used to call the other Station Master’s attention and for exchange of code signals. When used in conjunction with other buttons it transmits relevant coded currents. When pressed alone, it transmits isolated positive pulse. Whenever pressed alone or in conjunction with any other button, lights up the relevant indicators. (ii) “Train Going to” Button; Colour : Green, Code : TGB, to be pushed along with BCB for setting the instrument to TGT, TCF code is transmitted on line and TGT code is received from lines if conditions permit. (iii) “Line Closed” Button; Colour : White, Code : LCB. To be pushed along with BCB for closing the section or cancelling “Line Clear” Line closed code is transmitted and received provided conditions permit. (iv) “Cancel” Button, Colour : Red, Code : Cancel To be pushed along with BCB for cancelling a ‘Line Clear’. The action advances the associated counter by one. If the train has pushed back the cancelling action may be immediately done if the train had not left the station at all, it can be done only after the FREE indicator is lit which signifies the lapse of prescribed time interval. (v) “Panel Lamp” Button; Colour : Yellow, Code : Panel lamp. The indicator excepting TOL and FREE are lit when this is pressed. This is to be pressed only when the condition of the instrument is to be verified. Using BCB for this purpose alone will unnecessarily transmit a pulse on the line and call the other Station Master Lighting up of Indicators only when required minimizes the drain on the power source. (vi) “Shunt Key” Button; Colour : Blue, Code : SHK To be pressed when it is required to remove the key from the Shunt Heppers instrument. (vii) “Catch / Slip Siding Control Key” Button; colour : Blue, Code : SCK To be pressed when it is required to remove the key from the Siding Heppers instrument. 2. Panel Indicator – (i) “Train coming from” (green) indicates when lit that the instrument is in TCF condition i.e. it has granted ‘Line Clear’. (ii) “Line Closed” (White) indicates when lit that the section has been closed. 116  (iii) “Train Going To” (Green) indicates when lit that the instrument is in TGT condition i.e. it has obtained ‘Line Clear’. (iv) “Last stop Signal” indications : When lit RED indication means the Last stop Signal is ‘ON’ and Green one means that the signals ‘OFF’. (v) “S. N. R.” Indicator : This is an aid to the Station Master to verify of all his relevant controls/levers etc. are normal, first and Last Stop Signals are at ‘ON’ etc. All these above indications are lit only when the BCB or Panel Lamp button is pressed. They are normally off. (vi) Train on Line (Red) indicates that the train has entered the block section on Line Clear Remains lit till the section is closed. (vii) “FREE” indicator (Green) indicates that the prescribed time interval has lapsed and the cancellation of ‘Line Clear’ can commence when the train has not left the Station and ‘Line clear’ has to be cancelled. Both the above indicators (vi) & (vii) are lit on establishment of their respective conditions without the requirement that BCB or Panel Lamp button should have been pressed. Station Master’s Key (Code : SMK) This is used by the Station Master to lock up his instrument to prevent its manipulation by any other person. When the instrument is locked by the Station Master, it is not possible to set the instrument to TGT or initiate ‘Line Closed’ or send bell code while it is still possible for the instrument to transmit and receive code transmit TGT code receive TCF code or ‘Line Closed’ Code answer Back with ‘Line Closed’ code and only receive bell code. Thus the NON Co-operative feature is not destroyed by locking up of the instrument. But communication between stations is possible with the Key OUT. Single Stroke Bell This bell operate every time bell code is received to call the attention of the Station Master or as code signal. Alarm Bell This bell rings intermittently at the receiving station when TOL code is received and continuously when the train arrives at the station. Telephone This is provided on the left side of the instrument A push button on it has to be pressed while speaking. This is electrically isolated from both local and line circuits. 3. The following equipments in addition will be provided at the block stations at which instruments will be located. (i) A track circuit of 2 rail lengths ahead of the last Stop Signal to put back the signal to ‘ON’ position when the train enters this track circuit. The last stop signal 117  is put back to ‘ON’ position and the ‘Train on Line’ indication will come up & Alarm bell will sound at the receiving station of Block Section. (ii) Electrical Signal reverser or equivalent electrical circuits on the Last Stop Signal of the despatching station is provided in order to enable the signal to return automatically to ‘ON’ position when the train enters the Block Section. Once the Last Stop Signal is replaced to ‘ON’ position it cannot be taken ‘OFF’ unless a fresh line clear is obtained. The S.M. will ensure that the last stop signal has gone back to ‘ON’ position. SM’s slide where provided should also be returned to normal. (iii) A lever lock or other equivalent arrangement to interlock the last Stop Signal with the Line Clear indication of the Block Instrument. (iv) 2 Track circuits of two rail lengths each in advance of the Home signal. The function of the track circuits is to restore the Home Signal to ON position and sound the Alarm Bell at the receiving station when the train has passed within the Home signal. The sounding of the Alarm Bell will announce the arrival of the train. 8.21. (1) Certificate of Competency – i) No person should be permitted to operate a Block Instrument unless he has satisfactorily passed the prescribed examination and holds a duly authorized certificate of competency. This certificate shall be valid for a period of 3 years. Principal/Zonal Training Centre shall issue the necessary certificate of Block competency to the staff concerned undergoing training after the Initial promotional and Refresher Course. Where, however, for any reason staff are not sent for Refresher Course within the period of 3 years, the validity of the Competency Certificate issued by the Principal, Zonal Training Centre may be extended locally for a period one year only after jointly re-examining the staff by TI(M) / Station Manager and Section Engineer (Signal) concerned. After extension of the validity has been certified by the TI(M) / Station Manager and Section Engineer (Signal) it shall be countersigned by the Sr. Divisional Safety Officer / Divisional Safety Officer or an Asstt. Operations Manager duly authorized on this behalf. ii) The TI(M) / Station Manager and Section Engineer (Signal) must also have valid competency certificate from Sr. DSTE / DSTE / Principal, Zonal Training Centre for Block competency for the purpose of discharging their duty under Rule 1.14(i). (2) The Station Master on duty will be responsible to see that no unauthorized person manipulates the Tokenless Block Instruments. (3) The Tokenless Block Instruments and bells must be used exclusively for the purpose shown in this regulations. They must only be used by the Station Master on duty, except where otherwise ordered. For Bell Codes, see GR 14.5. 8.22. (1) Method of working the Push Button Type Instrument. To send a train from Station A to Station B 118  Station A Station B Block Instrument in “Line Closed” Block Instrument in “Line Closed” condition and all concerned signals condition and all concerned signals and and signal levers are normal. signal levers are normal. (1) Inserts the Station Master’s Key and Turns. (2) Presses Panel Lamp button to verify if SNR shows white light, last stop signal indication shows red and “Line Closed” indication appears. (3) Sends “Call Attention” Signal to Station B through Bell Code button and attends telephone. (4) Acknowledges “Call Attention” signal and attends telephone. (5) Gives the name of station on telephone. (6) Gives the name of the station on telephone. (7) Asks “Line Clear” for the train on telephone giving the number and description of the train confirmed by a Private Numbers. (8) Accepts “Line Clear” enquiry or telephone repeating the number and description of the train confirmed by a Private Numbers. (9) Sends “Is line Clear” signal to Station B on bell code through Bell Code Button. (10) Acknowledges the “Is Line Clear” Signal to Station – A (11) Operates the “Train Going To” button along with the “Bell Code” button. (12) Block Instrument displays “Train Coming From” indication. (13) Block Instrument displays “Train Going To” indication. Release buttons. (14) (a) Takes off the last Stop Signal. (b) Train enters Block section. (c) Last stop signal returns to “ON” automatically. (d) “Train on Line” indication appears automatically. 119  (e) Last Stop Signal Lever and Station Master’s slide are returned to normal. (15) “Train on Line” indication appears automatically and intermittent audible warning sounds. (16) (a) Inserts Station Masters key and turns. (b) Acknowledges audible Warning by Pressing the “Bell Code” button. (c) Audible Warning stops. (17) (a) Takes “OFF” the reception signals. (b) Train enters the station. (c) First Stop signal replaced to ‘ON’ Position. (d) Audible warning sounds. (e) First Stop Signal lever (and Home Signal lever or Station Master’s Slide Controlling Home Signal, if required) returned to normal. (f) Audible warning stops. (18) The “Line Closed” button along with the “Bell Code” button is operated, after visually checking that the complete train has arrived and that all signals are at “ON”. (19) Block Instrument set to “Line Closed” condition. (20) Block Instrument sets to “Line Closed” Condition. Releases buttons. Note : When it is necessary to stop train at the station in rear the procedure laid down in paragraph 8.26(d) should be followed. (2) To cancel the “Train going to” condition before a train enters the block section. Station A Station B Block Instrument displays “Train Going Block Instrument displays “Train coming to” indication and Last Stop signal at from” indication and First Stop signal at ‘ON’. ‘ON’. (1) Replaces last stop signal lever and Station Master’s slide to normal if the signal had been taken ‘OFF’. 120 (2) (a) Inserts Station Master’s Key and turns. (b) Operates the “Cancellation” button switch along with the “Bell code” Button. (c) Counter registers next higher number. (3) Calls attention through “Bell Code” button and attends on telephone. (4) (a) Attends and inserts Station Master’s Key and turns. (b) Acknowledges “Call attention” and attends on telephone. (5) Gives the name of the station and advises on telephone intention to cancel “Train Going To” condition, confirmed by a Private Numbers. (6) Gives the name of the station and acknowledges intention to cancel “Train Going To” condition confirmed by a Private Numbers. (7) Replaces reception Signal lever and Station Master’s slide to normal, if the signals had been taken ‘OFF’. (8) Time release “Free” indication appears 1½ minute after the cancellation button/switch is operated. (9) Calls attention and operates the “Line Closed” button along with the “Bell Code” button after checking that all relevant signals are at “ON”. (10) Acknowledges and co-operates the normalizing of the instruments by pressing the “Line Closed” button along with the “Bell Push button”. (11) Block Instrument Set to “Line Closed” condition, releases buttons. (12) Block Instrument set to “Line Closed” condition, releases buttons. 121  (3) To set the Block instruments to “Line Closed” when a train pushes back to the despatching station. Station A Station B Block Instrument displays “Train Going to” Block Instrument displays “Train and “Train on Line” indications. coming from” and “Train on Line” indications. (1) Inserts Station Master’s key and turns. (2) Gives the name of the station and advises intention to push back the train. Confirmed by a Private Numbers. (3) Gives the name of the station acknowledges intention to push back the train confirmed by a Private Numbers and replaces reception signal lever and Station Master’s slide to normal, if the signals had been taken “OFF”. (4) (a) Takes “OFF” the Reception Signals. (b) Train returns to the station. (c) First Stop signal replaced to “ON” position. (d) Audible warning sounds. (e) First stop signal lever (and Home signal lever or Station Master’s slide controlling Home signal, if required) returned to normal. (f) Audible warning stops. (5) (a) Operates the “Cancellation” button switch for pushing back along with the “Bell Code” button. (b) Counter Registers next higher number. (6) (a) Verifies complete arrival of train usually or through automatic device where provided and that all relevant signals are at “ON”. (b) Calls attention and operates the “Line Closed” button along with the “Bell Push” button. (c) Acknowledges and co-operates the normalizing of the instrument by pressing the “Line Closed” button along with the “Bell Code” button. 122  (7) Block Instrument set to “Line Closed” condition. Release buttons. (8) Block Instrument set to “Line Closed” Condition. Release buttons. (4) To shunt between the last stop signal and opposing first stop signal. Station A Station B Block Instrument in “Line Closed” condition Block Instrument in “Line Closed” and Outer and Home of Distant and Home condition. Signals, as the case may be and Last stop signal at “ON”. 1. Inserts Station Master’s key and turns, operates HK button and BCB button and removes shunt key from the shunt Hepper Instrument. 2. Hands over the shunting Key to the Loco Pilot. 3. (a) After completion of Shunting Loco Pilot returns the shunting key to Station Master. (b) Shunting key is replaced in the instrument. Note : If Station ‘B’ fails to establish “Train Going To” condition when station ‘A’ has extracted the shunting key Station ‘B’ should verify position from Station ‘A’ who should advise Station ‘B’ as soon as shunting is completed. The extraction of shunting key makes both the instruments inoperative. For extraction of shunt key, SM presses panel lamp definitely not in TCF. He then presses his SHK and extracts the key from the heppers after inserting his key in the instrument. After shunting is over he inserts the key inside the heppers and his key in the instrument. After shunting is over he inserts the key inside the heppers and his key in the instrument and turns the former completely to the right. Shunting can be carried out with ‘Train Coming From’ indication within Station Section (or even up to the outer) if GR’s 8.10(1) and 8.11 along with their SR’s are rigidly complied with. Under these circumstances no shunting key can be extracted from the instrument and shunting order has to be issued to the Loco Pilot. 123 (5) To shunt between the Last Stop Signal and opposing First Stop Signal behind a departing train with the instruments in “Train Going To” condition. Station A Station B Block instrument in “Train Going To” Block Instrument in “Train coming condition and Outer and Home or Distant from” and “Train on Line” condition. and Home Signals, as the case may be and Last Stop Signal at “ON”. 1. Inserts Station Master’s key and turns, operates shunting key button and BCB button and extracts key from the shunt Hepper Instrument. 2. (a) Take out the shunting key. (b) Hands over the shunting key to the Loco Pilot. Case (1) If shunting is completed before the train clears Block section. 3. (a) After completion of Shunting, Loco Pilot returns the shunting key to Station Master. (b) Shunting key is replaced in the instrument 4. After usual reception of the train, Block Instrument set to “Line Closed” condition. Case (2) If train clears section before shunting is completed when Station ‘B’ fails to establish “Line Closed” condition as Station ‘A’ has extracted the shunting key, Station ‘B’ should verify position from Station ‘A’. 3. (a) After completion of Shunting, Loco Pilot returns the shunting key to Station Master. (b) Shunting key is replaced in the instrument 4. (a) Advises on telephone about completion of shunting. 5. (a) Acknowledges on telephone completion of shunting. (b) Sets instruments to “Line Closed” condition. 124  (6) Operation of Slip and Catch Siding while sending a train from Station ‘A’ to Station ‘B’. Station ‘A’ is assumed to be provided with a slip siding protected by Last Stop Signal and Station ‘B’ with Catch siding protected by First Stop Signal. Station A Station B Block instrument displays “Train Going To” Block Instrument in “Train coming from” indication. indication. 1. Inserts Station Master's key and turns. (a) Takes out the slip siding key. (b) Transmits the slip siding key to the siding point either electrically/ manually. (c) Slip siding point is set. 2. (a) Takes off the Last Stop Signal. (b) Train enters Block section. (c) Last Stop Signal returns to ‘ON’ automatically. (d) “Train on Line” indication appears automatically. (e) Last Stop signal Lever and Station Master’s Control are returned to normal. 3. (a) “Train on Line” indication appears automatically and audible warning sound. 4. (a) Inserts Station Master’s Key and turns. (b) Acknowledges audible warning By pressing the “Bell Code” button. (c) Audible warning stops. 5. Call Attention through “Bell Code” button and attends on telephone. 6. Acknowledges “Call Attention” through “Bell Code” button and attends on telephone. 7. Calls for description of train on telephone. 125 8. Gives description of train on telephone. 9. Acknowledges description of the train. 10. (a) Slip Siding point is set to normal. (b) Siding Key is transmitted back to Station Master either electrically or Manually. (c) Inserts Station Master’s key and turns. (d) Siding key is replaced in the instrument. 11. (a) Takes out catch siding key. (b) Transmits the catch siding key to siding point either electrically or manually. 12. (a) Train comes to a stop at the First Stop signal. (b) Catch Siding point is set. 13. (a) First Stop Signal is taken “OFF”. (b) Train enters the Station. (c) First Stop Signal replaced to “ON” position. (d) Audible warning sounds. (e) First Stop Signal Lever (and heme un Home Signal Lever or Station Master’s slide controlling signal if required) returned to normal. (f) Audible warning stops. (g) Catch siding point set to normal. 14.(a) Siding key must be backed to Station Master either manually or electrically. (b) Inserts Station Master's key and turns. (c) Siding key is replaced in the instrument. 126  15. The “Line Closed” button along with the “Bell Code” button is operated after visually checking that the complete train has arrived and that all signals are at “ON”. 16. Block instrument set to “Line Closed” condition. 17. Block Instrument set to “Line Closed” condition. Releases buttons. 8.23. (1) Working of Motor Trollies and Material Trollies – When any of these trollies has to enter the Block Section the Station Master of the Station from which the trolley has to leave will advise the Station Master at the other end by a message and obtain his acknowledgement supported by a Private Numbers. Copies of these messages with the Private Numbers will be made over to trolley holder as his authority to proceed into the Block Section. On arrival at the other end the trolley holder will deliver the copies of the messages to the Station Masters and will give an endorsement on the copies of the message carried by him that the trolley has arrived complete and sign with date and time on the message. The copies of the message must be retained by the Station Master at the receiving Station and pasted in the Station Diary. ‘OUT’ and ‘IN’ reports of the trolley will also be given by separate messages by the Station Master concerned. At the receiving station, the trolley shall be admitted by taking off the reception signals. Records must be maintained in the Train Signal Register book at both the Stations recording the time Line Clear was asked for and the time received with Private Numbers and also the time the trolley left and arrived at the other end. To cancel line clear for a trolley messages will be exchanged between the Station Masters and records maintained in the Train Signal Registers. Private Numbers will be exchanged after the exchange of cancelling signal beats. (2) Working of Ballast and material trains – If a Ballast or material train is required to come back to the Station from where it started the line clear will be obtained according to the procedure detailed in paragraph 8.22 (3). The train will be despatched on signals as usual and the TOL indication will appear. For the train to return to the Station the procedure will be as explained in paragraph 8.22(3). 8.24. Failure of Tokenless Block Instrument : 1. (a) In the following circumstances as mentioned in paragraphs below the Tokenless Block Instrument must be suspended and the Station Master will take over the line clear work and make all entries for the section so 127  suspended, in a separate Train Register kept in his office for the purpose. “Line Clear” should be obtained by the Station Master on duty by means of electric speaking instrument and paper line clear tickets issued. (b) In the case of failures coming under list X below the SIME of the section should be called who is authorized to attend to the same. In the case of failures coming under his XX the SI or ASI of the section should also attend at the earliest moment check and certify about the correctness of the working even if the SIME of the Section had attended and rectified the failure before the arrival of the SI or ASI. List of Failure X. 2. (a) If code signals on the bell are not received distinctly or fail altogether. (b) When telephone connection between the two Stations fails. (c) If the Block Instrument or its battery box is found unlocked or the seal is found broken in the absence of an authorized representative of the signal branch. (d) If the last vehicle Treadle or Track circuit fails to operate after the passage of the train after the Home signal is thrown back to normal. (e) the last stop signal fails to go to “ON” position as the train passes the signal. (f) If the “TOL” indication fails to appear on the instrument after the train has entered the block section ahead. (g) If the Shunting Key is locked or lost. (h) If the LC indication at the sending Station disappears and the TGT indication at the sending Station does not appear after the Station Master on duty at the sending station has pressed the BCB and TGB button. 8.25. List of failures X – X. (a) If a train arrives at a Station without the TCF and TOL indications appearing in the Block Instrument at that station pertaining to the block section. (in this case, the irregularity must be reported as an accident, unless the Loco Pilot has come under conditions of total interruption). (b) If at the receiving of sending Station Line Clear indication appears when a train is in the block-section. (c) If at the receiving Station the “Train arrival” (audible) indication appears when a trains in the block section. (d) If the Line Clear cannot be cancelled although proper manipulation of cancellation operations has been done. (e) If there is reason to believe that there is contact between the block and any other circuit. (f) If there is reason to suspect any other abnormality not mentioned above. 128 Note – (i) SM should never try to pull the last Stop Signal unless he gets “TGT” indication after proper manipulation of the Instrument. If the TGT indication fails to appear after proper manipulation of the instrument, he should not pull the Last Stop Signal. He should suspend the instrument. (ii) If the Line Closed indication does not appear and TCF disappears after operation of BCB and LC buttons after arrival of train, before suspending the Tokenless instrument, it must be ensured by exchange of Private Numbers that the shunting key was inside the instrument at that time at the other station. (iii) If TGT indication does not appear of the LC indication disappears after operation of TCT button and BCB for obtaining “Line Clear”, before suspending the Tokenless Instrument it must be ensured by exchange of Private Numbers that the Shunting key was in the instrument at that time at the other station. 8.26. Procedure for working when Block Telephone fails or the Block Instrument is defective. (a) When the communication on telephone fails or through any defect both the Block Instruments remain locked or the instrument cannot be made to work according to the method described in para 8.22 the following procedure shall be carried out – (i) After having advised the Station Master at the other end of the section over the control phone, where provided and his acknowledgement obtained. Tokenless Block working will be suspended and Paper Line Clear Working introduced. (ii) The failure and time of suspension of the instrument will be recorded in the Train Signal Register and SI-24. (iii) The Station Master at the other end of two Block sections the SIM(E), SSE/JE, ASTE & DSTE of the section concerned DOS (T), Sr. DSO/DSO and TI(M) concerned will be advised by message as follows : Tokenless Block working with Station Suspended at.................. hrs. on Date Cause : Trains will work on Paper Line Clear. (b) The Station Master receiving advice that Tokenless Block working is suspended, shall acknowledge the message by repeating it and shall record it in his Train Signal Register. (c) When the failure has been rectified the same should be recorded in SI-24 with details of cause of failure and signed by Block maintenance staff. Tokenless Block working should not be resumed before such recording are completed. (d) Tokenless Block working shall not be resumed while there is a train in the Block section. (e) Before resuming Tokenless Block working the Station Master of the Station where the instrument was defective, shall advise the Station Master at the other end of the section by message or over control and obtain his acknowledgement. After being satisfied that the Tokenless Instruments have 129  been brought into proper working order the Station Master shall resume the normal Tokenless Block working after recording the time of rectification and cause of the failure in SI-24 which should also be signed by the Block maintenance staff attending the failure. Time of failure and resumption should also be noted in the Train Signal Register along with the Private Number exchanged between the Block Stations connected by this instrument. (f) When the Tokenless Block Instruments are brought into use again the advice issued as per para 8.25(a) above must be cancelled by message by the Station Master who issued the message reporting the failure. 8.27. Train parting and portion of train left on line : When for any reason a portion of train is left in mid-section or the Loco Pilot has come with his train incomplete, G&SR-6.09 must be rigidly observed by the Guard and Loco Pilot. In absence of a Token or line clear ticket the Guard, before giving his written permission to the Loco Pilot to proceed with light engine or with vehicles must protect, his train first. The Cabinman of the cabin will immediately report to the Station Master on duty that the train has arrived incomplete and the Station Master on duty will not give the “Train Out of Section” report to the station in rear till the complete arrival of the train even though the Buzzer may ring continuously on arrival of the light engine or the first portion of the train and will not stop until the SMs slide is put back or the line is closed. 8.28. Method of working in the event of : (a) Failure of Last Stop Signal – (i) The last stop signal may fail due to failure of the instrument i.e. the instrument failing to go to TGT condition. In that case Tokenless working should be suspended and Paper Line Clear introduced. The time of suspension and resumption should be recorded in Train Signal Register. Under such circumstances T/369(3b) has to be issued for the Last Stop Signal for despatching a trains. (ii) When the tokenless block instruments are functioning normally but the last stop signal cannot be taken off despite line clear having been obtained, the Cabinmaster will i nt imat e this fact to the SM on duty and request the latter to issue T/369(3b) for the train in question by an exchange of Private Numbers. The SM on duty on receipt of the advice shall issue T/369(3b) with the following endorsement. Line clear has been obtained for your train. Private Numbers received From…………………………………….cabin is …………………………… Suitable record of this transaction should be kept in the Train Signal Register in the Cabin and in the Log Register of the SM on duty. (b) Shunting key getting locked : If the shunting key gets locked inside the instrument shunting cannot be performed by extracting the key from the instrument and handing it over the Loco Pilot. Under such circumstances shunting order has to be issued to the Guard and Loco Pilot for shunting. Tokenless working has to be suspended by exchange of Private Numbers with the Station Master at the other end of the section in addition to the procedure laid down in paragraph 8.24. After the shunting is over tokenless working will be resumed again by exchange of Private Numbers with the Station Master at 130  the other end of the section and following the procedure laid down in paragraph 8.26. The time of suspension and resumption of instrument must be recorded in Train Signal Register. (c) Shunting key being lost : In the event of shunting key being lost the instruments become inoperative. In that case tokenless working should be suspended by exchanging Private Numbers with the Station Master at the other end of the section and following the procedure laid down in paragraph 8.27 and maintenance staff informed. The time of suspension and resumption should be recorded in Train Signal Register. Note : In cases (b) and (c) above, when shunting order is issued to Guard and Loco Pilot for performing shunting, remarks should be given in the Shunting order that the Shunting key is lost or locked in the instrument, as the case may be. (d) Whenever any unusual circumstances, such as no room for reception of a train, unsafe condition of track/signal, vehicles rolled down etc. warrants that trains should be stopped at the station in rear. The Shunting Key should at once be taken out from the Shunt Heppers Instrument by the Station Master and kept in his safe custody. He will then advise the Station Master at the station in rear of the fact under exchange of Private Numbers. In such case the Station Master at the other end of the block section can not get “Line Clear” without his active co-operation. When the position will again permit for reception he should put the “Shunting Key” back in the Heppers and advice the Station Master of the Station in rear of the fact under exchange of Private Numbers. For despatching a train, he has to put back the “Shunting Key” in the Heppers and obtain line clear as usual. 8.29. Recording of the number shown on the digital counter – The number exhibited by the counter should be recorded in the Train Signal Register at the time of exchange of duties. 8.30. The Station Master in charge shall ensure that the numbers are correctly recorded in the counter-register maintained for the purpose separately. 8.31. Whenever a Tokenless Block Instrument is opened the Inspector Maintainer of the Signal department for the purpose of maintenance it shall be done only in the “Line Closed” Position of the instrument. A register to be maintained and Cabinmaster/SM and the staff of Signal department shall sign mentioning the date and time of opening The Cabinmaster/SM in -charge of the Cabin/Station shall immediately advise the station on the other end of the Block section duly exchanging Private Numbers in confirmation that the Block Instrument has been taken for maintenance. During the period the lock Instrument is under maintenance Line clear will not be signaled on the Block Instrument and train to be passed according to rules for failure of Block Instrument. On completion of Inspection/Maintenance the Instrument shall again be closed, locked and sealed in “Line Closed” position and the Cabinmaster/SM and the Signalling staff will both sign the register in acknowledgement that the Block Instrument has been sealed and locked. The Cabinmaster/SM in-charge of the Cabin/Station shall not however, resume normal working on the Block Instrument unless Private Numbers has been exchanged with the Cabinmaster/SM of the Block station on the other end of the Block section in confirmation that no train is in the Block section, the last train leaving the other station on Private Numbers has cleared the section. 131  Chapter - VIII PART – C RULES FOR WORKING OF TRAINS ON SINGLE LINE BY MEANS OF TOKENLESS BLOCK INSTRUMENT WORKING WITH BLOCK PROVING AXLE COUNTER GENERAL 1. Forward The working of Block Panel using block proving by axle counter for Single Line must be read in conjunction with G&SR of Eastern Railways (Revised and Reschedule 2003) and Block Working Manual – Single Line. Notwithstanding the explanations given hereunder for Block Panel working provisions of G&SR are inviolable. 2. Brief description of Block Panel & its features. The Block Panel means Panel associated with Axle counter and other equipment which controls, commands, indicates and provides the information for the operation of trains in a block section. The block panel operated axle counter block system for Single Line Section checks the movement of train “in” and “out” of the block section by means of axle counter. The system checks the complete arrival of train at the receiving station automatically. System uses the concept of “Train Going To” (TGT) from sending end for taking line clear. The “Train Coming From” (TCF) comes automatically if all the conditions required to grant line clear are available at the receiving end. The “Train On Line” (TOL) and “Line Closed”(LC) condition are displayed on the block panel automatically. Block panels are of two types. (1) Panel at the station without evaluator (Drg. No. RDSO/S32010/002/011) and (2) Panel at the station where evaluator is also housed (Drg. No. RDSO/S32010/003/011). These two panels differ regarding provision of reset key, counter & reset co-operation button on panel. Their availability on panels is given hereunder. Key/Button/Counter Available Panel Drg. No. Panel Drg. No. RDSO/S32010/002/011 RDSO/S32010/003/011 Reset Key No Yes Reset Counter No Yes Reset Co-operation Yes No Button 3. Principle of working (i) The trains are worked on absolute block system of working. (ii) The block section is provided with axle counter to verify the occupation and clearance of block section. (iii) It shall not be possible to take Last Stop Signal to ‘OFF’ unless the line clear has been obtained. (iv) It shall not be possible to take Line Clear unless the line is clear of trains running in the same direction, not only upto the first Stop signal at the block station at which such Line Clear is given, but also for an Adequate distance beyond it, 132  and is clear of trains running in the direction towards the block station to which such Line Clear is given. (v) The last stop signal replaces to ON aspect on the entry of train into block section. This will cause TOL indication to appear on block panel of stations indicating the entry of train in the block section. Last stop signal is replaced to ON with the entry of train in block section is maintained in that position till a fresh line clear is obtained on Block Panel. (vi) Block section is automatically closed on complete arrival of train at the receiving station. (vii) A co-operative control is provided on the block panel to cancel the Line Clear already taken. (viii) A co-operative control for resetting of axle counter is provided. 4. Description of Block Panel. The Drg. Nos. RDSO/S32010/002/011 and RDSO/ S32010/003/011 represent the block panels at two adjacent stations ‘A’ & ‘B’ which govern the movements of train in block section between ‘A’ & ‘B’. A set of two block panel and their associated equipment as shown in the diagram will be used as a pair, one at station ‘A’ and the other at station ‘B’. Telephone communication is also provided in conjunction with block panels. Followings are the various parts of the Block panel and their functions. (i) Push Buttons (non- locking type) Push buttons Functions To transmit BELL codes to station at other end of Block Section. To take Line Clear, when pressed along with TRAIN GO button. To cancel Line Clear when pressed along with CANCEL button. BELL To extend co-operation for cancellation to other station, when pressed with RESET button. TRAIN GOING Station Master of sending station operates it along with bell button. TO This sets sending block panel to ‘Train Going To‘ condition and receiving station block panel to ‘Train Coming From’ condition Green TGT indicates this condition on block panel. CANCEL It is operated along with ‘Bell’ button to enable cancellation of ‘Line Clear’ condition, if the train has not entered the block section or after the train has pushed back to the station. Station Master at train receiving station does cancellation operation. ACKN It is operated to acknowledge the section occupied on section free condition. It silences the SECTION OCCUPIED/FREE buzzer AXLE COUNTER It is operated to extend co-operation from a station where RESET CO-OP evaluator of axle counter has not been provided for resetting of Axle Counter. It is operated by train sending station for extending cancel co- CANCEL CO-OP operation to train receiving station. SHUNT BUTTON It is operated to extract shunt key. 133  (ii) Keys : Keys Functions SM’s KEY The key when out prevent following operations. a)Transmission of BELL code. b)Transmission of Line Clear inquiry code. c) Resetting of Axle counter. d)Release of shunt key. AXLE COUNTER RESET KEY Axle Counter reset key where provided/when pressed resets the axle counter provided reset cooperation is available from other station. MAINTA