ࡱ> g bjbjVV ;r<r<18:4%L>&"`&`&`&'''%''''''$V:K'''''K`&`&4` 3 3 3'`&`&% 3'% 3 3-`&WP)=Fv0B.B-B-'' 3'''''KK08'''''''B''''''''' : @9SOUTH WESTERN RAILWAY BANGALORE DIVISION STATION WORKING Date of issue: 02-02-2012 RULES NO. B 84/BYPL A PANEL Date brought into force: BYPL A PANEL NOTE:- 1. This issue of Station Working Rules supersedes the Station Working Rules No. B. 84/BYPL A PANEL dated: 05-10-2007 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 books. 3. These rules shall also be read in conjunction with the traction working instructions issued for 25KV AC traction pertaining to BYPL station complex. 4. These rules shall also be read in conjunction with Station Working Rules No.B.4/BYPL dated 12-4-2007. 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 individual lines, distances of adjacent stations etc. are reproduced from the enclosed rule diagram. Rule Diagram No.SBC/SG/CN:2/2001/ALT-8Signalling Plan NoIPU 1166/ALT-12P. Way Plan NoB/BYPL/116Layout DiagramB/BYPL/T/85 GENERAL LOCATION This Auxiliary Panel is situated at the east end of BYPL station Complex, near point No. A 4, and it is part and parcel of the BYPL station complex. This BYPL `A' panel Station house is situated between BYPL- KJM stations on the SBC-JTJ section at a distance of 343.5kms from MAS and at a distance of 205.5kms from SA between BAND-CRLM stations on the YPR-SA section and at a distance of 1.5kms from CSDR station on the BYPL-DMM section. The YPR-SA line crosses the BYPL-KJM/CSDR lines near BYPL `A' panel station house over a bridge. BLOCK STATIONS ON EITHER SIDE AND THEIR DISTANCES Sl. NoAdjacent Block StationCodeInter Distance.Direction1.KRISHNARAJAPURAMKJM1.6KMSBWT END2.BAIYYAPPANAHALLIBYPL1.56KMSSBC END3CHANNASANDRACSDR1.5KMSYNK END4BANASWADIBAND4.25KMSYPR END5KARMELARAMCRLM12.212KMSSA ENDThere is a `D class station BELANDUR ROAD with station code `BLRR between BYPL `A' PANEL and CRLM BLOCK SECTION LIMITS ON EITHER SIDE OF THE STATION ON DIFFERENT DIRECTIONS Jurisdiction of Auxiliary Panel is from the fouling points of Points No.9 (A 2 T) up to points No. A 4 on the BYPL-CSDR line, Track circuits A1T to A 4 AT on the Up main line, from A 7 T to A 5 AT on the Down main line, and distant signal No. A 20 D to A 16 D on the YPR-SA line. Between stationsPoint from which the block section commencesPoint at which the block section ends.BYPL A PANEL-CRLMUp Advanced Starter signal No. A 18Up Advanced Starter signal No. A 18BYPL A PANEL-BANDDown Advanced Starter signal No. A 17Down Advanced Starter signal No. A 17 The jurisdiction (STATION LIMITS) of BYPL A Panel has been given above for the portion in BYPL-CSDR-KJM complex GRADIENTS Sl. No.Direction & LineFromToInter distance GradientSection1.Down line from KJM to BYPLSignal No.K8 A5ATApprox.411m1 in 200 falling towards KJMStation section2.Down line from KJM to BYPL411m511.4m100m1 in 120 falling towards KJMStation section3.Up line from BYPL to KJMSlip siding Point No.52425m425m1 in 120 falling towards KJMStation section4.Up line from BYPL to KJM425mSignal No.K28-1 in 220 falling towards KJMStation section5.Up/Down line from/to CSDRSlip siding Point No.52Point No.A4B end-1 in 220 falling towards CSDRStation section6.Up/Down line from/to CSDRPoint No.A4B end120m120mLevelStation section7Up/Down line from/to CSDR120mfrom A4B860m740m1 in 100 falling towards CSDRStation section8Up/Down line from/to CSDR860mfrom A4B--1 in 400 rising towards CSDRStation section9SA-YPR line towards BYPLPoint No.50B522m522m1in 107 rising towards CRLMStation section10SA-YPR line towards BYPL522m from Point No.50B1591m1069m1 in 100 falling towards CRLMStation section11SA-YPR line towards BYPL1591m from Point No.50BBlock section-LevelStation/Block section12SA-YPR line towards BYPLCentrelineBr.No.533-1 in 100 falling towards CRLMStation section13SA-YPR line towards BYPLBr.No.533150m from Br.No.533150mLevelBlock section14SA-YPR line towards BYPL150m from Br.No.533Block section-1 in 400 rising towards BANDBlock section The enclosed rule diagram may be referred for details. LAYOUT The yard consists of only running lines for reception and despatch of trains towards BYPL, BAND, CSDR, KJM & CRLM. . RUNNING LINES, DIRECTION OF MOVEMENT & HOLDING CAPACITY IN CSR 1. A line takes off to BYPL station at A Panel from the through running line between BAND-CRLM (YPR-SA section) 2. Up and Down through double line (SBC-JTJ section) connecting BYPL-KJM. 3. A line takes off at A Panel from the BYPL-KJM double line 4. Entire jurisdiction of Auxiliary Panel consists of running lines only and no passenger train is booked to stop at this station. Note: Since diversion to Dharmavaram takes off on a sharp turnout and CRLM-BYPL line takes off on sharp turn out a permanent speed restriction of 15 KMPH should be observed at the take off points. NON-RUNNING LINES: NIL ANY SPECIAL FEATURES IN THE LAYOUT: a) This is a part of Special class station provided with continuous track circuits and signalling arrangements inter-locked with adjacent stations namely KJM,CSDR & BYPL. Slots required to set the slip sidings of KJM and BYPL RRI Cabin are provided here. NOTE: - When the point No. A14 is Normal, both the block instruments (i.e., BAND-BYPL A panel and CRLM-BYPL A panel), should not be set to TCF position, at any point of time. b) No passenger train shall be detained at Up/Down Advanced Starter towards CRLM/BAND respectively to avoid passenger train stopping on the fly-over bridge. LEVEL CROSSINGS Sl. No.LC No. Class Dept.LocationTypeNormal PositionWhether InterlockedProvision of Tele-phone1No.136-`Spl'-Engg.BYPL`A' PANEL-CRLM 203/100-200Lifting BarrierOpen to Road trafficYesProvided2No.135-`A'-Engg. BYPL`A' PANEL-CRLM 201/300-400Lifting BarrierOpen to Road trafficYesProvided3No.134-B1-class Engg.BYPL`A' PANEL-CRLM- 199/800-900Lifting BarrierOpen to road trafficYesProvided 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. SYSTEM AND MEANS OF WORKING Signals are controlled through track circuits and the Loco pilots are guided by despatch/reception signals of this area on Up & Down main line and bypass line to CSDR. Single line Push button type token-less block instruments are provided duly interlocked with advanced starter signals for BYPL `A' PANEL-CRLM block section and Daido make FM type tokenless block instrument for BYPL `A' PANEL-BAND block section. Block Proving axle counters (BPAC) are provided for BYPL `A' PANEL-CRLM block section and resetting box cum indication box is provided in the Cabin for the guidance of SM. 3.1 The Duty Station Master shall only operate the block instruments for train movements, and they shall be kept locked after each operation and keys kept in his personal custody. The duty Station Master shall operate the block instruments in the manner laid down in BWM. He shall maintain train signal register and make entries instantly and sign against each such entry. 3.1.1 Even though it is possible to set the BYPL A Panel-CRLM block instrument to TGT position with out the co-operation of the SM at the other end, the SM shall advise the train No. & description to the SM at the other end, who shall repeat the same and if he is in a position to receive the train, communicate a PN duly restoring the shunt key to the EKT. For the section between BYPL A Panel-BAND, line clear shall be obtained in the FM type tokenless instrument with the co-operation of the SM at the other end. The LSS can be taken off only when line clear has been obtained through the block instrument from the block section in advance. 3.1.2 Line clear can be granted or section can be closed through the block instruments, only when the Home signal and advanced starter signal pertaining to the block section is in the "ON" position. The off aspect of the Advanced Starter Signal constitutes the authority to proceed, for the Loco pilot of the departing train to enter block section ahead. 3.4 CUSTODY OF KEYS When not in use, the following keys shall be kept in the personal/safe custody of the station Master on duty:- a) SM's key of the centralised control panel. b) SM's key of block instruments. c) Keys of the telephones connected to SPT. d) SM's key of the double key lock on block instruments. e) SM's key of the double key lock on the Relay room. f) Padlock keys of points clamps. g) Keys of points machine lid cover locks. h) Shunt keys of the block instruments. j) Keys of BPAC resetting boxes The above keys except item No. a, b and c shall normally be kept in the glass fronted key case provided in the Station House. The key case must always be kept closed and the key of the box along with keys referred in item a, b and c shall be kept in the personal custody of the duty Station Master. 4.0 SYSTEM OF SIGNALLING AND INTERLOCKING This is a portion of the special class CSDR-KJM-CRLM-BAND- BYPL complex provided with Multiple Aspect Colour Light Signalling set to standard II-R interlocking. All points signals and slots are operated from a control panel installed in the panel room situated on the LHS of the Down Main line of JTJ-SBC section. (See Appendix `B' for details). STANDARD OF INTERLOCKING AND OTHER DETAILS: Refer Para 4.0 above 4.2 CUSTODY OF RELAY ROOMKEY AND PROCEDURE FOR ITS HANDING OVER AND TAKING OVER BETWEEN STATION MASTER AND S&T MAINTENANCE STAFF The Relay Room is provided with a double key lock. One key is to be retained by the Station Master on duty and the other key by the TECH.ES/JE/SE/Sig. Whenever it is required to open the relay room, the TECH.ES/JE/SE/Sig shall requisite the key from the SM on duty, duly filling in the relevant columns of the Relay Room key register maintained at the Station. The SM on duty shall hand over the key to the TECH.ES/JE/SE/Sig. After the work in the Relay Room is completed, the Room shall be locked with double lock, which shall be ensured by Duty Station Master. The key shall be returned to the SM on duty, duly completing the entries in the relay room key register. The Relay Room key register shall contain the following columns:- 1) Time and Date of key requisition. 2) Purpose for which the key is required i.e. attending to failure, routine maintenance etc. 3) Whether the work in the relay room will affect the normal working of points, signals, block instruments etc., 4) Signature, name and designation of the TECH.ES/JE/SE/Sig requesting the key. 5) Signature of the SM on duty with time. 6) Time and Date of Returning the key to the SM on duty after locking the room properly with both the keys. 7) Remarks regarding normal working of the points, signals, block instruments etc., 8) Signature, Name and Designation of the TECH.ES/JE/SE/Sig returning the key. 9) Signature of the SM on duty receiving the key with time after duly ensuring that the room is locked properly with both the keys. 10) Remarks. If an endorsement is made in the Relay Room Key Register by TECH.ES/JE/SE/Sig that the work will affect normal working of points/signals/block working etc., the Station Master shall obtain Form. No. S & T (T/351) from TECH.ES/JE/SE/Sig (the relevant provisions of GR/SR 3.68 to 3.70 are to be followed for train/shunt movements). When no such endorsement is made, he shall sign in Form S&T/MR and follow the normal procedure for dealing trains. NOTE:-The SM on duty shall not hand over the key to TECH.ES/JE/SE (Sigg) immediately after an accident involving points/signals/interlocking etc., at the station until after fully satisfying that the necessary readings have been recorded by the competent official(s). 4.3 POWER SUPPLY 4.3.1 Power supply to the signalling installations is drawn from: (i) Down Auxiliary Transformer (Down AT) (ii) Up Auxiliary Transformer (Up AT) (iii) Karnataka Power Transmission Corporation Limited (KPTCL) 4.3.2 A power selection board is provided for the above said supply in the SMs Office. The board has a rotary selection switch, miniature circuit breakers (MCB) with illuminated indicators. The rotary switch has four positions i) Up AT (ii) Down AT (iii) KPTCL (iv)Off Separate indicators are provided for (i), (ii) and (iii) positions to indicate the availability of the power 4.3.3 In order to monitor and detect any defect in any one of the source of Power supply, the station Master must alternate the source of AT Power supply at 00.00hrs daily unless otherwise necessitated. 4.3.4 When the normal supply fails, a warning bell rings, and a red light appears above the `P-ACK' button on the panel. The warning bell ceases to sound when the button is pressed and the red light will continue to glow until the power supply is extended to the signalling installations. After pressing the button the SM shall check the tripping of the concerned MCB. If so, it shall be normalised by putting its lever in upward position. This extends the supply if the supply is available from the same source. If there is no power supply or if the MCB trips repeatedly SM shall extend the supply from the next available preferential source by turning the rotary switch to the required position. This again causes the bell to ring. The red light indication below the P.Ack. button disappears and SM shall press the button to stop the bell. 4.3.5 In the event of tripping of all MCBs again and again and no power supply is forth coming from any of the source, it shall be considered as total power failure and train services shall be dealt as per the provisions of SR8.03 (ii)(a), since the signal happens to be blank a competent railway servant shall be deputed to pre warn the Loco pilot of the incoming train, if any, line clear shall not be given unless the SM has initiated action in terms of GR and SR 3.68 to 3.70. 4.3.6 A Voltmeter is provided above the control panel to indicate the voltage of power supply. There are two red bands painted on the face of this voltmeter. Normally the needle of the Voltmeter remains between the two red bands, when the needle of the voltmeter moves above the upper red band or below the lower red band it shall be considered that the power supplied is unsuitable. The SM shall then extend supply from the next source as detailed in Para 4.3.2. 4.3.7 When there is no power supply from any of the available sources or when there is no light for the signal or when the signals are bobbing/flickering, the signal should be treated as failed and the SM shall advise the TECH.ES/JE/SE/Sig of the section for early rectification with a message to Sr.DEE/DEE/TRD/SBC and Sr.DSTE. TELECOMMUNICATION Magneto Telephone Communication, block telephones, Railway Auto phone, BSNL phone, control telephone and VHF set as detailed in Appendix "B"are provided for use in train passing duties. SYSTEM OF TRAIN WORKING DUTIES OF TRAIN WORKING STAFF Duties of train working Staff are detailed in Appendix- D. TRAIN WORKING STAFF IN EACH SHIFT One Cabin Station Master, One pointsman to assist the SM on duty, will work in each shift according to the roster issued by the Divisional Personnel Officer/Bangalore Division. Refer Appendix `D' for details. RESPONSIBILITY FOR ASCERTAINING CLEARANCE OF LINES AND ZONES OF RESPONSIBILITY A 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 Before allowing any non-signalled move, the Station Master shall ensure that all the points on the required route are correctly set, clamped & padlocked and the padlock keys are kept in his personal custody. After a non-signalled move has taken place over a point operated by an electric point machine whether in facing or trailing direction, the Station Master on duty shall operate the point for normal and reverse setting, for the purpose of testing the points. Only after ensuring the correct indications for both normal and reverse settings, the SM shall permit further movements. ASSURANCE OF STAFF IN THE ASSURANCE REGISTER Every train passing staff posted newly at the station or leave reserve staff at the station or regular staff who has resumed his duties after more than 15 days absence must go through Station Working Rules in force and give assurance in the prescribed Assurance Register {SR 5.06 (i)}. CONDITIONS FOR GRANTING LINE CLEAR The line shall not be considered clear on YPR-SA line and `Line Clear' shall not be given unless: - (a) The whole of the last preceding train has arrived complete. (b) All relevant signals have been put back to `ON' behind the said train and ensure that the signal lights are bright. 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 CSM shall also depute a competent Railway Servant with hand signal and detonators at the foot of the home signal (provisions contained in GR 3.49 and SR 3.68 (i) (c) shall be strictly adhered to by both CSM and Loco pilot). (c) The line is clear of trains: - (i) Upto the Down Advanced starter No.A17 in case of an up train from BAND. (ii) Upto the Up Advanced starter No.A18 in case of a down train from CRLM. (d) Before advising his willingness to receive a Down Train from CRLM, the SM/BYPL A Panel shall advise the gatemen of Engineering interlocked LCs No.134 at Km. 199/800-900, No. 135 at KM 201/300-400 and No.136 at KM. 203/100-200 about the train details like Train No., Description, direction of movement and probable time of departure from CRLM/BYPL etc., as detailed in Appendix-A. (e) The BYPLA PANEL-CRLM Block section BPAC should show block section clear indication, if not remedial action shall be taken for resetting the axle counter as detailed in Annexure-1. NOTE: 1. Line clear should not be granted to both BAND & CRLM at any one point of time for trains running towards each other with points No. A 14 in normal. 2. CSM/BYPL A panel should release his slot control with a PN for a train only under the advice of CSM/BYPL RRI Cabin. Before releasing the slot the CSM/BYPL A panel should ensure that concerned points are set to the required position, portion of track over which the train has pass to is clear and free from obstruction & the previous train has arrived complete. 3. Cancellation of slot should be done only under the advice of CSM/RRI Cabin supported by a PN. 4. For cancelling permission for a train from KJM/CSDR in an emergency, CSM/RRI cabin shall do so, after duly exchanging a PN with SM/KJM/CSDR. SM/KJM/CSDR also shall follow the same procedure for the trains from BYPL. 5. A PN exchange register should be maintained with details of PN exchanged with time should be entered and signed immediately by the SM on duty. 6.2.1 ANY SPECIAL CONDITIONS TO BE OBSERVED WHILE RECEIVING OR DESPATCHING A TRAIN SETTING OF POINTS AGAINST BLOCKED LINE Setting of points against blocked line: -This station is provided with centralised control panel. Whenever running line is blocked the safety caps shall be placed on the concerned points knobs after setting the points against the blocked line. 6.2.1.2 Reception of train on blocked line: - A Whenever trains are being received on an obstructed road/blocked line on calling-on signal the following procedures are to be complied with: If possible intimate the Loco pilot through the SM of the rear station. Ensure that the line is clear and free from obstruction up to the point of obstruction on the intended reception line. Ensure all the points over which the train has to pass are correctly set. Ensure that no conflicting movement is permitted. Ensure that a stop hand signal is exhibited at a distance of not less than 45 mts. from the point of obstruction in the direction of approach of the train. Note: Respective calling-on slots from RRI cabin/BYPL for reception on calling-on signal from CRLM, KJM, CSDR sides reception signal shall be obtained. However calling-on slot is not necessary for BAND side and CRLM side for a through train to BAND. B a) During the failure of Calling-on signal, in addition to the above, ensure that the calling-on signal knob is turned to reverse while receiving the train on SPT/T 509 to avoid block failure. Station Master shall also personally ensure that all the points over which the train has to pass are correctly set, clamped, padlocked and the padlock keys are kept with the SM on duty. b) If the train is received on Signal Post Telephone the SM shall ensure that the condition indicated above (i.e. a to e)are fulfilled and give a message to the Loco pilot through SPT. The Loco pilot shall record the message in his rough journal and pass the signal at ON. The SM shall record the message in the Train signal register below the entry for that train. ABSTRACT MESSAGE Date: Time: To the Loco pilot of Train NoDescriptionUp/Down You are authorised to pass the up/down home signal Noat 'ON' position cautiously at a speed not exceeding 10 kmph. and come to Road No. (in figures and words) which is obstructed. You shall bring your train to a halt at the facing points leading to the reception line well short of obstruction which ever is approached first and await for hand signal for further movement. My private number is (in figure) .(in words) Note: During the failure of Calling-on signal and SPT and when the train has to be received on an obstructed line, the train shall be piloted by issuing Form T/509 and SM shall ensure that all the points over which the train has to pass are correctly set, clamped, padlocked and padlock keys are kept with him. 6.2.1.3 RECEPTION OF A TRAIN ON NON-SIGNALLED LINE: N/A DESPATCH OF TRAIN FROM NON-SIGNALLED LINE: N/A DESPATCH OF TRAIN FROM LINE PROVIDED WITH COMMON STARTER SIGNAL: N/A ANY OTHER SPECIAL CONDITIONS TO BE MENTIONED GIVING REFERENCE TO G &SR Time limit for clearing signals: For run through trains run through signals shall not be taken off earlier than 7 minutes before the probable passage of trains. CONDITIONS FOR TAKING 'OFF' APPROACH SIGNALS A.The reception signals shall not be taken `OFF' unless the line is clear up to the adequate distance as detailed in para 6.4.2 These conditions apply even for taking `OFF' calling on signals. (a)Down train from CRLM to BAND(To clear Signal No.A16A)The LC is obtained from BAND, points over the route are correctly set, A 17 is taken OFF and track is free from obstruction from A18T to A17T.(b)Up train from BAND to CRLM (To clear Signal No. A20)The LC is obtained from CRLM, points over the route are correctly set, A 18 is taken OFF and track is free from obstruction from A 17T to A 18T.(c)Down train from CRLM to BYPL (To clear signal No. A 16 A)Concerned slots have been given/Obtained to/from BYPL RRI/Cabin and track is free from obstruction from A 18 T to A 14 T(d)To take off calling on Signal A 16B or A 20B,Track should be clear up to the signal No. A 17 or A 18 or up to the point of obstruction as the case may be. B. (a) For all the train movements which are not mentioned above CSM has to follow Para (b) below. To clear signals/control slots, CSM/BYPL `A' PANEL has to ensure that the track circuited portion over which the train has to pass through is clear and free from obstruction. Concerned points over which the train has to pass through are correctly set. Concerned slot with PN for the signal is obtained from CSM/RRI cabin. 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) SIMULTANEOUS RECEPTION / DESPATCH, CROSSING AND PRECEDENCE OF TRAINS. 6.4.1 While dealing an Up train from BAND to CRLM or a Down train from CRLM to BAND: (a) It is possible to deal an Up train from BYPL-KJM or BYPL-CSDR and (b) Down train from KJM to BYPL OR (c) Down train from CSDR to BYPL. 6.4.2 While dealing a Down train from CRLM to BYPL it is possible to deal an Up train from BYPL to CSDR or BYPL to KJM. COMPLETE ARRIVAL OF TRAINS A) BYPL-CRLM section 1. As Block proving axle counters are provided at this station for BYPL-CRLM section, Station Master on duty shall ensure the complete arrival of both run through and stopping trains by observing the Block section clear indication in the axle counter indication -cum- resetting box and the track circuits concerned, when Block Proving Axle counters and track circuits from Home signal to fouling mark of the reception line concerned are in working order. If the block section clear indication is not displayed, SM shall not close the block section, and after ensuring complete arrival as detailed below in Para 6.5. A, 2, he shall resort to resetting of the BPAC as detailed in Annexure-1. 2. During failure of BPAC and / or of the Track circuit concerned, complete arrival of the train shall be ensured as detailed below: i) For Run through trains: By observing the Tail Board / Tail lamp during day/ night as the case may be. Note: If he observes that the train has passed the station without Tail Board or Tail lamp, he should not close the block section till such time complete arrival has been ensured. This aspect applies even when BPAC and Track circuits are in working order. B. BYPL-CSDR-KJM-BAND Section i) For Run through trains: By observing the Tail Board / Tail lamp during day/ night as the case may be and through the clearance of continuous track circuits in BYPL-KJM-CSDR complex. Note: If he observes that the train has passed the station without Tail Board or Tail lamp, he should not close the block section till such time complete arrival has been ensured. This aspect applies even when the Track circuits are in working order. ii)If Para (i) above is not feasible, Then by exchanging the complete arrival signal with the Guard of the train during day or night {SR 14.10 (ii) (c)}. iii) When Paras (i) & (ii) above are not feasible, by establishing communication on VHF sets with the Guard of the train and after due identification by both, guard shall give a PN along with his name and Train number in token of the complete arrival of the train within the fouling mark to the SM on duty, who shall acknowledge it with a PN. The PN given by the Guard shall be recorded in the TSR remarks column along with the entry for the train. The PN given by the SM shall be entered in the rough journal book by the guard. iv) If due to any reason, SM is unable to ensure complete arrival by any one of the means as mentioned in paras (i),(ii) & (iii) above, he shall inform the train receiving SM (SM/BYPL/KJM/CSDR/CRLM as the case may be for ensuring the complete arrival and get a confirmation PN for complete arrival) 6.6.0 DESPATCH OF TRAINS 6.6.1 To deal a train from BAND to CRLM or CRLM to BAND, Station Master/BYPL A Panel should ensure that Line Clear is not granted to Station Master at the other end, keeping the point A14 normal. After granting LC for a train, Station Master/BYPL A Panel should take line clear from Station Master at the other end and set Point No.15 and clear concerned advanced starter signal. After this, he should clear the concerned Home Signal. During the failure of the signal(s), Station Master/BYPL A Panel should receive the train on calling-on signal or SPT or on Form T/369 (3b) (as the case may be) and dispatch the train, with proper authority (concerned Advanced Starter or T/369 -(3b). 6.6.2 Before releasing the slot No. A 11 and A 19 to CSM/RRI Cabin, Station Master/BYPL A Panel should set the block instrument of BYPL A Panel and CRLM block section to TGT condition duly obtaining PN from Station Master/CRLM. 6.6.3 Before the despatch of an Up train towards CRLM the SM/BYPL A Panel shall advise the gatemen of Engineering interlocked LC No. 136 at KM. 203/100-200, LC No. 135 at km 201/300-400 and LC No.134 at Km.199/800-900 about the train details like Train No., Description, direction of movement and probable time of departure from BYPL/CRLM etc., as detailed in Appendix-A. Note: SM shall ensure that the BPAC for the BYPL-CRLM block section is showing Block section clear indication before applying for line clear. If the BPAC does not show clear, necessary action should be taken for resetting the BPAC as indicated in the Annexure-1 (refer rule 7.2.1 of BWM 2006 of S.W.Rly). If the resetting operation of BPAC also fails, it should be treated as block failure and action taken accordingly. 6.7 TRAINS RUNNING THROUGH 6.7.1 Run through trains shall be dealt with on the respective main lines. 6.7.2 Trains carrying ISMD loads shall normally be dealt with on the respective Main line. 6.8 WORKING IN CASE OF FAILURE 6.8.1 FAILURE OF TRACK-CIRCUITS, POINTS/SIGNALS During failure of track circuiting arrangements, or signals or points from the control panel, the duty Station Master, shall personally ensure that the line on which the movement is to be carried out is clear and free from obstruction, and that all efforts taken in accordance with the provision contained in GR/SR 3.68 to 3.70 during failure of Home Signal and Calling-on signal trains can be dealt on SPT or on Form T/369- (3b). Station Master shall ensure clamping and padlocking of relevant points and maintaining isolation from other lines duly keeping the trap/points in required position. If a point fails to set properly and if the point cannot be set from the panel, the Station Master on duty must personally ensure the points to the required position by means of the point crank handle, clamp and padlock it as detailed in Para B.4. The Station Master can operate the signal knobs for the reception or despatch of the train, after duly replacing the crank handle in the electrical key instrument. If the signal fails to respond properly, the Station Master must arrange to pilot the train in accordance with provisions contained in G.Rs 3.68 to 3.70 and the subsidiary rules there under. If the points set correctly in one position and fails to set in the other position, it is possible that there is some obstruction between the stock and the switch rails. By operating the points repeatedly for about three or four times, this obstruction may be removed. If not by deputing a competent railway servant who will do so. Even in spite of this, the point fails to set correctly, then the point crank handle must be used. In the event of failure of a point repeat indication on the panel the following action has to be taken by the duty Station Master. The concerned signal knob shall be operated even if the point repeat indication does not appear. If the signal gets cleared, the train shall be received under normal course on signals. If the signal fails to respond the SM shall operate points repeatedly for about three or four times, even after this if the point indication does not appear, the SM shall depute the Points man/TRH to the point to remove the obstruction if any who shall do so. Even after this if the signal fails to respond, it should be treated as a case of signal failure and the train shall be dealt strictly according to the relevant provisions contained in GR/SR 3.68 to 3.70. 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 should be received using SPT. (See Para B.9 for details). If the signal post telephone also fails, the SM on duty shall arrange to receive the train on Form T/369- (3b). Whenever the trains are received on SPT or on Form T/369- (3b), the SM shall ensure the correct setting of relevant points, clamp and padlock, all the point on which the train will be received and depute a points man/TRH with Form T/369- (3b) to be delivered at the foot of the concerned Home signal and authorise the Loco pilot to pass the home signal at "ON". 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, but the calling on signal knob shall be turned to R position to avoid block failure. If route gets locked Emergency route release for calling on signal to be applied as per Para B.8.8. 6.8.3 FAILURE OF STARTER SIGNAL: N/A 6.8.4 FAILURE OF ADVANCED STARTER SIGNAL (LSS): a) During failure of this signal line clear shall be obtained on the block instrument & trains shall be despatched duly issuing the Form T/369-(3b) with an endorsement and PN obtained from the other end of the block section. NOTE:- To avoid passenger train stopping over the bridge due to the failure of Advanced starter signal, Authority to pass LSS at ON should be given at the foot of the Home signal concerned. b) SLOT FAILURE: - During the failure of slot indication the Station Master concerned shall clear signal after ascertaining proper release of slot. If the signal assumes OFF aspect the train/shunt movements may be dealt on signals, since the slot failure may be due to fusing of bulb. If the signal does not assume OFF aspect, the corresponding signal/points shall be treated as failed and movements dealt accordingly. {GR 3.68 - 3.70}. The points on the route in the area from which such given slot has failed should also be clamped and padlocked. As an assurance to this effect a PN should also be given to the Station Master from where the train is expected. 6.8.5 FAILURE OF BLOCK INSTRUMENT: - 6.8.5.1 For a Block failure between BYPL `A' Panel and CRLM the SM/BYPL `A' PANEL should issue the LCT. The LCT should be issued to the driver of an Up passenger train from BAND near the home signal No. A 20 to avoid passenger train stopping over the fly over. 6.8.5.2 For a Block failure between BYPL `A' Panel and BAND, SM/BYPL `A' PANEL should issue the LCT. The LCT should be issued to the driver of Down passenger train near the Down Home signal No.A16 to avoid passenger train stopping over the fly over. 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 clear the section. Instructions contained in the Note below item(16) of rule 3.3.14 of the BWM-1983 should be strictly adhered to. 6.9.3 Signals except Advanced Starter signal shall be cleared for movement of trolley/lorry/motor trolley when worked as train. NOTE:- (1)Trolley/lorry/motor trolley do not actuate the track circuit. If the signal is cleared for reception/despatch, the route for the same should not be altered until the movement is completed. (2) Trolley/lorry caps shall be used without fail, whenever the trolley/lorry are allowed to enter the Block Section. (3) Before permitting a trolley/lorry the SM on duty shall obtain a certificate on the trolley/lorry notice itself from the official-in-charge to the effect that the trolley/lorry insulated. BLOCKING OF LINES: N/A 8 SHUNTING: shunting is normally not permitted at this station but in case of emergency/exigency, shunting shall be carried out duly following G & SRs in coordination with SM/RRI or KJM or CSDR or as the case may be. GENERAL PRECAUTIONS (a) The Station Master shall see the shunting of trains or vehicles are carried out only at such time and in such a manner, which will not involve danger. The guard of the train shall supervise all shunting operations involving full trains and stabling of materials/departmental trains. The guard under the instructions of the SM will supervise other shunting. In the absence of the guard, the SM shall supervise shunting. CRS/SC/SBC requirement : As this station is having gradients steeper than 1 in 400 beyond 50 metres of the outermost points, trains should not be drawn up to the last stop signal and held in the steep gradient in order to clear the reception line for giving permission to approach to the following train. No shunting beyond outermost points on the steep gradient side(all sides) should be allowed unless a locomotive is attached at the lower end of the load from the point of view of gradient. 8.2 Shunting in the face of an approaching train: -Shunting in the face of an approaching train is strictly prohibited at this station. 8.3 Prohibition of shunting, special features if any: - (a) While performing shunting at falling end of the yard, it should be ensured that an engine is attached at the falling side of the gradient to prevent vehicles escaping into the block section. (b) Hand shunting/ Loose shunting is strictly prohibited. 8.4 SHUNTING ON SINGLE LINE 8.4.1 WITHIN STATION SECTION (BETWEEN LSS): N/A 8.4.2 BETWEEN LSS AND OPPOSITE FSS Shunt key along with Form - T/806 shall be handed over to the Loco pilot as an authority to perform shunting between Advanced Starter and the opposite Home Signal on BYPL A PANEL & BAND OR BYPL A PANEL & CRLM block section {SR. 8.15 (i)}. 8.4.3 BEYOND OPPOSITE FSS To permit shunting beyond the opposing Home Signal, on BYPL A PANEL & BAND or BYPL A PANEL & CRLM block section, block back shall be done (SR. 8.15 (i)) section authority with Form T/806 and a written memo to come back shall be handed over to the Loco pilot as an authority to perform shunting. Note: Shunt key can be extracted by pressing SHK button of the CRLM-BYPL A Panel block instrument in line closed or TGT with TOL condition on the block instrument. Shunt key, which is an integral part of the FM block instrument of BYPL A Panel-BAND section can be extracted in line closed or TGT with TOL condition. 8.4.4 DURING FAILURE OF BLOCK INSTRUMENT OF SINGLE LINE 8.4.4.1 When shunting has to be performed at that end of the Block Section over which block instrument working has been suspended, the Station Master on duty shall issue to the Loco pilot, T/806 with an endorsement mentioning the suspension of the Block instrument with the PN obtained from the SM at the other end of the block section. 8.4.4.2 Shunting during failure of Shunt Keys: - When the shunt key cannot be extracted and shunting has to be performed necessarily, SM on duty shall advise the SM at the other end of the block section to extract the shunt key and keep it in his personal custody and obtain a PN for the same from him. T/806 along with an endorsement shunt key could not be extracted with the PN obtained from the SM at the other end of the block section to be handed over to the Loco pilot as the authority to perform shunting during this period. 8.5 SHUNTING ON DOUBLE LINE, BLOCK BACK, BLOCK FORWARD, FOLLOWING A TRAIN TRAVELLING AWAY, UPTO IBS, BEYOND IBS, DURING FAILURE OF BLOCK INSTRUMENT: - 8.5.1 Shunting on Double line: Shunting is normally not permitted. However if shunting is required to be done in emergency/exigency, SM/ A Panel shall give/obtain requisite slot from the station ahead and set and lock the facing points if any, in his jurisdiction before permitting the shunting to be carried out duly observing all the rules and regulations in force. SHUNTING IN SIDING TAKING OFF FROM STATION YARD/GOODS YARD: N/A 9 ABNORMAL CONDITIONS THE RULES TO BE OBSERVED IN THE EVENT OF ABNORMAL CONDITIONS: - In the event of total interruption of communications between CSM/BYPL `A PANEL and SM/CSDR or KJM or BYPL RRI CABIN, the Station Master on duty, shall open communication by sending the points man on duty with a message and get the acknowledgement and slot if any from the SM at the other end. CSM should also arrange to issue Caution Order to the GDR of the train to observe extra caution and get their acknowledgement duly mentioning the reason (communication failure) and clear signals. The GDR shall observe extra caution till they come across next signal and obey the aspect accordingly. During failure of electrical communication instrument(CRLM-BYPL A PANEL OR BAND-BYPL A PANEL): - Normally the concerned Block Instrument and Telephone attached to block instrument should be used to run trains on absolute block system. During failure, Block working should be done on the following order preference: - Block Instrument. Telephone attached to block instrument. Station to Station fixed telephone. Railway Auto phones& BSNL phones. Mobile phones Control Telephone. VHF sets. NOTE: - (1). When 4th to 7th type communication is used, Identification sheets should be used, or cross checking of last three private numbers issued to concerned station is to be done to identify the correctness of the station. If the station is identified correctly an endorsement shall be made on the PLCT regarding the ID sheet numbers or cross checking of the PNs. Under this circumstance the issue of caution order shall be dispensed with and trains can run at normal speed. (2). If the station could not be identified through ID sheets or cross-checking of PNs, a caution order shall be issued restricting the speed to 15 KMPH on 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. v. Failure of Axle Counter Block/BPAC: - Refer Annexure -1 for details vi. Failure of MTRC: - N/A. ( b ) PROCEDURE FOR EMERGENCY OPERATION OF CRANK HANDLE Four crank handles are provided in individual electrical key instrument for operation of motor worked points during failure are as under:- (a) Group-I for points No. A 3 (b) Group-II for points No. A 4 (c) Group-III for points No .A 14 (d) Group-IV for points No. A 15 Group I and II are provided in SM office, Group III & IV are provided at locations. The interlocking is such that once the crank handle is extracted from its position, the concerned signals cannot be cleared, similarly when any of the signals are cleared, the concerned crank handle cannot be extracted from its position. The crank handles interlocked with signals are kept in locations in crank handle boxes under lock and key. Group I and II can be extracted from EKT by pressing the push button provided near it and turning in the anti-clockwise direction. Group III & IV Crank handles can be extracted at the locations only after pressing the concerned crank handle button on the panel. A free indication appears near the EKT at the crank handle location. The crank handle can be extracted only after getting the free indication at the location. The crank handle shall be used to crank the point to the required position, after clamping and padlocking it shall be inserted back in the EKT. (Refer Para B.4 for other details regarding Crank handle operation) ( 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 ensure that it is absolutely necessary to receive the train on that road, train can be berthed clear of the fouling mark/starters and he should physically ensure that the required route is clear & free from obstruction ( 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 to be done with message to the Section Controller TOTAL FAILURE OF COMMUNICATION In the event of Total interruption of communication occurring between CRLM-BYPL A PANEL or BYPL A PANEL-BAND stations i.e. when line clear cannot be obtained by one of the following means stated in order of preference namely. Block Instrument. Telephone attached to block instrument. Station to Station fixed telephone. Railway Auto phones & BSNL phones. Mobile phones Control Telephone & VHF sets. The Station Master on duty shall open communication by sending an engine or any self-propelled vehicle as detailed in Para (2) of SR. 6.02 (ii). The order of preference is given below. Light Engine Train engine after it is detached from the train . ( Train engine should not be detached from the train instead a separate engine shall be used to open communication) Motor trolley/ Tower wagon duly accompanied by a Guard or by a Off duty Station Master Trolley duly accompanied by a Guard or by a Off duty Station Master Diesel car/ Rail motor car/EMU rake after ensuring that all passengers have detrained. Before despatching the above said Engine/self propelled vehicle in the block section the Station Master on duty shall hand over the Authority for opening of communication during Total Interruption of communication on single line section on Form No. T/B 602 with an endorsement in conditional line clear message that line will be kept clear for the engine only and not for any other train waiting at other end. Note: a. If the Total Interruption of communication occurs after the departure of passenger train from BAND, the train should be detained at BYPL `A' PANEL Up home signal and a self propelled vehicle/engine shall be despatched from BYPL RRI cabin and CSM/BYPL `A' PANEL shall issue all the authority as mentioned above to establish the communication between BYPL `A' PANEL and CRLM. If the Total Interruption of communication occurs after the departure of passenger train from CRLM: The SM at BYPL `A' PANEL shall inform the TIC between him and BAND through CSM/BYPL RRI cabin and SM/YARD cabin if communication is available. Otherwise he can ask CSM/BYPL RRI cabin to despatch engine or self-propelled vehicle via point No.14 to `A' panel after ensuring that the train has arrived at the foot of the Down Home signal (CRLM end). SM/BYPL `A' panel shall despatch the Engine or self-propelled vehicle with the documents mentioned above. c) For despatching trains on an` Authority to proceed without line clear' instructions detailed in SR.6.02 (ii) must be adhered to. d) During single line working on double line, trains should be dealt under the instructions of CSM/RRI cabin. The Station Master on duty shall clearly advise the Loco pilot and Guard of the train the fact that the communications have failed. The LE/TE etc. has to proceed with an authority on Form T/B 602. On the receipt of the Form T/B 602 the Station Master at the other end shall prepare and send T/F 602 (Conditional Line Clear) through the Loco pilot and issue Conditional Line Clear Ticket (T/G 602 or T/H 602) to the Loco pilot to return back to the starting station. On receipt of T/F 602 the Station Master at the starting end shall issue Conditional Line Clear Ticket (T/G 602 or T/H 602) to the waiting train at his station. If more than one train is to be started the Station Master at starting station shall send T/E 602 along with T/B 602.Trains will continue to work in this manner till the competent authority restores anyone of the means of communications. As soon as anyone of the means of communications has been restored, the Station Master shall exchange message with the Station Master at the other end of the section on Form T/I 602. Detailed instructions contained in SR. 6.02 (ii) shall be strictly adhered to for working trains during total interruption of communications. Line clear shall not be obtained or given by any one of the means of communication restored, until both the Station Masters are satisfied that all trains and engines etc. despatched from their stations have arrived complete at either station. If any light engine/self propelled vehicle etc is in section with T/B. 602 normal working shall not be resumed until the section is cleared and both the station masters are satisfied under exchange of Private numbers that no light engine/self propelled vehicle or any other vehicle is on the section. In all the cases of working trains during total interruption of communications, a detailed record of timings of all trains, Engines etc., shall promptly be made in the train Signal Register at the Stations concerned. When the communication for train working is restored, Section Control if working, shall be consulted before arranging further movements. Control shall also be provided with the timings of trains dealt during total interruption of communication. TEMPORARY SINGLE LINE WORKING OF DOUBLE LINE SECTION: 9.2.1 Temporary single line working on KJM-BYPL A Panel-BYPL RRI shall be used only as a last resort. SR.6.02 (iv)(a) shall be adhered to. 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. 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. VISIBILITY TEST OBJECT Any aspect of the Up & Down LSS of BYPL`A' PANEL for CRLM and BAND end respectively and KJM Up home signal for down direction shall constitute the visibility test object for all directions during day and night. 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 complied with Rule 3.61 and has also 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 then proceed at a restricted speed of 10 kilometres an hour, and has received his acknowledgement. ESSENTIAL EQUIPMENTS AT THE STATION The Station Manager shall ensure that the prescribed number of essential articles as 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 of address of Group D Permanent Way staff who are trained in fog signalling duties shall be painted on the board provided for this purpose near the office of the Station Master on duty. LIST OF APPENDICES:- Appendix AWorking Of Level Crossing GatesAppendix BSystem of Signalling and interlocking and communication arrangements at the station.Appendix CAnti collision device(Raksha Kavach).Appendix DDuties of train passing staff in each shiftAppendix EEssential Equipments provided at the StationAppendix FRules for working D class stations, Halts, IBH, IBS and Outlying sidings.Appendix GRules for working of trains in electrified sections APPENDIX -1Instructions for working of BPAC APPENDIX A WORKING OF LEVEL CROSSING GATES A.1.0 ENGINEERING LEVEL CROSSING GATES No.134 AT KM. 199/800-900, No.135 AT KM. 201/300-400 & No.136 AT KM.203/100-200 between BYPL A' PANEL and CRLM . A.1.1 These are Interlocked Engineering level crossings situated between BYPL `A PANEL - CRLM block sections. LC No.134 is B1 class, LC no.135 is A class and LC no.136 is SPL class under the control of Engineering Department (SE/P.WAY/HSRA) provided with lifting barriers and Multiple Aspect Colour Light gate signals and gate Distant Signals in either direction. These level crossings are normally kept open for road traffic. These level crossings are manned round the clock by gate man, one gateman each in 12 hours shift under EI roster as issued by DPO/SBC. A.1.2 Magneto telephone communication is provided between these level crossings and Station Master /BYPL A Panel as detailed in Appendix B. A.3.2 Magneto Telephone Communication between this level crossings and SM/A PANEL as detailed in Appendix B. A.3.3 Before granting line clear for a Down train from CRLM or before despatching an up train to CRLM the Station Master/A PANEL 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 CRLM/A PANEL. The gateman shall acknowledge the advice by repeating the train number, description, direction etc., and assure on duty SM/A PANEL 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.3.4 Immediately on receipt of out report for a Down train from CRLM or after the departure of an Up train from A PANEL the Station Master/A PANEL 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.3.5 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 gate shall be adhered to both by the gateman as well as the controlling SM. A.3.6 If the gate fails in closed condition: a) If the barriers are in lowered condition and gateman is able to clear the gate signals, the trains shall be dealt normally. b)If the barriers are in lowered condition and could not be opened due to the failure of winch or locking arrangements, the emergency boom locking key provided in the key contact box, shall be extracted under the exchange of PN with the controlling SM and the gate shall be opened for the passage of road traffic. JE/SE/P.way of the section shall be informed for immediate rectification. A.3.7 If any barrier fastening or the winch mechanism goes out of order the gateman shall advise the Station Master on duty, who shall immediately give the message to the concerned official to attend the failure and restore normal working. {SR 16.06 (iii) (a) & (b)}. A.3.8 In the case of failure of telephone communication between the SM/A PANEL and the level crossing or when the gateman fails to respond to the telephone calls, the Station Master must adhere to SR 16.03 (iii) (b) (2) (iii), issue Caution Order to all Down stopping trains entering the block section and also advise Station Master/CRLM for the issue of Caution Orders for all Up 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: Run through trains need not be stopped out of course for the purpose of issue of Caution Orders (SR. 16.03 (iii) (b) (2) (iii). When a train movement is cancelled for which the gateman had been advised for closure of the gates, the SM/A PANEL should advise the same to the gateman on duty duly issuing a private number in confirmation of the cancellation of the movement. This PN shall be recorded in the remarks column of the Train movement register. In case failure of power supply from KPTCL and Inverter at this LC, the gateman shall immediately advice the on duty SM/A PANEL about the failure of power supply, SM/A PANEL should also arrange to issue caution orders to GDR of a train(s) entering this block section from either end, informing about blank signal. 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. APPENDIX B SYSTEM OF SIGNALLING AND INTERLOCKING B.1.0 SYSTEM OF SIGNALING AND INTERLOCKING ARANGEMENTS: B.1.1 Standard-II-R interlocking with Multiple Aspect Colour light signals. The points, signals and slots are operated from the control panel are provided at this station. B.1.2 Distant, Home, calling on signal below home, SPT, and Advanced starter are provided in each direction on YPR-SA line of BYPL `A PANEL. They are provided to run the trains through on YPR-SA. Up advanced starter and Down Home are also used to run through trains on SA-BYPL line. B.1.3 Up home signal at a distance of 330 mts beyond Up outer most points No.A15, Down home signal at a distance of 330 mts beyond Down outer most points No.A14, Up distant signal at a distance of 1048 mts from Up Home signal and Down distant signal at a distance 1050 mts from Down Home Signal are provided for the reception of Up and Down trains respectively. B.1.4 Signal No's. A5 & A6 and Slot No's. A1, A2, A7, A8, A9, A10, A11 & A19 are provided to run through trains on track circuited BYPL RRI CABIN-KJM-CSDR-BYPL `A' PANEL complex. B.1.5 Advanced starters (A18 & A17) are interlocked with respective block instruments. B.1.6 Junction type route indicator is provided above the Down Home signal (A16). The route indicator will display a row of white light if the train has to be admitted to BYPL and received on Road-1 or 2 or 4 of BYPL. There will not be any row of white light when the train is run through on YPR-SA main line towards BAND. B.1.7 Calling on signal and Signal post telephones are provided below the Up & Down Home signals and also below the Signal No. A5 & A6. B.1.8 Goods warning Boards at a distance of 1422 meters are provided in rear of the respective Home signal of this station. B.1.9 Panel is provided at the SM's office to operate signals, points and Control Slots. B.1.10 "C" markers are provided on the stem, below the calling on signals, "P" markers are provided on the stem of the Up and Down distant signals. B.1.11 Board with legend "Draw close to home when it is at "ON" is provided in rear of Up & Down home signals and also in rear of signal No.A5 & A6. B.1.12 All points are provided with electrical points machine. B.1.13 All signals are provided on the left hand side. B.1.14 FOUR crank handles for four groups of points duly interlocked with signals are kept in the SM's office for operating the motor operated points during point failure. B.1.15 SHUNT KEYS: B.1.15.1 For the purpose of "Block back" operations in an emergency, individual shunt key is provided direction wise, interlocked with block instrument. B.1.15.2 Shunt key with station code initial/direction is provided normally locked in at an electrical key instrument interlocked with the push button type block instrument of the BYPLA panel-CRLM block section and forms an integral part of the Block instrument of BYPL A Panel-BAND block section, which when removed does not permit to grant /obtain line clear from the concerned block instrument for a train nor it will permit to take off the Advanced starter signal interlocked with that block instrument. For shunting beyond opposite home signal a prescribed memo should be given to the driver for shunting on block back operation. B.1.16 Block Proving Axle counters (BPAC) are provided for BYPLAPanel-CRLM block section and resetting box with indications is provided in the Cabin. B.2.0 THE CONTROL PANEL: B.2.1 All the signals, points and control knobs are operated from a control panel provided in the Station House. The control panel is provided with built in lock, the key of which, when not in use, shall be in the personal custody of the Station Master on duty. The panel can be locked with the Signal/Point knobs in any position to prevent unauthorised interference. B.2.2 The combined illuminated track diagram cum control panel consists of a console which provides a clear picture of the track circuited portion of the yard, points and all signals. Each track circuit is represented by a separate distinct colour. B.2.3 The signal knobs for the reception and despatch signals are coloured red with the number of the signal engraved at the centre of the knob are provided near the respective signal on the panel. The point knobs and control knobs are coloured black with the number of the points/control engraved on them and are provided at the bottom of the panel. The point knobs have two positions, Normal and Reverse. Three illuminated indications are provided near the point knobs. When the point is in the normal position, a Green light indication, and when the point is in the reverse position, a yellow light indication is available. In between the above-mentioned indications, a white light indication will be available when the point is free to be operated. If the point do not set and lock properly the corresponding indication lamp pertaining to the failed position of the point will continue to flash on the control panel. B.2.4 All knobs shall be restored to the normal position immediately after completion of the movement for which they were reversed. B.2.5 A power failure acknowledgement button coloured red is provided at the bottom of the panel below the marking "P.ACK". B.2.6 Track circuit indications are provided on the panel. When the route is not set and the tracks are clear no illuminated indication is available on the panel. When a route is set and the entire track on the route is clear, series of white light actuated by signal knob are lit to indicate that the route is set. When a track circuit has failed or is occupied a red light indication appear on the track. B.2.7 All signals indications are repeated on the panel. B.2.8 `Crank Handle IN' indications are provided on the panel. B.2.9 A route cancellation counter with an indication lamp above it provided on the panel. B.2.10 The route indicators wherever provided on the signal also are repeated on the panel. B.2.11 White light indication with counter are provided below the legend on panel for Up calling on signal Down calling on signal Route cancellation. B.2.12 Voltmeter is provided over the panel to indicate the power supply. B.2.13 Emergency calling on signal route cancellation button coloured white are provided for each calling on signal on the control panel. B.2.14 No aspect signal button coloured red is provided at the top of the Panel. If any STOP Signal or Distant Signal at ON fails to display its most restrictive aspect, the indication for the signal on the control panel will flash and an audible alarm is sounded. In addition a Red light above the `No Signal Aspect Ack button gets displayed and will continue to lit till the fault is rectified. The audible alarm can be stopped by pressing the No Signal Aspect Ack button provided for this purpose, on the control panel. But the flashing will continue until the defect is rectified. This flashing indication will be available only when the panel remains unlocked for making any operation. B.3.0 TRACK CIRCUITS: B.3.1 The entire track from Up Home signal to Up Advanced starter and from Down Home signal to the down advanced starter on YPR-SA & SA-BYPL line. A7T to A5AT on down SBC-JTJ line, A1T to A4AT on Up SBC-JTJ line and A2T to A4AT on BYPL-CSDR bypass line, including sand hump and the portions covered by the points and crossings of the station and 5 rail length of calling-on signal track in rear of reception signal are track circuited. B.3.2 Track circuit do not permit the signal governing the entry of the vehicles into the area, from being taken `off' when any of the track circuit has failed or is occupied. B.3.3 The reliability of track circuits is considerably affected by the formation of rust or oxidisation on the table of the rails. Under such circumstances, a `Track Clear' indication may be displayed on the diagram for a track, which is actually occupied. At least one movement a day must be made on the track circuited portion. If this has not been done, the line on which there was no movement for over 24 hours shall be deemed prone to rust formation and `Rusty Rail' caps placed on the relevant knobs on the panel. B.3.4 If there was no movement for more than 24 hours on a line, the SM on duty should not rely on the track indication for permitting a movement on to that line. He shall ensure the clearance of the track by physical verification. If the track indications (Clear/Occupied) are correctly displayed for subsequent movement also, track circuit can be taken to be working normally and the indications relied upon for subsequent moves. Otherwise the track circuit shall be treated as failed, the relevant signals suspended and train movement dealt with strictly according to the relevant provisions of GR.3.68 to 3.70 and subsidiary rules there under. `Rusty Rail' caps shall be placed on the relevant signal knobs and the TECH.ES/JE/SE/Sig advised promptly for immediate rectification. B.3.5 While handing over charge, the SM on duty shall make an entry in the Station Diary indicating the time at which the last movement was permitted over the track circuited line. NOTE: - Failure/Suspension of track circuit and certification of normal working by TECH.ES/JE/SE/Sig must be promptly recorded in the signal failure register. B.3.6 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 any track on the reception route has failed, 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. Then permit such a movement, authorizing the driver to pass the signal at ON, the train movements over such a route should be permitted only in accordance with the relevant provisions contained in GRs 3.68 to 3.70 and subsidiary rules there under. The SM on duty shall ensure that no conflicting movements are permitted during failure of track circuits. B.3.7 ONE SLOT - ONE TRAIN FEATURE: By this feature, the slot given for a particular train gets cancelled automatically after the passage of the train. The same slot will not be available for taking off the signal for a subsequent train, although the slot of the appropriate cabin happens to be still in the same position, thus preventing inadvertent taking off the particular signal by the concerned cabin Station Master. For efficient working of this feature the Cabin Station Master shall ensure that the slot operated earlier for a movement is put back to normal immediately after the movement is completed. If this is not carried out, there would be slot failure. B.3.8 INTER SLOTTING ARRANGEMENTS: The signals governing train movements over the portion of track on the double line or leading to double line are controlled through Electrical inter-slotting from the cabin/Stations immediately ahead. Sl. No.TO CLEAR SIGNAL No.SLOT REQUIRED FROM CABINS/STATIONRRI/BYPLKJMCSDR1A 5 A1----2A 5 B2----3A 6 A3----4A 6 B4----5A 16 A to Road-1.5---- 6A 16 A to Road-2.6----7A 16 A to Road-4.17----8A 16 B to Road-1.7----9A 16 B to Road-2.8----10A 16 B to Road-4.18---- Sl. No.BYPL A PANEL SLOT No.SLOT GIVEN TO CABIN/STATIONCONTROLS11A 1RRI/BYPLSignal No. 35 towards KJM & Slip siding Point No. 52.12A 2RRI/BYPLSignal No. 35 towards CSDR.13A 7KJMSlip siding Point No. 69 of KJM.14A 8KJMSignal No. 9 of KJM towards CSDR.15A 9CSDRSignal No. 7 of CSDR towards BYPL.16A 10KJMSlip siding Point No. 70 of KJM.17A 11RRI/BYPLSlip siding Point No. 51 of RRI.18A 19RRI/BYPLSignal No. 35 towards CRLM. B.3.9 SLOT INDICATORS: Slot/control when released from other cabin is indicated with an illuminated indication. Normally there will be no display at the indicator, and a white light would appear when the slot/control is released individually or jointly as the case may be. Normally the slot gets released after the passage of the train. Before the passage of train if a given slot is normalised, the route held by the slot is released only after time delay of 120 Seconds. But in the case of slot given to signal No. 35 of RRI cabin, the route held by the slot gets released with the co-operation of SM at the other end after the normalisation of slot. For the co-operation to cancel the slot CSM/RRI cabin and the SM at the other end should press the cancellation button simultaneously. Then the cancellation starts with white light indication. After a time delay of 120 seconds the indication vanishes and the concerned counter registers the cancellation with next higher digit. The same has to be recorded by the concerned SMs with date, time, train No. and reason in a separate register maintained for this purpose. The last counter reading should be mentioned in the station diary and the same has to be acknowledged by the SM handing over and taking over. Details of slots with Co-operative feature for the cancellation of Slot. SLOT No.SIGNAL No.CO-OPERATIVE FEATURE BETWEEN SMCOUNTER No.C-1535RRI and CSDRRCA-135RRI and BYPL A PANELRAA-235RRI and BYPL A PANELRAA-1935RRI and BYPL A PANELRA NOTE:-a) Board in each cabin is provided with the legend "Station Masters Beware" " A one slot - one train" feature exists at this station - Ensure restoration of slot after every move". b) Cancellation of slots shall be done only under exchange of PNs with the concerned SM. B.4.0 CRANK HANDLE: B.4.1 Four crank handles duly welded with key are provided for operation of motor worked points during failure are as under:- (a) Group-I for points No. A 3 (b) Group-II for points No. A 4 (c) Group-III for points No .A 14 (d) Group-IV for points No. A 15 Group I and II are provided in SM office, Group III & IV are provided at locations. The interlocking is such that once the crank handle is extracted from its position, the concerned signals cannot be cleared, similarly when any of the signals are cleared, the concerned crank handle cannot be extracted from its position. The crank handles interlocked with signals are kept in locations in crank handle boxes under lock and key. Group I and II can be extracted from EKT by pressing the push button provided near it and turning in the anti-clockwise direction. Group III & IV Crank handles can be extracted at the locations only after pressing the concerned crank handle button on the panel. A free indication appears near the EKT at the crank handle location. The crank handle can be extracted only after getting the free indication at the location. B.4.2 Each point machine is kept locked to prevent unauthorised interference. The keys of the lids of the machines are also kept in the glass fronted key box. B.4.3 If the points fail or if the points could not be set from the panel, the Station Master on duty shall make use of the crank handle to set the points locally. He shall keep the concerned point knob in the required position, extract the crank handle from its position, take out the key of the lid of the relevant point machine and proceed to the points. After opening the lid of the point machine, set the point using crank handle to the required position, then remove the crank handle, lock the lid and remove the lid key. He shall ensure that the other end of the points (in case of crossover points) also is in the required position, clamp and padlock it. The handle shall be restored to its original position. If the correct point indication is available and if every thing is all right for the movement of the train the Station Master on duty shall clear the relevant signals. The crank handle is electrically locked in its position, with a yellow light `L' (locked) indication, provided in the panel room. To extract in the handle the Station Master on duty shall ensure that all the signal are in their normal position, press the push button provided by the side of the crank handle and then turn the crank handle gently in the anticlockwise direction. When the handle is extracted, the yellow light disappears. While restoring the crank handle, the Station Master on duty shall insert the handle in the key transmitter, turn it on the clockwise direction till the yellow light appears. B.4.4 If the signal does not clear, it should be treated as a case of signal failure and the relevant provisions or GRS.3.68 to 3.70 and subsidiary Rules there under shall be strictly adhered to for train/shunt movements. B.4.5 Entries in the crank handle register shall be made regarding the number of the points cranked, time and train for which it was required, TECH.ES/JE/SE/Sig of the section shall immediately be advised over the control phone duly confirmed by a message for early rectification and resealing the crank handle box. B.4.6 When the TECH.ES/JE/SE/Sig require the Crank Handle to attend any repair or maintenance work, he shall give requisition, making necessary entries in the crank handle register and issuing disconnection notice in form S&T/ T.351 to SM on duty specifying the reasons thereof and the point numbers. On receipt of this requisition SM on duty shall give due consideration to train movement and hand over the point machine lid key, Crank Handle release lock Key and Crank Handle location box key of the required points after obtaining the requisite permission from control When the Crank Handle remains with TECH.ES/JE/SE/Sig, the concerned point on the route over which a movement is required to be done should be treated as failed and the point should be set locked, clamped, padlocked and padlocked keys retained in the personal custody of SM on duty. Whenever there is a movement over the concerned point is to be done, TECH.ES/JE/SE/Sig working at location should be advised before that movement in writing. After the work all the keys received from SM shall promptly returned to on duty SM duly inserting the Crank Handle to its normal position at the location and locking the Crank Handle location box and ensure the availability of Crank Handle IN free indication on the panel. The TECH.ES/JE/SE/Sig and SM on duty shall promptly make the relevant entries while taking over/handing over the keys in the Crank Handle register maintained for this purpose at the station. Joint testing of the disconnected gear shall be done by the SM on duty and TECH.ES/JE/SE/Sig for the proper working of the disconnected gear. Then TECH.ES/JE/SE/Sig shall issue reconnection memo to the SM on duty to resume normal working B.4.7 When the Crank Handle remains with TECH.ES/JE/SE/Sig, the concerned point on the route over which a movement is required to be done should be treated as failed and the point should be set locked, clamped, padlocked and padlocked keys retained in the personal custody of SM on duty. Whenever there is a movement over the concerned point is to be done, TECH.ES/JE/SE/Sig working at location should be advised before that movement. B.5 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 `free' indication is available shall keep the point knob in either `N' or `R' position as required and observe the point repeat indication that the points have been correctly set and locked to the required position. Then he shall operate the concerned signal knobs after getting control indication if any. If the track circuit is clear the signals will get cleared 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/TIME RELEASE:- Once a signal has been taken off, for a move, the duty Station Master shall not interfere with the route, which has been set earlier. If, however, it is necessary to cancel the route, the duty Station Master shall after adhering to the instructions contained in SR 3.36(ii) shall normalise the signal knob, which will immediately restore the signal to `ON' position. The route will be held as such for duration of 120 seconds in order to panel indicating the commencement of route cancellation and would disappear after the cancellation process is over. The digital counter would register one higher number for every route cancellation. NOTE: - 1) Route cancellation shall be done in accordance with SR 3.36(ii) (a). One route cancellation at a time only is possible. If more than one route cancellation is required, it will be possible only in succession and not simultaneously. Every route cancellation shall be recorded in the register maintained for this purpose by duty Station Master with train particulars, time, reason for cancellation, the number last recorded and presently displayed. The actual number displayed at the digital counter shall be entered in the station diary 3) Every route cancellation shall be recorded in the register maintained for this purpose by duty Station Master with train particulars, time, reason for cancellation, the number last recorded and presently displayed. The actual number displayed at the digital counter shall be entered in the station diary while changing over duties by the outgoing Station Master, which shall be verified and attested by the incoming 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 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 (GR.3.13) B.8.1 Calling on signals No.A5B, A6B, A16B & A20B are provided below the concerned signals. Boards bearing letter "C" is also provided just below the calling on signals. The calling on signals is intended to receive a train on an occupied / obstructed road or when one or more of the track circuit on that route have failed or when the home signal has failed. Before clearing the calling on signal the SM shall decide that it is absolutely necessary to receive the train on that road and ensure that the train can be berthed clear of fouling mark. B.8.2 Track circuit No. CA5T, CA6T, CA16T, CA20T are provided at the foot of the concerned signal. When a train occupies the concerned calling on signal track and stops, after ensuring the correct setting of the required route, the SM shall turn the concerned calling on signal knob 5B,6B,16B or 20B to receive the train on calling on signal. B.8.3 If the calling on signal cannot be taken off due to failure, train shall be received over "Signal post telephone" provided as detailed in Para B.12 duly ensuring correct setting of route and clamping and padlocking of points. B.8.4 Individual knobs are provided to operate the 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. B.8.5 In the event of failure of track circuits/home signal/starter signal, the calling on signal can be taken off. After ensuring that the concerned signal knobs are in their normal position and the required route is set and conditions for taking off concerned signal is fulfilled, the calling on signal knobs should be operated to its "R" position. In the occupation of the calling on track circuit in rear of the home signal by the appropriate train, a white light indication displayed below the numerical counter of the concerned 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 next higher progressive number. B.8.6 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 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 maintained for the up and down calling on signals provided below the signal, with the appropriate index in the beginning of the register. B.8.7 Release of route after the complete arrival of a train received on calling on signal:- After ensuring the complete arrival of a train received to "Calling on signal" the SM on duty shall put back the calling on signal knob to normal. Once the signal knob is normalised, the route light gets disappeared, if not, the calling on emergency route release button should be used. B.8.8 Calling on emergency route release button for each direction, coloured white are provided on the panel to release the route during track circuit failure other than berthing track. This button has to be pressed after ensuring complete arrival of the train physically by the SM on duty, duly putting back calling on signal knob. Route will be released after 120 seconds. SM has to enter the counter reading with details in a register specially maintained for this purpose. B.9.0 SIGNAL POST TELEPHONE {SR 3.69 (X)} B.9.1 Signal post telephone with paging and talk back system is provided in a cabinet on the concerned signal posts. They are connected to separate phone provided in SM's office with in- built lock. For signal No.5 and 6 they are provided in a separate box with talk back facility. 14 and 25 are connected through phones. When the concerned Home signal is not taken off the driver of the approaching trains shall draw close to the Home signal post and stop. Then the driver shall go to the signal post telephone and press the button of the telephone to call the Station Master (the button is provided under the telephone). This will cause an audible sound and a visual indication in the Station Masters office to call his attention. Station Master shall insert the telephone key operate the switch of the telephone from "Standby" to "ON" position and press the button to talk with driver. The driver shall open the flaps to speak and close them on completion. The Station Master shall inform the reason for delay and the probable time at which signal will be taken off. B.9.2 If it is due to signal failure/suspension the duty SM shall set the route correctly, clamp and padlock all the concerned points for the required route and ensure clearance of line and communicate the following message, which the driver shall record in the rough journal and pass the signal at "ON" position duly observing necessary caution. The Station Master on duty shall record the message in the train signal register below the entry for that trains To The Loco Pilot of train No______________ Description.______________ Owing to the failure/suspension of Up/down home signal No._______ you are hereby authorised to pass Up/down home signal No _______ at "ON" and enter Road No. ________/proceed up to signal No.________ at a restricted speed of15/10KMPH*. Private number .........................(in figures). ....................................... (in words) *speed shall be 15kmph for signal failures and 10kmph for reception on obstructed road. NOTE:- 1. One long ring shall be used to call each other on signal post telephone. 2. Strike-out whichever is not applicable. B.10 - Functions / Description of Knob on the Panel Knob No.Function1Slot on Routing starter signal No.35of BYPL/RRI Cabin to KJM2Slot on Routing Starter Signal No. 35of BYPL/RRI Cabin to CSDR3Crossover points up and down main4Crossover points up main and Bye pass to CSDR5Reception Signal Down main from KJM to BYPL6Reception signal from CSDR to BYPL7Slot on Down Advanced starter No.8 of KJM to BYPL8Slot on Down Advanced Starter No.9 of KJM to CSDR9Slot on Routing Signal No.7 of CSDR to BYPL10Slot on Slip siding points No.70 of KJM11Slot on slip siding points No.26 of BYPL RRI Cabin12OMITTED.13OMITTED14Point knob of point No.14, leads to BYPL from SA-YPR line15Point Knob of point No.15, on YPR-SA line, Normal position set to sand hump16Down home signal, which when taken `off' leads to BAND or BYPL17Down Advanced starter No.17 leads to BAND.18Up Advanced starter No.18 leads to CRLM19Slot on routing starter signal No. 35 of BYPL/RRI Cabin to SA20Up Home signal, which when taken `OFF' leads to CRLM NOTE:- Knob No.1 or 2 when reversed releases control on the slip siding points No. 52 of RRI Cabin. Knob No.7 when reversed releases control on the slip siding points No.69 of KJM. Knob. No.10 When reversed releases control on the slip siding points No.70 of KJM. Knob No.11, when reversed releases control on the slip siding points No. 51 of RRI Cabin. B. 11 TABLE OF MOVEMENTS Sl No.Movement of train.Knobs to be Operated at BYPL A PANELIndications of Slot received from RRI Panel 1Move from BYPL to CSDRA 4 R, A 2 R-2Move from CSDR to BYPLA 4 R, A 3 R, A 11 R, A 6 R, A 9 R33Move from CSDR to BYPL on Calling-on signalA 4 R, A 3 R, A 11 R, A 6 B R, A 9 R44Move from KJM to CSDR A 8 R -5Move from CSDR to KJM A 10 R -6Move from BYPL to KJM A 4 N, A 1 R, A 8 N, A 10 R-7Move from KJM to BYPL A 11 R, A 3 N A 7 R, A 5 R 1 on Down main.8Move from KJM to BYPL on Calling-on signalA 11 R, A 3 N A 7 R, A 5 B R 2 on Down main.9Move from CRLM to BYPL A 14 R, A 16 R, A 11 R5 or 6 or 1710Move from CRLM to BYPL on Calling-on signal A 14 R, A 16 B R, A 11 R7 or 8 or 1811Move from BYPL to CRLMA 14 R, A 19 R A 11 R, A 18 R-12Move from CRLM to BAND A 14 N, A 15 R A 16 R, A 17 R-13Move from BAND to CRLM A 14 N, A 15 R A 18 R, A 20 R- B.12 Telecommunication In addition to the block telephone attached to the block instruments, connecting the adjacent block stations, Railway Auto phone, Section control telephone & VHF set; the following Magneto Telephone circuits provided between this Auxiliary panel, CSDR Station, KJM Station and BYPL RRI Cabin and the following bell codes shall be used to call the attention of one another. CIRCUIT  AUTONUM \* Arabic  1. RRI Cabin ... 0 (One ring) 2. Auxiliary Panel ... 00 (Two rings) 3. CSDR ... 000 (Three rings) 4. KJM ... 0000 (Four rings) CIRCUIT  AUTONUM \* Arabic  1. Auxilary Panel 0 (One ring) 2. LC No. 136 at Km.203/100-200 00 (Two ring) 3. LC No. 135 at Km.201/300-400 000 (Three ring) 4. LC No. 134 at Km.199/800-900 0000 (Four rings) CIRCUIT  AUTONUM \* Arabic  1. SMs Office 0 (One ring to call 2. Down SPT (below signal No. 16A each other) to BYPL/BAND) CIRCUIT  AUTONUM \* Arabic  1. SMs Office 0 (One ring to call 2. Up SPT (below signal No. 20A each other) from BAND) CIRCUIT  AUTONUM \* Arabic  1. SMs Office 0 (One ring to call 2. Down SPT (from KJM) each other) CIRCUIT  AUTONUM \* Arabic  1. SMs Office 0 (One ring to call 2. Down SPT (from CSDR) each other) Failure of Telephone communication shall be reported to the TECH/ES/JE/SE/Sig. of the section for immediate rectification. APPENDIX C ANTI COLLISION DEVICE (RAKSHA KAVACH): Not Applicable D. DUTIES OF THE STAFF D.1 STATION MANAGER: Station Manager of BYPL is also Incharge of this BYPL-A Panel. His duties include general supervision of staff and their performance in connection with train operations arranging necessary stationary, essential equipments etc, at cabins and gates. Ensuring that the staff are well trained that, they are not overdue for Refresher Course, safety camp, periodical medical examination, their block competency certificate, medical fitness certificate are correct before they are permitted to take up duty; counselling the staff in safe and efficient working; taking suitable corrective action against erring staff and providing necessary assistance to inter-departmental staff in close co-ordination to achieve the best performance at the station and the sidings. Inspections of CSMs office, LC gates and other traffic work spots. D.2 Station Master on duty is overall in charge of all train operations at the station. He shall ensure perfect co-ordination is maintained by all staff under his control in the respective shift duty, personally operate the control panel, consult control regarding train movements and act according to his instructions, co-ordinate with adjacent stations/cabins, release proper slot when ever required, provide timings and other particulars pertaining to the train movement to controller, maintain and update prescribed registers, caution orders, etc., and adhere to all instructions relevant to him as laid down in the SWR, GRS, BWM and other circular instructions issued time to time. D.3 The pointsman clean the points regularly assist the duty Station Master in issuing Caution Order/Memos, in piloting train, in clamping the points during failures, and in keeping the essential equipments and the control panel, clean and tidy and carryout any other instruction issued to him from time to time by SM on duty. D.4 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, Accident Manual, and the instructions issued from time to time by the Divisional Officers/Supervisors with all promptitude and prudence with a view achieving better result in safe and efficient transportation. APPENDIX - E E. LIST OF ESSENTIAL EQUIPMENTS PROVIDED AT THE CABIN Sl. NoDescriptionEquipments provided at the CSMs Office1Hand signal flags2red&2green2Hand Signal Lamps23Detonators204Fire buckets with sand25Fire buckets with water26Caution in force boards/caps27Line block caps28.Line Blocked caps39.Rusty Rail caps310.Trolley/lorry on line caps.211Clamps with padlocks and keys612Wall clock1The SM shall ensure that the prescribed quantity of the above-mentioned essential equipments is made available at SMs office exclusively for train passing duties. APPENDIX - F F RULES FOR WORKING OF DK STATIONS, HALTS, IDH, IBS AND OUTLYING SIDINGS:- There is a Train Halt, Belandur Road(BLRR), in BYPLA PANEL-CRLM block section at a distance of 10.416km from BYPL. This halt is provided with low-level platform. Halt warning Boards are provided to warn the passenger train drivers that they are approaching the halt. APPENDIX - G G RULES FOR WORKING OF TRAINS IN ELECTRIFIED SECTIONS The rules for traction Working is issued separately. The traction working instructions for 25 KV AC Traction pertaining to "BYPL" should also be read in conjunction with Station Working Rules of BYPL station. ANNEXURE-1 INSTRUCTIONS FOR WORKING OF TRAINS AT STATIONS PROVIDED WITH DIGITAL TYPE BLOCK PROVING AXLE COUNTERS GENERAL: Block proving Axle Counters are provided in advance of UP & DOWN Last Stop Signals and HOME signals of the station to monitor the status of the Block Section. Block proving axle counters are used for clearance of Block pertaining to that Block Section. An Axle Counter Indication-cum-Reset Box is provided at the SMs office, one each for each Block Section to indicate the clearance of the concerned Block Section and to facilitate Reset in case of axle counter failure. DESCRIPTION OF THE INDICATIONS/FEATURES ON THE AXLE COUNTER INDICATION-CUM-RESET BOX: FEATURES: SMs Key for authorizing reset operations. Reset Push Button for Resetting Axle Counter. Counter for recording Reset Operation. INDICATIONS: 1.Green Light (Large)ClearIndicate that the Block Section is clear.2.Red Light (Large)Occupied/FailedIndicate that the Block Section is occupied/the BPAC has failed.3.Green Light (Small)Preparatory ResetIndicate that the Axle Counter Resetting operation at both ends is completed.4.Yellow Light (Small)Power ONIndicate that the power supply is available. 3. CUSTODY OF KEYS: The SMs key of Axle Counter indication-cum-reset boxes shall be kept in SMs key box and the key of the glass fronted SMs key box shall be under the personal custody of the SM on duty. 4. RESET BUTTON: Reset button is provided in the Reset Box so that whenever the axle counter shows occupied/ Failed (Red Light-Large) condition, the SM on duty can reset the same to normal after ensuring that the Block Section is clear. COUNTER FOR RECORDING RESET OPERATION: Eachsand every operation of the reset button is counted on a digital counter and shall be recorded in a separate register indicating the movement before and after operation of the reset button as per the following proforma: Sl. No. Date/ Time Train No. after which Axle counter has failed Private Number given to the station in rear/ advance  Private Number received from the station in rear/ advance Counter reading before resetting Counter reading after resettingPrivate Number given by the despatch end SM Train No. dealt after resettingPN given by despatch end SM after clearance of first train after resettingPN given by reception end SM after clearance of first train after resetting INDICATIONS: Indications are provided in the Axle Counter Indication-cum-Reset Box to show the status of the concerned Block Section. The Clear (Green Light-Large) indication on the concerned Axle Counter Indication Box shall be observed by the SM on duty before obtaining/granting line clear on the relevant Block Section. The Axle Counter Indication-cum-Reset Box displays Clear (Green Light - Large) indication when the Block Section is clear of trains/vehicles and Occupied (Red Light - Large) indication when the Block Section is occupied or Axle Counter pertaining to that section is failed. COMPLETE ARRIVAL OF TRAINS: In case the Axle Counter shows Occupied (Red Light-Large) indication with an Audible warning, even after the complete arrival of the Train, no effort shall be made forcibly to bring the Block Instrument to Line Closed condition. The buzzer shall be acknowledged by normalising the Home Signal Knob. Before initiating action to reset the Axle Counter and permitting the next Train into the Block Section, the SM shall comply with the provisions of GR 14.10 (1) & (2) and satisfy that the train, for which line clear is given, has arrived complete. Once the complete arrival of the train is verified, action can be initiated to reset the axle counter at both ends of the affected section as per the procedure given under Para 8. RESETTING PROCEDURE OF AXLE COUNTERS: After ensuring that the Block Section is clear, the Axle Counter shall be reset. The resetting operation shall be resorted to only when there is Occupied (Red Light Large) indication even though the Block section is clear. The following procedure shall be adopted after advising the S&T staff concerned about the failure of the axle counter. The SM on duty at the receiving station in which the train has arrived complete shall give a Private Number to the SM at the other end (despatch station) confirming the complete arrival of the train. The SM on duty at the despatch end shall acknowledge the same by communicating a Private Number. The key of the reset box shall then be inserted in the reset box, turned and pressed along with pressing of reset push button by both SMs independently. The reset operation pertaining to Block Section is carried out independently at both ends. Preparatory Reset (Green Light Small) indication, to indicate that the Axle Counter resetting operation is complete, will appear on the Axle Counter Indication-cum-Reset Box at both ends. The counter, provided for recording resetting operation will register next higher number. Necessary entries shall be made in the Block proving Axle Counter Resetting Register maintained for this purpose. Similar entries are made by the SM at the other end of the Block Section also. When the preparatory indication appears, the receiving end Station Master should advise the Station Master at the other end that the block section is being closed. The other end SM shall give a PN to this effect to receiving end Station Master. The receiving end Station Master shall then close the block section by normalising the block instrument. With the preparatory reset indication available at both Stations, the line clear for the next train can be obtained through the block instrument and the LSS can be taken off and the train despatched normally. 8.10 On clearance of the first train on preparatory reset at the receiving station the axle counter will show Clear indication at both stations. The receiving end station master shall then advise the station master at the other end, the availability of clear indication of the axle counter under the exchange of private numbers. Subsequent trains can be normally dealt. 8.11 On arrival of the first train on preparatory reset if the axle counter shows clear indication at both stations all subsequent trains can be dealt normally. However if again the axle counter does not show Clear indication but preparatory indication continues, the block working shall be suspended and S&T officials of the section shall be advised to attend to the failure. 8.12 The entries in TSR shall be made in red ink at both stations whenever line clear has been obtained with the axle counter showing preparatory reset indication. 8.13 No attempt shall be made to close the block section on arrival of the train on preparatory reset if axle counter is still showing preparatory reset indication, instead of clear indication. FAILURE OF AXLE COUNTER: If Axle Counter does not show Clear (Green Light - Large) indication after clearance of the train on Preparatory Reset, it shall be treated as a failure of Axle Counter. The Block Instrument Working of the concerned Block Section shall remain suspended till S&T staff rectifies the same. During this period Trains shall be dealt as per GR. 14. 13 and closing of Block Section done as per GR.14.10 (1), (2), & (3). and para 6.5 of this SWR. WORKING OF TROLLEY/MOTOR TROLLEY/LORRY ETC: Motor Trolleys, when required to proceed to adjacent station, shall be issued with necessary Authority to proceed, suspending Block Working. After the motor trolley has cleared the section, the SM on duty shall resume block working for subsequent trains. However, in case the axle counter does not show clear indication after arrival of the Motor Trolley at the adjacent station, resetting of the axle counter shall be done as per Para 8 and Train operations resumed. SHUNTING: Shunting shall be done as per the instructions contained in the Block Working Manual. However, after a Block Back operation is completed, before bringing the Block instrument to Line Closed position, it shall be ensured that the axle counter shows Clear (Green Light - Large) indication. (J. CHANDRASHEKAR) Divisional Signal & Tele-communication Engineer/Bangalore.(K. E. ANSAR) Divisional Operations Manager, Bangalore.      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L ^ `L.\ \ ^\ `.,,^,`.L^`L.^`.^`.lLl^l`L.^`o(()^`o(.pLp^p`Lo(.@ @ ^@ `o(.^`o(.L^`Lo(.^`o(.^`o(.PLP^P`Lo(.@^`@o(@^`@o(.@^`@o(..@^`@o(... 88^8`o( .... 88^8`o( ..... `^``o( ...... `^``o(....... ^`o(........@hOJQJ^Jo(.hh^h`o(hh^h`o(.0^`0o(..0^`0o(... 88^8`o( .... `^``o( ..... `^``o( ...... ^`o(....... ^`o(........h ^`o(hH)h^`56CJaJo(hH.h pLp^p`LhH.@ @ ^@ `OJPJQJ^Jo(-h ^`hH.h L^`LhH.h ^`hH.h ^`hH.h PLP^P`LhH. `%y/*ip|'4# b2(&}st[9& ho*i/[qz y*#4x9"?n/c`iQR d0_(W-3oHw@Wzm/Q[!&$c&-o@          4       X                 VfZ5 B/:) "7;%;'~*m+',1u,~,(d0v2o4v5R7J9|9A2:}= >;DJH{MKJS&d_g#hjh%k!gks?nKpxq:us\vQ}"P+tm}"-pQ]V_ujxA.vm#T/lVwU#O<LVR17?s'x 7F%XWzD` #eap_F-BXmn)6W1\GR]<@Z>DP6v c",`b:H@@Unknown G*Ax Times New Roman5Symbol3. *Cx Arial7. [ @VerdanaG=  jMS Mincho-3 fgK,Bookman Old Style9Garamond?= *Cx Courier New5. .[`)Tahoma;WingdingsA$BCambria Math"qh˒fDgE;G v> d%v> d%!nS24 3qHP?v 2! xx 1Swruser                           Oh+'0Dv  4 @ L Xdlt|1Swr Normal.dotmuser394Microsoft Office Word@J@Uj@8@`>P%v> dGtVT$m L:   !1.@Times New Roman--- @Times New Roman-----@Times New Roman------  2 *L0    2 *l0   2 *0  ---  2 *0    2 *0  0  0'  2 :L0    2 :l0    2 :0  0  2 :0  0  2 :0    0'@Times New Roman--- ,2 L0    2 0 ( "2 0 J.CHANDRASHEKAR   @2 1#0 )  =2 !0   2 ) 0 (K.E.ANSAR)     2 0   72 0   ,2 0    2 W0    0' +2 L0   2  0    2 0   2 b0 DSTE/SBC DOM/SBC       2 v0    0'  2 L0    0'@"Verdana------ +2 Jm0 SOUTH WESTERN RAILWAY       2 J70  @ Verdana---- @ !Km- ---  2 Z0    &2 j~0 BANGALORE DIVISION       2 j%0  - @ !k~- @"Verdana---  2 {0   --- @2 s#0 STATION WORKING       2 [0    2 l0  0  2 0  0 2  0   "2 0 Date of issue:  2 `0 02  2 p0 - 2 w0 02  2 0 - 2 0 2012  2 0    P2 s.0 RULES NO. B 84/BYPL A PANEL        2 0  - 2  0   2  0 Date brought   2 U0    S2 L00    2 <0  0  2 l0  0  2 0  0 2  0   2 0 into f 2 !0 orce:  2 D0    2 L 0    2 y0   --- s2 LE0    2 0 BYPL A PANEL     2 0  - @ !p- ---  2 0   --- 2 0 NOTE:    2 0 -  2 0  ---  2 0 1---  2 0 .  2 0  --- 2 N0 This issue of Station Working Rules supersedes the Station Working Rules No.       @"Verdana------ 52 0 B. 84/BYPL A PANEL dated:    2 0 05  2 0 - 2 0 10  2 0 - 2 0 2007---  2 0   @"Arial- - - --- 2 0 2.- - -   2 0  7--- 52 0 The Station Working Rules mu      P2 .0 st be read in conjunction with General Rules,          0' y2 I0 Subsidiary Rules and Block Working Manual. These Rules do not in any way               0' D2 -&0 supersede any Rule in the above books.  2 -0    0' 2 =0 3.  2 =0   2 =U0 These rules shall also be read in conjunction with the traction working instructions     2 M 0 issued for  2 M0   X2 M30 25KV AC traction pertaining to BYPL station complex      2 Mc0 .  2 Mh0   --- 2 ]0 4.  2 ]0   y2 ]I0 These rules shall also be read in conjunction with Station Working Rules       )2 n0 No.B.4/BYPL dated 12    2 nQ0 -  2 nX0 4  2 n`0 - 2 ng0 2007.   2 n0   --- 2 ~p0 1.0    2 ~0  % 52 ~0 STATION WORKING RULE DIAGRAM          2 ~0    0'--- j2 ?0 The enclosed Rule diagram based on Signalling Plan and P. Way P              2 0 lan shows the      0' 2 Z0 signalling features, track circuited portions, names of the adjacent stations, the normal     0' [2 50 setting of points and other details pertaining to day  2 0 - 2 0 to  2 )0 - 72 00 day working. Complete layout      0' n2 B0 of the station yard, gradients, holding capacity of individual lin 22 O0 es, distances of adjacent   0' R2 /0 stations etc. are reproduced from the enclosed   2 0 rule  2 0   2  0 diagram.   2 B0    0'--- 2  Rule Diagram       2 N  2 %o.   2 3  ''--- )2 SBC/SG/CN:2/2001/ALT    2 u-  2 }8   2   ''- @ !-- @ !-- @ !-- @ !-- @ !-- @ !-- @ !-- @ !-- @ !-- @ !---- &2 Signalling Plan No       2 8  ''--- 2  IPU 1166/ALT     2 :-  2 E12   2 _  ''- @ !-- @ !-- @ !-- @ !-- @ !-- @ !-- @ !-- @ !----  2 P. Way Plan No       2 "  '--- 2  B/BYPL/116   2    '- @ !-- @ !-- @ !-- @ !-- @ !-- @ !-- @ !-- @ !-&---  2 "&Layout Diagram      2 "%&  '&--- 2 " &B/BYPL/T/8   2 " &5   2 "&  '- @ !-- @ !-- @ !-- @ !-- @ !-- @ !-- @ !%-- @ !%-- @ !%-- @ !-- @ !%-- @ !%-- @ !-- @ !%-- @ !%----  2 3d0    0'@"Arial- - - --- 2 Cp0 2.1  - - -   2 C0  $--- #2 C0 GENERAL LOCATION      2 C@0    0'--- 2 T 0 This Auxilia   2 TM0 ry Panel is situated at the east end of BYPL station Complex, near point No.       2 dX0 A 4, and it is part and parcel of the BYPL station complex. This BYPL `A' panel Station         82 t0 house is situated between BYPL    2 t0 -  2 t0   .2 t0 KJM stations on the SBC     2 t70 - 2 t> 0 JTJ section   2 t0   %2 t0 at a distance of   2 0 343.5k U2 10 ms from MAS and at a distance of 205.5kms from SA             2 `0   2 i0 between    2 0 BAND   2 0 - 2 0 CRLM    2 0 stations  2 0   2  0 on the YPR   2 20 - 2 9 0 SA section   2 0   P2 .0 and at a distance of 1.5kms from CSDR station     2 0 on the   2 0 BYPL   2 0 - 2  0 DMM section   2 *0 .  2 /0   2 70 The YPR    2 q0 - /2 x0 SA line crosses the BYPL    2 %0 - 72 ,0 KJM/CSDR lines near BYPL `A'       (2 0 panel station house  2 /0   2 40 over  2 Q0   2 V0 a bridge  2 0 .  2 0   ---  2 L0    0'--- 2 p0 2.2  - - -   2 0  $---  2 0 BLOCK STATIONS       2 +0   >2 4"0 ON EITHER SIDE AND THEIR DISTANCES            2 a0    0'--- 2 Sl.   2    2 No   2   '--- ,2 Adjacent Block Station    2 o  ''--- 2 Code   2   '7--- "2 7Inter Distance.   2 +7  '8--- 2 ? 8Direction   2 y8  '- @ !-- @ !-- @ !#-- @ !-- @ !-- @ !-- @ !;-- @ !-- @ !w-- @ !7-- @ !8-- @ !-- @ !-- @ !!-- @ !!-- @ !!-- @ !!-- @ !!7-- @ !!---- 2 1.  2   '--- #2 KRISHNARAJAPURAM     2 a  '--- 2 KJM   2   ''7--- 2 71.6KMS   2 7  '8--- 2 ?8BWT END    2 |8  '- @ !-- @ !#-- @ !-- @ !-- @ !-- @ !;-- @ !-- @ !w-- @ !7-- @ !8-- @ !-- @ !-- @ !-- @ !-- @ !-- @ !7-- @ !-2--- 2 )22.  2 )2  '2--- #2 )2BAIYYAPPANAHALLI     2 )X2  '2--- 2 #2BYPL   2 #2  2''27--- 2 )721.56KMS   2 )72  '28--- 2 )?82SBC END     2 )y82  '- @ !-- @ !#-- @ !-- @ !-- @ !-- @ !;-- @ !-- @ !w-- @ !7-- @ !8-- @ !-- @ !-- @ !-- @ !-- @ !-- @ !7-- @ !-N3---  2 E3N3  2 E3N  'N3--- 2 E 3NCHANNASANDRA    2 ED3N  'N3--- 2 @3NCSDR   2 @3N  N3''N73--- 2 E37N1.5KMS   2 E37N  'N38--- 2 E?83NYNK END    2 Ey83N  '- @ !2-- @ !#2-- @ !2-- @ !2-- @ !2-- @ !;2-- @ !2-- @ !w2-- @ !27-- @ !28-- @ !2-- @ !3-- @ !3-- @ !3-- @ !3-- @ !37-- @ !3-jO---  2 aOj4  2 aOj  'jO--- 2 a OjBANASWADI   2 a'Oj  'jO--- 2 \OjBA  2 \OjND   2 \Oj  jO''j7O--- 2 aO7j4.25KMS   2 aO7j  'jO8--- 2 a?8OjYPR END    2 aw8Oj  '- @ !N-- @ !#N-- @ !N-- @ !N-- @ !N-- @ !;N-- @ !N-- @ !wN-- @ !N7-- @ !N8-- @ !N-- @ !O-- @ !O-- @ !O-- @ !O-- @ !O7-- @ !O-k---  2 ~k5  2 ~k  'k--- 2 ~ kKARMELARAM      2 ~/k  'k--- 2 xkCRLM    2 xk  k''7k--- 2 ~ k712.212KMS   2 ~k7  'k8--- 2 ~?8kSA END    2 ~p8k  '- @ !j-- @ !#j-- @ !j-- @ !j-- @ !j-- @ !;j-- @ !j-- @ !wj-- @ !j7-- @ !j8-- @ !j-- @ !k-- @ !-- @ !-- @ !#-- @ !k-- @ !-- @ !-- @ !k-- @ !-- @ !;-- @ !k-- @ !-- @ !w-- @ !k7-- @ !7-- @ !8-- @ !k-- @ !-- @ !------- S2 00 There is a `D class station BELANDUR ROAD with       2  0 station code  2 T0    2 Y0 `BLRR between   2 0     2 0   .2 0 BYPL `A' PANEL and CRLM       2 `0   ---  2 0     2 0   "Systemuq:v u@ud v - -    00//..՜.+,0 hp  M Swrailways 1TELECOMMUNICATIONVISIBILITY TEST OBJECT/ B.7 BACK DOOR KEYS OF BLOCK INSTRUMENTY B.7.1 Back door of block instrument is provided with double lock and key arrangeY B.7.2 On completion of the work, the back door of the block instrument shall be Y B.7.3 The TECH.ES/JE/SE/Sig of the section is authorised to obtain the key from Title Headings  !"#$%&'()*+,-./0123456789:;<=>?@ABCDEFGHIJKLMNOPQRSTUVWXYZ[\]^_`abcdefghijklmnopqrstuvwxyz{|}~      !"#$%&'()*+,-./0123456789:;<=>?@ABCDEFGHIJKLMNOPQRSTUVWXYZ[\]^_`abcdefghijklmnopqrstuvwxyz{|}~      !"#$%&'()*+,-./0123456789:;<=>?@ABDEFGHIJKLMNOPQRSTUVWXYZ[\]^_`abcdefghijklmnopqrstuvwxyz{|}~Root Entry FzWPData DZ1Table΍WordDocument ;SummaryInformation(CtvDocumentSummaryInformation8MsoDataStoreWPWPCETAG4VF4NX==2WPWPItem  PropertiesUCompObj r   F Microsoft Word 97-2003 Document MSWordDocWord.Document.89q