ࡱ> f h S T U V W X Y Z [ \ ] ^ _ ` a b c d e q` CMbjbjqPqP , ::>\<<<<<<<>aaabhf|vvv$ h <Ӌ<<vv]'><v<vN <<  vZ Pqa^R @IeTPm <m `m <( yR˺sTǽ!%TyyyGDT$:<<<<<< -      SOUTH WESTERN RAILWAY BANGALORE DIVISION Station Working Rules: Date of Issue: 25-08-08 No. B.33 /HHL. Date on which brought into force: HIREHALLI NOTE:- 1. These Rules supersede the Station Working Rules B.33 dated: 10-12-07. The Station Working Rules must be read in conjunction with General and Subsidiary Rules and Block Working Manual. These rules do not in any way supersede any rule in the above-mentioned books. 1. STATION WORKING RULE DIAGRAM:- The enclosed Rule diagram based on Signalling Plan and P. Way Plan shows the signalling features, track circuited portions, names of the adjacent stations, the normal setting of points and other details pertaining to day-to-day working. Complete layout of the station yard, gradients, holding capacity of individual lines, distances of adjacent stations etc. are reproduced from the enclosed layout diagram. Rule Diagram No.(SBC/SG/CN: 1 /2008 / Alt-1.Signalling Plan No(IPU 1262A/Alt-12P. Way Plan No(CN/BNC/TR/56-2000/913Layout diagram No(Dy.CE/CESketch No.TR/CN/BNC/SK/123-2008 DESCRIPTION OF THE STATION:- GENERAL( LOCATION) HIREHALLI is situated in the Bangalore City Arsikere junction Broad Gauge line at a distance of 57.98 Km from Bangalore City Junction. This is a B Class station with Double line working towards NIDVANDA and KYATSANDRA. This station is provided with Four running lines, with Rail-level platform on Road-1 and Low-Level island Platform for Road-2 & 3. The code initials of this station is HHL. The Station House is situated on the Platform of Road1. BLOCK STATIONS ON EITHER SIDE AND THEIR DISTANCES:- NIDVANDA at a distance of 11.55 Km on the Bangalore City side and KYATSANDRA at a distance of 06.07 Km on Arsikere Jn. side are the adjacent block stations. DOBBSPET (DBS) is a halt in the HHL-NDV block section. SL.No.ADJACENT BLOCK STATIONCODEINTER DISTANCE.DIRECTION1.NIDVANDANDV11.55 KmsDown SBC Jn. end2.KYATSANDRAKIAT06.07 KmsUp, ASK Jn. end BLOCK SECTION LIMITS ON EITHER SIDE OF THE STATION ON DIFFERENT DIRECTIONS: - HIREHALLI NIDVANDA Block Section commences at the Down Advanced Starter signal No. 25 on Down line and NIDVANDA - HIREHALLI Block section ends at the BSLB, which is in advance of Up Home signal on Up line. The HIREHALLI KYATSANDRA Block Section commences at the Up Advanced Starter signal No. 8 and KYATSANDRA HIREHALLI Block Section ends at the outermost facing Point No. 65, which is 180 metres in advance of Down Home signal on Down line. The Station Limits extend from the Up Distant Signal to the Down Distant Signal. Between stationsPoint from which the block section commencesPoint at which the block section ends.HIREHALLI NIDVANDADown Advanced Starter signal No. 25 at NDV end on Down line. BSLB at NDV end on Up line.HIREHALLI KYATSANDRAUp Advanced Starter signal No. 8 at KIAT end on Up line.Outermost facing point No. 65 at KIAT end on Down line. GRADIENTS: - Sl. No.Dire-ction LineFromToInter distance(m)GradientsectionUpRd-1 & 4 Up linesC/L770m7701 in 400 rising towards KIAT Station section.UpUp Line770m970m2001 in 175 rising towards KIAT Station section.UpUp Line970m1020m501 in 833 falling towards KIAT Block section.UpUp Line1020m1070m501 in 159 falling towards KIAT Block section.UpUp Line1070m1470m4001 in 110 falling towards KIAT Block section.UpUp Line1470mupto station Limit-1 in 100 falling towards KIAT Block section.DownRd-1 to 4C/L226m2261 in 400 falling towards NDVStation section DownRd-1 & 4 Up line226m955m7291 in 485 falling towards NDVStation section DownUp line955m1630m6751 in 100 rising towards NDVBlock sectionDownUp line1630m1730m1001 in 101 rising towards NDVBlock sectionDownUp line1730m1880m1501 in 375 rising towards NDVBlock sectionDownUp line1880mupto station Limit-1 in 909 rising towards NDVBlock sectionUpRd-1 to 4 Down LineC/L770m7701 in 400 rising towards KIAT Station section / Block section.UpDown Line770m972m2021 in 171 rising towards KIAT Block section.UpDown Line972m1057m85LevelBlock section.UpDown Line1057mupto station Limit-1 in 100 falling towards KIAT Block section.DownRd-1 to 4 Down LineC/L226m2261 in 400 falling towards NDVStation section DownRd-1 to 4 Down line226m730m5041 in 485 falling towards NDVStation section DownDown line730m880m1501 in 588 rising towards NDVStation section / Block sectionDownDown line880m1280m4001 in 108 falling towards NDVBlock sectionDownDown line1280m1730m4501 in 100 rising towards NDVBlock sectionDownDown line1730m1980m2501 in 1613 rising towards NDVBlock sectionDownDown line1980mupto station Limit-1 in 310 rising towards NDVBlock section Sl. No.Direction LineFromToInter distance(m)GradientsectionUpRd-1 & 2 Up linesC/L67m671 in 336 rising towards KIAT Station section.UpRd-3 & 4 Down LinesC/L770m7701 in 400 rising towards KIAT Station section / Block section.UpRd-1 & 4 / Up Line67m670m6031 in 460 rising towards KIAT Station section.UpDown Line770m972m2021 in 171 rising towards KIAT Block section.UpUp Line670m970m3001 in 175 rising towards KIAT Station section / Block section.UpDown Line972m1072m100LevelBlock section.UpUp Line970m1020m501 in 833 falling towards KIAT Block section.UpDown Line1072mupto station Limit-1 in 100 falling towards KIAT Block section.UpUp Line1020m1070m501 in 159 falling towards KIAT Block section.UpUp Line1070m1470m4001 in 110 falling towards KIAT Block section.UpUp Line1470mupto station Limit-1 in 100 falling towards KIAT Block section.DownRd-1 & 2C/L280m2801 in 336 falling towards NDVStation section DownRd-3 & 4C/L226m2261 in 400 falling towards NDVStation section DownRd-1 & 2 Up line280m623m3431 in 401 falling towards NDVStation section DownRd-3 & 4 Down line226m730m5041 in 485 falling towards NDVStation section DownUp line623m955m3321 in 485 rising towards NDVStation section / Block sectionDownDown line730m880m1501 in 588 rising towards NDVStation section / Block sectionDownUp line955m1630m6751 in 100 rising towards NDVBlock sectionDownDown line880m1280m4001 in 108 falling towards NDVBlock sectionDownUp line1630m1730m1001 in 101 rising towards NDVBlock sectionDownDown line1280m1730m4501 in 100 rising towards NDVBlock sectionDownUp line1730m1880m1501 in 375 rising towards NDVBlock sectionDownDown line1730m1980m2501 in 1613 rising towards NDVBlock sectionDownUp line1880mupto station Limit-1 in 909 rising towards NDVBlock sectionDownDown line1980mupto station Limit-1 in 310 rising towards NDVBlock sectionLAYOUT: This station is provided with four running lines with Rail Level Platform for Road-1 and Low Level Island Platform for Road-2 & 3. Road- 1 & Road-4 are the loop lines. Road-3 is the down main line & Road-2 is the Up main line. Snag Dead ends are provided at NDV & KIAT end of Road-4 and KIAT end of Road-1. Over-run line is provided at NDV end of Road-1. Crossovers are provided at either end of the yard in such way that Road-1 is common loop line. The office of the Station Master is situated on the Platform of Road-1. The code initials of this Station is HHL. Trolley path is provided at KIAT end to connect PFs. RUNNING LINES, DIRECTION OF MOVEMENT AND HOLDING CAPACITY. Running Lines.Direction of Movement.Holding CapacityLength (CSR)Type of PFLength of PFRoad 1Reception and Despatch of Up & Down trains58 BOXN+3E+1BV+6%715 mRL320 mRoad 2Reception and Despatch of Up trains58 BOXN+3E+1BV+6%715 mLM.L ISLAND Road-2 / 3320 mRoad 3Reception and Despatch of Down trains58 BOXN+3E+1BV+6%715 m320 mRoad 4Reception and Despatch of Down trains.58 BOXN+3E+1BV+6%715 m--NON RUNNING LINES:- NIL ANY SPECIAL FEATURES IN THE LAYOUT:- NIL LEVEL CROSSINGS: - Sl. No.LC No Class DeptLocationTypeNormal PositionWhether Inter-lockedCommuni-cation1No. 28A A class EngHHL -NDV 54/600-700LBOpen to Road Traffic.YESProvided2No. 30 C class Tffc.HHL- Yard 57/100-200LBOpen to Road Traffic.YESProvided3No. 31 C class Tffc.HHL- Yard 57/800700-900800LBOpen to Road Traffic.YESNot Provided4No. 32 C class Tffc.HHL- Yard 58/500-600LBOpen to Road Traffic ( 07.00 to 19.00 ) HrsYESProvided5No. 33 C class Eng.HHL- KIAT 59/800-900LBOpen to Road TrafficYESProvidedNOTE: - 1) Refer appendix A for detailed gate working instructions. Station staff shall promptly attend to the telephone call from the LC gate without fail as any call could also be for reporting any emergency. SYSTEM AND MEANS OF WORKING: SYSTEM OF WORKING: The Absolute Block System is in force on HHL-NDV & HHL-KIAT block sections. MEANS OF WORKING: -Double line Modified SGE lock and Block Instruments for HHL-NDV & HHL-KIAT block sections are provided in SMs office. Only the Station Master on duty shall operate the Block instruments / Block Telephone / SPT / Panel for train movements and the instruments shall be kept locked after each operation and the keys being kept in his personal custody. The SM shall operate block instrument in the manner laid down in BWM, he shall maintain train signal register (TSR) as per GR / SR14.07 and make entries instantly and sign against each such entry. The off aspect of the Advanced Starter signal constitutes the authority to proceed for the Loco Pilot of the departing train to enter Block Section ahead. Up and Down Advanced Starter signals are the Last Stop Signals and they are inter locked with respective Block Instruments. The Advanced Starter signal can be taken `OFF only when the line clear has been obtained through the block instrument pertaining to the Block Section in advance. CUSTODY OF KEYS The following keys shall normally be kept in the personal/safe custody of the station Master on duty. SM's key of block instruments. SMs keys of double key lock on the block instruments. Padlock keys of point clamps. Padlock keys of safety chains. SMs key of the double key lock pertaining to relay room. RRI-Control panel key. g) keys of point machine lid cover lock and Crank Handle release lock. Keys pertaining to telephones connected to SPT. The above keys except item No. a, f and h shall normally be kept in the glass fronted key case provided in the Station House. The glass fronted case must always be kept closed locked and the key of the case along with keys referred vide item (a) (f) and (h) shall be kept in the personal custody of the duty Station Master. SYSTEM OF SIGNALLING AND INTERLOCKING This station is provided with Route Relay Interlocking set to standard-II (R) III Multiple Aspect Colour Light Signalling arrangements (Operated from the RRI panel) with Distant, Home, Starter and Advanced Starter signals in each direction. The entire yard is track circuited, Calling-on-Signal & SPTs are provided below Up & Down Home signals, Crank Handles are provided at Station, shunt signals, Motor operated points, Counters for Calling-on signal, route cancellation and emergency calling-on route cancellation are also provided. (See Appendix `B for details). CUSTODY OF RELAY ROOM KEY AND PROCEDURE FOR ITS HANDING OVER AND TAKING OVER BETWEEN STATION MASTER AND S& T MAINTENANCE STAFF: - The Relay Room is provided with a double key lock. One key is to be retained by the Station Master on duty and the other key by the TECH.ES/JE/SE/Sig. Whenever it is required to open the relay room, the TECH.ES/JE/SE/Sig shall requisite the key from SM on duty, duly filling in the relevant columns of the Relay Room key register maintained at the Station. The SM on duty shall hand over the key to the TECH.ES/JE/SE/Sig. As soon as the work in the Relay Room is completed, the Room shall be locked with double lock which shall be ensured by Duty Station Master. The key shall be returned to the SM on duty, duly completing the entries in the relay room key register. The Relay Room key register shall contain the following columns:- 1) Time and Date of key requisition. 2) Purpose for which the key is required i.e. attending to failure, routine maintenance etc. 3) Whether the work in the relay room will affect the normal working of points, signals, block instruments etc., 4) Signature, name and designation of the TECH.ES/JE/SE/Sig requesting the key. 5) Signature of the SM on duty with time. 6) Time and Date of Returning the key to the SM on duty after locking the room properly with both the keys. 7) Remarks regarding normal working of the points, signals, block instruments etc., 8) Signature, Name and Designation of the TECH.ES/JE/SE/Sig returning the key. 9) Signature of the SM on duty receiving the key with time after duly ensuring that the room is locked properly with both the keys. 10) Remarks. If an endorsement is made in the Relay Room Key Register by TECH.ES/JE/SE/Sig that the work will affect normal working of points/signals/block working etc., the Station Master shall obtain Form. No. S & T (T/351). from TECH.ES/JE/SE/Sig and the relevant provisions of GR/SR 3.68 to 3.70 are to be followed for train/shunt movements. When no such endorsement is made, he shall sign in Form S&T/MR and follow the normal procedure for dealing trains. NOTE:- The SM on duty shall not hand over the key to TECH.ES/JE/SE (Sigg) immediately after an accident involving points/signals/interlocking etc., at the station until after fully satisfying that the necessary readings have been recorded by the competent official(s). POWER SUPPLY The normal source of power supply is from Karnataka Power Transmission Corporation Limited. In addition, two diesel generators are also made available as an alternate source. 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 AC power supply fails, this system switch over to battery power supply. During prolonged AC 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. 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. Functioning of Status monitoring panel:- SL.NO.Alarm/Indication Description.Fault SymptomCorrective action.1START GENERATORRed lamp glows with alarm.Press ACK/RESET push button, Start Generator and press RESET button again.2EMERGENCY START GENERATORRed lamp glows with alarm.Press ACK/RESET push button, Start Generator with out delay and Press RESET button again.3SYSTEM SHUT DOWNRed lamp glows with alarm.Press ACK/RESET push button, Start Generator immediately and Call S & T staff .4EQUIPMENT FAULT/ CALL S & T STAFFRed lamp glows with alarm.Press ACK/RESET push button and Call S & T staff . The generators must be started for the train service or testing purpose. There are two generators in this station; the generators should be operated alternatively during alternate power supply failure. A register with all details has to be maintained for this purpose. Whenever the Karnataka Power Transmission Corporation Limited power supply 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 (KPTCL OR Generator) 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. After the generator is started, SM must changeover the switch provided in the SM room from MAIN to STANDBY only after ensuring that steady voltage by observing the voltmeter provided in the generator room to avoid blowing of fuses in the electrical equipments. Whenever power supply from KPTCL 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. If the KPTCL supply does not resume within 6 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. Whenever any signal becomes blank, a buzzer rings in the station. To stop the buzzer the SM on duty shall acknowledge by pressing the Signal No-aspect Button. Normal indication of the blank signal in the panel will be flashing till the fused Bulb is replaced. Immediately the SM on duty shall advise the TECH/ES/JE/SE/Sig for the replacement of the Bulb. When power supply from all the source fails and no light is available on the signal or when the signals are bobbing or flickering, the signal should be treated as failed and the SM on duty shall take the following precautions: Depute a competent Railway Servant with hand signal and detonators to show signals at the foot of the Signal. Trains should be dealt in accordance with the provisions of GRs 3.68 and 3.7O and SRs there under. Advise the TECH/ES/JE/SE/Sig of the section. In the case of reception signals, the SM shall not grant line clear for a train unless action has been taken as above and also advised the SM in rear to issue a caution order to the Loco Pilot.{SR .8.O3(ii) and (iii)} . The details of main power failure, reason for the same etc., shall be recorded in the separate register provided in the Station House. TELECOMMUNICATION: Magneto telephone communication is provided in addition to Block Telephone, Railway auto Phone, BSNL phone, Control telephone and VHF, as detailed in Appendix B.. SYSTEM OF TRAIN WORKING: DUTIES OF TRAIN WORKING STAFF: - Duties of train working Staff are detailed in Appendix- D. TRAIN WORKING STAFF IN EACH SHIFT: - Sl.NoTraffic StaffNo. of Staff in Each shiftRoster1Station MasteroneAs per roster issued by the Divisional Personnel Officer/Bangalore Division2Pointsman /TRHone3GatemenTwo RESPONSIBILITY OF ASCERTAINING CLEARANCE OF THE LINES AND ZONES OF RESPONSIBILITY: - The Station Master on duty is responsible to ensure that the line/route is clear and free from obstruction up to the adequate distance before clearing the reception and/or despatch signals by observing the indications on the Control Panel. During failure, he shall personally ensure this by physical observation of the required length of the track. Before allowing any non-signalled move, the Station Master should ensure that all the points on the required route are clamped & padlocked and the padlock key is kept in his personal custody. When a non-signalled move has taken place over a point operated by an electric point machine whether in facing or trailing direction, the Station Master on duty shall operate the point for normal and reverse setting for the purpose of testing the points. SM has to ensure that indication regarding the normal and reverse setting are correctly available and then only further movements shall be permitted over the points. ASSURANCE OF STAFF IN THE ASSURANCE REGISTER: - Every train passing staff posted newly at the station or leave reserve staff at the station or regular staff who has resumed his duties after more than 15 days of consecutive absence must go through Station Working Rules in force and give assurance in the prescribed Assurance Register {SR 5.06 (i)}. CONDITIONS FOR GRANTING LINE CLEAR (GR 8.03): The line shall not be considered clear and line clear shall not be granted by the SM on duty unless :- The whole of the last preceding train has arrived complete and berthed with in the starter signals/ stop boards/berthing track. All the relevant signals have been put back to "ON" behind the said train and ensure that the signal lights are burning bright. In the case of blank signals or when the signals are bobbing or flickering, the SM shall depute the competent Railway servant with hand signals and detonators to the concerned home signal and advise the SM in rear to issue Caution Order as per SR 3.68(i)(c)to the Loco Pilot of approaching train to be vigilant and stop at the Home signal. the line is clear of trains: - Up to the BSLB in advance of Up Home signal No. 1 in the case of Up train from NDV ( with LC No.30 open.). Up to the outer most point No. 65 in the case of Down train from KIAT ( with LC No. 32 open.). In case of a Down train from KIAT the engineering gateman on duty of LC No. 33 at Km 59/800-900 is advised as detailed in Appendix-A . In case of an Up train from NDV the engineering gateman on duty of LC No. 28A at Km 54/600-700 is advised as detailed in Appendix-A. ANY SPECIAL CONDITIONS TO BE OBSERVED WHILE RECEIVING OR DESPATCHING A TRAIN: - Setting of points against blocked line: -This station is provided with centralised control panel of route setting type. When ever running line is blocked the safety caps shall be placed on the concerned Entrance (signal) knobs and concerned Exit (Route) buttons. If the points are operated using individual point knobs, the knobs should be turned to centre position immediately after the point operation. Reception of train on blocked line: - Whenever trains are being received on an obstructed road/blocked line on calling-on signal the following procedures are to be complied with: If possible intimate the Loco Pilot through the SM of the rear station. Ensure that the line is clear and free from obstruction up to the point of obstruction on the intended reception line . Ensure all the points over which the train has to pass are correctly set. Ensure that no conflicting movement is permitted. Ensure closure of LC on the route. Ensure that a stop hand signal is exhibited at a distance of not less than 45 mts. from the point of obstruction. During the failure of Calling-on signal, in addition to the above, ensure that the calling-on signal knob is turned to reverse while receiving the train on SPT or 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 to be received on Signal Post Telephone the SM shall ensure that the condition indicated above (i.e. a to g) 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. Reception of train on non-signalled line: - Refer GR/SR 5.10. Despatch of train from non-signalled line: - Refer GR/SR 5.11. Despatch of train from line provided with common Starter Signal: - N/A. Any other special conditions should be mentioned giving reference to the GR & SR: - For a stopping train, approach signals shall not be taken off earlier than 5 minutes before the probable arrival of the train. For a stopping train, despatch signals shall not be taken off earlier than 3 minutes before the probable departure of the train and despatch signal should be cleared only when the train is ready in all respects. For a run through train despatch and approach signals shall not be taken OFF earlier than 7 minutes, before the probable passage of the train. CONDITIONS FOR TAKING OFF APPROACH SIGNALS:- The Station Master on duty before taking `OFF the reception signal shall ensure that : - the line on which the train is to be received is clear and free from obstruction up to the adequate distance as detailed below. ADEQUATE DISTANCE:- I. The adequate distance required for clearing the Home signal is reckoned as follows:-  AUTONUM \* Arabic Up Train on Road-1(a)from Up Starter signal No.3, up to the Sand Hump with points 63 Normal. (b)from Up Starter signal No.3, upto the Up Advanced Starter signal No.8 with cross-over Points No. 63 Reverse & 65 Normal. AUTONUM \* Arabic Up Train on Road-2 from Up Starter signal No.2 upto the Up Advanced Starter signal No.8 with cross-over points 63 & 65 Normal. AUTONUM \* Arabic Down Train on Road-1(a)As 120m from Down Starter signal No. 29, up to the dead end with cross-over points 51 Normal.(b)from Down Starter signal No. 29, upto the Down Advanced Starter signal No.25 with cross-over points No. 51 & 50 Reverse. AUTONUM \* Arabic Down Train on Road-3from Down Starter signal No. 31, upto the Down Advanced Starter signal No.25 with cross-over Points No. 52 & 50 Normal. AUTONUM \* Arabic Down Train on Road-4(a)from Down Starter signal No. 30, upto the Down Advanced Starter signal No.25 with cross-over Points No. 52 Reverse & 50 Normal .(b)from Down Starter signal No. 30, upto the Sand Hump with cross-over Points No. 52 Normal . II. The distance required for clearing the Calling-on signal is up to the point of obstruction on the route or without detecting the points in the overlap are reckoned as under:- Up train on Road-1Up to the Starter No. 3. Up train on Road-2Up to the Starter No. 2. Down train on Road-1Up to the Starter No. 29. Down train on Road-3Up to the Starter No. 31 Down train on Road-4Up to the Starter No. 30  Before the reception of an Up train without Sand hump setting, SM should ensure that the traffic LC No. 30 at Km 57/100-200, traffic LC No. 31 at Km 57/800-90057/700-800 & traffic LC No. 32 at Km 58/500-600 are closed with concerned CL indication is available on the panel as detailed in Appendix A. Before the reception of an Up train on Road-1 with Sand hump setting, SM should ensure that the traffic LC No. 30 at Km 57/100-200 and traffic LC No. 31 at Km 57/800-90057/700-800 are closed and concerned CL indication is available on the panel as detailed in Appendix A . Before the reception of a Down train on Road-1 or 3 or 4, SM should ensure that the traffic LC No. 32 at Km 58/500-600 and traffic LC No. 31 at Km 57/800-90057/700-800 are closed and concerned CL indication is available on the panel as detailed in Appendix A. NOTE:- 1. The Item 3 (a) under I of Para 6.3 (A) has the approval of CRS/SBC Vide GR 3.40 (1) (b). 2. Approval of CRS/SBC vide G.R.3.07 (7) is available for treating Signal No. 1 / 32 D as Down Gate stop Signal of LC No. 33 at Km. 59/800-900 cum Down Distant signal of HHL and for treating Signal No. 8 / 2 D as Up Advanced Starter signal of HHL cum Up Gate Distant Signal of LC No. 33 at Km. 59/800-900. RESPONSIBILITY OF STATION MASTER FOR RESTORATION OF SIGNALS: - Station Master on duty should ensure that signal is put back to ON after the passage of every train as per GR 3.36.2 (b) SIMULTANEOUS RECEPTION/DESPATCH, CROSSING AND PRECEDENCE OF TRAINS:- Sl.No.MovementConditionpossible Simultaneous Movements1.While receiving an Up train on Road-1With cross-over points 63 Normal.An Up train from Road-2 can be despatched and a Down train can be dealt on Road-3 or 4.2.While receiving an Up train on Road-2With cross-over points 63 & 65 Normal.A Down train can be dealt on Road-3 or 4.3.While receiving a Down train on Road-1With cross-over points 51 Normal.A Down train can be despatched from Road-3 or 4.4.While receiving a Down train on Road-3With cross-over points 50 & 52 Normal.An Up train can be dealt on Road-1/2. or An Up train can be received on Road-1 with cross-over points 63 Normal and another Up train can be despatched from Road-2.5.While receiving a Down train on Road-4With cross-over points 52 Normal.An Up train can be dealt on Road-1 / 2 and a Down train can be despatched from Road-3. While giving precedence, as far as possible first arriving train shall be received on the loop line and second arriving train shall be permitted to run through on the concerned Main line. COMPLETE ARRIVAL OF TRAINS:- Station Master shall ensure the complete arrival of run through train by observing tail board/tail lamp during day/night. If he observes that the train has passed the station without Tail Board or Tail lamp as the case may be he should not close the block section till such time complete arrival has been ensured. Trains running in the opposite direction shall also be stopped and issued with caution order, advising the Loco Pilot and guard of the train to proceed cautiously and stop short of any obstruction. (Ref: - GR 4.16 & 4.17 and SRs there under). In case of stopping trains, if the train is berthed in such a way that the SM cannot see the Tail Board/Tail lamp, the Guard of the train is responsible for indicating the complete arrival of the train to the SM on duty by waving his arm four times over head from side to side during day and by waving a white light in similar manner during night. The SM on duty shall acknowledge this in the same manner {SR 14.10 (ii)}. Due to any reason, if complete arrival is not ensured as mentioned above, the complete arrival of the train shall be ensured as follows: - On arrival of the train the incoming guard of the train after satisfying himself that the train has arrived within the starter shall call the SM on duty on Walkie talkie. The Guard and the SM shall satisfy on the proper identity of each other by Calling out name. the train No. & the station name. The guard shall, there after, give private number to the SM on duty In support of ensuring complete arrival of the train within the fouling mark of the line in which his train has been parked. The SM will receive the PN, and in turn issue a PN to the guard that the relevant block section is going to be cleared. The guard shall record the PN received from the concerned SM in his rough journal. The Station Master In charge of the block working shall record this private number and the name of the guard in the remarks column of his Train Signal Register against the entry of the train and shall not give. "Train out of block section signal" to the Station Master in rear until he receives the private number from the guard. Refer SR.14.10 (iv) (c ) for details. For the stopping train, If the SM is unable to ensure the complete arrival as stated above in Para 6.5.1 to 6.5.3, he shall send the train intact arrival register (T/1410) through a competent Railway Servant to the guard of the stopping train and get his signature to ensure the complete arrival of train and the train is berthed within the starter/fouling marks. If there is no guard the SM on duty shall personally ensure the complete arrival of the train and then only clear the block section {(SR 14.10 (iv) (a) & (b)}. DESPATCH OF TRAINS :- When everything is ready to start the train SM on duty shall call the attention of the Station Master/NDV or KIAT as the case may be and advise the particulars of train No, description etc,. On receipt of the acknowledgement confirmed by a private Number (from SM/NDV or KIAT as the case may be), on duty SM shall obtain line clear through concerned block instrument and ensure that: - Sl.NoIn the case of Despatch of LCs InvolvedRemarks1an Up train to KIAT1Interlocked traffic LC No. 31 at Km 57/800-90057/700-800To be closed & CL indication shall be available on the panel as detailed in Appendix-A2Interlocked traffic LC No. 32 at Km 58/500-600To be closed & CL indication shall be available on the panel as detailed in Appendix-A3Interlocked Engineering LC No. 33 at Km 59/800-900Gate man shall be advised as detailed in Appendix-A2a Down train to NDV1Interlocked traffic LC No. 31 at Km 57/800-90057/700-800To be closed & CL indication shall be available on the panel as detailed in Appendix-A2Interlocked traffic LC No. 30 at Km 57/100-200To be closed & CL indication shall be available on the panel as detailed in Appendix-A3Interlocked Engineering LC No. 28A at Km 54/600-700Gate man shall be advised as detailed in Appendix-A SM shall also ensure that the despatch route is clear and free from obstruction and clear the signals by operating concerned entrance knobs and exit buttons duly issuing Caution Order if any to the Guard, Loco Pilot and Assistant Loco pilot of the said train. After ensuring the correct signals are taken off, he should authorise the train to depart. The OFF aspect of concerned Advanced Starter Signal is the normal authority for Loco Pilot to enter the block section in advance, with his train. TRAINS RUNNING THROUGH:- The rules for reception and despatch of trains shall apply jointly to run through trains. Run through trains shall normally be dealt with on the main line (Up train on Road-2 & Down train on Road-3). ISMD LOADS: - Trains carrying ISMD loads shall normally be dealt on the main line. (Up train on Road-2 and Down train on Road-3). WORKING IN CASE OF FAILURES: - FAILURE OF TRACK-CIRCUITS, POINTS/SIGNALS During failure of track circuiting arrangements, or signals or points from the control panel, the duty Station Master, shall personally ensure that the line on which the movement is to be carried out is clear and free from obstruction, and that all efforts taken in accordance with the provision contained in GR/SR 3.68 to 3.70. During the failure of Home Signal and Calling-on signal trains can be dealt on SPT, during the failure of SPT, trains should be dealt on Form T/369 (-3b). Station Master shall ensure clamping and padlocking of relevant points and maintaining isolation from other lines duly keeping the trap/points in required position. If a point fails to set properly and if the point cannot be set from the panel, the Station Master on duty must personally ensure the points to the required position by means of the point crank handle as detailed in Para B.4 and ensure that the cranked points are clamped. The Station Master can operate the concerned entrance knobs and exit buttons for the reception or despatch of the train, after replacing the crank handle in the electrical key instrument. If the signal fails to respond properly, the Station Master must arrange to deal the train in accordance with provisions contained in GRs 3.68 to 3.70 and the subsidiary rules there under. If the points set correctly in one position and fails to set in the other position, it is possible that there is some obstruction between the stock and the switch rails. By operating the points repeatedly for about three or four times, this obstruction may be removed. If not by deputing a competent railway servant, who will do so. Even in spite of this, the point fails to set correctly, then the point crank handle must be used. 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 as detailed in Para B.4. duly clamping the cranked points The Station Master can operate the concerned entrance knobs and exit buttons for the reception or despatch of the train, after replacing the crank handle in the electrical key instrument. If the signal fails to respond properly, the Station Master must arrange to deal the train in accordance with provisions contained in GRs 3.68 to 3.70 and the subsidiary rules there under. 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 entrance knob and exit button shall be operated even if the point repeat indication is not available. If the signal gets cleared, the train shall be received under normal course on signals. If the signal fails to respond the SM shall operate concerned point knobs repeatedly for about three or four times, Even, after this if the point indication does not appear, the SM shall depute the Points man/TRH to the point to remove the obstruction if any who shall do so. Even after this if the signal fails to respond, it should be treated as a case of signal failure and the train shall be dealt strictly according to the relevant provisions contained in GR/SR 3.68 to 3.70. FAILURE OF HOME SIGNAL During the failure of Home signal, the train shall be received on Calling-on signal(See Para B.10 for details ). If the Calling-on signal also fails, the train should be received using SPT. (See Para B.11 for details ). If the signal post telephone also fails, the SM on duty shall arrange to receive the train on Form T/369 (-3b). Whenever the trains are received on SPT or on Form T/369 (-3b), the SM shall ensure the correct setting of relevant points, clamp and padlock, all the points on which the train will be passing and depute a points man/TRH to pilot the train with Form T/369 (-3b) to be delivered at the foot of the Home signal and authorise the Loco Pilot to pass the home signal at "ON". Whenever the trains are being received on SPT or on Written authority 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. FAILURE OF STARTER SIGNAL: During failure of starter signal, trains shall be despatched duly issuing written authority in Form T/369-(3b) and 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. FAILURE OF ADVANCED STARTER SIGNAL (LSS) : During failure of this signal the line clear shall be obtained on the block instrument & trains shall be despatched duly issuing the Form T/369 (3b) with an endorsement and PN received from the station in advance. FAILURE OF SHUNT SIGNAL: - During failure of shunt signal the shunt movement shall be carried out duly issuing T.370 to the Loco Pilot and showing proceed hand signal at the foot of the failed signal duly ensuring correct setting, clamping and padlocking of all the points on the route. FAILURE OF BLOCK INSTRUMENT: - During Block Instrument failure / suspension, the train shall be started duly issuing LCT. Note: - All cases of such failures must be reported immediately to the TECH.ES/JE/SE/Sig of the section for immediate rectification duly issuing a message. PROVISIONS FOR WORKING OF TROLLEY/MOTOR TROLLEYS/MATERIAL LORRIES: -. Un-insulated trolley/lorry etc. should not be permitted on the track circuited lines. Whenever an insulated trolley/lorry etc, is allowed to work the Station Master on duty shall ensure that the track is clear of such vehicles before clearing the signals for a train or before operating the points as the trolley/lorry/motor trolley may fail to actuate the track circuit. The official-in-charge of Trolley/Lorry etc. shall advise the Station Master on duty in writing before placing the vehicle on line and immediately after clearing it from the line Block working shall be suspended and LCT shall be issued as an authority to work in the Block Section. Block instrument working can be resumed by SM at either end of the Block Section after the trolley/lorry/motor trolley clears the section. Instructions contained in Rule 11.3 of BWM-2006 of SWR shall be adhered to Signals except Advanced Starter signal shall be cleared for movement of trolley/lorry/motor trolley when worked as train. NOTE:- (1) Insulated trolley/lorry/motor trolley do not actuate the track circuit. If the signal is cleared for reception/despatch, the route for the same should not be altered until the movement is completed. (2) Trolley/lorry caps should be used without fail, whenever the trolley/lorry are allowed to enter the Block Section. (3) Before permitting a trolley/lorry the SM on duty shall obtain a certificate on the trolley/lorry notice itself from the official-in-charge to the effect that the trolley/lorry is insulated. BLOCKING OF LINES:- Whenever a running line is blocked/obstructed for any purpose, the points at both the ends of the line should be set against the line except when shunting is required to be done on that line. No movement should be permitted on to a line occupied by a train/vehicle carrying passengers except when shunting is required to be done on that train/vehicle or for attaching an engine to that train/vehicle. Whenever a running line is blocked/obstructed Line Blocked safety caps should be placed on the relevant exit route buttons, as mentioned below to serve as a reminder to the SM on duty. Immediately when the line is clear again, the caps should be removed from exit route buttons and kept safe. ROAD NUMBERSAFETY CAP ON ROUTE (Exit) BUTTONRoad-1A, A1.Road-2BRoad-3CRoad-4D, D1. The Station Master on duty shall see that train/vehicles standing at the Station are properly secured so as to prevent them from gaining momentum. Vehicles/Wagons should be coupled together and brakes applied. The vehicles should be kept well within the starters/Fouling Mark. Safety chains should be used to secure the vehicle/ wagons. Before uncoupling one or more wagons/vehicles fitted with roller bearing to be stabled on a running line, all the hand brakes should be applied. Skids should also be used to prevent such units from rolling down. When vehicles are stabled on running lines, the SM on duty shall ensure that the points at either end of the obstructed line are set against the line. Clamped and padlocked and the padlock key retained in his personal custody. Whenever a running line is blocked / obstructed by any vehicles allowed to remain on the line for some length of time, a clear remark in RED ink should be made immediately in the train signal registers indicating the time and the number of the line on which the vehicle is detained. A record of the blocking of the line shall be made in the Station Diary also. When the obstruction is removed and the running line is clear, again, the time at which the vehicle was removed and the running line cleared should be indicated in the train signal register and the Station Diary. Before detaching the engine from a train carrying the passengers, the hand brake in the guards brake van in rear and in the additional brake van, if any, on the formation shall be securely screwed down. Hand brake, if any, provided on any of the coaching vehicles, like inspection carriage shall also be applied. The wooden wedges/skids shall be placed under the farther most wheels of the formation and safety chains are also used to secure the vehicles. The guard, after satisfying himself the train is braked as required, then shall show green hand signal to the Loco Pilot and only on seeing the guards signal the Loco Pilot shall detach the engine or permit the engine to be detached from the train. The train must remain braked until the engine is attached to the train. Whenever wagons/vehicles/trains are stabled it should be secured as follows. i) If the train engine is to be detached, the guard of the train shall ensure that the van brake and the hand brake of at least six vehicles next to brake van are put on. The Loco Pilot shall ensure that the hand brakes of at least 6 (six) vehicles next to the engine also are put on, if after detaching the engine the brake van also is to be detached, the guard shall ensure that the hand brakes of at least 6(six) more vehicles are put on before detaching the brake van. In addition they shall also be secured with safety chain fastened to the rails and padlocked to prevent them from getting out of control and rolling down. The brakes shall not be released until the engine has been attached to the formation. ii) The guard after satisfying himself that the train is secured as required, show green hand signal to the Loco Pilot, Only on seeing the guards signal the Loco Pilot may detach the engine or permit the engine to be detached from the train. The train must remain so braked until the engine is attached to the train again. iii) If the number of vehicles is less than six, all the hand brakes should be applied. While handing/taking over charge the outgoing/incoming Station Master should promptly record in the Station Diary and TSR in Red ink the number of the running line(s) obstructed. The relevant instructions contained in SR 5.01, GRs 5.19 and 5.23 and SRs there under should be strictly adhered to by all staff concerned. The Snag Dead ends / Over Run line should not be obstructed for any purpose, when it has become obstructed it shall cease to be a substitute for the adequate distance. Safety Caps: - With view to ensure safety in working Safety Caps are provided under the custody of duty Station Master, which shall be fixed on signal knob/point knobs/Route (Exit) buttons, when the line/Route governed by them is occupied or otherwise obstructed. [(Refer S.R. 5.19 (iii) (a) (b) and (c) for different type of safety caps and their use)]. SHUNTING:- General precautions: - (a) For shunt movement at this station, the duty SM shall give due consideration to the train services in this section and carryout shunt movements on Shunt signals or by taking off starter signals as the case may be. The Station Master shall see the shunting of trains or vehicles are carried out only at such a time and in such a manner, that will not involve danger. The guard of the train shall supervise all shunting operations involving full trains and stabling of materials/departmental trains. The guard under the instructions of the SM will supervise other shunting. In the absence of the guard, the SM shall supervise shunting. NOTE: - The trains should not be drawn up to the last stop signal & held in steep gradient (steeper than 1 in 400) in order to clear the reception line for giving permission to approach to the following train. No shunting beyond outermost points on the steep gradient side should be allowed unless a locomotive is attached at the lower end of the load from the point of view of gradient. Shunting in the face of an approaching train: -Shunting in the face of an approaching train is strictly prohibited at this station. Prohibition of shunting, special features if any: - Hand shunting/loose shunting of vehicles/wagons at this station is strictly prohibited. While performing shunting at falling end of the yard, it should be ensured that an engine is attached at the falling side of the gradient to prevent vehicles escaping into the block section. When ever vehicles are left on the running line, the person in charge of shunting shall ensure that they are coupled together, brakes of brake van and those of at least 6 vehicles at both ends, are applied, skids are placed and safety chains are used to prevent the vehicles from gaining momentum. Shunting on single line: - N / A. Shunting on Double line: - Sl.No.Place of ShuntingAuthority1.With in Station sectionT/806 2.In advance Block section.T/806 with PN duly obtaining block forward.3.In rear Block section.T/806 with PN duly obtaining block back. Refer: -Para 6.16.1 & 6.16.2 of BWM 2006 for details. Note: Issue of form T/806 is not necessary, wherever shunting is performed duly taking off shunt signal for onward and return movements. PROCEDURE FOR SHUNTING DURING FAILURE OF SHUNT KEY: - When the shunt key cannot be extracted and shunting has to be performed necessarily, SM shall adhere to the instruction as detailed in SR 8.15 ( i ) of GRS. SHUNTING DURING SUSPENSION OF BLOCK INSTRUMENT: - When shunting has to be performed at that end of the block section over which block instrument working has been suspended, the Station Master shall adhere to the instructions as detailed in SR 8.15 ( i ) of GRS. Shunting in the siding: - N/A. ABNORMAL CONDITIONS: - THE RULES TO BE OBSERVED IN THE EVENT OF ABNORMAL CONDITIONS: - During failure of electrical communication instrument: - Normally the concerned Block Instrument and Telephone attached to block instrument should be used to run trains on absolute block system. During failure, Block working should be done on the following order of preference: - Block Instrument. Telephone attached to block instrument. Station to Station fixed telephone. Railway Auto phones. BSNL phones. Control Telephone. VHF sets. NOTE: - When 4th to 7th type communication is used Identification sheets should be used, if not speed restriction comes into force. when line clear has been obtained for a train through 4th to 7th type communication duly using Identification Numbers, issue of caution order shall be dispensed with. Endorsement to the effect that line clear has been obtained using Identification Numbers shall be made on the LCT in the manner prescribed in S. R. 4. 09 (i) (11). If Identification Number sheets are not used Caution Orders shall be issued on Double line sections restricting the speed to 25 Kmph during day and 10 KMPH during night and when the view ahead is not clear during day. The authority to proceed in the occupied block section in case of obstruction of line or accident etc: -. Break Down Special/Relief train/Engine shall be sent into the Block section on account of obstruction of line or accident etc, by issuing Block ticket to proceed without line clear in form T/A 602. Before preparing this authority the SM shall examine the TSR, Train message books, WTT, Train notice register and Caution order advices and also contact the control and the SM on duty at the other end. Trains delayed in block section: - If a train carrying passengers does not arrive within 10 minutes or if a goods train does not arrive within 20 minutes after allowing normal running time from the station in rear, the Station Master at the station in advance shall Immediately advise the station in rear and the Control of this fact. The Station Masters at either end of the block section shall also send one of the traffic staff out on the block section to fetch information about the whereabouts and condition of the delayed train and nature of assistance, if any required and trains running in the opposite direction should be stopped and issued with Caution Order. Failure of Intermediate Block Stop Signal at ON: - N/A. Failure of Axle Counter Block/BPAC: - N/A. Failure of MTRC: - N/A. Procedure for emergency operation of points by crank handle: - Five Crank Handles for Five group of points are provided at the Station House to crank the points during failure. Group-I Point No. 50.Group-IIPoint No. 51.Group-IIIPoint No. 52, 64.Group-IVPoint No. 63.Group-VPoint No. 65.If the points fail to set or if the points could not be set from the panel, the duty Station master shall make use of the crank handle to set the points locally. He shall keep the concerned point knob in the required position, extract the relevant crank handle from the electrical key transmitter, take out the crank handle lock key along with the lid key from the glass fronted box and proceed to the points. ii. On the side of the point machine there are two lids. One covering the inlet hole of the crank handle and another covering the inlet hole of the crank handle lock. The duty Station master shall first open both the lids by using the lid key. Then he shall insert the crank handle lock key and unlock the same which permits insertion of the crank handle into the point machine. He shall then insert the crank handle, crank, clamp and padlock the point to the required position, 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. He shall then return to the station and restore the crank handle in to the key transmitter. If the correct point indication has appeared on the panel and if everything is alright for the movement of the train, the Station master shall clear the relevant signals. If the signals fail to respond, facing and trailing points should be clamped and pad locked before allowing any train/shunt movement over the points. All trains should be dealt with strictly in accordance with the relevant provisions contained in GRs 3.68 to 3.70 and subsidiary rules there under. Certification of clearance of track before calling-on signal operation is initiated: - The Calling-on signals below Home signals are intended to receive a train on an occupied/obstructed road or when one or more of the track circuits on that route have failed or when the Home Signal has failed. Before clearing the Calling-on signal, the SM shall decide whether it is absolutely necessary to receive the train on that road, train can be berthed clear of the fouling mark/starters and he should physically ensure that the required route is clear & free from obstruction. Reporting failure of points, Track circuit/Axle counter and interlocking: - Any S&T failure should be reported immediately by SM on duty to the concerned signalling Maintenance Staff (TECH.ES/JE/SE/Sig) responsible for attending to the failure and only after receipt of the written memo from the signalling Maintenance Staff (TECH.ES/JE/SE/Sig) on rectification of the fault, SM on duty should restore the normal working. The entries in failure register to be done with message to the Section Controller. TOTAL INTERRUPTION OF COMMUNICATION: - 9.1.1 In the event of Total interruption of communication occurring between HHL-NDV or HHL-KIAT stations i.e. when line clear cannot be obtained by any one of the following means stated in the order of preference namely. Block Instrument. Telephone attached to block instrument. Station to Station fixed telephone. Railway Auto phones. BSNL phones. Control Telephone. VHF sets. The following procedure shall be adopted for running the trains. SINGLE LINE BLOCK SECTION: - N / A DOUBLE LINE BLOCK SECTION SR 6.02 (iii). The Station Master on duty shall clearly advise the Loco Pilot and guard of the train the fact that the communications have failed. The train has to work with an authority on Form T/C 602. Trains may be allowed to enter the block sections one after the other but with a clear interval of not less than 30 minutes between the two successive trains. Fixed signals except the advanced starter may be taken off for despatch of trains. The home signal shall be taken off only after the train has been brought to a stop outside home signal. The Station Master on duty shall recover the Form T/C 602 from the Loco Pilot of incoming trains and keep them safe for handing over it to the Traffic Inspector. Trains will continue to work in this manner till any one of the means of communication is restored to normal working by the competent authority. The Station Masters on duty at both the end of the block section shall exchange messages on Form T/I 602 with private numbers to satisfy themselves that all the trains, engines etc., dispatched into the concerned section from both end have cleared the section at any one end completely before granting/obtaining line clear for trains through the restored means of communication. Detailed instructions contained in SR. 6.O2 (iii) shall be strictly adhered to for working trains during total interruption of communications. In all the cases of working trains during total interruption of communications, a detailed record of timings of all trains, Engines etc., shall promptly be made in the train Signal Register at the Stations concerned. When the communication for train working is restored, Section Control if working shall be consulted before arranging further movements. Control shall also be provided with the timings of trains dealt with during the failures. TEMPORARY SINGLE LINE WORKING ON DOUBLE LINE SECTION: - Whenever an accident to a train or track or other obstruction precludes the use of one of the lines on a double line section, the traffic may temporarily be worked over single line by obtaining Line Clear on Electrical speaking Instruments. When it is desired to introduce temporary single line working on double line, on electric speaking instruments, the Station Master at one end of the affected section shall on receipt of reliable information in writing that one line is clear, take steps to introduce temporary single line working, on that line in consultation with the Section Controller and the Station Master of the station at the other end of the section. If there is reason to suspect that the line over which temporary single line working is to be introduced, is also fouled or damaged, temporary single line working must not be introduced until a responsible engineering official of the rank not less than that of a JE/P.Way has inspected that section and certified that the road is safe for passage of trains. Single line working shall be introduced only when it is safe to do so. All trains will be worked in accordance with the rules for the use of electric speaking instruments on single line and Line Clear shall be obtained on the Telephone attached to block instrument, Station to Station fixed telephone, Railway Auto phones, BSNL phones, Control Telephone, VHF sets. At all stations on the portion of the section on which single line working has been introduced, the commutators of the Block Instruments pertaining to both obstructed and unobstructed lines shall be kept in Train on Line position through out the period single line working is in force. The commutators shall be locked also in that position with SMs key, wherever possible. In cases where it is not possible to keep the commutators in Train on line position, the Block instruments shall be put out of the use and Caution Indicators hung on the handle of the Block Instruments. At those stations, where the train is running on the wrong line all fixed signals shall be kept in the On position. After ascertaining that one of the lines is clear for the passage of traffic, the Station Master proposing single line working shall issue a message containing the following information under exchange of private numbers, to the Station Master at the other end of the affected section. cause of introduction of single line working; the line in which the single line working is proposed, source of information that the said line is clear, place of obstructions, restriction of speed, if any, on the line, assurance that if the train is running on the right line, the last stop signal shall be kept in the On position. and the number and the timings of the last train which arrived or left the block station issuing the message. On receipt of acknowledgement from the Station Master, confirmed by a Private Number, single line working may be introduced. Line Clear will be obtained on telephone attached to Block Instruments or Control Telephone or VHF and trains run on the authority of form T/D 602 in accordance with the instructions contained in the GR/SR and Block Working Manual. The Loco Pilot of each train shall be handed over an Authority (T/D 602) for Temporary Single Line Working on Double Line Section duly completing all the entries. An endorsement will also be made in the Caution Order given to the Loco Pilot of the first train to inform all Gatemen and Gangmen on the way about the introduction of temporary single line working and specifying the road on which the train will run. This information shall be conveyed through the Loco Pilot of a subsequent train also, if necessary. The speed of the first train passing over the temporary single line, will be restricted to 25 kilometres per hour. Subsequent trains may run at their booked speed, subject to observance of other speed restrictions imposed by Way and Work Staff. Note: The Loco Pilot shall switch ON the flasher light of the train engine while running on the wrong line. In case, it is noticed by the station staff or Gatemen or Gangmen that the flasher light is not switched ON, they shall stop the train immediately. In case of a train proceeding on the right line: - The Home signal, at the station in advance of the affected section, may be taken off. In case of a train proceeding on the wrong line: - The train shall be despatched out of station on T/511 issued by the Station Master after all the facing points have been correctly set and padlocked and trailing points correctly set, over which the trains will pass. For the reception of a train approaching HHL on wrong line, SM shall prepare written authority as per SR 5.10 (i) and the competent Railway servant shall proceed on the wrong line and take stand adjacent to Home signal of right line and shall stop the train on hand danger signal and thereafter receive it into the station. All the cross over points (Facing and trailing end) in the facing direction over which the train shall proceed, while temporary single line working is in force, shall be clamped and padlocked. Resumption of normal working- On receipt of a written certificate from a responsible Engineering Official that the obstructed track is free and safe for passage of trains, the Station Master will issue a message to the other station or stations, as the case may be, under exchange of private numbers and decide, in consultation with Section Controller, the train after passage of which, normal working shall be introduced. When double line working is resumed the Block Instruments and all fixed signals, shall be brought into use immediately. An entry shall also be made in the Train Signal Register of Stations concerned showing the time double line working was suspended, time single line was introduced and the time normal working was resumed. The SM shall advise the Loco Pilot of the first train entering the section after resumption of double line working to inform all Gatemen and Gangmen on the way about the resumption of normal working. All the records in connection with the temporary single line working shall be retained at the station and the Transportation Inspector of the section shall scrutinise and submit his report to the Divisional Railway Manager (Traffic) within 7 days of the resumption of normal working. DESPATCH OF TRAINS UNDER AUTHORITY TO PROCEED WITHOUT LINE CLEAR TO ASSIST THE CRIPPLED TRAIN SR. 6.02 (i) Break Down Special/Relief train/Engine shall be sent into the Block section by issuing Block ticket to proceed without line clear in form T/A 602. Before preparing this authority the SM shall examine the TSR, Train message books, WTT, Train notice register and Caution order advises and also contact the control and the SM on duty at the other end. Clear instructions shall be issued to the Loco Pilot and Guard regarding the nature of obstruction and location of obstruction of engine/BV/First vehicle /last vehicle shall be mentioned as far as known and the station to which the crippled train/engine could be moved to clear the block section. If more relief train/Engine are to be despatched into the block section subsequently, clear instructions shall be given to the Loco Pilot and Guard of such trains /engine etc. already allowed into the section and other relevant information. Once obstruction is removed and Competent Railway servant certifies the line as fit and safe for the passage of trains, the duty SM shall exchange numbered message and private numbers with his counterpart at the other side to ensure that the block section is clear of all train/vehicles sent into the section and then only restore normal working. All the entries relating to the train dealt on form T/A 602 shall be made in red ink in TSR [Ref. SR. 6.02 (i) for detailed instructions. ] VISIBILITY TEST OBJECT: Any aspect of Road-1 Down Starter during day and night shall constitute the visibility test object for Up and Down directions at this station. ESSENTIAL EQUIPMENTS AT THE STATION:- The Station Master shall ensure that the prescribed number of the essential equipment listed in Appendix E are made available exclusively for train passing duties. Station Master on duty shall be responsible to keep the required number of the essential equipments neat and in good fettle to be used whenever required. FOG SIGNALMEN NOMINATED TO BE CALLED IN CASE OF FOG. i. In foggy or tempestuous weather or in dust storm when V.T.O can not be seen from the SMs office, the SM shall send trained men to act as fog signalmen. The names of two members each from the operating and permanent way Group `D' staff at the station with a declaration that they know the fog signalling duties shall be maintained and updated periodically in the station Detonator Register by the Station Master. ii. The names and addresses of Group D Permanent Way staff who are trained in fog signalling duties shall be painted on the board provided for this purpose near the office of the Station Master on duty. LIST OF APPENDICES:- Appendix 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 APPENDIX - `A' WORKING OF LEVEL CROSSING (Reference Para 2.6 of SWR) INTERLOCKED LEVEL CROSSING No. 32 AT KM. 58/500-600 (C CLASS) Number of the Level Crossing Gate32 (C class)DepartmentTrafficControlling OfficialSM/HHLLocation at KM.58/500-600Controlling StationHHLIn between StationsHHL-YardBG/MG/NGBGSingle line/Double lineDouble line Normal PositionKept open for road traffic during day between 07.00 to 19.00 Hrs.Interlocked/Non interlockedInterlockedMeans of interlockingElectro mechanicalProvision of Gate Signal at KMsNILSignalling arrangementsInterlocked with Up Starters and Up Home signals & Down Home signalsMeans of communicationMagneto TelephoneWidth of the level crossing gate8mType of Road (NH/SH/Others)OthersName of Road -.Metalled/Non metalledMetalled.Approach roadMetalled.Width of the road7 mtsAngle of Road crossing90o Road gradient (if any)(i) North/East sideLevel(ii) South/West side1 in 50Road alignment (straight/curve)(i) North/East sideStraight(ii) South/West sideStraightProvision of height gaugesNot Provided. Type of barriersLifting barriers.Length of Check rails11.5 mts. Road surface in between L LB R.C.C Slab paving Length of Rumble strip/speed breakers20 mtrs. Road signsProvided.Speed breaker indication boardProvided. TVU with date6073 (Nov-2006)Census next due onNov-2009.Demarcation for placement of DetonatorsProvidedNo. of Gatemen working OneNearest Railway Medical AssistanceYESVANTPURNearest private medical Assistance availableHIREHALLIList of equipment available Yes/No.Yes This interlocked Traffic level crossing situated between the Up Starter signals & Down Home signal, is under the control of the Station Master / HHL. This level crossing is provided with lifting barriers. This level crossing is manned by single gate man during day (i.e. between 7.00 hrs & 19 Hrs only) and between 19.00 hrs & 7.00 hrs, the gate is closed and padlocked against road traffic and padlock key is kept with Station Master on duty. The duty roster is issued by DPO/SBC. Note:- 1. Before breaking of duty the gateman shall ensure that the Lifting Barriers of level crossing are closed and secured against road traffic with CL indication on the panel of SM office, secure booms in the closed position with chains and padlocks. He shall secure the gate lodge and handover all the keys related to lifting barriers & gate lodge to Station Master on duty duly declaring in a special register maintained at the station that the gate is closed and secured and padlocked against road traffic. 2. Whenever it is required to open the level crossing gates for the passage of road traffic during night, the Station Master shall depute the centre duty points man to the gate with padlock key for opening the LC gate. Magneto telephone communication is provided between this level crossing and the HHL station as detailed in Appendix "B. This level crossing gate shall normally be kept open for 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 the train. This level crossing is interlocked with Up starters and Up & Down Home signals and controlled by knob G1 provided on the RRI panel of SM/HHL. The lifting barriers are operated from winch mechanism located near the level crossing. The barriers are normally in the "Raised" position for the passage of road traffic. When the winch is operated clockwise fully to "Gate closed" position, the barriers are lowered against road traffic on both sides of the track, the winch key is released. A single lever frame is provided near the winch. The single lever frame is provided with key `X' normally locked 'IN'. The lever frame is controlled by the winch-key released from the winch. When the lever frame is unlocked by the winch-key and lever is reversed, key "X" is released. Reversal of lever locks the booms in the lowered position. This Key X is inserted and turned in the Electrical Key Instrument provided at the level crossing. It is controlled by Gate Knob G1 provided on the RRI panel of SM/HHL. It gets locked in the Electrical Key Instrument when the gate control knob G1 is in reverse position and can be extracted when the gate control knob is in normal position. Before permitting any train movement, the SM on duty shall call the gateman on phone and advise him the particulars of the Train movements such as; the train No., description, direction of movement and probable time of departure and ask him to close the level crossing and turn the gate knob G1 to reverse position. The gateman shall acknowledge the advise by repeating the particulars of the train, lower the lifting barriers against the road traffic, extract the winch key, insert it in the single lever frame, unlock and reverse the single lever to lock the lifting barrier booms in the lowered position. This lever in the reverse position releases key X. Gate man on duty should extract this key X and insert the same in the Electrical Key Instrument provided at the gate lodge and turn it duly advising the SM on duty. A white light indication appears on the concerned legend CL marked near the LC legend on the panel. On observing the white light indication the SM shall take off the concerned signal. Immediately after the passage of Train movement the SM on duty shall put back the signal to ON position and normalize the gate knob G1 on the panel. The white light indication disappears on SMs panel and the free indication appears on the Electrical Key Instrument at the gate lodge. The gateman after ensuring the availability of the free indication shall extract the key X from the Electrical Key Instrument and the free indication disappears. He shall use the key to normalise the single lever to unlock the booms. The reversal of lever releases winch key. The gate man shall insert it in the winch, unlock and operate the winch to raise the lifting barrier for the passage of road traffic. When the barriers are in normal (raised) position, the level crossing is open to road traffic. At night a white light is exhibited from the top of each gatepost towards the road traffic approaching it as an indication that the level crossing is open 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. At night, the white lights on the top of the gateposts, simultaneously change to red when the barriers are lowered. While the boom comes down to block the road, a gong attached to each boom post is sounded as a warning to the road users that the level crossing is being closed. The 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 road traffic to stop when the gongs are sounded. If any vehicles, cattle etc. is found trapped between the barriers in the lowered position, the barriers shall be lifted to allow them to escape and the winch key shall not be inserted in the single lever frame until the level crossing is clear of all obstructions. The level crossing shall not be closed against the road traffic earlier than 6 mts., before the arrival of the train or 10 mts., before the expected passage of a run through train. The gate shall be closed and when the train is ready to leave in case of a stopping train. During the failure of interlocking or damage to the gates or interlocking gear the signals interlocked with the concerned level crossing cannot be taken OFF. Train movement shall be dealt with strictly according to the relevant provision contained in SR 3.68 to 3.70 and subsidiary rules there under. Advise to be sent to the concerned TECH/ES/JE/SE/SIG. to rectify the signal failure and if any damage to the gate a message also to be sent to the JE/SE/P.Way for rectification. Due to any defect if one or both the barriers cannot be closed across the road traffic, the gateman shall use the emergency gate chains with red disc to block the road traffic and secure them by means of padlock and RED (warning) light must be exhibited from the gatepost during night. Then the gateman shall inform the Station Master on duty for having chained and locked the level crossing against road traffic, and SM shall authorise train movements only after exchanging PN with the gateman for having chained and locked the LC without any obstruction to rail traffic. The same will be advised to the concerned JE/SE/P.Way for early rectification. An emergency gate key is provided at the Gate Lodge inside the glass fronted box. The emergency gate key X is provided for the Level Crossing No. 32 at Km 58/500-600, inside the glass fronted box interlocked with a counter. During the failure of RKT, the gateman shall inform the Station Master on duty along with a PN about the requirement of Emergency gate key for opening the gate. On receipt of the request from the gateman the Station Master shall permit along with a PN for the use of emergency gate key from RKT at the gate lodge. Before extracting the emergency key PNs are to be exchanged. The gateman shall break open the seal duly noting counter reading and open the box to extract emergency key from the RKT. Use the emergency gate key from RKT to open the gate for road traffic, When the emergency key at the gate lodge is taken out the concerned signals become inoperative, these signals should not be taken off once the key is extracted. Then concerned signals shall be suspended and train services dealt strictly under the relevant provision contained in GR 3.68 to 3.70 and SR there under duly ensuring that the gates are closed and secured against the road traffic. During the period emergency key is out for use by the gateman and train service is dealt on written authority as per G.R. 3.69 to 3.70 the procedure of intimating the gateman with train particulars and exchange of private number for closure of gate shall continue. The gateman shall not communicate private number unless the level crossing gate is properly secured against road traffic. A counter with interlocked with the emergency key will record the extraction of emergency key by registering next progressive number. The same should be recorded in the register maintained at the gate lodge. Before taking up the duty gateman should ensure and certify the correctness of the readings recorded and the counter reading. When the emergency key is used, the SM on duty shall make an entry in the register specially maintained for this purpose with the details like time and date of use, the No. of train for which it was used, etc. Immediately after the failure, the TECH/ES/JE/SE/Sig. shall be advised to restore the normal working. In case of failure of Magneto Telephone communication or if there is no response from the gateman, the Station Master on duty shall depute a competent Railway staff to the level crossing to ensure that the gates are closed and secured against road traffic and gate control `G1' is transmitted as detailed in this Appendix A, before permitting any train movement on signals. During failure of communication and interlocking the competent railway servant deputed to the level crossing shall close and secure the gate against road traffic and then exchange All Ready signal with the SM on duty, who shall then arrange for reception/despatch/shunting as per GR/SR 3.68 to 3.70. NOTE When a train movement for which the level crossing gates have been kept closed is cancelled due to any reason, the Station Master on duty shall immediately advise the same to the gateman on duty duly normalising the gate knob G1 to 'Normal'. INTERLOCKED LEVEL CROSSING No. 31 AT KM. 57/800-90057/700-800 (C CLASS) Number of the Level Crossing Gate31 (C class)DepartmentTrafficControlling OfficialSM/HHLLocation at KM.57/800-90057/700-800Controlling StationHHLIn between StationsHHL-YardBG/MG/NGBGSingle line/Double lineDouble line Normal PositionKept open for road traffic.Interlocked/Non interlockedInterlockedMeans of interlockingElectro mechanicalProvision of Gate Signal at KMsNILSignalling arrangementsInterlocked with Up & Down Starters and Home signals. Means of communicationNIL Width of the level crossing gate8mType of Road (NH/SH/Others)OthersName of Road -.Metalled/Non metalledMetalled.Approach roadMetalled.Width of the road7 mtsAngle of Road crossing90o Road gradient (if any)(i) North/East sideLevel(ii) South/West side1 in 50Road alignment (straight/curve)(i) North/East sideStraight(ii) South/West sideStraightProvision of height gaugesNot Provided. Type of barriersSwing Gates.Length of Check rails11.5 mts. Road surface in between L LB R.C.C Slab paving Length of Rumble strip/speed breakers20 mtrs. Road signsProvided.Speed breaker indication boardProvided.TVU with date308 (Nov-2006)Census next due onNov-2009.Demarcation for placement of DetonatorsProvidedNo. of Gatemen working Centre duty points man.Nearest Railway Medical AssistanceYESVANTPURNearest private medical Assistance availableHIREHALLIList of equipment available Yes/No.Yes This interlocked Traffic level crossing situated between the Up & Down Starter signals, is under the control of the Station Master / HHL. This level crossing is provided with Swing Gates. Centre duty Pointsman is nominated to man this LC gate round the clock, as per the Essentially Intermittent roster issued by DPO/SBC. No Magneto telephone communication is provided between this level crossing and the HHL station. The level crossing is interlocked with the Up & Down despatch / reception signals. Before taking off Up/Down Home signal or Up/Down despatch signal or allowing any shunt movement across the LC the Station Master on duty shall ensure that the gate is closed and locked against the road traffic and CL indication is available on the panel. When the gate is to be opened to Road traffic the Station Master shall depute the centre duty points man to the gate and he shall turn the gate knob G2 to normal position. A white light indication, appears near the RKT, the centre duty points man on observing the white light indication shall extract key Y and use it in the triple key adjunct to extract gate keys S1 & S2. Then he should use it to open the LC for the road traffic. After the passage of Road traffic the gateman shall immediately close and lock the gates against the road traffic, extract gate keys S1 & S2, insert them in the triple key lock adjunct and turn, This action releases key Y from the triple key lock adjunct. Gateman should extract this key and insert and turn it in the RKT provided at the gate lodge. The key gets electrically locked in that position and a white light indication appear below the legend `CL' of the panel at station indicating that the gates are closed and locked against road traffic, when the Station Master turns the `G2 knob to reverse position. Emergency key "Y" secured in electrical instrument is kept at the Gate Lodge for use in case the key "Y" cannot be extracted from the RKT to open the gate. The Gateman on duty shall inform the SM on duty along with a PN, about the failure and obtain PN from SM on duty, then break open the seal of the box, extract the emergency key "Y" and use it to open the level crossing gates. Exchange of PN is necessary to extract the emergency key. Since the key is interlocked with the Up & Down reception signal and Up & Down despatch signal, these signals cannot be taken Off, once the key is extracted. These signals shall be suspended and train services dealt strictly under the relevant provisions contained in GR/SR 3.68 to 3.70 and subsidiary rules there under duly ensuring that the gates are closed and secured against. A counter interlocked with the emergency key will record the extraction of emergency key by registering next progressive number. The same should be recorded in the register maintained at the gate lodge. Before taking up the duty gateman should ensure and certify the correctness of the readings recorded and the counter reading. When the emergency `Y' key is used, the Station Master 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 getting the information about the failure, the TECH.ES /JE/SE/Sig shall be advised to restore the normal working. In case of failure of Magneto Telephone communication , the Station Master on duty shall ensure that the gates are closed and secured against road traffic and gate control `G2' is transmitted as detailed in this Appendix A, before permitting any train movement. During failure of communication and interlocking the competent railway servant deputed to the level crossing shall close and secure the gate against road traffic and then exchange All Ready signal with the SM on duty, who shall then arrange for reception/despatch/ shunting as per GR/SR 3.68 to 3.70. Key Y in the RKT controlled by G2 knob should not disturbed. A push switch is provided near RKT to be used during emergency to put back the signal to danger.. NOTE: - If due to any defect one or both the Swing Gates cannot be closed across the road traffic the points man shall use the emergency chains with RED disc to block the road traffic and secure them by means of padlocks and RED (warning) light must be exhibited from the gateposts during night. Then the points man shall inform the Station Master on duty for having chained and locked the level crossing against road traffic and the Station Master shall authorise train movement only after ensuring that the points man for having chained and locked the level crossings without any obstruction to rail traffic by exchanging PN. The failure will be advised to concerned JE/SE/P. Way for early rectification. In case of obstruction at/near the level crossing the points man shall adhere to the instructions contained in GR. 16.07 and SRs there under. INTERLOCKED LEVEL CROSSING No. 30 AT KM. 57/100-200 (C CLASS) Number of the Level Crossing Gate30 (C class)DepartmentTrafficControlling OfficialSM/HHLLocation at KM.57/100-200Controlling StationHHLIn between StationsHHL-YardBG/MG/NGBGSingle line/Double lineDouble line Normal PositionKept open for road traffic.Interlocked/Non interlockedInterlockedMeans of interlockingElectro mechanicalProvision of Gate Signal at KMsNILSignalling arrangementsInterlocked with Down Advanced Starter and Up Home signal.Means of communicationMagneto TelephoneWidth of the level crossing gate8mType of Road (NH/SH/Others)OthersName of Road -.Metalled/Non metalledMetalled.Approach roadMetalled.Width of the road7 mtsAngle of Road crossing90o Road gradient (if any)(i) North/East sideLevel(ii) South/West side1 in 50Road alignment (straight/curve)(i) North/East sideStraight(ii) South/West sideStraightProvision of height gaugesNot Provided. Type of barriersLifting barriers.Length of Check rails11.5 mts. Road surface in between L LB R.C.C Slab paving Length of Rumble strip/speed breakers20 mtrs. Road signsProvided.Speed breaker indication boardProvided.TVU with date2021 (Nov-2006)Census next due onNov-2009.Demarcation for placement of DetonatorsProvidedNo. of Gatemen working TwoNearest Railway Medical AssistanceYESVANTPUR Nearest private medical Assistance availableHIREHALLIList of equipment available Yes/No.Yes This interlocked Traffic level crossing situated between the Down Advanced Starter signal and Up Home signal, is under the control of the Station Master / HHL. This level crossing is provided with lifting barriers. The LC is normally kept open road traffic. Two gate men are nominated to man this LC gate round the clock, one man each in 12 hours shift as per the roster issued by DPO/SBC . Magneto telephone communication is provided between this level crossing and the HHL station as detailed in Appendix "B. This level crossing gate shall normally be kept open for 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 the train. This level crossing is interlocked with interlocked with Down Advanced Starter signal and Up Home signals and controlled by knob G3 provided on the RRI panel of SM/HHL. The lifting barriers are operated from winch mechanism located near the level crossing. The barriers are normally in the "Raised" position for the passage of road traffic. When the winch is operated clockwise fully to "Gate closed" position, the barriers are lowered against road traffic on both sides of the track the winch key is released. A single lever frame is provided near the winch. The single lever frame is provided with key `Z' normally locked 'IN'. The lever frame is controlled by the winch-key released from the winch. When the lever frame is unlocked by the winch-key and lever is reversed, key "Z" is released. Reversal of lever locks the booms in the lowered position. This Key Z is inserted and turned in the Electrical Key Instrument provided at the level crossing. It is controlled by Gate Knob G3 provided on the RRI panel of SM/HHL. It gets locked in the Electrical Key Instrument when the gate control knob G3 is in reverse position and can be extracted when the gate control knob is in normal position. Before permitting any train movement across/infringing the gate or when overlap is set towards Down Advanced starter signal, the SM on duty shall call the gateman on phone and advise him the particulars of the Train movements such as; the train No., description, direction of movement and probable time of departure etc, and ask him to close the level crossing and turn the gate knob G3 to reverse position. The gateman shall acknowledge the advise by repeating the particulars of the train, lower the lifting barriers against the road traffic, extract the winch key, insert it in the single lever frame, unlock and reverse the single lever to lock the lifting barrier booms in the lowered position. This lever in the reverse position releases key Z. Gate man on duty should extract this key Z and insert the same in the Electrical Key Instrument provided at the gate lodge and turn it duly advising the SM on duty. A white light indication appears on the concerned legend CL marked near the LC legend on the panel. On observing the white light indication the SM shall take off the concerned signal. Immediately after the passage of Train movement the SM on duty shall put back the signal to ON position and normalize the gate knob G3 on the panel. The white light indication disappears on SMs panel and the free indication appears on the Electrical Key Instrument at the gate lodge. The gateman after ensuring the availability of the free indication shall extract the key Z from the Electrical Key Instrument and the free indication disappears. He shall use the key to normalise the single lever to unlock the booms. The reversal of lever releases winch key, the gate man shall insert it in the winch, unlock and operate the winch to raise the lifting barrier for the passage of road traffic. When the barriers are in normal (raised) position, the level crossing is open to road traffic. At night a white light is exhibited from the top of each gatepost towards the road traffic approaching it as an indication that the level crossing is open 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. At night, the white lights on the top of the gateposts, simultaneously changes to red when the barriers are lowered. While the boom comes down to block the road, a gong attached to each boom post is sounded as a warning to the road users that the level crossing is being closed. The gong 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 road traffic to stop when the gongs are sounded. If any vehicles, cattle etc. is found trapped between the barriers in the lowered position, the barriers shall be lifted to allow them to escape and the winch key shall not be inserted in the single lever frame until the level crossing is clear of all obstructions. The level crossing shall not be closed against the road traffic earlier than 6 mts., before the arrival of the train or 10 mts., before the expected passage of a run through train. The gate shall be closed when the train is ready to leave in case of a stopping train. During the failure of interlocking or damage to the gates or interlocking gear the signals interlocked with the concerned level crossing cannot be taken OFF. Train movement shall be dealt with strictly according to the relevant provision contained in SR 3.68 to 3.70 and subsidiary rules there under. Advise to be sent to the concerned TECH/ES/JE/SE/SIG. to rectify the signal failure and if any damage to the gate a message also to be sent to the JE/SE/P.Way for rectification. Due to any defect if one or both the barriers cannot be closed across the road traffic, the gateman shall use the emergency gate chains with red disc to block the road traffic and secure them by means of padlock and RED (warning) light must be exhibited from the gatepost during night. Then the gateman shall inform the Station Master on duty for having chained and locked the level crossing against road traffic, and SM shall authorise train movements only after exchanging PN with the gateman for having chained and locked the LC without any obstruction to rail traffic. The failure will be advised to the concerned JE/SE/P.Way for early rectification. An emergency gate key is provided at the Gate Lodge inside the glass fronted box. The emergency gate key Z is provided for the Level Crossing No. 30 at Km 57/100-200, inside the glass fronted box interlocked with a counter. During the failure of RKT, the gateman shall inform the Station Master on duty along with a PN about the requirement of Emergency gate key for opening the gate. On receipt of the request from the gateman the Station Master shall permit along with a PN for the use of emergency gate key from RKT at the gate lodge. Before extracting the emergency key PNs are to be exchanged. The gateman shall break open the seal duly noting counter reading and open the box to extract emergency key from the RKT. Use the emergency gate key from RKT to open the gate for road traffic, When the emergency key at the gate lodge is taken out the concerned signals become inoperative, these signals should not be taken off once the key is extracted. Then concerned signals shall be suspended and train services dealt strictly under the relevant provision contained in GR 3.68 to 3.70 and SR there under duly ensuring that the gates are closed and secured against the road traffic. During the period emergency key is out for use by the gateman and train service is dealt on written authority as per G.R. 3.69 to 3.70 the procedure of intimating the gateman with train particulars and exchange of private number for closure of gate shall continue. The gateman shall not communicate private number unless the level crossing gate is properly secured against road traffic. A counter interlocked with the emergency key will record the extraction of emergency key by registering next progressive number. The same should be recorded in the register maintained at the gate lodge. Before taking up the duty gateman should ensure and certify the correctness of the readings recorded and the counter reading. When the emergency key is used, the SM on duty shall make an entry in the register specially maintained for this purpose with the details like time and date of use, the No. of train for which it was used, etc. Immediately after noticing the failure the, TECH/ES/JE/SE/Sig. shall be advised to restore the normal working. In case of failure of Magneto Telephone communication or if there is no response from the gateman, the Station Master on duty shall depute a competent Railway staff to the level crossing to ensure that the gates are closed and secured against road traffic and gate control `G3' is transmitted as detailed in this Appendix A, before permitting any train movement on signals. During failure of communication and interlocking the competent railway servant deputed to the level crossing shall close and secure the gate against road traffic and then exchange All Ready signal with the SM on duty, who shall then arrange for reception/despatch/shunting as per GR/SR 3.68 to 3.70. NOTE When a train movement for which the level crossing gates have been kept closed is cancelled due to any reason, the Station Master on duty shall immediately advise the same to the gateman on duty duly normalising the gate knob G3 to 'Normal'. INTERLOCKED LEVEL CROSSING No. 28A AT KM. 54/600-700 (A CLASS) Number of the Level Crossing Gate28A (A class)DepartmentEngineeringControlling OfficialSSE/P.WAY/ YPRLocation at KM.54/600-700Controlling StationHHLIn between StationsHHL-NDVBG/MG/NGBGSingle line/Double lineDouble line Normal PositionKept opened for road traffic.Interlocked/Non interlockedInterlockedMeans of interlockingElectro mechanicalProvision of Gate Signal at KMs SBC end. (i) Up direction @ km. 54/400-500 TK end. (ii) Down direction @ km.54/900-800Signalling arrangementsMACLMeans of communicationMagneto TelephoneWidth of the level crossing gate8mType of Road (NH/SH/Others)OthersName of Road -.Metalled/Non metalledMetalled.Approach roadMetalled.Width of the road5 mtsAngle of Road crossing90o Road gradient (if any)(i) North/East sideLevel(ii) South/West side.1 in 30Road alignment (straight/curve)(i) North/East side Curve(ii) South/West side StraightProvision of height gaugesNot Provided. Type of barriersLifting barriers.Length of Check rails10 mts. Road surface in between L LB R.C.C Slab paving Length of Rumble strip/speed breakers20 mtrs. Road signsProvided.Speed breaker indication boardProvided.TVU with date 40358 (Oct-2006)Census next due on Oct-2009.Demarcation for placement of DetonatorsProvidedNo. of Gatemen working TwoNearest Railway Medical AssistanceYesvantpurNearest private medical Assistance availableHIREHALLIList of equipment available Yes/No.Yes This is an interlocked A Class Engineering level crossing situated between HHL and NDV block stations provided with lifting barriers. It is normally kept opened for road traffic. The padlock keys, which are used to secure the lifting barriers in the closed condition, are kept with gateman on duty. This gate is manned round the clock by gatemen, one man each in 12 hours shift under essentially intermittent roster issued by DPO/SBC. This gate is under the control of SSE/P.Way/YPR. Magneto Telephone Communication is provided between this level crossing gate and HHL station as detailed at the end of Appendix B. Before granting line clear for an Up train from NDV or before despatching a Down train to NDV the Station Master/HHL shall call the attention of the gateman on phone and advise him, the particulars of train with its number, description, direction of movement and probable time of departure from NDV/HHL. The gateman shall acknowledge the advice by repeating the train number, description, direction etc., and assure on duty SM/HHL that he is ready to close and lock the gate against the road traffic and take off the concerned gate signal in time The details of trains including the time of advice shall be recorded by the SM on duty and the gateman in the register maintained separately at the station and at the gate lodge for this purpose. Immediately on receipt of out report for an Up train from NDV or after the departure of a Down train from HHL the Station Master/ HHL shall advise the gateman who shall close and secure the gates against the road traffic and take off the concerned gate signal, in time. In the case of failure of telephone communication between SM/ HHL and the level crossing or when the gateman fails to respond to the telephone calls, the Station Master must adhere to SR 16.03 (iii) (b) (1), issue Caution Order to all stopping Down trains entering the block section and also advise Station Master/NDV for the issue of Caution Orders for all stopping Up trains entering the block section. The Loco Pilots must observe the instructions contained in SR 16.03 (iii) (b) (2). The Station Master shall advise the TECH.ES/JE/SE/SIG of the section for immediate rectification. The failure of the gateman to attend the telephone call shall be advised to Sr. DEN /SBC. NOTE: Run through trains need not be stopped out of course for the purpose of issue of Caution Orders (SR. 16.03 (iii) (b) (2) (iii). In case failure of power supply at this LC the gateman shall immediately advice the on duty SM/ HHL about the failure of power supply, SM/HHL should ensure the issuing of caution orders to GDR of all train(s) entering this block section from either end, informing about blank signal. If any barrier fastening thereof the winch mechanism goes out of order the gatemen shall advise the Station Master on duty at HHL, who shall immediately give the message to the concerned official to attend the failure and restore the same. {SR 16.06 (iii) (a) & (b)}. Working instructions for this LC is issued separately by engineering department. When a train/shunt movement for which LC gates have been kept closed and 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. The Private number shall be recorded in remarks column against the entry for that movement in the PN exchange registers both at the station and at the gate lodge. The responsibility of keeping the gates locked across the road traffic for the safe passage of the train without delay lies with the gateman. ENGINEERING LEVEL CROSSING No. 33 AT Km. 59/800-900 Number of the Level Crossing Gate33 (C class)DepartmentEngineeringControlling OfficialSSE/P.WAY/ YPRLocation at KM.59/800-900Controlling StationHHLIn between StationsHHL-KIATBG/MG/NGBGSingle line/Double lineDouble line Normal PositionKept closed for road traffic.Interlocked/Non interlockedNon-InterlockedMeans of interlockingN/AProvision of Gate Signal at KMsN/A SBC end. (i) Up direction @ km. 59/600-700 TK end. (ii) Down direction @ km.60/100-000Signalling arrangementsN / AMeans of communicationMagneto TelephoneWidth of the level crossing gate8mType of Road (NH/SH/Others)OthersName of Road -.Metalled/Non metalledMetalled.Approach roadMetalled.Width of the road5 mtsAngle of Road crossing90o Road gradient (if any)(i) North/East sideLevel(ii) South/West side1 in 30Road alignment (straight/curve)(i) North/East side Curve(ii) South/West side StraightProvision of height gaugesNot Provided. Type of barriersLifting Barriers.Length of Check rails10 mts. Road surface in between L LB R.C.C Slab paving Length of Rumble strip/speed breakers20 mtrs. Road signsProvided.Speed breaker indication boardProvided.TVU with date 7325 (Nov-2006)Census next due on Oct-2009.Demarcation for placement of DetonatorsProvidedNo. of Gatemen working TwoNearest Railway Medical AssistanceYesvantpurNearest private medical Assistance availableHIREHALLIList of equipment available Yes/No.Yes This is an interlocked C Class Engineering level crossing situated between HHL-KIAT Block Section under the control of SE/P.Way/TK is provided with Lifting Barriers . It is normally kept open for road traffic. This gate is manned round the clock by two gatemen, one man each in 12 hours shift under essentially intermittent roster issued by DPO/SBC. Magneto telephone communication is provided between this LC and the Duty Station Master office/HHL as detailed in Appendix B. Before granting line clear to KIAT for a Down train or before permitting (despatch of) an Up train to KIAT, the SM/HHL shall call the attention of the gateman, on phone and advise him the particulars of the train, like train number, description, direction of movement and probable time of departure from KIAT or HHL. The gateman shall acknowledge the advice by repeating the train number, description, direction etc., and assure on duty SM/HHL that he is ready to close and lock the gate against the road traffic and take off the concerned gate signal in time The details of trains including the time of advice shall be recorded by the SM on duty and the gateman in the register maintained separately at the station and at the gate lodge for this purpose. Immediately on receipt of out report for a Down train from KIAT or after the departure of an Up train from HHL the Station Master/ HHL shall advise the gateman who shall close and secure the gates against the road traffic and take off the concerned gate signal, in time. In the case of failure of telephone communication between SM/ HHL and the level crossing or when the gateman fails to respond to the telephone calls, the Station Master must adhere to SR 16.03 (iii) (b) (1), issue Caution Order to all stopping Up trains entering the block section and also advise Station Master/KIAT for the issue of Caution Orders for all stopping Down trains entering the block section. The Loco Pilots must observe the instructions contained in SR 16.03 (iii) (b) (2). The Station Master shall advise the TECH.ES/JE/SE/SIG of the section for immediate rectification. The failure of the gateman to attend the telephone call shall be advised to Sr. DEN /SBC. NOTE: Run through trains need not be stopped out of course for the purpose of issue of Caution Orders (SR. 16.03 (iii) (b) (2) (iii). In case failure of power supply at this LC the gateman shall immediately advice the on duty SM/ HHL about the failure of power supply, SM/HHL should ensure the issuing of caution orders to Loco pilot & guard of all train(s) entering this block section from either end, informing about blank signal. If any barrier fastening thereof the winch mechanism goes out of order the gatemen shall advise the Station Master on duty at HHL, who shall immediately give the message to the concerned official to attend the failure and restore the same. {SR 16.06 (iii) (a) & (b)}. Working instructions for this LC is issued separately by engineering department. When a train/shunt movement for which LC gates have been kept closed and 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. The Private number shall be recorded in remarks column against the entry for that movement in the PN exchange registers both at the station and at the gate lodge. The responsibility of keeping the gates locked across the road traffic for the safe passage of the train without delay lies with the gateman. Approval of CRS/SBC vide G.R.3.07 (7) is available for treating Signal No. 1 / 32 D as Down Gate stop Signal of LC No. 33 at Km. 59/800-900 cum Down Distant signal of HHL and for treating Signal No. 8 / 2 D as Up Advanced Starter signal of HHL cum Up Gate Distant Signal of LC No. 33 at Km. 59/800-900. APPENDIX `B' SYSTEM OF SIGNALLING & INTERLOCKING: This is a B Class Station provided with Route Relay Interlocking system with, Standard III (R) MACL signals. Points and Signals are operated from the RRI-control panel. Up Home signal No. 1 at a distance of 180 metres in rear of LC No. 30 at Km. 57/100-200 and Up distant signal at a distance of 1000 metres from the Up Home signal are provided for the reception of Up train on Road-1/2. Down Home signal No. 32 at a distance of 180 metres in rear of outer most top point No. 65 and Down Distant signal at a distance of 1000 metres from the Down Home signal are provided for the reception of Down trains on Road-1/3/4. Down Advanced Starter and Down starters for Road-1/3/4 are provided for the despatch of Down trains. Up Advanced Starter and Up starters for Road-1/2 are provided for the despatch of Up trains. Calling-on signals and Signal post telephones (SPT) are provided below Up and Down Home Signals for the reception of trains during failures. Goods warning board is provided at a distance of 1400 meters in rear of Up Home Signal and 1400 metres in rear of Down gate signal of LC No. 33 cum distant signal of HHL. Stop Boards are provided at KIAT end of Road-3/4. The Up and Down Advanced Starter signals are the Last Stop Signals and these are interlocked with the respective section block instruments. A plate with letter P painted on it is provided on the Up and Down distant signals. The distant signals work automatically in conjunction with concerned Home Signals. Up & Down Home Signals are provided with directional type Route Indicator(Junction Type) to indicate the route set. When the route is set for turn out and the concerned signal is cleared, the concerned direction type route indicators will display a row of white lights towards the turn out. There will not be any display of white light on directional type route indicator of the concerned signals, if the route is set and the concerned signal is cleared for the train movement on the main line. The route indication is repeated on the RRI control panel. C marker plates below Calling-on signals are provided on the stem of the Up and Down Home Signals. Position light shunt signal number 9, 17 and 18 on separate post are provided to control shunt movements. The shunt signal display 2 white lights in horizontal position in the ON aspect and 2 white lights in the oblique position when they are taken off All the signals are on left hand side. Board to read with legend Loco Pilots to pull up to signal No.:- 32 or 1 (as the case may be) if the same is at on is provided in rear of concerned Home signal. Five-Hand cranks, for Five-group of points duly interlocked with concerned signals are at station house for the operation of points during failure. Up and Down shunt keys interlocked with concerned block instruments are provided in the Station House. The aspect of signals are repeated on the panel. All points are motor-operated. Shunt keys with directions are provided duly interlocked with the block instrument pertaining to the block section and are provided in EKTs. When removed it will not permit to take off the concerned Advanced starter signal interlocked with that block instrument. TRACK CIRCUITS The entire portion of the running lines between Up and Down Home Signals, 5 rail length of calling-on track outside the Home Signals and track up to the Snag dead ends / Over run line are track circuited. 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 protecting that route. 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 shall 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 or authorising the Loco Pilot to pass the signal at ON. If the calling-on signal cannot be taken off for that movement, train movements over such a route should be permitted 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. The reliability of track circuit is considerably affected by the formation of rust or oxidisation on the table of the rails. Under such circumstances a Track clear indication may be displayed on the diagram for a track which is actually occupied. At least one movement a day must be made on the track circuited portion. If this has not been done, the line on which there was no movement for over 24 hours shall be deemed prone to rust formation and Rusty Rail caps placed on the relevant Exit Buttons/ Entrance knobs on the panel. Vehicles should not be stabled on a track circuited line. When stabling is unavoidable and if the duration of stabling is gauged in advance to be more than 24 hours, the TECH.ES/JE/SE/Sig shall be promptly advised to disconnect the Electrical feed to the track circuits. After removing the stabled vehicles from the line, he shall be advised to reconnect the feed and to issue a certificate in writing that the track circuiting arrangement is safe for normal working. Until this certificate is obtained, Rusty Rail caps shall be placed on the relevant knobs and train movements on that line shall be permitted strictly according to the relevant provisions of GR 3.68 to 3.70 and subsidiary rules there under. If there was no movement or if there was stabling of vehicles for more than 24 hours (without the Electrical feed being disconnected/re-connected) on a line, the SM on duty shall not rely on the track indication for permitting a movement on that line. He shall ensure the clearance of the track by physical verification. If the track indications (clear/occupied) are correctly displayed for subsequent movement also, track circuit can be taken to be working normally and the indications relied upon for subsequent moves. Otherwise the track circuit shall be treated as failed, the relevant signals suspended and train movement dealt with strictly according to the relevant provisions of GR.3.68 to 3.70 and subsidiary; rules there under. Rusty Rail caps shall be placed on the relevant signal knobs/Exit buttons and the TECH.ES/JE/SE/SIG advised promptly for immediate rectification. While handing over charge, the SM on duty shall make an entry in the Station Diary marking the time at which the last movement was permitted over the track circuited line. NOTE: - Failure messages should be promptly be sent to the TECH.ES/JE/SE/Sig for rectification. The JE/SE of permanent way should also be advised for arranging to clear the table of rails. RRI CONTROL PANEL:- The RRI Control Panel provided under the control of duty Station Master for working points and signals of the Station, consists of a console which provides a clear picture of track circuited portions and their functions, aspects of signals and route indicators etc. together with entrance knob, Exit buttons (route buttons), gate control knob, signal knobs, Shunt signal knobs and individual point knobs. The RRI control panel is provided with built in lock, the key of which when not in use, shall be in the personal custody of the Station Master on duty. The panel can be locked with the knobs in any position to prevent unauthorised interference. Each track circuited portion is represented by a separate distinct colour on the RRI control panel. All knobs shall be restored to the normal position immediately after completion of the purpose for which they were reversed and shall be ensured that they are normally in normal position unless required for any purpose. A power failure acknowledgement button coloured Red is provided at the bottom of the panel below the legend P.ACK. Track circuit indications are provided on the panel. All signal indications are repeated on the panel. Crank Handle IN( white ) & Crank Handle locked (Red) indications are provided on the panel. The route indicators provided on the Up and Down Home Signals also are repeated on the panel. White light indication with counters are provided on panel for - Calling-on signal Route cancellation Emergency Route cancellation for Calling-on signal. Voltmeter is provided over the panel with low & high level markings to indicate the power supply range. If any STOP Signal or Distant Signal at ON fails to display its most restrictive aspect, the indication for the signal on the RRI control panel will flash and an audible alarm is sounded. In addition a Red light above the `No Signal Aspect Ack button is displayed and will continue to be lit till the fault is rectified. The audible alarm can be stopped by pressing the No Signal Aspect Ack button provided for this purpose on the RRI control panel. But the flashing will continue until the defect is rectified. This flashing indication will be available only when the panel remains unlocked for making any operation. ENTRANCE KNOBS/EXIT BUTTONS:- Adjacent to each controlled signal displayed on the panel, there is an Entrance (Signal) knob and at the end of its governed route, an Exit (Route) button. The entrance knobs pertaining to stop signal are coloured red with signal number marked near each of them. The exit buttons are coloured white and distinguished by alphabet referring to the individual route as A, A1, B, C, D, D1, H, J, K, and L.. B.3.11.2 The individual point knobs coloured black with point No. marked near each of them are provided at the bottom of the panel for operating the points individually or locking the same in particular position. Each knob has three positions as N (Normal), C (Centre) and R (Reverse). The knobs shall normally be kept at centre position for normal RRI functions, and shall be turned to N or R for the purpose of individual operation when necessary. The points position is shown near the individual points knob by means of green lamp (above N) indicating the points being set, locked and detected in normal position and by means of yellow lamp (above R) indicating the points being set, locked and detected in reverse position. If the point do not set and lock properly the corresponding indication lamp pertaining to the failed position of the point will continue to flash on the control panel. The duty stationmaster is responsible for keeping control panel neat and clean and shall report for replacement of illumination lamps when become necessary. The signal knobs for the reception and despatch signals are coloured red, Gate control Knob G are coloured green, shunt signal knobs are coloured yellow and the calling-on signal knobs are coloured red with yellow band. They are provided on the panel near the respective indications on the panel. Concerned Knob number is marked near the knob. These knobs have two positions Normal and Reverse. All knobs should be restored to normal position immediately after the completion of the movement for which they were reversed and shall be ensured that they are normally in their normal position unless required for any safety purpose. CRANK HANDLE: Five Crank Handles for Five group of points are provided at the station House to crank the points during failure. Group-1 Point No. 50.Group-2Point No. 51.Group-3Point No. 52, 64.Group-4Point No. 63.Group-5Point No. 65. Crank handles welded with Hepper's key duly interlocked with concerned (reception / despatch/shunt) signals, except the Up & Down Advanced Starter signal are provided individually in an Electrical Key instrument provided in the duty SM's office, for hand cranking the points during failures. The interlocking is such that once the crank handle is extracted from the Electrical Key instrument, concerned signals cannot be cleared. Similarly when any of the signals are cleared the concerned crank handle(s) cannot be extracted from its Electrical Key instrument. In the point machine, lids are provided with lock to secure the key holes. The lids should be unlocked before inserting the crank handle. The lid key and crank handle release lock key are kept in the glass-fronted box. When the crank handle is properly secured in its Electrical Key Instrument and if it is free to be extracted, a White light crank handle IN indication is displayed near the legend 'CRANK HANDLE' on the RRI control panel. When it is not possible to extract, a Red light indication will be displayed. All the signals Except Advanced Starter signals are interlocked with concerned Crank Handles. When the Crank Handle is taken out concerned signals cannot be taken off. Similarly when a signal other than Advanced Starter signals are taken off the concerned crank handle cannot be extracted. No attempt must be made to take off a signal when the concerned crank handle remains extracted and no attempt must be made to extract the crank handle when the concerned signal has been taken off. Before extracting the crank handle the Station Master on duty shall ensure that the other working points are set to the required route from the panel, the knob of the failed point is in the required position, then only he shall extract the crank handle. A push switch is provided near the crank handle. To extract the crank handle the push switch shall be pressed. As soon 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. When the crank handle is extracted the white light indication will disappear on the panel. 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. 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. 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, clamp and padlock the point, 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. He shall clamp and padlock the cranked points and then return to the station to restore the crank handle in to the key transmitter. If the correct point indication has appeared on the panel and if everything is alright for the movement of the train, the Station master shall clear the relevant signals. If the signal gets cleared, trains can be dealt in usual manner. 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. 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. When the TECH.ES/JE/SE/Sig requires 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 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 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. When a crank handle remains with the TECH.ES/JE/SE/SIG, all the points in the concerned crank handle group should be deemed to have failed, set locally, clamped, padlocked, the padlock keys retained in the personal custody of the SM on duty and the TECH.ES/JE/SE/SIG working at the points advised, before permitting any movement over the points. SETTING OF ROUTE: - To set a route and to signal a train forward from one signal to the next, the duty Station Master, when everything is alright, including the relevant track circuit being clear, shall unlock the RRI control panel and turn the relevant entrance knob as detailed in the table of movement, through an angle of 90 in the direction of movement and press the appropriate Exit button. If the relevant line is clear (unoccupied) and no conflicting move is set up or taking place, all the relevant points for the intended route including the isolating point will operate as required (N or R position) and a row of white lights get lit on the whole length of the route thus set up to the next relevant signal and the entrance signal gets taken off. As the train passes the signal, the signal goes back to ON position, and as the train enters the track circuited portion on the route, the white route lights progressively turn red and get extinguished as and when the tracks are cleared by the train provided the entrance knob has been turned to normal position. In case the signal knob continues to remain in the reverse position, the white route lights would reappear as the track gets cleared of the train. When a route is initiated, it normally takes about 5 seconds for setting of point to the required position and appearance of route lights. During this period, the points repeat indication lamp will flash and correct indication will settle after the points are correctly set, locked and detected. NOTE:- While initiating the route, ensure that the individual point knobs on the route are kept in their C position. ROUTE CANCELLATION/TIME RELEASE: - Once a signal has been taken off for a movement, the SM on duty must on no account interfere with the concerned signal 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. Normally, once a signal has been taken off, the route shall not be cancelled. The route cannot be cancelled once a train passes the signal. If, however, it is necessary to cancel the route under SR. 3.36(ii) for any reason before the train passes the signal, the Station Master on duty must normalise the signal to "ON" aspect and the route will be cancelled automatically after a lapse of 120 seconds. For all the signals except Advanced Starter signal and starter signals, the route will be held in the locked up position for 120 seconds after the signal knob 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.). There is a Numerical 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 Numerical counter will change to the next higher number. NOTE:- (1) Only one route cancellation is permitted for Up & Down signals separately. If for any reason more than one route cancellation is required in the same direction, it is possible only in succession and not simultaneously. The fact 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). 3. Every route cancellation shall be entered in the route cancellation register with the number on the Numerical counter prior to the route cancellation and after the route cancellation with reasons for cancellation. Station Master should make an entry in the train signal register specifying the number displayed on the counter while handing over and taking over charge. The Station Master on duty should maintain the route cancellation register. An entry in detail with date & time of cancellation for train No/shunt move, reasons for route cancellation and counter reading should be made. BACK DOOR KEYS OF BLOCK INSTRUMENT Block instrument is provided with double lock and key arrangements. One key of this lock shall be in the custody of SM on duty and the other with the TECH.ES/JE/SE/Sig of the Section. Whenever it is required to open the block instrument, the TECH.ES/JE/SE/Sig shall requisite the key from the Station Master on duty, after making relevant entries with the signature in a separate register maintained for this purpose. On completion of the work, the block instrument shall be closed and locked and the SM's key shall be returned to the Station Master on duty. The SM on duty after being satisfied that the block instrument has been closed and locked with both the keys and is in good working order, shall take over the key and keep it under his personal custody. Necessary entries with signature of SM and the TECH.ES/JE/SE/Sig must be made in the register. The TECH.ES/JE/SE/Sig of the section is authorised to obtain the key from the SM on duty only when : (a) the block section is not occupied by a train and the instrument is in `Line closed' position during normal working of the block instrument OR (b) block working is to be restored after a failure irrespective of the position of the block instrument and occupation of the block section. The SM on duty should suspend the block instrument for train operation till such time the key is returned to him by the TECH.ES/JE/SE/Sig. CALLING ON SIGNALS (Ref GR 3.13) Calling-on signals No. 1C and 32C are provided below the Up and Down Home Signals No. 1 and 32. Plates bearing letter `C' is also provided just below the Calling-on signals. The Calling-on signals are intended to receive a train on an occupied/obstructed road or when one or more of the track circuits on that route have failed or when the home signal has failed. Before clearing the Calling-on signal, the SM shall decide whether it is absolutely necessary to receive the train on that road and train can be berthed clear of the fouling mark/starters. Track circuit No. 1CT and 32CT are provided at the foot of the respective Home signal. SM shall ensure that the train occupies the concerned calling-on signal track and stops, after ensuring this, SM shall turn the knob 1C or 32C and press the required exit button as the case may be to clear the concerned calling-on signal. If the calling-on signal cannot be taken OFF due to failure, train shall be received over `Signal post telephone' provided as detailed in Para B.9. Individual knobs are provided to operate the Up and Down Calling-on signals. These knobs have two positions - "N" (Normal) and "R"(Reverse). A Numerical counter is provided on the panel for Up and Down Calling-on signals. In the event of failure of track circuits/Home signal or for the reception of a train on an obstructed line, the Calling-on signal can be taken `OFF'. After ensuring that the home signal knob is in its normal position and the required route is set, the calling-on signal knobs should be operated to its `R' position. On the occupation of the Calling-on track circuit in rear of the home signal by the approaching train and when the calling-on signal knob is in R position, a white light indication gets displayed near the numerical counter of the Calling-on signal. After a lapse of 60 seconds, the Calling-on signal will assume `OFF' aspect, the white light indication near the counter gets extinguished and the counter registers the taking `OFF' of the Calling-on signal by displaying the next higher progressive number. 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 calling-on signal 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. Note:- Whenever a callingon signal is taken off to authorise a movement the interlocked points governed by the signals need not be clamped and padlocked. Clamping and padlocking is however necessary when disconnection notice has been issued. RELEASE OF ROUTE AFTER THE COMPLETE ARRIVAL OF THE TRAIN RECEIVED ON CALLING ON SIGNAL (i) After ensuring physically 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. Once the signal knob is normalised, the route light gets disappeared, if not Calling-on emergency route release should be used. (ii) The SM on duty shall physically verify that the train has arrived complete well within starters/fouling mark before putting back the calling on signal knob to the normal position. He should not rely on the track indication on the control panel alone for this purpose. (iii) Calling-on emergency route release button, coloured white is provided on the panel to release the route during track circuit failure other than berthing track. This button has to be pressed after ensuring complete arrival of the train physically by the SM on duty, duly putting back calling-on signal knob. Route will be released after a time lapse. SM has to enter the counter reading with details in a register specially maintained for this purpose. Appropriate entries in the Route Cancellation Register should promptly be made when a calling-on signal route is cancelled as said above, specifying the reasons thereof and the number displayed on the cancellation counter before and after the route cancellation. SIGNAL POST TELEPHONE (SR 3.69(X) ) Signal Post Telephone with paging and talk back system is provided in a cabinet on the up and Down home signal post. They are connected to similar talk back phone provided in SMs office with in-built lock. When the concerned home signal has not been taken off, the Loco Pilot of the approaching trains shall draw close to the home signal and stop. If the Home signal or calling-on signal is not taken OFF, then the Loco Pilot shall go to the signal post telephone and press the button of the telephone to call the Station Master (the button provided on the SPT). This will cause an audible sound and visual indication in the station masters office to draw the SMs attention. Station Master shall unlock the built in lock on the talk back phone and operate the switch of the telephone from Stand by to ON position and press the button to talk with the Loco Pilot. The Station Master shall inform the reason for delay and probable time at which the signal will be taken off. If it is due to signal failure /suspension, the duty SM shall set the route correctly, clamp and padlock all the points for the required route and ensure clearance of line & closure of LCs on the route and communicate the following message, which the Loco Pilot shall record in his rough journal and pass the signal at ON position duly observing necessary caution. The Station Master on duty shall record the message in the Train Signal Register below the entry for that train. To the Loco Pilot of train No. description .. Owing to the failure / suspension of *Up/Down home signal No.., You are hereby authorised to pass * UP/Down signal No. at ON and enter Road No. at restricted speed of 15 KMPH. Private number (i) ( in figure). (ii) (in words) * Strike out which are not applicable. NOTE:- Normally the switch of the Station Masters telephone should be in Stand BY position, then only the SM will be able to receive the audio sound visual indication when the Loco Pilot press a call button at the Home Signal. Only one side speech is possible at a time in this system. A switch is provided on SMS telephone, this should be pressed to speak to Loco Pilot. However, he should not press this switch when the Loco Pilot is speaking to him. FUNCTIONS / DESCRIPTION OF KNOBS ON THE PANEL: - Knob No.Description1. Up Home - to Road-1 or 2.1C. Up calling on signal for routes governed by 1.2. Up starter Road-2.3. Up starter Road-1.4 to 7. Omitted.8. Up Advanced starter.9. Up Shunt signal on Down line at NDV end.10 to 16. Omitted.17. Down Shunt signal on Up line at KIAT end.18.  Down Shunt signal on Road-2 at NDV end.19 to 24. Omitted. 25 Down Advanced Starter.26 to 28. Omitted.29. Down Starter Road-1.30. Down Starter Road-4.31. Down Starter Road-3.32. Down Home - to Road-1 or 3 or 4.32C Down calling on signal for routes governed by 32.50. cross over points connecting Up & Down lines at NDV end.51. cross over points connecting Road-at 1 & 2 NDV end.52. cross over points connecting Road-3 & 4 at NDV end.53 to 62 Omitted.63 cross over points connecting Road-1 & 2 at KIAT end. 64 cross over points connecting Road-3 and 4 at KIAT end.65. cross over points connecting Up & Down Main line at KIAT end.G1 Gate control Knob for LC No. 32 at 58/500-600.G2 Gate control Knob for LC No. 31 at 57/800-90057/700-800.G3 Gate control Knob for LC No. 30 at 57/100-200.Note : - functions 1 to 32 for signals, 50 to 65 for points and G1, G2 & G3 for gate control. ENTRY / EXIT BUTTONS: A, A1, B, C, D, D1, H, J, K, and L. TABLE OF MOVEMENTS Sl. NoDESCRIPTION OF MOVEMENTSTURN KNOBPRESS BUTTONRECEPTION OF A DOWN TRAIN FROM KIAT ON:Road-1 with points 51R & 50R.  G1,G2, 32ARoad-1 with points 51N G1,G2, 32A1Road-3 with points 52N & 50N.G1,G2, 32C Road-4 with points 52R & 50N. G1,G2, 32D Road-4 with points 52N  G1,G2, 32D1DESPATCH OF A DOWN TRAIN TO NDV FROM:Road-1 G2, G3, 25, 29J, HRoad-3.G2, G3, 25, 31J, HRoad-4.G2, G3, 25, 30J, HRECEPTION OF AN UP TRAIN FROM NDV ON: -Road-1 with points 63R & 65N.G1,G2,G3, 1ARoad-1 with points 63N.G2,G3, 1A1Road-2 with points 63N & 65NG1,G2,G3, 1BDESPATCH OF AN UP TRAIN TO KIAT FROM: -Road-1 G1,G2, 8, 3L, KRoad-2G1,G2, 8, 2L, K PASS THROUGH OF A DOWN TRAIN ON:Road-1 G1,G2,G3, 25, 29, 32.J, H, ARoad-3G1,G2,G3, 25, 31, 32.J, H, CRoad-4 G1,G2,G3, 25, 30, 32.J, H, DPASS THROUGH OF AN UP TRAIN ON:Road-1 G1,G2,G3, 8, 3, 1L, K, ARoad-2 G1,G2,G3, 8, 2, 1L, K, BRECEPTION OF AN UP TRAIN ON CALLING-ON SIGNAL FROM NDV ON: -Road-1G2,G3, 1CARoad-2G2,G3, 1CBRECEPTION OF A DOWN TRAIN ON CALLING-ON SIGNAL FROM KIAT ON: -Road-1 G1,G2, 32CARoad-3 G1,G2, 32CCRoad-4 G1,G2, 32CDSHUNT MOVEMENTS: - Sl. NoDESCRIPTION OF SHUNT MOVEMENTSTURN KNOBPRESS BUTTONSHUNT MOVEMENT AT NDV END OF THE YARD:-Up shunt signal No. 9 to clear of: -Road-1, Down starter Signal No.29. G2,G3, 9ARoad-2, Down shunt signal No. 18. G2,G3, 9BRoad-3, Down starter Signal No. 31. G2,G3, 9CRoad-4, Down starter Signal No. 30. G2,G3, 9DRoad-1 Down Starter signal No. 29 to clear of Up Shunt signal No. 9.G2,G3, 29HRoad-2 Down shunt signal No. 18 to clear of Up Shunt signal No. 9.G2,G3, 18HRoad-3 Down Starter signal No. 31 to clear of Up Shunt signal No. 9.G2,G3, 31HRoad-4 Down Starter signal No. 30 to clear of Up Shunt signal No. 9.G2,G3, 30HSHUNT MOVEMENT AT KIAT END OF THE YARD:-Down shunt signal No. 17 to clear of: -Road-1, Up Starter Signal No. 3. G1,G2, 17ARoad-2, Up Starter signal No. 2. G1,G2, 17BRoad-1 Up Starter signal No. 3 to clear of Down Shunt signal No. 17.G1,G2, 3KRoad-2 Up Starter signal No. 2 to clear of Down Shunt signal No. 17.G1,G2, 2KTELECOMMUNICATION: - 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. CIRCUIT- LISTNUM NumberDefault :SMs Office0 (One ring)Top Point No. 5000 (Two rings)Top Point No. 65000 (Three rings)CIRCUIT- LISTNUM NumberDefault :iSMs Office0 (One ring)iiLC No. 28A at Km. 54/600-70000 (Two rings)iiiLC No. 30 at Km. 57/100-200000 ( Three ring)CIRCUIT- LISTNUM NumberDefault :iSMs Office0 (One ring)iiLC No. 32 at Km. 58/500-60000 ( Two ring)iiiLC No. 33 at Km. 59/800-900000 ( Three ring)CIRCUIT- LISTNUM NumberDefault :iSMs OfficeiiUp S.P.T below Home Signal No. 10 (One ring to call SM)CIRCUIT- LISTNUM NumberDefault :iSMs OfficeiiDown S.P.T below Home Signal No. 320 (One ring to call SM)B.13.1 The code rings noted against each should be utilised to call the attention of each other. B.13.2 Failure of telephone communication should be promptly reported to the TECH.ES/JE/SE/SIG. for early rectification. APPENDIX C - NIL - APPENDIX D DUTIES OF THE STAFF D.1.0 The Station Master in-charge shall be responsible for: Judicious management of the station staff apart from working as Station Master on duty as per the roster issued by DPO/SBC. Ensuring the availability of essential equipments. D.2.0 The Station Master on duty is the over all in-charge for train / shunting operations at the station during his duty hours. He shall ensure that proper co-operation is maintained by all staff under his control in the respective shift duty, personally operate the control panel, consult control regarding train movements and act according to his instructions, provide timings and other particulars pertaining to the train movements, maintain prescribed registers, caution orders etc., keep necessary isolation as required and adhere to all instructions relevant to him, as laid down in the SWR, GRS, BWM and other instructions issued from time to time through circulars. D.3.0 Pointsman / TRH / Trained SCP: He shall clean the points regularly, assist the Duty Station Master in issuing Caution Order/Memos in piloting train, in clamping the points during failure, and in keeping the stations essential equipments and the control panel clean and tidy. He shall invariably exchange All right signals for every passing train on off side and perform shunting operations as per the instructions of the Station Master on duty and also carry out any other instructions issued to him by Station Master. D.4.0 Gateman: The gatemen at LC No. 30, 31 & 32 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 be used in any emergency. D.5.0 The duties mentioned above are not exhaustive. All staff are required to adhere to the relevant duties assigned to them by General Rules, Block Working Manual and Accident Rules, and the instructions issued from time to time by the Divisional Officers/Supervisors with all promptitudes and prudence with a view to achieve better result in safe and efficient transportation. APPENDIX `E' ESSENTIAL EQUIPMENTS AT THE STATION Sl. No.Description of essential equipmentsMinimum Quantity at SMs OfficeMinimum Quantity at the Gate lodge of each LC (LC No. 30, 31 & 32)1Hand Signal flags3 RED 3 GREEN2 RED 1 GREEN2Hand Signal lamps / Tri colour torch 223Detonators20104Safety Chains with padlocks2-5Clamps with Padlocks10-6Skids6-7Line Block Caps2-8Line Blocked Caps2-9Trolley lorry on Line Caps2-10Rusty Rail Caps4-11Caution in force boards2-12Station bell1-13Fire buckets with Sand2-14Fire buckets with Water2-15Padlocks with keys2-16Pouches for shunt keys2-17Wall Clock1118Tommy Bar-119Emergency Gate chains with padlocks-220Banner flags with poles-221Water Pot / bucket-122Equipment list-123Poles suitable for exhibiting hand signal flags/lamp-224Fusee-3 The SM shall ensure that the prescribed quantity of the above-mentioned essential equipments is made available at SMs office exclusively for train passing duties. APPENDIX `F Rules for working D class stations, Halts, IBH, IBS and Outlying sidings: - Sl.No.NAME OF THE NON-BLOCK STATIONIN BLOCK SECTIONCODEfrom HHL.At Km1.DOBBSPETHHL- NDVDBS8.53 Kms49.45 from SBC. DOBBSPET (DBS) is a halt in the HHL-NDV block section with communication provided to NDV. The Up & Down lines at these halts are provided with Rail Level Platform. Halt warning Boards are provided to warn the passenger train Loco pilots that they are approaching train halt. APPENDIX `G Rules for working of trains in electrified sections: - - N / A (C.GAJENDRA) (NEERAJ GUPTA) (N.RAMESH) DSTE/CN/SBC Sr.DSTE/SBC Sr.DOM/SBC     Correction Memo No.1 dated 18.12.08 to SWR No. B.33 dated 25.08.2008 applying to HHL Replaced Page  PAGE 3 B.33/HHL (C.G.SESHADRI) (J. CHANDRA SHEKAR) (P.RAJALINGAM BASUN.RAMESH) DSTE/CN/SBC DSTE/SBC Sr.DOM/SBC(C.GAJENDRA) (NEERAJ GUPTA) (N.RAMESH) DSTE/CN/SBC Sr.DSTE/SBC Sr.DOM/SBC Correction Memo No.1 dated 18.12.08 to SWR No. B.33 dated 25.08.2008 applying to HHL Replaced Page  PAGE 5 B.33/HHL (C.G.SESHADRI) (J. CHANDRA SHEKAR) (N.RAMESHP.RAJALINGAM BASU) DSTE/CN/SBC DSTE/SBC Sr.DOM/SBC (C.GAJENDRA) (NEERAJ GUPTA) (N.RAMESH) DSTE/CN/SBC Sr.DSTE/SBC Sr.DOM/SBC Correction Memo No.1 dated 18.12.08 to SWR No. B.33 dated 25.08.2008 applying to HHL Replaced Page  PAGE 13 B.33/HHL Correction Memo No.1 dated 18.12.08 to SWR No. B.33 dated 25.08.2008 applying to HHL Replaced Page  PAGE 23 B.33/HHL Correction Memo No.1 dated 18.12.08 to SWR No. B.33 dated 25.08.2008 applying to HHL Replaced Page  PAGE 26 B.33/HHL (C.G.SESHADRI) (J. CHANDRA SHEKAR) (N.RAMESHP.RAJALINGAM BASU) DSTE/CN/SBC DSTE/SBC Sr.DOM/SBC (C.GAJENDRA) (NEERAJ GUPTA) (N.RAMESH) DSTE/CN/SBC Sr.DSTE/SBC Sr.DOM/SBC Correction Memo No.1 dated 18.12.08 to SWR No. B.33 dated 25.08.2008 applying to HHL Replaced Page  PAGE 45 B.33/HHL (C.G.SESHADRI) (J. CHANDRA SHEKAR) (N.RAMESHP.RAJALINGAM BASU) DSTE/CN/SBC DSTE/SBC Sr.DOM/SBC (C.GAJENDRA) (NEERAJ GUPTA) (N.RAMESH) DSTE/CN/SBC Sr.DSTE/SBC Sr.DOM/SBC Correction Memo No.1 dated 18.12.08 to SWR No. B.33 dated 25.08.2008 applying to HHL Replaced Page  PAGE 49 B.33/HHL  PAGE 52 B.33/HHL    ͽwgM5/jh;B*CJOJQJUmHnHphu3jh;B*CJOJQJUmHnHphtH uh;6B*CJOJQJphh;B*phh;B*CJOJQJphh;B*CJOJQJph#jh;B*UmHnHphuh;5B*CJ OJQJphh;5B*CJ"OJQJphh;B*CJOJQJph'jh;B*CJUmHnHphuh;B*CJOJQJaJph      $^a$gd^$a$$^a$`$@&a$^ ^`FBM!"'(+,/Yi_M=+#hDB*CJOJQJ^JaJphh;B*CJOJQJaJph"h;5B*CJOJQJaJphh^CJOJQJ3jh^B*CJOJQJUmHnHphsH uh^B*CJOJQJph7jh^B*CJOJQJUaJmHnHphsH u$h^5CJOJQJaJmHnHu)hj5B*CJdOJQJmHnHphuh;B*CJOJQJphh;B*CJ0OJQJphh;B*CJ`OJQJph !#$%&')*+,-./0FY  BS`S  BS`S $^`a$$A$^`^^gd^ $^a$gd^    ɹubQ@Q/Q!hV[h:wvB*OJQJ^Jph!hV[hzVB*OJQJ^Jph!hV[h;B*OJQJ^Jph$hV[h;5B*OJQJ^Jph"h;5B*CJOJQJaJph"h4!5B*CJOJQJaJphh4!B*CJOJQJaJphhj B*CJOJQJaJphh;B*CJOJQJaJph#h:wvB*CJOJQJ^JaJph#hx~B*CJOJQJ^JaJph#h;B*CJOJQJ^JaJph  qh[Jx]^gd|h ;^`;gdPi8^8gdW"Z & F5 WEƀɆ.]^`Wgd|h s^`sgd s^`sgd|h ?^`?gdW" ʶݠݶssYC+hV[h;5@<B*OJQJ\^Jph2Hh͒̆hIV|5@B*OJQJ\^Jph+hV[hu5@B*OJQJ\^Jph- jhV[h;5B*OJQJ\^Jph+hV[h;5@B*OJQJ\^Jph'hV[h;5B*OJQJ\^Jph$hV[h;5B*OJQJ^Jph!hV[h;B*OJQJ^Jph!hV[h;B*OJQJ^Jph [kd$$IflF$ 7&06    44 la$$If^a$gdW" $IfgdW" mZF/F- jhV[h;5B*OJQJ\^Jph'hV[h;5B*OJQJ\^Jph%hV[h;B*KHOJQJ^Jph+hV[h;5@<B*OJQJ\^Jph2Hh̆h 5@B*OJQJ\^JphDhrh 5@B*OJQJ\^JcHdhdhdh̆ph%hr5@B*OJQJ\^Jph+hV[h6iH5@<B*OJQJ\^Jph+hV[h$H5@<B*OJQJ\^Jph  tkk[$$If^a$gdW" $IfgdW"kd$$IflF$ 7&06    44 la       & ' ( 0 < 魓lUl7%"Hh̆h,5OJQJ^J:hV[hz`h,5OJQJ^JcHdhdhdh̆- jhV[h;5B*OJQJ\^Jph'hV[h;5B*OJQJ\^Jph%hV[h;B*KHOJQJ^Jph2Hh̆h 5@B*OJQJ\^JphJhV[h6iHh 5@B*OJQJ\^JcHdhdhdh̆ph+hV[h$H5@B*OJQJ\^Jph+hV[h;5@B*OJQJ\^Jph   & ( P tkk[$$If^a$gdW" $IfgdW"kdZ$$IflF$ 7&06    44 la< D G H J O P Q R ӵziT@i,'hV[hP5B*OJQJ\^Jph'hV[h4!5B*OJQJ\^Jph(hV[h;5B*CJOJQJ^Jph!hV[h;B*OJQJ^Jph%hV[h;B*KHOJQJ^Jph+hV[h;5@B*OJQJ\^Jph"Hh̆h6l5OJQJ^J:hV[hz`h6l5OJQJ^JcHdhdhdh̆:hV[hz`h,5OJQJ^JcHdhdhdh̆hV[hz`5OJQJ^J P Q R tg ^`gdW"kd$$IflF$ 7&06    44 laR o NOC6-^gdW" ]^gdPi^$$$ & F ;dEƀɆ.^`;a$gdPi^$$$ & F 8;dEƀɆ^`;a$gdPi . 9 J R W a KLOƵ뵡|n`O!hV[hyUB*OJQJ^JphhyUB*OJQJ^JphhM*B*OJQJ^Jph!hV[h$HB*OJQJ^Jph'hV[hQq5B*OJQJ\^Jph'hV[h4!5B*OJQJ\^Jph!hV[h;B*OJQJ^Jph!hV[hPB*OJQJ^Jph'hV[hP5B*OJQJ\^Jph'hV[h;5B*OJQJ\^JphOX_v{c$ & F d$&`#$/Ifa$gdv,$$&`#$/Ifa$gdv,^gdPi^$$$ & F ;dEƀɆ.^`;a$gdPiO (*-/@ƲzfUA0A0U!hV[h$HB*OJQJ^Jph'hV[h$H5B*OJQJ\^Jph!hV[hZB*OJQJ^Jph'hV[hQq5B*OJQJ\^Jph$hV[hQq5B*OJQJ^Jph!hV[hPB*OJQJ^Jph'hV[hZ5B*OJQJ\^Jph'hV[hP5B*OJQJ\^Jph!hV[h;B*OJQJ^Jph'hV[h4!5B*OJQJ\^Jph(hV[h;5B*CJOJQJ^Jph@CDGHWX_vƵ{gg{gg{Wh85B*OJQJ^Jph'hV[hv,5B*OJQJ\^Jph%hV[hv,B*KHOJQJ^Jph+hV[hv,5B*CJOJQJ\^Jph!hV[hv,B*OJQJ^Jph!hV[h;B*OJQJ^Jph!hV[hZB*OJQJ^Jph'hV[hZ5B*OJQJ\^Jph'hV[h4!5B*OJQJ\^JphF11$$&`#$/Ifa$gdv,kd$$Iflr!0 V 6`0]44 la$$&`#$/Ifa$gdv,%$ & F dxd$&`#$/If\$a$gdv,F11$$&`#$/Ifa$gdv,kd$$Iflr!0 V 6`0]44 la$$&`#$/Ifa$gdv,%$ & F dxd$&`#$/If\$a$gdv,F=8gd8^gdW"kd$$Iflr!0 V 6`0]44 la@ABKNVWv{  ",LNjm˷ܣܣܒܷܣܷkܣܣ'hV[hQq5B*OJQJ\^Jph$hV[hZ5B*OJQJ^Jph!hV[hPB*OJQJ^Jph'hV[h;5B*OJQJ\^Jph'hV[h4!5B*OJQJ\^Jph!h0z5B*OJQJ\^Jph!hV[h;B*OJQJ^Jph$hV[h;5B*OJQJ^Jph#ASTe{~~~~~ $$Ifa$gdW" v^`vgdW" ;^`;gd0zV & F ;EƀɆ..^`;gd0zmq{~SűŠ{hWDDŠ$hV[h[p5B*OJQJ^Jph!hV[hPB*OJQJ^Jph$hV[hP5B*OJQJ^Jph'hV[h[p5B*OJQJ\^Jph!hV[h[pB*OJQJ^Jph!hV[h;B*OJQJ^Jph'hV[h4!5B*OJQJ\^Jph'hV[h;5B*OJQJ\^Jph'hV[hQq5B*OJQJ\^Jph$hV[h;B*OJQJ\^JphSTz{-69CDGcfimqܷܣܣܷܣܐܷܷ|hW|W|WhW!hV[h[pB*OJQJ^Jph'hV[hQq5B*OJQJ\^Jph'hV[h[p5B*OJQJ\^Jph$hV[hZ5B*OJQJ^Jph'hV[h;5B*OJQJ\^Jph'hV[h4!5B*OJQJ\^Jph!hV[hPB*OJQJ^Jph!hV[h;B*OJQJ^Jph$hV[h;5B*OJQJ^Jph ,uiii $$Ifa$gdW"kd$$IfTlF; 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