ࡱ> [ bjbj Dΐΐfr8K!\>[([([([([(6)6)6)$Ɔv6)6)6)6)6)[([(6)6)6)6)[([(6)6)6)6)q|<6)<!t<!t 6)6)6)6)6)6)6)6)6)6)6)6)>6)6)6)6)<6)6)6)6)6)6)6)6)6) : 9SOUTH WESTERN RAILWAY BANGALORE DIVISION STATION WORKING Date of issue: 14-12-2010 RULES NO. B 44/HUP Date brought Replaced Page No.1 into force: HINDUPUR NOTE: - 1. This issue of Station Working Rules supersedes the Station Working Rules No. B. 44/HUP dated: 14-01-2010. 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/39/Alt.6Signalling Plan No.IPU 1027/ALT-2P. Way Plan No.B/HUP/61Layout Diagram No.B/HUP/T/36 2.0 DESCRIPTION OF STATION 2.1 GENERAL LOCATION HINDUPUR is situated on the BAIYYAPPANAHALLI Junction Dharmavaram Junction Broad Gauge line at a distance of 99.300 Kms. from BAIYYAPPANAHALLI Junction on B route. This is a "B" Class station with single line working towards Malugur and Devarapalle. The code name of the station is "HUP". 2.2 BLOCK STATIONS ON EITHER SIDE AND THEIR DISTANCES Malugur at a distance of 10.320 Kms. Towards Dharmavaram junction end and Devarapalle at a distance of 10.783 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.MALUGURMLU10.320 KMSDMM SIDE2.DEVARAPALLEDPE10.783 KMSBYPL SIDE 2.3 BLOCK SECTION LIMITS ON EITHER SIDE OF THE STATION ON DIFFERENT DIRECTIONS Between stationsPoint from which the block section commencesPoint at which the block section ends.HUP-DPEDown Advanced Starter signal No. 7Down Advanced Starter signal No. 7HUP-MLUUp Advanced Starter signal No. 8Up Advanced Starter signal No. 8The Station Limits extend from the Up Distant Signal to the Down Distant Signal. GRADIENTS Sl. No.Direction & LineFrom (m)To (m)Inter distance in metresGradientSection1.Down Road1-4 Centre line1641641 in 3000 rising towards DPEStation section2.Down Road1-4 1645684041 in 400 rising towards DPEStation section3.Down- Running line56810504821 in 110 rising towards DPEStation section4.Down- Running line105012902401 in 165 rising towards DPEStation/Block section5.Down- Running line1290262813381 in 180 rising towards DPEBlock section6.Down- Running line2628B/section-LevelBlock section7Up- Road1-4Centre line9898LevelStation section8Up- Road1-498358260 1 in 1360 falling towards MLUStation section9Up- Road1-435815001142 1 in 100 falling towards MLUStation/Block section10Up Running line1500B/section-LevelBlock section 2.5 LAYOUT This station is provided with four running lines. Roads-1 to Road-4 are for Reception and Despatch of trains. All roads are provided with high level platforms. SMs office is situated on Platform No.1. One goods line with dead end siding takes off from crossover connecting Road-2 and Road-3 at Point No.101 at DMM end. Sand humps are provided on Road-1 at DMM end, and on Road-3 at YNK end. A slip siding is provided at a distance of 9.5 metres. in advance of Advanced Starter signal No. 8 at DMM end and takes off at Point No.12. 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+2E+BV+5% (70V+E+IC+7%)686MHL560MRoad 2Up & Down reception and despatch58 BOXN+2E+BV+5% (70V+E+IC+7%)686MHL560MRoad 3Up & Down reception and despatch58 BOXN+2E+BV+5% (70V+E+IC+7%)686MHL560MRoad 4(Goods)Up & Down reception and despatch58 BOXN+2E+BV+5% (70V+E+IC+7%)686MHL560M 2.5.2 NON-RUNNING LINES: One Goods siding takes off from the crossover connecting Road-2 and 3 at DMM end at point No.101 and is isolated from the running lines by trap point No.100. The capacity of the goods siding is 17 vehicles (150 meters). 2.5.3 ANY SPECIAL FEATURES IN THE LAYOUT: There is a continuous falling gradient of 1 in 100 towards the Block Section at Malugur end. Therefore, a slip siding is provided at a distance of 223 mts, beyond the down facing point No.4. Slip siding point is normally set to the slip siding to arrest the vehicles escaping from the station into the block section. The Up Advanced Starter signal and Down Home signal are interlocked with the Slip siding point No.12. The slip siding point shall normally be set to the slip siding except when a train or shunt movement is to be carried out on the Running line. The points can be set towards the running line only when the Block Instrument (HUP-MLU) is in TCF or TGT position and a Point free indication near point No.12 on the panel is obtained by pressing SCK button in the block instrument.. On completion of train movement over the slip siding point, when the track circuit gets cleared, an alarm bell would ring to alert the Duty SM to restore the slip siding point to normal. The alarm bell will only stop when the Point No.12 is turned to Normal position and the Normal indication appears on the panel. An emergency push switch is kept sealed in a box provided in the panel room for operation of slip siding point during failure/suspension of HUP-MLU section block instrument or for any emergency operation. The TECH/ES/JE/SE/Sig. of the section should be advised immediately to restore normal working of point and reseal the push switch. The operation of emergency push switch shall be recorded in a separate register maintained for this purpose indicating date, time, counter number before and after use, reasons for the usage etc. Note: 1) The emergency push switch should be kept pressed while operating the slip siding points until the correct point indication is available on the panel. Replaced page No.4 No vehicle shall be allowed to be stabled on the running line unless it is properly secured to prevent escaping of the vehicle. Stabling of vehicles on the slip siding is strictly prohibited. 2.6 LEVEL CROSSINGS Sl. NoLC No. Class Dept.LocationTypeNormal PositionWhether InterlockedProvision of Tele-phoneTVU & Census date1No.54 C Class Engg.92/700-800 DPE-HUPLifting barriersOpen to road trafficInterlockedProvided 9228 of Dec.20062No.56 C Class Engg.97/700-800 DPE-HUPLifting barriersClosed to road trafficNon-interlockedProvided5303 of Dec.20092No.59 C Class Engg.100/400-500 HUP-MLULifting barriersClosed to road trafficNon-interlockedProvided 2514 of Dec.20093No.60 C Class Engg.102/500-600 HUP-MLULifting barriersClosed to road trafficNon-interlockedProvided2235 of Dec.20064No.61 SPL Class Engg.105/000-100 HUP-MLULifting barriersOpen to road trafficInterlockedProvided70290 of Dec.2006 NOTE: 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 HINDUPUR - MALUGUR and HINDUPUR - DEVARAPALLE block sections are provided in the Station Masters Office. Block Proving Axle Counters (BPAC) are provided for HUP-DPE, HUP-MLU block sections. Axle counter cum reset boxes are provided in the station house for use during the failure of Axle Counters and for indicating the condition of the block section. (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. 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. k) Keys of 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 except the locally operated points No 100 &101, 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 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 Andhra Pradesh State Electricity Board (APSEB), inverter and two diesel generators are also made available as alternate power supply. The generator is provided in a separate room, the key of which is under the custody of duty SM. 4.3.2 A Voltmeter is provided above the control panel in SMs office. This indicates the voltage level of the main power supply from (APSEB). Whenever the pointer in the voltmeter is below the RED BAND or no power supply, the SM shall turn the inverter switch from OFF to ON position. This will extend the inverter power supply to the signalling installation. 4.3.3 Even after turning the inverter switch to ON position, if the signals are found blank, the generator should be started. The generators should be operated alternatively during alternative power supply failure. A register should be maintained with relevant entries. 4.3.4 Whenever the, APSEB 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. 4.3.5 After the generator is started, SM must changeover the switch provided in the generator room from MAIN to STANDBY only after ensuring that a steady voltage is maintained by the generator by observing the voltmeter provided in the generator room to avoid fusing of bulbs and fuses in electrical installations. 4.3.6 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 button. This will stop the buzzer and RED light indication also disappears. SM must change over the switch provided in the generator room from standby to main and then stop the generator. 4.3.7 If the APSEB supply does not resume within 6 hours, after starting the diesel generator, the TECH.ES/SE/JE/SIG of the section must be advised on control phone immediately followed by a telegram with copy to Senior Divisional Signal and Telecommunication Engineer and Divisional Electrical Engineer/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". Replaced page No.7 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 The Station manager is the overall in-charge of the station. Train working staff in each shift - One SM and One Porter/Pointsman will work in each shift according to the roster issued by the Divisional Personnel Officer/Bangalore Division (see appendix 'D' for their duties). 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 15 days of consecutive absence or more than 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 given to MLU or DPE on the Push Button type Token less Block Instrument by the SM on duty unless: - a) The whole of the last preceding train has arrived complete. b) All relevant signals have been put back to ON behind the said train and ensure that the signal lights are burning bright. {In case of a blank reception signal the Station Master shall 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. The SM shall also depute a competent Railway servant with hand signal and detonators at the foot of the home signal (Provisions contained in SR 3.68 (i) shall be strictly adhered to by both SM and the Loco pilot)}. c) The line is clear up to the Up Advanced Starter for trains from MLU and up to the Down Advanced Starter for the trains from DPE. Before advising his readiness to receive an up train from DPE, inform the train particulars and time to the gateman of interlocked engineering LC No.54 at km.92/700-800 and for the timely closure and securing of the gate against road traffic and clearance of the gate signals, exchange PN with the gateman of LC No. 56 at km.97/700-800 for the closure and securing of the gate against road traffic as detailed in Appendix-A. Before advising his readiness to receive a down train from MLU, In case of a down train from MLU, PN from the gateman of LC No.60 at km.102/500-600 and LC No. 59 at km.100/400-500 should have been obtained for the closure and securing of the Replaced Page No.8 gate against road traffic and the gateman of LC No.61 at km.105/000-100 should have been informed for the timely closure of gate and clearance of gate signals as detailed in Appendix A. Note: No.60 at Km 102/500-600 works only from 07.00 to 19.00hrs. The exchange of PN with this gate may be dispensed with from 19.00hrs to 07.00hrs. Note: The concerned Block section BPAC should show block section clear indication, if not remedial action shall be taken for resetting the axle counter as detailed in Annexure-1. 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 as per GR 3.38 (2) 6.2.1.2 Reception of train on blocked line: - Whenever trains are being received on an obstructed road/blocked line on Signal Post Telephone 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 up to the place of obstruction on the intended reception line Ensure all the points over which the train has to pass are correctly set, clamped, padlocked and the padlock keys are kept in personal custody. Ensure that no conflicting movement is permitted. Ensure that a stop hand signal is exhibited at a distance of not less than 45 meters from the place of obstruction, indicating to the loco pilot the place where he has to stop the train. The SM shall ensure that the conditions indicated above (i.e. a to e) 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/HINDUPUR 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. 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: i.For the reception of an up Train on Road-1 From the Up starter No. 6SB up to the snag dead end with points No.2 Normal b)upto the up Advanced starter No.8ii.For the reception of an Up Train on Road2 upto the up Advanced starter No.8iii.For the reception of an Up train on Road-3 & 4 upto the up Advanced starter No.8iv.For the reception of a down train on Road 1 or 2up to the Down Advanced starter signal No.7vFor the reception of a down train on Road 3 a)From the Down starter signal No. 5SC upto the snag dead end with point No.9 & 3 normal. b) Upto Down Advanced starters No.7 with point No.9 normal and Point No.3 Reverse.viFor the reception of a down train on Road 4 a)From down starter signal No.5SD upto the snag dad end with Point No.9 reverse and point NO.3 normal b) Upto Down Advanced starters No.7 with point No.9 Reverse and Point No.3 Reverse. Note:1. Item Nos. i (a) and v (a), have the approval of CRS/SBC. 2. For locating the Up Advanced starter No. 8 so as to protect the slip siding point No. 12 has the Approval of CRS/SBC under the provision of GR. 3.10 (4) 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. The following simultaneous movements are possible: While receiving an up train on Road-1 with point NO.2 normal, a down train can be received on Road-3 or Road-4 with points 9 & 3 normal or 9 reverse and 3 normal respectively. OR An up train can be despatched from Road-2 or 3 or 4 While receiving a down train on Road-3 or Road-4 with sand hump setting, An up train can be received on Road-1 with point No.2 normal. OR A down train can be despatched from Road-1 or Road-2 3.Crossing of passenger carrying trains: During crossing of two 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 one of the passenger train is not booked to stop at the station, the train booked to stop shall be received first on road-1 or 3 (platform line) and the other train run through on road-2. (Main line). 6.5.1 COMPLETE ARRIVAL OF TRAINS As Block proving axle counters are provided at this station, Station Master on duty shall ensure the complete arrival of both run through and stopping trains by observing the Block section clear indication in the axle counter indication -cum- resetting box and the track circuits concerned, when Block Proving Axle counters and track circuits from Home signal to fouling mark of the reception line concerned are in working order. If the block section clear indication is not displayed, SM shall not close the block section. After ensuring the complete arrival, he shall resort to resetting of the BPAC as detailed in Annexure-1. 6.5.2 During the failure of BPAC and / or of the Track circuit concerned, complete arrival of the train shall be ensured as detailed below: Station Master on duty shall personally ensure the complete arrival of run through trains and stopping trains ( wherever possible) by observing the Tail Board/Tail Lamp during day/night as the case may be, before closing the block section. When the Station Master on duty observes that the train has passed/arrived 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. 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)). If the on duty SM is not able to verify the complete arrival of the train as detailed above, 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. {SR 14.10(iv) (c)}. 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 Replaced page No.11 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 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 {SR 14.10(iv) (c)}. 6.6.0 DESPATCH OF TRAINS 6.6.1 When everything is ready and the train is to be despatched the SM/Hindupur shall call the attention of SM/Malugur or SM/Devarapalle as the case may be and advise the train number and description of the train etc. In the case of a Down train, the SM shall ensure that the engineering LC No.54 at KM 92/700-800 is informed for the timely closure against road traffic and clearance of gate signals and private number is exchanged with the engineering gateman of LC No. 56 at KM 97/700-800 and in case of Up train private numbers are exchanged with the engineering gateman of LC No. 59 at km.100/400-500 and L.C.No.60 at KM 102/500-600 and also ensure that gateman of LC No.61 at Km. 105/000-100 is advised about the train particulars for closure and clearing of gate signal in time as detailed in Appendix 'A'. On receipt of the readiness to receive the train, confirmed by a private number from SM/DPE or MLU as the case may be, SM/HUP shall insert the shunt key and set the concerned tokenless Block Instrument to train going to position. He shall issue caution order, if any, to the guard, Loco pilot and ALP and ensure that the despatch route is clear and set the route and clear the despatch signals. After ensuring that the correct despatch signals are cleared, he shall authorise the train to depart. Note: SM shall ensure that the BPAC for the block section concerned is showing 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 the Annexure-1 (refer rule 7.2.1 of BWM 2006 of SWRly). If the resetting operation of BPAC also fails, it should be treated as block failure and action taken accordingly. 6.7 TRAINS RUNNING THROUGH 6.7.1 The signalling arrangements permit run through of trains on all 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). Note: SM shall depute the pointsman/STP/TRH to exchange all right signals with the running staff on the off side for pass through trains. 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, trains can be dealt on SPT 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. 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 If the signal gets cleared, the train shall be dealt 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. If the point has set and locked correctly but 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. e) If a point fails to set properly and if the point cannot be set from the panel, the Station Master on duty must personally ensure correct setting of the 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 cranking, clamping and padlocking the points, and duly replacing the crank handle in the electrical key instrument. If the signals can be taken off, trains shall be dealt with normally. If not it shall be treated as signal failure and trains dealt with as per 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 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). Note: In case of an up train towards MLU, the slip siding point shall be correctly set, clamped and padlocked and Proceed hand signal shown at the foot of Advanced starter in addition to issuing of 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: - 1.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. 2. During failure of HUP-MLU block instrument, the slip siding point No.12 shall be set using the emergency push provided on the panel with necessary entries in the concerned register. Replaced Page No.13 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 clears 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 is 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 is insulated. (4) Towards MLU side, slip siding point No.12 shall be set using the emergency push provided on the panel with necessary entries in the concerned register. 7 BLOCKING OF LINES 7.1 When a running line is blocked or 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. 7.2.1 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, 2RLine OccupiedKnob No.Road 33N, 4NRoad 49N, 10N7.2.2 When all the running lines are blocked, the points shall be set to a line which is likely to suffer least damage. { Refer SR 5.19(v) for details}. 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. 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. 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. Note: A securing of stabled vehicles register shall be maintained in the following format: Left hand side of the register shall contain the following particulars: DateTimeRoad No.No. of vehicles stabledNo. of hand brakes appliedNo. of skids provided & under which vehiclesNo. of safety chains provided & for which vehicleSignature of shunting staffSignature of the supervisor Right hand side of the register shall contain the following particulars: DateTimeRoad No.No. of vehicles to be despatchedNo. of hand brakes releasedNo. of skids removedNo. of safety chains removedSignature of shunting staffSignature of the supervisor 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) 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 HUP- DPE- or HUP-MLU block section {SR. 8.15 (i)}. 8.4.3 BEYOND OPPOSITE FSS To permit shunting beyond the opposing Home Signal, on HUP-DPE or HUP-MLU 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 in line closed position or TGT with TOL indication. 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: -Not applicable 8.6 SHUNTING IN SIDING TAKING OFF FROM STATION YARD/GOODS YARD: 8.6.1 The goods shed siding take off from Road 3 at DMM end at point No. 101 and is isolated from the running lines by normal setting of Trap Point No.100. Siding points 100 and 101 are locally worked, fitted with hand plunger bolt and worked on succession key arrangements which are controlled by Key A released from single lever ground frame. Single lever ground frame is fitted with electric lever lock, which is controlled by Knob No.11 from the panel. 8.6.2 For performing shunting on the siding, the SM on duty shall depute the pointsman with clear instructions. The GDR of the train are also to be briefed about the shunting operation and then handover the key of the padlock to the pointsman deputed, to unlock the padlock and operate the single lever ground frame provided near the point No.101. duly turning the knob No.11 to R position on the panel to release the control on the single lever ground frame. 8.6.3 The Pointsman shall proceed to the single lever ground frame, unlock the padlock, ensure that the free indication has appeared near the ground frame and then operate the lever, extract key A from the single lever, insert and turn the key A in the key lock of the point No.101,draw the plunger out, which will release the lock on the point. Set the points,push the plunger in and extract key B which must be used to unlock the Trap point No.100 reverse the Trap points as required and thereafter perform shunting. 8.6.4 On completion of the movement, the pointsman shall set the siding points to normal, extract key B from Trap Point No.100, insert it in the Point No.101,normalise the point and then extract key A from Point No.101. Key A shall be inserted in the single lever ground frame, put back the lever to normal, padlock lever frame and return to the station and hand over the key to the SM on duty. As soon as the ground lever is normalized, the FREE indication appears over the lever frame. 8.6.5 The SM on duty shall turn the knob No.11 to N position, if already has not done, to get the free indication near the knob on the panel, appearance of the green light indication on the panel causes disappearance of free indication near the ground frame. 8.6.6 Trap indicator has been provided for trap point No100 and 101. The Loco pilot and Shunting staff shall observe this during shunting. NOTE: 1)Once the siding point is unlocked and hand plunger is pulled out, the points become free and can be set to either position. 2)The siding points must be manned, secured with cotters and bolts for all movement in the facing direction. 3) If the key cannot be extracted from point, the pair of points must be set to normal, clamped/cottered and padlocked, and the padlock keys must be kept in the personal custody of the SM on duty until the failure is rectified. 4)Normally the shunt movement towards goods siding should be done with engine pushing only. Replaced Page No.17 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 & BSNL phones. 5. Mobile phone. 6. Control Telephone. 7. VHF sets. NOTE: -(1). When 4th to 7th type communication is used, Identification sheets should be used, or cross checking of last three private numbers issued to concerned station is to be done to identify the correctness of the station. If the station is identified correctly an endorsement shall be made on the PLCT regarding the ID sheet numbers or cross checking of the PNs. Under this circumstance the issue of caution order shall be dispensed with and trains can run at normal speed. (2). If the station could not be identified through ID sheets or cross-checking of PNs, a caution order shall be issued restricting the speed to 15 kmph during day and 10 KMPH during night and when the view ahead is not clear during day. 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 Annexure-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, a Red light indication is displayed. Replaced page No.18 iii. When the crank handle remains extracted, no signals can be taken off except down advanced starter. 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. v. During failure of points, crank handle shall be used for setting point. Before extracting the crank handle, other working points required for the movement shall be set from the panel. 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, clamping and padlocking 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, it should be ensured that both the ends of the crossover points are correctly set, clamped and padlocked to the required position 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. Not applicable ( 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 DPE-HUP or HUP-MLU 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 and BSNL Phones. e) Mobile 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 with an 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.20 trains/Engines are to be despatched into the block section subsequently, clear instructions shall be given to the Loco pilot and Guard of such trains /engines etc. regarding the trains/engines 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 Down Starter signal for Road-2 or Up Advanced starter signal during day and night shall constitute the visibility test object at this station. During thick or foggy or tempestuous weather or dust storm, impairing visibility when the Station Master finds it difficult or impossible to see the position of one or more of the signals concerned, he shall not give Line clear until he has advised, by telephone, the Station Master of the Station in rear, of the conditions prevailing and has instructed him to issue Caution Orders to the Loco Pilots of all trains to stop at the first Stop signal and observe its aspect and if favorable, then proceed at a restricted speed of 10 kilometres an hour, and has received his acknowledgement. 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 equipment 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. 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 ENGINEERING LEVEL CROSSING GATE NO.54 AT KM. 92/700-800 (DPE-HUP) A.1.1 This is an interlocked C class engineering level crossing gate, provided with lifting barriers and protected with gate signals in HUP-DPE block section. The normal position of the gate is kept open for road traffic. This gate is manned round the clock by gatemen in twelve hours shifts as per the roster issued by DPO/SBC. This gate is under the control of SE/PWAY/PKD A.1.2 Magneto telecommunication is provided between this level crossing and SM's office as detailed in appendix 'B'. This level crossing gate shall normally be kept open for the road traffic (lifting barriers in raised position). The SM on duty shall advise the gateman whenever it is necessary to close and lock the gates against road traffic for the passage of train.. A.1.3 This LC is protected by Up and Down gate signal with G markers. These signals are electrically operated from 2-knob panel provided in the gate lodge. To operate this knob, gateman has to lower the lifting barriers, extract winch key from the winch. This winch key is used to reverse the single lever frame which in turn locks the lifting barrier booms in lowered position and releases the boom locking key. This boom locking key is inserted in the RKT provided at the gate lodge and the concerned signal operated to clear the appropriate gate signal. A.1.4 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 gatepost towards the road traffic when level crossing is in the `open to road traffic' position and a red light when level crossing is closed to road traffic. During daytime when the barriers are lowered across the road a red disc on the boom of the barrier and red targets 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 Before granting line clear for an Up train from DPE or before despatching a Down train to DPE the Station Master/HUP shall call the attention of the gateman on phone and advise him the particulars of train with its number, description, direction of movement and probable time of departure from DPE or from HUP. The gateman shall acknowledge the advice by repeating the train number, description, direction etc., and assure him that he is ready to close and lock the gates against the road traffic and take off the concerned gate signal in time The details of trains including the time of advice shall be recorded by the SM on duty and the gateman in the register maintained separately at the station and at the gate lodge for this purpose. A.1.6 Immediately on receipt of out report for an Up train from DPE or after the departure of a Down train from HUP the Station Master/HUP shall advise the gateman. The gateman shall close and secure the gates against the road traffic and take off the concerned gate signal, in time. On completion of train movement the gate man shall put back the gate signal to normal and extract the boom locking key from the RKT in the gate lodge. Insert the same in the concerned single lever frame and normalise the lever. This action releases the winch key. The winch key should be used to open the lifting barriers. Replaced Page No.22 A.1.7 In the case of failure of telephone communication between the SM/HUP and the level crossing or when the gateman fails to respond to the telephone calls, the Station Master must adhere to SR 16.03 (iii) (b) (1), issue Caution Order to all stopping down trains entering the block section and also advise Station Master/DPE for the issue of Caution Orders for all stopping up trains entering the block section. The loco pilots must observe the instructions contained in GR 16.03 (iii) (b) (2) (i). The Station Master shall advise the JE/SE/SIG. or TECH.ES of the section for immediate rectification. NOTE: 1. Run through trains need not be stopped out of course for the purpose of issue of Caution Orders (SR. 16.03 (iii) (b) (2) (iii). 2. When a train movement is cancelled for which the gateman had been advised for the closure of the gates, the SM/HUP should advise the same to the gateman duly issuing a private number in confirmation of the same. This PN shall be recorded in the remarks column of PN exchange register. 3. The responsibility of keeping the gates closed and locked against the road traffic for the safe passage of the train without delay lies on the gateman on duty. A.1.8 In case of failure of the LC gate in open condition i.e., due to the failure of lifting barriers, gate key etc., the gateman shall immediately inform the on duty station master under the exchange of private number and arrange to protect the gate by means of safety chains with padlocks and stop boards. Trains shall be piloted across the gate by the gateman on hand signals. The gate shall be treated as a non-interlocked gate and the procedures adopted for non-interlocked gate shall be adhered to both by the gateman as well as the controlling SM. A.1.9 If the gate fails in closed condition: a) If the barriers are in lowered condition and gateman is able to clear the gate signals, the trains shall be dealt normally. b) If the barriers are in lowered condition and could not be opened due to the failure of winch or locking arrangements, JE/SE/P.way of the section shall be informed for immediate rectification. c) Whenever the emergency gate key is required to be extracted, during the failure of the boom-locking key, to open the gate for road traffic, it shall be done so only under the exchange of PN with the stationmaster on duty. . A.1.10 If any barrier fastening or the winch mechanism goes out of order the gateman shall advise the Station Master on duty, who shall immediately give the message to the concerned official to attend the failure and restore normal working. {SR 16.06 (iii) (a) & (b)}. A.2.0 ENGINEERING LEVEL CROSSING GATE NO. 56 AT KM.97/700-800 (HUP-DPE) A.2.1 This is a 'C' class non interlocked engineering level crossing provided with lifting barriers, situated in DPE-HUP block section. The normal position of this gate is kept closed and padlocked against the road traffic and the padlock keys are kept with the gateman on duty. These gates are manned round the clock by gateman, one gateman each in 12 hours shift under essentially intermittent roster issued by DPO/SBC. This LC is under the control of SE/P.Way/HUP. A.2.2 Magneto telephone communication is provided between this level crossing gate and the SM's office as detailed in Appendix 'B'. A.2.3 Before granting line clear to SM/DPE for an up train or before despatching a down train, the SM/HUP shall call the attention of the gateman on phone and advise the particulars of the train with its number, description and direction of movement and probable time of departure from DPE or from HUP and communicate a private number with time to the gateman on duty. Replaced Page No.23 A.2.4 The gateman on getting the advice must acknowledge by repeating the particulars of the train and ensure that the level crossing gate is closed and locked against the road traffic for the passage of the train and communicate his private number with time as an assurance to that effect to the SM. A.2.5 The private number given by the SM constitutes an assurance that he had informed the gateman about the train movement and the private number given by the gateman constitutes an assurance that the LC gate is in its normal position i.e. kept closed and padlocked against the road traffic. The Private numbers exchanged between the SM and the gateman (with the time and the train particulars), shall be recorded in the private number exchange register specially maintained for this purpose at the station and at the gate lodges. The gatemen shall also record the time at which the train actually passed through their gate. A.2.6 Whenever it is required to open the level crossing gates for the passage of road traffic, the gate man on duty shall ascertain from SM on duty on phone regarding movement of train. The SM on duty, if there is no train to enter into the block section, the train which has already entered the block section has passed the gate and if it is safe to open the gate, shall permit the gate man to open the LC gate for road traffic by giving a private number with time to the gate man. After getting the PN from SM on duty, before opening the LC gate for road traffic the gate man shall fix a banner flag during day or hand signal lamp with red light during night in the middle of track on either side of the gate, facing towards Up and Down direction and shall then open the gate for road traffic. Immediately after the passage of road traffic, he shall close and lock the gate against road traffic, keep the keys in his personal custody remove the banner flag / red light and give his PN with time to the SM on duty. The PN given by SM constitute an assurance that he had permitted the gateman to open the gate for road traffic. The PN given by the gateman constitutes an assurance that he had closed and secured the gate against road traffic. The PNs shall be recorded in red ink along with timings in the concerned Train signal register and PN exchange register maintained at the station and in the PN exchange register at gate lodge. A.2.7 In case of failure of telephone communication between station and the level crossing or when the gateman fails to respond to the telephone calls, the SM/HUP{SR 16.03 (iii)(b)(1) (i)} to issue caution order to all Down trains entering the block section and also advise Station master/DPE to issue caution order for all Up trains entering the block section {SR 16.03 (iii)(b)(1) (ii)} The Loco pilots must observe the instructions contained in SR. 16.03(iii)(b)(2)(i). The SM/HUP shall advise the TECH.ES/JE/SE/SIG for early rectification. A.2.8 Any damage to the gate shall be reported to the SE/P.Way/HUP for immediate attention and rectification. Till it is restored the emergency gate chains with stop boards shall be used for the train movement. NOTE: 1.When a train/shunt movement for which arrangements have been made to close the LC gates against road traffic and private numbers exchanged between the SM on duty and the gateman is cancelled due to any reason, the SM on duty shall advise the gateman accordingly and give him a private number in confirmation of the cancellation of the movement. The Private Number shall be recorded in the remarks column against the train entry both at the station and at the gate lodge. 2. To prevent SM/DPE from taking line clear on the block instrument without the knowledge of the SM/HUP shunt keys pertaining to DPE/HUP block instrument shall normally be extracted from the associated EKT and kept under the safe custody of the SM on duty at HUP{SR 16.03 (iii) (a) (iii) Note-3}. Replaced Page No.24 A.3.0 ENGINEERING LEVEL CROSSING GATE NO. 59 AT KM.100/400-500 (HUP-MLU) A.3.1 This is a 'C' class non interlocked engineering level crossing provided with lifting barriers, situated in HUP-MLU block section. The normal position of this gate is kept closed and padlocked against the road traffic and the padlock keys are kept with the gateman on duty. These gates are manned round the clock by gateman, one gateman each in 12 hours shift under essentially intermittent roster issued by DPO/SBC. This LC is under the control of SE/P.Way/HUP. A.3.2 Magneto telephone communication is provided between this level crossing gate and the SM's office as detailed in Appendix 'B'. A.3.3 Before granting line clear to SM/MLU for a Down train or before despatching an Up train, the SM/HUP shall call the attention of the gateman on phone and advise the particulars of the train with its number, description and direction of movement and probable time of departure from MLU or from HUP and communicate a private number with time to the gateman on duty. A.3.4 The gateman on getting the advice must acknowledge by repeating the particulars of the train and ensure that the level crossing gate is closed and locked against the road traffic for the passage of the train and communicate his private number with time as an assurance to that effect to the SM. A.3.5 The private number given by the SM constitutes an assurance that he had informed the gateman about the train movement and the private number given by the gateman constitutes an assurance that the LC gate is in its normal position i.e. kept closed and padlocked against the road traffic. The Private numbers exchanged between the SM and the gateman (with the time and the train particulars), shall be recorded in the private number exchange register specially maintained for this purpose at the station and at the gate lodges. The gatemen shall also record the time at which the train actually passed through their gate. A.3.6 Whenever it is required to open the level crossing gates for the passage of road traffic, the gate man on duty shall ascertain from SM on duty on phone regarding movement of train. The SM on duty, if there is no train to enter into the block section, the train which has already entered the block section has passed the gate and if it is safe to open the gate, shall permit the gate man to open the LC gate for road traffic by giving a private number with time to the gate man. After getting the PN from SM on duty, before opening the LC gate for road traffic the gate man shall fix a banner flag during day or hand signal lamp with red light during night in the middle of track on either side of the gate, facing towards Up and Down direction and shall then open the gate for road traffic. Immediately after the passage of road traffic, he shall close and lock the gate against road traffic, keep the keys in his personal custody remove the banner flag / red light and give his PN with time to the SM on duty. The PN given by SM constitute an assurance that he had permitted the gateman to open the gate for road traffic. The PN given by the gateman constitutes an assurance that he had closed and secured the gate against road traffic. The PNs shall be recorded in red ink along with timings in the concerned Train signal register and PN exchange register maintained at the station and in the PN exchange register at gate lodge. A.3.7 In case of failure of telephone communication between station and the level crossing or when the gateman fails to respond to the telephone calls, the SM/HUP{SR 16.03 (iii)(b)(1) (i)} to issue caution order to all Up trains entering the block section and also advise Station master/MLU to issue caution order for all Down trains entering the block section {SR 16.03 (iii)(b)(1) (ii)} The Loco pilots must observe the instructions contained in SR. 16.03(iii)(b)(2)(i). The SM/HUP shall advise the TECH.ES/JE/SE/SIG for early rectification. Added Page No.24A A.3.8 Any damage to the gate shall be reported to the SE/P.Way/HUP for immediate attention and rectification. Till it is restored the emergency gate chains with stop boards shall be used for the train movement. NOTE: 1.When a train/shunt movement for which arrangements have been made to close the LC gates against road traffic and private numbers exchanged between the SM on duty and the gateman is cancelled due to any reason, the SM on duty shall advise the gateman accordingly and give him a private number in confirmation of the cancellation of the movement. The Private Number shall be recorded in the remarks column against the train entry both at the station and at the gate lodge. 2. To prevent SM/MLU from taking line clear on the block instrument without the knowledge of the SM/HUP shunt keys pertaining to HUP/MLU block instrument shall normally be extracted from the associated EKT and kept under the safe custody of the SM on duty at HUP{SR 16.03 (iii) (a) (iii) Note-3}. A.4.0 ENGINEERING LEVEL CROSSING GATE NO. 60 AT KM.102/500-600 (HUP-MLU) A.4.1. This is a non-interlocked C Class Engineering level crossing situated in between HUP-MLU stations under the control of Engineering Department and is provided with lifting barriers. The gates are normally kept closed and locked against road traffic and the keys are kept with gateman on duty. This gate is manned by a gateman in 12 hour shift from 07.00hrs to 19.00hrs as per the roster issued by DPO/SBC. A.4.2 Magneto telephone communication is provided between this LC and the duty Station Master office as detailed in Appendix "B". A.4.3 Before granting line clear to MLU for a Down train or before despatching an Up train to MLU, the SM/HUP shall call the attention of the gateman, on phone and advise him the particulars of the train like train number and description of the train, the direction of movement, probable time of departure from HUP or MLU and communicate a private number to the gateman with time. The gate man shall acknowledge the advice by repeating the train number, ensure that the Lifting barriers are in the normal position (kept closed and locked against road traffic) and communicate a private number with time as an assurance to that effect. The private number given by the Station Master, constitute an assurance that he had informed the gate man about the train movement and the private number given by the gate man constitute an assurance that the gates are in their normal position. The private number exchanged between the gate man and the Station Master shall be recorded in the private number exchange register with the time, date and train particulars specially maintained for this purpose at the gate lodge and at the Station Masters office. The gate man shall also record the actual time of passage of the train through his LC gate. A.4.4 Whenever it is required to open the level crossing gates for the passage of road traffic, the gate man on duty shall ascertain from SM on duty on phone regarding movement of train. The SM on duty, if there is no train to enter into the block section, the train which has already entered the block section has passed the gate and if it is safe to open the gate, shall permit the gate man to open the LC gate for road traffic by giving a private number with time to the gate man. After getting the PN from SM on duty, before opening the LC gate for road traffic the gate man shall fix a banner flag during day or hand signal lamp with red light during night in the middle of track on either side of the gate, facing towards Up and Down direction and shall then open the gate for road traffic. Immediately after the passage of road Added Page No.24B traffic, he shall close and lock the gate against road traffic, keep the keys in his personal custody remove the banner flag / red light and give his PN with time to the SM on duty. The PN given by SM constitute an assurance that he had permitted the gateman to open the gate for road traffic. The PN given by the gateman constitutes an assurance that he had closed and secured the gate against road traffic. The PNs shall be recorded in red ink along with timings in the concerned Train signal register and PN exchange register maintained at the station and in the PN exchange register at gate lodge. A.4.5 Whenever there is a failure of Magneto Telephone communication between the level crossing and the station or when there is no response from the gate man, the instructions detailed in SR 16.03(iii)(b)(i) shall be followed and Caution order issued to all Up trains and also advise SM/MLU to issue Caution Order to all Down train entering the block section. The loco pilot shall adhere to SR.16.03(iii)(b)(2)(i).The SM shall also advise the TECH.ES/JE/SE/Sig. of the section for the restoration of phone communication. NOTE:- i) When a train/shunt movement for which LC gates have been kept closed and private numbers have been exchanged with the gate man is to be cancelled due to any reason the SM on duty shall advise the same to the gate man on duty duly communicating a private number with time in-confirmation of the cancellation of the movement. The PN shall be recorded in the remarks columns against the train entry both at the station at the gate lodge. ii)Any damage to the gate shall be reported to the SE/JE P.Way for immediate attention and till its rectification emergency gate chains shall be used for the train movement. iii) This gate works only from 07.00hrs to 19.00hrs and the gateman while breaking off duty shall ensure that the gate is secured against road traffic and padlocked. He shall communicate a PN to the on duty SM in token of having secured the gate. The padlock keys shall be kept by the gateman in his custody till the gate is manned next morning. Before opening the gate for road traffic in the morning, the gateman shall obtain a PN for opening the gate to road traffic. SM on duty shall give the open PN only after ensuring that there is no train in the section and that the previous train has cleared the gate. A.5.0 ENGINEERING LEVEL CROSSING GATE NO.61 AT KM. 105/000-100 (HUP-MLU) A.5.1 This is an interlocked SPL class engineering level crossing gate, provided with lifting barriers and protected with gate signals in HUP-MLU block section. The normal position of the gate is kept open for road traffic. This gate is manned round the clock by gatemen in eight hours shifts as per the roster issued by DPO/SBC. This gate is under the control of SE/PWAY/HUP A.5.2 Magneto telecommunication is provided between this level crossing and SM's office as detailed in appendix 'B'. The SM on duty shall advise the gateman whenever it is necessary to close and lock the gates against road traffic for the passage of train. A.5.3 This LC is protected by Up and Down gate signal with G markers. These signals are electrically operated from 2-slide instrument provided in the gate lodge. To operate this slide instrument gateman has to lower the lifting barriers, extract winch key from the winch. This winch key is used to reverse the single lever frame which in turn locks the lifting barrier booms in lowered position and releases the boom locking key. This boom locking key is used to un-lock the two-slide instrument provided at the gate lodge to clear the concerned gate signal. Added Page No.24C A.5.4 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 gatepost towards the road traffic when level crossing is in the `open to road traffic' position and a red light when level crossing is closed to road traffic. During daytime when the barriers are lowered across the road a red disc on the boom of the barrier and red targets 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.5.5 Before granting line clear for a Down train from MLU or before despatching an Up train to MLU the Station Master/HUP shall call the attention of the gateman on phone and advise him the particulars of train with its number, description, direction of movement and probable time of departure from MLU or from HUP. The gateman shall acknowledge the advice by repeating the train number, description, direction etc., and assure him that he is ready to close and lock the gates against the road traffic and take off the concerned gate signal in time The details of trains including the time of advice shall be recorded by the SM on duty and the gateman in the register maintained separately at the station and at the gate lodge for this purpose. A.5.6 Immediately on receipt of out report for a Down train from MLU or after the departure of an Up train from HUP the Station Master/HUP shall advise the gateman. The gateman shall close and secure the gates against the road traffic and take off the concerned gate signal, in time. On completion of train movement the gate man shall put back the gate signal to normal and extract the boom locking key from the 2-slide instrument. Insert the same in the concerned single lever frame and normalise the lever. This action releases the winch key. The winch key should be used to open the lifting barriers. A.5.7 In the case of failure of telephone communication between the SM/HUP and the level crossing or when the gateman fails to respond to the telephone calls, the Station Master must adhere to SR 16.03 (iii) (b) (1), issue Caution Order to all stopping Up trains entering the block section and also advise Station Master/MLU for the issue of Caution Orders for all stopping Down trains entering the block section. The loco pilots must observe the instructions contained in GR 16.03 (iii) (b) (2) (i). The Station Master shall advise the JE/SE/SIG. or TECH.ES of the section for immediate rectification. NOTE: 1. Run through trains need not be stopped out of course for the purpose of issue of Caution Orders (SR. 16.03 (iii) (b) (2) (iii). 2. When a train movement is cancelled for which the gateman had been advised for the closure of the gates, the SM/HUP should advise the same to the gateman duly issuing a private number in confirmation of the same. This PN shall be recorded in the remarks column of PN exchange register. 3. The responsibility of keeping the gates closed and locked against the road traffic for the safe passage of the train without delay lies on the gateman on duty. A.5.8 In case of failure of the LC gate in open condition i.e., due to the failure of lifting barriers, gate key etc., the gateman shall immediately inform the on duty station master under the exchange of private number and arrange to protect the gate by means of safety chains with padlocks and stop boards. Trains shall be piloted across the gate by the gateman on hand signals. The gate shall be treated as a non-interlocked gate and the procedures adopted for non-interlocked gate shall be adhered to both by the gateman as well as the controlling SM. Replaced Page No.25 A.5.9 If the gate fails in closed condition: a) If the barriers are in lowered condition and gateman is able to clear the gate signals, the trains shall be dealt normally. b) If the barriers are in lowered condition and could not be opened due to the failure of winch or locking arrangements, JE/SE/P.way of the section shall be informed for immediate rectification. c) EMERGENCY GATE KEY is provided at gate lodge in a glass fronted box, before taking the emergency key ,the gate man should take permission from the SM duly exchanging private number with him A.5.10 If any barrier fastening or the winch mechanism goes out of order the gateman shall advise the Station Master on duty, who shall immediately give the message to the concerned official to attend the failure and restore normal working. {SR 16.06 (iii) (a) & (b)}. APPENDIX B B.1.0 SYSTEM OF SIGNALLING & INTERLOCKING B.1.1 This is a class B Station provided with Standard-II-(R) Multiple Aspect Colour Light signals. The points and signals are operated from the control panel. B.1.2 Up Home signal at a distance of 319 metres beyond the up outer most points No.3 and Up Distant signal at a distance of 1006 metres from the up Home signal are provided for the reception of up trains on Road-1 or Road-2 or Road-3 or Road-4. B.1.3 Down Home signal at a distance of 191 metres beyond the fouling point of slip siding point No.12 and down Distant signal at a distance of 1000 metres from the down Home signal are provided for the reception of down trains on Road-1 or Road-2 or Road-3 or Road-4. B.1.4 Signal post telephones are provided below up and down Home signals. B.1.5 Up and down starters for Road-1, Road-2, Road-3, Road-4 and up and down advanced starters are provided for the despatch of up and down trains. B.1.6 Goods Warning Board is provided at a distance of 1600 metres in rear of Up and Down Home signals. B.1.7 'P' marker board is provided below up and down distant signals. B.1.8 Up and Down shunt keys, which are in electrical key instruments when removed, prevents clearing of the up Advanced starter No.8 and down Advanced starter No.7 respectively. B.1.9 Directional type route indicators are provided on the up and down Home signals. When the route is set and signal cleared for Road-1 or 3 or 4 for reception of an up or down train the directional type route indicators will display a row of white lights. Unless the route indicator is lit the signal will not clear for Road-1 or 3 or 4. But there will not be any display of 'White' lights when the route is set and the signal is cleared for receiving an up or down train on Road-2 (main line.) B.1.10 Hand Crank handle duly interlocked with signals except Up and down Advanced starters are provided in SMs office for operation of points during failure. B.1.11 All signals are erected on the LHS except signal No.5SC, 5SD, 6R, 6SB which are on the RHS. B.1.12 Trap indicator is provided for trap points No.100. B.1.13 All points are provided with electrical point machine except siding point No. 100 & 101 which are locally worked. B.1.14 Position light shunt signal No.13 & 14 are provided on a separate post on main line to control shunt movements. These shunt signals display 2 white lights in horizontal position in the ON aspect and 2 white lights in the oblique position when taken off. B.1.15 Up and down Advanced starters are interlocked with the respective block instruments. B.1.17 Key A is in the single lever ground frame fitted with electric lever lock.This single lever is controlled by knob No 11 from the control panel and is padlocked and the key of the padlock is under the control of SM. The normal position of point is indicated by a green light above the knob. B.1.18 Block Proving Axle counters (BPAC) are provided for HUP-DPE and HUP-MLU block sections and resetting boxes with indications are provided in the station house B.2.0 CONTROL PANEL B.2.1 All points and signals except the locally operated points No 100&101, 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 track, points and signals over the entire area. Each track circuit is represented by a separate distinct colour B.2.2 At the bottom of the panel, SM's key, point knobs 'P' ACK' button, signal knobs and siding control knobs are provided. At the top of the panel, white light indication for route cancellation counter and red and white light indication for crank handle, are provided. B.2.3 The signal knobs for reception and despatch signals at either end are coloured 'RED' with the number of the signal engraved in the centre of the knob. The point knobs and siding control knobs are coloured black with the number of the point engraved in the centre. The shunt signal knob is coloured yellow with the number of signal engraved in the centre of the knob. 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 (N) position and a YELLOW light indicating the 'R' position. If the points do not set and lock properly no repeat indication will be available. ii) In addition to the 'Normal' and 'Reverse' indications near the point knob, 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 i) The signal knobs Nos. 7, 8 and shunt signal No. 13 & 14, have two positions, 'Normal' and 'Reverse' and must normally be kept in the 'Normal' position. The signal knob should be turned in the direction shown on the panel for clearing the signal. The siding control knob No.11 also has two positions Normal and Reverse position and must normally be kept in the Normal position. The siding control knob shall be turned to R position to release the siding control key. ii) One signal knob No. 5 controlling Up Home No. 5R and Down starters Nos. 5SA, 5SB, 5SC & 5SD is having THREE positions, i.e., R, C and S (receiving position, center position and sending position). iii) One signal knob No. 6 controlling Down Home No. 6R and Up starters Nos.6SA, 6SB, 6SC & 6SD is having THREE positions, i.e. R, C and S (receiving position, center position and sending position). iv) The signal knob 5&6 must normally be kept in the C position and should be turned to S or R position as required. B.2.6 Power acknowledgement button ('P' ACK) coloured RED is provided on the right hand side bottom of the panel. Instructions for operating 'P ACK' button are detailed in para 4.3.4 B.2.7 Crank handle FREE (White light) indication is provided on the control panel. B.2.8 White light indication with counter is provided below the legend on the panel for route cancellation. B.2.9 The SMs key knob has two positions 'Normal and Reverse' and must normally be kept in the 'Reverse' position. B.2.10 The control panel is provided with locking arrangements on the left hand side bottom of the panel to prevent any unauthorized operation of the panel. This lock up 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 SM on duty. B.2.11Setting up a route is represented by a series of white lights along the route on he 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.2.12 A voltmeter is provided over the panel to indicate the main power supply voltage. B.2.13 The siding control knob has two position normal N and reverse R and must normally be kept in the normal N position. To release the control on single lever ground frame controlling the siding the concerned control knob must be operated to the R position. A green light indication is provided near the control knob at N position to indicate that the single lever ground frame controlling siding points is in normal position. When the knob is reversed the indication disappears. B.2.14 A battery charger monitor is provided above the panel with GREEN LED indicator to show the charger is ON and in working condition. A RED LED indicator with Audio buzzer is provided. In the event of failure or whenever the battery voltage becomes low, a buzzer will be sounded to alert and the RED LED appears, the push button provided on the monitor should be pressed to reset and stop the buzzer, and the same should be immediately advised to TECH/ES/JE/SE/SIG of the section to avoid failure. B.3.0 TRACK CIRCUITS B.3.1 Continuous track circuits are provided between the up and down Home signals. Track upto the end of sand hump, including the portion covered by the points and crossings, points portion leading to the siding are track circuited. Track circuits prevent the signal, which protects the track-circuited area, from being taken 'OFF' if the controlling tracks in advance of the signal is occupied by a train/vehicle or has failed. When occupied/failed indication for a track circuit is available, no attempt must be made to take 'OFF' the signal pertaining to the route. B.3.2 Failure of track circuits will affect the signals reading over 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. The SM on duty shall ensure that all the points on the route are correctly set as required, padlocked and the route is clear and free from obstruction before permitting such a movement, authorising the loco pilot to pass the signal at ON with the relevant provisions contained in GRs 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.3.3 The reliability of track circuit is considerably affected by the formation of rust or oxidisation on the table of the rail. Under such circumstances a 'Track clear' indication may be displayed for the concerned track, which is actually occupied. Such portion of the track over which there has been no movement for a period of 24 hours should be deemed prone to rust formation and 'RUSTY RAIL' collars/caps must be placed on the relevant point/signal knobs. B.3.4 Normally, no vehicle should be stabled on a track-circuited line. In emergency, if vehicles are stabled and if the duration of stabling can be gauged in advance to be about 24 hours, the SM on duty shall arrange to advise the TECH/ES/JE/SE/SIG to disconnect the electrical feed to the track circuits on that line. When the vehicles are removed from the line, the TECH/ES/JE/SE/SIG should again be advised to reconnect the track circuits. After the vehicles are removed from the line, normal working should be resorted to only after obtaining a certification in writing from the TECH/ES/JE/SE/SIG that the feed to the track circuits have been reconnected and that the track circuits are working properly. B.3.5 For the first move after clearing of vehicles if stabled for about 24 hours with the track circuits not getting disconnected and reconnected later as mentioned above or if there was no movement for 24 hours on a track circuited line, the SM on duty shall not rely on the track indication on the panel, but must physically verify that the line is clear and free from obstruction before permitting train movements. For a second move also, he shall personally ensure the condition of the track like this and if the clear/occupied indications are correctly displayed on all these occasions, he can rely on the track indications for subsequent moves. If the indications are erroneous the track circuits should be treated as failed 'RUSTY RAIL' collars shall be placed on the relevant point/signal knobs and trains dealt with strictly according to the relevant provisions contained in GRs 3.68 to 3.70 and subsidiary rules thereunder. Failure messages should promptly be sent to the TECH.ES/JE/SE/SIG. The permanent way inspector should also be advised for arranging to clean the table of rails. NOTE: Failure/suspension of track circuits and certification of normal working by the TECH.ES/JE/SE/SIG must be promptly recorded in the signal failure register B.4.0 CRANK HANDLE B.4.1 A crank welded with E type Heppers key duly interlocked with (Up and Down reception and concerned despatch) signals, except the down advanced starter is provided in an Electrical Key instrument provided in the duty SMs office, for hand cranking the points during failures. The interlocking is such that once the crank handle is extracted from the, Electrical Key instrument, concerned interlocked signals cannot be cleared. Similarly when any of the concerned interlocked signals are cleared the concerned crank handle cannot be extracted from its Electrical Key instrument. B.4.2 In the point machine, lids are provided with lock to secure the key holes. The lids should be unlocked before inserting the crank handle release lock and crank handle. The lid key and crank handle lock release key are kept in the glass fronted box. B.4.3 When the crank handle is properly secured in its Electrical Key Instrument and if it is free to be extracted, a White light indication is displayed near the group concerned under the legend CRANK HANDLE on the control panel. When it is not possible to extract, a Red light indication will be displayed near the group concerned. B.4.4 A push switch is provided near the crank handle. To extract the crank handle the push switch shall be pressed. As soon a the push switch is pressed a deflection will be there in the Electrical Key Instrument. After observing the deflection the Station Master shall turn the crank handle gently in the anti-clock wise direction and extract the crank handle from the Electrical Key Instrument .When the crank handle is extracted the white light indication will disappear on the panel. B.4.5 The interlocking of the crank handle with the crank handle lock key is done in such a way that the crank handle cannot be inserted into the point machine unless the crank handle lock is unlocked by the crank handle lock release key. B.4.6 If the points fail to set or if the points could not be set from the panel, the duty Station master shall make use of the crank handle to set the points locally. He shall keep the concerned point knob in the required position, extract the relevant crank handle from the electrical key transmitter, take out the crank handle lock release key along with the lid key from the glass fronted box and proceed to the points. B.4.7 On the side of the point machine there are two lids. One covering the inlet hole of the crank handle and another covering the inlet hole of the crank handle lock. The duty Station master shall first open both the lids by using the lid key. Then he shall insert the crank handle lock key and unlock the same which permits insertion of the crank handle into the point machine. He shall then insert the crank handle and crank the point to the required position, clamp and padlock the points, remove the crank handle. Extract the crank handle lock key and close both the holes by lids and lock the lids by lid key. He shall also ensure that the other end of the points (in case of cross over point) is in the required position. He shall then return to the station and restore the crank handle in to the key transmitter. If the correct point indication has appeared on the panel and if everything is alright for the movement of the train, the Station master shall clear the relevant signals. If the signal gets cleared, trains can be dealt normally. If the signals fail to respond, trains should be dealt strictly in accordance with the relevant provisions contained in GRs 3.68 to 3.70 and subsidiary rules thereunder. 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 requires the Crank Handle to attend any repair or maintenance work, he shall give a 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 point machine lid key, Crank Handle lock release Key and the Crank Handle of the required points after obtaining the permission from control. 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 there is 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 all the keys received from SM shall promptly returned to on duty SM duly inserting the Crank Handle to its normal position 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.4.10 When the crank handle remains with the TECH.ES/JE/SE/SIG, all the points concerned with that crank handle should be deemed to have failed, set locally, clamped, padlocked, the padlock keys retained in the personal custody of the SM on duty and the TECH.ES/JE/SE/SIG working at the points advised, before permitting any movement over the points. 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/taking over charge, 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: Not applicable 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.Description1.-5 RDUp distant from DPE end2.55 RUp Home from DPE end Road-1 or 2 or 3 or 4.3.55 SADown Starter Road-2 towards DPE 4.55 SBDown Starter Road-1 towards DPE 5.55 SCDown Starter Road-3 towards DPE 6.55 SDDown Starter Road-4 towards DPE 7.-6 RDDown distant from MLU end8.66 RDown Home from MLU end Road-1 or 2 or 3 or 4.9.66 SAUp Starter Road-2 towards MLU end. 10.66 SBUp Starter Road-1 towards MLU end.11.66 SCUp Starter Road-3 towards MLU end. 12.66 SDUp Starter Road-4 towards MLU end. 13.77Down Advance Starter.14.88Up Advance Starter.15.1313Shunt main line DPE end to clear of starter signal No.5 SA, 5 SB, 5 SC and 5 SD.16.1414Shunt main line MLU end to clear of shunt signal No.6SA, 6SB, 6SC & 6SD. FUNCTION POINT KNOB Knob No.Description1.Point Road-2 and trap point Road-1 (DPE end)2.Crossover points Road-1 & 2 (MLU end)3.Crossover points Road-2 & 3 (DPE end)4.Points Road-2 and trap point Road-3 (MLU end)9.Points road-3 and trap point road-4 (DPE end)10.Points road-3 and trap point road-4 (MLU end)11.Control on single lever ground frame (siding point 101).12.Point slip siding (MLU end) Replaced Page No.34 B.11 TABLE OF MOVEMENTS: Sl.No.Description of movementPointsSignal1. a. b. c. d. e. To receive an up train on: Road-1 with Points-2 Normal Road-1 with Points-2 Reverse Road-2 Road-3 Road-4  1 2, 1 - 4, 3 4, 10, 9, 3 5R 5R 5R 5R 5R2. a. b. c. d. To despatch an up train on: Road-1 Road-2 Road-3 Road-4  12,2 12 12,4 12,4,10 8, 6S 8, 6S 8, 6S 8, 6S3. a. b. c. To Pass through an up train on: Road-1 Road-2 Road-3  12,2,1 12 12,4,3 8, 6S, 5R 8, 6S, 5R 8, 6S, 5R4. a. b. c. d. e. To receive a down train on: Road-1 Road-2 Road-3 with Point No.3 Normal Road-3 with Point No.3 Reverse Road-4 with Points-3 N  1,2,12 12 4, 12 3, 4, 12 9,10,4,12  6R 6R 6R 6R 6R 5. a. b. c. d. To despatch a down train from: Road-1 Road-2 Road-3 Road-4  1 - 3 3, 9 7, 5S 7, 5S 7, 5S 7, 5S6. a. b. c. To Pass through a Down train on: Road-1 Road-2 Road-3  1, 2, 12 12 3, 4, 12  7, 5S, 6R 7, 5S, 6R 7, 5S, 6R 9. a. b. c. d. Shunt from shunt signal No.13: To clear of starter signal No. 5 SB on Road-1 To clear of Starter Signal No. 5 SA on Road-2 To clear of starter signal No. 5 SC on Road-3. To clear of starter signal No.5 SD on Road-4. 1 - 3 3, 9 13 13 13 13 Replaced Page No.35 Sl.No.Description of movementPointsSignal10. Down Road-1 starter signal No.5 SB to clear of shunt signal No. 13.15 SB11.Down Road-2 starter signal No.5 SA to clear of shunt signal No. 13.-5 SA12.Down Road-3 starter signal No.5 SC to clear of shunt signal No. 13.35SC13Down Road-4 starter signal No.5 SD to clear of shunt signal No. 13.3,95SD14. Shunt from shunt signal No.14 to clear of : i) starter signal No.6 SB on Road-1 ii) Starter Signal No.6 SA on Road-2 iii)starter signal No.6 SC on Road-3. iv) starter signal No.6 SDon Road-4 . 12,2 12 12,4 12,4,10 14 14 14 1415.a b. c. d. Shunt from starter signal No.6 SB onRoad-1 to clear of shunt signal No.14: Shunt from starter signal No.6 SA on Road-2 to Clear of shunt signal No.14 Shunt from starter signal No.6 SC on Road-3 to Clear of shunt signal No.14. Shunt from starter signal No.6 SD on Road-4 to Clear of Shunt signal No. 14. 12,2 12 12,4 12,4,10 6S 6S 6S 6S Note: During reception and despatch of up and down trains/shunting on Road-3 & 4 Knob No.11 should be kept in normal position. B.12 Telecommunication 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.3 - 00 (Two rings) Top Point No.4 - 000 (Three rings) (b) CIRCUIT NO. 2 SMs Office - 0 (One ring) LC No.59 @km.100/400-500 - 00 (Two rings) LC No.60 @km.102/500-600 - 000 (Three rings) LC No.61 @ km.105/000-100 - 0000(Four rings) (c) CIRCUIT NO. 3 SMs Office - 0 (One ring) LC No.54 @km.92/700-800 - 00 (Two rings) LC No.56 @km.97/700-800 - 000 (Three rings) (d) CIRCUIT NO. 4 SMs Office {} 0 (One long ring Signal Post Telephone on {} to call each other) Up Home Signal {} (e) CIRCUIT NO. 5 SMs Office {} Signal Post Telephone on {} 0 (One long ring Down Home Signal {} to 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 Manager: The Station Managers duties include general supervision of staff and their performance in connection with train operation, arranging necessary stationary, essential equipments etc., at station and gates, ensuring that the staff are well trained that they are not overdue for Refresher Course, Safety Camp, Periodical Medical examination. Their block competency certificate, medical fitness certificate are correct before they are permitted to take up duty. Counselling the staff in safe and efficient working, taking suitable corrective action against erring staff and providing necessary assistance to inter-departmental staff in close co-ordination to achieve the best performance. He shall also conduct regular Inspections of SM office and L.C. Gates. 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 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 shall obtain signature of the Guard of stopping train in complete arrival register, and also carry out any other instructions issued to him by Station Master. D.4.0 The duties mentioned above are not exhaustive. All staff is required to adhere to the relevant duties assigned to them by General Rules, Block Working Manual and Accident Rules, and the instructions issued from time to time by the Divisional Officers/Supervisors with all promptitude and prudence with a view achieving better result in safe and efficient transportation. APPENDIX - E E. LIST OF ESSENTIAL EQUIPMENTS PROVIDED AT THE STATION Sl.No.DescriptionSMs office1.Hand Signal flags 4 sets (Red & Green)2.Hand Signal lamps43.Detonators204.Safety Chains with padlocks25.Clamps with Padlocks66.Skids67.Line Block Caps28.Line Blocked Caps49.Trolley lorry on Line Caps210.Rusty Rail Caps211.Caution in force boards212.Station bell113.Fire buckets with Sand214.Fire buckets with Water215.Padlocks with keys216.Pouches for shunt keys217.Wall Clock118.Equipment list1 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. ( E.VIJAYA) Deputy Chief Signal and Tele-Communication Engineer, Project/ BNC(J. CHANDRASHEKAR) Divisional Signal & Tele-communication Engineer/Bangalore. (K. E. ANSAR) Divisional Operations Manager, Bangalore.  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, 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 occupied/ Failed (Red Light-Large) condition, the SM on duty can reset the same to normal after ensuring that the Block Section is clear. 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: Replaced Page No.39 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 For closing back section from receiving end SMPrivate Number For closing back section from despatch end SMTrain no. dealt after resettingPN given after getting clear indication PN obtained after getting clear indicationSignature of the SM on duty12345678910111213INDICATIONS: 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. 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. In case the other end SM has not operated the reset, the occupied indication continues. In such a situation, the SM at the other end shall be reminded to do reset operation so that the system enters into preparatory reset mode After the application of reset operation 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. Replaced Page No.40 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. 8.10 On clearance of the first train on preparatory reset at the receiving station the axle counter will show Clear indication at both stations. The receiving end station master shall then advise the station master at the other end, the availability of clear indication of the axle counter under the exchange of private numbers. 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. 8.12 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. 8.13 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: 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 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.     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