ࡱ> q` vbjbjqPqP |p::W$P*$Np6>>NNN---qpspspspspspsp$(shup,)-,,pNNp,tNNqp,qpJ1X\-] N2 p`^aZB^p0pZ^v` ,v9]v9]-;---ppX---p,,,,D66 SOUTH WESTERN RAILWAY BANGALORE DIVISION Station Working Rules: Date of Issue:19-1-2007 No. B.111 /RANGEPALLI Date on which brought into force: Replaced Page No.1 RANGEPALLI NOTE:- The Station Working Rules must be read in conjunction with the General & Subsidiary rules and the Block working manual. These rules do not in any way supersede any rule in the above mentioned books. 1. 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.(SBC/RD/RANGEPALLI/19/ALT-1Signalling Plan No(IPU 1401/ALT-1P. Way Plan No(B/CPL/15Layout diagram No(B/RANGEPALLI/T/1 2. DESCRIPTION OF THE STATION:- 2.1 GENERAL( LOCATION) RANGEPALLI is a B Class station on the Yelahanka Junction. Dharmavaram Junction single line non-electrified Broad gauge section of South Western Railway on B route. It is situated at a distance of 125.4 Km from Baiyyappanahalli at Yelahanka Jn. End. The code initials of this station are REPI. The office of the Station Master is situated on Road-1. Road-1 is provided with high level platform and Road-2 is provided with rail level platform. 2.2 BLOCK STATIONS ON EITHER SIDE AND THEIR DISTANCES:- RANGEPALLI station is situated in between CHAKARLAPALLI towards Yelahanka junction side at a distance of 3.080 Kms and PENUKONDA towards Dharmavaram junction side at a distance of 11.250 Kms. SL.No.ADJACENT BLOCK STATIONCODEINTER DISTANCE.DIRECTION1.CHAKARLAPALLICPL3.080 KmsDOWN, YNK Jn. end2.PENUKONDAPKD11.250 KmsUP, DMM Jn. end There is no D class station on either end of the block section. Replaced Page No.2 2.3 BLOCK SECTION LIMITS ON EITHER SIDE OF THE STATION ON DIFFERENT DIRECTIONS: - RANGEPALLI CHAKARLAPALLI Block Section commences at the Down Advanced Starter signal No.8/ 6D and the RANGEPALLI PENUKONDA Block Section commences at the Up Advanced Starter signal No. 25. The Station Limits extend from the Up Home Signal to the Down Distant Signal. This has the approval of competent authority. Between stationsPoint from which the block section commencesPoint at which the block section ends.RANGEPALLI CHAKARLAPALLIDown Advanced Starter signal No8/6DDown Advanced Starter signal No. 8/6DRANGEPALLI PENUKONDAUp Advanced Starter signal No. 25Up Advanced Starter signal No. 25 2.4 GRADIENTS: - Sl. No.Direction & LineFromToInter distance in metresGradientsection1.Up-Rd-1& 2 Centre Line of the Station60 m60LevelStation2.Up-Running Line60 m420 m3601 in 400 rising towards PKDStation section3.Up-Running Line420 m580 m160LevelStation/Block section4.Up-Running Line580m---------1 in 130 falling towards PKDBlock section5Down-Rd-1& 2 Centre Line of the Station80 m80LevelStation section.6.Down-Running Line.80 m440 m3601 in 400 rising towards CPLStation section7.Down-Running Line. 440 m680 m240LevelStation section8.Down-Running Line.680 m-------------1 in 100 falling towards CPLBlock section 2.5 LAYOUT: There are two running lines. Road-1 is the main line and Road- 2 is the loop line. Sand Humps are provided on either end of loop line. Road-1 is provided with High Level Platforms and Road-2 is provided with Rail level platform. The office of the Station Master is situated on the Platform of Road-1. Replaced Page No.3 RUNNING LINES, DIRECTION OF MOVEMENT AND HOLDING CAPACITY. Running Lines.Direction of Movement.Holding CapacityLength (CSR)Type of PFLength of PFRoad 1Reception and Despatch of Up & Down trains58 BOXN+2E+1BV686.MHL350 mRoad 2Reception and Despatch of Up & Down trains58 BOXN+2E+1BV686.MRL350 m NON RUNNING LINES:- NIL. ANY SPECIAL FEATURES IN THE LAYOUT:- NIL LEVEL CROSSINGS: -. LC No. /class /DeptLocation.TypeNormal positionWhether interlockedProvision of telephoneTVU and DateLCNO.74 C class Traffic125/700-800 RANGEPALLI YardLBOpen for road trafficInterlockedProvided4210 of June .09 Note: 1) The instructions for working this level crossing are detailed in Appendix A 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 SYSTEM AND MEANS OF WORKING: 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-Cooperative feature) for RANGEPALLI CHAKARLAPALLI and RANGEPALLI - PENUKONDA Block Section are provided in the Station Masters Office.Block Proving Axle Counters ( BPAC) are provided for REPI-PKD and REPI-CPL block sections. Resetting boxes are provided in the station house for use during the failure of Axle Counters. 3.1.1 Only the Station Master on duty shall operate the Block instruments/Block Telephone/SPT/Panel 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 (TSR) and make entries instantly and sign against each such entry. Even though it is possible to set the block instruments to `TRAIN GOING TO' 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 only, the SM at the sending end station shall insert the shunt key in the concerned EKT and set his instrument to TGT position. Replaced Page No.4 The off aspect of the Advanced starter signal constitutes the authority to proceed for the loco pilot of the departing train to enter Block Section ahead. 3.1.4 Up and Down Advanced Starter signals are the last stop signals and they are inter locked with respective Block Instruments. The Advanced Starter signal can be taken `OFF only when the line clear has been obtained through the block instrument from the concerned Block Station in advance. The Down Advanced starter of Rangepalli is combined with the Down Distant signal of Chakarlapalli. This has the approval of CRS/SC/SBC vide G.R.3.07 (7). 3..1.5 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) SM's key of block instruments. b) SMs keys of double key lock on the block instruments. c) Padlock keys of point clamps. d) Padlock keys of safety chains. e) SMs key of the double key lock pertaining to relay room. f) Control Panel key. g) keys of point machine lid cover lock. h) Up and Down Shunt keys. i) Keys pertaining to telephones connected to SPT. j) Generator room key. k) Glass fronted box key of the crank handle l) Keys of BPAC resetting boxes m) Emergency gate key for LC No.74 at km.125/700-800. The above keys except item No. a& f, 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 Panel Interlocking set to standard-II(R) Multiple Aspect Colour Light Signalling arrangements (Operated from the panel) with Distant, Home, Starter and Advanced Starter signals in each direction. The entire yard is track circuited, Calling-on-Signal & SPTs are provided below Up & Down Home signals, Crank Handles are provided at the station House, Motor operated points, Counters are provided for Calling-on signal, route cancellation & emergency calling-on route cancellation. (See Appendix `B for details). 4.2 CUSTODY OF RELAY ROOM KEY 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. 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. 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). When no such endorsement is made, he shall obtain signature in Form S&T/MR and follow the normal procedure for dealing trains. NOTE:- The SM on duty shall not hand over the key to TECH.ES/JE/SE (Sigg) immediately after an accident involving points/signals/interlocking etc., at the station until after fully satisfying that the necessary readings have been recorded by the competent official(s). POWER SUPPLY: The normal source of power supply is from Andhra Pradesh Electricity Board(APEB). In addition an inverter and two Diesel generators are also made available as an alternate source of power supply to the signalling installation. The generators are provided in a separate room and the key of which is under the custody of SM on duty. The generator must be started for the train service during the failure of APEB power supply and Inverter or for testing purpose. A register with full details shall be maintained at the station exclusively for this purpose. A Volt meter is provided over the panel. This indicates the voltage level of power supply. Whenever the pointer in the volt meter is below the Marking or NO Power Supply the alternative source of power supply shall be extended to the signalling installations. When the signal is flickering/Bobbing or showing more than one aspect simultaneously action may be taken by the loco pilot as per SR 3.74 (1) and Station Master on duty shall be advised accordingly. On being advised of the defective signal as above the, Station Master on duty should take action as per GR 3.68 (1) (c) and (d). In the case of reception signal the Station Master shall not grant line clear for a train unless action taken as above and also advise the Station Master in rear to issue Caution Order to the Loco pilot (SR 8.03 (ii) and (iii). Whenever the APEB power supply fails, a red light indication appears near the P.ACK button, and buzzer sounds. SM shall press the P.ACK button to stop the buzzer, however the red light indication remains. Once power supply is resumed (APEB or Generator) once again the buzzer will sound. To stop the buzzer, the SM shall press the P.ACK. This will stop the buzzer and red light indication also disappears. During the failure of APEB power supply, Inverter should be turned to ON position to extend the power supply to signalling installations. Even after this if the power supply is not extended the standby generator shall be started. SM must changeover the switch provided in the generator room from MAIN to STANDBY only after ensuring steady voltage by observing the voltmeter provided in the generator room to avoid fusing of bulbs. The Inverter should be used sparingly, if it used continuously Inverter system itself will fail. Whenever power supply from APEB, Inverter and generator fails and no light is available in the signal or when the signals are bobbing or flickering the signal should be treated as failed. If the APEB supply does not resume within 6 hours, the TECH.ES/ JE / SE /Sig of the section must be advised on control phone immediately followed by a message to Sr.DSTE/DSTE and Sr.DEE/DEE/SBC. The Station Master shall ensure that the stand by diesel generator set is ready in all respects for working at the time of HOC/TOC. An entry to this effect shall be made in the train signalling register and station diary. The generators should be used alternatively to ensure that both work properly. The failure of generators should be advised to all concerned. TELECOMMUNICATION: Magneto telephone communication is provided in addition to Block Telephone, VHF, BSNL phone and Control telephone, as detailed in Appendix B. SYSTEM OF TRAIN WORKING: DUTIES OF TRAIN WORKING STAFF: - Duties of train working Staff are detailed in Appendix- D. TRAIN WORKING STAFF IN EACH SHIFT: - One Station Master, one Points man and one Gateman will work in each shift, according to the roster issued by the Divisional Personnel Officer/SBC Division. RESPONSIBILITY OF ASCERTAINING CLEARANCE OF THE 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. Before allowing any non-signalled move, the Station Master should ensure that all the points on the required route should be clamped & padlocked and the padlock key is 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 Replaced Page No.7 testing the points. Only after ensuring the correct indications for the normal and reverse settings of the points, SM shall permit further movements over the points. 6.1.3 ASSURANCE OF STAFF IN THE ASSURANCE REGISTER: - . Every train passing staff posted newly at the station or leave reserve staff at the station or regular staff who has resumed his duties after more than 15 days absence must go through Station Working Rules in force and give assurance in the prescribed Assurance Register {SR 5.06 (i)}. 6.2 CONDITIONS FOR GRANTING LINE CLEAR (GR 8.03): The line shall not be considered clear and line clear shall not be granted by the SM on duty unless :- i) The whole of the last preceding train has arrived complete and berthed with in the starter signals. ii) All the relevant signals have been put back to "ON" behind the said train and ensure that the signal lights are burning bright. In the case of blank signals or when the signals are bobbing or flickering, the SM shall depute the competent Railway servant with hand signals and detonators to the concerned home signal and advise the SM in rear to issue Caution Order as per SR 3.68(i)(c)to the Loco pilot of approaching train to be vigilant and stop at the Home signal. The line is clear up to the Down Advanced Starter signal No 8, for Up trains from CPL and up to the Up Advanced Starter signal No. 25, for Down trains from PKD. 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. Note: At stations with grades steeper than 1 in 400, trains should not be drawn upto the last stop signal and held up on the steep gradient in order to clear the reception line for giving permission to approach to the following train. 6.2.1 ANY SPECIAL CONDITIONS TO BE OBSERVED WHILE RECEIVING OR DESPATCHING A TRAIN: - 6.2.1.1 Setting of points against blocked line: -This station is provided with centralised control panel. When ever running line is blocked the safety caps shall be placed on the concerned points knobs after setting the points against the blocked line. 6.2.1.2 Reception of train on blocked line: - Whenever trains are being received on an obstructed road/blocked line on calling-on signal the following procedures are to be complied with: a)If possible intimate the loco pilot through the SM of the rear station. b)Ensure that the line is clear and free from obstruction up to the point of obstruction on the intended reception line and LC gate, if any, up to the point of obstruction are closed and secured against road traffic. c)Ensure all the points over which the train has to pass are correctly set. d)Ensure that no conflicting movement is permitted. e)Ensure that a stop hand signal is exhibited at a distance of not less than 45 mts. from the point of obstruction. f)During the failure of Calling-on signal, in addition to the above, ensure that the calling-on signal knob is turned to reverse while receiving the train on SPT/T 509 to avoid block failure. Station Master shall also personally ensure that all the points over which the train has to pass are correctly set, clamped, padlocked and the padlock keys are kept with the SM on duty. If the train is received on Signal Post Telephone the SM shall ensure that the condition indicated above (i.e. a to f) is fulfilled and give a message to the loco pilot through SPT. 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) Note: During the failure of Calling-on signal and SPT and when the train has to be received on an obstructed line. The train shall be piloted by issuing Form T/509 and SM shall ensure that all the points over which the train has to pass are correctly set, clamped, padlocked and padlock keys are kept with him. Reception of train on non-signalled line: -N/A. Despatch of train from non-signalled line: -N/A. Despatch of train from line provided with common Starter Signal: - N/A. Any other special conditions should be mentioned giving reference to the GR & 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 than 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. CONDITIONS FOR TAKING OFF APPROACH SIGNALS:- The Station Master on duty before taking `OFF the reception signal shall ensure that the line on which the train is to be received is clear and free from obstruction up to the adequate distance as detailed below and LC No.74 at Km 125/700-800 is to be closed and secured against road traffic. ADEQUATE DISTANCE:- I The adequate distance required for clearing the Home signal is reckoned as follows:- 1.Up Train on Road-1Up to the Up Advanced Starter signal No. 25 with points No. 50- Normal2Up Train on Road-2(a)Up to the Sand Hump, with points No50Normal. (OR)(b)Up to the Up Advanced Starter signal No. 25 with points No. 50 Reverse 3.Down Train on Road-1Up to the Down Advanced Starter signal No. 8 with points No. 65 Normal4.Down Train on Road-2(a)Up to the Sand Hump, with points No. 65 Normal. (OR)(b)Up to the Down Advanced Starter signal No. 8 with points No. 65 Reverse  The distance required for clearing the Calling-on signal is up to the point of obstruction on the route or without detecting the points in the signal overlap are reckoned as under:- 1.Up train on Road-1Up to the Starter signal No. 31. 2.Up train on Road-2Up to the Starter signal No. 30 3.Down train on Road-1Up to the Starter signal No. 2 4.Down train on Road-2Up to the Starter signal No. 3  NOTE:- Item No 2(a) and 4 (a) under I of Para 6.3 (B) have the approval of CRS/SBC vide GR 3.40 (1) (b). RESPONSIBILITY OF STATION MASTER FOR RESTORATION OF SIGNALS: - Station Master on duty should ensure that signals are put back to ON after the passage of every train as per GR 3.36.2 (b) SIMULTANEOUS RECEPTION / DESPATCH, CROSSING AND PRECEDENCE OF TRAINS:- The signalling arrangements do not permit the simultaneous reception of trains, however it permits the following simultaneous movement of train:- 1. While receiving a Down train from PENUKONDA end on Road-2 with crossover Points No. 65 Normal, another Down train can be despatched to CHAKARLAPALLI from Road-1. 2. While receiving an Up train from CHAKARLAPALLI end on Road-2 with crossover Points No. 50 Normal, another Up train can be despatched to PENUKONDA from Road-1. 3. While giving precedence/ crossing, as far as possible the first arriving train shall be received on the loop line with Sand Hump setting and the second arriving train shall be dealt on the main line. If one of the trains is not booked to stop at the station, the train booked to stop shall be received on loop line and train not booked to stop shall be run through on main line. Replaced Page No.10 6.5 COMPLETE ARRIVAL OF TRAINS 6.5.1. Station Master on duty shall ensure the complete arrival of both run through and stopping trains by observing the Block clear indication in the resetting boxes when Block Proving Axle counters and track circuits from Home signal to fouling mark of the reception line concerned are in working order. 6.5.2. During failure of BPAC and / or of the Track circuit concerned, complete arrival of the train shall be ensured as detailed below: i) For Run through trains: by observing the Tail lamp/Tail Board during day/ night as the case may be. Note: If he observes that the train has passed the station without Tail Board or Tail lamp, he should not close the block section till such time complete arrival has been ensured. This aspect applies even when BPAC and Track circuits are in working order. ii) For Stopping Trains: by observing the Tail lamp/Tail Board during day/night as the case may be for trains whose last vehicle can be seen by the SM, if it is not feasible, by exchanging the complete arrival signal with the Guard of the train during day or night when feasible {SR 14.10 (ii) (c)}. When paras (a) & (b) above are not feasible, by establishing communication on VHF sets with the Guard of the train and after due identification by both, guard shall give a PN along with his name and Train number in token of the complete arrival of the train within the fouling mark to the SM on duty, who shall acknowledge it with a PN. The PN given by the Guard shall be recorded in the TSR remarks column along with the entry for the train. The PN given by the SM shall be entered in the rough journal book by the guard. If due to any reason, SM is unable to ensure complete arrival through any one of the above mentioned means, he shall depute a Competent Railway servant to obtain the signature of the Guard in the Train intact Arrival register (T/1410) maintained for this purpose as an assurance for the complete arrival of the train within the fouling mark before clearing the block section. If there is no guard, SM shall personally ensure the complete arrival of the train and the clearance of the track {S.R. 14.10 (iv) (a)}. 6.6 DESPATCH OF TRAINS :- 6.6.1 When everything is ready to start the train SM on duty shall call the attention of the Station Master/CPL or PKD as the case may be and advise the particulars of train No, description etc.,. 6.6.2 On receipt of the acknowledgement confirmed by a private Number (from SM/CPL or PKD as the case may be), on duty SM shall insert the Shunt Key in to the concerned EKT and set the block instrument to TRAIN GOING TO position. He shall ensure that the despatch route is clear and free from obstruction. In case of a train towards PKD, LC No.74 at Km 125/700-800 is closed and locked against road traffic and CL indication is available on the panel. He shall ensure that the despatch route is clear and free from obstruction, set the point for the concerned route, issue caution order if any, to the loco pilot and guard of the train, then clear the despatch signals and after ensuring that the correct despatch signals are taken off, the SM shall authorise the train to depart. Note: SM shall ensure that the BPAC for the concerned block section 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. TRAINS RUNNING THROUGH:- a) The signalling arrangements permit trains to pass through on Road-1 and 2. But as far as possible run through train shall be dealt on Road-1 (Main Line). b) ISMD LOADS: -Trains carrying ISMD loads shall normally be dealt on Road-2 (Loop line). Added Page No.10A WORKING IN CASE OF FAILURES: - FAILURE OF TRACK-CIRCUITS, POINTS/SIGNALS a) 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 taken in accordance with the provision contained in GR/SR 3.68 to 3.70 are followed. During failure of Home Signal and Calling-on 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. b) 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 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 duly replacing the crank handle in the electrical key instrument. If the signal fails to respond properly, the Station Master must arrange to pilot the train in accordance with provisions contained in G.Rs 3.68 to 3.70 and the subsidiary rules there under. c) If the points set correctly in one position and fails to set in the other position, it is possible that there is some obstruction between the stock and the switch rails. By operating the points repeatedly for about three or four times, this obstruction may be removed. If not, by deputing a competent railway servant who will do so. Even in spite of this, the point fails to set correctly, then the point crank handle must be used. d) 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. e) The concerned signal knob shall be operated even if the point repeat indication does not appear. f) If the signal gets cleared, the train shall be received under normal course on signals. g) If the signal fails to respond the SM shall operate points repeatedly for about three or four times, even after this, if the point indication does not appear, the SM shall depute the Points man/TRH to the point to remove the obstruction, if any, who shall do so. Even after this, if the signal fails to respond, it should be treated as a case of signal failure and the train shall be dealt strictly according to the relevant provisions contained in GR/SR 3.68 to 3.70. Replaced Page No.11 FAILURE OF HOME SIGNAL a) During the failure of Home signal, the train shall be received on Calling-on signal(See Para B.8 for details ). If the Calling-on signal also fails, the train should be received using SPT. (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 SPT or on Form T/369 (-3b), the SM shall ensure the correct setting of relevant points, clamp and padlock, all the points on which the train will be passing 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". b) Whenever the trains are being piloted through SPT or on Form T/369 (-3b) due to failure of home signal, the home signal knob shall be turned to `R' position to avoid block failure. c) 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. 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. FAILURE OF ADVANCED STARTER SIGNAL (LSS) : During failure of this signal even though the line clear has been obtained on the block instrument, trains shall be despatched duly issuing the Form T/369-(3b). FAILURE OF BLOCK INSTRUMENT: - During Block Instrument failure / suspension, the train shall be dealt duly issuing appropriate Line Clear Ticket to the loco pilot of departing train. Note: - Independent LCT book duly stamped should be kept for each Block Instrument. Note: - All cases of such failures must be reported immediately to the TECH.ES/JE/SE/Sig of the section for immediate rectification duly issuing a message. PROVISIONS FOR WORKING OF TROLLEY/MOTOR TROLLEYS/MATERIAL LORRIES: -. 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. 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. Block instrument working can be resumed by SM at either end of the Block Section after trolley/lorry/motor trolley clear the section. Instructions contained in the Note below item(16) of rule 3.3.14 of the BWM-1983 should be strictly adhered to. Signals except Advanced Starter signal shall be cleared for movement of trolley/lorry/motor trolley when worked as train. NOTE:- (1) Insulated trolley/lorry/motor trolley do not actuate the track circuit. If the signal is cleared for reception/despatch, the route for the same should not be altered until the movement is completed. (2) Trolley/lorry caps shall be used without fail, whenever the trolley/lorry are allowed to enter the Block Section. (3) Before permitting a trolley/lorry the SM on duty shall obtain a certificate on the trolley/lorry notice itself from the official-in-charge to the effect that the trolley/lorry insulated. BLOCKING OF LINES:- Whenever a running line is blocked by a train for crossing or for giving precedence to another train, the points at either end of the obstructed line must be set to a free line except when shunting is required to be done on the obstructed line.(Rule SR. 5.19 (ii) (a) & (b) also must be adhered to). Whenever a running line is blocked/obstructed for any purpose, the points at both the ends of the line should be set against the line except when shunting is required to be done on that line. No movement should be permitted on to a line occupied by a train/vehicle carrying passengers except when shunting is required to be done on that train/vehicle or for attaching an engine to that train/vehicle. Whenever a running line is blocked/obstructed Line Blocked safety caps should be placed on the relevant point knobs and reception signal knobs, as mentioned below to serve as a reminder to the SM on duty. Immediately when the line is clear again, the caps should be removed from The concerned knobs and kept safe. ROAD NUMBERSAFETY CAP ON KNOBSRoad-150R & 65RRoad-250N & 65N The Station Master on duty shall see that train/vehicles standing at the Station are properly secured so as to prevent them from gaining momentum. Vehicles/Wagons should be coupled together and brakes applied. The vehicles should be kept well within the starters. Safety chains should be used to secure the vehicle/ wagons. When the train engine is required to be detached the guard shall ensure that the brake vans brake and hand brake of at least six vehicles at his end are put on. Similarly the loco pilot shall ensure that hand brakes of at least six vehicles at his end are put on. In case the brake van is also required to be detached hand brakes of six more vehicles at his end are put on before detaching the brake van. It shall also be ensured by duty station Master. In addition to the above, skids and safety chains are put on and vehicle are well secured to prevent them from running away. Whenever one or more wagon/vehicle fitted with roller bearings are detached from a train and stabled on a running line, before such wagons are uncoupled the hand brakes shall be applied. Skids/Wooden wedges shall be used to prevent such wagons rolling down and safety chain also to be used to secure the wagons. When these wagons are kept on running lines, the Station Master on duty shall ensure that all points are set, clamped and padlocked against these lines keeping the keys in his personal custody. Before detaching the engine from a train carrying the passengers, the hand brake in the guards brake van in rear and in the addition brake van, if any, on the formation shall be securely screwed down. Hand brake, if any, provided on any of the coaching vehicles, like inspection carriage shall also be applied. The wooden wedges/skids shall be placed under the farther most wheels of the formation and safety chains are also used to secure the vehicles. The guard, after satisfying himself the train is braked as required, then shall show green hand signal to the loco pilot and only on seeing the guards signal the loco pilot shall 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. When a running line is blocked/obstructed by any vehicle allowed to remain on the line for some length of time, a clear remarks in RED ink should be made immediately in the Train Signal Register 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 and later, the time, when the obstruction is removed and the line is cleared of obstruction shall be indicated in the Train Signal Register and the Station Diary. Instructions contained in SR 5.23 (v) shall be strictly adhered to. While handing/taking over charges the outgoing Station Master shall specifically mention in the Station Diary & TSR, whether the running lines are obstructed or clear and if obstructed the details of obstruction, which the incoming Station Master shall note and attest the entry. The Sand Humps should not be obstructed for any purpose. when it has become obstructed, it shall cease to be a substitute for the adequate distance. Safety Caps: - With view to ensure safety in working Safety Caps are provided under the custody of duty Station Master, which shall be fixed on signal knob/point knobs/, when the line/Route governed by them is occupied or otherwise obstructed. [(Refer S.R. 5.19 (iii) (a) (b) and (c) for different type of safety caps and their use)]. The relevant instructions contained in SR 5.01, GRs 5.19 and 5.23 and SRs there under should be strictly adhered to by all staff concerned. SHUNTING:- 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. 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. Shunting in the face of an approaching train: -Shunting in the face of an approaching train is strictly prohibited at this station. Prohibition of shunting, special features if any: - Hand shunting/loose shunting of vehicles/wagons at this station is strictly prohibited. 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. Shunting beyond Starter Signal: - 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 RANGEPALLI-CPL or RANGEPALLI-PKD block section ( SR. 8.15 (i)). Shunting beyond Home Signal: - To permit shunting beyond the Starter and outside the opposing Home Signal, on RANGEPALLI-CPL or RANGEPALLI-PKD block section, block back shall be done (SR. 8.15 (i)) and shunt key along with Form T/806 with PN obtained from station in advance 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 concerned block instrument in line closed or TGT with TOL condition on the block instrument. Shunting during suspension of Block Instrument: - When shunting has to be performed at that end of the Block Section over which block instrument working has been suspended, the Station Master on duty shall adhere to the instructions detailed in SR. 8.15 (i). Shunting during failure of Shunt Keys: - When the shunt key cannot be extracted and shunting has to be performed necessarily, SM on duty shall adhere to the instruction as detailed in SR. 8.15 (i). Shunting on Double line: - N/A. Shunting in the siding: - N/A. Replaced Page No.15 9.0 ABNORMAL CONDITIONS: - a) 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: - Block Instrument. Telephone attached to block instrument. Station to Station fixed telephone. Railway Auto phones. BSNL phones. Control Telephone. 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 25 / 15 KMPH on Double line / Single line sections during day and 10 KMPH on Double line / single line sections during night and when the view ahead is not clear during day.(Ref:Circular No. B/T.411/P/I/Vol.VIII dated 26-02-2007) ii. The authority to proceed in 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 advises 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: - N/A. v. Failure of Axle Counter Block/BPAC: - Refer Annexure-1 for details. vi. Failure of MTRC: - N/A. b) Procedure for emergency operation of points by crank handle: - Two Crank Handles for Two group of points are provided at the station House to crank the points during failure. CH-I for Point No. 50, CH-II for Point No. 65. 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 Replaced Page No.16 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. ii. The crank handles welded with Heppers key, duly interlocked with Up and Down reception and despatch signals, except the Up and Down advanced starters is provided in an electrical key transmitter on a separate board in the duty SMs office, for hand cranking the points during failure. The interlocking is such that once the crank handle is extracted from the Electrical Key Transmitter, Home and concerned Starter signals cannot be cleared. Similarly when any of the signals are cleared, the crank handle cannot be extracted from its electrical Key Transmitter. Before extracting the Crank Handle, the SM on duty shall ensure that the working points are set to the required route by operating from the knobs in the panel, then only he shall extract the Crank Handle. iii. In the point machine, lids are provided with lock to secure the key holes. The lids should be unlocked before inserting the crank handle. The lid key is kept in the glass-fronted box. iv. 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 CRANK HANDLE BOARD. Whenever crank handle is extracted, the white light indication will disappear on the board. v. A push switch is provided near the crank handle. To extract that crank handle the push switch shall be pressed. As soon as the push switch is pressed a deflection will be there is 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 crank handle board. vi. He shall then insert the crank handle and crank the point to the required position, clamp and padlock it, remove the crank handle and close the hole and lock the lid by lid key. He shall also ensure that the other end of the points (in case of cross over points) 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 with normally, if not trains shall be dealt with under the relevant provisions contained in GRs 3.68 to 3.70 and subsidiary rules there under. c) Certification of clearance of track before calling-on signal operation is initiated: - The Calling-on signals below Home signals are intended to receive a train on an occupied/obstructed road or when one or more of the track circuit on that route have failed or when the Home Signal has failed. Before clearing the Calling-on signal, the SM shall decide whether that it is absolutely necessary to receive the train on that road and that the train can be berthed clear of the fouling mark/starters. He shall physically ensure that the required route is clear & free from obstruction d) Reporting failure of points, Track circuit and interlocking: - i)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 a message to the Section Controller. TOTAL INTERRUPTION OF COMMUNICATION: - In the event of Total interruption of communication occurring between RANGEPALLI-CPL or RANGEPALLI-PKD stations i.e. when line clear cannot be obtained by one of the following means stated in order of preference namely. Block Instrument. Telephone attached to block instrument. Station to Station fixed telephone. Railway Auto phones. BSNL phones. Control Telephone. VHF sets. 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. Light Engine Train engine after it is detached from the train . Motor trolley/ Tower wagon duly accompanied by a Guard or by a Off duty Station Master Trolley duly accompanied by a Guard or by a Off duty Station Master Diesel car/ Rail motor car/EMU rake after ensuring that all passengers have detrained. 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. 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. 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 on the section. 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. TEMPORARY SINGLE LINE WORKING ON DOUBLE LINE SECTION: - N/A. DESPATCH OF TRAINS UNDER AUTHORITY TO PROCEED WITHOUT LINE CLEAR TO ASSIST THE CRIPPLED TRAIN SR. 6.02 (i) 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 train/Engine are to be despatched into the block section subsequently, clear instructions shall be given to the Loco pilot and Guard of such trains /engine etc. already allowed into the section and other relevant information. Once obstruction is removed and Competent Railway servant certifies the line as fit and safe for the passage of trains, the duty SM shall exchange numbered message and private numbers with his counterpart at the other side to ensure that the block section is clear of all train/vehicles sent into the section and then only restore normal working. All the entries relating to the train dealt on form T/A 602 shall be made in red ink in TSR [Ref. SR. 6.02 (i)] for detailed instructions. 9.4 Caution Order: Caution Order, if any, shall be issued in accordance with WTT/GR 4.09 by the Duty Station Master to 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. VISIBILITY TEST OBJECT: Any aspect of down Starter for Road-1 during day and night shall constitute the visibility test object for Up and Down directions respectively at this station. ESSENTIAL EQUIPMENTS AT THE STATION:- The Station Master shall ensure that the prescribed number of the essential equipment listed in Appendix E are made available exclusively for train passing duties. 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. FOG SIGNALMEN NOMINATED TO BE CALLED IN CASE OF FOG. i. In foggy or tempestuous weather or in dust storm when V.T.O can not 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. Replaced Page No.19 ii. The names of address of Group D Permanent Way staff who are trained in fog signalling duties shall be painted on the board provided for this purpose near the office of the Station Master on duty. LIST OF APPENDICES:- Appendix AWorking Of Level Crossing GatesAppendix BSystem of Signalling and interlocking and communication arrangements at the station.Appendix CAnti collision device(Raksha Kavach).Appendix DDuties of train passing staff and staff in each shiftAppendix EEssential Equipments provided at the StationAppendix FRules for working D class stations, Halts, IBH, IBS and Outlying sidings.Appendix GRules for working of trains in electrified sectionsAnnexure-1Instructions for the working of BPAC APPENDIX - `A' WORKING OF LEVEL CROSSING A.1.0 TRAFFIC INTERLOCKED LEVEL CROSSING GATE No. 74 AT Km.125/700-800 (RANGEPALLI YARD): A.1.1 This is an interlocked C Class Traffic level crossing provided with Lifting Barriers situated between Up Starters and Up Advanced starter Signals in RANGEPALLI Yard. They are normally kept open for road traffic. This LC is manned round the clock by a gateman, one man each in 12 hours shift as per the Duty roster issued by DPO/SBC. This gate is under the control of SM/RANGEPALLI. A.1.2 Magneto telephone communication is provided between this LC and the duty Station Master office/RANGEPALLI as detailed in Appendix B. A.1.3 The level crossing is interlocked with the Up despatch signals, and Up and Down reception signals. A.1.4 The winch, which operates the lifting barriers of LC is provided with winch key normally locked `IN'. When the barriers remain in raised position, the level crossing is opened for road traffic. During night, a white light is exhibited from the top of each gate post towards the road traffic when level crossing is in the `open to road traffic position and a red light when level crossing is closed to road traffic. A.1.5 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.1.6 Before taking off Up or down home signal or up despatch signal or allowing any shunt movement across the LC the Station Master on duty shall advise the Gate man the particulars of the train with its number, description, direction of movement, probable time, and then turn the LC Gate Control knob 66 to Reverse position. A.1.7 The Gate man on getting the advise from the Station Master on duty shall acknowledge the same, lower the lifting barriers, extract the winch key, insert and unlock the boom lock lever of the single ground lever frame, reverse the lever which locks the boom in the lowered position and release the key G'(boom locking key) from this lever, then insert this key G in the Heppers Instrument and give gate closed indication to the Station Master. This indication near the CL" mark near the LC legend on the panel. On observing the white light indication the SM shall take off the concerned signals. NOTE:- Before extracting key `G' from the single lever after lowering the booms, the gateman shall personally ensure that the booms are locked in lowered position. A.1.8 Immediately after the passage of the train and after signals have been put back to ON position, the stationmaster shall normalise the Gate Control knob 66 on the panel and advice the Gateman. A.1.9 When the " Gate Control knob 66 " is normalised a white light (free) indication appears near the single lever ground frame. The Gate man on observing the white light indication shall extract the key "G" and then unlock the lever with key "G", normalise the lever, then extract the winch key and open the LC for the road traffic. The gateman shall always operate the single lever gently. He should not try or use force to put back the single lever to normal position unless he gets the free indication. A.1.10 Emergency key "G" secured in electrical instrument is kept at the SM's office for use in case the key "R" cannot be extracted from the lock on the lever to open the gate. The SM on duty shall break open the seal of the box, extract the emergency key "G" and arrange to use it to open the level crossing gates. Since the key is interlocked with the Up & Down reception signal and Down despatch signals, these signals cannot be taken Off, once the key is extracted. These signals shall be suspended and train services dealt strictly under the relevant provisions contained in GR 3.68 to 3.70 and subsidiary rules there under, duly ensuring that the gates are closed and secured against road traffic. A.1.11 When the emergency key is used, the Station Master on duty shall make an entry in the register specially maintained for this purpose with the details like the time and date of use, the number of the train for which it was used etc., Immediately after noticing the failure the TECH.ES /JE/SE/Sig shall be advised to restore the normal working. A.1.12 In case of failure of Magneto Telephone communication or if there is no response from the gateman, the Station Master on duty shall depute a competent Railway staff to the level crossing to ensure that the gates are closed and secured against road traffic and gate control `G' is transmitted as detailed in this Appendix A, before permitting any train movement. During failure of communication and interlocking the competent railway servant deputed to the level crossing shall close and secure the gate against road traffic and then exchange All Ready signal with the SM on duty, who shall then arrange for reception/despatch/shunting. A.1.13 Lever of the single lever ground frame is controlled by Gate Control knob 66 knob should not disturbed. If the lever is disturbed from reverse position, the concerned interlocked signal will go back to danger. Hence the gateman shall ensure that the lever is not disturbed from reverse position except under emergency. NOTE: - a) When a train / Shunt movement for which lifting barriers of LC gate have been kept closed is cancelled due to any reason the SM on duty shall immediately advise the same to the Gate man on duty, duly normalising the Gate Control knob 66. If any vehicle, cattle, etc., is found trapped between the barriers in the lowered position, the barriers shall be lifted to allow them to escape and the winch key shall not be inserted in the single lever until the level crossing is clear of all obstructions. c) If due to any defect one or both the barriers cannot be closed across the road traffic the gateman shall use the emergency chains with RED disc to block the road traffic and secure them by means of padlocks and RED (warning) light must be exhibited from the gateposts during night. Then the gateman shall inform the Station Master on duty for having chained and locked the level crossing against road traffic and the Station Master shall authorize train movement only after exchanging private number with the Gate man for having chained and locked the level crossings without any obstruction to rail traffic. The same will be advised to concerned JE/SE/P. Way for early rectification. Replaced Page No.22 APPENDIX `B' B.0 SYSTEM OF SIGNALLING & INTERLOCKING: B.1.0 This is a B Class Station provided with Standard II-(R) MACL signal. Points and Signals are operated from the control panel. B.1.2 Up Home signal No. 32 at a distance of 300 metres beyond the Up outer most points No. 65 and Up distant signal at a distance of 1000 metres from the Up Home signal are provided for the reception of Up train on Road-1 or Road-2.This up distant signal of Rangepalli is combined with Up Advanced Starter of Chakarlapalli. This has the condonation of CRS/SC/SBC vide G.R.3.07 (7). B.1.3 Down Home signal No. 1 at a distance of 300 metres in advance of down outermost point No. 50 and Down distance 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. B.1.4 Up and Down starters for Road-1 & Road-2 and Up and Down Advanced Starter signals are provided for the despatch of Up and Down trains respectively. B.1.5 Calling-on signals and Signal post telephones (SPT) are provided below Up and Down Home signals for the reception of trains during failures. B.1.6 Goods warning board is provided at a distance of 1400 meters in rear of Down Home signal. B.1.7 The Up and Down Advanced Starter signals are the Last Stop Signals and they are interlocked with the respective section block instruments. In addition Down Advanced starter is combined with the Down Distant of CPL and this has the approval of CRS/SC/SBC vide G.R.3.07 (7). B.1.8 A plate with letter P painted on it is provided below down distant signal. The Down distant signal work automatically in conjunction with corresponding home signal. The aspect of up Distant signal 8/32D is controlled by CPL, as it is the Advanced Starter of CPL and also by the aspect of Up Home Signal No. 32 of Rangepalli. B.1.9 Up & Down Home signals are provided with directional type Route Indicator(Junction Type) to indicate the route set. When the route is set for turn out and the concerned signal is cleared, the concerned direction type route indicators will display a row of white light towards the turn out. There will not be any display of white light on directional type route indicator of the concerned signals, if the route is set and the concerned signal is cleared for the train movement over the main line. The route indication is repeated on the control panel. B.1.10 C marker plates below Calling-on signals are provided on the stem of the Up and Down home signals. B.1.11 All the signals are on left hand side. B.1.12 Board to read with legend Draw close to home when it is at ON is provided in rear of the up and down home signals. B.1.13 Two-Hand cranks for two group of points duly interlocked with concerned signals are kept in SMs office for the operation of points during failure. Replaced Page No.23 B.1.14 Up and Down shunt keys interlocked with concerned block instruments are provided in the Station House. B.1.15 The aspect of signals are repeated on the panel. B.1.16 All points are motor-operated. B.1.17 Shunt keys with station code initials and directions are provided duly interlocked with the Push button type token less block instrument pertaining to the block section. When removed does not permit to grant /obtain line clear from the concerned block instrument for a train nor it will permit to take off the Advanced starter signal interlocked with that block instrument B.1.18 Emergency gate key for LC No.74 at Km 125/700-800 is provided in the station house. B.1.19 Block Proving Axle counters ( BPAC) are provided for REPI-PKD and REPI-CPL block sections and resetting boxes with indications are provided in the station house. B.2 TRACK CIRCUITS B.2.1 The entire portion of the running lines between Up and Down home signals, 5 rail length of calling-on track outside the Home signals, and track up to the end of Sand Humps are track circuited. B.2.2 Track circuits prevent the signal which protects the track circuited area, from being taken OFF, if the controlling track in advance of the signal is occupied by the 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 protecting that route. B.2.3 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. If the point track is not affected, calling-on signals can be taken off. If the movement is necessarily to be made on the route with the track circuits having failed and if the calling-on signal cannot be taken off for that movement, the SM on duty shall ensure that all the points on the route are correctly set as required, clamped and padlocked and the route is clear and free from obstruction before permitting such a movement, authorising the loco pilot to pass the signal at ON. If the calling-on signal cannot be taken off for that movement, train movements over such a route should be permitted only in accordance 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.2.4 The reliability of track circuit is considerably affected by the formation of rust or oxidisation on the table of the rails. Under such circumstances a Track clear indication may be displayed on the diagram for a track which is actually occupied. At least one movement a day must be made on the track circuited portion. If this has not been done, the line on which there was no movement for over 24 hours shall be deemed prone to rust formation and Rusty Rail caps placed on the relevant point knobs on the panel. B.2.5 Vehicles should not be stabled on a track circuited line. When stabling is unavoidable and if the duration of stabling is gauged in advance to be more than 24 hours, the TECH.ES/JE/SE/Sig shall be promptly advised to disconnect the Electrical feed to the track circuits. After removing the stabled vehicles from the line, he shall be advised to reconnect the feed and to issue a certificate in writing that the track circuiting arrangement is safe for normal working. Until this certificate is obtained, Rusty Rail caps shall be placed on the relevant knobs and train movements on that line shall be permitted strictly according to the relevant provisions of GR 3.68 to 3.70 and subsidiary rules there under. B.2.6 If there was no movement or if there was stabling of vehicles for more than 24 hours (without the Electrical feed being disconnected/re-connected) on a line, the SM on duty shall not rely on the track indication for permitting a movement on to that line. He shall ensure the clearance of the track by physical verification. If the track indications (clear/occupied) are correctly displayed for subsequent movement also, track circuit can be taken to be working normally and the indications relied upon for subsequent moves. Otherwise the track circuit shall be treated as failed, the relevant signals suspended and train movement dealt with strictly according to the relevant provisions of GR.3.68 to 3.70 and subsidiary; rules there under. Rusty Rail caps shall be placed on the relevant signal knobs and the TECH.ES/JE/SE/SIG advised promptly for immediate rectification. While handing over charge, the SM on duty shall make an entry in the Station Diary marking the time at which the last movement was permitted over the track circuited line. NOTE: - 1. Failure messages should promptly be sent to the TECH.ES/JE/SE/Sig for rectification. The JE/SE of permanent way should also be advised for arranging to clear the table of rails. 2. Failure/Suspension of track circuit and certification of Normal working by the TECH.ES/JE/SE/Sig must be promptly recorded in signal failure register. CONTROL PANEL:- B.3.1 All points and signals are operated from the combined/track diagram with control panel installed in the Station house. The panel consists of a console, which provides a clear picture of the tracks, points and signals over the entire area. Each track circuit is represented by a separate distinct colour. B.3.2 The signal knobs are coloured RED with the number of the signals engraved in the centre. The concerned signal knob should be turned in the direction shown on the panel to clear the signal. The point knobs are coloured black with the number of the point engraved in the centre. B.3.3 (i) The point knob has two positions normal N and reverse R and must normally be kept in the normal position. To set the point to the reverse position, the knob must be turned to the R position. The point repeat indications are shown near the point knob by means of GREEN light indicating the N position and an yellow light indicating the R position. If the points do not set and lock properly the corresponding indication will not be displayed on the panel. (ii) In addition to Normal and Reverse repeat 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.3.4 Power acknowledgement button (P.ACK) is coloured RED provided on the right hand side bottom of the panel. Instructions for operating P. ACK button are detailed in Para 4.3.5. B.3.5 The control panel is provided with locking arrangements on the left hand side of the panel to prevent any unauthorised operation of the panel. This key must be in the personal custody of the station Master on duty. The panel should normally be in the locked up position and unlocked only when an operation is required to be performed on the panel. Immediately after each operation, the panel should be locked and the key must be kept in the personal custody of the station Master on duty. B.3.6 Track circuit indications are provided on the panel. B.3.7 All signals indications are repeated on the panel. B.3.8 Crank Handle IN( white ) & Crank Handle locked (Red) indications are provided on the panel. B.3.9 The route indicators which are provided on the Up and Down Home signals also repeated on the panel. B.3.10 White light indication with counters are provided on panel for - i) Calling-on signal ii) Route cancellation iii) Emergency Route cancellation for Calling-on signal. B.3.11 Voltmeter is provided over the panel with low & high level markings to indicate the power supply range. B.3.12 If any STOP Signal or Distant Signal at ON fails to display its most restrictive aspect, the indication for the signal on the control panel will flash and an audible alarm is sounded. In addition a Red light above the `No Signal Aspect Ack button is displayed and will continue to be lit till the fault is rectified. The audible alarm can be stopped by pressing the No Signal Aspect Ack button provided for this purpose on the control panel. But the flashing will continue until the defect is rectified. This flashing indication will be available only when the panel remains unlocked for making any operation. B.3.13 Filament fused indicator with a buzzer is provided on the panel. The Distant,Home, Starter and ADVANCED STARTER SIGNAL lamps are provided with double filaments. When one filament fuses out, the other filament will be working, and the signal will continue to display the aspect. An audible alarm is sounded and an illuminated flashing RED indication is displayed on the indicator marked Filament Failure Alarm on the Control Panel. The Ack. button provided near this indicator should be pressed to stop the audible alarm, but the visual indication will continue to be displayed till the lamp is replaced or the aspect of the affected signal is changed. The SM should promptly advise TECH.ES/JE/SE/Sig, so that the lamp can be replaced early B.3.14 The duty stationmaster is responsible for keeping control panel neat and clean and shall report for replacement of illumination lamps when become necessary. B.3.15 The signal knobs for the reception and despatch signals are coloured red, Gate control knob is coloured Green & calling-on signal knobs are coloured red with yellow band. They are provided on the panel near the respective signal indications on the panel. Concerned Knob number is engraved at the centre of the knob. These knobs have two positions Normal and Reverse. All knobs should be restored to normal position immediately after the completion of the movement for which they where reversed and shall be ensured that they are normally in their normal position unless required for any safety purpose. CRANK HANDLE: Two Crank Handles for Two points are provided at the station House to crank the points during failure. Group-I .. Point No.50 Group-II .. Point No. 65. Crank handle welded with Hepper's key duly interlocked with concerned signals (reception / despatch ), except the Up and Down Advanced Starter signals are provided individually in an Electrical Key instrument provided in the duty SM's office, for hand cranking the points during failures. The interlocking is such that once the crank handle is extracted from the, Electrical Key instrument, Home and concerned Starter signals cannot be cleared. Similarly when any of the signals are cleared the concerned crank handle(s) cannot be extracted from its Electrical Key instrument. In the point machine, lids are provided with lock to secure the key holes. The lids should be unlocked before inserting the crank handle . The lid key is kept in the glass-fronted box. When the crank handle is properly secured in its Electrical Key Instrument and if it is free to be extracted, a White light crank handle IN indication is displayed near the legend 'CRANK HANDLE' on the control panel. When it is not possible to extract, a Red light indication will be displayed. When the crank handle remains extracted, all the signals except Up Advanced Starter signal and Down Advanced Starter signal cannot be taken off. Similarly when a signal other than these signals are taken off the concerned crank handle cannot be extracted. No attempt must be made to take off a signal when the concerned crank handle remains extracted and no attempt must be made to extract the crank handle when the concerned signal has been taken off. Before extracting the crank handle the Station Master on duty shall ensure that the working points are set to the required route from the panel then only he shall extract the crank handle. A push switch is provided near the crank handle. To extract the crank handle the push switch shall be pressed. As soon 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. 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 lid key from the glass fronted box and proceed to the points. On the top of the point machine there is a lid covering the inlet hole of the crank handle. The duty Station master shall open the lid by using the lid key. He shall then insert the crank handle and crank the point to the required position, remove the crank handle and close the hole by lid and lock the lid 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, clamping of points is not necessary .If the signals fail to respond, facing and trailing points should be clamped and pad locked before allowing any train/shunt movement over the points. All trains should be dealt with strictly in accordance with the relevant provisions contained in GRs 3.68 to 3.70 and subsidiary rules there under. 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. When the TECH.ES/JE/SE/SIG requires the crank handle for attending to repairs or for routine maintenance work, he shall give a written requisition to the SM on duty specifying the reasons thereof and the number of the points. On receipt of this requisition, the SM on duty shall, giving due consideration for train movements, hand over the crank handle with the lid key. After the work is over, the key and the crank handle shall promptly be returned to the SM on duty who shall restore the handle to its electrical key instrument and ensure the "crank handle IN" indication and the correct point indication on the panel. The TECH.ES/JE/SE/SIG and the SM on duty shall promptly make the relevant entries while taking/handing over the crank handle in the crank handle register maintained at the station. When a crank handle remains with the TECH.ES/JE/SE/SIG, all the points 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. SETTING OF ROUTE: - To set a route and to clear signal, the duty SM when everything is alright shall unlock the panel ensure that the point free indication is available at the point, set the point to the required position if they are not already in that position by turning the point knob to N or R position, and observe from the point indication that the points have been correctly set and locked to the required position. Then he shall operate the signal knob as required. If the line is clear and free from obstruction, a row of white lights (Route lights) will appear on the whole length of the route concerned on the panel and the signal would clear. As the train enters the concerned track circuit, the respective route (white) lights successively turn to RED. As the train clears the track, the route (white) lights reappear if the signal knob has not been restored to Normal. After the move has been completed, the concerned signal knob shall be normalized and route lights get extinguished. ROUTE CANCELLATION/TIME RELEASE: - Once a signal has been taken off for a movement, the SM on duty must on no account interfere with the concerned signal or point knobs unless the route, which has been set, is to be cancelled. For cancelling the route signal SR. 3.36 (ii) must be adhered to. 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 if:- (i) If the berthing track is occupied or (ii) Home signal is taken off ( in case of main line starter.). There is a digital counter provided on the left hand side top of the panel with an indicator (white light) below the legend Route Cancellation. Immediately when the signal knob is normalized, the White light appears by the side of the Digital counter and the number of the digital counter will change to the next higher number after 120 seconds thereby recording the route cancellation and disappearance of the white light indicates that the route is cancelled. NOTE:- (1) A route cancellation is permitted for only one route at a time. If any reason more than one route cancellation is required it is possible only in succession and not simultaneously. The fact may 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). 3. Every route cancellation shall be entered in the route cancellation register with the number on the digital counter with reasons for cancellation. Station Master should make an entry in the train signal register specifying the number displayed on the counter while handing over and taking over charge. 4. The Station Master on duty should maintain the route cancellation register. An entry in detail with date & time of cancellation, for train No / shunt move, reasons for route cancellation and counter reading should be made. BACK DOOR KEYS OF BLOCK INSTRUMENT 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 requisite the key from the Station Master on duty, after making relevant entries with the signature in a separate register maintained for this purpose. 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. The TECH.ES/JE/SE/Sig of the section is authorised to obtain the key from the SM on duty only when : (a) 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 (b) 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. CALLING ON SIGNALS (Ref GR 3.13) Calling-on signals No. 32 C and 1 C are provided below the Up and Down Home signals No. 32 and 1 respectively. Plates bearing letter `C' is also provided just below the Calling-on signals. The Calling-on signals is intended to receive a train on an occupied/obstructed road or when one or more of the track circuit on that route have failed or when the home signal has failed. Before clearing the Calling-on signal, the SM shall ensure that it is absolutely necessary to receive the train on that road and train can be berthed clear of the fouling mark/starters. Track circuit No. C32T and C1T are provided at the foot of the respective Home signal. SM shall ensure that the train occupies the concerned calling-on signal track and stops, after ensuring setting of the required route, SM shall turn the knob 32C or 1C as the case may be to clear the concerned calling-on signal. If the calling-on signal cannot be taken OFF due to failure, train shall be received over `Signal post telephone' provided as detailed in Para B.9. Individual knobs are provided to operate the Up and Down Calling-on signals. These knobs have two positions - "N" (Normal) and "R"(Reverse). A Numerical counter is provided at the top corner of the panel for Up and Down Calling-on signals. In the event of failure of track circuits/Home signal or for the reception of a train on an obstructed line, the Calling-on signal can be taken `OFF'. After ensuring that the home signal knob is in its normal position and the required route is set, the calling-on signal knobs should be operated to its `R' position. On the occupation of the Calling-on track circuit in rear of the home signal by the approaching train and when the calling-on signal knob is in R position, a white light indication gets displayed below the numerical counter of the Calling-on signal. After a lapse of 60 seconds, the Calling-on signal will assume `OFF' aspect, the white light indication below the counter gets extinguished and the counter registers the taking `OFF' of the Calling-on signal by displaying the next higher progressive number. An entry with details of the date and time of taking OFF of the Calling-on signal, train for which it was taken OFF, the number of the reception line, reasons etc., and the numbers displayed by the calling-on signal counter prior to and after the operation should promptly be made and signed in the Calling-on signal register maintained by the SM on duty. Note:- Whenever a callingon signal is taken off to authorise a movement the interlocked points governed by the signals need not be clamped and padlocked. Clamping and padlocking is however necessary when disconnection notice has been issued. RELEASE OF ROUTE AFTER THE COMPLETE ARRIVAL OF THE TRAIN RECEIVED ON CALLING ON SIGNAL After ensuring the complete arrival of a train received on Calling-on signal the SM on duty shall put back the calling-on signal knob to normal. Once the signal knob is normalised, the route light gets disappeared, if not Calling-on emergency route release should be used. The SM on duty shall physically verify that the train has arrived complete well within starters fouling mark before putting back the calling on signal knob to the normal position. He should not rely on the track indication on the control panel alone for this purpose Calling-on emergency route release button, coloured white is provided on the panel to release the route during track circuit failure other than berthing track. This button has to be pressed after ensuring complete arrival of the train physically by the SM on duty, duly putting back calling-on signal knob. Route will be released after a time lapse of 120 seconds. SM has to enter the counter reading with details in a register specially maintained for this purpose. Appropriate entries in the Route Cancellation Register should promptly be made when a calling-on signal route is cancelled as above said, specifying the reasons thereof and the number displayed on the cancellation counter before and after the route cancellation. SIGNAL POST TELEPHONE (SR 3.69(X) ) Signal Post Telephone with paging and talk back system is provided in cabinet on the up and Down home signal post. They are connected to similar talk back phone provided in SMs office with in-built lock. When the concerned home signal has not been taken off, the Loco pilot of the approaching trains shall draw close to the home signal and stop. If the Home signal or calling-on signal is not taken OFF, then the Loco pilot shall go to the signal post telephone and press the button of the telephone to call the Station Master (the button provided on the SPT). This will cause on audible sound and visual indication in the station masters office to call the SMs attention. Station Master shall unlock the built in lock on the talk back phone and operate the switch of the telephone from Stand by to ON position and press the button to talk with the loco pilot. The Station Master shall inform the reason for delay and probable time at which the signal will taken off. If it is due to signal failure /suspension, the duty SM shall set the route correctly, clamps and padlock all the points for the required route and ensure clearance of 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 Station Master on duty shall record the message in the Train Signal Register below the entry for that train. To the Loco pilot of train No. description .. Owing to the failure / suspension of *Up/Down home signal No.., You are hereby authorised to pass * UP/Down signal No. at ON and enter Road No. at restricted speed of 15 KMPH. Private number (i) ( in figure). (ii) (in words) * Strike out which are not applicable. NOTE:- Normally the switch of the Station Masters telephone should be in Stand BY position, then only the SM will be able to receive the audio sound visual indication when the loco pilot press a call button at the Home Signal. Only one side speech is possible at a time in this system. A switch is provided on SMS telephone, this should be pressed to speak to Loco pilot. However, he should not press this switch when loco pilot speaking to him. FUNCTIONS / DESCRIPTION OF KNOBS ON THE PANEL: - Knob No.Description1.Down home - to Road-1 or 2.1C.Down calling on signal for routes governed by 1.2.Down starter - Road-13.Down Starter Road-2.4 to 7Omitted.8Down Advanced Starter signal towards CPL.9 to 24.Omitted.25.Up Advanced Starter signal towards PKD.26 to 29.Omitted30Up starter Road 2 towards PKD side.31.Up starter Road 1 towards PKD side32.Up Home signal.32CUp Calling-on signal for routes governed by 32 above.50.Cross-over Road 1 and Road 2 PKD end51 to 64.Omitted.65.Cross-over Road 1 and Road 2 CPL end66.Gate control Knob for LC. No.74 at Km.125/700-800 TABLE OF MOVEMENTS Sl. No.Description of MovementsSM turns KnobsGatePointsSignal1Reception of Up train on: Road - 1 Road - 2 with point 50 R c) Road- 2 with point 50 N   - 65,50 65 32 32 322Despatch of Up train from: a) Road - 1 Road - 2 66 66- 5025, 31 25, 30 3Up train to pass through on: a) Road - 1 b) Road - 2  66 66 - 65, 50 25,31,32 25,30,324Reception of Down train on: a) Road 1 b) Road 2 with Point No.65 N c) Road 2 with Point No.65 R 66 66 66 - 50 50, 65 1 1 15Despatch of Down train from: a) Road - 1 b) Road - 2 - - - 65 8, 2 8, 36Down train to pass through on: a) Road - 1 b) Road - 2 66 66 - 65, 50 8, 2, 1 8, 3, 17Reception of Up train by taking off calling-on signal, on: a) Road - 1 b) Road - 2 - - - 65 32C 32C8Reception of Down train by taking off calling-on signal, on: a) Road - 1 b) Road - 2 66 66 - 50 1C 1C B.12. TELECOMMUNICATION Magneto Telephone Communication with number of rings to call each other are provided between the station House and the following locations :- 1. CIRCUIT NO. I i) SMs office 0 (One ring) ii) Top points No. 50. 00 (Two rings) iii) Top points No. 65. 000(Three rings) 2. CIRCUIT NO. II. i) SMs Office 0 (One ring) ii) LC No.74 at Km 125/700-800 00 (Two rings) 3. CIRCUIT NO. III. i) Station House 0 (One ring) Up SPT to call each other. 4. CIRCUIT NO. IV i) Station House 0 (One ring) Down SPT to call each other. Failure of Telephone communication shall be reported to the TECH.ES/JE/SE/Sig. of the section for immediate rectification. APPENDIX C Anti collision device (Raksha Kavach) - NOT APPLICABLE APPENDIX D DUTIES OF THE STAFF D.1 The Station Master in-charge shall be responsible for: Judicious management of the Station Staff apart from working as Station Master on duty as per the duty roster issued by DPO/SBC. Ensuring the availability of essential equipments. D.2 Duty Station Master:- He is over all in charge for train/shunting operation at the Station during his duty hours. He shall ensure proper co-ordination 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 the prescribed registers, caution orders, etc. keep necessary isolation as required and adhere to all instructions relevant to him, as laid down in the SWR, GRS, BWM Accident manual and other instructions issued from time to time through circulars. D.3 Points man/TRH / SCP: He shall clean the points regularly, assist the Duty Station Master in issuing caution order/Memos to receive trains, clamping the points during failure and keeping the Stations essential equipments and the control panel clean and tidy. He shall invariably exchange All right signals for every passing train on the OFF side, Obtain signature of the guard of stopping train in the train Intact arrival register, perform shunting operations as per the instructions of SM on duty and carry out any other instructions issued to him by the Station Master. D.4 The gatemen shall adhere to the instructions issued to him by the duty SM. He shall be responsible for prompt opening and closing of LC gates for safe passage of train as detailed in APPENDIX A. He shall also keep the gate lamps lit and ensure that the gate lamps are burning brightly from sun-set to sun-rise and also keeping the flanges clean and the gate premises clean and tidy. He has to keep the essential equipments ready for use whenever required and he should stand in front of the gate lodge, observe the train, passing through the LC and report to the SM on duty, if Tail Board /Tail lamp is not available or if he notices anything unusual and unsafe. D.5 The duties mentioned above are not exhaustive. All staff are required to adhere to the relevant duties assigned to them by General Rules, Block working manual and Accident Rules, and the instructions issued from time to time by the Divisional Officers/Supervisors with all promptitude and prudence with a view of achieving better result in safe and efficient transportation. APPENDIX `E' ESSENTIAL EQUIPMENTS AT THE STATION Sl. No.Description of essential equipmentsMinimum Quantity atSMs OfficeLC @Km 125/700-8001.Hand Signal flags 3 RED 3 GREEN2 RED 1 GREEN2.Hand Signal lamps / Tri Colour torch323.Detonators20104.Safety Chains with padlocks2-5.Clamps with Padlocks2-6.Skids4-7.Line Block Caps 2-8.Line Blocked Caps2-9.Trolley lorry on Line Caps2-10.Rusty Rail Caps2-11.Caution in force boards2-12.Station bell1-13.Fire buckets with Sand2-14.Fire buckets with Water2-15.Padlocks with Keys2-16.Pouches for shunt keys2-17.Wall Clock1118.Tommy Bar-119.Emergency Gate chains with padlocks-220.Banner flags with poles-221.Water Pot / Bucket-122.Equipment list-123.Poles suitable for exhibiting hand signal flags / lamp-224.Fusee-1 The SM shall ensure that the prescribed quantity of the above-mentioned essential equipments is made available at SMs office and LC gate exclusively for train passing duties. 36 APPENDIX F Rules for working D Class stations, Halts, IBH, IBS and outlying sidings: - - N/A - APPENDIX `G Rules for working of trains in electrified sections: - - N/A - (MADHAVI.) (N.SAJEESH KUMAR) Sr. Divisional Signal & Divisional Operations Manager/Co-ord. Telecommunication Bangalore Engineer/ Bangalore Added Page No.37 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. Added Page No.38 COUNTER FOR RECORDING RESET OPERATION: Each and every operation of the reset button is counted on a digital counter and shall be recorded in a separate register indicating the movement before and after operation of the reset button as per the following proforma: Sl. No. Date/ Time Train No. after which Axle counter has failed Private Number given to the station in rear/ advance  Private Number received from the station in rear/ advance Counter reading before resetting Counter reading after resettingPrivate Number given by the despatch end SM Train No. dealt after resetting INDICATIONS: Indications are provided in the Axle Counter Indication-cum-Reset Box to show the status of the concerned Block Section. The Clear (Green Light-Large) indication on the concerned Axle Counter Indication Box shall be observed by the SM on duty before obtaining/granting line clear on the relevant Block Section. The Axle Counter Indication-cum-Reset Box displays Clear (Green Light - Large) indication when the Block Section is clear of trains/vehicles and Occupied (Red Light - Large) indication when the Block Section is occupied or Axle Counter pertaining to that section is failed. COMPLETE ARRIVAL OF TRAINS: In case the Axle Counter shows Occupied (Red Light-Large) indication with an Audible warning, even after the complete arrival of the Train, no effort shall be made forcibly to bring the Block Instrument to Line Closed condition. The buzzer shall be acknowledged by normalising the Home Signal Knob. Before initiating action to reset the Axle Counter and permitting the next Train into the Block Section, the SM shall comply with the provisions of GR 14.10 (1) & (2) and satisfy that the train, for which line clear is given, has arrived complete. Once the complete arrival of the train is verified, action can be initiated to reset the axle counter at both ends of the affected section as per the procedure given under Para 8. 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. Added Page No.39 The SM on duty at the receiving station in which the train has arrived complete shall give a Private Number to the SM at the other end (despatch station) confirming the complete arrival of the train. The SM on duty at the despatch end shall acknowledge the same by communicating a Private Number. The key of the reset box shall then be inserted in the reset box, turned and pressed along with pressing of reset push button by both SMs independently. The reset operation pertaining to Block Section is carried out independently at both ends. Preparatory Reset (Green Light Small) indication, to indicate that the Axle Counter resetting operation is complete, will appear on the Axle Counter Indication-cum-Reset Box at both ends. The counter, provided for recording resetting operation will register next higher number. Necessary entries shall be made in the Block proving Axle Counter Resetting Register maintained for this purpose. Similar entries are made by the SM at the other end of the Block Section also. When the preparatory indication appears, the receiving end Station Master should advise the Station Master at the other end that the block section is being closed. The other end SM shall give a PN to this effect to receiving end Station Master. The receiving end Station Master shall then close the block section by normalising the block instrument. With the preparatory reset indication available at both Stations, the line clear for the next train can be obtained through the block instrument and the LSS can be taken off and the train despatched normally. 8.10 On clearance of the first train after preparatory reset at the receiving station, the axle counter will show Clear indication at both stations and subsequent trains can be normally dealt. 8.11 On arrival of the first train on preparatory reset if the axle counter shows clear indication at both stations all subsequent trains can be dealt normally. However if again the axle counter does not show Clear indication but preparatory indication continues, the block working shall be suspended and S&T officials of the section shall be advised to attend to the failure. 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. Added Page No.40 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: Trolley protection Track Circuit is provided to prevent the operation of axle counter by insulated Trolleys. Motor Trolleys, when required to proceed to adjacent station, shall be issued with necessary Authority to proceed, suspending Block Working. After the motor trolley has cleared the section, the SM on duty shall resume block working for subsequent trains. However, in case the axle counter does not show clear indication after arrival of the Motor Trolley at the adjacent station, resetting of the axle counter shall be done as per Para 8 and Train operations resumed. SHUNTING: Shunting shall be done as per the instructions contained in the Block Working Manual. However, after a Block 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.     PAGE  C.M. No.1 dated 18-06-2010 to SWR No.B.111/REPI dated 19-01-2007 applying to Rangepalli station. No.B.111/REPI ( E.VIJAYA ) ( J.CHANDRASHEKAR) ( K.E.ANSAR) DY.CSTE/PROJ/BNC DSTE/SBC DOM/SBC C.M. No.1 dated 18-06-2010 to SWR No.B.111/REPI dated 19-01-2007 applying to Rangepalli station. 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