IP COCK (Old WAG-5, WAG-7 & WAP-4 Loco)

IP COCK
L&T COCK
Modified WAG-5 & WAM-4 Loco

Good work done by Loco Pilots during

July to September 2011

Tri-plate Pneumatic panel of latest series

WAG-7 & WAP-4 loco
- T. Sarkar, CLI/ASN

On 03.07.11, Loco No. 23427/BRC, Train No. JUC, smoked severely

from SIV near ASN RRI H/S. CLI Sri D.Singh, LP Sri Rajendra Prasad-4 and
ALP Sri A.K. Banerjee extinguished the fire with the help of available fire
extinguisher and arranging water from nearby tap instantly and saved the loco
from a major fire. For the above work showing exemplary dedication the above
staff have been awarded, each ` 1000/- by DRM/ASN.

1. A-21 - IP Cock
2. A-8

3. B-16 - RGEB Cock

1 2 3
Honble DRM
Sri J.N.Jha
is presenting
award to

- L&T Cock

4. C-17 - RGCP Cock

5. A-32 - VEAD valve
Cock
6. A-21 - MREQ Cock

CLI Sri D.Singh,

LP Sri R. Prasad
&

DV Isolating cock

ALP
Sri A.K.Banerjee
in presence of
Sr.DEE(OP)/ASN
Sri S.Datta

MU-2B Valve

Pneumatic panel of WAG-9

(Knorr brake fitted loco)

AUXILIARY MANIFOLD

AIR BRAKE MANIFOLD

S . Sharma/CLI/HQ/ASN

J N Jha
Divl. Rly. Manager
E. Rly, Asansol

P/G Cock
PBR -COS
PER -COS

FOREWO
FOREWORD

PB -PDS

It has been felt for quite some time that all the electrical
running staff of Asansol Division should have a forum for
sharing their experiences and ideas. TRS Operation Wing of
Asansol Division has already taken a voluminous shape and is
likely to be grown further in the near future with the
electrification of sidings and mainline. The strength of Electric
Loco Pilots, Asstt. Electric Loco Pilots, Shunters and Loco
Inspectors has also increased in the recent past. Though in
other divisions the Chalak Patra is in vogue, it was
discontinued in Asansol. Now it is felt that there should be a
platform for cultivation of technical, managerial and safety
related issues. The running staff and Loco Inspectors should
participate in sharing their experiences through this quarterly
periodical. I hope this will facilitate the running staff of TRS
Operation Wing and will also help in focusing on technical and
safety related aspects of train operation.

SIFA-74

Cock-47

136 Feed
Valve Cock

(J. N. Jha)

Chalak Patra

Chalak Patra
.

CONTENTS
CONTENT

Disclaimer
This periodical is for the purpose of utilization of technical
and safety related subject in connection with operation of

SL.
NO

Page
No

Subject

1.

Good work done by LPs

2.
3.
4.
5.
6.
7.

Bad work done

Counseling (July Sept)
DO you Know

:
:
:
:
:
:

Inside
cover page
1
2
3
4
5
6

:
:

7-8
9-10

10

11-13

14-15

15

16-24

25

Electrical Locomotives and trains. It contains various

information gathered from experience or from various draft
reporst, all of which are not accepted / circulated by Rly.
Board or zonal head quarter. This, however, limits the
periodical from being referred to for deriving any authority
for any purpose.
Sd/-

8.
9.

Sr.DEE(OP)/ASN

10
11.

Corrigendum of the issue June-2011

12.
Page No. 8, Sl.No. 10 Position of Lead & Trail cock in
rear loco to be read as closed.
Page No. 12, Q.No. 2 Correct Answer : Q-44
Page No. 12, Q.No. 3 Correct Answer : 6.5 Kg/cm2

13.
14.
14

Know your BA testing Machine

Stalling parting and rail burnt

A typical failure & Answer of
Do you know
Trouble Shooting of SIV
How to know relay status in
MPCS & SIV fitted loco
Nomenclature of cocks and
Valves
Relevant Extract of instruction
regarding working of Double
Decker train
Instructions for LP& Guards for
train operation in foggy
weather
18th Addendum and
corrigendum
Train Parting Causes and
precautions.
Modified procedure for manual
isolation of bogie of 3 phase
loco

Chalak Patra

Chalak Patra
Counseling

Bad work done by Loco Pilots during

July to September 2011
(i)

(ii)

(iii)

(iv)

(v)

On 30.06.11, ELP(G)/UDL took charge of multiple loco no:

23499/23322/WAG-5 of train No: EC/RXL at BWN/PF. The loco No:
23322 was dead due to smoke emission from MVRH but he did not
inform the same to TLC/ASN and brought the locos in that condition at
ASN. The train ultimately stalled at SLS/Starter signal as single WAG-5
was unable to haul the train.As a result considerable nos of M/Exp
trains lost punctuality. SF-11 was issued to LP.
On 02.07.11 Sr.ELP(G) while energizing light engine No 23074/WAG5/ASN raised the KLK end pantograph (PT-2) without ensuring proper
placement of engine under OHE as a result pantograph got entangle
with OHE wire. SF-11 was issued to LP.
On 04.08.11 Sr.ELP(G) worked 63561Up ex-ASN to JSME and
returned from there by 13040 Dn without charge made over and without
information to TLC/ASN & PA/JSME or any competent authority. As a
result 63158,63157 had to be cancelled due to non-availability of loco
pilot. SF-11 was issued to LP.
On 14/15.09.2011 ELP (G)/UDL while working Train No: EC/BGB with
Elect Loco No: 23465/WAG-5, and approaching the S/S of STN, DJ
tripped with dropping of QOA. He failed to trouble shoot the loco
properly and failed the loco instead of coming to ASN by one block. As
a result train detained for 01 hours 38 minutes alongwith other two
mail/Express trains in rear. This is a bad engineman ship on his part.
SF-11 was issued to LP.
On 26.09.2011 ELP (Goods)/ASN, B/line the loco no: 27793/WAG-7
attached with another dead loco No: 27147/WAG-7 in rear. He
proceeded ex ASN Shed without coupling BP pipe in between two locos
and ensuring application and releasing of brakes in dead loco. As a
result abnormality was found by him after passing NMC and train
stopped at RNG/H/Signal. Loco was checked at UDL and found wheel
skidding which was occurred due to pushing of front loco by rear loco,
having no brake, at the time of braking in front loco. This is a very bad
engineman ship on part of LP. SF-11 was issued to LP.

CONTE
SN C/No. & Date
July - 11
1 S/07-07.07.11
2 S/08-07.07.11
3 S/09-15.07.11
4 S/12-15.22.11
5
6

T/03/07.07.11
T/04/07.07.11

T/05/09.07.11

August-11
1 S/14-08.08.11
2 S/15-08.08.11
3 S/16-13.08.11
4 T/06-16.08.11
5 S/17-20.08.11
September - 11
1 S/18-01.09.11
2

S/19-08.09.11

3
4
5

S/20-08.09.11
S/21-19.09.11
S/22-23.09.11

T/07-01.09.11

T/08-27.09.11

Subject
Vigilant on train operation during run
Running of CC+6+2 & CC+8+2 wagons in E. R.
New wheel burnt rail
Counseling of drivers to avoid overshooting of
ON signals
Strategy of energy conservation
RS application in case emergency by Asstt.
Loco Pilot.
Instruction regarding VCD in conventional locos
(Equipped with tap changer)
Protection of trains, stopped between stations
Rules for shunting
Open door hitting of OHE structure by wagons
Procedure for hauling dead loco
Avoiding roll down of LE / Load

Alertness, Importance of taking proper rest

before reporting on duty, Calling each signal
loudly
System of working during Total communication
failure on double and single line section.
Duties of ELP & ALP at the time of accident
Use of Mobile phone during train run
Precaution to be taken during shunting that no
unusual incidence occurs.
Switching off the rear loco in case where there
is no up gradient, loads or are in standstill
condition.
Check in full details of MV-5 including train no.
also at the time of taking over the charge of loco

Chalak Patra

Chalak Patra
Know your BA testing machine
(Fuel Cell Sensor type)

Do you know?
Q. 1

why frequent operation of A9 is to be avoided while working single pipe

air brake train?

Q. 2.

When does the AFL action come in to service?

Q. 3.

While working MU, if parting occurs between two locos, how does the
trailing loco come to a stop?

Q. 4.

Whenever HOBA kept in OFF position, what are the circuits to be

frequently observed by the driver?

Q. 5.

While energizing a loco, why is BL to be unlocked first before raising

pantograph?

Q. 6.

When does the relay Q49 energise ?

Q. 7.

What is the location of CHBA and its ammeter in static converter fitted
locomotive?

Basic Scientific Principles

A fuel cell sensor is an electrochemical device in which the substance of interest,
in this case alcohol (ethanol), undergoes a chemical oxidation reaction at a
catalytic electrode surface (platinum) to generate a quantitative electrical
response. Whenever a molecule is oxidized it loses electrons. During the fuel cell
reaction, the electrons which are lost from the alcohol molecule are transferred to
the platinum electrode (the fuel cell anode). Form here they flow round the
external circuit to the fuel cells counter electrode. This flow of electrons through
the external circuit constitutes a measurable electric current. The more alcohol
molecules that are oxidized the more electrons that are lost to the platinum
surface, so the greater the current flow.

Semiconductor
sensor

Q. 8.

In MU which lamps indicate the fault of front loco & rear loco?

Q. 9.

Which type of fuses in the loco will not have spare ones?

Q. 10.

What happens if C118 does not open after the loco is energised.

Q. 11.

For how much time will the auto sanding continue, after the wheel slip
stops?

Q. 12.

How will you drive a loco if BL of rear cab remains unlock in conventional
loco.

Q. 13.

Working of which equipment is effected by operation of Load/Empty

handle?

Q. 14.

Calling ON signal may be provided below any stop signal except ---?

Q. 15.

In which condition the driver can switch on head light and flasher light
even when the train is not involved in accident?

Non alcohol specific

Short working life
Sensor saturation
Non-linear response
Six monthly calibration

Fuel cell sensor

Alcohol specific
Long working life
No sensor saturation
High accuracy
Yearly calibration

Breathalyzer myths
There are a number of substances or techniques that can supposedly
"fool" a breathalyzer (i.e., generate a lower blood alcohol content).
As per the working principle any substance interference can only cause
higher absorption, not lower, the estimated blood alcohol content will be
overestimated.
So the myth is NOT TRUE

Chalak Patra

Chalak Patra
A typical failure of loco No. 27786/WAG-7/
KZJ, train No. 13050 Dn

', 2Q ;

o
o
o

o(
 ()
)


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% % ')# 
')#

)01 21.

7  9

: ; , ? 

)A
 2 , B )C  

On 03.10.11, after taking the charge of loco at JAJ, LP tripped the loco by
BP1DJ and tried to close DJ by BP2DJ/BLRDJ but found ICDJ. He checked all
the points of ICDJ and tried to close DJ by manual operation as Q-45, Q-44
was also being energised but not succeeded. He failed the loco in time. He
knocked gently surrounding of BP1DJ by some external means and then
succeeded to close DJ.
Loco worked the train normally afterward. This was a case of mal
functioning/bad contact of N/C interlock of BP1DJ

7 % 9
 C

9 ) 7  D "
)A


2.

2 ') 7 D H% I
2 J ;
B I
7 D C
)A

2 - 2 % 7
/2Q
)C ;R

3.

 7 T ) )JU

H ) );

' 
')

I - 2

4.

2
I ' B  7 
, Y  T [ '
T I 2 % ? B
/] ; B 7 ^ ?#B
7 : B
; ^ ;, _ ` T )

5.

'  J D
 B
 7 2Q 2 B  T '

Answer of Do You Know ?

Ans. 1 It is a bad engine man ship and leads to more energy consumption
Ans. 2. Whenever BP is dropped below 4.4 kg by any reason other than A9
application or when TSFL is pressed.
Ans. 3. BP will drop by parting of BP pipe, which will operate synchronizing
braking.
Ans. 4. All the LT circuits and battery charging ammeter.
Ans 5. To ensure that DJ is in open position through glowing of LSDJ.
Ans. 6. After taking 1st notch and whenever Q52 de-energizes.
Ans. 7. CHBA is located at the back of inverter panel and its ammeter is
provided on inverter panel
Ans. 8. LSOL & LSGRT.
Ans. 9. TRIGGER FUSES
Ans. 10. DJ trips.
Ans. 11. 4 seconds
Ans. 12. Mannual control of GR.
Ans. 13. Brake rigging.
Ans. 14. Last Stop Signal.
Ans. 15. While going through wrong line.

 #,
c  B dI-'I ;
2 ; d'  ' ^
)

ChalakPatra
Patra
Chalak

Chalak Patra
Explanation

Trouble Shooting of SIV

S. Sharma, CLI/HQ/ASN
Generally SIV unit resets all its troubles itself and restarts again. In case
of tripping if LSDJ glows first and then LSCHBA then it means no
trouble in SIV. But if LSCHBA glows before glowing of LSDJ then it
means trouble is in SIV. If SIV:
SIV Trouble

c) QV60 N/C I/L.

(1) External fault lamp will glow.

(2) Check fault message display screen.
(3) Put (i) HRAVT on 0 (ii) HVSL 1,2 on
0 (iii) HVSI 1,2 on 0 (iv) HPH on
0.
(4) Put OFF HBA for few seconds and
then put ON.
(5) Close DJ if,
(A) SIV Pick up normally then put ON the
load normal one by one (As per
QOA) If you find trouble with any
load then isolate it and again put
OFF HBA for few seconds and then
close DJ and work the train
according to working of auxiliary
motor.

HRAVT programme
Position
0
1
2
3

Cab
heater
X

X
X

Cab
fan
X

NR
1&2
X

Trouble shooting:

2) After closing BLVMT, relay QSVM

energises in blowers control circuit.

Not pick up
Go on explanation

External fault

Trouble shooting for SIV not picking up

1) After closing DJ, Inverter electronics Abnormal Sign: After Closing
(IGBTs)
gets
battery
supply DJ, LSDJ lamp extinguished,
through.
UA meter needle deviated, no
sound from direct motors ( SIV
a) CCINV 6A fuse.
not working) and LSCHBA
b) N/C I/L of QSVM
remains glowing.

Internal fault
Press reset button and try to energise the
loco and work if found normal. If not
succeeded put OFF/ON most or few seconds
and close DJ if successful work the train
otherwise ask for assistance

(B) Not pick up normal and external fault lamp

is glowing continuously then
(i) put ON load normal.
(ii) Press reset button to by pass earth
fault for 45 mts.
(iii) Put HSIV on 0 and close DJ.
(iv) During ELD by pass mode ELD by
pass lamp will continuous glow,
while it will OFF means 45 means is
over
Warning:
(a) During by pass mode of earth fault system
never put OFF/ON HBA otherwise 15 mts.
will be penalized for every operation of it.
(b) Inform TLC/CNL about earth fault by pass
so that he can plan the movement
accordingly.
(c) Observe sharply the HT compartment
during ELD by pass mode

3) QSVM N/C I/L opens, Inverter

electronics BA supply is disconnected
hence SIV stops working.

1)

Check CCINV fuse. If it is

melted, replace with a new
one

2)

Keep BLVMT in open

position and check for SIV
working or not. If working,
close BLVMT and check
for SIV working.

3)

Ensure QSVM (Note

provided in MPCS+SIV
loco) energises after
closing BLVMT.

4)

If QSVM relay is not

energized, Check CCA
fuse. If CCA is melted
renew the same.

5)

If QSVM is not energized

after closing BLVMT
contact with TLC and work
as per his advice.

6)

If CCINV and QSVM found

normal,
switch
OFF
battery and wait for three
minutes and try to
energise again.

7)

If unsuccessful keep
HOBA in OFF and try.

4) QSVM N/O time delay I/L close after

2 seconds.
5) Again SIV starts after 2 seconds.
6) This assures that all auxiliary
contactors are closed with no supply
voltage. So that soft starting is
possible.
Circuit Diagram
(+)
CCINV 6A
CCA 6A

QSVM
2Sec

QSVM

DJ

BLVMT
QV60

QV60

INVERTER

(-)

QSVM 2

Chalak Patra

Chalak Patra

How to know the relay status (energise / de-energise)

in Static converter & Microprocessor loco?

4.

MTDJ [0/OFF] Check relay targets, press BLRDJ, increase RS pressure.

5.

EFDJ [0/OFF] Press BLRDJ, then check and clean QCON(N/C) & Q-45 N/O
interlocks.

- K.R.Kachhap, CLI/ASN
MENU

Modifications of switch position in STC & MPCS fitted loco

Please press
Please press Enter

Process Information

Please press Enter

Input / Output Display

Please press Enter

Eliminated relay status

i]

HAD

Position 1 Normal
Position 0 Air drier by pass

ii]

HVCD

Position 1 Normal
Position 0 VCD by pass

iii]

QVCD

Energised VCD active

De-energised VCD by pass.

iv]

VCD/MCB

ON Normal
Trip VCD by pass

v]

LSC-145

Yellow lamp glowing Don not wedge Q-50

(ensure CTF-1,2,3 TR side, J-1 & J-2 properly set
in desired direction and C-145 open then Q-50
can be wedged)

Now relay status (e.g. Q-118)as per company made of MPCS

will be shown as:

Nomenclature of cock and valve in conventional loco

Stesalit made - Q-118 ON (Means Q-118 is energized)

- Q-118 OFF (Means Q-118 is de-energized)

- N.P.Singh, CLI/ASN

Medha made - Q-118 1 (Means Q-118 is energized)

- Q-118 0 (Means Q-118 is de-energized)
Note : To get further status of relay, press cursor UP & DN

UP
DN

Follow TSD as per driver monitor screen relay status. As for example trouble
shooting of ICDJ can be done as follows.
ICDJ - Check status of Q-118, Q-44, Q-45, EFDJ/MTDJ
1. Q-118 [0/OFF] check C-105, 106, 107 are open. Q-46 [0/OFF], GR0, BA Volt.
2. Q-45 [0/OFF] (When BLRDJ press, change position of ZPT &
GR: 0-10 & 10-0

3. Q-44 [0/OFF] (When BLRDJ press, check Q-45 : 1/ON, Q-118 :

1/ON, Q-30 : 1/ON, GR-0, Manually operate GR:
0-10 & 10-0.

A8
A15
A19
A20
A21
A24
A24A
A24B
A25
A26
A28
A29

= L&T Cock
= IP Magnet Valve Cock
= Emergency Application
Valve.
= Magnet Valve N/C 110v
DC
= Cock of A-19
= DV C3W
= DV Isolating Cock
= CR of DV
= Feed Valve
= SWC
= D1 Pilot Valve
= C2 Relay Valve

10

A30
A31
A33

= 2 Ltrs. Reservoir
= Addl. C2 Relay Valve
= Double Check Valve

A42

= Air Flow Measuring

Valve
= RGAF
= MU2B
= F1 Selector Valve
= Reducing Valve
= R6 Relay Valve
= 3 Ltrs. Reservoir
= RGEB
= 3/8 RGEB Cock

A51
A61
A62
A63
A64
B8
B15
B16

Chalak Patra
Relevant Extract of working instruction
of train No.12383/12384
Howrah-Dhanbad Express
by AC-BG-EOG Double Decker chair car coaches.
1.

Train No.

2.

Timings
Arrival
--16 37
P
17 33
18 18
18 46
18 52
P
19 40

3.
4.

5.

Days of
Run
Route

12383/12384 Howrah-Dhanbad Express(5 days

in a week)

:
12383
Departure
15 20
16 39
16 58
17 35
18 20
18 47
18 53
19 27
--

Station
Howrah
Barddhaman
Khana
Durgapur
Asansol
Barakar
Kumardhubi
Pradhankhunta
Dhanbad

Arrival
09 15
07 45
P
06 45
06 08
05 41
05 36
P
--

12384
Departure
--07 47
07 32
06 47
06 10
05 42
05 37
05 12
05 00

Ex. Howrah SUN, MON, TUE, THU & FRI.

Ex. Dhanbad - MON, TUE, WED, FRI & SAT
: The train will run only on Rajdhani Lines i.e.
In UP Direction train will run via:i)
HWN-BWN - UP HBC
ii)
BWN-STN - UP Line-1.
iii)
STN-DHN - UP GC.
In DN Direction train will run via:i)
DHN-STN - DN GC
ii)
STN-BWN - DN Line-1
iii)
BWN-SKG - DN HBC
iv)
SKG-DKAE - Reversible
v)
DKAE-HWH - DN HBC
Minimum Permissible Speed: 110 Kmph. Apart from all permanent
and temporary speed restrictions now in force or which are likely to be
imposed from time to time, the train will observe special speed
restriction of 15 Kmph over platform limits at following stations with
Platform Lines:-

11

UP Rajdhani Line
Location PF
Station
Line
(KM)
No.
HWH
0.00
8,9,13 HWH YD
BLY
08.60
5
UP HBC
SKG
95.20
1
UP HBC
GLI
129.71
2
UP-1
ASN
212.12
4
UP-1
STN
221.05
1
UP GC
BRR
229.40
1
UP GC
KMME 231.92
1
UP GC

DN Rajdhani Line
PF
Location
Station
(KM)
No.
KAO
246.10
2
ASN
212.12
5
RNG
193.93
3
BWN
106.73
5
BEQ
06.57
4
LLH
04.68
4
HWH
0.00 8,9,13

Chalak Patra

Line
DN GC
DN-7
DN-1
DN HBC
DN HBC
DN HBC
HWH YD

6. In exigency, in case the train is required to run on any line other than
specified vide Item No.4 a generic special restriction of 15 kmph will be
applicable while passing through any platform line.
Maximum Permissible speed will however remain 110 kmph subject to
observance of maximum permissible sectional speed whichever is less.
7. Contents of item 4 and 5 above should be thoroughly explained to the
working Loco pilot, Assistant Loco Pilot and Guard and an written
assurance to the effect of their understanding should be taken while
signing on duty for each journey.
In the event any change (planned or emergent) of crew/Guard is required
for this service en-route, similar action should invariably be taken.
8. Necessary Indication, Caution and Termination Boards for Double
Decker Train will be conspicuously erected at site of these special
restrictions. Such Boards will be specific for Double Decker trains and
clearly distinguishable from those for other trains.
However, it will be the duty of the Guard to communicate clearance of
Speed Restricted Zone to Loco Pilot through Walkie-Talkie set.

12

Chalak Patra

9.

10

Chalak Patra

The coaches are provided with air springs. In case of deflation of air
springs of the coaches, speed of the train required to be restricted to 60
Kmph.
Failure indication cum brake application (FIBA) system for compliance
of above will be commissioned. Till commissioning of FIBA, the train
shall be escorted by competent Section Engineer (C&W) who will
communicate with Loco Pilot in case of failure.
A counseling drive should be undertaken to sensitize all station staff at
station en-route and Section Controllers regarding feature and
restrictions related to Double Decker train. Assurance of all Station
Masters & Section Controllers should be taken and kept on record. The
instructions should be conspicuously displayed at Control Boards and
Panel.

Instructions for LPs and Guards for train operation

during fogy weather issued by COM/ER
(A) Precautions by Loco Pilot/Guard
(i)

(ii)
(iii)

Special Speed/Caution Boards only for DD Trains

(iv)

15
FOR DD TRAINS

T
P
FOR DD TRAINS

During fog Loco Pilot, as per his judgement, shall run at a speed
at which he can control the train so as to be prepared to stop
short of any obstruction; this speed shall in any case not be
more than 60 kmph.
In Absolute Block System the speed should not exceed 60
kmph. as detailed ay item (i) above.
In Automatic Block Territory the speed will be subject to the
judgement of the Loco Pilot as mentioned in item (i) above and
shall not exceed as under:(a) After passing Automatic Stop signal at Green, the speed
should not exceed 60 kmph.
(b) After passing an Automatic Stop signal at Double Yellow,
the speed should not exceed 30 kmph.
After passing an Automatic Stop signal at Yellow, the Loco Pilot
to run at a further restricted speed so as to be prepared to stop
at the next Stop signal.

As per SR 9.02 (vi)

During dense fog, after passing an Automatic Stop Signal at ON (Red), the
Loco Pilot/Motorman of the train hauled by any locomotive including EMU train
shall, while moving at a speed not exceeding 08 kmph. should ensure that he
maintains a reasonable distance at which he is able to observe the flashing tail
lamp of the train ahead or the obstruction.

(B)

Common Precaution by Loco Pilot / Guard / Station Master

As per SR 3.61 (d)

(i)

13

In foggy or tempestuous weather or in dust storm or heavy rains

when station signal cannot be seen, the Station Master on duty shall
personally ensure that the station signals are lit and then send two
trained men to act as fog signalmen, one in either direction to the fog
signal posts, which are erected at all stations [270 meters] outside the
first Stop signal.

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(ii)

Chalak Patra

The placement of detonators is not necessary in the following

circumstances:(a) Where adequate pre-warning is provided i.e. at stations where
double Distant signals are provided.
(b) Where maximum speed allowed in the station section is upto
15 kmph. even at station where pre-warning signal is not
available, but a Warning Board exists.
(c) Where speed of the section is less than 50 kmph. (but more
than 15 kmph.) and the first signal of a station is not a Stop
signal.

EASTERN RAILWAY
NO. TG.202/CS/G&SR/Pt.XI

Kolkata, September 20, 2011

18th Addendum and Corrigendum to the General and Subsidiary Rules Book
(Revised and Reprint 2003)
1.

Delete the existing SR 3.40 (III) and insert the following in its place

SR 3.40(iii) : At the time of crossing at a station on Single Line Section,

where simultaneous reception facility is not provided, the train
intended to be received first, shall be received on loop line
directly by taking Off First Stop Signal after fulfilling relevant
conditions. Till such time the train stops completely at Starter or
upto the place at which the train is required to come to stop, the
reception signal/s for a train coming from opposite direction shall
be kept at On. Thereafter, the train from the opposite direction
shall be received on main line.
Sd/(Rakesh Saksena)
Chief Operations Manager

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Train Parting
Train parting may be defined as the division of a train into different segments
either due to opening or breakage of coupler (CBC or TC) of two wagons or
coaches. This may happen at the time of starting of train or en route while train
is in motion. As per Accident Manual Train Parting is under head of Class-HFailure of engines rolling stock, engine failure and time failure type of
accident as followsH-4- Parting of train carrying passengers between stations or while running
through a station.
H-5 - Parting of train not carrying passengers between stations or while
running through a station.
H-6- Parting of train carrying passengers while starting from or stopping at
a station.
H-7- Parting of train not carrying passangers while starting from or
stopping at a station.
Note train parting under the classification of H-4 & H-5 should be treated as
indicative train accident and included in statement A&B of train accident.
Centre Buffer Couplers
Indian Railways used AAR type Centre Buffer Couplers having "E" type
head and "F" type shank for Freight stock on Broad Gauge system.
The draft capacity of the AAR coupler depends on the strength of
knuckle, which is weakest link of the assembly. The yield strength of
knuckle of material AAR-201G & Grade "E" is 132 ton and 180 ton
respectively.
The draft load transmitted through the knuckle, hub, pin-pulling lug,
Coupler, yoke pin & draft gear.
The Buffing forces are taken by the draft gear through the knuckle pin,
Coupler, yoke pin takes the Buffing forces etc.
Buffing forces and tensile forces are transmitted to under frame gradually
through back stoppers and striker casting.

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Chalak Patra
Types of coupler forces:

Brief description of CBC Component

1. Draft Force: - It is the force on coupler required for pulling other attached
Coupler / wagon. Pulling of attached wagon starts only
after complete extension of the couplers attached
together

The usual location of breakage of the components are marked as

A,B,C
Sketches of various components of CBC are shown as:

Draft-force & knuckle-slack on coupler

(Draw-Gear) in run-out

COUPLER BODY WITH SHANK

2. Buff Force: - It is the force on coupler required for pushing other

attached Coupler / wagon. Pushing of other wagon starts
only after complete compression of couplers attached
together.

Toggle with
lock lifter
Buff-Force on coupler during run-in
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Chalak Patra

Definition of some terms:

Causes of Train Parting:

1.

Draw Gear: The actual coupling between loco & wagon or between
wagons.

2.

Draft Gear: The impact absorbing apparatus, whereby the draw-gear is

attached to a its loco or wagon.

3.

Slack :- It is the free play provided in draw-gear and in some draft-gear.

It is required for movement around curves & grades

4.

Free Slack or loose slack: - It is the clearance within the draw-gear,

which can run-in or run-out, without compressing / stretching the draftgear. Its value is upto 1 inch for a wagon.

5.

Spring Slack: It is the additional longitudinal movement that can occur

after free slack movement is finished, and when draft-gear is
compressed or rebounds directing all slack in opposite direction. Its
value is up to 5 inches, when draft-gear is fully pressed. Total slack for
40 vehicles is about 20 feet.

6.

7.

8.

One of the key factors in limiting longitudinal coupler forces is the ability
to control the slack action within the train. Relatively low forces will
result if the coupler slack is taken-up one wagon at a time; however it is
not possible with longer trains on undulating gradients. It is important to
prevent the relative movement of large groups of wagons that behave
as single mass. High impact forces result when two blocks of bunched
(or stretched) wagons separated by a number of stretched (or bunched)
wagons move together (or apart) due to differences in speed along the
train. When all slack between the two separate blocks of wagons is
used up, the resultant run-in (or run out) can easily cause longitudinal
coupler forces in excess of the permissible limit. Maximum chances of
train parting arise while negotiating undulating graded section.

Following precautions may help in avoiding excessive

coupler-forces & parting:

Run-In: It is the rapid change of the trains coupler-slack to buff

(compressed). It may happen when rear section of a train traveling at
faster speed bumps against the front portion of the train traveling at
slower speed, due to sudden braking.
Run-Out: It is the rapid change of a trains coupler-slack to draft
(stretched). It may happen when rear section of a train traveling at
slower speed stretches against the front portion of the train traveling at
faster speed, due to sudden acceleration.
Slack Action: It is the movement of one part of a coupled train at a
speed different from another part of the train, causing run-in or run-out.
Impact Force due to bump on couplers varies as square of the
difference of these speeds. Such repeated impacts cause wear and
fatigue and finally coupler-breakage.

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Driving Strategies:

(i)

Know the gradient of your section as best as you can

(ii)

Try to maintain constant speed by MP manipulation and coasting

by utilizing gradient rather than brakes.

(iii)

Reduce power slightly just before approaching top of the hump,

to avoid subsequent excess speed and use of severe braking.

(iv)

Similarly increase power slightly just before approaching dip.

Train Brake application:

The application and release of train brakes has been found to be a key
factor in many of the recorded train partings and knuckle failures. A
train brake application usually results in compressive coupler forces.
However, much of the severity of the resultant run-in depends on the
force and slack distribution within the train prior to the brake application.
The wagons may or may not be uniformly loaded, so wagons may
brake differently to each other accordingly. A good train handling
practice for freight trains usually consists of keeping the consist
locomotives

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Chalak Patra

practice for freight trains usually consists of keeping the consist

stretched. This is achieved by keeping the consist in power while a
brake application is made and by bleeding the air off the locomotives
brakes before they apply. It is not possible to do this with the use of
dynamic brake, which presents its own train handling challenges. The
use of dynamic brake can result in a severe slack action, when applied;
run-in is highly possible if brought-in at an inappropriate time (with
respect to track geometry and train speed) and if released at an
inappropriate time, can result in a run-out. Both can potentially snap
train draw-gear, causing the train-parting.

The CBC coupler is designed to withstand 295 T of UTS, whereas the

maximum force found to be exerted on coupling due to worst driving of
full load on a heavily graded section, as simulated on AC Loco
Simulator at Bhusaval, is only 190T, which can not cause parting,
unless an old flaw in knuckle is existing.

Reasons of train-parting, due to uncoupling etc. :

Lock not properly engaged

Ineffective anti-creep device
Uncoupling lever dropping on the run
Unauthorized tampering with uncoupling lever
Uncoupling due to vertical slipping out of knuckle

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Indications during Train Parting on Air Stock Train:

LP will get following indications:(i)
(ii)
(iii)
(iv)
(v)
(vi)
(vii)
(viii)
(ix)

Coupler Maintenance:
It is observed from majority of C&Ms investigation reports of broken
couplers that, the failure is often due to poor tensile strength (UTS) of
coupler, caused by :1.
Excessive & uneven wear on knuckle and plates.
2.
Improper heat treatment of knuckle.
3.
Casting Defects & Blow Holes.
4.
Improper material composition.
5.
Fatigue or old cracks.

5.

(x)

6.

MR and BP pressure will drop suddenly,

Sudden jerk will be experienced,
AFI will shoot up
LSAF will glow
GR will return to 0and it will not progress further.
AFL will glow
Experience reduced load on locomotive
Get information while look back the load in curve.
The guard can also use a flag or lamp signal (green, waved
strongly up and down) to attempt to indicate to the engine crew
that train has parted.
If the train is being banked, the banker begins the train to a
halt on seeing the guards signal to attract the attention of the
crew in front.

Guide lines to driver to reduce partings (ASN/ER

W.t.t page-XIV)
(Based on The technical recommendation of RDSO, the following
Instructions to be followed by the drivers to reduce the Train Partings)

For Air Brake

1.

2.

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Before starting air brake trains, push back the load a little in
order to ensure that the full load length is free from brake
binding. The practice, depending on the circumstances, may also
be adopted while starting from loops at intermediate stations.
Care is required to be taken to of the spring point/fouling marks
in the rear.
Emergency brake application should not be resorted to , to the
extent possible. If ,however, emergency brakes have been
applied release time of four to six minutes is to be given by the
drivers after taking following steps(a) In case of diesel locomotives raising, the engine speed to
8th notch level while keeping locomotives stationary
(normally called fast pumping).
(b) In case of electric locomotives, switching on of all the
three compressors

Chalak Patra

Chalak Patra
Dos & Donts to avoid train parting

3.

Brake release time for various types of brake application in case

of 58 Box-N trains are as under
Last Wagon
Release After
Release time
in minutes

Emergency
4-6

Full
Partial
Service application
2-3

1-2

Drivers are to wait for as mentioned timing to ensure complete brake

release.

Dos
1.
2.
3.
4.
5.
6.
7.

For Vacuum Brake

(i)
(ii)

(iii)

In case of vacuum brake trains, drivers should not re-start

the train without ensuring full vacuum in the train pipe
system.
Driver should notch up the engine gradually without jerk and
if the load pulls heavy, back the load there by compressing
the buffers after which gradual notching up will become
easier.
The diesel drivers should not switch off PCS. This is an
important device which cuts off the power of the diesel
engine in case the load is pulling heavy.

8.
9.
10.
11.
12.
13.
14.

Work the train with a free and relaxed mind.

Attach the train engine with a little bump on to the formation.
Ensure proper locking of 'CBC' knuckles by push back and pull ahead
the formation for half - a wagon length.
Ensure proper starting of train without jerks, smoothly.
Maintain unit changeover speed smoothly.
Maintain uniform speed, where the formation negotiates over Ups &
Downs.
Ensure proper locking of 'CBC' knuckles, tampered with if any, before restarting a train stopped at level crossings etc. push back the formation a
little bit with a small jerk.
While re-starting a train stopped on up gradients, releasing of brakes and
opening of throttles should be done simultaneously, to avoid rolling back.
Know the phenomenon of " Run-In's " and " Run-Out's " for lengthy trains,
make the run-out very smoothly.
Feel your train, master the engineman ship.
Aware for the caution spot, and control your train well in advance.
Ensure synchronize working, if banker engine is provided.
Control your train in case of wheel slip, by reducing the speed.
Proceed with the front portion and stop after ensuring that the rear portion
has come to a stop, to avoid collision of the rear portion .

Donts
1. Open and close throttle/notch frequently.
2. Put the train into traction mode suddenly, after brake application
sufficient time should be given for brake release.
3. Start and stop the train sudden, and also avoid sudden brake
application.
4. Apply brake suddenly from the rear brake van, apply it gradually.

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Modified Procedure for manual isolation of bogie without

switching OFF the electronics in three phase locos
Ref: RDSOs letter no. EL/3.1.35/2 Electrical dt 10.06.2011

A. If the loco is running:

(i)
(ii)
(iii)
(iv)

Bring the throttle to 0 position.

Open the VCB. Loco will come in Node No.550.
Select the desired bogie by using configuration switch 154.
Bogie will be isolated after 10 seconds.

B. If the loco is stand still.

(i)
Bring the throttle to 0 position. Loco will come in Node No.590.
(ii)
Select the desired bogie by using configuration switch 154.
(iii) Bogie will be isolated after 10 sec.

All CLIs, LPs & LP(Sht.)s & ALPs are requested to share their
experience by contributing article in Hindi / English & send to
Sri A.K.Biswas, LP(G)/Tech Sec. of Sr.DEE(OP)/ASN.

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