Northern Railway

Headquarter officei Baroda House, New Delhi.

No. 196-W/2467/Land/ASR/WCS Date 27.11.09

ED(L&A), Rziiway Board, New Delhi.

Sub :- Inception report ASR,BSB & LKO (Advance copy).

Please find enclosed herewith advance copies of Inception report of Amritsar, Varanasi & Lucknow for information and further necessary action please.

(bal Chand) XEN/Land

For CE/MRTS

,~+i~vf,Nc%. - CUP\/ i

I

NORTHERN WAILWAY

LUCKNOW DlVlSiON

INCEPTION REPORT

FOR

DEVELOPMENT OF LUCKNOW STATION

INTO WORLD CLASS STATION

Introduction:-

Lucknow Station operating two railways i.e. Northern Railway and

North Eastern Railway has been identified to be developed as a world class

station. An inception report for development orienting into world class station

as a composite package of NER and NR has been prepared.

Location of Lucknow Station -

Lucknow station is one of the major terminals serving old Lucknow

city as well as newly developed trans Gomti area. Lucknow station has two

station buildings, one named as Lucknow operated by Norihern Railway and

other one named as Lucknow junction operated by North Eastern Railway.

Other terminals are Aishbagh Junction, Lucknow City, Dalibagh, Aishbagh,

Badshah Nagar and Gomti Nagar (Key plan is enclosed as Annexure-A)

Northern Railway's Lucknow station 'is a major junction with tracks

leading to Gorakhpur, Varanasi via Faizabad, Varanasi via Sultantpur and

Varanasi Via Raibareily towards East end and Delhi via Kanpur 8 Delhi via

Moradabad towards west end.

North Eastern Railway's Lucknow Junction station is another m z j o

junction with track leading to Gorakhpur in East and Kathgodam via Mailani

in west. In West its tracks merge with NR track for Delhi (Key plan is

enclosed as annexure Annexure-B)

The station is situated along almost parallel to Alambagh --

Hazratganj road which was main road for Lucknow Kanpur. On North side of

station this statioii( road map is enclosed as Afifisxure-C) the ma!or

population coming to station is from North side.

Lucknow station at present is dealing with an average numbers of

passengers more than one lakh per day, dealing on an average 197 trains

per day. The breaks up of the trains being dealt by the Lucknow stations are

shown in Annexure-D. This also includes local trains for Lucknow-Kanpur

section and Lucknow-Barabanki section. Major influx of daily commuters is

on Lucknow Kanpur section. Due to typical yard layout, at both end of yard,

yard remodeling is required to cater with increasing traffic flow.

3.0 . Developments at and around the station - Lucknow development authority

Lucknow Development Authority (LDA) has identified two metro rail corridors

for Lucknow. One is the North - South corridor from Amausi Airport to

Munshipulia (Indira Nagar) and second is the East- West corridor from

Gomti Nagar to Rajajipurm.

Metro service is planned by Lucknow Development Authority (LDA).

e Development of a multilevel parking in front of Gandhi park in circulating

area opposite to station road, by LDA.

Development of drive in platform over the area between NR and NER is

under progress by North Eastern Railway popularly known as Cab Way.

Constraints for development

Current Railway Handicaps.

Yard layout - Due to movement of trains through a king point during entry

and exit in yard from both ends and other lay out constraints efficient

movements of traffic is restricted.

Slow withdrawal of rakes from Lucknow yard.

Railway traffic congestion at both ends of station.

Restricted flow of passengers at platform.

Improper passenger traffic flow.

In adequate maintenance facility requiring augmentation & relocation.

In adequate and improper parking plan.

Traffic jams around station area.

Others issues of security etc.

.

Future development envisaged from worid class station point of view -

Fa~ade in accordance with grandeur of station building.

Potential to deal with anticipated future traffic.

Smooth integration of various passengers interfaces.

Classified parking for different type of vehicles.

Approach road to all wings and direction of the city.

Provision of amenities to enroute passengers.

Provision of world class interface to terminal passengers.

Preservation of aesthetics of heritage station building.

Traffic management in circulating area.

Commercial exploitation to fund the project.

6.3 Existing facilities - All the desired amenities as per railway board norms are available at

Lucknow station. The list of various amenities provided on station circulating

area and platforms is placed as Annexure-D, however to set the orientation

of development of Lucnow into a world class station, a lot improvement'is

required to be made in passengers facilities like lifts, escalators, walk ways,

booking, reservationlenquiry counters and waiting hall on every approach of

station, improved information system etc.

7.0 Development at and around the station -Various works in progress at

and around the station area are as under:-

7.: Metro Railway has been planned as a rapid transport system by Lucknow

Development Authority (LDA) for the city. Two metro corridors have been

identified - the North-South corridor from Amausi Airport to Munshipulia

(Indira Nagar) and East West' corridor stretching from Gomti Nagar to

Rajajipuram. Lucknow Development Authority (LDA) has signed a MOU with 1

Delhi Metro Rail Corporation (DMRC) and soil testing for North - South

corridor has already begun. Alignment of this corridor is expected to run

almost parallel to station building. Soil testing for East- West corridor is

expected to start soon.

7.2 There is heavy congestion in station area due to vehicle of daily commuters

having very inadequate parking area and public transport vehicles create

frequent traffic jams. To do away with this problem LDA has planned in first

phase a multi level parking in front of Gandhi Park opposite to station road.

For this LDA has approached N. Railway to take over the area of abandoned

multi story colony. This will cater for parking problems of commuters (Plan is

annexed as Annexure-E.). - 7.3 As there is no access for the passengers coming from station, to Bansmandi

road without walking a long way on either end of road and creating a

avoidable congestion on road. Construction of a FOB is under progress.

This will facilitate passengers in coming to Basmandi road without impairing

the road traffic on Alambagh Hazratganj Lucknow.

7.4 At present N.E Railway has five platforms, having entry to platforms from

one end only. Passengers has to toil a long way for entraining or detraining.

So facilitate. the passengers, construction of an additional platform no.6 is

planned as a drive in platform with the provision of cab way and both side

entry & exit i.e. from Mawaiya end and from station circulating area. (Plan is

annexed as Annexure-F)

8.0 Constraints for development package - 8.1 Yard layouts - Lucknow yard has king points at both necks of yard

restricting the passenger train movement to certain platform group while a

goods train passing through these king points. More over there are 8

diamond turn outs with double slips and 11 diamond turn out with single slip,

again restricting the speed of traffic. At the time of reception or departure of

a goods train from MB end in Lucknow yard no passenger movement is

possible from Kanpur side. Similarly at the time of any goods trains being

received or dispatched from North line at BSB end, all platforms are blocked

foi any reception or dispatch from BSB end. Eiiiiiinaiioii of these special iw

. -.

outs is required to caters for free movement of trains without intercepting the

path. (Annexure-G)

With drawl of Rakes - In existing lay out through goods line has no

'independent entry or exist without impairing movement of passenger lines

having common tracks. This results excessive holding of goods rake in

Lucknow yard for want of path or detention of rakes out side the yards. To

smoothen the goods traffic a 3rd line as a dedicated goods line is required

between Alamnagar - Lucknow and Lucknow - Dilkusha. (As marked with

dark red line in Annexure-G)

Traffic congestion outside station yard -A t present there is double line

track for all routes between Manak Nagar - Lucknow, Alamnagar - Lucknow

in west end and between Dilkusha - Lucknow in East end. Both the double

line tracks from Kanpur side and Moradabad side merge into two tracks i.e.

North track and South track in Alambagh yard. Independent two tracks are

required from both routes i.e. Lucknow - Kanpur route and Lucknow -

Moradabad route, to continue up to platform lines without merging in each

other. Planning for the same has been made to incorporate it in master pian

of Lucknow yard.

Restricted flow of passengers at platforms - A large number of stails

venders, moving trollies and offices are occupying significant area of

platforms. Various offices can be shifted on first floor of P.F.no.1. Only

modular stalls should be allowed to continue at platforms and moving stalls

should be banned as they congest the platform area as well as creates

cleanliness, sanitation problem also. The list various stalls etc available on

various platforms is annexed as Annexure-D).

Handlings of parcel from each platform occupy a significant area for

collecting the parcel goods is another major cause of congestion on

platforms. To reduce holding time of parcel goods at platforms, power driven

trollies with rubberized wheel should be allowed on platiorm and holding

area should be reviewed for minimization.

8.5 Improper passengers traffic flow - There is heavy congestion on

platforms at peak hours in the morning and evening due io mixing of

commuters i.e. office going passenger, labour class passenger and milk

walas carrying big milk containers with long journey passenger. Segregation

of these passengers i.e. commuter and long journey passenger is must. For

this dedicated platform for local trains should be provisioned with separate

entry and exist to circulating area. This can be done by making subway and

provision of new platforms at Kanpur end also.

8.6 Inadequate maintenance facilities - Due to heavy influx of passengers

and' congestion on platforms normal maintenance facilities of cleanness do

not cater for the requirement. Resources are required to be augmented,

switching from manual to complete mechanized system. It will also include

relocation of facilities like Urinals, toilets, water booths etc.

8.7 Impaired information system - Quality of available information system are

needed to be improved. Notice Board, train enquiry counters, coach

indication boards, train iildication boards are not synchronized with traffic

movement from circulating area to platforms, resulting in Kris-cross

movement of passengers covering congestion. Public coming fo i ininoi

enquiry can be avoided by displaying information at all approaches of ,

station. Adequate PNR enquiry system can be installed in lounge. All public

information system should suit the passengers in such a way that they have

to walk least.

8.8 In adequate and improper planning of parking - The present level of

traffic density during peak runs of day i.e. 20 to 23 his is causing heavy

congesting in circulating area due to inadequate parking space. This space

is needed to be properly planned. An earmarked parking lot will have to be

provided to Railway staff working on station.

8.9 Traffic Jams around station area -Traffic jams over station road on both

approaches for station is a regular feature due to tempo, rickshaw and

irregular stoppage of local buses. Encroaches and beggars cake situation

worst. Most of the passenger traffic use platform no.1 side entry and exist to

the station where as second entry side is comparatively underutilized for

want of better public transport means at this end and song walking distance

for coming to platforms. Parking of temposlrickshaw may be restricted within

station area except on parking lot earmarked for the purpose. Strict

restrictions can also be imposed on hawkers and stalls near approach of

station. Proper deployment of traffic police will help adhering the traffic plan

finalized in consultation with local authorities keeping in view the growing

traffic.

8.10 Other Issues like Security measures are to be taken care of. Unrestricted .A entry to station premises from other than proper entry and exit are

vulnerable location imposing security problems. Such entry points may be

? checked by erecting fencing or boundary wall.

?

> 9.0 Future developments envisaged from world class station point of view

9.1 Approach road to all directions

The station is presently situated along almost parallel to old Lucknow

Kanpur road (now Alambagh - Hazrartganj road) with a dense and heavy

intensity of traffic on this road. The circulating area thus is truly confined to

north side of station. The object set for a world class station should be aimed

for development of multifarious approach roads for all directions of the city to

cater for the traffic of all kinds from each and every corner. The station

approach road should be so set in all the directions for exit and inflow of

traffic without any clash. For this coordination with civil authorities will have

to be established for developing a master plan for a net work of approach

roads to station.

9.2 Facade befitting with old heritage of Lucknow city

Development of station has to be focused on adding extra facilities and

extensions without impairing the grandeur of existing building. Front

elevation has to be kept untouched by providing extra space over covered

platforms bymaking RCC roof top. Thus architectural impressive look within

the existing system will be preserved and simultaneously new addition to

world class facilities will move the system in new era and architectural

identity.

9.3 Development with potential to deal with projected traffic

Trend of passenger traffic handled at Lucknow station is as under:

Passenger traffic at Lucknow is growing at the rate of about 8%. At

present approximately one lakh number passengers are handled per day

which is expected to increase many fold as per current traffic growth. So all

developments need to cater for anticipated traffic in coming years. Major

chunk of passengers dealt on this. station come from economically weaker

section i.e. unreserved passenger segment. The requirement of facilities of

waiting hall, urinal, toilets, free circulating area etc. for these. passengers is

much higher than passengers of reserve segment. Even number of

passengers of unreserved segment is almost double then reserved

passenger segment. Existing amenities at station is annexed as

Annexure-D. Desired amenities have to be checked and provided as per

world class norms and requirement.

9.4 Classified parking for different type of vehicles

Existing parking area available in circulating area has to be shifted below . Gandhi Park area as a huge underground parking decongesting whole

circulating . . area. This parking has to be connected to approach of multi level

parking proposed by Lucknow Development Authority in front of Gandhi

Park opposite to Lucknow-Kanpur road (The work is already under planniiig

.

Year

2004-05

2005-06

2006-07

2007-08

2008-09

No. of passenger handled

per annum.

1 1729380

1 1985587

1 1889542

12438771

13478998

% increases w.r.t. previous

year

-

2.18%

-0.80%

4 62%

8.36%

by Lucknow Development Authority Sketch plan is attached as Annexure-E.

it will facilitate access for vehicles parked iil uncieiground parking to all

approach roads of the city.

9.5 Traffic management in circulating area.

Smooth flow of traffic is prime necessity of any developmental planning for

station. Additional circulating area has to be provided for maintaining

unintempted traffic flow even during peak hours of rush. For this colony

between PRS building and Railway Stadium has to be shifted. Laneing of

roads in circulating area has to be finalized and merged with station road in

consultation with road authorities.

Similar traffic plan can be developed for 2nd entry side making

access to station from three directions e.i. cantonment side, Alambagh side

and Ashiana side. Sufficient roads lanes of adequate width have to be

provided for complete segregation of inward passengers aiid ~ t i t v i / ~ i d

passengers.

9.6 Development of 2"* Entry to station

2nd entry area on South side of station has to be developed at par with main

entry to station from station road side. As it has much potential for passenger

growth from this side. This will be more passenger friendly for public coming

from south side colonies i.e. Ashiana colony, LDAcolony, South city, Eldeco

colony etc. To achieve this Charbagh Stores Depot and TTE Rest Room has

to be dislocated for developing adequate circulating area. Existing roads has

to be widened.

Passenger platform for local trains can also be developed on this side where

sufficient space is available with sparing some almost redundant tracks of

goods yard with provision of sufficient parking space.

9.7 Smooth integration of various passengers enter faces:-

The various passenger amenities should be evenly distributed on the

platforms in such a way to discourage congestion of the passengers at one

or more concentrated locations. These amenities should specially be away

from the entrance and exit points of the stations as the same may cause the

interface with ihe free Row of passenger's movement. Passenger information

system should be updated to avoid last moment rush. The queuing area

should be spacious and free from all other type of the passenger interface.

9.8 Provision of amenities to enroute passengers.

For enroute passengers catering and other facilities need to be at platf~rms.

However for the other terminal passengers the different and adequate

facilities may be provided at the various suitable locations at the platforms. In

addition to basic facilities, the convenience stores, ATMs, mega stores,

Hotels, booking office for airways, buses, taxis, etc. After the detraining the

passenger should be capable to exit the area with the help of suitable display

board and information provided at convenient locations. There should be

different exit point to ensure that no accumulation of passengers at few

points only.

9.9 Provision of world class interface to terminal passengers.

The different mode of transportation existing and under planning must be

integrated with the railway station. A passenger who require the bus, taxi and planned

metro service must not need an intermediate system. Presently the Charbagh is a main

terminal point for any side city bus service. Planning of Metro rail service is also

planned in such a way that the east-west and north -south comdor shall meet at the

Charbagh station, by providing lifts, escalators, walkways among above modes

integrated traffic facility may be ensured. The inter state and inter district bus terminal

is located about 3 kilometer away from the station and may be connected with the

special buses with the station. The Amausi airport is situated at about 8 KM away from

the station is already planned to be connected with the Metro Railway comdor

9.10 Preservation of aesthetics of heritage station building.

The Building comprises of domes & minars with a mild touch of Roman

architecture. The building as a whole represents the glory and sophisticated

outlook of Mughal period of Nawab of Avadh. It has been designated as a

heritage structure so each and every work to be done on station has be so

- . planned that its aesthetics are not diminished and its heritage value remains

. intact . Every effort has been made during its face lift work done in year 2008-

. . 09. Thorough repairs of Domes, ornamental brackets, spheres etc have been

' done. In future also, every addition and alteration has to be befitting with the

> aesthetic architect of building.

10.0 Commercial exploitation to Find the project -. Various facilities like restaurants, retail outlets, cafes, currency exchanges, . banking facilities, car rental, even mini theatres etc. have to be brought together -. to make full advantage of the time which passengers spent on station waiting

.. . . ,:*

for their trains. Now day's stations are coming up as a operational as well as >

commercial centers generating good revenue. So for fund raising for 5 development of available land and commercial exploitation of land resources i have been identified and detailed below- > The Existing Rest Camp colony is old colony and is situated in close

.> vicinity of the station. This area may be utilized for Mall, multiplex, , restaurants, and other railway and commercial activities. This area

can be well connected to the station and its various platforms \ ~ i t h the

help of the walk ways.

The second entry of the station may be developed in a completely

new look with a view of commercial exploitation as well as for

diverting the passenger interface from existing main entrance to new

entrance. At present at this location one PRS is provided and from

this side entry is connected with the FOB to the various platforms.

Towards this side some offices like DCOS office, Electric office and

some very old colonies may be shifted to new locations. Doing the

yard remodeling and shifting the above offices a large area of about

20-25 Acre (80000-98000'sqm) may be acquired from the existing

unused structures.

-In the future the second entry side area may also be utilized to

develop the secondary aiiieniiies. e.g. expansion of parking facilities,

relocation of offices may also be facilitated.

The Existing main entry and proposed second entry may further be

connected with the across subway.

110 Dedicated organization:-

As instructed by Railway Board a team of officers exclusively

dedicated for world class station on each zonal railway have to be created.

This team shall comprise officers of the various departments with complete

establishment and need to be set up quickly.

This team will interact with the different agencles of the state

government, Railway Board and consultant on day to day basis to provide

necessary in put so that the work proceeds without hindrance and is

complete in time.

12.0 Training:-

The officers involved in planning and execution of above pioject must

be sent to study and visit as many as world class stations across the globe

to have first hand information and feel of infrastructure on the subject.

13.0 Conclusion:-

Lucknow has a great importance being capital city of the largest

populated state of Uttar Pradesh. This is an ancient city also. This is a major

railway junction and terminal having international importance. This is among

biggest cities of India. Though the existing facilities are as per the standard

and norm laid down by the Railway Board but to make a world class station

sufficient and planned infrastructure is to be provided to bring the station at

world class level. A clear segregation is required to be carried out among in

route passenger terminating passenger, local passenger. Similarly the

segregation of the parcel is to be cairied out. The existing facilities are

completely inadequate to meet with the world class requirement.

Segregation between goods and passengers trains is to be carried out for

efficient exit and entrance of trains on the platforms. Necessary yard

Y

5 Passenqer and other amenities available at Lucknow station

9 Lucknow Station has 9 huge Platforms and provides for the following important

9 facilities.

Passenqers WaitinqlRestinq facilities

Two huge waiting halls - 1st Class and llnd Class.

F VIP Lounge 3 Upper Class 3 Executive class 3 Sleeper Class 'i Ladies 3 Retiring Rooms

3 Large Dormitory F Large Restaurant

- One - One - One - One - One - 07 AC - 01 Non Ac - 50 bedded - running by IRCTC

S o PUBLIC RESERVATION SYSTEM

3 Tele enquiry - One 4 Face to Face enquiry - One > Current Reserv Counter - Two Windows ( First Waiting Hall ) 3 Reservation counters - 17 nos. including : 3 One LADIES window > Two VlPlspecial work window > One credit Card window , One Samjhauta Exp. Window > 2"" entry complex - 3 windows

e Bookinq windows - 2 Nos in 1st Class Hall - 10 Nos in 2nd Class Hall ~~~~ -

- 2 Nos in PRS building - 2 Nos at 2nd entry complex

s Parcel Office

> Booking LAAndovis l->.,n 1 C,-.P~".. ,,..A I ,.--I +s--FG,. - ~ v v u \ n v $ ~ y t ~ aatu iv-I r l a ! # ! b )

P Delivery Windows - Four ( Foreign,Local,NDLS & Perishable) - One separate counter for News

Paperimagine delivery. 3 Sheds - Two huge shed ( LocallForeign traffic )

Details of Dormitories:

I 0 Details of Retiring. rooms

name dormitory A dormito~y B dormitory C

/ ROOM NC). 1 3 38.4 I AC I - I R c 450 1- I

I K O O M N O : ~ I AC I - I THREE. nr.us I - I

Type Non AC AC AC

.~ ~ - - - - - - . - - - . . - -- - - - -

ROOM NO:8 ( NON ACI - I TWO BEDS - I Rs 250 1-

* There is one pay & use toilet adjacent to 2"d class booking office aud one sulabh complex in circulating area main building side

Area 119.35 sqm 112.56 sqm 91.26 sqm

FOOT OVER BRIDGE: 1 FOB-1 Through 1st Class hall to PF No-7 2 FOB-2 Through PF-1 to PF No-7 3 FOB-3 Through Circulating area( main building) to Circulating area(2qntry)

SUB WAY: ONE- Through PF No-1 to PF No-4&5

Capacity 17 Beds 18 Beds 09 Beds

LUGGAGE& CLOCK ROOM: One Luggage & clock room office situated adjacent to 1st class exit gate

RMS Office situated at the east end of PF no 1 in 675.7sqm. area

Rate (12 hrs. Rs301- Rs301- Rs 301-

Details of Stalls & Trollevs managed bv IRCTC

Rate (24 Ius.) Rs 501-

Rs501- Rs 501-

3 Details of Catering l Vending Units

3 Details of Private Licensees

9 SNo. I Type of unit I Total no of unit I Type of stalls1 trolleys

S N. I Name o i licensee / No of stalls ( No of Trolleys 1 Items Sold 1. 1 MIS HPMC 13 1 nil 1 Fruit Juice 2. I Goel & Goel 17 I nil / Veg. & Non Veg Food Items

3 1 1 Food Plaza I One I COMSUM ( R K Enterprises)

--

3. 4. 5, 6. 7. 8 . 4

Total trains at Luckncv~ station

-. 10. 11. 12.

Bharat Catering S.S.lal &Sons Krishana & Co Amar Kaur Neelarn Gupta K.B.Jilani Psrnn . I.IJ A.S.Sales Corpn. Monica Pro. Universal Pvt. Ltd.

2 1 1 Nil Nil Nil 1

1 Nill Nill

Nil 1 Veg & Non Veg. 1 7 4 4 2 1 Nil . ... Nil 3 4

Fruit lems Do Do Do Do Milk . - . . . , . Veg. & Non Veg. Items Ice Cream do

Detail of train maintenance in washing line at Lucknow station

TRAIN No.

' '20914210

TIME FROM

421514216 (on WED placed on km-I)

040110402 (only WED)

420314204

Terminating & Originating Trains- Lucknow Station (M/Exn.)

TIME TO NEW WASHING LINE NO 0 1

OLD WASKING LINE NO 3

21.30

040110402 (except WED)

04521045 l(only Wed 0 Sat)

223 012229

03.30

10.30

10.30

00.30

16.30

16.30

06.00

OLD WASKING LINE NO 4

22 50

10.30

S No.

1

2

10.30

043010429

05.50

16.30

SPECIAL TRAINS

10 1 0402 1 22.50 / 3 . 1 0401 1 05.50 1 7 1 10=20 1 1x4 I WLRRMiZ,FACZAC;l,CZAcn

16.30 24201241 9

Train No.

2230

0430

11 1 04" 101.55 1 (25)

1 0452 1 20.30 1 (35)

I I 08.30

22.30

15.30

06.50

08.10

11=22

04.30 OLD WASHING LINE NO. 01 22321223 1

pF

1

3

v"%-4 FAG1,ACCW-2,ACCN-5,UUCB-1

10.30

Train No.

2229

0429

16.30 OLD WASHING LINE NO 2

422714228 (011 TUE,FRI,SAT placed on MR-1)

223312234 (only O~ITUE,FRI,SAT)

Dep.

22.00

23.45

10.30

10.30

PF

1

1

16.30

16.30

Load

21=48

14=28

W 5 NO

NWL-I

4

cow.

SLDDII, SLW1, CNIlO,ACCNI1, FAC CCW11,ACCW14,GS12 SLIU1,WLRRM~SAC11,F.4CCT\rll,ACCW/Z, .,,,", r ,c ,p , , ,

Train

MExp. STR only

S No.

1

2

PASS

1 10 1 3SL ( 22.25 1 9 1 2SL / 06.00 1 9 1 9=18 / SLRJ2,GSfl

Train No.

1109

2004

Am.

12.10

12.30

PF

5

1

Train No.

1110

2003

Dep.

16.10

15.35

PF

5

1

Load

12=24

17=34

COMP.

SLR/2,ACCZ/l.GS/9

LWLRRM/2,FSCZAC/2,

OPERATIONAL OVERVIEW

1. CLASS : B CLASS MULTIPLE LINE STATION 2. SIGNALLING : MACL SIGNALING 3. STANDERED OF INTERLOCKING : STANDERED Ill WITH RRI INTERLOCKING

SYSTEM OF WORKING 4. : ABSOLUTE BLOCK SYSTEM 5. SITUATED BETWEEN:-

a. BLOCL HUT 'A' & ALAMNAGAR - ON MAIN LINE - -

b. MALHAUR & MANAKNAGAR -ON BRANCH LINE ELECTRIFIED SECTION 6. BLOCK SECTION IN EITHER DIRECTION:

I. UP DIRECTION: - -~

TO WARDS MB - AMG : 5.97 KM. TO WARDS CNB -- MKG : 4.72 KM.

II. DN DIRECTION: TO WARDS RBUSLN -BH'A' : 7.36 KM. TO WARDS FD - ML : 11.82 KM.

7. YARD LAYOUT & MOVEMENTS IN DIFFERENT DIRECTION: A. (I). LKO- ML -DOUBLE LlNE WORKING.

ill) LKO - BH 'A' -DOUBLE LlNE WORKING (II~). LKO -AMG -TWIN SINGLE LINE WORKING WITH CONTINUOUS TRACK CIRCUITING. (IV) LKO - MKG - W I N SINGLE LlNE WORKING WlTH CONTINUOUS TRACK CIRCUITING.

B. COACHING YARD CONSISTS 0F:- I. LINE NOS 1 TO 9 (EXCLUDING MIDDLE ROAD 1A & 3A) ARE PROVIDED WITH HIGH

LEVEL PF. II. ONLY DESPATCH F A C l L l N IS AVAILABLE AT BOTH ENDS OF MIDDLE ROAD NO 1A. 111. LINE NO 1,2,3,3A24,5,6&7 - SIGNALLED FOR REC. & DESP OF BOTH UP AND ON TRAINS IV. LINE NO 8 & 9 -- DOCK PF LINES WITH DEAD END BUFFERS AT WEST END WITH

FACI-ITY FOR DESPATCH OF Dh TRAINS 8 REC OF I? I l?AlhS V A hORTH 8 NORTr AND SOUTh -INES RESPECTIVELY

2C )en to roa LASS OF ( ---

. - . . .- . - - - . . . . . . -. . . - . . . . - 1 .- Goods Shed 5 63a, 62,62A, 14.82 Station Area Stadium Washing linelside coach tilling

TOTAL NO OF WATER TANKS 07

4 2 2

1 OA, 1 ZA, 8B, 2B 30A, 8A 13A, 9A

I

RCC over head tank Steel over head tank Ground tank (near chaman)

5 (Capacrty 225000 ietr Pertank)

1 (Capaaty 140000 Ietr Pertank)

1 (Capaaty 160000 ietr. Pertank) ELECTRIC SUPPLY

CPH Supply Civil supply from basmandi to rest camp sub station to duty room( except power cabin

I supply)

N - -< E m e - rn 0 0

1 1 I I &? 1%1TAPS

0 0 0 0 0 HANDPUMP

0 0 0 0 0 WATER HUTS TOILETS

0 - O N * WATER COOLER

g g g g g g $ g WASHABLE - C " 0 0 N ( ( ! a. m APRON

g g g g g g &? 8 CARRWATERIN -e we m G

2 2 a w m N m g SEATS m e a m

0 0 0 o=lJ,v

N N N N URINALS

2 f; FANS

N N N 0 V STALL

0 0 0 O O C C T V

W - 0 m - m 8 2 % m 4 W

U) m

z .! $ -