ࡱ> PRKLMNO[ kbjbj @ΐΐq_   8E<t V&$$$$$%%%VVVVVVVZ\tV-%%%%%V$$V%%%%$$V%%V%%JMwS$` %#RBkVV0VeR0]%0]S0]S%%%%%%%%VV%%%%V%%%%0]%%%%%%%%% : 9SOUTH WESTERN RAILWAY BANGALORE DIVISION STATION WORKING Date of issue: 19-03-2009 RULES NO. B 64/S Date brought into force: Replaced Page No.1 SRIRANGAPATTANA NOTE: - The Station Working Rules must be read in conjunction with General Rules, Subsidiary Rules and Block Working Manual. These Rules do not in any way supersede any Rule in the above mentioned books. 1.0 STATION WORKING RULE DIAGRAM The enclosed Rule diagram based on Signalling Plan and P. Way Plan shows the signalling features, track circuited portions, names of the adjacent stations, the normal setting of points and other details pertaining to day-to-day working. Complete layout of the station yard, gradients, holding capacity of line, distances of adjacent stations etc. are reproduced from the enclosed rule diagram. Rule Diagram No.SBC/RD/S/2008/ALT-1Signalling Plan NoIPU 1406/ALT-1P. Way Plan NoB/S/20Layout diagram NoB/S/T/16 2.1 GENERAL LOCATION SRIRANGAPATTANA is situated on the Bangalore City-Mysore Broad Gauge line at a distance of 122.90 Kms. from Bangalore city junction.. This is a "C" Class station with single line working towards PANDAVAPURA and NAGANAHALLI.The code name of this station is "S". 2.2 BLOCK STATIONS ON EITHER SIDE AND THEIR DISTANCES PANDAVAPURA at a distance of 4.35 Kms. at Bangalore city junction side and NAGANAHALLI at a distance of 6.8 Kms towards Mysore end are the adjacent block stations. PALAHALLI with the code initials PLHL is a D class station in the S-NHY Block section. There is no "D" Class station in S-PANP block section Sl. No.Adjacent Block StationCodeInter Distance.Direction1.PANDAVAPURAPANP4.35KMSSBC SIDE2.NAGANAHALLINHY6.8 KMSMYS SIDE 2.3 BLOCK SECTION LIMITS ON EITHER SIDE OF THE STATION ON DIFFERENT DIRECTIONS SHRIRANGAPATTANA PANDAVAPURA Block Section commences at the Up Home signal No. 6 and the SHRIRANGAPATTANA NAGANAHALLI Block Section commences at the Down Home signal No.1. Between stationsPoint from which the block section commencesS-PANPUp Starter No.5S-NHYDown Starter No.2 Note: Since this station is a C class station, no station section is available and block section overlap is based on the direction of traffic. Both the block instruments are interlocked in such a way that TCF condition cannot be established in both the instruments simultaneously.The station limits extends from the up distant signal to the down distant signal. 2.4 GRADIENTS Sl. No.Direction & LineFromToInter distance GradientSection1.Running line-Up directionCentre line22.75m22.75m1 in 500 falling towards PANPBlock section2.Running line-Up direction22.75m607.25m584.5mLevelBlock section3.Running line-Up direction607.25m762.25m155m1 in 200 falling towards PANPBlock section4.Running line-Up direction762.25m877.25m115mLevelBlock section5Running line-Up direction877.25m1447.25m570m1 in 100 rising towards PANPBlock section6Running line-Up direction1447.25m1847.25m400m1 in 150 rising towards PANPBlock section7Running line-Up direction1847.252147.25m300m1 in 250 rising towards PANPBlock section8Running line-Up direction2147.25m2347.25200m1 in 100 rising towards PANPBlock section9Running line-Up direction2347.25m2997.25m650m1 in 70 rising towards PANPBlock section10Running line-Up direction2997.25m3297.25m300m1 in 90 rising towards PANPBlock section11Running line-Up direction3297.25mB/section-1 in 70 rising towards PANPBlock section12Running line- Down directionCentre line22.75m22.75m1 in 500 rising towards NHYBlock section Replaced page No.3 Sl. No.Direction & LineFromToInter distance GradientSection13Running line- Down direction22.75m576.75m554mLevelBlock section14Running line- Down direction576.75m608.75m32m1 in 400 rising towards NHYBlock section15Running line- Down direction608.75m842.75m234mLevelBlock section16Running line- Down direction842.75B/section-1 in 400 rising towards NHYBlock section 2.5 LAYOUT There is only one running line for reception and despatch of an up or down train. The CSR of this station is limited to 546 metres since there are bridges across the river Cauvery adjoining the track in both up and down directions A low level platform of 380m length with station house is available . RUNNING LINES, DIRECTION OF MOVEMENT & HOLDING CAPACITY IN CSR Running LinesDirection of Movement.Holding CapacityLength (CSR)Type of PFLength of PFRoad 1Up reception and Up despatch or down reception and down despatch18 bogies + 2 engines546mLL380m 2.5.2 NON-RUNNING LINES: NIL ANY SPECIAL FEATURES IN THE LAYOUT: This is a C class station on single line with block working. There are three bridges and one interlocked special class gate towards NHY side ahead of the Up Home signal No.6. There is one bridge towards PANP side ahead of the Down Home signal. Due caution shall be exercised by the on duty station master while receiving or despatching trains. 2.6 LEVEL CROSSINGS LC No. Class Dept.LocationTypeNormal PositionWhether InterlockedProvision of TelephoneTVU and dateLC No.97 C Class Engg.121/600-700 (S-PANP)Lifting barriersOpened for road trafficInter lockedProvided11675 of Dec-06 Replaced page No.4 LC No. Class Dept.LocationTypeNormal PositionWhether InterlockedProvision of TelephoneTVU and dateLC No.99 C Class Traffic122/800-900 (S-PANP)Lifting BarriersOpened to road trafficInter lockedProvided12177 of Dec-06LC No.101 SPL Class Traffic.123/800-900 S-NHYLifting BarriersOpened to road trafficInter lockedProvided182331 of Dec-06 NOTE: 1) Refer Appendix "A" for detailed gate working instructions. 2) Station staff shall promptly attend to the telephone call from the gate without fail as any call could also be for reporting any emergency. 3 SYSTEM AND MEANS OF WORKING 3.1 This is a Class C Station and trains are worked under the absolute block system. Push button type single line token less block instruments (Non-Co-operative feature) for SRIRANGAPATTANA - PANDAVAPURA and SRIRANGAPATTANA - NAGANAHALLI block section are provided in the Station Masters Office. 3.2 (i)Only the Station Master on duty shall operate the Block instruments for train movements and the instruments shall be kept locked after each operation and the keys being kept in his personal custody. The SM shall operate block instrument in the manner laid down in BWM, he shall maintain train signal register and make entries instantly and sign against each such entry. (ii) Even though it is possible to set the block instruments to TGT position without the co-operation of the SM at the other end, the SM shall advise the train number and description to the SM at the other end who shall repeat the same if he is ready to receive the train and confirm by a private number. Then SM at the sending end station shall insert the shunt key and set his instrument to TGT position. (iii)The duty station master shall ensure that TGT/ Line closed condition is established in the block instrument of the block section ahead before permitting the SM on duty at the station in rear to obtain line clear. This is to ensure that the direction of traffic is established for the flow of traffic from PANP to NHY and vice versa. This flow of traffic shall be established as per WTT or on the instructions of the section controller on duty or after consultation with the concerned on duty SMs of PANP & NHY, if the first two options are not available. Note: Since only one line is available, the on duty SM shall ensure that TCF condition is not established in both the block instruments at a time. 3.3 (i) The off aspect of the starter signal constitutes the authority to proceed for the Loco pilot of the departing train to enter the block section ahead. (ii) The Starter signal can be taken off only when the line clear has been obtained through the block instrument for the block section in advance. (iii) Up and Down starter Signal, are the last stop signals and interlocked with the respective block instrument. (iv) The line clear can be granted or section can be cleared through the block instrument, only when the Home signal and the advanced starter signal pertaining to the block section are in ON position. 3.4 CUSTODY OF KEYS The following keys shall normally be kept in the personal/safe custody of the Station Master on duty. The following keys shall normally be kept in the personal custody of the Station Master on duty. i) SM's keys of the block instruments ii) Control Panel key iii) One of the back door keys of the double lock of each of the block instruments iv) Padlock keys of the safety chains v) One of the double lock keys of the relay room vi) Up & Down Shunt keys vii) Generator Room key viii) Keys of the phones connected to Up and Down SPTs. The above keys except Items (i), (ii) & (viii) shall normally be kept in the glass fronted key case provided in the Station House. The key case must always be kept locked and the key of the box shall be kept in the personal custody of the Duty Station Master. 4.0 SYSTEM OF SIGNALLING AND INTERLOCKING This station is provided with Standard IIR Multiple aspect colour light signals with Distant, Home, Starters in each direction. Signals are operated from the Control panel provided in Station Masters Office (See Appendix "B for details). 4.1 STANDARD OF INTERLOCKING AND OTHER DETAILS: Refer Para 4 above 4.2 CUSTODY OF RELAY ROOMKEY AND PROCEDURE FOR ITS HANDING OVER AND TAKING OVER BETWEEN STATION MASTER AND S&T MAINTENANCE STAFF 4.2.1 The Relay Room is provided with a double key lock. One key is to be retained by the Station Master on duty and the other key by the TECH.ES/JE/SE/Sig. Whenever it is required to open the relay room, the TECH.ES/JE/SE/Sig shall requisite the key from the SM on duty, duly filling in the relevant columns of the Relay Room key register maintained at the Station. The SM on duty shall hand over the key to the TECH.ES/JE/SE/Sig. After the work in the Relay Room is completed, the Room shall be locked with double lock which shall be ensured by Duty Station Master. The key shall be returned to the SM on duty, duly completing the entries in the relay room key register. 4.2.3 The Relay Room key register shall contain the following columns:- 1) Time and Date of key requisition. 2) Purpose for which the key is required i.e. attending to failure, routine maintenance etc. 3) Whether the work in the relay room will affect the normal working of points, signals, block instruments etc., 4) Signature, name and designation of the TECH.ES/JE/SE/Sig requesting the key. Signature of the SM on duty with time. 6) Time and Date of Returning the key to the SM on duty after locking the room properly with both the keys. 7) Remarks regarding normal working of the points, signals, block instruments etc., 8) Signature, Name and Designation of the TECH.ES/JE/SE/Sig returning the key. 9) Signature of the SM on duty receiving the key with time after duly ensuring that the room is locked properly with both the keys. 10) Remarks. 4.2.4 If an endorsement is made in the Relay Room Key Register by TECH.ES/JE/SE/Sig that the work will affect normal working of points/signals/block working etc., the Station Master shall obtain Form. No. S & T (T/351). from TECH.ES/JE/SE/Sig (the relevant provisions of GR/SR 3.68 to 3.70 are to be followed for train/shunt movements). 4.2.5 When no such endorsement is made, he shall 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). 4.3 POWER SUPPLY 4.3.1 The normal source of power supply is from the Karnataka Power Transmission Corporation Limited (KPTCL). In addition, as an alternate source of Power Supply Inverter and diesel generator is also made available. The generator is provided in a separate room, the key of which is under the custody of duty SM. 4.3.2 A three-phase KPTCL supply is connected to the signalling installing through a four-position selection switch. When the power supply is not forthcoming from the current phase, the SM shall extend the KPTCL supply from one of the other two phases from which supply is forthcoming by turning the selection switch accordingly. If the power supply is not forthcoming from all of these three-phases, he shall put on the inverter switch. If the inverter Replaced Page No.7 supply also fails, the SM shall arrange to start the standby generator and change over the switch from Main to Standby position. 4.3.3 When at least one phase of the KPTCL supply resumes, the SM shall switch over back from inverter to Main supply. If generator, by changing the switch to Main position from Standby and the phase selector switch to the live phase and then arrange to stop the generator. 4.3.4 If the KPTCL supply fails, a Red light indication appears below P ACK button and buzzer sounds. SM shall press the P ACK button to stop the buzzer. 4.3.5 SM should switch over to inverter supply. If the inverter supply also fails the generator is to be started, the SM should change over the switch from main to standby in the generator room after ensuring the steady voltage is maintained by observing the voltmeter provided in the generator room to avoid fusing of signal lamps and fuses in the electrical equipments and installations. Immediately after the KPTCL supply is resumed, the buzzer will sound again. P ACK button must be pressed again to stop the buzzer. Now the buzzer will stop and red light indication also disappears. SM must changeover the switch from inverter to Main or if the generator is running SM must change over the switch provided in the generator room from standby to main and then stop the generator. 4.3.7 A voltmeter is provided over the panel. This indicates the voltage level of main power supply. Whenever the pointer in the voltmeter is on Red Band (Power Failure), the inverter switch may be switched on. And if, inverter supply is not extended stand by generator shall be started. 4.3.8 If the power supply does not resume within 6 hours after starting the diesel generator set, the TECH.ES/JE/SE/SIG of the section must be advised with a copy to Sr.DSTE/Sr.DEE/Bangalore. 5 TELECOMMUNICATION Magneto Telephone Communication is provided in addition to block telephones, BSNL phone, control telephone and VHF set as detailed in Appendix "B". 6 SYSTEM OF TRAIN WORKING 6.1 DUTIES OF TRAIN WORKING STAFF Duties of train working Staff are detailed in Appendix- D. 6.1.1 TRAIN WORKING STAFF IN EACH SHIFT One Station Master, One STP/TRH and Two Gatemen will work in each shift according to the roster issued by the Divisional Personnel Officer/Bangalore Division (See Appendix "D" for their duties). Replaced Page No.8 6.1.2 RESPONSIBILITY FOR ASCERTAINING CLEARANCE OF LINES AND ZONES OF RESPONSIBILITY The Station Master on duty is responsible to ensure that the line/route is clear and free from obstruction up to the adequate distance before clearing the reception and/or despatch signals by observing the indications on the Control Panel. During failure, he shall personally ensure this by physical observation of the required length of the track. B The station master on duty shall ensure that the concerned traffic level crossings are closed and the requisite gate keys are transmitted to the station before taking off the concerned Home signal or authorising the reception of a train on calling-on signal, SPT or piloting on form T/369-(3b). 6.1.3 ASSURANCE OF STAFF IN THE ASSURANCE REGISTER Every train passing staff posted newly at the station or leave reserve staff at the station or regular staff who has resumed his duties after more than 15 days absence must go through Station Working Rules in force and give assurance in the prescribed Assurance Register {SR 5.06 (i)}. 6.2 CONDITIONS FOR GRANTING LINE CLEAR The line shall not be considered clear and SM/PANP or SM/NHY shall not be allowed to set his block instrument to "TGT" position unless; (a) The whole of the last preceding train has passed complete at least 400metres beyond the Home signal and is continuing its journey to the station in advance. (b) All relevant signals have been put back to "ON" behind the said train and that the signal lights are burning brightly. In case of a blank signal the Station master shall also 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)(c) shall be strictly adhered to by both SMs and Loco pilots). (c) The line is also clear of trains running in the opposite direction towards S from the block station at the other end. (d) Direction of traffic has been established from PANP to NHY or vice versa by SM/S . This direction of traffic shall be established duly consulting the section controller or WTT or on duty adjacent SMs at NHY and PANP in the order of priority. (e) In the case of a down train from Pandavapura,the line is clear upto the down Starter and the block instrument of S- NHY is in line closed or TGT condition; In case of an Up train from Naganahalli, the line is clear upto the Up starter and the block instrument of S-PANP section is in line closed or TGT condition Before granting line clear to PANP for a down train, or before taking line clear from PANP for an Up train, the Gatemen at LC No.97 at Km. 121/600-700 shall be informed for the timely closure and clearance of the gate signal as detailed in Appendix A. Replaced Page No.9 ANY SPECIAL CONDITIONS TO BE OBSERVED WHILE RECEIVING OR DESPATCHING A TRAIN: Due care shall be exercised by the SM on duty while dealing stopping trains at this station as Up and down directions are flanked by bridges. 6.2.1.1 SETTING OF POINTS AGAINST BLOCKED LINE Not applicable 6.2.1.2 RECEPTION OF TRAIN ON BLOCKED LINE: - Whenever trains are being received on an obstructed road/blocked line on calling-on signal the following procedures are to be complied with: If possible intimate the Loco pilot through the SM of the rear station. Ensure that the line is clear and free from obstruction up to the point of obstruction on the intended reception line and that the concerned traffic gate/s No.99 at km.122/800-900 and LC No.101 at km.123/800-900 are closed and secured against road traffic, as the case may be, and white light indication is available near the concerned legend CL on the panel. Ensure that a stop hand signal is exhibited at a distance of not less than 45 mts. from the place of obstruction in the direction of approach of the train. During the failure of Calling-on signal, in addition to the above, ensure that the calling-on signal knob is turned to reverse while receiving the train on SPT/T 509 to avoid block failure. If the train is received on Signal Post Telephone the SM shall ensure that the condition indicated above (i.e. a to d) is fulfilled and give a message to the Loco pilot through SPT. The Loco pilot shall record the message in his rough journal and pass the signal at ON. The SM shall record the message in the Train signal register below the entry for that train. ABSTRACT MESSAGE Date: Time: To the Loco pilot of Train NoDescriptionUp/Down You are authorised to pass the up/down home signal Noat 'ON' position cautiously Replaced Page No.10 at a speed not exceeding 15 kmph. and come to Road No. (in figures and words) which is obstructed. You shall bring your train to a halt at the place at which a hand danger signal is exhibited in rear of obstruction. My private number is (in figure) .(in words) Note: (i)SM shall ensure that a hand signal is exhibited at a distance of 45 metres short of obstruction in the direction of reception. (ii)During the failure of Calling-on signal and SPT and when the train has to be received on an obstructed line, the train shall be piloted by issuing Form T/509. In all the cases SM on duty shall ensure the closure and securing of the traffic LCs against road traffic before authorising the movement on Calling-on signal/SPT/Piloting on form T/369-(3b)/T.509. 6.2.1.3 RECEPTION OF A TRAIN ON NON-SIGNALLED LINE: Not applicable 6.2.1.4 DESPATCH OF TRAIN FROM NON-SIGNALLED LINE: Not applicable 6.2.1.5 DESPATCH OF TRAIN FROM LINE PROVIDED WITH COMMON STARTER SIGNAL: Not applicable 6.2.1.6 ANY OTHER SPECIAL CONDITIONS TO BE MENTIONED GIVING REFERENCE TO G &SR Time limit for clearing signals: For a stopping train, approach signals shall be taken off, when the train leaves the adjacent block station or not earlier than 3 minutes, whichever is earlier. For a stopping train, despatch signals shall not be taken off earlier then 3 minutes before the probable departure of the train and despatch signal should be cleared only when the train is ready in all respects. For a run through train despatch and approach signals shall not be taken OFF earlier than 7 minutes, before the probable passage of the train. 6.3 CONDITIONS FOR TAKING 'OFF' APPROACH SIGNALS 6.3.1 The Station Master on duty before taking `OFF the reception signal shall ensure that the line on which the train is to be received is clear and free from obstruction up to the adequate distance as required vide Para 6.3.2. 6.3.2 ADEQUATE DISTANCE:- I. The adequate distance required for clearing the Home signal is reckoned as under:- 1Up trainAs 319 metres from Starter No. 5 upto end of 5T track2Down trainAs 278 metres from Starter No.2 upto end of Bridge No.716 II. The line should be clear upto the point of obstruction for clearing the calling on signal or upto the concerned starter. NOTE:- 1)For the reception of an Up train, LC No. 101 at Km 123/800-900 & LC No.99 at km.122/800-900 should be closed and secured against road traffic as detailed in Appendix-A. 2)For the reception of Down train, LC No. 99 at Km 122/800-900 should be closed and secured against road traffic as detailed in Appendix-A. 6.3.3 RESPONSIBILITY OF STATION MASTER FOR RESTORATION OF SIGNALS TO 'ON' Station Master on duty should ensure that signal is put back to ON after the passage of every train as per GR 3.36.i (a) 6.4 SIMULTANEOUS RECEPTION / DESPATCH, CROSSING AND PRECEDENCE OF TRAINS. Not applicable. 6.5 COMPLETE ARRIVAL OF TRAINS 6.5.1 Station Master shall ensure the complete arrival of run through train by observing tail board/tail lamp during day/night. If he observes that the train has passed the station without Tail Board or Tail lamp as the case may be he should not close the block section till such time complete arrival has been ensured. 6.5.2 In case of stopping trains, if the train is berthed in such a way that the SM cannot see the Tail Board/Tail lamp, the Guard of the train is responsible for indicating the complete arrival of the train to the SM on duty by waving his arm four times over head from side to side during day and by waving a white light in similar manner during night. The SM on duty shall acknowledge this in the same manner {SR 14.10 (ii)}. 6.5.3 If the on duty SM is not able to verify the complete arrival of the train, communication shall be established after due identification with the guard of the train on walkie-talkie and guard shall ensure that the train has arrived safe and complete inside the fouling mark and give a private number along with his name and train number. This shall be recorded by the SM in the train signals register against the entry for the train in the remarks column. The SM on duty shall give his PN in acknowledgement. This PN given by the SM shall be recorded by the guard in his rough journal book. 6.5.4 Due to some reason if the duty Station Master is unable to exchange the complete arrival signal with the guard of a stopping train or if he is not able to contact the guard on the walkie talkie and ensure the complete arrival by exchanging PN, he shall depute the Competent Railway Servant to obtain the signature of the guard in the Train intact arrival register (T/1410) maintained for this purpose as an assurance for the complete arrival of the train with in the fouling mark before clearing the block section. If there is no guard, SM shall personally ensure the complete arrival of train and the clearance of the track [(S.R. 14.10 (iv) (a)]. Replaced Page No.12 6.6.0 DESPATCH OF TRAINS 6.6.1 When everything is ready for the train to be despatched the Station Master/S shall call the attention of Station Master/PANP or Station Master/NHY as the case may be and advise the train number, description, etc. in the established direction of running i.e., line clear shall not be granted simultaneously to both PANP & NHY and train shall be despatched from PANP-S-NHY OR NHY-S-PANP as the case may be. 6.6.2 In case of a down train Station Master/S shall ensure that the traffic LC gate No.99 at Km 122/800-900 and LC No.101 at km.123/800-900 are closed and white light CL indication is available on the panel, as detailed in Appendix A. 6.6.3 Before despatching an up train Station Master/S shall ensure the traffic LC No.99 at Km 122/800-900 is closed and secured against road traffic and white light indication is available on the panel below the legend CL& the gateman of engineering interlocked LC No.97 at km. 121/600-700 informed for the timely closure and clearing of gate signal as detailed in Appendix A. 6.6.4 On the receipt of the acknowledgement confirmed with PN from Station Master/NHY or Station Master/PANP as the case may be, Station Master/S shall insert the shunt key and set the concerned token less block instrument to TGT position. Station Master shall ensure that the despatch route is clear and free from obstruction and clear the despatch signal. 6.6.5 After ensuring that the correct despatch signal is taken off, the Station Master shall authorise the train to depart. 6.6.6 The OFF aspect of the last stop signal is the authority for the loco pilot to enter the block section ahead. 6.7 TRAINS RUNNING THROUGH 6.7.1 The signalling arrangements permit run through of trains on the available line. 6.7.2 Trains carrying ISMD loads shall be dealt on the available road duly exercising caution. 6.8 WORKING IN CASE OF FAILURE 6.8.1 FAILURE OF TRACK-CIRCUITS, SIGNALS During failure of track circuiting arrangements, or signals from the SMs control panel, the duty Station Master, shall personally ensure that the line on which the movement is to be carried out is clear and free from obstruction, and that all efforts taken in accordance with the provision contained in GR/SR 3.68 to 3.70. During failure of Home Signal and Calling-on signal trains can be dealt on SPT or on Form T/369 (-3b). 6.8.2 FAILURE OF HOME SIGNAL During the failure of Home signal, the train shall be received on Calling-on signal(See Para B.8 for details ). If the Calling-on signal also fails, the train shall be received using SPT. (See Para B.9 for details). If the signal post telephone also fails, the SM on duty shall arrange to receive the train on Form T/369 (-3b). Whenever the trains are received on SPT or on Form T/369 (-3b), SM shall depute a points man/TRH with Form T/369 (-3b) to be delivered at the foot of the concerned Home signal and authorise the Loco pilot to pass the home signal at "ON". Whenever the trains are being piloted through SPT or Written on Form T/369 (-3b) due to failure of home signal, the home signal knob shall be turned to `R' position to avoid block failure. However, if the home signal failure is due to track circuit failure (other than berthing track), the home signal knob should not be turned to `R' position, even though it causes block failure. This is to avoid serious repercussions of the route getting locked. Note: The concerned traffic gate shall be closed and secured against road traffic before authorising the movement on SPT or on form T/369-(3b) 6.8.3 FAILURE OF STARTER SIGNAL: ( Last Stop signal at this station) Since Starter is the LSS at this station, during failure of this signal the line clear shall be obtained on the block instrument and trains shall be despatched duly issuing the Form T/369-(3b) with an endorsement and the PN received from the SM at the other end of the block section 6.8.4 FAILURE OF ADVANCED STARTER SIGNAL (LSS): There is no Advanced starter at this station. 6.8.5 FAILURE OF BLOCK INSTRUMENT: - During Block Instrument failure / suspension, the train shall be dealt duly issuing appropriate Line Clear Ticket to the Loco pilot of departing train. Note: - Independent LCT book duly stamped should be kept for each Block Instrument. During failures also, SM shall establish direction of traffic, before granting line clear through electric speaking instruments. Note: - All cases of such failures must be reported immediately to the TECH.ES/JE/SE/Sig of the section for immediate rectification duly issuing a message. 6.9 PROVISIONS FOR WORKING OF TROLLEY/MOTOR TROLLEYS/MATERIAL LORRIES: -. 6.9.1 Un-insulated trolley/lorry etc. should not be permitted on the track circuited lines. Whenever a trolley/lorry, is allowed to work the Station Master on duty shall ensure that the track is clear of such vehicles before clearing the signals for a train or before operating the points as the trolley/lorry/motor trolley may fail to actuate the track circuit. 6.9.2 Block instrument working shall be suspended and line clear ticket issued as an authority to proceed, when Trolley/Motor Trolley / Material lorry etc, are required to work in the Block Section. SM at either end of the Block Section can resume Block instrument working after trolley/lorry/motor trolley clears the section. Instructions contained in rule 11.2 of the BWM-2006 of SWRly should be strictly adhered to. 6.9.3 Signals except Starter signal (LSS) shall be cleared for movement of trolley/lorry/motor trolley when worked as train. NOTE:- (1) Insulated trolley/lorry/motor trolley do not actuate the track circuit. If the signal is cleared for reception/despatch, the concerned slide shall not be normalised until the movement is completed. (2) Trolley/lorry caps shall be used without fail, whenever the trolley/lorry are allowed to enter the Block Section. (3) Before permitting a trolley/lorry the SM on duty shall obtain a certificate on the trolley/lorry notice itself from the official-in-charge to the effect that the trolley/lorry insulated. (4) The direction of traffic shall be established before authorising any movement as indicated in para 6.2 7 BLOCKING OF LINES: Not applicable 8 SHUNTING 8.1 GENERAL PRECAUTIONS Not applicable. 8.2 Shunting in the face of an approaching train: -Not applicable 8.3 Prohibition of shunting, special features if any: - As this station has only one line, shunting is not permitted. 8.4 SHUNTING ON SINGLE LINE 8.4.1 WITHIN STATION SECTION (BETWEEN LSS) Not applicable 8.4.2 BETWEEN LSS AND OPPOSITE FSS Not applicable 8.4.3 BEYOND OPPOSITE FSS Not applicable 8.4.4 DURING FAILURE OF BLOCK INSTRUMENT OF SINGLE LINE Not applicable SHUNTING ON DOUBLE LINE, BLOCK BACK, BLOCK FORWARD, FOLLOWING A TRAIN TRAVELLING AWAY, UPTO IBS, BEYOND IBS, DURING FAILURE OF BLOCK INSTRUMENT: - Not applicable Replaced Page No.15 8.6 SHUNTING IN SIDING TAKING OFF FROM STATION YARD/GOODS YARD: Not applicable 9 ABNORMAL CONDITIONS a) THE RULES TO BE OBSERVED IN THE EVENT OF ABNORMAL CONDITIONS: i. During failure of electrical communication instrument: - Normally the concerned Block Instrument and Telephone attached to block instrument should be used to run trains on absolute block system. During failure, Block working should be done in the preferential order given below: - 1. Block Instrument. 2. Telephone attached to block instrument. 3. Station to Station fixed telephone. 4. Railway Auto phones & BSNL phones. 5. Mobile phones. 6. Control Telephone. 7. VHF sets. NOTE: -(1). When 4th to 7th type communication is used, Identification sheets should be used, or cross checking of last three consecutive 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 trains can run at normal speed. (2). If the station could not be identified through ID sheets or cross-checking of PNs, a caution order shall be issued restricting the speed to 15 KMPH during day and 10 KMPH during night and when the view ahead is not clear during day. ii. The authority to proceed to enter into the occupied block section in case of obstruction of line or accident etc: -. Break Down Special/Relief train/Engine shall be sent into the Block section on account of obstruction of line or accident etc, by issuing Block ticket to proceed without line clear in form T/A 602. Before preparing this authority the SM shall examine the TSR, Train message books, WTT, Train notice register and Caution order advises and also contact the control and the SM on duty at the other end. iii. Trains delayed in block section: - If a train carrying passengers does not arrive within 10 minutes or if a goods train does not arrive within 20 minutes after allowing for normal running time from the station in rear, The Station Master at the station in advance shall Immediately advise the station in rear and the Control of this fact. The Station Masters at either end of the block section shall also send one of the traffic staff out on the block section to fetch information about the whereabouts and condition of the delayed train and nature of assistance, if any required. iv. Failure of Intermediate Block Stop Signal at ON: - N/A. Replaced Page No.16 v. Failure of Axle Counter Block/BPAC: - N/A. vi. Failure of MTRC: - N/A. ( b ) PROCEDURE FOR EMERGENCY OPERATION OF CRANK HANDLE Not applicable ( c ) CERTIFICATION OF CLEARANCE OF TRACK BEFORE CALLING-ON SIGNAL OPERATION IS INITIATED The Calling-on signals below Home signals are intended to receive a train on an occupied/obstructed road or when one or more of the track circuit on that route have failed or when the Home Signal has failed. Before clearing the Calling-on signal, the SM shall decide whether that it is absolutely necessary to receive the train on that road, train can be berthed clear of the fouling mark/starters and he shall physically ensure that the required route is clear & free from obstruction ( d ) REPORTING FAILURE OF POINTS, TRACK CIRCUITS/AXLE COUNTER AND INTERLOCKING Any S&T failure should be reported immediately by SM on duty to the concerned signalling Maintenance Staff (TECH.ES/JE/SE/Sig) responsible for attending to the failure and only after receipt of the written memo from the signalling Maintenance Staff (TECH.ES/JE/SE/Sig) for rectification of the fault, SM on duty should restore the normal working. The entries in failure register are to be done with message to the Section Controller 9.1 TOTAL FAILURE OF COMMUNICATION In the event of Total interruption of communication occurring between NHY-S or S-PANP stations i.e. when line clear cannot be obtained by one of the following means stated in order of preference namely. 1. Block Instrument. 2. Telephone attached to block instrument. 3. Station to Station fixed telephone. 4. Railway Auto phones & BSNL phones. 5. Mobile phones. 6. Control Telephone. 7. VHF sets. 9.1.1 The Station Master on duty shall open communication by sending an engine or any self-propelled vehicle as detailed in Para (2) of SR. 6.02 (ii). The order of preference is given below. a. Light Engine b. Train engine after it is detached from the train . c. Motor trolley/ Tower wagon duly accompanied by a Guard or by a Off duty Station Master d. Trolley duly accompanied by a Guard or by a Off duty Station Master e. Diesel car/ Rail motor car/EMU rake after ensuring that all passengers have detrained. Before despatching the above said Engine/self propelled vehicle in the block section the Station Master on duty shall hand over the Authority for opening of communication during Total Interruption of communication on single line section on Form No. T/B 602. 9.1.3 The Station Master on duty shall clearly advise the Loco pilot and Guard of the train the fact that the communications have failed. The LE/TE etc. has to proceed with an authority on Form T/B 602. On the receipt of the Form T/B 602 the Station Master at the other end shall prepare and send T/F 602 (Conditional Line Clear) through the Loco pilot and issue Conditional Line Clear Ticket (T/G 602 or T/H 602) to the Loco pilot to return back to the starting station. On receipt of T/F 602 the Station Master at the starting end shall issue Conditional Line Clear Ticket (T/G 602 or T/H 602) to the waiting train at his station. If more than one train is to be started the Station Master at starting station shall send T/E 602 along with T/B 602.Trains will continue to work in this manner till the competent authority restores anyone of the means of communications. As soon as anyone of the means of communications has been restored, the Station Master shall exchange message with the Station Master at the other end of the section on Form T/I 602. Detailed instructions contained in SR. 6.02 (ii) shall be strictly adhered to for working trains during total interruption of communications. 9.1.4 Line clear shall not be obtained or given by any one of the means of communication restored, until both the Station Masters are satisfied that all trains and engines etc. despatched from their stations have arrived complete at either station. If any light engine/self propelled vehicle etc is in section with T/B. 602 normal working shall not be resumed until the section is cleared and both the station masters are satisfied under exchange of Private numbers that no light engine/self propelled vehicle or any other vehicle is on the section. 9.1.5 In all the cases of working trains during total interruption of communications, a detailed record of timings of all trains, Engines etc., shall promptly be made in the train Signal Register at the Stations concerned. When the communication for train working is restored, Section Control if working shall be consulted before arranging further movements. Control shall also be provided with the timings of trains dealt during total interruption of communication. 9.2 TEMPORARY SINGLE LINE WORKING OF DOUBLE LINE SECTION: N/A 9.3 DESPATCH OF TRAIN UNDER AUTHORITY TO PROCEED WITHOUT LINE CLEAR OR TO ASSIST THE CRIPPLED TRAIN Break Down Special/Relief train/Engine shall be sent into the Block section by issuing Block ticket to proceed without line clear in form T/A 602. Before preparing this authority the SM shall examine the TSR, Train message books, WTT, Train notice register and Caution order advises and also contact the control and the SM on duty at the other end. Clear instructions shall be issued to the Loco pilot and Guard regarding the nature of obstruction and location of obstruction of engine/BV/First vehicle /last vehicle shall be mentioned as far as known and the station to which the crippled train/engine could be moved to clear the block section. If more relief 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. Replaced Page No.18 9.4 Caution Order: Caution Order, if any, shall be issued in accordance with WTT/GR 4.09 by the Duty Station Master to the Loco pilot and Guard of all stopping trains. Appropriate entries shall be made in the trains signal register regarding its issue against the trains entry. Caution Order register shall be maintained by Duty Station Master separately and entries are brought forward as per extant rules. 10 VISIBILITY TEST OBJECT Any aspect of Down /Up Starter for Road-1 during day and night shall constitute the visibility test object at this station. During thick or foggy or tempestuous weather or dust storm, impairing visibility when the Station Master finds it difficult or impossible to see the position of one or more of the signals concerned, he shall not give Line clear until he has advised, by telephone, the Station Master of the Station in rear, of the conditions prevailing and has instructed him to issue Caution Orders to the Loco Pilots of all trains to stop at the first Stop signal and observe its aspect and if favorable, then proceed at a restricted speed of 10 kilometres an hour, and has received his acknowledgement. .11 ESSENTIAL EQUIPMENTS AT THE STATION The Station Master shall ensure that the prescribed number of the Essential articles listed in Appendix E is made available exclusively for train passing duties. The Station Master on duty shall be responsible to keep the required number of the essential equipments neat and in good fettle to be used whenever required. 12 FOG SIGNAL MEN NOMINATED TO BE CALLED INCASE OF FOG i. In foggy or tempestuous weather or in dust storm when V.T.O cannot be seen from the SMs office, the SM shall send trained men to act as fog signalmen. The names (and declarations that they know the fog signalling duties) of two members each from the operating and permanent way Group `D' staff at the station shall be maintained and updated periodically in the station Detonator Register by the Station Master. ii. The names and address of Group D Permanent Way staff who are trained in fog signalling duties shall be painted on the board provided for this purpose near the office of the Station Master on duty. LIST OF APPENDICES Appendix AWorking Of Level Crossing GatesAppendix BSystem of Signalling and interlocking and communication arrangements at the station.Appendix CAnti collision device (Raksha Kavach).Appendix DDuties of train passing staff and staff in each shiftAppendix EEssential Equipment 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 A WORKING OF LEVEL CROSSING GATES A.1.0 ENGINEERING LEVEL CROSSINGS NO. 97 AT KM 121/600-700, (PANP S) DESCRIPTION 1Number of the level crossing gate97 C class21Angle of road crossing90 degrees2DepartmentEngineering22Road gradient(if any)3Controlling officialSE/PWAY/MYA 23(i)North/East sideLevel4Location at Km.121/600-700(ii)South/West sideLevel5Controlling stationSrirangapattanaRoad alignment (straight/curve)6In between stationsPANP-S 24(i)North/East sideStraight7BG/MG/NGBG(ii)South/West sideStraight8Single line/Double lineSingle lineProvision of height gaugesNot applicable9Normal positionOpen to road traffic25Type of barriersLifting barriers10Interlocked/Non-interlockedInterlocked26Length of check rails10m11Means of interlockingElectro mechanical27Road surface in between the barriersCC slab12Provision of gate signals28Length of rumble strips/speed breakers20m(i) Up direction121/800-90029Road signsProvided(ii) Down direction121/400-50030Speed breaker indication boardsProvided13Signalling arrangementsMACLS31TVU with date11675 Dec200614Means of communicationMagneto telephone32Census next due onDec-200915Width of the level crossing gate8.0m33Demarcation for placement of detonatorsProvided16Type of Road(NH/SH/others)Others34No. of gatemen workingTwo17Name of RoadRampura-Kengerakoppal 35Nearest Railway Medical assistanceMysore18Metalled/Non-metalledMetalled36Nearest private medical assistance availableSrirangapattana19Approach roadMetalled37List of equipment available. Yes/NoYes20Width of the road8m A.1.1 This is an interlocked C class engineering level crossing situated in PANP - S block section provided with lifting barriers and Multiple Aspect Colour light gate signals and gate Distant Signals in either direction and the gate is normally kept open for road traffic. The down gate stop signal is combined with the down distant signal of S station and the Up distant signal of this gate is combined with the Up starter of S station. These two combinations have the approval of CRS vide GR 3.07(7). This level crossing is manned round the clock by gate men, one gateman each in 12 hours shift under Essentially Intermittent roster issued by DPO/SBC. This level crossing is under the control of SE/JE/P.Way/MYA. A.1.2 Magneto Telephone Communication between this level crossings and SM/S as detailed in Appendix B. A.1.3 Before granting line clear for a down train from PANP or before despatching an UP train to Replaced Page No.20 PANP the Station Master/S 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 S/PANP. The gateman shall acknowledge the advice by repeating the train number, description, direction etc., and assure on duty SM/S that he is ready to close and lock the gates against the road traffic and take off the concerned gate signal in time. The details of trains including the time of advice shall be recorded by the SM on duty and the gateman in the register maintained separately at the station and at the gate lodge for this purpose. A.1.4 Immediately on receipt of out report for a Down train from PANP or after the departure of an UP train from S the Station Master/S shall advise the gateman who shall close and secure the gates against the road traffic and take off the concerned gate signal, in time. A.1.5 An emergency key is provided in the gate lodge for the use during the failure of the gate key. This key is kept in an RKT, which when removed prevents the clearing of the gate signals. This emergency key shall be extracted by the gateman only after exchanging Private number with the controlling SM. This shall be recorded both at the gate lodge and at the controlling station in the remarks column of the PN exchange register. A.1.6 In case of failure of the LC gate in open condition i.e., due to the failure of lifting barriers, gate key etc., the gateman shall immediately inform the on duty station master under the exchange of private number and arrange to protect the gate by means of safety chains with padlocks and stop boards. Trains shall be piloted across the gate by the gateman on hand signals. The gate shall be treated as a non-interlocked gate and the procedures adopted for non-interlocked shall be adhered to both by the gateman as well as the controlling SM. A.1.7 In the case of failure of telephone communication between the SM/S and the level crossing or when the gateman fails to respond to the telephone calls, the Station Master must adhere to Replaced Page No.21 SR 16.03 (iii) (b) (2) (iii), issue Caution Order to all UP stopping trains entering the block section and also advise Station Master/PANP for the issue of Caution Orders for all Down stopping trains entering the block section vide SR 16.03 (iii) (b) (2) (iii). The loco pilots must observe the instructions contained in SR 16.03 (iii) (b) (2). The Station Master shall advise the TECH.ES/JE/SE/SIG of the section for immediate rectification. The failure of the gateman to attend the telephone call shall be advised to Sr. DEN /SBC. NOTE: i) 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). ii) When a train movement is cancelled for which the gateman had been advised for closure of the gates, the SM/S should advise the same to the gateman on duty duly issuing a fresh private number in confirmation of the cancellation of the movement. This PN shall be recorded in the remarks column of the PN exchange register. iii) In case failure of power supply from KPTCL and Inverter at this LC, the gateman shall immediately advice the on duty SM/S about the failure of power supply, SM/S should also arrange to issue caution orders to GDR of a train(s) entering this block section from either end, informing about blank signal. iv) 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. If the lifting barriers or any part of the locking mechanism goes out of order the gatemen shall advise the Station Master on duty, who shall immediately give the message to the concerned officials to attend the failure and restore the same. {SR 16.06 (iii) (a) & (b)}. The gate working instructions of this gate is issued separately by the engineering department. Replaced Page No.22 A.2.0 LEVEL CROSSING NO. 98 AT KM. 122/000-100 ( PANP-S) is deleted A.3.0 INTERLOCKED TRAFFIC LEVEL CROSSING NO. 99 AT KM. 122/800-900 ( PANP-S) DESCRIPTION 1Number of the level crossing gate99 C class21Angle of road crossing90 degrees2DepartmentTraffic22Road gradient(if any)3Controlling officialSM/S 23(i)North/East sideF 1 in 404Location at Km.122/800-900(ii)South/West sideF 1 in 405Controlling stationSrirangapattanaRoad alignment (straight/curve)6In between stationsPANP-S 24(i)North/East sideStraight7BG/MG/NGBG(ii)South/West sideStraight8Single line/Double lineSingle lineProvision of height gaugesNot applicable9Normal positionOpen to road traffic25Type of barriersLifting barriers10Interlocked/Non-interlockedInterlocked26Length of check rails12m11Means of interlockingElectro-Mechanical27Road surface in between the barriersCC slab12Provision of gate signalsInterlocked with station signals28Length of rumble strips/speed breakers20m(i) Up direction-29Road signsProvided(ii) Down direction-30Speed breaker indication boardsProvided13Signalling arrangements-31TVU with date12177 (Dec-2006)14Means of communicationMagneto telephone32Census next due onDec-2009.15Width of the level crossing gate10.0m33Demarcation for placement of detonatorsProvided16Type of Road(NH/SH/others)Others34No. of gatemen workingTwo17Name of RoadS-FCI godowns35Nearest Railway Medical assistanceMysore18Metalled/Non-metalledMetalled36Nearest private medical assistance availableShrirangapattana19Approach roadMetalled37List of equipment available. Yes/NoYes20Width of the road10m A.3.1 This is an interlocked C class Traffic level crossing situated in PANP - NHY block section provided with Lifting barriers and is interlocked with station signals and the gate is normally kept open for road traffic. This level crossing is manned round the clock by gate men, one gateman each in 12 hours shift under Essentially Intermittent roster issued by DPO/SBC. This level crossing is under the control of SM/S. Replaced Page No.23 A.3.2 Magneto Telephone Communication between this level crossings and SM/S as detailed in Appendix B. A.3.3 Before taking off the Up/Down Home signal or before despatching an Up or down train, Station Master/S shall call the attention of the gateman on phone and advise him, the particulars of train with its number, description, direction of movement and turn knob No.3 to reverse. The gateman shall acknowledge the advice by repeating the train number, description, direction etc., and lower the lifting barriers, extract the winch key, insert the winch key in the single lever frame provided and turn. This releases the single lever frame. The single lever shall be reversed. This locks the booms in the lowered condition and releases the boom-locking key A. This key A shall be inserted and turned in the RKT provided to transmit gate closed indication to the SM Panel. SM on seeing this gate closed indication and on getting the indication for LC No.101 also shall take off the concerned signal. The details of trains including the time of advice shall be recorded by the SM on duty and the gateman in the register maintained separately at the station and at the gate lodge for this purpose. A.3.4 After the complete passage of the train and putting back the concerned interlocked signal to normal, SM/S shall put back knob No.3 to normal. This causes the appearance of free indication near the RKT at the LC gate and the CL indication on the SMs panel disappears. The gateman on observing the free indication shall extract the boom locking key A from the RKT provided and shall insert and turn in the single lever frame. This releases the lever. The lever shall be normalized. This frees the booms and releases the winch key. The winch key shall be extracted and inserted in the winch and unlocked and the operating handle used to raise the lifting barriers to open the gate to road traffic. Replaced Page No.24 A.3.5 The level crossing shall not be closed against road traffic earlier than 6 mts. before the arrival of a train or 10 mts. before the expected passage of a run through train. The gates shall be closed when the train is ready to leave, in case of stopping trains. A.3.6 In case of failure of magneto telephone communication or if there is no response from the gatemen, and when the level crossing are to be closed against the road traffic, the SM on duty shall adhere to the instructions in SR. 16.03 (iii) (b) (i) (2) and depute a Competent railway servant to the level crossing to ensure that the gates are closed and locked against road traffic and exchange All ready signals with the SM. The SM shall then clear the required reception or despatch signal as the case may be after ensuring the CL indication on the panel. A.3.7 During failure of interlocking or damage to the gates or interlocking gear, the signals interlocked with the concerned level crossing cannot be taken 'OFF'. Train movements shall be dealt with strictly according to the relevant provisions contained in GRs 3.68 to 3.70 and subsidiary rules there under. Advice shall be sent to the concerned TECH.ES/SE/JE/SIG. to rectify the signal failure and if there is any damage to the gate, a message also shall be sent to the SE/JE/P.WAY of the section for rectification. A.3.8 Emergency Key for the gate is secured in electrical key contact box is kept at the SM's office for use in case failure of RKT, the SM on duty shall break open the seal of the box, extract the Emergency key and arrange to use it to open the level crossing gate, since the key is interlocked with the Up and Down reception and despatch signals. The concerned signals cannot be taken OFF once the concerned emergency gate key is extracted. Then signals shall be suspended and train service dealt strictly under the relevant provisions contained in GR 3.68 to 3.70 and subsidiary 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. Removal of emergency gate keys from the electric key contact box will prevent the clearing of the concerned interlocked signals. A.3.9 When the emergency gate key is used, the SM on duty shall make entry for the gate 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. The failure shall be advised immediately to the TECH.ES/SE/JE/SIG. to restore the normal working. An emergency gate key counter is provided in the SMs panel. The counter registers a higher number when the concerned emergency gate key is extracted. A.3.10 In case of failure of gate in open condition, the emergency gate chains with stop boards shall be used to secure the gate against road traffic. The gate shall be treated as non-interlocked and the instructions for working of non-interlocked gates shall be adhered to. A.3.11 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. NOTE: Whenever a train has been advised to the traffic LC and arrangements have been made to close the LC gate against the road traffic and the movement is cancelled. The SM on duty shall advise the same to the gateman and put back the concerned gate control knob to normal. A.4.0INTERLOCKED TRAFFIC LEVEL CROSSING NO. 101 AT KM. 123/800-900 (PANP NHY) DESCRIPTION 1Number of the level crossing gate101 SPL class21Angle of road crossing90 degrees2DepartmentTraffic22Road gradient(if any)3Controlling officialSM/S 23(i)North/East sideF 1 in 204Location at Km.123/800-900(ii)South/West sideF 1 in 205Controlling stationShrirangapattanaRoad alignment (straight/curve)6In between stationsS-NHY 24(i)North/East sideStraight7BG/MG/NGBG(ii)South/West sideStraight8Single line/Double lineSingle lineProvision of height gaugesNot applicable9Normal positionOpen to road traffic25Type of barriersLifting barriers10Interlocked/Non-interlockedInterlocked26Length of check rails9.5m11Means of interlockingElectro-Mechanical27Road surface in between the barriersCC slab12Provision of gate signalsInterlocked with station signals28Length of rumble strips/speed breakers20m(i) Up direction-29Road signsProvided(ii) Down direction-30Speed breaker indication boardsProvided13Signalling arrangements-31TVU with date183201 (Dec-2006)14Means of communicationMagneto telephone32Census next due onDec-2009.15Width of the level crossing gate10.0m33Demarcation for placement of detonatorsProvided16Type of Road(NH/SH/others)Others34No. of gatemen workingTwo17Name of RoadShrirangapattana-KR sagara35Nearest Railway Medical assistanceMysore18Metalled/Non-metalledMetalled36Nearest private medical assistance availableShrirangapattana19Approach roadMetalled37List of equipment available. Yes/NoYes20Width of the road7.5mA.4.1 This is an interlocked SPL class Traffic level crossing situated in PANP - NHY block section provided with Lifting barriers and is interlocked with station signals and the gate is normally kept open for road traffic. This level crossing is manned round the clock by gate men, one gateman each in 12 hours shift under Essentially Intermittent roster issued by DPO/SBC. This level crossing is under the control of SM/S. A.4.2 Magneto Telephone Communication between this level crossings and SM/S as detailed in Appendix B. A.4.3 Before taking off the Up Home signal or before despatching a down train, Station Master/S shall call the attention of the gateman on phone and advise him, the particulars of train with its number, description, direction of movement and turn knob No.4 to reverse. The gateman shall acknowledge the advice by repeating the train number, description, direction etc., and lower the lifting barriers, extract the winch key, insert the winch key in the single lever frame provided and turn. This releases the single lever frame. The single lever shall be reversed. This locks the booms Replaced Page No.27 in the lowered condition and releases the boom-locking key B. This key B shall be inserted and turned in the RKT provided to transmit gate closed indication to the SM Panel. SM on seeing this gate closed indication and on getting the indication for LC No.99 also shall take off the concerned signal. The details of trains including the time of advice shall be recorded by the SM on duty and the gateman in the register maintained separately at the station and at the gate lodge for this purpose. A.4.4 After the complete passage of the train and putting back the concerned interlocked signal to normal, SM/S shall put back the slide No.3 to normal. This causes the appearance of free indication near the RKT at the LC gate and the CL indication on the SMs panel disappears. The gateman on observing the free indication shall extract the boom locking key A from the RKT provided and shall insert and turn in the single lever frame. This releases the lever. The lever shall be normalized. This frees the booms and releases the winch key. The winch key shall be extracted and inserted in the winch and unlocked and the operating handle used to raise the lifting barriers to open the gate to road traffic. A.4.5 The level crossing shall not be closed against road traffic earlier than 6 mts. before the arrival of a train or 10 mts. before the expected passage of a run through train. The gates shall be closed when the train is ready to leave, in case of stopping trains. A.4.6 In case of failure of magneto telephone communication or if there is no response from the gatemen, and when the level crossing are to be closed against the road traffic, the SM on duty shall adhere to the instructions in SR. 16.03 (iii) (b) (i) (2) and depute a Competent railway servant to the level crossing to ensure that the gates are closed and locked against road traffic and exchange All ready signals with the SM. The SM shall then clear the required reception or despatch signal as the case may be after ensuring the CL indication on the panel. A.4.7 During failure of interlocking or damage to the gates or interlocking gear, the signals interlocked with the concerned level crossing cannot be taken 'OFF'. Train movements shall be dealt with strictly according to the relevant provisions contained in GRs 3.68 to 3.70 and subsidiary rules there under. Advice to be sent to the concerned TECH.ES/SE/JE/SIG. to rectify the signal failure and if there is any damage to the gate, a message also be sent to the SE/JE/P.WAY for rectification. A.4.8 Emergency Key for the gate is secured in electrical key contact box with a counter is kept at the gate lodge for use in case failure of EKT. The counter registers a higher number when the concerned emergency gate key is extracted. the gate man on duty shall inform the SM on duty about the failure and shall exchange PN with him for extracting the emergency key. He shall then break open the seal of the box, extract the Emergency key and arrange to use it to open the level crossing gate. He shall insert the emergency key back in the key contact box and signals can be cleared. If the gate cannot be closed then trains shall be dealt with as per para 4.7 above. PNs shall be exchanged for every extraction of the emergency key and it shall be recorded along with the counter number & PNs exchanged with the SM in the register maintained for this purpose at the gate lodge. the Gateman on duty shall make individual entry for the gate 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, emergency gate key counter commencing and closing numbers etc. The failure shall be immediately advised to the Tech/JE/SE/SIG for rectification. Replaced Page No.28 A.4.9 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. NOTE: Whenever a train has been advised to the traffic LC and arrangements have been made to close the LC gate against the road traffic and the movement is cancelled. The SM on duty shall advise the same to the gateman and put back the concerned gate control knob to normal. APPENDIX B SYSTEM OF SIGNALLING AND INTERLOCKING B.1.1 This is a C Class Station provided with Standard-II-R Multiple aspect colour light signals with panel interlocking. B.1.2 Up Home Signal at distance of 180m meters beyond the LC gate No.101 at km.13/800-900 and Up Distant signal at a distance of 1000 meters from the Up Home signal are provided for the reception of Up trains. B.1.3 Down Home Signal at a distance of 345.1m in advance of the Up Starter signal No.5 and Down Distant signal cum Down gate signal of LC No.97 at km.121/600-700 at a distance of 930m metres from the Down home signal are provided for the reception of Down trains. The down distant signal of S is combined with the down gate stop signal of LC No.97 at km.121/600-700, this has the approval of CRS vide GR 3.07(7). B.1.4 Calling on signals are provided below the Up and Down Home Signals. B.1.5 Signal post telephones are provided below the calling on signals on both Up and Down Home Signals. B.1.6 Up and down starters are provided for the despatch of Up and Down trains respectively.. B.1.7 A Goods warning board is provided at a distance of 1400 meters in rear of down distant cum gate stop signal and 1400 meters in rear of up home signal. B.1.8 P markers are provided below Up gate Distant and Down distant signals. B.1.9 C markers are provided on the stem of Up and Down Home signals below the calling on signal. B.1.10 Board with legend Draw close to home if it is at ON provided in rear of Up and Down Home Signals. B.1.11 All signals are erected on Left Hand Side. Replaced Page No.29 B.1.12 Starters are the last stop signals and these are interlocked with respective block instruments. The Up starter is combined with the Up gate distant signal of LC No.97 at km.121/600-700, this has the approval of CRS vide GR 3.07(7). B.1.13 Up and Down shunt keys, which are in electrical key transmitter when removed, prevents clearing of up starter No.5 and down starter No.2 respectively. B.1.14 Emergency gate key for LC No.99 at Km 122/800-900 is kept in separate electric Key Contact box in SMs Office, and for LC No.101 at the gate lodge at Km 123/800-900 for use during failure of RKT at LCs.. B.1.15 Separate digital counter for emergency gate keys are provided on the panel to the record the extraction of emergency gate key. B.1.16 The block instruments are interlocked in such a way that TCF condition cannot be established in both the instruments simultaneously. B.1.17 The concerned home signal cannot be taken off unless the both the A & B gate keys are transmitted to the station B.2.0 CONTROL PANEL: B.2.1 Signals are operated from the combined track diagram with control panel installed in the Station House. The panel consists of a console, which provides a clear picture of the track, and signals over the entire area. Each track circuit is represented by a separate distinct colour. B.2.2 At the bottom of the panel, SMs key, points knobs, P ACK button and signal knobs are provided. At the top of the panel, white light indication for route cancellation counter, counters for calling-on signal and route cancellation are provided. B.2.3 The signal knobs for reception and despatch signals at either end are coloured RED and the gate control knobs are coloured green with the number engraved in the centre of the knob. B.2.4 The last stop signal knob Nos.2 and 5: Home signal knobs No,.1A and 6A and calling on signal knob Nos.1B and 6B have two positions, Normal and Reverse and must normally be kept in the Normal position. The signal knob should be turned in the direction shown in the panel for clearing the signal. . B.2.5 Power acknowledgement button (P ACK) coloured RED is provided on the right hand side bottom of the panel. Instructions for operating the P ACK button are detailed in Para 4.3. B.2.6 White light indication with counters is provided below the legend on the panel for: (i) Up calling-on signal (ii) Down calling-on signal (iii) Route cancellation. B.2.7 The gate control knobs 3 and 4 are provided for LC gate No.99 at Km 122/800-900 and LC No.101 at km. 123/800-900. These knobs are coloured GREEN and has two position Normal and Reverse. The white light indication below the CL marked near the LC on the panel indicates that the LC is closed and secured against road traffic as detailed in Appendix A. B.2.8 The SMs key knob has two positions, Normal and Reverse and must normally be kept in the Reverse position. B.2.9 Setting up of a route is represented by a series of White lights along the route on the panel when the concerned point knobs and signal knobs are operated. The White light appears only when the route is correctly set and locked and all the track circuits are clear. When a particular track is occupied or has failed, a RED indication appears on the concerned track on the panel. B.2.10 The control panel is provided with locking arrangements on the left hand side bottom of the panel to prevent any un-authorized operation of the panel. This lock up key must be in the personal custody of the Station Master on duty. The panel should normally be in the locked up position and unlocked only when an operation is required to be performed on the panel. Immediately after each operation, the panel should be locked and the key must be kept in the personal custody of the Station Master on duty. B.2.11 Voltmeter is provided over the panel to indicate the power supply voltage. B.3.0 TRACK CIRCUIT: B.3.1 Continuous track circuits are provided between the up and down Home signals, 4 rail length of calling on track outside the home signals. Track circuits prevent the signal which protects the track circuited area, from being taken OFF if the controlling track in advance of the signal is occupied by the train/vehicle or has failed; when occupied/failed indication for a track circuit is available, no attempt must be made to take off the signal pertaining to that route. B.3.2 Failure of track circuits will affect the signals reading over the track circuits and also the points, if any, controlled by the track circuits which have failed. If the failure is noticed before setting up the route, any other available alternate route should be opted for the train movements. If the point track is not affected, calling-on signals can be taken off. If the movement is necessarily to be made on the route with the track circuits having failed and if the calling-on signal cannot be taken off for that movement, the SM on duty shall ensure that all the points on the route are correctly set as required, clamped and padlocked and the route is clear and free from obstruction before permitting such a movement, authorizing the loco pilot to pass the signal at ON. If the calling-on signal cannot be taken off for that movement, train movements over such a route should be permitted through SPT. If both calling on signal and SPT also fails, the train movements over such route should be permitted only in accordance with the relevant provisions contained in GRs 3.68 to 3.70 and subsidiary rules there under. The SM on duty shall ensure that no conflicting movements are permitted during failure of track circuits. B.3.3 The reliability of track circuit is considerably affected by the formation of rust or oxidization on the table of the rail. Under such circumstances, a Track Clear indication may be displayed for the concerned track which is actually occupied. Such portion of the track over which there has been no movement for a period of 24 hours should be deemed prone to rust formation and Rusty Rail collars/caps must be placed on the relevant point/signal knobs. B.3.4 Stabling is not permitted at this station. NOTE: Failure/Suspension of track circuits and certification of normal working by the TECH.ES/JE/SE/SIG must be promptly recorded in the signal failure register. B.4.0 CRANK HANDLE Not applicable. B.4.1 SAFETY CAPS: With view to ensure safety in working safety caps are provided under the custody of duty Station Master, which shall be fixed on signal/point knob, when the line is governed by them, is occupied or otherwise obstructed. Refer S.R.5.19 (iii)(a)(b) and (c) for different type of safety caps and their use. B.5.0 SETTING OF ROUTE To set the route and to take `off' signal, the duty SM when everything is alright shall unlock the panel and after ensuring that the required gate closed indication is available on the panel, shall reverse the concerned signal knobs. If the track circuit is clear, the signals will clear and a row of white lights (route lights) will appear on the whole length of the route concerned on the panel. As the train enters the concerned track circuits, the respective route (White) lights successively turn to red. As the train leaves the track, the route white lights reappear. After the move has been completed, the concerned signal knob shall be normalised then the route lights get extinguished. B.6.0 ROUTE CANCELLATION B.6.1 Once the signal has been taken off for a movement, the SM on duty must on no account interfere with the concerned signals or point knobs unless the route which has been set is to be cancelled for cancelling the route signal SR. 3.36 (ii) must be adhered to. B.6.2 Normally after the signal has been taken off; the route shall not be cancelled. The route cannot be cancelled once a train passes the signals. 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 "Danger" aspect and the route will be cancelled automatically after a lapse of 120 seconds. For all the signals except advanced starter and starter signals, the route will be held in the locked up position for 120 seconds after the signal has been normalised. For starter signals the route will be held if:- (i) If the berthing track is occupied or (ii) Home signal is taken off ( in case of main line starter.). B.6.3 There is digital counter with an indicator below the legend `Route Cancellation' provided on the panel. The appearance of the `white' light indicates the commencement of the route cancellation and disappearance of the white light indicates that the route is cancelled. The number on the digital counter will change to the next higher number. NOTE:- (1) The route cancellation is permitted only one route at a time. For any reason more than one route cancellation is required it will be possible only in succession and not simultaneously. The facts may be recorded clearly in the route cancellation register. (2)Route cancellation must be done in accordance with the instructions contained in SR. 3.36(ii). B.6.4 Every route cancellation shall be entered in the route cancellation register with the number on the counter with reasons for cancellation. An entry should be made in the train signal register specifying the number displayed on the counter while handing over and taking over charge by Station Master. . B.7 BACK DOOR KEYS OF BLOCK INSTRUMENT B.7.1 Back door of block instrument is provided with double lock and key arrangements. One key of this lock shall be in the custody of SM on duty and the other with the TECH.ES/JE/SE/Sig of the Section. Whenever it is required to open the back door of the block instrument, the TECH.ES/JE/SE/Sig shall requisite the key from the Station Master on duty, after making relevant entries with the signature in a separate register maintained for this purpose. B.7.2 On completion of the work, the back door of the block instrument shall be closed and locked and the SM's key shall be returned to the Station Master on duty. The SM on duty after being satisfied that the block instrument has been closed and locked with both the keys and is in good working order, shall take over the key and keep it under his personal custody. Necessary entries with signature of SM and the TECH.ES/JE/SE/Sig must be made in the register. B.7.3 The TECH.ES/JE/SE/Sig of the section is authorised to obtain the key from the SM on duty only when : the block section is not occupied by a train and the instrument is in `Line closed' position during normal working of the block instrument OR block working is to be restored after a failure irrespective of the position of the block instrument and occupation of the block section. The SM on duty shall suspend the block instrument for train operation till such time the key is returned to him by the TECH.ES/JE/SE/Sig. NOTE: - Since token-less block instrument is of non-cooperative type, Up & Down shunt keys shall be removed from EKT and normally kept in the glass fronted key case when the block instrument is not in use. B.8.0 CALLING ON SIGNALS: B.8.1 Calling on signals No.6 B and 1 B are provided below the Up and Down Home Signal. Boards with legend C is also provided just below the calling-on signals. The calling-on signal is intended to receive a train on an occupied/obstructed road or when one or more track circuits on that route have failed or when the Home Signal has failed. Before clearing the calling-on signal, the SM shall ensure that it is absolutely necessary to receive the train on that road and train can be berthed clear of the Starter Signal. B.8.2 Track circuit No. C 6T and C 1T are provided at the foot of the Up and Down Home signal. SM shall ensure that the train has occupied the concerned calling-on signal track and stops, and after ensuring correct setting of the point for the required route, Station Master shall turn the knob 6 B or 1 B to clear the calling-on signal. B.8.3 If the calling-on signal cannot be taken off due to failure, train shall be received by means of the Signal Post Telephone provided as detailed in Para B.9. B.8.4 (i) Individual knobs are provided to operate the Up and Down calling-on signals. These knobs have two positions N (Normal) and R (Reverse). Numerical counters are provided at the top corners of the panel separately for Up and Down calling-on signals. (ii) In the event of failure of track circuit(s) on the route or the Home signals or for the reception of a train on an obstructed line, the calling-on signal can be used. (iii) After ensuring that the Home signal knob is in its normal position and the required route is set, on the occupation of the calling on track circuit in rear of the Home signal by the approaching train the calling-on knobs should be operated to its R position. A white light indication displayed below the numerical counter of the respective calling on signal. After a lapse of 60 seconds the calling-on signal will assume OFF aspect, the white light indication below the counter gets extinguished and the counter registers the taking off of the calling on signal by displaying the next higher progressive number. (iv) An entry with details of the date and time of taking OFF of the calling-on signal, train for which it was taken OFF, the number of the reception line, reasons etc., and the numbers displayed by the corresponding counter prior to and after the operation should promptly be made and signed in the calling-on signal register maintained by the SM on duty. Separate portions of the register should be set apart for the Up and Down calling on signals with an appropriate index in the beginning of the register. (v) Release of Route after the Complete Arrival of a Train Received on Calling on Signal. After ensuring the complete arrival of a train received on calling on signal, the SM on duty shall put back the calling-on signal knob to normal. When a train is being received by taking off calling on signal, normally the route will get released immediately after the train has arrived well within the fouling mark of the reception line. If a track circuit in advance of the home signal other than the berthing track has failed, the route will get released only after a time lapse of 120 seconds, after putting back calling-on signal to normal. The digital cancellation counter on the control panel will register the cancellation so made by displaying the next higher progressive number, when the cancellation is completed. If the route do not get released after putting back the calling-on signal knob to normal and after the time lapse of 120 seconds it should be intimated immediately to the TECH.ES/SE/JE/SIG. The SM on duty shall physically verify that the train has arrived complete well within starters fouling mark before putting back the calling on signal knob to the normal position. He should not rely on the track indication on the control panel alone for this purpose. (iii) Appropriate entries in the route cancellation register should promptly be made when a calling on signal route is cancelled as above said, specifying the reasons thereof and the number displayed on the cancellation counter before and after the route cancellation. B.9.0 SIGNAL POST TELEPHONE: (SR 3.69 (X): Signal post telephone is provided in a cabinet on the Up and Down Home signal posts with a legend Telephone painted on the box. When the Home Signal has not been taken OFF, the loco pilot of the approaching train shall draw close to the Home Signal and stop and wait for two minutes. If the Home signal/Calling on signal is not taken off, the loco pilot shall go to the post type telephone and rotate the handle/press the push switch of the telephone to call the attention of the Station Master. As soon as the SM acknowledges the call, the loco pilot shall press the cradle and keep it in that condition till he completes the conversation with the SM. The loco pilot should open the flaps on mouthpiece and close them on completion of conversation. The SM shall inform the reason for the delay and the probable time at which the signal will be taken off. If it is due to signal failure/suspension, the duty SM shall the clearance of reception line, ensure the closure & securing of the concerned LCs and communicate the following message which the loco pilot shall record in his rough journal and pass the signal at ON position duly observing necessary caution. The SM shall record the message in the TSR below the train entry. To the Loco pilot of Train No.________ & description:________________ Owing to the failures/suspension of up/down Home Signal No.________ you are hereby authorized to pass up/down Home Signal No.________ at ON and enter Road number _________ at a restricted speed of 15 km/h. Private Number (in figures)-----------(in words)_________________________________ NOTE: 1)One long ring shall be used to call each other on signal post telephone. A switch is provided in the glass fronted case in the SMs office to be operated by SM while speaking on the magneto telephone connected to signal post telephone. B.10 - Functions / Description of Knob on the Panel Knob No.Description of function1ADown Home signal1BDown calling on signal below Down Home signal2Down starter (LSS)3Gate control knob of LC No.99 at km.122/800-9004Gate control knob of LC No.101 at km.123/800-9005Up starter (LSS)6AUp Home signal6BUp calling on signal below Up home signal Replaced Page No.35 The Up and down distant signals work automatically in conjunction with the respective Home signals B.11 TABLE OF MOVEMENTS: Sl.No.Description of movementSM to turn Knob1Reception of a down train3,12Reception of an Up train4,3,63Despatch of a down train4,3,24Despatch of an Up train3,55Pass through of a down train4,2,3,16Pass through of an up train5,3,4,6 Reception of a train on calling on signal. Sl.No.Description of movementSM to turn Knob1Reception of a down train3,1B2Reception of an Up train4,3,6B B.12 TELECOMMUNICATION In addition to the block telephone attached to the block instruments, connecting the adjacent block stations the section control telephone; the following Magneto Telephone circuits are also provided at this Station for the use in train passing duties. (a) CIRCUIT NO. 1 SMs Office 0 (One ring) LC No.97 at km.121/600-700 00 (Two rings) LC No.99 at km.122/800-900 000 (Three rings) (b) CIRCUIT NO. 2 SMs Office 0 (One ring) LC No.101 at Km 123/800-900 00 (Two rings) c) CIRCUIT NO. 3 SMs Office {} 0 (One ring) to call each other Up Home Signal {} (d) CIRCUIT NO. 4 SMs Office {} 0 (One ring) to call each other Down Home Signal {} (g) The code rings noted against each should be utilized to call the attention of each other. (h) Failure of telephone communication should be promptly reported to the TECH.ES/JE/SE/SIG. for early rectification. APPENDIX C RAKSHA KAVACH: Not applicable APPENDIX D DUTIES OF THE STAFF D.1.0 The Station Master in-charge shall be responsible for: a) Judicious management of the station staff apart from working as Station Master on duty as per the roster issued by DPO/SBC. b) Ensuring the availability of essential equipments. D.2.0 The Station Master on duty is the over all in-charge for train operations at the station during his duty hours. He shall ensure proper co-operation is maintained by all staff under his control in the respective shift duty, personally operate the control panel, consult control regarding train movements and act according to his instructions, provide timings and other particulars pertaining to the train movements, maintain prescribed registers, caution orders etc., keep necessary isolation as required and adhere to all instructions relevant to him, as laid down in the SWR, GRS, BWM and other instructions issued from time to time through circulars. D.3.0 Pointsman / TRH / Trained SCP: He shall assist the Duty Station Master in issuing Caution Order/Memos in piloting the train 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 shall adhere to the instructions of the Station Master on duty. D.4.0 Gateman: The gateman at LC No.99 at KM 122/800-900 and LC No.101 at KM 123/800-900 shall adhere to the instructions issued to him by the duty SM and deal road traffic and train movements efficiently without dislocation. He shall also keep the flange ways clean and without any obstructions. The gate lamps should be lit up and burning brightly during night hours. He shall also watch train movements as per the extant rules and he should stand in front of the gate for every passage of the train watching the safe movement. The essential equipments supplied at the LC gates should be kept in good fettle and shall be ready to use in any emergency. 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. Replaced Page No.37 APPENDIX - E LIST OF ESSENTIAL EQUIPMENTS PROVIDED AT THE STATION Sl. No.DescriptiionMinimum Quantity atSMs OfficeFor LC No.99 & 101 1Hand Signal flags3 RED 3 GREEN2 RED 1 GREEN2Hand Signal lamps / tri-colour torch233Detonators20104Safety Chains with padlocks1-5Clamps with Padlocks--6Skids2-7Line Block Caps2-8Line Blocked Caps1-9Trolley lorry on Line Caps2-10Rusty Rail Caps1-11Caution in force boards2-12Station bell1-13Fire buckets with Sand2-14Fire buckets with Water2-15Padlocks with keys2-16Emergency Gate Chain with padlocks-217Stop Boards-218Wall Clock1119Banner Flags with poles-220Tommy Bar-121Staff to fix red light-222Water pot/bucket-123Pouches for shunt keys--24Equipment list1125Spare chain with padlocks-226Protection Diagram-127Gate lamps--28Whistle-1 The SM shall ensure that the prescribed quantity of the above-mentioned essential equipment are available at SMs office and the gates exclusively for train passing duties. APPENDIX - F F RULES FOR WORKING OF DK STATIONS, HALTS, IDH, IBS AND OUTLYING SIDINGS:- Not applicable APPENDIX - G G RULES FOR WORKING OF TRAINS IN ELECTRIFIED SECTIONS Not applicable. (J.CHANDRASHEKAR) (P.RAJALINGAM BASU) Divisional Signal & Telecommunication .Divisional Operations Manager Engineer/Bangalore Bangalore     C.M. No.1 dated 05-03-2012 to SWR No.B.64/S dated 19-03-2009 B.64/S (J.CHANDRASHEKAR) (K.E.ANSAR) DSTE/SBC DOM/SBC C.M. No.1 dated 05-03-2012 to SWR No.B.64/S dated 19-03-2009 B.64/S (J.CHANDRASHEKAR) (K.E.ANSAR) DSTE/SBC DOM/SBC +cm   &   * T V h t ߽ss^sOs^sOs^s^sKhWh}5CJ\aJmH sH (hW5CJOJQJ\^JaJmH sH hW5CJ\aJmH sH  hW5CJKH\aJmH sH )h}h}5>*CJKH\aJmH sH )h}hW5>*CJKH\aJmH sH &h}hW5CJKH\aJmH sH h(CJKHaJmH sH hWCJKHaJmH sH #hW5>*CJKH\aJmH sH +,n   $ x^a$gdP$ )^a$gdP$|d^`|a$gdP$a$gdP$a$gdP $I^Ia$gdP$^`a$gdP$^`a$gdP  , . T X v }]kd$$IflF<l# 0(     4 la$ $If^a$gdP$ $Ifa$gdPv x $$If^a$gdP $$Ifa$gdP]kd$$IflF<l# 0(     4 la $If]gdP $$Ifa$gdP]kd$$IflF<l# 0(     4 la   {oob{oV $$Ifa$gdP $ )a$gdP $^a$gdP$ )\^`\a$gdP$ )h^ha$gdP]kd$$IflF<l# 0(     4 la  txn  !PUvz/09Wo}wffffffff hW5CJKH\aJmH sH h}5CJ\aJmH sH hW;CJKHaJmH sH hWCJKHaJmH sH hWCJaJmH sH  hShWCJKHaJmH sH (hShSCJOJQJ^JaJmH sH h}CJKHaJmH sH hWCJKHaJmH sH hW5CJ\aJmH sH ( !&6@ADPUUkd8$$Iflr4#v 8<4 la $$$ d$Ifa$gdP $$Ifa$gdP U]fgjvzmU$$$ d$Ifa$gdPkd$$Iflr4#v 8<4 la  $$Ifa$gdPyiiiTH $^a$gdP$ )^`a$gdP$^`a$gdPkd$$Iflr4#v 8<4 la QJkd$$Ifl0?d% 4 la Jkdr$$Ifl0?d% 4 la  $$Ifa$gdP $ )a$gdP no}}h___ $IfgdP$ )^`a$gdP $ )a$gdP$ )^a$gdbM $ )a$gdPJkdb$$Ifl0?d% 4 la  $$Ifa$gdP }*+34DEIJLM]^fgno<"%L򼰜򼰼h6CJaJmH sH hCJKHaJmH sH &hWCJKHOJQJ^JaJmH sH hWCJaJmH sH hW5CJ\aJmH sH h%Rh6h65\h6hW hW5CJKH\aJmH sH hWCJKHaJmH sH /Lkd$$Ifl֞h8@ ,V%8`.$4 la $IfgdP%&)Lkd$$Ifl֞h8@ ,V%8`.$4 la $IfgdP)CJRY_mnqLkd$$Ifl֞h8@ ,V%8`.$4 la $IfgdPqLkdz$$Ifl֞h8@ ,V%8`.$4 la $IfgdPLkdZ $$Ifl֞h8@ ,V%8`.$4 la $IfgdP08AFWdrsLkd: $$Ifl֞h8@ ,V%8`.$4 la $IfgdPsu $IfgdP#ULLLLLLL $IfgdPkd $$Ifl֞h8@ ,V%8`.$4 la#124NW_dtLkd $$Ifl֞h8@ ,V%8`.$4 la $IfgdPtLkd $$Ifl֞h8@ ,V%8`.$4 la $IfgdP Ikd $$Ifl֞h8@ ,V%8`.$4 laytX $IfgdP$4AOPSmvIkd$$Ifl֞h8@ ,V%8`.$4 laytX $IfgdPvIkd$$Ifl֞h8@ ,V%8`.$4 laytX $IfgdPIkdl$$Ifl֞h8@ ,V%8`.$4 laytX $IfgdP*+/4EJMT^go $IfgdPgdPopsULLLLLLL $IfgdPkdR$$Ifl֞h8@ V%F`.$4 laLkd2$$Ifl֞h8@ V%F`.$4 la $IfgdP *9ALkd$$Ifl֞h8@ V%F`.$4 la $IfgdPAINTbcftLkd$$Ifl֞h8@ V%F`.$4 la $IfgdPLkd$$Ifl֞h8@ V%F`.$4 la $IfgdP;<Jary x$IfgdP$x$Ifa$gdP$x$Ifa$gdP$ & F )a$gdP $^a$gdP$ )@^`@a$gdP $ )a$gdP fXXXXXX$x$Ifa$gdPkd$$IflֈI("&n  #4 la&'LfYDY5$ & F )a$gdP$ )@^`@a$gdP $ )a$gdPkd$$IflֈI("&n  #4 laL &$*&#$/IfgdP $ )a$gdP$ )^a$gdP &'0@LUfL:::::$*&#$/IfgdPkdZ$$Ifl֞N 8Z 2%"F 6*%4 laf~$$d$*&#$/IfgdP$*&#$/IfgdP%&   $ & ' + k ׾ukuk\NhWCJKHaJmH sH hW>*CJKHaJmH sH hWKHmH sH hWCJKHaJmH sH hW;CJKHaJmH sH hWCJaJmH sH  hG75\h6hG75\hG75CJ\aJmH sH hW5CJ\aJmH sH hPKHmH sH hP;CJKHaJmH sH hPCJKHaJmH sH hPCJaJmH sH L;;;6;gdG7$ )^a$gdPkdH$$Ifl֞N 8Z 2%"F 6*%4 la %$>&#$/IfgdP %&/AMV^L:::::$>&#$/IfgdPkd6$$Ifl֞T ,^#8F 6>$4 la^gq~$$d$>&#$/IfgdP$$d$>&#$/IfgdP$>&#$/IfgdPL:::::$>&#$/IfgdPkd$$$Ifl֞T ,^#8F 6>$4 la   % $$d$>&#$/IfgdP$$d$>&#$/IfgdP$>&#$/IfgdP% & ' - k L?333 $^a$gdP $ )a$gdPkd$$Ifl֞T ,^#8F 6>$4 lak !!!!!a%b%B'N''''''''''(((*(D(V(***ͯ|pbP#hW5:CJKH\aJmH sH hWCJKHaJmH sH h0UCJaJmH sH "h^MhW5CJ\aJmH sH hX5CJ\aJmH sH "h^Mh^M5CJ\aJmH sH "h^Mh@5CJ\aJmH sH hG7CJaJmH sH h@CJaJmH sH hD!CJaJmH sH hW5CJ\aJmH sH hWCJaJmH sH  !!H"J"##a%b%''(()(*(( $^a$gd@ $^a$gdP$0^`0a$gdP$a$gdP$ 0^`0a$gdP $ )a$gdP$ )h^h`a$gdP$ )a$gdP((_)`)))****#++++(,O,$a$gd ^ $^a$gd ^$d^a$gdP$a$gdP $$$da$gdP$Rd^R`a$gdP$6^6`a$gdP $^a$gdP $ a$gdP****+++,,,------#.$.K.N./////0022%3(35s_sPsssh0U5CJ\aJmH sH &h0Uh0U5CJKH\aJmH sH  hW5CJKH\aJmH sH hW5CJ\aJmH sH  hv$hv$CJKHaJmH sH hv$CJKHaJmH sH h ^CJKHaJmH sH hWCJKHaJmH sH hWCJaJmH sH #hW5:CJKH\aJmH sH &hW5:>*CJKH\aJmH sH O,,,,,,--#.//a/b/// $ )a$gdP$ )0^`0a$gdP$0^`0a$gdP $ )a$gdP$0^`0a$gdP $^a$gdP$a$gdP $^a$gd ^/00022222Z334B44q$ 8^`a$gd]$ & F `a$gdP$ 88^8`a$gdP$ 8^a$gdP$ ^a$gdP$ ^a$gdv$ $ & F#a$gdv$$ 0^`0a$gdP 45R5555576777888 : :;;;$ )0^`0a$gd] $ )a$gdP$a$gdP$ 0^`0a$gdP$ 8^`a$gd]$ 8^`a$gd]556667<777788;;;;==r??3CGCCCDD[DDGEIE\EEͼ᭡}qcO&hh5CJKH\aJmH sH hMB[CJKHaJmH sH hXCJaJmH sH h:[CJaJmH sH hMB[CJaJmH sH h]CJaJmH sH hWCJaJmH sH hW5CJ\aJmH sH  hW6CJKH]aJmH sH &hW56CJKH\]aJmH sH hWCJKHaJmH sH  hW5CJKH\aJmH sH ;;u<v<==1>2>??KALAqBrB2C3CGCC $^a$gdP$$ )0^`0a$gdP$ & F )|^`|a$gd:[$ )|^`|a$gdP$ )0^`0a$gd]CCCCD[DDGEHEIE\EEGh$ & F 0xx^`0a$gdP$ )^`a$gdP$ 0xx^`0a$gdP$ )0^`0a$gdP$ )0^`0a$gdP$ )0^`0a$gdP $^a$gdP EG8H9HmHIIrJJ^KgKMMMMMMO"PPPPPPPPPPQ}l[I"hh5CJ\aJmH sH  h5CJKH\aJmH sH  hW5CJKH\aJmH sH &hh5CJKH\aJmH sH h}mCJKHaJmH sH h,CJKHaJmH sH hCJKHaJmH sH hl CJKHaJmH sH hCJKHaJmH sH hWCJaJmH sH hW5CJ\aJmH sH hWCJKHaJmH sH G7H9HlHII:JDJJJLM|MtNOOO$^`a$gdP $^a$gdV8$ )@^`@a$gdP$ )0^`0a$gdP$ )0^`0a$gdPOPPPPPPPQQQQ~$ )|^`|a$gdP$ )^a$gdP$ )^a$gd$ & F )a$gdP$ 8^`a$gdP $h^ha$gd}m$ & F" ^`a$gdV8 QQQQQRRcRtRTTTTUUUUUUUUUeVhV!W"W3WWWWWWW±ԢԔԆԱ¢¢¢ԱԆxdS h5CJKH\aJmH sH &hh5CJKH\aJmH sH hkCJKHaJmH sH hCJKHaJmH sH h&CJKHaJmH sH hW>*CJKHaJmH sH  hW5CJKH\aJmH sH #hW5>*CJKH\aJmH sH hWCJKHaJmH sH hW5CJ\aJmH sH h5CJ\aJmH sH  QQQQRRRYTTe$ & F 88x^8`a$gdP$ & F 88x^8`a$gdN$ & F 88x^8`a$gdP$xx^a$gdP$ @xx^`@a$gdP $^a$gdP$ )@^`@a$gdPTU!W"W4W*CJKH\aJmH sH halC5CJ\aJmH sH h&5CJ\aJmH sH hW5>*CJ\aJmH sH h&CJaJmH sH hWCJaJmH sH hW5CJ\aJmH sH hkCJKHaJmH sH h&CJKHaJmH sH hCJKHaJmH sH hWCJKHaJmH sH [+\L\\]R^S^^k_t_qaQ$`^``a$gdP$0^`0a$gdP$ )|^`|a$gdP $ )a$gdP$ & F |^`|a$gdP$ & F |^`|a$gdalC$ & F |^`|a$gdP $^a$gdP$ )|^`|a$gdP 8]9]^^Q^R^^__i_t___``%`4`F`S`m`n`o`p`q`u````aaa%a)a7aUaaaaaaaaaaa&b4b5bbbccIcJcZcĶ҇҇hJu5CJ\aJmH sH halC5CJ\aJmH sH  hOo^5CJKH\aJmH sH hCJKHaJmH sH hECJKHaJmH sH hW5CJ\aJmH sH hWCJKHaJmH sH  hW5CJKH\aJmH sH 5t______&`'`)`4`n`x]kd$$IflF*N 6$T !    4 la  $IfgdP$ v^`va$gdP$a$gdP n`o`p`q```aa4b5b}m]]]P $ )a$gdP$L^`La$gdP$^`a$gdP$0^`0a$gdalC$  ^`a$gdP]kd$$IflF*N 6$T !    4 la 5bbbZc[czcdhfifhhPkQkRkfk~$ )^a$gdP$0x^`0a$gdP$0^`0a$gdP$ )0^`0a$gdP$ Z)0^`0a$gdJu$xx^a$gdP$ )0^`0a$gdPZc[czcifnfPkRkekfkhkkkknnnnoopppqrrr˿yk]]OAyhm0CJKHaJmH sH hoA+CJKHaJmH sH h@CJKHaJmH sH hiCJKHaJmH sH  hW5CJKH\aJmH sH ,hW5CJKHOJQJ\^JaJmH sH hOo^5CJ\aJmH sH h@5CJ\aJmH sH h CJaJmH sH hWCJaJmH sH hWCJKHaJmH sH hW5CJ\aJmH sH hF}CJaJmH sH fkgkhkkmmnnoopq~qqqqrnrwrrrgdP$a$gdP $^a$gdP$0^`0a$gdP$ )a$gdP$ )^a$gdPrrrrr#smszstttttttt2u*CJaJmH sH hW5CJ\aJmH sH hWCJaJmH sH  h5CJKH\aJmH sH hWCJKHaJmH sH  hW5CJKH\aJmH sH )\]քׄrr $ )a$gdP $ a$gdP$ 0^`0a$gdP $ a$gdP$ x0^`0a$gdP$ )|^`|a$gdP$ )a$gdP$ n0x^`0a$gd ׄ-P`{ąԅՅ|$ (#)a$gdP$ (#)|^`|a$gdP$ )^`a$gdP$ |^`|a$gdP$ )^a$gdP $ )a$gdP$ )@^`@a$gdP ՅhwRcdz܈ze$ ^`a$gdP$ ^`a$gdP $^a$gdP$ )|^`|a$gd$ h)|^`|a$gdP $ )a$gdP$ )^a$gdP$ & F h)|^`|a$gdP Ci{TUCMאؐ$ ^`a$gdf$ xx^`a$gdP $^a$gdM$^`a$gdM $7^7a$gdP$ ^`a$gdPgly(UZABCGzMRquŷrddPŷ׷Pŷ&hW56CJKH\]aJmH sH hMCJKHaJmH sH hG&CJKHaJmH sH #hMhMCJH*KHaJmH sH  hMhMCJKHaJmH sH &hMhM5CJKH\aJmH sH hWCJKHaJmH sH #hW5>*CJKH\aJmH sH  hW5CJKH\aJmH sH h+/CJaJmH sH hWCJaJmH sH uvΐҐאؐ-6~ڑݒޒ4?Õӿә{ӿl`l`T`l{l`huMCJaJmH sH hWCJaJmH sH hW5CJ\aJmH sH hW>*CJKHaJmH sH hf5CJ\aJmH sH &h4 56CJKH\]aJmH sH #hW5>*CJKH\aJmH sH &hW56CJKH\]aJmH sH  hW5CJKH\aJmH sH hWCJKHaJmH sH hkCJKHaJmH sH 6oّÕ{ $^a$gdP$ )0^`0a$gdP$ )|^`|a$gdP$ ^a$gdP$ )|^`|a$gdP$a$gdP $ )a$gdP$ `^``a$gdf Ȗ@Rhu4E{՘vyz $xxa$gduM$ & F!xxa$gdP$ 0^`0a$gdP$ L^`La$gdP$ |^`|a$gdP$ ^`a$gdfuwz{4vowyz|>EbefibiϜOVWbiʞ(ԽԽsehiCJKHaJmH sH  h25CJKH\aJmH sH huMCJKHaJmH sH  hW5CJKH\aJmH sH hWCJaJmH sH hWCJKHaJmH sH ,hW5CJKHOJQJ\^JaJmH sH $hW5CJKHOJQJ\^JaJhW5CJKH\aJhfCJaJmH sH 'z(N!_`ģ"#7Kժxx$ vvL^v`La$gdP$ )0^`0a$gdf$ 0dx^`0a$gdP$ )0^`0a$gdP$ )0^`0a$gdP$ 0x^`0a$gdP (*-.ckNPSTv} !#$%`bcdģOV˨Ҩ"#ɻɻk\k\Nh2CJKHaJmH sH hW5CJ\aJmH sH (hW5CJOJQJ\^JaJmH sH  hW5CJOJQJ\^JaJhW5CJ\aJhfCJKHaJmH sH  hW5CJKH\aJmH sH hWCJKHaJmH sH ,hW5CJKHOJQJ\^JaJmH sH $hW5CJKHOJQJ\^JaJhW5CJKH\aJ#679:;Kժlm*abklӱԱʵ{j\N\jJhWh;CJKHaJmH sH hWCJKHaJmH sH  hW5CJKH\aJmH sH hhCJaJhCJaJhCJaJmH sH hWCJaJmH sH hW5CJ\aJmH sH (hW5CJOJQJ\^JaJmH sH  hW5CJOJQJ\^JaJhW5CJ\aJh5CJ\aJh5CJ\aJmH sH ժl*a Ա~ue$ $Ifa$gdP]gdP$ vv^v`a$gdP$ v0^`0a$gd;$ v)v^v`a$gdP$ vv^v`a$gd$ vv^v`a$gdP$$ v)v^v`a$gdP rst !,wxyƳ/<=ŵxphpdhRh/KCJaJhRCJaJ hR5\hR5CJ\aJhW5>*CJ\aJmH sH hWCJaJmH sH hW5CJ\aJmH sH hW5>*CJ\aJmH sH  hW5CJKH\aJmH sH hW5CJ\aJhWCJOJQJ^JaJ hW5CJOJQJ\^JaJ'sue$ $Ifa$gdPykd$$Ifl 0n $`0"644 la=$ $Ifa$gdPstue$ $Ifa$gdP$ $Ifa$gdPykd$$Ifl 0n $`0"644 la=ue$ $Ifa$gdP$ $Ifa$gdPykdF$$Ifl 0n $`0"644 la= ue$ $Ifa$gd$ $Ifa$gdPykd$$Ifl 0n $`0"644 la= !,xue$ $Ifa$gdP$ $Ifa$gdPykd|$$Ifl 0n $`0"644 la=xyue$ $Ifa$gdP$ $Ifa$gdPykd $$Ifl 0n $`0"644 la=ųƳ/xiZiZJ$0^`0a$gdP$ )-a$gdP$ )-a$gdP $ p#a$gdPykd $$Ifl 0n $`0"644 la=/<=?aor $Ifgd'ckdM!$$Ifl4%%0%64 laf4 $$Ifa$gd'Ǵ@77777 $Ifgd'kd!$$Iflֈ\& 8T% 6 0%64 laȴɴ '=BCDZiɵʵ˵:HIJܶ߶ 5<=>ַ ANOP9<=>Nch/KCJaJhRhE;>CJaJhRCJaJZǴȴɴ˴7kd"$$Iflֈ\& 8T% 6 0%64 la $Ifgd' 4kd#$$Ifl4ֈ\& 8T% `6 0%64 laf4 $Ifgd' ()=C $Ifgd'CDFZj=44+ $IfgdM $Ifgd'kd$$$Ifl4ֈ\& 8T%  6 0%64 laf4jk4kd%$$Ifl4ֈ\& 8T%  6 0%64 laf4 $Ifgd'ʵ $Ifgd'ʵ˵͵ֵٵڵ=4444 $Ifgd'kd&$$Ifl4ֈ\& 8T% `6 0%64 laf4ڵ4kd'$$Ifl4ֈ\& 8T%  6 0%64 laf4 $Ifgd':IJ4kd($$Ifl4ֈ\& 8T%  6 0%64 laf4 $Ifgd'JL\qt $Ifgd'¶Ŷܶ@77777 $Ifgd'kd|)$$Iflֈ\& 8T% 6 0%64 laܶ 7kdi*$$Iflֈ\& 8T% 6 0%64 la $Ifgd'5=>A[\7kdV+$$Iflֈ\& 8T% 6 0%64 la $Ifgd'\_4kdC,$$Ifl4ֈ\& 8T%` 6 0%64 laf4 $Ifgd' $Ifgd'·ַ=4444 $Ifgd'kd;-$$Ifl4ֈ\& 8T%  6 0%64 laf4*4kd3.$$Ifl4ֈ\& 8T%  6 0%64 laf4 $Ifgd'*03AOPS7kd+/$$Iflֈ\& 8T% 6 0%64 la $Ifgd'Sj|7kd0$$Iflֈ\& 8T% 6 0%64 la $Ifgd'Ÿȸ $Ifgd'"9@77777 $Ifgd'kd1$$Iflֈ\& 8T% 6 0%64 la9=>ANeh7kd1$$Iflֈ\& 8T% 6 0%64 la $Ifgd'h7kd2$$Iflֈ\& 8T% 6 0%64 la $Ifgd'.kd3$$Iflֈ\& 8T% 6 0%64 la $IfgdM $Ifgd'7:;<QRWXYwyl Yּz{ԽԕxhhMhCe5CJPJ\aJhMhM5CJPJ\aJhxS5CJPJ\aJhCeCJPJaJh0y5CJ\aJhW5CJ\aJh0yCJaJhWCJaJhW5CJPJ\^JaJhWCJPJ^JaJhWCJaJmH sH h/KCJaJhRhRCJaJ(7;<7kd4$$Iflֈ\& 8T% 6 0%64 la $Ifgd'<?QTUVW $Ifgd'WXY/0@8(($0^`0a$gdP$a$gdPkd5$$Iflֈ\& 8T% 6 0%64 la0fNOcx~H| $d^`a$gdM$d`a$gdM0d^`0gdM$0d^`0a$gdM$d^a$gdM$0^`0a$gdP*+޾ab&'MOabcx|]./۵ۈu۵ih,CJPJ^JaJ%hW5B*CJPJ\^JaJphhWB*CJPJ^JaJphhM5CJPJ\aJhMhM5CJPJ\aJhMCJPJ^JaJhWCJPJaJhWCJOJPJQJ^JaJhWCJPJ^JaJhW5CJPJ\^JaJhCeCJPJaJ' =>K $$Ifa$gd'$*^*`a$gd)0,$a$gdP$*^*`a$gdsS$d^a$gd,$d^a$gdM$ & F d^`a$gdM  :;=>KLǻǓshaYUYUYD h[h[CJOJQJ^JaJh[h[CJaJ h[5\h[5CJ\aJh[5>*CJ\aJmH sH h)0,5>*CJ\aJmH sH hW5>*CJ\aJmH sH hMCJaJmH sH hWCJaJmH sH h'CJaJmH sH hsS5>*CJ\aJmH sH hsSCJaJmH sH h,5CJPJ\aJhMh,5CJPJ\aJKLNp~ $Ifgd'bkd6$$Ifl %%0%64 la>55555 $Ifgd'kd7$$Ifl ֈ\& 8T% 6 0%64 la5kd8$$Ifl ֈ\& 8T% 6 0%64 la $Ifgd'3kd8$$Ifl4 ֈ\& 8T% `6 0%64 la $Ifgd'ENOPUVIJ&'UfgVWLMijlJKȼhDCJPJaJhWCJaJhW5CJPJ\^JaJhWCJPJ^JaJh[5>*CJ\aJmH sH  h[h[CJOJQJ^JaJh[CJaJh[h[h[CJaJ;$01EO $Ifgd'OPRfv<33* $IfgdM $Ifgd'kd9$$Ifl4 ֈ\& 8T%  6 0%64 lavw3kd:$$Ifl4 ֈ\& 8T%  6 0%64 la $Ifgd' $Ifgd'<3333 $Ifgd'kd;$$Ifl4 ֈ\& 8T% `6 0%64 la3kd<$$Ifl4 ֈ\& 8T%  6 0%64 la $Ifgd'*+FUV3kd=$$Ifl4 ֈ\& 8T%  6 0%64 la $Ifgd'VXh} $Ifgd'>55555 $Ifgd'kd>$$Ifl ֈ\& 8T% 6 0%64 la5kd?$$Ifl ֈ\& 8T% 6 0%64 la $Ifgd'AIJMg5kd@$$Ifl ֈ\& 8T% 6 0%64 la $Ifgd'3kdA$$Ifl4 ֈ\& 8T%` 6 0%64 la $Ifgd' $Ifgd'<3333 $Ifgd'kdB$$Ifl4 ֈ\& 8T%  6 0%64 la&'*B3kdC$$Ifl4 ֈ\& 8T%  6 0%64 la $Ifgd'BDGUfgj5kdD$$Ifl ֈ\& 8T% 6 0%64 la $Ifgd'j5kdE$$Ifl ֈ\& 8T% 6 0%64 la $Ifgd'  $Ifgd'18;R>55555 $Ifgd'kdF$$Ifl ֈ\& 8T% 6 0%64 laRVWZgux5kdwG$$Ifl ֈ\& 8T% 6 0%64 la $Ifgd'x5kdhH$$Ifl ֈ\& 8T% 6 0%64 la $Ifgd' 5kdYI$$Ifl ֈ\& 8T% 6 0%64 la $Ifgd'!$HLMP5kdJJ$$Ifl ֈ\& 8T% 6 0%64 la $Ifgd'Pbfghij5kd;K$$Ifl ֈ\& 8T% 6 0%64 la $Ifgd'jkl,-0d^`0gd,$0d^`0a$gd,$0^`0a$gd,$0d^`0a$gd,$a$gdP*+,-wx;;;ͥ昃th\MAhWCJaJmH sH h,hT3,CJaJmH sH hT3,CJaJmH sH hDCJaJmH sH h,hWCJaJmH sH (h,hWCJOJQJ^JaJmH sH h,hWCJPJaJh,CJPJ^JaJhD5CJPJ\aJhW5CJPJ\^JaJhWCJPJ^JaJh,5CJPJ\aJhMh,5CJPJ\aJh,CJPJaJuv|AMNQqr 58=IQи蟓shaYQYQYhe|CJaJhDCJaJ hD5\hD5CJ\aJhe|5>*CJ\aJmH sH hW5>*CJ\aJmH sH hWCJaJmH sH hT3,CJaJmH sH hW>*CJaJmH sH hMCJaJmH sH h% CJaJmH sH h8CJaJmH sH hDCJaJmH sH hWCJaJmH sH hvwCJaJmH sH tu5678 $$Ifa$gd$^`a$gde|$vdh^v`a$gdD$0dh^`0a$gdD $Ifgdckd,L$$Ifl4%%0%64 laf4 "@77777 $IfgdkdL$$Iflֈ\& 8T% 6 0%64 la#$W^_`abvw&'ST8;=>34wxdeefhW5CJPJ\^JaJhWCJPJ^JaJhe|CJaJh[hDCJaJhe|CJOJQJ^JaJ h[hDCJOJQJ^JaJhDCJaJhDB"#$&;@A7kdM$$Iflֈ\& 8T% 6 0%64 la $IfgdADWabd4kdN$$Ifl4ֈ\& 8T% `6 0%64 laf4 $Ifgddt $Ifgd=4444 $IfgdkdO$$Ifl4ֈ\& 8T%  6 0%64 laf44kdP$$Ifl4ֈ\& 8T%  6 0%64 laf4 $Ifgd & $Ifgd&')256=4444 $IfgdkdQ$$Ifl4ֈ\& 8T% `6 0%64 laf46JSTVn4kdwR$$Ifl4ֈ\& 8T%  6 0%64 laf4 $Ifgdnz{4kdoS$$Ifl4ֈ\& 8T%  6 0%64 laf4 $Ifgd $Ifgd!8@77777 $IfgdkdgT$$Iflֈ\& 8T% 6 0%64 la8=>AWjm7kdTU$$Iflֈ\& 8T% 6 0%64 la $Ifgdm7kdAV$$Iflֈ\& 8T% 6 0%64 la $Ifgd 4kd.W$$Ifl4ֈ\& 8T%` 6 0%64 laf4 $Ifgd *3 $Ifgd345IKN=4444 $Ifgdkd&X$$Ifl4ֈ\& 8T%  6 0%64 laf4Nnwx{4kdY$$Ifl4ֈ\& 8T%  6 0%64 laf4 $Ifgd7kdZ$$Iflֈ\& 8T% 6 0%64 la $Ifgd7kd [$$Iflֈ\& 8T% 6 0%64 la $Ifgd *03[d $Ifgddeh@77777 $Ifgdkd[$$Iflֈ\& 8T% 6 0%64 la7kd\$$Iflֈ\& 8T% 6 0%64 la $Ifgd$7kd]$$Iflֈ\& 8T% 6 0%64 la $Ifgd$'Tefiw7kd^$$Iflֈ\& 8T% 6 0%64 la $Ifgdw7kd_$$Iflֈ\& 8T% 6 0%64 la $Ifgd7kd`$$Iflֈ\& 8T% 6 0%64 la $Ifgd (;>?Bvw+-/BC2347DӼӋym^hvhWCJaJmH sH hWCJaJmH sH "hWCJOJQJ^JaJmH sH hWCJPJaJhn3XCJPJaJhq_5CJPJ\aJhT3,hT3,5CJPJ\aJhT3,CJPJaJhD5CJPJ\aJhDCJPJaJhWCJaJhW5CJPJ\^JaJhWCJPJ^JaJ!vw,-./C4<=-.$|^`|a$gdP 0^`0gdP $^a$gdn3X $^a$gdq_$0^`0a$gdq_$0^`0a$gdPDE{#!"JLNOP[   Ǹǡ塉znbhWCJaJmH sH hq_CJaJmH sH hq_hq_CJaJmH sH h CJaJmH sH h.CJaJmH sH hX1CJaJmH sH  hLhq_hq_hvh9CJaJmH sH hvhT3,CJaJmH sH hvhq_CJaJmH sH hvhWCJaJmH sH hq_CJaJmH sH &.  #$%$ )-|^`|a$gdP$0^`0a$gdP $^a$gdUc$a$gdq_$|^`|a$gdP $^a$gdq_$0^`0a$gdq_"#$%)*-?A        ˿~rfVI9VrhLyhLy5CJPJ\aJhLy5CJPJ\aJhT3,hLy5CJPJ\aJhCJaJmH sH h%&QCJaJmH sH hvCJaJmH sH hW5>*CJ\aJmH sH hW>*CJaJmH sH hq_CJaJmH sH h9CJaJmH sH hWCJaJmH sH hUcCJaJmH sH hT3,hUc5CJPJ\aJhUc5CJPJ\aJh.CJaJmH sH TU = >         Y Z        $0^`0a$gdLy$0^`0a$gdP M mzE#G#%H%K%O%%&&rehW>*CJaJmH sH hW5CJ\aJmH sH hSCJaJmH sH h~CJaJmH sH h.gUCJaJmH sH hICJaJmH sH hDCJaJmH sH hW5>*CJ\aJmH sH hgCJaJmH sH hLyhLyCJaJmH sH hLyCJaJmH sH hWCJaJmH sH $w=><=02L $^a$gdP$0^`0a$gdPg|]^D#E#F#G#%%K%%%&$|^`|a$gdP $^a$gdP$0dh^`0a$gdP$0^`0a$gdP&&&*&Z'q'r'**+*G*H*R+S+8.rr$ ^` a$gdP $^a$gdP$0^`0a$gdP$ Z^a$gdP$^`a$gdP$a$gdP$ (#d^a$gdP$ (# ^` a$gdP$ (#^a$gdP &&&(&*&Z'`'p'q'''4*F***[+\+----8.9...//=2?2f2222ͼͼͪͼ͜ͼͼ͎̀ͼoaSahtCJKHaJmH sH hWCJKHaJmH sH  hW5CJKH\aJmH sH hZRCJKHaJmH sH h>~CJKHaJmH sH hN5CJKHaJmH sH #hW5>*CJKH\aJmH sH  hW5CJKH\aJmH sH hWCJKHaJmH sH hW>*CJaJmH sH hWCJaJmH sH hnCJaJmH sH  8.9..../011=2?2f22}h$0d^`0a$gdP $dxa$gdP$ "0^`0a$gdP$ ^` a$gdp$ ^a$gdP$ o^`oa$gdP $^a$gdZR$ ^` a$gd>~$^`a$gdP 22444455O6Q6f6667778888899; > >5CCFF&G'GGӶӉӶ}pdXhJ+CJaJmH sH hk$CJaJmH sH hW>*CJaJmH sH hoBCJaJmH sH h >'CJKHaJmH sH hW5>*CJ\aJmH sH hW5CJ\aJmH sH hWCJaJmH sH  hW5CJKH\aJmH sH hWCJKHaJmH sH hWCJKHaJmH sH  hW5CJKH\aJmH sH  2-45f66677 8 8888$ !0^`0a$gdP$a$gdP $ Za$gdP $ a$gdP$hh^h`ha$gdP $^a$gdP$0d^`0a$gdP$d^a$gdt 899;Y<== > >>>+A,A0C1CCC$ !;^`;a$gdP$ !^a$gdP$ !0^`0a$gdP$ !0^`0a$gdP$ !0d^`0a$gdPCF'GG5HBICIoIpIINNp^ )^`gdT$ )^a$gdT )^`gdP );^`;gdP$a$gdP$ !0^`0a$gdP$ !^a$gdN5$ & F$ !a$gdN5$ !^a$gd~~$ & F% !a$gdk$ GGCIIImIoIpILL/MbMOOOOOOPPPPPRR/R0RRRRRRRRSTZT[TbTtTuT٤٠ّقueق٤٠٠ق٤hT3,h~~5CJPJ\aJh~~5CJPJ\aJh8I5CJ\aJmH sH ho]5CJ\aJmH sH hWhW5>*CJ\aJmH sH ho]CJaJmH sH huCJaJmH sH hW>*CJaJmH sH hW5CJ\aJmH sH hWCJaJmH sH hN5CJaJmH sH 'N_OOOPPPPPPuub )$If`gdP$ )-a$gdP$ & F TO)0^`0a$gdT$ )0^`0a$gdT$ O)0^`0a$gdT )^`gdT ^`gdo]$^`a$gdT PPQQQQ-Skdb$$IfTl0 wxk4 layto]T )$If`gdPSkda$$IfTl0 wxk4 layto]T )$If^`gdPQQFQGQIQ\QSkdb$$IfTl0 wxk4 layto]T )$If^`gdP )$If`gdP\Q]Q_QQQQ-Skdvc$$IfTl0 wxk4 layto]T )$If^`gdP )$If`gdPSkdb$$IfTl0 wxk4 layto]TQQQQQQ-Skdld$$IfTl0 wxk4 layto]T )$If`gdPSkdc$$IfTl0 wxk4 layto]T )$If^`gdPQQQQQRSkdd$$IfTl0 wxk4 layto]T )$If^`gdP )$If`gdPRRR0RRRRRRRtbU $If]gdP$ )$Ifa$gdP$ )0^`0a$gdP$0^`0a$gd~~ )h^h`gdPSkdbe$$IfTl0 wxk4 layto]T RRRRSS`kde$$IfTlF$ 06    4 layto]T$ )$Ifa$gdPSSS S&Sr```$ )$Ifa$gdPkdf$$IfTlF$ 06    4 layto]T&S'S)SBSHSr```$ )$Ifa$gdPkdGg$$IfTlF$ 06    4 layto]THSISKScSgSr```$ )$Ifa$gdPkdg$$IfTlF$ 06    4 layto]TgShSjSSSr```$ )$Ifa$gdPkdh$$IfTlF$ 06    4 layto]TSSSSSr```$ )$Ifa$gdPkdfi$$IfTlF$ 06    4 layto]TSSSSSSTTr]]]K>K $If]gdP$ )$Ifa$gdP$ )0^`0a$gdPkdj$$IfTlF$ 06    4 layto]TTTT1T6Tvddd$ )$Ifa$gdPkdj$$IflF * 06    4 laJyto]6T7T9TRTYTvddd$ )$Ifa$gdPkdk$$IflF * 06    4 laJyto]YTZT[TtTuTqUvaOO>$ )^a$gdP )h^h`gdP$ )0^`0a$gdPkd*CJ\aJmH sH hW5CJ\aJmH sH ho]CJaJmH sH h9nCJaJmH sH h~~CJaJmH sH hW>*CJaJmH sH hWCJaJmH sH .qUUUVWVXVjVVVWxWWWWX%X&XXXXX )^`gdP )0^`0gdP$^`a$gdP $;^;a$gdP )0^`0gdPXXY Y'Y(Y7Y8Y9YMYNYOYYYZZEZFZ$ )`a$gdP ]gdP$ )0`0a$gdP $ )a$gdP$ )h^h`a$gdP )h^h`gdPFZ\\]]R^S^b^c^`dbxby$0^`0a$gd#Kf$ )0^`0a$gdP$ )^a$gd#Kf$ )^a$gdP$ )|^`|a$gdP$ )0^`0a$gdP$ )0^`0a$gdP xbybbbbbbbw$ )0$If]`0a$gd )6$If]^6`gd$ )p$If]p`a$gd$ )-a$gdP$ )-a$gdP$ )0dh^`0a$gdPbbbbb c cCcDcmcncocpccccccccccccccccddd'd(dAdBdcdddxdydddddddddee$e%eDeEeVeWeueveeeeeeeeeeeԴԴԨԨh&CJaJmH sH hC+CJaJmH sH h5q&CJaJmH sH hK[`CJaJhK[`CJaJmH sH hW5CJ\aJmH sH hK[`5>*CJ\aJmH sH Bbbbbb clY )$If]gd$ ){L$If^{`La$gd$1$7$8$H$Ifgdikdl$$IfTl4 F"N    44 laT c cc!c)c2chQ77$ ){L$If^{`La$gd )$If]`gd$ )\$If]\`a$gd|kdm$$IfTl4 \l"Nps44 laT2c:cCcDcFckciO8 )$If]`gd$ )\$If]\`a$gd{kd2n$$IfTl \l"Nps44 laT$ |)$If]^a$gdkcmcocpcrcO5$ )\$If]\`a$gd{kdn$$IfTl \l"Nps44 laT$ |)$If]^a$gd$ ){L$If^{`La$gdrc}cccc8{kdno$$IfTl \l"Nps44 laT$ |)$If]^a$gd$ ){L$If^{`La$gd )$If]`gdccccc$ |)$If]^a$gd$ ){L$If^{`La$gd )$If]`gd$ )\$If]\`a$gdcccccjS9$ ){L$If^{`La$gd )$If]`gd$ )\$If]\`a$gd{kd p$$IfTl \l"Nps44 laTccccciO8 )$If]`gd$ )\$If]\`a$gd{kdp$$IfTl \l"Nps44 laT$ |)$If]^a$gdcccccO5$ )\$If]\`a$gd{kdHq$$IfTl \l"Nps44 laT$ |)$If]^a$gd$ ){L$If^{`La$gdccccc8{kdq$$IfTl \l"Nps44 laT$ |)$If]^a$gd$ ){L$If^{`La$gd )$If]`gdcccdd$ |)$If]^a$gd$ ){L$If^{`La$gd )$If]`gd$ )\$If]\`a$gdddd#d%djS9$ ){L$If^{`La$gd )$If]`gd$ )\$If]\`a$gd{kdr$$IfTl \l"Nps44 laT%d'd(d+d=diO8 )$If]`gd$ )\$If]\`a$gd{kd"s$$IfTl \l"Nps44 laT$ |)$If]^a$gd=d?dAdBdEdO5$ )\$If]\`a$gd{kds$$IfTl \l"Nps44 laT$ |)$If]^a$gd$ ){L$If^{`La$gdEd_dadcddd8{kd^t$$IfTl \l"Nps44 laT$ |)$If]^a$gd$ ){L$If^{`La$gd )$If]`gdddgdtdvdxd$ |)$If]^a$gd$ ){L$If^{`La$gd )$If]`gd$ )\$If]\`a$gdxdyd|dddjS9$ ){L$If^{`La$gd )$If]`gd$ )\$If]\`a$gd{kdt$$IfTl \l"Nps44 laTdddddiO8 )$If]`gd$ )\$If]\`a$gd{kdu$$IfTl \l"Nps44 laT$ |)$If]^a$gddddddO5$ )\$If]\`a$gd{kd8v$$IfTl \l"Nps44 laT$ |)$If]^a$gd$ ){L$If^{`La$gdddddd8{kdv$$IfTl \l"Nps44 laT$ |)$If]^a$gd$ ){L$If^{`La$gd )$If]`gdddddd$ |)$If]^a$gd$ ){L$If^{`La$gd )$If]`gd$ )\$If]\`a$gddde eejS9$ ){L$If^{`La$gd )$If]`gd$ )\$If]\`a$gd{kdtw$$IfTl \l"Nps44 laTeeee eiO8 )$If]`gd$ )\$If]\`a$gd{kdx$$IfTl \l"Nps44 laT$ |)$If]^a$gd e"e$e%e(eO5$ )\$If]\`a$gd{kdx$$IfTl \l"Nps44 laT$ |)$If]^a$gd$ ){L$If^{`La$gd(e@eBeDeEe8{kdNy$$IfTl \l"Nps44 laT$ |)$If]^a$gd$ ){L$If^{`La$gd )$If]`gdEeHeReTeVe$ |)$If]^a$gd$ ){L$If^{`La$gd )$If]`gd$ )\$If]\`a$gdVeWeZeqesejS9$ ){L$If^{`La$gd )$If]`gd$ )\$If]\`a$gd{kdy$$IfTl \l"Nps44 laTseueveyeeiO8 )$If]`gd$ )\$If]\`a$gd{kdz$$IfTl \l"Nps44 laT$ |)$If]^a$gdeeeeeO5$ )\$If]\`a$gd{kd({$$IfTl \l"Nps44 laT$ |)$If]^a$gd$ ){L$If^{`La$gdeeeee8{kd{$$IfTl \l"Nps44 laT$ |)$If]^a$gd$ ){L$If^{`La$gd )$If]`gdeeeee$ |)$If]^a$gd$ ){L$If^{`La$gd )$If]`gd$ )\$If]\`a$gdeeeeejS9$ ){L$If^{`La$gd )$If]`gd$ )\$If]\`a$gd{kdd|$$IfTl \l"Nps44 laTeeeeeiO8 )$If]`gd$ )\$If]\`a$gd5q&{kd}$$IfTl \l"Nps44 laT$ |)$If]^a$gdeeeeefffffffff$f%f&fffffffff3g8gFgJgWg[gggggggggghhhȹȹȹȹyyyȹqjh5 U"hW56CJ\]aJmH sH hW5>*CJ\aJmH sH hK[`5CJ\aJmH sH h&5CJ\aJmH sH hW5CJ\aJmH sH hWCJaJmH sH h&CJaJmH sH h5q&CJaJmH sH hK[`CJaJhK[`CJaJmH sH *eefffO5$ )\$If]\`a$gd5q&{kd}$$IfTl \l"Nps44 laT$ |)$If]^a$gd$ ){L$If^{`La$gdfffff8{kd>~$$IfTl \l"Nps44 laT$ |)$If]^a$gd$ ){L$If^{`La$gd )$If]`gdff f"f$f$ |)$If]^a$gd$ ){L$If^{`La$gd )$If]`gd$ )\$If]\`a$gd$f%f&fffffffm^Immmm$ )^`a$gdP$ )-a$gdP$ )-|^`|a$gdP{kd~$$IfTl \l"Nps44 laTfffff6g8gGgHgIgJgWgXgYggggggggg$ )-^a$gdP$ )-a$gdP$ )-a$gdP$ )-|^`|a$gdPggggg[hhhhhhhhhhhhh>i?i@i$a$gd;`&` fgdP fgdP fgdP !gdP$ )-a$gdPhhhhhhhhh>i?i@i.j/j0j1jjjjjjkkkkkhW5CJ\aJmH sH hWhW5CJ\aJhiUh;`5CJ\aJhWCJaJh;`hW0J^Jjh5 Uh5 @ii.j/j0j1jjj kkkkkk$ )-a$gdPgd;` > 00P:p^I/ =!"#$% Dp$$If!vh5 505(#v #v0#v(:V l ,5 505(/ 4a$$If!vh5 505(#v #v0#v(:V l ,5 505(/ 4a$$If!vh5 505(#v #v0#v(:V l ,5 505(/ 4a$$If!vh5 505(#v #v0#v(:V l ,5 505(/ 4a$$If !vh5v5 5855#vv#v #v8#v#v:V l<,5v5 5855/ 4a $$If !vh5v5 5855#vv#v #v8#v#v:V l<,5v5 5855/ 4a $$If !vh5v5 5855#vv#v #v8#v#v:V l<,5v5 5855/ 4a v$$If !vh55% #v#v% :V l,55% / 4a v$$If !vh55% #v#v% :V l,55% / 4a v$$If !vh55% #v#v% :V l,55% / 4a $$If!vh5555585`5.#v#v#v#v#v8#v`#v.:V l$5555585`5./ 4a$$If!vh5555585`5.#v#v#v#v#v8#v`#v.:V l$5555585`5./ 4a$$If!vh5555585`5.#v#v#v#v#v8#v`#v.:V l$5555585`5./ 4a$$If!vh5555585`5.#v#v#v#v#v8#v`#v.:V l$5555585`5./ 4a$$If!vh5555585`5.#v#v#v#v#v8#v`#v.:V l$5555585`5./ 4a$$If!vh5555585`5.#v#v#v#v#v8#v`#v.:V l$5555585`5./ 4a$$If!vh5555585`5.#v#v#v#v#v8#v`#v.:V l$5555585`5./ 4a$$If!vh5555585`5.#v#v#v#v#v8#v`#v.:V l$5555585`5./ 4a$$If!vh5555585`5.#v#v#v#v#v8#v`#v.:V l$5555585`5./ 4a$$If!vh5555585`5.#v#v#v#v#v8#v`#v.:V l$5555585`5./ 4aytX$$If!vh5555585`5.#v#v#v#v#v8#v`#v.:V l$5555585`5./ 4aytX$$If!vh5555585`5.#v#v#v#v#v8#v`#v.:V l$5555585`5./ 4aytX$$If!vh5555585`5.#v#v#v#v#v8#v`#v.:V l$5555585`5./ 4aytX$$If!vh5555F55`5.#v#v#v#vF#v#v`#v.:V l$5555F55`5./ 4a$$If!vh5555F55`5.#v#v#v#vF#v#v`#v.:V l$5555F55`5./ 4a$$If!vh5555F55`5.#v#v#v#vF#v#v`#v.:V l$5555F55`5./ 4a$$If!vh5555F55`5.#v#v#v#vF#v#v`#v.:V l$5555F55`5./ 4a$$If!vh5555F55`5.#v#v#v#vF#v#v`#v.:V l$5555F55`5./ 4a$$If!vh5n5 5 555#vn#v #v #v#v#v:V l#,5n5 5 555/ 4a$$If!vh5n5 5 555#vn#v #v #v#v#v:V l#,5n5 5 555/ 4a$$If!vh55555"5F5#v#v#v#v#v"#vF#v:V l 6*%55555"5F5/ 4$$If!vh55555"5F5#v#v#v#v#v"#vF#v:V l 6*%55555"5F5/ 4$$If!vh555855F55#v#v#v8#v#vF#v#v:V l 6>$555855F55/ 4$$If!vh555855F55#v#v#v8#v#vF#v#v:V l 6>$555855F55/ 4$$If!vh555855F55#v#v#v8#v#vF#v#v:V l 6>$555855F55/ 4$$If!vh55T5#v#vT#v:V l !55T5/ 4a$$If!vh55T5#v#vT#v:V l !55T5/ 4a$$If=!vh55`#v#v`:V l 0"6,55`a=$$If=!vh55`#v#v`:V l 0"6,55`a=$$If=!vh55`#v#v`:V l 0"6,55`a=$$If=!vh55`#v#v`:V l 0"6,55`a=$$If=!vh55`#v#v`:V l 0"6,55`a=$$If=!vh55`#v#v`:V l 0"6,55`a=$$If=!vh55`#v#v`:V l 0"6,55`a=$$If!vh5%#v%:V l40%65%4f4$$If!vh55 5556 5#v#v #v#v#v6 #v:V l0%655 5556 54$$If!vh55 5556 5#v#v #v#v#v6 #v:V l0%655 5556 54$$If!vh55 5556 5#v#v #v#v#v6 #v:V l40%6+55 5556 54f4$$If!vh55 5556 5#v#v #v#v#v6 #v:V l40%6+55 5556 54f4$$If!vh55 5556 5#v#v #v#v#v6 #v:V l40%6+55 5556 54f4$$If!vh55 5556 5#v#v #v#v#v6 #v:V l40%6+55 5556 54f4$$If!vh55 5556 5#v#v #v#v#v6 #v:V l40%6+55 5556 54f4$$If!vh55 5556 5#v#v #v#v#v6 #v:V l40%6+55 5556 54f4$$If!vh55 5556 5#v#v #v#v#v6 #v:V l0%655 5556 54$$If!vh55 5556 5#v#v #v#v#v6 #v:V l0%655 5556 54$$If!vh55 5556 5#v#v #v#v#v6 #v:V l0%655 5556 54$$If!vh55 5556 5#v#v #v#v#v6 #v:V l40%6+55 5556 54f4$$If!vh55 5556 5#v#v #v#v#v6 #v:V l40%6+55 5556 54f4$$If!vh55 5556 5#v#v #v#v#v6 #v:V l40%6+55 5556 54f4$$If!vh55 5556 5#v#v #v#v#v6 #v:V l0%655 5556 54$$If!vh55 5556 5#v#v #v#v#v6 #v:V l0%655 5556 54$$If!vh55 5556 5#v#v #v#v#v6 #v:V l0%655 5556 54$$If!vh55 5556 5#v#v #v#v#v6 #v:V l0%655 5556 54$$If!vh55 5556 5#v#v #v#v#v6 #v:V l0%655 5556 54$$If!vh55 5556 5#v#v #v#v#v6 #v:V l0%655 5556 54$$If!vh55 5556 5#v#v #v#v#v6 #v:V l0%655 5556 54$$If!vh55 5556 5#v#v #v#v#v6 #v:V l0%655 5556 54$$If!vh5%#v%:V l 0%65%4$$If!vh55 5556 5#v#v #v#v#v6 #v:V l 0%655 5556 54$$If!vh55 5556 5#v#v #v#v#v6 #v:V l 0%655 5556 54$$If!vh55 5556 5#v#v #v#v#v6 #v:V l4 0%6+,55 5556 54$$If!vh55 5556 5#v#v #v#v#v6 #v:V l4 0%6+,55 5556 54$$If!vh55 5556 5#v#v #v#v#v6 #v:V l4 0%6+55 5556 54$$If!vh55 5556 5#v#v #v#v#v6 #v:V l4 0%6+55 5556 54$$If!vh55 5556 5#v#v #v#v#v6 #v:V l4 0%6+55 5556 54$$If!vh55 5556 5#v#v #v#v#v6 #v:V l4 0%6+55 5556 54$$If!vh55 5556 5#v#v #v#v#v6 #v:V l 0%655 5556 54$$If!vh55 5556 5#v#v #v#v#v6 #v:V l 0%655 5556 54$$If!vh55 5556 5#v#v #v#v#v6 #v:V l 0%655 5556 54$$If!vh55 5556 5#v#v #v#v#v6 #v:V l4 0%6+55 5556 54$$If!vh55 5556 5#v#v #v#v#v6 #v:V l4 0%6+55 5556 54$$If!vh55 5556 5#v#v #v#v#v6 #v:V l4 0%6+55 5556 54$$If!vh55 5556 5#v#v #v#v#v6 #v:V l 0%6,55 5556 54$$If!vh55 5556 5#v#v #v#v#v6 #v:V l 0%6,55 5556 54$$If!vh55 5556 5#v#v #v#v#v6 #v:V l 0%655 5556 54$$If!vh55 5556 5#v#v #v#v#v6 #v:V l 0%655 5556 54$$If!vh55 5556 5#v#v #v#v#v6 #v:V l 0%655 5556 54$$If!vh55 5556 5#v#v #v#v#v6 #v:V l 0%655 5556 54$$If!vh55 5556 5#v#v #v#v#v6 #v:V l 0%655 5556 54$$If!vh55 5556 5#v#v #v#v#v6 #v:V l 0%655 5556 54$$If!vh5%#v%:V l40%65%4f4$$If!vh55 5556 5#v#v #v#v#v6 #v:V l0%655 5556 54$$If!vh55 5556 5#v#v #v#v#v6 #v:V l0%655 5556 54$$If!vh55 5556 5#v#v #v#v#v6 #v:V l40%6+,55 5556 54f4$$If!vh55 5556 5#v#v #v#v#v6 #v:V l40%6+,55 5556 54f4$$If!vh55 5556 5#v#v #v#v#v6 #v:V l40%6+55 5556 54f4$$If!vh55 5556 5#v#v #v#v#v6 #v:V l40%6+55 5556 54f4$$If!vh55 5556 5#v#v #v#v#v6 #v:V l40%6+55 5556 54f4$$If!vh55 5556 5#v#v #v#v#v6 #v:V l40%6+55 5556 54f4$$If!vh55 5556 5#v#v #v#v#v6 #v:V l0%655 5556 54$$If!vh55 5556 5#v#v #v#v#v6 #v:V l0%655 5556 54$$If!vh55 5556 5#v#v #v#v#v6 #v:V l0%655 5556 54$$If!vh55 5556 5#v#v #v#v#v6 #v:V l40%6+55 5556 54f4$$If!vh55 5556 5#v#v #v#v#v6 #v:V l40%6+55 5556 54f4$$If!vh55 5556 5#v#v #v#v#v6 #v:V l40%6+55 5556 54f4$$If!vh55 5556 5#v#v #v#v#v6 #v:V l0%6,55 5556 54$$If!vh55 5556 5#v#v #v#v#v6 #v:V l0%6,55 5556 54$$If!vh55 5556 5#v#v #v#v#v6 #v:V l0%655 5556 54$$If!vh55 5556 5#v#v #v#v#v6 #v:V l0%655 5556 54$$If!vh55 5556 5#v#v #v#v#v6 #v:V l0%655 5556 54$$If!vh55 5556 5#v#v #v#v#v6 #v:V l0%655 5556 54$$If!vh55 5556 5#v#v #v#v#v6 #v:V l0%655 5556 54$$If!vh55 5556 5#v#v #v#v#v6 #v:V l0%655 5556 54y$$If!vh5x5k#vx#vk:V l5x5k/ 4yto]Ty$$If!vh5x5k#vx#vk:V l5x5k/ 4yto]Ty$$If!vh5x5k#vx#vk:V l5x5k/ 4yto]Ty$$If!vh5x5k#vx#vk:V l5x5k/ 4yto]Ty$$If!vh5x5k#vx#vk:V l5x5k/ 4yto]Ty$$If!vh5x5k#vx#vk:V l5x5k/ 4yto]Ty$$If!vh5x5k#vx#vk:V l5x5k/ 4yto]Ty$$If!vh5x5k#vx#vk:V l5x5k/ 4yto]Ty$$If!vh5x5k#vx#vk:V l5x5k/ 4yto]T$$If!vh5$55 #v$#v#v :V l065$55 4yto]T$$If!vh5$55 #v$#v#v :V l065$55 4yto]T$$If!vh5$55 #v$#v#v :V l065$55 4yto]T$$If!vh5$55 #v$#v#v :V l065$55 4yto]T$$If!vh5$55 #v$#v#v :V l065$55 4yto]T$$If!vh5$55 #v$#v#v :V l065$55 4yto]T$$If!vh5$55 #v$#v#v :V l065$55 4yto]T$$IfJ!vh5*55 #v*#v#v :V l065*55 4aJyto]$$IfJ!vh5*55 #v*#v#v :V l065*55 4aJyto]$$IfJ!vh5*55 #v*#v#v :V l065*55 4aJyto]$$If!vh5N55#vN#v#v:V l4 ++,5N55/ T$$If!vh5N55p5s#vN#v#vp#vs:V l4 ++,5N55p5s/ T$$If!vh5N55p5s#vN#v#vp#vs:V l ,5N55p5s/ T$$If!vh5N55p5s#vN#v#vp#vs:V l ,5N55p5s/ T$$If!vh5N55p5s#vN#v#vp#vs:V l ,5N55p5s/ T$$If!vh5N55p5s#vN#v#vp#vs:V l ,5N55p5s/ T$$If!vh5N55p5s#vN#v#vp#vs:V l ,5N55p5s/ T$$If!vh5N55p5s#vN#v#vp#vs:V l ,5N55p5s/ T$$If!vh5N55p5s#vN#v#vp#vs:V l ,5N55p5s/ T$$If!vh5N55p5s#vN#v#vp#vs:V l ,5N55p5s/ T$$If!vh5N55p5s#vN#v#vp#vs:V l ,5N55p5s/ T$$If!vh5N55p5s#vN#v#vp#vs:V l ,5N55p5s/ T$$If!vh5N55p5s#vN#v#vp#vs:V l ,5N55p5s/ T$$If!vh5N55p5s#vN#v#vp#vs:V l ,5N55p5s/ T$$If!vh5N55p5s#vN#v#vp#vs:V l ,5N55p5s/ T$$If!vh5N55p5s#vN#v#vp#vs:V l ,5N55p5s/ T$$If!vh5N55p5s#vN#v#vp#vs:V l ,5N55p5s/ T$$If!vh5N55p5s#vN#v#vp#vs:V l ,5N55p5s/ T$$If!vh5N55p5s#vN#v#vp#vs:V l ,5N55p5s/ T$$If!vh5N55p5s#vN#v#vp#vs:V l ,5N55p5s/ T$$If!vh5N55p5s#vN#v#vp#vs:V l ,5N55p5s/ T$$If!vh5N55p5s#vN#v#vp#vs:V l ,5N55p5s/ T$$If!vh5N55p5s#vN#v#vp#vs:V l ,5N55p5s/ T$$If!vh5N55p5s#vN#v#vp#vs:V l ,5N55p5s/ T$$If!vh5N55p5s#vN#v#vp#vs:V l ,5N55p5s/ T$$If!vh5N55p5s#vN#v#vp#vs:V l ,5N55p5s/ T$$If!vh5N55p5s#vN#v#vp#vs:V l ,5N55p5s/ T$$If!vh5N55p5s#vN#v#vp#vs:V l ,5N55p5s/ T$$If!vh5N55p5s#vN#v#vp#vs:V l ,5N55p5s/ T$$If!vh5N55p5s#vN#v#vp#vs:V l ,5N55p5s/ T^# 666666666vvvvvvvvv666666>6666666666666666666666666666666666666666666666666hH6666666666666666666666666666666666666666666666666666666666666666662 0@P`p2( 0@P`p 0@P`p 0@P`p 0@P`p 0@P`p 0@P`p8XV~_H9mH nH sH tH P`P Normal1$7$8$H$CJ^J_H9aJmH sH tH 2@2 0 Heading 1@&2@2 0 Heading 2@&2@2 0 Heading 3@&2@2 0 Heading 4@&d@d 0 Heading 5!$$ )H@&]Ha$5CJ\aJmH sH Z@Z 0 Heading 6$0@&]0^5CJ\aJmH sH h@h 0 Heading 7!$$ p#0@&]0a$5CJKH\aJmH sH ff 0 Heading 8#$ )@&]`5CJ\aJmH sH DA`D 0Default Paragraph FontRi@R 0 Table Normal4 l4a (k ( 0No List b/b Heading 1 Char.5CJKH OJ PJQJ \^JaJmH sH tH d/d Heading 2 Char056CJOJ PJQJ \]^JaJmH sH tH ^/^ Heading 3 Char*5CJOJ PJQJ \^JaJmH sH tH ^/!^ Heading 4 Char*5CJOJ PJQJ \^JaJmH sH tH d/1d Heading 5 Char056CJOJ PJQJ \]^JaJmH sH tH V/AV Heading 6 Char"5OJ PJQJ \^JmH sH tH X/QX Heading 7 Char$CJOJ PJQJ ^JaJmH sH tH ^/a^ Heading 8 Char*6CJOJ PJQJ ]^JaJmH sH tH 4@r4 0Header  !F/F 0 Header CharCJ^JaJmH sH tH 4 @4 0Footer  !F/F 0 Footer CharCJ^JaJmH sH tH 2)@2 0 Page Number^JbZ@b 0 Plain Text$1$7$8$H$a$ CJKHOJQJ^JaJmH sH V/V 0Plain Text Char CJOJQJ^JaJmH sH tH fR@f 0Body Text Indent 2$h1$7$8$H$^ha$ OJQJ^J^/^ 0Body Text Indent 2 CharCJ^JaJmH sH tH jT@j 0 Block Text+ $ )0]0^`a$CJaJmH sH DD "60 Balloon Text!CJOJ QJ aJZ/!Z !60Balloon Text Char CJOJ QJ ^JaJmH sH tH PK![Content_Types].xmlj0Eжr(΢Iw},-j4 wP-t#bΙ{UTU^hd}㨫)*1P' ^W0)T9<l#$yi};~@(Hu* Dנz/0ǰ $ X3aZ,D0j~3߶b~i>3\`?/[G\!-Rk.sԻ..a濭?PK!֧6 _rels/.relsj0 }Q%v/C/}(h"O = C?hv=Ʌ%[xp{۵_Pѣ<1H0ORBdJE4b$q_6LR7`0̞O,En7Lib/SeеPK!kytheme/theme/themeManager.xml M @}w7c(EbˮCAǠҟ7՛K Y, e.|,H,lxɴIsQ}#Ր ֵ+!,^$j=GW)E+& 8PK!0C)theme/theme/theme1.xmlYOo6w toc'vuر-MniP@I}úama[إ4:lЯGRX^6؊>$ !)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 +_rels/.relsPK-!kytheme/theme/themeManager.xmlPK-!0C)theme/theme/theme1.xmlPK-! ѐ' theme/theme/_rels/themeManager.xml.relsPK] 4b  wwh }k *5EQW8]Zcrgu(#D &2GuTbehk  38:?YZ^y{} v U)qs#tvoAL&f%^% (O,/4;CGOQTW[t_n`5bfkrwo}ׄՅzժs x/Ǵ CjʵڵJܶ\*S9h<W0 KOvVBjRxPj"Ad&6n8m 3Nd$w.&8.28CNPQ\QQQRRS&SHSgSSST6TYTqUXFZxbb c2ckcrcccccccd%d=dEdddxdddddde e(eEeVeseeeeeeeff$ffg@ik    !"#$%&'()*+,-./01245679;<=>@ABCDEFGHIJKLMNOPQRSTUVWX[\]_`abcdefghijklmnopqrstuvwxz|~8@0(  B S  ?ff!V4}nQ.lurGu!fU6~(fO. 6^4fUPw'$(+)J+oA+C+,)0,T3,m0O1X1y2N5T89 <=E;>alC=F~KF=H8I^IuMbM27N%&Q%RsSxS.gUiUXn3X[MB[o]Oo^;`K[`Ce#Kfgiw1orkrf uv~G7Ju% &/f}g9':[zTA~~HkrL^MzX ^&[uq&lSi/0ygYD!f;nN Uc89n}m@He|(DkS3~,L+'oBWI@pV8M2hMR]/K[]rG&1.0U&6SD kq_s_@(4bP@P P@Unknown G*Ax Times New Roman5Symbol3. *Cx Arial;Wingdings7.[ @Verdana?= *Cx Courier NewK,Bookman Old StyleQ5 jMS Mincho?l?r ??fc5Mangal7@Cambria7.@ Calibri5. .[`)TahomaA$BCambria Math"h  :'t4*&}t4*&}!xx^^2$P^I2! xxSOUTH WESTERN RAILWAYSWR RULES SECTION                         Oh+'0\    $ 0<DLTSOUTH WESTERN RAILWAYSWR Normal.dotmRULES SECTION2Microsoft Office Word@F#@T,@A@A&t4*՜.+,0 hp  Entire Mankind}^ SOUTH WESTERN RAILWAY Title  !"#$%&'()*+,-./0123456789:;<=>?@ABCDEFGHIJKLMNOPQRSTUVWXYZ[\]^_`abcdefghijklmnopqrstuvwxyz{|}~      !"#$%&'()*+,-./0123456789:;<=>?@ABCDEFGHIJKLMNOPQRSTUVWXYZ[\]^_`abcdefghijklmnopqrstuvwxyz{|}~     !"#$%&'()*+,-./0123456789:<=>?@ABDEFGHIJQRoot Entry F@SData z1Table ]WordDocument@SummaryInformation(;DocumentSummaryInformation8CCompObjy  F'Microsoft Office Word 97-2003 Document MSWordDocWord.Document.89q