ࡱ> }xyz{|g h[bjbjVV 4<r<r<PR^(^(^(^(^(r(r(r(8(<*Lr(4204f0|0|0|0142,`2g|^(x211x2x2^(^(|0|04(v;v;v;x2^(|0^(|0v;x2v;v;z4 |0@+ !4.jE<,H:^(x2x2v;x2x2x2x2x2:x2x2x2x2x2x2x2x2x2x2x2x2x2x2x2x2 $': @9SOUTH WESTERN RAILWAY BANGALORE DIVISION Station Working Rules: Date of Issue:22-02-2012 No. B.14 /KSM Date on which brought into force: KAMASAMUDRAM NOTE:- 1. These Rules supersede the Station Working Rules B.14/KSM dated 18-07-2005. 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. 3. These station working rules shall be read in conjunction with traction working instructions issued to suit 25KV AC RE pertaining to this station. 1. STATION WORKING RULE DIAGRAM:- Station Working Rule Diagram No. SBC/SG/CN: 2/2005/ALT-1 based on signalling plan No. IPU 1111/ALT-1 and P.Way Plan No. CN/BNC/TR/55-2001/1 show the signalling arrangements, track circuited portions names of adjacent stations and other details pertaining to day-to-day working. Complete lay out of station yard, gradients, holding capacity of individual lines; distances of adjacent stations etc. Which are reproduced form the enclosed layout diagram No. SR/TR/BNC/13-2002. Rule Diagram No.(SBC/SG/CN:2/2005/ALT-1Signalling Plan No(IPU 1111/ALT-1P. Way Plan No(CN/BNC/TR-55-2001/1Layout diagram No(B/KSM/T/11 DESCRIPTION OF THE STATION:- GENERAL( LOCATION) KAMASAMUDRAM is situated in the BANGARAPET Jn. JOLARPETTAI Jn. Broad Gauge line at a distance of 273.699 Kms from CHENNAI CENTRAL. This is a C Class station with double line working towards VARADAPUR and BISANATTAM. This station is provided with TWO running lines and both are provided with High Level platform. The code of this station is KSM. The Station House is situated on the platform of ROAD-1 (DOWN LINE) and has the control panel. SL.No.ADJACENT BLOCK STATIONCODEINTER DISTANCE.DIRECTION1.BISANATTAMBSM7.04 KMSUp JTJ Jn. Side2.VARADAPUR KSm4.34 KMSDown SBC Jn. Side 2.2 BLOCK SECTION LIMITS ON EITHER SIDE OF THE STATION ON DIFFERENT DIRECTIONS: - The Station Limits extend from the Up Distant Signal to the Down Distant Signal. Between stationsPoint from which the block section commences FromPoint at which the block section ends at.BISANATTAM KAMASAMUDRAM Down block sectionDown Advanced starter No.8 of BSM400m ahead of Down Home Signal No 5A of Down Line of KSM.KAMASAMUDRAM.- BISANATTAM Up block section400m ahead of Up Home Signal No.1A of KSM  Outer most facing Point No. 65B of BSMKAMASAMUDRAMVARADAPUR UP block sectionUp Advanced starter No.25 of VRDP400m in advance of Up Home signal No.1A of KSMKUPPAM- KAMASAMUDRAM Down block section400m advance of Down Home signal no.5A of KSMUp outermost point no.50B of VRDP 2.3 GRADIENTS: - Sl. No.Direction FromToInter distance (m)GradientSectionDn./Running line-BSM endCentre line236m234m1 in 124 risingStation SectionDn./Running line- BSM end236m749m513m1 in 145 risingStation SectionDn./Running line- BSM end749mB/section-1 In 143 risingBlock SectionDn./Running line- KSM endCentre line51m51m1 in 124 fallingBlock SectionDn./Running line-KSM end51m265.8m214.8mlevelBlock SectionDn./Running line- KSM end265.8mB/section-1 in 260 fallingBlock Sectionup./Running line- BSM endCentre line259m259mLevelStation Sectionup./Running line- BSM end259m529m270m1 in 120 risingBlock SectionUp./Running line- BSM end529m749m220m1 In 176 risingBlock SectionUp./Running line- BSM end749mB/section-1 in 143 fallingBlock SectionUp./Running line- KSM endCentre line6.45m6.45mLevelStation SectionUp./Running line- KSM end6.45m492.45m486.6m-1 in 355 fallingBlock SectionUp./Running line- KSM end492.45m750.37m257.921 in 100 fallingBlock SectionUp./Running line- KSM end750.37mB/section-1 in 155 fallingBlock Section 2.4. LAYOUT: There are two running lines at this station. High level plat forms are provided for ROAD-1 (DOWN LINE) & ROAD-2 (UP LINE). The office of the Station Master with panel is provided on the platform of ROAD-1 (DOWN LINE). 2.4.1 RUNNING LINES, DIRECTION OF MOVEMENT AND HOLDING CAPACITY. Running Lines.Direction of Movement.Holding CapacityLength (CSR)Type of PFLength of PFRoad 1Reception and Despatch of Down trains- -HL270 MRoad 2Reception and Despatch of UP trains- -HL270 M 2.5.1 NON RUNNING LINES:- NIL. 2.5 ANY SPECIAL FEATURES IN THE LAYOUT:- NIL. 2.6 LEVEL CROSSINGS: - There are three level crossing gates connected with magneto phone communication with this station. LC No. Class Dept.LocationTypeNormal PositionWhether InterlockedProvision of Tele-phoneTVU & dateLC No. 112 B1 Class Traffic273/100-200 BSM-KSMLifting BarrierOpen to road trafficinter lockedProvided38043 DEC-09LC No. 110 C Class Engg270/000-100 BSM-KSMLifting BarrierOpen to road trafficinter lockedProvided7976 DEC-09LC No. 111 C Class Engg270/900-271/000 BSM-KSMLifting BarrierClosed to road trafficNon-Inter lockedProvided904 OCT-08 NOTE: - 1) Refer appendix A for detailed gate working instructions. 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: 3.1 System of working: This is a class C station provided with standard-III interlocking and trains are worked under the Absolute Block System 3.2 MEANS OF WORKING:- Double line Modified SGE lock and Block Instruments and track indications are provided in SMs office for KAMASAMUDRAM VARADAPUR and KAMASAMUDRAM -BISANATTAM section as follows for the block working : - The block instruments shall be operated only by the on duty Station Master duly maintaining Train Signal Register ( SR/GR 14.O7). When not in use, the block instruments shall be kept locked and their keys kept in the personal custody of on duty Station Master. Up and Down Home Signals, which are also last stop signals and they are interlocked with the respective block instrument. The OFF aspect of the Home signal is an authority to proceed for the Loco Pilot to enter in to the block section ahead with his train. Home Signal can be taken off only when line clear has been obtained through the block instrument for the block section in advance and LC No. 112 at Km 273/100-200 is closed against road traffic as detailed in Appendix- A. CUSTODY OF KEYS The following keys shall normally be kept in the personal/safe custody of the station Master on duty. a) SMs key of the RRI control panel b) SM's key of block instruments. c) SMs keys of double key lock on the block instruments. d) Padlock keys of point clamps. e) Padlock keys of safety chains. f) SMs key of the double key lock pertaining to relay room. g) Up and down Shunt keys. h) Keys pertaining to telephones connected to SPT. i) Generator room key. j) keys of point machine lid cover lock and Crank Handle release lock. k) BPAC Reset Box keys. l) Key of the box containing emergency Gate Key of LC No. 112 at Km 273/100-200. The above keys except item No. a, b 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) (b) and (h) shall be kept in the personal custody of the duty Station Master. SYSTEM OF SIGNALLING AND INTERLOCKING This station is provided with standard- (ii) R Multiple Aspect Colour Light Signalling arrangements with Distant, Home in each direction. The entire yard is track circuited, SPTs are provided below Up & Down Home signals, BLOCK PROVING AXLE counters at KSM and BSM end, route cancellation and is 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 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. As soon as 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. 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 arrangements to the signalling installations is from the Auxiliary Transformer (AT supply) or Karnataka power transmission corporation limited 4.3.2 The preference of power supply to the signalling installation to be adhered to is as follows:- Up/Down Auxiliary Transformer (UPAT/DNAT]. Karnataka power transmission corporation limited(KPTCL) 4.3.3 A four way rotary switch is provided to select the power supply to the signalling installation with the following switch positions: 1) UP AT supply, 2) DOWN AT supply, 3) KPTCL supply, 4) OFF 4.3.4 There are clear marking on the switchboard to indicate the position of switch and the supply is connected. 4.3.5 The rotary switch shall be turned from Up AT to Down AT and vice versa at 0000hrs daily to ensure that both the AT supplies are available and utilised properly. It shall be turned to TNEB in case of failure of supply from both Up and Down ATs. There are 3 MCBs and indication lamp for each supply (Miniature Circuit Breaker). Labels are pasted below each MCB and indication lamps will indicate the supply to which it is connected. The lever on the MCB, normally will be upwards (i.e. N position). When supply is available the indication lamp will be lit. Supply is extended to switch only when MCB in the ON (Up wards) position. Down position indicates tripped condition. 4.3.6 Whenever there is failure of AT or KPTCL supply, the corresponding MCB is to be checked to see if it has tripped. The MCB is to be switched to ON position in case of tripping. If it trips repeatedly or the supply is not forthcoming from that source supply from the next alternative source is to be extended. 4.3.7 When the AT/ KPTCL supply fails, a buzzer would sound, and a red light appears above the `P-ACK' button on the panel. The buzzer ceases to sound when the button is pressed. The on duty SM shall alter the rotary switch to other position in the preferential order given in Para 4.3.5 When the normal power supply is resumed or when the power supply is changed to other sources the buzzer once again rings. The `P-ACK' button must be pressed again to stop the buzzer and the red light indication disappears. 4.3.8 When the failed supply resumed the selection of power supply shall be done as per the preference detailed in Para 4.3.5. 4.3.9 A voltmeter is provided above the panel to indicate the voltage of the supply used. If the needle moves below the lower red band, the Station Master shall arrange to extend the power supply form the next alternative source. 4.3.10 This station is provided with integrated power supply system. A Status monitoring panel (SMP) is provided in the Station Masters panel room. This panel has the following audio, Visual alarms. A) Start generator B) Emergency Start generator C) System Shut Down D) Equipment fault / call S & T staff. When the normal EB power supply fails, this system switches over to battery power supply. During prolonged EB failures an alarm is annunciated in the status-monitoring panel (SMP) in the Station Masters panel room. The display may be Start Generator OR Emergency Start Generator OR System shut down based on battery condition Low OR very Low OR battery fully drained out respectively. When the power supply cannot be extended, due to the failure of any equipment, the same will be indicated on the system monitoring panel as Equipment fault-call S & T staff. 4.3.11 Functioning of Status monitoring panel:- Sl.No.Alarm/Indication Description.Fault SymptomCorrective action.1Start generatorNeon lamp glows with alarm.Press ACK/RESET push button, Start Generator and press RESET button again.2Emergency start generatorNeon lamp glows with alarm.Press ACK/RESET push button, Start Generator without delay and Press RESET button again.3System shut downNeon lamp glows with alarm.Press ACK/RESET push button, Start Generator immediately and Call S & T staff. 4Equipment fault/ call S & T staffNeon lamp glows with alarm.Press ACK/RESET push button and Call S & T staff . 4.3.12 Every power failure shall be recorded in the power failure register with particulars of time of failure, time restored, how restored, train detained if any and how the trains were dealt etc. 4.3.13 If the failed supply does not resume within three hours, the Station Master shall advise the Section Controller, Tech.ES/JE/SE/Sig. and the traction power controller with copy to DSTE/Sr.DSTE and Sr.DEE/DEE/DEE/TRD for restoration of power supply. TELECOMMUNICATION: Magneto Telephone Communication, block telephones, Railway Auto phone, BSNL phone, control telephone and VHF set as detailed in Appendix "B" are provided for use in train passing duties. 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: - Sl.NoTraffic StaffNo. of Staff in Each shiftRoster1Station MasteroneAs per the roster issued DPO/SBC2Pointsman /TRHone3GatemanOne 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 are clamped & padlocked and the padlock key are kept in his personal custody. When a 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. SM has to ensure that indication regarding the normal and reverse setting are correctly available and then only further movements shall be permitted over the points. 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 of consecutive 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): 6.2.1 The SM is responsible for granting Line Clear for trains to leave the station in rear. The line shall not be considered clear and line clear shall not be granted by the SM on duty unless: - The whole of the last preceding train has passed complete at least 400 metres beyond the Home Signal concerned and is continuing its journey and Home Signal taken 'OFF' for the preceding train has been put back to 'ON' position behind the said train and ensure that the signal lights are burning bright. In case of a blank signal the Station Master shall advise the SM in rear to issue caution order to the Loco Pilot of approaching train to be vigilant and stop at the Home signal. The SM shall also depute a competent Railway servant with hand signal and detonators at the foot of the home signal (Provisions contained in SR 3.68 (i) shall be strictly adhered to by both SMs and Loco Pilots) c. In case of a down train from BISANATTAM, it has been ensured that non-interlocked engineering LC No. 111 at Km. 270/900-271/000 has been closed as detailed in APPENDIX A. if PN could not be exchanged with the gateman, arrangements shall be made to warn the Loco Pilot by issuing Caution Order. Note:- SM/KSM Shall Advise the gateman of LC No. 110 at Km 270/000-100 the train details. like train No., description, direction of movement, probable time of departure from BSM etc., D. The section BPAC concerned should show Block section clear indication. ANY SPECIAL CONDITIONS TO BE OBSERVED WHILE RECEIVING OR DESPATCHING A TRAIN: - 6.2.2.1 Setting of points against blocked line: -N/A- 6.2.2.2 Reception of train on blocked line: - N/A- 6.2.2.3 Reception of train on non-signalled line: - Refer GR/SR 5.10. 6.2.2.4 Despatch of train from non-signalled line: - Refer GR/SR 5.11. 6.2.2.5 Despatch of train from line provided with common Starter Signal: - N/A. 6.2.2.6 Any other special conditions should be mentioned giving reference to the GR & SR: (a) For a stopping train, approach signals shall not be taken off earlier than 5 minutes before the probable arrival of the train. (b) 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. (c) For a run through train despatch and approach signals shall not be taken OFF earlier than 7 minutes, before the probable passage of the train. 6.3 CONDITIONS FOR TAKING OFF APPROACH SIGNALS:- Signals shall not be taken 'OFF' for a train unless line clear has been obtained for the train from station in advance. The Station Master shall satisfy himself by observing the track indications that the 400 meters of line in advance of Home signal concerned is clear and free from obstruction. The interlocked traffic LC No. 112 at Km 273/100-200 is closed and secured against the roads traffic and CL indication is available on the panel as detailed in Appendix-A. In case of an Up train, the Station Master/ KAMASAMUDRAM shall: - Advice the gateman of LC No. 110 at Km 270/000-100 about the train details like train No., description, direction of movement, probable time of departure from KSM etc., Exchange Private Number with the gateman of engineering non-interlocked LC No. 111 at Km. 270/900-271/000 as detailed in Appendix-A. If PN is not exchanged with the gateman, arrangements shall be made to warn the loco pilot by issuing Caution Order. 6.4 SIMULTANEOUS RECEPTION/DESPATCH, CROSSING AND PRECEDENCE OF TRAINS- N/A- 6.5 COMPLETE ARRIVAL OF TRAINS:- 6.5.1 Station Master shall ensure the complete arrival of both run through and stopping trains by observing the Block section clear indication in the axle counter indication cum- resetting box and the track circuits concerned, when Block Proving Axle counters and track circuits from Home signal to fouling mark of the reception line concerned are in working order. If the block section clear indication is not displayed, SM shall not close the block section, and after ensuring complete arrival as detailed below in Para 6.5.2, he shall resort to resetting of the BPAC as detailed in Annexure-1. 6.5.2. During failure of BPAC and / or of the Track circuit concerned, complete arrival of the train shall be ensured as detailed below: i) For Run through trains: By observing the Tail Board /Tail lamp during day/ night as the case may be. Note: If he observes that the train has passed the station without Tail Board or Tail lamp, he should not close the block section till such time complete arrival has been ensured. This aspect applies even when BPAC and Track circuits are in working order. ii) For Stopping Trains: by observing the Tail Board /Tail lamp during day/night as the case may be for trains whose last vehicle can be seen by the SM. If Para (a) above is not feasible, Then by exchanging the complete arrival signal with the Guard of the train during day or night {SR 14.10 (ii) (c)}. When Paras (a) & (b) above are not feasible, by establishing communication on VHF sets with the Guard of the train and after due identification by both, guard shall give a PN along with his name and Train number in token of the complete arrival of the train within the fouling mark to the SM on duty, who shall acknowledge it with a PN. The PN given by the Guard shall be recorded in the TSR remarks column along with the entry for the train. The PN given by the SM shall be entered in the rough journal book by the guard. If due to any reason, SM is unable to ensure complete arrival by any one of the means as mentioned in paras (a),(b) & (c) above, he shall depute a Competent Railway servant to obtain the signature of the Guard in the Train intact Arrival register (T/1410) maintained for this purpose as an assurance for the complete arrival of the train within the fouling mark before clearing the block section. Note: 1. If there is no guard, SM shall personally ensure the complete arrival of the train and the clearance of the track {S.R. 14.10 (iv) (a)}. 2.In double line sections, in case complete arrival of train could not be ensured, SM shall arrange to issue caution orders to trains coming on the other line, duly stopping them out of course at the adjacent station. 6.6 DESPATCH OF TRAINS: Conditions for clearing Home signal apply to Despatch of the train. 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 Caution Order, if any, is to be issued to the Loco pilot/Guard of the stopping train before authorising the train to depart. The OFF aspect of the Home signal No. 1A / 5A is the authority for the Loco Pilot to enter the block section in advance and proceed with his train to the next block station. TRAINS RUNNING THROUGH:- 6.7.1 The rules for reception of trains shall apply to run through trains. 6.7.2 Trains carrying ISMD loads can be dealt on the Up and Down main lines. Note: SM shall depute the pointsman/STP/TRH to exchange all right signals with the running staff on the off side for pass through trains. WORKING IN CASE OF FAILURES: - FAILURE OF TRACK-CIRCUITS, POINTS/SIGNALS During the failure of track-circuiting arrangements, or signals, from the control panel, the on duty SM, shall personally ensure that the line on which the movement is to be carried out is clear and free from obstruction and that all the efforts have been taken in accordance with the provisions contained in GR/SR 3.68 to 3.7O . 6.8.2 FAILURE OF HOME SIGNAL: - (a) During the failure of Home signal and Block instrument in working order, Line Clear shall be taken through Block Instrument and train shall be dealt on SPT duly issuing the Following message to the Loco Pilot through SPT: - Pro No Station: KSM Date: To: The Loco Pilot of.... (Train No. and description) You are hereby authorised to pass the Up / Down *.signal No. ______at ON and proceed up to BSM / VRDP * station, however line clear has been obtained through Block Instrument. Private Number (in figures) (in words).. Signature of the Loco Pilot* Signature of the Station Master.* (Note: - * Strike out whichever is not applicable) (b) During the failure of Home signal & SPT and Block instrument in working order, the train movements shall be dealt by issuing a memo in the following form to the Loco Pilot authorising him to pass the Home Signal at 'ON'. This shall be done only after complying with all other conditions for taking 'OFF' of the signals.. AUTHORITY TO PASS THE UP/DOWN HOME SIGNAL AT 'ON' AT A CLASS 'C' STATION ORIGINAL/DUPLICATE Pro No Station: KSM Date: To: The Loco Pilot of.... (Train No. and description) Due to the failure/suspension of Up/Down Home Signal you are hereby authorised to pass the signal at 'ON' observing a proceed hand signal at the foot of the signal. The Up / Down * Home Signal is also the Last Stop Signal of this Station. Since Line Clear has been obtained through the block instrument, you are authorised to treat this as an authority to proceed to enter the block section ahead and proceed to BSM / VRDP * station. Private Number (in figures). (in words).. Signature of the Loco Pilot Signature of the Station Master. (Note:- * Strike out whichever is not applicable) NOTE: During the failure of Home signal the knob controlling the Home Signal shall be kept in the reverse position when a train is permitted to pass the signal at 'ON' to avoid block failure (c) During failure of the block instrument pertaining to the block section in advance, the Home Signal cannot be taken 'OFF', Loco Pilots of trains to enter the affected section shall be issued with Paper line clear ticket as authority with an endorsement at the top of the PLCT that the Home Signal is also the Last Stop Signal at this station and You are authorised to pass the Signal at ON (d) Shunting keys are not provided since shunting is not envisaged at this Station. (e) All cases of such failures must be reported immediately to the TECH.ES/JE/SE/Sig of the section for immediate rectification duly issuing a message. 6.8.4 FAILURE OF INTERMEDIATE BLOCK STOP SIGNAL: -N/A- 6.8.5 FAILURE OF SIGNAL POST TELEPHONE ON IBS SIGNAL: -N/A- 6.8.6 FAILURE OF ADVANCED STARTER SIGNAL (LSS) : -N/A- 6.8.7 FAILURE OF SHUNT SIGNAL: -N/A- 6.8.8 FAILURE OF BLOCK INSTRUMENT: During Block Instrument failure / suspension, the train shall be started duly issuing LCT. 6.8.9 Failure of Axle counter system: - See ANNEXURE-I for details PROVISIONS FOR WORKING OF TROLLEY/MOTOR TROLLEYS/MATERIAL LORRIES: -. Un-insulated trolley/lorry etc. should not be permitted on the track circuited lines. Whenever an 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. For working of Motor Trolley/Material lorry etc, which are required to be worked under the rules for working of trains, Block instrument working shall be suspended and line clear ticket with endorsement as detailed in Para 6.8.3(c) issued, as an authority to proceed. Trolley /Lorry caps shall be placed on the operating handle of the concerned block instrument and shall be removed only after the Motor Trolley/Lorry etc. has cleared the block section. Home signal can be taken off when receiving the Motor trolley/Lorry when worked as a train. When the block section is clear, the Station Master on duty at either end of block section can resume block instrument working for subsequent train. For the Motor Trolley/Material lorry etc, towards BSM, In addition to LCT a written authority in Form T/369 (3b) shall be issued to the official in charge of the motor trolley to pass the IBS at ON. The entire section KSM & BSM is treated as ONE Block Section for this purpose 7.0 BLOCKING OF LINES: -N/A- 8.0 SHUNTING: -N/A- 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 Mobile phones. Control Telephone. VHF sets. NOTE: (1). When 4th to 7th type communication is used, Identification sheets should be used, or cross checking of last three private numbers issued to concerned station is to be done to identify the correctness of the station. If the station is identified correctly an endorsement shall be made on the PLCT regarding the ID sheet numbers or cross checking of the PNs. Under this circumstance the issue of caution order shall be dispensed with and trains can run at normal speed. (2). If the station could not be identified through ID sheets or cross-checking of PNs, a caution order shall be issued restricting the speed to 25 KMPH during day and 10 KMPH during night and when the view ahead is not clear during day ii. The authority to proceed in the occupied block section in case of obstruction of line or accident etc: -. Break Down Special/Relief train/Engine shall be sent into the Block section on account of obstruction of line or accident etc, by issuing Block ticket to proceed without line clear in form T/A 602. Before preparing this authority the SM shall examine the TSR, Train message books, WTT, Train notice register and Caution order advices and also contact the control and the SM on duty at the other end. iii. Trains delayed in block section: - If a train carrying passengers does not arrive within 10 minutes or if a goods train does not arrive within 20 minutes after allowing 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 and trains running in the opposite direction should be stopped and issued with Caution Order. iv. Failure of Intermediate Block Stop Signal at ON: -N/A- v. Failure of Axle Counter Block/BPAC: - Refer Annexure -1 for details. vi. Failure of MTRC: - (Mobile Train Radio communication) N/A. Procedure for emergency operation of points by crank handle: -N/A- Certification of clearance of track before calling-on signal operation is initiated: -N/A- d) 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) on 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 KSM-VRDP, KSM-BSM stations i.e. when line clear cannot be obtained by any one of the following means stated in the order of preference namely. Block Instrument. Telephone attached to block instrument. Station to Station fixed telephone. Railway Auto phones& BSNL phones. Mobile phones Control Telephone. VHF sets. The following procedure shall be adopted for running the trains. DOUBLE LINE BLOCK SECTION SR 6.02 (iii). 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. 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 end 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: - Single line working shall be introduced between VRDP and BSM treating KSM station as closed. The SM introducing single line working, shall give all details like cause, line on which single line working is introduced etc.. to SM/KSM also under exchange of Private Number. The handle of block instrument at this Station shall be kept in 'Train on Line' position throughout the period single line working is in force. The operating handle shall be locked in that position with Station Master's key and keep it in his personal custody. The signals at this Station shall also be kept in the 'ON' position throughout the period single line working in force. These signals shall be passed by the Loco Pilots at 'ON' with a written authority in the prescribed form issued by the Station Master of the adjoining Block Station in operation. [ Refer SR 6.02 (iv) (a)]. Before despatch of a train SM/VRDP/BSM shall advise SM on duty at KSM, details of the train, supported by the Private Number. In case of train running in the right direction SM/KSM shall ensure the closure of LC No. 111 at Km 270/900-271/000 and LC No. 112 at Km 273/100-200 by exchanging Private Number with the Gateman on duty and advise the gateman of LC No. 110 at Km 270/000-100 about the movements of train and to clear the gate signal in time. In case of train running in the wrong direction, SM/KSM shall exchange PN with all the gatemen. Then he shall give a PN to SM/VRDP or BSM as the case may be as a confirmation for closure of LCs. The gateman of interlocked LC No. 110 at Km 270/900-271/000 shall show PHS when trains are running in the wrong direction and clear gate signal for right direction trains. The SM/KSM shall also enter the train timings in the TSR for all the train movements during Single Line working between BSM-VRDP and also exchange alright signal with all the Up & Down trains crew. When single line working is cancelled and the normal working is restored the SM/VRDP or BSM (as the case may be) shall advice SM/KSM through numbered message under exchange of PN about normal working. After the introduction of normal working the block instruments shall be brought into use. Necessary entries shall be made in the Train Signal Register. DESPATCH OF TRAINS UNDER AUTHORITY TO PROCEED WITHOUT LINE CLEAR TO ASSIST THE CRIPPLED TRAIN SR. 6.02 (i) Break Down Special/Relief train/Engine shall be sent into the Block section by issuing Block ticket to proceed without line clear in form T/A 602. Before preparing this authority the SM shall examine the TSR, Train message books, WTT, Train notice register and Caution order advises and also contact the control and the SM on duty at the other end. Clear instructions shall be issued to the Loco Pilot and Guard regarding the nature of obstruction and location of obstruction of engine/BV/First vehicle /last vehicle shall be mentioned as far as known and the station to which the crippled train/engine could be moved to clear the block section. If more relief train/Engine are to be despatched into the block section subsequently, clear instructions shall be given to the Loco Pilot and Guard of such trains /engine etc. already allowed into the section and other relevant information. Once obstruction is removed and Competent Railway servant certifies the line as fit and safe for the passage of trains, the duty SM shall exchange numbered message and private numbers with his counterpart at the other side to ensure that the block section is clear of all train/vehicles sent into the section and then only restore normal working. All the entries relating to the train dealt on form T/A 602 shall be made in red ink in TSR [Ref. SR. 6.02 (i) for detailed instructions. ] 9.4 Caution order Caution order if any shall be issued by duty SM to loco pilot and guard of all stopping trains. Appropriate entries shall be made in the trains signal register regarding its issue against the trains entry, caution order register shall be maintained by duty SM separately and entries are brought forward as per extant rules. VISIBILITY TEST OBJECT: Any aspect of the Up Home signal No. 1A of Up Main line (Road-2) during day / night shall constitute the Visibility Test Object for up and down directions at this station. ESSENTIAL EQUIPMENTS AT THE STATION:- The Station Master shall ensure that the prescribed number of the essential equipment listed in Appendix E are made available exclusively for train passing duties. Station Master on duty shall be responsible to keep the required number of the essential equipments 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 cannot be seen from the SMs office, the SM shall send trained men to act as fog signalmen. The names of two members each from the operating and permanent way Group `D' staff at the station with a declaration that they know the fog signalling duties shall be maintained and updated periodically in the station Detonator Register by the Station Master. ii. The names and addresses of Group D Permanent Way staff who are trained in fog signalling duties shall be painted on the board provided for this purpose near the office of the Station Master on duty. LIST OF APPENDICES:- Appendix AWorking Of Level Crossing GatesAppendix BSystem of Signalling and interlocking and communication arrangements at the station.Appendix CAnti collision device(Raksha Kavach).Appendix DDuties of train passing staff in each shiftAppendix EEssential Equipments provided at the StationAppendix FRules for working D class stations, Halts, IBH, IBS and Outlying sidings.Appendix GRules for working of trains in electrified sections APPENDIX 1Instructions for working of BPAC APPENDIX `A' WORKING OF LEVEL CROSSINGS. INTERLOCKED ENGINEERING LEVEL CROSSING No. 110 AT KM. 270/000-100 BETWEEN KSM-BSM This is an interlocked C class engineering level crossing provided with lifting barrier situated between KSM-BSM Block Section. This level crossing is protected with Up and Down Multiple Aspect Colour Light gate signals with G marker boards. The lifting barriers of this level crossing are normally kept open (in the raised position) for road traffic. This level crossing is under the control of SE/P.Way/BWT and it is manned round the clock by gatemen, one gateman each in 12 hours shift as per the EI roster issued by DPO/SBC. Magneto Telephone Communication is provided between this Level Crossing and SM/KSM as detailed in Appendix -"B". This level crossing is provided with multiple aspect colour light signalling arrangements operated from 2-KNOB panel provided at the Level Crossing. The Gate Distant signals works in conjunction with respective gate stop signal. The description of the knobs are as follows: Sl.No.Knob No.Description.Down Gate stop signalUp Gate stop signal Before granting Line Clear for a Down train from BSM or before despatching an Up train to BSM the Station Master/KSM shall call the attention of the gateman on phone and advise him, the particulars of train with its number, description, direction of movement and probable time of departure from KSM/BSM . The gateman shall acknowledge the advice by repeating the train number, description, direction etc., and assure on duty SM/ KSM that he is ready to close and lock the gates against the road traffic and take off the concerned gate signal in time. The details of trains, including the time of advice shall be recorded by the SM on duty and the gateman in the register maintained separately at the station and at the gate lodge for this purpose. Immediately on receipt of out report for a Down train from BSM or after the departure of an Up train from KSM the Station Master/ KSM shall advise the gateman. The Gateman shall close and secure the gates against the road traffic and take off the concerned gate signal, in time. The gateman on duty shall lower the boom by operating the winch fully and extract the winch key and insert the same in the single lever ground frame and unlock the lever and reverse it, which will lock the boom in the lowered position and releases the Key G. The gateman shall extract the Key G from the ground lever and insert the Key G in the key contact box provided in the gate lodge to clear the concerned gate signals by operating knob on the panel After the passage of the train the gateman shall put back the signal knob to Normal, extract Key G from key contact box, insert it in the boom-locking lever and normalise the lever, which unlocks the boom and releases the winch key. Extract the winch key and use the same for opening the level crossing gate for the passage of road traffic. A.1.7 In the case of failure of telephone communication between the SM/MAR and the level crossing or when the gateman fails to respond to the telephone calls, the Station Master must adhere to SR 16.03 (iii) (b) (1), and issue Caution Orders for all stopping down trains entering the block section and advise SM/KPN to issue caution orders to all stopping Up trains, under the exchange of PNs. The loco pilots must observe the instructions contained in GR 16.03 (iii) (b) (2) (i). The Station Master shall advise the JE/SE/SIG. or TECH.ES of the section for immediate rectification. NOTE: 1. Run through trains need not be stopped out of course for the purpose of issue of Caution Orders (SR. 16.03 (iii) (b) (2) (iii). 2. When a train movement is cancelled for which the gateman had been advised for the closure of the gates, the SM/KSM should advise the same to the gateman duly issuing a private number in confirmation of the same. This PN shall be recorded in the remarks column of PN exchange register. 3. The responsibility of keeping the gates closed and locked against the road traffic for the safe passage of the train without delay lies on the gateman on duty. A.1.8 In case of failure of the LC gate in open condition i.e., due to the failure of lifting barriers, gate key etc., the gateman shall immediately inform the on duty station master/MAR under the exchange of private number and arrange to protect the gate by means of safety chains with padlocks and stop boards. Trains shall be piloted across the gate by the gateman on hand signals. The gate shall be treated as a non-interlocked gate and the procedures adopted for non-interlocked gate shall be adhered to both by the gateman as well as the controlling SM. A.1.9 If the gate fails in closed condition: a) If the barriers are in lowered condition and gateman is able to clear the gate signals, the trains shall be dealt normally. b) If the barriers are in lowered condition and could not be opened due to the failure of winch or locking arrangements, the emergency boom locking key provided in the key contact box, shall be extracted under the exchange of PN with the controlling SM and the gate shall be opened for the passage of road traffic. JE/SE/P.way of the section shall be informed for immediate rectification. A.1.10 If any barrier fastening or the winch mechanism goes out of order the gateman shall advise the Station Master on duty, who shall immediately give the message to the concerned official to attend the failure and restore normal working. {SR 16.06 (iii) (a) & (b)}. Note: 1.In case of failure of power supply from both the sources i.e., KPTCL & AT supply at the LC gate, the gateman shall immediately advise the on duty Station Master/MAR about the failure of power supply. The SM/KSM shall arrange to issue caution order for all the UP stopping trains entering the block section and also advise SM/BSM to issue caution order for all Down stopping train about the blank signal at the gate. A.1.11 During Single line working on double line. i) Normal working is to be followed in right direction. ii) In the wrong direction SM/KSM shall advise the train details to the gateman supported by a Private Number. The gateman shall close and secure the gate against the road traffic and give his Private Number as a confirmation there the gate is closed. When the train is approaching the gateman shall exhibit proceed and signal duly ensuring that the gate is in closed condition. TRAFFIC LEVEL CROSSING GATE No. 112 AT Km. 273/100-200: This is a A class interlocked level crossing gate situated between Up & Down Home Signals and provided with Lifting Barriers. This level crossing is normally kept open to road traffic and is under the control of Station Master/KSM. This level crossing is manned round the clock by gateman, one gateman each in 12 Hours shift under Essentially Intermittent roster issued by DPO/SBC. Magneto Telephone Communication is provided between this LC and KSM station as detailed in Appendix C. The level crossing is interlocked with Up & Down Home Signal of KSM station. Before taking off Up & Down Home Signal the Station Master on duty shall advise the gateman the particulars of the train with its number, description, direction of movement and probable time of departure from BSM / VRDP (as the case may be), and turn the LC control knob G to R position. The gateman on getting the advice from the Station Master shall acknowledge the same & lower the lifting barriers against the road traffic extract the winch key, insert and unlock same in the single lever ground frame, reverse the lever which locks the boom in the lowered position and releases the key Z' from single lever frame, insert this key Z, in an EKT provided in the gate lodge and turn clock wise, which gets electrically locked in the EKT and a white light indication appear on the concerned legend "CL" marked near the LC legend on the panel. On observing the white light indication the SMs shall take off the concerned home signal. NOTE:- Before extracting key `Z' from the single lever after lowering the booms, the gateman shall personally ensure that the booms are locked in lowered position. Immediately after the passage of the train and after signals have been put back to ON position, the stationmaster shall normalise the gate knob G on the panel and inform the gate man on telephone to open the Level Crossing for the passage of road traffic. When the gate knob G is normalised a white light (free) indication appears near the EKT. The gateman on observing the white light indication shall extract key "Z" from the EKT, insert the same in the single lever ground frame and normalise the lever which releases the winch key, extract the winch key and use the key for raising the Lifting Barriers for the passage of road traffic. The gateman should not try or use force to extract the key Z from the EKT unless he gets the free indication. A.2.8 Failure of gate in open condition: If one or both the barriers cannot be lowered across the road traffic, SM shall be informed regarding the failure under exchange of PN and thereafter the gate shall be treated as non-interlocked gate. The gateman shall use the emergency chains with RED disc to block the road traffic and secure them by means of padlocks and RED (warning) light must be exhibited from the gateposts during night. Then the gateman shall inform the Station Master on duty for having chained and locked the level crossing against road traffic and the Station Master shall authorize train movement only after exchanging private number with the gateman for having chained and locked the level crossings without any obstruction to rail traffic. The failure will be advised to JE/SE/P. Way concerned for early rectification. During the period of failure trains movements shall be dealt with strictly according to the provisions contained in GR/SR.3.68 to 3.70. A.2.9 Failure of gate in closed condition: a) If the barriers are in lowered condition and the gateman is able to transmit gate closed indication to the SM, the trains shall be dealt normally. b) If the barriers are in lowered condition and the gate closed CL indication could not be transmitted, trains shall be dealt with as per the relevant provisions contained in GR/SR 3.68 to 3.70. A.2.10 If the barriers are in lowered condition and could not be opened due to the failure of the boom locking key, emergency Key shall be used. This key is secured in electrical key instrument in a glass fronted box, with padlock and key and is under the custody of the on duty SM. The SM on duty shall open the lock & 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 signals, the concerned interlocked signals cannot be taken OFF once the key is extracted. These signals shall be suspended and train service dealt strictly under the relevant provisions contained in GR 3.68 to 3.70 and subsidiary rules there under duly ensuring that the gates are closed and secured against road traffic. The SM on duty shall ensure that the emergency gate key is returned to him after the use. 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.2.11 In case of obstruction at/near the level crossing, the gateman shall adhere to the instructions contained in GR 16.07 and SRs there under. A.2.12 In case of failure of Magneto Telephone communication or if there is no response from the gateman, the Station Master on duty shall depute a competent Railway staff to the level crossing to ensure that the gates are closed and secured against road traffic and gate control 'G' is transmitted as detailed in this Appendix A, before permitting any train movement. During failure of communication and interlocking the competent railway servant deputed to the level crossing shall close and secure the gate against road traffic and then exchange All Ready signal with the SM on duty, who shall then arrange for reception/despatch/shunting as per GR/SR 3.68 to 3.70. NOTE: - a)When a train / Shunt movement for which lifting barriers of LC gate have been kept closed is cancelled due to any reason the SM on duty shall immediately advise the same to the gateman on duty, duly normalising the gate Knob G. A.2.13 If any vehicle, cattle, etc., is found trapped between the barriers in the lowered position, the barriers shall be lifted to allow them to escape and the winch key shall not be inserted in the single lever until the level crossing is clear of all obstructions. ENGINEERING LEVEL CROSSING GATE No. 111 C CLASS AT KM. 270/900-271/000 BETWEEN KSM-BSM. This is a non-interlocked Engineering level crossing located in KSM-BSM block section and it is under the control of SE/P.Way/BWT. The LC is provided with Lifting Barriers. The normal position of the level crossing gate is kept closed and locked against road traffic. This LC is manned round the clock by gateman, one gateman each in 12 Hours shift under Essentially Intermittent roster issued by DPO/SBC. Magneto Telephone Communication is provided between this level crossing and KSM Station as detailed in Appendix C. Before granting Line Clear for a Down train or before despatching an Up train, the SM/KSM shall call the attention of the gatemen on phone and advise him the particulars of the train with its number, description and direction of movement and probable time of departure from the adjacent block section or from his station and communicate private number to the gateman with time at which he had given the private number. Gateman must acknowledge the advice by repeating the particulars of the train and ensure that the lifting Barriers are in the locked position (kept closed and padlocked against road traffic) and communicate private number with time to the SM on duty. The private number given by the SM constitutes an assurance that he had informed the gateman about the train movement and the private number given by the gateman to duty SM constitutes an assurance that the LC gate is in its normal position i.e. the LC gate is closed against the road traffic. Private number exchanged between the SM and the gateman shall be recorded with time, date and train particulars in the private number exchange register specially maintained for this purpose at the station and at the gate lodge. The gateman shall also record the actual time of passage of train through his LC gate. A.3.4 The gateman must whenever it is required to open the level crossing gate for the passage of road traffic, the Gateman shall ascertain from the SM on duty on phone regarding movement of train. The SM on duty, if there is no train to enter into the block section shall authorise the Gateman to open the LC gate for the passage of road traffic by giving a private number with time. After getting the PN from the SM on duty and before opening the LC gate for road traffic, the Gateman shall fix a banner flag during day or hand signal lamp with red light during night in the middle of the track on either side of the gate facing towards Up and Down direction and shall then open the gates for road traffic. Immediately after the passage of the road traffic, he shall close and padlock the gate against the road traffic and keep the keys in his personal custody, remove the banner flag/red lights and give his PN with time to the SM on duty. The PN given by the SM constitutes an assurance that he had permitted the Gateman to open the gate for road traffic. The PN given by the Gateman constitutes an assurance that he had closed and secured the gate against the road traffic. The PNs shall be recorded along with timings in the concerned PN Exchange Register maintained both at the gate lodge and at the station in Red ink below the last entry and also in Train signal register at station. A.3.5 In case of failure of telephone communication between this station and the LC gate or when the gateman fails to respond to telephone calls, SM/KSM shall issue caution order to the Loco Pilot of all Up trains entering the block section from his station vide SR 16.03 (iii) (b) (1) (i) and also advise SM/BSM under exchange of private numbers to issue caution orders to the Loco Pilots of all Down trains entering the block section from the other end vide SR 16.03 (iii) (b) (1) (ii). The Loco Pilot who is in receipt of the caution order shall observe SR 16.03 (iii) (b) (2). A.3.6 During failure of magneto telephone communication between the LC and the station, SM/KSM shall advise TECH.ES/JE/SE/Sig of the section to restore the communication failure. A.3.7 Whenever a train movement for which LC gate have been kept closed and private numbers have been exchanged with the gateman is to be cancelled due to any reason, the SM on duty shall advise the same to the gateman on duty duly communicating a private number with time in confirmation of the cancellation of the movement. This private number is to be recorded in the remarks column against the train entry both at the station and at the gate lodge. A.3.8 Any damage to the gate shall be reported to the SE/JE/P.way of the section for immediate rectification and till its rectification emergency gate chains shall be used for train movement. APPENDIX `B' B.1 SYSTEM OF SIGNALLING AND INTERLOCKING: - This is a class C station provided with Standard-III Multiple Aspect Colour light, signals, with control panel. (a) Up home signal at a distance of 180 metres in rear of the LC gate and Up Inner Distant signal at a distance of 1021 metres from the Up Home signal and Up Distant signal at a distance of 1000metres from the up inner distant signal are provided for the reception of Up train on Road-2 (Up Main Line). (b) Down home signal at a distance of 180 metres in rear of the LC gate and Down Inner Distant signal at a distance of 1050 metres from the Down Home signal and Down Distant signal at 1000 meters from the down inner distant signal are provided for the reception of Down train on Road-1 (Down Main Line).. (c) Up and Down Home signals are Last Stop Signals and they are interlocked with respective Block Instrument. Signal post telephones are provided below the Up and Down Home signals. BOARDS: - P markers are provided below Up and Down distant signals. ( 5 D & 1D ). Stopping trains to stop here boards are provided at the end of plat form in such way to provide Plat Form facility to maximum number of coaches when a passenger train is booked to stop. Emergency gate key for LC No. 112 at Km. 273/100-200 is provided in the SMs office. Gate control knob G for LC No. 112 at Km. 273/100-200 is provided with CL indication on the panel. Block Proving Axle Counters are provided for both Up and down block sections between KSM-BSM and KSM-VRDP. All signals are on the Left hand side. THE CONTROL PANEL: The signals 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 knobs in any position to prevent unauthorised interference. The SMs Key knob has two positions, Normal and reverse. The knob must be kept normally in the reverse position. 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 and all aspect of signals. Each track circuit is represented by a separate distinct colour. The signal knobs for the reception/ despatch signals are coloured Red with the number of the signal engraved at the centre of the knobs are provided near the respective signal indication on the panel. i) All knobs shall be restored to the normal position immediately after completion of the movement for which they were reversed and shall be ensured that they are normally in normal position unless required for specific purpose. ii) A power failure acknowledgement button coloured Red is provided at the bottom of the panel below the marking "P.ACK". ii) A `No Aspect in the signal button coloured Red is provided on the panel. Whenever the signal becomes blank a buzzer will sound in the panel. SM has to press the button to stop the buzzer and also he should take necessary action. Track circuit indications are provided on the panel. All the signal indications are repeated on the panel. White light indication with counter is provided below the legend on panel for Route cancellation. An Voltmeter is provided over the panel to indicate the power supply voltage. The gate control knob G controlling the LC. No. 112 at Km. 273/100 200 is coloured green and has two position N normal and R reverse position. It shall be normally kept in normal position. Whenever it is required to close the gate for the movement of the train this knob should be turned from N to R. After the movement of the train the knob should be normalised which releases the control on the EKT at the gate lodge for opening the gate for road traffic. Filament fusing / Blanking indication with a buzzer is provided. There will not be any indication in the normal condition. When a signals single filament is fused or a signal is blanked off, a red indication with buzzer alarms to the SM on duty. The SM shall press the buzzer, the buzzer stops and the red indication remains stable. The red indication will go to normal only when the defect is attended. The SM shall inform the Section TECH.ES/JE/SE/SIG for attending and restoring the failure. TRACK CIRCUITS: The entire track from Up/Down Home Signal Up to 400 metres in advance of it are track circuited. Track circuit do not permit the signal governing the entry of the vehicles into their area from being taken `off' when any of the track circuit has failed or occupied. The reliability of track circuits is considerably affected by the formation of rust or oxidisation on the table of the rails. Under such circumstances, a `Track Clear' indication may be displayed on the diagram for a track, which is actually occupied. At least one movement a day must be made on the track circuited portion. If this has not been done, the line on which there was no movement for over 24 hours shall be deemed prone to rust formation and `Rusty Rail' caps placed on the relevant knobs on the panel. NOTE: - 1. Failure messages should be promptly be sent to the TECH.ES/JE/SE/Sig for rectification. The JE/SE of permanent way should also be advised for arranging to clear the table of rails. 2. Failure/Suspension of track circuit and certification of normal working by the TECH.ES/JE/SE/Sig must be promptly recorded in the signal failure register. CRANK HANDLE: -N/A- B.5 SETTING OF ROUTE: - To set a route and to signal a train forward from one signal to the next, the duty Station Master, when everything is alright, including the relevant track circuit being clear, shall unlock the control panel and turn the relevant signal knob and gate control knob as detailed in the table of movement. A row of white lights get lit on the length of route thus set up to 400 metres of track in advance and signal gets taken off. As the train passes the signal, the signal goes back to ON position, and as the train enters the track circuited portion on the route, the white route lights progressively turn red and get extinguished as and when the tracks are cleared by the train provided the signal knob has been turned to normal position. In case the signal knob continues to remain in the reverse position, the white route lights would reappear as the track gets cleared of the train. B.6 ROUTE CANCELLATION/TIME RELEASE: - B.6.1 Once a signal has been taken off for a movement, the SM on duty must on no account interfere with the concerned signal unless the route is to be cancelled. For cancelling the route signal SR. 3.36 (ii) must be adhered to. B.6.2 Normally after a signal has been taken off, the route shall not be cancelled. The route cannot be cancelled once a train passes the signal. If, however, it is necessary to cancel the route under SR. 3.36(ii) for any reason before the train passes the signal, the Station Master on duty must normalise the signal to "ON" aspect and the route will be cancelled automatically after a lapse of 120 seconds.. B.6.3 There is a digital counter with an indicator below the legend `Route Cancellation' provided on the panel. The appearance of the `white' light indicates the commencement of the route cancellation and disappearance of the white light indicates that the route is cancelled. The number on the digital counter will change to the next higher number. NOTE:- A route cancellation is permitted for only one route at a time. If any reason more than one route cancellation is required it is possible only in succession and not simultaneously. The fact may be recorded clearly in the route cancellation register. Every route cancellation shall be entered in the route cancellation register with the number on the digital counter with reasons for cancellation. Station Master should make an entry in the train signal register specifying the number displayed on the counter while handing over and taking over charge. The Station Master on duty should maintain the route cancellation register. An entry in detail with date & time of cancellation for train Number, reasons for route cancellation and counter reading should be made. B.7 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 position 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. B.7.4 First vehicle/last vehicle tracks: i) First vehicle tracks 8T and 25T on down and up line respectively, are electrically connected with the concerned block instruments and are provided in advance of the respective advanced starter signal. When the engine or the first vehicle of a train passes over the first vehicle track, the respective advanced starter signal will assume ON position automatically, and train on line indication would appear automatically in the block instrument. ii) Last vehicle tracks 1T and 32T on down and up lines are electrically connected with the concerned block instruments and are provided in advance of respective home signal. As the last vehicle of a train passes over and clear these tracks, it permits the operating handle of the concerned block instrument to be restored from Train on line position to Line closed position after the home signal knob has been turned to normal position. B.7.5 Automatic Train on line feature Automatic Train on line feature is provided at all the block instruments of the station. Incoming train When a train for which line clear has been given leaves the station in rear (BSM or KSM ) actuating its first vehicle track, the arrow at the Line clear panel of Train coming from dial of the block instrument would move towards Train on line panel and simultaneously a buzzer would sound at the concerned block instrument. The duty SM, while acknowledging the train entering section signal, shall observe this change at the train coming from dial and turn the operating handle towards train on line position, which would stop the buzzer. Outgoing train When an outgoing train passes past the advanced starter signal towards BSM or KSM in its Off position, the actuating the first vehicle track, the signal goes back to ON position, the arrow at the Line clear panel of train going to dial at this station and as well of train coming from dial of the concerned block instrument at BSM or KSM moves towards train on line panel and a bell/buzzer would sound simultaneously at both the connected block instruments. The SM shall put back the signal knob of the advanced starter signal, which shall stop the bell. Then he can issue train entering section signal. The SM at the other end, shall turn the operating handle to Train on line position, duly observing the change in his Train coming from dial and acknowledge Train entering section signal, which would stop the buzzer at his end. Note: Owing to the failure of the above feature block working need not be suspended, but the operating handle turned towards Train on line position under due notification between stations after train departure. CALLING ON SIGNALS (Ref GR 3.13): -N/A- SIGNAL POST TELEPHONE (SR 3.69(X) ) Signal Post Telephone with paging and talk back system is provided in a cabinet on the up and Down home signal post. They are connected to similar talk back phone provided in SMs office with in-built lock. When the concerned home signal has not been taken off, the Loco Pilot of the approaching trains shall draw close to the home signal and stop. If the Home signal or calling-on signal is not taken OFF, then the Loco Pilot shall go to the signal post telephone and press the button of the telephone to call the Station Master (the button provided on the SPT). This will cause an audible sound and visual indication in the station masters office to draw the SMs attention. Station Master shall unlock the built in lock on the talk back phone and operate the switch of the telephone from Stand by to ON position and press the button to talk with the Loco Pilot. The Station Master shall inform the reason for delay and probable time at which the signal will be taken off. If it is due to signal failure /suspension, the duty SM shall set the route correctly, clamp and padlock all the points for the required route and ensure clearance of line & closure of LCs on the route and communicate the following message, which the Loco Pilot shall record in his rough journal and pass the signal at ON position duly observing necessary caution. The Station Master on duty shall record the message in the Train Signal Register below the entry for that train. To the Loco Pilot of train No. description .. Owing to the failure / suspension of *Up/Down home signal No.., You are hereby authorised to pass * UP/Down signal No. at ON and enter Road No. at restricted speed of *15 KMPH/10KMPH. Private number (i) ( in figure). (ii) (in words) * strike out which are not applicable. NOTE:- 1. The speed is restricted to 10 Kmph when receiving on obstructed road/line. 2. Normally the switch of the Station Masters telephone should be in Stand BY position, then only the SM will be able to receive the audio sound visual indication when the Loco Pilot press a call button at the Home Signal. Only one side speech is possible at a time in this system. A switch is provided on SMS telephone, this should be pressed to speak to Loco Pilot. However, he should not press this switch when the Loco Pilot is speaking to him. B.10 FUNCTIONS / DESCRIPTION OF KNOBS ON THE PANEL: - SIGNAL KNOBS: Knob No.Function / Description1A Up Home signal.5A.Down Home signal.NOTE: -1. Signal Functions No. 2, 3 and 4 are Omitted. 2. G Gate control Knob for LC No. 112 at Km 273/100-200. B.11 TABLE OF MOVEMENTS Reception cum DespatchSM to turn KnobSl. No.DESCRIPTIONGATESIGNAL1.To receive/Despatch of an Up train on ROAD-2 (Up Line)G1 A2.To receive/Despatch of a Down train on Road-1(Down Line)G5 A B.12 TELECOMMUNICATION Magneto phones, BSNL phones, Railway Auto Phone and control phones are provided for train passing duties. Coded rings for magneto telephones are given below: CIRCUIT- AUTONUM \* Arabic . Station House .. O One ring LC No. 112 at Km 273/100-200 .. to call each other. CIRCUIT- AUTONUM \* Arabic  Station House .. O (One ring) LC No. 110 at Km 270/000-100 .. OO (Two rings) LC No. 111 at Km 270/900-271/000 .. OOO (Three rings) CIRCUIT- AUTONUM \* Arabic . SM's office .. O (One ring to Up SPT (VRDP end) Call each other) CIRCUIT- AUTONUM \* Arabic . SM's office .. O (One ring to Down SPT (BSM end) Call each other) APPENDIX C Raksha Kavach - N/A - APPENDIX D DUTIES OF THE STAFF D.1.0 The Station Master in-charge shall be responsible for: Judicious management of the station staff apart from working as Station Master on duty as per the roster issued by DPO/SBC. Ensuring the availability of essential equipments. D.2.0 The Station Master on duty is the over all in-charge for train / shunting operations at the station during his duty hours. He shall ensure that proper co-operation is maintained by all staff under his control in the respective shift duty, personally operate the control panel, consult control regarding train movements and act according to his instructions, provide timings and other particulars pertaining to the train movements, maintain prescribed registers, caution orders etc., keep necessary isolation as required and adhere to all instructions relevant to him, as laid down in the SWR, GRS, BWM and other instructions issued from time to time through circulars. D.3.0 Pointsman / TRH / Trained SCP: He shall clean the points regularly, assist the Duty Station Master in issuing Caution Order/Memos in piloting train, in clamping the points during failure, and in keeping the stations essential equipments and the control panel clean and tidy. He shall invariably exchange All right signals for every passing train on off side and perform shunting operations as per the instructions of the Station Master on duty and also carry out any other instructions issued to him by Station Master. D.4.0 Duties of gateman: The gateman at the Level Crossing gate No. 112 at KM. 273/100-200 shall adhere to instructions issued to him by duty Station Master. He should be responsible for prompt opening of the Level Crossing for road traffic and closing of Level Crossing in time for safe passage of rail traffic. He shall also keep gate lamp lit and ensure that the gate lamps are burning brightly from Sunset to Sun rise and also keeping the flange clean of obstruction and keep the gate neat and tidy. He has to keep the essential equipment ready for use whenever required and he should stand in front of the gate and watch train movements as per extent rules. D.5.0 The duties mentioned above are not exhaustive. All staff are required to adhere to the relevant duties assigned to them by General Rules, Block Working Manual and Accident Rules, and the instructions issued from time to time by the Divisional Officers/Supervisors with all promptitude and prudence with a view to achieve better result in safe and efficient transportation. APPENDIX `E' ESSENTIAL EQUIPMENTS AT THE STATION Sl. No.DescriptionStationLC No. 112 at KM. 273/100-200Hand signal flags3 red 2 green2 red 1 greenHand Signal Lamps23Detonators2010Fire buckets with sand2-Fire buckets with water2-Skids4-Caution in force boards2-Line block caps2-Rusty Rail caps2-Trolley/lorry on line caps for panel.2-Station Bell1-Wall clock11Emergency gate chain with padlock-2Stop board-2Tommy bar-1Pot / Bucket-1Red poles-1Banner flags with poles-2Tools list-1Staves to fix RED light-2 The SM shall ensure that the prescribed quantity of the above-mentioned essential equipments is made available at SMs office exclusively for train passing duties. APPENDIX `F Rules for working D class stations, Halts, IBH, IBS and Outlying sidings: - N/A APPENDIX `G Rules for working of trains in electrified sections: - This is issued separately by DEE/TRD for working of trains in electrified section. ANNEXURE-1 INSTRUCTIONS FOR WORKING OF TRAINS AT STATIONS PROVIDED WITH DIGITAL TYPE BLOCK PROVING AXLE COUNTERS GENERAL: Block proving Axle Counters are provided in advance of UP & DOWN Last Stop Signals and HOME signals of the station to monitor the status of the Block Section. Block proving axle counters are used for clearance of Block pertaining to that Block Section. An Axle Counter Indication-cum-Reset Box is provided at the SMs office, one each for each Block Section to indicate the clearance of the concerned Block Section and to facilitate Reset in case of axle counter failure. DESCRIPTION OF THE INDICATIONS/FEATURES ON THE AXLE COUNTER INDICATION-CUM-RESET BOX: FEATURES: SMs Key for authorizing reset operations. Reset Push Button for Resetting Axle Counter. Counter for recording Reset Operation. INDICATIONS: 1.Green Light (Large)ClearIndicate that the Block Section is clear.2.Red Light (Large)Occupied/FailedIndicate that the Block Section is occupied/the BPAC has failed.3.Green Light (Small)Preparatory ResetIndicate that the Axle Counter Resetting operation at both ends is completed.4.Yellow Light (Small)Power ONIndicate that the power supply is available. 3. CUSTODY OF KEYS: The SMs key of Axle Counter indication-cum-reset boxes shall be kept in SMs key box and the key of the glass fronted SMs key box shall be under the personal custody of the SM on duty. 4. RESET BUTTON: Reset button is provided in the Reset Box so that whenever the axle counter shows occupied/ Failed (Red Light-Large) condition, the SM on duty can reset the same to normal after ensuring that the Block Section is clear. COUNTER FOR RECORDING RESET OPERATION: Each and every operation of the reset button is counted on a digital counter and shall be recorded in a separate register indicating the movement before and after operation of the reset button as per the following proforma: 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 resettingINDICATIONS: Indications are provided in the Axle Counter Indication-cum-Reset Box to show the status of the concerned Block Section. The Clear (Green Light-Large) indication on the concerned Axle Counter Indication Box shall be observed by the SM on duty before obtaining/granting line clear on the relevant Block Section. The Axle Counter Indication-cum-Reset Box displays Clear (Green Light - Large) indication when the Block Section is clear of trains/vehicles and Occupied (Red Light - Large) indication when the Block Section is occupied or Axle Counter pertaining to that section is failed. COMPLETE ARRIVAL OF TRAINS: In case the Axle Counter shows Occupied (Red Light-Large) indication with an Audible warning, even after the complete arrival of the Train, no effort shall be made forcibly to bring the Block Instrument to Line Closed condition. The buzzer shall be acknowledged by normalising the Home Signal Knob. Before initiating action to reset the Axle Counter and permitting the next Train into the Block Section, the SM shall comply with the provisions of GR 14.10 (1) & (2) and satisfy that the train, for which line clear is given, has arrived complete. Once the complete arrival of the train is verified, action can be initiated to reset the axle counter at both ends of the affected section as per the procedure given under Para 8. RESETTING PROCEDURE OF AXLE COUNTERS: After ensuring that the Block Section is clear, the Axle Counter shall be reset. The resetting operation shall be resorted to only when there is Occupied (Red Light Large) indication even though the Block section is clear. The following procedure shall be adopted after advising the S&T staff concerned about the failure of the axle counter. The SM on duty at the receiving station in which the train has arrived complete shall give a Private Number to the SM at the other end (despatch station) confirming the complete arrival of the train. The SM on duty at the despatch end shall acknowledge the same by communicating a Private Number. The key of the reset box shall then be inserted in the reset box, turned and pressed along with pressing of reset push button by both SMs independently. The reset operation pertaining to Block Section is carried out independently at both ends. 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. 8.11 On arrival of the first train on preparatory reset if the axle counter shows clear indication at both stations all subsequent trains can be dealt normally. However if again the axle counter does not show Clear indication but preparatory indication continues, the block working shall be suspended and S&T officials of the section shall be advised to attend to the failure. 8.12 The entries in TSR shall be made in red ink at both stations whenever line clear has been obtained with the axle counter showing preparatory reset indication. 8.13 No attempt shall be made to close the block section on arrival of the train on preparatory reset if axle counter is still showing preparatory reset indication, instead of clear indication. FAILURE OF AXLE COUNTER: If Axle Counter does not show Clear (Green Light - Large) indication after clearance of the train on Preparatory Reset, it shall be treated as a failure of Axle Counter. The Block Instrument Working of the concerned Block Section shall remain suspended till S&T staff rectifies the same. During this period Trains shall be dealt as per GR. 14. 13 and closing of Block Section done as per GR.14.10 (1), (2), & (3). and para 6.5 of this SWR. WORKING OF TROLLEY/MOTOR TROLLEY/LORRY ETC: Motor Trolleys, when required to proceed to adjacent station, shall be issued with necessary Authority to proceed, suspending Block Working. After the motor trolley has cleared the section, the SM on duty shall resume block working for subsequent trains. However, in case the axle counter does not show clear indication after arrival of the Motor Trolley at the adjacent station, resetting of the axle counter shall be done as per Para 8 and Train operations resumed. SHUNTING: Shunting shall be done as per the instructions contained in the Block Working Manual. However, after a Block Back operation is completed, before bringing the Block instrument to Line Closed position, it shall be ensured that the axle counter shows Clear (Green Light - Large) indication. (J. CHANDRASHEKAR) Divisional Signal & Tele-communication Engineer/Bangalore.(K. E. ANSAR) Divisional Operations Manager, Bangalore.      PAGE 1 B.14/KSM (J. CHANDRA SHEKAR ) ( K.E.ANSAR ) DSTE/SBC DOM/SBC )*OQYZ`abcdgɼ֢ɕֈ{m_O?Oh:Q"h"'%5OJQJ\^Jh:Q"hH5OJQJ\^Jh:Q"h"'%5OJQJ^Jh:Q"h5OJQJ^Jh:Q"hs$OJQJ^Jh:Q"htOJQJ^Jh:Q"hj OJQJ^Jh:Q"hsOJQJ^Jh:Q"hOJQJ^Jh:Q"hHOJQJ^Jh:Q"h"'%OJQJ^Jh:Q"h;OJQJ^Jh:Q"hfe5OJQJ^Jh:Q"h;5OJQJ^J)*Zvx n^n`gd,d n^n`gd,d ?^`?gdW"$  ^`a$gd  BS`S BS`Sgdz BS`SgdH $^`a$ $`a$gd:Q"  O P Q s M N ణ|ncUcUcUcC"h:Q"h*`5@OJQJ\^Jh:Q"hx5OJQJ\h:Q"hxOJQJh:Q"h;5OJQJ^Jh:Q"h,dOJQJ^Jh:Q"h&qIOJQJ^Jh:Q"h*`OJQJ^Jh:Q"h;OJQJ^Jh:Q"hs5OJQJ\^Jh:Q"h"'%5OJQJ\^Jh:Q"hb5OJQJ\^Jh:Q"hH5OJQJ\^Jh:Q"ht5OJQJ\^J P Q s N _ a x $$If^a$gd"'% $IfgdW"nx]^ngd*` n^n`gd,d n^n`gd,d n]^ngd*` & F n]^n`gdp N _ ` a k l w x ˹˧𕃕qb˹˹bP˹"h:Q"ht5@OJQJ\^Jh:Q"h;KHOJQJ^J"h:Q"h;5@<OJQJ\^J"h:Q"h"'%5@<OJQJ\^J"h:Q"h"5@<OJQJ\^J"h:Q"h;5@OJQJ\^J"h:Q"h"'%5@OJQJ\^J"h:Q"h"5@OJQJ\^J$ jh:Q"h;5OJQJ\^Jh:Q"h;5OJQJ\^Jx y tkk[$$If^a$gd"'% $IfgdW"kd$$IflF$ 7&06    44 la tkk[$$If^a$gd"'% $IfgdW"kd$$IflF$ 7&06    44 la tkk[$$If^a$gdW" $IfgdW"kd*$$IflF$ 7&06    44 la    ! 5 ? @ B F Q R U x  =Gqtµ§o"h:Q"hI5CJOJQJ\^Jh:Q"hIOJQJ^Jh:Q"h5;OJQJh:Q"hOJQJh:Q"h5OJQJ\h:Q"h*`CJOJQJh:Q"h;5CJOJQJ^Jh:Q"h;OJQJ^Jh:Q"h;KHOJQJ^J"h:Q"h;5@OJQJ\^J)   tgJ-$$$ & F nd^n`a$gd$$$ & F 8nd^n`a$gd ^`gdW"kd$$IflF$ 7&06    44 la   & F d$&`#$/IfgdI$$&`#$/Ifa$gdI nx^ngd"C..$$&`#$/Ifa$gdIkdT$$Iflr!0 V 6`0]44 laytI!"&.?@CLNRZmnoprz%&񹪜reUEeh:Q"h,d5OJQJ\^Jh:Q"h0z5OJQJ\^Jh:Q"h;OJQJ^Jh:Q"h;5OJQJ^Jh:Q"h,d5OJQJ^Jh:Q"hG 5OJQJ^Jh:Q"h.`5OJQJ^Jh:Q"h;CJOJQJ^Jh:Q"hIOJQJ"h:Q"hI5CJOJQJ\^Jh:Q"hI5OJQJ^Jh:Q"hIOJQJ^Jh:Q"hIKHOJQJ^J"&/?$$&`#$/Ifa$gdI  & F dd$&`#$/If\$gdI?@CC.$$&`#$/Ifa$gdIkd$$Iflr!0 V 6`0]44 laytICMNR[m  & F dd$&`#$/If\$gdI$$&`#$/Ifa$gdI$$&`#$/Ifa$gdImnopA6$$$ & Fnd^n`a$gd nx^ngdkd$$Ifl$r!0 V 6`0]44 laytIpqrstuv%&'():Pm $$Ifa$gdW" ;^`;gd0z nnxx^n`gd,dgd8&'()OPglϵµϧzm`SFh:Q"hIOJQJ^Jh:Q"h%+OJQJ^Jh:Q"hP oOJQJ^Jh:Q"humOJQJ^Jh:Q"hpnOJQJ^Jh:Q"h"'%5OJQJ\^Jh:Q"hI5OJQJ\^Jh:Q"hI5OJQJ^Jh:Q"h(OJQJ^Jh:Q"hPOJQJ^Jh:Q"h;OJQJ^Jh:Q"hRfOJQJ^Jh:Q"h:Q"OJQJ^JhIOJQJ^J!pddT$6$If^6a$gd( $$Ifa$gdIkd$$IfTlF; $ e Y06    4 layt:Q"T ".01;LM[ovwxyɹttgtZM=h:Q"h7/*5OJQJ\^Jh:Q"htOJQJ^Jh:Q"hIOJQJ^Jh:Q"humOJQJ^Jh:Q"h]"OJQJ^Jh:Q"hvOJQJ^Jh:Q"hpnOJQJ^Jh:Q"hI5OJQJ^Jh:Q"hv5OJQJ\^Jh:Q"h*~H5OJQJ\^Jh:Q"h(5OJQJ\^Jh:Q"h;OJQJ^Jh:Q"h(OJQJ^Jh:Q"hE OJQJ^J!"MxpdXL $$Ifa$gdK $$Ifa$gd( $$Ifa$gdkd]$$IfTlF; $ e Y06    4 layt:Q"TpddXX $$Ifa$gd jM $$Ifa$gd*~Hkd$$IfTlF; $ e Y06    4 layt:Q"T1EFLRUZ[kl{l^Ph:Q"htOJQJ\^Jh:Q"hOJQJ\^Jh:Q"h :KHOJQJ^Jh:Q"hqBCFGMNTUZ[hi㎜Ǫrh:Q"hI0OJQJ\^Jh:Q"h OJQJ\^Jh:Q"htOJQJ\^Jh:Q"hOJQJ\^Jh:Q"h$pOJQJ\^Jh:Q"h :KHOJQJ^Jh:Q"h_OJQJ\^Jh:Q"h7&<OJQJ\^Jh:Q"h=M?OJQJ\^Jh:Q"h :OJQJ\^J,%kd $$Ifl֞ xdX 5&< T0&44 layt:Q" ( $$Ifa$gd=M? $$Ifa$gd $$Ifa$gd9m$$If]a$gd$m$ & F$If^`a$gdp()%kdm $$Ifl֞ xdX 5&< T0&44 layt:Q")*CGNU[i $$Ifa$gd|j$$If]a$gd$m$ & F$If^`a$gdpij%kdJ $$Ifl֞ xdX 5&< T0&44 layt:Q"ijkmn|}ǹ㏁くsesՁՏՏՏh:Q"htOJQJ\^Jh:Q"h ^4OJQJ\^Jh:Q"h7&<OJQJ\^Jh:Q"h=M?OJQJ\^Jh:Q"hI0OJQJ\^Jh:Q"hOJQJ\^Jh:Q"h$pOJQJ\^Jh:Q"h_OJQJ\^Jh:Q"h OJQJ\^Jh:Q"h :OJQJ\^Jh:Q"h :KHOJQJ^J'jk $$Ifa$gd=M? $$Ifa$gd|j$$If]a$gd$m$ & F$If^`a$gdp%kd' $$Ifl֞ xdX 5&< T0&44 layt:Q" $$Ifa$gd^& $$Ifa$gd=M? $$Ifa$gdnw $$Ifa$gd ^4$$If]a$gd$m$ & F$If^`a$gdp #%)0139:G\_dgilnqry{  &CGIPQW^abijwyչչիիիիիիիիիիիիիիիիի՝h:Q"h$SOJQJ\^Jh:Q"hFOJQJ\^Jh:Q"h=M?OJQJ\^Jh:Q"htOJQJ\^Jh:Q"h7&<OJQJ\^Jh:Q"h OJQJ\^Jh:Q"h_OJQJ\^J=%kd$$Ifl֞ xdX 5&< T0&44 layt:Q" %*:H $$Ifa$gdF $$Ifa$gdnw $$Ifa$gd=M?$$If]a$gd$m$ & F$If^`a$gdpHI%kd$$Ifl֞ xdX 5&< T0&44 layt:Q"IJdins $$Ifa$gdF $$Ifa$gdnw $$Ifa$gd_ $$Ifa$gdK$$If]a$gd$m$ & F$If^`a$gdp%kd$$Ifl֞ xdX 5&< T0&44 layt:Q" $$Ifa$gdF $$Ifa$gdnw $$Ifa$gdK $$Ifa$gd_$$If]a$gd$m$ & F$If^`a$gdp%kd$$Ifl֞ xdX 5&< T0&44 layt:Q" ' $$Ifa$gdnw $$Ifa$gd_ $$Ifa$gdK$$If]a$gd$m$ & F$If^`a$gdp'(%kdx$$Ifl֞ xdX 5&< T0&44 layt:Q"()CIQYjx $$Ifa$gdF $$Ifa$gdnw $$Ifa$gd_$$If]a$gd$m$ & F$If^`a$gdpxy%kdU$$Ifl֞ xdX 5&< T0&44 layt:Q"yz $$Ifa$gdF $$Ifa$gdnw $$Ifa$gd_$$If]a$gd$m$ & F$If^`a$gdp%kd2$$Ifl֞ xdX 5&< T0&44 layt:Q"  $$Ifa$gdF $$Ifa$gdnw $$Ifa$gd_$$If]a$gd jM$ & F$If^`a$gdp%#kd$$Ifl֞ xdX 5&< T0&44 layt:Q" %)1   PQRٔxj]OD9Dh:Q"hl2OJQJh:Q"hwmOJQJh:Q"hwm5OJQJ\h:Q"h;OJQJ^Jh:Q"h u 5OJQJ^Jh:Q"h7z5OJQJ^Jh:Q"h_5OJQJ^Jh:Q"h?5OJQJ^Jh:Q"OJQJh:Q"h:Q"OJQJh:Q"h u OJQJh:Q"h;5OJQJ^Jh:Q"5OJQJ^Jh:Q"h95OJQJ^Jh:Q"h;a5OJQJ^Jh:Q"h$mOJQJ1   Rax x$Ifgd Jxgd? nnx5$7$8$9DH$^ngd u  nnx5$7$8$9DH$^ngd:Q"nx^n`gd9 bWI9$$If^a$gd u $x$Ifa$gd u x$Ifgd Jkd$$IflֈxSx!`%H X %#64 laytwm "#(*+0178IKźۯۢۯۯۯەueUKh:Q"OJQJ^Jh:Q"h;5OJQJ\^Jh:Q"h?5OJQJ\^Jh:Q"hX}5OJQJ\^Jh:Q"hz5OJQJ\^Jh:Q"5OJQJ\^Jh:Q"h:Q"OJQJ^Jh:Q"h:Q"OJQJh:Q"h;nOJQJh:Q"h%OJQJh:Q"h u OJQJh:Q"hwmOJQJh:Q"hwmOJQJ^Jh:Q"h u OJQJ^JK@ x$Ifgd Jkd$$Ifl(ֈxSx!`%H X %#64 laytwm $Ifgd;n$x$Ifa$gd J #)$x$Ifa$gd J$$If^a$gd:Q"$x$Ifa$gd:Q")*+Rb[L? n^n`gd:Q"nx^n`gd:Q"xgdX}kdF$$IflֈxSx!`%H X %#64 laytwmKLOPRTUX`̼܂uk]OB8h:Q"CJOJQJh:Q"h?CJOJQJh:Q"hz5CJOJQJh:Q"h d5CJOJQJh;OJQJ^Jh:Q"hnvlOJQJ^Jh:Q"h*OJQJ^Jh:Q"h;5OJQJ\^Jh:Q"5OJQJ\^Jh:Q"h?5OJQJ\^Jh:Q"hz5OJQJ\^Jh:Q"hX}5OJQJ\^Jh:Q"OJQJ^Jh:Q"hOJQJ^Jh:Q"h;OJQJ^J  v}  䲦zlh:Q"hsy5OJQJ^Jh jM5OJQJ^Jh:Q"ht5OJQJh jM5OJQJh:Q"hT<5OJQJh:Q"hsy5OJQJh:Q"hl25OJQJ^JhpoCJOJQJh:Q"h?CJOJQJh:Q"hCJOJQJh:Q"h;CJOJQJh:Q"h;5CJOJQJ*  ).>Rju$$Q&`#$/Ifa$gdG$$Q&`#$/Ifa$gd0mn$ & F n3nd^n`a$gd:Q"uv kd$$Ifl֞ dp#hn 6`Q0#4 layt dv}~$$Q&`#$/Ifa$gdsy$$Q&`#$/If`a$gdT<$!$Q&`#$/If`!a$gd d$$Q&`#$/If`a$gd jM$$Q&`#$/If`a$gdsy  kd$$Ifl֞ dp#hn 6`Q0#4 layt d  (0ER[g~$$Q&`#$/Ifa$gdsy$!$Q&`#$/If`!a$gd d$$Q&`#$/If`a$gd jM$$Q&`#$/If`a$gdT<$$Q&`#$/If`a$gdsy 04[fhor027«yk_h:Q"hR c5OJQJh:Q"h;5OJQJ^Jh:Q"hX}OJQJ^Jh:Q"h;OJQJ^Jh:Q"OJQJ^Jh:Q"h;>*OJQJ^Jh:Q"hnvl>*OJQJ^Jh1g5OJQJh:Q"hsy5OJQJ^Jh1g5OJQJ^Jh:Q"hT<5OJQJh:Q"hsy5OJQJh:Q"ht5OJQJ!gh kd$$Ifl֞ dp#hn 6`Q0#4 layt dhoxc$$Q&`#$/Ifa$gdsy$H$Q&`#$/If`Ha$gdsy$!$Q&`#$/If`!a$gd d$$Q&`#$/If`a$gd1g$$Q&`#$/If`a$gdT<$$Q&`#$/If`a$gdsy  kd$$Ifl ֞ dp#hn 6`Q0#4 layt d/0k $ nnd5$7$8$9DH$^n`a$gd9 nn^n`gd9 & F 8nn^n`gd S^SgdW" W^`WgdX} 0^`0gdW" nn ^n` gd:Q" 0^`0gdW" ,/8>JVH źšwlaVaaVaIh:Q"h\ IOJQJ^Jh:Q"h"'%OJQJh:Q"h[ QOJQJh:Q"h6yOJQJh:Q"hMw~5OJQJ\h:Q"h95OJQJ\h:Q"h6y5OJQJ\h:Q"h\ I5OJQJ\h:Q"h\ IOJQJh:Q"h9OJQJh:Q"hR cOJQJh:Q"h]OJQJh:Q"h]5OJQJh:Q"hR c5OJQJh:Q"h95OJQJ m!n!~!p[ & F pnn^n`gd9 n5$7$8$9DH$gd\ Igd\ I & F( nn5$7$8$9DH$^n`gdp nn5$7$8$9DH$^n`gd9 $ nnd5$7$8$9DH$^n`a$gd1g"$ nnd5$7$8$9DH$^n`a$gd9 H R l!m!n!~!!!!!" " ""/"4"k"n"o"p""""""""""#µtttgtttttZh:Q"h6gOJQJ^Jh:Q"h2mOJQJ^Jh:Q"hPOJQJ^Jh:Q"hU6pOJQJ^Jh:Q"h38OJQJ^Jh:Q"hOJQJ^Jh:Q"hX9OJQJ^Jh:Q"h;OJQJ^Jh:Q"h;5OJQJ^Jh:Q"h[ QOJQJh:Q"h\ IOJQJh:Q"h\ IOJQJ^Jh:Q"hLOJQJ^J~!! "/"k""""#C#]###$Y%Z%% & F 8nn^n`gd ^`gdW"x5$7$8$9DH$^gd\ I^gdB\^gd  n^gdn^ngd9## # ###>#A#C#I#]#c########$4$7$8$=$>$ƹuhh[P@h:Q"hP5OJQJ\^Jh:Q"h\ IOJQJh:Q"h\ IOJQJ^Jh:Q"hvdOJQJ^Jh:Q"hVOJQJ^Jh:Q"haMOJQJ^Jh:Q"hB\OJQJ^Jh:Q"h;5OJQJ\^Jh:Q"h;OJQJ^Jh:Q"hOJQJ^Jh:Q"h6g5OJQJ\^Jh:Q"hU6pOJQJ^Jh:Q"h6gOJQJ^Jh:Q"hU6p5OJQJ\^J>$% % % % %%%%Y%Z%%%%%%%%%%&-&]&^&k&l&p&x&Ƹ󩚉|ooo__Rh:Q"hDm2OJQJ^Jh:Q"hs5OJQJ\^Jh:Q"h\ IOJQJ^Jh:Q"hEaOJQJ^J!h:Q"h%N8B*OJQJ^Jphh:Q"h38@OJQJ^Jh:Q"h%N8@OJQJ^Jh:Q"h;5OJQJ^Jh:Q"hsqEOJQJ^Jh:Q"hP5OJQJ\^Jh:Q"h;5OJQJ\^Jh:Q"h;OJQJ^Jx&y&}&&&&&&&&&&&U'()**,,y---..1.ȸ櫞tj]PBh:Q"h;5OJQJ^Jh:Q"hCOJQJ^Jh:Q"h)*OJQJ^Jh1gOJQJ^Jh:Q"h>@@@@@@@@ AAdAeAAAAAABB䵪~~pbWWLh:Q"h6OJQJh:Q"hOJQJh:Q"h;5OJQJ^Jh:Q"h5OJQJ^Jh:Q"h/OJQJh:Q"hOJQJh:Q"hzGOJQJh:Q"hOJQJh:Q"h[ QOJQJh:Q"hMOJQJh:Q"hOJQJ^Jh:Q"h!OJQJ^JhMOJQJ^Jh:Q"hMOJQJ^Jh:Q"hM>*OJQJ^J== > >>>:>>Skd$$Ifl4p\ ?Y%044 laDyt! $Ifgdci>>>>>?^UUUU $Ifgdcikd:$$Iflp\ ?Y%044 laDyt!???+?G??^UUUU $Ifgdcikd$$Iflp\ ?Y%044 laDyt!????? @^UUUU $Ifgdcikd$$Iflp\ ?Y%044 laDyt! @@@@A^M==nd^n`gd} nn^n`gdMkd8$$Iflp\ ?Y%044 laDyt!AABBBB4C5C6C7C\CbCpC}Cttt $$Ifa$gd= & F nn^n`gdp & F nn^n`gdp  nn^ngd(q & F nn^n`gd n^n`gdnd^n`gd} & F nd^n`gd} BBBBBB4C5C6C7CXC\CCCCCCCCCCCDFDGDEEFFEF̾󴪝sssccVh:Q"h}SOJQJ^Jh:Q"h;5OJQJ\^Jh:Q"hV5OJQJ\^Jh:Q"hVOJQJ^Jh:Q"hNOJQJ^Jh:Q"h(qOJQJ^JhuOJQJ^Jh(qOJQJ^Jh:Q"h;>*OJQJ^Jh(qh(q5OJQJ^Jh;5OJQJ^Jh(qh;5OJQJ^Jh:Q"h;OJQJ^J}CCCCCCC8kd$$Ifl\ = t0644 laqp(ytK $$Ifa$gd=CCCCCCC6kd$$Ifl4\ = t0644 laqp(ytK $$Ifa$gd=CCCCCCB6666 $$Ifa$gd=kd$$Ifl4\ = t0644 laqp(ytKCCCGDHDB=(= & F nn^n`gdpgdW"kd $$Ifl4\ = t0644 laqp(ytKHDEE H HkIlIIIdJJl & F)n5$7$8$9DH$^n`gdpnx5$7$8$9DH$^n`gdu ^`gdW" & F n^n`gdpgdW" & F nn^n`gdp$^`a$gdW"^gdW" & Fn^n`gdp EFHFgFmFqFrFmGpGGG H H H9H=HHHHHHHlIIIIJJK桯濓uh]R]h:Q"h)|&OJQJh:Q"hVOJQJh:Q"hKOJQJ^Jh:Q"hK5OJQJ\^Jh:Q"h;5OJQJ^Jh:Q"hHk3>*OJQJ^Jh:Q"h;>*OJQJ^Jh:Q"h;5OJQJ\^Jh:Q"h}OJQJ^Jh:Q"h|FOJQJ^Jh:Q"h}SOJQJ^Jh:Q"h;OJQJ^Jh:Q"hOJQJ^JJJMJNOUOVOWOOOP_Pre n^n`gdAnxx^n`gdVnxx^n`gdA & F$ 8nn^n`gdpn^ngdVc^gdV n^n`gdVc n^n`gdS n^n`gd2P & F)n^n`gdp n^n`gdu KLMMM"MKMdMMMJN^NbNcNNNOOTOUOVOWOOOOOOOOOOO꩛{ndnT{h:Q"hV5OJQJ\^JhuOJQJ^Jh:Q"hAOJQJ^Jh:Q"hA5OJQJ\^Jh:Q"h;5OJQJ\^Jh:Q"h;>*OJQJ^Jh2Ph \!5OJQJ\^Jh2Ph2POJQJh:Q"hSOJQJhSOJQJh:Q"h2POJQJh2POJQJh:Q"hVOJQJh:Q"hLOJQJOOO PPPPPPP"PIPLPSP]P_PkPPPPPPPPPPPQQ QZQŸ㘋ո~naո~naոaTh:Q"hcOJQJ^Jh:Q"hAOJQJ^Jh:Q"h?A5OJQJ\^Jh:Q"h?AOJQJ^Jh:Q"h5!OJQJ^Jh:Q"h5!5OJQJ\^Jh:Q"hV5OJQJ\^Jh:Q"h;OJQJ^Jh:Q"h;5OJQJ\^Jh:Q"h;>*OJQJ^Jh:Q"hA5OJQJ\^Jhu5OJQJ\^J_PPP]QQRRVSWSS T TjUo nn^n`gdu & F! nn5$7$8$9DH$^n`gdp nn5$7$8$9DH$^n`gdugdW" n^n`gdA n^n`gdu$nxx^n`a$gduxxgd5!  nxxgdA ZQ\Q]Q`QbQdQQQQQQ5R6RRRRRRR!S"SUSWS`SdSeSSöxk]R]Dh:Q"h;5OJQJ^Jhu5OJQJ^Jh:Q"hV5OJQJ^Jh:Q"h9})OJQJ^Jh:Q"huOJQJ^Jh;OJQJ^JhuOJQJ^Jh:Q"h;5OJQJ\^Jh:Q"h;OJQJ^Jh:Q"hAOJQJ^Jh:Q"hfbOJQJ^Jh:Q"h5!OJQJ^J!h:Q"h5!5>*OJQJ\^J!h:Q"h;5>*OJQJ\^JSSTTkUUPWQWRWXWZWWWWWWWWWWW~pepWLBhSOJQJ^JhL5OJQJ^Jh:Q"hL5OJQJ^Jhu5OJQJ^Jh:Q"hQ85OJQJ^Jh:Q"hSOJQJ\^JhQ85OJQJ^Jh:Q"hV5OJQJ^Jh:Q"hLrC5OJQJ^Jh:Q"hbK5OJQJ^Jh:Q"hSOJQJhVOJQJhuhVOJQJh:Q"h)|&OJQJh:Q"hVOJQJh:Q"hMOJQJjUkUUWVQWRWWWWWW*Z,Z|o |^`|gdL n^n`gdu n^n`gdu nn5$7$8$9DH$^n`gdu nx^ngdS & F* nnx^n`gdp & F! nn5$7$8$9DH$^n`gdp nn^n`gdu WWW X1XX@Y*Z+Z,Z/Z0Z6Z9ZZZ1[5[6[7[2\J\c]]a aaambnbqbپshZh:Q"hL5OJQJ^Jh:Q"hfqOJQJh:Q"hL6OJQJ]huOJQJh:Q"hL5OJQJ\h:Q"hL5OJQJh:Q"hSOJQJhSOJQJhLOJQJh:Q"hLOJQJh:Q"hL5OJQJ\^Jh:Q"hLOJQJ^Jh:Q"hLOJQJ^Jh:Q"h*ROJQJ^J,Z-Z.Z/Z0ZZZ1[2\L\\\d]e]p_q_ nn^n`gdu & F nn^n`gdp 8^8`gdL n^n`gdu n^n`gdu n^n`gdu nn^n`gdu |^`|gdLq_aaambnbbbbbdxgV nn^n`gdu5$7$8$9DH$^gdu & F# n|5$7$8$9DH$^`|gdp nn5$7$8$9DH$^n`gdu V^`VgdL nns^n`sgdR nn^n`gdR^gdL & F nn^n`gdp qbrbbbbbbbbadcdd)e3eeeeee ffBfCfIfɹɕɊ|l\OɠOBh:Q"hF=OJQJ^Jh:Q"hF=OJQJ^Jhuhu5>*OJQJ^JhuhA5>*OJQJ^JhuhA5OJQJ^Jh:Q"hLOJQJhuhVOJQJh:Q"hV5OJQJ\h:Q"huOJQJhVOJQJhBbOJQJh:Q"hVOJQJh:Q"hfqOJQJ^Jh:Q"hfq5OJQJ\^Jh:Q"hA5OJQJ^JbdcddeeeeCffffftccc ^`gdF= nn ]^n` gd. Lx5$7$8$9DH$gdu Lx5$7$8$9DH$gdV  nn^ngdu & F 8nn^n`gdA & F# LL5$7$8$9DH$^L`gdp nn^n`gdu IfKffffffggXhfhghlhphthhhhhhYiŵtfVI9Ih:Q"hf9>5OJQJ\^Jh:Q"hf9>OJQJ^Jh_hL5OJQJ\^Jhhf9>5OJQJ\h5OJQJ\h:Q"hf9>5OJQJ\h:Q"hf9>OJQJh:Q"h;OJQJ^Jh:Q"h;5OJQJ\^Jh-h;5OJQJ\^Jh:Q"huOJQJ^JhuOJQJ^JhF=OJQJ^Jh:Q"hF=OJQJ^Jh:Q"h.OJQJ^Jfffggghhhsitiiiofagdf9>`gdf9> Ln5$7$8$9DH$^n`gd Lgdf9> Ln5$7$8$9DH$^n`gdn5$7$8$9DH$^ngd^gdW" & F pnn^n`gdW  & F 8nn^n`gdW  ^`gdF= Yiciiiij6j@jjjjj9kCJOJQJ^JaJh:Q"h-OJQJ^Jhf9>OJQJ^Jh:Q"hf9>OJQJ\^Jh:Q"hf9>5OJQJ\^Jh_hL5OJQJ\^Jh-OJQJ^Jh:Q"hf9>>*OJQJ^Jh:Q"hf9>OJQJ^Jh:Q"hLOJQJ^J(iiiijjjjkk8k9k~lllll $ & Fa$gd-$a$gdf9> $`a$gdf9> Ln5$7$8$9DH$^n`gd- Lgdf9> ^`gdf9>^gdf9> ^`gd-gdf9>`gdf9>llmm>mmnno o!o^oooQpq2rr nn5$7$8$9DH$^n`gd_ n^n`gd_gd-^gdf9> ^`gdf9>gdf9>`gdf9>pp?qqqqqqq0r1r2r5r6rrrrʹޕxm_TmG9h:Q"hm5OJQJ^Jh:Q"h-%OJQJ^Jh:Q"hLOJQJh_hL5OJQJ\h:Q"hf9>OJQJh:Q"hf9>OJQJ^Jh:Q"hf9>5OJQJ\^Jh:Q"hL5OJQJ\^J&hehe5CJOJQJ\^JaJ he5CJOJQJ\^JaJ&hehf9>5CJOJQJ\^JaJ hehf9>CJOJQJ^JaJ hehLCJOJQJ^JaJrssssDsJsKsXssssssssssss񹬜|n^QD6^h:Q"hf9>OJQJ\^Jh:Q"h;OJQJ^Jh_5OJQJ\^Jh:Q"hng5OJQJ\^Jh:Q"hth35OJQJ^Jh:Q"hf9>5OJQJ\^Jh:Q"h;5OJQJ\^Jh:Q"hF5OJQJ\^Jh:Q"h-%OJQJ^Jh:Q"h4?5OJQJ^Jh:Q"hGV"5OJQJ^Jh:Q"h-%OJQJ\^Jh:Q"hf9>5OJQJ^Jh:Q"h-%5OJQJ^JrsKssss Lnx5$7$8$9DH$^n`gdGV" Lnx5$7$8$9DH$^n`gd_ sss1>h:Q"hmOJQJ^Jh:Q"h;OJQJ^Jh:Q"h;5OJQJ^Jh:Q"h4?OJQJ\^Jh:Q"hL5OJQJ^Jh:Q"h4?5OJQJ^Jh:Q"hW1OJQJ^Jh:Q"hW1OJQJ\^Jh:Q"hW15>*OJQJ^Jh_5OJQJ^Jh:Q"h1<05OJQJ^Jh:Q"hSY35OJQJ^Jh:Q"h4?OJQJ^Jh:Q"hf9>5OJQJ^Jh:Q"hKC5OJQJ\^Jvvvwwwwwyyyyz%zzzzzzzzzzzzzzzzz{[|ź۬۠ەە۠ۊ|n`n`Sn`h:Q"hLOJQJ^Jh:Q"h;5OJQJ^Jh:Q"hL5OJQJ^Jh:Q"hu2:5OJQJ^Jh:Q"h5OJQJh:Q"htOJQJh:Q"h65OJQJh:Q"ht5OJQJ\he5OJQJ\heOJQJh:Q"h65OJQJ\h:Q"h6OJQJh:Q"h;OJQJ^Jh:Q"h5OJQJ^Jvzzzz{T{l|~||mTT & F n]^n`gdp & F nn^n`gdp & F n^n`gdp & F n^n`gd n?x^`?gdL n?x^`?gd55$7$8$9DH$^gd5 & F pn5$7$8$9DH$^n`gdL [|^|k|l|||||||||}} }!}"},}.}3}5}~ا|n|n||a|TFh:Q"h= 5OJQJ^Jh:Q"h,dOJQJ^Jh:Q"hYOJQJ^Jh:Q"hqvH*OJQJ^Jh:Q"hqvOJQJ^Jh:Q"hqv5OJQJ\^Jh:Q"h\?OJQJ\^Jh:Q"h\?5>*OJQJ^Jh:Q"hqvOJQJ^JheOJQJ^Jh_OJQJ^Jh:Q"h;5OJQJ^Jh:Q"h;OJQJ^Jh:Q"h:iOJQJ^J|||||||}}}~~ nxx^n`gd= n^n`gd= n^ngd= u^`ugdqv n^n`gdpOc7^7gdW" n]^ngd_ & F n]^n`gdpRWԀ͂тɄ˄ЄƸƫӝӂƂuugYh:Q"hL5OJQJ^Jh:Q"hpOcOJQJ\^Jh:Q"h0OJQJ^Jh:Q"hWEOJQJ^Jh:Q"h= OJQJ\^Jh:Q"h= 5OJQJ^Jh:Q"hYOJQJ^Jh:Q"h;5OJQJ^Jh:Q"h;OJQJ^Jh:Q"h;OJQJ\^Jh:Q"h;>*OJQJ\^Jh:Q"hqvOJQJ\^JфYPxa & F nn^n`gdp & F n8^8`gdp n^n`gdp;,^gdW" & F n^n`gdp ^`gdW" & F nLx`Lgdpnxx^n`gd=  n?x^`?gd_ ЄфӄԄ,0XYŷŷsfVsI9h:Q"hp;,5OJQJ\^Jh:Q"h0OJQJ^Jh:Q"h;5>*OJQJ^Jh:Q"hmSOJQJ^Jh:Q"h$#5OJQJ^Jh:Q"h*5OJQJ^Jh:Q"h;OJQJ^Jh:Q"h.OJQJ^Jh:Q"hS% 5OJQJ^Jh:Q"h;5OJQJ^Jh:Q"h;>*OJQJ\^Jh:Q"hqvOJQJ\^Jh:Q"h= 5OJQJ^Jh:Q"htOJQJ\^JLPs~]`&'stĴĦę~p`pPA/"h:Q"h;5CJOJQJ\^Jh:Q"h;CJOJQJ^Jh:Q"h;5>*OJQJ^Jh:Q"h.5>*OJQJ^Jh:Q"h;5OJQJ^Jh:Q"h;OJQJ\^Jh_hxMOJQJ^Jh_h;OJQJ^Jh_hROJQJ\^Jh_h;>*OJQJ\^Jh_h;OJQJ\^Jh:Q"h;OJQJ^J!h:Q"h;5>*OJQJ\^Jh:Q"hy+L5OJQJ\^J&'?c n]^`gdy+L ]^gd_ & F n]^`gdp 9n^n`gdy+L^gdW" & F n^n`gdpgdW"twx|~bcvʸ~t~g~Z~Z~M~@h:Q"h#OJQJ^Jh:Q"h(G OJQJ^Jh:Q"hf|'OJQJ^Jh:Q"hr+[OJQJ^Jh_OJQJ^Jh:Q"h;OJQJ^Jh:Q"hRCJOJQJ^Jh:Q"hM|CJOJQJ^Jh:Q"h;CJOJQJ^J"h:Q"h1'5CJOJQJ\^J"h:Q"h$#5CJOJQJ\^J"h:Q"h;5CJOJQJ\^J"h:Q"ht5CJOJQJ\^Jيڊ|}!"qU & F nn5$7$8$9DH$^n`gdp nn5$7$8$9DH$^ngd+ & F nn5$7$8$9DH$^n`gdEr  nn^n`gdEr  & F 8nn5$7$8$9DH$^n`gdp gdW" & F nn^n`gdp  ]^gdW" PZЊ׊؊ڊ܊}‹̋"$13VdÎŎ4CǷ䪝uh^ThZ{OJQJ^Jh+OJQJ^Jh_h$#OJQJ^Jh:Q"hp&OJQJ^Jh:Q"h;5OJQJ^Jh:Q"hEr OJQJ^Jh+h;OJQJ^Jh+hEr OJQJ^Jh:Q"h$#5OJQJ\^Jh:Q"h;5OJQJ\^Jh:Q"hUBuOJQJ^Jh:Q"h;OJQJ^Jh:Q"h;>*OJQJ^J "01ŽÎtg! & F nnxx5$7$8$9DH$^n`gdp & F nn5$7$8$9DH$^n`gdp & F nnx^n`gdp nnd^n`gdEr  nn^n`gdEr  & F nn5$7$8$9DH$^n`gdp Cdeˑёpz ,=Nstuv{|%>?EOUY[{u|r|HIMVȾȰ{ph:Q"h~+OJQJh:Q"h~+5OJQJ\h:Q"hYOJQJ^Jh:Q"hUBuOJQJ^Jh:Q"h;OJQJ^Jh:Q"h;5OJQJ^Jh_OJQJ^Jh:Q"h$#OJQJ^Jh-OJQJ^Jh_h$#OJQJ^JhZ{OJQJ^Jh+OJQJ^J(tuQ{Idqa? nnd^ngd_? nnd^n`gd_? nnd^ngd_ & F nnx^n`gdp! & F nnxx5$7$8$9DH$^n`gdp nnxx5$7$8$9DH$^n`gd_nxx5$7$8$9DH$^ngdZ{ Vd*+56:;lmnpsբ֢آ ȻvȻh[QhPmOJQJ^Jh:Q"h(G OJQJ^Jh:Q"h;5OJQJ^Jh_h_OJQJ^Jh$#OJQJh_h$#5OJQJ\h_h$#OJQJh_OJQJ^Jh:Q"hW"OJQJ^Jh:Q"h;OJQJ^Jh:Q"h;5>*OJQJ^Jh:Q"h= FOJQJ^Jh:Q"h~+OJQJh:Q"h~+5>*OJQJ\mn֢עآ ~$^`a$gdL n^n`gd]2gd]2  nn^ngd]2  nn^ngd_ & F  nn^n`gdpn^ngd_ & F nn^n`gdp GLMS ͤ~㻮㑄wi[Mh:Q"hL5OJQJ^Jh:Q"hk5OJQJ^Jh:Q"h25OJQJ^Jh:Q"h~`OJQJ^Jh:Q"h?OJQJ^Jh:Q"hY7:OJQJ^Jh:Q"h;Sh;SOJQJ^Jh:Q"h;SOJQJ^Jh:Q"h+OJQJ^Jh:Q"h-OJQJ^Jh:Q"h;5OJQJ^Jh:Q"h;OJQJ^Jh:Q"hk5>*OJQJ^J̥!Qkdr!$$Ifl0&$ t 6`0644 lae4pytn[ $&`#$/Ifb$gd̥ !"-RST_æĦŦЦ(jklwçħ/89Dݨި˽zzzh:Q"h$#5CJOJQJh:Q"h$#CJOJQJh:Q"h$#OJQJh_5CJOJQJ\h:Q"h$#5CJOJQJ\h:Q"h$#5OJQJ^Jh:Q"hOJQJ^J#h:Q"hOJQJ^JmHnHu)h:Q"h5OJQJ\^JmHnHu0!"-SiQQ $&`#$/Ifb$gdkd1"$$Ifl0&$ t 6`0644 lae4pytn[ST_iQQ $&`#$/Ifb$gdkd"$$Ifl0&$ t 6`0644 lae4pytn[ĦiQQ $&`#$/Ifb$gdkd#$$Ifl0&$ t 6`0644 lae4pytn[ĦŦЦiQQ $&`#$/Ifb$gdkdn$$$Ifl0&$ t 6`0644 lae4pytn[(kiQQ $&`#$/Ifb$gdkd-%$$Ifl0&$ t 6`0644 lae4pytn[klwiQQ $&`#$/Ifb$gdkd%$$Ifl0&$ t 6`0644 lae4pytn[çħi\KKFgd$# & Fd^gd_ $1$`a$gd+bkd&$$Ifl0&$ t 6`0644 lae4pytn[ħ/0ƫӫxhhh$ $Ifa$gd jM 9  ^gd$#9 nn^n`gdC9 & F+ nn^n`gdp n WDz^ `gdC9 & F+ Dnn^n`gdp9 n WDz^ `gdC9 & F+ nn^n`gdp ިNR&-/0ijop| '(-.$*69PRSU_bvy,4 !%15OT`dw{ h:Q"h$#CJOJQJmH sH h-CJOJQJh:Q"h$#OJPJQJh:Q"h$#5CJOJQJh:Q"h$#CJOJQJBӫԫի֫lXD4$ $Ifa$gd jM$ & F- $Ifa$gdp$ & F, $Ifa$gdpkdj'$$IflF^ j#  t06    44 laytClXD4$ $Ifa$gd jM$ & F- $Ifa$gdp$ & F, $Ifa$gdpkd($$IflF^ j#  t06    44 laytCܱlXC2C9 nn^n`gd 9 & F+ nn^n`gdp  D WDz^ `gd$#kd($$IflF^ j#  t06    44 laytC69cf۱ݱ>A349:?<@b~ҷӷԷշucccuccuccQcu#h{phK%OJQJ\^JmH sH #h{ph-OJQJ\^JmH sH hCOJQJ\^JmH sH h-OJQJ\^JmH sH #h-h-5OJQJ^JmH sH hK%h$#CJOJQJhK%h$#5CJOJQJhK%h$#CJOJQJ\h:Q"h$#CJOJQJ h:Q"h$#CJOJQJmH sH &h:Q"h$#5CJOJQJ\mH sH ܱݱ4 -з/6Cy-nx^n`gdK%-nx^n`gdK%-nx^n`gdK%-nx^n`gdC- Snx^n`gdC-nx^n`gdC9 & F+ nnx^n`gdp9 nn^n`gd 25;<CIOQ"%Z^ȲȲȜȆȜȜȜȜȜpZpZp+h6NhZ{CJOJQJ\^JaJmH sH +h6NhZ{5CJOJQJ^JaJmH sH +h6Nh-5CJOJQJ^JaJmH sH +h6NhCCJOJQJ\^JaJmH sH +h6NhK%CJOJQJ\^JaJmH sH +h6Nh-CJOJQJ\^JaJmH sH #h{ph-OJQJ\^JmH sH h-OJQJ\^JmH sH "ZHIno nnd^n`gd  nn^n`gd 9 nn^n`gd 9 & F. nn^n`gdp-nx^n`gdZ{-nx^n`gdZ{^ "#./TWYj}4H®®œv®®œœdQ$h6Nh$#CJOJPJQJ^JaJ#h6Nh$#CJOJQJ\^JaJ#h6Nh$#6CJOJQJ^JaJ&h6Nh$#56CJOJQJ^JaJ#h6Nh$#5CJOJQJ^JaJ&h6Nh$#5CJOJQJ\^JaJ h6Nh$#CJOJQJ^JaJ+h6NhZ{CJOJQJ\^JaJmH sH +h6Nh6NCJOJQJ\^JaJmH sH HJ"%&8\_aqYZ[\`c14rt03FGIƲƠƲƲƲƲƠƠƠƠƠƲƲƎƠƠƠƲƎ#h6Nh$#5CJOJQJ^JaJ#h6Nh$#CJOJQJ\^JaJ&h6Nh$#5CJOJQJ\^JaJ h6Nh$#CJOJQJ^JaJ$h6Nh$#CJOJPJQJ^JaJ*h6Nh$#5CJOJPJQJ\^JaJ4JKLnpy 9n^n`gdC9 nn^n`gdC9 nn^n`gdz9n^ngdK% 9 nn^ngdK% nn^n`gdz9 & F. nn^n`gdpgd$# & F nn x^n` gdz IJKLUXefqtpw|}\]_` #ȶȶȶȥrrrrrrr`#hq hC5CJOJQJmH sH hCCJOJQJmH sH  hq hCCJOJQJmH sH &hq hC5CJOJQJ\mH sH  hC5CJOJQJ\mH sH "h:Q"h$#5CJOJQJ\^Jh:Q"h$#CJOJQJ^Jh6NCJOJQJ^JhK%CJOJQJ^J h6NhK%CJOJQJ^JaJ%9;YZTcd9 & F/ nnx^n`gdp9 & F. nn^n`gdp Snn^n`gdz 9n^n`gdC9gdC 9n^n`gdC#BDc~ST_z9<cdin￰yk]Uh-OJQJh-h-5OJQJ\h$#CJOJPJQJ^J#h:Q"h$#CJOJPJQJ\^J h:Q"h$#CJOJPJQJ^J&h:Q"h$#5CJOJPJQJ\^Jh:Q"h$#CJOJQJ^Jh:Q"h$#5OJQJ\hCCJOJQJmH sH &hq hC5CJOJQJ\mH sH  hq hCCJOJQJmH sH d,r !x"J$ & F" 885$7$8$9DH$^8`a$gdpgds$ & F Ld5$7$8$9DH$gds ^`gdW" $^a$gd 9n^n`gdK%9n^n`gdK%nd^n`gdK% n|aktx+,17qrп᝿пpпeUh:Q"h;5OJQJ\^Jh:Q"heOJQJ h:Q"hK%CJOJPJQJ^Jh$#CJOJPJQJ^JhK%CJOJPJQJ^Jh-CJOJPJQJ^J&h:Q"h$#5CJOJPJQJ\^J h:Q"h$#CJOJPJQJ^J h-5CJOJPJQJ\^J&h-h-5CJOJPJQJ\^Jh:Q"h-OJQJ  !#$%'QRVZ>DHMOk vw&' ڪÜڐڐڄyڜymmmh:Q"hs5OJQJhK%hsOJQJhK%hsOJQJ\h:Q"hsOJQJ\hK%hs5OJQJ\hK%hK%5OJQJ\hK%5OJQJ\hK%OJQJh:Q"hsCJOJQJaJh:Q"hsOJQJh:Q"hs5OJQJ\h:Q"h;OJQJ^J)!QR=>NO v ngds & F" nn5$7$8$9DH$^n`gdpgds nnx5$7$8$9DH$^ngdK% nn5$7$8$9DH$^ngdK% `^``gds & F" n5$7$8$9DH$^n`gdpvwde[\%& prK^Kgds n^n`gds & F" Snn5$7$8$9DH$^n`gdp & F" nn5$7$8$9DH$^n`gdp & F" nn5$7$8$9DH$^n`gdpgdsrBCgh[\lm & F" 885$7$8$9DH$^8`gdp & F" nL5$7$8$9DH$^L`gdp ngdsgds & F" nn5$7$8$9DH$^n`gdpfhZ\l  -23   ̢̢̿yiyi_yQh:Q"hs5OJQJ^Jh )OJQJ^Jh )hs5OJQJ\^Jh )hsOJQJ^Jh:Q"h;OJPJQJ^Jh:Q"h;OJQJ^Jh:Q"h;5OJQJ\^Jh )5OJQJ\^Jh:Q"hsOJQJ^Jh:Q"hs5OJQJ\^Jh:Q"hs5OJQJh:Q"hsOJQJh:Q"hsOJQJ^Jwx{}~> und^n`gds5 88VD^8gdF`nd^n`gdF` & F" 88d^8`gdp @v^`vgds & F" 885$7$8$9DH$^8`gdp 88^8`gds ,-      ziz`^gdlN nn^n`gdF` & F0 wnn^n`gdp Z|^|`gds$ & Fn5$7$8$9DH$^n`gdF` n^n`gd )$ & Fn5$7$8$9DH$^n`gd ) 0^`0gdW"     8 : fkm]m-.õzlzlz_zlzN h:Q"h|OJQJ^JmH sH h:Q"hMOJQJ^Jh:Q"h;5OJQJ^Jh:Q"h;OJQJ^Jh:Q"h;56OJQJ^Jh:Q"h;6OJQJ^JhF`h;56OJQJ^JhF`h;6OJQJ^J!h:Q"h;56OJQJ]^JhF`56OJQJ]^J!h:Q"hs56OJQJ]^Jh:Q"hlNOJQJ^J  f.Wzm` n^n`gdF` n^n`gdu n^n`gdF`n^ngdF`$n^n`a$gd+; n^n`gd+;$$$ & F nnd^n`a$gdp$$$ & F nnd^na$gdF`$$$ & Fnd1$^n`a$gdF` .34UYZrxy "=?^l  ۶ۥ۶ۥۃraۃrۃr h:Q"huOJQJ^JmH sH  h:Q"hI0OJQJ^JmH sH  h:Q"htOJQJ^JmH sH  h:Q"h|OJQJ^JmH sH  h:Q"hOJQJ^JmH sH  h:Q"hYOJQJ^JmH sH &h:Q"h`#5OJQJ\^JmH sH  h:Q"h`#OJQJ^JmH sH &h:Q"h|5OJQJ\^JmH sH %^m*" & F >nx^n`gdp & F nn^n`gdp & F nn^n`gdp|^|gdW" n^n`gd.hpgdun^ngdu n^n`gdu|^|gd`#  +12674>   пе~qqqdqVqdqIqdqh:Q"haOJQJ^Jh:Q"h;OJQJ\^Jh:Q"hUBuOJQJ^Jh:Q"h;OJQJ^Jh:Q"hs5OJQJ\^Jh:Q"h;5OJQJ\^Jh:Q"hF`OJQJ^JhF`OJQJ^Jh9 OJQJ^J h:Q"h.hpOJQJ^JmH sH  h:Q"h`#OJQJ^JmH sH  h:Q"hF`OJQJ^JmH sH h`#OJQJ^JmH sH   !!!!!!!"""""####$8$W$a$d$$$$$$$$ %%%%%%%D%E%[%\%污t汄gggh:Q"h3BOJQJ^Jh:Q"hYv5OJQJ\^Jh:Q"hYvOJQJ^Jh:Q"hW5OJQJ\^Jh:Q"h;5OJQJ\^Jh:Q"hOJQJ^Jh:Q"hjT OJQJ^Jh:Q"hUBuOJQJ^Jh:Q"h;OJQJ\^Jh:Q"h;OJQJ^Jh:Q"hlOJQJ^J(""#b##$W$$$ %&'''}u$a$gdF`  ngdF` nn^n`gd0$ nnx^n`a$gd3B$ wx^`wa$gd3B$ x^a$gdYvxgdYv x^gdYv,x^`,gdYv \%%%~&&&&&&&&'%'&'''/'t''''''(( (((D([(g(h(k(ɹwl^lPhF`hs5OJQJ\h:Q"hF`5OJQJ\hF`5OJQJ\hs5OJQJ\h:Q"hsOJQJh:Q"hs5OJQJ\h:Q"h\5OJQJ\h:Q"h;5OJQJ\^Jh:Q"hX5OJQJ\^Jh:Q"hQ5OJQJ\^Jh:Q"hOJQJ^Jh:Q"hUBuOJQJ^Jh:Q"h;OJQJ^J''0'G'H'L'\']kdA)$$IfTl0&%a1" t0%644 laytF`T & F$If^`gds $Ifgd jM\']'a's'{rr $Ifgd jMkd)$$IfTl0&%a1" t0%644 laytF`Ts't'''''''''{ne``````gdsxxgds xx]gdskdm*$$IfTl0&%a1" t0%644 laytF`T '(((5(E(F(J(N(Z(_VV $Ifgd jM}kd+$$IfTl470K& 0&64 laytF`T $$Ifa$gd jMgds L5$7$8$9DH$gdF` Z([(`(g(h(k(<kd+$$IfTl47r K&%]o0&64 laytF`T $$Ifa$gd jMk(((((((5kde,$$IfTl7r K&%]o0&64 laytF`T $$Ifa$gd jM $Ifgd jMk(((((()))))))*%*&*:*;********"+*+++?+@+++++++ӿӮyk[y[h:Q"h&F5OJQJ\^Jh:Q"h;>*OJQJ^Jh:Q"h;5OJQJ\^JhF`hP.OJQJjh:Q"hP.OJQJUh:Q"hP.OJQJ h:Q"hKHOJQJmH @sH @&h:Q"h>65KHOJQJ\mH @sH @&h:Q"h5KHOJQJ\mH @sH @h:Q"hs5OJQJ\h:Q"hsOJQJ#((((((5kd(-$$IfTl7r K&%]o0&64 laytF`T $$Ifa$gd jM $Ifgd jM(())))*<*Z***}___ & F1 Bdxx5$7$8$9DH$gdp & F% Bdxx5$7$8$9DH$gdp# & F% Bxx5$7$8$9DH$^`gdp dxxgdP.ndh5$7$8$9DH$^ngd,@ndh5$7$8$9DH$^n`gd,@^gds ***"+B+`+++++++{sccs$^`a$gdW"$a$gdG9 $xxa$gdG9# & F' Bxx5$7$8$9DH$^`gdp& & F& Bdxx5$7$8$9DH$^`gdp# & F& Bxx5$7$8$9DH$^`gdp dxxgdP. +++++++++ ,,,,,,,,R-W-d/e/k//w1}1𰡑scTIh:Q"hP.OJQJh:Q"h34CJOJQJ^Jh:Q"h;5CJOJQJ^Jh:Q"hCJOJQJ^Jh:Q"hgCJOJQJ^Jh:Q"h;>*CJOJQJ^Jh:Q"h;CJOJQJ^Jh:Q"h=M5OJQJ\^Jh:Q"hKh5OJQJ\^Jh:Q"h5OJQJ\^Jh:Q"h@(5OJQJ\^Jh:Q"h;5OJQJ\^J++++,,,,,d/e//w14555$a$gdndhx5$7$8$9DH$^n`gdF`9ndh^n`gdKh 9dh^gdKh9 & F 8ndh^n`gdp9 ndh^gdKh$a$gdG9}111111114444P4T4M5P5V5W555555555555xhXhJh:Q"h"7>*OJQJ^Jh:Q"h"75OJQJ\^Jh:Q"h;5OJQJ\^JhF`5OJQJ\^Jh:Q"h<"CJOJQJ^Jh:Q"hnCJOJQJ^Jh:Q"hP.CJOJQJ^Jh:Q"h;CJOJQJ^Jh:Q"h;OJQJ^Jh:Q"hP.5OJQJ\h:Q"hP.OJQJh:Q"hP.OJQJ\hF`hP.>*OJQJ5555555 $$Ifa$gd jM $Ifgd jM($IfUD](gd jM$^`a$gd"7$a$gd5577H8S88888888 9 9D999999Ͱp`RD6h:Q"h^5OJQJ\h:Q"h5OJQJ\h:Q"h"75OJQJ\h:Q"h 5OJQJ\^Jh:Q"h"75OJQJ\^Jh:Q"hl5OJQJ\^Jh:Q"h5OJQJ\^Jh:Q"h5OJQJ\^Jh:Q"h;5OJQJ\^Jh:Q"hF`OJQJ^Jh:Q"h;OJQJ^Jh:Q"hOJQJ^Jh:Q"hP.OJQJh:Q"hP.5OJQJ\555 666YF=11 $$Ifa$gd jM $Ifgd jM & F2($IfUD](gdpkd-$$Ifl\H$4gT t0#644 laytF`6!6)6*6+6=6M:1 $Ifgd jM & F2($IfUD](gdpkd.$$Ifl\H$4gT t0#644 laytF` $$Ifa$gd jM=6?6A6B6C6N6M:1 $Ifgd jM & F2($IfUD](gdpkdQ/$$Ifl\H$4gT t0#644 laytF` $$Ifa$gd jMN6Q6T6U6V6m6M:1 $Ifgd jM & F2($IfUD](gdpkd0$$Ifl\H$4gT t0#644 laytF` $$Ifa$gd jMm6o6q6r6s66M:1 $Ifgd jM & F2($IfUD](gdpkd0$$Ifl\H$4gT t0#644 laytF` $$Ifa$gd jM666666M:1 $Ifgd jM & F2($IfUD](gdpkdj1$$Ifl\H$4gT t0#644 laytF` $$Ifa$gd jM66666M7$ & F2($IfUD](a$gdpkd2$$Ifl\H$4gT t0#644 laytF` $$Ifa$gd jM666666I3$ & F2($IfUD](a$gdpkd2$$Ifl\H$4gT 0#64 laytF` $$Ifa$gd jM $$Ifa$gd jM666666I3$ & F2($IfUD](a$gdpkd3$$Ifl\H$4gT 0#64 laytF` $$Ifa$gd jM $$Ifa$gd jM666666I3$ & F2($IfUD](a$gdpkd<4$$Ifl\H$4gT 0#64 laytF` $$Ifa$gd jM $$Ifa$gd jM677777I3$ & F2($IfUD](a$gdpkd4$$Ifl\H$4gT 0#64 laytF` $$Ifa$gd jM $$Ifa$gd jM7&7(7*7+7,7I3$ & F2($IfUD](a$gdpkd5$$Ifl\H$4gT 0#64 laytF` $$Ifa$gd jM $$Ifa$gd jM,77797;7<7=7I3$ & F2($IfUD](a$gdpkd^6$$Ifl\H$4gT 0#64 laytF` $$Ifa$gd jM $$Ifa$gd jM=7_7a7c7d7e7I3$ & F2($IfUD](a$gdpkd7$$Ifl\H$4gT 0#64 laytF` $$Ifa$gd jM $$Ifa$gd jMe7p7r7t7u7v7I3$ & F2($IfUD](a$gdpkd7$$Ifl\H$4gT 0#64 laytF` $$Ifa$gd jM $$Ifa$gd jMv777777I3$ & F2($IfUD](a$gdpkd8$$Ifl\H$4gT 0#64 laytF` $$Ifa$gd jM $$Ifa$gd jM777777I3$ & F2($IfUD](a$gdpkd69$$Ifl\H$4gT 0#64 laytF` $$Ifa$gd jM $$Ifa$gd jM777777I3$ & F2($IfUD](a$gdpkd9$$Ifl\H$4gT 0#64 laytF` $$Ifa$gd jM $$Ifa$gd jM777777I3$ & F2($IfUD](a$gdpkd:$$Ifl\H$4gT 0#64 laytF` $$Ifa$gd jM $$Ifa$gd jM777777I3$ & F2($IfUD](a$gdpkdX;$$Ifl\H$4gT 0#64 laytF` $$Ifa$gd jM $$Ifa$gd jM7777778I99$^`a$gdlkd<$$Ifl\H$4gT 0#64 laytF` $$Ifa$gd jM $$Ifa$gd jM8888888 99999999999:n]^n`gd .gd&F$ .a$gd^ $xa$gd $xa$gd $n x^n` a$gd $a$gd 999::k:o:p:}:;R<<<[>\>k>|>7?F?T???2@3@4@[@_@`@*OJQJ\^Jh:Q"h^CJOJQJ^Jh:Q"h5OJQJ\^Jh:Q"hv]OJQJ^Jh:Q"hu=OJQJ^Jh:Q"h^OJQJ^Jh:Q"h^5OJQJ\^J!h:Q"h^5>*OJQJ\^Jh:Q"hlOJQJh:Q"hl5OJQJ\::;H<R<}<<<<<<s^ 8xx]^8gd^ & F n|xx]`|gdp b  ]^ gd^ & F  nb ]`gdp & F nnxx]^n`gdp5nx]^ngd & F nn]^n`gdp <<<<<(=)=,=6=>=N=[kd<$$Ifl\KD&p,064 la8ytq $If]gdq N=======>[kdp=$$Ifl\KD&p,064 la8ytq $If]gdq>> >> >+>X>h[[[[[ $If]gdqkd>$$Ifl\KD&p,064 la8ytqX>Y>Z>[>\>|>7?h[[[B5 9n]^ngd nExx]^E`gd 8]^8gd^kd>$$Ifl\KD&p,064 la8ytq7?T?2@3@4@[@;AA?A@AAABACA $If]gdq 9]^gd^ 9n]^ngd & F hnnxx]^n`gdp]gd^ 5n]^ngdnxx]^n`gdCAGAKALAMASAXAYAiAvAAAAAAAAAAAAAABB B $If]gdq H$If]gdq BBB(B)B9BABKBSB[BeBkBuB|B}B~BBBBB7C8C9C:C;CC?C@CACBCCCDCQCEEHHJ nn]^ngd nn]^ngdF` & F nnxx]^n`gdp n]^ngdF` & F n0xx]`0gdpFfC $If]gdqJJHKK.h jM5OJQJ\mH sH h>.h jM5OJQJ\h jM5OJQJ\h jMh jMOJQJhjwG0J*OJQJmHnHuh jM0J*OJQJjh jM0J*OJQJUhjwGjhjwGU$pZqZZe[f[g[h[ .gdl % !#gdO% !Y<]> Inside AddressdFF Inside Address NameVOV Mailing Instructions$d;TT Reference Initials$$da$LL Reference Line$$da$o Return Address? $ pd!&P#$+D./0$]a$#;@CJOJQJ_HmH sH tH BQB Signature Company!FQF Signature Job Title",o1, Slogan6@F\O\ Subject Line"$$hd^h`a$;CJ4@R4 AHeader % !4/b4 List&^`B0arB List Bullet' & F]B1aB List Number( & F]4 4 Footer ) !.)@. Page Number828 List 2+^`838 List 3,8^8`84@8 List 4-^`858 List 5.^`pI@p Message Header./8$d%d&d'd-D^8` CJOJQJFEF List Continue 20x^FFF List Continue 318x^8FG"F List Continue 42x^FH2F List Continue 53x^L>@BL Title4$<@&a$5CJ KHOJQJHC@RH Body Text Indent5hx^hFJ@bF Subtitle6$<@&a$ CJOJQJDrD Short Return Address7*Q* PP Line8TS@T O0Body Text Indent 3 9^ CJOJQJRY@R  Document Map:-D M OJQJ^JDTD 0 Block Text;x]^RR@R Body Text Indent 2<dx^pp N0 Table Grid7:V=0=$a$H@H  Balloon Text>CJOJQJ^JaJ<P@<  Body Text 2 ?dx6U`6 Hyperlink >*B*phJoJ %um0 Header CharKHOJQJ_HmH sH tH Ro!R wmPlain Text CharKHOJ QJ _HmH sH tH \o1\ 6Heading 1 Char':@CJKHOJQJ_HmH sH tHO Pm0 Table Grid1<:VD0aD$a$OJQJ^J_HRoQR o 0Salutation CharKHOJQJ_HmH sH tH  A wIp TOC Heading F$ & Fd@& a$B5:@B*CJKHOJ PJ QJ \^JaJmH nHph6_sH tH&& wIpTOC 1G.. wIpTOC 2 H^.. wIpTOC 3 I^>Q@> Ka Body Text 3JxCJaJ\o\ Ja Body Text 3 Char$CJKHOJQJ_HaJmH sH tH : : \Index 1L8^`8X!@X \ Index HeadingM$5$7$8$9DH$a$ KHOJQJXoX MHeading 2 Char#;CJKHOJQJ_HmH sH tH fof 9 u0Body Text Indent 3 Char CJKHOJQJ_HmH sH tH PK![Content_Types].xmlN0EH-J@%ǎǢ|ș$زULTB l,3;rØJB+$G]7O٭V$ !)O^rC$y@/yH*񄴽)޵߻UDb`}"qۋJחX^)I`nEp)liV[]1M<OP6r=zgbIguSebORD۫qu gZo~ٺlAplxpT0+[}`jzAV2Fi@qv֬5\|ʜ̭NleXdsjcs7f W+Ն7`g ȘJj|h(KD- dXiJ؇(x$( :;˹! I_TS 1?E??ZBΪmU/?~xY'y5g&΋/ɋ>GMGeD3Vq%'#q$8K)fw9:ĵ x}rxwr:\TZaG*y8IjbRc|XŻǿI u3KGnD1NIBs RuK>V.EL+M2#'fi ~V vl{u8zH *:(W☕ ~JTe\O*tHGHY}KNP*ݾ˦TѼ9/#A7qZ$*c?qUnwN%Oi4 =3N)cbJ uV4(Tn 7_?m-ٛ{UBwznʜ"Z xJZp; {/<P;,)''KQk5qpN8KGbe Sd̛\17 pa>SR! 3K4'+rzQ TTIIvt]Kc⫲K#v5+|D~O@%\w_nN[L9KqgVhn R!y+Un;*&/HrT >>\ t=.Tġ S; Z~!P9giCڧ!# B,;X=ۻ,I2UWV9$lk=Aj;{AP79|s*Y;̠[MCۿhf]o{oY=1kyVV5E8Vk+֜\80X4D)!!?*|fv u"xA@T_q64)kڬuV7 t '%;i9s9x,ڎ-45xd8?ǘd/Y|t &LILJ`& -Gt/PK! ѐ'theme/theme/_rels/themeManager.xml.relsM 0wooӺ&݈Э5 6?$Q ,.aic21h:qm@RN;d`o7gK(M&$R(.1r'JЊT8V"AȻHu}|$b{P8g/]QAsم(#L[PK-![Content_Types].xmlPK-!֧6 0_rels/.relsPK-!kytheme/theme/themeManager.xmlPK-!0C)theme/theme/theme1.xmlPK-! ѐ' theme/theme/_rels/themeManager.xml.relsPK] hS < !!N &iKH #>$x&1.M1=BEFKOZQSWqbIfYiprsv[|ЄtCV ި^HI#n . \%k(+}159AAPZh[ "$&)*,-/13468:<>@IMOQRTVXY]`bdegnrtvx  "?Cmp!CD()ijHI'(xy)uvgh~!%+02=>?? @A}CCCCHDJ_PjU,Zq_bdfilrv|"t!SĦkħӫܱd!vr "''\'s''Z(k(((*+556=6N6m66666667,7=7e7v7777778:<N=>X>7?CA BH>|??EENFPFFFOOR0SLTNTTTWW Y YYY[0[^]e]2^6^``f`bbbc{d}deeffgg!g]gdgfgjjkkop]xaxzzkw͉؉ANv}EH$*ŸGJ'+LP9@Y^CEfzx(*{  PV>@ci<N!!!!"" " "I"L"v"y""""""""#A#M#P#''00A1H1tAAHI JJ7LAL MMGNSNuNxNPRRRSRURVRXRYR[R\RRRfSiS333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333POQOOOOOPRPRRRSRSRURVRXRYR[R\RgRkRlRoRpRpRqR{ReSfSiSPOQOOOOOPRPRSRSR\RfRiRkRlRoRqR{ReSfSiS2 F+K644`&-0m8Tw ,(B` hrh#R8I>q6~DVAN _h m aH 9"iҿf[[!T>'4#ZM$lru&~ƹ &"g&Z#O(: y*^+L+Ll\s+Io .%  ~m4T6:6&k'5 ;$<2[?%r@Xo@V?4Ff( q@LX3M`] W&#i\Կxvc~n&$c@.h`4m>n:nc FrjrN\"tPn(tl| jtV^|(uB咬>[z^N}z z}D/[q^\ h ^`hH.h ^`hH.h pLp^p`LhH.h @ @ ^@ `hH.h ^`hH.h L^`LhH.h ^`hH.h ^`hH.h PLP^P`LhH.^`o(^`o(.^`o(..88^8`o(... `^``o( .... `^``o( ..... ^`o( ...... pp^p`o(.......  ( ^ `(o(........hh^h`^Jo(.88^8`^J.L^`L^J.  ^ `^J.  ^ `^J.xLx^x`L^J.HH^H`^J.^`^J.L^`L^J.h^`^J.^`^Jo()hpLp^p`L^J.h@ @ ^@ `^J.h^`^J.hL^`L^J.h^`^J.h^`^J.hPLP^P`L^J.^`)  !^`!5>*\o(.hhhhhhhh^`56CJOJQJaJo(.hhhhhhhh0^`0o()^`.SLS^S`L.# # ^# `5o(()  ^ `.ww^w`o(()^`.cc^c`.3L3^3`L.h ^`hH.^`.pp^p`.@ @ ^@ `.^`.^`.^`.^`.PP^P`.h ^`hH)h ^`hH.h pLp^p`LhH.h @ @ ^@ `hH.h ^`hH.h L^`LhH.h ^`hH.h ^`hH.h PLP^P`LhH. 88^8`o(hH#^`56CJOJQJaJo(hH.#88^8`56CJOJQJaJo(hH..   ^ `o(hH... xx^x`o(hH .... `^``o(hH ..... ^`o(hH ......  ^`o(hH.......  ^`o(hH........88^8`56CJOJQJo(hHv^`v56CJOJQJo(hH.#v^`v56CJOJQJaJo(hH..  ^ `56CJOJQJo(hH... xx^x`o(hH .... `^``o(hH ..... ^`o(hH ......  ^`o(hH.......  ^`o(hH........^`o(()h^`)  0 ^ `0o(@ @ ^@ `.^`.L^`L.^`.^`.PLP^P`L.^`o(() ^`o(hH.  0 ^ `0o(@ @ ^@ `.^`.L^`L.^`.^`.PLP^P`L.h^`^J.h^`^J)h$ $ ^$ `^J) 0 ^ `0^Jo(()h^`^J)hL^`L^J.h^`^J.h^`^J.hPLP^P`L^J.88^8`56CJOJQJo(hH#v^`v56CJOJQJaJo(hH.#>v>^>`v56CJOJQJaJo(hH..v^`v56CJOJQJo(hH... xx^x`o(hH .... `^``o(hH ..... ^`o(hH ......  ^`o(hH.......  ^`o(hH........ 0^`0o(hH0^`05o(hH.0^`05o(hH.. 88^8`o(hH... `^``o(hH .... `^``o(hH ..... ^`o(hH ......  pp^p`o(hH.......   ( ^ `(o(hH........ ^`o(^`o(.^`o(..88^8`o(... `^``o( .... `^``o( ..... ^`o( ...... pp^p`o(.......  ( ^ `(o(........0^`0>*o(p0p^p`0>*o(.0^`0>*o(..^`>*o(... ^`>*o( .... !`!^!``>*o( ..... ((^(`>*o( ...... h.h.^h.`>*o(....... p5p5^p5`>*o(........88^8`o(^`56CJOJQJo(.  ^ `56CJOJQJo(..  ^ `o(... xx^x`o( .... `^``o( ..... ^`o( ...... ^`o(....... ^`o(........ 88^8`56CJOJQJo(v^`v56CJOJQJaJo(.v^`v56CJOJQJaJo(..  ^ `o(... xx^x`o( .... `^``o( ..... ^`o( ...... ^`o(....... ^`o(........h ^`hH)h ^`hH.h pLp^p`LhH.h @ @ ^@ `hH.h ^`hH.h L^`LhH.h ^`hH.h ^`hH.h PLP^P`LhH.88^8`56CJOJQJo(hH#^`56CJOJQJaJo(hH.#v^`v56CJOJQJaJo(hH..  ^ `56CJOJQJo(hH... xx^x`o(hH .... `^``o(hH ..... ^`o(hH ......  ^`o(hH.......  ^`o(hH........P^`P@@^@`.0^`0..``^``... ^` .... ^` ..... ^` ...... `^``....... 00^0`........h ^`hH)h ^`hH.h pLp^p`LhH.h @ @ ^@ `hH.h ^`hH.h L^`LhH.h ^`hH.h ^`hH.h PLP^P`LhH. ^`OJQJo(0^`0o(0^`0o(.0^`0o(..88^8`o(... `^``o( .... `^``o( ..... ^`o( ...... pp^p`o(.......  ( ^ `(o(........   ^ `o(hH. hh^h`hH. 8 L8 ^8 `LhH.   ^ `hH. ^`hH. L^`LhH. xx^x`hH. HH^H`hH. L^`LhH.808^8`0o()^`.pLp^p`L.@ @ ^@ `.^`.L^`L.^`.^`.PLP^P`L.hh^h`^Jo(hh^h`^Jo(.0^`0^Jo(..0^`0^Jo(... X X ^X `^Jo( .... `'`'^`'`^Jo( ..... /`/^/``^Jo( ...... 6`6^6``^Jo(....... H?H?^H?`^Jo(........ hh^h`o(hH() ^`hH. pLp^p`LhH. @ @ ^@ `hH. ^`hH. L^`LhH. ^`hH. ^`hH. PLP^P`LhH.88^8`56CJOJQJaJo(v^`v56CJOJQJaJo(.  ^ `56CJOJQJo(..  ^ `o(... xx^x`o( .... `^``o( ..... ^`o( ...... ^`o(....... ^`o(........^`>*o(^`>*o(.^`>*o(..88^8`>*o(... `^``>*o( .... `^``>*o( ..... ^`>*o( ...... pp^p`>*o(.......  ( ^ `(>*o(........^`o(()h^`)   0 ^ `05\o(@ @ ^@ `.^`.L^`L.^`.^`.PLP^P`L.88^8`56CJOJQJo(hH^`56CJOJQJo(hH.& ^ `56CJOJQJ\aJo(hH..   ^ `o(hH... xx^x`o(hH .... `^``o(hH ..... ^`o(hH ......  ^`o(hH.......  ^`o(hH........^`o(. 0 ^ `0o()Z LZ ^Z `L.**^*`.^`.L^`L.^`.jj^j`.:L:^:`L.|^`|^Jo(. ^`OJQJo(TLT^T`L^J.$ $ ^$ `^J.  ^ `^J.L^`L^J.^`^J.dd^d`^J.4L4^4`L^J.h ^`hH)h^`.hpLp^p`L.h@ @ ^@ `.h^`.hL^`L.h^`.h^`.hPLP^P`L.h ^`hH)h ^`hH.h pLp^p`LhH.h @ @ ^@ `hH.h ^`hH.h L^`LhH.h ^`hH.h ^`hH.h PLP^P`LhH.88^8`56CJOJQJo(hHv^`v56CJOJQJo(hH.v^`v56CJOJQJo(hH..  ^ `56CJOJQJo(hH... xx^x`o(hH .... `^``o(hH ..... ^`o(hH ......  ^`o(hH.......  ^`o(hH........88^8`56CJOJQJo(hH#^`56CJOJQJaJo(hH.# ^ `56CJOJQJaJo(hH..   ^ `o(hH... xx^x`o(hH .... `^``o(hH ..... ^`o(hH ......  ^`o(hH.......  ^`o(hH........ hh^h`o(hH(.) ^`hH. L^`o(hH(.) hh^h`hH. 88^8`hH. L^`LhH.   ^ `hH.   ^ `hH. xLx^x`LhH.hhh^h`o(.hP^`Po(..h^`o(...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 .... Y`Y^Y``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........ 88^8`o(hH#^`56CJOJQJaJo(hH.#88^8`56CJOJQJaJo(hH..   ^ `o(hH... xx^x`o(hH .... `^``o(hH ..... ^`o(hH ......  ^`o(hH.......  ^`o(hH........88^8`56CJOJQJ^JaJo(v^`v56CJOJQJaJo(.  ^ `56CJOJQJo(..  ^ `o(... xx^x`o( .... `^``o( ..... ^`o( ...... ^`o(....... ^`o(........h ^`hH.h ^`hH.h pLp^p`LhH.h @ @ ^@ `hH.h ^`hH.h L^`LhH.h ^`hH.h ^`hH.h PLP^P`LhH.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.#^`56CJOJQJaJo(hH. UU^U`hH. %L%^%`LhH.   ^ `hH.   ^ `hH. L^`LhH. ee^e`hH. 55^5`hH. L^`LhH.26:6w jt &o .B` q@LzZ#O(#\s+'4#>n:n y*i _h(un(t"t/[q9"xvcu& Wr@I> 0[?m[!&$c&-o@X3MZM$5 ;>[z~DVm~m464FmL+ z}Fri\8.h F@0]22                  4       TUpӄ~ZΈ#b P;䯞ʰx*ֆ> ݄<w.İB8  }j (_                     $   T]                       p         <\?        J8u                t}       ܞ6q*                         :l BN               rHRUf5A4[L8DJo(6<=LDiv",u02!hs&G (G aG ] o n!4!c9!N! \!^!<"I":Q"GV"W"]"1#$#U#_#`#$s$8 $7$=$l$%y%"'%(%-%8%KZ%_%m%^&)|&2'T''4'A'N'f|'('({C(z(H)Y)9})Z *9*h*C*3$*)*7/*M*U*-m*+1O+o+'u+~+v,:,p;,ib,s, -{e-(f-$.T. .;..?:.M<.I/\"/n/-x/Zy/<0301<0I0L0N0^011?1 2>2]2i2l2Dm2~2i3O/3K3SY3th3Hk3>m3sm3y)4@4C4 ^4b4m4p45*515S5>6C6c$7*7w?7T7q7}788/808b:8>8%N8rp8R90:: :#:u2:6:Y7:iG:I:!;+;*=;@B;MY;<<7&<)<S<T<W<Zc<g<g<=Y=e=8="<=F=J=>R>^>f9>@>uH>K>O> R>{?1??4?I?=M?f?X@@,@GE@S@d@u@ A|A2A?AFAMOArBr)B3BNCB CC.CKC[CBjCkCLrCvCD<*D2DED@EAEsqExE= Fc F&F3FuFT$GD>GtFGOGy_GjGjwG*H;H6iH*~H\ I\6I&qIwIG-J]JDKbKCdKlKsoKrKuK8LLy+LI5LiLMMM M"M)M=MAM LMXMaMdM jMJuMxM?KN!aN9fNfNlNrqN(Or[OwlO_PPV"P2P=PEP`P`PaPQ[ QCQBQMQbQ$hQyR R R*R3RaRSKSU)SBSVS]dSmS.xStT:U2BUDUIUdUtU VVdVaV&V2V?VeVW+WWd0W@WCIWoWiXXS%XEXSXfXrX Y9Y!Y$Y^FY.Z2Z9ZrZ[[v[r+[,[;[!G[V[L\z6\Q\HS\Z\f\~\]C]D]F]P]]]v]H^W^Ug^t^_W_h8_6<_ `)`z<`jU`~`aaP3aEa7}abb$b+b/b.8bBbfbdwbR c#cH$c%GcpOc dudgAdvd}dRep)e,eqF` dtzz`x~B34>DUM $+e$opZ{?<P$rz|. ):h{km !"US[/chF=B\r6MW}yxM )Uq! M E4[v7st#wCC_Sy`<RUZSk|U}"*|FK!2dq|1SUb$w~tO]s|~u+u=-w5]5E.`=u+y = 5Irv{e",RFGIWZ4$*-A\,\`'e%iz~)6uOKX+FILPUfqhk|Au`3rr b)O ^\bqv8]3qsVP (0Pgpys&^9Sgjqy,9o.<?|#"[&$HeKjksK &87^<`j;zUd6[ lgc"lWpdl7 *GS $%G.Zbc o-3f}'(.4?Qn[ah(qQ1g)z_)U=K'MNmpoYv42W`dv-3389SZv%4 P;SS]g .V;; r)Q8<M| 05HR bzGXXY*\F+7;JUsyW *8yUqW^bm6yJdX]Okpn |@(MQQTUY*prE\dn;@C^e4t-bObPuZ^eVl["(0^%+F1HOHjpK%:MnWE[lwmgpI|1AJzVvXEi )0@SYEG:\*`g+5bAB<Z]2mt$ 3{FHnw\?ekfkzlo jvy 1'WGK{d4"<#_b}Y~.5Yjj}~2NRZ7\' p&VEcxj|?8 nh 59VpZvdyz,ADMYW56@]_Vccfetp |]~PRRR@hSH@UnknownRAGHAVAN G*Ax Times New Roman5Symbol3. *Cx Arial7. [ @Verdana;Wingdings5. .[`)TahomaG=  jMS Mincho-3 fg9GaramondK,Bookman Old Style?= *Cx Courier New7@CambriaK=   jMS Gothic-3 0000A$BCambria Math"1  h{gV;N~2f~2f!4QQy 3qXR?;22! xx Are You suprised ?BirthdayBirthdayLSKuser2                           ! " # $ % & ' ( ) * + , - . / 0 1 Oh+'0u   @ L X dpxAre You suprised ? BirthdayLSK Birthday Normal.dotmuser78Microsoft Office Word@ݣ@oV@@!~2G0tRs. :  c.@Times New Roman------  2 2b1  2 2b  b' 2 AbB.14/KSM    2 Ab  b'@Garamond---X@Bookman Old Style---X @Bookman Old Style--------------------------- 2 *L b   2 *mb( %2 *rbJ. CHANDRA SHEKAR  ---  2 *b ---  2 *b)  2 *b E 2 *Kb  g2 *R=b   2 *b   2 * b(---  2 *%b --- 2 ** bK.E.ANSAR    ---  2 *ob ---  2 *ub)---  2 *zb  b'----------,@Bookman Old Style------ 2 9Lb --- 2 9]b --- 2 9k b --- 2 9bDSTE/SBC    #2 9b  2 9Sb  2 9+bDOM/SBC  ---  2 9kb  b'@"Verdana------ +2 Q@bSOUTH WESTERN RAILWAY       2 Q b   &2 bRbBANGALORE DIVISION       2 bb    2 rb  @"Verdana------ ,2 bStation Working Rules:    2 b   2 bDate of Issue:  2 8b22  2 Hb- 2 Ob02  2 _b- 2 fb2012  2 b  b' 2 bNo. B.   2 b1  2 b4  2 b   2 b/ 2 bKSM   2 b  2  bDate on which    2 8b  b'  2 b   2 b O (2 bbrought into force:  2 Xb  b'  2 b  b'---  2 b  2 3b  2 N bKAMASAMUDRAM   2 b  b' 2 LbNOTE:    2 wb-  2 ~b  b'--- 2 rb1.  2 b  V2 2bThese Rules supersede the Station Working Rules B.   ---  2 b1   2 b4   2 b/  2 bKSM   2 /b  2 8bdated    2 bb   2 gb1   2 pb8   2 yb- 2 b07   2 b- 2 b200   2 b5 ---  2 b.  2 b  b'  2 rb  b'@"Arial------ 2 rb2.---  2 b --- 2  bThe Stati   y2 Ibon Working Rules must be read in conjunction with General and Subsidiary       b' 2 UbRules and Block Working Manual. These rules do not in any way supersede any rule in      b' 2 $ bthe above  2 $b- #2 $bmentioned books.   2 $Wb  b'  2 4b  b' 2 Erb3.    2 Eb  n2 EBbThese station working rules shall be read in conjunction with trac            2 Ez btion working    n2 UBbinstructions issued to suit 25KV AC RE pertaining to this station.    2 UIb    2 erb  --- 2 uLb1.   2 uZb > 72 ubSTATION WORKING RULE DIAGRAM:          2 ub-  2 ub  --- =2 !bStation Working Rule Diagram No.      --- +2 bSBC/SG/CN: 2/2005/ALT    2 Hb-  2 Ob1 ---  2 Xb  )2 `bbased on signalling  --- 2  bplan No.   --- 2  bIPU 1111/ALT    2 Cb-  2 Jb1 ---  2 Sb  (2 \band P.Way Plan No.     --- 2  bCN/BNC/TR/55    2 ^b- 2 eb2001/1 ---  2 bs 2 bhow the    2 Wbsignalling arrangements, track circuited portions names of adjacent stations and other     12 bdetails pertaining to day  2 ?b- 2 Fbto  2 Tb- b2 [:bday working. Complete lay out of station yard, gradients,      z2 Jbholding capacity of individual lines; distances of adjacent stations etc.       2 b  2  bWhich are  --- e2 <breproduced form the enclosed layout diagram No. SR/TR/BNC/13        2 Ib- 2 Pb2002. ---  2 vb  g #2 gRule Diagram No.        2 3g  'g@Wingdings------  2 ng---  2 }g  '--- 2  SBC/SG/CN:   2  2  2  /2005/ALT   2 u-  2 }1   2   '- @ !- - @ !- - @ !- - @ !f- - @ !%g- - @ !- - @ !5- - @ !- - @ !- - @ !- - @ !f- - @ !- - @ !- g--- &2 gSignalling Plan No       2 8g  'g---  2 ng---  2 }g  '--- 2 IPU 111    2 1  2 /ALT    2 :-   2 E1   2 R  '- @ !- - @ !- - @ !f- - @ !%g- - @ !- - @ !5- - @ !- - @ !- - @ !f- - @ !- - @ !- $g---  2 !g$P. Way Plan No       2 !"g$  '$g---  2 ng$---  2 }g$  '$--- 2 ! $CN/BNC/TR   2 !$-  2 ! $55   2 !!$-  2 !*$2001/   2 !`$1   2 !j$  '- @ !- - @ !- - @ !f- - @ !%g- - @ !- - @ !5- - @ !- - @ !- - @ !f- - @ !- - @ !- 5g%--- %2 2%g5Layout diagram No       2 2>%g5  '5%g---  2 0ng%5---  2 0}g%5  '5%--- 2 2%5B/  2 2%5KSM  2 2%5/T/  2 2%511   2 2%5  '- @ !$- - @ !$- - @ !$f- - @ !%$g- - @ !$- - @ !5$- - @ !$- - @ !%- - @ !5- - @ !5- - @ !5- - @ !%f- - @ !5f- - @ !%5g- - @ !%- - @ !5- - @ !55- - @ !%- - @ !5- - @ !5- ---  2 Cb  @Times New Roman- - - @"Arial- - - @"Verdana- - -  @ Verdana--- - - --- - - --- - - - - - - - -   2 SLb2- - -   2 STb D--- 2 S bDESCRIPTION   - - -   2 S b --- 2 SbOF - - -   2 S+b --- 2 S1bTHE - - -   2 SPb --- 2 SXbSTATION:    2 Sb----  2 Sb  --- - - - - -  2 oLb2.1 - - -   2 oab 7--- 2 obGENERAL( - - -   2 ob --- 2 o bLOCATION)    2 oRb  ------ 2  bKAMASAMUDRAM ---  2 b  (2 bis situated in the     --- 2  bBANGARAPET ---  2 b --- 2 bJn --- 2 +b.    2 <b  2 Db --- 2 P bJOLARPETTAI   ---  2 b --- 2 bJn. ---  2 b  ------ >2 "bBroad Gauge line at a distance of  --- 2 b273.699  ---  2 b  2  bKms from   --- 2 bCHENNAI ---  2 Qb --- 2 XbCENTRAL  --- 2  b. This is   --- 2 ba --- 2 bC ---  2 b  (2 bClass station with  --- 2 lbdouble  ---  2 b  +2 bline working towards   --- 2 R bVARADAPUR ---  2 b  2 band  --- 2  bBISANATTAM   --- %2 b. This station i    #2 nbs provided with    --- 2 bTWO ---  2 b  42 brunning lines and both are      ---  2 bprovided with  --- 2  bHigh Level   ---  2 Eb  )2 Kbplatform. The code     2 b  )2 bof this station is --- 2 TbKSM --- "2 rb. The Station    --- C2 %bHouse is situated on the platform of  --- 2 bROAD   2 b- 2  b1 (DOWN LINE)    ---  2 @b  )2 Gband has the control   2 bpanel.  2 b    2 b    2 Lb  ---  2 9Lb    2 ILb    2 ZLb    2 jLb    2 zLb    2 Lb   2 Lb2.2   2 lb  k2 @bBLOCK SECTION LIMITS ON EITHER SIDE OF THE STATION ON DIFFERENT             b'--- 2  bDIRECTIONS:      2 b----  2  b  b'---  2 Lb / 2 {b --- G2 (bThe Station Limits extend from the Up Di       G2 (bstant Signal to the Down Distant Signal.       2 b  b'  2 Lb  b'  2 Lb  b'  2 Lb  b'  2 Lb  b'qu4 2 4SL.   2 &4No.   2 &4  '4z--- "2 z4ADJACENT BLOCK     4z' 2 &z4STATION     2 &z4  4z''4{--- 2 {4CODE   2 {4  '4--- 2 4INT  2 4ER   2 & 4DISTANCE.     2 &4  '4--- 2  4DIRECTION     2 a4  '- @ !- - @ !- - @ !*- - @ !- - @ !- - @ !z- - @ !<{- - @ !- - @ !Z- - @ !- - @ !- - @ !- - @ !- - @ !+ - - @ !+ - - @ !+ z- - @ !+ - - @ !+ - - @ !+ - L5--- 2 B5L1.  2 B5L  'Lz5--- 2 B 5zLBISANATTAM   ---  2 B5zL  'L5{--- 2 A{5LBSM   2 A{5L  L5{''L5--- 2 B5L7.04 KMS   ---  2 B5L  'L5--- "2 B5LUp JTJ Jn. Side     2 B}5L  '- @ !4- - @ !*4- - @ !4- - @ !4- - @ !4z- - @ !<4{- - @ !4- - @ !Z4- - @ !4- - @ !4- - @ !4- - @ !5- - @ !5- - @ !5z- - @ !5- - @ !5- - @ !5- qL--- 2 YLq2.  2 YLq  'qzL--- 2 Y LzqVARADAPUR ---  2 Y Lzq    2 iLzq  'qL{--- 2 X{LqKSM   2 X{Lq  qL{''qL--- 2 YLq4.34 KMS   ---  2 YLq  'qL--- 2 Y LqDown SBC Jn.      2 iLqSide   2 i5Lq  '- @ !L- - @ !*L- - @ !L- - @ !L- - @ !Lz- - @ !<L{- - @ !L- - @ !ZL- - @ !L- - @ !L- - @ !L- - @ !#M- - @ !p- - @ !p- - @ !*p- - @ !#M- - @ !p- - @ !p- - @ !#Mz- - @ !pz- - @ !<p{- - @ !#M- - @ !p- - @ !Zp- - @ !#M- - @ !p- - @ !p- - @ !#M- - @ !p- - @ !p- '"Systemwxa"N w@wN -- bbaa``՜.+,0@ hp  Hewlett-Packard CompanyfQ  Are You suprised ?DESCRIPTION OF THE STATION:-GENERAL( LOCATION)Q2.6 LEVEL CROSSINGS: - There are three level crossing gates connected wi APPENDIX `A'WORKING OF LEVEL CROSSINGS.9 B.7 BACK DOOR KEYS OF BLOCK INSTRUMENTY Block instrument is provided with double lock and key arrangements. One key of tY On completion of the work, the block instrument shall be closed and locked and tY The TECH.ES/JE/SE/Sig of the section is authorised to obtain the key from the SM Title Headings   !"#$%&'()*+,-./0123456789:;<=>?@ABCDEFGHIJKLMNOPQRSTUVWXYZ[\]^_`abcdefghijklmnopqrstuvwxyz{|}~      !"#$%&'()*+,-./0123456789:;<=>?@ABCDEFGHIJKLMNOPQRSTUVWXYZ[\]^_`abcdefghijklmnopqrstuvwxyz{|}~      !"#$%&'()*+,-./012346789:;<=>?@ABCDEFGHIJKLMNOPQRSTUVWXYZ[\]^_`abcdefghijklmnoqrstuvw~Root Entry F0u"!Data uF1TableWordDocument 4<SummaryInformation(5uDocumentSummaryInformation8pMsoDataStorep!@+ !GLCCYSG4A5CQ==2p!@+ !Item  PropertiesUCompObj r   F Microsoft Word 97-2003 Document MSWordDocWord.Document.89q