ࡱ> g XbjbjVV b2r<r<N]..#####$###P#$ #d/@////000qssssss$r|#;00;;##//(III;#/#/qI;qII /0 A>]<5tG0#04I6 80003Hl000;;;;000000000. N": @9SOUTH WESTERN RAILWAY BANGALORE DIVISION Station Working Rules: Date of Issue: 05-08-08 No. B.6 /WFD. Date on which brought into force: WHITEFIELD NOTE:- 1. These Rules supersedes the Station Working Rules B.6 dated: 25-01-2005. The Station Working Rules must be read in conjunction with General and Subsidiary Rules and Block Working Manual. These rules do not in any way supersede any rule in the above-mentioned books. These Station working Rules shall also be read in conjunction with the traction working instructions issued to suit 25 KV AC RE pertaining to this Station 1. STATION WORKING RULE DIAGRAM:- The enclosed Rule diagram based on Signalling Plan and P. Way Plan shows the signalling features, track circuited portions, names of the adjacent stations, the normal setting of points and other details pertaining to day-to-day working. Complete layout of the station yard, gradients, holding capacity of individual lines, distances of adjacent stations etc. are reproduced from the enclosed layout diagram. Rule Diagram No.(SBC/RD/WFD/6A/ALT-1Signalling Plan No(IPU 1151AP. Way Plan No(B/WFD/47.Layout diagram No(B/WFD/T/33 DESCRIPTION OF THE STATION:- GENERAL( LOCATION) WHITEFIELD with a code initials WFD is situated at a distance of 332.710 kms from CHENNAI CENTRAL on the JOLARPETTAI JN. - BANGALORE CITY JN. Broad Gauge, Electrified Section. This is a 'B' class station. Points and Signals are operated from the centralised control panel provided in the Station house. BLOCK STATIONS ON EITHER SIDE AND THEIR DISTANCES:- Devangonthi with code initials DKN at a distance of 7.68 Kms on the Bangarapet Junction side and Satellite Goods Terminal Whitefield, with code initials SGWF at a distance of 3.79 Kms on the Bangalore City Jn. Side are the adjacent block stations. There is no 'D' class station in either of the block section. SL.No.ADJACENT BLOCK STATIONCODEINTER DISTANCE.DIRECTION1.DEVANGONTHIDKN7.68 KmsUp BWT Jn. end2.SGWFSGWF3.79 KmsDown, SBC Jn. end BLOCK SECTION LIMITS ON EITHER SIDE OF THE STATION ON DIFFERENT DIRECTIONS: - WHITEFIELD DEVANGONTHI Block Section commences at the Up Advanced Starter signal No. 18 and the WHITEFIELD SGWF Block Section commences at the Down Advanced Starter signal No. 8. The Station Limits extend from the Up Distant Signal to the Down Distant Signal. Between stationsPoint from which the block section commencesPoint at which the block section ends.WHITEFIELD DEVANGONTHIUp Advanced Starter signal No.1 8 at DKN end on Up line. Block section limit board at DKN end of Down line.WHITEFIELD SGWFDown Advanced Starter signal No. 8 at SGWF end on Down line.Up outermost facing point No.67 at SGWF end on Up line.  GRADIENTS: - Sl. No.Direction FromToInter distance in metresGradientsectionUp running line towards DKNCentre line70.70m70.70m1 in 400 Falling towards BWTStation sectionUp running line towards DKN70.70m562.20m491.50m1 in 260 Falling towards BWTStation sectionUp running line towards DKN562.20m1119.20m557m1 in 105 Falling towards BWTStation/Block sectionUp running line towards DKN1119.20m1349.70m230.5mLevelBlock sectionUp running line towards DKN1349.70m1579.70m230m1 in 170 rising towards BWTBlock sectionUp running line towards DKN1579.70mB/section-1 in 110 rising towards BWTBlock sectionDown running line from DKNCentre line70.70m70.70m1 in 400 Falling towards BWTStation sectionDown running line from DKN70.70m562.20m491.50m1 in 260 Falling towards BWTStation sectionDown running line from DKN562.20m1119.20m557m1 in 105 Falling towards BWTStation/Block sectionDown running line from DKN1119.20m1402.20m283mLevelBlock sectionDown running line from DKN1402.20mB/section-1 in 208rising towards BWTBlock sectionLine towards FCIPoint No.51FCI siding-1 in 158 falling towards siding-Up & down running line towards SGWFCentre line350.75m350.75m1 in 400 rising towards SBCStation sectionUp & down running line towards SGWF350.75m917.82m567.07m1 in 260 rising towards SBCStation sectionUp & down running line towards SGWF917.82mB/section-1 in 100 rising towards SBCStation sectionDown running line towards SGT/ICDPoint No.65Towards SGT/ICD-1 in 182 rising towards SGT- For further details of the gradients, the enclosed P.Way layout diagram may be referred. NOTE: 1)Infringing gradient of 1 in 260 at MAS end condoned by ACRS vide his letter No.889 dated 13.8.1962. 2)Infringing gradient of 1 in 260 between Km 333/1-2 and 333/8-9 at SBC end sanctioned by CRS/SBC vide letter No.1592 of 31.08.82. LAYOUT: A There are six running lines out of which Road-5 and 6 are meant for goods trains only. Island platforms between Road-1 & 2 and between Road-3 & 4 are provided. Office of the Station Master is situated on the island platform between Roads-1 & 2. B The tower wagon shed siding takes off from Down main line at Point No.52A at BWT end and isolated from running line by Trap Point No.52B. C FCI siding takes off from the tower wagon shed siding at Point No.51A and isolated from the running line by normal setting of point No.51B. The FCI siding is also connected to Roads-5 & 6 at Point No.58/59 and isolated by normal setting of Trap Point No.57. D The line leading to Satellite Goods Terminal Yard (SGT / ICD) siding is an extension of Road-5 at Bangalore City end and is isolated by the Trap Point No.65. E Sand humps are provided on either end of Road-1. F Buffer end is provided at SBC end on Road-4 Replaced Page No.4 2.5.1RUNNING LINES, DIRECTION OF MOVEMENT AND HOLDING CAPACITY. Running Lines.Direction of Movement.Holding CapacityLength (CSR)Type of PFLength of PFRoad-1Reception & despatch of Up and Down trains70 V + E + IC + 7% 692.3mHL 420 mRoad-2Reception & despatch of Up and Down trains 70 V + E + IC + 7% 699.3mHL 420 mRoad-3Reception & despatch of Up and Down trains70 V + E + IC + 7% (671.6mHL 420 mRoad-4 Reception & despatch of Up and Down trains70 V + E + IC + 7% 663.3mHL 420 mRoad-5Reception & despatch of Up and Down trains (Goods) 70 V + E + IC + 7% 678.6m--Road-6 Reception & despatch of Up and Down trains (Goods)70 V + E + IC + 7% 678.6--2.5.2 NON RUNNING LINES:- FCI Siding Tower wagon Siding. 2.5.3 ANY SPECIAL FEATURES IN THE LAYOUT:- . NIL 2.6 LEVEL CROSSINGS: - LC No. Class Dept.LocationTypeNormal PositionWhether InterlockedProvision of Tele-phoneTVU & dateLC No. 130 Spl Engg.330/200-300 WFD-DKNLifting BarrierOpen to road trafficInter locked Provided108206 of Nov.06LC No. 131* Spl Traffic332/000-100 WFD YardLifting BarrierOpen to road trafficInter locked Provided81088 of Nov.06 NOTE: - 1) * LC.No.131 includes the interlocked LC gate on the main line as well as the non-interlocked LC gate on the line leading to FCI gate. 2) Station staff shall promptly attend to the telephone call from the LC gate without fail as any call could also be for reporting any emergency. SYSTEM AND MEANS OF WORKING: SYSTEM OF WORKING: The Absolute Block System on WFD-DKN & WFD-SGWF block sections are in force at this station. MEANS OF WORKING: -Double line Modified SGE lock and Block Instruments provided in SMs office for WFD-DKN & WFD-SGWF block section Only the Station Master on duty shall operate the Block instruments / Block Telephone / SPT / Panel for train movements and the instruments shall be kept locked after each operation and the keys being kept in his personal custody. The SM shall operate block instrument in the manner laid down in BWM, he shall maintain train signal register (TSR) and make entries instantly and sign against each such entry. The off aspect of the Advanced Starter signal constitutes the authority to proceed for the Loco pilot of the departing train to enter into the Block Section ahead. Up and Down Advanced Starter signals are the last stop signals and they are inter locked with respective Block Instruments. The Advanced Starter signal can be taken `OFF only when line clear has been obtained through the block instrument pertaining to the Block Section in advance. CUSTODY OF KEYS The following keys shall normally be kept in the personal/safe custody of the station Master on duty. SM's key of block instruments. SMs keys of double key lock on the block instruments. Padlock keys of point clamps. Padlock keys of safety chains. SMs key of the double key lock pertaining to relay room. Control panel key. g) keys of point machine lid cover lock and Crank Handle release lock. Keys pertaining to telephones connected to SPT. i) Padlock Keys of box containing the Emergency gate key of LC No. 131 at KM. 332/000-100 and LC No.132 at km.333/000-100 The above keys except item No. a, f and h shall normally be kept in the glass fronted key case provided in the Station House. The glass fronted case must always be kept closed locked and the key of the case along with keys referred vide item (a) (f) and (h) shall be kept in the personal custody of the duty Station Master. SYSTEM OF SIGNALLING AND INTERLOCKING This station is provided with Panel Interlocking set to standard-III Multiple Aspect Colour Light Signalling arrangements (Operated from the panel) with Distant, Home, Starter and Advanced Starter signals in each direction. Inner Distant is provided in the down direction. The entire yard is track circuited, Calling-on-Signal & SPTs are provided below Up & Down Home signals, Crank Handles are provided in the station house. Shunt signals, Motor operated points, Counters for Calling-on signal, route cancellation, emergency calling-on route cancellation, are also provided. (See Appendix `B for details). CUSTODY OF RELAY ROOM KEY AND PROCEDURE FOR ITS HANDING OVER AND TAKING OVER BETWEEN STATION MASTER AND S& T MAINTENANCE STAFF: - The Relay Room is provided with a double key lock. One key is to be retained by the Station Master on duty and the other key by the TECH.ES/JE/SE/Sig. Whenever it is required to open the relay room, the TECH.ES/JE/SE/Sig shall requisite the key from the SM on duty, duly filling in the relevant columns of the Relay Room key register maintained at the Station. The SM on duty shall hand over the key to the TECH.ES/JE/SE/Sig. After the work in the Relay Room is completed, the Room shall be locked with double lock which shall be ensured by Duty Station Master. The key shall be returned to the SM on duty, duly completing the entries in the relay room key register. The Relay Room key register shall contain the following columns:- 1) Time and Date of key requisition. 2) Purpose for which the key is required i.e. attending to failure, routine maintenance etc. 3) Whether the work in the relay room will affect the normal working of points, signals, block instruments etc., 4) Signature, name and designation of the TECH.ES/JE/SE/Sig requesting the key. 5) Signature of the SM on duty with time. 6) Time and Date of Returning the key to the SM on duty after locking the room properly with both the keys. 7) Remarks regarding normal working of the points, signals, block instruments etc., 8) Signature, Name and Designation of the TECH.ES/JE/SE/Sig returning the key. 9) Signature of the SM on duty receiving the key with time after duly ensuring that the room is locked properly with both the keys. 10) Remarks. If an endorsement is made in the Relay Room Key Register by TECH.ES/JE/SE/Sig that the work will affect normal working of points/signals/block working etc., the Station Master shall obtain Form. No. S & T (T/351). from TECH.ES/JE/SE/Sig and the relevant provisions of GR/SR 3.68 to 3.70 are to be followed for train/shunt movements. When no such endorsement is made, he shall sign in Form S&T/MR and follow the normal procedure for dealing trains. NOTE:- The SM on duty shall not hand over the key to TECH.ES/JE/SE (Sigg) immediately after an accident involving points/signals/interlocking etc., at the station until after fully satisfying that the necessary readings have been recorded by the competent official(s). POWER SUPPLY: 4.3.1 Power supply to the signalling installations is drawn from: (i) Down Auxiliary Transformer (Dn.AT) (ii) Up Auxiliary Transformer (UP AT) (iii) Karnataka Power Transmission Corporation Limited (KPTCL) 4.3.2 The power selection board is provided in the duty SMs Office. The board has a rotary selection switch, miniature circuit breakers (MCBs) with illuminated indicators. 4.3.3 The rotary switch has four positions viz., (i) Up AT (ii) Down AT (iii) KPTCL (iv) Off. Lamp indicators are provided for (i), (ii) & (iii) positions to indicate availability of power from the corresponding source of supply. 4.3.4 The rotary switch shall normally be kept according to following time schedule. First and third week of the month Up AT Second week and remaining days of the month Dn AT It shall be turned to KPTCL in case of failure of supply from both Up and Down ATs. 4.3.5 Failure of power from the available source of supply is indicated by sounding of bell and appearance of red light below the `P-ACK' button on the panel. The SM on duty shall then press the `P-ACK' button to stop the bell. The red light continuously to glow till the power is extended to the signalling installations. After pressing the button the SM shall check whether the concerned MCB has tripped. If so it shall be normalised by bringing its lever to upwards position. This extends the supply from the same source if power is available in that source. If there is no power or if the MCB trips repeatedly SM shall extend the supply from the next available preferential source as indicated in Para 4.3.3 above by turning the rotary switch to the required position. This again caused the bell to ring. Simultaneously the red light indication below the `P-ACK' button disappears. SM shall press the button to stop the bell. 4.3..6 In the event of tripping of all MCBs again and again and no power is forth coming, it shall be considered as total power failure and train services shall be dealt as per the provisions of SR 8.03 (ii) (a). Since the signal happens to be blank, a competent Railway Servant shall be deputed to prewarn the Loco pilot of the incoming train, if any. Line clear shall not be given unless the SM has initiated action in terms of GRs and SRs 3.69 to 3.70. 4.3.7 When one or both the AT supplies resume the rotary switch shall be turned to the preferential source as detailed in Para 4.3.3. 4.3.8 A voltmeter is provided above the control panel to indicate the Voltage of power supply. There are 2 red bands painted on the face of this voltmeter. When the needle of the voltmeter move above the upper red band or below the lower red band. It shall be considered that the power supply is unsuitable. SM shall then extend supply from the next source as detailed in Para 4.3.4. TELECOMMUNICATION: Magneto telephone communication is provided in addition to Block Telephone, Railway auto Phone, BSNL phone, Control telephone and VHF, as detailed in Appendix B .. SYSTEM OF TRAIN WORKING: DUTIES OF TRAIN WORKING STAFF: - Duties of train working Staff are detailed in Appendix- D. TRAIN WORKING STAFF IN EACH SHIFT: - The Station Manager will be in charge of this station, in addition the Train working staff in each shift as per the approved roster. a)A Station Master on duty, assisted by one pointsman and shunting staff at station. b)One gatemen each at LC No. 131 at Km 332/000-100 & LC No.132 at km.333/000-100. 6.1.2 RESPONSIBILITY OF ASCERTAINING CLEARANCE OF THE LINES AND ZONES OF RESPONSIBILITY: - The Station Master on duty is responsible to ensure that the line/route is clear and free from obstruction up to the adequate distance before clearing the reception and/or despatch signals by observing the indications on the Control Panel. During failure, he shall personally ensure this by physical observation of the required length of the track. Before allowing any non-signalled move, the Station Master should ensure that all the points on the required route should be clamped & padlocked and the padlock key is kept in his personal custody. After any non signalled move has taken place over a point operated by an electric point machine whether in facing or trailing direction, the Station Master on duty shall operate the point for normal and reverse setting for the purpose of testing the points. After the SM has ensured that indication regarding the normal and reverse setting are correctly available and then only further movements may be permitted over the points. 6.1.3 ASSURANCE OF STAFF IN THE ASSURANCE REGISTER: - . Every train passing staff posted newly at the station or leave reserve staff at the station or regular staff who has resumed his duties after more than 15 days absence must go through Station Working Rules in force and give assurance in the prescribed Assurance Register {SR 5.06 (i)}. CONDITIONS FOR GRANTING LINE CLEAR (GR 8.03): The line shall not be considered clear and line clear shall not be granted unless The whole of the last preceding train has arrived complete and berthed within the starter signals / Stop boards. All relevant signals have been put back to 'ON' behind the said train and ensure that the signal lights are burning bright. In the case of home signal is blank, the station master shall also advise the SM in rear about the condition of the signal and to issue caution order to the approaching train to be vigilant and stop at the home signal. The SM shall also depute a competent Railway Servant at the foot of the concerned home signal with hand signals and detonators (Provisions contained in GR 3.49, 3.71 and 3.74 and SRs thereunder shall be strictly adhered to by both SM and Loco pilots). The line is clear of trains; Up to the block section limit board in case of Down train from DKN. Up to the outer most facing Point No.67 in case of Up train from SGWF. In case of down train the Station Master on duty shall advise the gateman of Engineering LC No. 130 at KM 330/200-300 about the train details like train no, description, direction of movement, probable time of departure from DKN as detailed in Appendix A. d) The Block Proving Axle Counter (BPAC) pertaining to the block section in rear should show clear indication before granting line clear. ANY SPECIAL CONDITIONS TO BE OBSERVED WHILE RECEIVING OR DESPATCHING A TRAIN: - Setting of points against blocked line: - This station is provided with centralised panel for operations of points and signals. Points and signals are operated individually by point knobs and signal knobs. As soon as a line is blocked by a trains or vehicles, points leading to the line at both ends shall be set against the line and line blocked caps used on the individual point knobs leading to the line as per para 7.2. Reception of train on blocked line: - Whenever trains are being received on an obstructed road/blocked line on calling-on signal the following procedures are to be complied with: If possible intimate the Loco pilot through the SM of the rear station. Ensure that the line is clear and free from obstruction up to the point of obstruction on the intended reception line . Ensure all the points over which the train has to pass are correctly set. Ensure that no conflicting movement is permitted. Ensure closure of LC on the route. Ensure that a stop hand signal is exhibited at a distance of not less than 45 mts. from the point of obstruction. During the failure of Calling-on signal, in addition to the above, ensure that the calling-on signal knob is turned to reverse while receiving the train on SPT/T 509 to avoid block failure. Station Master shall also personally ensure that all the points over which the train has to pass are correctly set, clamped, padlocked and the padlock keys are kept with the SM on duty. If the train is received on Signal Post Telephone the SM shall ensure that the condition indicated above (i.e. a to f) is fulfilled and give a message to the Loco pilot through SPT. The Loco pilot shall record the message in his rough journal and pass the signal at ON. The SM shall record the message in the Train signal register below the entry for that train. ABSTRACT MESSAGE Date: Time: To the Loco pilot of Train NoDescriptionUp/Down You are authorised to pass the up/down home signal Noat 'ON' position cautiously at a speed not exceeding 10 kmph. and come to Road No. (in figures and words) which is obstructed. You shall bring your train to a halt at the facing points leading to the reception line or well short of obstruction which ever is approached first and await for hand signal for further movement. My private number is (in figure) .(in words) Note: During the failure of Calling-on signal and SPT and when the train has to be received on an obstructed line. The train shall be piloted by issuing Form T/509 and SM shall ensure that all the points over which the train has to pass are correctly set, clamped, padlocked and padlock keys are kept with him. Reception of train on non-signalled line: -N/A. Despatch of train from non-signalled line: -N/A. Despatch of train from line provided with common Starter Signal: - N/A. Any other special conditions should be mentioned giving reference to the GR & SR: - For a stopping train, approach signals shall not be taken off earlier than 5 minutes before the probable arrival of the train. For a stopping train, despatch signals shall not be taken off earlier than 3 minutes before the probable departure of the train and despatch signal should be cleared only when the train is ready in all respects. For a run through train despatch and approach signals shall not be taken OFF earlier than 7 minutes, before the probable passage of the train. CONDITIONS FOR TAKING OFF APPROACH SIGNALS:- The Station Master on duty before taking `OFF the reception signal shall ensure that the line on which the train is to be received is clear and free from obstruction up to the adequate distance as detailed below: ADEQUATE DISTANCE:- I. The adequate distance required for clearing the Home signal is reckoned as follows:-  AUTONUM \* Arabic Up Train on Road-1(a)Up to the sand hump with Point No.56 Normal..(b)225 metres from Up starter No. 19 Up to the end of 53T with Point No. 56 Reverse,53 Normal AUTONUM \* Arabic Up Train on Road-2225 Mts. from Up Starter No. 20 up to end of track 53T with point No.53 & 56 normal AUTONUM \* Arabic Up train on Road-3From Up Starter No.21 up to the end of track 55BT with Point No.53, 54 and 55 Normal. AUTONUM \* Arabic Up train on Road-4182 Mts. from Up Starter No.22 up to the end of track 55BT with Point No.54 Reverse and 53 & 55 Normal. AUTONUM \* Arabic Up goods train on Road-5186.5 mts from Up starter No.23 to the to the end of track 55AT with Point No. 59,57, 55 Normal and 58 reverse6Up goods train on Road-6186.5 mts from Up starter No.24 to the end of track No.55 AT with Point No.59 Reverse 55, 57 and 58 Normal.7Down train on Road-1a)Up to the sand hump with point No.61 Normal.b) 200 mts. From Down starter No. 7 is up to 7T with point Nos. 67 & 68 Normal and 61 Reverse8Down train on road-2200 mts from Down starter No.6 to the end of track 7T with Points 67 61 and 68 Normal9Down train on road-3271 mts from Down starter No.5 is up to end of track 66BT with points No. 66 & 60 Normal10Down train on road-4271 mts from Down starter No.4 is up to end of track 66AT with point No. 60. 63, 64 & 66 Normal.11Down train on road-5166.7 mts from down starter No.3 up to the end of track 64T with .point no.62,64 63& trap point 65 Normal .12Down train on road-6166.7 mts from down starter No. 2 up to the end of track 64T with point No.62 Reverse, 64,63 & trap point 65 Normal. II. The adequate distance required for clearing the Calling-on signal is up to the point of obstruction on the route or without detecting the points in the overlap are reckoned as under:- Up train on Road-1Up to the Starter No. 19. Up train on Road-2Up to the Starter No. 20. Up train on Road-3Up to the Starter No. 21. Up train on Road-4Up to the Starter No. 22 Up train on Road-5Up to the Starter No. 23. Up train on Road-6Up to the Starter No. 24. Down train on Road-1Up to the Starter No. 7. Down train on Road-2Up to the Starter No. 6 Down train on Road-3Up to the Starter No. 5Down train on Road-4Up to the Starter No. 4Down train on Road-5Up to the Starter No. 3Down train on Road-6Up to the Starter No. 2 Note: Signal No. 18/1D as Up Advanced starter of WFD station cum Up gate distant signal for LC No. 130 at KM 330/200-300 as a combined signal. The Up Distant signal of this station is combined with up Advanced starter of SGWF Cabin. This has the approval of CRS/SBC under the provision of GR 3.07 (7). 6.4.3 The Station Master on duty shall also ensure that LC No. 131 at KM. 332/000-100 and LC no.132 at km.333/000-100 are closed and locked against road traffic before authorising the reception of an up or down train. 6.4.4 The Station Master on duty, after granting line clear, shall decide the line on which train is to be received, ensure that the line including the adequate distance is clear and free from obstruction, set and lock the route and take off the relevant reception signals by operating the appropriate knob on the panel and check up that the correct signals are taken off by observing their indications on the panel diagram. RESPONSIBILITY OF STATION MASTER FOR RESTORATION OF SIGNALS: - Station Master on duty should ensure that signal is put back to ON after the passage of every train as per GR 3.36.2 (b) SIMULTANEOUS RECEPTION/DESPATCH, CROSSING AND PRECEDENCE OF TRAINS:- The following simultaneous reception facilities are available at this station: a) While receiving an up train from SGWF on Road-1/2 with points No.53 Normal a Down train can be received from DKN on Road-4 and a down train can be despatched from Road-3 to SGWF. b) While receiving an up train on Road-1 with points No.56 Normal, a Down train can be received on Road-3 or 4 or 5 or 6 with points 66, 67 and 68 normal and an up train can be despatched from Road-2.. c) While receiving an Up train from SGWF on Road-1 with points No.56 Normal, another up train can be despatched from Road Nos. 2 or 3 or 4 or 5 or 6. d) While receiving a down train from DKN on Road No. 1 or 2, another down train can be despatched from road No. 3 or 4 or 5 or 6. e) While receiving a down train from DKN on Road No. 4 with point No. 66 Normal another down train can be despatched from road No. 1 or 2 or 3. f) While receiving a down train from DKN on Road No. 5 or 6 with Point No. 63 & 64 Normal, another down train can be despatched from road No. 1 or 2 or 3 or 4. While giving precedence, as far as practicable the first arriving train shall be received on the loop line and the second train permitted to run through on main line. COMPLETE ARRIVAL OF TRAINS:- Station Master shall ensure the complete arrival of run through train by observing tail board/tail lamp during day/night. If he observes that the train has passed the station without Tail Board or Tail lamp as the case may be he should not close the block section till such time complete arrival has been ensured. Trains running in the opposite direction shall also be stopped and issued with caution order to the Loco pilot and guard of the train to proceed cautiously and stop short of any obstruction. (Ref: - GR 4.16 & 4.17 and SRs there under). In case of stopping trains, if the train is berthed in such a way that the SM cannot see the Tail Board/Tail lamp, the Guard of the train is responsible for indicating the complete arrival of the train to the SM on duty by waving his arm four times over head from side to side during day and by waving a white light in similar manner during night. The SM on duty shall acknowledge this in the same manner {SR 14.10 (ii)}. 6.5.3 If the on duty SM is not able to verify the complete arrival of the train, communication shall be established after due identification with the guard of the train on walkie-talkie and guard shall ensure that the train has arrived safe and complete inside the fouling mark and give a private number along with his name and train number. This shall be recorded by the SM in the train signals register against the entry for the train in the remarks column. The SM on duty shall give his PN in acknowledgement. This PN given by the SM shall be recorded by the guard in his rough journal book. 6.5.4 Due to some reason if the duty Station Master is unable to exchange the complete arrival signal with the guard of a stopping train or if he is not able to contact the guard on the walkie talkie and ensure the complete arrival by exchanging PN, he shall depute the Competent Railway Servant to obtain the signature of the guard in the Train intact arrival register (T/1410) maintained for this purpose as an assurance for the complete arrival of the train with in the fouling mark before clearing the block section. If there is no guard, SM shall personally ensure the complete arrival of train and the clearance of the track [(S.R. 14.10 (iv) (a)]. The concerned block section BPAC should show clear indication, before clearing the section . DESPATCH OF TRAINS :- 6.6.1 When everything is ready and the train is to be despatched the Station Master on duty shall obtain line clear and ensure that in case of an up train the traffic LC gate No. 131 at Km 332/000-000 is closed and locked against the road traffic and also advise the gateman of engineering LC No. 130 at Km 330/200-300 and LC NO.132 at km,333/000-100 about the train details like train No., description, direction of the movement, probable time of departure from WFD and ask him to close the LC gate and clear the relevant gate signal in time as detailed in Appendix A. 6.6.2 He shall ensure that the despatch route is clear and free from obstruction and set the points for the concerned route and issue caution order if any to the Loco pilot and Guard of the train and then take off relevant despatch signals by operating the concerned signal knobs. After ensuring that correct despatch signals are taken off, he shall authorise the train to depart. Note: SM shall ensure that the BPAC for the concerned block section is showing clear indication before applying for line clear. If the BPAC does not show clear, necessary action should be taken for resetting the BPAC as indicated in the Appendix (refer rule 7.2.1 of BWM 2006 of SWRly). If the resetting operation of BPAC also fails, it should be treated as block failure and action taken accordingly. 6.6.3 The OFF aspect of concerned Advanced Starter is the Normal authority for the Loco pilot to enter in to the block section in Advance. TRAINS RUNNING THROUGH:- 6.7.1 The rules for reception and despatch of trains shall apply co-jointly for run through trains. The signalling arrangements permit Run through of Up trains on Road No. 1 & 2 and Down trains on road No. 3 & 4, however Run through trains shall normally be dealt with on the respective main lines. Note: i) No run through of trains is permitted on wrong direction lines i.e., down train on Road-1 or 2 and up train on Road 3 & 4. ii) No run through is permitted for Up and Down trains on Road No. 5 and 6. 6.7.2 Trains carrying ISMD loads shall normally be dealt with on main line or on non-platform line as the case warrants. WORKING IN CASE OF FAILURES: - FAILURE OF TRACK-CIRCUITS, POINTS/SIGNALS During failure of track circuiting arrangements, or signals or points from the control panel, the duty Station Master, shall personally ensure that the line on which the movement is to be carried out is clear and free from obstruction, and that all efforts taken in accordance with the provision contained in GR/SR 3.68 to 3.70. During failure of Home Signal and Calling-on signal trains can be dealt on SPT. During the failure of SPT, trains should be dealt on Form T/369 (-3b). Station Master shall ensure clamping and padlocking of relevant points and maintaining isolation from other lines duly keeping the trap/points in required position. If a point fails to set properly and if the point cannot be set from the panel, the Station Master on duty must personally set and clamp the points to the required position by means of the point crank handle as detailed in Para B.4. The Station Master can operate the concerned signals for the reception or despatch of the train, after replacing the crank handle in the electrical key instrument. If the signal fails to respond properly, the Station Master must arrange to deal the train in accordance with provisions contained in GRs 3.68 to 3.70 and the subsidiary rules there under. If the points set correctly in one position and fails to set in the other position, it is possible that there is some obstruction between the stock and the switch rails. By operating the points repeatedly for about three or four times, this obstruction may be removed. If not by deputing a competent railway servant who will do so. Even in spite of this, the point fails to set correctly, then the point crank handle must be used. In the event of failure of a point repeat indication on the panel the following action has to be taken by the duty Station Master. The concerned point and signal knob shall be operated even if the point repeat indication is not available. If the signal gets cleared, the train shall be received under normal course on signals. If the signal fails to respond the SM shall operate point knobs repeatedly for about three or four times, even after this if the point indication does not appear, the SM shall depute the Points man/TRH to the point to remove the obstruction if any who shall do so. Even after this if the signal fails to respond, it should be treated as a case of signal failure and the train shall be dealt strictly according to the relevant provisions contained in GR/SR 3.68 to 3.70. FAILURE OF HOME SIGNAL During the failure of Home signal, the train shall be received on Calling-on signal(See Para B.10 for details ). If the Calling-on signal also fails, the train should be received using SPT. (See Para B.11 for details ). If the signal post telephone also fails, the SM on duty shall arrange to receive the train on Form T/369 (-3b). Whenever the trains are received on SPT or on Form T/369 (-3b), the SM shall ensure the correct setting of relevant points, clamp and padlock, all the point on which the train will be received. and depute a points man/TRH to pilot the train with Form T/369 (-3b) and caution orders to be delivered at the foot of the Home signal and authorise the Loco pilot to pass the home signal at "ON". Whenever the trains are being received through SPT or Written on Form T/369 (-3b) due to failure of home signal, the home signal knob shall be turned to `R' position to avoid block failure. However, if the home signal failure is due to track circuit failure (other than berthing track), or due to the partial failure of the points (N or R), the home signal knob should not be turned to `R' position, even though it causes block failure. This is to avoid serious repercussions of the route getting locked. FAILURE OF STARTER SIGNAL: During failure of starter signal, trains shall be despatched duly issuing written authority in Form T/369-(3b) and a caution order to the Loco pilots. Proceed hand signal shall invariably be exhibited at the foot of the starter signal after ensuring correct setting of the points duly clamping and padlocking of all the concerned points. FAILURE OF ADVANCED STARTER SIGNAL (LSS) : During failure of this signal line clear shall be obtained on the block instrument, trains shall be despatched duly issuing the Form T/369-(3b) with endorsement and PN obtained from the SM at the other end of the block section . FAILURE OF SHUNT SIGNAL: - During failure of shunt signal the shunt movement shall be carried out duly issuing T.370 to the Loco pilot and showing proceed hand signal at the foot of the failed signal duly ensuring correct setting, clamping and padlocking of all the points on the route. FAILURE OF BLOCK INSTRUMENT: - During Block Instrument failure / suspension, the train shall be started duly issuing appropriate PLCT. Note: - Independent LCT book duly stamped should be kept for each Block Instrument. Note: - All cases of such failures must be reported immediately to the TECH.ES/JE/SE/Sig of the section for immediate rectification duly issuing a message. PROVISIONS FOR WORKING OF TROLLEY/MOTOR TROLLEYS/MATERIAL LORRIES: -. Un-insulated trolley/lorry etc. should not be permitted on the track circuited lines. Whenever a insulated trolley/lorry etc, is allowed to work the Station Master on duty shall ensure that the track is clear of such vehicles before clearing the signals for a train or before operating the points as the trolley/lorry/motor trolley may fail to actuate the track circuit. The official-in-charge of Trolley/Lorry etc. shall advise the Station Master on duty in writing before placing the vehicle on line and immediately after clearing it from the line Block working shall be suspended and LCT shall be issued as an authority to work in the Block Section. Block instrument working can be resumed by SM at either end of the Block Section after trolley/lorry/motor trolley clear the section. Signals except Advanced Starter signal shall be cleared for movement of trolley/lorry/motor trolley when worked as train. NOTE:- (1) Insulated trolley/lorry/motor trolley do not actuate the track circuit. If the signal is cleared for reception/despatch, the route for the same should not be altered until the movement is completed. (2) Trolley/lorry caps should be used without fail, whenever the trolley/lorry are allowed to enter the Block Section. (3) Before permitting a trolley/lorry the SM on duty shall obtain a certificate on the trolley/lorry notice itself from the official-in-charge to the effect that the trolley/lorry is insulated. BLOCKING OF LINES:- Whenever a running line is blocked/obstructed for any purpose, the points at both the ends of the line should be set against the line except when shunting is required to be done on that line. No movement should be permitted on to a line occupied by a train/vehicle carrying passengers except when shunting is required to be done on that train/vehicle or for attaching an engine to that train/vehicle. Whenever a running line is blocked/obstructed Line Blocked safety caps should be placed on the relevant knobs, as mentioned below to serve as a reminder to the SM on duty. Immediately when the line is clear again, the caps should be removed from the point knobs and kept safe. Road which is blockedPoint knob Nos. and their position on which the caps are to be placed. Road-161N, 56NRoad-261R, 56R Road-354R, 66RRoad-454N, 66NRoad-558N, 64NRoad-662N, 59N NOTE: Line blocked caps shall always be placed on the knob 69, 70 & 71 except when shunting is to be allowed on SGT/ICD siding. The Station Master on duty shall see that train/vehicles standing at the Station are properly secured so as to prevent them from gaining momentum. Vehicles/Wagons should be coupled together and brakes applied. The vehicles should be kept well within the starters/Fouling Mark. Safety chains should be used to secure the vehicle/ wagons. Note: Whenever main lines are blocked a live engine has to be attached on the train/vehicle. Before uncoupling one or more wagons/vehicles fitted with roller bearing to be stabled on a running line, all the hand brakes should be applied. Skids should also be used to prevent such units from rolling down. When vehicles are stabled on running lines, the SM on duty shall ensure that the points at either end of the obstructed line are set against the line. Clamped and padlocked and the padlock key retained in his personal custody. Whenever a running line is blocked / obstructed by any vehicles allowed to remain on the line for some length of time, a clear remark in RED ink should be made immediately in the train signal registers indicating the time and the number of the line on which the vehicle is detained. A record of the blocking of the line shall be made in the Station Diary also. When the obstruction is removed and the running line is clear again, the time at which the vehicle was removed and the running line cleared should be indicated in the train signal register and the Station Diary. Before detaching the engine from a train carrying the passengers, the hand brake in the guards brake van in rear and in the additional brake van, if any, on the formation shall be securely screwed down. Hand brake, if any, provided on any of the coaching vehicles, like inspection carriage shall also be applied. The wooden wedges/skids shall be placed under the farther most wheels of the formation and safety chains are also used to secure the vehicles. The guard, after satisfying himself the train is braked as required, then shall show green hand signal to the Loco pilot and only on seeing the guards signal the Loco pilot shall detach the engine or permit the engine to be detached from the train. The train must remain braked until the engine is attached to the train. Whenever wagons/vehicles/trains are stabled it should be secured as follows. i) If the train engine is to be detached, the guard of the train shall ensure that the van brake and the hand brake of at least six vehicles next to brake van are put on. The Loco pilot shall ensure that the hand brakes of at least 6 (six) vehicles next to the engine also are put on, if after detaching the engine the brake van also is to be detached, the guard shall ensure that the hand brakes of at least 6(six) more vehicles are put on before detaching the brake van. In addition they shall also be secured with safety chain fastened to the rails and padlocked to prevent them from getting out of control and rolling down. The brakes shall not be released until the engine has been attached to the formation. ii) The guard after satisfying himself that the train is secured as required, show green hand signal to the Loco pilot, Only on seeing the guards signal the Loco pilot may detach the engine or permit the engine to be detached from the train. The train must remain so braked until the engine is attached to the train again. iii) If the number of vehicles is less than six, all the hand brakes should be applied. While handing/taking over charge the outgoing/incoming Station Master should promptly record in the Station Diary and TSR in Red ink the number of the running line(s) obstructed. The relevant instructions contained in SR 5.01, GRs 5.19 and 5.23 and SRs there under should be strictly adhered to by all staff concerned. The Snag Dead ends should not be obstructed for any purpose, when it has become obstructed it shall cease to be a substitute for the adequate distance. Safety Caps: - With a view to ensure safety in working Safety Caps are provided under the custody of duty Station Master, which shall be fixed on signal knob/point knobs/Route (Exit) buttons, when the line/Route governed by them is occupied or otherwise obstructed. [(Refer S.R. 5.19 (iii) (a) (b) and (c) for different type of safety caps and their use)]. The relevant instructions contained in SR 5.01, GRs 5.19 and 5.23 and SRs there under should be strictly adhered to by all staff concerned. 8. SHUNTING:- General precautions: - (a) For shunt movement at this station, the duty SM shall give due consideration to the train services in this section and carryout shunt movements on Shunt signals and by taking off starter signals as per the case. The Station Master shall see that the shunting of trains or vehicles are carried out only at such time and in such a manner, which will not involve danger. The guard of the train shall supervise all shunting operations involving full trains and stabling of materials/departmental trains. The guard under the instructions of the SM will supervise other shunting. In the absence of the guard, the SM shall supervise shunting. NOTE: -As required by CRS/SC/SBC The trains should not be drawn up to the last stop signal & held in steep gradient (steeper than 1 in 400) in order to clear the reception line for giving permission to approach to the following train. No shunting beyond outermost points on the steep gradient side should be allowed unless a locomotive is attached at the lower end of the load from the point of view of gradient. Shunting in the face of an approaching train: -Shunting in the face of an approaching train is strictly prohibited at this station. Prohibition of shunting, special features if any: - Hand shunting/loose shunting of vehicles/wagons at this station is strictly prohibited. While performing shunting at falling end of the yard, it should be ensured that an engine is attached at the falling side of the gradient to prevent vehicles escaping into the block section. When ever vehicles are left on the running line, the person in charge of shunting shall ensure that they are coupled together, brakes of brake van and those of at least 6 vehicles at both ends, are applied, skids are placed and safety chains are used to prevent the vehicles from gaining momentum Shunting on single line: - N/A. Shunting on Double line: - Shunting on Up/Down line between starters and Advanced Starter shall be carried out, by taking off the concerned Starter signal duly issuing form T/806. Where ever Shunt signals are provided, the same should be used for shunt movements. Note: the issue of form T/806 shall be dispensed with when the shunt movements are carried out by using shunt signals for both forward and return movements. Shunting beyond Advanced starter shall be carried out on "Block-forward" procedure issuing the shunting order Form T/806 along with shunt key. Shunting on the Up line in advance of BSLB or Shunting on the Down line in advance of top point No. 65B shall be carried out on `Block-back' procedure issuing Shunting order form T/806 to the Loco pilot and shunting performed on hand signals. PROCEDURE FOR SHUNTING DURING FAILURE OF SHUNT KEY: - When the shunt key cannot be extracted and shunting has to be performed necessarily, SM shall adhere to the instruction as detailed in SR 8.15 ( i ) of GRS. SHUNTING DURING SUSPENSION OF BLOCK INSTRUMENT: - When shunting has to be performed at that end of the block section over which block instrument working has been suspended, the Station Master shall adhere to the instructions as detailed in SR 8.15 ( i ) of GRS. Shunting in the siding: - Shunting in FCI siding All locally worked points in the siding shall be set correctly and the facing points locked using cotter and bolt. Entry into / from the sidings and Road-1 to 6 are controlled by the respective shunt signals. 8.6.2 The person in-charge of shunting shall ensure that no road vehicle is obstructing the level crossing when permitting shunt movements to pass the level crossing on hand signals. 8.6.3 Before permitting shunt move to FCI siding, the Station Master on duty shall advise the gateman of interlocked LC No. 131 at Km 332/000-100 on the telephone and advise him the particulars of shunt move and probable time of departure and to close the non interlocked level crossing gate at Km 332/000-100 against the road traffic and communicate a private number to the gateman with time. The gateman must acknowledge the advise by repeating the particulars of shunt move, then he close the gate and secure them with padlock duly ensuring that no road vehicle is trapped in between the two LCs and communicate his private number with time to the Station Master on duty. i) The Private Number given by the Station Master constitute an assurance that he had informed the gateman about the shunt movement and the Private Number given by the gateman constitutes and assurance that the Level crossing is closed and locked against the road traffic for the passage of shunt move. The Private number exchanged between the gateman and Station Master shall be recorded with time, date and shunt particulars in the Private Number exchange register specially maintained for that purpose at the Station and Gate lodge. The Station Master shall authorise shunt move into FCI siding by setting the points to the road required route and take off the concerned shunt signal as per the table of movements. 8.6.4 The gateman shall take his stand on the opposite side of the gate lodge exhibit danger signal towards road traffic to prevent any entry of vehicles. He shall also record the actual time of the passage of shunt movement through the Level crossing Gate. After the complete passage of the shunt movement the gateman shall open the non-interlocked gate for the passage of road traffic. 8.6.5 The FCI siding consisting of 9 siding lines divided into 3 groups and each group consisting of 3 lines. The shunting staff shall take sufficient precautionary steps while performing shunting duly setting the facing points correctly using cotter and bolt. Before detaching the engine, the brake vans hand brake and sufficient hand brakes of vehicles shall also be applied. 8.6.6 After the completion of shunting while approaching the Station, the Loco pilot shall stop short of Stop Board. The shunting staff shall inform the Station Master on duty about the completion of shunting in side the FCI siding. The station Master shall advise the gateman of LC No. 131 at Km 332/000-100 to close the gate against the road traffic and communicate a private number to the gateman. On receipt of the private Number the gateman shall close the level crossing gates against the road traffic and inform the Station Master accordingly and give his Private Number with time and take his stand on the opposite side of gate lodge and prevent any entry of road vehicles. The Station Master shall set the points/traps on the route on which shunting is permitted and then take off the shunt signal No.9. After the passage of the shunt move across the gate the gateman shall open the level crossing for the passage of road traffic. 8.6.7 Hand shunting and loose shunting of vehicles is prohibited at this siding. 8.6.8 Due to the steep gradient on the line leading to the sidings, special care should be taken by the shunting staff in-charge of shunting to see that vehicles do not get out of control during shunting. Skids, Safety chains etc., shall be made use of whenever necessary. 8.6.9 The formation from FCI siding is to be brought in with full vacuum / air pressure before coming to WFD station Yard. The guard and Loco pilot should ascertain the load at the FCI siding and in the event of excess tonnage detachment of loads should be done at the siding itself. NOTE: For Shunting on SGT-ICD Siding, Station Master shall issue a memo to the Loco pilot specifying whether the movement is a local shunt or a through shunt movement before taking off shunt signal. 8.7 Local shunting from Roads-3, 4, 5 and 6 towards Satellite Goods Yard/ICD approach Line: 8.7.1 Magneto Telephone Communication is provided between this station and yard cabin at the Satellite Goods Yard. One ring shall be given to call the attention of each other. 8.7.2 This line takes OFF from Road-5 at trap point 65 at SBC end, and is on a rising gradient towards SGT / ICD Yard. Hence, special care should be taken by the person in-charge of shunting and shunting staff to see that vehicles do not get out of control during shunting. Skids, Safety Chain, etc., shall be made use of as ad when necessary. 8.7.3 SM/WFD before permitting local shunting from White-field to this line shall advise SM/SGWF Yard Cabin about local shunting duly giving him a private number and ask him to release his slot No.8. SM/Yard Cabin, if he is ready, shall release the same and give his private number to SM/WFD duly keepting the point No. 3 and 5 in its normal position. On getting the correct slot indication on the panel SM/WFD shall authorise the local shunting by taking off concerned shunt signal no.11 or 12 or 13 or 14 as the case may be after setting the route concerned. 8.7.4 SM/WFD and Yard Cabin/ SGWF shall ensure that conflicting move in advance of shunt signal 2 / 4 of SGWF is not permitted. 8.7.5 After completion of the shunting, the SM/WFD shall ensure that no vehicle is left in rear of the shunt signal No.32 and advise SM/SGWF Yard Cabin accordingly asking him to cut his slot. He shall also give a PN in confirmation of the same. 8.8 Through shunting from Roads-3, 4, 5 and 6 to SGT Yard: 8.8.1 SM/WFD shall advise SM/SGWF Yard Cabin his intention of the through shunting to SGT/ICD Yard confirmed by issuing PN. If he is ready to permit the shunt move SM/SGWF Yard cabin shall issue a PN to SM/WFD. Both the SMs shall record the PNs exchanged in a separate registers maintained at respective places. 8.8.2 On getting this PN SM/WFD shall release his slot No.70 to enable SM / Yard Cabin to reverse the Point No.3. On getting this slot indication on his illuminated diagram, SM/Yard Cabin shall reverse the Point No.3 clear his shunt signal No.7 (after fulfilling all the conditions as detailed in the (SGWF) SWR and release slot No.6 on the shunt signals No.11 to 14 of WFD. On appearance of this slot on the WFD panel, SM/WFD shall authorise the move by taking off relevant shunt signal. He shall give the last vehicle No.of the train / vehicle to the SM/Yard Cabin. The last vehicle No. shall be recorded in the remarks column of the private number exchange register, at WFD and yard cabin. All vehicles should be connected with full vacuum / air pressure before the shunt move towards SGT. When the shunt move passes his shunt signal. SM/WFD shall advise the departure to SM/Yard cabin. Immediately, after passage of the shunt move beyond shunt signal No.32, SM/WFD shall put back the shunt signal and normalise the trap switch No.65. SM/Yard cabin shall ensure the complete arrival and advise the same to SM/WFD. Confirmed by PN which shall be recorded in remarks columns against the entry in the PN exchange register. 8.9 Through shunting from Roads-3, 4, 5 and 6 of WFD Station to ICD siding: SM/WFD shall advise SM/SGWF Yard Cabin his intention of the through shunting to ICD Siding confirmed by a PN. SM/SGWF Yard cabin shall in turn inform the yard master who shall depute shunting staff to ICD siding if they are not deputed already. 8.9.2 Then SM/SGWF Yard Cabin, if he is ready to permit the shunt move, shall convey his willingness to SM/WFD confirmed by a PN. Both the SMs shall record the PNs so exchanged in the register maintained at their places. 8.9.3 On getting the PN from SM/SGWF Yard Cabin, SM/WFD shall release his slot No.71 on the point No.5 of Yard cabin, whereupon, the SM/Yard cabin shall reverse the point No.5 duly observing the appearance of the correct slot on his illuminated diagram, clear shunt signal No.7 and release his slot No.6 on shunt signals No.11 to 14 of WFD. 8.9.4 On observing the appearance of the correct slot on panel SM/WFD shall authorise the shunt move by clearing the concerned shunt signal. SM/WFD shall advise the departure of the shunt move to SM/SGWF Yard Cabin. 8.9.5 Immediately after the passage of shunt move beyond shunt signal No.32, SM/WFD shall put back the shunt signal concerned and normalise the trap switch No.65. 8.9.6 Through shunting from WFD station to ICD shall be performed with engine pushing only at speed not exceeding 15/10 kmph {Ref. SR 4.12 (i) (b) (2)} duly observing the following precautions: (i) SM/WFD shall depute a Competent Railway Servant to travel or walk along with leading vehicle exhibiting proceed hand signal continuously towards the Loco pilot. If the formation is long SM/WFD shall depute additional Competent Railway Servant to walk in the middle to relay the signal to the Loco pilot. Services of guard, if available, may be utilised if necessary. In absence of this signal the Loco pilot shall stop the movement. (ii) In thick or foggy whether impairing visibility, Competent Railway Servant shall walk at least 600 mts in advance of the train showing a stop hand signal to stop any conflicting move and the train shall follow him at a walking speed. (iii) The Loco pilot shall keep a good look out especially in the direction in which the train is moving and be prepared to stop short of any obstruction. (iv) While approaching the shunt signal No.7 the leading Competent Railway Servant/Guard shall ensure that the shunt signal is taken OFF and that the proceed hand signal is being exhibited towards him by the SGT shunting staff near the shunt signal. In absence of one or both the leading Competent Railway Servant/Guard shall stop the movement short of the shunt signal. (v) Shunt signal aspect repeater is provided for the shunt signal No. 11, 12 & 13 for the guidance of the Loco pilots and Guards. Normally there will be no light in the aspect repeater. Once the shunt signal is cleared it will display white light and the movement passes over the shunt signal there will be no light in the aspect repeater. NOTE: SGT shunting staff deputed to ICD shall be responsible for movement from the shunt signal No.7. 8.9.7 SM/Yard cabin shall immediately after passage of the shunt movement beyond the Point No.5 and track circuit concerned normalise the slide No.7 and 5. He shall ensure complete arrival of the movement in rear of shunt signal No.4 by physical observation and track diagram indication and advise the complete arrival to SM/WFD who shall then normalise his slot No.71. NOTE: The written memo mentioned above is as follows: To the Loco pilot of Train No._________ You are hereby authorised to proceed up to the Shunt Signal No.7 and enter into the SGWF/ICD Yard duly guided by shunt signal No.7. _______________ ________________ Signature of Loco pilot Station Master/WFD 8.10 Through shunting from SGWF Yard/ICD Siding to WFD Station: 8.10.1 SM/Yard Cabin/SGWF, when every thing is ready for performing through shunting from SGWF Yard/ICD Siding to WFD station as detailed in the SWR of SGWF, shall inform the shunting details like train No., description, time etc., to SM/WFD confirmed by a PN. Where upon SM/WFD, if he is ready for this shunt move, shall repeat the shunting particulars confirmed by a PN duly releasing his slot No.69 and 70 or 69 and 71, as the case may be. On observing the appearance of correct slot indication on the illuminated diagram, SM/SGWF yard Cabin shall reverse Point No.3 or 5 and clear shunt signal No.2 or 4 as the case may be, and authorise the shunt move duly giving a written memo to reach WFD. He shall after passage of the shunt move in rear of shunt signal No.7, normalise slides No.2 or 4 and 3 or 5 as the case may be and shall inform the departure to SM/WFD who shall normalise knobs No.69 and 70/71. The train has to come and stop in rear of the shunt signal No.32 i.e., it should occupy A32 track. After the lapse of 120 seconds the SM/WFD will get free indication for trap point No.65 and then only he shall set the trap point No.65 and other points to the required road and take off shunt signal No.32. SM/SGWF yard cabin shall give the last vehicle number of the shunt bit, which shall be recorded in the PN exchange registers at both places. Immediately after complete arrival of the shunt bit the SM/WFD shall put back the shunt signal No.32 and normalise the trap switch No.65. He shall advise the complete arrival to SM/SGWF yard cabin confirmed by a PN after confirming the last vehicle number. Permission to SM/SGWF Yard Cabin to perform Local Shunting from SGWF Yard/ICD Siding using the approach line between WFD and SGWF Yard/ICD Siding: 8.11.1 SM/SGWF/Yard Cabin, on getting advice from the on duty yard staff about local shunting, shall inform his intension to perform local shunting at his end, confirmed by a PN, asking SM/WFD to release his Slot No.70/71 and 69. SM/WFD if he is willing to permit the same, he shall release the concerned slots, keeping the trap Switch No.65 in normal position duly confirmed by a PN to SM/SGWF Yard Cabin. SM/SGWF yard Cabin shall reverse Point No.3 or 5 and clear shunt signal No.2 or 4 as the case may be, and authorise the shunt move. After completion of the shunting, SM/Yard Cabin shall ensure that the shunted vehicles have been brought in rear of shunt signals No.2 and / or 4 and shall advise the same to SM/WFD confirmed by a PN. The SM/WFD shall normalise the slot knobs. 8.11.2 Following precautions are to be adhered to while performing this local shunting: a) A live engine is attached at the WFD Side (falling end). b) Entire shunting bit is provided with vacuum or air pressure. c) No conflicting shunt move including the local shunting from WFD beyond shunt signal No.32 has been permitted. 8.11.3 The PNs exchanged / transmitted shall be recorded in the PN exchange registers maintained at WFD and SGT/Yard Cabin along with other shunting details like time, LV No., etc. 8.11.3 Shunting from Roads-1 to 6 to clear of Shunt 17 in the tower wagon siding shall be carried out duly setting the points to the road required and taking off the shunt signals 25 to 30 by operating the concerned knobs. 8.11.4 Shunting from shunt No.17 on the tower wagon siding to Road-1 to 6 shall be carried out duly setting the points to the road required and taking off shunt signal No.17 by operating the concerned knobs. ABNORMAL CONDITIONS: - THE RULES TO BE OBSERVED IN THE EVENT OF ABNORMAL CONDITIONS: - During failure of electrical communication instrument: - Normally the concerned Block Instrument and Telephone attached to block instrument should be used to run trains on absolute block system. During failure, Block working should be done on the following order of preference: - Block Instrument. Telephone attached to block instrument. Station to Station fixed telephone. Railway Auto phones. BSNL phones. Control Telephone. VHF sets. NOTE: - When 4th to 7th type communication is used Identification sheets should be used, if not speed restriction comes into force. when line clear has been obtained for a train through 4th to 7th type communication duly using Identification Numbers, issue of caution order shall be dispensed with. Endorsement to the effect that line clear has been obtained using Identification Numbers shall be made on PLCT in the manner prescribed S. R. 4. 09 (i) (11). If Identification Number sheets are not used Caution Orders shall be issued restricting the speed to 25 KMPH on Double line sections during day and 10 KMPH on Double line sections during night and when the view ahead is not clear during day. The authority to proceed in the occupied block section in case of obstruction of line or accident etc: -. Break Down Special/Relief train/Engine shall be sent into the Block section on account of obstruction of line or accident etc, by issuing Block ticket to proceed without line clear in form T/A 602. Before preparing this authority the SM shall examine the TSR, Train message books, WTT, Train notice register and Caution order advises and also contact the control and the SM on duty at the other end. Trains delayed in block section: - if a train carrying passengers does not arrive within 10 minutes or if a goods train does not arrive within 20 minutes after allowing for normal running time from the station in rear, The Station Master at the station in advance shall Immediately advise the station in rear and the Control of this fact. The Station Masters at either end of the block section shall also send one of the traffic staff out on the block section to fetch information about the whereabouts and condition of the delayed train and nature of assistance, if any required. Failure of Intermediate Block Stop Signal at ON: - N/A. Failure of Axle Counter Block/BPAC: -(Refer rule No.7.2.1 of the BWM of SWRly, 2006 edition) Block proving Axle counters are provided at the two ends of the block section in the direction to which they refer. The indication cum reset box arrangement is provided near the block instrument to which they refer. They are interlocked with the block instrument. Block proving Axle counter proves whether the said block section is clear or not by counting the number of the Axles of the train passing over it at either end. Counting starts from zero while the trains enters the block section upto the number of axles available in the train, this number will count down to zero at the other end of the block section. During the period train has occupied the block section, the BPAC will show red (Occupied) indication. On clearance of the train at the other end of the block section, the block proving Axle counter will show clear (green) indication. During failure of this BPAC, the following procedures are to be adopted: Block proving axle counter system. Description of Reset Box. a)SMs key for authorised operations. b)Reset button for resetting BPAC c) Counters for recording reset operations d)Clear indication to indicate whether the said block section is clear. e) Occupied indication to indicate the block section is occupied or axle counter has failed. f) Preparatory Reset indication displays (RESET APPLIED) and LCD glows green to indicate that the axle resetting operation at both ends has been initiated. g)Power indication for availability of power supply. B. Block proving Axle counter resetting a) The resetting operations is to be resorted to only when there is occupied indication in the BPAC and the concerned block section is clear. The SM on duty at the receiving end shall crosscheck with the SM at the sending end for the complete arrival of the train under exchange of private numbers and advice him to reset the BPAC. b) The resetting operation shall be carried out independently at either end. c) For resetting the BPAC, SM on duty shall follow the following sequence of operations: d) Insert SMs reset key in the resetting box, turn to right and keep pressed. e) Press reset push button simultaneously f) Release both SMs key and reset button. g) Turn the SMs key to the left and remove from the resetting box, keep it in safe custody. h) Reset counter registers the next progressive number. This number shall be recorded in a separate register with columns indicating; serial number, time and date of axle counter failure, train number for which the axle counter failed, PN exchanged to confirm the complete arrival and the acceptance for resetting the axle counter, time and date the axle counter is put right after resetting. i) Similar operation shall be carried out by the SM at the other end of the block section. j) Immediately after the application of the reset, the system at both ends goes into preparatory reset mode. k) The first train (Pilot train for the purpose of resetting only. The pilot train shall be the first train entering into the block section) shall be despatched on Paper line clear after the BPAC assumes preparatory mode. On clearance of the first train at the other end of the block section, the system enters into clear mode and the Axle counter is reset. l) Normal block working shall be resumed by the SMs themselves duly exchanging PNs m) If the axle does not show clear indication even after the clearance of the first train at the other end of the block section after preparatory reset, it should be treated as failure of BPAC, block working shall be suspended and the concerned S&T official advised immediately for early rectification. n) Before resetting by the S&T official, both SM and the S&T official shall jointly sign in the resetting register. This signature shall be done only after ensuring that the said block section is clear. o) The last reading of the resetting counter shall be entered in the TSR and the station Diary while HOC/TOC. p) If resetting is to be done for the purpose of maintenance/testing/restoration of failure by TECH.ES/JE/SE/SIG, entries shall be made in register maintained for this purpose and jointly signed by S&T staff and the SM on duty. The SM on duty shall sign only when the concerned block section is clear duly verifying the TSR and other relevant records. q) Movement of insulated push trolley/motor trolley will not affect the functioning of axle counter system. Un insulated trolley/lorry shall not be permitted in sections provided with BPAC See Annexure-1 for futher details regarding BPAC vi) Failure of MTRC: - N/A. Procedure for emergency operation of points by crank handle: - Eight crank handles duly welded with key are provided in individual Electrical Key Instruments in the Office of the Station Master on duty for operating the motor worked points during failures as under: Handle GroupPoint No.Group 150Group 251, 52, 54 & 55Group 353Group 456Group 561Group 660, 62, 63, 64, 65 & 66Group 767 & 68Group - 857, 58 & 59 If the points fail to set or if the points could not be set from the panel, the duty Station master shall make use of the crank handle to set the points locally. He shall keep the concerned point knob in the required position, extract the relevant crank handle from the electrical key transmitter, take out the crank handle lock key along with the lid key from the glass fronted box and proceed to the points. ii. On the side of the point machine there are two lids. One covering the inlet hole of the crank handle and another covering the inlet hole of the crank handle lock. The duty Station master shall first open both the lids by using the lid key. Then he shall insert the crank handle lock key and unlock the same which permits insertion of the crank handle into the point machine. He shall then insert the crank handle and crank the point to the required position and clamp it, remove the crank handle and crank handle lock key and close both the holes by lids and lock the lids by lid key. He shall also ensure that the other end of the points ( in case of cross over point) is in the required position and clamp . He shall then return to the station and restore the crank handle in to the key transmitter. If the correct point indication has appeared on the panel and if everything is alright for the movement of the train, the Station master shall clear the relevant signals. If the signals fail to respond, all trains should be dealt with strictly in accordance with the relevant provisions contained in GRs 3.68 to 3.70 and subsidiary rules there under. Certification of clearance of track before calling-on signal operation is initiated: - The Calling-on signals below Home signals are intended to receive a train on an occupied/obstructed road or when one or more of the track circuit on that route have failed or when the Home Signal has failed. Before clearing the Calling-on signal, the SM shall ensure whether it is absolutely necessary to receive the train on that road, train can be berthed clear of the fouling mark/starters and he should physically ensure that the required route is clear & free from obstruction Reporting failure of points, Track circuit/Axle counter and interlocking: - Any S&T failure should be reported immediately by SM on duty to the concerned signalling Maintenance Staff (TECH.ES/JE/SE/Sig) responsible for attending to the failure and only after receipt of the written memo from the signalling Maintenance Staff (TECH.ES/JE/SE/Sig) for rectification of the fault, SM on duty should restore the normal working. The entries in failure register to be done with message to the Section Controller. TOTAL INTERRUPTION OF COMMUNICATION: - 9.1.1 In the event of Total interruption of communication occurring between WFD-DKN or WFD-SGWF stations i.e. when line clear cannot be obtained by any one of the following means stated in order of preference namely. Block Instrument. Telephone attached to block instrument. Station to Station fixed telephone. Railway Auto phones. BSNL phones. Control Telephone. VHF sets. The Station Master on duty shall clearly advise the Loco pilot and guard of the train the fact that the communications have failed. The train has to work with an authority on Form T/C 602. Trains may be allowed to enter the block sections one after the other but with a clear interval of not less than 30 minutes between the two successive trains. Fixed signals except the advanced starter may be taken off for despatch of trains. The home signal shall be taken off only after the train has been brought to a stop outside home signal. The Station Master on duty shall recover the Form T/C 602 from the Loco pilot of incoming trains and keep them safe for handing over it to the Traffic Inspector. Trains will continue to work in this manner till any one of the means of communication is restored to normal working by the competent authority. The Station Masters on duty at both the end of the block section shall exchange messages on Form T/I 602 with private numbers to satisfy themselves that all the trains, engines etc., dispatched into the concerned section from both the ends have cleared the section at any one end completely before granting/obtaining line clear for trains through the restored means of communication. Detailed instructions contained in SR. 6.O2 (iii) shall be strictly adhered to for working trains during total interruption of communications. In all the cases of working trains during total interruption of communications, a detailed record of timings of all trains, Engines etc., shall promptly be made in the train Signal Register at the Stations concerned. When the communication for train working is restored, Section Control if working shall be consulted before arranging further movements. Control shall also be provided with the timings of trains dealt with during the failures. TEMPORARY SINGLE LINE WORKING ON DOUBLE LINE SECTION: - Whenever an accident to a train or track or other obstruction precludes the use of one of the lines on a double line section, the traffic may temporarily be worked over single line by obtaining Line Clear on Electrical speaking Instruments. When it is desired to introduce temporary single line working on double line, on electric speaking instruments, the Station Master at one end of the affected section shall on receipt of reliable information in writing that one line is clear, take steps to introduce temporary single line working, on that line in consultation with the Section Controller and the Station Master of the station at the other end of the section. If there is reason to suspect that the line over which temporary single line working is to be introduced, is also fouled or damaged, temporary single line working must not be introduced until a responsible engineering official of the rank not less than that of a JE/P.Way has inspected that section and certified that the road is safe for passage of trains. Single line working shall be introduced only when it is safe to do so. All trains will be worked in accordance with the rules for the use of electric speaking instruments on single line and Line Clear shall be obtained on the Telephone attached to block instrument, Station to Station fixed telephone, Railway Auto phones, BSNL phones, Control Telephone, VHF sets. At all stations on the portion of the section on which single line working has been introduced, the commutators of the Block Instruments pertaining to both obstructed and unobstructed lines shall be kept in Train on Line position through out the period single line working is in force. The commutators shall be locked also in that position with SMs key, wherever possible. In cases where it is not possible to keep the commutators in Train on line position, the Block instruments shall be put out of the use and Caution Indicators hung on the handle of the Block Instruments. At the stations, if the train is running on the wrong line all fixed signals shall be kept in the On position. After ascertaining that one of the lines is clear for the passage of traffic, the Station Master proposing single line working shall issue a message containing the following information under exchange of private numbers, to the Station Master at the other end of the affected section. cause of introduction of single line working; the line in which the single line working is proposed, source of information that the said line is clear, place of obstructions, restriction of speed, if any, on the line, assurance that if the train is running on the right line, the last stop signal shall be kept in the On position. and the number and the timings of the last train which arrived or left the block station issuing the message. On receipt of acknowledgement from the Station Master, confirmed by a Private Number, single line working may be introduced. Line Clear will be obtained on telephone attached to Block Instruments or Control Telephone or VHF and trains run on paper Line Clear Ticket in accordance with the instructions contained in the GR/SR and Block Working Manual. The Loco pilot of each train shall be handed over by an Authority (T/D 602) for Temporary Single Line Working on Double Line Section duly completing all the entries. Note: - Whenever line clear is obtained through indirect means i.e. Control Telephone or VHF, identification number sheet shall be used to avoid speed restriction. An endorsement will also be made in the Caution Order given to the Loco pilot of the first train to inform all Gatemen and Gangmen on the way about the introduction of temporary single line working and specifying the road on which the train will run. This information shall be conveyed through the Loco pilot of a subsequent train also, if necessary. The speed of the first train passing over the temporary single line, will be restricted to 25 kilometres per hour. Subsequent trains may run at their booked speed, subject to observance of other speed restrictions imposed by Way and Work Staff. Note: The Loco pilot shall switch ON the flasher light of the train engine while running on the wrong line. In case, it is noticed by the station staff or Gatemen or Gangmen that the flasher light is not switched ON, they shall stop the train immediately. In case of a train proceeding on the right line: - The Home signal, at the station in advance of the affected section, may be taken off. In case of a train proceeding on the wrong line: - The train shall be despatched out of station on T/511 issued by the Station Master after all the facing points have been correctly set and padlocked and trailing points correctly set, over which the trains will pass. For the reception of a train approaching WFD on wrong line, SM shall prepare written authority as per SR 5.10 (i) and the competent Railway servant shall proceed on the wrong line and take stand adjacent to Home signal of right line and shall stop the train on hand danger signal and thereafter receive it into the station. All the cross over points (Facing and trailing end) in the facing direction over which the train shall proceed, while temporary single line working is in force, shall be clamped and padlocked. Resumption of normal working- On receipt of a written certificate from a responsible Engineering Official that the obstructed track is free and safe for passage of trains, the Station Master will issue a message to the other station or stations, as the case may be, under exchange of private numbers and decide, in consultation with Section Controller, the train after passage of which, normal working shall be introduced. When double line working is resumed the Block Instruments and all fixed signals, shall be brought into use immediately. An entry shall also be made in the Train Signal Register of Stations concerned showing the time double line working was suspended, time single line was introduced and the time normal working was resumed. The SM shall advise the Loco pilot of the first train entering the section after resumption of double line working to inform all Gatemen and Gangmen on the way about the resumption of normal working. All the records in connection with the temporary single line working shall be retained at the station and the Transportation Inspector of the section shall scrutinise and submit his report to the Divisional Railway Manager (Traffic) within 7 days of the resumption of normal working. DESPATCH OF TRAINS UNDER AUTHORITY TO PROCEED WITHOUT LINE CLEAR TO ASSIST THE CRIPPLED TRAIN SR. 6.02 (i) Break Down Special/Relief train/Engine shall be sent into the Block section by issuing Block ticket to proceed without line clear in form T/A 602. Before preparing this authority the SM shall examine the TSR, Train message books, WTT, Train notice register and Caution order advices and also contact the control and the SM on duty at the other end. Clear instructions shall be issued to the Loco pilot and Guard regarding the nature of obstruction and location of obstruction of engine/BV/First vehicle /last vehicle shall be mentioned as far as known and the station to which the crippled train/engine could be moved to clear the block section. If more relief train/Engine are to be despatched into the block section subsequently, clear instructions shall be given to the Loco pilot and Guard of such trains /engine etc. already allowed into the section and other relevant information. Once obstruction is removed and Competent Railway servant certifies the line as fit and safe for the passage of trains, the duty SM shall exchange numbered message and private numbers with his counterpart at the other side to ensure that the block section is clear of all train/vehicles sent into the section and then only restore normal working. All the entries relating to the train dealt on form T/A 602 shall be made in red ink in TSR [Ref. SR. 6.02 (i) for detailed instructions. ] VISIBILITY TEST OBJECT: The colour light of the Down Starter No.7 of Road-1 at SBC end and Up Starter No.20 of Road-2 at JTJ end shall constitute the visibility test objects for Up and Down direction respectively at this station. The Station Master on duty shall test the visibility by observing this object by standing at a convenient location in front of his office and take appropriate action in case of poor visibility. ESSENTIAL EQUIPMENTS AT THE STATION:- The Station Master shall ensure that the prescribed number of the essential equipment listed in Appendix E are made available exclusively for train passing duties. Station Master on duty shall be responsible to keep the required number of the essential equipment neat and in good fettle to be used whenever required. FOG SIGNALMEN NOMINATED TO BE CALLED IN CASE OF FOG. i. In foggy or tempestuous weather or in dust storm when V.T.O can not be seen from the SMs office, the SM shall send trained men to act as fog signalmen. The names (and declarations that they know the fog signalling duties) of two numbers each from the operating and permanent way Group `D' staff at the station shall be maintained and updated periodically in the station Detonator Register by the Station Master. ii. The names of address of Group D Permanent Way staff who are trained in fog signalling duties shall be painted on the board provided for this purpose near the office of the Station Master on duty. LIST OF APPENDICES:- Appendix 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 - Essential Equipments provided at the Station. Appendix F - Rules for working D class stations, Halts, IBH, IBS and Outlying sidings. Appendix G - Rules for working of trains in electrified sections. Annexure-1 Instructions for the working of BPAC (NEERAJ GUPTA) (N.RAMESH) Sr.Divisional Signal & Telecommunication Sr.Divisional Operations Manager Engineer/Bangalore. Bangalore APPENDIX - `A' WORKING OF LEVEL CROSSING (Reference Para 2.6 of SWR) A.1.0 ENGINEERING LEVEL CROSSING NO.130 AT KM 330/200-300 (WFD-DKN): A.1.1 This is an interlocked Spl class Engineering Level Crossing situated in WFD-DKN block section provided with lifting barriers. This level crossing is interlocked with up and down gate signals are provided with G marker. This level crossing gate is normally kept open for road traffic and manned round the clock by gateman, one gateman each in 8 hours shift under continuous roster issued by DPO/SBC. This gate is under the control of SE/P.Way/WFD. A.1.2 Magneto Telephone Communication is provided between this level crossing and Whitefield station, bell codes to call the attention of each other, as detailed in Appendix B. A.1.3 During daytime when the barriers are lowered across the road traffic, a red disc on the boom of the barrier and red aprons are suspended from it to warn the road traffic to stop. At night white lights on the top of each gatepost simultaneously turn to red when the barriers are lowered. While the boom comes down to block the road, a gong attached to each boom post is sounded as a warning to the road users that the level crossing is being closed. The gong does not sound when the barriers are raised. A.1.4 In addition a Audio visual warning arrangements is provided for road users when gives audible bell and flashing red light when the barriers are being lowered and constant red light when barriers are fully lowered and rested on the resting posts. A.1.5 Before granting line clear for a Down train or before despatching an up train, the Station Master/Whitefield shall call the attention of the gateman on phone and advise him the particulars of the train with its number, description and direction of movement and its probable time of departure from DKN or from WFD. The gateman must acknowledge the advice by repeating the particulars of the train time, etc., and these are to be recorded by Station Master and the gateman in the respective registers maintained by station and at the gate lode. A.1.6 Immediately after the receipt of Out Report for a Down train from Devangonthi or before the departure of an up train, the Station Master, Whitefield shall advise the gateman on phone who shall close and secure the gate against the road traffic and take OFF the concerned gate signal in time. A.1.7 In case of failure of the LC gate in open condition i.e., due to the failure of lifting barriers, gate key etc., the gateman shall immediately inform the on duty station master under the exchange of private number and arrange to protect the gate by means of safety chains with padlocks and stop boards. Trains shall be piloted across the gate by the gateman on hand signals. The gate shall be treated as a non-interlocked gate and the procedures adopted for non-interlocked shall be adhered to both by the gateman as well as the controlling SM. A.1.8 In case of failure of Magneto telephone communication between the SM/WFD and the level crossing or when the gateman fails to respond to the telephone call, the Station Master shall adhere to SR 16.03(iii)(b) (2) (iii) for the issue of caution order to all Up stopping train entering the block section and also advise the Station Master/DKN for the issue of caution orders for all Down stopping trains entering the block section vide SR.16.03 (iii)(b) Replaced Page No.34 (2) (iii). The Loco pilot must observe the instructions contained in SR. 16.03 (iii) (b) (2). The SM/WFD must immediately advise the TECH.ES/JE/SE/SIG. of the Section in writing or through phone for immediate restoration. The failure of the gateman to attend the telephone call shall be advised to Sr.DEN/SBC. NOTE:Run through trains need not be stopped out of course for the purpose of issue of Caution Orders (SR. 16.03 (iii) (b) (2) (iii). When a train movement is cancelled for which the gateman had been advised for closure of the gates, the SM/WFD should advise the same to the gateman on duty duly giving him a private number in confirmation of the cancellation of the movement. This PN shall be recorded in the remarks column of the PN exchange register maintained at the Station and at the gate lodge. In case of failure of power supply from KPTCL and Inverter at this LC, the gateman shall immediately advice the on duty SM/WFD about the failure of power supply, SM/WFD should also arrange to issue caution orders to GDR of a train(s) entering this block section from either end, informing about blank signal. 4. The responsibility of keeping the gates closed and locked against the road traffic for the safe passage of the train without delay lies on the gateman on duty. 5. If any barrier fastening thereof the winch mechanism goes out of order the gatemen shall advise the Station Master on duty, immediately the Station Master on duty shall give the message to the concerned official to attend the failure and restore the same. {SR 16.06 (iii) (a) & (b)}. 6. The working instructions for this LC gate shall be issued by the Engineering department. A.2.0 TRAFFIC LEVEL CROSSING GATE NO.131 AT KM.332/000-100 (WFD Yard): A.2.1 This is an interlocked 'Spl' class traffic level crossing provided with Lifting Barriers and cuts across the Up and Down Main lines and located between Up Advanced starter cum gate distant signal and the points No.50 at JTJ end of the yard. This level crossing is normally kept open to Road traffic. This LC is manned round the clock by gatemen, one gateman each in 8 hours shift under continuous roster issued by DPO/SBC. This LC is under the control of the Station Manager/WFD. The gateman of LC 131 also mans the non-interlocked LC 131, which is provided with lifting barriers, chains and padlocks for securing the gate against road traffic. This LC cuts across the line leading to FCI siding at DKN end of WFD yard. Replaced Page No.35 A.2.2 Magneto telecommunication is provided between this level crossing and SM's office as detailed in appendix 'B'. A.2.3. This LC is provided with lifting barriers and interlocked with down reception and up despatch signal and controlled by gate knob G1 on the control panel. A.2.4 The lifting barriers are operated from a winch located near the level crossing with the winch key normally locked IN. When the handle of the winch is operated clock-wise fully the lifting barriers are lowered against the road traffic to rest on the resting posts. This releases the winch key. A.2.5 The barriers of the level crossing are normally kept raised (open) position for the road traffic. During night a white light is exhibited from the top of each gate post towards the approaching road traffic as an indication that level crossing is open to road traffic and changes to Red light when the barriers are lowered. During daytime when the barriers are lowered across the public road, a RED disc on the boom of the barriers and red target suspended from it and exhibited to warn the road traffic to stop. A.2.6 A single lever ground frame is provided near this level crossing. An RKT is provided in the gate lodge with indication and a push button. Before permitting any train/shunt movement likely to infringe the level crossings, the SM on duty shall call the attention of the gateman on phone and advise him the particulars of the train/shunt movement like train number, description and direction of movement, probable time of departure and ask him to close the level crossings and turn the knob G -1 to reverse position, which will cause an audio visual warning to the road users that the LC is going to be closed against the road traffic. A.2.7 The gateman on getting the advise from the Station Master on duty shall acknowledge the same lower the lifting barriers extract the winch key, insert it in the single lever ground frame and unlock the boom locking lever. This boom locking lever shall be reversed, which lock the boom and releases the boom locking key. The boom locking key shall be extracted and inserted and turned in the RKT provided to transmit gate closed indication (CL) to the station master. A white light indication appears on the panel near the legend CL and the audio warning sound also stop. On observing the white light indication the Station Master on duty shall take off the concerned signals. A.2.8 After the passage of the train/shunt movement the SM on duty shall put back the G - 1 knob to normal. 'FREE' indication appears on the indicator near the RKT provided. The gateman after ensuring the availability of the 'FREE' indication, shall press the button and extract the boom locking key from RKT and insert and turn the same in the single lever ground frame to unlock the frame , normalise the lever and extract the winch key and use it to open the gate. for the passage of the road traffic. The white light indication below the letters CL on the panel vanishes as soon as the boom locking key is extracted from the RKT. A.2.9 The gateman shall operate the single lever gently. He should not try or use force to put back the single lever to normal position. A.2.10 The level crossing shall not be closed against road traffic earlier than 6 mts. before the arrival of a train or 10 mts. before the expected passage of a run through train and when train is ready to leave in case of stopping train. During shunting, the gates shall not be kept closed for more than 10 mts. if necessary shunting should be suspended and the road traffic shall be permitted to pass through. Replaced Page No.36 A.2.12 In case of failure of magneto telephone communication or if there is no response from the gateman, and when the level crossing is to be closed against the road traffic, the SM on duty shall adhere to the instructions in SR. 16.03 (iii) (a) (ii) (2) and depute a Competent Railway servant to the level crossing to ensure that the gates are closed and locked against road traffic and exchange All ready signals with the SM. The SM shall then clear the required reception or dispatch signal as the case may be after ensuring the CL indication on the panel. A.2.13 If due to any defect one or both the lifting barriers cannot be lowered across the road traffic the gateman shall use the emergency chains with RED disc to block the road traffic and secure them by means of padlocks and RED (warning) light must be exhibited from the gateposts during night. Then the gateman shall inform the Station Master on duty for having chained and locked the level crossing against road traffic and the Station Master shall authorise the train movement only after exchanging private number with the gateman for having chained and locked the level crossings without any obstruction to rail traffic. The same will be advised to concerned JE/SE/P. Way for early rectification. A.2.14 If the barriers are in lowered position and cannot be raised, the gateman shall advise the Station Master who in turn shall advise the JE/SE/P. Way of the section with a copy to the TECH.ES/SE/JE/SIG. of the section for immediate rectification. A.2.15 During failure of interlocking gear, the signals interlocked with the concerned level crossing cannot be taken 'OFF'. Train movements shall be dealt with strictly according to the relevant provisions contained in GRs 3.68 to 3.70 and subsidiary rules there under. Advice to be sent to the concerned TECH.ES/SE/JE/SIG to rectify the signal failure A.2.16 Emergency gate Key is secured in electrical key contact box and kept at the SM's office for use in case of failure of RKT, the SM on duty shall break open the seal of the box, extract the Emergency key and arrange to use it to open the level crossing gate. Since the key is interlocked with Down reception and Up despatch signals, the signals cannot be taken OFF once the key is extracted. Then signals shall be suspended and train service dealt strictly under the relevant provisions contained in GR 3.68 to 3.70 and subsidiary rues there under duly ensuring that the gates are closed and secured against road traffic. The SM on duty shall ensure that the emergency gate keys are returned to him after the use. A.2.17 Removal of emergency gate key from the electric key contact box will prevent the clearing of the concerned interlocked signals. A.2.18 When the emergency gate key is used, the SM on duty shall make an entry in the register specially maintained for this purpose with the details like; the time and date of use, the number of the train for which it was used, etc. Immediately after noticing the failure the TECH.ES/SE/JE/SIG. shall be advised to restore the normal working. A.2.19 If any vehicle, cattle etc., found trapped between the barriers in the lowered position the barriers shall be lifted to allow them to escape and the winch key shall not be inserted in the single lever until the LC gate is clear of all obstructions. A.2.20 In case of obstruction at/near the level crossing, the gateman shall adhere to the instructions contained in GR 16.07 and SRs thereunder. A.2.21 For the movement to/fro FCI siding, SM shall advice the gateman, regarding the movement and give a PN. The gateman shall proceed to the non-interlocked gate, lower the lifting barriers and secure with chains and padlocks and shall give a PN to SM for the securing the gate. Then SM shall authorise the movements to and fro FCI siding as the case may be. After completion of the movement the gateman shall open the LC gate to road traffic and return to resume his duties at the interlocked gate. NOTE: Whenever a train / shunt movement has been advised to the traffic LCs and arrangements have been made to close the LC gate against the road traffic and the movement is cancelled subsequently, the SM on duty shall advise the same to the gateman and turn the gate control knob G 1 to Normal. Whenever a shunt movement to/from FCI siding cancelled, SM shall inform the same to the gateman and give a PN in confirmation of cancellation of the movement. This shall be recorded in the register provided for train movements at the gate lodge and in the remarks column of the train movements register at the station. Replaced Page No. 37 APPENDIX `B' SYSTEM OF SIGNALLING & INTERLOCKING: B.1.1 This is a B class station provided with Standard-III multiple aspect colour light signals with panel interlocking. B.1.2 On Up direction Distant, Home; Starter for Roads-1, 2, 3, 4, 5, 6 and Advanced Starter and on down direction Distant, Home; Starters for Roads-1, 2, 3, 4, 5, 6 and Advanced Starter are provided for reception and despatch of Up and Down trains. B.1.3 Up home signal at a distance of 180 metres beyond the Up outer most points No. 67B and Up distant signal at a distance of 1020 metres in rear of Up home signal are provided at SGWF end for the reception of Up train on Road No. 1 or 2 or 3 or 4 or 5 or 6. The Up Distant signal of WFD station is combined with the Up Advanced starter of SGWF cabin and this signal has the approval of CRS vide GR 3.07(7) Replaced Page No. 39 B.1.4 Down home signal at a distance of 183 metres in rear of LC No. 131 at KM. 332/000-100 and Down distant signal at a distance of 1146.3 metres in rear of Down home signal and gate signal of LC 130 at 1775mfrom Down Home signal are provided at DKN end for the reception of Down train on Road No. 1 or 2 or 3 or 4 or 5 or 6. B.1.5 Down advanced starter and Up advanced starter cum Up gate distant signal are the last stop signal and these are interlocked with the respective block instruments. B.1.6 Position light shunt signal No. 9, 10, 17, 32 & 33 are provided in a separate post to control the shunt movements. These shunt signal display two white lights in horizontal position in the ON position and two white lights in the oblique position when they are taken OFF. B.1.7 Shunt signal No. 11, 12, 13, 14, 15, 16, 25, 26, 27, 28, 29 & 30 are provided on the stem of the Up and Down Starter signal respectively, which has no lights in the :ON: position and display two white lights in the oblique position when taken OFF. Note:1. Shunt signal Nos. 11, 12, 13 & 14 are controlled by slot of Yard Master/SGWF. Cross over point No. 3 connecting the Goods R and D lines at SGWF and point No. 5 leading to ICD siding and the shunt signal Nos. 2 & 4 of SGWF are controlled by slot of WFD station. 2. Aspect repeaters for shunt signal No. 11,12 , 13&14 are provided for the guidance of the Loco pilot when the train is being pushed towards SGT/ICD. B.1.8 Calling on signal No. 1B & 34B are provided below the Down and Up Home signal No. 1A and 34A respectively. B.1.9 C markers are provided on the stem of Up and Down Home signals below the Calling on signals. B.1.10 Signal Post telephones are provided below the Up and Down home signals. B.1.11 BOARDS:- Board to read Draw close to Home signal if at ON is provided in rear of Up and Down Home signals. P marker boards are provided below the Up and Down distant signals. Board to read 10 KMPH on Road 5 and 6 are provided below Up & Down Home signals. Block section limit board is provided in Advance of Down Homes signal No. 1A. B.1.12 All signals and points (Motor operated) are operated from the centralised control panel provided in the SMs office. B.1.13 Eight crank handles for eight groups of points duly interlocked with the concerned signal (except Up and Down Advanced starters) are kept in the SMs office for operating the points during failures. B.1.14 Up and Down shunt keys with the Station Code initials and direction are provided duly interlocked with the modified SGE lock and block instruments pertaining to block section which when removed does not permit taking OFF concerned advanced starter signal. B.1.15 All Signals are provided on left hand side except shunt signal No.33. B.1.16 Emergency gate keys for LC No. 131 at Km 332/000-100 and LC No.l32 at km.333/000-100 are provided in SMs office in electric contact box, when removed prevents clearing of concerned interlocked signals. B.1.17 Block Proving Axle Counters (BPAC) are provided for individual block sections. This BPAC is interlocked with the concerned Block instrument . B.1.18 Each Home Signal is provided with directional type route indicator to indicate the route set i.e., Road-1 or 3 or 4 or goods roads-5 or 6 in the up direction and for Road-1 or 2 or 4 or goods Road-5 and 6 in the down direction. Directional type route indications on each home signal display a row of white lights when the signal is taken off to loop lines (Roads-1, 4, 5 and 6). There will be no display of lights on the indicator when the Signal is taken off to main lines (Roads-2 and 3). B.2.0 CONTROL PANEL B.2.1 All the signals and points are operated from a control panel provided in the Station House. The control panel is provided with built in lock, the key of which, when not in use, shall be in the personal custody of the Station Master on duty. The panel can be locked with the Signal/Point knobs in any position to prevent unauthorised interference. B.2.2 The combined illuminated track diagram cum control panel consists of a console, which provides a clear picture of the track circuited portion of the yard, points and all signals. Each track circuit is represented by a separate distinct colour. B.2.3 The signal knobs for the reception and despatch signals coloured red with the number of the signal engraved at the centre of the knob are provided near the respective signal on the panel. The shunt signal knobs coloured yellow with the number of the signal engraved on the knob are provided near the respective shunt signal on the panel. The point knobs are coloured black with the number of the points engraved on them and the gate control knob G-1 coloured green is provided at the bottom of the panel. The slot knobs coloured blue are provided on the top of the panel. All the knobs have two positions, Normal and Reverse and must normally be kept in the normal position. The knob should be turned in the direction shown on the panel for clearing the signal/point/slot. B.2.4 Three illuminated indications are provided near the point knobs. When the point is in the normal position, a Green light indication, and when the point is in the reverse position, a yellow light indication is available. In between the above-mentioned indications, a white light indication will be available when the point is free to be operated. Normally the point knobs should be kept in its normal position. It shall be turned to Reverse position to change the route or to set the point against the occupied line. B.2.5 A white light indication below the letters CL on the panel, marked near the level crossing indicates that the level crossing is closed and locked against road traffic. B.2.6 All signal/shunt signal knobs shall be restored to the normal position immediately after completion of the movement for which they were reversed. B.2.7 A power failure acknowledgement button coloured RED is provided on the right hand side bottom of the panel below the marking 'P ACK'. The working instructions are detailed in para 4.3 B.2.8 All Signals indications are repeated on the panel. Track circuit indications are also provided on the panel. B.2.9 Crank Handle IN (White) / Locked (Red) indications are provided on the panel. B.2.10 Volt meter is provided above the panel to know the supply of voltage. B.2.11 The route indicators provided on the Up and Down Home Signals also are repeated on the panel. B.2.12 At the bottom of the panel, SMs key, Point knobs, P.ACK button, Signal No aspect ACK buttons are provided. At the top of the panel white light indication with counter for Route cancellation (120 & 60 Sec.), Calling on signal, White and Red light indications for crank handle and slot knobs are provided. B.2.13 White light indication with counters are provided below the legend on the panel for Up Calling on signal, Down Calling on signal and Route cancellation 120 & 60 seconds. B.2.14 The SMs key knob has two positions normal and reverse and must normally be kept in the Normal position. B.2.15 Setting of a route is represented by a series of white light along the routes on the panel. When the concerned point knob and signal knob are operated the white lights appears only when the route is correctly set and locked and all the track circuits are clear. When a particular track is occupied or has failed a Red indication appears on the concerned track on the panel. B.2.16 The control panel is provided with locking arrangement on the left hand side bottom of the panel to prevent any unauthorised operation of the panel. This key always must be in the personal custody of the Station Master on duty. The panel should be always in the locked condition and unlocked only when an operation is required to be done on the panel. B.3.0 TRACK CIRCUITS B.3.1 Continuous track circuits are provided between the Up home signal to Up advanced starter and from Down Home Signal on Down Advanced Starter, track up to the end of sand hump and over run line and point position leading to the siding, up to the shunt signal Nos. 9, 17 and 32 on the siding and 4 rail length of calling on track in rear of home signal and 5 Rail length in rear of shunt signal No. 32 are track circuited. B.3.2 Failure of track circuits will affect the signals reading over the track circuits and also the points, if any, controlled by the track circuits which have failed. If the failure is noticed before setting up the route, any other available alternate route should be opted for the train movements. If the point track is not affected, calling-on signals can be taken off. If the movement is necessarily to be made on the route with the track circuits having failed and if the calling-on signal also cannot be taken off for that movement, the SM on duty shall ensure that all the points on the route are correctly set as required, clamped and padlocked and the route is clear and free from obstruction before permitting such a movement, authorizing the Loco pilot to pass the signal at ON. Whenever calling-on signal could not be taken off relevant provisions contained in GRs 3.68 to 3.70 and subsidiary rules there under should be adhered. The SM on duty shall ensure that no conflicting movements are permitted during failure of track circuits. B.3.3 The reliability of track circuit is considerably affected by the formation of rust or oxidization on the table of the rail. Under such circumstances, a Track Clear indication may be displayed for the concerned track which is actually occupied. Such portion of the track over which there has been no movement for a period of 24 hours should be deemed prone to rust formation and Rusty Rail collars/caps must be placed on the relevant point/signal knobs. B.3.4 Normally, no vehicle should be stabled on a track-circuited line. In emergency, if vehicles are stabled and if the duration of stabling can be gauged in advance, and if it would be more than 24 hours, the Station Master on duty shall arrange to advise the TECH.ES/JE/SE/SIG to disconnect track circuits on that line. When the vehicles are removed from the line, the TECH.ES/JE/SE/SIG should again be advised to reconnect the track circuits. After the vehicles are removed from the line, normal working should be resumed to only after obtaining a certification in writing from the TECH.ES/JE/SE/SIG that the feed to the track circuits have been reconnected and are working properly. B.3.5 For the first move after clearing of vehicles, if stabled for more than 24 hours with the track circuits not getting disconnected and reconnected as mentioned above or if there was no movement for 24 hours on a track circuited line, the SM on duty shall not rely on the track indication on the panel, but must physically verify that the line is clear and free from obstruction before permitting train movements. For a second move also, he shall personally ensure the condition of the track like this and if the clear/occupied indications are correctly displayed on all these occasions, he can rely on the track indications for subsequent moves. If the indications are erroneous, the track circuits should be treated as failed RUSTY RAIL collars shall be placed on the relevant point signal knobs and train shall be dealt with strictly according to the relevant provisions contained in GRs 3.68 to 3.70 and subsidiary rules there under. B.3.6 Failure messages should promptly be sent to the TECH.ES/JE/SE/SIG for rectification. The permanent way inspector should also be advised for arranging to clear the table of rails. B.3.7 While handing over charge, the Station Master on duty shall make an entry in the Station Diary marking the time at which the last movement was permitted over the track circuited line. NOTE: Failure/Suspension of track circuits and certification of normal working by the TECH.ES/JE/ES/SIG. Of the section must be promptly recorded in the signal failure register. CRANK HANDLE: B.4.1 Eight crank handles duly welded with key are provided in individual Electrical Key Instruments in the Office of the Station Master on duty for operating the motor worked points during failures as under: B.4.2 When the crank handle is properly secured in its electrical key instrument and is free to be extracted a white light indication gets displayed near the place marked Crank Handle on the control panel. When the crank handle is not free to be extracted, the white light gets replaced by a Red light indication. Handle GroupPoint No.Group 150Group 251, 52, 54 & 55Group 353Group 456 Handle GroupPoint No.Group 561Group 660, 62, 63, 64, 65 & 66Group 767 & 68Group - 857, 58 & 59 B.4.3 When the crank handle remains extracted, all the signals except up and down advanced starters cannot be taken off. Similarly when a signal other than up and down Advanced Starter is taken off the crank handle cannot be extracted. No attempt must be made to take off a signal when the crank handle remains extracted and no attempt must be made to extract the crank handle when the signal has been taken off. Before extracting the crank handle the SM on duty shall ensure that the working points are set to the required route from the panel then only he shall extract the crank handle. B.4.4 A push switch is provided near the crank handle. When this switch is kept pressed, it cause a deflection in the RKT. On observing this indication, the crank handle can be extracted. B.4.5 During failures of points, crank handle shall be used for setting point. While setting the points by crank handle, it should be ensured that the corresponding point knobs are kept in the required (N or R) position. After setting the points in the required position and clamping, the crank handle shall be restored to its electrical key instrument. On observing the Crank Handle Free (White light) indication and the point indication on the panel, the required signal may be taken off. If the signal obeys when taken off, train movements can be permitted on signals as in the normal course. If the signal fails to respond, train movements should be dealt with strictly in accordance with the relevant provision contained in GR 3.68 to 3.70 and subsidiary rules there under. B.4.6 While utilizing the crank handle to operate a cross over point, it should be ensured that both the facing and trailing ends of the crossover points are correctly set to the required position and locked for permitting train/shunt movements over the points. B.4.7 Whenever the crank handle is utilized to operate a point, necessary entries in the crank handle register should be made promptly and the TECH.ES/JE/SE/SIG advised immediately to restore normal working. B.4.8 When the TECH.ES/JE/SE/Sig require the Crank Handle to attend any repair or maintenance work, he shall give requisition, making necessary entries in the crank handle register and issuing disconnection notice in form S&T/ T.351 to SM on duty specifying the reasons thereof and the point numbers. On receipt of this requisition SM on duty shall give due consideration to train movement and hand over the point machine lid key, Crank Handle release lock Key and Crank Handle location box key of the required points after obtaining the requisite permission from control When the Crank Handle remains with TECH.ES/JE/SE/Sig, the concerned point on the route over which a movement is required to be done should be treated as failed and the point should be set locked, clamped, padlocked and padlocked keys retained in the personal custody of SM on duty. Whenever there is a movement over the concerned point is to be done, TECH.ES/JE/SE/Sig working at location should be advised before that movement in writing. After the work all the keys received from SM shall promptly returned to on duty SM duly inserting the Crank Handle to its normal position at the location and locking the Crank Handle location box and ensure the availability of Crank Handle IN free indication on the panel. The TECH.ES/JE/SE/Sig and SM on duty shall promptly make the relevant entries while taking over/handing over the keys in the Crank Handle register maintained for this purpose at the station. Joint testing of the disconnected gear shall be done by the SM on duty and TECH.ES/JE/SE/Sig for the proper working of the disconnected gear. Then TECH.ES/JE/SE/Sig shall issue reconnection memo to the SM on duty to resume normal working B.4.9 When the crank handle remains with the TECH.ES/JE/SE/SIG all the points should be deemed to have failed, set locally, clamped, padlocked and the padlock keys retained in the personal custody of the SM on duty and the TECH.ES/JE/SE/SIG working at the points advised, before permitting any movement over the points. Note: Group - 1, Group 3, Group 4, Point Nos. 52A, 54B & 55B of Group 2A and Point Nos. 60A & 66B of Group 6A have been provided with the different type of point machines. While cranking these point motors crank handle release lock key also to be taken along with the lid key. B.5.0 SETTING OF ROUTE B.5.1 To set a route and to take `off' signal, the duty SM when everything is alright must unlock the panel and after ensuring that the point `FREE' indication is available shall turn the point knob in either `N' or `R' position as required and observe the point repeat indication that the points have been correctly set and locked to the required position. Then he shall operate the concerned signal knob. If the line is clear and free from obstruction a row of white lights (route lights) will appear on the whole length of the route concerned on the panel and the signals would clear. As the train enters the concerned track circuits, the respective route (white) lights successively turn to red. As the train leaves the track, the white lights reappear if the signal knob has not been restored to normal. After the completion of the movement, the concerned signal knob shall be normalised. As soon as the knob is normalised the route light will get extinguished. B.6.0 ROUTE CANCELLATION B.6.1 Once the signals have been cleared for a movement, the SM on duty must on no account interfere with the concerned signals or point knob unless the route, which has been set, is to be cancelled. B.6.2 Normally after the signals are cleared, the route must not be cancelled except in case of an emergency. The route cannot be cancelled once a train passes the signal. If however, it is necessary to cancel the route, for any reason before the train passes the signal, the SM on duty must normalize the signal knob which will immediately restore the signal to Danger aspect and route will be cancelled automatically after a lapse of 120 seconds except both up and down last stop signals, when shunt signal route will get cancelled after a lapse of 60 seconds. B.6.3 There is a Digital counter provided on the left hand side top of the panel with an indicator (White light) below the legend Route Cancellation. Immediately when the signal knob is normalized, the White light appears by the side of the Digital counter and the number of the digital counter will change to the next higher number after 120 seconds/60 seconds thereby recording the route cancellation so made. The white light indicates the commencement of the route cancellation and disappearance of the white light indicates that the route is cancelled. B.6.4 The route cancellation is permitted only for one route at a time. For any reason more than one route cancellation is required it will be possible only in succession and not simultaneously. The facts must also be recorded clearly in the route cancellation register. B.6.5 Route cancellation must be done in accordance with instructions contained in SR 3.36 (ii). B.6.6 The route cancellation register should be maintained by the SM on duty. An entry in detail with date and time of operation, the train approaching has passed the signal when the operation was done, the No. of the route involved, reasons for the route cancellation, etc., and the numbers displayed by the corresponding counter before and after operation should promptly be made and signed in the appropriate portion of the book. While SMs handing over charge with the Last Counter No. should be recorded in station diary. BACK DOOR KEYS OF BLOCK INSTRUMENT Block instrument is provided with double lock and key arrangements. One key of this lock shall be in the custody of SM on duty and the other with the TECH.ES/JE/SE/Sig of the Section. Whenever it is required to open the block instrument, the TECH.ES/JE/SE/Sig shall requisite the key from the Station Master on duty, after making relevant entries with the signature in a separate register maintained for this purpose. On completion of the work, the block instrument shall be closed and locked and the SM's key shall be returned to the Station Master on duty. The SM on duty after being satisfied that the block instrument has been closed and locked with both the keys and is in good working order, shall take over the key and keep it under his personal custody. Necessary entries with signature of SM and the TECH.ES/JE/SE/Sig must be made in the register. The TECH.ES/JE/SE/Sig of the section is authorised to obtain the key from the SM on duty only when : (a) the block section is not occupied by a train and the instrument is in `Line closed' position during normal working of the block instrument OR (b) block working is to be restored after a failure irrespective of the block instrument and occupation of the block section. The SM on duty should suspend the block instrument for train operation till such time the key is returned to him by the TECH.ES/JE/SE/Sig. CALLING ON SIGNALS (Ref GR 3.13) B.8.1 Calling on signals Nos. 34B and 1B, are provided below the Up and Down Home Signals Nos. 34A, and 1A. Boards bearing letter `C' is also provided just below the Calling on signals. The Calling on signal is intended to receive a train on an occupied/obstructed road or when one or more of the track circuit on that route have failed or when the Home signal has failed. Before clearing the calling on signal, the SM on duty shall ensure that it is absolutely necessary to receive the train on that road and the train can be berthed with in the Starters. . B.8.2 Track circuit Nos.C-34T and C-1T are provided at the foot of the up and down Home signals. When a train occupies the concerned Calling on signal track circuit and stops, after ensuring the setting of the required route, the SM on duty shall turn the knob 34B or 1B, to clear the required Calling on signal. B.8.3 If the Calling signal cannot be taken `off' due to failure, train shall be received over the Signal Post Telephone provided, as detailed in para B.9, duly ensuring correct setting of route. B.8.4 Individual knobs are provided to operate the concerned Calling on signals. These knobs have two positions i.e., "N" for Normal and "R" for Reverse. Numerical counters are provided at the Top corners of the panel separately for the Up and Down Calling on Signals. B.8.5 In the event of failure of track-circuit/Home signal or for the reception of a train on an obstructed line, the Calling on signal can be taken `off'. After ensuring that the concerned home signal knob is in its normal position and the required route is set, the Calling on signal knobs should be operated to its `R' position. On the occupation of the calling on track circuit in rear of the home Signal by the approaching train, a white light indication gets displayed below the numerical counter of the respective Calling on Signal. After a lapse of 6O seconds, the Calling on signal will assume `OFF' aspect, the white light below the counter gets extinguished and the counter registers the taking `OFF' of he Calling on signal by displaying the next higher progressive number. B.8.6 Whenever a calling on signal is taken OFF to authorise a movement the interlocked points governed by that signal need not be clamped and padlocked. Clamping and padlocking is however is necessary when disconnection notice has been issued. B.8.7 An entry with details of the date and time of taking `OFF' of the Calling on signal, train for which it was taken `OFF', the number of the reception line, reasons etc., and the numbers displayed by the corresponding counter prior to and after the operation, should promptly be made and signed in the Calling on Signal Register maintained by the SM on duty. Separate portions of the register would be set apart for the Up and Down Calling on signals with appropriate index in the beginning of the Register. B.8.8 Release of route after the complete arrival of a train received on "Calling on signal": After ensuring the complete arrival of a train received on Calling on signal, the SM on duty shall put back the calling on signal knob to Normal. Normally the route get released immediately after train has arrived well with in the starter/fouling marks of the reception line. The SM on duty shall physically verify that the train has arrived complete well within the starter/fouling marks before putting back the calling on signal knob to the normal position. He should not rely on the track indication on the control panel for this purpose. B.9.0 SIGNAL POST TELEPHONE [ SR 3.69(X)]: B.9.1 Signal Post Telephone one each is provided in a cabinet on the Up and Down home signal post, with the legend `Telephone' painted on the box. When the home signal (Up or Down as the case may be) has not been taken "OFF" the Loco pilot of the approaching train shall draw close to the Home signal and stop and wait for 2 mts.. If the Home signal/Calling on signal is not taken "OFF", the Loco pilot shall go to post type telephone and rotate the handle of the telephone to attract the attention of the SM. As soon as the SM acknowledges the call, the Loco pilot shall keep the cradle pressed till he completes the conversation with the SM. The Loco pilot should open the flap on the mouthpiece for speaking and hearing and close them on completion. The duty SM shall respond to the call and inform the Loco pilot the reason for the delay and the probable time at which the signal will be taken off. If the signal is not taken off as indicated by the SM, the Loco pilot shall contact the duty SM once again for further instructions. If it is due to signal failure/suspension, the SM on duty shall set the route correctly, clamp and padlock the points, ensure clearance of line and communicate the following message, which the Loco pilot shall record in his Rough Journal Book and pass the signal at "ON" position duly observing necessary caution. The SM on duty shall record the message below the train entry on the Train Signal Register. To The Loco pilot of Train No......... (Description).............. No........ Date:........... Owing to the failure/suspension of Up/Down Home signal No......., you are hereby authorised to pass the Up/Down Home signal No ........ at "ON" and enter Road No............ at a restricted speed of 15 Kmph. Private Number: (in figures) __________________________ (in words) __________________________ Note: One long ring shall be used to call each other on signal post telephone. B.10 FUNCTIONS / DESCRIPTION OF KNOBS ON THE PANEL: - Signal knobDescription of signals1Down home at DKN end to roads 1 or 2 or 3 or 4 or Goods (Road-5 or 6)1BDown calling on signal below Down home signal for Roads 1 or 2 or 3 or 4 or Goods (Road-5 or 6)2Down starter Road-63Down starter Road-54Down starter Road-45Down starter Road-36Down starter Road-27Down starter Road-18Down Advanced Starter9Down Shunt signal from FCI Siding10Down Shunt signal on Up main line at DKN end11Down Shunt signal below starter of Road 6 at SGWF end12Down Shunt signal below starter of Road 5 at SGWF end13Down Shunt signal below starter of Road 4 at SGWF end14 Down Shunt signal below starter of Road 3 at SGWF end15Down Shunt signal below starter of Road 2 at SGWF end16Down Shunt signal below starter of Road 1 at SGWF end17Down Shunt signal on tower wagon shed siding 18Up Advanced Starter cum Up gate distant signal of LC No.130 at KM.330/200-30019Up Starter Road-120Up Starter Road-221Up Starter Road-322Up Starter Road-423Up Starter Road-524Up Starter Road-625Up Shunt signal below starter of Road - 1 at DKN end26Up Shunt signal below starter of Road 2 at DKN end27Up Shunt signal below starter of Road 3 at DKN end28Up Shunt signal below starter of Road 4 at DKN end29Up Shunt signal below starter of Road 5 at DKN end30Up Shunt signal below starter of Road 6 at DKN end31Spare32Up Shunt signal on the approach line of ICD & SGT siding33Up Shunt signal on Down main line at SGWF end.34AUp Home signal at SGWF end to Road-1 or 2 or 3 or 4 or Goods (Roads 5 or 6) 34BUp calling on signal below Up home signal to Road-1 or 2 or 3 or 4 or Goods (Road 5 or 6) Point knobDescription of points50Cross over point connecting Up and Down Main (BWT end) 51Point Tower wagon siding and trap point FCI siding52Point Down main line Trap point Tower wagon siding53Cross over points Road-2 and Road-3 (BWT end)54Point Road-3 and trap point Road-4 (BWT end)55Cross over point down Main line and Road No. 656Point crossover Road-1 and Road-2 (BWT end)57Trap point from FCI Siding to Road-5 and 658Trap point Road-5 (BWT end)59Trap Points Road -6 (BWT end)60Cross over points Down main line and Road 4 (SBC end)61Crossover points Up main line and trap point Road-1 (SBC end)62Points (Turn out) Road-5 to Road-6 (SBC end)63Scissors cross over point Road-4 and 5 (SBC end)64Scissors cross over points Road-5 and 4 (SBC end)65Trap point ICD/SGT line (SBC end)66Crossover points down main line Road-3 and Road-4 (SBC end)67Scissors cross over point Up and Down main line (SBC end)68Scissors cross over point Up and Down main line (SBC end) Slot Control KnobDescription of slot & function69Control on SGWF/AYM shunt signal No.2 & 470Control on SGWF Point No.371Control on SGWF Trap Point No.5 on ICD SidingGate Control KnobDescription of gate control knobG-1Control on LC Gate No. 131 at Km 332/000-100 BWT end G-2Control on LC Gate No. 132 at Km 333/000-100 SBC end B.11 TABLE OF MOVEMENTS Sl. NoDescriptionSM TO TURN KNOBPoint knobSignal knobLC knob1To Receive an Up Train on: Road-1 with Point 56 N Road-1 with Point 56 R Road-2 Road-3 Road-4 Road-5 Road-6 61 61,56 - 67 54,66,67 58,64,66,67 59,62,64,66,67 34A 34A 34A 34A 34A 34A 34A G2 G2 G2 G2 G2 G2 G2 2To Despatch an Up Train from: Road-1 Road-2 Raod-3 Road-4 Road-5 Road-6 56 - 50 50,54 50,55,58 50,55,59  18,19 18,20 18,21 18,22 18,23 18,24 G1 G1 G1 G1 G1 G13To Pass / Run through an Up Train on: Road-1 Road-2 56,61 - 18,19,34A 18,20,34A G-2,G1 G-2,G1Sl. NoDescriptionSM TO TURN KNOBPoint knobSignal knobLC knob5To Despatch a Down Train from: Road-1 Road-2 Road-3 Road-4 Road-5 Road-6 61,68 68 - 66 64,66 62,64,66 8,7 8,6 8,5 8,4 8,3 8,2 G-2 G-2 G-2 G-2 G-2 G-2 6To Pass / Run through a Down Train on: Road-3 Road-4 - 54,66 8,5,1A 8,4,1A G1,G2 G1,G27To receive a Down train on calling-on signal from DKN end on to: Road-1 Road-2 Road-3 Road-4 with point 66R Road-4 with Point 66N Road-5 Road-6 53,56 53 - 54,66 54 55,58 55,59,62 1B 1B 1B 1B 1B 1B 1B G1,G2 G1,G2 G1,G2 G1,G2 G1,G2 G1,G2 G1,G28To receive an up train on calling-on signal from SBC end to: Road-1 with Point 56N Road-1 with Point 56R Road-2 Road-3 Road-4 Road-5 Road-6 61 56,61 - 67 54,66,67 58,64,66,67 59,62,64,66,67 34B 34B 34B 34B 34B 34B 34B G2 G2 G2 G2 G2 G2 G2 9Shunt from Down shunt No. 9 on FC I Siding to: Road-1 clear of Shunt 25 Road-2 clear of Shunt 26 Road-3 clear of Shunt 27 Road-4 clear of Shunt 28 Road-5 clear of Shunt 29 Road-6 clear of Shunt 30 51,52,53,56 51,52,53 51,52 51,52,54 58,57 57,59 9 9 9 9 9 9 G2 G2 G2 G2 G2 G2  Sl. NoDescriptionSM TO TURN KNOB Point knobSignal knobLC knob11Shunt from Down shunt No. 17 on Tower Wagon shed to: Road-1 clear of Shunt 25 Road-2 clear of Shunt 26 Road-3 clear of Shunt 27 Road-4 clear of Shunt 28 Road-5 clear of Shunt 29 Road-6 clear of Shunt 30 52,53,56 52,53 52 52,54 52,55,58 52,55,59 17 17 17 17 17 17 G2 G2 G2 G2 G2 G2 12Up Shunt No.25on Road-1 to: FCI siding clear of Shunt 9 T/W shed clear of Shunt 17 Up main line clear of shunt 10 51,52,53,56 52,53,56 56 25 25 25  - - G113Up Shunt No.26 on Road-2 to: FCI siding clear of Shunt 9 T/W shed clear of Shunt 17 Up main line clear of shunt 10 51,52,53 52,53 -  26 26 26  - - G114Up Shunt No. 27 on Road-3 to: FCI siding clear of Shunt 9 T/W shed clear of Shunt 17 Up main line clear of shunt 10 51,52 52 50  27 27 27  - - G115Up Shunt No. 28 on Road-4 to: FCI siding clear of Shunt 9 T/W shed clear of Shunt 17 Up main line clear of shunt 10 51,52,54 52,54 50,54  28 28 28  - - G116Up Shunt No. 29 on Road-5 to: FCI siding clear of Shunt 9 T/W shed clear of Shunt 17 Up main line clear of shunt 10 57,58 52,55,58 50,55,58  29 29 29  - - G117Up Shunt No. 30 on Road-6 to: FCI siding clear of Shunt 9 T/W shed clear of Shunt 17 Up main line clear of shunt 10 57,59 52,55,59 50,55,59  30 30 30  - - G1Sl. NoDescriptionPoints Knob PositionSignal knob positionLC Gate18SGT/ICD line Shunt No. 32 to: Road-3 clear of Shunt 14 Road-4 clear of Shunt 13 Road-5 clear of shunt 12 Road-6 clear of shunt 11 60,63,65 63,65 65 62,65 32 32 32 32  G2 G2 G2 G2 19 Shunt from Up shunt No. 33 on Down Main line (SBC end) to: Road-1 clear of Shunt - 16 Road-2 clear of Shunt - 15 Road-3 clear of Shunt - 14 Road-4 clear of Shunt - 13 Road-5 clear of Shunt - 12 Road-6 clear of Shunt - 11  61,68 68 - 66 64,66 62,64,66 33 33 33 33 33 33  G2 G2 G2 G2 G2 G2 20Down Shunt (Local) to SGT/ICD line clear of Shunt No. 32 from: Road-6 Shunt No. 11 Road-5 Shunt No. 12 Road-4 Shunt No. 13 Road-3 Shunt No. 14  62,65 65 63,65 60,63,65  11 12 13 14 Slot from SGT G2,8 G2,8 G2,8 G2,821Down shunt to clear of shunt 33 from: Road-6 Shunt No.11 Road-5 Shunt No. 12 Road-4 Shunt No. 13 Road-3 Shunt No. 14 Road-2 Shunt No. 15 Road-1 Shunt No. 16 62,64,66 64,66 66 - 68 68,61 11 12 13 14 15 16  G2 G2 G2 G2 G2 G2  Sl. NoDescriptionPoints Knob PositionSlot to SGTSignal knob positionLC Gate Slot from SGT22Down Shunt (through) from:a)Road-6 Shunt No. 11 to SGT line clear of Shunt-7 of SGT 62,657011G26b)Road-6 Shunt No. 11 to ICD line clear of Shunt-7 of SGT 62,657111G26c)Road-5 Shunt No. 12 to SGT line clear of Shunt-7 of SGT 657012G26d)Road-5 Shunt No. 12 to ICD line clear of Shunt-7 of SGT 657112G26e)Road-4 Shunt No. 13 to SGT line clear of Shunt-7 of SGT 63,657013G26f)Road-4 Shunt No. 13 to ICD line clear of Shunt-7 of SGT 63,657113G26g)Road-3 Shunt No. 14 to SGT line clear of Shunt-7 of SGT 60,63,657014G26h)Road-3 Shunt No. 14 to ICD line clear of Shunt-7 of SGT 60,63,657114G26Sl.No.DescriptionSlot from WFD to SGT PointsSlot from WFD to SGT Shunt signal 23Shunt No. 4 from ICD Siding upto Shunt 32 of WFD716924Shunt No. 2 from SGT Siding upto Shunt 32 of WFD7069 Replaced Page No.53 B.12 TELECOMMUNICATION: - The following Magneto Tele-communications are provided: CIRCUIT NO.1 Station House .. 0 (One ring) Location near the Up outermost Point No.67 & 50. 00 (Two ring) LC No. 131 at Km 332/000-100.. 000 (Three rings) CIRCUIT NO.2 Station House {} 0 (One ring) LC No. 130 at KM 330/200-300 {} to call each other CIRCUIT NO.3 Station House {} 0 (One ring) AYM Office (SGT Yard) {} to call each other CIRCUIT NO.4 Station House {} 0 (One ring) Up SPT {} to call each other CIRCUIT NO 5 Station House {} 0 (One ring) Down SPT {} to call each other APPENDIX C - NIL - APPENDIX D DUTIES OF THE STAFF D.1.0 The duties mentioned below are not exhaustive. All staff are required to adhere to the relevant duties assigned to them by General Rules. Block Working Manual and Accident Manual and other instructions issued from time to time by the Divisional Officers/Supervisors with all promptitudes and prudence with a view of achieving better result in safe and efficient transportation. D.2.0 Station Manager: His duties include General Supervision of staff and their performance in connection with train operations, arranging necessary stationary, essential equipments etc., ensuring that the staff are well trained that they are not over due for Refresher Course, Safety Camp, Periodical Medical Examination and their block competency certificate, Medical Fitness Certificate are current, before they are permitted to take up duty, counselling the staff in safe and efficient working, taking suitable corrective action against erring staff and providing necessary assistance to inter-departmental staff in close co-ordination to achieve the best performance at the station and the sidings. D.3.0 Duty Station Master: He is in over all in-charge for train / shunting operations at the station during his duty hours. He shall ensure perfect co-ordination is maintained by all staff under his control in the respective shift duty, personally operate the control panel, consult control regarding train movements and act according to his instructions, provide timings and other particulars pertaining to the train movements, maintain prescribed registers, caution orders etc., and deal movements, to and from the FCI/SGT sidings, keep necessary isolation as required and adhere to all instructions relevant to him, as laid down in the SWR, GRS, BWM, Accident Manual and other instructions issued from time to time. D.4.0 Pointsman / Porter / Trained SCP The Pointsman/Porter/Trained SCP shall clean the points regularly, assist the Duty Station Master in issuing Caution Order/Memos in piloting train, obtain signature of the Guard of stopping train in the Train Intact Arrival register, in clamping the points during failure, and in keeping the station, essential equipments and the control panel clean and tidy. He shall invariably exchange All right signals for every passing train on off side and also carry out any other instructions issued to him by Station Master / Manager. D.5.0 Gateman: The Gatemen of LC No. 131 at Km.332/000-100 and LC No.l32 at km.333/000-100 shall adhere to instructions issued to them by duty Station Master. He shall be responsible for prompt opening of the level crossing for Road traffic and closing of LC in time for the safe passage of rail traffic. He shall also keep gate lamp lit and ensure that the gate lamps are burning brightly from sun set to sun rise, also keep the flange way clear of obstruction and keep the gate neat and tidy. He has to keep the essential equipment ready for use wherever required and he should stand in front of the gate lodge and watch the train movement as per extant rules. D.6.0 Shunting Master: His duties shall include Supervision of all shunting as per the instructions of the Station Manager/SM. Ensuring locking of locally operated points whenever movement is allowed over those points. Berthing vehicles within fouling marks/starters. Securing of the berthed vehicles by means of providing skids and safety chains to prevent them from gaining momentum. Carrying out any other instructions issued by Station Manager /SM. D.7.0 Pointsmen with the Shunting Master: Their duties shall include: Assisting the Shunting Jamedar in performing shunting operations. Manning the points when necessary. Carrying out any other instructions issued by the Station Manager / SM / Shunting Master. APPENDIX `E' ESSENTIAL EQUIPMENTS AT THE STATION Sl.No.Description of essential equipmentsMinimum Quantity at SMs OfficeAt LC No. 131 at Km 332/000-100 and LC No.132 at km.333/000-1001.Detonators2010 2.Hand Signal lamps / tri-colour torches423Hand Signal flags4 RED 4 4 GREEN2 RED 1 GREEN4Fire buckets with Sand2-5Fire buckets with Water216Station bells2-7Skids10-8Clamps with Padlocks6-9Safety Chains with padlocks4-10Trolley lorry on Line Caps2-11Line Blocked Caps12-12Line Block Caps2-13Caution in force Boards2-14Rusty Rail Caps6-15Staff working caps (Power Block)4-16Pouches suitable for shunt keys2-17Emergency Gate Chains with padlock-218Poles suitable for exhibition of red lamp/flag-219Tommy bar-120List of tools-121Stop boards-222Water Bucket-123Wall Clock1124Banner flags with poles-225Fusee-3 The SM shall ensure that the prescribed quantity of the above-mentioned essential equipments is made available at SMs office exclusively for train passing duties. APPENDIX `F Rules for working D class stations, Halts, IBH, IBS and Outlying sidings: - NIL APPENDIX `G Rules for working of trains in electrified sections: - The special working instructions for the working of trains in the 25 kv electrified areas has been issued and this SWR shall be read in conjunction with it. (NEERAJ GUPTA) (N.RAMESH) Divisional Signal & Telecommunication Divisional Operations Manager Engineer/Bangalore. Bangalore INSTRUCTIONS FOR WORKING OF TRAINS AT STATIONS PROVIDED WITH DIGITAL TYPE BLOCK PROVING AXLE COUNTERS GENERAL: Block proving Axle Counters are provided in advance of UP & DOWN Home Signals and in advance of Last Stop Signals of the station to monitor the status of the Block Section. Block proving axle counters are used for clearance of Block pertaining to that Block Section. An Axle Counter Indication-cum-Reset Box is provided at the SMs office or at a place where the Block Instruments are provided, one each for each Block Section to indicate the clearance of the concerned Block Section and to facilitate Reset in case of axle counter failure. DESCRIPTION OF THE INDICATIONS/FEATURES ON THE AXLE COUNTER INDICATION-CUM-RESET BOX: FEATURES: SMs Key for authorizing reset operations. Reset Push Button for Resetting Axle Counter. Counter for recording Reset Operation. INDICATIONS: 1.Green Light (Large)ClearIndicate that the Block Section is clear.2.Red Light (Large)Occupied/FailedIndicate that the Block Section is occupied/the BPAC has failed.3.Green Light (Small)Preparatory ResetIndicate that the Axle Counter Resetting operation at both ends is completed.4.Yellow Light (Small)Power ONIndicate that the power supply is available. 3. CUSTODY OF KEYS: The SMs key of Axle Counter indication-cum-reset boxes shall be kept in a separate Glass Fronted case and the key of the glass fronted case shall be under the personal custody of the SM on duty. 4. RESET BUTTON: Reset button is provided in the Reset Box so that whenever the axle counter shows Failed (Red Light-Large) condition, the SM on duty can reset the same to normal after ensuring that the Block Section is clear. COUNTER FOR RECORDING RESET OPERATION: Each and every operation of the reset button is counted on a digital counter and shall be recorded in a separate register indicating the movement before and after operation of the reset button as per the following proforma. Replaced Page No. 58 Sl. No. Date/ Time Train No. after which Axle counter has failed Private Number given to the station in rear/ advance  Private Number received from the station in rear/ advance Counter reading before resetting Counter reading after resettingPrivate Number given by the despatch end SM Train No. dealt after resettingPN given by despatch end SM after clearance of first train after resettingPN given by reception end SM after clearance of first train after resetting INDICATIONS: Indications are provided in the Axle Counter Indication-cum-Reset Box to show the status of the concerned Block Section. The Clear (Green Light-Large) indication on the concerned Axle Counter Indication Box shall be observed by the SM on duty before obtaining/granting line clear on the relevant Block Section. The Axle Counter Indication-cum-Reset Box displays Clear (Green Light - Large) indication when the Block Section is clear of trains/vehicles and Occupied (Red Light - Large) indication when the Block Section is occupied or Axle Counter pertaining to that section is failed. COMPLETE ARRIVAL OF TRAINS: In case the Axle Counter shows Occupied (Red Light-Large) indication with an Audible warning, even after the complete arrival of the Train, no effort shall be made forcibly to bring the Block Instrument to Line Closed condition. The buzzer shall be acknowledged by normalising the Home Signal Knob. Before initiating action to reset the Axle Counter and permitting the next Train into the Block Section, the SM shall comply with the provisions of GR 14.10 (1) & (2) and satisfy that the train, for which line clear is given, has arrived complete. Once the complete arrival of the train is verified, action can be initiated to reset the axle counter at both ends of the affected section as per the procedure given under Para 8. Note: In addition to observing the clear indication on the Axle Counter for ensuring the complete arrival of train, the existing procedure of ensuring the complete arrival of train by personally verifying the Tail Board/Tail Lamp or by authorized means in terms of SR 14.10 shall continue to be followed. This shall be incorporated in the respective SWR. RESETTING PROCEDURE OF AXLE COUNTERS: After ensuring that the Block Section is clear, the Axle Counter shall be reset. The resetting operation shall be resorted to only when there is Occupied (Red Light Large) indication even though the Block section is clear. The following procedure shall be adopted after advising the S&T staff concerned about the failure of the axle counter. The SM on duty at the receiving station in which the train has arrived complete shall give a Private Number to the SM at the other end (despatch station) confirming the complete arrival of the train. The SM on duty at the despatch end shall acknowledge the same by communicating a Private Number. Replaced Page No. 59 The key of the reset box shall then be inserted in the reset box, turned and pressed along with pressing of reset push button by both SMs independently. The reset operation pertaining to Block Section is carried out independently at both ends. Preparatory Reset (Green Light Small) indication, to indicate that the Axle Counter resetting operation is complete, will appear on the Axle Counter Indication-cum-Reset Box at both ends. The counter, provided for recording resetting operation will register next higher number. Necessary entries shall be made in the Block proving Axle Counter Resetting Register maintained for this purpose. Similar entries are made by the SM at the other end of the Block Section also. When the preparatory indication appears, the receiving end Station Master should advise the Station Master at the other end that the block section is being closed. The other end SM shall give a PN to this effect to receiving end Station Master. The receiving end Station Master shall then close the block section by normalising the block instrument. With the preparatory reset indication available at both Stations, the line clear for the next train can be obtained through the block instrument and the LSS can be taken off and the train despatched normally. 8.10 On clearance of the first train on preparatory reset at the receiving station the axle counter will show Clear indication at both stations. The receiving end station master shall then advise the station master at the other end, the availability of clear indication of the axle counter under the exchange of private numbers. Subsequent trains can be normally dealt. On arrival of the first train on preparatory reset if the axle counter shows clear indication at both stations all subsequent trains can be dealt normally. However if again the axle counter does not show Clear indication but preparatory indication continues, the block working shall be suspended and S&T officials of the section shall be advised to attend to the failure. The entries in TSR shall be made in red ink at both stations whenever line clear has been obtained with the axle counter showing preparatory reset indication. No attempt shall be made to close the block section on arrival of the train on preparatory reset if axle counter is still showing preparatory reset indication, instead of clear indication. FAILURE OF AXLE COUNTER: If Axle Counter does not show Clear (Green Light - Large) indication, after clearance of the train on Preparatory Reset, it shall be treated as a failure of Axle Counter. The Block Instrument Working of the concerned Block Section shall remain suspended till S&T staff rectifies the same. During this period Trains shall be dealt as per GR. 14. 13 and closing of Block Section done as per GR.14.10 (1), (2), & (3). And para 6.5 of this SWR. WORKING OF TROLLEY/MOTOR TROLLEY/LORRY ETC: Trolley protection Track Circuit is provided to prevent the operation of axle counter by insulated Trolleys. Motor Trolleys, when required to proceed to adjacent station, shall be issued with necessary Authority to proceed, suspending Block Working. After the motor trolley has cleared the section, the SM on duty shall resume block working for subsequent trains. However, in case the axle counter does not show clear indication after arrival of the Motor Trolley at the adjacent station, resetting of the axle counter shall be done as per Para 8 and Train operations resumed. SHUNTING: Shunting shall be done as per the instructions contained in the Block Working Manual. However, after a Block Forward or a Block Back operation is completed, before bringing the Block instrument to Line Closed position, it shall be ensured that the axle counter shows Clear (Green Light - Large) indication (NEERAJ GUPTA) (N.RAMESH) Sr.Divisional Signal & Telecommunication Sr. Divisional Operations Manager Engineer/Bangalore. Bangalore     CM No.3 dated 27-03-2012 SWR No. B6/WFD dated 05-08-2008 B6/WFD (J.CHANDRASHEKAR) (K.E.ANSAR) DSTE/SBC DOM/SBC (J. 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L^`LhH.   ^ `hH.   ^ `hH. xLx^x`LhH.hh^h`o(hh^h`o(.0^`0o(..88^8`o(... 88^8`o( .... `^``o( ..... `^``o( ...... ^`o(....... ^`o(........hhh^h`o(.hP^`Po(..h^`OJQJ^Jo(...hx^`xo(.... h ^`o( ..... h X@ ^ `Xo( ...... h ^ `o(....... h8x^`8o(........ h`H^``o(......... hh^h`o(hH#88^8`56CJOJQJaJo(hH. p0p^p`0o(hH..   ^ `o(hH... xx^x`o(hH .... `^``o(hH ..... ^`o(hH ......  ^`o(hH.......  ^`o(hH........88^8`56CJOJQJo(hH`^``56CJOJQJo(hH.#`^``56CJOJQJaJo(hH..  ^ `56CJOJQJo(hH... xx^x`o(hH .... `^``o(hH ..... ^`o(hH ......  ^`o(hH.......  ^`o(hH........D ^`56o(()D ^`.D  L ^ `L.D   ^ `.D hh^h`.D 8L8^8`L.D ^`.D ^`.D L^`L.88^8`56CJOJQJo(v^`v56CJOJQJaJo(.  ^ `56CJOJQJo(..  ^ `o(... xx^x`o( .... `^``o( ..... ^`o( ...... ^`o(....... ^`o(........0^`0o()p0p^p`0o()`^``o()!^`!5o(()xx^x`.HLH^H`L.^`.^`.L^`L.h ^`o(hH)h^`56CJaJo(hH.h pLp^p`LhH.@ @ ^@ `OJPJQJ^Jo(-h ^`hH.h L^`LhH.h ^`hH.h ^`hH.h PLP^P`LhH.=6:6w jt &o .*@__B` q@LA>P{>0W6z3he Z#O(# M19\s+oWI>'4#>n:nf y*i}s _h i(un(t"t_ 99& /[q9"T.xvcu&vR0+Q0u*}0 W_t]8}Jn2(||)Qj*M /Q7ID&][!&$c&-o@Kz ==        ffV Zv^~p1   Ipӄ~ZΈ#b P;䯞ʰx*ֆ> ݄<w.                  4@Z ;$XlGNRs3 A'   c.@Times New Roman------ 2 )sbCM No.    2 )b3  2 )b  2 )bdated 2  2 )b7  2 )b-  2 )b0  2 )b3  2 )b- 52 )b2012 SWR No. B6/WFD dated 05       2 )b- 2 )b08  2 )b- e2 )<b2008 B6/WFD     2 )b  b',@Bookman Old Style------ +2 sb   2 b( "2 bJ.CHANDRASHEKAR   D2 V&b)   .2 b   2 _b( 2 c bK.E.ANSAR    2 b)  2 b  b' .2 .sb   2 .b   2 .b  2 .NbDSTE/SBC    2 .Rb  2 .Vb  2 .hbDOM/SBC    2 .b  b'@Times New Roman------ +2 nmbSOUTH WESTERN RAILWAY       2 n<b    2 b   &2 ~bBANGALORE DIVISION      2 +b  @Times New Roman---  2 b  --- ,2 bStation Working Rules:    2 8b  &2 bDate of Issue:  2 eb05  2 sb- 2 xb08  2 b- 2 b08  2 b  b' 2 bNo. B.6 /WFD.     2 b  2  bDate on which    2 Wb  b'  2 b   2 b P (2 bbrought into force:  2 qb  b'  2 b  b'  2 b  b'--- 2  bWHITEFIELD     2 b    2 b   2 0sbNOTE:   2 0b-  2 0b  b'--- 2 Ab1.  2 Ab  j2 A?bThese Rules supersedes the Station Working Rules B.6 dated: 25       2 Acb- 2 Ahb01  2 Avb- 2 A{b2005.  2 Ab  b'  2 Rsb  @"Arial------ 2 db2.---  2 db --- "2 dbThe Station Wor    _2 dE8bking Rules must be read in conjunction with General and           b' z2 uJbSubsidiary Rules and Block Working Manual. These rules do not in any way              b' :2 bsupersede any rule in the above  2 b- #2 bmentioned books.    2 b  b'--- 2 b3.---  2 b --- 2 MbThese Station working Rules shall also be read in conjunction with the tracti              2 bon  b' z2 Jbworking instructions issued to suit 25 KV AC RE pertaining to this Station       2 b  b'  2 b  --- 2 sb1.  2 b S 72 bSTATION WORKING RULE DIAGRAM:         2 b-  2 b  --- 2 MbThe enclosed Rule diagram based on Signalling Plan and P. Way Plan shows the         n2 Bbsignalling features, track circuited portions, names of the adjace          %2 wbnt stations, the     e2 <bnormal setting of points and other details pertaining to day            2 nb- 2 sbto  2 ~b- 2  bday working.    2 $VbComplete layout of the station yard, gradients, holding capacity of individual lines,    }2 6Lbdistances of adjacent stations etc. are reproduced from the enclosed layout   2 6bdiagram.   2 6b    2 _b  ~m--- #2 {m~Rule Diagram No.      2 {Pm~  '~m@Wingdings------  2 {m~---  2 {m~  '~m--- %2 {m~SBC/RD/WFD/6A/ALT       2 {nm~-  2 {tm~1   2 {}m~  '- @ !l-- @ !l-- @ !l-- @ !l-- @ !%l-- @ !l-- @ !/l-- @ !l-- @ !l-- @ !m-- @ !m-- @ !m-- @ !m---- &2 Signalling Plan No    2 S  '---  2 ---  2   '--- 2  IPU 1151A    2 0  '- @ !~-- @ !~-- @ !~-- @ !%~-- @ !~-- @ !/~-- @ !~-- @ !-- @ !-- @ !-- @ !----  2 P. Way Plan No     2 ?  '---  2 ---  2   '--- 2  B/WFD/47.     2   '- @ !-- @ !-- @ !-- @ !%-- @ !-- @ !/-- @ !-- @ !-- @ !-- @ !-- @ !---- %2 Layout diagram No     2 Z  '---  2 ---  2   '--- 2  B/WFD/T/33      2 !  '- @ !-- @ !-- @ !-- @ !%-- @ !-- @ !/-- @ !-- @ !-- @ !-- @ !-- @ !-- @ !-- @ !-- @ !%-- @ !-- @ !-- @ !/-- @ !-- @ !-- @ !----  2 b    2 b  @Times New Roman---@"Arial- - - @Times New Roman- - -  @Times New Roman- - - - - - - - - - - - - - - - - - ---  2 sb2- - -   2 {b W--- 2  bDESCRIPTION   - - -   2 Fb --- 2 PbOF - - -   2 fb --- 2 kbTHE - - -   2 b --- 2 bSTATION:    2 b-  2 b  b'- - - - - --- 2 sb2.1 - - -   2 b J--- 2 bGENERAL( - - -   2 )b --- 2 2 bLOCATION)    2 b  b'--- k2 !@bWHITEFIELD with a code initials WFD is situated at a distance       "2 !ybof 332.710 kms    M2 3,bfrom CHENNAI CENTRAL on the JOLARPETTAI JN.         2 3Fb-  2 3Kb  "2 3RbBANGALORE CITY     2 EWbJN. Broad Gauge, Electrified Section. This is a 'B' class station. Points and Signals          2 VNbare operated from the centralised control panel provided in the Station house.   2 Vb    2 hb  - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - --- 2 {sb2.2 - - -   2 {b J--- 2 {bBLOCK - - -   2 {b --- 2 {bSTATION    2 {]bS - - -   2 {fb --- 2 {obON - - -   2 {b --- 2 {bEITHER  - - -   2 {b --- 2 {bSIDE  - - -   2 {b --- 2 {bAND - - -   2 {&b --- 2 {+bTHEIR  - - -   2 {ab --- 2 {g bDISTANCES:    2 {b-  2 {b  b'--- 2 QbDevangonthi with code initials DKN at a distance of 7.68 Kms on the Bangarapet       2 QbJunction side and Satellite Goods Terminal Whitefield, with code initials SGWF           ^2 7bat a distance of 3.79 Kms on the Bangalore City Jn. Sid    12 ?be are the adjacent block   v2 Gbstations. There is no 'D' class station in either of the block section.    2 fb    2 b    2 b  "SystemvX/v@2v>d- - bbaa``՜.+,0 hp  _Hewlett-Packard Company/-cM Are You suprised ?DESCRIPTION OF THE STATION:-GENERAL( LOCATION)4BLOCK STATIONS ON EITHER SIDE AND THEIR DISTANCES:- Title Headings  !"#$%&'()*+,-./0123456789:;<=>?@ABCDEFGHIJKLMNOPQRSTUVWXYZ[\]^_`abcdefghijklmnopqrstuvwxyz{|}~      !"#$%&'()*+,-./0123456789:;<=>?@ABCDEFGHIJKLMNOPQRSTUVWXYZ[\]^_`abcdefghijklmnopqrstuvwxyz{|}~      !"#$%&'()*+,-./0123456789:;<=>?@ABCDEFGHIJKLMNOPQRSTUVWXYZ[\]^_`abcdefghijklmnopqrstuvwxyz{|}~      !"#$%&'()*+,-./0123456789:;<=>?@ABCDEFGHIJKLMNOPQRSTUVWXYZ[\]^`abcdefghijklmnopqrstuvwxyz{|}~Root Entry Ft. Data 1TableWordDocumentb2SummaryInformation(_lPDocumentSummaryInformation8CompObjr  F Microsoft Word 97-2003 Document MSWordDocWord.Document.89q