Station Working Rules of DUVVADA EAST COAST RAILWAY

Station Working Rules of DUVVADA Page No. 1

(B.MADHU VENKATESWARLU) ( K.GANESH KUMAR) DSTE / WAT Sr.DOM(G) / WAT

EAST COAST RAILWAY WALTAIR DIVISION STATION WORKING RULES OF DUVVADA STATION

(BROAD GAUGE) Date of Issue: ______________ Date brought into force:_________ NOTE:- The Station Working Rules must be read in conjunction with General &

Subsidiary rules and Block Working Manual and Operating Manual. These rules do not in any way supersede any rules in the above books.

(1) STATION WORKING RULE DIAGRAM a) Station Working Diagram No: SI/WRD10936 Alt ‘F’ b) CSTE/ECo.Rly/ DRG No SI-10936 Alt ‘F’ c) Date up to which corrected: (2) DESCRIPTION OF THE STATION: 2.1 a) GENERAL (LOCATION):

A Name of the Station : DUVVADA (DVD)

B Class of Station : ‘SPL’-Class

C Section : HOWRAH- MADRAS

D Double/Single line : Double Line

E Electrified/non electrified

: Electrified

F Gauge BG/MG/NG : BG

G Railway : East Coast Railway

H Route : ‘B’-Route

I Situated at KM : 882.790

J From : HWH

K No. of Cabins : One central cabin with power operated SSI and stand by VDU for working points and signals.

L Standard of Interlocking : Standard II (R)

2.2 BLOCK STATIONS, IBH, IBS ON EITHER SIDE AND THEIR DISTANCE AND OUT

LYING SIDINGS.



Adjacent Block station Distance Direction

A THADY (THY) 8.834 KM MAS END

B GOPALPATANAM (GPT) 10.420 KM VSKP END

C JAGGAYYAPALEM 5.265 NORTH SIDE (VSPS line)

D VADDLAPUDI 5.020 VSPS

E NTPC Xing Station 7.925 SOUTH SIDE

F Automatic Signals Between DVD-GPT both UP & DN Line.

G DK Station & Out Lying Siding

NTPC Xing station is the outlying siding taking off from the yard on a independent route at south

end.

H PROVISION OF IBS Section DVD-THY

UP at KM 756.900

DN at KM 757.075

2.3 BLOCK SECTION LIMITS ON EITHER SIDE OF THE STATION ON DIFFERENT

DIRECTIONS.

Between Stations The Point from which the ‘Block Section’ Commences

The Point at which the ‘Block Section terminates

DVD-GPT

UP Line The rear block section commences at from KM 769/39-41.

Ends at KM 762/21-23.

DN Line The advance block section commences from KM 770/2-4

Ends at KM 762/10-12.

DVD-THADI

UP Line The advance block section commences at Up last stop signal No 1 of DVD.

Ends at BSLB of Thadi.

DN Line The rear block section commences at the Down last stop signal of Thadi.

Ends at down facing point No 102 B of DVD.

DVD-VDPD Single Line The rear block section commences / ends at Down last stop signal No 52 of DVD at north end on VSPS line.

Ends/commences at Up last stop signal of VDPD at north end.

DVD-JGPM Single Line

The rear block section commences / ends at Down last stop singla no 54 of DVD at north end on NTPC line.

Ends / commences at Up last stop signal of JGPM at north end.

DVD-NTPC Single Line

The rear block section commences / ends at Up last stop signal No 3 at South end on NTPC line.

Ends/commences at the down last stop signal of NTPC siding entry cabin.

2.4 GRADIENTS



Station Towards

Chainage Inter Distance Gradient

From To

VSKP DN LINE

0.000 M 100.000 M 100.000 M 1 IN 450 Falling

100.000 M 200.000 M 100.000 M LEVEL

200.000 M 715.000 M 515.000 M 1 IN 260 Falling

715.000 M 1525.000 M

810.000 M 1 IN 150 Falling

1525.000 M 1900.000 M

375.000 M 1 IN 125 Falling

1900.000 M 3150.000 M

1250.000 M 1 IN 150 Falling

3150.000 M Into section

- 1 IN 164 Falling

VSKP UP LINE

0.000 M 910 M 910 M 1 IN 260 Falling

910 M 1700 M 790 M 1 IN 233 Falling

1700 M 1800 M 100 M LEVEL

1800 M 3125 M 1325 M 1 IN 230 Falling

3125 M 3475 M 350 M 1 IN 150 Falling

3475 M Into section

- 1 IN 215 Falling

THY UP LINE

0.000 M 351M 351M 1 IN 615 Falling

351M 575.48 M 224.48 M 1 IN 643 Raising

575.48 M 1210 M 634.52 M 1 IN 260 Raising

1210 M 1550 M 340 M 1 IN 232 Raising

1550 M Into section

- 1 IN 280 Raising

THY DN LINE

0.000 M 575M 575M 1 IN 944 Raising

575 M 1200 M 625 M 1 IN 260 Raising

1200 M 1393 M 193 M LEVEL

1393 M 2350 M 957 M 1 IN 179 Raising

2350 M 2950 M 400 M 1 IN 165 Raising

2950 M 3300 M 350 M 1 IN 230 Raising

3300 M Into section

- 1 IN 700 Raising

DVD-VDPD

0.000 M 910M 910 M 1 IN 260 Falling

910 M 1018 M 108.680 M 1 IN 260 Falling

1018.680 M 1125 M 106.320 M LEVEL

1125 M 1300 M 175 M 1 IN 582 Falling

1300 M 1975 M 675 M 1 IN 192 Falling

1975 M 2050 M 75 M LEVEL

2050 M Into section

- 1 IN 180 Falling



DVD – JGPM

0.000 M 587.340 M 587.340 M 1 IN 260 (c) Falling

587.340 M 1600 M 1012.660 M 1 IN 150(c) Falling

1600 M 1950 M 350 M LEVEL

1950 M Into section

- 1 IN 200 Falling

DVD-NTPC

000.000 M 575.840 M 575.840 M LEVEL

575.840 M 1200 M 624.160 M 1 IN 260 Raising

1200 M 1490 M 290 M 1 IN 163 Raising

1490 M 2090 M 600 M 1 IN 900 Raising

2090 M 3348 M 1258 M 1 IN 200 Raising

3348 M Into section

- LEVEL

2.5 LAYOUT:

(A) RUNNING LINES IN THE MAIN YARD

Sl No.

Name of the line Electrified/ Non Electrified

Platforms with length

1 Line No.-1 ( Common Loop) Electrified H.L.Platform (550 M)

2 Line No.-2 (Down Main) Electrified NIL

3 Line No.-3 ( Down Loop) Electrified NIL

4 Line No.-4 (Common oop) Electrified H.L.Platform (563.5 M)

5 Line No.-5 (Up Main) Electrified H.L.Platform (560.7 M)

6 Line No.-6 (NTPC Loop) Electrified NIL

7 Line No.-7 (NTPC Main Line) Electrified NIL

(B) SIDINGS: NIL

2.5.1 RUNNING LINES, DIRECTION OF TRAFFIC & HOLDING CAPACITY IN CSL:

Sl No

Name of the lines Holding capacity in CSL

Direction of movements

1 Line -1 ( Common Loop) 858 (STR-STR) Trains coming from GPT, VDPD, JGPM and proceeding towards THY and R&D yard of NTPC are Up trains. Trains coming from THY and R&D Yard of NTPC and proceeding towards VSKP, VDPD and JGPM are DN trains.

2 Line -2 (DN Main) 704 (STR-SB)

3 Line -3 (DN Loop) 693 (STR-SB)

4 Line -4 (Common Loop) 688 (STR-STR)

5 Line -5 (UP Main) 705 (STR-SB)

6 Line -6 (NTPC Loop) 694 (STR-STR)

7 Line -7 (NTPC M/Line) 716 (STR-STR)



2.5.2 NON RUNNING LINES: NIL 2.5.3 ANY SPECIAL FEATURES IN THE LAYOUT

NTPC siding takes off from VSPS line at JGPM SSI Junction cabin and passes through DVD yard. The siding section between JGPM-DVD and DVD-NTPC Xing station is worked under Absolute block system of working with single line working and token less block working. The complete siding from JGPM-DVD-NTPC is provided with 25 KVAC traction. The yard at JGPM, DVD & NTPC siding are working manually operated Multiple Aspect Colour Light Signals. One new Xing panel station is commissioned between DVD-NTPC yard. The Station Master of NTPC shall grant / obtain line clear from the adjacent block station DVD. Details are given in Appendix –‘H’ to the SWR.

2.6 LEVEL CROSSINGS Details are given in Appendix –‘A’ SYSTEM AND MEANS OF WORKING:-

System of working in force

: Absolute Block System: (DVD-THY,DVD-JGPM,DVD-NTPC,DVD-VDPD) Automatic: DVD-GPT

Double Line/Single Line : Double Line: DVD-GPT & DVD-THY Single Line: DVD-JGPM, DVD-NTPC & DVD-VDPD.

Block Instruments : SGE type lock and Block Instruments: DVD-THY, Single Line Token Less: DVD-JGPM, DVD-NTPC & DVD-VDPD

Co-operative/ Non co-operative

: Non co-operative: DVD-THY Co-operative: DVD-JGPM, DVD-NTPC & DVD-VDPD

Block Telephones : Attached with Block Instruments

Telephone attached to IBS

: UP IBS at KM 756.900

Custody of Block instrument keys

: SM on duty.

(3)

(4) SYSTEM OF SIGNALLING AND INTERLOCKING 4.1



1 Standard of Interlocking Standard – II (R)

2 Type of Signaling MACLS

3 Mode of Operating the signals

PANEL & Stand by Visual Display Unit (VDU)

4 Provision of Calling –On signals

Calling on signals are provided to receive trains

in the event of failure of the main reception

signals due to track circuit / axle counter failure.

Calling-on signal button will be pressed after the

train has come to a stop at the foot of the

reception signal ensured by seeing the track red

indication. After operating the calling on signal

button along with Route button the signal will

clear after a lapse of 120 seconds. The respective

counter registers the operation by an increment

of one number on the count

5 Provision of Shunt signals

SH-48, SH-39, SH-37, SH-35, SH-34, SH-32,

SH-30, SH-28, SH-23, SH-21, SH-20, SH-19,

SH-18, SH-17, SH-15, SH-11, SH-10 & SH-08

are provided.

6 Emergency cross over

7 Track circuits The station yard along with 9Rail length Calling

-ON track circuited are provided for replacement

of signal as well as to ascertain proper

positioning of train movement 8 Axle counters Refer 14.0 of Appendix ‘B’ of this SWR.

9 Crank handle Refer 2.4, 2.5 & 3.4 of Appendix ‘B’ of this SWR.

10 Emergency Point operation:

Refer 2.3,2.4,2.5,2.5.1,2.5.2 & 3.2 of Appendix ‘B’ of this SWR.

11 Showing of Veedor Counters

One counter icon has been provided on the VDU. When selected a drop down menu will appear indicating the following counters. 1. Emergency Route Release. 2. Emergency Point Operation. 3. Emergency Crank handle release. 4. Emergency Gate release. 5. LVCD axle counters resetting.

12 Emergency route release indication:

Refer 5.0, 6.0 & 3.3 (C) of Appendix ‘B’ of this SWR.

13 Emergency Crank Handle release.

As per para 2.5 & 3.4 of Appendix ‘B’

14 Emergency Gate release.

NIL

4.2 CUSTODY OF RELAY ROOM KEY AND PROCEDURE FOR ITS HANDING OVER AND TAKING OVER BETWEEN STATION MASTER AND S&T MAINTENANCE STAFF:



Double locking arrangement is provided in the relay room with one key within the custody of on duty SM & other one with the maintainer of the S&T department. JPO issued by PCOM and CSTE/ECoR vide No.JPO/02/2012, Dt.29.08.2012 should be followed. 4.3 POWER SUPPLY: i) Auto changeover panel is provided in the Station Master’s Office with the

three power supplies viz., DN AT,UP AT and Local, for changing the switch to the required supply position.

ii) Normally the switch will be kept towards AT1 or AT2 position. Whenever

power block is to be given on the line, the on duty SM must ascertain that power is available on the other AT. If power block is to be given on the Up line, Down AT must be available and vice-versa

iii) In case of failure of one of the AT supply without any power block, the on duty SM. has to check the manual switches provided in the SM room. In case of failure of both AT supplies, the Local supply shall be utilized by operating the switch. In case a failure of both AT1 & AT2 supplies a message shall be given to the AEE and SSE/PSI for prompt rectification.

iv) For IPS system that provides power supply to the signaling installation 230V AC is taken from the selection output of the Auto change Over Panel in SM Office. There is a remote monitoring ASM box provided at the station to monitor the health of IPS.

REMOTE MONITORING ASM BOX: Remote monitoring SM Box gives alarm to the SM for the following fault conditions:-

i) 50% depth of discharge (DOD) of battery. In this condition audio/visual alarm comes, which can be acknowledged with audio cut-off.

ii) 60% DOD, which warns for emergency. The alarm for this condition is same as for condition 1.

iii) 70% DOD, which signals system, shut-down. In this condition signal feed is cut-off and all DC-DC converters continue working. Audio alarm continues till power supply is restored.

iv) Any of the module fails, which calls for ‘call S&T’. v) Whenever there is a failure of power supply in one AT the SM shall take prompt

action to inform to all concerned for the rectification. The SM himself, during his daily checks, shall test the availability of power supply on both AT’s and make an entry in the Station Diary duly initiating action for rectification of failure, if any.

(5) TELECOMMUNICATIONS: The details of telecommunication facilities for train working provided at the

station are as follows.

i) The Control Telephone: VSKP-DVD-SCMN-WMY-VSPS-KTV Complex board.

ii) TPC (Traction Power Control): DVD-VSKP-PSA

iii) Block telephone connection DVD-GPT.

iv) Block telephone connection between DVD-THY, DVD-NTPC crossing Station, DVD-VDPD, DVD-JGPM

v) Hot Line telephone connection between DVD-JGPM, DVD-GPT, DVD-THY, DVC VDPD, DVD of NTPC crossing station.

vi) VHF communication between DVD-JGPM, GPT, VDPD, THY and R&D yard



of NTPC crossing station.

vii) Verification Up & Dn & Crank handle, LV Box locations.

viii) Auto telephone connecting Divisional HQ & stations from VSKP – PSA

ix) Telephone between DVD & UP IBS at KM 756.900 in DVD-THY section.

x) Telephone between DVD & LC gate at KM 763/26-28 DVD-GPT section.

(6) SYSTEM OF TRAIN WORKING:

6.1.1 TRAIN WORKING STAFF IN EACH SHIFT:

The following is the Complement of operating Staff at the station.

SL No. COMPLEMENT OF STAFF STAFF IN EACH SHIFT

1 Station Master 01

2 Points Man 02

6.1.2 RESPONSIBILITY FOR ASCERTAINING CLEARANCE OF THE LINES AND ZONES OF RESPONSIBILITY:

The SM on duty is responsible to ascertain the clearance of the nominated line between BSLB/first facing point and advanced starter signal in each direction. Private Number Book should be under custody of SM on duty.

6.1.3 ASSURANCE OF STAFF IN THE ASSURANCE REGISTER.

All staff who are in any way connected with trains passing duties, shall before being allowed to take up independent charge of their duties and on his absence for a period of 15(Fifteen) consecutive days or more, and if there is any change made in the Station Working Rules, shall sign in the Assurance Register and SWR as a token of their having gone through and understood clearly the relative rules in connection with their duties.

6.2 CONDITIONS FOR GRANTING LINE CLEAR: a) SINGLE LINE SECTION : Trains are worked under Absolute Block System and the condition down

in GR 8.01(1)(a),(c), 8.01(2)(b) & 8.03 (2)(a),(b) & (c)(ii) shall be complied with before granting line clear.

b) DOUBLE LINE SECTION: The condition down in GR 8.01(1)(a),(c), 8.01(2)(b) & 8.03 (1)(a),(b) & (c)(ii) shall be complied with before granting line clear.

c) Adequate distance for reception of trains at DVD.

LINE NO UP TRAINS DN TRAINS

FROM TO FROM TO

DN MAIN LINE

-- -- STR.NO.30 DN INTERME

DIATE STR.NO.48

L/NO-3 -- -- -- --

L/NO.4 UP STR.NO.17 UP ADV STR. NO.1

OR END OF SAND HUMP

DN STR. NO.34

DN INTERMEDIATE STR

NO. 48 OR

END OF SAND



HUMP

L/NO.5 UP MAIN STR. NO.19

UP ADV STR. NO.1

-- --

L/NO.6 UP LOOP STR NO.21

INTERMEDIATE STR.

NO.11

DN LOOP STR. NO.36

DN ADV STR. NO.

54 OR

END OF SAND HUMP

L/NO.7 UP STR NO.23 INTERMEDIATE STR NO. 11

DN STR. NO.38

DN ADV STR.

NO.54

6.2.1 SPECIAL CONDITIONS TO BE OBSERVED WHILE RECEIVING OR DESPATCHING A

TRAIN. 6.2.1.1 SETTING OF POINTS AGAINST BLOCKED LINE

When a running line is blocked by stabled load wagon, vehicle or by a train which is to cross or give precedence to another train or immediately after the arrival of a train at the station, the points in rear should be immediately set against the blocked line except when shunting or any other movement is required to be done on that line vide GR 3.51.06.

Safety Point Alarm Unit (SPAU): A safety point alarm is provided on the panel board with different indications:

1. On complete arrival of a train at the station, the SM has to set the points immediately against the occupied line.

2. In case the SM forgets to alter the points, after a time lag of 02 minutes, an audible buzzer will be heard from this instrument along with the ‘RED” indication of the line on which the train has arrived.

3. The SM shall then press ‘ACK’ button to mute the buzzer, and immediately set the required points against the line on which the train has arrived.

4. On setting the points against the occupied line, the RED indication will disappear. 5. In case SM fails to set the required points against the occupied line a fault

message will be triggered SMS will be sent to concerned station mobile and all concerned staff. Action will be taken against. If all the lines of a station happen to be blocked when line clear has been granted to a train the safety point alarm will not work and the point should be set for the line occupied by a stable load or a goods train by SM on duty in that order so that, in case of mishap, the chance of causalities minimized. In case of all the lines are occupied by passenger trains points should be set for a loop line to negotiate which the speed of incoming train would be reduced which in turn would minimize the consequences/causalities vide SR 3.51.06(b). These precautions shall be taken in addition to the observance of other precautions as contained in SR 5.04.01 and SR 5.23.01. Block collars to be placed on the concerned button of blocked line.

6.2.1.2 RECEPTION OF TRAINS ON BLOCKED. Whenever trains are to be admitted on blocked line it is necessary that the train is Piloted In by a written authority T/509 given by the SM on duty and delivered by a competent Railway servant to the Loco Pilot of the train. Calling on signal



may be taken OFF. [Refer GR 5.09 & SRs there to].

6.2.1.3 RECEPTION OF TRAINS ON NON-SIGNALLED LINE: All running lines at the station are equipped with reception signals. If it becomes

necessary to admit a train on non-signalled line the rules laid in GR 5.10 with SR there to shall be followed.

6.2.1.4 DESPATCH OF TRAINS FROM NON-SIGNALLED LINE.

NIL 6.2.1.5 DESPATCH OF TRAINS FROM A LINE PROVIDED WITH COMMON STARTER

SIGNAL NIL

6.2.1.6 ANY SPECIAL CONDITIONS TO BE OBSERVED. a) Special Restriction:

1. Shunting in face of approaching train is prohibited in station section towards GPT end.

2. UP trains shall not be detained outside UP Home signal of DVD to prevent rolling back of train due to 1 in 125 UP gradient.

b) Special Instructions: NIL 6.3 CONDITIONS FOR TAKING “OFF” APPROACH SIGNAL. The SM on duty shall nominate a clear line not only up to the starter but also for

an adequate distance beyond it for reception of trains. [Refer GR 3.07(4)(5),3.08(4)(b) 3.36, 3.38, 3,40, 4.17 and SR 3.36. 01, 3.36.02, 3.36.04, 3.40.01, 3.40.02, 3.47.01, 4.17.02, and Block Working Manual]

6.3.1 RESPONSIBILITY OF STATION MASTER FOR RESTORATION OF SIGNALS TO ‘ON’

POSITION. Station Master should ensure that signal is put back to ‘ON’ after passage of the train as per GR 3.36.2 (b).

6.4 SIMULTANEOUS RECEPTION AND DESPATCH OF TRAINS: According to the existing inter locking at this station the simultaneous

reception and dispatch of trains are permitted as stipulated below.

A] Reception of an UP train from GPT or VDPD on common loop [Line.No.4]

And Despatch of another UP train from UP main line [Line. No. 5]

B] Reception of an DN train on common loop [Line No.4]

And Despatch of another DN train from DN Main [Line No.2] or DN loop [Line No. 3]

C] Reception of an DN train from THY or from NTPC on NTPC loop [Line No. 6]

And Despatch of another DN train from NTPC Main line [Line No.7] to JGPM

6.4.1 CROSSING OF TRAINS In addition to the normal provision of reception and dispatch of trains, the rules

laid down in SR 3.47-01 and SR 3.51.06 shall be followed.



6.5 COMPLETE ARRIVAL OF THE TRAINS: (A) BETWEEN DVD-GPT SECTION: The entire block section between DVD-GPT on both UP and DN lines are monitored by Automatic Block Signalling and the position of the auto section whether ‘occupied’ or ‘clear’ is indicated in VDU/Panel at SM’s room. Both side Advanced Starters are controlled by signal in advance of Auto section. As soon as train clears the first auto section, the ‘RED’ indication appears in the VDU/Panel. After whole train clears the first auto section, clear indication ‘GREEN’ appears on the VDU/Panel of auto section. When the train clears the track circuit No. 41T2 provided beyond the UP home signal, this indicates complete arrival of the UP train. When the train clears the track circuit No.19T provided beyond the DN Home Signal, this indicates complete arrival of the train in DN train. Thereafter, SM on duty shall inform to the SM of the rear station regarding complete arrival of the train indicating the number and description of the train and its arrival time supported by a Private Number. If a train passes through the station without confirming the last vehicle indicator then SR 4.17.02 and 4.17.03 shall be followed. If a train arrive without the last vehicle indicator then action shall be taken by SM on duty as per GR 4.17 and SR thereto. When Motor trolley follows a train the points shall not be operated until the following motor trolley is admitted on the same line. In the event of motor trolley is delayed in the section, the SM on duty shall take action in terms of SR 15.25.08. (B) BETWEEN DVD-THY,DVD-JGPM,DVD-VDPD & DVD-NTPC SECTION: As soon as the train arrives, the Station Master on duty shall satisfy himself that the train has arrived completely and is standing clear of the fouling mark and shall ensure that the last vehicle carried the last vehicle indicator as prescribed under clause (a)and (b) of Sub-Rule (1) of GR 4.16 and SR 4.16.01 (a) (i) and (ii) or SR 4.16.05 and the conditions for closing the block section as laid down in GR 14.10 and complied with. After complying GR 8.03 (i) (a),(b)and (c)(ii)and SR.4.17.01(b),(c) and (d), the Station Master shall send Train out of block section report in terms of GR.14.10(2) for train arrived.

The duty of ascertaining that the train has arrived complete will devolve on the Station Master on duty. For run through trains Station Master shall verify the last vehicle indicator to ascertain complete arrival For stopping trains Station Master shall send train complete arrival register to the guard of the train and ascertain complete arrival. LVCD (Last Vehicles Check Device) is installed on sections between DVD-THY,DVD-JGPM, DVD-VDPD and DVD-NTPC where clearence of the section is indicated by a green light indication on panel board which suggests the station master that block section is clear. However, in the event of Red indicates appears, it suggests the Station Master either the block section is not clear or the LVCD equipment failed. In both the cases, the station master shall ensure train complete arrival as per the procedure.



6.6 DESPATCH OF TRAINS:

Despatch of trains is governed by provision of GR 3.42, and SRs there to . SR 3.42.01 [b], SR.3.42.01 (a), SR 3.42.04 and BWM 2J3^) (a),(e),(f)&(g) for double line working and SR. 3.36.04(b)(i)(ii)m 3.42.01(b), 3.42.04 and BWM 2.07(5}(b) for single line working and other relevant provision of GR & SR, BWM and SWR.

6.7 TRAINS RUNNING THROUGH: In addition to procedure detailed in paras 'Reception and Despatch' of trains,

rules laid down in GR 3.40, 4.17, 4.42 with relevant SRs 3.36.40 and 3.42.02(a)(ii) and other relevant provisions of G & SR, BWM & OM shall be followed. In case of non stop train the Station Master on duty will give prior instructions to the Station Master on duty operating block instruments to obtain line clear from the station in advance supported by a private number and getting line clear SM operating Panel/VDU shall take ‘off’ the departure signals in time to avoid detention to the through trains.

6.8 WORKING IN CASE OF FAILURE PROCEDURE TO BE FOLLOWED FOR WORKING OF TRAINS DURING FAILURE /

SUSPENSION OF INTERLOCKING / SIGNALS / POINTS:

TRACK CIRCUITS Whenever there is a failure of track circuit zone the clearence of the zone must be verified physically before



initiating any movement over the zone. When there is a failure of point zone track circuit the concerned point may not operate from the panel. In such case the points may be operated by crank handle and on ensuring clearence the movement over such point/points may be initiated.

AXLE COUNTER During failure of LVCD Axle Counter the station master operating the Block instrument shall ensure complete arrival of the last train in that section by getting the guards endorsement in the ‘complete arrival register’ or through a competent railway servant deputed for the purpose. After confirming the complete arrival of the last train over the section the SM on duty shall send train out of section report to the station in rear supported by a private number and shall advise the station master at the other end of the section to go far resetting of ‘LVCD’ Axle counter in conjunction as per the procedure given at Appendix ‘B’ para 15.0

BLOCK INSTRUMENTS

When there is a failure of point zone track circuit the concerned point may not operate from the panel. In such case the points may be operated by crank handle and on ensuring clearence the movement over such point/points may be initiated.

RECEPTION OF TRAIN ON OBSTRUCTED LINE

Whenever trains are to be admitted on blocked line it is necessary that the train is Piloted In by a written authority T/509 given by the SM on duty and delivered by a competent Railway servant to the Loco Pilot of the train. Calling on signal may be taken OFF. [Refer GR 5.09 & SRs there to].

RECEPTION OF A TRAIN ON NON-SIGNALLED LINE

During failure of track circuit of berthing poration of WMY line the clearence of the line must be verified physically before initiating piloting ‘IN’ or ‘OUT’ as the case may be. The responsibility of verification of the clearence of the track circuit zones lies with the SM on duty operating the panel.

DEFECTIVE SIGNALS: When Signals become defective, the procedure laid down in GR 3.68 to 3.81, 9.12 to 9.14 and SR thereto shall be followed.

DEFECTIVE INTERLOCKING:

When interlocking becomes defective, the Station Master

on duty shall be responsible to personally supervise the

setting, clamping and padlocking of all required facing and

trailing points with crank handle points for admission of all

trains vide SR 3.69.03(c). DEFECTIVE/DAMAGED POINTS

When points become defective, the signals controlling these

points shall be considered as defective and vice-versa and

action taken as mentioned in Para 6.8.2 and 6.8.4.



6.9 PROVISIONS FOR WORKING OF TROLLIES/ MOTOR TROLLIES/MATERIAL LORRIES:

1. The section where Axle counters are provided in lieu of track circuits, Trolleys, Motor Trolleys, Lorries etc., which are not insulated, shall not be allowed to run except on line clear.

2. Motor Trolleys/ Tower Wagons/ Meterial Lorries are not likely to actuate the Axle counters correctly. When they are to run over the section split by Axle counters, the whole section is to be treated as one section and next train to started after the last train has arrived complete.

3. Motor Trollies shall be worked as per GR 15.25 & SR thereto and BWM 5.11(2), 5.12, 5.13 and 5.14(2)(b). Material trollies shall be worked as per GR 15.27 and SRs thereto and BWM 5.11(2), 5.13, 5.13(2)(b). The authority to proceed shall be on form T/369(3b).

(7) BLOCKING OF LINES:

Whenever a running line is blocked either by loose vehicles or by stabling train or by a train which is to cross or give precedence to another train, the points at either end should immediately be set against the blocked line except during shunting movement. Whenever a running line is blocked for any reason REMINDER COLLARS provided for the purpose shall be placed on the concerned Home signal and point buttons respectively controlling the blocked line vide SR 3.36.03(b) 5.23.01 (a). ‘Line Block' is to be activated on VDU by SM on duty. A clear remark in 'RED- ink shall be made immediately in the train signal register and a record shall be made in the Station Master’s diary also. Stable load register is also to be maintained. The stable load or loose vehicles are to be secured to prevent rolling down of vehicles. [Refer SR 3.36.3(b), GR 5.23 and SR 5.23.01].

(8) SHUNTING:- 8.1 GENERAL PRECAUTIONS

The rules laid down in GR 3.46, 3.52 to 3.56, 5.13, 5.14, 5.16, 5.17, 5.18, 5.21, 8.06 and 8.15 with relevant SRs shall be observed. All shunt movements shall be supervised by Guard / Station Master on duty or by a competent Railway servant deputed by SM on duty as the case may be. The authority for shunting shall be the taken off of Shunt Signal or on form T/806. The limit Up to which shunting is permitted and the lines involved must written on the shunting authority.

8.2 SHUNTING IN FACE OF AN APPROACHING TRAIN Strictly prohibited.

8.3 PROHIBITION OF SHUNTING – ANY SPECIAL FEATURES: a) Whenever line clear is granted for UP trains on double line

section any movement/shunting in the direction of single line section/or in face of approaching train is prohibited.

b) Hand shunting is prohibited at both ends of the yard. c) Fly shunting is prohibited. d) Shunting in face of an approaching train is prohibited. 8.4 SHUNTING ON SINGLE LINE



i) WITHIN STATION SECTION:- Between the last stop signals at either end of the yard. Shunting within the

station may be performed proved that no train is approaching the station yard. Once line clear has been granted for a train no shunt shall be taken towards that end of the yard where the train is approaching. The rules laid down in GR 8.10 shall be followed.

ii) BETWEEN LAST STOP SIGNAL & OPPOSITE FIRST STOP SIGNAL Shunting may be performed when no train is on line clear. The rule laid in GR

8.12 shall be followed. iii) BEYOND FIRST STOP SIGNAL Line out side the first signal shall not be obstructed for shunting or for any

other purpose unless the section is clear and blocked back. The rules laid in GR 8.13 shall be followed.

iv) DURING FAILURE The line out side the outer most facing points shall not be obstructed unless

the section is clear and is blocked back.

8.5 SHUNTING ON DOUBLE LINE i) SHUNTING OUTSIDE STATION SECTION: a) When the line clear has been given no shunting shall be permitted in the

block section in rear. b) Shunting or obstruction for any other purpose shall not be permitted in the

block section in rear unless it is clear and is blocked back Vide GR 8.06 (2). c) Shunting or obstruction for any other purpose shall not be permitted in the

block section in advance unless it is clear and is blocked forward Vide GR 8.06 (3).

ii) SHUNTING IN FACE OF AN APPROACHING TRAIN:

Prohibited. iii) SHUNTING WITH IN STATION SECTION: If the necessary signals are kept at "ON" shunting may be carried on with in

the station section but this shall be done only when there is no approaching train since shunting in face of an approaching train is prohibited at this station.

iv) SHUNTING IN REAR OF FOLLOWING A TRAIN TRAVELLING AWAY Shunting in rear of following a train travelling away from the station is



governed by GR 8.06(3). A competent railway servant shall supervise the shunting and the train shall

have sufficient brake power. The line shall be blocked forward immediately after the arrival of travelling away train at the block station in advance the section shall be blocked forward.

v) The procedure of blocked forward/blocked back given in BWM 5.15 (b) shall be followed.

vi) SHUNTING UP TO IBS & BEYOND IBS Rules laid in IBS to be followed. (9) ABNORMAL CONDITIONS:

(9) ABNORMAL CONDITIONS: -

(a) The rules to be observed in the event of abnormal conditions:

i) During partial interruption/ failure of electrical communications instrument.

During partial interruption of communications trains shall be worked in accordance with BWM 5.16 & 5.23 & SR 6.02.06

ii) The Authority to proceed in to the occupied block section in case obstruction of line or accident etc.

Whenever it becomes necessary to send a train into the block station already occupied by another train or due to accident, trains shall be worked in accordance with SR 6.02.05. The authority to proceed shall be block ticket (i.e T/A-602 or T/A-912) or as per SR 6.02.05 and 9.12.04 respectively.

iii) Trains delayed in block section.

When a train carrying passenger does not arrive with in ‘10’ minutes or a goods train within 20 minutes after allowing for its 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 Section Controller on duty of this fact. The procedure laid down in GR 6.04 and SR thereto shall be followed.

iv) Failure / Passing of intermediate block stop signal at ‘ON’:

Details are available in Appendix-F of this SWR.

v) Failure of axle counter block / BPAC:

Para No.5.09 in Appendix ‘B’ of this SWR to be adopted.

vi) Failure of MTRC NIL

(b) Procedure for emergency operation of Points by Crank Handle:

(i)

The detailed procedures for emergency crank handle operation of motor operated points are mentioned in Para No.4.2.3 of Appendix ‘B’.

(ii) Procedure for Emergency operation of point with axle counter track circuit failure are mentioned in Para No.4.0 of Appendix ‘B’

( c) Certification of clearance of track before “calling on signal” operation is initiated:

Before taking off Calling-on Signal during failure of track circuit/axle counter, the route and the clearance of the track over which train would pass to be verified by SM.

(d) Reporting failure of points, Track circuits / Axle counters and interlocking:

(i) Whenever there is a failure of points, track circuits / axle counters or any other interlocking gear at the station the failure should be reported by SM on duty to



the concerned signal maintenance staff on duty responsible for attending the failure and only after receipt of the written memo from the Signalling Maintainer for rectification of the fault, SM should restore the normal working.

(ii) The entries in failure register to be done with message to the Section Controller.

9.1 TOTAL FAILURE OF COMMUNICATIONS:

i) In the event of Total Failure of Communication on double line trains shall be worked in accordance with provisions SR 6.02.03.

ii) In the event of single line working on double line section during total failure of communications the provisions laid down in SR6.02.02 shall be followed.

9.2 TEMPORARY SINGLE LINE WORKING ON A DOUBLE LINE SECTION:

In the event of single line working on a double line section when communication is available, the provision laid down in SR 6.02.01 shall be followed. However the IBS signal in the section shall be kept suspended and the entire section shall be treated as one section.

9.3 DESPATCH OF TRAINS UNDER AUTHORITY TO PROCEED WITHOUT LINE CLEAR

OR TO ASSIST A CRIPPLED TRAIN. The procedure laid down in GR 6.09 with SR there to shall be followed. The last stop signals shall shall not be taken ‘OFF’ but an authority to pass the last stop signal at ‘ON’ shall be issued in the prescribed form T/369 (3b).

(10) VISIBILITY TEST OBJECT The signal lights of UP Main starter signal No.19 and DN Starter signal No.34 of DN

loop Line are earmarked to serve as visibility test objects during Day and Night vide GR 3.61(2)(b)(iii).

(11) ESSENTIAL EQUIPMENT AT THE STATION Details are given in Appendix 'E'. (12) FOG SIGNAL MEN NOMINATED TO BE CALLED IN CASE OF FOG i) During thick, foggy or tempestuous, dust storm etc weather, when the

visibility of the signal is impaired, the SM on duty shall initiate action to depute Fog Signalmen with sufficient Detonators Vide GR 3.61 in order to indicate the location of the station approach signals to the driver of an approaching train.

ii) The Fog Signalmen shall be proceed to the outer most signal of the station and place one detonators at a distance of 275M from the outer most signal towards the approaching train and another detonator at a distance of 10M from the first one and he shall stand 45M away from the detonator.

iii) On single line section the Fog signal man shall show a proceed hand signal to the out going train. The detailed procedure laid down in GR 3.61 with SR there to shall be followed.

iv) The Fog signal men shall be permanent employees, no temporary or casual labour shall be deployed as Fog signal man.



v) The assurance of Fog signal man available at the station (including Engineering Branch if available) shall be obtained in the fog signal register every year in the month of ‘October’.

vi) Details of supply of detonators, available stock, use, and testing etc. shall be maintained in the fog signal register maintained at the station as per GR 3.64 and SR there to

Note: Names of Fog Signal men available at the station shall be exhibited in the SM’s office.

LIST OF APPENDICES

APPENDIX-A : WORKING OF LEVEL CROSSING GATES

APPENDIX-B : SYSTEM OF SIGNALLING AND INTERLOCKING AND COMMUNICATION ARRANGEMENTS AT THE STATION.

APPENDIX-C : ANTI COLLISION DEVICE ( RAKSHA KAVACH)

APPENDIX-D : DUTIES OF TRAIN PASSING STAFF AND STAFF IN EACH SHIFT

APPENDIX-E : LIST OF ESSENTIAL EQUPMENTS PROVIDED AT THE STATION

APPENDIX-F : RULES OF WORKING OF DK STATIONS, HALTS, IBH, IBS AND OUTLYING SIDINGS

APPENDIX-G :

RULES FOR WOKING OF TRAINS IN ELECTRIFIED SECTIONS.

SWR-DVD APPENDIX-‘A’ Page No. 1

DSTE/WAT DEN(Lines-II/WAT Sr.DOM/(G)/WAT

APPENDIX ’A’ TO STATION WORKING RULES OF DUVVADA ROAD

STATION LEVEL CROSSING GATES

1. GENERAL:

1.1 DESCRIPTION OF THE LEVEL CROSSING GATE:

Following details shall be maintained at all manned level crossing gates:

1 No. of Level Crossing Gate : 763/26-28

2 Engineering or Traffic gate : Engineering Gate

3 Under control of station master or

permanent way inspector. : PWI/DVD

4 Location at Km. : KM. 763/26-28

5 At station : -

6 In between station : DVD-GPT

7 BG/MG/NG : BG

8 Single line/double line/multiple line : Single Line

9 Normal position : Open to Road Traffic

10 Interlocked/ Non-Interlocked : Interlocked

11 Means of Interlocking : Mechanical

12 Provision of gate single at Km. : i) DN Line : 763/22-20

13 Signaling arrangement : Provided

14 Means of communication Telephone. : Telephone connected with DVD

Station

15 Width of the level crossing gate : 5.20 M

16 Type of road : Others

17 Name of road : Kapu-jaggaraju Peta

18 Metalled /Non-Metalled : Metalled

19 Approach road :

20 Width of the road : 5.10 M

21 Angle of road crossing (in case of the

SKEW gates)

: 900

22 Road gradients (if any) : [a]North/East Side: Level

: [b]South/West Side: Level

23 Road alignment (straight/Curve) : [a] North/East Side : Straight

[b] South/East Side : Straight



24 Provision of height gauges : Provided

25 Type of barriers : Lifting Barriers

26 Length of check rails : 7.2 M

27 Road surface in between level

crossing gates.

: Level

28 Length of rumble strip/ speed

breakers.

: 5.2 M

29 Road signs : Provided

30 Speed breakers indication board : Provided

31 TVU: : 13560

32 Census next due on : 03-10-14

33 Demarcation for placement of

detonators. : Provided

34 No. of gateman working : Three

35 Nearest Railway Medical Assistance : Rly.Health Unit/VDPD

36 Nearest Private Medical Assistance

available (if any) : PH Kurmanna Palam

37 List of equipment available (Yes/No) : Yes



1.2 EQUIPMENTS:

SL NO ITEMS QUAENTITY/NUMBERS

1 LED based flashing Tri Colour Hand Signal Lamp.

3Nos.

2 Hand Signal Flag Green. 1 with mounted stick

3 Hand Signal Flag Red. 3 Nos.

4 Banner Flag Red. 3 Nos.

5 Posts for exhibiting red banner flag 2.Nos

6 Spare chains with padlocks 2 with stop mark.

7 Detonators 10 in tin case

8 Gate lamps 1 Nos.

9 Tommy Bar 2 Nos.

10 Mortan Pan 1No

11 Spade/Fowarh 1No

12 Rammer 1No

13 Pick Axe 1No 14 Tin case for flags 1No

15 Can for Oil 1No

16 Water Pot/Bucket 1No

17 Canister for Muster Roll 1No

18 Set of spare spectacles of gateman wearing glasses.

1No

19 Board demarcation protection of level crossing gate diagram in case of obstruction.

1No

20 Bucket 1No

21 Whistle 1No

21 Wall Clock 1 No

23 A small size chain for use in case of failure of Gate Boom.

2 No.

1.3 RECORDS TO BE KEPT AT GATE LODGE:

In addition to the above equipment, following records shall also be kept at the gate

lodge.

1. Gate Working Instructions in Hindi / English.

2. Gate Working Instructions in local vernacular language.

3. Gateman Rule Book in local vernacular language

4. List for tools and books.

5. Duty Roster.

6. Certificate for working as gateman.

7. Bio-data particulars of Gatemen, including date of passing vision test, initial /

refresher course, safety camp etc.

8. Accident Register.

9. Record of last census of road traffic at level crossing gate.

10. Public Complaint Book.

11. Inspection Book.

12. S&T Register.



1.4

MODE OF OPERATION:

1. After the gate is closed and locked then key ‘A’ is extracted from EKT-1. 2. Key ‘A’ thus extracted is inserted in EKT-2 and turned ‘KEY-IN’ contact of EKT-2 along

with switch ‘GS-2’ reversed will clear down gate semi automatic signal No. GA763/22. 3. In case of emergency gate man will inform SM/DVD supported by a PN, then KEY ‘B’

to be extracted (Chained with crank handling). 4. Extraction of ‘Key-B’ shall put back the gate signal No. GA-763/22 to ‘ON’. 5. Approach locking of 120 seconds with back locking is provided on ‘Key-A’ wgeb ub

EKT-2 for DN line. 6. For DN line, approach warning for Gate man is provided which is actuated from a

distance of 2KM in rear of DN gate stop signal.

1.5 DUTIES OF GATEMAN:

1. ALERTNESS:

The gateman shall be alert and be prepared to take immediate action, should

danger be apprehended. Keys of the gate shall be in his personal custody.

2. POSITION DURING PASSAGE OF TRAINS:

During passage of trains, gateman will stand in the manner indicated below:

i) Gateman will stand alternatively in front of the gate-lodge facing the

approaching train.

ii) In day time, gateman shall hold red and green flags furled up on separate

sticks in right and left hands respectively.

iii) In night time, gateman shall hold lighted hand signal with white light

facing the track.

iv) He shall keep the whistle slung around his neck from a cord.

3. ROUTING DUTIES OF GATEMAN:

i) Gateman shall ensure that red flag is placed across the track whenever

the gate is kept in open condition for passage of road vehicles.

ii) Gateman shall ensure that gate lamps are lighted and kept burning

continuously from sunset to sunrise.



iii) Gateman shall perform his duties strictly according to the duty roster

and shall not leave the gate unless reliever arrives and takes charge of it.

However, it is necessary to leave the gate in an emergency, he must

close and lock the gates against road traffic, before leaving the gate.

iv) Except where otherwise prescribed under Special Instructions, he shall

observe all passing trains and be prepared to take such action as may be

necessary to ensure safety of trains.

v) Gateman shall watch all passing trains and keep sharp look out for any

unusual like hot axle, hanging chains, hanging battery, and vehicle /

wagons / train / battery box on fire, shifted load, falling material like

brake blocks, brake beams, safety bracket, vacuum cylinder or any other

situation endangering safe running of trains.

vi) Gateman shall also prepare to repeat any signal which guard may give to

Loco Pilot on walkie-talkie or in any other way.

vii) If lifting barriers get damaged or becomes out of order, the gateman

shall use the spare chain with disc and padlocks for securing the gate

against road traffic.

viii) Gateman shall report to the nearest Station Master, Gangmate or

SSE(P-Way) any defect in his gate or apparatus pertaining to it, as soon

as possible.

ix) At the gate whose signal have become defective, the gateman shall close

and lock the lifting barriers on sighting a train and hand signal or pilot

the train past the defective signal. In such case he should inform the

Loco Pilot to report the defect at the next station.

x) Gateman shall wear badge and prescribed uniform while on duty at level

crossing gate.

xi) Gateman shall ensure that he is having competency certificate in his

possession while on duty.

xii) Gateman shall work the gate as per Gate Working Instructions and

remain well conversant with these instructions.

xiii) Gateman shall ensure that equipment supplied at the gate is in good

order and ready for immediate use.

xiv) Gateman shall see that the channel for the flange of the wheel is kept

clean.

xv) Gateman shall keep the road surface well watered and rammed in case

of un metalled roads.



xvi) Gateman on electrified section shall watch that road vehicles / animals

passing from gate are within the height loading gauge provided on either

side of the level crossing gate.

xvii) Gateman shall prevent tress passing by persons or cattle to the

maximum extent.

4. ACTION IN CASE OF UNUSUAL OCCURRENCE ON TRAIN:

In case gateman observes any thing unusual with a passing train, he shall take

following action:

i) He shall take prompt action to warn the Loco Pilot / guard of the

passing train by showing red flag by day and red light by night.

ii) He shall simultaneously try to draw the attention of the Loco Pilot /

guard by whistling continuously, shouting, gesticulating, throwing

ballast on the brake van or by any other means.

iii) If Loco Pilot / guard fails to take notice, gateman shall immediately

inform the Station Master, If connected on telephone, to take

appropriate action, under exchange of private number.

iv) In case of train parting, gateman shall not show stop hand signal but

shall show prescribed signal for train parting.

v) He shall endeavour to attract the attention of the Loco Pilot / guard by

whistling continuously, shouting, gesticulating and by raising both

hands vertically above, quickly parting them and bringing them together

in repeated Up and Down motion as high and as low as possible.

vi) In case the train does not stop, gateman shall immediately inform the

Station Master, if connected on telephone, to take appropriate action,

under exchange of private number.

5. ACTION IN AN EMERGENCY AT THE LEVEL CROSSING:

i) In case of an obstruction at the level crossing gate, gateman shall

maintain the gate signals, if any, in the ‘ON’ position.

ii) Thereafter, if he is unable to remove the obstruction, gateman shall

immediately advise the Station Master on duty, if connected by

telephone, regarding the defects / obstructions at the gate, under

exchange of private number.

iii) If there is no response from the Station Master after two or three

attempts, he shall first protect the gate and then inform on phone.

The gateman shall protect the line as under:-



a) On double line section:

i) If both lines are obstructed the Gateman shall plant a red banner flag

by day and a red light by night 5 meters away on posts duly provided

for the purpose. He shall first protect the line on which a train is

expected to arrive first.

ii) Then he will similarly plant the other red banner flag by day and a red

light by night on the other line 5 meters away from the site of

obstruction.

iii) Gateman shall then proceed to protect the gate along with detonators,

and red flag by day and red hand signal lamp by night.

iv) Gateman shall proceed exhibiting red flag by day and red hand signal

lamp by night on the line on which a train is expected to arrive first, to

a point 600 meters and place one detonator on the line. Thereafter he

shall proceed to a distance 1200 meters from the level crossing gate

and place 3 detonators on the track 10 meters apart. Having thus

protected the line he shall return to the level crossing gate picking up

the intermediate detonator on his way back.

v) Thereafter, he shall proceed on the other line, showing red hand

signal, similarly place detonators as described in para (iv) above and

return to the site of obstruction, picking up the intermediate detonator

on his way back.

vi) Having returned to the gate, he must then take steps to remove the

obstruction and warn the Loco Pilot of the approaching train.

vii) In case the gateman observes or hears a train approaching when he is

still on his way to protect and before he reaches the stipulated distance

to place detonators, he shall place detonators on the line at a distance

as far away as he can go.

viii) Thereafter, he shall to warn the Loco Pilot and stop the approaching

train by waving his red flag by day red hand signal lamp by night

repeatedly.

b) On single line section:

i) Gateman shall plant a red banner flag by day and a red light by night 5

meters away on posts duly provided for the purpose. He shall first

protect the direction from which a train is expected to arrive first.



ii) Then he will similarly plant the other red banner flag by day and red

light by night towards the other direction 5 meters away from the site

of obstruction.

iii) Gateman shall then proceed to protect the gate along with detonators,

fusees and red flag by day and red hand signal lamp by night.

iv) Gateman shall proceed exhibiting red flag by day and red hand signal

lamp by night towards the direction from which a train is expected to

arrive first, to a point 600 meters and place one detonator on the line.

Thereafter he shall proceed to a distance 1200 meters from the level

crossing gate and place 3 detonators on the track 10 meters apart.

Having thus protected the line he shall return to the level crossing gate

picking up the intermediate detonator on his way back.

v) Thereafter, he shall proceed towards the other direction, showing red

hand signal, similarly place detonators as described in para (iv) above

and return to the site of obstruction, picking up the intermediate

detonator on his way back.

vi) Having returned to the gate, he must then take steps to remove the

obstruction and warn the Loco Pilot of the approaching train.

vii) In case the gateman observes or hears a train approaching when he is

still on his way to protect and before he reaches the stipulated distance

to place detonators, he shall place detonators on the line at a distance

as far away as he can go.

c) Other action to be taken by Gateman:

i) At night Gateman shall light two hand signal lamps and take action to

exhibit red light and protect the lines as described in sub paras (a)

and (b) above.

ii) If the gate is broken by a road vehicle which is fouling the track, or if

lifting barriers or any other part of the gate foul the track, or if there

is any other obstruction at the gate, the gateman shall take immediate

action.

iii) He shall note down the particulars of the road vehicle, vehicle

number, name of the driver, owner and relay these details to the

nearest Station Master or SSE(P-Way) regarding the particulars and

obstructions at the level crossing gate, through messenger or through

means available.

1.6 ENGINEERING ITEMS:



Please see para 916, 918, 919 of IRPWM for visibility requirements at level

crossings, provision of speed breakers on the approaching roads of level crossings

and census of traffic at level crossings.

1.7 SPECIAL INSTRUCTIONS FOR DIFFERENT TYPES OF LEVEL

CROSSINGS:

Instructions for different types of manned Level Crossing Gates are given in

Annexures as follows:

i) Annexure – I Engineering Level Crossing Gate, Interlocked with gate signals,

provided with telephone, with normal position ‘Open to road

traffic’.

ii) Annexure – II Traffic Level Crossing Gate, Interlocked with stop signals of the

station, provided with telephone, with normal position ‘Open to

road traffic’.

iii) Annexure – III Traffic Level Crossing Gate, Interlocked with stop signals of the

station, provided with telephone, with normal position ‘Closed

to road traffic’.

iv) Annexure – IV Engineering Level Crossing Gate, non-interlocked, provided

with telephone, with normal position ‘Open to road traffic’.

v) Annexure – V Engineering Level Crossing Gate, non-interlocked, provided

with telephone, with normal position ‘Closed to road traffic’.

vi) Annexure – VI Engineering Level Crossing Gate, non-interlocked, not provided

with telephone, with normal position ‘Closed to road traffic’.

ANNEXURE – I

WORKING INSTRUCTIONS FOR ENGINEERING LEVEL CROSSING GATES

INTERLOCKED WITH GATE SIGNALS, PROVIDED WITH TELEPHONE WITH

NORMAL POSITION “OPEN TO ROAD TRAFFIC”

(General Instructions are common for all types of Manned Level Crossing Gates)

1.0 MODE OF OPERATION:

Same as para 1.4 of Appendix ‘A’ of this SWR.

2. Exchange of Private Numbers:

i) Immediately after departure of the train, Station Master shall advise the

gateman through telephone connected at his end, the number, description,

direction and expected time of passage of the train at the gate.



ii) If the telephone is connected to the station at the receiving end, this advice shall

be given by the Station Master to the gateman, as soon as he receives train

entering section advice from the dispatching station.

iii) If the actual running time of the train from either end of the section is less than

10 minutes, Station Master will convey this advice to the gateman before

obtaining / granting line clear.

iv) It should be the duty of the gateman to ensure that the gate is closed in time, so

that there is no detention to the train or excessive detention to road traffic.

3. Failure of Telephonic Communication:

When Telephonic Communication fails or it does not get any response from the

Gateman despite 2 or 3 attempts, the following procedure should be adopted:

i) If the telephone falls at the gate connected with the station at the despatching

end, Station Master shall issue a caution order to the Loco Pilot of the departing

train.

ii) Station Master shall advise the Loco Pilot to whistle continuously and proceed

cautiously while approaching the gate.

iii) In case the gate signal is ‘ON’ he should stop short of the gate signal and follow

the procedure laid down under GR 3.73.

iv) In case of an approaching train, the Station Master shall advise the Station

Master at the dispatching end, under exchange of private number, that the

telephone at the gate has failed.

v) The Station Master at the dispatching end shall then issue a caution order to the

Loco Pilot before dispatching a train in the block section from his end.

vi) Station Master will also advise the gateman through Gangman / Patrolman /

Loco Pilot of the first train that the telephone has become defective.

vii) Station Master should also advise S&T staff responsible for maintenance of the

telephone to rectify the same at the earliest.

viii) Normal working will be resumed only after S&T staff rectify the telephone and

issue reconnection / fit memo for the same.

4. Failure of Lifting Barriers :

i) When the gate cannot be closed due to failure of lifting barriers, the gateman

shall immediately inform the Station Master on duty under exchange of private

number, and ensure that lifting of barriers do not foul the track.



ii) He shall immediately fix red banner flag by day and red light by night on the

post at that end first from which the train is approaching and then at the other

end.

iii) Gateman shall secure that gate against road traffic by means of safety chains

and padlocks.

iv) After securing the gate against road traffic, gateman shall show green hand

signal flag by day and green light to the loco pilot of the approaching train.

v) Station Master on duty shall issue caution order to the loco pilot of a departing

train.

vi) He shall also advise the Station Master at the dispatching end, under exchange

of private number; to similarly issue a caution order to the Loco Pilot before

despatching a train in the block section.

vii) Station Master shall advise maintenance staff responsible for maintaining the

lifting barrier to rectify the same at the earliest.

viii) Normal working will be resumed only after maintenance staff repair the lifting

barrier and issue reconnection / fit memo for the same.

5. Failure of Gate Key with the gate in closed position, when Gate Key cannot be

extracted for opening the gate:

i) If the gate key cannot be extracted from the winch, gate signal lever or key

transmitter then gateman must immediately inform the Station Master on duty

on telephone, under exchange of private number.

ii) If Emergency Key is available at the gate lodge, Gateman will take it out from

the sealed box by breaking the seal and open the gate for road traffic.

iii) The record of the date and time of breaking the sealed cover of Emergency key

Box shall be recorded and signed with reasons.

iv) Thereafter, the gate must be treated as non-interlocked and procedure for

reception / despatch of trains as prescribed for non-interlocked gates, should be

adopted.

v) Station Master on duty shall issue caution order to the locopilot of a departing

train.

vi) He shall also advise the Station Master at the dispatching end, under exchange

of private number, to similarly issue a caution order to the Loco Pilot before

despatching a train in the block section from his end.

vii) Station Master shall advise S&T staff responsible for maintaining the key

transmitter to repair the same at the earliest.



viii) Normal working will be resumed only after S&T staff repair the key transmitter

and issue reconnection / fit memo for the same.

ix) After rectification, the Emergency key shall be replaced in the Emergency Key

Box and resealed by the S&T maintainer.

6. Failure of the Gate Key with the gate in open condition:

i) If the gate key cannot be extracted from the winch, gate signal lever or key

transmitter then gateman must immediately inform the Station Master on duty

on telephone, under exchange of private number.

ii) Thereafter, the gate must be treated as non-interlocked and procedure for

reception / despatch of trains as prescribed for non-interlocked gates, should be

adopted.

iii) The gateman shall secure the gate against road traffic by means of chains and

padlocks and pass trains on hand signals.

iv) Station Master on duty shall issue a caution order to the Loco Pilot of a

departing train.

v) He shall also advise the Station Master at the despatching end, under exchange


dispatching a train in the block section from his end.

vi) Station Master shall advise S&T staff responsible for maintaining the key

transmitter to repair the same at the earliest.

vii) Normal working will be resumed only after S&T staff repair the key transmitter

and issue reconnection / fit memo for the same.

viii) After rectification, the Emergency key shall be replaced in the Emergency Key

Box and resealed by the S&T maintainer.

7. Defective Gate Signals:

i) The gateman shall treat the gate as defective and must not lower them under

following circumstances:

a) If gate signals can be taken ‘OFF’ without closing the gate, or

b) The key can be extracted from the operation winch when the gate is in

open condition, or

c) The key can be extracted from the gate barrier when the gate is in open

condition



ii) If the Gate or Signal becomes defective in ‘OFF’ position, the gateman will

make all efforts to put it at ‘ON’ position.

iii) The gateman will immediately advise the Station Master on duty, under

exchange of private number, regarding defective gate signals.

iv) Thereafter, the gate must be treated as non-interlocked and procedure for

reception / dispatch as prescribed for non-interlocked gates should be adopted.

v) He shall show green hand signal flag by day and green light by night to the

passing train after closing the gate.

vi) Station Master on duty will issue a caution order to the Loco Pilot of a

departing train.

vii) He shall also advise the Station Master at the dispatching end, under exchange


despatching a train in the block section from his end.

viii) Station Master shall advise S&T staff responsible for maintaining the gate

signal to repair the same at the earliest.

ix) Normal working will be resumed only after S&T staff rectify the defective gate

signal and issue reconnection / fit memo for the same,

8. Obstruction at the Gate:

i) If the gate is broken by road vehicle which is fouling the track, or if lifting

barriers or any other part of the gate foul the track, or if there is any other

obstruction at the gate, the gateman shall immediately put back gate signals to

‘ON’ position.

ii) He shall fix red banner flag by day and red lamp by night on posts provided at

both ends of the gate for this purpose.

iii) Immediately after this, the gateman shall advise the Station Master on duty

regarding the defects / obstructions at the gate, under exchange of private

number.

iv) If there is no response from the Station Master after two or three attempts, he

shall first protect the gate and then inform on phone.

v) Gateman shall then rush with detonators and red flag by day and red hand signal

lamp by night in the direction of the approaching train and protect the gate as

stipulated in General Instruction for duties of gateman under item no. 1.5(5).

vi) Thereafter he shall protect the gate from the other direction also.



vii) He shall note down the particulars of the road vehicle, name of the driver,

owner and relay these details to the Station Master who shall not start the train

unless he has been assured by the gateman that the road vehicle or the lifting

barriers are not fouling the track.

viii) The Station Master shall also inform the Station Master at the despatching end,

under exchange of private number, asking him not to despatch any train in the

block section from his end, until the track has been cleared of all obstruction.

ix) After the track has been cleared of all obstructions the gateman shall inform the

Station Master accordingly, under exchange of private number.

x) Station Master shall then issue a caution order to Loco Pilots of all trains to

proceed cautiously, and pass the gate signal at ‘ON’ position on green hand

signal of the gateman, of the gate is broken, but is clear of any obstruction.

xi) Gateman shall secure the gate against road traffic by means of safety chains and

padlocks, and there after exhibit green hand signal, if the gate is not obstructed.

xii) Station Master shall advise maintenance staff responsible for maintaining the

lifting barriers to repair the same at the earliest.

xiii) Normal working will be resumed only after maintenance staff rectifies the

defective lifting barriers and issue reconnection / fit memo for the same.

9. Obstruction on the Track near Level Crossing Gate:

If there is a rail fracture or obstruction on the track due to falling of a tree, fouling by

road vehicle or derailment which is visible to the gateman, the gateman and Station

Master will adopt the procedure given under item No.8 above. If the obstruction fouls

the Level Crossing Gate, gateman must keep the gates closed against road traffic till

the track is cleared of the obstruction.



APPENDIX - B TO STATION WORKING RULES OF DUVVADA STATION

DETAILS OF SIGNALLING AND INTERLOCKING INSTALLATIONS,

INSTRUCTIONS FOR WORKING THEM NORMALLY AND IN

EMERGENCIES ETC, INCLUDING POWER SUPPLY ARRANGEMENTS.

1.1 BRIEF DESCRIPTION OF THE SIGNALLING AND INTERLOCKING

INSTALLATIONS:

This is a "B" Class Station with standard-III interlocking (with isolation). There is

centralized operating panel for main yard and small panel for operation of DVD-

THY IB signals and VDU for operation of point and signals at either end of the yard

and the Station is equipped with multiple aspect color light signals [MACLS] for

signals and Last Stop signals. The SGE type double line block instruments are

provided in the Station for double line working and Daido type Token-less block

instrument are provided in the Station Master's panel room for single line working.

Up loop starter Signal No. 17 is placed at right hand side of the concerned line for

better visibility, as per special instructions vide CSS/GRC's letter

No.CC/64/2198/GRC of 20.3.92.

OPERATION AND INDICATION PANEL:

All the points and signals are operated from operation cum indication panel [Solid

state interlocking] placed centrally at station. This gives geographical representation

of the yard as per CSTE's Interlocking Plan No;SI-10936 Alt ‘B’. Normal operation

like route setting and point operation are done by two button operation and

emergency operation like emergency route cancellation and emergency point

operation are done by 3 button operation.

The track layout is sub divided according to the track circuit configuration with

distinctive colour for each track circuit on the track line adjacent to each signal.

When a route is set and locked the route is eliminated by white strips in the track

circuits configuration through out the route. The indication turned to red when track

is occupied. The white route locked indication disappears only after the route is

released. However berthing track circuit indication will continue till it is occupied

and cleared by the approaching train.

One VDU [Visual display Unit] is provided as stand by to operate all functions

similar to the operating cum indication panel. In case of failure of solid state

interlocking unit a buzzer will ring . On duty SS/SM need to press 'Ack' to

acknowledge the failures and another to mute the buzzer. This VDU cannot be used

for of IB signals.

Condition of SSI unit with stand by will also appear on the panel board. Two lamps

are provided to indicate the mode through which SS/SM is operating signal and

points and other controls. In each direction distant signal at a distance of One KM



rear of Home signal is erected. The signal has ' P' marker fixed on the stem of the

signal of the signal post to indicate that they are permissive signals and their

working are automatically controlled by the respective Home signal displaying

caution, attention and clear aspects.

1.3 POINTS AND LOCKS AND INTERLOCKING BETWEEN BLOCK

INSTRUMENT AND SIGNALS:

All points are fitted with Electrically operated point machine and Electrically

detected by the relevant signals. The aspect of Home Signals, Advanced Starter

Signal governing block section must be in the "ON" position while handling the

block instrument of the section concerned at the Station. The Advanced Starter

Signal is controlled by the block instrument and Home Signal is also interlocked

with block instrument of respective sections.

2.1 POINT OPERATION FROM PANEL:

Since this is a route setting type solid state interlocking, the points will be set to the

required position and locked by the operation of signal and route button. Point can

be operated individually also from the panel.

2.2 INDIVIDUAL POINT OPERATION:

2.2.1 NORMAL TO REVERSE:

The point button of relevant point and reverse group point button have to be

operated. The reverse group button is common for operating any point from normal

to reverse. Cross lights flashing will appear over diagonal strip during operation and

steady lights will appear after point is set and locked in reverse position.

2.2.2 REVERSE TO NORMAL

The point button of relevant point and common normal group point button have to

be operated. Straight light flashing appears over horizontal strip during points

operation and steady lights will appear after the point is set and locked in normal

position.

2.3 EMERGENCY POINT OPERATION:

Emergency point operation shall be resorted to in case of failure of point zone track

circuits or point zone axle counter. Such operation shall be possible if point is free.

For emergency point operation seal on emergency operation button must be broken

by on duty SS/SM and emergency point operation key must be turn right then

emergency point operation button is to be operated along with relevant point button

simultaneously. Then retaining point button pressed, emergency point button is to be

released and the group normal point button or group reverse point button as the case

may be pressed for operating the point normal or reverse position. On emergency

operation emergency point operation counter advances to next higher number which



has to be recorded in a separate emergency point operation register with proper

remarks for such operation. This operation must be done by on duty SS/SM after

satisfying him self that no vehicle is occupying the point zone.

2.4 MANUAL OPERATION OF POINTS:

This operation shall be resorted to when point cannot be operated from panel. This

operation is only possible when concerned route is not set and crank handle locked

indication is not lit up. For manual operation of points relevant crank handle key has

to be extracted from the concerned RKT near panel. This crank handle key is then

taken to the site inserted in to the point machine to unlock crank handle operation

and it felicitates insertion of crank handle in Elect. Point machine. For extracting

crank handle key from RKT, SS/SM has to press relevant crank handle zone button

and group tarns button simultaneously .

In normal position when crank handle key is in RKT, steady white light indication

appears by the side of crank handle zone button. When SS/SM presses particular

crank handle zone button and group Trans button the white light above this crank

handle zone button starts flashing. After extraction of crank handle key from RKT

flashing white light disappears. The extraction of crank handle key from RKT

renders the points in the particular group in operative from the control panel. But the

concerned points can be again operated from the panel only when the crank handle

key is restored to the concerned RKT and locked there in. For restoring the crank

handle key it has to be inserted in to the concerned RKT and turned clock wise.

Then the SS/SM has to press relevant crank handle zone button and group release

button simultaneously.

When the crank handle key is inserted in to the concerned RKT and turned, flashing

white light indication appears. When SS/SM presses the relevant crank handle zone

button and group release button simultaneously the flashing white light becomes

steady confirming that the crank handle key has been restored to normal. Points for

manual operation are grouped in to the following crank handle zones. Crank handle

grouping is such that points in particular group can be operated only when the crank

handle key pertaining to the concerned crank handle zone.

CRANK HANDLE CONTROLS POINTS

CH-1 102, 104

CH-2 103, 105, 114

CH-3 109

CH-4 116 117

CH-5 122

CH-6 124

CH-7 126, 128

CH-8 129

CH-9 130

CH-10 125



2.5 EMERGENCY CRANK HANDLE RELEASE:

After passage of train if the route remains locked, i.e. white luminous indication

persists in the control cum indication panel, then for alteration of the route by crank

handle operation of points can be resorted. In that particular case SS/SM on duty

should press particular crank handle Group button along with group trans button.

Flashing indication in Group Trans appears in the control panel. After alapses of 120

sec. Crank handle will come out from the RKT and steady group Trans indication

appear in the control panel.

2.5.1 The Station Master on duty should record such operations in the Train Signal

Register and Station Dairy. The Station Master on duty shall advice the ESM and

SE(sig) concerned to attend the failure by a written memo. After rectification the

emergency button should be sealed by the ESM. The Station Master shall make

necessary entries in the failure register and in the station dairy. The Station Master

on duty must ensure that emergency button is properly sealed before concerned

signal is taken off.

2.5.2 SPECIAL INSTRUCTIONS FOR MOTOR OPERATED POINTS:

After any non-signalled move has taken place over a point/points operated by

Electric point machine whether in facing or trailing direction the SS/SM on duty

shall operate point/points to normal or reverse setting the same for the purpose of

testing the points. After the SS/SM is satisfied that indications of normal or reverse

are correctly available and the rectification memo is received further movements

may be permitted over the point.

2.5.3 TELEPHONE COMMUNICATION.

Telephone communication is provided between the Station Master office and

interlocked L.C.Gate at KM 763/12-13 and 76115-762/1 Km.

3.0 ROUTE SETTING AND INDICATION:

a) Separate route button on each line has been provided for the reception and

despatch of trains. The points of the intended route including overlap shall be

set by pressing concerned signal button and route button.

b) In addition to this if the point zone track circuits have not failed and point are

free, it can be set by individual point operation system following the method as

described in para 2.2 of App 'B'. In such case for clearing signal, signal button

and route button have to be pressed after point operation.



c) When the route is correctly set and the signal is taken 'off’ white light

indication appear on track circuit over the route set. These track indications

will turn to Red as and when train occupies the track circuit.

4.0 SIGNAL CLEARANCE.

a) Signal clears automatically as per operation stated vide 4(a) as per route

setting.

b) For clearing the signal of nominated route, the signal button and route button

(located in the middle of the route) are to be operated simultaneously. For

clearing calling on signal, calling on signal button has to be operated along

with route button and signal will clear after lapse of 120 seconds only when

nominated calling on track circuit is occupied by the approaching train.

5.0 EMERGENCY ROUTE CANCELLATION:

If the route set has to be cancelled due to any reason, the following procedure is to

be adopted in order:-

a) Signal to be cancelled by pressing signal button and signal cancellation button

simultaneously and then released.

b) Press Emergency Route Cancellation Button first and then press the Signal

Button and then release them.

c) After above mentioned operation, emergency route cancellation counter

advances to next higher number and also route light will disappear after a lapse

of 120 seconds, if approach track circuit is occupied by a train, after the first

operation as indicated in (a) above.

6.0 EMERGENCY OVER LAP CANCELLATION:

If the set over lap has not cleared due to any reason the following procedure is to be

adopted for the overlaps OV-11,OV-18,OV-48.

a) Press concerned route button and emergency over lap cancellation button

simultaneously and then release them.

b) After above mentioned operation emergency overlap cancellation counter

advances to next higher number and also overlap route light will disappear

immediately.

7.0 DESCRIPTION OF BUTTONS AND COUNTER:

7.1 SIGNAL BUTTONS



S/

No

Push

Button

Description Function

1 S-1 Red colour Push Button Press to take off UP Adv. Str.

Signal No.1 along with respective

route button to THY.

S/

No

Push

Button


2 S-2 Red coloured Push Button Press to take off DN Home signal

N0.2A/B/C with respective route

button

3 C-2 Red coloured with white dot

push button

Press to take off DN calling on

signal No.C2 A/B/C with respective

route button

4 S-3 Red coloured push button Press to take off UP Adv.StrNo.3

along with respective route button

to R&D yard NTPC.

5 S-4 Red coloured push button Press to take off DN Home signal

No.4 A/B/C with respective route

button from NTPC R&D yard.

6 SH-8 Yellow coloured push button Press to take off Shunt Sig.No.8

A/B/C/D with respective route

button

7 Sh-10 Yellow coloured push button Press to take off Shunt Sig No. 10


button

8 S-11 Red coloured push button Press to take off NTPC line Main

Str.S.11 A/8 with respective route

button.


push button

Press to take off UP calling on

signal No.C11 A/B with respective

route button

10 SH-11 Yellow coloured push button Press to take of Shunt Sig. No. 11

A/B with respective route button.

11 S-15 Red coloured push button Press to take of Shunt Sig. No. 15



push button



route button



14 S-17 Red coloured push button Press to take off UP Str,S.17 A/B

wilh respective route button.


push button



route button

16 SH-17 Yellow coloured push button Press to take of Shunt Sig.No.17




17 S-18 Red coloured push button Press to take off Inter mediate DN

Home S18 B/C with respective

route button

S/

No

Push

Button



push button


signal No.C18 B/C with respective

route button

19 SH-18 Yellow coloured push button Press to take of Shunt Sig.No.18

A/B/C with respective route button.

20 S-19 Red coloured push button Press to take off UP Main

Line.Str.19 A/B with respective

route button.


push button



route button

22 SH-19 Yellow coloured push button Press to take of Shunt Sig. No. 1 9


23 S-20 Red coloured push button Press to take off DN Intermediate

Home S.20 A/B with respective

route button.


push button



route button.



26 S-21

Red coloured push button Press to take off UP loop Str. S.21

with respective route button.


push button


signal No.C21 with respective

route button

28 SH-21 Yellow coloured push button Press to take of Shunt Sig, No. 21


29 S-23 Red coloured push button Press to take off UP Main Str. S.23



push button


signal No.C23 with respective route

button

31 SH-23 Yellow coloured push button Press to take of Shunt Sig. No.23

with respective route button,

32 S-28 Red coloured push button Press to take off UP Main Str. S.28



push button


signal No.C28 with respective route

button





35 S-30 Red coloured push button Press to take off DN Main Str. S.30



push button


signal No.C 30 with respective

route button

S/

No

Push

Button




38 S-32 Red coloured push button Press to take off DN loop Str. S.32

with respective route button


push button


signal No.C 32 with respective

route button






Push button


signal No.C 34 A/8 with respective

route button





button.




A/B/C/D/E with respective route

button.

47 S-38 Red coloured push button Press to take off DN Main Str. S.38




49 S-41 Red coloured push button Press to take off UP Home Signal,

S.41 A/B with respective route

button from GPT


push button


signal No.C 41 A/B with respective

route button from GPT

51 S-43 Red coloured push button Press to take off UP Home Signal.


button from VDPD


push button


signal No.C 43 A/B with respective

route button from VDPD



53 S-45 Red coloured push button Press to take off UP Home Signal.


button from JGPM


push button "


signal No. C 45 A/B with

respective route button from JGP M

S/

No

Push

Button


55 S-48 Red coloured push button Press to take off DN Inter mediate

Str. Signal. S.48 A/B with

respective route button


push button


signal No. C 48 A/B with

respective route button


A/B with respective route button .

58 S-50 Red coloured push button Press to take off DN Adv Str.

Signal. S.50 with respective route

button to GPT,

59 S-52 Red coloured push button Press to take off DN Adv.

Str.Signal. S.52 with respective

route button to VDPD

60 S-54 Red coloured push button Press to take off DN Adv. Str.

Signal. S.54 with respective route

button to JGPM.

7.2 ROUTE BUTTONS

S/

No

Push

Button


1 L-1 UN White coloured push button Press to receive a shunting train

on line no.1 with respective shunt

signal button .

2 L-2 UN White coloured push button Press to receive down train from

THY ON to fine no. 2 with

respective signal button.

3 L-3 UN White coloured push button Press to receive down train from

THY ON to line no. 3 with


4 L-4UN1 White coloured push button Press to receive Up train from

GPT/VDPD ON to line no. 4 with

respective signal button set to

sand hump and also DN trains

from THY-NTPC onto Line No.4.



5 L-4 UN2 White coloured with black

dot push button

Press to receive Up train

from GPT/VDPD ON to line

no. 4 with respective signal

button set to Up main line-


dot push button




button set to NTPC line.

S/

No

Push

Button


7 L-5 UN White coloured push button Press to receive shunting train

onto line no. 5 with respective

shunt signal button.

8 L-5 UN1 White coloured - push button Press to receive Up train from

GPT/VDPD ON to line no. 5 with

respective signal button set to Up

main line.

9 L-5UN2 White coloured with black

dot push button




button set to NTPC line.

10 L-6-UN White coloured push button Press to receive Up and down

trains from THY/NTPC/JGPM

ON to line no. 6 with respective

signal button set to Up main line.


dot push button

Press to receive down trains

from THY/NTPC ON to line


button set to Up main line.

12 L-7 UN White coloured push button Press to receive Up and down

trains from THY/NTPC/JGPM

ON to line no. 7 with respective

signal button set to Up main line.

13 18 AT UN

White coloured push button Press to receive down trains

from THY/NTPC set to Down

main line with respective signal

button.

14 18ATUN1 White coloured with black

dot push button

Press to receive down trains from

THY/NTPC set to Down loop

line with respective signal button.

15 48 UN White coloured push button Press to dispatch down trains

from Line no. 2/3/4 to GPT with

respective

signal button.

16 48UN1 White coloured with black

dot push button

Press to dispatch down train from

line no. 2/3 to VDPD with




17 50 AT UN White coloured push button Press to dispatch down train to

GPT with respective signal

button.

18 1 UN White coloured push button Press to dispatch UP train to THY

with respective Signal button.

19 1 AT UN White coloured push button Press to dispatch UP train from

Line no. 4/5/6/7 to THY with

respective Signal button.

S/

No

Push

Button


20 43 T2 UN White coloured push button Press to dispatch DN train from

Line no. 4 to VDPD with


21 3 UN White coloured push button Press to dispatch UP train to

R&D yard NTPC with respective

Signal button.

22 4T1 UN White coloured push button Press to dispatch UP train from

Line no. 4/5/6/7 to NTPC with


23 11/20 AT

UN

White coloured push button Press to receive DN train

from THY/NTPC on Line

no. 6/7 with respective Signal

button and also to receive DN

trains from THY/NTPC on to line

No.6/7.

24 11/20AT

UN1

White coloured with black

dot push button

Press to dispatch UP train from

Line no. 6/7 with respective

Signal button.

25 45 T2 UN White coloured push button Press to dispatch UP train from

Line no. 6/7 to JGPM with


26 50 UN White coloured push button Press to dispatch a down train

with respective Signal Button to

GPT

27 52 UN White coloured push button Press to dispatch DN train with

respective signal button to VDPD

28 54 UN White coloured push button Press to dispatch DN train with

respective signal button to JGPM

7.3 POINT & CRANK HANDLE PUSH BUTTONS.

S/

No

Push

Button


1 102 Black coloured push button For operating the cross over

Pt.No 102 individually








Pt.No.104 individually


Pt.No. 109 individually

6 114 Black coloured push button For operating the cross over Pt.

No. 114 individually


Pt.No. 116 individually

S/

No

Push

Button


8 117 Black coloured push button For operating the cross over Pt.No.

117 individually


122 individually


PtNo.124 individually

11 125 Black coloured push button For operating the cross over Pt. No.

125 individually


126. individually




129 individually



16 CH-1 Blue coloured push button Press to extract crank handle key

DN Pt.No.101 or104 along with

Group Trans Push button


DN PtNo.103 or 105 or 114 along

with Group Trans Push button


DN Pt.No. 109 along with Group

Trans Push button


DN Pt.No.116 or 117 along with



DN Pt.No.122 along with Group

Trans Push button



Trans Push button



22 CH-7 Blue coloured push button Press to extract crank handle key-

DN Pt.No.126 or 128 along with




Trans Push button

24

CH-9 Blue coloured push button Press to extract crank handle key


Trans Push button



Trans Push button

7.4 MISCELLANEOUS KEYS, BUTTONS AND COUNTERS

S.

No

Key/Button/Counter Description Function

1 SM's Key To lock the control panel to prevent

unauthorized operation of control

panel.

2 SM's Emergency

Point Key

This key is required to be inserted

and turned to right whenever a

point is to operated in track circuit

failure condition. This key shall be

in the custody of SS/SM on duty

3 Emergency Point

operation push

button

Black colour

with red dot

This is to be pressed for emergency

operation of point in association

with SM's emergency point key

when concerned point zone track

circuit has failed.

4 DN Train arrived

from THY &

R&D YARD OF

NTPC

Chocolate with

white dot

This is required to be pushed after

the complete arrival of down trains

to normalize the down DLBI or

TLBI the case may be.

5 Up train arrived from

GPT, VDPD, JGPM

Chocolate with

white dot


the complete arrival of Up train to

normalize the DLBI or TLBI the

case may be.

6 Reset initiated L.V

reset Key DVD-

VDPD

This is required to De pushed after

the complete arrival of UP trains to

reset the LW Axle counter and to

normalize the TLBI of section.


reset Key DVD-GPT


the complete arrival of DN trains to


normalize the DLBI of section.




reset Key DVD-THY




normalize the DLBI of section.


reset Key DVD-R&D

YARD OF NTPC




normalize the TLBI of section.

10 LV verification Ack

Button

White coloured

button

Press to LV verified Ack. Button

after complete arrival of the train.

11 LVV re-set counter After inserted LV re-set key and

turn to right and press LVVYN

button for section DVD-THY,

DVD-GPT, DVD-VDPD, DVD-

JGP, DVD-R&D yard of NTPC.

S.

No


12 Emergency point

operating counter.

This registers the emergency

operation of Point.

13 Emergency route

release counter.

This registers the emergency route

release . operation

14 Emergency overlap

cancellation counter

This registers the emergency

overlap cancellation operations

15 Emergency gate

release counter

This registers the emergency gate

release operations.

15 Calling On counter

(On)

This registers after the calling on

signal take 'off'

16 Calling On counter

(UP)

This registers after the calling on

signal take 'off'

17 System failure

Buzzer

This buzzer operates when the point

failure and signal failure occurs.

18 Button held buzzer This button comes to operation

when any of push buttons is stuck

19 Point Normal

push button

Black coloured

with Red dot

This is to be pressed to initiate

Normal setting of points along with

concerned point button for

individual operation of points

20 Point Reverse push

button

Black coloured

with Red'dot

This is to be pressed to initiate

Reverse setting of points along with

concerned point button for

individual operation of points

21 Emergency Route

Release Button

White coloured

button with Red

dot

For Emergency Route Release

22 Signal Cancellation

Push Button

Red coloured

button

For cancellation of a signal which

is already taken off, or to release

the route after time lag..



23 Button Held Buzzer

muting

White coloured

button with Red

dot

For muting the button held buzzer,

which starts buzzing when a button

is held up.

24 Group Trans Button White coloured

button with

Black dot

To be pressed for transferring the

control to the concerned Crank

Handle along with concerned Push

Button

25 Group Release

Button

White coloured

button with

Black dot

To be pressed for releasing the

control from the concerned Crank

Handle along with concerned Push

Button

S.

No


26 Point and Signal

failure buzzer muting

button.

Red coloured

with White dot

To be pressed for acknowledging

Signal Lamp and point failure

buzzer.

27 Panel/PC Key This key is required to be operated

whenever the operator wants to

switch over from the pane! to VDU

operation and vice versa

7.5 SPECIAL INDICATIONS

I UP/DN Block Release indications: After the complete arrival of a train

White indication will be lit and persist till the block instrument Commutator

is turned to Line Closed Position.

II Microlock System Indication:

(A) System A

Green Indication (3 No.s): To show that Microlok II System A is in working

condition.

(i) Red Indication (SNo.s): To show that Power is not available to Microlok

II System A

(B) System B

Green Indication (3 No.s): To show that Microlok 11 System B is in working

condition.

Red Indication (3 No.s): To show that Power is not available to Microlok II

System B.

8 ROUTE SETTING

The panel is a route setting type of panel Interlocking.

8.1 Reception and dispatch:



To take off a reception or a despatch signal, the relevant signal button and the

concerned route button of the intended line have to be pressed simultaneously. This

operation will enable the points, in the route, for isolation and in overlap points to

set in their required position. Alternatively, the points can also be set by individual

point operation method as described in para. But for clearing the signal, signal

button and the Route button will have to be pressed afterwards .if the points are

correctly set and the track circuits on the route are clear, white this light on the route

gets illuminated.

8.2 Calling on signals

Calling on signals are provided to receive trains in the event of failure of the main

reception signals due to track circuit / axle counter failure. Calling-on signal button

will be pressed after the train has come to a stop at the foot of the reception signal

ensured by seeing the track red indication. After operating the calling on signal

button along with Route button the signal will clear after a lapse of 120 seconds.

The respective counter registers the operation by an increment of one number on the

count.

9.0 DESPATCH OF TRAINS;

Despatch of trains will be governed by the provisions of General and Subsidiary

Rules 3.42, 3.70 ( Block Working Manual Rules and working rules of the station)

The SM/ASM after obtaining line clear for the train and after satisfying himself that

all the points for the route have been correctly set, and interlocked level crossing

gates are closed and locked, the line is free from all obstruction shunting order

issued for concern line is withdrawn shall take off the concerned departure signals.

10. FAILURES :

10.1 FAILURES OF SIGNALS AND POINTS.

Any defect in the working of signals/points must be reported to sectional signal

maintainer / signal inspector over control telephone followed by a confirmation

message, which must be copied to the sectional signal inspector .When any

signalling gear affecting train movements is to be taken up for repairs/

adjustment/disconnection, prior consent of SM must be obtained and such

permission must not be delayed unduly and SM is also responsible to comply with

GR’s 3.68, 3.69, 3.76 and SR’s there to when signals are defective.

10.2 FAILURE OF TRIPPLE POLE SIGNAL LAMP :



10.3 FAILURES OF INTERLOCKING :

During signal failures SM is responsible for compliance of SR 3.51-02, 3.68..01. If

interlocking fails, movements of trains must be permitted at a restricted speed of 15

KMPH over the concerned line with points clamped and Pad locked after notifying

the driver through a caution order, as per SR 4.09.01 and after complying with SR

3.69.03, 3.70.01 until the defect is rectified. The responsibility for correct setting

clamping/padlocking of points in case of failure of interlocking devolves upon the

SM on duty. On completing repairs, the S&T maintainer must issue a

"re-connection" memo and SM must notify all concerned through a telegram about

removal of temporary restrictions and restoration of normalcy.

10.4 FAILURE OF POINTS:

When a route is set by pressing the concerned route push button, the route will be lit

by steady strip indications within 15 seconds. In case of failure of points, point

failure buzzer will become operative and it is muted by pressing point failure

acknowledgement button. Flashing strip light will persist on the point zone which

has failed. Crank handle operation is to be adopted as detailed in item no.2.4

appendix ”B”.

11.0 TRACK CCT./AXLE COUNTER:

The station yard along with 9Rail length Calling -ON track circuited are provided

for replacement of signal as well as to ascertain proper positioning of train

movement.

12.0 DOUBLE LOCKING ARRANGEMENT:

The relay room is provided with two locks , One of the locks key is with S&T staff

and the other in the custody of DY.SM/ASM on duty. Both these locks have to be

opened for entering the relay room for maintenance.

A register is maintained by SS/SM on duty for use of SS/SM key to open the relay

room. Timings of use of SS/SM key should be recorded in this register and signed

jointly by the SS/SM on duty and S&T staff with date.

13.0 POWER SUPPLY ARRANGEMENT :

1. Normal power - UP AT/DN AT

2. 1st stand by - Local.

3. 2nd Stand by - D/Generator



230V AC 50HZ single phase power supplies are provided from traction supply

through transformer. Normally SSI will run by UP AT/DN AT. In case of failure of

both the ATs, Local supply will be connected to SSI system by manual change over

switch is provided in SM room for UP AT, DN AT, Local And DG Set. In case of

failure of local UP AT & DN AT, SM on duty should send on duty TP to auto start

the Diesel Generator in DG room and after receiving the indication on panel he will

change over 2nd DPDT to DG side.

An IPS is provided for and Inverter availability of power. DC-DC converters are

provided for the stand by supply for all the circuits. To take protection from

intermittent change over of power, batteries are provided for IPS system.

i) One ASM monitoring panel for the IPS system is provided at the SM’s office.

Remote monitoring ASM Box gives alarm for the fault condition 50 % depth

of discharge (DOD) of IPS battery calls for generator start. In this condition

audio/visual alarm comes, which can be acknowledge with audio cut off.

ii) 60%,70% DOD alarm also appear in the panel. In case of 70% DOD signal

system will shut down.

SM on duty should start the-Generator as soon as he gets 50% DOD alarm. In

case of any such indication failure ,SS/SM has to intimate the same to the

concerned S&T officials.

14.0 LAST VEHICLE CHECKING DEVICE

Axle Counter have been provided on Up Block Section between DVD-GPT, Up

Block section between DVD-JGPM and DVD-VDPD, DN block section between

DVD-GPT, DVD-THY and DVD-NTPC New crossing station yard to work as last

Vehicle check device. This axle counter will control the Double line block

instruments and Token less Block Instruments of the respective section.

The occupation and clearance of the axle counter section will be indicated in the

panel by Red and Green light.

Up Adv Starter signals/Up IB Home of respective sections can not be taken off if

axle counter of Up block section between DVD-GPT, DVD-THY and DVD-R&D

NTPC New crossing station yard fails. DN Adv. Starter signals/Dn IB Home of

respective block section can not be taken ‘OFF” if Axle counter of DN block section

between DVD-GPT, DVD-VDPD and DVD-JGPM. On the other hand on arrival of

a train to DVD Station, if the axle counter continue to show occupied the Token less

block instruments/Doubte line block instruments of respective sections can not be

turned to line closed position and the resetting of LVCD axle counter shall be

resorted to.

15.0 RESETTING OF LVCD AXLE COUNTER (DIGITAL):



a) Whenever after complete arrival of train the LVCD axle counter continue to

show Red on the panel board, the on duty SS/SM at DVD shall resort to the

reset of axle counter.

b) For this purpose SS/SM at DVD shall first verify that Block Section is clear of

trains. If the failure has occurred after arrival of train, SS/SM shall obtain

signature from the guard of stopping train on the train intact register (vide GR

& SR No 4.17, 4.17.01) or by exchanging signal with the guard of through

train, so that he can ensure that the train has arrived completely before

resorting to the reset of LVCD axle counter. SS/SM - DVD shall inform the

failure of axle counter to on duty SS/SM GPT,VDPD and JGPM as the case

may be for UP section .

c) For this purpose SS/SM at DVD shall first verify that Block Section is clear of

trains, if the failure has occurred after arrival of train, SS/SM shall obtain

signature from the guard of stopping train on the train intact register (vide GR

& SR No 4.17, 4.17.01) or by exchanging signal with the guard of through

train, so that he can ensure that the train has arrived completely before

resorting to the reset of LVCD axle counter. SS/SM - DVD shall inform the

failure of axle counter to on duty SS/SM of GPT. THY, New crossing station

as the case may be for DN section.

d) SS/SM then send an operating person to verify that the last vehicle is clear of

block Section. After verifying the clearance of last vehicle of concerned block

section, the operating person exchanges private number and press a button in

the last vehicle verification box.

e) On pressing this button, last vehicle verified indication will appear at panel

board and the SS/SM shall press the nominated reset button. By this operation

LVCD axle counter will reset and associated veeder counter will change to

next higher number.

f) SS/SM shall record the higher number so changed due to reset of axle counter

in the reset register and also in the train signal register mentioning the purpose

of reset even after completion of reset operation ,LVC axle counter does not

show clear indication . until the next train is piloted out from station in, rear

and necessary caution order in this regard have to be issued by the SS/SM in

rear.



OPERATION OF SIGNALS, POINTS, L.C.GATES, CRANK HANDLES, SIDING

POINTS BY VDU (P.C):

1.0 STAND BY OPERATION OF SIGNALS, POINTS, L.C.GATES, CRANK

HANDLES, SIDING POINTS BY VDU (P.C):

1.1 One VDU (P.C-) is provided as stand by for operation of signals, points, crank

handles, siding points with track diagram. A track mimic diagram will be displayed

on the VDU (P.C.), which is exact replica of operation cum indication panel and

suits the yard plan as per SI plan no. SI -10936.

1.2 Key board/ Mouse is provided to operate VDU (P.C.)

One two-position switch is provided on the panel board as a means of change over

from operation cum indication panel to VDU (P.C.). Whenever the switch is turned

to extreme right it will enable SS/SM to operate all functions from VDU and on the

other hand when it is kept in the center position the VDU will be inoperative and

operation of all function will be possible from operation cum indication panel.

2.0 Graphical User Interface:

On the main window of the VDU, controls are provided to invoke all the functions,

including some change in the size and shape of the window itself. The main

Window consists of:

• Main Title Bar

• Display Area

• Status Bar

• Menu Bar

2.1 Main Title Bar:

The main title-bar is seen on the topmost part of the application window where in

the name of the application is displayed.

2.1.2 Display Area

The Display Area of the screen is used by VDU, to display the various information

pertaining to its operation. The SS/SM may select the information to be displayed

such as the Control Cum-indication Pane! using the Menu Bar.

2.1.3 Status Bar:



The status bar, at the bottom of the frame window, displays three panes. The left

pane shows the status of Caps-Lock key, the middle pane shows the status of Num-

Lock key and the right pane shows the status of Scroll-Lock key respectively.

2.1.4 The Menu Bar:

The Menu bar is displayed below the main title bar. This contains a number of pop

up menus, which when opened show the different options SS/SM can select to

invoke a VDU function. The Menu bar displays the following menus.

* Main

* Display

* Window

* About

Main Display Windows About

Exit Ctrl X Control Cum-

Indication panel Ctrl C

Cascade Title

Horizontally Title

vertically

About VDU

Each of the menus can be selected by clicking the left mouse button or by using the

Alt key' associated with the menu items. When the SS/SM selects the menu, the

corresponding submenu pops up. The SS/SM can select the choice by moving the

cursor over the submenu and left clicking mouse button or by using the 'Ctrl key'

associated with submenu items.

2.2 Main Menu :-When the application is started, the VDU menu bar is displayed as

shown above. On clicking the mouse button (or ALT+ M Key) on main menu option

of VDU menu bar, the EXIT sub menu is displayed.

2.2.1 Exit

This option is provided for the SS/SM to exit from the VDU ( P.C.) system.

a) Whenever SS/SM desire to change over from VDU to panel board, the pointer to be

tracked to "LOCAL VDU CHANGEOVER" icon and click the left button of the

mouse.

b) Turn the three-position switch provided on the pane! board to center position. Now

SS/SM will be able to operate all functions from the panel board.

c) Further the pointer to be tracked to "DISPLAY" option appearing on the top of the

VDU and click left button of the mouse. By this operation sub menu bar is displayed

as shown in Para 2.1.4 above. After clicking the mouse button on the 'EXIT,

ASM/SM can switch off the VDU (P.C.).

2.3 Control Cum-indication Panel;



The Control Cum-indication Panel diagram will appear on the display area as

selecting the Control cum-indication Panel chooses VDU application Sub menu

option from the display menu.

3.0 VDU Panel Operation Procedure:

Controls from the VDU panel are possible by clicking left button of a pointing

device (mouse). When the operator clicks on the control device (e.g. Point, signal

etc.), a pop up menu appears nearby the control device on the VDU. The pop-up

menu displays all the possible commands for the control device. The operator can

track his pointing device on the pop-up menu to point to the commands he intends to

give. The tracked command is highlighted on the pop-up menu. The operator will

click the left mouse button on the command he intends to give.

3.1 Start-Up

On turning the two position switch to extreme right, the VDU will start and window

of VDU will display the main window with main menu as described in Para 2-1.4.

a) On main menu SM/ASM need to track pointer to "DISPLAY" and click left button

of mouse and by this operation control cum indication panel will appear on VDU

(P.C).

b) As and when control cum indication panel sub menu appears on the VDU (P.C.), on

duty SS/SM need to track the pointer by operating mouse/Keyboard to "CONTROL

CUM INDICATION PANEL" and left click on the mouse and thereby exact replica

of operating cum indication panel will appear on the VDU (P.C.).

c) To restart the operations from the VDU, on duty ASM need to left click on the "

SM" key " icon. With this a menu password will appear. ASM/SM need to enter the

password through Key Board and press the Enter Key provided on the key board

This will enable ASM to do all the operations from VDU.

d) On duty SS/SM need to track the pointer to the end concern point and other controls

required to be operated concerned signals, points.

3.2 To operate a Point;

The SS/SM need to track the pointer to concern point and left click the mouse. The

popup menu to operate the point will appear as below:

• Normal

• Reverse

• Emergency Normal

• Emergency Reverse

a) Reverse to normal setting:



Pointer to be tracked to NORMAL and left click the mouse, a flashing indication

will appear on it in horizontal line. Steady indication will appear when point will set

and locked in NORMAL condition.

b) Normal to Reverse setting:

Pointer to be tracked to REVERSE and left click the mouse, a flashing condition

will appear on diagonal line. Steady indication will appear when point is set and

locked in REVERSE condition.

c) Emergency Normal:

This operation need to be resorted to when point zone track circuit/axle counter has

failed and point is free. Pointer to be tracked to EMERGENCY NORMAL and left

click the mouse, a flashing indication will appear on it in horizontal line. Steady

indication will appear when point will set and locked in NORMAL condition.

This operation is possible when Point is not locked by signal route. The emergency

point operation veeder counter provided in the panel board will change to next

higher number and this number should be recorded in the register provided for this

purpose.

d) Emergency Reverse This operation need to be resorted to when point zone track circuit/axle counter has

failed and point is free. Pointer to be tracked to EMERGENCY REVERSE and left

click the mouse, a flashing indication win appear on diagonal line. Steady indication

will appear when point will set and locked in REVERSE condition.

This operation is possible when point is not locked by signal route. The emergency

point operation veeder counter provided in the panel board will change to next

higher number and this should be recorded in the register provided for this purpose.

3.3 SIGNAL CONTROLS (Setting and Cancelling a route)

To operate a signal SM/ASM need to track the pointer to the concerned signal and

left click the mouse- By this operation signal menu with signal number along with

route and calling-on signal, shunt signal if any, will appear on same signal menu, but

para -12,13 of App-'B' and relevant Para of App-'BV, shall be complied with.

a) Setting a Route:

To set a route of a signal, click the left button of the mouse on the concerned signal.

The appearing signal pop up menu will give details of all the routes on the signal.

ASM/SM need to track the pointer to the required route and left click on it. A

flashing indication will appear on the required route. A steady indication will appear

after the required route is set and locked and signal is cleared. A white light track

indication will appear on the route so set. This indication will turned to red when the

train occupies the track circuit.

b) Cancelling a Route:



To cancel a signal route already set, click the left button of the mouse on the

concerned signal. The appearing pop-up menu gives details of all the possible

commands on the signal. The ASM/SM will select the required signal to be

cancelled and click the left button of the mouse, the selected route will be cancelled.

c) Emergency cancellation of route

To resort this operation ASM/SM has to track the pointer to the concerned signal

and click left. Emergency route cancellation menu will appear on the signal menu

and ASM/SM has to click on the same. The route will be cancelled after tapes of

two minutes and veeder counter provided on the panel board will change to next

higher number, which should be recorded in the register provided for this purpose.

3.4 Crank Handle:

To 'Transmit' or 'Release' control for Crank Handle, click the left button of the

mouse on the concerned Crank Handle. The appearing pop-up menu gives details of

the possible commands on the Crank Handle on the track below:

CRANK HANDLE - Transmit Control

Release Control

In the pop-up menu given above the SS/SM needs to click on the "TRANSMIT

CONTROL"

In case Crank Handle key is transmitted and by this operation key can be extracted

from RKT, On the other hand SS/SM need to click on the "RELEASE CONTROL"

when crank handle key is returned back in the RKT. Key in flashing indication will

appear on the VDU in the same manner as described in para 2.4 of appendix "B".

Siding control: To Transmit' or 'Release' control for Hot Axle siding point, click the

left button of the mouse on the concerned siding control. The appearing pop-up

menu gives details of the possible commands on the siding control on the track

below:

SIDING CONTROL Transmit Control

Release Control

In the pop-up menu given above the SS/SM needs to click on the "TRANSMIT

CONTROL"

In case siding control key is transmitted and by this operation key can be extracted

from RKT. On the other hand SS/SM need to click on the "RELEASE CONTROL"

when siding control key is returned back in the RKT. Key in flashing indication will

appear on the VDU in the same manner as described in para 2.4 of appendix "B".

3.5 SM'S KEY ON VDU : To prevent the unauthorized operation by other than on duty SS/SM from VDU this

facility is provided on VDU. On duty SS/SM need to track the pointer to the " SM

key" icon and click left button of the mouse. By this a menu " Password" will

appear. SS/SM need to enter the password through Key Board and press the enter

key provided on the Key Board. This will lock all the operations.



To restart the operations from the VDU, on duty SS/SM need to left click on the

" SM key " icon. With this a menu password will appear. SS/SM need to enter the

password through Key Board and press the Enter Key provided on the keyboard.

This will enable ASM to do ail the operations from VDU.

3.6 BUTTON HELD ACK.

During operation if any function is held up, ASM need to press Alt, Ctrl and Delete

keys at a time from the keyboard, A menu "End Task to last" will appear on the

screen and SS/SM need to click on it. This will enable SS/SM to do all the

operations again on VDU.

3.7 POINT LOCK, OVERLAP LOCK AND SIGNAL LOCK INDICATION-

All the above indication will appear on VDU as mentioned in PARA 4(a) .(b) (c)

and PARA 7 of appendix B



APPENDIX ‘C’ TO STATION WORKING RULES OF DUVVADA

Rules for Working of Anti-collision Device (Raksha Kavach)

NIL

Station Working Rules of DUVVADA

(K.GANESH KUMAR) Sr.DOM/G/WAT

APPENDIX-‘D’ TO STATION WORKING RULES OF DUVAADA STATION The following staffs are concerned with the movement of the trains whose duties are given below: 1. STATION MASTER (IN CHARGE):

i) He is responsible for trains passing during his shift when required. ii) He is responsible for the general and satisfactory working of the station and for the

efficient discharge of duties by staff working under him. iii) He shall keep all Rule books, Registers, Files and documents neat and up to date. iv) He shall ensure that all equipment, apparatus, and instruments including signaling

and interlocking gears and fittings are kept clean and oiled by S&T officials. v) His special attention is drawn to Chapter-II of G&SR and GR 5.01 to 5.08 with relevant

SRs and O.M. Chapter-2.02 (a). vi) He shall follow the instructions laid down in SR.3.68.01 © and (d) and SR 14.07.01 and

B.W.M.2.09 (e). vii) He shall promptly attend to accidents and report them. viii) He shall supervise the work of safe working staff and conduct night inspections and

report lapses of staff working under him. 2. STATION MASTER (Block SM) :

i) He is responsible for trains passing during his shift. ii) He shall promptly bring to the notice of SM in-charge all irregularities and accidents in

course of his shift duties. iii) During the absence of SM I/C, the duties of the Station Master will devolve on him. iv) He shall follow SR 3.68.01(c) and (d) SR 14.07.l and OM 2.02 (d). v) His special attention is drawn to Chapter-2 of G&SR 1976 and GR 5.01 to 5.08 with

relevant SRs. vi) As an assistant to SM I/C, he shall carry out the instructions given from time to time.

3. STATION MASTER (PANEL) i) He is responsible for trains passing during his shift. ii) He shall promptly bring to the notice of SM in-charge all irregularities and accidents in

course of his shift duties. iii) During the absence of SM I/C, the duties of the Station Master will devolve on him. iv) He shall follow SR 3.68.01(c) and (d) SR 14.07.l and OM 2.02 (e). v) His special attention is drawn to Chapter-2 of G&SR 1976 and GR 5.01 to 5.08 with

relevant SRs. vi) As an assistant to SM I/C, he shall carry out the instructions given from time to time.


(K.GANESH KUMAR) Sr.DOM/G/WAT

4. TRAFFIC POINTS MAN :

i) He shall work under the orders SM on duty. ii) He shall couple and uncouple vehicles under the supervision of SM. iii) He shall watch and guard the packages and other Railway property lying in the Station

premises. iv) He shall report any irregularities coming to his notice. v) He shall do loading and unloading of parcels, smalls and Guard’s boxes. He shall do

piloting IN and OUT. vi) He shall deliver any official message to the proper person/office. He shall carry out

any other duties entrusted to him by the SM on duty. vii) He shall follow OM Chapter-2.02 (f).

NB: - All staff should be in uniform while on duty and fallow their rosters issued by DPO/WAT

from time to time.


(B.MADHU VENKATESWARLU) ( K.GANESH KUMAR)

DSTE / WAT Sr.DOM(G) / WAT

APPENDIX ’E’ TO STATION WORKING RULES OF DUVVADA STATION

.

ESSENTIAL EQUIPMENT

A list of essential equipments is given below which shall be maintained in good Working

order.

Sl. No Description Quantity

i) Detonators 20

ii) LED based Tri Colour flashing torch. 3(1 Spare)

iii) Hand Signal Flags 3(1 Spare)

iv) Safety chains with Pad locks 6

v) Clamps with Padlocks 8

vi) Skids 8

vii) Wedges 4

viii) Fire & Sand buckets 6

ix) Fire Extinguishers 2

x) Line blocking collars 6

xi) Motor trolley on line board 2

xii) Block suspension board 4

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APPENDIX ‘F’ TO STATION WORKING RULES OF DUVVADA STATION

RULES FOR WORKING INTERMEDIATE BLOCK SIGNALLING BETWEEN

DVD-GPT

The Block section between DVD-THY has been split into TWO IB section each. The entry

is governed by Intermediate Block stop signal as :

i)

ii) Down IB Signal between THY-DVD is provided at KM 757.075 controlled by

switch No.7 of THY while down IB signal between DVD-GPT is provided at KM

765.932 controlled by switch No 56 of DVD (IB controlled by station in rear) “

a] Block working for the section DVD-THY is controlled by double line lock and

block instrument (SGE type three position) provided at DVD & THY stations.

Down Advanced starter No. 50 of DVD is controlled by clearance position of train

past the UP IBS No. 7 by 400 meters beyond each respectively vide GR 8.04 (a).

b] Trains between intermediate block signal to respective Home signal of Station in

advance in both the sides are worked by means of SGE type lock block instrument

vide 4.09, 5.07, 14.01 to 14.14 of the G & SR and chapter V of BWM.

c] Last stop signal to the intermediate block stop signal is controlled by Electronic

Axle counter and is worked under absolute block system in terms of G & SR 14.01,

14.13.

INDICATIONS PROVIDED ON VDU FOR I.B. SECTION.

The indications of signals, IB and Block sections in both up and down directions are

shown in the following table:

IB SECTION DVD-THY

SN Signal

Aspect

[S-1]

IB Section

Indication

[1A XT]

IB Home

Aspect

[S-7]

Block

Section

Indication

Remarks.

1 Green While

Illuminated

- - Advance starter No:S1

is taken off to dispatch

a train up to Up IB

Home.

2 Red Red - IB Section is occupied.

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3 - - Green While

illuminated.

IB Home taken off for

train up to home of

THY

4 - - Red Red Block section is

occupied or Up IB

Home passed at danger.

IB SECTION THY-DVD

SN Signal

Aspect

[S-6]

IB Section

Indication

[6A XT]

IB Home

Aspect

[S-7]

Block

Section

Indication

Remarks.

1 Green While

Illuminated

- - Advance starter No:S6

is taken off to dispatch

a train up to Dn IB

Home.

2 Red Red - IB Section is occupied.

3 - - Green While

illuminated.

IB Home taken off for

train up to home of

DVD

4 - - Red Red Block section is

occupied or Dn IB

Home passed at danger.

i] Buzzer/Bell

One audio buzzer is provided in the SM room at DVD to detect Train Entering

section for out going trains. After train passes the intermediate block stop signal,

the buzzer/bell will start ringing DVD station. On hearing the buzzer/bell the

SM must acknowledge the same by clicking on train entering section [TES]

muting button to stop the buzzer/bell and then send train entering section report to

the cabin master of the station in advance who shall turn commutator of the Double

Line Lock and Block Instrument from the Line Clear position to ‘Train On Line

position’ and acknowledge train entering section following the procedures laid

down vide Block Working Manual

f] In the event of failure of I.B. track circuit [i.e. track clear indication not available]

which shall not permit taking ‘OFF’ last stop signal, it should be ensured by SM on

duty at the dispatching station through exchange of private number with the SM of

the receiving station that the last train that passed the last stop signal of his station

has fully arrived at receiving station, before allowing the next train to enter in to the

section, such permission to the next train shall be granted and the section THY-

DVD shall be treated as single section

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i] By issuing the pilot memo when normalization of the system is not possible. In

such case, line clear has to be taken on lock and block instrument. Trains are to be

dispatched from the station only after obtaining line clear till such time track circuit

are last stop signal is restored to normal.

g] NORMALIZATION OF THE TRACK CIRCUIT AND OF BLOCK

WORKING BY RESETTING FEATURE:

i] No train should be allowed to leave station in any particular direction unless I.B.

track clear indication is available for the relevant track circuited portion of I.B.

section and last stop signal cannot be taken off.

ii] A Resetting arrangement for the resumption of I.B. Axle counter under failure

condition through co-operative features of both the SM on duty at either end station

of the Block section is provided, which should only be resorted to after the train

that was lastly sent arrives fully at the receiving station and is certified in this

respect by the SM at the receiving station through exchange of private number

iii] For monitoring of I.B. section working & re-setting of I.B. Axle counters, Track

Indications and Re-setting arrangements are provided with button icons on the

Panel at GPT & THY station and operating panels [re-setting panels] provided at

DVD station. Counters are also provided for the purpose of recording the re-

settings for the I.B. Axle Counters in case of failures in IB section. The Re-setting

button and permission granting button on the Resetting Panel shall at DVD should

normally be kept sealed by the S&T staff and SM will inform the Maintainer for

resealing the same whenever the seal has been broken

iv] The SS/SM on duty at DVD station shall maintain a separate register for use of

resetting at IB Axle Counters wherein every operation of the resetting button shall

be recorded giving details of date of use, train, number, time, number registered in

the counter on PANEL and reasons for resetting and initial each such entry

v] The procedure for resetting of the I.B. Axle counters in terms of clause

g.II above shall be as follows

SECTION THY-DVD ON DN LINE:

DISPATCHING STATION

[THY]

RECEIVING STATION [DVD]

1 SS/SM on duty shall caii the

attention of SM of THY station

through Telephone for re-setting

I.B. Axle counter zone giving

1 SM on duty at DVD after verifying that

the said dispatched train arrives fully,

shall exchange private number with SM

on duty at THY and gives permission to

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details of last train left the station

into the section.

re-set by pressing the ‘Permission

Granting’ button provided on the re-set

panel.

2 On getting re-set permission on

PANEL SM on duty hall

acknowledge by Pressing

‘Permission received from DVD’

acknowledgement button . For each

such operation the reset counter

provided in PANEL shall increase

by one digit.

SM on duty shall make an entry of

changed Reset counter number in

resetting register.

2 SM on duty at DVD shall continue to

press the ‘Permission Granting’ button.

3 SM on duty then shall re-set the

I.B. Axle counter by pressing ‘Dn.

Re-set ’’button”, which will reset

the Axle Counter.

3 SM DVD shall also press ‘Re-set’

button provided on re-set panel at THY

station simultaneously at the same time

for re-setting of I.B. Axle counter.

4 On completion of re-setting process

I.B. section clear indication will

appear on PANEL.

4 The SM on duty at DVD shall record in

his train register the re-setting operation

giving train number, time and private

number exchanged with the SM of THY

station giving reasons for the re-setting

operation.

SECTION DVD-THY ON UP LINE:

DISPATCHING STATION

[DVD]

RECEIVING STATION [THY]

1 SM on duty shall call the attention

of SM of THY station through

Telephone for re-setting I.B. Axle

counter zone giving details of last

train left the station into the section.

1 SM on duty at THY after verifying that

the said dispatched train arrives fully,

shall exchange private number with SM

on duty at DVD and gives permission to

re-set by clicking the ‘Permission Grant’

push button [To DVD] provided on the

PANEL.

2 On getting re-set permission on re-

set Panel SM on duty shall

acknowledge by pressing

‘Permission received from THY’

acknowledgement button. For each

such operation the reset counter

provided in Operating Panel shall

2 SM on duty at THY shall continue to

click the ‘Permission Granting’ button’.

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5

increase by one digit.

SM on duty shall make an entry of

changed Reset counter number in

resetting register.

3 SM on duty then shall re-set the

I.B. Axle counter by turning ‘Up

Re-set Key’ and press the ‘Re-set

button’ on the re-set panel, which

will reset the Axle Counter.

3 SM THY shall also click ‘Re-set’ button

provided on PANEL at THY station

simultaneously at the same time for re-

setting of I.B. Axle counter.

4 On completion of re-setting process

I.B. section clear indication will

appear on reset panel.

4 The SM on duty at THY shall record in

his train register the re-setting operation

giving train number, time and private

number exchanged with the SM of DVD

station giving reasons for the re-setting

operation.

h] DISPATCH OF TRAINS

Dispatch of trains is governed by the provision of G & SR 3.42, 3.70 and Block

working manual rules

i] From DVD towards GPT OR THY

Train will be dispatched in accordance with the General Rules 3.42, 3.70., 3.75,

4.35 and 8.01 and subsidiary Rules thereto

j] TO IBS ON UP AND DOWN LINES

The SM on duty shall ensure that the portion of line between Advanced Starter and

400 Mtrs beyond IBS at their respective ends is clear of obstruction and indication

to this effect is available in the PANEL and shall also ensure any non-isolated

shunting at their respective ends suspended and shunting authority issued if any is

with drawn and kept in his custody

Advise the Station Master at the station in advance, of the train No. and description

of such intended train to be dispatched and shall take his assent supported by

Private Number and shall then set and lock the route and take off the Starter and

Advanced Starter

k] IBS SIGNAL TO THE STATION IN ADVANCE

The SM on duty shall obtain line clear over lock & Block instruments from the

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station in advance to dispatch a train past the IBS signal at the respective ends and

shall take off the IBS signal by means of taking of signal No.56 of DVD or signal

no 7 as the case ,may be After the train passes the intermediate Block Stop signal

of DVD a buzzer will ring in the PANEL. On hearing the buzzer/bell the SM must

acknowledge the same by clicking train entering section [TES] muting button to

stop the buzzer/bell and then send train entering section report to the cabin master

of the station in advance who in turn will turn commutator of the Double line Lock

and Block Instrument from the line clear position to Train On Line position and

acknowledge train entering section. After dispatch of a train from DVD into the

Block section between DVD-THY and intermediate Block Post in case when the

intermediate stop signal is not taken ‘off’ but the buzzer has started ringing, this

may be either due to the train passing intermediate Block stop signal at ‘ON’

position or due to failure of the track circuit in advance of that intermediate Block

Signal, the SM on duty at GPT in turn will inform SCR on duty about this.

The procedure must be rigidly followed irrespective of the fact whether line clear

for train has been received from station in advance or not and this must be recorded

in the Train Register and SM’s diary book of both the Stations/Cabins.

l] (i) Dispatch of trains towards THY in case of failure of the Down Advanced Starter

signal at DVD Station due to failure of “Axle Counter” device or otherwise. If the

failure of the Advanced starter of DVD due to the failure of axle counting device or

the indication lamp (repeated by indication lamp) showing ‘Red’ light either due to

power failure or due to any other causes, the re-setting “Push Button” provided

with Veeder counter at the SM’s office for resorting the normal function of the

signal, should be operated accordingly to the following instruction whenever the IB

Home signal of DVD is found defective by the Station Master and the following

procedure shall be adopted.

On receipt of this information, the SM on duty after ensuring that all trains which

had left his Block Station had arrived complete and intact at THY station (by

exchange Private Number with the SM THY confirming this), shall press the

resetting button of the axle counter. When the resetting is successful, it shall be

indicated by a green light in the resetting panel provided in the SM’s office at

THY. The use of this resetting button is registered on the veeder Counter and the

SM should record this giving the details of the occasion with timings in the Veeder

Counter register kept in the station.

If it is not possible to restore normal working of the counter by use of the resetting

button, the ESM-in-charge of the section shall be served with a written memo to

attend the defective signal and rectify the same. The ESM-in-charge of the section

on being served with a memo by the SM, shall attend the failure and rectify the

fault. The ESM after ensuring that all S&T gears relating to defective signal have

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been attended to and are in working order except the axle counter which needs re-

setting shall establish communication with SS/SM concerned and ask him to reset

the axle counter by pressing the reset push button. Where after the SS/SM on duty,

after ensuring that all the trains which had left his Block Station had arrived

complete and intact at THY (by exchanging of P.N with SM/ DVD confirming

this) shall press the resetting button provided in the PANEL at THY station and

resume the normal working.

M] DESPATCH OF TRAINS IN CASE OF FAILURE OF INTERMEDIATE BLOCK

STOP SIGNAL

[a] When a Loco Pilot finds an intermediate Block Stop signal at ‘ON’ Position he

shall stop his train in rear of the signal and advise the guard of the fact by sounding

long continuous whistle and shall then contact the Station Master of the Block

Station in rear over the signal post telephone provided for the purpose vide

SR.3.75.01[i].

[b] If the SM of THY station, on being contacted over Telephone by the loco pilot,

finds that the signal is defective, he shall, after obtaining “Line Clear” for the train

from the station in advance, authorized the driver on the telephone to pass

intermediate Block Signal at “ON” and enter the block section ahead. He shall

give loco pilot the Private Number and identification Number under which he has

received “Line Clear” for the train from the station in advance

The loco pilot shall then sound one short, one long and one short whistle and, on

receipt of Guard’s signal shall proceed ahead duly exchanging signals with him.

The station Master on being contacted by the loco pilot on signal post telephone if

he is unable to obtain “Line Clear” for the train due to total interruption of

communications, shall call for the Guard’s through the loco pilot and on being

contacted by guard, he shall advise the guard of the circumstances and give a

Private Number for the train to proceed up to the next block station. The guard

shall prepare a memo in duplicate authorizing the loco pilot to proceed with the

Private Number received from the Station Master. In such case the speed of the

train shall be restricted as prescribed in GR 3.75(3).

c] In such case the loco pilot shall pass the IB signal at “ON” and proceed cautiously

and be prepared to stop short of any obstruction, at a speed not exceeding 15

Kilometers an hour if he has a good view of the line ahead, otherwise at a speed not

exceeding 8 kilometers an hour and report the failure to the Station Master at the

block station ahead.

While complying with the instructions contained in GR 3.75(3), when the loco

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pilot has to pass IB signal at “ON” after waiting for 5 minute at the signal, he shall

proceed cautiously preparing to stop short of any obstruction at a speed not

exceeding 15KMPH when view ahead is clear and 8 KMPH when view ahead is

not clear due to curve, obstruction, rain, fog or any other cause until he reaches the

foot of the next stop signal and even the signal is “OFF” the loco pilot shall

continue to look out for possible obstruction short of the same and will act upon its

indication only after he has reached it. Before starting, the loco pilot shall sound

one long whistle which may be repeated as necessary and shall then start his train

on receipt of Guard’s signal. Thereafter he shall exchange signals with the Guard.

On reaching the block station ahead the loco pilot shall report the failure of the

signal to the Station Master. If, the telephone is provided at the intermediate Block

Stop signal Post is out of order the loco pilot will pass the IB signal as per GR

3.75(3) & SR 3.75.02, and on reaching the block station ahead, the loco pilot shall

report the failure of the signal to the SM,

The station Master of the block station working the intermediate block stop signal

on becoming aware that such a signal is defective shall, before dispatching the

train, treat the entire section up to the block station immediately ahead of the

intermediate block post as one block section and issue a written authority to the

driver to pass the defective intermediate Block Stop Signal at “ON” without

stopping at the signal. In accordance with the procedure prescribed by special

instruction.

A written authority as mentioned in GR 3.75(4) shall be in Form T/369[3b] in

which the Private Number and identification Number obtained from the station in

advance in support of the “Line Clear” shall be recorded. Display of “Proceed hand

signal at the foot of defective Intermediate Block Stop Signal may be dispensed

with.

d] However, if the SM on the Block station immediately in rear of an intermediate

Block Signal is aware that UP/DN intermediate Block Signal is defective shall

before Dispatching a train shall verify that all trains which had left his Block

Station had arrived complete and intact at DVD station (by exchanging Private

Number with SM-DVD) shall press the resetting button of Axle counter equipment.

Thereafter driver shall be handed over the authority of T-369[3b] to pass IBS

Signal at “ON” position where in, the Private Number and indication number

obtained for line clear, shall also be written. The use of this re-setting push button

is registered on the veeder counter and SM should record this usage giving details

of the occasion with timings in the veeder Counter/register and also train registers.

[E] INDICATION CUM RESETTING PROVISION IN THE VDU AT DVD:

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The PANEL Provided for following light indications

a) Two green indications for the track- circuited portion by Axle Counter, which

remain normally lit to indicate that the track is clear. These lamps extinguish no

sooner the train passes the last stop signal and their place two red indication are lit

to indicate that the track is occupied.

b) Two red indications for the last stop signal replacement track circuit which remain

lit so long this track- circuit is occupied or in under failure condition.

c) Two red indication ahead of the IBS Signal, which are lit if the train passes the side

signal in “ON” Position. These indications continue to glow till such time the lock

and block working is resumed through emergence re-setting feature.

d) Two red indications just ahead of IBS Signal for the IBS signals replacement track

circuit. These indications normally remain dark and are lit either during occupation

by a train or during failure of this track circuit.

e) Two red indications for the block section for receiving trains. These indications

shall normally remain no indications and shall be lit only when the incoming train

passes the IBS signal. It remains lit till such time train arrives fully and Block

Instrument is normalized.

r] SPECIAL INSTRUCTION IN CASE OF A TRAIN PASSING IBS AT ‘ON’

POSITION

I] In case train run away indication appears the SM receiving Station shall not turn

the block instrument handle to line clear position and SM at sending station shall

not take any action to despatch the third train unless the second train which

passed the IB signal in the ‘ON’ position has actually arrived and its complete

arrival is verified by the receiving station.

II] Every case of a train passing IB signal at ‘ON’ position without strictly following

the provision of GR 3.75 should be treated as a breach of block rule by the loco

pilot and action to be taken accordingly.

III] When train run away indication appears at the Dispatching Station without any

train in the section, the IBS system should be treated as failed and Signal

Maintainer should be advised. All the subsequent trains shall be Piloted OUT

after duly taking line clear treating entire section as one Block section as per GR

3.75(4).

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IV] when ever a train after having obtained line clear passes IBS (when not taken off)

in “ON” position the train run away indication appears at the Dispatching station

and train entering section indication appears at the receiving station, under such

circumstances no further train shall be allowed in the section till the said train

arrives completely at the receiving station i.e., station in advance, and its

complete arrival received at the receiving station i.e. station in rear supported by

Private Number treating the entire block section as single section.

V] If any train passes IB Signal at ‘ON’ position when there is a train in the Section

between IBS and the station ahead, the train run away indication will appear at

both receiving and Dispatching station. Under such circumstances SM in the

receiving station shall not turn the Block instrument to Line Clear position and

SM at sending station shall not take action to despatch the (3rd) train, unless the

2nd train which passes the IBS in the ‘ON’ position has actually arrived and its

complete arrival is verified by the receiving station.

VI] Permission button to be pressed for the run away train by break opening the seal

only after verifying that the last vehicle of the run away train has arrived in tact

and ensured by exchange of private number with the SM of the sending station.

In case of failure of Axle Counter equipment at the sending station, permission

button may also be pressed for normalizing the system only after verifying that

there is no train in the section and after duly exchanging Private number with the

SM of the sending station.

VII] Whenever a train run away indication appears when there is a train in the section,

no further train should be allowed in the section till resetting is done as per item

No.30.3 above.

VIII] Before any re-setting operation is done, the Dispatching station should advise the

receiving station giving details of the last train that has entered the section and

should ensure by exchanging of private number that the last train has arrived

complete at receiving station.

s] RUNNING OF MOTOR TROLLYS ON IBS ZONE.

While allowing motor trolleys/ 4 wheeler tower wagon/material trolley etc., entire

section between THY-DVD or DVD-GPT on which section motor trolleys / 4

wheeler tower wagon/material trolley in to be allowed shall be treated as one

block section and accordingly an authority on form No. T369 (3b) shall be issued

for passing IB signal at ‘ON’ position treating the IB working is suspended.

. Every Case of re-setting shall be entered in a register in the following proforma

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Date

and

time

Train No.

Last

entered

the block

section

Private No. of

station ahead

for Complete

Arrival of the

train Under

Col.2

Veeder

Counter No

Before

resetting

operation

completed

Train No.

Entering

Block

section

Immediat

ely after

the

resetting

operation

Re

mar

ks

Signature of

Dy. SS/SM

1

2

3

4

5

6

7

IX] If resetting is not possible under item as mentioned above, the system should be

treated as failed and train will work treating the entire section up to the Block

Station immediately ahead of the IBS Post as one block section as per

GR 3.75(4).

X] Action to be taken when a train passes Intermediate Block Stop Signal at ‘ON’

a) By SM of Block Station in advance of the Intermediate Block Stop signal

I] Shall not turn the Block Instrument commutator to “Line Closed” Position Unless

the complete arrival of the train which passed IBS at “ON” position is ensured,

without any exception even for such a train which leaves the rear station after

obtaining line clear and passes IBS at “ON” position, since there is a chance of

leaving a vehicle or vehicles in the Axle Counter area where the function of Axle

Counter also fail when IBS is passed at “ON” position.

II] In case the bottom needle of the SGE type block instrument is in its ‘Line closed’

position action should be taken to turn the block instrument comutator to ‘TOL’

Position vide BWM 5.16(2)(iv) and must not turn to “Line closed” and then to

“Line clear” position unless the train which had passed the “Intermediate Block

Stop Signal” in the ‘ON’ position arrives complete and its complete arrival is

verified.

b] By the SM of Block Station in rear of the intermediate Block Stop Signal must

ensure that last stop signal controlling entry of trains into the section between the

last stop signal and the intermediate Block Stop Signal is in its ‘ON’ position and

shall under no circumstances take ‘OFF’ or attempt to take ‘OFF’ the said last

Stop signal even if the Axle counter/Track circuit section from his block station

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up to and including the adequate distance beyond the Intermediate Block Stop

signal shows ‘clear’ unless the train which had passed the intermediate Block

Stop signal in the ‘ON’ position arrives complete the block station in advance and

its complete arrival is verified, and intimate the SM of the block station in

advance the number, description and the departure time of the last train

Dispatched from his block station under exchange of Private number.

c] By the SM of both the block stations in rear and in advance of the intermediate

Block Stop Signal.

I] After the complete arrival of the last train, according to the information received

vide sub-para (b) above, the SM of the block station in advance shall

communicate the same to the SM of the station in rear supported by a Private

Number which shall be acknowledged by the later by issuing Private Number.

Thereafter the SM of the dispatching station and the SM of the receiving station

shall operate the ‘Resetting ‘ and ‘reset’ panel respectively in conjunction. This

simultaneous operation will cause the ‘counter’ to ‘reset panel’ at the dispatching

station to illuminate who shall operate the push button which in turn will record

the next higher number in the counter.

II] The SM of the Block Station in advance shall then take steps to normalize the

block instrument.

It is to be noted that in terms of GR3.75 whenever intermediate block stop;

signal is at ‘on’ a driver must stop his train in rear of the signal and contact the

SM of the block Station in rear on the telephone provided on the signal post who

will authorize him to pass the signal in ‘ON’ position supported by Private

Number and identification number which were taken for the line clear from the

station in advance. If the telephone is not provided or is out of order, the driver,

after waiting for 5minutes shall pass it at “ON’ but he must report the failure to

the SM at the Block Station ahead after following the provision in GR.3.75(3).

This would mean that the driver shall either get an authority on telephone from

the station master or must report at the station ahead about the failure of the

telephone. If none of those provision are complied with, it should be taken as

breach of Block Rules.

t] a) In the event of failure of IBS signal in the “OFF” position or cannot resume to

“ON” position immediately after it has been passed by a train, the station master

controlling the signal shall take steps to put back the IBS signal to “ON” position

and treat IBS signal failed and train shall be dispatched treating entire section

between his station and station in advance as one Block section.

u] RUNNING OF MOTOR TROLLYS ON IBS ZONE:

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a] i) While allowing motor trolly/4 wheeler tower wagon/material trolley etc., entire

section between GPT-DVD shall be treated as one block section and shall be

issued T-369 [3B] for passing IBS at “ON” position.

ii) After the complete arrival of the said Motor Trolly/4 wheeler tower

wagon/material trolley etc., at the station ahead, Station Master at adjacent station

shall exchange Private Number in token of complete arrival and then shall resume

normal working by resetting the Axle Counter as stated in the SWR.

iii) Motor Trolleys shall not be allowed on following line clear.

NOTE:- Backing of train on the portion of line after passing the intermediate

Block Stop signal normally shall not be allowed, However, if it becomes

inevitable to back, such backing may be done with great caution as mentioned in

SR 3.75.04

SIGNAL POST TELEPHONE

A telephone socket (RE Type portable telephone kept with drivers) with a RED Press

button at the bottom is provided at the foot of each IB signal and is meant for driver to

contact the SM in rear by pressing the RED button. The driver of the train encountering

the IB signal at ‘ON’ position shall contact the station in rear to find out the occupancy or

otherwise of the block section ahead.

POWER SUPPLY AT IBS:

UP AT, DN AT & local Power supply is available at each IBS i.e DVD-THY. Auto

changeover switch is available only for AT supply. one mini IPS is provided at each IBS

for power back-up upto 3 hours.

.

:

1.1 Working of DK station , Halts, IBS , IBH at DVD station.

Nil

1.2 Rules for working of out lying sidings.

i) A National Thermal Power Corporation (NTPC) siding takes off from DVD yard

at THY end of the yard and is situated at a distance of __________ KM.

ii) The trains To & From siding are worked under Absolute Block system of working

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with manually operated multy aspect colour light signal.

iii) Token less block instrument are provided at DVD SSI cabin and the cabin at

NTPC siding at the entry of the siding at NTPC.

iv) The NTPC cabin is also equipped with SSI system of panel working with

manually operated multy aspect colour light signals.

v) The NPTC cabin is manned by station master (Retired) recruited by the NTPC

authority following the guide lines of the eligibility creative of the system adopted

by the railways to the extent of medical test stipulation and trains system of the

railways for all operating caders recruited by NTPC

Documents

Station Working Rules of DUVVADA EAST COAST RAILWAY