Professional Documents
Culture Documents
Course Material
for
Loco Inspectors
(Initial) (Diesel)
Prepared by
Topic
No.
1st
2nd
3rd
4th
5th
6th
SUBJECT
Introduction & objective
Railway System & Role of Loco Inspector, Duties of
Loco Inspector, LP & ALP, Supervisory skills,
Leadership, Motivation Techniques,
Communication, Knowledge of trade, Redressal of
grievances, Monitoring and Counselling
Safety Rules
G&SR, Ghat section rules, Automatic signal territory
rules, Operating Manual, Block working manual,
Accident Manual, Station working rules, Important
safety circulars
Disaster Management
ART, 140 T BD CRANE, SPART/ SPARMV,
ARME, LUCAS, HRD/HRE,
Mock Drills, Hooter codes, Types of
Accidents/Derailment, Investigation of accident/
derailment, preparation of joint report, derailment
mechanism, Load stalling & train parting, fire
fighting, first aid and hygiene
Inspections
VIP moves, foot plate inspection, lobby & running
room inspection, Inspection of ART / ARME, Crane,
RDI inspection, Punctuality drives, foggy weather
precautions, Ambush check and other special drives
Establishment
D&AR rules, Enquiries, standard forms, major and
minor penalties, Dos and Donts for dealing DAR
Cases, HOER classifications of Railway staff, Rules
pertaining to running staff pay & allowances, leave
rules, pass rules and welfare activities of Railway,
PF, gratuity and pension rules for running staff.
Manpower planning
Requirement of Loco running staff including Loco
Inspectors, CCC/CC/PRC/CPRC, Crew Links &
power links, Power plan, Power on line (POL),
Training courses of Running staff including
aptitude / psycho test, Learning road & PME rules,
Grading of Drivers
Page 2 of 239
No. of No. of
sessions days
Page
No.
7th
8th
9th
10th
11th
12th
13th
14th
15th
12
16th
17th
AN IDEAL SESSION
Morning
session
06.00 07.00
1st session
8.30-10.00
2nd session
10.30-12.00
3rd session
13.00-14.30
Yoga &
Meditation
4th session
15.00-16.30
Special
session
16.30-17.30
Computer
# Computer training will include basic knowledge of computers and IT gadgets like Pen
drive, burning CD/DVD, use of Digital Camera, Basic knowledge of MS Office, use of
Internet, Email, Speedo graph and microprocessor analysis.
Page 4 of 239
Introduction Objective
Railway System
HEAD QUARTERS
CENTRAL RAILWAY
MUMBAI
EASTERN RAILWAY
KOLKATA
EAST CENTRAL RAILWAY
HAJIPUR
EAST COAST RAILWAY
BHUBANESHWAR
NORTHERN RAILWAY
DELHI
NORTH CENTRAL RAILWAY
ALAHABAD
NORTH EASTREN RAILWAY
GORAKHPUR
NORTH EAST FRONTIER RAILWAY
MALIGAON
NORTH WESTREN RAILWAY
JAIPUR
SOUTHERN RAILWAY
CHENNAI
SOUTH CENTRAL RAILWAY
SECUNDERABAD
SOUTH EASTREN RAILWAY
KOLKATA
SOUTH EAST CENTRAL RAILWAY
BILSAPUR
SOUTH WESTERN RAILWAY
HUBLI
WESTERN RAILWAY
MUMBAI
WEST CENTRAL RAILWAY
JABALPUR
METRO RAILWAY, KOLKATA
KOLKATA
Page 6 of 239
1.
2.
3.
4.
5.
PRODUCTION UNITS
( 05 GENERAL MANAGERS )
CHITTARANJAN LOCOMOTIVE WORKS
DIESEL LOCOMOTIVE WORKS
INTEGRAL COACH FACTORY
RAIL COACH FACTORY
RAIL WHEEL FACTORY
( CHIEF ADMINISTRATIVE OFFICER)
a.
b.
1.
2.
3.
NF RAILWAY ( CONSTRUCTION)
METRO RAILWAY KOLKATA
CENTRAL ORGANISATION FOR RAILWAY ELECTRIFICATION
4.
5.
( DIRECTOR - GENERAL )
RAILWAY STAFF COLLEGE
RDSO
Descending:
a. Brake Power of the Locomotive; RB, Vacuum and Synchronized air brake
application obtained.
i.
Brake power of the train: it depends upon the type of stock of train and
amount of vacuum maintained by the locomotive and percentage of operative
brake equipment.
ii. Speed limit.
iii. Weather condition.
iv. Emergency braking distance.
v.
Train holding ability of the loco brakes on steep falling gradient.
vi. Brake application technique.
vii. Loco Pilots reflex time towards any unusual incidents.
Page 10 of 239
Time
Notch
Speed
Load Amps.
Gradients
Km/TP post and remarks on halt and detention
The loco should be normally worked on its maximum output observing all
permanent speed and temporary speed restrictions in force. For test purpose the train
should be stopped at Ruling Gradient where ever there is a stop signal which may
interpose while hauling such maximum load and may be kept at ON for operational
reasons. Restarting from such locations has to be done with utmost care to avoid parting
as well as slipping and straining the loco beyond certain limit. During restarting from the
critical spots the notch, speed, load amps if on the restricted zone, the minute zone and
duration in seconds should be recorded. On completion of this trial documentation has to
be done from the working sheet to calculate the Load Factor.
Load Trials on the Ghat section comprising long stretches of descending gradient
are undertaken to check whether the train could be controlled at the speed laid down,
whether the load could be held firmly by the loco air brakes alone so that vacuum could
be recharge to overcome brake fade and whether the train could be stopped dead on
emergency application of brakes within the authorized EBD ( ie. 1400 meters ).
During this load trial the following particulars are recorded for every 30 seconds
to assess the extent of fade and availability of residual vacuum level to stop the train
wherever necessary.
i.
ii.
iii.
iv.
v.
vi.
vii.
Km/TP
Time
Vacuum level
RB brake load amps
Speed
Gradient
Remark
While holding the train on the falling gradient, brake cylinder pressure can be
increased to 3.5 Kg/cm2 and it should be reduced to 2.8 Kg/Cm2 after clearing the ghat
section or on arrival at the next station. During emergency braking distance test, it should
Page 11 of 239
Km A9 applied to emergency.
Time A9 applied to emergency
Speed at the time of brake application.
Extent of spurt in speed noticed.
Km train came to a stop.
Time train came to a stop.
Time taken for the train to come to stop.
Emergency braking distance obtained in meters (to be reckoned either by actual
measuring or counting the number of traction poles).
If the emergency braking distance is more, then either the load or speed should be
reduced to keep the emergency braking distance within the safe limit.
Supervisory Skill
Leadership / Motivation
1. Irrespective the ethics and formalities of the family always to reach the goal, the
person attitude should be changed as a leader.
2. Though the person came from a rich family should not have the ego.
3. Similarly if came from a poor family should not feel the inferiority.
4. Once got the chair all are equal and also should see that the value of the CHAIR is
not decreased at all.
Character
Humility
Adjustment
Integrity
Respect
A supervisor wherever he works the day if he maintains the chair as above, his
name will be remembered in the hearts of the staff.
Management
1. Management is a science.
2. A leader should have a full pledged understanding on this science ie,. Policy,
Planning, Communication and inter personal system, Assignment, Supervision, Team
work, Motivation and Co-Ordination.
3. In these things the supervisor should have the perfection.
4Ds formula to achieve the goal (Management expert Mr.Jackwelsh).
1. Designing
2. Direction
3. Decision making
Page 12 of 239
Question
1.
2.
If my staff does not know the work I use to tell with patience
3.
4.
Page 13 of 239
Answers
Yes
At times
No
Yes
At times
No
Yes
At times
No
Yes
At times
5.
6.
The staff leaving the department I will ask for the reason
7.
8.
9.
10.
I will be observing each and every time the behavior and workmen
ship of my staff.
11.
12.
13.
14.
I will be editing the work procedure and rules which come in the
way of work.
15.
16.
17.
I will counsel the staff for doing the work, if they do not listen, I
will resort for severe action.
18.
19.
20.
Page 14 of 239
No
Yes
At times
No
Yes
At times
No
Yes
At times
No
Yes
At times
No
Yes
At times
No
Yes
At times
No
Yes
At times
No
Yes
At times
No
Yes
At times
No
Yes
At times
No
Yes
At times
No
Yes
At times
No
Yes
At times
No
Yes
At times
No
Yes
At times
No
Yes
At times
21.
The staff who served the organization for 5 years, I will recognize
his services with a gift and offer the same for every five years.
22.
I will try to solve the disputes among the staff and personal
problems.
23.
24.
25.
I will call outside experts for training to improve skills of the staff.
26.
27.
28.
29.
30.
No
Yes
At times
No
Yes
At times
No
Yes
At times
No
Yes
At times
No
Yes
At times
No
Yes
At times
No
Yes
At times
No
Yes
At times
No
Yes
At times
No
Yes
At times
No
Communication Skill
AREAS OF COUNSELLING
WRITTEN MESSAGE
Written message is used for giving any information about an incident.
Page 15 of 239
Page 17 of 239
Counselling Technique
LI Diary
PERSONAL BIO-DATA OF LI
Name
Date of Birth
Date of Appt. (As)
Qualification
P.F. A/C No
Grade
:
:
:
:
:
:
:
:
:
:
:
Place
Remarks
Instructions
Action taken
Page 18 of 239
7.
8.
9.
10.
11.
12.
13.
9.
10.
14.
15.
16.
17.
18.
19.
20.
21.
MISCELLANEOUS CHECKING
1.
2.
Uniform wearing.
Spectacle.
3.
4.
5.
6.
7.
8.
Page 19 of 239
Date
Issued By
Contents
TECHNICAL CIRCULAR
No
Date
Issued By
Contents
SOBs for the Year
No
Date
SUBJECT
SAFETY DRIVE
No
Date
Issued by
Subject
Grade
Phone No
DOR
Pay Scale
Address
LP(M/E)DOP
Family Details
DOP LP(P)
Page 20 of 239
Blood Gr.
Simulator
LP (G)DOP
Psychological trg
DOA
ValidityAutomatic
DOB
PME Due
Qualif
Deg
PME Attn
Tech Due
G&SR Due
Loco Pilot
Name
TSD
Relay Wedges
Tape
WedgesContactor
G&SR
Fusee
Deto nator
DriverScrew
Hammer
No. of spanners
Dummy Plugs
IR washers
No. of Flags
nDesignatio
lightTri-color torch
WTT
S. No
A/M
Action Taken
Date
Name
T. No.
L. No.
LIST OF ALCOHOLIC LOCO PILOTS
SNo
Name of LP (Sri)
Designation
Depot
Driving Technique
Personal Habits
Accident Record
25
30
15
10
20
Gradation awarded.
Total Marks
Negative
Marks
Date of Grading
Name of the
Driver
Depot
S.
No.
Designation
Cat
Pg No
Jan
Page 21 of 239
Feb
Mar
Apr
May
Jun
Cat
Pg No
from to
Jul
Page 22 of 239
Aug
Sep
Oct
Nov
Dec
Designation:
Date
Weak areas of LP
Cat:
Counseling imparted in regard to overcome
the weakness
Counseling of SOBs
S.No
SOBs
4
5
Counseling of Circulars
S.No
Loco
No.
Train
No.
From
To
Departure
Arrival
Page 23 of 239
LP
Name
ALP
Name
Reason for
movement
Safety Rules
Page 24 of 239
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Page 35 of 239
DISASTER MANAGEMENT
Introduction
Indian Railways is the largest Railway system in ASIA and first largest system in
single management in the world. Railways are the principal mode of transport for both
passengers and goods in the country.
With growing passengers and freight traffic Safety has become one of the principal
concerns. The safety of Railway operations is becoming all the more imperative in view of
the Railways endeavor to lift more passengers and fright traffic. The Railways are gearing
themselves to meet the challenges posed by the increasing traffic needs. Accordingly, High
priority is being given to various safety measures to ensure greater safety in rail travel and
transportation of goods
While every care is taken to ensure safety, disasters of rail accidents do occur for
internal and external factors on Railways.
The term Disaster envelops a wide spectrum of occurrences are arrayed by sudden
calamitous event having loss of life, injuring, grate material damage loss and distress.
Disasters are caused as a result of:
Disasters in Railways result in heavy loss of lives, injuries, damage to property and affect the
normal movement of trains.
Human / Equipment failure leads to
Collisions
Derailments
Level crossings accidents at manned / unmanned level crossings
Fire on Train
Sabotage involving disaster is on account of:
Bomb blasts.
Setting fire to train/Railway installations and Railway property.
Tampering with Railway fittings to cause accidents.
Placing of obstructions on track to cause disruption to traffic.
Disasters owing to natural calamities are
Earth quakes.
Land slides.
Cyclones/Floods.
Storm/Tornadoes.
NEED FOR DISASTER MANAGEMENT PLAN
Indian Railways do have an established system of disaster response. Swiftness of
response in an accident primarily, depends upon various components constituting the
accident relief them being fully conversant with their areas of responsibility.
Page 36 of 239
The Guard, Crew, TS, TTE, Asst. Guard and other staff on duty by the train.
Page 38 of 239
Where an EMU or Electrical Local is involved arrange for relief loco/train if required.
Proceed to the site immediately with adequate shed/break down staff.
Ensure that records of maintenance of loco/EMU and repair books are seized and
sealed.
A responsible Electrical Officer of respective branch in Control Office shall coordinate with site and arrange supplemental assistance.
Assess the cost of damage.
If loco is provided with memory module speedometer, break the window glass of the
SPM and switch off the switch to freeze the memory. This would help in saving the
recorded memory.
SPM chart need to be extracted jointly by Driver/Loco Inspector, SM/TI or along with
any other authorized staff of C&W and P.Way department etc.,
Ensure vehicle next to engine are not detached until their condition regarding brake
application is recorded/photographed.
Page 39 of 239
2.
Secunderabad
Secunderabad
Kazipet
140TCrane Spl
Match Truck
Slings Wagon
LUKAS Van
Staff, Kitchen & Elec. Van.
Officers & Staff rest Van.
Self Propelled Accient Relief Train (SPART)
MFD Van
Rest Van.
140 T Crane
Match Truck
Ballast Wagon
Kitchen, Elect. Van Tool & packing Van.
Officers & Staff rest Van
Accident Relief Train (ART)
Page 40 of 239
3.
Bellampally
MFD Van
Engg. C&W tool Van
Staff rest Van
Kitchen & Staff Van
Engg. Wagon
OHE Wagon.
B
Accident Relief Train (ART)
MFD Van
Staff rest Van
Kitchen & Engg. Tool Van
Engg. Wagon
OHE Wagon
VIJAYAWADA DIVISION
1.
Vijayawada
2.
Bitragunta
3.
Rajamundry
1.
Guntakal
2.
Renigunta
140 T Crane
Match Truck
Ballast Wagon
Officers rest Van
Kitchen & Staff Van
Tool & Packing Van
Self Propelled Accident Relief Train (SPART)
B
LUKAS Van
Staff Van
B
Accident Relief Train (ART)
LUKAS Van
Kitchen & Staff Van
Elec. S&T. Engg. &
OHE Tool Van
Officers rest Van
Engg. Wagon
OHE Wagon
B
Accident Relief Train (ART)
LUKAS Van
Kitchen & Staff Van
Elec. S&T. Engg. &
OHE Tool Van
Engg. Wagon
OHE Wagon
GUNTAKAL DIVISION
Accident Relief Train (ART)
MFD Van
Officers & Staff Van
Kitchen, Elec. Engg.
Tool Van
Accident Relief Train (ART)
LUKAS Van
Officers & Staff Van
Kitchen, Elec. Engg.
Tool Van
Page 41 of 239
Gooty
1.
Purna
1.
Guntur
1.
Nizamabad
Engg. Wagon
A
Accident Relief Train (ART)
140 T Crane
Match Truck
Ballast Wagon
Officers rest Van
Kitchen Cum Staff Van
Elec. Van
Packing Van
Crew Rest &
Emergency Store Van
NANDED DIVISION
A
Accident Relief Train (ART)
140 T Crane
Match Truck
Water Tank for Crane
MFD Van
Staff rest Van
Kitchen & Staff Van
Elec. & Engg. Tool Van
Crane Crew Van
GUNTUR DIVISION
B
Accident Relief Train (ART)
LUKAS Van
Staff Van
HYDERABAD DIVISION
B
Accident Relief Train (ART)
LUKAS Van & Elect. Van
Staff Van
Engg. Tool Van
METRE GAUGE
S.
No.
Location
1.
Guntakal
2.
Pakala
Class
Composition
GUNTAKAL DIVISION
A
Accident Relief Train (ART)
35 T Steam Crane
Match Truck
Water Tank for Crane
LUKAS Van
Officers & Supervisors Van
Elec. Van
Ropes and Packing Van
Kitchen cum Dining Van
Material Van
Coal Wagon for Crane
A
Accident Relief Train (ART)
35 T Steam Crane
Match Truck
Page 42 of 239
1.
Akola
Target time
Night
Hrs. Mts.
01 00
01 00
01 15
01 00
(iii) Guntakal station, while turning out the Accident Relief Train, except for the direction
indicated in para (ii), shall adhere to the provision of 30 during day and 45 during night as
mentioned in para (i).
(iv) There shall be no delay whatsoever in dispatching the Accident Relief Train. The Chief
Crew Controller shall ensure that the first available engine and crew are provided for accident
relief train to be despatched within target time.
Chief Controller and Section Controller concerned will also ensure that engine and crew are
provided for dispatching the Accident Relief Train within the target time.
(g) The Accident Relief Train shall be inspected monthly by the following officials.
o Chief Crew Controller, SSE/P.way, SSE/C&W, Station Manager, SSE/S&T and
SSE/Elec.
o The Chief Crew Controller and the SSE/C&W shall examine the Mechanical
Equipment Van or Power and Tool Van or Staff Car etc., including the Mechanical
condition of the complete Rolling Stock and the Crane. The SSE/C&W will also
ensure that periodical oiling and re-packing is done to the rolling stock and there
are no overdue POH vehicles on the composition.
o The SSE/P.Way shall examine the Engineering Equipment van and the signal
Inspector shall thoroughly test the communication equipment provided in the
Accident Relief Train such as portable field telephone, public address system,
Megaphone etc., and ensure that they are in good working order and ready for use
in emergency.
o The SSE/Elec shall examine and test the electric Generators and other Electrical
equipments. He shall ensure that the staff who are called upon to use the same are
competent and thoroughly conversant.
o Such periodical inspections carried out by the Supervisory staff shall be entered in
a separate register meant for this purpose and a detailed report submitted to their
Departmental Officers and Sr.DSO / DSO. The Inspection Registers for Officers
will, however, continue to be separate in the Accident Relief Train. The copy of
the Inspection Report of the Officers shall be sent to the Departmental Officers
Page 44 of 239
Location
1.
Secunderabad
2.
Kazipet
Scale
Composition
SECUNDERABAD DIVISION
I
Self Propelled Accident Relief Medical Train
(SPARMT)
Medical Van
Aux. Van
I
Medical Relief Train (MRT)
Medical Van
Aux. Van
1.
Vijayawada
2.
Rajahmundry
3.
Bitragunta
1.
Gooty
2.
Renigunta
1.
Purna
VIJAYAWADA DIVISION
Medical Relief Train (MRT)
Medical Van
Aux. Van
Medical Relief Train (MRT)
Medical Van
Aux. Van
Medical Relief Train (MRT)
Medical Van
Aux. Van
GUNTAKAL DIVISION
Medical Relief Train (MRT)
Medical Van
Aux. Van
Medical Relief Train (MRT)
Medical Van
Aux. Van
NANDED DIVISION
Medical Relief Train (MRT)
Medical Van
Aux. Van
HYDERABAD DIVISION
Page 46 of 239
Nizamabad
Location
1.
Guntakal
2.
Pakala
1.
Akola
Scale
Composition
GUNTAKAL DIVISION
Medical Relief Train (MRT)
Medical Van
Aux. Van
I
Medical Relief Train (MRT)
Medical Van
Aux. Van
NANDED DIVISION
I
Medical Relief Train (MRT)
Medical Van
Aux. Van
ACCIDENT RELIEF MEDICAL EQUIPMENT
SCALE-II
I
SECUNDERABAD DIVISION
S. No.
1.
2.
3.
4.
Location
Bellampalli
Dornakal
Parli-vaijnath
Vikarabad
VIJAYAWADA DIVISION
1.
2.
3.
4.
5.
1.
2.
3.
4.
5.
6.
1.
2.
1.
2.
Gudur
Ongole
Eluru
Tuni
Bhimavaram
GUNTAKAL DIVISION
Cuddapah
Raichur
Dharmavaram
Nandalur
Madanapalle Road (MG)
Kadiri (MG)
HYDERABAD DIVISION
Mahabubnagar
Nizamabad
NANDED DIVISION
Jalna
Kinwat
GUNTUR DIVISION
Page 47 of 239
Nadikudi
Nandyal
o The Medical van containing scale I equipment is marked Accident Relief Medical
Equipment and bear on each side a Red cross against a white background, each
unit of the cross being 60Cms long and 15 Cms wide.
o The special room containing the Scale II equipment is marked on at least two sides
by a Red cross against white background as mentioned in clause (iii) above.
o A copy of the list enumerating the equipment Scale I and II shall be exhibited on the
wall inside the Medical Van and the special room, respectively, for ready reference.
(b) Stabling and Maintenance of Medical Relief Trains
(i) The Medical Relief Train consisting of a Medical van and an Auxiliary van, coupled
together shall be stabled in traffic yard in a siding which has preferably an exit on both ends
for quick despatch in either direction. Since the Medical and Auxiliary vans have to leave the
station within 15 minutes of the ordering of the Medical Relief Train, it should on no account
be detained.
At such stations where the staff conversant with the use of Oxy-acetylene equipment and
other tools already provided in the Medical Relief Train may not be able to accompany the
Auxiliary van within the target time of 15 minutes, the TXR staff and Train Lighting staff
available at the station who are trained for handling these equipments should leave with the
Medical Relief Train.
(ii) No other vehicles shall be stabled on the line or siding set apart for the Medical Relief
Trains.
(iii) All the officials of the departments concerned shall ensure that the Medical Relief Trains
are kept always in a fit condition.
(c) Keys of the Medical Relief Equipment: o Scale I equipment in Medical Van The keys of locks of the Medical Van shall be
in duplicate. One set of the keys shall be in the custody of the Station Master and
the second set retained by the Assistant Divisional Medical Officer of the station
where the Medical Van is stabled. These keys shall be secured in a sealed glass
fronted box fixed in the office of the respective officials. The keys of all the locks
inside the Medical Van shall be secured in a glass fronted case fixed inside the
Medical Van, duly sealed by the ADMO and the other retained in his custody.
o Scale II Equipment at Stations The boxes of the Accident Relief Medical
Equipment (Scale II) shall be sealed by the ADMO of the station where the
equipment is stored. These should not have any locks. The complete equipment
shall be kept in a separate room either in the station building or adjacent to it.
This room shall be locked, the lock being provided with duplicate keys. The keys
shall be secured in a sealed glass fronted box, one in the Station Masters office
and the other in the office of the ADMO.
o Auxiliary Van The keys of the locks of the Auxiliary van shall be in duplicate,
one set of the keys shall be in the custody of the Station Master and second set
retained by the TXR at the station. These keys shall be secured in a sealed glass
fronted box fixed in the office of the respective officials. The keys of all the locks
inside the Auxiliary Van shall also be in duplicate. One set of these keys shall be
secured in a glass fronted box fixed inside the Auxiliary Van duly sealed by TXR
and other set of keys retained by TXR at the station.
Page 48 of 239
Between
20 to 06 hours
20 mts
20 mts
Between
6 to 20 hrs
15 mts
20 mts
This time is reckoned from the time the Medical Relief Train is ordered to the time it is taken
out and kept ready for despatch on a suitable running line. It shall be ensured by all
concerned that there is no delay in dispatching Medical Relief Trains.
Small
Medium
Large
By this definition,
2.
Number of axles
The number of axles has an important bearing on the working of the crane. If the
number Of axles is kept large to stay within axles load limitations, it will result in an
unduly long crane that may require extra time for attaching, detaching, preparation,
etc. It is also likely to have lower running speeds. Cranes with a large number of
axles usually have poor riding. It is, therefore, desirable to keep the number of axles
as low as possible.
3.
Tall Radius
This is the maximum distance from the center of rotation to the tail of the revolving
Superstructure. If the tail radius is small the crane will not get obstructed by the tail
portion of its super structure while working in cuttings, etc. However, a small tail
radius will increase the need for more counter weights, which may require an
additional ballast wagon, and consequently more setting up time.
4.
Prop base
The effective span or area of the supporting base when outriggers are used to increase
Stability by virtue of making contact with the ground at points farther from the centre
line of the crane than the normal wheels/track position, the size of this base is
obviously very critical in the design of the crane. A small prop base is advantageous
while working in cuttings while a large base is useful in embankments where the soil
cannot take heavy loads. The prop base, therefore, has to be carefully designed.
5.
'A' frame
In large cranes derricking forces can be very high. To accommodate these forces a
frame shaped like an 'A' is located on the tail side of the crane that helps in the
derricking. All large cranes have such a frame. This obviously poses problems when
working under catenary in electrified sections. The enclosed sketch shows that for
large cranes, an 'A' frame is required to reduce derricking forces.
6.
Working radius
The horizontal distance from the centre line of the lifting hook to the centre
about which the Crane slews.
8.
Outreach
The horizontal distance from the centre line of the lifting hook to the headstock
(under Carriage)
9.
Stability
Stability is based on the moments about the tipping fulcrum. The worst condition
usually occurs when the jib is at right angles to the track. For a free on rail duty the
fulcrum is the rail while for propped duty, the jack beam-ends are the fulcrum. The
sum of the moments in front of the fulcrum plus a percentage of the load for stability
margin must be balanced by the sum of the moments behind the fulcrum. For this
naturally the maximum load at the maximum radius is taken into consideration.
A crane has to be stable backwards also. This introduces some problems as the weight
in the tail used to counterbalance the weight in the jib and the hook load becomes an
overturning moment for backward stability when the jib is raised to its minimum
radius and consequently its weight only partially comes into play for forward moment.
1676mm
Page 51 of 239
915mm
7500mm
13300mm
Wheel disc brakes
Air pressure system, Vacuum Brake system
20 tonnes
5500mm
200 Tonnes
174 metre radius.
JIB
i) Overall length
ii) Min. Working radius
Max. Working radius
Make CUMMINS U. S. A.
Type NT855 R4
Performance 224KW at 1800 rpm.
EMERGENCY ENGINE
Make Schule (Germany)
Type TA2
Performance 10.5 KW at 1800 rpm
1)
ii)
HOISTDRIVE
Capacity
Hoist speed
MAIN HOIST
140 Tonnes
Normal
Rapid
AUX. HOIST
25 Tonnes
2.5m/min 15 metre/min
5.0m/min 30 metre/min
DERRICKING DRIVE
i) Derricking speed
RECOVERY WINCH
i) Pulling force
i) Speed
Max. 5099kgf.
Max. 20 m/min
PROPELLING SPEED
i) Self propulsion of crane
ii) Self propulsion with load
iii) Crane hauling in train order
Max. 12 Kmph
Max. 6 Kmph
Max. 75 Kmph
Page 52 of 239
Nil
5.2tonne
on Superstructure.
on undercarriage.
Half counterweight
29.2 T.
Full counterweight
43.2 T.
counterweight.
(24T in special condition)
counterweight
OUTRIGGER COMBINATION
Condition
Propping base
Free on rail
Half prop
Full prop
Page 53 of 239
Match Truck
Jib
Undercarriage
Superstructure.
Structural items are mostly to DIN standard of which Indian equivalent is IS 961 ST
55 HTW and SAILMA450HI. Welding is of Argo-shield type to radiographic quality.
a) MATCH TRUCK
Match truck is of bogie type with suspension consisting of two spring packs in each
bogie. Each pack consists of four pairs of helical springs and two stacks of disc springs
centrally arranged. Disc springs are available indigenously.
Match truck is mainly for carrying jib, Counterweights, Main and auxiliary Snatch block,
ropes and tackles. The location of weights tackles, lifting beams and Jib head is placed so as
to distribute the load evenly and keep the axle load within limits.
b) JIB
Jib is of articulated and cranked type so that the jib footpin is fully relieved of all stresses
arising from the crane passing over curved track with buffers in full compression and jib
resting on trestle of match truck. For articulated jib, it is important to ensure that the derrick
wire rope is sufficiently slack when the jib rests on the trestle to permit articulation. Jib main
body is of hollow type and of octagonal shape (two split octagonal halves welded along the
length). Boom stopper rest is provided on the top to prevent backward swing of jib from
maximum position (due to storm or otherwise). Jib is lifted by two gantry ropes one of which
is fitted with load sensing devices. Boom angle sensor is mounted on the fork end inner side.
Design also exists for telescopic jib, derricking by hydraulic cylinder and rail-cum-road
type in heavy-duty break down cranes.
ii) HOOKS
The main hoist of the crane is provided with a rams horn hook of 140 tonne capacity
supported on thrust ball bearing to allow free swivel even under loaded condition. An
auxiliary hook of shank type for a safe working load of 25 tonne capacity is also provided.
c)
CRANE UNDERCARRIAGE
i)
Crane undercarriage is pivoted on two bolsters which are mounted on three axle bogie
wheels provided with disc brake due to which wear of only the motion on rail goes to tread
Page 54 of 239
SLEWING RING
i)
Slewing ring is a large size roller bearing mounted horizontally and
connecting under carriage and superstructure ( while permitting rotations of
Superstructure and under carriage). This is specially designed to accommodate
oscillating moments. Slewing ring comprises of inner ring and outer ring. Inner ring is
having gear teeth which mesh with slewing gear pinion mounted on slewing motor.
The Inner ring is having 64 holes and Outer ring is having 64 holes. The outer ring is
fastened with Superstructure and Inner ring is fastened with undercarriage by long
studs. The Slweing ring permits rotation of the superstructure on under carriage and
accommodates tilting movement as well as axial and radial loads.
ii) The main advantage of the slewing ring assembly is that it is much more compact
and its hollow centre permits the installation of driving mechanism (slewing motor) and
the passage of various control connections through rotor. Further, the superstructure
and various mountings on it are very easily accessible from under-neath.
e) SLEWING MECHANISM
By provision of slewing pinion driven by a hydraulic axial piston motor, complete
slewing with speed of 360 degrees rotation per minute has been provided. Slewing
motor is supplied oil from a closed hydraulic circuit (pump Q3) which ensures extreme
sensitive and jolt free slewing of the crane. The lamina brakes engage automatically at
the end of the stewing motion and disengage automatically at the beginning of any
slewing motion.
f) ROTOR CONNECTION
The Rotor is mounted on the undercarriage in the centre of the slewing ring and it
connects hydraulic and air system of Superstructure and Undercarriage.
8.5 VARIOUS SYSTEMS OF CRANE WITH BRIEF DESCRIPTIONS.
a) AIR PRESSURE SYSTEM
I) Air pressure system in the crane carries out the following operations
Operations of the brake cylinder.
Page 55 of 239
Brake system
The Undercarriage is equipped with air brake system but can be integrated in
both vacuum braked or compressed Air braked train order. For this the corresponding
hose couplings must be connected and the brake valves switched over with side
mounted hand levers. Each bog i.e. has a total of 6 compressed Air brake cylinders,
whose double jaws at on the discs mounted on wheel centres.
c) Hauling In Train Order with compressed air brake
In this case, the crane has to be changed over to the vacuum controlled
compressed air brake system, which means that the brake and release impulses come
via the train order vacuum line; however the braking force itself is still generated with
compressed air. Two Axle mounted air compressors serve to charge the air tanks,
which are driven by belt from the axle.
Automatically operated multiple disc clutches ensure that the air compressor is
only driven in case of need. Thus, caution must be taken by prefilling it with main
power pack as the air compressor requires about three hundred metres hauling distance
to fill the air tank in case it is completely empty.
d) Self propelled crane travel
In uncoupled condition of the undercarriage, brake system is supplied air from the
compressor on the crane's main drive assembly. The air pressure is directed by
means of a rotor to the undercarriage air tanks. When the spring suspensions
blocking is engaged, the brake also closes. By operating the travel control lever,'the
brakes open and when the control lever is pulled back to neutral position the brakes
are automatically engaged again.
In addition, independent of the position of the control lever, braking can be initiated
by foot valve in the cab. Slow motions of the control lever and simultaneous braking
enables the crane to be braked very smoothly when travelling with load.
vi)
When air brake train hauls the crane, the air supply is made from the trains
main air pipeline.
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Parking brake
While leaving the crane on site or in yard ( in every case when the diesel engine
is not running), the parking brake must be applied. On track with more than 3%
gradient, additional wedges should be used to protect the crane from rolling. By
turning the parking brake hand wheel, the brake jaws will be closed by means of a
piston pump and additional hydraulic cylinders on each brake cylinder per axle. The
respective brake condition (open/ close) is signaled by side mounted indicator
devices.
f) MATCH WAGON BRAKE SYSTEM
Each match wagon bogie wheel is braked by means of a double jaw brake
with a Separate air pressure cylinder. One of the brake cylinder per axle is fitted
with a hydraulic cylinder which is pressurised by the hand brake and closes the
corresponding brake. Contrary to the crane Undercarriage, match wagon brake
system is only in operation in compressed air braked train order and by selfpropulsion in combination with the crane. When being hauled in vacuum braked
train order the compressed air brake will be shut off and the through vacuum brake
line connected. In this condition there are no brakes in the match truck.
g)
ROPE WINCHES
The crane is fitted with two single rope winches for main and auxiliary hoists as well as a
double rope winch for derricking the boom in and out. Each winch gear and rope drum
form a compact sub-assembly and comprises of internal planetary gear, built-in lamina
brake and flanged hydraulic motor.
h)
COUNTERWEIGHTS
Counterweights are mounted on the Superstructure as per requirement of load
condition. Sensing of 29.2T/43.2T or no counterweight is done by pressure switches
provided with the counter weight gallows hydraulic cylinder and it is transmitted to
the PAT and also indicated in the drivers cabin.
i)
TRACTION GEAR
In the inner wheel of the crane bogie, traction gear is mounted during travel
mode, traction pinion meshes with the gear operated by pneumatic cylinders.
This occurs if Axle blocking is operated. With Axle blocking, brake is applied
on the crane wheels. When the driver operates the control lever for travelling of the
crane, brake opens automatically.
j)
OUTRIGGERS
The outriggers comprise 4 swing-type telescopic beams, each fitted with a vertical
Page 57 of 239
In main hoist drive, auxiliary hoist drive, derricking drive, slewing drive and
salvage winch motors, lamina brake has been provided. The drive assembly consists
of hydraulic motor, gear box with built in lamina brake and rope drum. This
arrangement provides safety in case of damage to the circuit and prevents free fall of
the load/motions.
In case of main/auxiliary hoist and derricking drive, while lowering, pressurised
oil releases lamina brake. When the load is getting lifted up, the check valve provided
in the brake valve attached to the hydraulic circuit prevents falling of the load in case
the motor is not able to produce the required torque to lift the load. While lowering the
load lamina brake is released and the throttle provided in the brake valve permits
smooth lowering of the load.
While lifting or lowering when the motion is stopped above the ground, due to
drop in pressure lamina brake gets applied and holds the load at the same position.
This ensures safety in crane motion.
l) SAFETY DEVICES
In this crane, all the crane motions and related actuation are carried out hydraulically
and controlled from the Cab. Hydraulic pumps are driven by main diesel engine (224
KW at 1800 rpm). Hydraulic system is protected by means of check valves to take
care of pipe/hose fracture/leakage.
ii)
Main hydraulic circuit working pressure being 280 bar, the valves are not
directly
operated manually. The main valves and the circuits are actuated by another
hydraulic circuit called "Pilot circuit" which is at 30 bar. All joy sticks and levers which
are manually operated, in fact control through the pilot circuit only.
NOTE: - Though joy stick and lever operation does not take much effort, it
should not be operated with jerks. Due to rough handling, valves have got damaged in
some cranes.
III)
Three sensing devices, i.e. slewing angle, load cell and boom angle
sensors, respectively monitor the slewing angle, actual load on hook and boom angle.
The sensing is continuous. These work in conjunction with PAT system provide
computer monitored safety against unsafe operation based on excess load moment.
IV)
All the electrical safety solenoid valves are incorporated in, the 30 bar
pilot control circuit. While operating the crane, if the operator exceeds the safe
working parameters such as working radii or overload conditions are approached, the
safety components such as limit switches, load cell, angle sensor, etc. respond and
interrupt the power to solenoid valves. This results in connecting concerned pilot line
Page 58 of 239
Page 59 of 239
II)
III)
IV)
V)
R.P.M. Meter
VI)
II)
III)
Pre-selector switch.
II)
III)
IV)
V)
Page 60 of 239
2.
Before Starting the Engine the following oil and coolant levels should be checked once again:
Hydraulic oil level (can be checked by gauge in the operator's cab)
Oil level in the gear boxes.
Engine lubricating oil.
Radiator water level
All stop valves of Hydraulic oil lines should be in open position.
Start engeine and check the following :
Engine Lub. Oil pressure.
Battery charging current (Ammeter in the cab.) Pilot circuit pressure should be 30 bar.
Air pressure should be 6.5 bar plus.
Visual check of the oil line, air line water line leakages.
AXLE BLOCKING
The bogie spring suspension is provided purely for hauling operations. When crane
operation is required or self-propulsion in the crane is necessary, axle blocking is a must, i.e.
spring suspension is to be blocked. This means that the spring should make a solid block.
For this an Axle blocking control lever is fitted on the side of the undercarriage. Two
pressure gauges (0 to 600 bar) are also fitted near the control lever on the undercarriage. To
indicate axle blocking pressure which should be approximately 240 bar. When operating the
crane one person should be nominated to observe the axle blocking pressure gauges. Any fall
in the pressure caused due to leakage of oil of axle blocking cylinder should be made up by
repressurising the control lever. Sequence of operation for axle blocking is explained below.
Select oil transmission line pre-selector switch (in the operator's cab ) for undercarriage.
Operate Axle blocking lever (side mounted on the undrcarriage ) until all springs are
comjpressed against the stop. The pressure should be 240 barapprox. When Axle blocking is
done, the following operations take place simultaneously :
Travelling gear engages, ii) Brake apply, iii) All side mounted display devices indicate RED".
ERECTION OF BOOM
Pre-selector switch for oil line transmission to counterweight,
By operating the valve (on the left panel) counterweight gallows should be raised to
maximum position until the indicating lamp (in the cabin) is off.
Derrick 'IN' untill boom heels sit on the pin.
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Switch on boom bridging key, so that 5 meters limit switch is in circuit (by-passing
5.5m limit switch).
Switch on key switch which bridges safe load indicator. Now the crane should not be
slewed.
Pick up the counterweight from match wagon individually to form standard
counterweight condition as below.
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Switch 'OFF' safe load indicator switch key to bring the computer safety system into
the circuit. Check the correct mode of stability.
Interlock the Counterweight sections and boom out to 8 m radius. Then slew the super
structure to 180 degrees.
Set oil Transmission line selector switch at "Counterweight", lower Counterweight
gallows, mount the weights and raise the gallows to the limit position. (indication
lamp goes off).
Switch off boom key switch, so that 5.5 m limit switch is in circuit
CAUTION
-
while working free on rail, 360 degree slew. No counter weight on gallows, 5.2 Ton
counter weight should remain on the chassis.
Page 64 of 239
While working free on rail, 360 degrees slew, half counter weight on gallows, 5.2 T
on chassis, (24 T on gallows). Jib must be beyond Sm radius.
Note : While placing the counterweight on the chassis the boom is stationed at 5 meters
radius. Once the counterweight is loaded, the boom should be derricked out to 8 meters
radius. Afterderricking out to 8 metre radius only the slewing should be done. If the crane is
slewed within the 8 metre radius it will become unstable.
IMPORTANT: ALWAYS BOOM OUT TO MINIMUM 8 METRES RADIUS THEN SLEW
With full counterweight (43.2T) on gallows : During this operation, as indicated in the load
chart, the operator must not exceed the slewing angle beyond 13 degrees, i. e. all operations
are to be carried out within the 13 degrees range.
Page 66 of 239
The operator should use his own discretion as to when to use rapid motion. It should be
operated without load. The operator should utilize the rapid motion as far as possible as this
will reduce preparatory time.
RECOVERY WINCH
This crane is equipped with a recovery winch which enables a maximum line pull of 5099
kgf. The rope is guided by rollers from the winch rope drum to the crane Cab side, where it
emerges through a propeller roller. This propeller roller enables an off set pull up to 45
degrees. The maximum rope speed is 100 m/min. Limitswitches are provided at maximum
permitted winch 'OUT' and winch 'IN' of the rope.
Wherever necessary the operator should use the recovery winch for faster work.
AUXILIARY DRIVE ASSEMBLY
This crane has been provided with an auxiliary diesel engine. When the main Engine
fails the auxiliary engine can be used to lower the load and derigging of the crane to transport
condition. The auxiliary drive assembly consists of :
1)
2)
Diesel Engine, manufactured by SCHULE, Type TA2, output 10.5 KW at 1800 rpm.
Two hydraulic pumps 08 & 09 which generate the working and control pressures for
auxiliary operations.
The Diesel Engine is started by a crank, as the power of the Engine is very
low. While operating auxiliary diesel engine the working motions should be carried
out individually, i.e. no two motions simultaneously. The travelling gears are not to be
used in this condition.
During operation of the auxiliary engine, the battery is being discharged.
Hence, power should not to be wasted unnecessarily. If possible, lighting load on the
batteries should be avoided.
Page 67 of 239
12.
SAFETY CUT-OFFS
Limit switch at 5 m radius : This prevents the operator from over shooting while
derricking 'IN' during counterweight engaging and disengaging operations.
d)
A limit is provided for minimum number of turns left on the drum. This prevents the
operator from completely unwinding the rope drum. These limit switches are provided
on Main Hoist, Auxiliary Hoist, Derricking and winching Drums.
12.
1.
The operator, before starting work, should check the working radius limit
switches cut- off at 5.5 m radius, (minimum working radius) and 16 m radius (maximum
radius) and also Main Hoist and Auxiliary Hoist number of turns limit cut-offs.
13.
2 feet working hoist limitsv : VitchevofMMn-artdAux. Hoist bypassed and-6 feet main and
Aux. Hoist (for derigging purpose) limit switches effective.
PAT SAFE LOAD INDICATOR
WORKING PARAMETERS WITH RESPECT TO LOAD CHART
The PAT Safe Load Indicator is a microprocessor, incorporating the electronic
circuitry specially designed for crane operation. The PAT is pre-programmed in the factory in
accordance to the crane manufacturers specifications and lifting capacities.
The purpose of the S. L. I. (Safe Load Indicator) is to :
Page 69 of 239
The PAT S.L. I. Fitted to the Gottwald G. S. 140 ton crane has been programmed in
accordance to the load charts attached with this write-up.
These load charts give nine working combinations of the crane. Though the safe load
indicator cuts off power, whenever an overload condition occurs, the operator should not
depend solely on the SLI but must strictly follow the load chart as an added precaution.
MOCK DRILLS
With a view to test the readiness and quick turn out of Relief Trains, it is desirable to have
periodical drills once in every quarter, in case those relief trains are not turned out in that
quarter for any accident. The real intention of these mock drills is to test the practical
knowledge of all the staff that has to play a part in any accident in addition to turning out the
relief trains. Training i.e. drill regarding accidents shall be practical since practice leads to
perfection. It is necessary always to watch and measure the results of training and drills so
that the circumstances, at a given occurrence can be grasped and the prescribed plan of drills
followed, to find out the alertness of staff in case of emergency. These accident drills should
be conducted at all important stations under the supervision of the Safety Officers and Safety
Counsellors. In order to ensure that maximum benefit is derived from drills, this should be
properly planned before hand so that delays and mistakes, if any committed by staff, can be
noted and instructions given at the spot. While conducting the drills, it should be ensured that
only the concerned Railway Staff participate in such drills and that the Police, Civil
Authorities, the Public and the Press are not scared unnecessarily of such mock drills. The
real purpose of these drills is to make all the staff who have specific duties to perform in case
of an accident, to practice their parts regularly and test check the equipments, so that in a real
emergency they perform their duties without confusion. Not only the Accident Relief Train
staff, but the control staff, the Guards, the Station Masters and Supervisors such as
JE/SE/SEE (P.way), JE/SE/SSE (S&T) etc., as also the Officers are required to participate in
these drills and the specific duties of each should be clarified to all and they should practice
the same during the course of such drills.
The staff should be drilled in the following items:
o Calling out Accident Relief Trains.
o Whether correct information is given to the control particularly in respect of
the nature of assistance required.
o Action to be taken to stop any train or trains approaching the station
o Medical assistance available mustered in full strength and calling out St.John
Ambulance Brigades.
o Arrangements to the extent possible for protecting public belongings.
o Other assistance to provide succor.
o Staff conversant with the use of Portable telephone; and
o Information, if required, given to adjacent stations etc. Detailed reports on the
Drills conducted shall be sent to the Safety Branch of Head quarters office.
HOOTER CODES
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No.of hooters to be
sounded
2 long
3 long
3 long &
1 short
4 long
4 long &
1 short
The duration of the long hooter shall be 30 seconds and 5 seconds for the short, with 30
seconds interval between two successive calls. These calls shall be given at least three times.
Accident
For the purpose of railway working, accident is an occurrence in the course of working of
railway which does or may affect the safety of the railway, its engine, rolling stock,
permanent way and works, fixed installations, passengers or employee or which affect the
safety of others or which does or may cause delay to train or loss to the railway. For
statistical purposes accidents have been classified in categories from "A" to "R" excluding "I"
and "O".
Serious accident
Accident to a train carrying passengers which is attended
(i) With loss of life or
(ii) With grievous hurt to a passenger or passengers in the train, or
(iii) With serious damage to railway property of the value exceeding
Rs.25,00,000 and
(iv) Any other accident which in the opinion of the Chief Commissioner of Railway
Safety or Commissioner of Railway safety requires the holding of an inquiry by the
Commissioner of Railway Safety shall also be deemed to be a serious accident.
Note:
The following shall be excluded:
(a) Cases of trespassers run over and injured or killed through their own carelessness or of
passengers injured or killed through their own carelessness.
(b) Cases involving persons being Railway employees or holding valid passes/tickets or
otherwise who are killed or grievously injured while traveling outside the rolling stock of a
passenger train such as on foot board or roof or buffer but excluding the inside of vestibules
between coaches, or run over at a level crossing or elsewhere on the railway track by a train
and
(c) Level crossing accident where no passenger or Railway servant is killed or grievously
hurt, unless the Chief Commissioner of Railway Safety or Commissioner of Railway safety is
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Train accidents
Yard accidents
Indicative accidents
Equipment failures
Unusual incidents
Train accident
Train accident is an accident that involves a train. Train accidents are further divided as:
a)
Consequential train accidents, and
b)
Other train accidents
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Collision.
2.
Fire
3.
Level Crossing
4.
Derailment
5.
Miscellaneous
All these
categories
All these
categories
All these
categories
All these
categories
All these
category
Collisions
Means the impact of a train or trolley against another train or trolley or any vehicle or other
obstruction. It includes head-on collision, rear collision and side collision. It does not include
impact of wagons or loads due to rough shunting, unattended with casualties or only attended
with negligible damage and also the accidents at level crossings.
Fire in Trains
A fire in a train should be treated as train accident only when it results in death or physical
injury or loss (damage) of railway property to the value of Rs. 500 and above
Note: The other cases of fire in trains, which do not come within this category, should
be accounted separately as Other Accidents and should continue to be thoroughly
investigated in order to find out their causes and to take effective action to prevent
recurrence.
Accidents at Level Crossings
Means train running into road traffic, and / or road traffic running into trains at level
crossings. Level crossing means the intersection of the road with railway track at the same
level.
Derailments
Means off loading of wheel or wheels causing detention or damage to rolling stock /
permanent way.
Derailment during reversing or shunting operations etc., on an incoming, outgoing or any
other load, including a sectional carriage, etc., shall be deemed to be a train derailment only
when the train engine or a vehicle still forming a part of the train derails, irrespective of
whether the shunting was being done by the train engine or by a shunting engine. If however,
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(a) If, outside the station limits, the distance between the two trains or the train and
the obstruction, at the time the train or trains have finally come to a stop is 400 metres
or more.
(b) If, within the station limits, there is an intervening Stop signal at danger governing
the moving train and compliance by the moving train with the indication conveyed by
the Stop signal between the train and the obstruction
Breach of block rules
When a train enters a block section
(i) Without any authority to proceed; or
(ii) With an improper authority to proceed, or
(iii) Is received on a blocked line not constituting an averted collision, or
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Page 75 of 239
MG-S route
6
Or
12
Duration of interruption is defined as duration from the time of accident till starting of first
train on line clear from adjacent station for movement over the affected line in that section.
Classification of routes on South Central Railway is given in
Engine failure and time failure
(a) An engine is considered to have failed when it is unable to work its booked train from
start to destination. Reduction of the load for a part of the journey would also constitute an
engine failure, provided this is due to a mechanical defect on the engine or mismanagement
on the part of the engine crew.
Note: In the event of an engine failure, the Loco Pilot shall give written advice of it to the
Guard. The Guard will advise the Station Master who will issue the necessary All
concerned message.
(b) When an engine causes a net delay of one hour or more throughout the entire run owing to
some mechanical defect or mismanagement on the part of the engine crew, it would constitute
a time failure. Trains stalling due to engine trouble or mismanagement by the engine crew
necessitating working of the train in two portions would constitute a time failure provided the
net loss of time on the entire journey exceeds an hour.
Railway property
Means Locomotives, Rolling Stock, Permanent Way and Works, Signalling and interlocking
equipment, electric equipment and other property owned by the Railway.
Public Property
Means all such property as does not belong to the Railway namely Goods, Parcels, Luggage,
Live stock and Other materials tendered to and accepted by the Railway for carriage from a
fixed place of departure to a certain destination, excluding the luggage carried by passengers
on train.
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Page 78 of 239
1. Date and time of accident----2. Train No. and engine No.----3. System of working
4. Number of tracks
5. Gauge
6. Section.
7. Location (KM)
8. Load of train/trains.
9. Nature of accident
10. Weather
11. Division
12. District and State
13. Sectional Speed
14. Brief particulars
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IN CASES OF DEATH
a. Time and place of the body detected.
b. Position of the body in relation to the track.
c. Blood stains on ballast or engine, extent of the injuries and whether prima facie
inflicted by a train or otherwise.
d. Position of any clothing etc., found on or near the rails.
e. Name of the informant, his parentage and address.
2.
Signature
Name of Station Superintendent / Section In-charge
Date----------- Time----------2004 Statement to be submitted
Specimen Form Acc.2
Statement to be submitted, in duplicate, by DRM to GM(T) in cases of parting of trains, along
with special reports.
PARTED TRAIN No.at / between .
1. Time
2. Date
3. Station from which reported
4. Kilometreage of parting
5. Gradient and any change of gradient
6. Stations between or at which
7. No. and description of train
8. No. and class of engine
9. No. of vehicles on train
10. Total tonnage of vehicles
11. Tonnage behind breakage/s
12. If two engines, was the second engine in rear of train?
13. No. and class of second engine
14. Number and owning Railway of parted vehicles
Page 81 of 239
.
.
.
.
.
.
.
.
.
.
.
.
.
.
2005 Form to be filled in by Guard / Loco Pilot in the case of accident / unusual
occurrence
Specimen form ACC.3
Form to be filled in by Guard/Loco Pilot in the case of accident/unusual occurrence.
(a) Kilometerage at which the accident (sketch is attached) occurred..
(b) Name of nearest station to the spot.
(a) Date of accident..
(b) Time of accident -----------------------------------(a) Number and description of train
(b) Name of the Loco Pilot
(c) Engine number -------------------------(d) Speed of train------------------------------(e) State if accident occurred on straight road or curve, on level or on a grade.
(f) Weather conditions and visibility..
Nature and cause of accident --------------------------Persons injured, nature and extent of their injuries:
(a) Names and addresses
(b) Ticket numbers held
(c) Station from and to traveling
(d) Number and class of carriage in which traveling
(e) Caste
(f) Sex
(g) Approximate age
(h) Occcupation ----------------------------(i) The result of medical examination ----------------------------(j) How the injured was dealt with?---------------------(k) If a railway servant is injured on duty how long on duty at the time of accident, the
probable time to resume duty may be stated------------------------Individual number of vehicles damaged & extent of damage:(a) Position of vehicle or vehicles in relation to engine (b) How disabled vehicles were disposed off?-------Approximate cost of damages :(a) Permanent Way
Rs.--------(b) Locomotive
Rs.--------(c) Rolling stock
Rs.--------Page 82 of 239
Signature -------Designation-----
Page 84 of 239
Page 85 of 239
Page 87 of 239
OPERATION
SYSTEM
Single Pipe
Single Pipe
Twin Pipe
Twin Pipe
RATE
APPLICATION
Full Service
Emergency
Full Service
Emergency
OF RELEASING TIME TO
BE GIVEN
Not less than 90 Sec.
Not less than 180 Sec.
40 Sec.
90 Sec.
Train No.
Loco No.
Section /Km/Station
Time of Occurrence
BPC Particulars
Derailed wagons/Coaches
Loco, Numbers,With
Pro-particulars
G. Position from TE
H. Total Load
:
:
:
:
:
:
:
:
Page 89 of 239
Name of Driver
Name of Asst. Driver
Name of Guard
Damages to P.Way
:
:
:
:
Rolling stock
OHE
S&T
Commercial
:
3.JOINT OBSERVATIONS :
_____________________________________________________________________
_____________________________________________________________________
_____________________________________________________________________
_____________________________________________________________________
_____________________________________________________________________
4.PRIMA FACIE CAUSE:
_____________________________________________________________________
_____________________________________________________________________
_____________________________________________________________________
_____________________________________________________________________
_____________________________________________________________________
5.STAFF Responsible:
SLI//Diesel
SSE/P.WAY
SSE/C&W
TI/
Wagon Particulars
Date of Incident:
Train No.
BPC.No:
Brakepower % :
S.No
1
2
3
4
5
6
7
8
Issued at:
Date:
BPC Remarks:
Description
Name of TXR :
Measurements
Remarks
Wagon No.
Type
Mech Code
Tare in tonnes
Carrying capacity
Built Date
Return Date
POH
DATE
SHOP
ROH
DATE
SHOP
10
From lables
From actual
weight
11
Commodity Loaded
Page 90 of 239
Station
From
13
14
BUFFER HEIGHT
on level track.
15
To
Wheel and Axle face particulars (In case of Breakage of breakage of Wheel /axle)
1L
1R
2L
2R
3L
3R
4L
4R
Ultrasonic particulars
On the hub
1L
1R
2L
2R
3L
3R
4L
4R
Stamping particulars
on wheel disc
regarding
manufacturer/RA/RD
1L
1R
2L
2R
3L
3R
4L
4R
16
2.Distance between PM to PD :
3.Distance between PD to PR :
STATION
No.
0
3
4
5
6
7
8
9
10
11
12
13
14
15
Dist
In
Sleepers
0
1
2
3
4
5
6
7
8
9
10
11
12
13
Cross
Level
under
NO
under
load
LOAD
Gauge
Slack
/Tight
mts.
0
Marks
on
sleepers
Grindin
g or
Rubing
or Rail
top
marks on Rails
3mts
6mts
9mts
SCHEDULES :
2
Page 92 of 239
10
11
12
2
3
4
5
6
7
8.
9.
10
SOIL
Type - eg. Sandy, Loam clay,Moorum
Black cotton etc
2
SL.
No.
1
Type stone
moorum
Sand etc.
Depth below
sleeper bottom
in cm.
Stating
weather
cleaned or
choked
5
Type wooden
CST 9
Steel through etc.
10
BALLAST
Width of shoulder in cm
From outsiede of
Rail
Sleeper
L
R
L
R
6
SLEEPER
Condition- New / Second
hand/damaged/Unserviceable.etc
Density
Square not
11
12
13
RAILS
Page 93 of 239
Condition
of wear
14
15
RAIL JOINTS
General remarks about cracks
or fractures of fish plates fish
bolt and other components
19
Description of anti-sqabotage
measures like reversed jaws
welded rails, etc
20
NOTE
1. Left and right are with respect of direction train movement
2. The data in column 2 to 19 need not be collected when the defect is obviously and
indisputably on account of major obstruction on track.
3. Only broken track material which is not indisputably established to be broken after
the accident should be included in column 19 and should be preserved.
4. Column 20 need be filled in only when there is suspicion about sabotage being the
cause of derailment.
5. Sag extents 90 meters on either side of theoritical junction of the grade lines (column
21 to 22).
6. Entry in column 16 nd 17 must invariably be filled for wooden sleeper in case of
derailment on curves indicating further whether bearing plates were provided.
Track measurements
1. Point of mount should be marked as station no. 0. The stations ahead of site of
derailment be marked serially as +n and in rear as -n for measurement.
2. The cross level will be measured on the left rail only as determined from the direction
of movement.
3. Normally measurements will be take at stations three meters for a distance of 45
meters on either side of 0 station, and to be taken individual sleepers for a length of
9 meters in the rear of 0 station. They may be taken for a distance of 90 meters in
rear of where the cause of derailment is not obvious.
4.
The measurement of Versines should preferably done on 62 feet chord for
curves upto 10 degree sharpness and on chords of 31 feet on curves 10 degree and
sharper. The versines should be recorded in both cases at 15.5 feet intervals. The value
of versine should be recorded against the nearest adjacent cross level recording
station.
Permissible Standards for TWIST Track category
* Left low is indicated as( - ) and Right low as ( + )
Page 94 of 239
Twist in mm/meter
B.G
M.G
(3.6 M chord) (2.74 M chord)
TIGHT
3 mm
6 mm
SLACK
3 mm
15 mm
Nil
20 mm
60 KG/M
52 KG/M
90 KG/M
Curves
B.G
Straight
B.G
A&B
C&D
A&B
C&D
lateral Wear
8 mm
10 mm
6 mm
8 mm
Gap between stock Rail and Toune Rail: should not exceed 5 mm
VERSENE:
The gauge and cross levels should be checked at the following locations:
I) At stock joint
II) 150 mm (6) behind toe of switch
III) At mid switch for straight road and for turnout side
IV) At heel of switch for straight road and for turnout slide.
1.Clearence between stock & tongue rails at heel of switch
1 in 16 or 1 in 12
1 in 8
B.G ----- 133 mm (5 )
136 mm (5 3/8)
M.G ---- 117 mm (4 5/8)
120 mm ( 4 )
2.Throw of Switch
Recommended
B.G ----115 mm
M.G ---100 mm
Minimum
95 mm
89 mm
Page 95 of 239
Min 44mm
Min 51mm
Min 44
B I O D ATA
Name:
Designation:
PF.No:
S/O:
T.No:
Scale:
HQ:
Pay:
Division:
Qualification
Technical :
Acadamical:
Date of Birth:
Date of Appointment:
Date of Entry in to present grade:
Psycho test attended date :
Technical refresher course attended:
G&SR refresher course attended:
Automatic signal refresher attended:
PME attended:
Gradiation:
Nominated Loco inspector:
Address and contact phone number:
CARRIAGE & WAGON
Sl.No. Vehicle
Type
No.
Traffic
Mech.
1
Pay load
in Tonnes
From
From
Actual
Weigh.
lables
11
12
Commod
ity
loaded
13
Due:
Due:
Due:
Due:
Tares
in
Tonnes
Carrying
capacity
in
Tonnes
Building
Date
Return
date
..
From To
Rigid
wheel
Base in
mm
Weather
braked
or pipe
Position
from
Engine
16
17
18
4
Station
14
15
Page 96 of 239
POH/ROH
Particulars
..
Date
Station
9
10
Wheel & Axle
Thickness
Wheel gauge dia.
Of flange
In mm
in mm
19
20
21
Any
indication
of bent
axle
Observation
after
measuring
the profile
with tyre
defect gauge
Any marks
of
obstruction
on tyres
Brass
thickness
in mm
Condition
of box and
brass
Condition
of sole
plate
Condition
of journal
Clearance
between
brass and
collar of
journal in
mm
22
23
24
25
26
27
28
29
Remarks
on
condition
of spring
plates and
buckles
37
31
32
33
Remarks
regarding free
movement of
bolster and pivot
and their
condition
45
Buffer
Type
height to be
taken after
uncoupling
& rerailing in
mm
41
42
BOGIE
Bolster spring Details of broken
camber under
parts giving
load in mm
locations
w.r.t.point of
mount and
derailment
46
47
Bogie
Rigid
Vertical
wheel clearance at
base side bearers
in
in mm
mm
43
44
Wheather load
is placed on
more than one
wagon
48
49
NOTE:
1. Details regarding all derailed vehicle should be given except.
a. Where vehicle have derailed due to locomotive derailment.
b. The first derailed vehicle is obvious from examination of marks on tyres,
where details for first Derailed vehicle need only be given.
c. When obvious and indisputable cause is sabotage or an obstruction on track.
2. Front and rear and left (L) and right (R) are with respect to the direction of the
movement.
Page 97 of 239
Wheel gauge
On the
same
wagon
13mm
Standard
6mm
Maximum
Minimum
0.5mm
6mm
6mm
0.5mm
**
25mm
1600
mm
1602
mm
1599
mm
25 mm
20 mm
18 mm
12 mm
FIRST AID
Page 98 of 239
To preserve life.
to prevent the condition from worsening.
to promote recovery.
Rules of First-aid:
The best advice to the first aider is Make Haste slowly.
1. Reach the accident spot quickly.
2. Be calm, methodical and quick.
3. Look for breathing, bleeding and shock.
Start artificial breathing, stop bleeding and then treat the shock and avoid handling of the
casualty unnecessarily.
4. Reassure the casualty.
5. Arrange for dispatch to the care of the Doctor or to the Hospital.
6. Do not attempt too much. You are only a First Aider. Give minimum assistance so that
the condition does not become worse and life can be saved.
The three emergency situations where a casualty is especially at risk because of interference
with vital needs are:
Skilled first aiders can save lives by maintaining a casualty's vital needs:
a.
b.
c.
An open airway.
Breathing
Circulation.
a.
b.
This should go on along with artificial respiration. Therefore, ask the First Aider
giving mouth-to-mouth breathing to sit to the right of the casualty and place yourself
on the left side.
Feel and mark the lower part of the sternum.
Place the heel of your hand on the marked part (make sure that the palm and
fingers are not in contact with the chest).
Place the heel of the other hand over it.
With your right arm, press the sternum backwards towards the spine ( it can be
pressed back in adults).
Notes
1.
2.
3.
4.
5.
When dealing with hemorrhage of any kind, either external or internal, remember the
golden rule to avoid stimulants. Stimulants strengthen the action of the heart and more blood
is pumped out, thereby bleeding is encouraged and the object of the First Aid is lost.
(d)
Bleeding may vary in intensity from severe to slight. Severe hemorrhage comes from
a torn artery or torn vein or both combined. Many large arteries and veins lie close together
and are frequently injured together.
Blood from an artery in the systemic circulation is bright red. If the injured artery is
near the skin, the blood spurts out in jets corresponding to the pulsation of the heart.
2)
When foreign body, which cannot be easily removed or a projecting broken bone, is
present in a wound(a)When gauze or lint dressing is being used, cover the wound with the dressing and
build up the pads around the wound to a sufficient height to allow for pressure to be applied
by the bandage referred to in sub clause 3(1) without pressing on the foreign body or
projecting bone.
(b)When sterile dressing and pads are being used, build them up in cone fashion
around the wound to sufficient height to cover the wound and to allow for pressure to be
applied by the diagonal bandage referred to in sub clause 3(1) without pressing on the foreign
body or projecting bone.
3)
In the case of wound involving fracture of the dome of the skull, a ring pad must be
used.
a) Bandage the pads firmly in position. When a foreign body or projecting broken bone is
present in a wound it may be advantageous to apply the bandage diagonally to prevent
pressure on the foreign body or projecting broken bone. The bandage should not be applied
more tightly then is sufficient to stop the bleeding. If blood still soaks through, apply further
pads on top with a fresh bandage, but do not remove the original bandage and pads.
Page 103 of 239
Immobilize the injured part. When the wound is near a joint, immobilize the joint.
f)
When bleeding has stopped, keep the patient warm; give him plenty of fluids
especially warm tea sweetened with sugar.
4)
In the limb fractures, to maintain some extension and give the maximum amount of
immobilization, the choice is the well padded splint or splints and when available, they
should be used.
If a leg is fractured, steady the limb by holding the ankle and place it in its natural
position along with its hollow and do not let go until the splints have been fixed. Apply
splints on the outer and inner sides of the leg reaching from above the knee to beyond the
foot. If only one splint is available, place it on the outer side, secure splints by bandages
(a) above
(b) below the fracture
(c) immediately above the knee,
(d) round the ankles and feet and
(e) a broad bandage round both the knees.
If the fracture is a compound one, remember always that you have to attend to bleeding and
the wound first, and then to the setting of the fractures as the bone ends will carry infective
material into the depths of the wound. Only mere splinting to keep the injured part immobile
shall be made. Before splinting, ensure that the tourniquet is put in position and tightened up
sufficiently to stop bleeding. In case where there is no bleeding, put tourniquet in position
but do not tighten it and then attend the fracture with splints. By doing this you will be able
to tighten the tourniquet if bleeding takes place at any later time. In setting all fractures, the
object of the First Aider should be to see that the joints above and below the fractures, are
immobilized by proper fittings, splints and bandages.
5)
a)
(b)
the first with its upper border level with the top of the shoulder.
the second with its lower border level with the tip of the elbow.
tie both bandages at opposite side of the body.
replace the coat and button if it is possible.
When the elbow cannot be bent without difficulty or increasing pain:o Place the limb by the side, palm to thigh, with adequate intervening padding.
o Secure the limb to the trunk and lower limb by three broad bandages tied.
o One round the arm and trunk, one round the elbow and trunk and one round the wrist
and thighs.
o Transport the patient in recumbent position.
(c)
Adapt rules (b) (1) & (2) and transport the patient in recumbent position.
6. Shock
(a)
Shock is the sudden depression of the nervous system mostly due to pain or
hemorrhage or both combined. In case of shock, there may be partial or complete
insensibility.
(b)
Do not try to make the patient with shock sit up nor use stimulants like alcohol
indiscriminately. By making the patient sit up what little blood he has in the brain is allowed
to gravitate down and the shock is aggravated. Alcohol, by stimulating the heart, increases
bleeding and thereby does harm in cases of shock due to hemorrhage.
When a man is unconscious, the food tube and the wind pipes are open and any liquid
that is poured down the throat, instead of going into the stomach, may find its way into the
lungs and so the patient may die of asphyxia due to blocking of the air passage. Do not
therefore give any thing by the mouth if a patient is unconscious.
(d)
To sum up the treatment of shock:
(1)
Rest the patient with the head lower than the body and limbs. This position ensures
blood supply to the brain and prevents any fluid collections in the mouth and throat from
getting into the air passage.
(2)
Keep the patient warm as his body is cold and clammy, which aggravates the shock.
(3)
Give the patient stimulants, if there is no bleeding and if he is conscious. This
stimulates the depressed system.
Page 105 of 239
The first-aider should remember that most burns and scalds to all intents and purposes are
sterile for a short period and every effort should be made to keep them so until medical aid is
available. Prepared sterile dressings should always be used and great care shall be taken in
their handling and application.
General rules for treatment of burns and scalds(a)
(1)
(2)
(3)
(4)
(5)
(6)
(7)
(b)
(1)
(2)
(3)
(4)
(5)
(6)
(7)
(8)
8. Unconsciousness
a) In cases of asphyxia, perform artificial respiration immediately
Establishment
Discipline and Appeal Rules, 1968
Came into force from 01.10.1968
Appointing Authority: The highest of the authorities appointed the Railway servant to the
highest post held by him during the entire service.
Disciplinary Authority: The Controlling Authority of the Railway servant which is also
empowered to impose upon him a penalty in the context of penalties shown in the Rule 6 of
RS(D&A) Rules, 1968.
Appellate Authority: The authority to which the Disciplinary Authority is immediate
subordinate.
Revising Authority: The authority to which the Appellate Authority is immediate
subordinate.
Reviewing Authority: Only the President of India.
Suspension
It is not a penalty.
Its purpose is to keep the Railway servant away from his work place.
A Railway servant may be placed under suspensiona) Where a disciplinary proceeding of a major penalty is contemplated against him.
b) Where the Competent Authority opines that the Railway servant has engaged himself
in activities, which are interest of the security of the state.
c) Where a case of criminal offence against him is under investigation.
A Railway servant may be placed under deemed suspensiona) With effect from the date of his detention in custody for a period
hours.
exceeding 48
b) With effect from his conviction with imprisonment for a period exceeding 48 hours.
c) Where a penalty of Dismissal/Removal/Compulsory Retirement is set aside due to
procedural lapses found in his DAR case.
Subsistence Allowance
It is equal to Half Average Pay Leave.
The Competent Authority does review of the subsistence allowance every three months.
The amount of subsistence allowance can be reduced or enhance by 25% but it should not
less than HAPL.
Penalties (Minor)
i)
Censure
Page 108 of 239
iii)
Penalties (Major)
v) Reduction by one stage in the same time scale of pay
exceeding 03 years, with cumulative effect, and adversely affecting his pension.
vi) Reduction to lower time scale of pay/grade/service with postponement of
future increments and loss of seniority or both.
vii) Compulsory Retirement
viii) Removal from Railway service
ix) Dismissal from Railway service.
Procedure for imposing a Minor Penalty
a) Issuing of a minor penalty charge memorandum (SF-11)
b) Obtaining his acknowledgement as token of receipt.
c) On the receipt of his representation, passing Reasoned Speaking Orders
d) Communicating the above to him under own signature of the Disciplinary Authority.
Procedure for imposing a Major Penalty
a) Issuing of a major penalty charge memorandum (SF-5)
b) Obtaining his acknowledgement as token of receipt.
c) If representation of the employee is not satisfactory, appointing Enquiry
issuing a SF-7.
Officer by
d) On the receipt of a copy of Enquiry Report, sending its copy to the employee to make
a representation.
e) On receipt of the representation, passing Reasoned Speaking Orders
f) Communicating the above to him under own signature of the Disciplinary Authority.
Appeal
After being imposed with a penalty the employee can prefer an appeal under Rules 18 and 19
of RS (D&A) Rules, 1968 to the Appellate Authority.
Page 109 of 239
(a) Guards
(b) Assistant
Guards
(b) Shunters
(c) Firemen, including Instructing Firemen, Electric Assistant on Electric Locos
and Diesel Assistant/Drivers. Assistants on Diesel Locos.
(v) "Running Allowance" means an allowance ordinarily granted to running staff in terms of
and at the rates specified in these rules, and/or modified by the Central Government in the
Ministry of Railways (Railway Board), for the performance of duties directly connected with
charge of moving trains and includes a "Kilometrage Allowance" and "Allowance in lieu of
kilometrage" but excludes special compensatory allowances.
(vi) "Terminal" means station/yard from which trains start after formation or the station/yard at
which they terminate and does not include Roadside stations.
(vii) "Shunting (Section or pick-up) train" means a scheduled goods train regularly run for
picking up and detaching wagons, either loaded or empty, at roadside stations.
(viii) (a) "Emergency shunting" includes attaching/detaching of all wagons which have
developed hot axles or wagons which are not fit to run.
(b) "Occasional shunting" includes all attaching/detaching of inspection carriages.
(ix) "Through Goods Trains" means a train which is scheduled to run from one terminal to
another (including those stabled enroute and stabled trains which are picked and cleared) and
which ordinarily has shunting planned at only one station/point with one emergency or
occasional shunting, with provision for shunting at one or more station/point in exceptional
circumstances. It includes light engines run on traffic account.
(x) "Tranship (van) train" means a scheduled goods train regularly run for picking up and
delivering consignments of smalls at stations. SQT/ASQT services which were hitherto
covered under this category shall be discontinued with effect from 1-8-1981.
(xi) "Shunting/Van Goods /Works train" means a goods train which is run to perform scheduled
sectional work and which is required to do shunting at more than one station/point and which
may also be required to do emergency/occasional shunting.
(xii) "Ballast, Material and Crane, Specials" means trains working on departmental account for
the carriage of ballast or material or for the haulage of cranes,
(xiii) "Breakdown and Medical Relief train" means train working on departmental account on
breakdown duties or for Providing medical relief on account of accidents etc.
(xiv) "Light engines on mechanical account" means light engines proceeding for repairs to
shops/sheds after repairs in shops to sheds and after temporary repairs to shops when they are
unfit to work a train.
(xv) "Departmental train" means a train working on departmental account and includes ballast
trains, Breakdown relief trains, material trains and light engines on mechanical account. It also
includes the following services :
(a) unloading coal or pump boiler at the pump houses while working light engine or train;
(b) light engine ordered with engineering representatives to certify the track;
(c) light engine ordered with water tender from one station to another.
The following services are to be treated as ordinary services :
(a) Inspection specials or specials with Railways Officials in cases of emergency e.g. GM's
Inspection specials, Divisional Inspection Specials;
(b) "Damaged rake specials and trial rake specials".
(xvi) (a) "Stationary posts" refers to all posts excluding those specified under item (iv).
(b) "Stationary duties" refers to duties performed other than running duties specified under item
(iii).
(xvii) "Regulations" means the Hours of Employment Regulations in so far as they apply to
running staff.
(xviii) "Signing on" and "Signing off" shall have the same meaning as in Hours of Employment
Regulations.
903. Pay element in running allowance:- 30% of the basic pay of the running staff will be
treated to be in the nature of pay representing the pay element in the Running Allowance. This
pay element would fall under clause (iii) of Rule 1303-FR-9 21 (a) i.e. "emoluments which are
specially classed as pay by the President".
904. Dearness Allowance on the pay element of Running Allowance:-The running staff
shall be paid Dearness Allowance, at the appropriate rates sanctioned by the Government from
time to time, on their basic pay plus the pay element of Running Allowance i.e. 30% of the
basic pay.
905. Types of Allowances admissible to Running Staff :-Running staff shall be entitled to
the following allowances subject to the conditions specified by or under these rules :
(i) Kilometrage Allowance for the performance of running duties, in terms of and at the rates
specified in these rules.
(ii) An allowance in lieu of kilometrage (ALK) for the performance of stationary duties such as
journeys on transfer, joining time, for attending enquiries or law courts on Railway business,
attending departmental inquiries as Defense Counsel or witness, Ambulance classes, volunteer
duty in connection with Territorial or other similar Fund and Staff Loans Fund Committees,
meeting of Railway Institutes, Welfare and Debt Committees, Staff Benefit Fund and Staff
Loan Fund Committees, Staff and Welfare Committees, for attending the meetings of Railway
Co-operative Societies in cases where special casual leave is granted for doing so, medical and
departmental examinations, participating in recognized athletic contests and tournaments,
scouting activities and Lok Sahayak Sena Camp, representing recognized labor organizations,
attending periodical meetings with District Officers, Heads of Departments and General
Managers, attending First-aid classes, undergoing training in carriage sheds and as worker
teacher under the Workers' Education Scheme attending training schools for refresher and
promotion courses, undergoing sterilisation operation under Family Planning Scheme
appearing in Hindi Examination Guards booked on escort duty of treasure and other insured
parcels on trains, Drivers and Firemen when kept spare for a day or two to enable them to
examine and clean the engines thoroughly before being deputed to work special trains for VIPs,
or any other duties which may be declared in emergencies as qualifying for an allowance in
lieu of kilometrage.
(iii) Special Compensatory Allowances
The running staff are eligible for the following compensatory allowances under the
circumstances and at the rates specified in these rules :
(a) Allowance in lieu of Running Room facilities.
(b) Breach of rest allowance.
(c) Outstation (Detention) Allowance.
(d) Outstation (Relieving) Allowance.
(e) Accident Allowance.
(iv) An officiating Allowance when undertaking duties in higher grades of posts open to
running staff or in stationary appointments.
906. Kilometrage Allowance
Page 117 of 239
(i) The rates of Running Allowance for every 100 kms. shall be as specified by the competent
authority from time to time.
(ii) The dual rate system of payment of kilometrage Allowance (III A and III B rates) as in
vogue prior to 1-8-1981 shall be abolished w.e.f. 1-8-1981. Accordingly, with the
commencement of these rules, no distinction shall exist among the running staff working
different types of trains, in the matter of payment of Kilometrage Allowance. The rates of
Kilometrage Allowance for the performance of running duties shall, however, be different from
those applicable for shunting duties performed by shunting staff. The rates of Kilometrage
Allowance introduced w.e.f. 1-11-1986 on account of the revision of scales of pay and increase
in the rates of TA/DA shall be as under :
S.
Category of Running staff
New scales of pay (in Rs.)
Revised rates of running
NO.
Allowance per 100 km. *
introduce w.e.f. 1-11-1986 (in
Rs.)
1
Mail Driver
16402900
28.25
Passenger Driver
16002660
28.20
Goods Driver
13502200
28.15
First
Fireman/Diesel 9501500
Astt/Electric Asstt.
19.30
12.75 (Shunting duties)
Second Fireman
8251200
16.40
9.90 (Shunting duties)
Shunter
12002040
20.65
Mail Guard
14002600
23.10
Passenger Guard
13502200
23.05
Goods Guard .
12002040
23.00
10
Assistant Guard/Brakesmen 9501400
13.75
*No. PC IV/86/Imp/24 dated 24-4-1987.
employed for shunting duties on shunting engines, the rates prescribed above shall be applied
after equating each hour's work (from 'signing on' to 'signing off') to 15 kms.
2. Kilometrage shall be calculated according to the distance shown in the Working Time Tables
in vogue in the Railways from time to time on the basis of the actual or computed kilometrage
performed.
3. Except as otherwise specified by or under these rules, the rates shown above are inclusive
of all duties performed from time to time of 'signing on' to the time of 'signing off', including
engine or train attendance, all incidental detentions and all other items of work related to or
incidental to running duties.
907. Allowance in lieu of Kilometrage (ALK)
When running staff are engaged in or employed on non-running duties as specified in Rule 3
(ii) above, they shall be entitled to the payment of an allowance in lieu of Kilometrage as
indicated below for every calendar day for such non-running duties as may be required to be
performed by them :
(a) When such non-running duties are performed by the running staff at their headquarters,
they shall be paid the pay element of the Running Allowance, namely, 30% of the basic pay
applicable for the day.
(b) When such non-running duties are performed by the running staff at outstations, they shall
be paid ALK at the following rates :
S. No.
Mail Driver
16402900
45.20
Passenger Driver
16002660
45.10
Goods Guard
13502200
45.05
First
Fireman/Diesel 9501500
Astt/Electric Asstt.
30.90
Second Fireman
8251200
26.25
Shunter
12002040
33.05
Mail Guard
14002600
36.95
Passenger Guard
13502200
36.90
Goods Guard .
12002040
36.80
10
Assistant Guard/Brakesmen
9501400
22.00
*No. PC IV/86/Imp./24 dated 24-4-1987.
Provided that, if during the same calendar day, a member of the running staff is engaged in
running as well as non-running duties and if the non-running duties are of four hours' duration
or more, he will draw both the kilometrage Allowance for the trip performed as well as the
Allowance in lieu of Kilometrage, in full, for the non-running duty performed.
Note : 1. Allowance in lieu of kilometrage shall also be admissible for the intervening
Sundays/holidays while undergoing training for promotion/refresher course at outstations.
2. When running staff attend training schools for refresher and promotion courses and Lok
Sahayak Sena Camp at a place outside their headquarter and where free messing is provided,
they shall be entitled to payment of ALK at half the normal rates specified at Rule 907 (b)
above.
3. Guards undergoing training as Section Controllers and Drivers undergoing training as
Power Controllers in Zonal Schools or in Control Offices, before promotion as such and
provided they are not accommodated against non-running posts during the period of training
are entitled to ALK at half rate or full rate depending on whether free messing is or is not
provided to them.
908. Allowances in lien of Running Room facilities
(i) At outstations where running rooms are not provided, running staff may be paid a
compensatory allowance known as "Allowance in lieu of running room facilities" at the rates
specified for every 24 hours or part thereof reckoned from the time of "signing off" at the
outstation subject to the period of rest exceeding four hours between train arrival and train
departure timings :
(Rs.)
(Rs.)
Drivers
5.50
7.00
Guards
5.50
7.00
Shunter
4.00
5.00
3.50
4.50
(b) When a member of the running staff, after performing a short trip, is again called on fresh
duty within one hour, the interval should be treated as running duty for purposes of
determining whether he is entitled to Breach of Rest Allowance in case he is called back to duty
before completing 12 hours' rest.
(c) Duty on ballast, departmental trains etc. is to be treated as running duty in accordance with
the definition given in Rule 3 (iii).
910. Outstation (Detention)
(i) When running staff are detained at outstations for more than 16 hours from the time they
sign off duty, they shall be credited with 70 km. for every 24 hours or part thereof after the
expiry of 16 hours from the time of "signing off."
(ii) At an outstation where running rooms are not provided, running staff shall be entitled, in
addition, to Allowance in lieu of Running Room facilities at the rates specified in Rule 9(i).
911. Outstation (Relieving) Allowance
(i) This allowance shall be payable to running staff deputed to work temporarily stations
outside their headquarters either on running or stationary duties. Payments will be made as the
rates specified in Rule 11 for Outstation (detention Allowance for each day reckoned from the
date of arrival at the outstation.
(ii) The allowance shall be regulated in the following manner :
(a) when the running staff are sent to an outstation to officiate in higher posts, allowance shall
be paid for a period of 14 days only.
(b) when running staff are sent to an outstation in the same capacity, the allowance shall be
paid for a maximum period of 2 months.
(c) the period of journey to and from the relieving station shall be treated as duty, either Spare
or running, and the allowance paid accordingly.
912. Accident Allowance
Running staff who are held up at any station other than their headquarters due to an accident for
a period exceeding 8 hours, shall be paid an Accident Allowance at the rate specified in Rule
911 for Outstation (detention) Allowance for every 24 hours or part thereof reckoned from the
time of commencement of detention. If the period of detention does not exceed 8 hours, no
payment will be made but the hours for which the staff are detained shall be counted towards
hours of duty.
913. Officiating Allowance
(i) The officiating allowance in respect of running staff officiating in running post shall be
regulated as under:
(a) When running staff are put to officiate in a "running post" for 30 days or less, they shall be
entitled to pay as admissible in the lower grade plus Running Allowance at the rates and on the
condition applicable to the higher grade in which they officiate enhanced by 15% (except in the
case of Second Firemen put to officiate as First Firemen and Engine Cleaners put to officiate as
Second Firemen for whom the enhancement will be by 30% of the kilometrage actually
performed for every such higher grade.
(b) When running staff are put to officiate in a "running post" for more than 30 days, their pay
in the higher post shall be fixed under the normal rules.
(ii) (a) When running staff are put to officiate in a stationary post for more than 30 days, their
pay will be fixed on the basis of their pay in the lower post plus 30% thereof representing the
pay element of the Running Allowance.
(b) The fixation of pay of running staff put to officiate in a stationary post for a period of 30
days or less, shall continue to be regulated in terms of para 911 (ii) (a) of Indian Rail way.
Establishment Manual.
Page 121 of 239
(iii) In cases where the officiating arrangement is initially approved for periods exceeding 30
days the normal rules of fixation of pay will apply; where the period is initially for 30 days, the
enhanced kilometrage allowance drawn upto 30 days should be allowed to stand but payments
for periods beyond 30 days should be in accordance with the rules for normal-fixation of pay
on promotion.
914. Minimum Guaranteed Kilometrage Allowance
(i) The existing system of payment, as a rule, of a minimum guaranteed kilometrage in all cases
where the kilometrage earned in a day falls short of a prescribed level, shall be discontinued
with effect from 1-8-1981.
(ii) However, each Railway shall identify such sections and circumstances which do not have
the potential for enabling the running staff to earn adequate kilometrage within the stipulated
duty hours. For these identified sections and circumstances, the running staff shall be paid at the
rate of 120 kms. for the full stipulated duty hours.
Note : The concept of rostered day shall be abolished w.e.f. 1-8-1981.
915. Incentive scheme for through Goods Trains
(i) An incentive scheme for through goods-trains working on sections and in circumstances
other than those identified as per Rule 15 above shall be introduced w.e.f. 1-8-1981 and
regulated as under:
(a) Steam traction:
Total Kilometrage Actually performed by the Kilometrage to be paid for
running staff
0 to 60
61 to 100
101 to 150
126 to 175
176 to 200
(ii) In the case of Ballast and Material Trains, Crane Specials and light engines on mechanical
account, the computation of kilometrage shall be at the rate of 20 kms. per hour subject to a
maximum of 200 kms. for prescribed hours of duty, the period being reckoned from "signing
on" to "signing off".
(iii) In the case of Bretckdown specials and Medical Relief Trains the computation of
kilometrage shall be at the rate of 25 kms. per hour from "signing on" to "signing off".
Note : The inflation of kilometrage of slow moving trains in the above manner would not be
applicable to ghat sections, for which a separate method of computation of kilometrage is
provided for under these Rules.
917. Computation of Kilometrage for Passenger Services
In the case of running staff working Passenger Trains, the kilometrage shall be computed on
the following basis:Hours of Duty from Signing on to Kelometrage to be paid for
Signing off
(a) Upto 4 hours
Actual kilometrage subject to a minimum of 120 km.
(b) 4 hours and above but less than 5 Actual kilometrage subject to a minimum of 130 km.
hours.
(c) 5 hours and above
Actual kilometrage subject to a minimum of 150 km.
918. All SGT/ASGT services shall be discontinued w.e.f. 1-8-1981. However, Guards who
were working SGT/ASQT services and were confirmed in their respective posts at the time of
discontinuance of these services shall be granted protection of pay in the grade in which they
were confirmed.
919. Running Staff Working Pilots
(i) In the case of running staff manning the Coal Pilots of Eastern and S.E. Railways, the target
time for completion of trips shall be fixed on the following basis :
(a) From bahar line to bahar line and in those cases where the crew is taking over charge at
outstations, it shall be fixed from the time of taking over charge of the engine to the time of
handing over charge of the engine.
(b) In the case of engines, the target time shall be reckoned from train departure to train
arrival.
(ii) The Trip Allowance to the running staff working the Coal Pilots shall be paid at the rate of
160 kms. for eight hours.
(iii) In addition to the Trip Allowance, the running staff working the Coal Pilots shall be paid at
bonus equivalent of 50 kms., if they perform the complete trips within the stipulated target
time.
(iv) The Coal Pilot guards of Eastern and S.E. Railways who perform commercial duties also,
shall be paid commercial Duty Allowance of Rs. 50/- p.m. further revised to Rs. 100/- p.m.
w.e.f. 1-1-1987. In the case of Guards who are engaged in this job Allow the part of the month,
the Commercial Duty Allowance shall, w.e.f. 1-5-1982, be granted at the rate of Rs. 1.70 for
each day on which commercial duties are performed, subject to a maximum of Rs. 50/- p.m.
with effect from 1-1-1987, this daily rate has been revised to Rs. 3.30, subject to a maximum of
Rs. 100/- p.m.
(v) The provisions contained in sub-paras (i), (ii) and (iii) above shall be extended to the
running staff working all Pilots and also to the loco and traffic running staff working in "Delhi
Area" w.e.f. 1-8-1981.
Note : In the case of jugglers which are utilized for picking up loads from adjoining
yards/stations, the running staff who are booked for them for 8 to 10 hours, shall be paid at the
rate of 120 kms. for the stipulated duty hours in terms of Rule 15 (ii).
920. Shunting Duty Allowance :
(i) Running staff working through Goods Trains and Shunting Van Goods Trains shall be paid
shunting duty allowance to the extent and at the rates indicated below :
(a) For through Goods TrainsFor shunting from 3rd station/point in one trip.
(b)
For Shunting/Van. Goods trainsFor shunting from the 4th station/point in one
continuous spell of duty.
The rates of the allowance for shunting at each station/point are as follows :
Drivers
Rs.2.00
Guards
Rs.1.50
Firemen/Diesel Asstt./Asstt. Electrical Driver
Rs.1.25
(ii) When the main line crew is utilised for shunting duty at the terminals, which is preceded by
or followed by train working, such shunting duty shall be paid for at the rate of 15 kms. per
hour.
921. Waiting Duty Allowance
Waiting duty allowance at the rate of 15 kms. per hour upto 10 hours shall be paid to the
running staff in the following cases :
(a) Waiting/Stand-by duty as per roster.
(b) Station duty including detentions on account of cancellation of the trains or
cancellation of booking of the staff after they have reported for duty.
(c) Running staff kept back in administrative interest, such as booking for President's Special,
Relief Trains etc.
(d) Waiting in steam in the case of President's Special.
922. Ghat Sections
(i) The following criteria shall be adopted for declaring a section as Ghat Section for the
purpose of payment of running allowance on the basis of computation as indicated in sub-para
(ii) below :
(a) The ruling/gradient of a section shall be the determining factor.
(b) Sections with a ruling/gradient of 1:40 or steeper shall be classified as Class I Ghat Section
and those with a ruling gradient of 1:80 or steeper but less steep than 1:40 shall be classified as
Class II Ghat Sections.
(c) The distance between two adjacent block sections shall be treated as a section for this
purpose.
(d) The total length of the stretches in such a section having the gradients specified in sub-para
(b) should have at least one third of the length of the section concerned.
(ii) Computation of kilometrage for the purpose of payment of Running Allowance to the
running staff working trains on a Ghat Section shall be made on the following basis :
(a) In the case of running staff working trains on all Ghat Sections where the banker is
actually employed in assisting the train, the computation of kilometrage shall be five times the
actual distance travelled.
(b) In all other cases (including those where the banking engine is run as a light engine or
assistance is not required), the computation shall be five times the actual distance travelled in
the case of Class I ghat section and three times the actual distance in the case of Class II ghat
section.
Page 124 of 239
(v) For the purpose of deduction of Income-Tax, 30% of the actual Running Allowance earned
by the running staff shall be reckoned as pay and the balance 70% of the Running Allowance
shall be exempted under section 10(14) of the Income-Tax Act, 1951, with effect from the
financial year 1982-83 (Assessment Year 1983-84).
(vi) The pay element in Running Allowance viz. 30% of basic pay is also reckoned as pay for
the purpose of grant of Interim Relief in terms of Board's letter No. PC-III-83/PC-IV/3(IR)
dated 2-8-1983.
Note
(a) While 30% of the basic pay of running staff will be taken into account for the purpose of
determining entitlement to Passes and PTOs, the members of the running staff who were
already entitled to a higher class of Passes/ PTOs on regular basis as on 31-7-1981, shall
continue to be eligible to such Passes/PTOs.
(b) For the purpose of retirement been fits, 55% of basic pay shall count as pay for
calculating pension and DCRG as well as for special contribution to PF Rules.
(c) While determining the emoluments for the purpose of calculation of retirement benefits,
Dearness Pay as admissible from time to time, shall be calculated on basis of pay plus 30%
thereof in the case of running staff retired/retiring on or after 1-8-1981.
925. (i) Running staff learning the road shall be paid for the total kilometrage actually run
instead of for three-fourth of the distance.
(ii) Inflation of kilometrage on account of incentive scheme, ghat sections etc. is not admissible
to the running staff learning the road.
(iii) Not more than 3 trips in the up direction and 3 trips in the down direction shall be allowed
for learning the road on each section.
926. (i) Running staff traveling as passengers on duty before or after working trains or when
they are called upon to work a train at outstations but have to return without working the train
due to its cancellation shall be treated as performing "light duties" and shall be paid at half
the kilometrage actually traveled.
(ii) In the case of trains which are provided with double sets of crew, the spare crew traveling in
the crew Rest Vans shall be paid half the kilometrage admissible to the crew on duty.
927. When running staff cannot be allowed running or other duties on account of:
(a) occurrence of natural calamities like breaches due to flood etc; or
(b) coal shortage. they shall be paid Allowance in lieu of kilometeage as admissible at
Headquarters in terms of Role 907(a).
928. The total kilometrage earned by the running staff during a month shall be rounded off to
the nearest 50 kms, i.e., 1 to 24 kms. will be disregarded 25 to 74 kms. shall be rounded off to
50 Kms and 75 to 99 kms. shall be rounded off to 100 kms,
929. With the commencement of these Rules namely with effect from 1-8-1981, the provisions
relating to Running Allowance in Chapter V of the Indian Railway Establishment Code Vol.1
and in Chapter IX of the Indian Railway Establishment Manual shall stand modified to the
extent and in the light of the provisions enumerated in these rules.
930. (i) The power to amend these rules shall vest in the President.
(ii) The power to interpret or clarify the provisions in the application of these rules shall be
exercised by the Ministry of Railways.
Manpwer planning
Training
Railway Board vide letter E(MPP)/2009/3/14 dated 05.06.2009 have issued Revised Training
Programme for Assistant Loco Pilot and as per programme, an Assistant Loco Pilot is required
to undergo an initial training for 17 weeks (25 weeks for dual traction training) at the time of
his first appointment. Detail of the programme as under:
Further, at every three years interval, an Assistant Loco Pilot as well as a Loco Pilot is required
to undergo a refresher course for three weeks. At the time of promotion from Assistant Loco
Pilot to Loco Pilot (Goods) and from Loco Pilot (Goods) to Loco Pilot (Passenger), the
promotional training is imparted for twelve weeks and eight weeks respectively. The various
courses of training are as under:
S.No
Name of Course
Stage of training
Period of
training
1.
LOCO-RNG-1
Induction from RRB/Lateral induction from 17 weeks
maintenance to Assistant Driver (Mech./Elect.)
Page 132 of 239
2.
LOCO-RNG-2
3.
LOCO-RNG-3
4.
LOCO-RNG-4
5.
LOCO-RNG-5
6.
LOCO-RNG-6
7.
LOCO-RNG-7
8.
LOCO-RNG-8
9.
LOCO-RNG-9
13 weeks
8 weeks
13 weeks
8 weeks
3 weeks
3 weeks
3 weeks
3 weeks
LEARNING ROAD
Every Loco Pilot should be given three trips including one night trip from 2000 hrs to 0600
hrs road learning for familiarizing himself with the section(s) on which he is rostered for
duty. This would apply to all systems of working.
Number of trips
1
2
3 (as for new entrants)
Any additional trip/s considered necessary should be provided with the approval of the
controlling branch officers of the Division.
On Hill and Ghat sections, the Loco Pilot shall operate minimum of 6 (six) trips including
two night trips from 2000 hrs to 0600 hrs for learning road purposes.
Additional trips for road learning may be prescribed for special conditions of working like
Automatic block territory, important junctions/stations etc., by DRM if considered necessary.
1. Loco pilot/Crew links are prepared by CPRC/CTLC and got verified from Personnel
Branch. Objective of crew links is to ensure optimum utilization of crews.
2. Train timings to be checked from the latest timetable.
3. Links to be prepared before promulgation of new time table.
4. Max. duty hours in anyone trip should not exceed 10 hours.
5. Avg. duty hours in a fortnight should not exceed 104 hours.
6. Min. no. of rests in a month should be 5 of 22 hrs. or 4 of 30 hours including night in
bed from 22 hrs. to 6 hrs. from sign off to sign on.
7. Efforts should be made to include all the sections in the link to avoid giving learning
road again and again.
8. Min. out of station rest in case less than 8 hrs. duty in the previous trip should be 6 hrs
from sign off to sign on. In case duty is 8 hrs or more than 8 hrs, then 8 hrs. rest to be
given. In case of short trips of less than or equal to 5 hours then duty performed plus 1
hrs. will be sufficient.
9. Min. home station rest should be
(a) If duty performed in the last trip is less than 8 hrs., then 12 hrs
(b) If duty is 8 hrs. or more. then 16 hrs.
(c) If staff is required to work train less then stipulated rest then breach of rest
allowance is payable to running staff.
10. Link having the maximum earning kilometerage should be worked by senior most loco
pilots and so on.
11. Separate links should be prepared for superfast trains such as Rajdhani/Shatabdi Exp.
12. Chronic late running trains should be kept in view to avoid link failures.
POINTS TO BE KEPT IN VIEW WHILE PREPARING LOCOMOTIVE LINKS
1. Loco/Power links are prepared by HQ.'s office and circulated to the divisions. The
objective of power links is to ensure optimum utilization of powers.
2. Train timings should be checked from latest time table.
3. Links to be prepared before commencement of new time table.
Page 134 of 239
4. Efforts should be made to send the loco to home shed for servicing within the stipulated
schedule time
5. Minimum possible out station halt should be provided.
6. Ensure loco is permitted to run on the sections at the max. permissible speed of the
train.
PME rules (Medical Examination for Running Staff (as per IRMM))
510. Classification of staff - for the purpose of visual acuity and general physical
examination of candidates and of serving Railway employees, the non-Gazetted Railway
services are divided into the following broad groups and classes.
Groups
A. Vision tests required in
the interest of public safety
Classes
A-1. Foot plate staff, Rail car drivers and Navigating staff
( For foot plate staff see para 520).
A-2. Other running staff, Other shunting staff, Point lockers
Station masters, and other staff in operative control of signals.
A-3 Loco, signal and transportation Inspectors, staff authorised
to work trolleys, Yard supervisory staff, Road motor drivers and
gate keepers on level crossings.
B. Vision tests required in the B-1 Such station and yard non supervisory, shed and other
interest of the employee
staff , excluding shed man, as are engaged on duties where .
Page 135 of 239
himself or his fellow workers failing eye sight may endanger themselves or other employees
or both
from moving vehicles, road motor drivers, permanent way
mistries, gang mates, keymen, and staff of the Railway
Protection Force.
B-2 Certain staff in workshops and engine rooms engaged on
duties when failing eye sight may endanger themselves or other
employees from moving parts of the machinery and crane
drivers on open line.
C. Vision tests required in the C-1. Other workshop and engine room staff, shed stockers and
interest of administration
other staff in whom a higher standard of vision than is required
only
in clerical and kindred occupation is necessary for reasons of
efficiency and others not coming in group A or B
C-2 Staff in clerical occupations not included in A,B and C-1
512. Vision tests
(1) Acuity of vision:- The following are the tables of standards of visual acuity requirements.:
(A) Standards at examination on appointment:
Class
A-1
A-2
A-3
B-1
B-2
C-1
C-2
Distant vision
6/6, 6/6 without glasses with fogging test(must
not accept +2 D)
6/9, 6/9 without glasses (no fogging test)
6/9, 6/9 with or without glasses. Power of lenses
not to exceed 2D.
6/9, 6/12 with or without glasses. Power of
lenses not to exceed 4D.
same as above
6/12, 6/18 with or without glasses.
6/12, nil with or without glasses.
Near vision
Sn.0.6, 0.6 without glasses
...Do...
Sn.0.6, 0.6 with or without glasses.
Sn. 0.6, 0.6 with or without glasses
when reading or close work is
required
...Do...
...Do...
Sn. 0.6 combined with or without
glasses where reading or close
work is required
Note:
a) No glasses are to be permitted at the time of initial recruitment of Railway Protection Force
staff where their medical category is B-one.
b) Candidates in C-1 and C-2 medical categories having power of glasses of more than 4 D
should be examined by an eye specialist and may be declared fit if there is no evidence of any
progressive eye disease.
(Bd.'s No 83/H/5/16 dt. 17/04/1984)
Page 136 of 239
Distant vision
6/9, 6/9 or 6/6, 6/12 with or without glasses.
Naked eye vision not below 6/60, 6/60 Power of
lenses not to exceed 4D.
A-1
A-2
A-3
B-1
B-2
C-1
C-2
BELOW 40 YEARS
6/9, 6/12 or 6/6, 6/18 with or without glasses
Power of lenses not to exceed 4 D. Naked eye
vision not below 6/60.
40 YEARS AND ABOVE
6/12, 6/12 or 6/9, 6/18 with or without glasses.
Power of lenses not to exceed 6 D. Naked eye
vision not below 6/60.
6/12, 6/18 with or without glasses. Power of
lenses not to exceed 8 D.
6/12, 6/24 with or without glasses. Power of
lenses not to exceed 8 D.
As above
6/18, nil or combined 6/18 with or without
glasses.
6/24, nil or 6/24 combined with or without
glasses.
Near vision
The combined vision with or
without glasses should be the
ability to read ordinary print.
Where reading or close work is
required. Where reading or close
work is required, the combined
near vision should be Sn 0.6
As above
As above
As above
As above
As above
Sn. 0.6 with or without glasses
where reading or close work is
required.
As above
(10) Cataract:
Employees with aphakia : - Employees operated for cataract by conventional surgery resulting
in aphakia, irrespective of acuity of vision with glasses will not be permitted to continue in
categories other than C-1 and C-2.
Employees with Pseudoaphakia : - Employees having undergone intra ocular lens implant
surgery (Posterior chamber I.O.L) will be allowed to continue in service in categories A-3 and
below; provided that all employees undergoing Posterior I.O.L surgery will be subjected to
complete ophthalmic assessment by an ophthalmologist at monthly intervals post operatively
till the findings become stable or for a maximum period of six months to see if they can attain
the visual standards required for the A-3 category. In case of
failure of the employee to reach the standards of A-3 in six months following surgery he/she
will be declared fit in the category in which his/her visual standards allow him/her. Subsequent
Page 137 of 239
P.M.E.s of such employees only with reference to ophthalmologic check up will be done at six
monthly intervals by an ophthalmologist, keeping in view, the possibility of upgrading the
medical category on improvement of the visual abilities of the employee (which in some cases
is possible). Their cases can be reviewed once every six months.
Employees in B-1 having undergone I.O.L implant surgery will be allowed to continue in their
original category with subsequent medical examination done every year instead of the usual
schedule.
(Bd.'s letter No. 88/H/5/3 dt. 07/02/96)
Note: - Posterior chamber Intra Ocular Lens implantation(PCIOL) in one or both Eyes shall
not be a bar for the inservice
Aye two (A2) category staff to continue in the respective category after cataract surgery of one
eye/eyes provided his /her visual acuity comes up to the prescribed standard. The periodicity of
Periodical Medical Examination (PME) for A2 in IOL cases would be as under :
1st PME 6 weeks after surgery
2nd PME 6 months after the first PME after the PCIOL
Subsequent PMEs after the completion of one year from the previous PME
All PMEs will have to be conducted by Ophthalmologists only in such cases
(Bds No 2002/H/5/1 dt 5-2-2004)
The relaxation given vide Bds letter NO above will also be extended to in-service employees
in Aye two category who have undergone IOL (PC) inplant I one or both eyes prior to 5-2-04.
However all such cases will be examined by a Medical Bd including one seye specailist./
Based on the recommendtions of the medicla Board and it being accepted by CMD of the zone
the in service employee can be permitted to continue in Aye-two category.
(Bds No 2002/H/5/1 dt 2-7-2004)
(F) Special Medical Examination :
The staff in the categories A-1, A-2, A-3 should be sent for special medical examination in the
interest of safety under the following circumstances unless they have been under the treatment
of a Railway Medical Officer.:(a) Having undergone any treatment or operation for eye irrespective of the duration of
sickness.
(b) Absence from duty for a period in excess of 90 days. In case of A-1, A-2 and A-3 an
employee may be asked to give an undertaking to his supervisor when reporting back to duty
after leave or absence, irrespective of the period, that he has not suffered from any eye disease
or undergone an eye operation 81
( Bd.'s No 79/H/5/30 dt. 03/06/80)
Examiners will grant certificates under these regulations only to such candidates or
Railway employees as hold authority from their departmental superior to present
themselves for examination. The forms to be used are given in annexure V and VI of
this chapter.
(1)
Authority to present himself for the medical examination should not be granted to any
candidate who has at any time been pronounced unfit for Government employment by
any duly constituted medical authority. Candidates should be warned to disclose any
previous rejection from Government employment on medical ground.
(2)
The onus of sending the candidate or a Railway employee for medical examination is
that of the employing department.
(3)
The employing branch or the department will in every case be responsible for the
punctual appearance of the Railway employee, particularly the operating staff
concerned with train passing duties, before the appropriate authorised medical
examiner. For this purpose, the staff should be relieved on or before the due date for
medical examination. It will not be exactly the date when the re-examination falls due,
but it will be the month in which this falls due, so that he can appear for P.M.E any day
during the month. This does not, however, mean that staff should be relieved and kept
idling for an indefinite period but it should be ensured, in co-ordination with the
medical department, that staff are medically examined invariably on or near about the
due dates.
516. Identification of the examinees:- In order to ensure the identity of the examinee, the
recruiting or employing branch or department will, furnish a list of examinee's permanent
physical marks of identification in the forms as given in annexure V and VI referred to in para
515 above. The examinee's signature or thumb impression is also to be obtained on the forms
as given in annexure IX and Annexure X to this chapter and this will be verified afterwards by
the branch or department concerned. The recruiting or employing branch or department will, in
the following cases, however, provide that the examinee is accompanied by a
responsible member of the branch or department, to whom he is known, to act as a guarantor.
(i)
(i)
(a)
Medical Examiner
(b)
Periodicity
(ii)
(ii)
(iii)
All the drivers and motormen should carry the health cards, provided to them and should
present this to the doctor during P.M.E for making necessary entries on results of P.M.E
including X-ray chest and special instructions, if any. Whenever the Drivers/Motormen
report to the hospital for sickness, the same should be recorded in the Health card in the
appropriate column. Whenever any P.M.C is to be endorsed by the doctor, the particulars
of incidence of such sickness should also be recorded in the Health Card.
(4)
At the time of entrance into service and at the time of each P.M.E. declaration as given in
Annexure VII & VIII to this Chapter has to be obtained from all drivers.
(Rly Bd.'s letter No.88/H/5/12 dt.. 29/10/1993 and No.ENG/1/82/RE/3/4 dt. 31/12/1982)
Driving Skill
TRAIN HANDLING IN DIFFERENT GRADIENTS
(Starting, Negotiating & Stopping of train)
Train Handling On Level Section
Level Gradient: Section of track is not having any
up & down gradients.
Starting: Keep train brakes in released condition.
1. Move MP to take 1 notch and simultaneously release SA9.
2. Wait for few seconds until the ammeter reading stops increasing and begin to reduce.
3. Advance MP to notch 2 and again note ammeter indication (as in 3).
4. If necessary, advance the MP 3 or 4 notches but always wait for a few seconds between
each notch position.
5. When the train is in stretched condition and in motion, slowly advance the MP as
required {as in (3)} for achieving maximum speed of the train.
Negotiating:
1. After achieving maximum speed, maintain it by increasing / decreasing notch.
2. Avoid frequent changing in notches as this develops slack in the train.
Slowing of train:
1. At a sufficient distance in advance of point of slowing, ease the MP notch by notch for
the slack to adjust to a bunched condition.
2. Coasting to be done for some distance before braking.
3. Apply Dynamic / train or both brakes as required.
4. Observe speed restriction. (In low speed caution order try to negotiate caution order in
released condition.)
5. Release Train / Dynamic brakes as the termination indicator is approached.
Page 158 of 239
UP
DOWN
SUMMIT
Starting:
There are no special requirements for starting on a hump or cresting gradient. The
starting procedure is the same as for starting the train on an ascending (up) gradient.
Negotiating Hump (Knoll) gradient:
1. Approach the hump with reduced power thus providing margin for power increase and
for stretching the train as the locomotive starts up the hump. Increase power, if possible,
to avoid bunching the slack at the leading end and maintain this stretch condition until
the locomotive reaches the crest of the hump.
2. As locomotive passes the hump, and starts to pickup the speed the draw gear will tend
to stretch out. To keep action to a minimum, reduce power to keep speed constant.
3. Keep the slack action to a minimum by MP manipulation to suit loading on the train
and the gradient condition.
Negotiating crest gradient:
1. Changing of slack condition: - the train slack is required to change from a stretch
condition while ascending or approaching the crest to a bunch condition on the
descending portion.
2. Road knowledge: - The driver must be aware of the characteristics of terrain for
adequate braking on the descending gradient following the summit.
3. Maintain constant speed: - as locomotive reaches the crest of gradient, the driver should
attempt to maintain speed by reducing MP to relieve stress on couplers at the crest.
4. Use of dynamic brake after a crest: - A following down gradient is long steep, the
dynamic brake should be engaged after one half of the train has crested over the
summit, the dynamic brakes should be engaged and carefully adjusted to control speed
& gradually bunched the train.
5. Balancing a cresting gradient: -If the gradient following the summit is a light
descending gradient, MP manipulation & dynamic brake may be used to control speed
and train slack movement. If dynamic brake is not available, the train brake should be
used in the same manner as for the descent of a light descending gradient.
Stopping on a crest gradient:
1. Avoid draw gear stresses: Take all efforts to avoid stopping of train on a cresting
gradient, for which the driver must have a good knowledge of the location of all
cresting gradient. A stop of a train on a cresting gradient can lead to excessive draw
gear stress on the Wagon at the crest while attempting to restart the train.
2. Reducing draw gear stresses: If a stop has to accomplish, do so in accordance with the
stopping procedures for descending gradients. When stopping on a cresting gradient,
always ensure that the brake application used to stop the train is the lightest possible
there by reducing draw gear forces particularly on the apex of the crest.
Page 161 of 239
Starting:
1. Advance MP to 1st notch and note the increase of current on the Ammeter.
2. Release SA-9 (loco brakes) and wait for the release of the locomotive brakes.
3. After a few second pause advance the MP and again note the ammeter indication. If
necessary advance the MP to 3rd or 4th notch.
4. If acceleration is too rapid, reduce notches 1 or more.
5. When the complete train is in stretched condition & in motion, slowly advance the MP
as required.
Negotiating:
1. In order to control slack when moving through a sag or dip, the train speed must be
allowed to reduce before the train moves into the sag or dip & MP manipulation used to
negotiate the sag or dip gradient. This can be achieved by power & speed before
reaching such areas.
2. Continue to reduce power to prevent speed increase as the head portion of the train
begins descending in to the sag.
3. Just before the leading portion of the train reaches the ascending gradient, begin to
advance notches gradually.
4. Continue to advance the MP on one notch at a time until the rear portion of the train
approaches the base of the sag or dip.
5. Reduce power as the rear portion of the train starts on the ascending gradient of the Sag
or dip thereby permitting slack to adjust gradually.
Stopping:
1. In advance of the sag or dip, apply A-9 brakes to minimum reduction & engage
dynamic brakes.
2. As the brakes get effective apply A-9 further up to full service.
3. As the speed decrease below 5 KMPH release dynamic brakes as well as A-9.
4. Apply SA-9.
SPEED-TIME CHARACTRESTIC CURVE:
It is the curve showing instantaneous speed of train in kilometer per hour along ordinate and
time in seconds along abscissa. Area under the curve gives the distance travelled during given
time interval. Slope at any point on the curve towards abscissa gives the acceleration or
retardation at that instant.
Typical speed time curve of a train running on main line is shown in figure.
SP
EE
D
t1 t2
TIME
t3
t4
t5
FOIS/COIS
Solid State Interlocking and its implementation methods affect three of the four
components
a) The indoor arrangement which maintains logic for safe operation of trains
b) The medium connecting the indoor to the out door equipments
Page 172 of 239
Advantages:
Reduces the accident occurrence probability by warning at initial stage.
Improves discipline of Operator while working on Control panel.
Minimizes time lapses during Signal Failures
Useful for post analysis on Failures.
Data Loggers
Page 176 of 239
Axle Counters
Axle Counter
Track Circuiting
Principles and operation
The basic principle behind the track circuit lies in the connection of the two rails by the
wheels and axle of locomotives and rolling stock to short out an electrical circuit. This circuit
is monitored by electrical equipment to detect the presence or absence of the trains. Since this
is a safety appliance, fail-safe operation is crucial; therefore the circuit is designed to indicate
the presence of a train when failures occur. On the other hand, false occupancy readings are
disruptive to railroad operations and are to be minimized.
Track circuits allow railway signalling systems to operate semi-automatically, by displaying
signals for trains to slow down or stop in the presence of occupied track ahead of them. They
help prevent dispatchers and operators from causing accidents, both by informing them of
track occupancy and by preventing signals from displaying unsafe indications.
The basic circuit
Schematic drawing of track circuit for unoccupied block. Series resistor not shown.
Schematic drawing of occupied track circuit
Page 179 of 239
P.Way / Bridge
Rolling Stock
2.
The air suspension is preferred where there is frequent and sudden changes in the loading
pattern and also Passenger Comfort is called for, on EMUs, DMUs, Rail Bus, etc. The
required load proportional braking effort can be given to the vehicle depending upon the
particular load present at that instant by introducing an additional valve called averaging
relay valve which uses the airflow from the relief valve as a signal.
Air suspension are installed as shown in the enclosed sketch, with a 4 point system which as
the name suggests have four leveling valves. Four point systems tend to be the accepted norm
for high-speed operation allowing individual control of each air spring and hence optimum
riding control. The two air springs at one end of the vehicle are provided with a relief valve
which will prevent excessive pressure difference occurring between the air springs.
The nominal height and level of the vehicle is set in the tare condition. Depending upon the
evenness of the load spread on the vehicle, each suspension spring will have a slightly
different air pressure to maintain this level. Any subsequent increase or decrease in load over
any air spring will cause a linear deflection to occur at that point. The leveling valve(s) (Sl.
Nos. 5,6 & 7 of the enclosed schematic) will register this movement and increase or decrease
the pressure in the air spring (s) as appropriate to bring the vehicle body back to the correct
level.
When a vehicle body has two leveling valves, the air springs of a bogie need to be connected
together so that if an air spring burst occurs on one side it does not cause a severe tilt or twist.
However, if a direct connection was made, then the pressures in each air spring would try to
equalize and side to side leveling would not be possible. Also, in trying to level it, the more
lightly loaded side would be exhausting air to try and bring itself to the correct height whilst
the more heavily loaded side would be re-feeding the air into the air springs. To prevent this
Page 221 of 239
S. No.
1.
2.
PART NO.
R.IC..
R.AF
3.
R.AR.150L
4.
R.CV
5.
R.LV
6.
R.IL.315
DESCRIPTION
QTY/COACH
ISOLATING COCK (OLP TYPE)
3
AIR FILTER (TWO WAY)
1
150L AIR RESERVOIR WITH DRAIN
1
COCK
CHECK VALVE (NON RETURN VALVE)
1
LEVELLING
VALVE
WITH
AIR
4
RESTRICTION
INSTALLATION LEVER (WITH BALL &
4
Page 222 of 239
SOCKET)
R.DV.1.5
DUPLEX CHECK OVERFLOW VALVE
20L AIR RESERVOIR WITH DRAIN
R.AR.20L
COCK
RASR.747N100 AIR SPRING ASSEMBLY
2
4
4
Transportation Code
WGFAC 1
WGACCW 1
WACCNH 1
WGSCN 2
WGCWNAC 1
WGFCNAC
Other Coaches:
S.No.
Type of Coach
1
Non-AC pantry cum Sleeper Class
2
AC pantry cum III AC
3
II class cum luggage & brake van with both AC &
Page 225 of 239
Transportation Code
SWGCBN
SWGCBNAC
SGSRLDAC
SGSLR
SWGSCZ
LVPHU
SVPHU
Self generating stainless steel BG main line coaches with LHB shell on air spring fitted ICF
design bogie.
S.No.
1
2
3
4
5
6
7
8
9
10
11
Type of Coach
I AC
II AC
III AC
I AC cum AC 2-T
I AC cum AC 3-T
AC 2-T cum AC 3-T
AC Chair Car
II Class
Sleeper Class
II Class with disabled friendly
compartment, luggage & brake van
II Class with disabled friendly
compartment with brake van
Transportation Code
SWGFAC
SWGACCW
SWGACCN
SWGFCWAC
SWGFCNAC
SWGCWNAC
SWGSCZAC
SGS
SWGSCN
SGSLRD
SGSRD
Description
COACHES FOR PALACE ON WHEELS
AC SALOON
AC GENERATOR CAR
NON AC STAFF CAR
AC STAFF CAR
COACHES FOR DECCAN ODYSSEY
CABIN CAR
GYM / YOGA CAR
CONFERENCE CAR
RESTAURANT CAR
BAR CAR
STAFF CAR
POWER CAR
OTHER ICF DESIGN COACHES
MILK VAN
High capacity 3 tier sleeper coach with longitudinal
middle berth (capacity 81)
High capacity AC 3 ties self generating coach with
longitudinal middle berth (capacity 72)
High capacity Parcel van without racks & collapsible
Page 226 of 239
Code
WPCTAC
WPSRRMAC
WPSRS
WPSAC
WDCTAC
WDCGNAC
WDCCAC
WDCRAC
WDCBAC
WDSAC
WDSRRMAC
VVN
WGSCN 1
WGACCN 1
VPHX
shutter doors
First class chair car (SG)
Second class cum Brake van (SG)
First Class cum 3 Tier Sleeper (SG)
3 Tier Sleeper + Luggage + Brake Van (SG)
Second Class + Buffet (SG)
Air Conditioned Tourist Car
Tourist Car
Other coaching vehicles having light utilization
WGFCZ
WGSR
WGFSCN
WGSCNLR
WGSCB
CTAC
CT
OCV(LU)
Description
AC FIRST CLASS COACH (EOG)
AC FIRST CLASS COACH (SG)
AC 2 TIER SLEEPER COACH (EOG)
AC 2 TIER SLEEPER COACH (SG)
AC 3 TIER SLEEPER COACH (EOG)
AC 3 TIER SLEEPER COACH (SG)
AC HOT BUFFET CAR (EOG)
BRAKE, LUGGAGE CUM GENERATOR CAR
SECOND CLASS COACH (SG)
3-TIER SLEEPER COACH (SG)
SECOND CLASS CUM LUGGAGE & BRAKE VAN (SG)
AC EXECUTIVE CHAIR COAR(EOG)
AC CHAIR CAR (EOG)
Code
LWFAC
LWGFAC
LWACCW
LWGACCW
LWACCN
LWGACCN
LWCBAC
LWLRRM
LGS
LWGSCN
LGSLR
LWFCZAC
LWSCZAC
Description
AC FIRST CLASS COACH (EOG)
AC FIRST CLASS COACH (SG)
AC 2 TIER SLEEPER COACH (EOG)
AC 2 TIER SLEEPER COACH (SG)
AC 3 TIER SLEEPER COACH (EOG)
AC 3 TIER SLEEPER COACH (SG)
AC First class cum AC 2 TIER Sleeper (SG)
AC First class cum AC 2 TIER Sleeper (EOG)
AC 2 TIER cum AC 3 TIER Sleeper (SG)
AC CHAIR CAR (SG)
AC EXECUTIVE CHAIR CAR (EOG)
AC CHAIR CAR (EOG)
FIRST CLASS COACH (SG)
3-TIER SLEEPER COACH (SG)
SECOND CLASS COACH (SG)
Second Class day coach with sitting accommodation (SG)
SECOND CLASS DOUBLE DECKER COACH (SG)
SECOND CLASS CUM LUGGAGE & BRAKE VAN (SG)
SECOND CLASS CUM LUGGAGE & BRAKE VAN
WITH DISABLED FRIENDLY COMPARTMENT (SG)
Code
WFAC
WGFAC
WACCW
WGACCW
WACCN
WGACCN
WGFCWAC
WFCWAC
WGCWNAC
WGSCZAC
WFCZAC
WSCZAC
WGFC
WGSCN
GS
WGSCZ
GSD
GSLR
GSLRD
20
GSRLDAC
21
GSRD
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
WLRRM
WGCB
WCBAC
WGSCZACJ
WGSCZJ
WGSCZRJ
WACCNH
WSCZACH
WRRMDAC
RA
RAAC
NMG
PP
VP
VPH
VPU
VR
RH
RE
RU
RT
vent
vent
Tare weight(t)
Broad Gauge
BOX
BOXN
BOXN-HA
BCN
BCNA
BCX
BOBS
BOBYN
BOBRN
BOST
BFNS
BTP,BTPN
BTCS
BTAP
BTPGLN
CRC
KC/CL
TP
25.6
22.6
23.17
25.5
24.5
29.3
30.4
26.78
25.6
25.0
23.63
27.0
26.0
27.9
41.6
13.7
11.0
12.2
Gross Weight(t)
55.7
58.7
58.81
55.8
56.7
52.0
61.2
54.5
55.68
56.28
57.65
54.28
55.28
58.0
37.6
27.6
22.0
20.3
83.3
83.3
83.98
83.3
83.2
83.3
91.6
81.28
81.28
81.28
81.28
81.28
81.28
85.9
79.2
42.3
34.0
32.5
2.0
2.0
2.0
2.0
2.0
2.0
n/a
n/a
n/a
n/a
n/a
n/a
n/a
n/a
n/a
1.0
1.0
n/a
Tare
weight(t)
Broad Gauge
WLRRM (Power Car)
60.80
WACCN (EOG AC 3-Tier)
45.86
WACCW (EOG AC-2 Tier )
44.80
WFAC (EOG Ist AC)
44.60
WCBAC (Pantry car)
47.90
WSCZAC (EOGAC Chair car)
42.80
WGSCN (Self Gen. 3-Tier)
39.50
WGACCW (Self Gen. AC 2-Sleeper)
52.10
WGACCN (Self Gen. 3-Tier)
51.90
WGFAC (Self Gen. 1st.AC)
53.50
WGFACCW (Self Gen. 1st AC + 2-tier AC) 50.33
SLR (Brake Van)
40.60
GS (Gen. Second Class)
37.40
WGCB (Self Gen. Pantry Car)
42.0
VPU (Old motor cum parcel vans)
38.0
Meter Gauge
SLR
29.3
WGS (second-class coach)
27.8
WGSCN (3 tier sleeper)
30.2
FC
29.1
AC1
35.7
Train Dynamics
Page 231 of 239
Payload(t
Loaded Net(t)
)
4.20
5.50
4.00
2.00
4.00
4.50
5.80
4.00
5.50
2.00
2.80
13.76
11.70
4.0
16.0
65.00
51.36
48.80
46.60
51.90
47.30
45.30
56.10
57.40
55.50
53.13
54.36
49.10
46.0
54.0
6.2
6.8
6.0
4.0
4.0
36.5
34.6
36.3
33.1
39.7
W.sin
w
c
o
s
Curve resistance
Curve resistance rises due to the wheel flange rubbing against the rail head on curves.
It is given by the following formula.
R (curve) =
700 X W (tonnes)
Radius of curvature in meters
________________________________________________________________________________________________ _______________________
In Railway practice, the track curvature is expressed in degrees rather than radius. 10
curve is defined as one in which 100ft length of curve turns through 10 or (1/360)th of the
circle or 100-meter track turns through 3.270
Hence 1degree curvature would mean a radius of (5730/3.27) or C0 would mean
(5730/3.27) C metres.
Hence curve resistance per degree of curvature would be (700 x w) / (5730 / 3.27C) or
0.4 C.W. Kg (approximately).
In Traction mechanics it is sometimes convenient to express cure resistance as
equivalent gradient resistance. Thus,
Equivalent gradient per thousand = 0.4 C
Total train resistance is the summation of starting and running resistance, grade
resistance and curve resistance.
TRACTIVE EFFORT
Tractive effort is the force developed by the traction unit at the wheel rims for moving
the traction unit and its train. Draw bar pull is the force exerted by the traction unit through
the draw bar for moving the train. Thus draw bar pull is less than the tractive effort by the
force required to move the traction unit. Tractive effort (TE) required to haul a train load
consists of two components, viz.
(i) T.E. to overcome to train resistance.
(ii) T.E to impart acceleration to the load upto the desired running speed.
Maximum Tractive effort from a locomotive would be required at start when the train
resistance is maximum due to static friction and the need for acceleration.
The T.E at start has to be approx. 5% more than the static train resistance such that the
load can move at a slow acceleration. As the train moves and picks up speed of about 05
Page 233 of 239
The specific energy consumption of a train running at a given schedule speed is influenced by
1. Distance between stops
2. Acceleration
3. Retardation
4. Maximum speed
5. Type of train and equipment
6. Track configuration.
JERK can be felt when sudden changes on coupler force takes place either from Draft force
to Buff force or Buff force to Draft force.
LURCH can be felt when sudden changes in track gradient from level to down & then up or
due to track defect.
ADHESION means the grip which the wheels have on the rail dependent upon weight, track
condition & weather conditions.
The actual coupling between locomotive and wagon, and wagon to wagon is called DRAW
GEAR.
The impact absorbing apparatus whereby the draw gear is attached to the locomotive or
wagon is called DRAFT GEAR.
When a rear section of a train is traveling faster than a forward section of a train is called
RUN-IN.
When a rear section of a train is traveling slower than a forward section of a train is called
RUN-OUT.
T M Shaft
Drive Motor
Motor Pinion
Gear wheel
Driving wheel
Axle
F
Rw
TRACK
Page 234 of 239
The Coefficient of Adhesion on wet rail is lower than that on dry rail.
Presence of oil on rail reduces adhesion.
(iii)Use of sanding on the rail surface improves adhesion.
The adhesion in stationary condition of the wheel on the rail is maximum and it drops as
the wheel rolls.
5. Application of tractive effort in a gradual manner improves adhesion.
6. In order to improve the adhesion co-efficient the improvements incorporated have been
broadly based on:
7. Mechanisms to clean the rail surface
8. Effective sanding gear.
9. Stepless control of traction force through use of thyristors with gate control.
10. Mechanisms to detect wheel slip in very initial stages and triggering corrective action by
reducing the tractive effort.
Modern locomotives incorporating latest techniques can have an adhesion co-efficient of the
order of 0.4 to 0.45.
Haulage Capacity
Loco Link
EMERGENCY BRAKING DISTANCE
The distance travelled by the train after shutting off power and an emergent application of
brakes i.e., when brakes are applied suddenly is called emergency braking distance (EBD).
Normal braking distance: the distance travelled by a train after a normal or service application of
brakes by shutting off power and the gradual application of brakes is called normal braking distnace
(NBD).
Conditions for testing of EBD:
On lelvel Section:
1.
2.
3.
4.
5.
6.
Salient Features
Impact Load Measurement & Impact Load Factor (ILF) Measurement of all Wheels
Bidirectional Traffic
Self-Diagnostics