SYSTEM OF WORKING

1. Present working

1.1 The Holding yard -1 is operated from the signaling cabin with EI signaling

panel controlling the motor operated points and signals. At the AIPP / AIP

end, main signals and shunt signals are provided whereas at CTRY end,

only shunt signals are provided.

1.2 When a movement is required from Holding yard – 1 to NCTPS / CTRY

sidings, the points men travels on the train engine to operate the point of

divergence for NCTPS siding.

1.3 As soon as the train is ready for dispatch to NCTPS/CTRY sidings, the

shunt signal governing the line to NCTPS/CTRY sidings is taken off and

the train is allowed to leave.

1.4 On reaching the divergence point for NCTPS siding, the points men

accompanying the train engine, operate the point either to NCTPS or

CTRY depending on the destination, sets and locks the point and

authorize the train the pass to its destination.

1.5 Similarly, on return direction, the points men accompanying the train

engine stops short of the divergence point and get permission from the EI

panel SM at the Holding yard – 1.

1.6 On receiving the permission to enter the siding, the points men set and

lock the divergence point for the train and authorize the driver to proceed

towards the Holding yard -1.

1.7 On reaching the shunt signal governing the entry to Holding Yard-1, the

train is received through clearing the shunt signal by the SM of Holding

yard – 1.

2. Proposed arrangements

2.1 There is no change in signaling at Holding yard -1.

2.2 A new siding with a commercial Code CTRY to handle Container traffic

has been commissioned within Kamarajar Port, after the divergence point

to NCTPS siding. The siding consists of

2.2.1 Two sidings (Roads 1 & 2) to handle general cargo, top wired at either

ends.

2.2.2 4 Goods R & D lines (Roads 3,4,5 & 6), fully wired.

2.2.3 Two sidings (Roads 7&8) to handle container traffic, top wired at either

ends

2.2.4 One full length shunting neck on the northern end, fully wired.

2.2.5 Two Electronic In Motion Weigh Bridges at the northern end of Roads 4 &

5 for weighment of outward traffic.

2.2.6 All the points are hand operated manually.

2.2.7 Telecommunication arrangements at the southern end of the yard (Being

provided by Railways as a deposit work).

2.2.8 FOIS arrangements (Being provided by Railways as a deposit work)

3. The system of working shall be as under.

3.1 When a train is expected to arrive at Holding yard - 1 for CTRY siding, the

station master at Holding yard -1 shall inform the siding in-charge at

CTRY of the details of the train.

3.2 When at least one R & D line is free for receiving the train and all the non

interlocked points pertains to the nominated reception line in the siding

are set and locked and the LC gate is closed for road traffic, the siding in-

charge at CTRY authorizes Station master at Holding yard -1 to dispatch

the said train.

3.3 On getting confirmation from CTRY siding of its readiness to receive the

train, the station master at the Holding yard – I clears the signal governing

the line in which the train is ready for dispatch to the siding.

3.4 The train leaves Holding yard – 1 and stops short of the point of

divergence to NCTPS siding, the pilot points man set and lock the point of

divergence to CTRY siding and authorizes the driver to pass and enter the

CTRY siding.

3.5 The train is then received on to the nominated line at CTRY.

3.6 The train is pulled into the shunting neck with the incoming train engine

and pushed on to any of the lines 7 or 8 if it is container traffic and to lines

1 or 2 if it is other than container traffic.

3.7 When the outgoing rake does not required to be weighed: When the

loading or unloading is being done in the rake that placed, the train engine

reverses the brake van, attaches in rear and engine and takes position in
 the front ready to leave, if the outgoing rake does not require weighment,

such as empty rake or container rakes of authorized container operators.

3.8 When the outgoing rake required to be weighed: When the loading is

being done in the rake that placed, the train engine reverses the brake

van, attaches in rear and engine also waits for loading to be completed.

After completion of loading, the engine pulls the rake to the shunting neck

clear of the last point. The points are set to either Road 4 or 5 so as to

weigh the consignment and pushed on to Roads 4 or 5 past the weigh

bridge to the berthing place of Road 4 or 5. The engine is then reversed

and attached in front ready to leave.

3.9 When the train is ready at CTRY siding, the siding in-charge at the CTRY

siding intimates the station master at the Holding –I cabin of the details of

the train ready for dispatch.

3.10 After ensuring that the train can be received, the station master at Holding

yard –I gives permission to the station master at CTRY cabin.

3.11 On getting the permission for the train to dispatch, the siding in-charge at

CTRY cabin, as all the points inside the siding are non-interlocked and

governed by hand signals, setting and locking of points are ensured by

the shunting staff inside the siding and authorizes the train to depart.

3.12 The train leaves the CTRY siding, stop short of the point of divergence to

NCTPS siding, the pilot points man ensures the point is set for this train

and authorizes the driver to pass and proceed further and wait at the

reception signals at the Holding yard – I.

3.13 After ensuring that any of the reception lines is free and ready to receive

the rake, the station master at Holding yard – 1 clears the reception signal

and allow the rake on the nominated line.