Course for Loco Inspector Initial (Diesel)

Course material for Loco Inspectors (Diesel) (Initial)

South Central Railway

Course Material for Loco Inspectors (Initial) (Diesel) Prepared by

B Durga Prasada Rao, Sr.Instructor

Electric Traction Training Centre Vijayawada Page 1 of 239


INITIAL COURSE FOR LOCO INSPECTOR DURATION

:

3 WEEKS (18 WORKING DAYS)

SESSIONS (1 ½ HOUR DURATION) : 72 (4 SESSIONS PER DAY i.e., 6 HRS OF STUDY + 1 HR SESSION FOR COMPUTER)

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 Don’ts 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

4

1

8

2

8

2

4

1

4

1

4

1

Page No.


7th

8th

9th

10th

11th

12th 13th

14th 15th

Railway Diesel Installation (RDI) and fuel conservation Records maintained at RDI, anti pilferage measures, calibration of gauges, decanting facilities, flow meters, SFC, LOC, fixation of trip ration, fire protection at RDI, fuel conservation measures. Driving Skill Plane section, Graded section, Ghat section, Extreme weather condition, Negotiation of CDs Loco Maintenance Management Layout of Diesel Sheds, Standard Maintenance schedules, latest modifications in Diesel Loco, EMD Locos, DEMU, SPART, SPARMV & Shunting Locos, Load charts of various types of DSL locos, Load factor trials, Avoidable failures – discussion, tell-tale signs analysis, Simulator training, Loco Trouble shooting, Loco Management system (LMS), Loco failure investigation Power Controller Organization Brief duties of power controller organization, implementation of 10 hrs. duty, Loco turn round, engine failure, punctuality loss, engine hours, four hourly holding, crew balancing, power balancing, DSL utilization chart, FOIS, ICMS & Control Office Application (COA) etc., Crew Controller Organization Records maintained at lobby, breath analyzer test, booking of crews, CMS, crew lobby and running room management, accepted recommendation of running room committee, up-gradation of running room and crew lobby. Rest and duty hours of running staff Signal & Telecommunication Panel Interlocking, RRI, SSI, Track circuiting and axle counter, points and crossings geometry and readings Permanent way Track measurement, rail wear profile Rolling stock Readings at the time of accident, Rolling stock defect that can cause derailment / accident, wheel profile, wheel slip and wheel skidding, brake systems, brake binding and hot axle Other operational issues Track train dynamics, Tractive effort, braking effort, adhesion, haulage capacity, requirement of locos, Emergency braking distance(EBD) in various conditions, braking system and brake power certificate, statistics related to performance of Page 3 of 239

4

1

2

½

12

3

2

½

2

½

2

½

2

½

4

1

4

1


16th 17th

Mechanical power wing (fuel & loco operation), M&P, RSP and WP, weighbridge and WILD Stress Management Yoga, sports activity and development of hobby Evaluation and feed back

2

½

4

1

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

INDIAN RAILWAY ORGATION STRUCTURE MINISTER OF RAILWAYS Page 5 of 239

Course material for Loco Inspectors (Diesel) (Initial) MINISTER OF STATE FOR RAILWAYS NORTH MINISTER OF STATE FOR RAILWAYS SOUTH CHAIRMAN RAILWAY BOARD (UNDER CRB) (a) SECRETARY ESTABLISHMENT MATTERS (b) SECRETARY ADMINISTRATION MATTERS 1. MEMBER MECHANICAL 2. MEMBER ELECTRICAL 3. MEMBER ENGINEERING 4. MEMBER TRAFFIC 5. FINANCIAL COMMISSIONER 6. MEMBER STAFF (UNDER MS) (a) DIRECTOR GENERAL RAILWAY HEALTH SERVICES (b) DIRECTOR GENERAL RAILWAY PROTACTION FORCE ZONAL RAILWAYS ( 17 – GENERAL MANAGERS ) 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17.

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.

DIESEL LOCO MODERNISATION WORKS CENTRAL ORGANISATION FOR MODERNISATION OF WORKSHOPS OTHER UNITS ( 03 – GENERAL MANAGERS )

1. 2. 3.

NF – RAILWAY ( CONSTRUCTION) METRO RAILWAY KOLKATA CENTRAL ORGANISATION FOR RAILWAY ELECTRIFICATION

4. 5.

( DIRECTOR - GENERAL ) RAILWAY STAFF COLLEGE RDSO

Y

PUBLIC SECTOR UNDERTAKINGS/CORPORATIONS ETC. IRCON = Indian Railway Construction Company Ltd. RITES = Rail India Technical and Economic Services Ltd CRIS = Centre for Railway Information System CONCOR= Container corporation of India Ltd. IRFC = Indian Railway finance corporation KRCL = Konkan Railway Corporation Ltd. IRCTC = Indian Railway catering and tourism Corporation Ltd. RCIL = Railtel Corporation of India Ltd. MRVC = Mumbai Rail Vikas Corporation RVNL = Rail Vikas Nigam Ltd. IRWO = Indian Railway Welfare Organisation PRCL = Pipavan Railway Corporation Ltd Role of LOCO INSPECTOR The duties of loco inspector Diesel traction are summarised as under: INSPECTION: 1. Foot plate inspection during day and night to check abnormalities on line and rectification of the same through concerned departments. 2. Inspection of running rooms allotted to him regarding facilities available for running staff. 3. To conduct ambush checks in automatic signaling territory to see whether the loco pilots are following relevant rules as laid down in general & subsidiary rules. Page 7 of 239

Course material for Loco Inspectors (Diesel) (Initial) 4. Surprise inspection of out pits, crew booking offices including breath analyser equipment for proper functioning, proper usage and to check that proper procedure is followed. 5. Inspect locomotives allotted to him (if any) particularly in regard to safety items including proper functioning of flasher lights etc. and take necessary action to get the defects attended to by the home or outstation shed as per convenient. 6. Check wastage, spillage, misuse or pilferage of lubricating oil/ grease etc. 7. Joint checking of emergency telephone sets used on electric locos with supervisors of S & T department. 8. Periodical checking of loco pilot’s personal equipment and stores. Field work (on line): 1. Plan out in advance and train loco pilots and other running staff to ‘learn the road’ and become fully familiar with all the signals especially automatic signaling sections and layout of the track, en-route and in yards, test the running staff for their knowledge of road and arrange for issue of competency certificate to them. 2. Train the running staff in the correct methods of trouble shooting, correct manner of operation of electric locomotives, inspection of locomotives in accordance with the prescribed instructions and observance of safe working rules. Train the running staff about new modifications carried out in electric locos. 3. Check out load, speed checks, intersectional running time, braking distance and signal visibility checks (joint inspection with S & T department), riding quality checks of locomotives, test staff of other departments as prescribed for their knowledge of rules applicable. If any irregularities are noticed with loco/ crew to be reported to sr. DME & ADME. 4. Train the new loco pilots regarding train dynamics, how to apply vacuum/ air brake application on loco and on train. 5. To train loco pilots of poor caliber allotted to him by giving intensive training on line and in exceptional cases when a person fails to make the grade, submit reports to sr. DME/ Power. 6. Conduct trails for energy conservations, modifications, and heavy hauled trains with maintenance staff. 7. To improve driving skills of loco pilots by adopting latest methods of energy conservation. 8. Foot plating by mail/express trains to make up lost time (to maximum permissible limits) lost due to loco defects or any other account. 9. Conducting punctuality drives to ensure punctual running of mail/ express and slow passenger trains and counsel loco pilots to make up time without exceeding maximum permissible speed. 10. To arrange issue of competency certificate to running staff for working in automatic signaling sections after giving them one day intensive training and after testing their knowledge. 11. Test and check the accurate working of the speedometers on run and arrange for attention to defective speedometer by shed staff as required. 12. Arrange timely renewal of speedometer charts and sealing of speedometers. 13. Scrutinize speedometers charts removed from locomotives and report to superiors, if any over speeding or other irregularities are noticed. 100% scrutiny of charts from mail/ express and passenger trains and 25% of charts from goods trains should be carried out. 14. Escort VIP and other important/ special trains. Page 8 of 239

Course material for Loco Inspectors (Diesel) (Initial) 15. Carry out special drives and trails as directed by head quarters/ division. 16. Maintain records in respect of running staff allotted to his control indicating the training imparted, refresher and promotional courses gone through knowledge of safety rules, knowledge of trouble shooting procedures etc. 17. Make a review of troubleshooting carried out by each loco pilot and impart necessary guidance if any incorrect procedure or irregularity is brought to notice. 18. To associate training school and ensure the troubleshooting aspects that are taught in the classes are relevant to the existing problems, education of running staff regarding engineman-ship - loco failures and breakdowns. Punctuality Punctuality is two kinds 1. Divisional punctuality: Time loss for less than 45 minutes. 2. Zonal punctuality : Time loss for above 45 minutes. Items to be checked, role of LOCO INSPECTOR in punctuality monitoring To maintain punctuality of train, especially to an important train, Loco Inspector should take the following. 1. The importance of punctual running of said train may be informed to the crew well in advance informing that loco inspector is coming in the Loco, other officials in the coach/ Saloon, if any. 2. Ensure that Loco Pilot came to on duty in time as per the Divisional Instructions. 3. Loco Inspector should collect the fresh caution order of the section. 4. Ensure Loco Pilot has gone through all necessary registers in crew lobby and signed wherever required. 5. Ensure Loco Pilot is not intoxicated position with the help of breather analyser. 6. Ensure Loco Pilot got his personnel and necessary tools for working the train. 7. Ensure Loco Pilot has collected all necessary documents, keys, if any, from in charge of crew lobby. 8. Ensure PT set & walkie-talkie are working and to be kept ready always. 9. As LI, he should ensure that no unauthorized person is allowed in engine. 10. Loco Inspector should ensure that Loco Pilot and Asst. Loco Pilot checked loco thoroughly. LI may also check the loco, to ensure the loco is fit to work the existing formation and required amount of BP/ Vacuum level in Engine. (Also conduct continuity test). 11. Ensure safety items of loco are in good working order such as Horns, wipers, Flasher Light, Head Light, etc. 12. Ensure all necessary documents were received and correct Authority To Proceed is given and starting signal from guard. 13. Don’t increase the speed of train till platform is cleared. 14. Advice Loco Pilot to reach Maximum Permissible Speed, as early as possible. 15. Ensure Loco Pilot has checked brake power of train and satisfy that brake power is upto the required and also make judgment for further controlling of train. 16. Ensure Loco Pilot is maintaining correct speed at the engineering restricted spots and on points wherever required. 17. Ensure train is controlled correctly i.e. not well in advance. 18. Judicial application of brakes is an important role in punctual running of train. 19. While stopping the train at station ensure train is on platform to enable to entrain or detrain of passengers and loading or unloading of luggage / parcels. Page 9 of 239

Course material for Loco Inspectors (Diesel) (Initial) 20. Ensure engine crew exchanging all right signals with crew and guard of opposite trains and station staff en-route. 21. Ensure correct visibility of signals in section. 22. If loco is giving any trouble try to attend it on run, if not possible, after stopping the train but it should be rectified in a lesser time. 23. If train is stopped due to any other reasons i.e. ACP, etc. It should be rectified in less time and to be restarted as quick as possible. 24. Always advice Loco Pilot to run the train at MPS to make up the time and also to overcome the unforeseen detentions. 25. LI to ensure Loco Pilot and Asst. Loco Pilot calling out signals properly. 26. Don’t allow the Loco Pilot to think about any other things except punctual running of train. 27. If loco/ formation is required to be attended by concerned maintenance staff, it should be informed to TLC/ SCOR well in advance, en-route. 28. Advice Loco Pilot/ Asst. to use appropriate whistle codes at the time of whistling. 29. After reaching the destination loco and other documents to be handed over to the concerned staff promptly. 30. Ensure Loco Pilot had made entries in RS 5 register of C & W and other necessary registers in crew lobby. PROCEDURE OF CONDUCTING LOAD TRIALS Load Trials: These trials are carried out as per orders of CEE/COM/CME by the divisional inspectors. These trials are aimed at achieving an optimum load that could be hauled by a Diesel /Electrical loco within permissible limit of their strain on the ascending gradients and on the falling gradients the maximum load that could be controlled at the specified speed with minimum required brake power using the RB and as well as vacuum / air brake of the locos. The following are the limitations for fixing load on a graded section. Ascending: a. b. c. d.

Horse power of the locomotive. Gradient of the section. The minimum continuous speed permitted for each locomotive. The load current supplied to Traction motors. Normally within the unrestricted zone within the time limit specified.

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

Course material for Loco Inspectors (Diesel) (Initial) RDSO has issued a haulage chart for each type of locomotive on different gradients and speed with respect of bogie stock of goods and standard coaching stock and ICF allcoiled coaching stock. The RDSO haulage chart is kept as a guidance before undertaking any load trial. Method of conducting load trial: Trial should be undertaken with an average load, average Loco Pilot. The train brake power should be checked for effective brake power. Engine should be checked for good working speedometer, RB, vacuum and air brake. The synchronized function of air brake along with vacuum has to be ensured for a successful trial. A minimum of 2 inspectors should travel on the foot plate, one to monitor the Loco Pilot for proper handling of the loco and other to take every minute reading of the following parameters. 1. 2. 3. 4. 5. 6.

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

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Course material for Loco Inspectors (Diesel) (Initial) be conducted preferably on a straight stretch over the steepest falling gradient. The mode of application will be as follows: a. A9 moved to emergency with synchronized air brake application. b. Keeping RB at max. 650 amps on BG locos. A9 should be moved to over reduction duly taking care to avoid A9 handle falling in emergency position which will qualify the RB. The following records should be made using a stop watch. 1. 2. 3. 4. 5. 6. 7. 8.

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

Course material for Loco Inspectors (Diesel) (Initial) 4. Delegation Any department is depended on the four important issues. 1. People 2. Structure 3. Environment 4. Technology These are the pillars to strengthen the slab. LEADER SHIP The work leader ship can be derived as …………… Leading the team Envision and energise Attitude Decision making Effective self management Resource and strategy planning Stress management Hypnotic motivation Innovative thinking and change Perfect communication The supervisor should work as an ESCORT to his members Equality Support Cooperation Openness Respect Trust If the supervisor, if escorts his members, the members can do wonders. How the motivation should be? Do you want to know how to motivate your staff? If so, you have to answer this question paper. Each question contains three answers. Select & tick one which is nearer to your experience. Q.No.

Question

1.

I am trying like to be a friend to my staff

2.

If my staff does not know the work I use to tell with patience

3. 4.

To keep my staff happy I will be doing some thing In my staff I never give scope for politics

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Answers Yes At times No Yes At times No Yes At times No Yes At times




5.

All the departmental information I will inform to my staff truly

6.

The staff leaving the department I will ask for the reason

7.

I will meet all my staff in any one of the occasion

8.

Before taking disciplinary action on any one of my staff I will discuss with him.

9.

I will take decision only after consulting my staff.

10.

I will be observing each and every time the behavior and workmen ship of my staff.

11.

I believe the long standing problem will arise if I make my staff to work by threatening.

12.

At the time of failures before blaming one I will enquire.

13.

In case of motivation I am improving my skills in each and every time

14.

I will be editing the work procedure and rules which come in the way of work.

15.

All the employees are getting bonus according to the ratio.

16.

I will discuss directly with the staff at the time of reconcile.

17.

I will counsel the staff for doing the work, if they do not listen, I will resort for severe action.

18.

I will chitchat in a friendly way with my staff very often.

19.

I will attend every function in my staff houses.

20.

I will utilize every opportunity to present gifts to my staff.

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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.

If it is required to promote one of two, I will explain the reasons to the employee who was not promoted.

24.

I will create such an environment to the staff, who come forward on their own for work.

25.

I will call outside experts for training to improve skills of the staff.

26.

I will convey my heartful greetings with my own handwriting to the staff who perform outstanding in their work besides gifts.

27.

I will encourage the staff to think in a different way to solve the work related problems.

28.

I will treat a lesson to the staff who escapes from work.

29.

I will be flexible about rules to help the staff if required.

30.

If will try to make every staff as a leader

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        

A supervisor before going to counsel the employee: Must prepare a note of area of topics to be counseled. Must explain the objective of the topics and how they are useful for his profession. Must have thorough knowledge about the subject. When any topic is reiterated, supervisor shall listen to employee’s view. After completion of counseling, ask for any doubt. Don’t allow any argument, but give directions or instructions. For testing his understanding ask few questions and if required counsel once again briefly.

WRITTEN MESSAGE  Written message is used for giving any information about an incident. Page 15 of 239

Course material for Loco Inspectors (Diesel) (Initial)  For giving a good written message subject grammar is very essential along with punctuation.  Francis bacon says “reading makes a full man,writing makes and exact man, and speaking makes a ready man”.  Written message shall include “TO” address, with date, place and time. From address along with signature is also essential along with acknowledgemet.  Written message shall comprise simple grammar with simple present tenses.  Since it is an official message unnecessary and irrelevant subject shall be eliminated.  It should be easily conveyable to the officials and shall not arise any other doubts. VERBAL MESSAGE      

      



Verbal message shall be given when employee is attentive to you. It shall be with eye to eye contact. Before starting the message the topic shall be disclosed first. At the end we can check whether the message is understood or not. It is a way of expressing the matter from source to receiver. The following four things will help to overcome the barriers.  Developing an open communication climate.  Communication should be ethical.  Adopting an audience centered approach.  Creating and processing the messages effectively and efficiently. Non verbal communication skills Smile genuinely. Respect status with eye contact. Adopt a hand shake. Oral communication Speaking and listening are oral communication skills. Dos of good listening.  Listen caringly.  Listen with your body.  Listen with your eyes.  Listen with your ears.  Listen with your heart.  Listen with your mouth closed. Donts for good listening.  Don’t interrupt.  Don’t contradict.  Don’t criticize about past behaviour.  Don’t interrogate.

The essentials for good communication are    

Clarify ideas before communicating. Examine true purpose of communication. Take the entire environment, physical and human into consideration. Be a good listener. Page 16 of 239

Course material for Loco Inspectors (Diesel) (Initial) Communication can be defined as “The interchange of information to bring about mutual understanding and confidence between persons”.  Dimensions of communication:    

Intra personal communication. Interpersonal communication. Group communication. Mass communication.

 Basic forms of communication  Non verbal communication.  Facial expressions and eye behaviour.  Gestures and postures.  Vocal characteristics.  Personnel appearance.  Use of time and space.  Verbal communication.

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Course material for Loco Inspectors (Diesel) (Initial) THE COMMUNICATION SKILLS      

BECOME A GOOD OBSERVER LEARN TO LISTEN ASK OPEN QUESTIONS DOCUMENT YOUR DAY GIVE CLEAR INSTRUCTIONS KNOW THE DIFFERENCE BETWEEN ORDERS, REQUESTS AND SUGGESTIONS

Counselling Technique LI Diary PERSONAL BIO-DATA OF LI Name Date of Birth Date of Appt. (As) Qualification P.F. A/C No Grade

: : : : : :

Due Date of PME Due Date of refresher Due Date of safety camp Blood Group Residence Address & Phone

: : : : :

TRAINING / SEMINAR ATTENDED BY LI Duration

Place

Name of Training / Topics

Remarks

INSTRUCTION FROM OFFICERS Date

Instructions

Action taken

IMPORTANT ITEMS TO BE DEMONSTRATED 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19.

Manual operation of SMGR. Checking whether OHE is having power supply or not. Wedging of three phase contractors. Wedging of Q-118 relay. Manual operation of Q-44 relay. Manual operation of REV. & CTF by opening HT compartment. Checking whether exhausters are working and creating adequate vacuum by seeing the PV’s exhaust pipe and leak test. Checking whether loco train pipe is free of obstruction. Proper fixing of HRC fuses. Repercussion over shooting of master controller’s wheel. Checking of batteries. Manual operation and wedging of VEPT / VER. Isolation of QOP / QOA / HOBA. Isolation of loco brakes with the help of peddle switch. Application of emergency brakes by Loco Pilot and Asst Loco Pilots. Isolation of TM in various loco. Checking of CBC. How to dummy compressor safety valve. How to attend brake-binding cases.

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Course material for Loco Inspectors (Diesel) (Initial) 20.

How to measure flat tyre.

ITEMS FOR CROSS CHECKING OF CREW TECHNICAL 1. Location of equipment 2. Complete preparation of loco. 3. Inspection of loco on arrival. 4. Traction failure. 5. Auxiliary failure. 6. Rheostatic braking failure. 7. Air brake system. 8. How to enter loco logbook. 9. Checking of traction motor. 10. Mechanical parts of under gear. 11. Driving techniques. 12. Functioning of Airflow indicator, LSAF, LPAR & Buzzer. 13. Auto flasher light. 14. How to give information in case of failure / Accident (with in 20 minutes). 15. Information about OHE. 16. Knowledge of DJ control circuit. 17. Knowledge of Traction Power Circuit. 18. Knowledge of Progression & regression circuit. 19. Use and availability of Fire Extinguishers. 20. Modifications. 21. Various Test of Loco. a. BP/FP/Vacuum leak test (LE/Load) b. MR leak test with & without auxiliary. c. Compressor capability test.

7. 8. 9. 10. 11. 12. 13.

d. BP/FP/Vacuum leak hole test. e. ACP test. f. Loco brake power test (SA-9 & A-9). g. Traction test. h. Sanding test. i. LT test. j. DBR test. SAFETY 1. Signals failures. 2. IBH signal failures. 3. Protection of trains. 4. Authorities. 5. Single line working on double line. 6. Parting on train.

9. 10.

14. 15. 16. 17. 18. 19. 20. 21.

Speed of different types wagons. Total interruption on SL & DL. How to read WTT Different system of working. Different places exchanging of signals. Clearing of stable load. Precaution in the event of a train coming to a stand on gradient. Working precaution during Summer, Winter & Monsoon. Ghat working knowledge. Look back on curvature. Awareness of Energy conservation. Checking of BPC. Correct procedure of shunting. G & SR correction slip. Accident manual.

MISCELLANEOUS CHECKING 1. 2.

Uniform wearing. Spectacle.

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

Cab & look out glass cleaning. Working of PT phone & last check. Loco Pilot’s personal store. Detonators & fusee. Spare vacuum / BP / FP hosepipe. Fire extinguishers on loco and condition. Signals location and their aspects. Up keep of Loco Pilot’s memo book.

QUIZ FOR LOCO PILOTS Locomotives, Traffic / C & W / OHE, TRAIN OPERATIONS –TECHNICAL, 3-Ø Locomotives, EMU/MEMU, G& SR and Others SAFETY CIRCULAR

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Course material for Loco Inspectors (Diesel) (Initial) No

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

COMPLETE BIODATA OF NOMINATED LOCO PILOTS

SURPRISE / AMBUSH CHECKS (Including mock drill) Place & Type of Remark time check

CBC Optg. Key

TSD Relay Wedges

Tape

WedgesContactor

G&SR

Fusee

Deto nator

DriverScrew

Hammer

No. of spanners

Dummy Plugs

IR washers

No. of Flags

nDesignatio

PERSONAL EQUIPMENT OF NOMINATED LOCO PILOTS Loco Pilot Name

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

Knowledge of Safety & Operating Rules

ShowingTechnical Knowledge & Trouble

Personal Habits

Accident Record

25

30

15

10

20

Gradation awarded.

Total Marks

AccidentPrimary or Secondary Responsible for

Negative Marks

Alcoholism Chronic or Habitual

Date of Grading

Name of the Driver

Depot

S. No.

Designation

SUMMARY OF THE GRADING IN DIFFERENT ATTRIBUTES OF NOMINATED DRIVERS

MONITORING PROGRESS OF OWN LOCO PILOT AT A GLANCE Name

Cat

Pg No

Jan

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Feb

Mar

Apr

May

Jun

Course material for Loco Inspectors (Diesel) (Initial) from to Name

Cat

Pg No from to

Jul

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Aug

Sep

Oct

Nov

Dec

Course material for Loco Inspectors (Diesel) (Initial) MONITORING DETAILS OF LOCO PILOT Name:

Designation:

Date

Weak areas of LP

Cat: Counseling imparted in regard to overcome the weakness

Counseling of SOBs S.No

Loco Pilot’s Name

1

2

3

SOBs 4 5

6

7

8

Counseling of Circulars S.No

Loco Pilot’s Name

DAILY MOVEMENT REPORT Date

Loco No.

Train No.

From

To

Departure

Arrival

Page 23 of 239

LP Name

ALP Name

Reason for movement


Safety Rules

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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:   

Human failure / equipment failure. Sabotage. Natural calamities.

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

Course material for Loco Inspectors (Diesel) (Initial) Success or failure of rescue operations, in the event of major disaster, depends upon the availability of adequate resources both in terms of men and material and extensive teamwork and co-ordinated efforts. In this regard Railways have set up an High Level Committee to review disaster management on Indian Railways. Based on the recommendations of the Committee, it has been felt necessary to have well documented disaster management plan and upgrade our resources to improve the capability to handle disasters and mitigate the hardships and suffering of passengers. OBJECTIVES: Disaster management plan is prepared as per high level committees report keeping in mind the following objectives.  Quick extrication of victims are effective on site medical management.  Speedy transportation of the injured to hospitals.  Preservation of clues and evidences.  Early restoration of traffic with better on –site management.  Quick dissemination of information at all levels.  Better media management. Details of first information to be given in case of accident/disaster: Time of accident Train No. Type of accident-Collision/Derailment/Manned LC/Unmanned LC/Fire/Misc. Block Section,KM Obstruction of line/adjacent line If derailment: No.of coaches/wagons/loco derailed/canted If collision: Trains/wagons collided If LC accident: Train/road vehicle If fire: Loco/coach etc., Casulties-Killed/injured Whether any Doctor/officer/staff available Assistance required:MRV/ART with crane or without crane, whether re4quired from both ends. Prima-facie cause if known: DISASTER RESPONSE INSTANT ACTION TEAM (IAT): Disaster response constitutes the spontaneous contribution of men at site and meticulously planned action by trained teams to rescue the people. Under such situation, it is necessary to take firn and quick decisions to save lives and property. For immediate relief and rescue operations i.e., before the arrival of ART/MRV, an INSTANT ACTION TEAM (IAT) is formed to perform various activities: When a train is involved in a serious accident associated with deaths/injuries to passengers; Page 37 of 239

Course material for Loco Inspectors (Diesel) (Initial)    

Railway servants on train/at site shall volunteer themselves to render assistance and report to TS/TTE/Guard of the Train. Immediately TS/TTE/on duty shall collect all Railway servants on train/at site and form three or four groups. One group shall assist the Guard and Driver and the other groups may be directed t5o assist in rescuing injured/entrapped the passengers. In the absence of TS/TTE the Guard/Assistant Guard shall take steps to form such groups.

INSTANT ACTION TEAM (IAT) The Instant Action Team comprises:  The Guard, Crew, TS, TTE, Asst. Guard and other staff on duty by the train.  Railway servants ON/OFF duty/ as passenger by the train.  Doctors and other volunteers traveling by train.  Railway staff working at site.  Non-Railway resources available at site. Every member of this team is responsible to ensure that timely action is taken to protect traffic, save lives and communicating the incident to the all concerned properly. RESCUE AND RELIEF OPERATIONS The relief team arrived by ART with its elaborate preparedness shall swing into the following action.  Rescue operation  Relief operation  Installation of Communication Network  Crowd Control and Law and Order  Clearance from State Police for restoration  Preservation of clues and Evidence  Media Management at site  Restoration Operation  Salvage operation Officer /official nominated from various departments, arriving at site by ART form part of Disaster Rescue Team. The officer/official representing each department is responsible to ensure that the assigned duties of the department concerned are efficiently carried out for fquick rescue/relief operation. Disaster Rescue Team normally comprises members of following departments: Trained Railway men from Mechanical, Medical, Engineering, RPF and other departments.  In case of fire accidents, trained Fire services personnel shall form part of this unit.  In case of an accident on water body, Divers, Naval cadets.  In case of a Sabotage/Bomb explosion, Bomb squads and GRP/Local police.  Rescue unit shall accompany the Relief Train or move it by road as quickly as possible. MANAGEMENT OF RESCUE OPERATIONS

Page 38 of 239

Course material for Loco Inspectors (Diesel) (Initial) One of the most important factors in managing the disaster is prompt rescue operation. By following meticulously the duties listed below, there are chances of saving lives and giving relief to the injured. All Railway men whether on or off duty should provide assistance in rescue operations. The following action should be taken promptly.  Render medical attention to the injured at the earliest without any loss of time.  Stop Bleeding and restore Blood pressure within an hour.  Persons under shock shall be relieved of shock.  Transport the casualties to the nearest hospital. For being effective, any Disaster Management system must aim at recovering as many critical patients as possible and rushing them to hospital at the earliest. COMMUNICATION NET WORK Due to leap in information dissemination, the electronic media is in the forefront of reporting train accidents even before the details reach Divisional control/Central control. In this environment, there is an urgent need for quicker information flow in disaster/accidents/unusual occurrences. Therefore it is necessary that the information regarding accident is relayed with least possible delay. DUTIES OF ELECTRICAL OFFICIALS/OFFICERS OPERATION        

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.

140 TONNE GOTTWALD DIESEL HYDRAULIC BREAKDOWN CRANE 8.1 INTRODUCTION Accident Relief Trains (ARTS) have always been an integral part of our Steam Loco sheds and have been manned by Loco Shed Staff. To help in restoration of traffic, a breakdown crane formed a part of most ARTS. Two types of ARTs existed, namely,'A'and'B'class. The difference between the two was only on the basis of the scale of equipment provided in each. Based on the erstwhile location of steam sheds, there were 141 'A' and 60 'B' class ARTs on the Indian Railways till the early 80s.

Page 39 of 239

Course material for Loco Inspectors (Diesel) (Initial) Location of the ARTs and consequently the cranes that they included was based on the location of the sheds. On an average, the ARTs were located about 2OO to 250 kms apart but were closer at many points. Most of the ARTs included a Medical van also. Bulk of the rolling stock on the ARTs was fit to run at 90 to 100 kmph. Actual speed was, however, limited to about 65 kmph due to the limitation imposed by the maximum speed of the breakdown crane. Also, most of the cranes were steam powered and of very inadequate capacity, ranging from 20T to 75T. There were only 6 diesel cranes of 120T capacity on the Railways at that stage. The Railways had in the meantime gone in for heavier and bigger rolling stock. Heavy BOX type wagons had replaced the erstwhile 4-wheeler. Need to reach the site of accident as quickly as possible was also a prime requirement. The Railways had no option but to think of a new faster crane capable of lifting heavier loads. It, was therefore, decided by the Railway Board in 1981 that new diesel powered cranes of 140T capacity on the BG and 75T on the MG would be inducted into the Railways. Due to on-going electrification, it was also decided to include hydraulic retailing equipment as part of the ARTS. At the same time the location of the cranes was fully rationalised on the following basis: 1. 'A' class ARTs would be located so that no point on their beat would be more than 250 kms from its base. These ARTs would be equipped with heavy-duty breakdown cranes of 140T capacity as well as hydraulic retailing equipment. A Medical Van would also be located along with these ARTS. 2. 'B' class ARTs would be located so that the maximum distance from the site of accident would not be more than 150 kms. These ARTs would include an auxiliary van only with retailing equipment. A Medical van would form part of these ARTs also. Based on this rationalisation, it was possible to reduce the number of ARTs from the earlier 201 to 151.

Accident Relief Trains (a) Location, Classification and composition of Accident Relief Trains stabled: S. Location Class Composition No. SECUNDERABAD DIVISION 1.

2.

Secunderabad

‘A’

Secunderabad

‘B’

Kazipet

‘A’

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

Course material for Loco Inspectors (Diesel) (Initial) ‘A’

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

‘A’

2.

Bitragunta

3.

Rajamundry

1.

Guntakal

‘B’

2.

Renigunta

‘B’

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

‘A’

Water Tank for Crane Mechanical Tool Van Elec. Van Kitchen Cum Tool Van Brake cum Rest Van Engg. Packing Van Engg. Tool Van Engg. Rail Wagon Coal Wagon for Crane NANDED DIVISION Accident Relief Train (ART) 35 T Steam Crane Match Truck Water Tank for Crane Equipment Van Staff Rest Van Engg. Tool Van Coal & Packing Van Rails Wagon

Keys of Accident Relief Train (b) (i) The key of Mechanical equipment van or power and tool van or staff car shall be kept in TXR Office / the loco shed and the engineering equipment van in the Permanent Way Inspector’s office for normal use when Accident Relief Trains are ordered. The duplicate keys of all the vehicles of the Accident Relief Train shall be kept in a separate sealed glass fronted box at a conspicuous place in the Station Master’s office for emergency use. In the event of the keys from the C&W/S&T/PWI/Electrical office cannot be obtained readily for any reason, the seal or the glass of the box in the Station Master’s office shall be broken and the duplicate keys taken out for use. After use of such duplicate keys, they shall be put back in the box immediately on its return, after which the Station Master will ensure its sealing forthwith. (ii) Whenever the duplicate keys of the Accident Relief Train in the Station Master’s office are taken out of the box, and put back, the Station Master shall enter the fact in the station diary noting the date, time and reasons for having done so. (c) The Accident Relief Train and Crane Spl shall be readily available at all times on a stabling siding set apart exclusively for this purpose, preferably with double exit. (d) The DRM, DME, DOM, DSO and Assistant Officers of the Transportation (Traffic), Mechanical and Engineering Departments and the Control office may order an Accident Relief Train if necessary. It is desirable to indicate to the concerned department, the nature of work required to be done, the type of engine and number of vehicles or rolling stock involved to be dealt with. (e) Whenever the Accident Relief Train is ordered, the Chief Crew Controller / Station Master / SSE (C&W) shall report for duty no sooner the Hooter/Siren is sounded. They shall take steps to turn out the Accident Relief Train with the least possible delay. Page 43 of 239

Course material for Loco Inspectors (Diesel) (Initial) (f) (i) The target time for turning out Accident Relief Train is as under except as provided in sub-paras (ii) & (iii). (a) During day light hours (from 6 to 18 hours) ––30 minutes (b) During night hours (from 18 to 6 hours) –– 45 minutes (ii) The target time for turning out Accident Relief Train, in respect of the following stations is as under: Station Day Hrs. Mts Vijayawada 01 – 00 Bitragunta 01 – 00 Guntakal– 01 – 00 towards Hubli Pakala 01 – 00

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

Course material for Loco Inspectors (Diesel) (Initial) concerned and Sr.DSO / DSO. The Departmental Officers concerned and Sr.DSO / DSO shall be responsible for ensuring the compliance of the irregularities notified in the above Inspection Reports. o Proper house keeping, proper stocking of equipment and tools and their location with name badges in all the ART vans shall be ensured by all departments concerned. 1003. Generating Plant: Both portable and stationary type oil engine driven generator sets are mounted in Power & Tool Van and Auxiliary Van. Power & Tool Van is marshaled with the Accident Relief Train and Auxiliary Van is marshaled with Medical Relief Train. o Generator sets are used mainly to provide lighting at the accident spot by means of flood lights fixed on the roof / side of the van, portable stand lights, hand lamps etc., with trailing cables. o The vehicles (Power & Tool van and auxiliary Van) in which the generator sets are mounted shall be maintained in the same way as other coaching stock in regular use and shall be inspected monthly by the Electrical Official in charge and the Train Examiner. The Electrical Official in charge shall inspect the generator sets along with the other electrical equipment provided to ensure that all equipment is in good working condition to meet emergencies. Particulars of inspection and maintenance work carried out shall be recorded in the inspection book provided in the van. o The Divisional / Assistant Electrical Engineer shall inspect once in a quarter the equipment and the inspection book provided in the Power & Tool Vans and Auxiliary Vans of all depots of his Division and ensure the satisfactory condition of the equipment. He shall also ensure the staff who are earmarked for the operation of the equipment on these vans in emergencies are fully competent and conversant with their duties. o For operating the generator sets provided in power & tool van, Auxiliary van for providing the lighting at the accident spot, the following set of staff should be earmarked. For Power & Tool Van o Two sets of staff comprising one Fitter-cum-Driver and two khalasis in each set for handling portable generator sets. o One Fitter-cum-Driver to operate the stationary generating sets. For Auxiliary Van o Two sets of staff comprising one Fitter-cum-Driver and two Khalasis in each set for handling the portable generator sets. o The staff should be made available by giving suitable training to selected men from the existing Train Lighting staff only. In addition, wherever possible another set of staff should also be selected and given training who will be available for emergencies when the staff earmarked for the work are absent or on leave. The staff earmarked should be provided with Railway quarters near the Station premises. Immediately on becoming aware of an accident they shall report to the Station Master and proceed with the Accident Relief Train / Medical Relief Train. Page 45 of 239

Course material for Loco Inspectors (Diesel) (Initial) 1004. Medical Relief Equipment: Types of Medical Equipment: o There are two types of Medical equipment namely, Scale I and Scale II. Scale I equipment is stored in Medical vans and Scale II equipment is stored in boxes in Special rooms preferably being at two ends on the Station Platforms. This equipment will be called Accident Relief Medical Equipment. o The Accident Relief Medical Equipment Scale I and II are provided at the following stations.

Medical Relief Train (a) Location, Classification and composition of Medical Relief Trains stabled: (BROAD GAUGE) S. No.

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

I

2.

Rajahmundry

I

3.

Bitragunta

I

1.

Gooty

I

2.

Renigunta

I

1.

Purna

I

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

I

Medical Relief Train (MRT) Medical Van Aux. Van

MEDICAL RELIEF TRAINS METRE GAUGE S. No.

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

Course material for Loco Inspectors (Diesel) (Initial) 1. 2.

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 Master’s 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

Course material for Loco Inspectors (Diesel) (Initial) The keys shall be made available to the Electrical Official in-charge at the station for inspection and periodical maintenance of electrical equipment by TXR. o Entry in Tools and Plants Register--- The articles in the Accident Relief Medical Van and the Scale II equipment room shall be entered in the Tools and Plants Register of the concerned ADMO, while the articles in the Auxiliary Van entered in the Tools and Plant Register of the TXR as the case may be. o Inspection Book --- An inspection Book is provided in the Medical Van and in the Scale II Equipment room. All Inspecting Officials shall sign in this book together with any remarks they wish to offer with regard to the equipment. The book shall be neatly maintained. The copy of the Inspection Report of the Officers shall be sent to the Departmental Officers concerned and Sr.DSO / DSO. The Departmental Officers concerned and Sr.DSO / DSO shall be responsible for ensuring the compliance of the irregularities notified in the above Inspection Reports. o The target time for turning out the Medical Relief Train is as under --For stations other than Secunderabad and Vijayawada (i) For direct dispatch 15 minutes (ii) For indirect despatch i.e., shunting on 20 minutes to the running line first

Both during day and night

For Secunderabad Jn Station

Between 20 to 06 hours 20 mts 20 mts

(i) For direct despatch (ii) For indirect despatch (i.e.) shunting on to the running line first

Between 6 to 20 hrs 15 mts 20 mts

For Vijayawada Jn Station (i) For direct dispatch 20 minutes (ii) For indirect despatch i.e., shunting on 25 minutes to the running line first

Both during day and night

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.

140 ton breakdown crane Capacity Capacity of a breakdown crane is usually expressed in tonnes. For example, the crane under discussion is the 140T crane. This figure is actually the capacity of the lifting hook and as far as the crane capacity is concerned is a misnomer. The term that describes the capacity of a crane more correctly is the load moment, which is defined as the load that can be lifted in tonnes multiplied by the radius at which it is lifted. For example, the existing 120T diesel crane can lift this load at a radius of 5 metres only so that its load moment is 600 tonne-metres. On the other hand, an 80 tonne crane that can Page 49 of 239

Course material for Loco Inspectors (Diesel) (Initial) lift this load at a radius of 15 metres has a load moment of 1200 tonne-metres. The 140T Gottwald Crane lifts its 140 tonne at a radius of 9 metres, so it has a load moment of 1260 tonne metres. It is thus seen that the 80 tonne crane has a capacity that is double that of the 120 tonne crane. A crane with a bigger load moment is the bigger crane and cranes should not be compared by their hook load capacities only. Today, breakdown cranes are classified into three categories: 1. 2. 3.

Small Medium Large

Upto 700 tonne-metre load moment 700 to 1 000 tonne-metre load moment above 1000 tonne-metre load moment

By this definition, 2.

the 140T crane is a large crane.

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.

Basic crane motions are: Hoisting: The movement of the hook, main or auxiliary, with or without load, when being raised or lowered vertically, Jib remaining stationary. Page 50 of 239

Course material for Loco Inspectors (Diesel) (Initial) Slewing: The movement of the superstructure along with jib rotating about a vertical axis. Derricking: Raising and lowering of Jib in a vertical plane. Travelling: This is the self-travel of the crane. 7.

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.

8

TECHNICAL DETAILS OF DIFFERENT BREAKDOWN CRANES (i) Maximum Capacity For full propped condition. 132 Tonnes at 1 0 metre radius ±30 degree slewing (with 43.2 Tonnes counterweight) For free on rail condition. 59.5 tonne at 8 metre radius ±13 degree slewing (with 43.2 tonne counterweight) (ii) Cabin: Mounted on front of Superstructure between Jib fork. (iii) Hoist Block: Main hook of Rams horn type and auxiliary hook of shank type. (iv) Axle Load : Jib resting on match truck. For match truck 17.5 tonnes For crane 20.0 tonnes (v) Maximum moving dimensions (RDSO Drg No. CSL 3039) Width 3200 mm Height 4200 mm Specifications of 140T Diesel HYD BD Crane. i) Track gauge

1676mm Page 51 of 239

Course material for Loco Inspectors (Diesel) (Initial) ii) Wheel dia nominal iii) Bogie centres (Crane) iv) Length over buffers (crane) v) Brakes vi) Brake control vii) Max. axle load in train order viii) Tail Radius ix) Max. Propping load x) Minimum Track Curvature

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

18000mm (Main hoist centre to jib foot pin centre). 5.5 metre 16.0 metre

MAIN POWER PACK i) ii) iii)

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

5.5 to 16m in 90 Seconds

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

COUNTERWEIGHT COMBINATION ON SUPERSTRUCTURE

Page 52 of 239

Course material for Loco Inspectors (Diesel) (Initial) No counterweight

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

1.74 metre x 7.5 metre 2.70 metre x 11.8 metre 6.00 metre x 11-8 metre

CAPACITIES OF 140T BRAKEDOWN CRANE The 140T crane of M/s Gottwald make is capable of performing the following tasks FULL COUNTERWEIGHT The crane with full counterweight of 43.2 T. when fully propped is capable of lifting A fully loaded BOX wagon (85 tonne gross weight) over crane head stock, at an outreach of 9 metres (Radius 15M) with limited slewing range of 30 degrees on either side of track center line. The crane with full counterweight of 43.2 Tonne and free on rail is capable of lifting an empty BOX wagon (30 tonne tare weight) over end of the crane on same track, at an outreach of 3 metres with limited slewing range of 13 degrees on either side of track centre line. HALF COUNTERWEIGHT The crane with half counterweight of 29.2 Tonnes when fully propped is capable of lifting an empty BOX wagon (30 Tonne tare weight) over crane head stock at an out reach of 9 metres for 360 degree slewing range. ii) The crane with half counterweight of 29.2 tonnes when fully propped is capable of lifting a loaded CRT wagon of 41 tonnes at an outreach of 5.3 metres over crane. head stock for 360 degree slewing range. iii) The crane with half counterweight of 29.2 Tonnes when fully propped is capable of lifting one end of a standard diesel/electric locomotive on the same track (lifting capacity required 66 tonnes) at 5.1 metre outreach with a limited slewing of 30 degrees on either side of track centre line. HALF COUNTERWEIGHT-SPECIAL CONDITION The crane with 24 tonnes on Super Structure and 5.2 Tonnes on Chassis while free on rail is capable of lifting an empty CRT wagon (1 3.1 Tonne Tare weight) over crane head stock at an outreach of 5.3 metre for 360 degree slewing range.

Page 53 of 239

Course material for Loco Inspectors (Diesel) (Initial) 8.4 CONSTRUCTIONAL FEATURES OF 140T BD CRANE 140T crane is having the following assemblies incorporating hydraulic, pneumatic, electrical and electronic equipment a) b) c) d)

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

Course material for Loco Inspectors (Diesel) (Initial) and braking wear goes on disc. Each wheel is braked with double jaw brakes by separate pneumatic cylinders. ii) A Crane suspension in each bogie consists of four spring packs, each pack with two stacks of coil springs (inner and outer) and two stacks of disc springs diagonally arranged. iii) In coil springs, release of load being instantaneous, damping effect is minimum. Incase of Disc springs contact area of friction is released gradually (with release of load) resulting in provision of damping. iv) The spring suspension arranged can be blocked by axle blocking arrangement. Each bogie is fitted with gear drive (pinion to be engaged by pneumatic cylinders) operated by hydraulic motors. d)

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

Course material for Loco Inspectors (Diesel) (Initial) - Engaging the traction gear pinion. -Operations of condition indicators for service brake, hand brakes and springs suspension blocking. -Signal horns. ii) When the main power pack of crane works, the main engine air compressor charges the entire air pressure system. The pressure-regulating valve keeps the pressure in the range of 6.2 to 7.3 bar. A gauge in driver’s cabin indicates the pressure. An air oiler mixes small quantity of oil with air, thereby ensuring that pneumatic valves and equipment are lubricating continuously. Condensed water from the system can be removed by means of drainage valve provided in air supply tanks. b)

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. Page 56 of 239

Course material for Loco Inspectors (Diesel) (Initial) vii) Whether it is an air brake train or a vacuum brake train, in either case brakes on the crane are applied simultaneously with the application of brakes on the train. e)

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

Course material for Loco Inspectors (Diesel) (Initial) outrigger cylinder at the end. Extending and swinging out the beams is carried out simultaneously by means of a hydraulic cylinder. According to space and operating conditions the crane can be propped in both swing limited positions. Outrigger bases are (i) 1 1.8 m x 2.7m (ii) I 1.Bm x 6.Om k)

LAMINA BRAKE IN CRANE MOTION

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

Course material for Loco Inspectors (Diesel) (Initial) to return line (to hydraulic oil reservoir) thereby stopping the functioning of respective hydraulic working equipment (motor cylinder etc.)

Page 59 of 239

Course material for Loco Inspectors (Diesel) (Initial) m) MAIN POWER PACK Main power pack is a horizontally mounted, six cylinder diesel engine with super charger. The main power pack at the radiator end drives two pumps (06 & 07) and sits the opposite end, is flanged with the transmission box and drives 5 pumps (Ql to Q5). The main power pack also drives the main compressor and the three phase alternator through belt drive, both at the radiator end. n) AUXILIARY POWER PACK/EMERGENCY ENGINE This is a smaller capacity vertically mounted, two cylinder type diesel engine (starting through hand cranking) located on the radiator side of the main power pack close to the Cab, on the superstructure. It is used to clear the site by derigging the crane in case of main power pack failure. r) Continuous monitoring of the engine is possible from the operator's cab due to the following instruments mounted on the operating panel I)

Fuel oil level' indicator

II)

Lube oil pressure indicator

III)

Lube oil temperature meter

IV)

Coolant water temperature meter

V)

R.P.M. Meter

VI)

Engine hour meter.

Important operating equipment in cab I)

Key switch to bridge working position of boom

II)

Key switch to bridge safe load indicator (PAST)

III)

Pre-selector switch.

Important gauges provided in cab I)

Pressure gauge for hydraulic oil in slewing circuit.

II)

Pressure gauge for hydraulic oil in circuit-1.

III) IV)

Pressure gauge for hydraulic oil in circuit-11. Pressure gauge for hydraulic oil in control circuit.

V)

Air pressure gauge.

Page 60 of 239


8.6 OPERATING PROCEDURES AND SAFETY PRECAUTIONS OF DIFFERENT CRANES OPERATION OF THE CRANE Here you have detailed instructions on how to prepare the crane for use and how to use it. Precautions to be taken have been brought out clearly. At the end of this script you should have no problem guiding the working of this crane at an accident site. 1.

GENERAL OPERATIONAL CHECKS Before the crane is hauled out of the Shed or any other place where it is stabled, please check the following items: Before the crane is hauled out of the Shed or any other place where it is stabled, please check the following items: Travel Gear should be in disengaged position (side mounted display should indicate "GREEN"). Crane brake and parking brake should be released (side mounted displays should indicate "GREEN"). Brake system side mounted handle (on the undercarriage) must be in position AIR or VACUUM as per locomotive brake system. CAUTION:- The air line shut off cock must be closed if the locomotive brake is operative on vacuum system or vacuum hose to be blocked if locomotive brakes are operative on air system. Boom should be locked on its trestle. Derricking wire rope. Should be slack. By starting the main Engine, fill air reservoir for brake arrangements in train order (as pressure is built up by auxiliary compressor only after approximately 200m run). All side mounted platforms on the undercarriage must be lowered and locked. All the four propping outriggers should be locked properly. Check the following oil and coolant levels: a) Hydraulic Oil. (b) Fuel Oil. (c) Enginge Lub. Oil. (d) Radiator water level. and (e) Oil level in all gear boxes. Check function of AUX Engine working system. Ensure that Axle blocking is not there. After reaching the work site, the following points should be checked : 12345-

2.

Load to be lifted – Dimensions and approximate weight. Required radius. Required working cycle (hook height, slewing range, travelling with load). Site conditions for propping. Ground conditions for outrigger pad area.

PERMISSIBLE GROUND FORCE The condition of the ground in the outrigger pad area is very important. Given below are the approximate pressures different types of surfaces can support. Follow the following procedure. Page 61 of 239

Course material for Loco Inspectors (Diesel) (Initial) Natural ground – Approx. 50 to 60 Tonne/ metre square. Medium Sand – 40 Tonne/ metre square (firm clay and grave). Fine Sand, firm- 15 tonne/ meter square Determine the required counterweight (cwt) combination and type of outrigger propping. 3.

ERECTION OF CRANE – RIGGING

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.

Page 62 of 239

Course material for Loco Inspectors (Diesel) (Initial) Continue derricking 'IN' till 'A' frame is at full position Secure 'A' Frame pin in positon. Remove boom lock provided on the match truck trestle. Raise boom clear of head rest (trestle) approx. 40 ems bring hook blocks under the boom head vertically either by moving the crane or Match Wagon. OR After raising the boom approx. 40 cms above the trestle continue derricking 'IN' and simultaneously both hook blocks are to be lowered till the boom head is vertically above the hook blocks. The crane is ready for picking up the counterweight as per requirement, or the crane is ready for operation without counterweight. Repositioning of the match wagonIf necessary due to space requirements, the match wagon can be repositioned behind the crane undercarriage or on a side track. In any case, prior to uncoupling the match wagon, parking brake should be CLOSED To reduce the required radius crane buffers can be folded sidewards. PROPPING THE CRANE Switch on oil Transmission line (pre-selector in the crane cabin to undercarriage). Operate lever (fitted on the undercarriage) to swing out the outrigger beams as required. Operate lever (fitted on the undercarriage) to lower the propping cylinder on the stabilizer foot. Lock the stabilizer foot and the piston with pin. NOTE : It is advisable to use load distribution pads, except where space does not permit. Raise the crane until the wheel sets lift clear off the rails. Set oil transmission line pre-selector in the crane to neutral position. Level the crane with the help of side mounted spirit level on the undercarriage. COUNTERWEIGHTS There are three counterweights of 6, 14 and 18 tones respectively. All lie on the match truck and have to be picked up as per requirements, (A weight of 5.2 tones lies on the chassis as base load). For using the counterweights, follow the instructions given below. a) b) c)

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. Page 63 of 239

Course material for Loco Inspectors (Diesel) (Initial) HALF COUNTERWEIGHT Place 18 T on 5.2 T (5.2 T lying on the undercarriage in front of the cabin). Then place 6 Ton 18 T counterweight. ONLY FOR FREE ON RAIL 18 + 6 = 24 T on Gallows 5.2 T on chassis FULL COUNTERWEIGHT Place 18 T, 6 T and 14 T counterweights on 5.2 T weight on the undercarriage in front of the cab. This gives 43.2 Tones on gallows. Note : Half propped and full propped conditions : During half propped and full propped conditions the counterweight combination is 29.2 T (5.2+ 18+6) on gallows and 43.2T (5.2 +18+6+14) counterweight on gallows. d) e) f) g)

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 -

Check if safe load indicator is in operation. Correct mode of stabilization is set on the selector switch. Axle blocking pressure is approximately 240 bar.

A FEW DOs AND DON'Ts Axle blocking pressure should be checked by a nominated person. If the pressure drops, the nominated person should recharge the axle blocking pressure to 240 bar. When fixing counterweight on the crane, the crane should not be slewed unless correct propping base is selected (the mode selector on the display unit of the PAT system must show full out-rigger.) Before slewing take the following action. (i)

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

Course material for Loco Inspectors (Diesel) (Initial) (ii)

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.

Load charts affixed inside the cabin should be followed in to. After gallows operation or axle blocking operation pre selection switch for oil transmission should be brought to 'O' position. Before starting work make sure that Computer override key and boom override key are switched to working position. Ensure counter weight indicating lamps indicating correct counterweight on gallows, are in operation. Manually operated mode switch showing correct outrigger basis is. Operational DERRIGGING OF THE CRANE Sequence of derigging is given briefly below : Check axle blocking pressure. Unload counterweights on the match truck. Leave base counterweight of 5.2 T on crane –chassis indirection of match truck. This is mandatory. Boom out to 16 m radius. At this point derricking out will be cut off by 16 m limit switch and PAT. – Switch 'IN' boom over bridge key. Switch 'IN' compute over bridge key. Raise both hooks to limit position of derigging. Boom down until both boom head is approx. 40 cm higher than rest position. Travel crane forward until boom rest pin matches with recess in boom rest. Boom down until boom slides fully into the boom rest to the lock position. IMPORTANT At this point lock the hook in the boom rest. Raise counterweight gallows to full height. Fasten the 'A' frame hind bottom leg with counterweight gallows by link rope arrangements. Remove pins from 'A' frame. Boom out to give small amount of slack in derrick ropes. Page 65 of 239

Course material for Loco Inspectors (Diesel) (Initial) Lower counterweight gallows which will result in 'A' frame going over center which will facilitate further collapse. Raise gallows fully. Remove link rope arrangement. Further derrick out till 'A' frame front rests on the top of the raised gallows. Now simultaneously derrick out and lower gallows till gallows sit on their desired position on super-structure. Continue to derrick 'OUT' while simultaneously lowering ‘A’ frame arm into locking rest position on crane chassis. Derrick out until the ropes are slack over the operator’s cab. This derricking out should be restricted by 'minimum number of turns on drum' limit switch (the setting should be for slackness just adequate to negotiate designed track curve). It is essential that while rigging and derigging one staff member is deputed to watch proper setting of the rope on drum and to ensure that rope does not get out of its path. WORKING CONDITION FREE ON RAIL With no counterweight on gallows 360 degree stewing . During this operation 5.2 T counterweight should remain on chassis. The entire operation should be done within load parameters as shown in the load chart. All the load capacities are within the range of Aux, Hoist, l. e. below 25 T. Hence only auxiliary hoist should be used. With half counterweight (5.2 T on chassis and 24 t on gallows) and for 360 degree slewing this operation follow the instructions : a) b) c)

5.2 T counterweight to remain on chassis, 24 t counterweight to be affixed on the gallows. The minimum boom radius should be 8 meters for slewing beyond 30 degrees (as shown in the load chart).

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.

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Course material for Loco Inspectors (Diesel) (Initial) IMPORTANT : UNDER NO CIRCUMSTANCES WHILE SLEWING WITH 43.2 T COUNTERWEIGHT ON GALLLOWS – 13 DEGREE ANGLE TO BE EXCEEDED. RAPID MOTION Rapid motion or fast gear is possible by pressing the knob which is fitted on the floor of the cabin, left of the foot brake. When the rapid motion lever is pressed, the pumps of Hydraulic circuits I & II are interconnected and the working speed of the following winches is doubled : 1) 2) 3) 4)

Main Hoist Aux. Hoist Derricking Recovery winch

'UP' and 'DOWN' 'UP' and 'DOWN' Derricking 'IN' and Derricking 'OUT' Recovery winch 'IN' and 'OUT'

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.

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Course material for Loco Inspectors (Diesel) (Initial) PRECAUTION: Even when all safety devices are in operative condition, there is a possiblity of the safety system not responding or responding late. These failures can be caused by certain undesirable operations, which should be avoided. A few are briefed below a) b) c) d) e) f) g)

pendulum motion of the load. Loads which are stuck should not be broken loose. Loads failing on the ropes. Diagonal pull. Subsoil cave in. Inadmissible high wind forces. Hoisting an extra heavy load through derricking 'IN'

12.

SAFETY CUT-OFFS

The following safety cut-offs are provided in the system: Limit switch cut-out at 5.5 m radius : This limit switch should be bridged only when /311. Counterweights are to be picked up or when counterweights are to be placed back on the match truck. Limit switch cut-out at 16 m radius. Computer cut-out at 16 m radius. The maximum working radius of 16 m should be bridged only by the computer key and boom key when the crane is to be derigged i.e. the boom is to be placed on the match truck. c)

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.

THE CRANE IN TRANSPORT POSITION (TRAIN ORDER) : After derigging the crane, when the boom has been properly locked in the trestle, and gallows with 'A' frame lowered in position, outrigger beam locked, the following operations should be done before hauling the crane :-

Close undercarriage parking brakes. Release the axle blocking, until all cylinders are fully detracted, simultaneously traction gear would be disengaged, crane brake will be released and the brake pedal in the cabin will also be ineffective. "Brake System" side mounted handle (on the undercarriage) must be in position 'AIR' or 'VACUUM' as per locomotive brake system. Brake changeover lever of match truck is to be positioned to "ON" for air-brake train. Otherwise position it to "OFF". Page 68 of 239

Course material for Loco Inspectors (Diesel) (Initial) Connect the brake hoses according to crane order, Shut off diesel Engine and look the crane cabin. Lower all platforms and lock them. Release Hand brake. TRAVELLING THE CRANE WITH LOAD As a general principle, when the crane travels with load, the boom should be exactly over the centre of the track, pendulum motion of the load must be strictly avoided, by travelling at slowest of speeds, or by proper lashing of the load. The load should be kept as low as possible over the ground. The control lever should not be operated abruptly. When braking, the travel control lever is to be pulled back to neutral position slowly and simultaneously braking initiated with the pedal brake. Travelling with loads which exceed the Maximum Moving dimensions, must be carried out with utmost care. The load capacity for travelling is the same as given in the load chart "FREE ON RAIL CONDITIONS" PAT / LIMIT SWITCH COMPUTER (PAT) BRIDGING KEY Computer should be bridged only during the following operations a) b)

While deringging – To bypass maximum working radius of 16 m While rigging / derigging- Operating free on rails, or with half props – for picking counterweights from Match Truck or placing them back in the Match Truck.

BOOM BYPASS KEY Boom bypass key when bridged effects the following : a) b)

5.5 m working radius, limit switch bypassed, 5 m limit switch effective. 16 m maximum working limit switch bypassed, minimum number of turns left on the drum limit switch effective.

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

Course material for Loco Inspectors (Diesel) (Initial) a) b) c)

Protect the crane from overload condition. Indicate to the operator the working position of the crane. Indicate to the operator of an approach to overload.

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 Page 70 of 239

Course material for Loco Inspectors (Diesel) (Initial) The specific code of sounding the hooters of the electric siren, as indicated below shall be used, to give the emergency call S. Description of accident No. 1. When an accident takes place in the loco shed or traffic yard adjoining the loco shed 2. When an accident takes place at out-station but main line is clear -- ART to be moved. 3. When an accident takes place at out station but main line is clear – MRT and ART to be moved. 4. When an accident takes place at out-station and main line is blocked – ART to be moved. 5. When an accident takes place at out station the main line is blocked -- MRT and ART to be moved.

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 Page 71 of 239

Course material for Loco Inspectors (Diesel) (Initial) of the opinion that the accident requires the holding of an inquiry by the Commissioner of Railway Safety. Injuries: Injuries are classified as (a) Grievous injury (b) Simple injury Grievous injuries for the purpose of these statistics should be taken as injuries as defined in section 320 of Indian Penal Code reproduced below for ready reference: (Section 320, Indian Penal Code 45 of 1860) The following kinds of injuries only are termed as grievous injuries:(a) Emasculation (b) Permanent privation of the site of either eye © Permanent privation of the hearing of either ear. (d) Privation of any member or joint (e) Destruction or permanent impairing of the powers of any member or joint. (f) Fracture or dislocation of a bone or tooth. (g) Any hurt which endangers life or which causes the sufferer to be, during the period of 20 days or, in severe body pain or unable to follow his ordinary pursuits. Simple injuries: (i) A person will be considered to have incurred simple injuries, if these injuries incapacitate the injured person to follow his customary vocation during 48 hours after the occurrence of the accident. (ii) A railway employee is considered to have been injured if he/she is prevented from returning to work as a result of injuries for a period of 48 hours after the occurrence of the accident. Kinds of accidents Accidents are classified under following heads: 1. 2. 3. 4. 5.

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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Course material for Loco Inspectors (Diesel) (Initial) Consequential train accidents Include train accidents having serious repercussion in terms of either one or many or all of the following:(a) loss of human life, (b) human injury, (c) loss to railway property (d) interruption to rail traffic. Train accidents under following classification will be termed as consequential train accidents. 1.

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

cases comes under A 1 to A 4 cases comes under B 1 to B 4. cases comes under C 1 to C 4 cases comes under D 1 to D 4 cases comes under E 1

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, Page 73 of 239

Course material for Loco Inspectors (Diesel) (Initial) the derailed vehicle/vehicles do not form part of a train, the derailment would be classified as ‘other derailment’ whether the shunting etc., was being done by the train engine or by a shunting engine. Capsized Coach / Wagon Capsized coach / wagon is one in which all wheels are off the ground and it is resting on its side, either on the ground or against an obstruction. Miscellaneous Train running over or against any obstruction including fixed structure other than accidents at level crossing gates, resulting in (i) Loss of human life and / or grievous hurt. (ii) Damage to railway property and / or (iii) Interruption to traffic is more than the threshold value. Other train accidents All other accidents which are not covered under the definition of consequential train accidents are to be treated as other train accidents. These include accidents under categories B-5, B-6, C-5 to C-8, D-5 and E-2. Yard accidents All accidents that take place in yard and do not involve a train are termed as yard accidents. These include accidents falling under categories A-5, B-7, C-9 and D-6. Indicative accidents In real term they are not accidents, but suggests an indication of serious potential hazards and include all cases of (i) Averted collision – (Classification F) (ii) Breach of block rules – (Classification G) (iii) Train passing signal at danger – (Classification H) Averted collision An averted collision is a circumstance under which but for the vigilance shown by any person or persons, a collision would have occurred either in the block section or within the station limits between two trains or between a train and an obstruction. Provided, further, that such an occurrence may not be treated as an ‘averted collision’ – (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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Course material for Loco Inspectors (Diesel) (Initial) (iv) When it enters or is received on a wrong line at a station or a Catch/Slip siding or sand hump, constitutes breach of Block Rules. Note: "Received on a blocked line not constituting an averted collision means when a train is received on to a line when adequate distance as per GR 3.40 is not kept clear and train stopped short of starter signal which is at "ON". Train Passing Signal at Danger When a train passes a fixed stop signal including a Banner Flag or an Engineering Stop Indicator (other than automatic stop signal and gate signal) at danger (i) without any authority to pass (ii) with an improper authority to passconstitutes ‘Train passing signal at danger’ Equipment failures Equipment will be considered as failed if it is not able to perform the prescribed function within the prescribed time limit. These include all failures of railway equipment i.e., (i) Failure of locomotive and rolling stock – Class J. (ii) Failure of Permanent Way – Class K. (iii) Failure of Electrical Equipment – Class L. (iv) Failure of Signalling and Telecommunication – Class M. Unusual incidents These include cases related to law and order resulting in train accidents or not resulting in train accidents and other incidents as follows:(i) Attempted Train wrecking or Train wrecking or Bomb Blast or Explosion or Hijacking or Sabotage – Class N. (ii) Casualties – Persons falling out of train or run over – Class P. (iii) Other Incidents – Accidental or natural death or murder or suicide or robbery or blockade to train services – Class O. (iv) Miscellaneous – Vehicles running away or Train running over cattle or floods / breaches and landslides etc. – Class R. Sabotage Means the criminal interference with any part of the working machinery of a railway with the object of rendering it inoperative or any act intended to cause damage to railway property other than train wrecking or attempted train wrecking. These include accidents falling under category N-1, N-2 and N-3. Train wrecking Means the willful obstruction of or tampering with the permanent way, works or rolling stock, resulting in an accident to a train with or without loss of life or damage. These include accidents falling under category N-1, N-2 and N-3. Attempted train wrecking Means the willful obstruction of or tampering with the permanent way or works, structures, equipment or rolling stock, which, if undetected, would have resulted in an accident. These include accidents falling under category N-1, N-2 and N-3.

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Course material for Loco Inspectors (Diesel) (Initial) Serious dislocation to traffic means interruption to through traffic for more than 6 hours on trunk routes, 12 hours on man lines and 24 hours on branch lines. Threshold value For the purpose of accident threshold value is a minimum value beyond which the accident will be treated as having serious repercussion on the basis of loss to railway property or interruption to communication. It shall constitute two portions. (i) Threshold value of railway property loss of which is fixed at one lakh rupees or; (ii) Threshold value of interruption to communication either partial or total where duration of interruption is equal to or more than number of hours specified against each column. Interruption BG-A,B,C or D BG-D,E Spl or MG- BG-E or Spl (in hrs) Q, R (in hrs) (in hrs) Total 3 4 Or Or Or Total + 6 8 Partial

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. Page 76 of 239

Course material for Loco Inspectors (Diesel) (Initial) Slight damage to property Means damage to railway property roughly estimated to cost less than Rs.1000. Damage to property Damage to property means damage to railway property roughly estimated to cost Rs.1000 and over up to Rs. 25,00,000. Serious damage to property Serious damage to property means damage to railway property roughly estimated to cost over Rs.2, 00,00,000. Department Includes all branches concerned under the administrative set up.

Information to be collected on the spot to facilitate Inquiry committee to arrive at the cause of the accident: After every accident certain vital information bearing on the cause of the accident is to be collected on the spot which later may not be available on account of clearance operations undertaken and the resumption of normal traffic. Due to failure to collect such information, it often becomes difficult for the Inquiry Committee to ascertain the cause of the accident. The information to be collected in different cases is given below: Page 77 of 239

Course material for Loco Inspectors (Diesel) (Initial) (a) Loco Pilot passing signal at danger: o In order to avoid any dispute later, the fact that a Loco Pilot has passed a signal at damage should be formally brought to his notice. o The Pointsman / ASM / SM must confront the Loco Pilot and Guard with regard to the position of the signal and the position of the lever concerned. The position of the signal and route should be recorded by the SM and signed by the SM, Loco Pilot, Guard and other witnesses, if available. o The distance by which the train has passed the signal should be recorded in engine + bogie lengths and / or telegraph posts, and by measuring the actual distance in meters. o In the night time, the brightness of the signals should be noted. The weather condition o If the Loco Pilot is required to use glasses, it should be checked whether he was in possession of them and using them. o Arrangement for testing brake power of the train shall be made by Officers / Sr.Subordinates at the nearest C&W examination point. o Breathlyzer test of the Loco Pilot should be done immediately and the Loco Pilot shall be sent for further medical examination. (b) Collision and averted collision: (a) The position of the signal levers, point levers and block instruments should be immediately checked and noted down. (b) The train signal register should be signed so as to indicate the last entry made and then seized. (c) If Line Admission Books are in force, these should be seized immediately noting in whose possession they were last. (d) The position of the two trains or train and obstruction should be marked on the sleepers. The distance between the two should be measured in meters in case of averted collision. A rough sketch should be drawn showing their position vis-à-vis signals, station platform, turnouts and other fixed land marks. (e) Arrangement for testing brake power of the train shall be made by Officers / Sr.Subordinates at the nearest C&W examination point. (f) Breathalyser test of the Loco Pilot should be done immediately and the Loco Pilot shall be sent for further medical examination. © Derailments o Track measurements should be taken and a sketch should be prepared in accordance with instructions given in Appendix o Measurements of rolling stock should be taken as per Appendix o For locomotives derailments, Examination of locomotives should be done as per proforma given in Appendix. o The rail fittings and the point roddings including the locking arrangement should be examined. It should be seen whether there was any obstruction resulting in a gap in the points. Marks on the rails and sleepers should be observed. o In cases of derailments during shunting operations, it should be noted as to who was actually supervising the shunting.

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Course material for Loco Inspectors (Diesel) (Initial) o The position of the shunt signals, if any, point levers, point / track indicators concerned should be recorded. (d) Accident at manned level crossing o o o o o o o o o o o o o o

Location and number of the gate Whether engineering or traffic? Whether interlocked or non-interlocked? Gate working instructions – validity Visibility of signals Visibility for road users. Condition of the road surface and approaches of the level crossing Duty roster of the Gateman Competency certificate of the Gateman Last census – date and TVU Length of cleanliness of the check rails Availability of the safety equipment Frequency of inspections and last inspection by officers / supervisors Availability of whistle boards, road signs, speed breakers and stop boards etc.

(e) Accident at unmanned level crossing o o o o o o o

Location and number of the level crossing Curve or straight for railway track and road separately. Visibility for road users and the Loco Pilot separately. Condition of the road surface and approaches of the level crossing. Last census – date and TVU. Length and cleanliness of the check rails. Availability of Whistle boards, Road signs, speed breakers and stop boards etc.

2001 Report of accident From: ------------------- Station

Specimen Form Acc 1 (i) REPORT OF ACCIDENT To: All concerned

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 Page 79 of 239

Course material for Loco Inspectors (Diesel) (Initial) 15. Casualties. Signature___________ Name of Station Superintendent/ Section In-charge Date ------------------ Time---------2002 Report of untoward incident Specimen Form Acc 1 (ii) REPORT OF UNTOWARD INCIDENT From:------------- Station

To, All concerned.

Kilometer at which untoward incident occurred. Name of the Loco Pilot of the train with his headquarters Name of the Guard of the train with his headquarters. Name of the train ticket examiner of the train, if posted, with his headquarters. Nature of the untoward incident. Accidental fall Bomb blast Rioting/shoot out others Time of occurrence Position of human body in relation to track Whether medical help was given to the injured. Whether train stopped or not Condition of doors and occupation of coach. Signature Name of Station Superintendent / Section In-charge Date ----------- Time ----------2003 Brief particular of untoward incident Specimen Form Acc 1 (iii) BRIEF PARTICULARS OF UNTOWARD INCIDENT 1.

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.

IN CASE OF ACCIDENTAL FALLING OR OTHER UNTOWARD INCIDENTS a. Kilometreage at which the passenger fell or person was knocked down. b. Was the incident noticed by the Guard/Loco Pilot/TTE and the train stopped or was the alarm chain pulled to stop the train Page 80 of 239

Course material for Loco Inspectors (Diesel) (Initial) c. Was the train backed to the incident spot? d. How the injured or dead person was dealt with. 3.

IN CASE OF THE PASSENGER FALLING OUT a. Name, age, sex and address of the passenger, with the particulars of ticket, if any held. b. If child, also give the name and address of the guardian at the time and his relationship to the child. c. Where was the person or child seated or standing at the time last seen by fellow passengers? d. Owning railway, painted number, compartment number, type, description and position of the carriage from the engine. e. Condition of doors. f. Officer of the Railway Protection Force on train. g. Brief statement of the injured person containing cause of accident. h. Name and signature of the passenger in whose presence the statement was recorded. i. In the case of a child, the name and signature of the guardian. j. Statement of co-passengers. k. Type of injuries sustained by the injured. i.e., temporary, permanent, partial or complete disablement.

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

………………………. ………………………. ………………………. ………………………. ………………………. ………………………. ………………………. ………………………. ………………………. ………………………. ………………………. ………………………. ………………………. ……………………….

Course material for Loco Inspectors (Diesel) (Initial) 15. Position of affected vehicles on train from engine ………………………. 16. Type of coupling ………………………. 17. Manufacturer’s name ………………………. 18. Period in use ………………………. 19. Date of last periodical overhaul ………………………. 20. Loco Pilot’s report ………………………. 21. Guard’s report ………………………. 22. Distance between the parted portions ………………… 23. Cause of the parting ……………………….. 24. Staff responsible ………………………. 25. Workshop code, date and type of steel stamped at weld mark ……………… 26. Remarks ……………………….

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

Course material for Loco Inspectors (Diesel) (Initial) (d) Signalling and interlocking Rs.--------(e) Electrical equipment Rs.--------(f) To property in train or within station limits Rs.-----In case of obstruction on line (cattle run over etc.,) (a) What was the cause of obstruction? ---------(b) Did it appear willful or accidental? -----------(c) Is any one suspected? -------------(d) Was the line fenced? ---------------If so, state of the fencing ----------Was the engine fitted with a cattle guard? ------Has obstruction been removed? ------------------In case of trains parting, broken tyres/wheels/axles/ rails, hot axles, fires in trains:(a) Composition of the train, details of load ----------(b) How far was vehicle - from engine/motor coach (its number) (c) Description of the content of the vehicles ------------(d) What was the cause of breakage of tyres, wheels, axles and rails -------------(e) Condition of broken metal, how disposed of ----------(f) In case of persons falling out, or fires etc., in passenger trains, state if alarm chain was pulled -------In case of deaths in train:(a) Give description of deceased, (b) Caste (c) Name (d) Age (e) Sex (f) Whether railway employee, passenger or trespasser, residence, employment or vocation--------(g) If passenger, ticket number and class -------(h) Number of persons in same compartment --------(i) Number, type and class of carriage, if the death is due to infectious disease, whether carriage was detached and disinfected? -----------(j) Cause of death ----------(k) List of property belonging to deceased and how disposed of -----------(l) State what has been done with body, whether made over to the relatives or police or sent to mortuary -------In case of dead bodies or injured persons discovered on line or within station limits:(a) State in what position body was lying and give details of any apparent injury to the body or other circumstances which may have caused death or injury ------(b) Whether passenger, railway employee, trespasser or suicide ---------If persons run over: (a) Did the engine crew see the person -----------(b) Was the Loco Pilot's or Assistant Loco Pilot's view at the site of the accident obstructed? ----------(c) Was it daylight or dark at the time? -------(d) If it was not definitely known by what train the person had been run over, the crew controller at both ends of the engine run to examine engines for traces of blood marks or other evidence ----------In case of derailments, collisions or bursting of points (a) Number, owning Railway and type of vehicles derailed or damaged and position of Page 83 of 239

Course material for Loco Inspectors (Diesel) (Initial) vehicle on train ------(b) State the position of points and signals -------(c) State if points and signals were interlocked -------13 A. In case of averted collisions, state Load of train ---------No.of vehicles with effective brake power --------Speed of train when obstruction or danger was observed -------Distance from engine to obstruction when latter was first observed ----------Time and visibility ---------In case of engine passing signals at ON. (a) If signals are interlocked---------(b) By what length did the Loco Pilot pass the signal at ON? -------------(c) If stop signal exhibited and by whom? ----------(d) Was the block section occupied and when did the last train leave ------------If vehicles blown away from stations due to heavy winds, state how the vehicles were fastened and how they broke adrift -------Detention to trains affected and further probable detention if traffic is not yet resumed -----(a) How long was road blocked and to what extent -----(b) If, transhipment was necessary, what arrangements were made ---------What system of block working is in force and was everything normal, if not give details -------Measures taken to re-establish traffic -------Time assistance asked for and time arrived -----------Station arrived from --------------Cause of delay, if any, in getting assistance ---------Report by guard ------------Report by Loco Pilot ------------In case of serious accidents : (a) Whether RMS authorities advised in case of accident to a train carrying mails --------------(b) Whether local Government authorities duly advised (if accident comes within the purview of section 113 of the Railways Act 1989) -------Action taken in regard to staff responsible, name and designation and the department: Description and cause of accident ---------No.-----------------Date:-------------Forwarded to the ---------------- for information Station ------------Date ----------------

Signature -------Designation-----

Page 84 of 239

Course material for Loco Inspectors (Diesel) (Initial) Derailment Mechanism

Typical diagram of accident spot

Page 85 of 239

Course material for Loco Inspectors (Diesel) (Initial) TRAIN PARTING Train parting is a common unusual occurrence affecting the train movement. There are number of contributing factors towards train parting such as inadequate maintenance, material failure poor engineman ship, improper marshalling, loco troubles etc. Role of Engineman ship Towards Train Parting: What is Engineman ship? It is the capability of a Loco Pilot to handle his loco along with its trailing load, so that same reaches destination in time in a most economic manner and without adversely affecting safety. Poor engineman ship adversely affects all these requirements. Same is also a contributory factor leading at times to train parting, and on other occasions result in stalling, passing signal at danger, brake binding, loco failure or even derailment. Such of these factors, which are associated with Loco Pilot’s enginemen ship, are described as below: When The Train Parting Takes Place? 1. If the tractive force exceeds the tensile strength of the coupling system. 2. If any coupling gets opened or works out. 3. If any coupling gets disengaged due to excessive buffer height/ difference in rail level. Out of the above 3 situations the first one is related to engineman ship, provided there is no material failure. How the tractive effort exceeds the tensile strength? 1. 2. 3. 4.

Due to sudden notching up. Shock loads. Sudden application of brakes from rear. Notching up with out proper recreation of vacuum/ air.

How to Notch Smoothly And Steadily: While advancing the graduator in power, time interval of minimum 10 sec. should be given between two consecutive notches. After taking a notch observe the traction ammeter and ensure that the pointer stabilized before notching further, This practice will definitely avoid sudden development of tensile force on coupling system that may lead to breakage and parting – especially in lower speed. Shock Loads/ Jerks : What is Jerk? Instantaneous and sharp variation in momentum of a body moving with a uniform velocity can be termed as jerk. The intensity of a jerk depends upon mass. velocity and range of speed variation during jerk. How jerks are formed? Sudden increment or reduction of tractive effort due to: a) Poor Engineman ship b) Loco defects such as i) Power ground Page 86 of 239

Course material for Loco Inspectors (Diesel) (Initial) ii) Wheel slip iii) Automatic shutting down or c) Sudden drop of traction effort, e.g. OHE failure. d) Sudden application of brakes from rear by guard/ banker Loco Pilot on run. How the Loco Pilot can create a jerk on a train? A) By rapid notching up. B) Sudden application of brakes C) Sudden cutting down of power. For Example: 1. Tripping of loco, wheel slip, loco failure, failure of OHE etc. will result in sudden cutting of power from maximum to zero leading to heavy jerks. Normally no train parting takes place due to these if the speed is above the critical limit. If the net tractive effort is more than the momentum of the train, there is every likelihood of train parting. Therefore bring the net tractive effort well below the momentum of the train, How To Avoid Jerks During Starting: A random observation of trains at a station clearly brings out the different driving skill and technique of train driving. While some trains will stop and start smoothly without any jerk, many other trains will be observed not only to experience heavy jerks but multiple impact leading to high intensity of sound associated with sudden movement of wagons / coaches, impact between adjoining draft/ buffer gear components and at times wheel slip and screeching sound between rail and wheels. For avoiding jerks during starting: 1. Ensure all the couplings are properly secured (back the train by about half wagon length in order to lock all CBC coupling). 2. Ensure complete release of train brakes and sufficient vacuum/ BP pressure before starting. 3. Take one notch and wait for 10 sec., so that the load ammeter will stabilize then release the loco brake. Wheels will then start rolling gradually as the brakes are releasing. This procedure will ensure gradual stretching of couplings (smooth run out). 3.1 In case of level gradient and lighter trains 3rd notch will be sufficient to move the train. But in case of starting on up gradient and heavier trains, graduator should be advanced suitably to develop sufficient tractive effort for moving the train before releasing the loco brake. By this procedure, wheel slip also can be minimized during starting. 3.2 If the train is on down gradient, gradually release the loco brake so that the train will start rolling due to gravitational force. No jerk will develop since the all couplings are in bunched condition. 3.3 If we release loco brake fully and then apply power, all the traction motors will immediately start rotating so that a sudden pulling force will be experienced. The pull will be transferred to all the vehicles one by one according to the slackness of couplings, resulting in jerk.

Page 87 of 239

Course material for Loco Inspectors (Diesel) (Initial) How to Avoid Jerks on Run: 1. Advance the graduator notch gradually giving sufficient time for traction ammeter to stabilize so that the run out will be taken care of. 2. Through knowledge of road is essential for maintaining uniform drafting force in undulating gradients. 3. Uniform and steady acceleration and decelerations. 4. Apply brakes judiciously and control the train well in advance taking advantage of the permissive signals. 5. Ensure complete recreation of vacuum/ BP pressure and free rolling after each brake application, before notching further. 6. Rheostatic brake should be applied and released gradually observing the current. Before applying RB formation should be bunched up by minimum application of train brake. Care should be taken to ensure that co-action working of loco brakes is not taking place. 7. Try to avoid co-action operation of loco brakes during application of train brakes. 8. Maintain proper communication with guard either by walkie-talkie or by hand signal and observe the train when ever possible. By this practice Loco Pilot can avoid brake application by guard to certain extent. 9. In case of wheel slip due to wet rails or up gradient bring the graduator to lower notches preferably 5th or 6th notch and proceed slowly. Do not ease or advance graduator frequently, as same will lead to rapid variation in tractive effort and may result in parting. 10. Maintaining proper communication and synchronized operation between leading and banker Loco Pilot is essential. The banker Loco Pilot should also carefully observe the vacuum and drive according to the road and signals. Normally banker Loco Pilot should not apply any brakes. He should not cut off the power until the train stops. After dead stop, apply loco brake fully and then close the notch, Otherwise if the banker Loco Pilot closes the graduator earlier the train will roll back and may lead to train parting. While restarting the train the banker Loco Pilot should push first. S N 1 2 3 4

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.

How to avoid jerks while stopping: 1. Apply the brakes gradually as far as possible. 2. Avoid co-action working during first application. 3. Apply the loco brake after stopping the train, if loco brakes are applied before the train stop, the engine will stop first but the load will move towards engine due to inertia leading to compression of buffers and skidding of loco. Application of the train brakes should be such so that the momentum of train will be uniformly reduced to zero and after comes to dead stop apply the loco brake. In down gradient since there is no chance of rolling back train can be stopped in bunched condition also. 4. Always try to stop the train by raising vacuum/ air pressure. 5. Working heavy train in up gradient. If we stop the train by destroying vacuum/ air pressure, restarting may be difficult due to brake binding. Page 88 of 239

Course material for Loco Inspectors (Diesel) (Initial) 6. In such cases Loco Pilot can control the speed in advance and allow the train to stop in lower notches so that all the couplings will be in stretched conditions. Now apply the loco brake keep graduator in 2nd or 3rd notch for one or two minutes so that the momentum of all the vehicles will get absorbed fully and then close the notch gradually. This procedure will avoid rolling back of the train, While closing the notch sufficient time should be given other wise it can lead to train parting. 7. Marshalling of trains is also an important factor contributing to train parting. Loaded vehicles may preferably be marshalled in front portion and empty vehicle at rear. Similarly, in case of train with CBC and screw coupling the CBC vehicles should be kept in front and screw coupling vehicles shall be attached in rear. This is essential as drafting force on front portion is always higher than that in the rear portion. 8. Double head or multiple unit operation to be avoided in goods trains with screw coupling as far as possible. Air Flow Indicator White Needle Deviating During Run : As soon as the Loco Pilot observes the white needle of air flow indicator deviating from its original position, he should immediately put “ON Flasher Light” and stop the train ACP signal/ whistle. He should then send his Asst. Loco Pilot to jointly check with guard the cause of pressure drop of BP and attend the same. Details such as KMs, vehicle number, location, cause & attention given etc. should be recorded and endorsed by Loco Pilot. While checking the load, position of piston movement of the brake cylinder should also be observed. If any of the pistons are observed to have been operated, brakes must be released by means of release valve. Thereafter, after ensuring the continuity and reconciling the Red needle with the White needle then only the train is to be started. JOINT ACCIDENT MEMO BY SUPERVISORS 1.Brief History: _____________________________________________________________________ _____________________________________________________________________ _____________________________________________________________________ _____________________________________________________________________ _____________________________________________________________________ _____________________________________________________________________ ____________________________________ 2.Particulars of the Train : A. B. C. D. E. F.

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

Course material for Loco Inspectors (Diesel) (Initial) I. J. K. L.

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

9

ROH

DATE

SHOP

10

Pay Load in Tonnes

From lables

From actual weight

11

Commodity Loaded Page 90 of 239

Course material for Loco Inspectors (Diesel) (Initial) 12

Station

From

13

Position from Engine

14 BUFFER HEIGHT on level track.

15

To

Measurement to be taken after un coupling and rerailing

Wheel and Axle face particulars (In case of Breakage of breakage of Wheel /axle)

Axle Face particulars

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

WHEEL AND AXLE

Wheel Gauge in mm (Taken at four places)

Observations after measuring the profile with tyre defect gauge ( good / Rejeectable)

1

2

3

4

SUPERVISIORY COMBINED TRACK READING REPORT Page 91 of 239

Course material for Loco Inspectors (Diesel) (Initial) IN CONNECTION WITH THE DERAILMENT OF______________on Date 1.Point of Mount Reference

:

2.Distance between PM to PD : 3.Distance between PD to PR :

STATION No. 0

1

2

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

WHEEL SETS AND BOGIE MEASUREMENTS LOCO No.: Date Of Measurements: S.No Description 1 Wheel diameter in

1

SCHEDULES : 2

3

4

5

Page 92 of 239

6

7

8

9

10

11

12

Course material for Loco Inspectors (Diesel) (Initial) mm (1092 to 1015) Wheel Flange wear in mm 32 – 29 = 3 mm Wheel root wear 37.5 – 31.5 = 6 mm Tread wear 28.5 – 35.0 = 6.5 UST of Axle (in case of Axle breakage Longitudinal clearances 1.5 to 5 mm Lateral clearances 6 to 12mm (End axle) 26 to 31mm (middle axle) Wheel gauge 1596 +/- 0.5 mm Buffer height 1030 to 1105 Height of rail guard 104 to 119

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.

4

Depth below sleeper bottom in cm. Stating weather cleaned or choked 5

Type wooden CST 9 Steel through etc. 10

Condition – firm wet slushy,etc 3

BALLAST Width of shoulder in cm From outsiede of ………………………………………………………………… Rail Sleeper L R L R 6

7

8

9

SLEEPER Condition- New / Second hand/damaged/Unserviceable.etc

Density

Square not

11

12

13

RAILS Page 93 of 239

Course material for Loco Inspectors (Diesel) (Initial) Weight

Condition of wear

14

15

Rail fastening like dog spikes keys, tie bars cotters, loose jaws, etc. …………………………………………………………........................... No.per sleeper seat Condition tight or loose 16 17

Condition Hogged, battered, low etc 18

RAIL JOINTS General remarks about cracks or fractures of fish plates fish bolt and other components 19

Location of point of Mount Whether on straight, Whether on a falling curves or Transition grade,level or rising grade and on sag 21 22

Description of anti-sqabotage measures like reversed jaws welded rails, etc 20

Location of Point of Derailment Whether on straight, Whether on a falling curves or transition grade, level or rising grade and on sag 23 24

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)

Course material for Loco Inspectors (Diesel) (Initial) ____________________________________________ A 0 to 5 0 to 3 B 5 to 7.5 1 to 2 C 7.5 to 10 2 to 3 Permissible Gause Tolerances On straight (All Gauses) On curves with radious: 1. More than 400 M on B.G 275 M on M.G 2. Less than 400 M on B.G 275 M on M.G

TIGHT 3 mm

6 mm

SLACK

3 mm

15 mm

Nil

20 mm

Limits of Rail Wear Vertical Wear Gauge Rail section Limit of B.G

60 KG/M 52 KG/M 90 KG/M

Lateral Wear(measuregd 13 to15mm below the rail Table) LIMIT Section Gauge Category of Track 13 mm 8 mm 5 mm

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:

a) Above 100 km/Hr b) Below 100 km/ Hr

15mm/ 10 meter chord variation 20mm/ 10 meter chord variation

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 ½” B.G ----- 133 mm (5 ¼”) 136 mm (5 3/8“) M.G ---- 117 mm (4 5/8”) 120 mm ( 4 ¾”) 2.Throw of Switch Recommended B.G ----115 mm M.G ---100 mm

Minimum 95 mm 89 mm

3. Conditions of crossing and tongue rail The conditions of crossings & fittings should be checked. Maximum VERTICAL WEAR permitted on point rail is 10 mm and recondition should be done when wear is 6 mm. The burrs should also be removed. The fittings should be tightened.

Page 95 of 239

Course material for Loco Inspectors (Diesel) (Initial) Maximum vertical wear permitted on tongue rail is 6 mm, where as LATERAL WEAR permitted is 8 mm for 90 RU and 52 kg rails and 5mm for 60R and 75 RU rails.(lateral wear measured at 13 mm to 15 mm below the rail table) Clearence Check rails at crossing (turn outs) B.G ----- Max 48mm Clearence of check rails at level crossings Max 57mm Clearence of the check rails at curves Minmum thick ness of Blunt nose ------- 6mm

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

2

3

Commod ity loaded

13

Due: Due: Due: Due:

Tares in Tonnes

Carrying capacity in Tonnes

Building Date

Return date

5

6

7

8

………….. 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

Course material for Loco Inspectors (Diesel) (Initial) Wheel & Axle

Axle Box (for IRS stock only)

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

AXLE GUARD (for IRS stock only) Clearence Weather Are the axle Remark between axle guard guard bent regarding axle box can work or otherwise Bridle bar groove and clear of damaged to axle guard axle box prevent free in mm groove movement of axle box 30

Remarks on condition of spring plates and buckles 37

31

32

33

Spring and Spring gear Clearanc Remarks Weather e on any between condition spring shackle of Eye plate and shackle touches pin plates sole bar and pins 38 39 40

Remarks regarding free movement of bolster and pivot and their condition 45

Spring and Spring gear Free Camber of Thickness camber of spring of packing spring in under load plate under mm in mm after spring seat re-railing in mm on a level un-canted track 34 35 36

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

Any other defect in vehicles which may have contributed to or caused the derailment.

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

Course material for Loco Inspectors (Diesel) (Initial) 3. For an obvious cause of derailment such a broken axle, spring dropping on run, or some part of under gear hanging loose and causing obstruction. Only relevant particulars need to be filled. 4. The spring characteristics should also be got checked with a load deflection testing machine in addition to filling information under items, (46),(47), (48) and (49) of the proforma. Limits of wheel diameter Type of wagon / On same On the trolly axle same trolly Four wheeled 0.5 mm 13mm trolley Six wheeled trolley 0.5mm 6mm

Wheel gauge On the same wagon 13mm

Standard

6mm

Maximum Minimum

Six wheeled units

0.5mm

6mm

6mm

Four wheeled units

0.5mm

**

25mm

1600 mm 1602 mm 1599 mm

AXLE BOX LATERAL & LONGITUDINAL CLEARENCES 1. Lateral play between B/Brass & journal collar min.. 5mm / max ..10mm 2. Total lateral clearance between axle guard and axle box groove…10 mm max 3. Lateral longitudinal clearance between axle box lug and horn check for box type trolley LATERAL LONGITUDINAL Maximum Minimum

25 mm 20 mm

18 mm 12 mm

THIN FLANGE: Flange thickness reduces to 16 mm; it will be measured at the distance of 13 mm from flange tip. SHARP FLANGE: The radius of the tip of the flange becomes less than 5 mm WORN OUT FLANGE: When radius at the root of the flange becomes less than 13 mm DEEP FLANGE: when the depth of flange measured from the flange top to a point on the wheel tread (63.5 mm away from the back of B.G wheel) becomes greater than 35 mm, it is called deep flange (35-28.5 = 6.5 mm) FALSE FLANGE/HOLLOW TYRE: when the projection of the outer edge of the wheel tread below the hollow of the tyre exceeds 5 mm, the outer edge of the wheel forms a false flange and the worn tread is called hollow tyre. Buffer height: B.G Empty 1105 maximum Loaded 1030 minimum Buffer projection: for long case max 635mm min 584 mm, for short case max 456mm 406 mm

FIRST AID Page 98 of 239

Course material for Loco Inspectors (Diesel) (Initial) The Principles and practice of First - Aid First-aid is the first assistance of treatment given to a Casualty for any injury or sudden illness before the arrival of an ambulance or qualified medical expert. It may involved improvising with facilities and materials available at the time. First-aid treatment is given to a casualty: i. ii. iii.

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:   

lack of breathing and / or heart beat. severe bleeding a state of unconsciousness.

Skilled first aiders can save lives by maintaining a casualty's vital needs: a. b. c.

An open airway. Breathing Circulation.

a.

Opening the Airway: It is imperative that one should establish a clear airway immediately by removing the block in the airway. Once the airway is open, the casualty may begin breathing spontaneously. If he / she does begin breathing, keep the casualty in the Recovery position. If he / she still does not breathe, begin artificial respiration immediately. After first opening the airway, look, listen and feel for any signs of respiration.

b.

Breathing: The technique of restoring breathing for a casualty is known as Artificial Respiration. The most efficient method is to transfer air from Page 99 of 239

Course material for Loco Inspectors (Diesel) (Initial) your own lungs into the casualty's by blowing into them through the mouth (mouth to mouth respiration). Sometimes however this is not possible in which case you may have to use any other manual method. After two inflations, check the pulse to make sure the heart is beating (Check for circulation). If the heart is beating and a pulse is felt, continue to give inflations at a rate of 12-16 times per minute until natural breathing is restored. If the heart is not beating, you must perform external chest compression immediately. c.

Checking for Circulation: Before commencing External Chest Compression, it is very important that you establish that there is no circulation. Lack of circulation is established by checking the pulse at the neck (carotid pulse). It must be checked again after the first minute and then every three minutes thereafter. It will only return spontaneously if the heart is beating.

External Heart Compression It is a basic life saving technique. a. b. c. d. e.

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.

Adults should be given about 60 pressures a minute. For children of two to ten years old, pressure with one hand will be enough and it should be 80-90 times a minutes. Press firmly but carefully. Carelessness may cause injury to ribs and deeper tissues. If the treatment is effective a. Colour will become normal. b. Pupil will contract as improvement begins; and c. Carotid pulse beats with each pressure. When pulse is not restored, continue compression till the patient reaches Hospital. Inflation of lungs to heart pressure, ratio should be 2:15. If there is only one First Aider, he has to be very smart and active. Finish 15 heart compressions and rush to head side, given two inflations to the lungs and get back to the heart and give 15 compressions. Repeat these. If there are two First Aiders, No.1 makes 5 heart compressions, then No.2 gives one lung's inflation. These are repeated. At the same time, No.1 can watch, the pupils and No.2 can feel the carotid pulse. Page 100 of 239

Course material for Loco Inspectors (Diesel) (Initial) C (Cardio) P (Pulmonary) R (Resuscitation) Essential when both breathing and heart beat are affected. Steps: o Thumping the heart region. o External Cardiac Compress (ECC) o Mouth to Mouth respiration. If two First Aiders, one does ECC 5 times followed by the other mouth to mouth respiration, 1 time repeat. If single First Aider, ECC 15 times followed by mouth to mouth respiration 2 times. Repeat. Wounds and bleeding When any tissue of the body e.g. skin, muscle bones etc. is torn or cut by injury, wound is caused. There will be bleeding from the injured part and it also form an opening through which germs can get into the body. The depth of a wound is often more important than its area; small deep wounds caused by knives, bullets etc. are often more dangerous. Bleeding Bleeding is the immediate danger and shock be treated promptly. Bleeding is a common cause of death in accidents. It is caused by the rapture of blood vessels due to severity of the injury. If the bleeding is from the surface of the body, it is called external bleeding. If bleeding is within chest, skull or abdomen, it is called internal bleeding. Bleeding may occur from (a) arteries (b) Veins or (c) Capillaries. Infection Infection only occurs after a lapse of 6 hours. Our aim is to prevent infection occurring. We do this by promptly attending to wounds. o Wash the hands thoroughly with soap and water. o Clean the external wound with plenty of good cleaning water. Wipe gently the surrounding skin and remove dirt sticking to the wound. o Dry the surrounding of the wound gently with dry sterile gauze. o Then cover the wound with dry sterile gauze. o Bandage. o Do not apply any antiseptic for large wounds. Injuries to bones (Fractures), ligaments and tissues round the joints (sprains) Fracture A fracture is the partial or complete breakage of a bone. Simple (closed) fracture is that the broken ends of the bone do not cut open the skin and shown on the outside. When the fractured bone is in contact with outside is called compound (open) fracture. In addition to the fracture, an important internal organs like brain, major blood vessels, lung, liver, spleen etc. may also be injured, then it is called complicated fracture. The fracture is detected by noticing pain at the spot, tenderness, swelling, loss of normal movements of the part, deformity of the limb, irregularity of the bone. The aims of first aid areo To prevent further damage. Page 101 of 239

Course material for Loco Inspectors (Diesel) (Initial) o To reduce pain; and o Make the patient comfortable. o The First Aider should handle very gently avoiding all unnecessary movements and immobilize the fracture area and the joints on both sides of fracture (above and below fracture side) by using bandages; and / or by using splints where available and where he is confident of their use. Sprains: A sprain is tearing of the ligaments of joint and the tissues round the joint. There is a pain and swelling at the joint and casualty cannot use the joint without increasing the pain. The first aider can advise rest and support to the injured part so as to reduce the pain. Apply a firm bandage. Sprain are common in ankle joint. Dislocation: Dislocation is the displacement of one o r more bones at a joint. There will be severe pain and swelling at or near the joint, the casualty cannot move the joint and joint looks deformed and the limb assumes an unnatural position. The first aider should immobilize the joint and reduce the pain. Dislocations are common in shoulder, lower jaw and elbow. Strains and ruptures: A strain is caused by over stretching of muscles. It generally happens as a result of a twist or sudden effort to lift heavy weight. A rupture or tear is a more serious injury. The entire muscle bundle or tendon are injured. Sudden pulling of calf muscle is common example. There is a sudden sharp pain, swelling and feeling stiff at the muscle and the casualty cannot move the injured part. First Aider should support the injured part using the sling in case of upper limb, a crutch or stick for lower limbs and apply cold compress. Artificial Respiration To revive the lungs, you have to give artificial respiration by mouth to mouth (Kiss of Life) method. Lift the chin forward and press the jaw, open the mouth with one hand and close the nose with other hand, keep your mouth on the casualty's mouth and blow. Heart Revival To revive the heart, you have to give external chest compression. Keep your heel of the palm on the chest (Pit of stomach) of the casualty and keep the other palm over that hand and compress. The casualty must be in a hard surface. Recovery Position Sometimes, you may not be in a position to do first-aid due to tense situation. In such circumstances, at least turn the casualty to recovery position, which would help to save many precious lives. 803 Hints of First Aid to the Injured 1(a) In majority of the cases of severe injuries, death is due to either hemorrhage or shock or both combined. So, the First Aider should always know the correct treatment of hemorrhage and shock. Most First Aiders are under the impression that the only effective method of arresting bleeding is by a tourniquet. This is not so. By the indiscriminate use of tourniquet many a person has lost a limb and some times life, due to cutting off the blood Page 102 of 239

Course material for Loco Inspectors (Diesel) (Initial) supply to the part far away from the injury. Hence avoid a tourniquet as far as possible and try to stop bleeding by the minor and safer measure of digital pressure, pad and bandage and flexion, wherever possible. o When the limb is completely cut off. o When the main blood vessel is cut. o When there is a compound fracture of the limb with bleeding. o When there are multiple bleeding injuries. o When there is a foreign body in close vicinity of a blood vessel cutting the tissues around. o When all other minor measures to stop bleeding have failed. (b) A tourniquet should not be left indefinitely except when the limb is completely severed. By keeping a tourniquet on for a long time, the portion of the limb below does not get its blood supply, death of the limb below takes place and finally the limb may require amputation. Remember always to relax the tourniquet every quarter of an hour and note if bleeding recurs. If necessary reapply the tourniquet and repeat relaxing every quarter of an hour, till medical aid is obtained. © 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

Course material for Loco Inspectors (Diesel) (Initial) b) If bleeding is not controlled by the application of direct pressure, apply a firm bandage round the limb few centimeters above the wound. It is preferable to use a rubber bandage about 120 cms long and about 5 cms wide with the tape attachment at the end for fastening. At the end of every 20 minutes the bandage shall be relaxed. If bleeding has not ceased, the bandage may be retightened. A note shall be made of the application and time applied. c) Where a limb has been amputated, no time should be wasted in attempting to apply direct pressure, but a constrictive bandage should be immediately applied a few centimeters above. d) When it is impossible to apply direct pressure successfully for the arrest of arterial hemorrhage as in the case of wounds in the throat, high up in the arm and high up in the thigh, it is necessary to apply indirect pressure to carotid, subclavian or femoral pressure points. e)

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)

Treatment of all fractures of the Upper limb: When the elbow can be bent without difficulty or increasing paino Carefully remove the patient's coat if possible. Page 104 of 239

Course material for Loco Inspectors (Diesel) (Initial) o Bend the patient's elbow and lay the injured limb against his chest, with the fingers just touching the opposite shoulder. o Apply adequate padding between the limb and the trunk. o Except in the case of a collar fracture, fix the hand in a position with a collar and cuff sling. Taking care that there is no constriction at the wrist. o Secure the limb firmly to the chest by broad bandages as detailed below:    (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)

When both upper limbs are fractured:

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

Course material for Loco Inspectors (Diesel) (Initial) (e) Electric shock: If possible switch off the current immediately. Take precautions to prevent receiving electric shock yourself. If no means of protection are at hand, drag the patient away by means of a dry rope or crooked stick. In electric shock, the act of breathing is suspended and efforts at natural breathing will be renewed only if artificial respiration is started at once and effectively performed for a long time. If shock is severe, treat for shock by means of warm blankets. Treat burns, if present. Do not allow patient to exert physically or mentally without the consent of a doctor, however slight the shock may have been. 7.

Burns and Scalds-

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)

When medical aid is readily available: Do not remove clothing and do not break blisters Cover the area (clothing included) with prepared sterile dressing. Apply a pad of cotton wool Bandage firmly except when blisters are present or suspected in which case bandage lightly. Wrap the patient in blankets to keep him warm. In severe cases immobilize the affected area by the application of slings, bandages or splints. Give large quantities of warm fluids preferably light tea sweetened with sugar. When medical aid is not readily available: Do not remove clothing and do not break blisters. Saturate the area, clothing included, with warm alkaline solution (two teaspoonful of baking soda to one pint of sterile water at body temperature). This treatment will relieve pain and thereby minimize shock. Cover the area with prepared sterile dressing soaked in similar solution and keep them moist with the solution. If the above solutions are not available, cover the area with prepared sterile dressings. Apply a pad of cotton wool Bandage firmly in position, unless blisters are present or suspected, in which case, bandage lightly. Wrap the patient in blankets to keep him warm. In severe cases, immobilize the affected area by the application of slings, bandages or splints. Give large quantities of warm fluids preferably light tea sweetened with sugar.

8. Unconsciousness a) In cases of asphyxia, perform artificial respiration immediately

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Course material for Loco Inspectors (Diesel) (Initial) b) If the breathing is present, lay the patient on his back with his head turned to one side and if necessary, press forward the angle of his jaw so that his tongue does not impede respiration by falling back. c) Undo all tight clothing around the neck, chest and waist. d) Ensure an abundance of fresh air by opening windows and doors, keep back the crowd, and remove from harmful gases or impure atmosphere. e) Adopt the special treatment for the condition which has caused the insensibility. f) Remove the patient to shelter in a recumbent position as early as possible. g) Give no food or fluids whatever by mouth while the patient is insensible. h) Do not leave the patient until he has been placed in the charge of another responsible person. i) When the patient returns to consciousness, water may be given to drink in sips. If the pulse is feeble, give hot strong tea or coffee sweetened with sugar, unless hemorrhage is apparent or hemorrhage, from an internal organ is suspected. j) A desire to sleep should be encouraged except in cases of poisoning by administering drugs to relieve pain or induce sleep. 9. Poisons: (a) Remember the broad division of poisons into corrosive and non-corrosive. Under noncorrosive come Narcotics and Nerve poisons. (b) Corrosive poisons burn the mouth and the passage below. Hence, remember that in all cases of corrosive poisoning, nothing should be given to the patient to induce vomiting as this will merely spread the burns. Always give something to dilute the poison followed by the antidote, if any. For all non-corrosive poisons, try to eliminate the poison by giving emetics. The most common emetic is two table spoonful of common salt to a tumbler full of lukewarm water or a table spoonful of powdered mustard to a to a tumbler of lukewarm water. Vomiting can also be produced by tickling the back of the throat with the fingers. This should be done with sufficient precautions to avoid the fingers being bitten.

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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

Course material for Loco Inspectors (Diesel) (Initial) ii)

Withholding of promotion for a specified period

iii)

Recovery of pecuniary losses

iii-a) Withholding of privilege passes/PTOs or both iii-b) Reduction by one stage in the same time scale of pay not exceeding 03 years without cumulative effect and not adversely affecting his pension iv)

Withholding of increment for a specified period with or without cumulative effect.

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

Course material for Loco Inspectors (Diesel) (Initial) Appellate Authority is the Authority to which the Disciplinary Authority is immediate subordinate. Time limit for preferring appeal is 45 days; however, the Appellate Authority can condone delay in justified cases. Appellate Authority can confirm/reduce/enhance the penalty imposed by the Disciplinary Authority or send the case to the Disciplinary Authority where it finds it necessary. Revision Petition If the Appellate Authority confirms the penalty imposed by the Disciplinary Authority, the employee can prefer a revision petition under Rule 25(1) of RS (D&A) Rules, 1968. Revising Authority is the Authority to which the Appellate Authority is immediate subordinate. Time limit for preferring a revision petition is 45 days, however, the Revising Authority can condone delay in justified cases. Revising Authority can confirm/reduce/enhance the penalty imposed by the Disciplinary Authority or sends the case to the Appellate Authority where it finds it necessary Time limit for preferring a revision petition is 45 days, however, the Revising Authority can condone delay in justified cases. Sequence of Authorities SR.DME (Disciplinary Authority) ADRM/DRM (Appellate Authority) CMPE/CME (Revising Authority) Note: Powers of ADRM and DRM, HOD and PHOD and AGM and GM are same. Standard Forms 1) SF-1 for placing under suspension. 2) SF-2 for placing under deemed suspension. 3) SF-3 for non employment certificate from the employee. 4) SF-4 for revocation of suspension, 5) SF-5 for major penalty disciplinary action. 6) SF-6 for refusing to inspect documents. Page 110 of 239

Course material for Loco Inspectors (Diesel) (Initial) 7) SF-7 for appointing Enquiry Officer. 8) SF-8 for appointing Presenting Officer. 9) SF-9 Not in existence. 10) SF-10 for disciplinary action in common proceedings 11) SF-11 for issue of Minor Penalty charge memorandum.

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RUNNING ALLOWANCE RULES (as per IREM) 901. Running Allowance for staff performing running Duties 1. Running Allowance Rules are called "The Rules for the payment of Running and other Allowances to the running staff on the Railways" coming to force with effect from 1-8-1981. 902. 2. In the provision of these rules, the following terms shall have the meaning assigned to them for the purpose of payment of Running and other Allowances to the running staff :— (i) "Competent authority" means the President of India or any authority to whom the power to amend or interpret these Rules may be delegated or any authority in whom powers are vested by or under these Rules. (ii) "Day" means a calendar day beginning at midnight of a day/date and ending at midnight of the following day/date. The concept of "Rostered Day" as existing hitherto shall be abolished with effect from 1-8-1981. (iii) "Running duties" mean duties directly connected with the movement of trains and performed by running staff while employed on moving trains or engines including shunting engines. (iv) "Running staff" performing "running duties" shall refer to Railway servants of the categories mentioned below : Loco Traffic (a) Drivers, including Motormen & Rail Shunters.

Motor Drivers but excluding

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(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).

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(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

1640—2900

28.25

2

Passenger Driver

1600—2660

28.20

3

Goods Driver

1350—2200

28.15

4

First Fireman/Diesel 950—1500 Astt/Electric Asstt.

19.30 12.75 (Shunting duties)

5

Second Fireman

825—1200

16.40 9.90 (Shunting duties)

6

Shunter

1200—2040

20.65

7

Mail Guard

1400—2600

23.10

8

Passenger Guard

1350—2200

23.05

9

Goods Guard .

1200—2040

23.00

10 Assistant Guard/Brakesmen 950—1400 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 :

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(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.

Category of Running Staff

New scales of pay (Rs.)

Revised rates of ALK (160 km.) per day w.e.f. 1-111986* (Rs.)

1

Mail Driver

1640—2900

45.20

2

Passenger Driver

1600—2660

45.10

3

Goods Guard

1350—2200

45.05

4

First Fireman/Diesel 950—1500 Astt/Electric Asstt.

30.90

5

Second Fireman

825—1200

26.25

6

Shunter

1200—2040

33.05

7

Mail Guard

1400—2600

36.95

8

Passenger Guard

1350—2200

36.90

9

Goods Guard .

1200—2040

36.80

10 Assistant Guard/Brakesmen 950—1400 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 :—

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Rates w.e.f. 1-8-81

Revised rates w.e.f. 1-6-84

(Rs.)

(Rs.)

Drivers

5.50

7.00

Guards

5.50

7.00

Shunter

4.00

5.00

Firemen/Diesel Asstt./Electric Asstt.

3.50

4.50

Assistant Guard (Brakesman) 3.50 4.50 (ii) This allowance shall be admissible at roadside stations irrespective of whether the train terminates there or not. (iii) In respect of running room where cooks are not provided, the allowance shall be admissible at half the rates specified in para (i) above. (iv) In the case of Ballast and Material trains and trainship Goods Vans, the staff taking rest in Crew Rest Vans may be paid on allowance at half the rates of the Allowance in lieu of Running Room facilities during the halts as cooks are not provided in the rest vans. (v) The allowance shall not be payable if rest facilities are made available even if running rooms as such do not exist. (vi) This allowance shall also not be admissible to running staff who are not sent to outstations on stationary duty. 909. Breach of Rest Allowance (i) Breach of Rest Allowance shall be granted to running staff who are detailed for running duties in the following circumstances :— (A) When running staff who work a train to an outstation and return to their headquarters are detailed for running duty :— (a) before completion of 16 hours' rest at headquarters when the total period of duty immediately before the rest was for 8 hours or more; and (b) before completion of 12 hours' rest at headquarters when the total period of duty immediately before the rest was for less than 8 hours. (B) When running staff like Shunters and staff manning suburban services, who avail of daily rest at headquarters are detailed for running duty : (a) before completion of 12 hours' rest when the total period of duty immediately before the rest was for 8 hours or more; and (b) before completion of 8 hours' rest when the total duty immediately before the rest was for less than 8 hours. (ii) The allowance shall be payable as Overtime Allowance under Hours of Employment Regulations at the rate of 2 hours for every hour by which rest falls short of the prescribed hours of rest, periods of less than half an hour being neglected and those of half an hour or more shall be rounded off to one hour on each occasion of breach of rest. (iii) The scale of rest applicable to running staff on rostered duty at headquarters (like shunting duty etc.) would remain unchanged. However, suburban staff performing "double details" with rest in a running room/rest room between the two details shall be given liberalized scale of rest of 12 hours or 16 hours depending on whether the total duty hours is less than 8 hours or 8 hours and more. They will however, not be entitled to be paid any Breach of Rest Allowance. Note:(a) In no case shall running staff be called upon to go out under 6 hours' rest except when unavoidably necessary as in. the case of accident or breakdown. Page 120 of 239


(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

Actual Kilometrage performed.,

61 to 100

Do. +40% thereof

101 to 150

Do. +50% thereof

151 and above Do. +60% thereof (b) Diesel and Electric Traction : Total Kilometrage Actually performed by the Kilometrage to be paid for running staff 0 to 125

Actual kilometrage performed.

126 to 175

Do. +20% thereof

176 to 200

Do. +30% thereof

201 and above Do. +40% thereof (ii) Inflation of kilometrage as indicated above will be applied with reference to the kilometrage actually performed during one prescribed schedule of duty from "signing on" to "signing off". It will not be related to either trip or rostered day, which concept has been abolished in terms of Rule 15 above. Note : (a) The inflation of kilometrage shall not be applicable to ghat sections for which a separate method of computation is provided for in these Rules. (b) The distance, as a whole, has to be taken into account while giving the weightage according to the slabs. 916. Computation of Kilometrage for slow move Trains (i) Running staff working shunting and Van Goods trains will continue to be paid at double the kilometrage for the first 60 Kms. and at three times the kilometrage beyond that distance.

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(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.

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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 Trains—For shunting from 3rd station/point in one trip. (b) For Shunting/Van. Goods trains—For 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


923. High Speed Trains The following criteria shall be adopted for classifying a train as 'High-Speed-Train' for the purpose of payment of Trip Allowance to the running staff working such trains : (a) The maximum permissible speed should not be less than 110 kms. in the case of B.G. and 100 kms. in the case of M.G. (b) The aforesaid limits of maximum permissible speed should obtain over at least 50% of the total run of the train. (c) The average speed should be not less than 66 kms. on the B.G. Section and not less than 60 kms. on M.G. Section. (d) The minimum distance between terminals of the trains should be 400 kms. on B.G. and 300 kms. on M.G. sections. (ii) A trip allowance at the following rates shall be paid to the running staff working HighSpeed Trains and Rajdhani Express for completion of trips :— Category Trip allowance per trip Revised rates per trip w.e.f. 1-1-1986 Drivers Rs.4.00 Rs. 6.00 Co-Drivers-Drivers Gr. Rs. 3.00 Rs. 4.50 B (if provided) Guards Rs. 3.00 Rs. 4.50 Asstt. Guards Rs. 2.00 Rs. 3.00 (iii) The co-driver in respect of Rajdhani Express will be in the grade of Mail Driver i.e. Rs. 1640-2900(RS) and the co-drivers in respect of all other High-speed trains will be in the grade of passenger-driver viz. Rs. 1600-2660 (RS). 924. Reckoning of Running Allowance as pay : (i) 30% of the basic pay of running staff shall be reckoned as pay for the following purposes : (a) Entitlement to Passes and P.T.Os. (b) Medical attendance and treatment. (c) Educational assistance. (d) Fixation of pay in stationary posts. (e) Compensatory (City) Allowance, (f) House Rent Allowance. (g) Entitlement to quarter. (h) Recovery of rent for quarters. (i) Dearness Allowance/Addl. Dearness Allowance. (j) Overtime Allowance, (k) Leave Salary. (ii) For the purpose of educational assistance, 30% of the basic pay shall be reckoned as pay for determining the eligibility for all the scheme of assistance given to Railway employees for the education of their children/ward viz. reimbursement of tuition fees, children's educational assistance and subsidized hostels. (iii) For the purpose of retirement benefits, 55% of basic pay shall be taken into account in the case of running staff retired/retiring on or after 1-4-1979. 55% of basic pay shall also be reckoned as pay for the purposes of recovery of subscription towards Provident Fund. (iv) When running staff are on leave (including casual leave) they shall be paid their leave salary based on their basic pay plus 30% thereof and the other allowances including Dearness Allowance/Addl. Dearness Allowance due on such basic pay plus 30% thereof. Page 125 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.

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Manpwer planning

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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

Promotional course from Asst. Electric Driver/ET to Goods Driver (Elec. Drivers) Promotional course from Electric Goods Driver to Passenger Driver/Motorman (Elec. Drivers) Promotional course from Asst. Diesel Driver to Goods Driver (Diesel Drivers) Promotional course from Goods Driver to Passenger Driver (Diesel Drivers) Refresher course for Asst. Drivers (Electric Drivers) Refresher course for all Electric Drivers (Electric Drivers) Refresher course for Asst. Drivers (Diesel Drivers) Refresher course for all Diesel Drivers (Diesel)

13 weeks 8 weeks 13 weeks 8 weeks 3 weeks 3 weeks 3 weeks 3 weeks

TRAINING OF RUNNING STAFF ON SIMULATORS Railway Safety Review Committee had recommended harnessing of the latest technologies such as simulators for imparting training, extensive use of computers as a vital training tool and the predominant focus on the practical, hands-on side of training. The Railway Safety Review Committee had also recommended that the initial and refresher training capsules for Asst. Loco Pilots and Loco Pilots be reviewed in their entirety, so that greater emphasis is placed on practical training and the use of the latest training aids such as simulators and interactive computers. Locations of Simulator over IR are as under: S. No. Railway Location Traction 1. CR Bhusawal Electric 2. ER Jamalpur Diesel 3. ER Asansol Electric 4. NCR Kanpur Electric 5. NE Gonda Diesel 6. NF Siliguri Diesel 7. SR Golden Rock Diesel 8. SR Avadi Electric 9. SWR Hubli Diesel 10. SCR Vijayawada Electric 11. SECR Bilaspur Diesel 12. SECR Hoslapur Electric 13. WR Vatva Diesel 14. WR Vadodara Electric

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.

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Course material for Loco Inspectors (Diesel) (Initial) If a Loco Pilot has not operated on a section for over 3 months, he should be given road learning trips as per the schedule given below. Duration of absence 3 to 6 months 6 months to 2 years Over 2 years

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.

POINTS TO BE KEPT IN VIEW WHILE PREPARING LOCO PILOT'S LINKS 1.

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


Standards at re-examination during service: The standards at re-examination would apply only for employees with not less than six years service. This could be permanent or temporary, including continuous service as casual labour, if in the same medical category. Class

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 (Bd’s No 2002/H/5/1 dt 5-2-2004) The relaxation given vide Bd’s 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. (Bd’s 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)

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515. Authority from responsible departmental superior required prior to examination:(1)

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)

When the candidate/employee is having no distinguishable marks of identification,

(i)

When the candidate/employee is having a number of moles/scars on the body that it would be very difficult for the examiner to identify the moles/scars even if they were to be represented to the best of their ability by the employing branch/personnel department.

520. Standards for Foot-plate staff in A-1:-

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(a)

Medical Examiner

(b)

Periodicity

: D.M.O or above specifically nominated by C.M.D. A special training of 7 days may be imparted to all the doctors undertaking the medical examination of drivers to familiarise them with relevant rules : Every four years from the date of appointment till the date of attainment of 45 Yrs, every 2 yrs up to 55 Yrs, and thereafter annually till retirement

(1) At the time of entrance in A-1: (i)

(ii)

At the time of appointment, a thorough and stringent medical examination including M.M.R /Xray(chest), ECG, Urine examination, Blood sugar estimation, Fundus examination or any other investigation/observation as deemed fit by the medical examiner is to be done keeping in mind Hypertension, Diabetes, Ischemic Heart Disease, Hearing, Mental condition/Reaction of the candidate. Vision: As detailed in Para 512 for A-1 candidates,

(2) During Periodical examination of employees in A-1 : (i)

Thorough physical examination, detailed eye examination, M.M.R/X-Ray chest, Fundoscopy, Urine analysis, Fasting Blood sugar, and any other examination/investigation as deemed fit by the examiner, keeping in mind , interalia the following conditions: a) Blood Pressure: The peripheral blood pressure with medication should not be above 140/90 up to the age of 50, 150/90 up to 55 Yrs and 150/95 up to superannuating age Ganglion blocking drugs are not permitted for control of hypertension. b) Diabetes : If controlled by diet alone- to be considered fit for all categories. If controlled by drugs, not fit as a driver except for shunting duty in the yard. c) Ischemic Heart Disease: Candidates and employees suffering from Ischemic Heart Disease will not be passed fit. Relevant investigation in this context should be done where necessary. d) Ear examination: Hearing should be normal. Hearing aids are not allowed. There should be no chronic ear discharge.

(ii)

Vision: As detailed in Para 512 for A-1 employees.

(iii)

The examiner should specifically mention in the report that a) Contact lenses are not being used, Page 140 of 239


b) No Intra Ocular Lens implant is present and c) No Radial Keratotomy has been done. (iv) (3)

Drivers should be mentally agile with normal reactions

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)

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Railway Diesel Installation (RDI) and fuel conservation

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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

Course material for Loco Inspectors (Diesel) (Initial) 6. After complete release of train advance MP for achieving maximum speed. Stopping of train: 1. Same procedure of slowing of train from (as in 1 to 3). 2. When the speed has reduced sufficiently so that dynamic brake effect fades (below 5 KMPH), release A9 (train brakes) and gradually release the dynamic brake at the same time. 3. As the train comes to stop apply SA-9 (loco brakes). Train Handling on Ascending (UP) Gradient

UP

Ascending Gradient: A section of track is having continuous up.

Starting: Assuming train brakes are applied 1. Move MP to take 3/4notches (keep watch on Ammeter). 2. Release SA-9 (loco brake). 3. Gradually release A9 (train brake). 4. Wait for few seconds until the Ammeter reading stops increasing and begin to reduce. 5. Advance MP, wait for few seconds (as in 4) for achieving maximum speed. Negotiating: 1. Before arriving up gradient, take sufficient momentum of train. 2. Take maximum notches as you can up to the crest (end point of up gradient). 3. Reduce notches after 3/4 of the entire train comes on level track. 4. Maintain maximum speed. Stopping of train: 1. At a sufficient distance in advance of point of stopping, ease the MP notch by notch to allow speed to reduce naturally due to the gradient. 2. Stop the train with the help of A9 to avoid roll back of train. Then apply SA-9 (loco brake). 3. Before releasing train brakes train should be protected. Train Handling on Descending (DOWN) Gradient

DOWN

Descending gradient: A section of track is having continuous down.

Starting: Assuming train brakes & loco brakes are applied 1. Release loco brakes first then release train brakes. 2. Allow train to slowly move forward until entire train is moving. 3. Pick up & maintain the maximum speed. 4. If necessary use train / dynamic brake to avoid over speeding. Negotiating: 1. Start reducing notches after passing 1/4th of entire train in the down gradient. 2. Notches should be '0' up to 80% of train's maximum speed. 3. Use dynamic brakes to avoid over speeding. Train brakes can also be used if required. 4. Before ending the down gradient train should be in released condition & there should be margin in speed to take few notches. 5. Advance MP only up to Ammeter reading starts increasing to avoid high buff force. Page 159 of 239

Course material for Loco Inspectors (Diesel) (Initial) 6. Advance MP further to maintain maximum speed. Stopping: 1. Reduce the speed by using Train / dynamic brakes. 2. Release dynamic brakes when speed comes to below 5KMPH. 3. Train brakes should not be completely released to avoid roll down of train. 4. Apply loco brakes. 5. Release train brakes only after proper protection of train. Train Handling on Undulating Gradient Undulating: A section of track which changes gradient so often that an average train passing over the track has some wagons on three or more alternating ascending and descending gradients. Required knowledge: In some undulating areas, the track profile is of such severity that is in virtually impossible to control slack action with out generating high draw bar force levels with in the train. Skilful operation by the driver can reduce the severity of the slack changes to a tolerable degree. To properly negotiate such undulating gradient, it is essential that the driver has knowledge of: 1. Total length of the train. 2. Total tonnage of the train. 3. Location of terrain features and speed boards. 4. Locomotive capabilities. 5. Location of rear portion of the train at all time in relation to ascending & descending gradients. 6. Location of the rear portion of the train at all times in relation to changes to track curvature. Starting: 1. Apply SA-9 fully, advance the MP in notch 1, observe Ammeter increase. 2. Gradually release SA-9 until locomotive begins to move. 3. After a few seconds pause, advance the MP to notch 2 and again note Ammeter indication. 4. Before advancing MP further, wait for Ammeter reading to reduce. Negotiating: The most reliable procedure is to reduce speed & power prior to entering the series of undulating gradients & to operate at a constant speed throughout the undulating area by MP manipulation. Concentrate up on the rear end of the train, traction amperage, speed and pull of the train. The important steps: 1. Reduce power of approach to the undulating gradients. 2. Concentrate on the location of the rear end of the train. 3. Increase power when the locomotive approaches an ascending (up) gradient. 4. Decrease power when the locomotive approaches to descending (down) gradient. 5. Maintain a uniform speed through out the undulating gradient section. Stopping: Page 160 of 239

Course material for Loco Inspectors (Diesel) (Initial) In undulating gradient, stopping procedure of the train should be followed as per ascending or descending gradient, where the train has to stop during running. TRAIN HANDLING ON HUMP (KNOLL) & CRESTING GRADIENT

SUMMIT

Camel hump/ knoll : A hump is a rapid increase in gradient followed by a decrease in gradient.

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

Course material for Loco Inspectors (Diesel) (Initial) Stopping on a hump (knoll) gradient: Avoid Run-ins: While stopping the train on a hump, extreme care must be taken that the brake application does not result in sever run-in. To avoid slack bunching on the hump or knoll, the train should be stopped in a stretched condition. Train Handling on Sag or Dip Gradient SAG

Sag or dip: A sag or dip is a rapid decrease in gradient followed by an increase in gradient.

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.

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Typical speed time curve of a train running on main line is shown in figure.

SP EE D

0

t1 t2 TIME

t3

t4

t5

There are five distinct periods in the run as discussed below. (1)Notching up period (0 to t1). During this period the load is Accelerated from Rest. In this period acceleration increases uniformly Motor current, during notching up period, fluctuates between certain maximum and minimum limits. Therefore, torques developed by the motor and tractive effort also fluctuates. This is clearly shown in AB portion of speed tractive effort diagram. Since average tractive effort during notching up period remains same and there is no appreciable rise in the train resistance, acceleration remains constant. Speed time curve, therefore, is a straight line. (2) Acceleration on speed curve (t1 to t2).When all the starting resistance has been cut out, tractive effort exerted by the motor is more than the train resistance. The difference of the two is responsible for further acceleration of the train. We should, however, mark one difference between the acceleration which is constant during period (0 to t1) and acceleration which decreases with speed during period (t1 to t2). The decrease in the acceleration is due to the torque speed characteristic of the traction motors. (3) Free running period (t2 to t3) During this period, train runs at constant speed attained at the end of the speed curve running. It is large for main line services. Whereas sub-urban & urban services it is negligible. (4) Coasting period (t3 to t4). At the end of the free running period, supply to motors is cut off and train is allowed to run under its own momentum. Due to train resistance, speed of the train gradually decreases.

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Course material for Loco Inspectors (Diesel) (Initial) (5) Braking period (t4 to t5). At the end of the coasting period brakes are applied to bring the train to stop.

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Power Control Organization

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FOIS/COIS

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Signal & Telecommunication Inter Locking Safety of Railway operations in areas where several lines meet or diverge is maintained by Signals which ensure that when any train is allowed go into a area it protected by at least one signal at its rear. Trains are required to follow the signals given to ensure safety. For signaling Color light signals are used and they have multi colored lights which are turned on or off depending on the state of the occupation of the Railway track ahead. In addition to occupation of tracks by other trains the availability of a signal also implies that the routes maintained by the tracks are correct. This is required because trains should not be signalled along tracks which are not connected properly. The system which ensures signals allow safe passage of trains into sections of track ahead of it is known as Interlocking in parlance of Railway Signaling. Interlocking is achieved using in several methods and using various technologies starting from mechanical interlocking to the presently popular Solid State Interlocking. Any system of interlocking can be divided into four parts a) The outdoor equipments which are control or which monitor the state of the Railway Track as:  Signal Units - which show various position or colors indicating trains to move ahead or stop moving.  Point Machines- which sets routes moving portions of the Railway tracks  Track Circuits - which monitor the occupation of Railway Track  Point detectors - which detects the direction to which the track is set at diverging points of the track b) The indoor arrangement which maintains logic for safe operation of trains c) The medium connecting the indoor to the out door equipments d) The interfacing arrangement at the indoor equipment and the outdoor equipment end for matching the medium

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

Course material for Loco Inspectors (Diesel) (Initial) c) The interfacing arrangement at the indoor equipment and the outdoor equipment end for matching the medium The main component is the indoor arrangement which uses computer based logic for ensuring the logic in the case of Solid State Interlocking arrangement. In addition to this the introduction of Solid State interlocking arrangement also introduces certain changes in respect of the medium of interconnection and the interfacing arrangement in some design options. The options which are possible are For the medium a) Conventional signaling cables which are basically power carrying copper cable normally multi core and armoured for protection. b) Telecommunication cables using balanced copper conductors c) Telecommunication cables coaxial cable d) Optical Fiber cables The interfacing method is dependant on the medium and the internal arrangement. However the common type of interfacing used are: a) Simple termination connecting the outdoor equipments to the indoor equipments through terminals of suitable design. Here the outdoor equipment is almost an extension of the indoor equipment with the outdoor equipment The implementation of logic for train operation is done using computers in solid state interlocking system. The Railway signaling follows simple logic to ensure safety is ensured. The computer system ensures that the logic required for ensuring safety is maintained when a train is signalled to move proceed beyond a signal. The logic required for signaling is quite simple a) Ensure that the portion after the signal being cleared and till the next signal is clear of any obstruction. The clearance of obstruction is proved by suitable means as track circuits or axle counters generally or it can even be manually done by switches etc. b) Ensure that if any diversion is required then the portion of track which allows diversion (normally referred as switch) is properly mechanically set and locked in the required direction of the movement of the train. The setting locking and detection of route is done by point machines. c) Ensure that a adequate distance beyond the next signal is also set properly and is clear of any obstruction. This in effect means that the checks as in a) and b) above is required to be carried out for a adequate distance beyond the signal at which the train is supposed to stop after it is allowed to proceed beyond the signal being cleared. d) See that if trains are running at high speed then there are no connected tracks from where rail vehicles can roll and collide with the train being signalled to move. Once this logic is understood as required for a yard the implementation using a computer based system becomes quite simple. The critical item however is the need to ensure high level of availability and safety as any failure of the system should not lead to clearance of a signal when the logic as explained is no longer being satisfied. To ensure this any system of Solid State Interlocking tends to adopt redundant processing of the information and then comparison of the results of processing. Only when the result of multiple processing matches with each other and the result is a accepted clearance of signal then only the Solid State Interlocking system send command for clearance of a signal or move a switch. The multiple processing can take various shapes as a) Multiple processors b) Logic implemented in several different arguments c) Independent processing of the inputs Page 173 of 239

Course material for Loco Inspectors (Diesel) (Initial) Different manufacturers use different methods of multiple processing and different implementation techniques. The input to all such systems and the nature of output required for such systems continue to be all the same. The input logic to be followed by the Solid State Interlocking system can be in the shape of logical input or can be in the shape of yard layout. For Solid State Interlocking systems with logical inputs the rules of interlocking of the yard is converted into logical expressions and after input to a computer which convert it into software to work the interlocking. In some other systems the yard layout can be input to the computer which will generate the interlocking software from this input. Of the two arrangements the second is free of complexity and very good for implementation of yard layout changes without loss of safety at any stage of yard layout change. The first arrangement is less convenient from this angle and requires more input from the signal engineer. However the first arrangement helps in changes in the rules of interlocking more easily as the basic input is the logical input depending on the rules adopted for interlocking and can be changed if the rules of interlocking changes. In the second arrangement changes in rules of interlocking will be more difficult to introduce. Implementations use combination of the methods also. The feed back from the output to the comparator for ensuring that multiple processes lead to the same result before command is given is a very important part of the solid state interlocking system and forms the crux of the equipment. Large part of the safety is dependant on this part of the implementation and the design of the comparator is critical to the system. The comparator has to ensure that by itself it is fail safe and then it can keep the total system is failsafe. Failsafe in Railway signaling parlance means it will not cause clearance of a signal, or it will not move any switch. Fail safety is required to be ensured in a Solid State Interlocking system in several levels: a) Solid State Hardware: The design is done so that a single failure of the hardware will be detected and causes the system to give suitable alarms and also shut down if needed for maintaining safety. b) Other hardware: The fail safety in the connected system is maintained by feedback and comparison using fail safe comparator c) Communication: If any communication is involved as in the connecting link between outdoor and indoor then the communication requires to be made fail safe by protecting it against errors in the transmission links and other such conditions of fault of the communication link. Protection against such conditions is done by coding of the data and use of error correcting techniques as used in telecommunication links. d) Software: By using different logic with the same input to protect against design defects and using watch dog timer for protection against drifts during execution of the software. The watch dog arrangement is a piece of software which ensures that the software for the interlocking is performing its required functions properly and the software is not drifting from the proper paths. This piece of software is put in the software for solid state interlocking with the logic that as the main software progresses normally it triggers this software in its path. In case the main software drifts then this software will not be triggered and the watch dog circuit will trigger a alarm or cause shut down of the system as under such condition it can cause unsafe side failure. The connection between the outdoor and the indoor equipment can be through several methods as explained earlier. In case the connection is made by multi core cables the system connects the outdoor gears through a simple parallel connection from the indoor drive circuits to the outdoor signaling gear as point machine, signal unit etc. Page 174 of 239

Course material for Loco Inspectors (Diesel) (Initial) If any other method is used as telecommunication balanced lines, coaxial cable (Ethernet), Optical fibers circuitry is required at the field level to convert the information into required drive for the function. The unit at the field requires being failsafe and is required to read the coded serial information in the medium and if it pertains to the function being read it is required to act on the basis of the information in the serial data. The conversion at the field level has additional advantage as it can reduce cable requirements significantly. At the same time this reduces maintenance due to the reduction of the cable conductors to be maintained. The use of this method requires the use of failsafe multiplexers as interfaces in the indoor and also at the outdoor. This portion of the circuitry is merged with the other circuits in the indoor or the outdoor.

Route Relay Interlocking Supervisory System A Supervisory system on Interlocking failures and Wrong Operations. System Architecture: System will be connected to a Data Acquisition device 'Data-logger’ that records the statuses of Interlocked Relays. System gets the relays status from Data Logger and process the information with the help of Static and Dynamic logics to conclude the occurred operation is Safe , wrong operation or failure, If any wrong operation or Failure occurs that will be alerted to the user located at Control Panel Capabilities: The system is capable of monitoring  Signaling Operations  Point Operations  Operations on Control Panel  Permitted Train Movements  Conditions for Route setting and Route Release Operations.  Route Initiation  Checking and Locking Relays Unsafe conditions on above will be identified and alerted by the system besides giving daily report or reports between any two cumulative dates. Application: System can be applied to the following interlocking types  Solid State Interlocking  Panel Interlocking  Route Relay Interlocking  Electro Mechanical Interlocking 

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.

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Data Loggers Page 176 of 239


Axle Counters

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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

Course material for Loco Inspectors (Diesel) (Initial) A track circuit typically has power applied to each rail and a relay coil wired across them. Each circuit detects a defined section of track, such as a block. These sections are separated by insulated joints, usually in both rails. To prevent one circuit from falsely powering another in the event of insulation failure, the electrical polarity is usually reversed from section to section. Circuits are commonly battery-powered at low voltages (1.5 to 12 V DC) to protect against line power failures. The relays and the power supply are attached to opposite ends of the section in order to prevent broken rails from electrically isolating part of the track from the circuit. When no train is present, the relay is energised by the current flowing from the power source through the rails. When a train is present, its axles short (shunt) the rails together; the current to the track relay coil drops, and it is de-energised. Circuits through the relay contacts therefore report whether or not the track is occupied. A series resistor limits the current when the track circuit is short circuited, saving battery power. Circuits under electrification In almost all railway electrification schemes, one or both of the rails are used to carry the return current. This prevents use of the basic DC track circuit because the substantial traction currents overwhelm the very small track signal currents. To accommodate this, AC track circuits use alternating current signals instead of DC currents. Typically, the AC frequency is in the range of audio frequencies, from 91 Hz up to 10 kHz. The relays are arranged to detect the selected frequency and to ignore DC and AC traction frequency signals. Again, failsafe principles dictate that the relay interprets the presence of the signal as unoccupied track, whereas a lack of a signal indicates the presence of a train. The AC signal can be coded and locomotives equipped with inductive pickups to create a cab signalling system. In this system, impedance bonds are used to connect items which must be electrically connected for electrification purposes but which must remain isolated to track circuit frequencies for the track circuit to function. AC circuits are sometimes used in areas where conditions introduce stray currents, which interfere with DC track circuits. In some countries, AC-immune DC track circuits are used on AC electrified lines. One method provides 5V DC to the rails, one of the rails being the traction return and the other being the signal rail. When a relay is energised and attached to the track, normal voltage is 5V DC. When there is a break in the circuit and there is no train, the voltage rises to 9V DC which provides a very good means for fault finding. This system filters out the voltage induced in the rails from the overhead lines. Joint less track circuits Joint less track circuits use audio frequency tuned circuits to create what amounts to a block joint to signalling frequency currents and very low impedance to electrification power frequency currents. The track can be resonated with the tuning components in the track circuit system so as to create a 'pole' at the wanted frequency and 'zero' at the adjacent unwanted frequency. Frequencies of the Aster SF 15 type track circuit are 1700 Hz and 2300 Hz on one track and 2000 Hz and 2600 Hz on the other. SF stands for Single Frequency and was the name given to the units made under license by ML Engineering in Plymouth, UK. The original Aster track circuits were made by the Aster Company in France. These frequencies are by definition un-modulated. Page 180 of 239

Course material for Loco Inspectors (Diesel) (Initial) TI21 type track circuits (now known as EBI Track 200) use eight nominal frequencies, from 1549 Hz to 2593 Hz for main line applications and eight frequencies from 5600 Hz to 8400 Hz for metro applications (designated TI21-M or EBI Track 300). Actual transmission is ± 17Hz around the nominal frequency for main line and ±100 Hz for metro. The signal is FSK modulated at 4.8 Hz (20 Hz for metro) unless overridden by the MOD terminal on the front panel. TI stands for 'traction immune' and was the name used by ML Engineering in Plymouth. ML Engineering was taken over by various companies and is owned by Bombardier Transportation (2009). TI21 main line track circuits can be up to 1100m in length. This can be extended to 2200m with compensating capacitors. To simplify traction pack design in locomotives many track circuit manufacturers now transmit a unique code from the transmitter to the receiver. Such systems include the Siemens FTG S, Westinghouse (Invensys) FS3000 and Bombardier EBI Track 400. Coding prevents interference from affecting both the safety and availability of the track circuit. Advantages of joint less track circuits:  Eliminates Insulated Block Joints, a component liable to mechanical failure (both of insulation and by introducing stress to adjoining rails) and maintenance.  In electrified areas, joint less track circuits require fewer impedance bonds than any other double rail traction return track circuits. Disadvantages of joint less track circuits:  Restrictions on placing impedance bonds, hence any connection for electrification purposes, in or near tuned zones as this may upset the filter properties of the tuned zone.  Electronic circuits are more vulnerable to lightning strikes. CSEE UM71 CSEE are another kind of joint less track circuit. It uses 1700 Hz and 2300 Hz on one track and 2000 Hz and 2600 Hz on the other. To reduce the chance of stray currents causing a wrong side failure the basic frequencies are modulated ±15 Hz or so. Different rates of modulation can be detected by equipment on the trains and used for ATC. The TI21 and Westinghouse FS2500 joint less track circuits are similar to the UM71. DPU

DPU CSEE End View A joint less track circuit such as the CSEE can be divided with a Data Pickup Unit (DPU), which is cheaper than splitting it into two track circuits. A DPU avoids the need to change the frequency of a whole series of track circuits in a cascade. The DPU consists of a tuned coil which detects the presence or absence of current in the adjacent rail and picks up or drops a relay accordingly. One use of DPUs is for timing circuits. Each track circuit frequency has its own DPU tuned to that frequency. Page 181 of 239

Course material for Loco Inspectors (Diesel) (Initial) The DPU made by CSEE is triangular while the FS2500 DPU made by Westinghouse is rectangular. DC Coded track circuits In non electrified areas, DC coded track circuits may be used. These modulate the current going from the battery end to the relay end and control the signals and cab signals without the need for line wires. The modulated currents can be detected by equipment on the train to provide Cab signalling. [2] They can be overlain by predictor systems to operate level crossings. One brand of code track circuit is Microtrax by USS. Failure modes and prevention Wheels and brakes Railway wheels are made from steel and provide a good short circuit from rail to rail (shunt resistance). Longer trains with more wheels have better conductivity. Short trains or single engines can be a problem. Single Budd rail-motors which are lightweight had some problems when they stopped, and had to make a double stop to ensure good contact with the rails. Cast iron brake shoes tend to clean the wheels of non-conductive debris (such as leaves and sand-based traction compounds), while disc brakes do not. As a result, some disc-braked vehicles have "scrubber pads" cleaning the wheels to aid in proper track circuit operation. Relays Track circuit relays are specially designed to reduce the chance of wrong side failures. They might for example have carbon-silver contacts to reduce the likelihood of the wrong contacts welding shut after power surges and lightning strikes. Circuit failures The circuit is designed so that most failures will cause a "track occupied" or TOL aka Track Occupancy Light indication (known as a "Right Side" failure in the UK). For example:  A broken rail or wire will break the circuit between the power supply and the relay, de-energizing the relay. See exception below.  A failure in the power supply will de-energize the relay.  A short across the rails or between adjacent track sections will de-energize the relay. On the other hand, failure modes which prevent the circuit from detecting trains (known as a "Wrong Side" failure in the UK) are possible. Examples include:  Mechanical failure of the relay, causing the relay to be stuck in the "track clear" position even when the track is occupied.  Conditions which partially or completely insulates the wheels from the rail, such as rust, sand, or dry leaves on the rails. This is also known as "poor shunting" ("failure to shunt" in North America and Australia).  Conditions in the track-bed (roadbed) which create stray electrical signals, such as muddy ballast (which can generate a "battery effect") or parasitic electrical currents from nearby power transmission lines.  Parasitic oscillations in the equipment that controls the track circuits.  Equipment which is not heavy enough to make good electrical contact (shunt failure) or whose wheels must be electrically insulated.  A rail break between the insulated rail joint and the track circuit feed wiring would not be detected. Failure modes that result in an incorrect "track clear" signal (known usually in the US as a "false clear") may allow a train to enter an occupied block, creating the risk of a collision. Wheel scale and short trains may also be a problem. They may also cause the warning systems at a grade crossing to fail to activate. This is why in UK practice; a treadle is also used in the circuitry. Page 182 of 239

Course material for Loco Inspectors (Diesel) (Initial) Different means are used to respond to these types of failures. For example, the relays are designed to a very high level of reliability. In areas with electrical problems different types of track circuits may be used which are less susceptible to interference. Speeds may be restricted when and where fallen leaves are an issue. Traffic may be embargoed in order to let equipment pass which does not reliably shunt the rails. Sabotage is possible; in the 1995 Palo Verde derailment, saboteurs electrically connected sections of rail which they had displaced to conceal the breaks in the track they had made. The track circuit therefore did not detect the breaks, and the engineer was not given a stop indication. Railhead contamination For a track circuit to operate reliably, the railheads must be kept clean of rust by the regular passage of trains' wheels. Track circuited lines that are not used regularly can become so rusty as to prevent vehicles being detected. Seldom-used points and crossovers and the extremities of terminal platform lines are prone to rusting. Measures to overcome this include:  Provision of a depression bar or treadle to detect vehicles;  Provision of a stainless steel strip (often zig-zag in shape) welded on the railheads;  The use of a high voltage impulse track circuit such as those made by JeumontSchneider;  The use of axle counters over the affected section.  Provision of "tunnel sticks" whereby a track circuit cannot pickup unless the train is proven to be occupying the next track circuit. Another source of railhead contamination is leaf-fall (see also slippery rail). Transmission of status Track circuit occupancy status, along with status of other signal and switch related devices, may be integrated with a local control panel as well as a remote rail control centre. If the track circuit contains a relay, it can be connected to device for sending status information via a communications link. The status can then be displayed and stored for archival for purposes of incident investigation and operations-related analysis. Many signalling systems also have local event recorders for recording track circuit status. Siding turnout It is sometimes convenient to wire the detectors of a set of points through the track circuit over those points. This can be done in one of two ways:  a contact of the points detector can shunt the track circuit when the points are reverse, putting the signals to red, however this is not failsafe.  the track circuit can be split with extra block joints and the detectors in the points complete the track circuit when the points are normal and the signal is entitled to receive a green light. This is fail-safe. Track circuit clips A simple piece of safety equipment that can be carried by trains is a track-circuit clip. This is simply a length of wire connecting two metal sprung clips that will clip onto a rail. In case of accident or obstruction a clip applied to a track will indicate that that track is occupied, therefore putting signals to danger. As an example of use, if a train is derailed on a double track, and is foul of the second track, application of a clip to the second track will immediately return signals protecting the second track to danger. This procedure is a much more effective safety measure than attempting to contact a signalling centre by telephone because its effect is immediate and automatic.

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P.Way / Bridge

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Air Suspension Coaches Generally, the entire load of the vehicle is shared by the various springs present in the bogie. These springs provide the required cushioning for the vehicle. When loading on the vehicle varies which invariably happens, the “Ride Height” of that vehicle varies accordingly. It manifests in the form of variation in “Coupling Height” of a train formation. The “Ride Height” of the vehicle is important to maintain parity with the way-side “Platform” level and vehicle floor level. To maintain “Passenger Comfort” in rolling and pitching, the ride height of the vehicle and the coupling height between vehicles in a formation, an extra cushioning is provided in form of air suspension. The air suspension comprises mainly of two parts 1.

Air Spring Assembly

2.

Pneumatic Control System to maintain constant height independent of load.

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

Course material for Loco Inspectors (Diesel) (Initial) happening they are separated by a Relief Valve (Sl. No. 7 of the enclosed schematic) on that bogie, which only allows air to pass between the air springs when a set differential is attained. This allows the leveling system to perform its function and prevent excess air consumption, whilst allowing both air springs to be deflated to a level where they would rest on their emergency spring should one air spring burst. The pressure differential on the Relief Valve offered is dependent on the coach requirement. This pressure differential is linked to the maximum difference in air pressure that can be seen between the air bags in dynamic conditions plus the collapse pressure of the air bags.

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

Course material for Loco Inspectors (Diesel) (Initial) 7. 8. 9.

SOCKET) R.DV.1.5 DUPLEX CHECK OVERFLOW VALVE 20L AIR RESERVOIR WITH DRAIN R.AR.20L COCK RASR.747N100 AIR SPRING ASSEMBLY

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2 4 4


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Transportaion codes for different types of coaches: IRCTC owned Luxury Train Maharajas’ Express S.No. Type of Coach Transportation Code IRCTC owned Luxury Train Maharajas’ Express 1 Presidential suite car WMCTAC1 2 Suit car WMCTAC2 3 Super deluxe WMCTAC3 4 Deluxe Car WMCTAC4 5 Restaurant car WMCRAC1 6 Bar car WMCRAC2 7 Observatory car with Bar WMCRAC3 8 Staff car WMSAC 9 Generator car WMSRRMAC 10 Kitchen car WMCBAC Palace on Wheels II S.No. Type of Coach Transportation Code IRCTC owned Luxury Train Maharajas’ Express 1 Super deluxe WPCTFAC 2 Deluxe -I WPCTAC 1 3 Deluxe –II WPCTAC 2 4 Restro Lounge -I WPCRAC 1 5 Restro Lounge –II WPCRAC 2 6 Spa Car WPCGAC 7 Kichen Car WPCB 8 Staff Car WPSAC 9 Staff cum Store Car WPSLAC 10 Power car WPSRRMAC New enhanced capacity coaches: S.No. Type of Coach 1 Enhanced capacity I AC (SG) coach (capacity 22) 2 Enhanced capacity AC 2T (SG) coach (capacity 48) 3 Enhanced capacity AC 3T (EOG) coach for Garib Rath (with mini pantry, linen room & capacity 78) 4 Enhanced capacity 3 Tier sleeper coach (capacity 84) 5 Enhance capacity AC 2T cum AC 3T (SG) coach (capacity 24 in AC 2T & 39 in AC 3T) 6 I AC cum AC 3T(SG) coach (capacity 10 in I AC & 33 in AC 3T)

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

Course material for Loco Inspectors (Diesel) (Initial) 4 5 6 7

non AC disabled friendly compartments II class cum luggage & brake van Chair car (non-AC) High capacity motor car cum parcel van (LHB shell on FIAT bogie) for dedicated high speed parcel express trains High capacity motor car cum parcel van (LHB shell on ICF bogie) for Mail/ Express trains

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

Broad Gauge coaches (ICF type) S.No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15

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

Course material for Loco Inspectors (Diesel) (Initial) 16 17 18 19 20 21 22 23

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)

Broad Gauge coaches (LHB type) S.No. 1 2 3 4 5 6 7 8 9 10 11 12 13

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)

Broad Gauge coaches (ICF type)

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Code LWFAC LWGFAC LWACCW LWGACCW LWACCN LWGACCN LWCBAC LWLRRM LGS LWGSCN LGSLR LWFCZAC LWSCZAC

Course material for Loco Inspectors (Diesel) (Initial) S.No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19

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

SECOND CLASS CUM LUGGAGE & BRAKE VAN WITH AC DISABLED FRIENDLY COMPARTMENT(SG)

GSRLDAC

21

SECOND CLASS COACH WITH BRAKE VAN & DISABLED FRIENDLY COMPARTMENT (SG) BRAKE LUGGAGE AND GENERATOR CAR PANTRY CAR (SG) AC PANTRY CAR (EOG) AC CHAIR CAR FOR JAN SHATABDI (SG) SECOND CLASS CHAIR CAR FOR JAN SHATABDI (SG) Second class chair car cum brake van Jan Shatabdi (SG) AC 3 TIER SLEEPER COACH FOR GARIB RATH (SG) Ac coach with sitting accommodation for GARIB RATH (EOG) Brake, Generator car with AC disabled friendly compartment for Garib Rath INSPECTION CARRAIGE (ADMINISTRATIVE) AC INSPECTION CARRIAGE (ADMINISTRATIVE) MOTOR CAR CARRIER COACH POSTAL VAN PARCEL VAN HIGH CAPACITY PARCEL VAN MOTOR CUM PARCEL VAN REGRIGERATED PARCEL VAN MEDICAL VAN TRAINING / INSPECTION VAN SELF PROPELLED TOWER CAR ACCIDENT RELIEF AND TOOL VAN

GSRD

22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42

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WLRRM WGCB WCBAC WGSCZACJ WGSCZJ WGSCZRJ WACCNH WSCZACH WRRMDAC RA RAAC NMG PP VP VPH VPU VR RH RE RU RT


vent

vent

SCHEMATIC LAYOUT OF TWIN PIPE GRADUATED RELEASE AIR BRAKE type type SYSTEM

Note: Pressure gauges are installed only in guard’s brake van.

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Wagons/freight stock weights Wagon

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

Payload(t) Extra overload(t)

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

Passenger Coach Weights Type of coach

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

Course material for Loco Inspectors (Diesel) (Initial) Train Resistance Train resistance consists of all forces that oppose the motion of the train. Resistance on Level and Straight Track On a level and straight track, train resistance could arise due to factors internal and external to the rolling stock. The internal forces are: friction at the axle bearings and guides; bogie-pivots; friction at the motor bearings and gearing in case of locomotive or EMUs running through wheel-rail interaction based on adhesion. The external forces are friction between wheel and rail; flange-friction; resistance due to temporary deflection of the track; aero dynamic drag. Starting Friction The train resistance at starting is high due to static friction at the bearings. This drops sharply as the train rolls but subsequently, as the speed increases, the train resistance rises again due to speed - related components. The starting train resistance is also a function of train coupling. If all the couplings are in tension the starting resistance is high. Thus starting resistance of the train will be more if couplings are in tension which happens in the case of up gradient. On the other hand, train couplings will be in compression and starting resistance will be low for train standing on down gradient. Even on level tracks it is a better practice to move back locomotive by few meters (2to3 only) so as to release inter- vehicle tension. The starting resistance is usually 4.5 to 5.0 Kg/ tonne on a level track. The Running Train Resistance, whether internal or external is a function of track and rolling stock characteristics as well as speed. At higher speed, the aero dynamic drag and flange resistance increases while the frictional resistance of the axle-bearings decreases. Running train resistance per tonne weight of the load is as under: For Indian Railways the running train resistance formulae (a) For locomotives: R in Kg = 0.65 W + 13 n + 0.01 Wv + 0.52v2 Where W = is the locomotive weight in tonnes v = is the speed in Kmph n = is the number of axles (b) For coaching stock: r in Kg/tonne = 1.425 + 0.0054 v + 0.0025v2 (c) For loaded box wagons r in Kg/tonne = 0.87 + 0.0103 v + 0.000056v2 (d) For empty box wagons r in Kg/tonne = 1.517 + 0.01074 v + 0.00495v2 Train Resistance due to Gradient Page 232 of 239

Course material for Loco Inspectors (Diesel) (Initial) On Gradients, a component of the train - load would oppose the train movement or assist it. If the gradient opposes the train movement, it is called UP gradient. In the opposite case, it is called DOWN gradient. Gradients are expressed by the height through which the track level rises in 100 or 1000 units of distance. An up-gradient of 1 in 100 would mean that the track level rises by one unit of distance of 100 units. Hence for h in 100 gradient the component of load W opposing train movement is W.sin Φ = W.h/100.

W.sin

Φ

w

w c o s Φ

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

Course material for Loco Inspectors (Diesel) (Initial) KMPH the train resistance drops sharp. If the T.E is maintained at the same level, a higher acceleration will be realized which will quickly accelerate the train. SPECIFIC ENERGY CONSUMPTION Energy consumption means consumption of electricity by a locomotive for moving train from one location to another location and its unit is KWH. Load hauled by a loco for a length of one kilometer on consumption of one unit of electricity is called TONNE KM/KWH. SEC is defined as the watt-hours consumed per tonne Km transportation. Specific energy consumption =

Specific energy output at driving wheels ________________________________________ Overall efficiency of transmission gear and motor

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

Course material for Loco Inspectors (Diesel) (Initial) ////////////////////////////////////////////////////////////////////////////////////////////////////////////////// ADHESION The Mechanism of locomotive is completed by a friction drive between the wheels and the rail. The maximum force that can be transmitted by this drive is dependent on the load carried by the driving wheels and the coefficient of friction between the rail and the wheel. This is usually called adhesion. The torque produced is increased, the tractive effort gets increased. But there is a limit to it, which is imposed by the grip of the wheel on the as provided by the friction existing between the two. When this limit is exceeded, the wheel loses the grip and begins to slip. ADHESION WEIGHT OF LOCO MOTIVE The total weight of locomotive carried on the driving wheels is called adhesive weight. Coefficient of adhesion: The proportion of adhesive weight that can be made available as tractive effort is called coefficient of adhesion, viz, Tractive effort at which wheel – slip occurs µ = coefficient of adhesion= _______________________________________ Adhesive weight Adhesion also plays an important role in banking. The normal value of µ with clean dry rails is approximately 0.25 and maximum achievable with sand is approximately 0.3-0.35. Factors Affecting Co-efficient of Adhesion: 1. 2. 3. 4.

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.

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Haulage Capacity

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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.

Brake power should be 100 % on coaching or goods trains. Load of the trains should be maximum permissible for the section. Run at the maximum permissible speed of the train where permitted. Apply a-9 handle to emergency and note the KM No. and time. Do not press PVEF and DV should not be isolated. Note the palce of stopping KM No. and time.

On 1/400 UP Gradient and on 1/200 DOWN Gradient: Conduct similar test as above. Calculation of EBD: EBD of the train = Sum distance travelled in meters of level, 1/400 Up and 1/200 Down gradients -------------------------------------------------------------------------------------------------3

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Wheel Impact Load Detector (WILD) Impact load occurs on rail when a defective portion of wheel falls on rail head. Impact load is transferred to rail head from wheel through combination of any or all of the following defects like

1. Wheel having a flat / Out of roundness 2. Overloaded Axles 3. Defect in suspension system 4. Miss-alignment of bogies 5. Skew in the car body etc Wheel Impact Load Detector (WILD) is a Safety System used to identify the defective wheel due to any of the above defects by measuring the dynamic impact on the track at a very early stage and thereby protect the Rail Infrastructure, avoid derailments and catastrophic failures. WILD is also to reduce service failures and unplanned maintenance cost of Rolling Stocks and Tracks. WILD System was initially developed along with RDSO & IITKanpur

Salient Features  

Wayside system with reliable 24x7 operation without Manual intervention Automatic Identification of Train and Automatic Measurements



Impact Load Measurement & Impact Load Factor (ILF) Measurement of all Wheels



Automatic Transfer of Report & Analysis to Railway Control Office/Train Examining Station through GPRS



Transferring of data through OFC link



Intimation of alarms through SMS



Automated Alarm Notification based on Load levels & ILF



Speed Measurement of each axle and average train speed measurement



Bidirectional Traffic



Provides Wagon/Coach Wheel & Axle Information



Instrumentation optimized for capturing full Wheel Circumference data



More Number of Measurement zones to provide greater accuracy



Self-Calibration of Channels to maintain accuracy



Self-Diagnostics

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Course material for Loco Inspectors (Diesel) (Initial) 

Programmed software available at website for easy analysis of defective wheels

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Course for Loco Inspector Initial (Diesel)

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