ࡱ> npijklm[ bjbj =ΐΐ1 +++++???8w|,?nR$$$$$$$$Zn\n\n\n\n\n\n qsv\n+$$$$$\n++$$qn$$$$+$+$Zn$$Zn$$~_Sg$ }?$dXFnn0n:eP!t$!tg!t+g$$$$$$$$\n\n$$$$n$$$$!t$$$$$$$$$ : 9SOUTH WESTERN RAILWAY BANGALORE DIVISION STATION WORKING Date of issue: 14-01-2010 RULES NO. B 92/DPE Date brought into force: Replaced Page No.1 DEVARAPALLE NOTE: - 1. This issue of Station Working Rules supersedes the Station Working Rules No. B. 92/DPE dated: 25-02-2002. 2. The Station Working Rules must be read in conjunction with General Rules, Subsidiary Rules and Block Working Manual. These Rules do not in any way supersede any Rule in the above mentioned books. 1.0 STATION WORKING RULE DIAGRAM The enclosed Rule diagram based on Signalling Plan and P. Way Plan shows the signalling features, track circuited portions, names of the adjacent stations, the normal setting of points and other details pertaining to day-to-day working. Complete layout of the station yard, gradients, holding capacity of individual lines, distances of adjacent stations etc. are reproduced from the enclosed rule diagram. Rule Diagram No.No.SBC/RD/DPE/66/Alt.2Signalling Plan NoIPU 1031/ALT-1P. Way Plan NoCN/BNC/TR/120-95/7 2.1 GENERAL LOCATION DEVARAPALLE is situated on the BAIYYAPPANAHALLI Junction Dharmavaram Junction Broad Gauge line at a distance of 88.517 Kms. from BAIYYAPPANAHALLI Junction on B route. This is a "B" Class station with single line working towards Hindupur and Viduraswatha. This station is provided with two running lines, with rail level platforms on Road-1and Road 2. SMs office is situated on Platform No.1. The code initials of the station are "DPE". 2.2 BLOCK STATIONS ON EITHER SIDE AND THEIR DISTANCES Hindupur at a distance of 10.783 Kms. Towards Dharmavaram junction end and Viduraswatha at a distance of 6.367 Kms towards BAIYYAPPANAHALLI Junction end are the adjacent block stations. There is no D class station in either of the block sections. Sl. No.Adjacent Block StationCodeInter Distance.Direction1.HINDUPURHUP10.783 KMSDMM SIDE2.VIDURASWATHAVWA6.367KMSBYPL SIDE 2.3 BLOCK SECTION LIMITS ON EITHER SIDE OF THE STATION ON DIFFERENT DIRECTIONS Devarapalle-Viduraswatha Block Section commences at the Down Advanced Starter signal No.9 and the Devarapalle-Hindupur Block Section commences at the Up Advanced Starter signal No.10. The Station Limits extend from the Up Distant Signal to the Down Distant Signal. Between stationsPoint from which the block section commencesPoint at which the block section ends.DPE-VWADown Advanced Starter signal No. 9Down Advanced Starter signal No. 9DPE-HUPUp Advanced Starter signal No. 10Up Advanced Starter signal No. 10 GRADIENTS Sl. No.Direction & LineFrom (m)To (m)Inter distance in metresGradientSection1.Down Road 1& Road 2Centre line250250LevelStation section2.Down Road 1& Road 22506203701 in 1000 falling towards VWAStation section3.Down- Running line620642221 in 1200 rising towards VWAStation section4.Down- Running line64271573LevelStation/Block section5.Down- Running line71511654501 in 200 rising towards VWABlock section6.Down- Running line11651352187LevelBlock section7Down- Running line135215552031 in 120 falling towards VWABlock section Sl. No.Direction & LineFrom (m)To (m)Inter distance in metresGradientSection8Down- Running line15551705150LevelBlock section9Down- Running line1705B/section-1 in 180 rising towards VWABlock section10Up Road 1 & Road 2Centre line3737LevelStation section11Up Running line374984611 in 930 rising towards HUPStation section12Up Running line49811756771 in 250 falling towards HUPStation/Block section13Up Running line117514753001 in 125 falling towards HUPBlock section14Up Running line147520155401 in 180 falling towards HUPBlock section15Up Running line2015B/section-LevelBlock section 2.5 LAYOUT There are two running lines. Road-1 is the loop line with buffer stop dead end with overrun line at HUP side and a sand hump at VWA side. Road-2 is the main line. 2.5.1 RUNNING LINES, DIRECTION OF MOVEMENT & HOLDING CAPACITY IN CSR Running Lines.Direction of Movement.Holding CapacityLength (CSR)Type of PFLength of PFRoad 1Up & Down reception and despatch58 BOXN+3E+BV+5% 718mRL270MRoad 2Up & Down reception and despatch58 BOXN+3E+BV+5% 718mRL270M 2.5.2 NON-RUNNING LINES: Nil 2.5.3 ANY SPECIAL FEATURES IN THE LAYOUT: Nil Replaced Page No.4 2.6 LEVEL CROSSINGS Sl. NoLC No. Class Dept.LocationTypeNormal PositionWhether InterlockedProvision of Tele-phoneTVU & Census date1No.51 C Class Traffic88/900 -89/000Lifting BarrierOpen to Road TrafficInterlockedProvided 9027 Dec.2006NOTE: 1) Refer Appendix "A" for detailed gate working instructions. 2) Station staff shall promptly attend to the telephone call from the gate without fail as any call could also be for reporting any emergency. 3 SYSTEM AND MEANS OF WORKING 3.1 This is a Class B Station and trains are worked under the absolute block system. Push button type single line token less block instruments (Non-Co-operative feature) for DEVARAPALLE - HINDUPUR and DEVARAPALLE - VIDURASWATHA block sections are provided in the Station Masters Office. Block Proving Axle Counters (BPAC) are provided in the respective block sections and BPAC indication cum reset boxes are provided in the SMs Office. (i)Only the Station Master on duty shall operate the Block instruments for train movements and the instruments shall be kept locked after each operation and the keys being kept in his personal custody. The SM shall operate block instrument in the manner laid down in BWM, he shall maintain train signal register and make entries instantly and sign against each such entry. (ii) Even though it is possible to set the block instruments to TGT position without the co-operation of the SM at the other end, the SM shall advise the train number and description to the SM at the other end who shall repeat the same if he is ready to receive the train and confirmed by a private number. Then SM at the sending end station shall insert the shunt key and set his instrument to TGT position after fulfilling the necessary conditions before taking line clear. 3.3 (i) The off aspect of the Advanced starter signal constitutes the authority to proceed for the Loco pilot of the departing train to enter the block section ahead. (ii) Advanced Starter signal can be taken off only when the line clear has been obtained through the block instrument from the block station in advance. (iii) Up and Down Advanced starter Signal, are the last stop signals and interlocked with the respective block instrument. (iv) The line clear can be granted or section can be cleared through the block instrument, only when the Home signal and the advanced starter signal pertaining to the block section are in ON position. Replaced Page No.5 3.4 CUSTODY OF KEYS The following keys shall normally be kept in the personal/safe custody of the Station Master on duty. a) SMs key of block instruments. b) SMs key of double key lock on the back door of the block instruments c) Padlock keys of point clamps. d) Padlock keys of safety chains. e) SMs key of the double key lock of the relay room. f) Control panel key. g) Padlock keys of crank handle location box key, point machine lids and crank handle release lock key. h) Up and Down Shunt keys. i) Keys pertaining to telephones connected to SIGNAL POST TELEPHONE. j) Generator room key. l) Keys of the glass fronted box of emergency gate key for LC No.51. m) Keys of the BPAC resetting boxes. The above keys except item No. a, f and i shall normally be kept in the glass fronted key case provided in the Station House. The glass-fronted case must always be kept closed locked and the key of the case along with keys referred vide item (a) (f) and (i) shall be kept in the personal custody of the duty Station Master. 4.0 SYSTEM OF SIGNALLING AND INTERLOCKING This station is provided with Standard II-(R) multiple aspect colour light signals with Distant, Home, Starters and Advanced Starter in each direction. All points and signals are operated from the Control panel provided in Station Masters Office (See Appendix B for details). 4.1 STANDARD OF INTERLOCKING AND OTHER DETAILS: Refer Para 4 above 4.2 CUSTODY OF RELAY ROOMKEY AND PROCEDURE FOR ITS HANDING OVER AND TAKING OVER BETWEEN STATION MASTER AND S&T MAINTENANCE STAFF 4.2.1 The Relay Room is provided with a double key lock. One key is to be retained by the Station Master on duty and the other key by the TECH.ES/JE/SE/Sig. 4.2.2 Whenever it is required to open the relay room, the TECH.ES/JE/SE/Sig shall ask for the key from the SM on duty, duly filling in the relevant columns of the Relay Room key register maintained at the Station. The SM on duty shall hand over the key to the TECH.ES/JE/SE/Sig. After the work in the Relay Room is completed, the Room shall be locked with double lock which shall be ensured by Duty Station Master. The key shall be returned to the SM on duty, duly completing the entries in the relay room key register. 4.2.3 The Relay Room key register shall contain the following columns:- 1) Time and Date of key requisition. 2) Purpose for which the key is required i.e. attending to failure, routine maintenance etc. 3) Whether the work in the relay room will affect the normal working of points, signals, block instruments etc., 4) Signature, name and designation of the TECH.ES/JE/SE/Sig requesting the key. 5) Signature of the SM on duty with time. 6) Time and Date of Returning the key to the SM on duty after locking the room properly with both the keys. 7) Remarks regarding normal working of the points, signals, block instruments etc., 8) Signature, Name and Designation of the TECH.ES/JE/SE/Sig returning the key. 9) Signature of the SM on duty receiving the key with time after duly ensuring that the room is locked properly with both the keys. 10) Remarks. 4.2.4 If an endorsement is made in the Relay Room Key Register by TECH.ES/JE/SE/Sig that the work will affect normal working of points/signals/block working etc., the Station Master shall obtain Form. No. S & T (T/351) from TECH.ES/JE/SE/Sig (the relevant provisions of GR/SR 3.68 to 3.70 are to be followed for train/shunt movements). 4.2.5 When no such endorsement is made, he shall sign in Form S&T/MR and follow the normal procedure for dealing trains. NOTE:-The SM on duty shall not hand over the key to TECH.ES/JE/SE (Sigg) immediately after an accident involving points/signals/interlocking etc., at the station until necessary readings have been recorded by the competent official(s). 4.3 POWER SUPPLY 4.3.1 The normal source of power supply is from APSEB. In addition, one diesel generators is also made available as an alternate source. 4.3.2 This station is provided with integrated power supply system. A Status monitoring panel (SMP) is provided in the Station Masters panel room. This panel has the following audio, Visual alarms. A) Start generator B) Emergency Start generator C) System Shut Down D) Equipment fault / call S & T staff. When the normal AC power supply fails, this system switch over to battery power supply. During prolonged AC failures an alarm is annunciated in the status-monitoring panel (SMP) in the Station Masters panel room. The display may be Start Generator OR Emergency Start Generator OR System shut down based on battery condition Low OR very Low OR battery fully drained out. When the power supply can not be extended, due to the failure of any equipment, the same will be indicated on the system monitoring panel as Equipment fault-call S & T staff. Functioning of Status monitoring panel:- Sl.No.Alarm/Indication Description.Fault SymptomCorrective action.1Start generatorNeon lamp glows with alarm.Press ACK/RESET push button, Start Generator and press RESET button again.2Emergency start generatorNeon lamp glows with alarm.Press ACK/RESET push button, Start Generator with out delay and Press RESET button again.3System shut downNeon lamp glows with alarm.Press ACK/RESET push button, Start Generator immediately and Call S & T staff. 4Equipment fault/ call S & T staffNeon lamp glows with alarm.Press ACK/RESET push button and Call S & T staff . 4.3.4 The generator must be started for the train service or testing purpose. The generator should be operated during power supply failure. A register with all details has to be maintained for this purpose. 4.3.5 Whenever the APSEB power supply fails, a red light indication appears near the P.ACK button, and buzzer sounds. SM shall press the P.ACK button to stop the buzzer; however the red light indication remains. Once power supply is resumed (APSEB OR Generator) once again the buzzer will sound. To stop the buzzer, the SM shall press the P.ACK. This will stop the buzzer and red light indication also disappears. 4.3.6 After the generator is started, SM must changeover the switch provided in the generator room from MAIN to STANDBY only after ensuring that steady voltage is maintained by the generator by observing the voltmeter provided in the generator room to avoid fusing of bulbs and fuses in the electrical equipmentsf. Whenever power supply from APSEB and generator fails and no light is available in the signal or when the signals are bobbing or flickering the signal should be treated as failed. 4.3.7 If the APSEB supply does not resume within 6 hours, the TECH.ES/SE/JE/SIG of the section must be advised on control phone immediately followed by a message to Sr.DSTE and DEE/Bangalore. 5 TELECOMMUNICATION Magneto Telephone Communication is provided in addition to block telephones, Railway Auto phone, BSNL phone, control telephone and VHF set as detailed in Appendix "B". 6 SYSTEM OF TRAIN WORKING 6.1 DUTIES OF TRAIN WORKING STAFF Duties of train working Staff are detailed in Appendix- D. 6.1.1 TRAIN WORKING STAFF IN EACH SHIFT One Station Master, one gateman and One Pointsman will work in each shift according to the roster issued by the Divisional Personnel Officer/Bangalore Division (See Appendix D" for their duties). Replaced Page No.8 6.1.2 RESPONSIBILITY FOR ASCERTAINING CLEARANCE OF LINES AND ZONES OF RESPONSIBILITY The Station Master on duty is responsible to ensure that the line/route is clear and free from obstruction up to the adequate distance before clearing the reception and/or despatch signals by observing the indications on the Control Panel. During failure, he shall personally ensure this by physical observation of the required length of the track. B Before allowing any non-signalled move, the Station Master should ensure that all the points on the required route are clamped & padlocked and the padlock keys are kept in his personal custody. After any non signalled move has taken place over a point operated by an electric point machine whether in facing or trailing direction, the Station Master on duty shall operate the point for normal and reverse setting for the purpose of testing the points. Only after ensuring the correct indications for the normal and reverse settings of points, SM shall permit further movements over the points. 6.1.3 ASSURANCE OF STAFF IN THE ASSURANCE REGISTER Every train passing staff posted newly at the station or leave reserve staff at the station or regular staff who has resumed his duties after more than 15 days absence must go through Station Working Rules in force and give assurance in the prescribed Assurance Register {SR 5.06 (i)}. 6.2 CONDITIONS FOR GRANTING LINE CLEAR The line shall not be considered clear and line clear shall not be granted to and taken from adjacent stations unless:- (i) The whole of the last preceding train has arrived complete and berthed with in the starter signals. (ii) All the relevant signals have been put back to ON behind the said train and the signal lights are burning bright. Note: In the case of blank signals the SM shall depute the competent Railway servant with hand signals and detonators to the concerned home signal and advise the SM in rear to issue Caution Order to the Loco pilot of an approaching train to be vigilant and stop at the Home signal. Provision contained in SR 3.68 (i) (c) shall be strictly adhered to by both, the Station Master and the Loco pilot. The line is clear up to the Down Advanced Starter for trains from Viduraswatha, and up to the Up Advanced starter for trains from Hindupur. iv) The concerned block section BPAC should show block section clear indication. 6.2.1 ANY SPECIAL CONDITIONS TO BE OBSERVED WHILE RECEIVING OR DESPATCHING A TRAIN 6.2.1.1 Setting of points against blocked line: -This station is provided with centralised control panel. When ever running line is blocked the safety caps shall be placed on the concerned points knobs after setting the points against the blocked line. 6.2.1.2 Reception of train on blocked line: - Whenever trains are being received on an obstructed road/blocked line on calling-on signal the following procedures are to be complied with: If possible intimate the Loco pilot through the SM of the rear station. Ensure that the line is clear and free from obstruction up to the place of obstruction on the intended reception line duly ensuring that the level crossing gate No.51 at km.88/900-89/000 is closed for a down train from HUP. Ensure all the points over which the train has to pass are correctly set. Ensure that no conflicting movement is permitted. Ensure that a stop hand signal is exhibited at a distance of not less than 45 mts. from the place of obstruction. While receiving the train on SIGNAL POST TELEPHONE/T 509 the on duty Station Master shall personally ensure that all the points over which the train has to pass are correctly set, clamped, padlocked and the padlock keys are kept in personal custody. If the train is received on Signal Post Telephone the SM shall ensure that the conditions indicated above (i.e. a to f) are fulfilled and give a message to the Loco pilot through SIGNAL POST TELEPHONE. The Loco pilot shall record the message in his rough journal and pass the signal at ON. The SM shall record the message in the Train signal register below the entry for that train. ABSTRACT MESSAGE Date: Time: To the Loco pilot of Train NoDescriptionUp/Down You are authorised to pass the up/down home signal Noat 'ON' position cautiously at a speed not exceeding 10 kmph. and come to Road No. (in figures and words) which is obstructed. You shall bring your train to a halt at the facing points leading to the reception line well short of obstruction which ever is approached first and await for hand signal for further movement. My private number is (in figure) .(in words) 6.2.1.3 RECEPTION OF A TRAIN ON NON-SIGNALLED LINE: N/A 6.2.1.4 DESPATCH OF TRAIN FROM NON-SIGNALLED LINE: N/A 6.2.1.5 DESPATCH OF TRAIN FROM LINE PROVIDED WITH COMMON STARTER SIGNAL: N/A 6.2.1.6 ANY OTHER SPECIAL CONDITIONS TO BE MENTIONED GIVING REFERENCE TO G &SR Time limit for clearing signals: For a stopping train, approach signals shall not be taken off earlier than 5 minutes before the probable arrival of the train. For a stopping train, despatch signals shall not be taken off earlier then 3 minutes before the probable departure of the train and despatch signal should be cleared only when the train is ready in all respects. For a run through train despatch and approach signals shall not be taken OFF earlier than 7 minutes, before the probable passage of the train. 6.3 CONDITIONS FOR TAKING 'OFF' APPROACH SIGNALS 6.3.1 Station Master/DEVARAPALLE shall ensure that the line on which the train is intended to be received is clear and free from obstruction up to the adequate distance required as per Para 6.3.2 and set the points for the required route and take off the Home Signal. Before authorising the reception of a down train, SM shall ensure that the traffic level crossing gate No.51 at km.88/900-89/000 is closed and secured against road traffic. During failure of signals the Station Master shall personally ensure that the points are correctly set, clamped and padlocked and the padlock keys are kept in his personal custody, before authorising the reception of any train. 6.3.2 Adequate Distance I. Adequate distance required for clearing of Home Signal is reckoned as under: 1.Up train on Road-1a) As 120 mts. From signal No.6SB up to the dead End with crossover points N0.2 - Normal.b)Up to the advanced starter No.10 from signal No.6.SB With Crossover points No.2 - Reverse.2.Up train on Road-2Up to the Up Advanced starterNo.10 from signal No.6.SA With Crossover No.2 - Normal.3.Down train on Road-1a) Up to the sand hump from signal No.5.SB with crossover points No.1 - Normal.(b) Up to the down advanced starter No. 9 with crossover points No.1 - Reverse.4.Down train on Road-2Up to the down advanced starter No.9 with crossover points No.1 - Normal. II. The adequate distance required for clearing the Calling on signal is reckoned as under:- 1.Up train on Road-1Upto the starter No.6SB2.Up train on Road-2Upto the starter No.6SA3.Down train on Road-1Upto the starter No.5SB4.Down train on Road-2Upto the starter No.5SA 6.3.3 RESPONSIBILITY OF STATION MASTER FOR RESTORATION OF SIGNALS TO 'ON' Station Master on duty should ensure that signal is put back to ON after the passage of every train as per GR 3.36.i (a) 6.4 SIMULTANEOUS RECEPTION / DESPATCH, CROSSING AND PRECEDENCE OF TRAINS. 1. While receiving a down train from Hindupur end on Road-1 with crossover points No.1 - Normal. (a) Despatch of a down train to Viduraswatha from Road-2. While receiving an up train from Viduraswatha on Road-1 with crossover points No.2 -Normal (a) Despatch of an up train from Road-2 to Hindupur 3.Crossing of passenger carrying trains: During crossing of two stopping passenger-carrying trains the first arriving train shall be received on Road-1 platform line and second arriving train on Road-2 (Main line). In case of passenger carrying trains if one is not booked to stop at this station, the train booked to stop at the station shall be received first on Road-1 (platform line) and the other train shall be run through on Road-2 Main line. 6.5 COMPLETE ARRIVAL OF TRAINS 6.5.1 Station Master on duty shall personally ensure the complete arrival of run through trains by observing the Tail Board/Tail Lamp as the case may be, before closing the block sections. 6.5.2 When the Station Master on duty observes that the train had passed his station without Tail Board/Tail Lamp as the case may be, he should not close the block station till such time the complete arrival of the train has been ensured. 6.5.3 In case of stopping trains, if the train is berthed in such a way that the SM cannot see the Tail Board/Tail lamp, the Guard of the train is responsible for indicating the complete arrival of the train to the SM on duty by waving his arm four times over head from side to side during day and by waving a white light in similar manner during night. The SM on duty shall acknowledge this in the same manner {SR 14.10(ii))} 6.5.4 If the on duty SM is not able to verify the complete arrival of the train, communication shall be established after due identification with the guard of the train on walkie-talkie and guard shall ensure that the train has arrived safe and complete inside the fouling mark and give a private number along with his name and train number. This shall be recorded by the SM in the train signals register against the entry for the train in the remarks column. The SM on duty shall give his PN in acknowledgement. This PN given by the SM shall be recorded by the guard in his rough journal book. 6.5.5 Due to some reason if the duty Station Master is unable to exchange the complete arrival signal with the guard of a stopping train, he shall depute the Competent Railway Servant to obtain the signature of the guard in the Train intact arrival register (T/1410) maintained for this purpose as an assurance for the complete Replaced Page No.12 arrival of the train with in the Starter signal before clearing the block section. If there is no guard SM shall personally ensure the complete arrival of train and the clearance of the track [(S.R. 14.10 (iv) (a)]. 6.6.0 DESPATCH OF TRAINS 6.6.1 i) When everything is ready to start the train SM on duty shall call the attention of the Station Master/VWA or HUP as the case may be and advise the train No., description etc., In the case of an up train the SM shall ensure that the traffic interlocked gates No.51 at km.88/900-89/000 is closed and CL indication is available on the SMs panel before authorising the movement. ii)On receipt of the acknowledgement confirmed by a private Number from SM/HUP for an up train or from SM/VWA for a down train, the on duty SM/DPE shall insert Shunt Key in the concerned EKT and set the block instrument to TRAIN GOING TO position . NOTE: SM shall ensure that the BPAC for the concerned block section (DPE-HUP or DPE-VWA Block Sections) is showing Block section clear indication before applying for line clear. If the BPAC does not show clear, necessary action should be taken for resetting the BPAC as indicated in Annexure-I (refer rule 7.2.1 of BWM 2006 of S.W.Rly). If the resetting operation of BPAC also fails, it should be treated as block failure and action taken accordingly. iii)He shall ensure that the despatch route is clear and free from obstruction and set the points for the concerned route and issue caution order if any to the Loco pilot, ALP and Guard of the train and then clear the despatch signals. After ensuring that the correct despatch signals are cleared he shall authorise the train to depart. iv)The OFF aspect of the last stop signal is the authority for the Loco pilot to enter into the concerned Block section. 6.7 TRAINS RUNNING THROUGH 6.7.1 The signalling arrangements permit run through of trains on both the roads, but as far as possible run through trains shall be dealt on Road 2 (Main line). 6.7.2 Trains carrying ISMD loads shall normally be dealt with only on Road 2 (Main line). 6.8 WORKING IN CASE OF FAILURE 6.8.1 FAILURE OF TRACK-CIRCUITS, POINTS/SIGNALS During failure of track circuiting arrangements, or signals or points from the control panel, the duty Station Master, shall personally ensure that the line on which the movement is to be carried out is clear and free from obstruction, and that all efforts have been taken in accordance with the provision contained in GR/SR 3.68 to 3.70. During failure of Home Signal and Calling-on signal trains can be dealt on SIGNAL POST TELEPHONE or on Form T/369-(3b). Station Master shall ensure clamping and padlocking of relevant points and maintaining isolation from other lines duly keeping the trap/points in required position. If a point cannot be set from the panel or fails to set properly, the Station Master on duty must personally ensure the correct setting of points to the required position by means of the point crank handle as detailed in Para B.4. The Station Master can operate the signal knobs for the reception or despatch of the train, after duly replacing the crank handle in the electrical key instrument. If the signal fails to respond properly, the Station Master must arrange to pilot the train in accordance with provisions contained in G.Rs 3.68 to 3.70 and the subsidiary rules there under. If the points set correctly in one position and fails to set in the other position, it is possible that there is some obstruction between the stock and the switch rails. By operating the points repeatedly for about three or four times, this obstruction may be removed. If not by deputing a competent railway servant who will do so. Even in spite of this, the point fails to set correctly, then the point crank handle must be used. In the event of failure of a point repeat indication on the panel the following action has to be taken by the duty Station Master. The concerned signal knob shall be operated even if the point repeat indication does not appear. If the signal gets cleared, the train shall be dealt with under normal course on signals. If the signal fails to respond the SM shall operate points repeatedly for about three or four times, even after this if the point indication does not appear, the SM shall depute the Points man/TRH to the point to remove the obstruction if any who shall do so. Even after this if the signal fails to respond, it should be treated as a case of signal failure and the train shall be dealt strictly according to the relevant provisions contained in GR/SR 3.68 to 3.70. 6.8.2 FAILURE OF HOME SIGNAL During the failure of Home signal, the train shall be received on Calling-on signal (See Para B.8 for details ). If the Calling-on signal also fails, the train should be received using SIGNAL POST TELEPHONE. (See Para B.9 for details). If the signal post telephone also fails, the SM on duty shall arrange to receive the train on Form T/369-(3b). Whenever the trains are received on SIGNAL POST TELEPHONE or on Form T/369-(3b), the SM shall ensure the correct setting, clamping and padlocking of all the points on the route on which the train will be received and depute a points man/TRH with Form T/369-(3b) to be delivered at the foot of the concerned Home signal and authorise the Loco pilot to pass the home signal at "ON". Whenever the trains are being piloted through SIGNAL POST TELEPHONE or on Written Form T/369-(3b) due to failure of home signal, the home signal knob shall be turned to `R' position to avoid block failure. However, if the home signal failure is due to track circuit failure (other than berthing track), the home signal knob should not be turned to `R' position, even though it causes block failure. This is to avoid serious repercussions of the route getting locked. 6.8.3 FAILURE OF STARTER SIGNAL: During failure of starter signal, trains shall be despatched duly issuing written authority in Form T/369-(3b) to the Loco pilots. Proceed hand signals shall invariably be exhibited at the foot of the starter signal after ensuring correct setting of the points duly clamping and padlocking of all the concerned points on the route. 6.8.4 FAILURE OF ADVANCED STARTER SIGNAL (LSS): During failure of this signal the line clear shall be obtained on the block instrument and trains shall be despatched duly issuing the Form T/369-(3b). 6.8.5 FAILURE OF BLOCK INSTRUMENT: - During Block Instrument failure / suspension, the train shall be dealt duly issuing appropriate Line Clear Ticket to the Loco pilot of departing train. Note: - Independent LCT book duly stamped should be kept for each Block Instrument. Note: - All cases of such failures must be reported immediately to the TECH.ES/JE/SE/Sig of the section for immediate rectification duly issuing a message. 6.9 PROVISIONS FOR WORKING OF TROLLEY/MOTOR TROLLEYS/MATERIAL LORRIES: -. 6.9.1 Un-insulated trolley/lorry etc. should not be permitted on the track circuited lines. Whenever a trolley/lorry, is allowed to work the Station Master on duty shall ensure that the track is clear of such vehicles before clearing the signals for a train or before operating the points as the trolley/lorry/motor trolley may fail to actuate the track circuit. 6.9.2 Block instrument working shall be suspended and line clear ticket issued as an authority to proceed, when Trolley/Motor Trolley / Material lorry etc, are required to work in the Block Section. SM at either end of the Block Section can resume Block instrument working after trolley/lorry/motor trolley clear the section. Instructions contained in Chapter 11.2 of BWM 2006 of SW Railway should be strictly adhered to. 6.9.3 Signals except Advanced Starter signal shall be cleared for movement of trolley/lorry/motor trolley when worked as train. NOTE: - (1) Insulated trolley/lorry/motor trolley do not actuate the track circuit. If the signal is cleared for reception/despatch, the route for the same should not be altered until the movement is completed. (2) Trolley/lorry caps shall be used without fail, whenever the trolley/lorry are allowed to enter the Block Section. (3) Before permitting a trolley/lorry the SM on duty shall obtain a certificate on the trolley/lorry notice itself from the official-in-charge to the effect that the trolley/lorry insulated. 7 BLOCKING OF LINES 7.1 When a running line is blocked/obstructed for any purpose, the points at both the ends of the line should be set against the line except when shunting is required to be done on that line. No movement should be permitted on to a line occupied by a train/ vehicle carrying passengers except when shunting is required to be done on that train/vehicle or for attaching an Engine to that train/vehicle. When a running line is blocked/obstructed, "Line Blocked" collars/caps should be placed on the relevant knobs as mentioned below, on the panel, to serve as a reminder to the SM on duty. Immediately when the line is clear again, the collars/caps should be removed from the knobs and kept safe. Line OccupiedKnob No.Road-11N, 2NRoad-21R, 2R 7.3 The SM on duty shall see that train/vehicles standing at the station are properly secured so as to prevent them from gaining momentum and rolling down. Vehicles/Wagons should be coupled together and brakes applied. The vehicles should be kept well within the starters. Skids and safety chains should be used for securing the vehicles. 7.4 Before uncoupling one or more wagon/vehicle fitted with roller bearing to be stabled on a running line the hand brakes of all the wagons/vehicles should be applied. Skids should also be used to prevent such vehicle from rolling down. When vehicles are stabled on running lines, the SM on duty shall ensure that the points at either end of the obstructed line are set against the line, clamped and padlocked and the padlock key retained in his personal custody. Instructions contained in SR.5.23 (vii) shall be strictly adhered to. 7.5 When a running line is blocked or obstructed by any vehicle allowed to remain on the line for some length of time, a clear remark in RED ink should be made immediately in the train signal registers indicating the time and the number of the line on which the vehicle is detained. A record of the blocking of the line shall be made in the station diary also. When the obstruction is removed and the running line is clear again, the time at which the vehicle was removed and the running line cleared should be indicated in the Train Signal Register and the Station Diary. Instructions contained in SR.5.23 (v) shall be strictly adhered to. 7.6 i)Whenever a goods train is to be stabled on running line, before detaching the train engine, the Guard of the train shall ensure that the van brake and the hand brakes of at least six vehicles next to brake van are put on. The Loco pilot shall ensure the hand brakes of at least six vehicles next to the engine also are put on. If after detaching the engine, the brake van also is to be detached, the Guard shall ensure that the hand brakes of at least six more vehicles are put on before detaching the brake van. In addition, they shall also be secured with safety chains fastened to the rails and padlocked to prevent them from getting out of control and rolling down. The brakes shall not be released until the engine/brake van has been attached to the formation. ii)Before detaching the engine from a train carrying passengers, the hand brakes in the Guard's brake van in rear and in additional brake vans, if any, on the formation, shall be securely screwed down. Hand brakes, if any, provided on any other coaching vehicles like Inspection carriages shall be applied. The wooden wedge/skids supplied shall be placed under farthermost wheels of the formation and safety chain shall also be used to secure the vehicles. iii)The Guard, after satisfying himself that the train is braked as required, shall show "Green" hand signal to the Loco pilot and only on seeing the Guard's signal, the Loco pilot may detach the engine or permit the engine to be detached from the train. The train must remain braked until the engine is attached to the train again. Instructions contained in GR 4.48 and SRs there under shall be strictly adhered to. 7.7 While handing/taking over charge, the outgoing/incoming Station Master should promptly record in the Station Diary and TSR the number of the running line(s) obstructed. 7.8.1 The relevant instructions contained in SR.5.01(i)d, GR.5.19 and 5.23 and SRs there under should be strictly adhered to by all staff concerned. 8 SHUNTING 8.1 GENERAL PRECAUTIONS (a) For shunt movement at this station, the duty SM shall give due consideration to the train services in this section and carryout shunt movements by taking off starter signals. The Station Master shall see the shunting of trains or vehicles are carried out only at such time and in such a manner, which will not involve danger. (b) The guard of the train shall supervise all shunting operations involving full trains and stabling of materials/departmental trains. The guard under the instructions of the SM will supervise other shunting. In the absence of the guard, the SM shall supervise shunting. (c) At stations, with grades steeper than 1 in 400 beyond 50 metres of the outermost points, trains should not be drawn up to the last stop signal and held in the steep gradient in order to clear the reception line for giving permission to approach to the following train. No shunting beyond outermost points on the steep gradient side should be allowed unless a locomotive is attached at the lower end of the load from the point of view of gradient. 8.2 Shunting in the face of an approaching train: -Shunting in the face of an approaching train is strictly prohibited at this station. 8.3 Prohibition of shunting, special features if any: - (a) While performing shunting at falling end of the yard, it should be ensured that an engine is attached at the falling side of the gradient to prevent vehicles escaping into the block section. (b) Before performing shunting at HUP side of the yard beyond the up home signal, the gateman at LC No.51 at Km.88/900-89/000 shall be advised of the shunt movement under exchange of PN. (d) Hand shunting/ loose shunting is prohibited. 8.4 SHUNTING ON SINGLE LINE 8.4.1 WITHIN STATION SECTION SM shall carry shunting between starter and LSS by taking off the concerned starter & shall issue form T/806 to the Loco Pilot. SM shall extract the shunt key from the concerned block instrument pertaining to the direction of shunting and keep it in his personal custody till shunting is over. 8.4.2 BETWEEN LSS AND OPPOSITE FSS Shunt key along with Form - T/806 shall be handed over to the Loco pilot as an authority to perform shunting between Starter and the opposite Home Signal on DPE- VWA- or DPE-HUP block section {SR. 8.15 (i)}. 8.4.3 BEYOND OPPOSITE FSS To permit shunting beyond the opposing Home Signal, on DPE-VWA or DPE-HUP block section, block back shall be done (SR. 8.15 (i)) and section authority with Form T/806 and a written memo to come back shall be handed over to the Loco pilot as an authority to perform shunting. Note: Shunt key can be extracted by pressing SHK button of the block instrument 8.4.4 DURING FAILURE OF BLOCK INSTRUMENT OF SINGLE LINE 8.4.4.1 When shunting has to be performed at that end of the Block Section over which block instrument working has been suspended/failed, the Station Master on duty shall issue T/806 with an endorsement stating that the block instrument working suspended/failed with a private number obtained from the block station at the other end of the block section. 8.4.4.2 Shunting during failure of Shunt Key: - When the shunt key cannot be extracted and shunting has to be performed necessarily, SM on duty the Station Master on duty shall issue T/806 with an endorsement stating that shunt key could not be extracted with a private number obtained from the block station at the other end of the block section. The SM at the other end of the block section shall extract the shunt key pertaining to the block section and keep it in his personal custody before issuing the PN. 8.5 SHUNTING ON DOUBLE LINE, BLOCK BACK, BLOCK FORWARD, FOLLOWING A TRAIN TRAVELLING AWAY, UPTO IBS, BEYOND IBS, DURING FAILURE OF BLOCK INSTRUMENT: -N/A 8.6 SHUNTING IN SIDING TAKING OFF FROM STATION YARD/GOODS YARD: Not applicable 9 ABNORMAL CONDITIONS THE RULES TO BE OBSERVED IN THE EVENT OF ABNORMAL CONDITIONS: - i. During failure of electrical communication instrument: - Normally the concerned Block Instrument and Telephone attached to block instrument should be used to run trains on absolute block system. During failure, Block working should be done on the following order preference: - 1. Block Instrument. 2. Telephone attached to block instrument. 3. Station to Station fixed telephone. 4. Railway Auto phones. 5. BSNL phones. 6. Control Telephone. 7. VHF sets. NOTE: - When 4th to 7th type communication is used Identification sheets should be used, if not speed restriction comes into force. when line clear has been obtained for a train through 4th to 7th type communication duly using Identification Numbers, issue of caution order shall be dispensed with. Endorsement to the effect that line clear has been obtained using Identification Numbers shall be made on LCT as the case may be in the manner prescribed in S. R. 4. 09 (i) (11). If Identification Number sheets are not used Caution Orders shall be issued restricting the speed to 25 / 15 KMPH on Double line / Single line sections during day and 10 KMPH on Double line / single line sections during night and when the view ahead is not clear during day Replaced Page No.18 i. The authority to proceed to enter into the occupied block section in case of obstruction of line or accident etc: -. Break Down Special/Relief train/Engine shall be sent into the Block section on account of obstruction of line or accident etc, by issuing Block ticket to proceed without line clear in form T/A 602. Before preparing this authority the SM shall examine the TSR, Train message books, WTT, Train notice register and Caution order advices and also contact the control and the SM on duty at the other end. iii. Trains delayed in block section: - If a train carrying passengers does not arrive within 10 minutes or if a goods train does not arrive within 20 minutes after allowing for normal running time from the station in rear, The Station Master at the station in advance shall immediately advise the station in rear and the Control of this fact. The Station Masters at either end of the block section shall also send one of the traffic staff out on the block section to fetch information about the whereabouts and condition of the delayed train and nature of assistance, if any required. iv. Failure of Intermediate Block Stop Signal at ON: - Not applicable v. Failure of Axle Counter Block/BPAC: - Refer Appendix-1 for details. vi. Failure of MTRC: - Not applicable (b) PROCEDURE FOR EMERGENCY OPERATION OF CRANK HANDLE i. A crank handle duly interlocked with the signals is normally secured in an electrical key instrument in the panel room. The crank handle should be used to operate the points during failures. ii. When the crank handle is properly secured in its electrical key instrument and is free to be extracted a white light indication gets displayed near the place marked Crank Handle on the control panel. When the crank handle is not free to be extracted, the white light gets replaced by a Red light indication. iii. When the crank handle remains extracted, all the signals except up and down advanced starters cannot be taken off. Similarly when a signal other than up and down Advanced Starter is taken off the crank handle cannot be extracted. No attempt must be made to take off a signal when the crank handle remains extracted and no attempt must be made to extract the crank handle when the signal has been taken off. iv. A push switch is provided near the crank handle. When this switch is kept pressed, a white light indication gets displayed nearby. On observing this indication, the crank handle can be extracted. During failures of points, crank handle shall be used for setting point. While setting the points by crank handle, it should be ensured that the corresponding point knobs are kept in the required (N or R) position. After setting the points in the required position, the crank handle shall be restored to its electrical key instrument. On observing the Crank Handle Free (White light) indication and the point indication on the panel, the required signal may be taken off. If the signal obeys when taken off, train movements can be permitted on signals as in the normal course. If the signal fails to respond, train movements should be dealt with strictly in accordance with the relevant provision contained in GR 3.68 to 3.70 and subsidiary rules there under. vi. While utilizing the crank handle to operate a cross over point, to get the point indications it should be ensured that both the ends of the crossover points are correctly set to the required position and locked for permitting train/shunt movements over the points. vii. Whenever the crank handle is utilized to operate a point, necessary entries in the crank handle register should be made promptly and the TECH.ES/JE/SE/SIG advised immediately to restore normal working. (Refer Para B.4 for other details regarding Crank handle operation) ( c ) CERTIFICATION OF CLEARANCE OF TRACK BEFORE CALLING-ON SIGNAL OPERATION IS INITIATED The Calling-on signals below Home signals are intended to receive a train on an occupied/obstructed road or when one or more of the track circuit on that route have failed or when the Home Signal has failed. Before clearing the Calling-on signal, the SM shall decide whether it is absolutely necessary to receive the train on that road and train can be berthed clear of the fouling mark/starters and he should physically ensure that the required route is clear & free from obstruction ( d ) REPORTING FAILURE OF POINTS, TRACK CIRCUITS/AXLE COUNTER AND INTERLOCKING Any S&T failure should be reported immediately by SM on duty to the concerned signalling Maintenance Staff (TECH.ES/JE/SE/Sig) responsible for attending to the failure and only after receipt of the written memo from the signalling Maintenance Staff (TECH.ES/JE/SE/Sig) for rectification of the fault, SM on duty should restore the normal working. The entries in failure register to be done with message to the Section Controller 9.1 TOTAL FAILURE OF COMMUNICATION In the event of Total interruption of communication occurring between VWA-DPE or DPE-HUP stations i.e., when line clear cannot be obtained by one of the following means stated in order of preference namely. a) Block Instrument. b) Telephone attached to block instrument. c) Station to Station fixed telephone. d) Railway Auto phones. e) BSNL phones. f) Control Telephone & g) VHF sets. 9.1.1 The Station Master on duty shall open communication by sending an engine or any self-propelled vehicle as detailed in Para (2) of SR. 6.02 (ii). The order of preference is given below. a. Light Engine b. Train engine after it is detached from the train. c. Motor trolley/ Tower wagon duly accompanied by a Guard or by a Off duty Station Master d. Trolley duly accompanied by a Guard or by a Off duty Station Master e. Diesel car/ Rail motor car/EMU rake after ensuring that all passengers have detrained. 9.1.2 Before despatching the above said Engine/self propelled vehicle in the block section the Station Master on duty shall hand over the Authority for opening of communication during Total Interruption of communication on single line section on Form No. T/B 602. 9.1.3 The Station Master on duty shall clearly advise the Loco pilot and Guard of the train the fact that the communications have failed. The LE/TE etc. has to proceed withan authority on Form T/B 602. On the receipt of the Form T/B 602 the Station Master at the other end shall prepare and send T/F 602 (Conditional Line Clear) through the Loco pilot and issue Conditional Line Clear Ticket (T/G 602 or T/H 602) to the Loco pilot to return back to the starting station. On receipt of T/F 602 the Station Master at the starting end shall issue Conditional Line Clear Ticket (T/G 602 or T/H 602) to the waiting train at his station. If more than one train is to be started the Station Master at starting station shall send T/E 602 along with T/B 602.Trains will continue to work in this manner till the competent authority restores anyone of the means of communications. As soon as anyone of the means of communications has been restored, the Station Master shall exchange message with the Station Master at the other end of the section on Form T/I 602. Detailed instructions contained in SR. 6.02 (ii) shall be strictly adhered to for working trains during total interruption of communications. 9.1.4 Line clear shall not be obtained or given by any one of the means of communication restored, until both the Station Masters are satisfied that all trains and engines etc. despatched from their stations have arrived complete at either station. If any light engine/self propelled vehicle etc is in section with T/B. 602 normal working shall not be resumed until the section is cleared and both the station masters are satisfied under exchange of Private numbers that no light engine/self propelled vehicle or any other vehicle is in the section. 9.1.5 In all the cases of working trains during total interruption of communications, a detailed record of timings of all trains, Engines etc., shall promptly be made in the train Signal Register at the Stations concerned. When the communication for train working is restored, Section Control if working, shall be consulted before arranging further movements. Control shall also be provided with the timings of trains dealt during total interruption of communication. 9.2 TEMPORARY SINGLE LINE WORKING OF DOUBLE LINE SECTION: N/A 9.3 DESPATCH OF TRAIN UNDER AUTHORITY TO PROCEED WITHOUT LINE CLEAR OR TO ASSIST THE CRIPPLED TRAIN Break Down Special/Relief train/Engine shall be sent into the Block section by issuing Block ticket to proceed without line clear in form T/A 602. Before preparing this authority the SM shall examine the TSR, Train message books, WTT, Train notice register and Caution order advises and also contact the control and the SM on duty at the other end. Clear instructions shall be issued to the Loco pilot and Guard regarding the nature of obstruction and location of obstruction of engine/BV/First vehicle /last vehicle shall be mentioned as far as known and the station to which the crippled train/engine could be moved to clear the block section. If more relief Replaced Page No.21 train/Engine are to be despatched into the block section subsequently, clear instructions shall be given to the Loco pilot and Guard of such trains /engine etc. already allowed into the section and other relevant information. Once obstruction is removed and Competent Railway servant certifies the line as fit and safe for the passage of trains, the duty SM shall exchange numbered message and private numbers with his counterpart at the other side to ensure that the block section is clear of all train/vehicles sent into the section and then only restore normal working. All the entries relating to the train dealt on form T/A 602 shall be made in red ink in TSR [Ref. SR. 6.02 (i)] for detailed instructions. 9.4 Caution Order: Caution Order, if any, shall be issued in accordance with WTT/GR 4.09 by the Duty Station Master to the Loco pilot, Assistant Loco Pilot and Guard of all stopping trains. Appropriate entries shall be made in the trains signal register regarding its issue against the trains entry. Caution Order register shall be maintained by Duty Station Master separately and entries are brought forward as per extant rules. 10 VISIBILITY TEST OBJECT Any aspect of Up or Down Starter for Road-1 during day and night shall constitute the visibility test object for Down and Up directions respectively at this station. 11 ESSENTIAL EQUIPMENTS AT THE STATION The Station Master shall ensure that the prescribed number of the Essential articles listed in Appendix E is made available exclusively for train passing duties. The Station Master on duty shall be responsible to keep the required number of the essential equipments neat and in good fettle to be used whenever required. 12 FOG SIGNAL MEN NOMINATED TO BE CALLED INCASE OF FOG i. In foggy or tempestuous weather or in dust storm when V.T.O cannot be seen from the SMs office, the SM shall send trained men to act as fog signalmen. The names (and declarations that they know the fog signalling duties) of two members each from the operating and permanent way Group `D' staff at the station shall be maintained and updated periodically in the station Detonator Register by the Station Master. ii. The names of address of Group D Permanent Way staff who are trained in fog signalling duties shall be painted on the board provided for this purpose near the office of the Station Master on duty. LIST OF APPENDICES:- Appendix AWorking Of Level Crossing GatesAppendix BSystem of Signalling and interlocking and communication arrangements at the station.Appendix CAnti collision device(Raksha Kavach).Appendix DDuties of train passing staff and staff in each shiftAppendix EEssential Equipments provided at the StationAppendix FRules for working D class stations, Halts, IBH, IBS and Outlying sidings.Appendix GRules for working of trains in electrified sectionsAnnexure-1Instructions for working of BPAC APPENDIX A WORKING OF LEVEL CROSSING GATES A.1.0 Interlocked Traffic Level crossing gate No.51 at km.88/900-89/000 in DPE yard. A.1.1 This level crossing is a Cclass interlocked level crossing provided with lifting barriers, situated between Up Advanced starter and Down outermost point No.2 on HUP side. This LC is normally kept open for the road traffic. The level crossing is interlocked with Up and Down Home signals and also with Up starter signals towards HUP. This LC is under the control of SM/DPE. A.1.2 Magneto Telephone Communication between this level crossing and station Masters office is provided. Bell codes to call the attention of each other are detailed in Appendix C. A.1.3 The winch which operates the lifting barriers of this LC is provided with winch key normally locked IN. When the barriers remain in raised position, the level crossing is opened for road traffic. During night, a white light is exhibited from the top of each gate post towards the road traffic when level crossing is in the open to road traffic position; a red light when level crossing is closed to road traffic. A.1.4 During day time when the barriers are lowered across the road a red disc on the boom of the barrier and the aprons suspended from it warn the road traffic to stop. While the boom comes down across the road, a gong attached to each boom gives bell as a warning to the road users that the level crossing is about to be closed. The gongs do not sound when the barriers are lifted. Notice Boards facing the road traffic are erected at either end of the level crossing to warn the traffic to stop when the gongs are sounded. A.1.5 Whenever the barriers are required to be lowered against the road traffic for the reception of up or down train or despatch of Up trains or for any shunt movement across the LC the Station Master shall advise the gateman to lower the lifting barriers against road traffic clearly mentioning the train number, description, direction etc., and turn the G1 knob to reverse position. A.1.6 The gateman on getting the advise from the Station Master shall acknowledge the same and lower the lifting barriers, extract the winch key, insert and unlock the single lever frame and reverse the lever which locks the boom in the lowered position and releases the key B from the single lever frame, insert the key B and unlock and reverse the another single lever frame which gets electrically locked in the reverse position and a white light indication appear on the concerned legend CL marked near the LC legend on the panel. On observing the white light indication the SMs shall take off the concerned signals. NOTE:- Before extracting key B from the single lever after lowering the booms the gateman shall personally ensure that the booms are locked in lowered position. A.1.7 Immediately after the passage of the train and after signals have been put back to ON position, the Station Master shall normalise the gate knob G1 on the panel. A.1.8 When the gate knob G1 is normalised a white light indication appears on the single lever frame. The gateman on observing the FREE indication shall normalise the single lever and extract key B and then unlock the other single lever with key B, normalise the lever and extract the winch key and open the LC for the road traffic. The Gateman shall always operate the single lever gently; he should not try or use force to put back the single lever to normal unless he gets the free indication. A.1.9 Emergency key B secured in electrical instrument is kept in the SMs office for use in case the key B cannot be extracted from the lock on the lever frame to open the gate. The Station Master on duty shall break open the seal of the box, extract the emergency key B and arrange to use them to open the level crossing gates. Since the keys are interlocked with the Up and Down reception signal and Up starter signal and these signals cannot be taken off, once the key is extracted. These signals shall be suspended and train service dealt with strictly under the relevant provisions contained in GRs 3.68 to 3.70 and subsidiary rules thereunder after ensuring that the gates are closed and secured against road traffic. A.1.10 When the emergency Bkey is used, the Station Master on duty shall make ;an entry in the register specially maintained for this purpose with the details like the time and date of use, the number of the train for which it was used etc., immediately after noticing the failure the TECH.ES/JE/SE/Sig shall be advised to restore the normal working. A.1.11 In case of failure of Magneto Telephone communication or if there is no response from the gateman the Station Master on duty shall depute a competent Railway Staff to the level crossing to ensure that the gates are closed and secured against road traffic and the gate control knob G1 is transmitted as detailed in the Appendix A. Before permitting any train movement during the failure of communication and interlocking the competent Railway servant deputed to the LC shall close and secure the gate against road traffic and then exchange All ready signal with the SM on duty, who shall then arrange for reception/despatch/shunting. A.1.12 Single lever frame controlled by G1 knob should not be disturbed. If the lever is disturbed from the reverse position the concerned interlocked signal will go back to danger. Hence, the gateman shall ensure that the lever is not disturbed from reverse position except under emergency. NOTE:- I) When a train/shunt movement for which lifting barriers of the LC gate have been kept closed is cancelled due to any reason the SM on duty shall immediately advise the same to the gateman on duty, duly normalizing the gate knob. II) If any vehicle, cattle, etc., is found trapped between the barriers in the lowered position, the barriers shall be lifted to allow them to escape and the winch key shall not be inserted in the single lever until the level crossing is clear of all obstructions. If due to any defect one or both the barriers cannot be closed across the road traffic the gateman, shall use the emergency chains with RED disc to block the road traffic and secure them by means of padlocks and RED (warning) light must be exhibited from the gate posts during night. Then the gateman shall inform the Station Master on duty for having chained and locked the level crossing against Replaced Page No.24 road traffic and the Station Master shall authorise train movement only after exchanging private number with the gateman for having chained and locked the level crossings without any obstruction to rail traffic. The same will be advised to concerned JE/SE/P.Way for early rectification. APPENDIX B B.1.0 SYSTEM OF SIGNALLING & INTERLOCKING B.1.1 (i) This is a B Class Station provided with Standard II-( R ) MACL signalling operated from the control panel. (ii) Up Home signal No.5RA at a distance of 382 metres beyond the outer most points No.1 and Up distant signal at a distance of 1010 metres from the Up Home signal are provided for the reception of Up train on Road-1 or Road-2. B.1.2 Down Home signals No.6RA at a distance of 310 metres beyond down outermost points No.2 and Down distance signal at a distance of 1003 metres from the down home signal are provided for the reception of down trains on Road-1 or Road-2. B.1.3 Up and down starters from Road-1 & Road-2 and Up and Down advanced starters are provided for the despatch of Up and Down trains respectively. B.1.4 A goods warning board is provided at a distance of 1620 meters in rear of Up Home signal and 1610 metres in rear of down Home signals. B.1.5 The Up and Down Advanced starters are the last stop signals and these are interlocked with the respective section block instruments. B.1.6 Plates with letter P painted on it is provided on Up and Down distant signals. B.1.7 Home signal No.5RA and 6RA are provided with directional type route indicator(Junction Type) to indicate the route set. When the route is set for turn out and the concerned signal is cleared, the concerned direction type route indicators will display a row of white light towards the turn out. There will not be any display of white light on directional type route indicator of the concerned signals, if the route is set and the concerned signal is cleared for the train movement over the main line. B.1.8 Signal post telephone one each provided at the stem of the up and down home signals. Calling on signal with C marker plate are provided below the home signal. B.1.9 All the signals are on left hand side. B.1.10 Board to read with legend Loco pilots to pull up to signal No.`*.(* :- 5RA or 6RA as the case may be) if it is at ON. B.1.11 Shunt signals:- Position light shunt signal numbers 7 and 8 on separate post are provided to control shunt movements. The shunt signal display two white lights in horizontal position in the ON aspect and two white lights in the oblique position when they are taken OFF. Replaced Page No.25 B.1.12 Crank handle:- Hand cranks are provided at top point locations duly inter locked with concerned signals for the operation of points during failure. B.1.13 Up and Down shunt keys which are in electrical key transmitter when removed prevents clearing of Up and down Advanced Starters No. 9 and 10 respectively. B.1.14 The aspects of signals are repeated on the panel. B.1.15 All points are motor-operated. B.1.16 Emergency gate key B for L.C. gate at Km.88/900-89/000 is provided in the Station House. B.1.17 Block Proving Axle Counters (BPAC) are provided for DPE-VWA and DPE-HUP Block Sections. B.2.0 CONTROL PANEL B.2.1 All points and signals are operated from the combined/track diagram with control panel installed in the Station house. The panel consists of a console which provides a clear picture of the tracks, points and signals over the entire area. Each track circuit is represented by a separate distinct colour. B.2.2 (a) A voltmeter and a charger monitor are provided above the panel. (b) On the panel, SMs key, signal knobs, point knobs, P-ACK button, Signal no aspect, ACK button, single filament ACK button and Calling on Emergency route release button are provided. Counters for Up Calling-on signal (60 seconds), route cancellation (120 seconds) and emergency calling-on route cancellation (120 seconds) are provided on the panel. B.2.3 The signal knobs are coloured RED, the point knobs are coloured black, and shunt signal knobs coloured yellow; their respective numbers are engraved in the centre of the knob. The gate control knob is coloured green with letter G1 engraved in the centre. B.2.4 (i) The point knob has two positions normal (N) and reverse (R) and must normally be kept in the normal position. To set the point to the reverse position, the knob must be turned to the R position. The point repeat indications are shown near the point knob by means of GREEN light indicating the N position and an yellow light indicating the R position. If the points do not set and lock properly the corresponding indication lamp pertaining to the failed position of the point will continue to flash on the control panel. (ii) In addition to Normal and Reverse repeat indications there is a white light in between the above indications. The White light indication appears only when the point is free to be operated. B.2.5 The signal knobs No.9 and 10 and calling-on signal knob No.5RB and 6RB have two positions. Normal and Reverse and must normally be kept in the Normal position. The concerned signal knob should be turned in the direction shown on the panel to clear the signal. B.2.6 The signal knob No5/6 controlling home signal No.5RA/6RA and starters No.5SA & 5SB/6SA & 6SB respectively have 3 positions i.e. S, C and R.(Sending position, Normal (Centre) position and receiving position). The signal knob No.5 and 6 must normally be kept in the C position and should be turned to S or R position as required. B.2.7 Power acknowledgement button (P.ACK) is coloured RED provided on the right hand side bottom of the panel. Instructions for operating (P)ACK button are detailed in para 4.3.5. B.2.8 Setting up of a route is represented by a series of white lights along the route in the panel when the concerned point knobs and signal knobs are operated. The white light appears only when the route is correctly set and locked and all the track circuits are clear. When a particular track is occupied or has failed, a RED indication appears on the concerned track on the panel. B.2.9 The control panel is provided with locking arrangements on the left hand side of the panel to prevent any unauthorised operation of the panel. This key must be in the personal custody of the station Master on duty. The panel should normally be in the locked up position and unlocked only when an operation is required to be performed on the panel. Immediately after each operation, the panel should be locked and the key must be kept in the personal custody of the station Master on duty. B.2.10 The gate control G1 is coloured green one having two positions Normal (N) and Reverse R and it will be normally kept in the Normal (N) position. Whenever it is required to close the gate for moments of the train, it should turned from normal (N) to Reverse R. When the movement of the train is completed the knob should be turned to N position which releases the control over the single lever securing Key B. B.3.0 TRACK CIRCUITS: B.3.1 The entire portion of the running lines between the home signals, 5 rail lengths of calling on signal track outside the home signals, and the track on over run line, upto the buffer stop dead end and track up to the sand hump on Road-1 are track circuited. B.3.2 Track circuit do not permit the signal governing the entry of the vehicle into their area, from being taken off when any of the track circuit has failed or occupied indication for a track circuit is available, no attempt must be made to take OFF the signal pertaining to that route. B.3.3 Failure of track circuits will affect the signals reading on the track circuits and also the points if any controlled by the track circuits which have failed. If the failure is noticed before setting up the route any other available alternate route should be opted for the train movements. If the point track are not affected, calling on signals can be taken OFF if the movement is necessarily to be made on the route with the track circuits having failed and if the calling-on signal cannot be taken off for that movement, the SM on duty shall ensure that all the points on the route are correctly set as required, clamped and padlocked and the route is clear and free from obstruction before permitting such a movement authorizing the loco pilot to pass signal at ON. If the calling-on signal cannot be taken OFF for that movement, train movements on such a route should be permitted only in accordance with the relevant provision contained in GR 3.68 to 3.70 and subsidiary rules there under. The SM on duty shall ensure that no conflicting movements are permitted during failure of track circuits. B.3.4 The reliability of track circuit is considerably affected by the formation of rust or oxidisation on the table of the rails. Under such circumstances a Track clear indication may be displayed on the diagram for a track which is actually occupied. At least one movement a day must be made on the track circuited portion. If this has not been done, the line on which there was no movement for over 24 hours shall be deemed prone to rust formation and Rusty Rail caps placed on the relevant knobs on the panel. B.3.5 Vehicles should not be stabled on a track circuited line. When stabling is unavoidable and if the duration of stabling is gauged in advance to be more than 24 hours, the TECH.ES/JE/SE/Sig shall be promptly advised to disconnect the Electrical feed to the track circuits. After removing the stabled vehicles from the line, he shall be advised to reconnect the feed and to issue a certificate in writing that the track circuiting arrangement is safe for normal working. Until this certificate is obtained, Rusty Rail caps shall be placed on the relevant knobs and train movements on that line shall be permitted strictly according to the relevant provisions of GR 3.68 to 3.70 and subsidiary rules thereunder. B.3.6 If there was no movement or if there was stabling of vehicles for more than 24 hours (without the Electrical feed being disconnected/re-connected) on a line, the SM on duty shall not rely on the track indication for permitting a movement on to that line. He shall ensure the clearance of the track by physical verification. If the track indications (clear/occupied) are correctly displayed for subsequent movement also, track circuit can be taken to be working normally and the indications relied upon for subsequent moves. Otherwise the track circuit shall be treated as failed, the relevant signals suspended and train movement dealt with strictly according to the relevant provisions of GR.3.68 to 3.70 and subsidiary rules thereunder. Rusty Rail caps shall be placed on the relevant signal knobs and the TECH.ES/JE/SE/SIG advised promptly for immediate rectification. B.3.7 While handing over charge, the SM on duty shall make an entry in the Station Diary marking the time at which the last movement was permitted over the track circuited line. B.3.8 Failure / suspension of track circuits and certification of normal working by the TECH.ES/SE/JE/SIG must be promptly recorded in the signal failure register. B.4.0 CRANK HANDLE B.4.1 Two Crank handles for two group of points interlocked with concerned signals are provided near the point locations for hand cranking the points during failures as under. The following are the crank handle groups:- 1. Crank handle CHR-1 .. for point No.1 2. Crank handle CHR-2 .. for point No.2 B.4.2 When the crank handle is properly secured in its EKT and is free to be extracted, a White light indication is displayed near the concerned group on the control panel. When it is not possible to extract, a Red light indication will be displayed near the concerned group. B.4.3 Once the crank handle is extracted from its Electrical Key Instrument, the concerned interlocked signals cannot be taken off' or once the signal is taken off the concerned crank handle cannot be taken out from the Electrical Key Instrument. No attempt must be made to extract the crank handle when the concerned interlocked signal is taken off. In the case of Crossover Points, both the ends of cross over points should be cranked to the required position. B.4.4 Individual press button for individual group of crank handle is provided on the panel and Individual push switch are provided near the crank handle at the location. The button and switch shall be kept pressed simultaneously for extracting the crank handle at the location. B.4.5 If a point does not obey the knob operation from the panel, the Station Master on duty shall depute a competent Railway Servant to that point with the concerned crank handle location box key, crank handle lock release key and point machine lid key. The competent Railway Servant, after reaching the point, check the point and ensure that there is no obstruction, or remove the obstruction if any, and inform the SM on duty on phone accordingly. After the removal of the obstruction, if the point is set to the required position through point knob but the point indication does not appear and/or the signal also could not be cleared, the SM on duty shall proceed to the point with relevant clamp keys and T/369-(3b), clamp and padlock the point and arrange to receive or despatch the train as the case may be. B.4.6 Even after removing the obstruction, if the point does not obey the knob operation from the panel, the SM on duty shall call the Competent Railway Servant on phone and press the concerned crank handle push button on the panel which will cause appearance of `FREE' indication near the EKT in the location box. The Competent Railway Servant, after observing the free indication, shall press the push switch and extract the crank handle from the EKT by turning it in the anti-clockwise direction and crank the point fully, clamp and padlock it as instructed by the SM on duty. Then, he shall restore back the crank handle into the concerned EKT and advice the SM accordingly. After getting this information the SM shall clear the signal duly ensuring the availability of the crank handle `FREE indication on the Panel. If the signal gets cleared he can deal trains on signals. If not SM shall adhere to GR/SR 3.68 to 3.70 for dealing trains duly ensuring the correct setting, clamping & padlocking of the points on the required route. B.4.7 Before returning to the station, the Competent Railway Servant shall ensure that the crank handle location box is secured with padlock. B.4.8 Whenever the crank handle is utilised to operate a point, necessary entries in the crank handle register should be made promptly with the details like Date, time, train No., Point No., reason, etc. and the TECH.ES/JE/SE/SIG shall be advised immediately to restore normal working early. B.4.9 When the TECH.ES/JE/SE/Sig require the Crank Handle to attend any repair or maintenance work, he shall give requisition, making necessary entries in the crank handle register and issuing disconnection notice in form S&T/ T.351 to SM on duty specifying the reasons thereof and the point numbers. On receipt of this requisition SM on duty shall give due consideration to train movement and hand over the crank handle location box key, point machine lid key and Crank Handle lock release Key after obtaining permission from control. The crank handle shall be extracted by the S& T official as per normal procedure at the location. When the Crank Handle remains with TECH.ES/JE/SE/Sig, the concerned point on the route over which a movement is required to be done should be treated as failed and the point should be set locked, clamped, padlocked and padlocked keys retained in the personal custody of SM on duty. Whenever a movement over the concerned point is to be done, TECH.ES/JE/SE/Sig working at location should be advised before that movement in writing. After the work is over, all the keys received from SM shall promptly returned to on duty SM duly inserting the Crank Handle to its normal position at the location and ensure the availability of Crank Handle IN free indication on the panel. The TECH.ES/JE/SE/Sig and SM on duty shall promptly make the relevant entries while taking over/handing over the keys in the Crank Handle register maintained for this purpose at the station. Joint testing of the disconnected gear shall be done by the SM on duty and TECH.ES/JE/SE/Sig for the proper working of the disconnected gear. Then TECH.ES/JE/SE/Sig shall issue reconnection memo to the SM on duty to resume normal working B.5.0 SETTING OF ROUTE To set the route and to take off signal, the duty SM when everything is alright shall unlock the panel and after ensuring the free indication is available shall keep the point knob in either N or R position, as required and observe the point repeat indication that the points have been correctly set and locked to the required position. Then he shall operate the concerned signal knobs to either R or S position as required. If the track circuit is clear the signals will clear and a row of white lights (route lights) will appear on the whole length of the route concerned on the panel. As the train enters the concerned track circuits, the respective route (White) lights successively turn to red. As the train leaves the track, the route white lights reappear. After the move has been completed, the concerned signal knob shall be normalised then the route lights get extinguished. B.6.0 ROUTE CANCELLATION B.6.1 Once the signal has been taken off for a movement, the SM on duty must on no account interfere with the concerned signals or point knobs unless the route, which has been set, is to be cancelled. B.6.2 Normally after a signal has been taken off, the route shall not be cancelled. The route cannot be cancelled once a train passes the signal. If, however, it is necessary to cancel the route under SR. 3.36(ii) for any reason before the train passes the signal, the Station Master on duty must normalise the signal to "ON" aspect and the route will be cancelled automatically after a lapse of 120 seconds. For all the signals except Advanced Starter signal and starter signals, the route will be held in the locked up position for 120 seconds after the signal has been normalised. For starter signals the route will be held:- (i) when the berthing track is occupied or (ii) when Home signal is taken off ( in case of main line starter.). B.6.3 There is digital counter with an indicator below the legend Route Cancellation provided on the panel. The appearance of the white light indicates the commencement of the route cancellation and disappearance of the white light indicates that the route is cancelled. The number on the digital counter will change to the next higher number. NOTE:- 1) The route cancellation is permitted only one route at a time. For any reason more than one route cancellation is required it will be possible only in succession and not simultaneously. The facts must be recorded clearly in the route cancellation register. 2) Route cancellation must be done in accordance with the instructions contained in SR.3.36 (ii). B.6.4 Every route cancellation shall be entered in the route cancellation register with the number on the counter with reasons for cancellation. An entry should be made in the train signal register specifying the number displayed on the counter while handing over and taking over charge by Station Master. B.6.5 The route cancellation register should be maintained by the SM on duty. An entry in detail with date and time of operation, the train approaching has passed the signal when the operation was done, the No. of the route involved, reasons for the route cancellation, etc., and the numbers displayed by the corresponding counter before and after operation should promptly be made and signed in the appropriate portion of the book. While SMs handing over charge with the Last Counter No. should be recorded in station diary. B.7 BACK DOOR KEYS OF BLOCK INSTRUMENT B.7.1 Back door of block instrument is provided with double lock and key arrangements. One key of this lock shall be in the custody of SM on duty and the other with the TECH.ES/JE/SE/Sig of the Section. Whenever it is required to open the back door of the block instrument, the TECH.ES/JE/SE/Sig shall ask for the key from the Station Master on duty, after making relevant entries with the signature in a separate register maintained for this purpose. B.7.2 On completion of the work, the back door of the block instrument shall be closed and locked and the SM's key shall be returned to the Station Master on duty. The SM on duty after being satisfied that the block instrument has been closed and locked with both the keys and is in good working order, shall take over the key and keep it under his personal custody. Necessary entries with signature of SM and the TECH.ES/JE/SE/Sig must be made in the register. B.7.3 The TECH.ES/JE/SE/Sig of the section is authorised to obtain the key from the SM on duty only when: the block section is not occupied by a train and the instrument is in `Line closed' position during normal working of the block instrument OR block working is to be restored after a failure irrespective of the block instrument and occupation of the block section. The SM on duty shall suspend the block instrument for train operation till such time the key is returned to him by the TECH.ES/JE/SE/Sig. NOTE: - Since token-less block instrument is of non-cooperative type, Up & Down shunt keys shall be removed from EKT and normally kept in the glass fronted key case when the block instrument is not in use. B.8.0 CALLING ON SIGNALS: B.8.1 Calling on signals No.5RB and 6RB are provided below the Up and Down Home signals No.5RA and 6RA. Plates bearing letter `C' is also provided just below the calling on signals. The calling on signals is intended to receive a train on an occupied/obstructed road or when one or more of the track circuit on that route have failed or when the home signal has failed. Before clearing the calling on signal, the SM shall ensure that it is absolutely necessary to receive the train on that road and train can be berthed clear of the fouling mark/starters. B.8.2 Track circuit No.C5T and C6T are provided at the foot of the respective Home signal. When a train occupies the concerned calling on signal track and stops, after ensuring setting of the required route, SM shall turn the knob 5RB or 6RB as the case may be to clear the concerned calling on signal. B.8.3 If the calling on signal cannot be taken OFF due to failure, train shall be received over `Signal post telephone' provided as detailed in para B.9 duly ensuring correct setting of route. B.8.4 Individual knobs are provided to operate the Up and Down calling on signals. These knobs have two positions - N (Normal) and "R"(Reverse). Numerical counters are provided at the top corners of the panel separately for Up and Down calling on signals. B.8.5 In the event of failure of track circuits/Home signal or for the reception of a train on an obstructed line, the calling on signal can be taken `OFF'. After ensuring that the home signal knob is in its normal position and the required route is set, the calling on signal knobs should be operated to its `R position. On the occupation of the calling on track circuit in rear of the home signal by the approaching train, a white light indication gets displayed below the numerical counter of the respective calling on signal. After a lapse of 60 seconds, the calling on signal will assume `OFF' aspect, the white light indication below the counter gets extinguished and the counter registers the taking `OFF' of the calling on signal by displaying the next higher progressive number. B.8.6 An entry with details of the date and time of taking OFF of the calling on signal, train for which it was taken OFF, the number of the reception line, reasons etc., and the numbers displayed by the corresponding counter prior to and after the operation should promptly be made and signed in the calling on signal register maintained by the SM on duty. Separate portions of the register should be set apart for the Up and Down calling on signals with the appropriate index in the beginning of the register. B.8.7 Release of route after the Complete Arrival of the Train received on Calling On Signal After ensuring the complete arrival of a train received on Calling on signal the SM on duty shall put back the calling on signal knob to normal. Once the signal knob is normalised, the route light gets disappeared, if not calling on emergency route release should be used. (ii) Calling on emergency route release button for each direction, coloured white are provided on the panel to release the route during track circuit failure. This button has to be pressed after ensuring complete arrival of the train physically by the SM on duty, duly putting back calling on signal knob. Route will be released after a time lapse. SM has to enter the counter reading with details in a register specially maintained for this purpose. (iii) Appropriate entries in the route cancellation register should promptly be made when a calling on signal route is cancelled as above said, specifying the reasons thereof and the number displayed on the cancellation counter before and after the route cancellation. B.9.0 SIGNAL POST TELEPHONE: (SR 3.69 (X): Signal post telephone is provided in a cabinet on the Up and Down Home signal posts with a legend Telephone painted on the box. When the Home Signal has not been taken OFF, the loco pilot of the approaching train shall draw close to the Home Signal and stop and wait for two minutes. If the Home signal/Calling on signal is not taken off, the loco pilot shall go to the post type telephone and rotate the handle/press the push switch of the telephone to call the attention of the Station Master. As soon as the SM acknowledges the call, the loco pilot shall press the cradle and keep it in that condition till he completes the conversation with the SM. The loco pilot should open the flaps on mouthpiece and close them on completion of conversation. The SM shall inform the reason for the delay and the probable time at which the signal will be taken off. If it is due to signal failure/suspension, the duty SM shall set the route correctly, clamp and padlock the points, ensure clearance of reception line and communicate the following message which the loco pilot shall record in his rough journal and pass the signal at ON position duly observing necessary caution. The SM shall record the message in the TSR below the train entry. To the Loco pilot of Train No.________ & description:________________ Owing to the failures/suspension of up/down Home Signal No.________ you are hereby authorized to pass up/down Home Signal No.________ at ON and enter Road numbers _________ at a restricted speed of 15 km/h. Private Number (in figure)-----------in words)______________________________________ NOTE: 1) One long ring shall be used to call each other on signal post telephone. A switch is provided in the glass fronted case in the SMs office to be operated by SM while speaking on the magneto telephone connected to signal post telephone. B.10 Functions / Description of Knob on the Panel Sl.No.Knob No.Signal No.Particulars111Cross over points Road-2 to Road-1 at VWA end.222Cross over points Road-2 to Road-1 at HUP end.33-Omitted44-Omitted555 RAUp Home Signal.65 RB5 RBUp Calling on Signal755 SADown Starter of Road-2855 SBDown Starter of Road-1.966 RADown Home Signal.106 RB6 RBDown Calling on Signal.1166 SAUp Starter of Road-2.1266 SBUp starter of Road-1.1377Up Shunt Signal on main line at VWA end1488Down Shunt Signal on main line at HUP end. 1599Down advanced starter161010Up advanced starter17G1G1Control on LC gate at Km 88/900-89/000 B.11 TABLE OF MOVEMENTS: Sl. No.Description of MovementsSM turns KnobsPointsSignalGate1Reception of Up train on: a) Road - 1 (Point 2 Normal) b) Road - 1 (Point 2 Reverse) c) Road - 2  1 2,1 -  5 RA 5 RA 5 RA  - G1 G1 2Despatch of Up train from: a) Road - 1 b) Road 2 2 -  10, 6SB 10, 6SA G1 G1 3Up train to pass through on: a) Road - 1 b) Road 2 2,1 -  10,6SB,5RA 10,6SA,5RA  G1 G14Reception of Down train on: a) Road - 1 (Point 1 Normal) b) Road - 1 (Point 1 Reverse) c) Road - 2  2 1,2 -  6 RA 6 RA 6 RA G1 G1 G15Despatch of Down train from: a) Road - 1 b) Road 2 1 -  9, 5SB 9, 5SA  - - 6Down train to pass through on: a) Road - 1 b) Road 2 1,2 -  9,5SB,6RA 9,5SA,6RA  G1 G1 7Reception of Up train on Calling-on signal: a) Road - 1 b) Road - 2 1 -  5 RB 5 RB  - - 8Reception of Down train on Calling-on signal: a) Road - 1 b) Road - 2  2 -  6 RB 6 RB  G1 G1 SHUNT MOVEMENT Up shunt Signal No.7 to clear off Down Starter No.5 SA-7-Up shunt Signal No.7 to clear off Down Starter No.5 SB17-Down Starter No.5 SA to clear off shunt Signal No.7-5SA-Down Starter No.5 SB to clear off shunt Signal No.715 SB-Down shunt Signal No.8 to clear off Up Starter No.6 SA-8G1Down shunt Signal No.8 to clear off Up Starter No.6 SB28G1Up Starter No.6 SA to clear off shunt Signal No.8-6 SAG1Up Starter No.6 SB to clear off shunt Signal No.826 SBG1 B.12 Telecommunication 1.0 In addition to the block telephone attached to the block instruments, connecting the adjacent block stations, Railway Auto phone, BSNL phone, the section control telephone & VHF set; the following Magneto Telephone circuits are also provided at this Station for the use in train passing duties. (a) CIRCUIT NO. 1 SMs Office - 0 (One ring) Top Point No.1 - 00 (Two rings) Top Point No.2 - 000 (Three rings) (b) CIRCUIT NO.2 SMs Office - 0 (One ring) LC Gate No.51 @ Km 88/900-89/100 - 00 (Two rings) (c) CIRCUIT NO.3 Station House {} 0 (One ring to Up SPT {} call each other) (d) CIRCUIT NO.4 Station House {} 0 (One ring to Down SPT {} call each other) The code rings noted against each should be utilized to call the attention of each other. Failure of telephone communication should be promptly reported to the TECH.ES/JE/SE/SIG. for early rectification. APPENDIX C ANTI COLLISION DEVICE (RAKSHA KAVACH): Not Applicable APPENDIX - D DUTIES OF STAFF D.1.0 The Station Master in-charge shall be responsible for: Judicious management of the station staff apart from working as Station Master on duty as per the roster issued by DPO/SBC. Ensuring the availability of essential equipments. D.2.0 The Station Master on duty is the over all in-charge for train / shunting operations at the station during his duty hours. He shall ensure proper co-operation is maintained by all staff under his control in the respective shift duty, personally operate the control panel, consult control regarding train movements and act according to his instructions, provide timings and other particulars pertaining to the train movements, maintain prescribed registers, caution orders etc., keep necessary isolation as required and adhere to all instructions relevant to him, as laid down in the SWR, GRS, BWM, ACCIDENT MANUAL and other instructions issued from time to time through circulars. D.3.0 Pointsman / TRH / Trained SCP: He shall clean the points regularly; assist the Duty Station Master in issuing Caution Order/Memos in piloting train, in clamping the points during failure, and in keeping the stations essential equipments and the control panel clean and tidy. He shall invariably exchange All right signals for every passing train on off side and perform shunting operations as per the instructions of the station Master on duty and also carry out any other instructions issued to him by Station Master. D.4.0 Gateman: The Gateman shall be responsible for prompt opening/closing of the level crossing, keeping the flange ways clean and the essential equipments clean and in good working order. He shall ensure that the gate lodge and premises are always kept clean. He shall also keep the gate lamps lit and ensure that they are burning bright from sun-set to sun-rise. He shall also observe each train passing through the LC and report to the SM on duty, if LV board/tail lamp is not available by the train or if he notices anything unusual or unsafe. D.5.0 The duties mentioned above are not exhaustive. All staff are required to adhere to the relevant duties assigned to them by General Rules, Block Working Manual, Accident Manual, and the instructions issued from time to time by the Divisional Officers/Supervisors with all promptitude and prudence with a view to achieve better result in safe and efficient transportation. APPENDIX - E E. LIST OF ESSENTIAL EQUIPMENTS PROVIDED AT THE STATION Sl. No.Description of essential equipmentsMinimum Quantity at SMs OfficeAt each LC @ KM 88/900-89/0001Hand Signal flags2 sets (Red and Green)2 Red 1 Green2Hand Signal lamps 423Detonators 2010 4Safety Chains with padlocks 2- 5Clamps with Padlocks 4- 6Skids 4- 7Line Block Caps 2- 8Line Blocked Caps 2- 9Trolley lorry on Line Caps 2- 10Rusty Rail Caps 2- 11Caution in force boards 2- 12Station bell 1- 13Fire buckets with Sand 2- 14Fire buckets with Water 2- 15Padlocks with keys 2- 16Pouches for shunt keys 2- 17Wall Clock 11 18Equipment list 1119Fusee 1120Banner flags with poles - 221Tommy bar -122Water pot / bucket -123Emergency gate chains with padlocks -224Stop Boards -225Staves to fix red lamp -2 The SM shall ensure that the prescribed quantity of the above-mentioned essential equipments is made available at SMs office exclusively for train passing duties. APPENDIX - F F RULES FOR WORKING OF DK STATIONS, HALTS, IDH, IBS AND OUTLYING SIDINGS:- Not applicable. APPENDIX - G G RULES FOR WORKING OF TRAINS IN ELECTRIFIED SECTIONS Not applicable. (J. CHANDRASHEKAR) (M.C. BADYA NAIK) Divisional Signal & Tele-communication Divisional Operations Manager Engineer/Bangalore. Bangalore. Added Page No.39 ANNEXURE - 1 INSTRUCTIONS FOR WORKING OF TRAINS AT STATIONS PROVIDED WITH DIGITAL TYPE BLOCK PROVING AXLE COUNTERS: GENERAL: Block proving Axle Counters are provided in advance of UP & DOWN Last Stop Signals of the station to monitor the status of the Block Section. Block proving axle counters are used for clearance of Block pertaining to that Block Section. An Axle Counter Indication-cum-Reset Box is provided at the SMs office where the Block Instruments are provided, one each for each Block Section to indicate the clearance of the concerned Block Section and to facilitate Reset in case of axle counter failure. DESCRIPTION OF THE INDICATIONS/FEATURES ON THE AXLE COUNTER INDICATION-CUM-RESET BOX: FEATURES: SMs Key for authorizing reset operations. Reset Push Button for Resetting Axle Counter. Counter for recording Reset Operation. INDICATIONS: 1.Green Light (Large)ClearIndicate that the Block Section is clear.2.Red Light (Large)Occupied/FailedIndicate that the Block Section is occupied/the BPAC has failed.3.Green Light (Small)Preparatory ResetIndicate that the Axle Counter Resetting operation at both ends is completed.4.Yellow Light (Small)Power ONIndicate that the power supply is available. 3. CUSTODY OF KEYS: The SMs key of Axle Counter indication-cum-reset boxes shall be kept in a separate Glass Fronted case and the key of the glass fronted case shall be under the personal custody of the SM on duty. 4. RESET BUTTON: Reset button is provided in the Reset Box so that whenever the axle counter shows Failed (Red Light-Large) condition, the SM on duty can reset the same to normal after ensuring that the Block Section is clear. Added Page No.40 COUNTER FOR RECORDING RESET OPERATION: Each and every operation of the reset button is counted on a digital counter and shall be recorded in a separate register indicating the movement before and after operation of the reset button as per the following proforma: Sl. No. Date/ Time Train No. after which Axle counter has failed Private Number given to the station in rear/ advance  Private Number received from the station in rear/ advance Counter reading before resetting Counter reading after resettingPrivate number given by the despatch end SM  Train No. dealt after resetting INDICATIONS: Indications are provided in the Axle Counter Indication-cum-Reset Box to show the status of the concerned Block Section. The Clear (Green Light-Large) indication on the concerned Axle Counter Indication Box shall be observed by the SM on duty before obtaining/granting line clear on the relevant Block Section. The Axle Counter Indication-cum-Reset Box displays Clear (Green Light - Large) indication when the Block Section is clear of trains/vehicles and Occupied (Red Light - Large) indication when the Block Section is occupied or Axle Counter pertaining to that section is failed. COMPLETE ARRIVAL OF TRAINS: In case the Axle Counter shows Occupied (Red Light-Large) indication with an Audible warning, even after the complete arrival of the Train, no effort shall be made forcibly to bring the Block Instrument to Line Closed condition. The buzzer shall be acknowledged by normalising the Home Signal Knob. Before initiating action to reset the Axle Counter and permitting the next Train into the Block Section, the SM shall comply with the provisions of GR 14.10 (1) & (2) and satisfy that the train, for which line clear is given, has arrived complete. Once the complete arrival of the train is verified, action can be initiated to reset the axle counter at both ends of the affected section as per the procedure given under Para 8. Note: In addition to observing the clear indication on the Axle Counter for ensuring the complete arrival of train, the existing procedure of ensuring the complete arrival of train by personally verifying the Tail Board/Tail Lamp or by authorized means in terms of SR 14.10 shall continue to be followed. This shall be incorporated in the respective SWR. Added Page No.41 RESETTING PROCEDURE OF AXLE COUNTERS: After ensuring that the Block Section is clear, the Axle Counter shall be reset. The resetting operation shall be resorted to only when there is Occupied (Red Light Large) indication even though the Block section is clear. The following procedure shall be adopted after advising the S&T staff concerned about the failure of the axle counter. The SM on duty at the receiving station in which the train has arrived complete shall give a Private Number to the SM at the other end (despatch station) confirming the complete arrival of the train. The SM on duty at the despatch end shall acknowledge the same by communicating a Private Number. The key of the reset box shall then be inserted in the reset box, turned and pressed along with pressing of reset push button by both SMs independently. The reset operation pertaining to Block Section is carried out independently at both ends. Preparatory Reset (Green Light Small) indication, to indicate that the Axle Counter resetting operation is complete, will appear on the Axle Counter Indication-cum-Reset Box at both ends. The counter, provided for recording resetting operation will register next higher number. Necessary entries shall be made in the Block proving Axle Counter Resetting Register maintained for this purpose. Similar entries are made by the SM at the other end of the Block Section also. When the preparatory indication appears, the receiving end Station Master should advise the Station Master at the other end that the block section is being closed. The other end SM shall give a PN to this effect to receiving end Station Master. The receiving end Station Master shall then close the block section by normalising the block instrument. With the preparatory reset indication available at both Stations, the line clear for the next train can be obtained through the block instrument and the LSS can be taken off and the train despatched normally. Added Page No.42 8.10 On clearance of the first train after preparatory reset at the receiving station, the axle counter will show Clear indication at both stations and subsequent trains can be normally dealt. 8.11 On arrival of the first train on preparatory reset if the axle counter shows clear indication at both stations all subsequent trains can be dealt normally. However if again the axle counter does not show Clear indication but preparatory indication continues, the block working shall be suspended and S&T officials of the section shall be advised to attend to the failure. The entries in TSR shall be made in red ink at both stations whenever line clear has been obtained with the axle counter showing preparatory reset indication. No attempt shall be made to close the block section on arrival of the train on preparatory reset if axle counter is still showing preparatory reset indication, instead of clear indication. FAILURE OF AXLE COUNTER: If Axle Counter does not show Clear (Green Light - Large) indication, after clearance of the train on Preparatory Reset, it shall be treated as a failure of Axle Counter. The Block Instrument Working of the concerned Block Section shall remain suspended till S&T staff rectifies the same. During this period Trains shall be dealt as per GR. 14. 13 and closing of Block Section done as per GR.14.10 (1), (2), & (3). And para 6.5 of this SWR. WORKING OF TROLLEY/MOTOR TROLLEY/LORRY ETC: Trolley protection Track Circuit is provided to prevent the operation of axle counter by insulated Trolleys. Motor Trolleys, when required to proceed to adjacent station, shall be issued with necessary Authority to proceed, suspending Block Working. After the motor trolley has cleared the section, the SM on duty shall resume block working for subsequent trains. However, in case the axle counter does not show clear indication after arrival of the Motor Trolley at the adjacent station, resetting of the axle counter shall be done as per Para 8 and Train operations resumed. SHUNTING: Shunting shall be done as per the instructions contained in the Block Working Manual. However, after a Block Forward or a Block Back operation is completed, before bringing the Block instrument to Line Closed position, it shall be ensured that the axle counter shows Clear (Green Light - Large) indication.     C.M.No.1 dated 08-04-2010 to SWR No.B.92/DPE dated 14-01-2010 applying to Devarapalle station. B.92/DPE (E.VIJAYA) (J.CHANDRASHEKAR) (M. C. 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