ࡱ> g DbjbjVV 6Jr<r<$~ ~ 8$\1P#####s$s$s$OOOOOOO$ SU8O9%s$s$%%O##O^4^4^4%*##O^4%O^4^4jDtI#ꁊ& H2xOP01PHU/UdtIUtIs$>$,^4$$%s$s$s$OOb2s$s$s$1P%%%%Us$s$s$s$s$s$s$s$s$~ : @ISOUTH WESTERN RAILWAY BANGALORE DIVISION STATION WORKING Date of issue: 02.05.11 RULE NO. B 73/PCV Date brought Replaced Page No.1 into force: PALAKKODU NOTE: - 1. This issue of Station Working Rules supersedes the Station Working Rules No. B. 73/PCV dated: 11.03.2008 2. 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. 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/RD/PCV/30/ALT 5Signalling Plan NoIPU.1331/ALT-5P. Way Plan NoCN:106-97Layout diagram NoSK 24  96 / 1 2.1 GENERAL LOCATION PALAKKODU is situated on the BAIYYAPPANAHALLI - SALEM JUNCTION Broad Gauge line at a distance of 87.964 Kms from SALEM JUNCTION. This is a Class "B" station with single line working towards DHARMAPURI and MARANDAHALLI. This station is provided with two running lines, with platforms on Roads 1 & 2. The station house is situated on Platform No.1. The code name of this station is "PCV". 2.2 BLOCK STATIONS ON EITHER SIDE AND THEIR DISTANCES DHARMAPURI at a distance of 21.76 Kms. at SALEM JUNCTION side and MARANDAHALLI at a distance of 12.91 Kms towards BAIYYAPPANAHALLI end are the adjacent block stations. There is no "D" Class station on either of the block sections Sl. No.Adjacent Block StationCodeInter Distance.Direction1.DHARMAPURIDPJ21.76KMSSA SIDE2.MARANDAHALLIMZU12.91KMSBYPL SIDE 2.3 BLOCK SECTION LIMITS ON EITHER SIDE OF THE STATION ON DIFFERENT DIRECTIONS PALAKKODU DHARMAPURI Block Section commences at the Up Advanced Starter No. 10 and the PALAKKODU MARANDAHALLI Block Section commences at the Down Advanced starter No. 9. Between stationsPoint from which the block section commencesPoint at which the block section ends.PCV-DPJUp Advanced Starter signal No. 10Up Advanced Starter signal No. 10PCV-MZUDown Advanced Starter signal No. 9Down Advanced Starter signal No. 9 2.4 GRADIENTS Sl. No.Direction & LineFromToInter distance GradientSection1.Up running line Rd-1 & Rd-2Centre line973 m973 m1 in 400 falling towards DPJStation Section2.Up running line 973 m1102 m129 mLevelStation/Block Section3.Up running line1102 m1185 m83 m1 in 190 falling towards DPJBlock section4.Up running line1185m1739.35m554.35mLevelBlock section5Up running line1739.35mB/section -1 in 105 rising towards DPJBlock section6Down running line Rd-1 & Rd-2Centre line440.5m440.5m1 in 400 rising towards MZUStation section7Down running line 440.5m1096.65m656.15m1 in 112 rising towards MZUStation/Block section8Down running line1096.65m1269172.35mLevelBlock section9Down running line1269mB/section-1 in 250 rising towards MZVBlock section 2.5 LAYOUT There are two running lines provided for reception and despatch of both up and down trains. Road-1 is Loop line with Rail level Platform and Road-2 is the Main line with Rail level platform. 2.5.1 RUNNING LINES, DIRECTION OF MOVEMENT & HOLDING CAPACITY IN CSR Running Lines. Direction Of Movement.Holding CapacityLength (CSR)Type of PFLength of PFRoad 1Up & Down reception and despatch58 BOXN+3E+BV+5%732mRL280 mRoad 2Up & Down reception and despatch58 BOXN+3E+BV+5%732mRL280 m Replaced Page No.3 2.5.2 NON-RUNNING LINES: NIL 2.5.3 ANY SPECIAL FEATURES IN THE LAYOUT: Nil 2.6LEVEL CROSSINGS LC No. Class Dept.LocationTypeNormal PositionWhether InterlockedProvision of TelephoneTVU and dateLC No.51 A Class Engg.77/400-500 (PCV-DPJ)Lifting barriersOpened for road trafficInter lockedProvided37170 (nov-09)LC No.53 B2 Class Engg.80/200-300 (PCV-DPJ)Lifting barriersOpened for Road trafficInter lockedProvided23590 (Nov-09)LC No.57 SPL Class Engg.85/000-100 (PCV-DPJ)Lifting barriersOpened for Road trafficInter lockedProvided115892 (Nov-09)LC No.59 B Class Traffic.86/900-87/000 (PCV YARD)Lifting barriersOpened for Road trafficInter lockedProvided12929 (Nov-09)LC No.60 B2 Class Traffic88/200-300 (PCV YARD)Lifting barriersOpened for Road trafficInter lockedProvided20888 of (Nov-09)LC No.61 C Class Engg.88/900-89/000 (PCV-MZU)Lifting barriersClosed to Road traffic Non-Inter lockedProvided4301 (Nov-09)LC No.62 SPL Class Engg.91/200-300 (PCV-MZU)Lifting barriersOpened for Road trafficInter lockedProvided73003 (Nov-09) NOTE: 1) Refer Appendix "A" for detailed gate working instructions. 2) Station staff shall promptly attend to the telephone call from the gate without fail as any call could also be for reporting any emergency. 3 SYSTEM AND MEANS OF WORKING 3.1 This is a Class "B" station and trains are worked under the absolute block system. 3.2. Single line token less (Push button type) block instruments for PALAKKODU DHARMAPURI and PALAKKODU MARANDAHALLI are provided in the Station Master's office. 3.2.1 Block proving Axle counters (BPAC) are provided for PCV DPJ and PCV MZU block sections. Axle counter indication cum-Reset boxes are provided in the station house for indicating the clearance of the block section and for resetting during failure of the axle counter. 3.2.2 Even though it is possible to set the block instrument to "TGT position without the co-operation of the SM at other end, the SM shall advise the train No. and description to the SM at the other end who shall repeat the same if he is ready to receive the train confirmed by a private number. The SM shall then insert the shunt key and set the block instrument to "TGT" position. 3.3 Only the Station Master on duty shall operate the block instrument for train movement and the instrument shall be kept locked after each operation, the keys being kept in his personal custody. (i) The off aspect of the Advanced starter signal constitutes the authority to proceed for the Loco pilot of the departing train to enter the block section ahead. (ii) Advanced Starter signal can be taken off only when the line clear has been obtained through the block instrument from the block station in advance. (iii) Up and Down Advanced starter Signals, are the last stop signals and interlocked with the respective block instrument. (iv) The line clear can be granted or section can be cleared through the block instrument, only when the Home signal and the advanced starter signal pertaining to the block section are in ON position 3.4 CUSTODY OF KEYS The following keys shall normally be kept in the personal/safe custody of the Station Master on duty. . i) SM's keys of the block instruments ii) Control Panel key iii) One of the double lock keys of each of the block instruments back door iv) Padlock keys of the point clamps v) Padlock keys of the safety chains vi) One of the double lock keys of the relay room vii) Keys of point machine lid cover locks Up & Down Shunt keys Key of the box containing the Emergency Gate Keys of LC No.59 at Km. 86/900-87/000 and LC No.60 at Km. 88/200-300. Keys of BPAC resetting boxes. The above keys except Items (i) & (ii) shall normally be kept in the glass fronted key case provided in the Station House. The key case must always be kept locked and the key of the box shall be kept in the personal custody of the Duty Station Master. 4.0 SYSTEM OF SIGNALLING AND INTERLOCKING This station is provided with Standard II (R) Multiple aspect colour light signals with Distant, Home, Starters and Advanced Starter in each direction. All points and signals are operated from the Control panel provided in Station Masters Office (See Appendix "B for details). 4.1 STANDARD OF INTERLOCKING AND OTHER DETAILS: Refer Para 4 above 4.2 CUSTODY OF RELAY ROOM KEY AND PROCEDURE FOR ITS HANDING OVER AND TAKING OVER BETWEEN STATION MASTER AND S&T MAINTENANCE STAFF 4.2.1 The Relay Room is provided with a double key lock. One key is to be retained by the Station Master on duty and the other key by the TECH.ES/JE/SE/Sig. 4.2.2 Whenever it is required to open the relay room, the TECH.ES/JE/SE/Sig shall requisite the key from the SM on duty, duly filling in the relevant columns of the Relay Room key register maintained at the Station. The SM on duty shall hand over the key to the TECH.ES/JE/SE/Sig. After the work in the Relay Room is completed, The Room shall be locked with double lock which shall be ensured by Duty Station Master. The key shall be returned to the SM on duty, duly completing the entries in the relay room key register. 4.2.3 The Relay Room key register shall contain the following columns:- 1) Time and Date of requisition of Key. 2) Purpose for which the key is required i.e. attending the 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 who requisitioned 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. 4.2.4 If an endorsement is made in the Relay Room Key Register by TECH.ES/JE/SE/Sig that the work will affect normal working of points/signals/block working etc., the Station Master shall obtain Form. No. S & T (T/351). from TECH.ES/JE/SE/Sig (the relevant provisions of GR/SR 3.68 to 3.70 are to be followed for train/shunt movements). 4.2.5 When no such endorsement is made, he shall sign in Form S&T/MR and follow the normal procedure for dealing trains. NOTE:- The SM on duty shall not hand over the key to TECH.ES/JE/SE (Sigg) immediately after an accident involving points/signals/interlocking etc. at the station until after fully satisfying that the necessary readings have been recorded by the competent official(s). . 4.3 POWER SUPPLY ( AT STATIONS PROVIDED WITH IPS ) 4.3.1 The normal source of power supply is from TNEB. In addition, Inverter and diesel generator are also made available as an alternate source. 4.3.2 This station is provided with integrated power supply system. A Status monitoring panel (SMP) is provided in the Station Masters panel room. This panel has the following audio, visual alarms. A) Start generator B) Emergency Start generator C) System Shut Down D) Equipment fault / call S & T staff. When the normal EB power supply fails, this system switches over to battery power supply. During prolonged EB failures an alarm is annunciated in the status-monitoring panel (SMP) in the Station Masters panel room. The display may be Start Generator OR Emergency Start Generator OR System shut down based on battery condition Low OR very Low OR battery fully drained out respectively. When the power supply can not be extended, due to the failure of any equipment, the same will be indicated on the system monitoring panel as Equipment fault-call S & T staff. 4.3.3 Functioning of Status monitoring panel:- Sl.NoAlarm/Indication Description.Fault SymptomCorrective action.1Start generatorNeon lamp glows with alarm.Press ACK / RESET push button, Start Generator and press RESET button again.2Emergency start generatorNeon lamp glows with alarm.Press ACK / RESET push button, Start Generator with out delay and Press RESET button again.3System shut downNeon lamp glows with alarm.Press ACK / RESET push button, Start Generator immediately and Call S & T staff. 4Equipment fault/ call S & T staffNeon lamp glows with alarm.Press ACK / RESET push button and Call S & T staff. 4.3.4 A generator must be started for the train service or testing purpose. There are two generators in this station; a generator should be operated alternatively during alternate power supply failure. A register with all details has to be maintained for this purpose. 4.3.5 Whenever the power supply to panel fails, a red light indication appears near the P.ACK button, and buzzer sounds. SM shall press the P.ACK button to stop the buzzer; however the red light indication remains. Once power supply is resumed once again the buzzer will sound. To stop the buzzer, the SM shall press the P.ACK. This will stop the buzzer and red light indication also disappears. 4.3.6 After the generator is started, SM must changeover the switch provided in the generator room from MAIN to STANDBY only after ensuring that steady voltage is maintained by the generator by observing the voltmeter provided in the generator room to avoid fusing of bulbs and fuses in the electrical installations. Whenever power supply from APSEB and generator fails and no light is available in the signal or when the signals are bobbing or flickering the signal should be treated as failed. 4.3.7 If the TNEB supply does not resume within 3 hours, the TECH.ES/SE/JE/SIG of the section must be advised on control phone immediately followed by a message to Sr.DSTE and Sr.DEE /Bangalore. 5 TELECOMMUNICATION Magneto Telephone Communication is provided in addition to block telephones, Railway Auto phone, BSNL phone, control telephone and VHF set as detailed in Appendix "B". 6 SYSTEM OF TRAIN WORKING 6.1 DUTIES OF TRAIN WORKING STAFF Duties of train working Staff are detailed in Appendix- D. Replaced Page No.7 6.1.1 TRAIN WORKING STAFF IN EACH SHIFT One Station Master, One Points man and Two Gatemen will work in each shift according to the roster issued by the Divisional Personnel Officer / Bangalore Division ( See Appendix "D" for their duties ). 6.1.2 RESPONSIBILITY FOR ASCERTAINING CLEARANCE OF LINES AND ZONES OF RESPONSIBILITY The Station Master on duty is responsible to ensure that the line/route is clear and free from obstruction up to the adequate distance before clearing the reception and/or despatch signals by observing the indications on the Control Panel. During failure, he shall personally ensure this by physical observation of the required length of the track. B Before allowing any non-signalled move, the Station Master should ensure that all the points on the required route should be clamped & padlocked and the padlock key is kept in his personal custody. After any non signalled move has taken place over a point operated by an electric point machine whether in facing or trailing direction, the Station Master on duty shall operate the point for normal and reverse setting for the purpose of testing the points. After the SM has ensured that indications regarding the normal and reverse setting are correctly available and then only further movements may be permitted over the points. 6.1.3 ASSURANCE OF STAFF IN THE ASSURANCE REGISTER Every train passing staff posted newly at the station or leave reserve staff at the station or regular staff who has resumed his duties after 15 days of consecutive absence or more must go through Station Working Rules in force and give assurance in the prescribed Assurance Register {SR 5.06 (i)}. 6.2 CONDITIONS FOR GRANTING LINE CLEAR The line shall not be considered clear and SM / DPJ or SM / MZU shall not be allowed to set his block instrument to "TGT" position unless; (a) The whole of the last preceding train has arrived complete and berthed within the starter. (b) All relevant signals have been put back to "ON" behind the said train and ensure that the signal lights are burning. In case of a blank signal the Station master shall also advise the SM in rear to issue caution order to the Driver of approaching train to be vigilant and stop at the home signal. The SM shall also depute a competent Railway servant with hand signal and detonators at the foot of the home signal ( Provisions contained in SR 3.68 (i) (c) Shall be strictly adhered to by both SMs and Drivers). (c) The line is clear up to the Up Advanced Starter for trains from Dharmapuri and up to the Down Advanced Starter for the trains from Marandahalli. (d) In case of Up train from Marandahalli,PN is exchanged with gateman of LC No.61 at km.88/900-89/000 for the closure and securing of the gate against road traffic and the Gateman at No.62 at KM. 91/200-300 is advised for timely closure and clearance of gate signals as detailed in Appendix "A". In the case of Down train from Dharmapuri, the Gatemen at LC No.51 at Km. 77/400-500 and LC No.53 at km. 80/200-300 & LC No.57 at KM. 85/000-100 are advised as detailed in the Appendix A NOTE ; The concerned block section BPAC should show block section clear indication if not remedial action shall be taken for resetting the axle counter as detailed in ANNEXTURE 1 e) SM shall then insert the shunt key in the block instrument to enable Station Masters concerned to obtain line clear for an up or down train. 6.2.1 ANY SPECIAL CONDITIONS TO BE OBSERVED WHILE RECEIVING OR DESPATCHING A TRAIN 6.2.1.1 SETTING OF POINTS AGAINST BLOCKED LINE This station is provided with centralised control panel. When ever 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: - Whenever trains are being received on an obstructed road / blocked line on calling-on signal the following procedures are to be complied with: If possible intimate the Loco pilot through the SM of the rear station. Ensure that the line is clear and free from obstruction up to the point of obstruction on the intended reception line and that the concerned traffic gate/s No.59 at km. 86/900-87/000 and LC No.60 at km. 88/200-300 are closed and secured against road traffic, as the case may be, and white light indication is available near the concerned legend CL on the panel. Ensure 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. During the failure of Calling-on signal, in addition to the above, ensure that the calling-on signal knob is turned to reverse while receiving the train on SPT/T 509 to avoid block failure. Station Master shall also personally ensure that all the points over which the train has to pass are correctly set, clamped, padlocked and the padlock keys are kept with the SM on duty. If the train is received on Signal Post Telephone the SM shall ensure that the condition indicated above (i.e. a to f) is fulfilled and give a message to the Loco pilot through SPT. The Loco pilot shall record the message in his rough journal and pass the signal at ON. The SM shall record the message in the Train signal register below the entry for that train. ABSTRACT MESSAGE Date: Time: To the Loco pilot of Train NoDescriptionUp/Down You are authorised to pass the up/down home signal Noat 'ON' position cautiously at a speed not exceeding 10 kmph and come to Road No. (in figures and words) which is obstructed. You shall bring your train to a halt at the facing points leading to the reception line 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 6.2.1.4 DESPATCH OF TRAIN FROM NON-SIGNALLED LINE: N/A 6.2.1.5 DESPATCH OF TRAIN FROM LINE PROVIDED WITH COMMON STARTER SIGNAL: N/A 6.2.1.6 ANY OTHER SPECIAL CONDITIONS TO BE MENTIONED GIVING REFERENCE TO G &SR Time limit for clearing signals: For a stopping train, approach signals shall not be taken off earlier than 5 minutes before the probable arrival of the train. For a stopping train, despatch signals shall not be taken off earlier then 3 minutes before the probable departure of the train and despatch signal should be cleared only when the train is ready in all respects. For a run through train despatch and approach signals shall not be taken OFF earlier than 7 minutes, before the probable passage of the train. 6.3 CONDITIONS FOR TAKING 'OFF' APPROACH SIGNALS 6.3.1 The Station Master on duty before taking `OFF the reception signal shall ensure that the line on which the train is to be received is clear and free from obstruction up to the adequate distance as required vide Para 6.3.2. 6.3.2 ADEQUATE DISTANCE:- I. The adequate distance required for clearing the Home signal is reckoned as under:- 1.Up train on Road-2 Up to the Advanced Starter No. 10 With Crossover points No. 2 Normal. 2Up train on Road-1(a)Up to sand hump. From signal No. 6 SB with crossover point No. 2 Normal (OR)(b)Up to the advanced starter No. 10 With Crossover point No. 2 Reverse. 3.Down train on Road-1Up to the advanced starter No. 9 With Crossover point No. 1 Reverse 4Down train on Road-2Up to the advanced starter No. 9 With Crossover points No. 1 Normal II. The adequate distance required for clearing the Calling-on signal is reckoned as under:- 1.Up train on Road-1Up to the Starter No. 6 SB 2.Up train on Road-2Up to the Starter No. 6 SA3.Down train on Road-1Up to the Starter No. 5 SB 4.Down train on Road-2Up to the Starter No. 5 SA  NOTE:- 1)For the reception of an Up train on Road-1 or 2, LC No. 60 at Km 88/200-300 should be closed and secured against road traffic as detailed in Appendix-A. 2)For the reception of Down train on Road-1 or 2, LC No. 60 at Km 88/200-300 and LC No. 59 at Km 86/900-87/000 should be closed and secured against road traffic as detailed in Appendix-A. 6.3.3 RESPONSIBILITY OF STATION MASTER FOR RESTORATION OF SIGNALS TO 'ON' Station Master on duty should ensure that signal is put back to ON after the passage of every train as per GR 3.36.i (a) 6.4 SIMULTANEOUS RECEPTION / DESPATCH, CROSSING AND PRECEDENCE OF TRAINS. The signalling arrangements do not permit the simultaneous reception of trains , however it permits the following simultaneous movement of train:- 1. While receiving an Up train from MZU end on Road-1 with crossover Points No. 2 Normal, another Up train can be despatched to DPJ from Road-2. 2. While giving precedence/ crossing, as far as possible the first arriving train shall be received on the loop line and the second train shall be dealt on the main line. If one of the train is not booked to stop at the station, the train booked to stop shall be received on loop line and train not booked to stop shall be run through on main line 6.5 COMPLETE ARRIVAL OF TRAINS 6.5.1 As block proving Axle counters are provided at this station, 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 track circuits concerned. When Block proving axle counters and track circuits from home signals to fouling mark of the reception lines 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 , he shall resort to resetting of the BPAC as detailed in ANNEXTURE -1 6.5.2 During the failure of BPAC and / or of the track circuit ,complete arrival of train shall be ensured as detailed below i) Station Master on duty shall personally ensure the complete arrival of run through train and stopping train (wherever possible) by observing the tail board/tail lamp during day/night as the case may be before closing the block section. ii) If he observes that the train has passed or arrived the station without Tail Board or Tail lamp as the case may be he should not close the block section till such time the complete arrival has been ensured. iii) In case of stopping trains, if the train is berthed in such a way that the SM cannot see the Tail Board/Tail lamp, the Guard of the train is responsible for indicating the complete arrival of the train to the SM on duty by waving his arm four times over head from side to side during day and by waving a white light in similar manner during night. The SM on duty shall acknowledge this in the same manner {SR 14.10 (ii)}. Replaced Page No.11 iv) If the on duty SM is not able to verify the complete arrival of the train as detailed above, communication shall be established after due identification with the guard of the train on walkie-talkie and guard shall ensure that the train has arrived safe and complete inside the fouling mark and give a private number along with his name and train number. This shall be recorded by the SM in the train signals register against the entry for the train in the remarks column. The SM on duty shall give his PN in acknowledgement. This PN given by the SM shall be recorded by the guard in his rough journal book. {SR 14.10 (iv) (c)} v) Due to some reason if the duty Station Master is unable to exchange the complete arrival signal with the guard of a stopping train or if he is not able to contact the guard on the walkie talkie and ensure the complete arrival by exchanging PN, he shall depute the Competent Railway Servant to obtain the signature of the guard in the Train intact arrival register (T/1410) maintained for this purpose as an assurance for the complete arrival of the train with in the fouling mark before clearing the block section. If there is no guard, SM shall personally ensure the complete arrival of train and the clearance of the track [(S.R. 14.10 (iv) (c)]. 6.6.0 DESPATCH OF TRAINS 6.6.1 When everything is ready for the train to be despatched the Station Master/PCV shall call the attention of Station Master/DPJ or Station Master/MZU as the case may be and advise the train number, description, etc. 6.6.2 In case of a down train Station Master/PCV shall advise Gateman of Engineering LC No.62 at Km 91/200-300 for the closure and timely clearance of gate signals, exchange PN with gateman of LC No.61 at km.88/900-89/000 for the closure of the gate against road traffic and the Traffic LC No.60 at Km 88/200-300 is closed and secured and white light indication is available on the panel, as detailed in Appendix A. 6.6.3 Before despatching an up train Station Master/PCV shall ensure the traffic LC No.59 at Km 86/900-87/000 is closed and secured against road traffic and white light indication is available on the panel below the legend CL&, the Gatemen of LC No.51 at Km. 77/400-500, LC No.53 at km. 80/200-300& LC No.57 at KM.85/000-100 are advised for the timely closure and clearance of the gate signals as detailed in Appendix A . 6.6.4 On the receipt of the acknowledgement confirmed with PN from Station Master/MZU or Station Master/DPJ as the case may be, Station Master/PCV shall insert the shunt key and set the concerned token less block instrument to TGT position. Station Master shall ensure that the despatch route is clear and free from obstruction; the points set for the concerned route and shall clear the despatch signal. 6.6.5 After ensuring that the correct despatch signals are taken off, the Station Master shall authorise the train to depart. 6.6.6 After departure of Down Goods Train, Main line point at MZV end should be set to loop line and point No.2 to be set to sand hump at SA end till such time the block section ahead is cleared by the goods train. 6.6.7 The OFF aspect of the last stop signal is the authority for the driver to enter the concerned block section. Note: SM shall ensure that the BPAC for the concerned 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 The signalling arrangements permit run through of trains on both the roads, but as far as possible run through trains shall be dealt on Road 2 (Main line). 6.7.2 Trains carrying ISMD loads shall normally be dealt with only on Road 2 (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 and clamp the points 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 on Form T/369 (-3b) due to failure of home signal, the home signal knob shall be turned to `R' position to avoid block failure. However, if the home signal failure is due to track circuit failure (other than berthing track), the home signal knob should not be turned to `R' position, even though it causes block failure. This is to avoid serious repercussions of the route getting locked. 6.8.3 FAILURE OF STARTER SIGNAL: During failure of starter signal, trains shall be despatched duly issuing written authority in Form T/369-(3b) to the Loco pilots. Proceed hand signals shall invariably be exhibited at the foot of the starter signal after ensuring correct setting of the points duly clamping and padlocking of all the concerned points on the route. 6.8.4 FAILURE OF ADVANCED STARTER SIGNAL (LSS): During failure of this signal the line clear shall be obtained on the block instrument and trains shall be despatched duly issuing the Form T/369-(3b) with an endorsement and the PN received from the SM at the other end of the block section. 6.8.5 FAILURE OF BLOCK INSTRUMENT: - During Block Instrument failure / suspension, the train shall be dealt duly issuing appropriate Line Clear Ticket to the Loco pilot of departing train. Note: - Independent LCT book duly stamped should be kept for each Block Instrument. 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 rule 11.2 of the BWM-2006 of SW Rly should be strictly adhered to. 6.9.3 All Signals except Advanced Starter signal shall be cleared for movement of trolley/lorry/motor trolley when worked as a train. NOTE:- (1) Insulated trolley/lorry/motor trolley do not actuate the track circuit. If the signal is cleared for reception/despatch, the route for the same should not be altered until the movement is completed. (2) Trolley/lorry caps 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. 7 BLOCKING OF LINES 7.1 When a running line is blocked / obstructed for any purpose, the points at both the ends of The line should be set against the line except when shunting is required to be done on that line. No movement should be permitted on to a line occupied by a train / vehicle carrying passengers except when shunting is required to be done on that train / vehicle or for attaching an Engine to that train/vehicle. 7.2 When a running line is blocked / obstructed, "Line Blocked" collars / caps should be placed on the relevant knobs on the panel as mentioned below, to serve as a reminder to the SM on duty. Immediately when the line is clear again, the collars/caps should be removed from the knobs and kept safe. Line OccupiedKnob No.Road-11R, 2RRoad-21N, 2N 7.3 The SM on duty shall see that train / vehicles standing at the station are properly secured so as to prevent them from gaining momentum and rolling down. Vehicles/Wagons should be coupled together and brakes applied. The vehicles should be kept well within the starters. Skids and safety chains should be used for securing the vehicles. 7.4 Before uncoupling one or more wagon/vehicle fitted with roller bearing to be stabled on a running line the hand brakes of all the wagons/vehicles should be applied. Skids should also be used to prevent such vehicle from rolling down. When vehicles are stabled on running lines, the SM on duty shall ensure that the points at either end of the obstructed line are set against the line, clamped and padlocked and the padlock key retained in his personal custody. Instructions contained in SR.5.23 (vii) shall be strictly adhered to. 7.5 When a running line is blocked / obstructed by any vehicle allowed to remain on the line for Some length of time, a clear remark in RED ink should be made immediately in the train signal registers indicating the time and the number of the line on which the vehicle is detained. A record of the blocking of the line shall be made in the station diary also. When the obstruction is removed and the running line is clear again, the time at which the vehicle was removed and the running line cleared should be indicated in the Train Signal Register and the Station Diary. Instructions contained in SR.5.23 (v) shall be strictly adhered to. 7.6 i) Whenever a goods train is to be stabled on running line, before detaching the train engine, the Guard of the train shall ensure that the van brake and the hand brakes of at least six vehicles next to brake van are put on. The Loco pilot shall ensure the hand brakes of at least six vehicles next to the engine also are put on. If after detaching the engine, the brake van also is to be detached, the Guard shall ensure that the hand brakes of at least six more vehicles are put on before detaching the brake van. In addition, they shall also be secured with safety chains fastened to the rails and padlocked to prevent them from getting out of control and rolling down. The brakes shall not be released until the engine/brake van has been attached to the formation. ii) Before detaching the engine from a train carrying passengers, the hand brakes in the Guard's brake van in rear and in additional brake vans, if any, on the formation, shall be securely screwed down. Hand brakes, if any, provided on any other coaching vehicles like Inspection carriages shall be applied. The wooden wedge / skids supplied shall be placed under farthermost wheels of the formation and safety chain shall also be used to secure the vehicles. iii) The Guard, after satisfying himself that the train is braked as required, shall show "Green" hand signal to the Loco pilot and only on seeing the Guard's signal, the Loco pilot may detach the engine or permit the engine to be detached from the train. The train must remain braked until the engine is attached to the train again. Instructions contained in GR 4.48 and SRs there under shall be strictly adhered to. iv) Whenever vehicles are stabled in the siding, the SM should ensure that the siding control knob in normal position. The vehicle / s stabled in the siding shall be secured with hand brakes, skids and safety chains. 7.7 While handing/taking over charge, the outgoing/incoming Station Master should promptly record in the Station Diary and TSR the number of the running line(s) obstructed. 7.8 The relevant instructions contained in SR.5.01, GR.5.19 and 5.23 and SRs there under should be strictly adhered to by all staff concerned. Note : A securing of stabled vehicle register shall be maintained in the following format. Left hand side of the register shall contain the following particulars. DateTimeRoad NoNo. of Vehicles StabledNo of Hand brakes AppliedNo. Of Skids & under which VehicleNo. Of Safety chains provided & for which VehicleSignature Of shunting staffSignature of the supervisor Right hand side of the register shall contain the following particulars. DateTimeRoad NoNo. of Vehicles despatchedNo of Hand brakes releasedNo. Of Skids RemovedNo. Of Safety chains RemovedSignature Of shunting staffSignature of the supervisor 8 SHUNTING 8.1 GENERAL PRECAUTIONS (a) For shunt movement at this station, the duty SM shall give due consideration to the train Services in this section and carryout shunt movements by taking off starter signals. 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. (b) 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. (c) At stations, with 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 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) For all shunt movements likely to affect the level crossings, the closure of the concerned LC gate shall be ensured. (c) Hand shunting/ loose shunting is strictly prohibited. 8.4 SHUNTING ON SINGLE LINE 8.4.1 WITHIN STATION SECTION (BETWEEN LSS) SM shall carry shunting between starter and LSS by taking off the concerned starter & shall issue form T/806 to the Loco Pilot. SM shall extract the shunt key from the concerned block instrument pertaining to the direction of shunting and keep it in his personal custody till shunting is over. 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 MZU-PCV or PCV-DPJ block section {SR. 8.15 (i)}. 8.4.3 BEYOND OPPOSITE FSS To permit shunting beyond the opposing Home Signal, on PCV-MZU or PCV-DPJ 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 Respective block instrument in line closed or TGT with TOL condition on the block instrument. 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. Replaced page No.17 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: -N/A 8.6 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: -During failure of electrical communication instrument: - Normally the concerned Block Instrument and Telephone attached to block instrument should be used to run trains on Absolute block system. During failure, Block working should be done in the preferential order given below: - 1. Block Instrument. 2. Telephone attached to block instrument. 3. Station to Station fixed telephone. 4. Railway Auto phones.& BSNL phones. 5. Mobile phone 6. Control Telephone. 7. VHF sets. NOTE: -When 4th to 7th type communication is used Identification sheets should be used, if not speed restriction comes into force. when line clear has been obtained for a train through 4th to 7th type communication duly using Identification Numbers, issue of caution order shall be dispensed with. Endorsement to the effect that line clear has been obtained using Identification Numbers shall be made on LCT in the manner prescribed in S. R. 4. 09 (i) (11). If Identification Number sheets are not used Caution Orders shall be issued restricting the speed to 15 KMPH during day and 10 KMPH during night and when the view ahead is not clear during day. ii. The authority to proceed to enter into the occupied block section in case of obstruction of line or accident etc: -. Break down Special/Relief train/Engine shall be sent into the Block section on account of obstruction of line or accident etc, by issuing Block ticket to proceed without line clear in form T/A 602. Before preparing this authority the SM shall examine the TSR, Train message books, WTT, Train notice register and Caution order advises and also contact the control and the SM on duty at the other end. iii. Trains delayed in block section: - if a train carrying passengers does not arrive within 10 minutes or if a goods train does not arrive within 20 minutes after allowing for normal running time from the station in rear, The Station Master at the station in advance shall Immediately advise the station in rear and the Control of this fact. The Station Masters at either end of the block section shall also send one of the traffic staff out on the block section to fetch information about the whereabouts and condition of the delayed train and nature of assistance, if any required. iv. Failure of Intermediate Block Stop Signal at ON: - N/A. 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 i. A crank handle duly interlocked with the signals is normally secured in an electrical key instrument in the panel room. The crank handle should be used to operate the points during failures. ii. When the crank handle is properly secured in its electrical key instrument and is free to be extracted a white light indication gets displayed near the place marked Crank Handle on the control panel. When the crank handle is not free to be extracted, the white light gets replaced by a Red light indication. iii. When the crank handle remains extracted, all the signals except up and down advanced starters cannot be taken off. Similarly when a signal other than up and down Advanced Starter is taken off the crank handle cannot be extracted. No attempt must be made to take off a signal when the crank handle remains extracted and no attempt must be made to extract the crank handle when the signal has been taken off. iv. A push switch is provided near the crank handle. When this switch is kept pressed, a white light indication gets displayed nearby. On observing this indication, the crank handle can be extracted. v. During failures of points, crank handle shall be used for setting point. While setting the points by crank handle, it should be ensured that the corresponding point knobs are kept in the required (N or R) position. After setting the points in the required position and clamping, the crank handle shall be restored to its electrical key instrument. On observing the Crank Handle Free (White light) indication and the point indication on the panel, the required signal may be taken off. If the signal obeys when taken off, train movements can be permitted on signals as in the normal course. If the signal fails to respond, train movements should be dealt with strictly in accordance with the relevant provision contained in GR 3.68 to 3.70 and subsidiary rules there under. vi. While utilizing the crank handle to operate a cross over point, it should be ensured that both the facing and trailing ends of the crossover points are correctly set to the required position clamped and padlocked before permitting train / shunt movements over the points. vii. Whenever the crank handle is utilized to operate a point, necessary entries in the crank handle register should be made promptly and the TECH.ES/JE/SE/SIG advised immediately to restore normal working. (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 OF FAILURE OF POINTS, TRACK CIRCUITS / AXLE COUNTER AND INTERLOCKING Any S&T failure should be reported immediately by SM on duty to the concerned signalling Maintenance Staff (TECH.ES/JE/SE/Sig) responsible for attending to the failure and only after receipt of the written memo from the signalling Maintenance Staff (TECH.ES/JE/SE/Sig) for rectification of the fault, SM on duty should restore the normal working. The entries in failure register are to be done with message to the Section Controller Replaced page No.19 9.1 TOTAL FAILURE OF COMMUNICATION In the event of Total interruption of communication occurring between MZU-PCV or PCV-DPJ stations i.e. when line clear cannot be obtained by one of the following means stated in the order of preference namely. a) Block Instrument. b) Telephone attached to block instrument. c) Station to Station fixed telephone. d) Railway Auto phones and BSNL phones. e) Mobile phone. f) Control Telephone & g) VHF sets. 9.1.1 The Station Master on duty shall open communication by sending an engine or any self-propelled vehicle as detailed in Para (2) of SR. 6.02 (ii). The order of preference is given below. a. Light Engine b. Train engine after it is detached from the train. c. Motor trolley/ Tower wagon duly accompanied by a Guard or by an off duty Station Master d. Trolley duly accompanied by a Guard or by an off duty Station Master e. Diesel car/ Rail motor car/EMU rake after ensuring that all passengers have detrained. 9.1.2 Before despatching the above said Engine/self propelled vehicle in the block section the Station Master on duty shall hand over the Authority for opening of communication during Total Interruption of communication on single line section on Form No .T/B 602. 9.1.3 The Station Master on duty shall clearly advise the Loco pilot and Guard of the train the fact that the communications have failed. The LE / TE etc has to proceed with an authority on Form T/B 602. On the receipt of the Form T/B 602 the Station Master at the other end shall prepare and send T/F 602 (Conditional Line Clear) through the Loco pilot and issue Conditional Line Clear Ticket (T/G 602 or T/H 602) to the Loco pilot to return back to the starting station. On receipt of T/F 602 the Station Master at the starting end shall issue Conditional Line Clear Ticket (T/G 602 or T/H 602) to the waiting train at his station. If more than one train is to be started the Station Master at starting station shall send T/E 602 along with T/B 602.Trains will continue to work in this manner till the competent authority restores any one of the means of communications. As soon as any one of the means of communications has been restored, the Station Master shall exchange message with the Station Master at the other end of the section on Form T/I 602. Detailed instructions contained in SR. 6.02 (ii) shall be strictly adhered to for working trains during total interruption of communications. 9.1.4 Line clear shall not be obtained or given by any one of the means of communication restored, until both the Station Masters are satisfied that all trains and engines etc. despatched from their stations have arrived complete at either station. If any light engine/self propelled vehicle etc is in section with T/B. 602 normal working shall not be resumed until the section is cleared and both the station masters are satisfied under exchange of Private numbers that no light engine/self propelled vehicle or any other vehicle is on the section. 9.1.5 In all the cases of working trains during total interruption of communications, a detailed record of timings of all trains, Engines etc., shall promptly be made in the train Signal Register at the Stations concerned. When the communication for train working is restored, Section Control if working shall be consulted before arranging further movements. Control shall also be provided with the timings of trains dealt during total interruption of communication. 9.2 TEMPORARY SINGLE LINE WORKING OF DOUBLE LINE SECTION: N/A Replaced page No.20 9.3 DESPATCH OF TRAIN UNDER AUTHORITY TO PROCEED WITHOUT LINE CLEAR OR TO ASSIST THE CRIPPLED TRAIN Break down Special/Relief train/Engine shall be sent into the Block section by issuing Block ticket to proceed without line clear in form T/A 602. Before preparing this authority the SM shall examine the TSR, Train message books, WTT, Train notice register and Caution order advises and also contact the control and the SM on duty at the other end. Clear instructions shall be issued to the Loco pilot and Guard regarding the nature of obstruction and location of obstruction of engine/BV/First vehicle /last vehicle shall be mentioned as far as known and the station to which the crippled train/engine could be moved to clear the block section. If more relief train/Engine is to be despatched into the block section subsequently, clear instructions shall be given to the Loco pilot and Guard of such trains /engine etc. already allowed into the section and other relevant information. Once obstruction is removed and Competent Railway servant certifies the line as fit and safe for the passage of trains, the duty SM shall exchange numbered message and private numbers with his counterpart at the other side to ensure that the block section is clear of all train/vehicles sent into the section and then only restore normal working. All the entries relating to the train dealt on form T/A 602 shall be made in red ink in TSR [Ref. SR. 6.02 (i)] for detailed instructions. 9.4 Caution Order: Caution Order, if any, shall be issued in accordance with WTT/GR 4.09 by the Duty Station Master to the Loco pilot and Guard of all stopping trains. Appropriate entries shall be made in the trains signal register regarding its issue against the trains entry. Caution Order register shall be maintained by Duty Station Master separately and entries are brought forward as per extant rules. 10 VISIBILITY TEST OBJECT Any aspect of down and Up Starter for Road-1 during day and night shall constitute the visibility test object for Down and Up directions respectively at this station. During thick or foggy or tempestuous weather or dust storm, impairing visibility when the Station Master finds it difficult or impossible to see the position of one or more of the signals concerned, he shall not give Line clear until he has advised, by telephone, the Station Master of the Station in rear, of the conditions prevailing and has instructed him to issue Caution Orders to the Loco Pilots of all trains to stop at the first Stop signal and observe its aspect and if favorable, then proceed at a restricted speed of 10 kilometres an hour, and has received his acknowledgement. 11. ESSENTIAL EQUIPMENTS AT THE STATION The Station Master shall ensure that the prescribed number of the Essential articles listed in Appendix E is made available exclusively for train passing duties. The Station Master on duty shall be responsible to keep the required number of the essential equipments neat and in good fettle to be used whenever required. 12 FOG SIGNAL MEN NOMINATED TO BE CALLED INCASE OF FOG. i. In foggy or tempestuous weather or in dust storm when V.T.O cannot be seen from the SMs office, the SM shall send trained men to act as fog signalmen. The names (and declarations that they know the fog signalling duties) of two members each from the operating and permanent way Group `D' staff at the station shall be maintained and updated periodically in the station Detonator Register by the Station Master. ii. The names of address of Group D Permanent Way staff who are trained in fog signalling duties shall be painted on the board provided for this purpose near the office of the Station Master on duty. LIST OF APPENDICES:- Appendix A - Working Of Level Crossing Gates. Appendix B -System of Signalling and interlocking and communication arrangements at the station. Appendix C - Anti collision device (Raksha Kavach). Appendix D - Duties of train passing staff and staff in each shift. Appendix E - Essential Equipments provided at the Station. Appendix F - Rules for working D class stations, Halts, IBH, IBS and Outlying sidings. Appendix G - Rules for working of trains in electrified sections. Annexure 1- Instruction for the working of BPAC. APPENDIX A WORKING OF LEVEL CROSSING GATES A.1 ENGINEERING LEVEL CROSSING. No. 51 AT Km. 77 / 400-500: A.1.1 This is an interlocked A class Engineering Level crossing Gate situated between DPJ and PCV stations and provided with lifting barrier. Multiple aspect color light Gate signals and Gate Distant signals in either direction are provided. This level crossing gate is normally kept open for road traffic and manned round the clock by a gateman. one gateman each in 12 Hours shift under essentially intermittent roster issued by DPO/SBC and this gate is under the control of SE/P.W/DPJ A.1.2 Magneto telephone communication is provided with this level crossing Gate and SM/PCV. The bell code to call each other is as detailed in Appendix B12 A.1.3 Before granting line clear for a Down train to leave DPJ or before dispatching an Up train to DPJ, SM/PCV shall call the attention of the Gatemen on phone and advise him the particulars of the train with its No. Description, direction of movement and probable time of departure from DPJ or PCV the gateman shall acknowledge the advise by repeating the Train No. Description, direction etc., and assure the on duty SM/PCV that he is ready to close and lock the gate against the road traffic and take off the gate signal in time. The details of the train including the time of advise shall be recorded by the SM on duty and the gateman in the register maintained separately at the station and at the gate lodge for this purpose A.1.4 Immediately on receipt of the out report for a Down train from DPJ or after the departure of an Up train from PCV, the SM/PCV shall advise the gateman who shall close and secure the gate against the road traffic and take off the concerned gate signal in time. A.1.5 An emergency key is provided in the gate lodge for the use during the failure of the gate key. This key is kept in an RKT, which when removed prevents the clearing of the gate signals. This emergency key shall be extracted by the gateman only after exchanging Private number with the controlling SM. This shall be recorded both at the gate lodge and at the controlling station in the remarks column of the PN exchange register. A.1.6 In case of failure of the LC gate in open condition i.e., due to the failure of lifting barriers, gate key etc., the gateman shall immediately inform the on duty station master under the exchange of private number and arrange to protect the gate by means of safety chains with padlocks and stop boards. Trains shall be piloted across the gate by the gateman on hand signals. The gate shall be treated as a non-interlocked gate and the procedures adopted for non-interlocked shall be adhered to both by the gateman as well as the controlling SM. A.1.7 In case of failure of Magneto Telephone Communication between the station and the LC gate or when the Gatemen fails to respond to the telephone calls, the SM/PCV shall issue caution order to the Loco pilot of all Up stopping trains entering the block section from his station vide SR.16.03 (iii)(b)(1)(i) and also advise SM/DPJ under exchange of PN to issue caution order to the loco pilot of all Down stopping trains entering the Block section from the other end vide SR.16.03(iii)(b)(1)(ii). The Loco pilot who is in receipt of caution order shall observe S.R.16.03 (iii)(b)(2). During the failure of magneto telephone communication between this LC and Station, SM/PCV shall advise Tech./ES/JE/SE/Sig. of the section for the restoration of The Telephone communication. Note: 1. Run through trains need not be stopped out of course for the purpose of issue of caution order {S.R.16.03 (b)(2)(iii)}. 2. When a train movement is cancelled for which the gatemen has been advised to close the gate, SM/PCV should advise the same to the gateman on duty duly communicating a private number in confirmation of the cancellation of the movement. This PN shall be recorded in the remarks column of the PN exchange register. 3. In the case of failure of Power supply from TNEB or inverter at this LC, the gateman shall immediately advise the ON duty SM/PCV about the failure of power supply, SM/PCV shall also arrange to issue caution order to the GDR of trains entering this Block section from either end informing about the blank signals. 4. The responsibility of keeping the LC gate closed and locked against the road traffic for the safe passage of the train without delay lies with the gateman on duty. 5. If any barriers fastening thereof or the winch mechanism goes out of order the gateman shall advise the SM on duty immediately, and the SM shall give the message to the concerned officials to attend the failure and attend and restore the same. S.R. 16.06 (iii)(a)&(b) 6. The working instruction of this LC gate is issued separately by the Engineering Department. A.2 ENGINEERING LEVEL CROSSING. No. 53 AT Km. 80/200-300 between DPJ and PCV. A.2.1 This is an interlocked B2 class Engineering Level crossing Gate situated between DPJ and PCV stations and provided with Lifting barriers. Multiple aspect color light Gate signals and Gate Distant signals in either direction are provided. This level crossing gate is normally kept open for road traffic, and manned round the clock by a gateman, one gateman each in 12 Hours shift as per the roster issued by DPO/SBC and this gate is under the control of SE/P.Way/DPJ A.2.2 Magneto telephone communication is provided with this level crossing Gate and SM/PCV. The bell code to call each other is as detailed in Appendix B A.2.3 Before granting line clear for a Down train to leave DPJ or before dispatching an up train to DPJ, SM/PCV shall call the attention of the Gatemen on phone and advise him the particulars of the train with its No. Description, direction of movement and probable time of departure from DPJ or PCV the gateman shall acknowledge the advice by repeating the Train No. Description, direction etc., and assure the on duty SM/PCV that he is ready to close and lock the gate against the road traffic and take off the gate signal in time. The details of the train 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.2.4 Immediately on receipt of the out report for a down train from DPJ or after the departure of an Up train from PCV, the SM/PCV shall advise the gateman who shall close and secure the gate against the road traffic and take off the concerned gate signal in time. A.2.5 An emergency key is provided in the gate lodge for the use during the failure of the gate key. This key is kept in an RKT, which when removed prevents the clearing of the gate signals. This emergency key shall be extracted by the gateman only after exchanging Private number with the controlling SM. This shall be recorded both at the gate lodge and at the controlling station in the remarks column of the PN exchange register. A.2.6 In case of failure of the LC gate in open condition i.e., due to the failure of lifting barriers, gate key etc., and 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. A2.7 In case of failure of Magneto Telephone Communication between the station and the LC gate or when the Gatemen fails to respond to the telephone calls, the SM/PCV shall issue caution order to the Loco pilot of all Up stopping trains entering the block section from his station vide SR.16.03 (iii)(b)(1)( i) and also advise SM/DPJ under exchange of PN to issue caution order to the loco pilot of all Down stopping trains entering the Block section from the other end vide SR.16.03(iii)(b)(1)(ii). The Loco pilot who is in receipt of caution order shall observe S.R.16.03 (iii)(b)(2). During the failure of magneto telephone communication between this LC and Station, SM/PCV shall advise Tech./ES/JE/SE/Sig. of the section for the restoration of The Telephone communication. Note: 1. Run through trains need not be stopped out of course for the purpose of issue of caution order {S.R.16.03 (b)(2)(iii)}. 2. When a train movement is cancelled for which the gatemen has been advised to close the gate, SM/PCV should advise the same to the gateman on duty duly communicating a private number in confirmation of the cancellation of the movement. This PN shall be recorded in the remarks column of the PN exchange register. 3. In the case of failure of Power supply from TNEB or inverter at this LC, the gateman shall immediately advise the ON duty SM/PCV about the failure of power supply, SM/PCV shall also arrange to issue caution order to the GDR of trains entering this Block section from either end informing about the blank signals. 4. The responsibility of keeping the LC gate closed and locked against the road traffic for the safe passage of the train without delay lies with the gateman on duty. 5. If any part of the lifting barriers goes out of order, the gateman shall advise the SM on duty immediately, and the SM shall give the message to the concerned officials to attend the failure and attend and restore the same. S.R. 16.06 (iii)(a)&(b) 6. The working instruction of this LC gate is issued separately by the Engineering Department. A.3.0 ENGINEERING LEVEL CROSSING No.57 AT KM. 85/000-100 between DPJ and PCV. A.3.1 This is an interlocked SPL class Engineering Level crossing Gate situated between DPJ and PCV stations and provided with Lifting barriers. Multiple aspect color light Gate signals and Gate Distant signals in either direction are provided. This level crossing gate is normally kept open for road traffic, and manned round the clock by a gateman, one gateman each in 12 Hours shift as per the roster issued by DPO/SBC and this gate is under the control of SE/P.Way/DPJ A.3.2 Magneto telephone communication is provided with this level crossing Gate and SM/PCV. The bell code to call each other are as detailed in Appendix B12 A.3.3 Before granting line clear for a Down train to leave DPJ or before dispatching an up train to DPJ, SM/PCV shall call the attention of the Gatemen on phone and advise him the particulars of the train with its No. Description, direction of movement and probable time of departure from DPJ or PCV the gateman shall acknowledge the advice by repeating the Train No. Description, direction etc., and assure the on duty SM/PCV that he is ready to close and lock the gate against the road traffic and take off the gate signal in time. The details of the train 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 the out report for a down train from DPJ or after the departure of an Up train from PCV the SM/PCV shall advise the gateman who shall close and secure the gate against the road traffic and take off the concerned gate signal in time. A.3.5 An emergency key is provided in the gate lodge for the use during the failure of the gate key. This key is kept in an RKT, which when removed prevents the clearing of the gate signals. This emergency key shall be extracted by the gateman only after exchanging Private number with the controlling SM. This shall be recorded both at the gate lodge and at the controlling station in the remarks column of the PN exchange register. A.3.6 In case of failure of the LC gate in open condition i.e., due to the failure Lifting barrier, 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. A3.7 In case of failure of Magneto Telephone Communication between the station and the LC gate or when the Gatemen fails to respond to the telephone calls, the SM/PCV shall issue caution order to the Loco pilot of all Up stopping trains entering the block section from his station vide SR.16.03 (iii)(b)(1)(i) and also advise SM/DPJ under exchange of PN to issue caution order to the loco pilot of all Down stopping trains entering the Block section from the other end vide SR.16.03(iii)(b)(1)(ii). The Loco pilot who is in receipt of caution order shall observe S.R.16.03 (iii)(b)(2). During the failure of magneto telephone communication between this LC and Station, SM/PCV shall advise Tech./ES/JE/SE/Sig. of the section for the restoration of The Telephone communication. Note: 1. Run through trains need not be stopped out of course for the purpose of issue of caution order {S.R.16.03 (b)(2)(iii)}. 2. When a train movement is cancelled for which the gatemen has been advised to close the gate, SM/PCV should advise the same to the gateman on duty duly communicating a private number in confirmation of the cancellation of the movement. This PN shall be recorded in the remarks column of the PN exchange register. 3. In the case of failure of Power supply from TNEB or inverter at this LC, the gateman shall immediately advise the ON duty SM/PCV about the failure of power supply, SM/PCV shall also arrange to issue caution order to the GDR of trains entering this Block section from either end informing about the blank signals. 4. The responsibility of keeping the LC gate closed and locked against the road traffic for the safe passage of the train without delay lies with the gateman on duty. 5. If any part of the Lifting barrier goes out of order the gateman shall advise the SM on duty immediately, and the SM shall give the message to the concerned officials to attend the failure and attend and restore the same. S.R. 16.06 (iii)(a)&(b) 6. The working instruction of this LC gate is issued separately by the Engineering Department A.4.0 TRAFFIC LEVEL CROSSING GATE No.59 AT KM. 86/900-87/000 between PCV and DPJ. A.4.1 TRAFFIC LC GATE NO.59 @ KM 86/900-87/000 at PCV yard A.4.1 This is an interlocked C class level crossing gate provided with Lifting barrier and is under the control of Station master/Palakkodu. This gate is situated between Up Advanced starter and Down Home signal. The gate is manned round the clock by gatemen one in each 12-hour shift as per the essentially intermittent roster issued by DPO/SBC. A.4.2 Magneto telecommunication is provided between this level crossing and SM's office as detailed in appendix 'B12'. A.4.3 LC No.59 at Km 86/900-87/000 is a C class gate situated between down home signal and Up Advanced Starter and interlocked with Down reception and up despatch signals controlled by G2 knob on the panel. A.4.4 This level crossing gate is normally kept open for the road traffic. The SM on duty shall advise the gateman whenever it is necessary to close and lock the gates against road traffic for the passage of train. A.4.5 A single lever ground frame is provided near this level crossing to control the gate. Before permitting any train/shunt movement likely to infringe the level crossing, the SM on duty shall call the gateman on phone and advise him the particulars of the train/shunt movement such as the number, description, direction and ask him to close the level crossing, turning the knob G2 to reverse position. The gateman shall repeat the instructions in acknowledgement, lower the lifting barriers, extract the winch key, insert and turn in the single lever frame. This unlocks the lever. The single lever shall be reversed. This reversal of the single lever locks the booms in the lowered condition and releases the boom-locking key. The boom-locking key shall be inserted and turned in the RKT provided to transmit gate closed indication to SMs panel. A white light appears on the control panel. Then the SM shall clear the concerned reception/ despatch signals or permit any other shunt movements across the LC. After the passage of the train/shunt movement the SM on duty shall turn the G2 knob to normal. The gate closed CL indication disappears on the SMs panel and the free indication appears on the indicator near the RKT controlling the level crossing gate. The gateman after ensuring the availability of the free indication shall extract the boom-locking key from the RKT. The boom-locking key shall be inserted and turned in the single lever frame to release the lever. The lever shall be normalised. This releases the boom locks and also the winch key. The winch key shall be extracted from the single lever frame and inserted in the winch to operate the handle for opening the gate to road traffic. A.4.6 The level crossing shall not be closed against road traffic earlier than 6 mts. before the arrival of a train or 10 mts. before the expected passage of a run through train. The gates shall be closed when the train is ready to leave, in case of stopping trains. During shunting, the gates shall not be kept closed for more than 10 mts. if necessary shunting should be suspended and the road traffic permitted to pass through. A.4.7 In case of failure of magneto telephone communication or if there is no response from the gateman, and when the level crossing is to be closed against the road traffic, the SM on duty shall adhere to the instructions in SR. 16.03 (iii) (a) (ii) (2) and depute a Points man to the level crossing to ensure that the gates are closed and locked against road traffic and exchange All ready signals with the SM. The SM shall then clear the required reception or despatch signal as the case may be after ensuring the CL indication on the panel. A.4.8 During failure of interlocking or damage to the gates or interlocking gear, the signals interlocked with the concerned level crossing cannot be taken 'OFF'. Train movements shall be dealt with strictly according to the relevant provisions contained in GRs 3.68 to 3.70 and subsidiary rules there under. Advice to be sent to the concerned TECH.ES/SE/JE/SIG. to rectify the signal failure and if any damage to the gate a message also be sent to the TECH.ES/SE/JE/P.WAY for rectification. A.4.9 Emergency Key G2 secured in electrical key instrument in a glass fronted box, secured with padlock and key is kept under the custody of the on duty SM for use in case of failure of RKT. The SM on duty shall open the lock & break open the seal of the box, extract the Emergency key G2 and arrange to use it to open the level crossing gate. Since the key is interlocked with Up and Down reception and despatch signal, the concerned interlocked signals cannot be taken OFF once the key is extracted. These signals shall be suspended and train service dealt strictly under the relevant provisions contained in GR 3.68 to 3.70 and subsidiary rules there under duly ensuring that the gates are closed and secured against road traffic. The SM on duty shall ensure that the emergency gate keys are returned to him after the use. A.4.10 Removal of emergency gate keys from the electric key contact box will prevent the clearing of the concerned interlocked signals. A.4.11 When the emergency gate key G2 is used, the SM on duty shall make an entry in the register specially maintained for this purpose with the details like; the time and date of use, the number of the train for which it was used, etc. Immediately after noticing the failure the TECH.ES/SE/JE/SIG. shall be advised to restore the normal working. A.4.12 In case of obstruction at/near the level crossing, the gateman shall adhere to the instructions contained in GR 16.07 and SRs there under. A.4.13 When ever the train/shunt movement is cancelled the SM shall advise the gateman regarding the cancellation of the train/shunt movement and turn the gate knob G-2 to normal position for opening the gate for road traffic. A.5.0 TRAFFIC LC GATE NO.60 @ KM 88/200-300 (PCV YARD): A.5.1 This is an interlocked B class level crossing gates provided with Lifting Barrier and is under the control of Station master/Palakkodu. A.5.2 Magneto telecommunication is provided between this level crossing and SM's office as detailed in appendix 'B 12'. A.5.3 LC No.60 at Km 88/200-300 is a B2 Class gate situated between down advanced starter and up outermost point No.1 and interlocked with up and down reception and down despatch signals controlled by G1 knob on the panel. A.5.4 This level crossing gates is normally kept open for the road traffic. The SM on duty shall advise the concerned gateman whenever it is necessary to close and lock the gates against road traffic for the passage of train. A.5.5 A single lever ground frame is provided near this level crossing to control the gate. Before permitting any train/shunt movement likely to infringe the level crossing, the SM on duty shall call the gateman on phone and advice him the particulars of the train/shunt movement such as the number, description, direction and ask him to close the level crossing, turning the knob G1 to reverse position. The gateman shall repeat the instructions in acknowledgement, lower the lifting barriers, extract the winch key, insert and turn in the single lever frame. This unlocks the lever. The single lever shall be reversed. This reversal of the single lever locks the booms in the lowered condition and releases the boom-locking key. The boom-locking key shall be inserted and turned in the RKT provided to transmit gate closed indication to SMs panel. A white light appears on the control panel. Then the SM shall clear the concerned reception/ despatch signals or permit any other shunt movements across the LC. After the passage of the train/shunt movement the SM on duty shall turn the G1 knob to normal. The gate closed CL indication disappears on the SMs panel and the free indication appears on the indicator near the RKT controlling the level crossing gate. The gateman after ensuring the availability of the free indication shall extract the boom-locking key from the RKT. The boom-locking key shall be inserted and turned in the single lever frame to release the lever. The lever shall be normalised. This releases the boom locks and also the winch key. The winch key shall be extracted from the single lever frame and inserted in the winch to operate the handle for opening the gate to road traffic. A.5.6 The level crossing shall not be closed against road traffic earlier than 6 mts. before the arrival of a train or 10 mts. before the expected passage of a run through train. The gates shall be closed when the train is ready to leave, in case of stopping trains. During shunting, the gates shall not be kept closed for more than 10 mts. if necessary shunting should be suspended and the road traffic permitted to pass through. A.5.7 In case of failure of magneto telephone communication or if there is no response from the gateman, and when the level crossing is to be closed against the road traffic, the SM on duty shall adhere to the instructions in SR. 16.03 (iii) (a) (ii) (2) and depute a Points man to the level crossing to ensure that the gates are closed and locked against road traffic and exchange All ready signals with the SM. The SM shall then clear the required reception or despatch signal as the case may be after ensuring the CL indication on the panel. A.5.8 During failure of interlocking or damage to the gates or interlocking gear, the signals interlocked with the concerned level crossing cannot be taken 'OFF'. Train movements shall be dealt with strictly according to the relevant provisions contained in GRs 3.68 to 3.70 and subsidiary rules there under. Advice to be sent to the concerned TECH.ES/SE/JE/SIG. to rectify the signal failure and if any damage to the gate a message also be sent to the TECH.ES/SE/JE/P.WAY for rectification. A.5.9 Emergency Key G1 secured in electrical key instrument in a glass fronted box, secured with padlock and key is kept under the custody of the on duty SM for use in case of failure of RKT. The SM on duty shall open the lock & break open the seal of the box, extract the Emergency key G1 and arrange to use it to open the level crossing gate., since the key is interlocked with Up reception and Down despatch signals, the concerned interlocked signals cannot be taken OFF once the key is extracted. Then signals shall be suspended and train service dealt strictly under the relevant provisions contained in GR 3.68 to 3.70 and subsidiary rules there under duly ensuring that the gates are closed and secured against road traffic. The SM on duty shall ensure that the emergency gate keys are returned to him after the use. A.5.10 When the concerned emergency gate key G1 is used, the SM on duty shall make an entry in the register specially maintained for this purpose with the details like; the time and date of use, the number of the train for which it was used, etc. Immediately after noticing the failure the TECH.ES/SE/JE/SIG. shall be advised to restore the normal working. A.5.11 In case of obstruction at/near the level crossing, the gateman shall adhere to the instructions contained in GR 16.07 and SRs there under. A.5.12 When ever the train/shunt movement is cancelled the SM shall advise the gateman regarding the cancellation of the train/shunt movement and turn the gate knob G-1 to normal position for opening the gate for road traffic A.6.0 ENGINEERING LEVEL CROSSING GATE No.62 at km. 91/200-300 Between PCV and MZU stations A.6.1 This is an interlocked SPL class Engineering Level crossing Gate situated between PCV and MZU stations and provided with Lifting barrier. Multiple aspect color light Gate signals and Gate Distant signals in either direction are provided. This level crossing gate is normally kept open for road traffic, and manned round the clock by a gateman, one gateman each in 12 Hours shift as per the roster issued by DPO/SBC and this gate is under the control of SE/P.Way/DPJ A.6.2 Magneto telephone communication is provided with this level crossing Gate and SM/PCV. The bell code to call each other is as detailed in Appendix B12 A.6.3 Before permitting SM/MZU to obtain line clear for an Up train or before dispatching a down train to MZU, SM/PCV shall call the attention of the Gatemen on phone and advise him the particulars of the train with its No. Description, direction of movement and probable time of departure from MZU or PCV. The gateman shall acknowledge the advice by repeating the Train No. Description, direction etc., and assure the on duty SM/PCV that he is ready to close and lock the gate against the road traffic and take off the gate signal in time. The details of the Train 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.6.4 Immediately on receipt of the out report for an up train from MZU or after the departure of a down train from PCV, the SM/PCV shall advise the gateman who shall close and secure the gate against the road traffic and take off the concerned gate signal in time. A.6.5 An emergency key is provided in the gate lodge for the use during the failure of the gate key. This key is kept in an RKT, which when removed prevents the clearing of the gate signals. This emergency key shall be extracted by the gateman only after exchanging Private number with the controlling SM. This shall be recorded both at the gate lodge and at the controlling station in the remarks column of the PN exchange register. A.6.6 In case of failure of the LC gate in open condition i.e., due to the failure Lifting barrier, 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. A6.7 In case of failure of Magneto Telephone Communication between the station and the LC gate or when the Gatemen fails to respond to the telephone calls, the SM/PCV shall issue caution order to the Loco pilot of all down stopping trains entering the block section from his station vide SR.16.03 (iii)(b)(1)(i) and also advise SM/MZU under exchange of PN to issue caution order to the loco pilot of all up stopping trains entering the Block section from the other end vide SR.16.03(iii)(b)(1)(ii). The Loco pilot who is in receipt of caution order shall observe S.R.16.03 (iii)(b)(2). During the failure of magneto telephone communication between this LC and Station, SM/PCV shall advise Tech./ES/JE/SE/Sig. of the section for the restoration of The Telephone communication. Replaced page no.30. Note: 1. Run through trains need not be stopped out of course for the purpose of issue of caution order {S.R.16.03 (b)(2)(iii)}. 2. When a train movement is cancelled for which the gatemen has been advised to close the gate, SM/PCV should advise the same to the gateman on duty duly communicating a private number in confirmation of the cancellation of the movement. This PN shall be recorded in the remarks column of the PN exchange register. 3. In the case of failure of Power supply from TNEB or inverter at this LC, the gateman shall immediately advise the ON duty SM/PCV about the failure of power supply, SM/PCV shall also arrange to issue caution order to the GDR of trains entering this Block section from either end informing about the blank signals. 4. The responsibility of keeping the LC gate closed and locked against the road traffic for the safe passage of the train without delay lies with the gateman on duty. 5. If any part of the Lifting barrier goes out of order, the gateman shall advise the SM on duty immediately, and the SM shall give the message to the concerned officials to attend the failure and attend and restore the same. S.R. 16.06 (iii) (a)&(b) 6. The working instruction of this LC gate is issued separately by the Engineering Department. A.7.0 ENGINEERING NON-INTERLOCKED LEVEL CROSSING GATE No.61 at km. 88/900-89/00 Between PCV and MZU stations A.7.1 This is a C Class non-interlocked Engineering level crossing and provided with lifting barriers and situated in PCV-MZU block section and the normal position is kept closed to road traffic. This gate is manned by a gateman each in 12 hours under essentially intermittent roster issued by DPO/SBC and the LCs are under the control of SE/P.Way/DPJ. A.7.2 Magneto phone communication is provided between this LC and SM/PCV as detailed in appendix 'B'. A.7.3 When the barriers remain in raised position, the level crossing is opened for road traffic. During night, a red light is displayed when level crossing is closed to road traffic. During daytime when the barriers are lowered across the road a red disc on the boom of the barrier and red targets suspended from it warn the road traffic to stop. While the boom comes down across the road, a gong attached to each boom gives bell as a warning to the road users that the level crossing is being closed. The gongs do not sound when the barriers are lifted. Notice Boards facing the road traffic are erected at either end of the level crossing to warn the traffic to stop when the gongs are sounded. A.7.4 Before granting line clear for an UP train to SM/MZU or before the departure of a DOWN train, the Station Master/PCV shall advise the gateman on duty, the particulars of train with its number, description, direction of movement, probable departure from the adjacent block station or from his station and communicate a Private number with time to the gatemen on duty. Replaced page no.31 A.7.5 The gateman, on getting this advice must acknowledge the advice by repeating the particulars of train and ensure that the level crossing gate is closed and locked against road traffic for the passage of the train and communicate an individual private number duly pronouncing his LC no. with time as an assurance to that effect to the Station Master. A.7.6 The private number given by the Station Master constitutes an assurance that he had informed the gateman about the movement of the train. The private number, given by the gateman to the Station Master constitutes an assurance that he has kept the level crossing gates closed against the road traffic for the safe passage of the train and no obstruction at the LC gate. A.7.7 The private numbers exchanged between the station master and the gateman shall be entered in a separate register with time, date and train particulars specially maintained for this purpose, at the station and at the gate lodge. The gateman shall also record the actual time of passage of train through his LC gate. A.7.8 Whenever it is required to open the level crossing gates for the passage of road traffic, the gate man on duty shall ascertain from SM on duty on phone regarding movement of train. The SM on duty, if there is no train to enter into the block section, the train which has already entered the block section has passed the gate and if it is safe to open the gate, shall permit the gate man to open the LC gate for road traffic by giving a private number with time to the gate man. After getting the PN from SM on duty, before opening the LC gate for road traffic the gate man shall fix a banner flag during day or hand signal lamp with red light during night in the middle of track on either side of the gate, facing towards Up and Down direction and shall then open the gate for road traffic. Immediately after the passage of road traffic, he shall close and lock the gate against road traffic, keep the keys in his personal custody remove the banner flag / red light and give his PN with time to the SM on duty. LC gate open PN and time given to the gate by the SM shall be recorded in red ink in the LC gate PN exchange register and in the TSR below the entry of the last train. Gate open PN along with the time shall be recorded by the gateman in the PN exchange register in red ink. SM shall ensure that relevant entries are completed in the PN Exchange register and TSR before granting line clear/despatching a train. A.7.9 When there is failure of telephone communication between any of these level crossing gates and the Station or when there is no response from the gateman and when a train is to be passed across the level crossing the Station Master shall adhere to SR 16.03 (iii) (b) (1) and issue Caution Order to all Down trains entering the block section and also advise Station Master/MZU for issue of Caution Order to all Up trains entering the block section under exchange of PN. The Loco pilot shall adhere to SR 16.03 (iii) (b) (2) (i). The station master shall also advise the section TECH.ES/JE/SE/SIG. for immediate rectification. NOTE: 1 When a train/shunt movement for which LC gates have been kept closed and private numbers have been exchanged with the gateman is to be cancelled due to any reason, the SM on duty shall advise the same to the gateman duly communicating a private number in confirmation of the cancellation of the movement. 2 The responsibility of keeping the gates locked across the road traffic for the safe passage of the train without delay lies with the gateman. APPENDIX B SYSTEM OF SIGNALLING AND INTERLOCKING B.1.1 This is a Class B Station provided with Standard-II (R) Multiple aspect colour light signals with panel interlocking. B.1.2 Up Home Signal at distance of 398 meters beyond the Up outermost Point No.1 and Up Distant signal at a distance of 1005 meters from the Up Home signal are provided for the reception of Up trains on Road-1 and Road-2. B.1.3 Down Home Signal at a distance of 511.3 beyond the Down outermost point No.2 and Down Distant signal at a distance of 1005 metres from the Down home signal are provided for the reception of Down trains on Road-1 and Road-2. B.1.4 Calling on signals are provided below the Up and Down Home Signals. B.1.5 Signal post telephones are provided below the calling on signals on both Up and Down Home Signals. B.1.6 Up and Down starters for Road-1 and 2 and Up and Down Advanced starters are provided for the despatch of Up and Down trains. B.1.7 A Goods warning board is provided at a distance of 1600 meters in rear of down home and 1605 meters in rear of up home signal. B.1.8 P markers are provided below Up and Down distant signals. B.1.9 C markers are provided on the stem of Up and Down Home signals below the calling on signal. B.1.10 Board with legend Draw close to home if it is at ON provided in rear of Up and Down Home Signals. B.1.11 Crank handles duly interlocked with the signals except Up and Down Advanced Starters is kept in SMs office for operating point machine during failure. B.1.12 All signals are erected on Left Hand Side. B.1.13 Advanced starters are the last stop signal and these are interlocked with respective block instruments. B.1.14 Up and Down shunt keys, which are in electrical key transmitter when removed, prevents clearing of up advance starter No.10 and down advance starter No.9 respectively. B.1.15 Directional type route indicators are provided on the up and down home signals. When the route is set and signal cleared for Road-1 the concerned route indicator will display a row of white lights. Unless the route indicator is lit, the signal will not get cleared for Road-1. But there will not be any display of white lights when the route is set and the signal is cleared for receiving an up and down train on Road-2 (Main line). B.1.16 Emergency gate keys for LC at Km 86/900-87/000 and at Km 88/200-300 are kept in separate electric Key Contact box in SMs Office, during failure of electrical lever lock at LCs these keys can be used. B.2.0 CONTROL PANEL: B.2.1 All points and signals are operated from the combined track diagram with control panel installed in the Station House. The panel consists of a console, which provides a clear picture of the track, points and signals over the entire area. Each track circuit is represented by a separate distinct colour. B.2.2 At the bottom of the panel, SMs key, points knobs, P ACK button and signal knobs are provided. At the top of the panel, white light indication for route cancellation counter and RED and WHITE light indication for crank handle and counters for calling-on signal and route cancellation are provided. B.2.3 The signal knobs for reception and despatch signals at either end are coloured RED and the point knobs are coloured BLACK with the number engraved in the centre of the knob. B.2.4 (i) The point knob has two positions normal (N) and Reverse and must normally be kept in the normal position. To set the point to the reverse position, the knob must be turned to the position. The point repeat indications are shown near the point knob by means of a GREEN light indicating the (N) position and YELLOW light indicating the position. If the points do not set and lock properly no repeat indication will be available. (ii) In addition to the Normal and Reverse indication near the point knob, there is a White light in between the above indications. The White light indication appears only when the point is free to be operated. B.2.5 (i) The last stop signal knob Nos.9 and 10 and calling on signal knob Nos.5RB and 6RB have two positions, Normal and Reverse and must normally be kept in the Normal position. The signal knob should be turned in the direction shown in the panel for clearing the signal. (ii) The signal knob Nos. 5 controlling Up Home No.5 RA and Down starters 5 SA and 5 SB is having three position i.e., R, C and S (Receiving position, Normal position and Sending position). (iii) The signal knob Nos. 6 controlling Down Home signal No.6 RA and Up starter No.6 SA and 6 SB is having three positions i.e., R, C and S (Receiving position, Normal position and Sending position). (iv) The signal knobs 5 and 6 must normally be kept in C position and should be turned to S or R position when required. B.2.6 Power acknowledgement button (P ACK) coloured RED is provided on the right hand side bottom of the panel. Instructions for operating the P ACK button are detailed in Para B.11. B.2.7 Crank handle FREE (White light) and LOCKED (red light) indicators are provided on the control panel. B.2.8 White light indication with counters is provided below the legend on the panel for: (i) Up calling-on signal (ii) Down calling-on signal (iii) Route cancellation. B.2.9 The gate control knobs G-1 and G-2 are provided for LC gate at Km 88/200-300 and 86/900-87/000. These knobs are coloured GREEN and has two position Normal and Reverse. The white light indication below the CL marked near the LC on the panel indicates that the LC is closed and secured against road traffic as detailed in Appendix A. B.2.10 The SMs key knob has two positions, Normal and Reverse and must normally be kept in the Reverse position. B.2.11 Setting up of a route is represented by a series of White lights along the route on the panel when the concerned point knobs and signal knobs are operated. The White light appears only when the route is correctly set and locked and all the track circuits are clear. When a particular track is occupied or has failed, a RED indication appears on the concerned track on the panel. B.2.12 The control panel is provided with locking arrangements on the left hand side bottom of the panel to prevent any un-authorized operation of the panel. This lock up key must be in the personal custody of the Station Master on duty. The panel should normally be in the locked up position and unlocked only when an operation is required to be performed on the panel. Immediately after each operation, the panel should be locked and the key must be kept in the personal custody of the Station Master on duty. B.2.13 Voltmeter is provided over the panel to indicate the power supply voltage. B.3.0 TRACK CIRCUIT: B.3.1 Continuous track circuits are provided between the up and down Home signals, 4 rail length of calling on track outside the home signals and point up to sand hump. Track circuits prevent the signal which protects the track circuited area, from being taken OFF if the controlling track in advance of the signal is occupied by the train/vehicle or has failed; when occupied/failed indication for a track circuit is available, no attempt must be made to take off the signal pertaining to that route. B.3.2 Failure of track circuits will affect the signals reading over the track circuits and also the points, if any, controlled by the track circuits which have failed. If the failure is noticed before setting up the route, any other available alternate route should be opted for the train movements. If the point track is not affected, calling-on signals can be taken off. If the movement is necessarily to be made on the route with the track circuits having failed and if the calling-on signal cannot be taken off for that movement, the SM on duty shall ensure that all the points on the route are correctly set as required, clamped and padlocked and the route is clear and free from obstruction before permitting such a movement, authorizing the driver to pass the signal at ON. If the calling-on signal cannot be taken off for that movement, train movements over such a route should be permitted through SPT. If both calling on signal and SPT also fails, the train movements over such route should be permitted only in accordance with the relevant provisions contained in GRs 3.68 to 3.70 and subsidiary rules there under. The SM on duty shall ensure that no conflicting movements are permitted during failure of track circuits. B.3.3 The reliability of track circuit is considerably affected by the formation of rust or oxidization on the table of the rail. Under such circumstances, a Track Clear indication may be displayed for the concerned track which is actually occupied. Such portion of the track over which there has been no movement for a period of 24 hours should be deemed prone to rust formation and Rusty Rail collars/caps must be placed on the relevant point/signal knobs. B.3.4 Normally, no vehicle should be stabled on a track-circuited line. In emergency, if vehicles are stabled and if the duration of stabling can be gauged in advance, and if it is more than 24 hours, the Station Master on duty shall arrange to advise the TECH.ES/JE/SE/SIG to disconnect track circuits on that line. When the vehicles are removed from the line, the TECH.ES/JE/SE/SIG should again be advised to reconnect the track circuits. After the vehicles are removed from the line, normal working should be resumed to only after obtaining a certification in writing from the TECH.ES/JE/SE/SIG that the feed to the track circuits have been reconnected and are working properly. B.3.5 For the first move after clearing of vehicles, if stabled for more than 24 hours with the track circuits not getting disconnected and reconnected as mentioned above or if there was no movement for 24 hours on a track circuited line, the SM on duty shall not rely on the track indication on the panel, but must physically verify that the line is clear and free from obstruction before permitting train movements. For a second move also, he shall personally ensure the condition of the track like this and if the clear/occupied indications are correctly displayed on all these occasions, he can rely on the track indications for subsequent moves. If the indications are erroneous, the track circuits should be treated as failed RUSTY RAIL collars shall be placed on the relevant point signal knobs and train shall be dealt with strictly according to the relevant provisions contained in GRs 3.68 to 3.70 and subsidiary rules there under. Failure messages should promptly be sent to the TECH.ES/JE/SE/SIG for rectification. The permanent way inspector should also be advised for arranging to clear the table of rails. NOTE: Failure/Suspension of track circuits and certification of normal working by the TECH.ES/JE/SE/SIG must be promptly recorded in the signal failure register. B.4.0 CRANK HANDLE B.4.1 A crank handle welded with E type Heppers key duly interlocked with Up and Down reception and despatch signals, except the Up and down advanced starters is provided in an electrical Key transmitter in the duty SMs office, for hand cranking the points during failures. The interlocking is such that once the crank handle is extracted from the, Electrical Key transmitter, Home and concerned Starter signals cannot be cleared. Similarly when any of the signals are cleared the crank handle cannot be extracted from its Electrical Key transmitter. Before extracting the crank handle the SM should ensure that the working points are set to the required route from the panel then only he shall extract the crank handle. B.4.2 In the point machine, lids are provided with lock to secure the keyholes. The lids should be unlocked. Before inserting the crank handle, the cut out should be released with the cut out release key,. The lid key and cut out release lock key are kept in the glass-fronted box. B.4.3 When the crank handle is properly secured in its Electrical Key Instrument and if it is free to be extracted, a White light indication is displayed near the legend CRANK HANDLE on the control panel. Whenever crank handle extracted the white light indication will disappear on the panel. B.4.4 A push switch is provided near the crank handle. To extract the crank handle the push switch shall be pressed. As soon as the push switch is pressed a deflection will be there in the Electrical Key Instrument. After observing the deflection the Station Master shall turn the crank handle gently in the anti-clock wise direction and extract the crank handle from the Electrical Key Instrument. B.4.5 The interlocking of the crank handle with the crank handle lock key is done in such a way that the crank handle cannot be inserted in to the point machine unless the crank handle lock is unlocked by the crank handle lock release key. B.4.6 If the points fail to set or if the points could not be set from the panel, the duty Station master shall make use of the crank handle to set the points locally. He shall keep the concerned point knob in the required position, extract the relevant crank handle from the electrical key transmitter, take out the crank handle lock key along with the lid key from the glass fronted box and proceed to the points. B.4.7 On the side of the point machine there are two lids. One covering the inlet hole of the crank handle and another covering the inlet hole of the crank handle lock. The duty Station master shall first open both the lids by using the lid key. Then he shall insert the crank handle lock key and unlock the same, which permits insertion of the crank handle into the point machine. He shall then insert the crank handle and crank the point to the required position and clamp the points, remove the crank handle and crank handle lock key and close both the holes by lids and lock the lids by lid key. He shall also ensure that the other end of the points (in case of cross over point) is in the required position and clamped where necessary. He shall then return to the station and restore the crank handle in to the key transmitter. If the correct point indication has appeared on the panel and if everything is all right for the movement of the train, the Station master shall clear the relevant signals. If the signals fail to respond, all trains should be dealt with strictly in accordance with the relevant provisions contained in GRs 3.68 to 3.70 and subsidiary rules there under. B.4.8 Whenever the crank handle is utilised to operate a point, necessary entries in the crank handle register should be made promptly with the details like Date, time, train No., Point No., reason, etc. and the TECH.ES/JE/SE/SIG shall be advised immediately to restore normal working early. B.4.9 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.4.10 When a crank handle remains with the TECH.ES/JE/SE/SIG, the concerned points on the route over which the movement is required should be treated as failed and the points should be correctly set, clamped, padlocked and the padlock keys are retained in the personal custody of the SM on duty and the TECH.ES/JE/SE/SIG working at the points advised, before permitting any movement over that points. B.4.11 SAFETY CAPS: With view to ensure safety in working safety caps are provided under the custody of duty Station Master, which shall be fixed on signal/point knob, when the line is governed by them, is occupied or otherwise obstructed. Refer S.R.5.19 (iii) (a) (b) and (c) for different type of safety caps and their use. B.5.0 SETTING OF ROUTE To set the route and to take `off' signal, the duty SM when everything is alright shall unlock the panel and after ensuring 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 to either R or S position as required. If the track circuit is clear, the signals will clear and a row of white lights (route lights) will appear on the whole length of the route concerned on the panel. As the train enters the concerned track circuits, the respective route (White) lights successively turn to red. As the train leaves the track, the route white lights reappear. After the move has been completed, the concerned signal knob shall be normalised then the route lights get extinguished. The securing of the concerned LC gates shall be ensured before initiating the route. B.6.0 ROUTE CANCELLATION B.6.1 Once the signal has been taken off for a movement, the SM on duty must on no account interfere with the concerned signals or point knobs unless the route which has been set is to be cancelled for cancelling the route signal SR. 3.36 (ii) must be adhered to. B.6.2 Normally after the signal has been taken off, the route shall not be cancelled. The route cannot be cancelled once a train passes the signals. If, however, it is necessary to cancel the route under SR. 3.36(ii) for any reason before the train passes the signal, the Station Master on duty must normalise the signal to "Danger" aspect and the route will be cancelled automatically after a lapse of 120 seconds. For all the signals except advanced starter and starter signals, the route will be held in the locked up position for 120 seconds after the signal has been normalised. For starter signals the route will be held if:- (i) If the berthing track is occupied or (ii) Home signal is taken off ( in case of main line starter.). B.6.3 There is digital counter with an indicator below the legend `Route Cancellation' provided on the panel. The appearance of the `white' light indicates the commencement of the route cancellation and disappearance of the white light indicates that the route is cancelled. The number on the digital counter will change to the next higher number. NOTE:- (1) The route cancellation is permitted only one route at a time. For any reason more than one route cancellation is required it will be possible only in succession and not simultaneously. The facts may be recorded clearly in the route cancellation register. (2)Route cancellation must be done in accordance with the instructions contained in SR. 3.36(ii). B.6.4 Every route cancellation shall be entered in the route cancellation register with the number on the counter with reasons for cancellation. An entry should be made in the train signal register specifying the number displayed on the counter while handing over and taking over charge by Station Master. B.7 BACK DOOR KEYS OF BLOCK INSTRUMENT B.7.1 Back door of block instrument is provided with double lock and key arrangements. One key of this lock shall be in the custody of SM on duty and the other with the TECH.ES/JE/SE/Sig of the Section. Whenever it is required to open the back door of the block instrument, the TECH.ES/JE/SE/Sig shall requisite the key from the Station Master on duty, after making relevant entries with the signature in a separate register maintained for this purpose. B.7.2 On completion of the work, the back door of the block instrument shall be closed and locked and the SM's key shall be returned to the Station Master on duty. The SM on duty after being satisfied that the block instrument has been closed and locked with both the keys and is in good working order, shall take over the key and keep it under his personal custody. Necessary entries with signature of SM and the TECH.ES/JE/SE/Sig must be made in the register. B.7.3 The TECH.ES/JE/SE/Sig of the section is authorised to obtain the key from the SM on duty only when: The block section is not occupied by a train and the instrument is in `Line closed' position during normal working of the block instrument OR Block working is to be restored after a failure irrespective of the block instrument and occupation of the block section.The SM on duty shall suspend the block instrument for train operation till such time the key is returned to him by the TECH.ES/JE/SE/Sig . NOTE: - Since token-less block instrument is of non-cooperative type, Up & Down shunt keys shall be removed from EKT and normally kept in the glass fronted key case when the block instrument is not in use. B.8.0 CALLING ON SIGNALS: B.8.1 Calling on signals No.5 RB and 6 RB are provided below the Up and Down Home Signal. Boards with legend C is also provided just below the calling-on signals. The calling-on signal is intended to receive a train on an occupied/obstructed road or when one or more track 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 and train can be berthed clear of the Starter Signal. B.8.2 Track circuit No. C 5T and C 6T are provided at the foot of the Up and Down Home signal. SM shall ensure that the train has occupied the concerned calling-on signal track and stops, and after ensuring correct setting of the point for the required route, Station Master shall turn the knob 5 RB or 6 RB to clear the calling-on signal. B.8.3 If the calling-on signal cannot be taken off due to failure, train shall be received by means of the Signal Post Telephone provided as detailed in Para B.9, duly ensuring correct setting of points, clamping and padlocking for the required route. B.8.4 (i) Individual knobs are provided to operate the Up and Down calling-on signals. These knobs have two positions N (Normal) and R (Reverse). Numerical counters are provided at the top corners of the panel separately for Up and Down calling-on signals. (ii) In the event of failure of track circuit(s) on the route or the Home signals or for the reception of a train on an obstructed line, the calling-on signal can be used. (iii) After ensuring that the Home signal knob is in its normal position and the required route is set, on the occupation of the calling on track circuit in rear of the Home signal by the approaching train the calling-on knobs should be operated to its R position. A white light indication displayed below the numerical counter of the respective calling on signal. After a lapse of 60 seconds the calling-on signal will assume OFF aspect, the white light indication below the counter gets extinguished and the counter registers the taking off of the calling on signal by displaying the next higher progressive number. (iv) An entry with details of the date and time of taking OFF of the calling-on signal, train for which it was taken OFF, the number of the reception line, reasons etc., and the numbers displayed by the corresponding counter prior to and after the operation should promptly be made and signed in the calling-on signal register maintained by the SM on duty. Separate portions of the register should be set apart for the Up and Down calling on signals with an appropriate index in the beginning of the register. (v) Release of Route after the Complete Arrival of a Train Received on Calling on Signal. (i) After ensuring the complete arrival of a train received on calling on signal, the SM on duty shall put back the calling-on signal knob to normal. When a train is being received by taking off calling on signal, normally the route will get released immediately after the train has arrived well within the fouling mark of the reception line. If a track circuit in advance of the home signal other than the berthing track has failed, the route will get released only after a time lapse of 120 seconds, after putting back calling-on signal to normal. The digital cancellation counter on the control panel will register the cancellation so made by displaying the next higher progressive number, when the cancellation is completed. If the route do not get released after putting back the calling-on signal knob to normal and after the time lapse of 120 seconds it should be intimated immediately to the TECH.ES/SE/JE/SIG. (ii) The SM on duty shall physically verify that the train has arrived complete well within starter/fouling mark before putting back the calling on signal knob to the normal position. He should not rely on the track indication on the control panel alone for this purpose. (iii) Appropriate entries in the route cancellation register should promptly be made when a calling on signal route is cancelled as above said, specifying the reasons thereof and the number displayed on the cancellation counter before and after the route cancellation. B.9.0 SIGNAL POST TELEPHONE: (SR 3.69 (X): Signal post telephone is provided in a cabinet on the Up and Down Home signal posts with a legend Telephone painted on the box. When the Home Signal has not been taken OFF, the loco pilot of the approaching train shall draw close to the Home Signal and stop and wait for two minutes. If the Home signal/Calling on signal is not taken off, the loco pilot shall go to the post type telephone and rotate the handle/press the push switch of the telephone to call the attention of the Station Master. As soon as the SM acknowledges the call, the loco pilot shall press the cradle and keep it in that condition till he completes the conversation with the SM. The loco pilot should open the flaps on mouthpiece and close them on completion of conversation. The SM shall inform the reason for the delay and the probable time at which the signal will be taken off. If it is due to signal failure/suspension, the duty SM shall set the route correctly, clamp and padlock the points, ensure clearance of reception line, ensure the closure & securing of the concerned LCs and communicate the following message which the loco pilot shall record in his rough journal and pass the signal at ON position duly observing necessary caution. The SM shall record the message in the TSR below the train entry. To the Loco pilot of Train No.________ & description:________________ Owing to the failures/suspension of up/down Home Signal No.________ you are hereby authorized to pass up/down Home Signal No.________ at ON and enter Road number _________ at a restricted speed of 15 km/h. Private Number (in figures)-----------(in words)______________________________________ NOTE: 1) One long ring shall be used to call each other on signal post telephone. A switch is provided in the glass fronted case in the SMs office to be operated by SM while speaking on the magneto telephone connected to signal post telephone. B.10 - Functions / Description of Knob on the Panel . No.of KnobSignal functionDescription of function 1-Up Point Road-2 and Trap Point Road-1, BYPL end.2- Down Point Road-2 and Cross over Point Road-1, SA end.55SA 5SB 5RADown Starter, Road-2 Down Starter, Road-1 Up Home Signal5 RB5 RBCalling-on signal below Up Home Signal.66SA 6SB 6RAUp Starter, Road-2 Up Starter, Road-1 Down Home Signal6RB6RBCalling-on signal below Down Home Signal99Down advanced starter1010Up advanced starter.G1G1Gate control knob for LC.no.59 at KM 86/900-87/000G2G2Gate control knob for LC no.60 at KM 88/200-300 NOTE: Functions of Knob No.3, 4, 7 & 8 are omitted B.11 TABLE OF MOVEMENTS: Sl. No.SM TURNS KNOBSPointsSignalsgate1Reception of Up train on: a) Road-1 with Point No.2 N b) Road-1 with Point No.2 R c) Road 2  1 1, 2 - 5 RA 5 RA 5 RA G1 G1 G12Despatch of Up train from: a) Road - 1 b) Road 2 2 - 10, 6SB 10, 6SA G2 G23Up train to pass through on: a) Road - 1 b) Road 2 1, 2 - 10,6SB,5RA 10,6SA,5RA G1,G2 G1,G24Reception of Down train on: a) Road-1 b) Road-2 1, 2 - 6 RA 6 RA G1,G2 G1,G25Despatch of Down train from: a) Road - 1 b) Road 2 1 - 9, 5 SB 9, 5 SA G1 G16Down train to pass through on: a) Road - 1 b) Road 2 1, 2 - 9, 5SB, 6RA 9, 5SA, 6RA G1,G2 G1,G27Reception of Up train by taking off calling-on signal, on: a) Road - 1 (Point No.2 N) b) Road - 1 (Point No.2 R) c) Road 2 1 1, 2 - 5 RB 5 RB 5 RB G1 G1 G18Reception of Down train by taking off calling-on signal, on: a) Road - 1 b) Road 2 1, 2 - 6 RB 6 RB G2 G2 Replaced page no.42 B.12 TELECOMMUNICATION In addition to the block telephone attached to the block instruments, connecting the adjacent block stations the section control telephone; the following Magneto Telephone circuits are also provided at this Station for the use in train passing duties. (a) CIRCUIT NO. 1 SMs Office 0 (One ring) Point No. 1 00 (Two rings) Point No. 2 000 (Three rings) LC No.60 at Km 88/200-300 - 0000 (Four rings) (b) CIRCUIT NO. 2 SMs Office 0 (One ring) LC No.59 at Km 86/900-87/000 00 (Two rings) LC No.57 at Km 85/000-100 000 (Three rings) (c) CIRCUIT No. 3 SMs Office 0 (One ring) LC No.61at Km 88/900-89/000 00 (Two rings) LC No.62at Km 91/200-300 000 (Three rings) (d) CIRCUIT NO. 4 SMs Office 0 (One ring) LC No.51 at Km 77/400-500 00 (Two rings) LC No.53 at Km 80/200-300 000 (Three rings) (e) CIRCUIT NO. 5 SMs Office {} 0 (One ring) to call each other Up Home Signal {} (f) CIRCUIT NO. 6 SMs Office {} 0 (One ring) to call each other Down Home Signal {} (g) The code rings noted against each should be utilized to call the attention of each other. (h) Failure of telephone communication should be promptly reported to the TECH.ES/JE/SE/SIG. for early rectification. Note: An annunciator is provided in SMs office for the circuits 1, 2, 3 and 4 with common calling telephone. APPENDIX C RAKSHA KAVACH: N/A APPENDIX D DUTIES OF THE STAFF D.1.0 The Station Master in-charge shall be responsible for: a) Judicious management of the station staff apart from working as Station Master on duty as per the roster issued by DPO/SBC. b) Ensuring the availability of essential equipments. D.2.0 The Station Master on duty: Is the over all in-charge for train / shunting operations at the station during his duty hours. He shall ensure proper co-operation is maintained by all staff under his control in the respective shift duty, personally operate the control panel, consult control regarding train movements and act according to his instructions, provide timings and other particulars pertaining to the train movements, maintain prescribed registers, caution orders etc., keep necessary isolation as required and adhere to all instructions relevant to him, as laid down in the SWR, GRS, BWM and other instructions issued from time to time through circulars. D.3.0 Pointsman / TRH / Trained SCP: He shall clean the points regularly; assist the Duty Station Master in issuing Caution Order/Memos in piloting train, in clamping the points during failure, and in keeping the stations essential equipments and the control panel clean and tidy. He shall invariably exchange All right signals for every passing train on off side and perform shunting operations as per the instructions of the Station Master on duty and also carry out any other instructions issued to him by Station Master. D.4.0 Gateman: The gateman at LC at KM 86/900-87/000 and at KM 88/200-300 shall adhere to the instructions issued to him by the duty SM and deal road traffic and train movements efficiently without dislocation. He shall also keep the flange ways clean and without any obstructions. The gate lamps should be lit up and burning brightly during night hours. He shall also watch train movements as per the extant rules and he should stand in front of the gate for every passage of the train watching the safe movement. The essential equipments supplied at the LC gates should be kept in good fettle and shall be ready to use in any emergency. D.5.0 The duties mentioned above are not exhaustive. All staff is required to adhere to the relevant duties assigned to them by General Rules, Block Working Manual and Accident Rules, and the instructions issued from time to time by the Divisional Officers/Supervisors with all promptitudes and prudence with a view achieving better result in safe and efficient transportation. APPENDIX - E LIST OF ESSENTIAL EQUIPMENTS PROVIDED AT THE STATION Sl. No.Minimum Quantity atSMs OfficeAt each LC at KM 86/900-87/000 & 88/200-3001Hand Signal flags3 RED 3 GREEN2 RED 1 GREEN2Hand Signal lamps / tri-colour torch333Detonators20104Safety Chains with padlocks2-5Clamps with Padlocks4-6Skids4-7Line Block Caps2-8Line Blocked Caps4-9Trolley lorry on Line Caps2-10Rusty Rail Caps2-11Caution in force boards2-12Station bell1-13Fire buckets with Sand2-14Fire buckets with Water2-15Padlocks with keys2-16Emergency Gate Chain with padlocks-217Stop Boards-218Wall Clock1119Banner Flags with poles-220Tommy Bar-121Staff to fix red light-222Water pot/bucket-123Pouches for shunt keys2-24Fusee-125Equipment list11 The SM shall ensure that the prescribed quantity of the above-mentioned essential equipments is made available at SMs office and the gates exclusively for train passing duties. APPENDIX - F F RULES FOR WORKING OF DK STATIONS, HALTS, IDH, IBS AND OUTLYING SIDINGS:- Not applicable APPENDIX - G G RULES FOR WORKING OF TRAINS IN ELECTRIFIED SECTIONS Not applicable 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 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 a separate Glass Fronted case and the key of the glass fronted case shall be under the personal custody of the SM on duty. 4. RESET BUTTON: Reset button is provided in the Reset Box so that whenever the axle counter shows Failed (Red Light-Large) condition, the SM on duty can reset the same to normal after ensuring that the Block Section is clear. COUNTER FOR RECORDING RESET OPERATION: Each and every operation of the reset button is counted on a digital counter and shall be recorded in a separate register indicating the movement before and after operation of the reset button as per the following proforma: Replaced page no.46.. Sl. No. Date/ Time Train No. after which Axle counter has failed Private Number given to the station in rear/ advance  Private Number received from the station in rear/ advance Counter reading before resetting Counter reading after resettingPrivate Number given by the despatch end SM Train No. dealt after resettingPN given by despatch end SM after clearance of first train after resettingPN given by reception end SM after clearance of first train after resetting INDICATIONS: Indications are provided in the Axle Counter Indication-cum-Reset Box to show the status of the concerned Block Section. The Clear (Green Light-Large) indication on the concerned Axle Counter Indication Box shall be observed by the SM on duty before obtaining/granting line clear on the relevant Block Section. The Axle Counter Indication-cum-Reset Box displays Clear (Green Light - Large) indication when the Block Section is clear of trains/vehicles and Occupied (Red Light - Large) indication when the Block Section is occupied or Axle Counter pertaining to that section is failed. COMPLETE ARRIVAL OF TRAINS: In case the Axle Counter shows Occupied (Red Light-Large) indication with an Audible warning, even after the complete arrival of the Train, no effort shall be made forcibly to bring the Block Instrument to Line Closed condition. The buzzer shall be acknowledged by normalising the Home Signal Knob. Before initiating action to reset the Axle Counter and permitting the next Train into the Block Section, the SM shall comply with the provisions of GR 14.10 (1) & (2) and satisfy that the train, for which line clear is given, has arrived complete. Once the complete arrival of the train is verified, action can be initiated to reset the axle counter at both ends of the affected section as per the procedure given under Para 8. Note: In addition to observing the clear indication on the Axle Counter for ensuring the complete arrival of train, the existing procedure of ensuring the complete arrival of train by personally verifying the Tail Board/Tail Lamp or by authorized means in terms of SR 14.10 shall continue to be followed. 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. Replaced page no.47. 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 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: Trolley protection Track Circuit is provided to prevent the operation of axle counter by insulated Trolleys. Motor Trolleys, when required to proceed to adjacent station, shall be issued with necessary Authority to proceed, suspending Block Working. After the motor trolley has cleared the section, the SM on duty shall resume block working for subsequent trains. However, in case the axle counter does not show clear indication after arrival of the Motor Trolley at the adjacent station, resetting of the axle counter shall be done as per Para 8 and Train operations resumed. SHUNTING: Shunting shall be done as per the instructions contained in the Block Working Manual. However, after a Block 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.     C.M. No.2 dated 28-08-2012 to SWR No. B.73 / PCV dated 02-05-2011 (J.CHANDRASHEKAR) ( K.E.ANSAR) DSTE / SBC DOM/SBC C.M. No.2 dated 28-08-2012 to SWR No. B.73 / PCV dated 02-05-2011 (J.CHANDRASHEKAR) ( K.E.ANSAR)*2\lqtuy  ! 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No.    2 >0 2  2 >0   2 >0 dated  2 >0 28  2 >0 - 2 >0 08  2 >0 - 2 >0 2012  2 >0   2 > 0 to SWR No.    2 >m 0 B.73 / PCV    2 >0   2 >0 dated 02  2 >0 - 2 >0 05  2 >0 - 2 >0 2011  2 >.0    0'@Times New Roman--- )2 `0   2 0   2 0   %2 0 (J.CHANDRASHEKAR)   2 d0   ;2 j 0   2  0 ( K.E.ANSAR)     O2 =-0   2 0    2 0    0' 2 `0   2 r0   +2 0   2 0   2 0   2  0 DSTE / SBC    %2 70   12 t0   2 0   2 0   2 0 DOM/SBC    2 50    0'---  2 `0    0'--- +2 m_0 SOUTH WESTERN RAILWAY       2 m+0  @Times New Roman---- @ !o_- ---  2 ~0    &2 r0 BANGALORE DIVISION      2 0  - @ !r- @Times New Roman---  2 0   --- 2 0 STATION    2 0   42 0 WORKING     2 `0    2 0  0  2 0  0 2  0    2 0   "2 0 Date of issue:  2 e0 02.05 2 0 .11  2 0    2 0 RULE   2 0   72 0 NO. B 73/PCV     2 R0  .  2 0  0  2 0    2 0  ,  2 0    2 0  , 2  0 Date brought   2 ]0    2 ` 0   &2 0 Replaced Page No.1    2  0   22 20    2 0    2 0  0  2 0  0 2  0 into force:  2 L0   --- 2 `0   2 p0    2 0    2 0  0  2 0  0  2 0  0  2 0  0  2 P0  --- 2  0 PALAKKODU ---  2 0  - @ !b- ---  2 0   --- 2 0 NOTE:   2 0 -  2 0  ---  2 0 1---  2 0 .  2 0  --- 2 0 This  2 0   2  0 issue of   2 .0   #2 30 Station Working    2 0   %2 0 Rules supersedes   2 0   2  0 the   2 #0   2 (0 Station  2 P0    2 U0   2 Z0 Working   2 0   2 0 Rules N   2 0 o.   42 0 B. 73/PCV dated: 11.03.2008    2 0    2 0    2 60 2.  2 60   z2 6J0 The Station Working Rules must be read in conjunction with General Rules,              (2 F0 Subsidiary Rules an   \2 FU60 d Block Working Manual. These Rules do not in any way         D2 W&0 supersede any Rule in the above books.   2 W0   --- 2 y0 1.0  2 y0  ( 52 y0 STATION WORKING RULE DIAGRAM         2 y0    0'--- 2 M0 The enclosed Rule diagram based on Signalling Plan and P. Way Plan shows the             0' [2 50 signalling features, track circuited portions, names   C2 %0 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 - ;2   0 day working. Complete layout of      0' 2 Y0 the station yard, gradients, holding capacity of individual lines, distances of adjacent   0' I2 )0 stations etc. are reproduced from the enc  2 0 losed  2 0 rule  2 0   2 0 diagram.   2 "0    0'u--- #2 uRule Diagram No.      2 ;u  u''v@Wingdings------  2 |v---  2 v  v''@Times New Roman------ 2  SBC/RD/PCV/30    2 #/ALT    2 O5---  2 W  ''- @ !-- @ !-- @ !-- @ !t-- @ !$u-- @ !-- @ !$-- @ !-- @ !-- @ !-- @ !t-- @ !-- @ !-u--- &2 uSignalling Plan No    2 <u  u''v---  2 |v---  2 v  v''--- 2 IPU.1331  2 /ALT   2 -  2 5---  2   ''- @ !-- @ !-- @ !t-- @ !$u-- @ !-- @ !$-- @ !-- @ !-- @ !t-- @ !-- @ !-"u---  2 u"P. Way Plan No     2 +u"  '"v---  2 |v"---  2 v"  '"--- 2 "CN:106   2 "- 2 "97  2 "  '- @ !-- @ !-- @ !t-- @ !$u-- @ !-- @ !$-- @ !-- @ !-- @ !t-- @ !-- @ !-4u#--- %2 0#u4Layout diagram No     2 0B#u4  '4#v---  2 0|v#4---  2 0v#4  '4#--- 2 0#4SK 24    2 0#4  2 0#4  2 0#496 / 1  2 0#4  '- @ !"-- @ !"-- @ !"t-- @ !$"u-- @ !"-- @ !$"-- @ !"-- @ !#-- @ !4-- @ !4-- @ !4-- @ !#t-- @ !4t-- @ !$4u-- @ !#-- @ !4-- @ !$4-- @ !#-- @ !4-- @ !4----  2 Bx0    0' 2 S0 2.1  2 S0   #2 S0 GENERAL LOCATION     2 SA0    0'  2 d0    0'--- 2 s 0 PALAKKODU    2 s!0   2 s%0 is   2 s20   2 s6 0 situated on   2 sy0   2 s}0 the  2 s0   &2 s0 BAIYYAPPANAHALLI     2 s;0    2 s?0 -  2 sD0    2 sH0   2 sL0 SALEM    2 s0   2 s0 JUNCTION    2 s0    2 s0    2 0 Broad   2 0   2 0 Gauge   2 0   ,2 0 line at a distance of   2 0   2  0 87.964 Kms  2 0   2  0 from SALEM     2 H0   )2 M0 JUNCTION. This is a      2 0 Class   2 0   2 0 "B"   _2 80 station with single line working towards DHARMAPURI and       2 Q0 MARANDAHALLI. This station is provided with two running lines, with platforms on        22 0 Roads 1 & 2. The station h    b2 k:0 ouse is situated on Platform No.1. The code name of this        %2 0 station is "PCV".   2 $0   ---  2 `0    0' 2 0 2.2  2 0   2 0 BLOCK  2 0   2 0 STATIONS   2 00   2 80 ON   2 O0    2 S0    2 W0   2 [0 EITHER    2 0   2 0 SIDE    2 0   2 0 AND   2 0   2 0 THEIR   2 '0   2 / 0 DISTANCES    2 0    0'--- ;2  0 DHARMAPURI at a distance of 21.7        2 0 6  2 0   ;2  0 Kms. at SALEM JUNCTION side and         2  0 MARANDAHALLI   2 @0   %2 D0 at a distance of   2 0   2 0 12.9  2 0 1  2 0   2  0 Kms towards    2 0   ,2 0 BAIYYAPPANAHALLI end     2 W0 are the adjacent block stations. There is no "D" Class station on either of the block      2 -0 sections  2 -0   U3 2 ?3USl.  2 ?3U   2 P3UNo.   2 P3U  'U3--- ,2 C3UAdjacent Block Station    2 Cx3U  U3''U3--- 2 G3UCode   2 G3U  'UX3--- "2 G3XUInter Distance.   2 GE3XU  'U3X--- 2 G_ X3UDirection   2 GX3U  '- @ !2-- @ !2-- @ !)2-- @ !2-- @ !2-- @ !2-- @ !M2-- @ !2-- @ !q2-- @ !2W-- @ !k2X-- @ !2-- @ !2-- @ !"3-- @ !"3-- @ !"3-- @ !"3-- @ !"3W-- @ !"3-rV--- 2 hVr1.  2 hVr  'rV--- 2 h VrDHARMAPURI   2 hWVr  'rV--- 2 cVrDPJ   2 cVr  rV''rXV--- 2 hVXr21.76 2 h VXrKMS   2 h-VXr  'rVX--- 2 h_XVrSA SIDE    2 hXVr  '- @ !U-- @ !)U-- @ !U-- @ !U-- @ !U-- @ !MU-- @ !U-- @ !qU-- @ !UW-- @ !kUX-- @ !U-- @ !V-- @ !V-- @ !V-- @ !V-- @ !VW-- @ !V-s--- 2 s2.  2 s  's--- 2 sMARAND   2 4sA  2 ?sHALLI   2 ls  's--- 2 sMZU   2 s  s''Xs--- 2 sX12.9  2 sX1 2  sXKMS   2 -sX  'sX--- 2 _ XsBYPL SIDE    2 Xs  '- @ !r-- @ !)r-- @ !r-- @ !r-- @ !r-- @ !Mr-- @ !r-- @ !qr-- @ !rW-- @ !krX-- @ !r-- @ !s-- @ !-- @ !-- @ !)-- @ !s-- @ !-- @ !-- @ !s-- @ !-- @ !M-- @ !s-- @ !-- @ !q-- @ !sW-- @ !W-- @ !kX-- @ !s-- @ !-- @ !----  2 0     2 0   "SystemuI u@u  --  00//..՜.+,0 hp  Entire Mankind#  Title  !"#$%&'()*+,-./0123456789:;<=>?@ABCDEFGHIJKLMNOPQRSTUVWXYZ[\]^_`abcdefghijklmnopqrstuvwxyz{|}~      !"#$%&'()*+,-./0123456789:;<=>?@ABCDEFGHIJKLMNOPQRSTUVWXYZ[\]^_`abcdefghijklmnopqrstuvwxyz{|}~      !"#$%'()*+,-./0123456789:;<=>?@ABCDEFGHIKLMNOPQRSTUVWXYZ[\]^_`abcdefghijklmnopqrstuwxyz{|}~Root Entry F[Data &G1TableJWVWordDocument 6JSummaryInformation(vpiDocumentSummaryInformation8MsoDataStore``ꁊZ0AU30X5ES2GDCVE==2``ꁊItem  PropertiesUCompObj r   F Microsoft Word 97-2003 Document MSWordDocWord.Document.89q