Description of Pantograph S. Sharma,...

1. Base 10. Thrust Rod 2. Supports Insulator 11. Roof Bar 3. Servo motor 12. Positioning Link 4. Yoke 13. Upper Tube 5. Flexible Shunt 14. Raising Spring 6. Panto Horn 15. Panto Support 7. Panto Strips 16. Eyelet Rod 8. Spring Box 17. Tie-Rod Insulator orn 9. Plunger 18. Loco Roof

Description of Pantograph - S. Sharma, CLI/HQ/ASN

3 7 8

9

17

6

16

14

1

10

2

13

4

5

18

15

11

12

OHE MAST MAY BE HIT BY OPE DOOR WAGO S

Sl No

Name of staff (S/Sri)

Award

1 S.P.Roy, CLI/TRS/UDL Cash Award ` 1000/-

2 S.C.Gorai, SSE/TRS/UDL Cash Award ` 1000/-

3 K.R.Kachhap, CLI/TRS/ASN Cash Award ` 1000/-

4 Amit Mukherjee, ELP(G)/UDL Cash Award ` 800/-

5 C. K. Chowdhury, ELP(G)/ASN Cash Award ` 800/-

Recipients of CEE Award 2011

DANGER

DANGER

FOREWORDFOREWORDFOREWORDFOREWORD

It gives me a great satisfaction when I see that Chalak Patra is being regularly issued and used by the running staff. I appreciate that there has been improvement in the field of electric locomotive operation in which Chalak Patra has certainly played an important role.

With this March 2012 issue this is to be noted that Asansol Division has so far maintained high standard of safety as there has not been a single Rly.Bd’s case in the last two years and Asansol Division, has bagged the Eastern Railway Safety Shield during the Railway Week Award 2012. The same standard of safety is to be maintained in coming days. I congratulate the running staff of this division for their contribution in achieving this milestone.

(J. N. Jha)

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

.

SL. NO

Subject Page No

1. Good work done by Loco Pilots : 1

2. Bad work done by Loco Pilots : 2

3. Alertness, microsleep, somnolence : 3 - 4

4. Typical failure : 5

5. Counseling : 6

6. ESMON Type Speedometer : 7 - 8

7. Do you know? : 9

8. Quick Bits in 3 Phase Loco : 10 - 13

9. 21st Addendum and Corrigendum to the GR & SR

: 14 - 17

10

�� : 18 - 20

11. Stalling of Train : 21 - 28

12. Post Loading/Post Tippling Checks by the Guard and the Driver

: 29

13. Location of Signals in HWH Divn. : 30 - 33

14. Cab Reversal Procedure of 3-Phase Electric Locomotive

: 34 - 35

15 Instructions to running staffs in VCD fitted loco

: 36 - 38

This magazine is also available on www.er.indianrailways.gov.in

Chalak Patra

CONTENTCONTENTS

(i) On 22.02.12 ,Q-51 of rear loco- 23169 of Loco- 23510+23169/WAG-5/MU/ET, train- DPL, was wedged. LP troubled with notch regression to “0” several times in front loco and continued to take notch. As a result notch was continued to be progressed in rear loco and consequently rail was burnt. SPM chart was analysed and it was found: speed of rear loco increased from 4 kmph to 107 kmph in time duration of 2 minutes and 24 seconds and again reduced to “0” within 03 seconds. SF-11 was issued to LP.

(ii) On 25.01.2012 an ELP (M/Exp)/ASN while taking charge of loco No: 22379/WAP-4/HWH of train No: 13106 Dn Ex-JAJ failed to check rail guard and cattle guard of cab-1(H/E) of loco properly. Rail guard and cattle guard of loco was defective. After arrival of train at ASN O/G LP refused to take the charge of loco and so Loco was changed at ASN. Subsequently train was detained at ASN/PF. SF-11 was issued to LP.

(iii) On 03.03.12 at the time of on duty, BA testing of ELP was done at crew lobby first and found alcohol in ratio 51mg/100ml and again BA testing was done twice at 03:21 and at 03:27 hours and found alcohol in ratio 47mg/100ml and 73mg/100ml respectively. LP was suspended and SF-5 issued.

(iv) On 06.03.12, an ELP reported skidding marks in the wheel nos 1,2,3,4,,5,6,7,8 of the loco No: 23447/WAG-5 at the time of taking charge from reliving ELP at empty/Yd-UDL. The ELP worked last with the above loco attached with train No: EC/COL/PT from PAW to UDL failed to observe the wheel skidding marks. It is a bad engineman ship on part of last ELP. SF-11 was issued to LP.

(v) On 13.03.12, LP(G) while working train no: EC/CSZ, loco- 24019 from line no-4 at Lafarze sidding failed to stop the train before near LC gate No:8 and entered in unwired buffer line with the loco and MT. This caused jamming of all the points of Lafarze Yard and stopped movements of trains. SF-11 was issued to LP.

2

Chalak Patra

(i) On 24.01.12, LP Sri Ranjan Prasad, working with Loco No.

27674/WAG-7/NKJ, Tr. No. BGB failed the loco at RBH due to air leakage from DJ chamber. CLI Sri B.K.Singh attended the loco and rectified by opening DJ chamber. He saved a loco from a major failure. He was awarded by DRM/ASN.

(ii) On 09.02.12 LP Sri Awadhesh Prasad was working with loco-

27005, train no- JSME. He observed ATD at KM-301/33 was not

fixed up with Mast and swinging. He gave memo to SM/MUM �

TRD staff attended the same and rectified. Alertness of LP saved an OHE failure and detention on line.

(iii) On 01.03.12 LP Sri Samir Chaudhary/UDL working with loco -

31186/WAG-9 , train – TKD, load- 59 BOX-N/Lt +MT G/T 5397. Stopped at DHN/H/Sig from 12.08 to 12.14 hrs. He successfully pulled the load from H/S (Critical location) whereas sander was not working and saved the detention.

(iv) On 09.03.12, LP Sri S.Tirkey/ASN working with Loco No.

31281/WAG-9/GMO, reported ex BRR about opening out of BPFA push button (Cab-2). CLI Sri T.K.Pani attended the loco and rectified the same by opening the switch board and saved a major failure of WAG-9 locomotive.

(v) On 25.03.12 LP Sri S.R.Singh/UDL was working with Loco- 27068,

train no- HACD. While entering in BRR/Dn/L-16 (diversion), he noticed a bag entangle with OHE of line no-16 and 17. He immediately lowered the pantograph, passed the spot on coasting and informed PA/BRR and TLC. TRD staff tripped OHE and removed the bag. Alertness of LP prevented a case of Panto entanglement of his loco as well as other loco also.

1

Chalak Patra

Good work done by Loco Pilots during January to March 2012

Bad work done by Loco Pilots during January to March 2012

Points to remember � Adequate rest � No drug addiction � Avoid forceful awakening � Avoid stimulants like coffee, tea, cigarette as they have no role in

preventing microsleep rather it may increase false confidence which is dangerous for those engaged in safety jobs.

� Till now no such scientific equipment to identify microsleep before it occurs

Somnolence (or "drowsiness") is a state of near-sleep, a strong desire for sleep, or sleeping for unusually long periods (cf. hypersomnia). It has two distinct meanings, referring both to the usual state preceding falling asleep, and the chronic condition referring to being in that state independent of a circadian rhythm. Somnolence goes back to the Latin "somnus" meaning "sleep."

Sleepiness can be dangerous when performing tasks that require constant concentration, such as driving a train. When a person is sufficiently fatigued, he may experience microsleeps. Medicines that may cause somnolence: � analgesics – mostly prescribed or illicit opiates such as OxyContin or

heroin � antihistamines – for instance, diphenhydramine(Benadryl) and

doxylamine(Unisom-2) (Cough syrup taken over the counter) � dopamine agonists used in the treatment of Parkinson's disease – e.g.

pergolide and ropinirole and Mirapex, used to treat restless leg syndrome. � HIV medications – for example, Sustiva and medications containing

efavirenz � hypertension medications – such as Norvasc � tranquilizers / hypnotics – especially benzodiazepines, such as

temazepam (Restoril) or nitrazepam (Mogadon), and barbiturates, such as amobarbital (Amytal) or secobarbital (Seconal)

Courtsey : Dr.S.Biswas, DMO/ASN

4

Chalak Patra

S. Datta Sr.DEE(OP)/ASN

These are certain terms, which are required to be known by those who are working in an industrial environment and for whom the job demands high concentration for a considerably long time period.

Alertness is the optimum state of the brain that enables us to make conscious decisions. Fatigue has a proven detrimental effect on alertness when a person’s alertness is affected by fatigue, his or her performance on the job can be significantly impaired. Impairment will occur in every aspect of human performance (physically, emotionally, and mentally) such as in decision-making, response time, judgment, hand-eye co-ordination, and countless other skills. Fatigues severely impair job performance.

A microsleep is an episode of sleep which may last for a fraction of a second or up to thirty seconds. Often, it is the result of sleep deprivation, mental fatigue, depression, sleep apnea, hypoxia, narcolepsy, or hypersomnia. For the sleep-deprived, microsleeping can occur at any time, typically without substantial warning. Microsleeps (or microsleep episodes) become extremely dangerous when they occur in situations which demand constant alertness, such as driving a rail vehicle or working with heavy machinery. People who experience microsleeps usually remain unaware of them, instead believing themselves to have been awake the whole time, or to have temporarily lost focus. There is little agreement on how best to identify microsleep episodes. Some experts define microsleep according to behavioral criteria (head nods, drooping eyelids, etc.), while others rely on EEG markers. Many accidents and catastrophes have resulted from microsleep episodes in these circumstances. For example, a microsleep episode is claimed to have been one factor contributing to the Waterfall train disaster in 2003 in Australia; the driver had a heart attack and the guard who should have reacted to the train's increasing speed is said by his defender to have microslept.

3

Chalak Patra

Alertness, microsleep, somnolence

SN C/No. & Date Subject January – 12 1 S/42-09.01.12 Duties of Loco Pilot in respect of “Calling on Signal”(GR

3.79) and stop their loco motive within 30 meters. 2 S/43-10.01.12 Stopping of train immediately after dashing / hitting with

cow / foreign material. 3 S/ drv -13.02.12 Prevention of Rolling Down of Trains. 4 S/44-21.01.12 Action Plan to reduce SPAD cases. 5 S/45-27.01.12 Counseling of 20th Addendum and corrigendum to General

and Subsidiary Rules. 6 T/18-09.01.12 Location and Identification of Lead & Trail Cock.

February – 12 1 S/46-14.02.12 Bad effects of Alcoholism. 2 S/47-14.02.12 Checking of safety items of locos and crack mark or visible

defects over Tread / Flange. 3 S/48-14.02.12 Vigilant on train operation during Run. 4 T/19-16.02.12 Dealing with brake binding on Trains/MEMU. 5 T/20-17.02.12 i) Quick bits in 3-phase locos

ii) Interlocking of L/C gate No.27/E(Spl.), 28/E (Spl) and 29/E (Spl.) between SNQ – JSME on ‘B’ Route of Asansol Division.

6 S/49-23.02.12 i) Summer and Monsoon preparedness. ii) Raising of speed to 30 KMPH on the loops and Turn

outs in STN-JAJ Section. 7 S/50-24.02.12 Counseling to prevent overshooting of signals. 8 T/21-24.02.12 Trouble of three phase loco. 9 S/51-27.02.12 Precautions to be taken during reversal of loco specially in

Goods train. 10 T/22-27.02.12 Mal operation by LP.

March – 12 1 S/52-07.03.12 Securing of vehicle/loads/trains at stations and in block

section. 2 S/53-09.03.12 Time chart of the train on the driving desk. 3 T/23-09.03.12 Checking of bogie frame of loco for any crack. 4 S/54-12.03.12 Avoid Signal Passing at Danger (SPAD).

6

Chalak Patra

A case happened on 11.02.12 with Loco- 31130/WAG-9/LGD with train- KSI. There was a previous booking of abnormal sound from TMB-2. After starting from MMU, LP noticed fault message “fire detection in machine room extinguish the fire reset the fire detection unit – F1501P1”. LP used F/Ext. After energisation of loco first Aux converter-2 get isolated and then Aux

conveter-

�

isolated and finally loco was shut down with message “fatal error in

main circuit turn off the loco”- F0110P1. Train detained for 100 minutes and consequently two other mail exp trains 12357 UP and 13151 suffered with loss of punctuality.

After the failure, base shed was consulted. Sr DEE/LGD advised vide letter no – C/E.221/ELS/LGD/Inves dtd 21.02.12 to counsel the LP on

(i) Procedure to isolate auxiliary motors (TMB, OCB etc.) in case of abnormal sound by opening the concerned MCBs.

(ii) Procedure to identify & isolate the defective motor in case of tripping of two BURs in a sequence.

On 08.04.12, above loco- was working with train- BTPP. After passing MMU, train stopped at KM- 241/7 at 21.10 due to tripping of DJ. On checking, LP found C-107 opened. He wedged C-107 and closed DJ. After that MP/EEC was failed. So LP demanded B/Pilot. B/Pt - 21124 O/L at 21.40 and started pulling the load towards MMU at 22.00 and arrived in MMU loop at 22.45. CLI/ASN attended the loco at MMU. CLI/ASN attended the loco at MMU and found:

(i) Message on screen “DJ tripped via C-107 feed back failed, inform TLC” recorded several times,

(ii) C-107 wedged, (iii) CTF-2 on braking side.

Action taken:

(i) Removed the wedge, (ii) Set CTF-2 on traction side, (iii) Closed DJ and found all the function of loco normal.

It was concluded that some how, MP touched ‘P’ and CTF-2 was reversed and stuck up. This clearly speaks up bad maintenance by shed.

5

Chalak Patra

Typical failure of three phase loco

Typical failure of MPCS &7 SIV& fitted loco 28159/WAG-7/NKJ

Counseling

Types of memory in SPM- 1. Internal memory 2. External memory 1. Internal memory: internal memory is used in the event when memory card is not

inserted in the slot or memory card not properly inserted or fault in the memory card. Data in the internal memory can be down loaded through the serial port connector or RS 232 port provided for the purpose by directly plugging into serial port of any PC /Laptop.

2. External Memory: it is found in the form of a flash card which is inserted/extracted

to record and down load the data.

External Memory(4MB) Internal Memory(4 MB) Except MEDHA(2MB)

Make

Model Short Term (hrs.)

Inter-val

(sec.)

Long Term (days)

Inter- val

(sec.)

Short Term (hrs.)

Inter-val

(Sec.)

Long Term (days)

Inter- val

(Sec.)

MEDHA MRT 922/ MRT 921

10 1 90 30 05 1 45 30

AAL Z, ZC & ELC

03 1 60 30 03 1 - -

LAXVEN 2000 E2 06 1 120 30 06 1 120 30

STASALIT - >30 mts..

1 60 30 >30 mts..

1 60 30

Procedure to enter the PARAMETERS in SPM: Open the memory compartment, push the push button switch for configuration mode - Press display button and set Speed limit , Timer setting , Data setting, Wheel Dia. Setting - Type of loco setting - Loco no - Shed name - Equipment No. Setting. Set the parameters and press the enter key. Note: Parameters to be entered by Shed staff / Authorized person. Parameters to be entered by Driver.

1. Train no. (Maximum 06 characters) 2. Driver ID (Maximum 16 character) 3. Train load (Maximum 06 character)

8

Chalak Patra

D.N.Poddar SSE/TRS/ELS/ASN

ESMON stands for E – Energy, S- Speed, and MON - Monitoring System. It also

indicates and records distance. So we can say that it is a Speed - Time - Distance - Energy Monitoring System. This is a microprocessor based electronic instrument. Advantage – It records speed, time, distance and energy consumed data along with GR coasting and dynamic braking of locomotives. It also provides a graphical view of the data. It has digital display to show all the various parameters like OHE voltage, speed limit for over speed alarm, current data and time. Total distance traveled, energy consumed during halt, energy consumed by present driver. Distance traveled by present driver, duration of brake application, Dynamic brake distance by present driver, distance coasted by present driver, duration of coasting, OHE current, wheel diameter, driver ID train no, train load, loco no and power factor. All the data are recorded in compact flash card (C.F. Card) i.e. memory card provided in the Speedometer and data can be downloaded by card reader unit, which is very useful for analysis.

Type of Speedometer -

Model- MRT 921 Model - MRT 922

I. MEDHA

(0-150) Kmph (Master + indicator) Indicator - MRT- 912, MRT - 912 C

(0-180)Kmph (Master + Slave) (0-150) Kmph(Master + Indicator) Indicator-MRT-912, MRT 912C

Telpro Z Telpro ZC Telpro -ELC

II. AAL

(0-180) KMPH (Master + Slave)

(0-180) or (0-150) KMPH - (Master + indicator) Indicator - Hasler or SP-90’s.

(0-150) KMPH - (Master + indicator) - Indicator - Hasler or SP - 90’s

III. LAXVEN (0-180) KMPH (Master + Slave)

IV. STESALIT (0-180) KMPH (Master + Slave)

7

Chalak Patra

ESMON Type Speedometer

(1) DJ Tripping: DJ should be immediately closed once again if it trips on run after reading and acknowledging the fault/disturbance message on DDS. If the DJ trip again on converter disturbance and no automatic bogie isolation is observed, manual isolation of the culprit bogie can be done in running condition without switching OFF/ON electronics and loss of time.

(2) Pressure Drop/Slow creation: (i) Slow creation of pressure could be because of leakage from Air Dryer. In

such a scenario, the air drier be isolated immediately. (ii) Pressure drop may also occur due to VCD getting activated due to being

defective. Isolate the VCD and look for reason for malfunctioning at the next stop station to avoid further detention in the block section. VCD isolation can be done using switch 237.1.

(3) Loss of Traction: In case angle transmitter going defective, immediately switch over to manual mode using switch 152 in running condition. There is no need to stop.

(4) Harmonic Filter: (i) In case of Harmonic filter isolation and speed reduction to 40 KMPH, isolate

SR-I using switch 154 and work with one bogie. If the problem persists, clear block- section at 40 KMPH.

(ii) MCB- 127.7 in SB-2 needs to be checked first during brake electronics failure.

(iii) Application/Release of Parking Brakes through pneumatic panel, BPPB, release spindle at the time of starting or engine on train.

(iv) Regulated use of sander (PSA) instead of continuous use is recommended. Continuous use of sander is not only ineffective but could also lead to MR drop.

(5) Auxiliary Converter/ BUR failure: In case of Main Power getting OFF due to BURs isolation, LP should switch “ON/OFF” the electronics. If got success then continue otherwise fail the locomotive and demand fresh power. However, the loco can continue to work with one BUR isolated.

(6) BA voltage low/MCB-100 tripped: Give timely attention to fault message of priority-2 so that loco does not shut down with fault message of priority-1 later on. Tripping of Battery Charger MCB-100 invariably leads to P-2 battery message. Switching ON MCB 100 has to be done with DJ in OFF condition.

10

Chalak Patra

Q. (i) Which relay will drop when earth fault occurs in Auxiliary Power Circuit?

Q. (ii) In SIV loco LSIT glows continuously LP will experience what type of trouble?

Q. (iii) What is the standard height of Rail Guard from Rail?

Q. (iv) On what position AIR DRYER is fitted in the loco?

Q. (v) What are the application and releasing timings of EP and Auto Brake in MEMU/EMU?

Q. (vi) What type of failure will be experienced, if tips of C-105, C-106 and C-107 permanently wedged?

Q. (vii) What type of operational tripping will occur, if blower contactors are not closed?

Q. (viii) After how many seconds DJ will trip, if any safety relay is energized?

Q. (ix) If Q-45 is wedged and pantograph is raised, what will happen when BLDJ is operated?

Q. (x) If Total Loss of Tractive Effort is experienced with LSB glowing. What relay is de-energised?

Q. (xi) What will happen If ZBAN switch is switched “ON” in working cab of three phase loco?

Q. (xii) When Pantograph is raised in three phase, which transformer gets supply?

Q. (xiii) what will be fore most duty of LP, if ICDJ or All Auxiliary not working is experienced in loco?

Q. (xiv) What is the distance between a caution zone and a speed indicator?

Q. (xv) What will be the speed of a train while passing IBP stop signal at ON position without line clear?

9

Chalak Patra

Do you know ?

Quick Bits in 3 Phase Loco: for faster ways of trouble shooting/fault isolation on line

� � DJ

� � � � ��

� � � � � � ��

DJ

� � � � �� DDS

�� !� � � " �� # � � � ��! �� $ � � �% # � � � �� & ��'��( �) � �� ! �� DJ

� � � � �� ( � % � � * � + $ � �� , �- � � $ ��. � � � �. � � / � � 0 � � 0 � 1 � # � � / � � � , � � �� 2 * � �� * � � �3 � 4 � 5 + $ � �� 1 � ! � � ,3&'6 � 7� � � � 8� � � � �� %(i)

# 4 � 9 � � �� 5 �� ! �� : 7� � � �� ,3& ; * � � �� # 4 � 9 � � � � �� + $ � �� , #&'

(ii) VCD

�� < � � * �� : $ �� 1= , � �� > * 7� � � 8� � � � ,3&? � � � �. � � ��VCD

� � 4 $ � �� 4� �� $ �� < � � * �� : � � ! @ � � �� ! � ? � � � �. � � �� ( �� ! �� &VCD

� + $ � �� - �( � 6 A B � � �� C � � 1 � ! � � ,3&A � �� . � � , � �%#� 8� � � � � * � � �� , � �� ( �D � E 6 � � , � � � � �� 4( � � ��3 � 4 � � � � �� ! � � � , #& � F * � � < F * � � �� +( G � � '� , 5� ,3&H � , � I � � � � �� %(i)

, � � � � � �� + $ � �� , � �� * �J H K

KMPH

, � ! �� ( � � E H � � , � �

SR-1

� � + L � �� # � � � * �� ) � �� & �� ! � 5 � , � * ,3 - � � H K

KMPH

� ? � � �D �. � �. � 5 � � �� &

(ii)

M� � $ ��. � � � �. �� , � �� ( ) 7 � �

SB-2

��

MCB-127.7

� �! @ � � �� &

(iii)

� � �) � � �� , �� $�! � , � �� 1 �N � M� � � �� O � � 5! � � � � �� 5 � �3 � �' - BPPB

O � � 5! � �� &

(iv)

, P � O � � 1 � , + ,3 1 � Q � �' R

PSA)

� 7 �� % � � � � � , # � 1 � � �&S

12

Chalak Patra

(7) General Delicacy (i) Any fault message in DDS should not be acknowledged without reading and

follow up as suggested. Once acknowledged, the message gets lost. (ii) Any such messages requiring train to stop, effort should be made to clear

the block section in coasting and then attention to the message. (iii) Three phase tripped MCB in HB-1/HB-2 can be put in ON once to restore an

equipment. Two different mechanisms to put ON a tripped MCB are available for ABB

and MG make MCBs, which should be clearly understood. Restoring the MCB does not require switching OFF/ ON of the electronics system.

(iv) P-1 messages have to be immediately acted upon and course of action is also available in DDS. P-2 messages need not be acted immediately except for BA voltage low/MCB-100 tripped. P-1 messages come with a red flashing of LSFI in addition to BPFA.

(v) Configuration switch 160 restricts loco speed to 15 KMPH and can be corrected without switching electronics “OFF/ON” in much lesser time. However, the loco has to be dead stopped before operating switch – 160.

Issue by CELE/NR vide letter no. 147-Elect/TRS/6/2/Vol.XXIV dated 30.01.12 Hindi version in next page

Disclaimer This periodical is for the purpose of utilization of technical and safety related subject in connection with operation of Electrical Locomotives and trains. It contains various information gathered from experience or from various draft reports, all of which are not accepted/circulated by Rly.Board or zonal head quarter. This, however, limits the periodical from being referred for deriving, any authority for any purpose. Sd/-

Sr DEE/OP/ASN

11

Chalak Patra

T *U � ! � � � � �� *V 4� �T *U � ! � � � � �� *V 4� �T *U � ! � � � � �� *V 4� �T *U � ! � � � � �� *V 4� �

RR RR � � <�� <�� <�� <�'' '' WXWX WXWX � L � ��Y � � � 5 �� 2� L � ��Y � � � 5 �� 2� L � ��Y � � � 5 �� 2� L � ��Y � � � 5 �� 2'' '' DD DD� �( � : � � � �2 *Z � � � : � � � � � 4 �� ( � : � � � �2 *Z � � � : � � � � � 4 �� ( � : � � � �2 *Z � � � : � � � � � 4 �� ( � : � � � �2 *Z � � � : � � � � � 4 ��

Eastern Railway Kolkata

No. TG.202/CS/G&SR/Pt.XII Dated: 21.03.2012. 21st Addendum and Corrigendum to the General and Subsidiary Rules Book

(Revised and Reprint 2003) 1. The following shall be substituted for existing SR 5.23. SR 5.23 (i) Action by Station Master/Traffic Staff when vehicles/load/train is to be

stabled at station:-

(a) The Vehicles/load/train be chained and padlocked using at least two chains, one at either end;

(b) At least four sprags/wooden wedges be used, two each below the outermost pair of wheels at either end;

(c) Hand brakes of at least 6 wagons from either end must be fully tightened. In case coaching vehicles are stabled, Guard’s hand brakes in SLR(s) must be applied. The hand brakes must be operated under the personal supervision of the Guard, and in the absence of Guard, by SM/ASM on duty;

(d) The vehicles of stabled load/train should be coupled together. In case the stabled load has to be split for any reason, each such split part should be treated as a separate load for the purpose of securing;

(e) The points must be set, clamped and padlocked against the blocked line and towards dead end or trap point (if available). Scotch blocks must be used, if available;

(f) Stop Collars must be placed on relevant signal and point buttons/slides/levers etc;

(g) Remarks should be made in TSR and / or SM diary in Red ink to the effect that ‘Line No._____ is blocked and all precautions for securing the load have been taken’ as prescribed above;

(h) After any load/train/loco is stabled, the Station Master must inform the Section Controller supported by private number that all laid down precautions for stabling and securing the load/train/loco have been taken.

14

Chalak Patra

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Chalak Patra

2. Delete SR 3.64(e) (i), (ii), (iii), (v) and (vi) and Substitute by the following.

[ i ] At stations, Loco Sheds, etc. where stocks of detonating signals are

kept for issue to Guards, Loco Pilot, Fog Signalmen or other railway servants, Station Masters, SE(Loco) shed or other railway persons in charge of such stock, must test two detonators of each batch/lot at the end of 5 years and if the result of these tests are satisfactory, life of the detonators of that batch/lot should be extended by one more year, on expiry of which similar tests should be conducted annually to extend the life of the detonators of that particular batch/lot up to a maximum of 8 years from the month/year of manufacture. Where, however, the tests indicated that the performance of detonators is not satisfactory; the whole of the stock of the particular batch/lot should be withdrawn and replaced by fresh stock.

[ii] Transportation Inspectors, Station masters, SE(Loco) shed and SE(P.Way) are responsible to ensure that the detonators in possession of railway servants within their jurisdiction are tested once in 12 months.

[iii] The life of detonator is normally 5 years reckoned from the month of its manufacture. It can, however, be extended further for a maximum of 3 years provided that detonators which are more than 5 years old are effective.

Note: There need not be any distinction between use of detonators

for Main line and Branch line during this extended period. The detonators which are effective after their normal shelf life of 5 or 7 years (as the case may be) need not be shifted to branch lines, after the expiry of their normal shelf life, irrespective of their year of manufacture. These detonators may continue to be used by the same users, till their extended life is completed.

[iv] While testing detonators from each lot/batch, the one which is the oldest

as regards the date of manufacture should be used.

16

Chalak Patra

(ii) Additional precautions to be taken while stabling vehicles/load/train at a

station with gradient of 1 in 400 or steeper may have been prescribed under approved special instructions (by CRS) and mentioned in SWR of respective station. These should be followed scrupulously. In addition, following precautions must also be observed over and above those prescribed under approved special instructions:- (a) Before vehicles are uncoupled, the hand brakes should be applied,

sprags/wooden wedges/skids, should also be used to prevent vehicles from rolling down;

(b) As far as possible, the vehicles/load/train should be stabled on a line which is isolated from other lines, particularly running lines.

(iii) Action by Loco Pilot/Assistant Loco Pilot before leaving the loco in case load/train is stabled with locomotive attached or light engine(s) is/are shut down or stabled. (a) Application of both SA-9 and A-9 brakes; (b) Application of hand brake and parking brake; (c) Secure the loco with wooden wedges provided on the loco.

(iv) (a) Loco Pilot while on duty should not leave loco unmanned. In case he is required to leave the locomotive unmanned, he should do so only after receiving written authority from the Station Master/Yard Master and ensuring 3(a), (b) & (c) above;

(b) Before leaving the station/yard, the Loco Pilot and Guard should jointly record in a register to be maintained with Station Master that the load & loco has been secured as prescribed above.

(v) Action to be taken by Loco Pilot/Assistant Loco Pilot and Guard when the train is stalled in block section due to accident, failure, obstruction or any other reasons:- (a) Loco Pilot/Assistant Loco Pilot and Guard should protect the train as

per provisions of G&SRs 6.03; (b) The train should be secured by applying loco brakes (SA-9, A-9 &

and hand brake) and hand brakes of at least six wagons at either end of the train. The hand brake should be operated by Assistant Loco Pilot from leading end and by the Guard from the rear end. In case the train is being worked without Guard, the duties of the Guard shall devolve on the Assistant Loco Pilot. In case of coaching trains the Guard should apply hand brakes of the SLR in addition to the application of loco brakes by the Loco Pilot.

(vi) Station Staff, Guard, Crew and Section Controller should be aware of gradients at Stations/yards/Sidings and block sections

(Authority:- Director/Safety, Railway Board’s letter no.2012/Safety(A&R)/19/1 dated 24.2.12.)

15

Chalak Patra

4( � � 7 �4( � � 7 �4( � � 7 �4( � � 7 � -- -- � � � � � � � �� + � � �+ � � �+ � � �+ � � �

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18

Chalak Patra

[v] Detonators shall be tested under an empty wagon moving at 8 to 12

kilometers per hour. The empty wagon must be propelled by a locomotive. Tests shall not be carried out by an official lower in rank than a Transportation inspector, SE (P. Way), Loco Inspector and SE (Loco) shed. Station Masters of Headquarter stations are, however, authorized to test detonators in their charge or issued by them. Care must be taken to ensure that test is not conducted in a crowded locality or near a level crossing where splinter from detonators may cause injury.

(Authority: - Director/Safety, Railway Board’s letter no.2011/Safety(A&R)/19/3 dated 24.1.12.)

Sd/- ( Ambrish. K. Gupta)

CHIEF OPERATIONS MANAGER

Answer of “Do You Know ?” Ans. (i) QOA Ans. (ii) ICDJ Ans. (iii) 104 mm – 119 mm Ans. (iv) In between MR-2 and MR-3

Ans. (v) Brake Application time Releasing Time

EP brake 3-5 second 5-7 second

Auto Brake 5-7 second 5-7 second

Ans. (vi) ICDJ Ans. (vii) Operation –IB Ans. (viii) “0” second Ans. (ix) DJ will be closed Ans. (x) Q-50 Ans. (xi) BP will be dropped to “0” Ans. (xii) Potential Transformer Ans. (xiii) Stoppage of train with application of A-9 and then SA-9 before

trouble shooting of loco Ans. (xiv) 30 mtrs Ans. (xv) 15 kmph when view is clear and 8 kmph when view is not

clear up to the First stop Signal (FSS) even it is at ‘OFF’ position.

17

Chalak Patra

� � � $�! � � � � � � � ! � � �� 6 K � * K � , �� < F � � � � � , #- 1 � � ( � * �( ) � � � � � ( 3 � � � ! � � � � � , #&�6 K � ! � � � 5 � F * 1 � * $ �� 3 � � � � ,3 � � M� � > � �� ) � �� ! � � � � � � , � � � , # � � Z * �� F *'�� $� � + �� ( � � � , # � �� +( G � � , � � � M� � ( � �M� � �� ,Q � M� � �� F * � � � �� 9 L( � � � �� * � , 5 # �6 � � � � � * � � * �� L �� ?( � � � ( ! � � � � , 5 � � , # �� ( ! � #( � � � � � :�� ( ! � #( � � � � � :�� ( ! � #( � � � � � :�� ( ! � #( � � � � � :'' '' XX XX�� ( ! � � � � � � � � � 5 � : � ,3&'� � �� #( � , 5 1 � ! � � � , #' �6 � �( $� � � � � , 5 � � #( � � � � 1 � ! � � � , # �A � , 5 �� ? � � � � � � � #( � �� 1 � ! � � � , #' �H � � � � � � � � �� 4 � � �� 1 � ! � � � , #' �R � W � � � �� ! , @ 4 �� ,3 > * 7 � � � �� ! 3 � �) �� - � � *� � �� ) � � � �� S� � � � �� ! �� )J 'Z � � ? ,3 Z �� ( ! � � �) � �� &'R < W � � � � � � ! , @ 4 �� , 5� ,Q ( , @ � � �� ) � �� ) �� ( �! � �� 1 � J ' '! #� � � �( $� � �3 � � � � � 5 � � � �) � � 5 � 1 � ! #� &'� �) � � 4 � � � � �� ' 'J! � � � � �� 3 � � � � �) � � �� ) ( � � �( ! � � � ! #� &'

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20

Chalak Patra

E � � � �� ) � � 5 �� (, � 5 �� * � � � � � �� ( , � 5 � � * � � �� < � � � �� , � 5 � � * < � � , � ! # � � � * � � * �� * � � �� ' ,3&� � � � � � � � � � � � P � � � , �� $�! � �� < � � � , #�� / � � 4 �( 4� ! � , � � , 5�&B � �� ( �� ) � � 5 � � � Z

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19

Chalak Patra

slipping causing regression of the notches automatically by wheel slip relay. This will result in loss of tractive effort and this may become the cause of stalling on a gradient.

4. Picking up speed before gradient: good road knowledge helps in taking proper action in driving. Therefore, while working a fully loaded train, it is necessary to maintain a good momentum in the rain before approaching the up gradient. Therefore, speed should be picked to the extent possible subject to the speed restriction in force. This is possible with good road knowledge of the gradient. This will help in anticipating the problems to be encountered ahead and help in initiating proper action in advance to tackle with those problems. Therefore, speed should be picked before the approach of up gradient so as to overcome the more requirement of tractive effort. This will avoid the stalling on up gradient.

5. Use of sanders and ZQWC: With a fully loaded train, it is very essential that sanders are working. The sanders must be used judiciously to the extent required. Excess use of sanders may lead to drop of sand and it may exhaust early which may result in a situation where the sand box is empty while negotiating the up gradient section. Therefore, while approaching gradient sanders should be operated from time to time to avoid any wheel slip of the locomotive. More over ZQWC if function should be switch on. This will help in adjusting the traction motor current and avoiding the wheel slip of the locomotive.

6. Negotiating caution order: If a caution order exists for a speed of 30KMPH or less on the up gradient or on the spot approaching up gradient, the chances for stalling increases. Therefore, such caution order should be negotiated with great care. In such cases, it is very good driving practice to control the train well in advance of the spot of caution order by destroying the vacuum or air pressure in Small amount for air brake trains as per the brake power of the train. This cause gradual application of train brake when the speed reduces to the desired level, the train brake handle should be kept in released position. This will ensure the release of brake. This activity should be done in such a way that the train passes through the spot of caution order in brake of the train in released condition. At this time the vacuum / air pressure level will be proper. In this way, the advantage of taking notches will be available as and when required. This will help in picking up the speed just after the end of caution order without any delay for release of brake.

22

Chalak Patra

- S. Sharma CLI/HQ/ASN

When a loco is unable to pull the load even with maximum utilization of

available tractive effort due to steep gradient or any reason, it is called load has been stalled. LP may play an important role in avoidance of stalling of train, if he properly utilizes his driving skills, geographical location of track, proper releasing of brakes and maximum attacking speed of train at the foot of the up gradient etc. LPs should follow following guidelines to avoid stalling:

1. Knowledge of section: Learn properly about road, signal, gradient and geographical complication of section etc.

2. Examine the conditions of load: While taking over the charge, Brake

Power Certificate should be examined and it should be ensured that BPC is valid. Moreover continuity of the air pressure / vacuum from the engine to last vehicle should be ascertained. While starting the train two or three notches should be taken, the train should start rolling with a traction motor current of about 400 amps. If the train is not moving it gives a clear indication of load being jammed. In such a case crew of the train should examine the load and find out the jammed vehicle and release the brake with distributor valve or release valve by manual operation. After fully satisfying about the released condition of load, the train should be started and it will move by taking 400Amps or less amount of current. If this check is not carried out, the train may be started in jammed condition of the load. This will result in stalling of the train on the gradient ahead because the actual load of the train increases due to increase in train resistance resulting from brake block jamming. Therefore, it is very important to check the condition of load and ensure full release of brake blocks and continuity in the train.

3. Watch on traction motor current: It is always a good practice while driving to take notches gradually while keeping constant watch on voltmeter & ammeter reading of the traction motor. In no case, the current limit for short time during starting and continuous current rating should be exceeded. Progression should be done notch by notch gradually so that tractive effort develops in the train smoothly without causing any wheel slipping. Very quick notch for accelerating the train may result in wheel slipping causing regression of the notches automatically by wheel slip relay.

21

Chalak Patra

Stalling of Train

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24

Chalak Patra

7. Shunting notches: Whenever gradient is negotiated by a fully loaded train, the maximum possible current is fed to traction motor to achieve higher amount of tractive effort. It is a good practice to increase the current by taking notches or in other words by increasing the voltage. This will cause the increase in traction motor current in relation to speed of the train. If the shunt notches are taken suddenly, it causes sudden increase of the tractive effort. This increase may cause wheel slipping and regression of notches. Therefore, as far as possible the use of shunt notches while approaching or negotiating the gradient should be avoided.

Precautionary Measures:

(i) Working of Sanders and filling up of dry and screened sand should be ensured before on load of loco,

(ii) LPs should be counseled by CLIs regarding improvement of driving skills during foot plating with various types of loco, loads and on different graded section during normal/ drizzling/ heavy shower to avoid stalling. More ever every case of stalling should be properly investigated and speed of the train at the foot of the gradient should be downloaded from speedometer and analyzed.

(iii) Special care should be taken towards “C” category and newly promoted LPs.

(iv) Before stopping at critically located stop signal situated at gradient, LPs should use sander for some time and try to stop on notch without application of train brakes by A-9. Thereafter train should remain be stopped with prescribed application of brakes.

(v) If load is stalled and banker is provided, then banker should be continued up to station of last gradient section also.

(vi) JPO for aspect of critically located signal made by division should be followed by traffic department.

(vii) If loco pilot assumes that train will be stalled in the coming next section due to speed restriction on the gradient or bad weather conditions or any reason stop the train at the starter of the station in advance and ask for assisting loco.

Therefore, if above precautions are taken, stalling of the train can be avoided

Note: If the train is stalled and unable to be started, do not try to restart repeatedly to safeguard the wheels as well as rails also. Follow GR 6.03 and contact TLC.

23

Chalak Patra

��

< �� [ �� ( & 8� + �< �� [ �� ( & 8� + �< �� [ �� ( & 8� + �< �� [ �� ( & 8� + � � � � ��

D � F & �# � � 8 �

ZQWC

� � � � , � � C � 2� � C � �# �# �� ( & �# � � � � � ,� � � � � ? � � � ,� + � � ��+� / � � , � � � � 6 $� & � � � � + � & �# � � � � � , � �� , � ? , � �% � &� � � � � * � 4 + $/ & �# � � � � � , � � � �� , � � � &� � � �� .� � � �� )* � S=� � $ � � � 8 � � !�"# $% � < �� + & &= �+ � � � � 8 � . � � 7� % � + � � � $ � �/ � C � !�"# $% � < �� +� � & �# � � � � � , � � & , L & , � � � � � � � �� .� � �� 6 &% � �� * � 4 + $/ � &� � � �� !�"# $% � (

ZQWC

� � ,� � � + � �� &� � � � � � ��* � 4 + $/ , + �� ' � � � � � �% � � � K % � � � � � +� � 8 �� ( � �� L .� � � � � � �� +� /D F � ? � K ? � % � � � �� C , 4 � R U

KMPH

, � � & &� � � � � ? � K ? � % �L!�"# $% � � � + � , � � & � 6 * � � Z � 6 ' ; < � ( + �= 3 � �. � � 7� % � � 6 &% � �� S � � � � +� / � C V &� � ? � K ? � % � � � �� 1 , � � & �� &� � � � � * � 4 + $/ V & �I. 8 ? � + � �� Z X� % � � � $� � � � K� I� � & + � � � -�� ? � K ? � % � 6 � � + < �� &� � +� � 9� � � �� 6� �� < � � � � � �� , = P � � � � � K� & � � 6 � , � � � � M � � � � � , � � � $ � � -� � ? � K ? � % � 6 & � � � � � � �� , = P � � � � � K� & � � 6 � , �� M � � � C � �� =+ � � � $ � 8 � & � 8 + � & � 8 9� � � � : �� +� � � -� * S � Z� � 7� $ <� � , � �� Z � � �� K � � � �� ( � 4 0 � � Z �+ �/

26

Chalak Patra

� � N* � + �% � 6 � Z � � �� 6 I. 8 ? � ( * �� + ��&� � � +� / � &� � � � 2 � .� ; � �� !�"# $% � &�� ' � (. � �� $ � � � , B -� �� . � X� � � � � �� (9� � � �%"# % � � � � � � 2 �� K ? � � � ( S � � � � � � � � � 2 S � � � � +� / � C � � � �A � � N* � ; � � + � � � � � +� /D R F �� ' � � � � � �% � � � � � � C

, + + � ' � $� � � � < � � +� -� �� ' � � � � � �� W �� 8 � � �% � � � � � � � )� � � �� L � �� * S � , �� $/ -� & � � � � : � I. 8 ? � ( &%� J % � � �� 7� $? � 4 �� Y ' ; < � � � �% � & � � � � � W� % � � + �% + � � �=* � 4 + $/ � �* � � K � !� ' � > � � � + � � � * � 4 + $ � � -� � � �� L .� � � � � �� ( * 5 � & D

Smooth)

�� S �� +� / �� 1 � � 2 � � 7� $ � � � ? � &� � �* S � ��=� � � � � 2 � �� .� � � : �� .� � C � �* : � !� ' + �� $ � �/ � &� � �� .� ; � �� (� � & + � � � � 8 �, + !�"# $% � ( . � � 7� % � � � � � � 2 +� &� � � +� /D T F !�"# $% � � � � +� � . � �# � � S � � �C

&�� ' � � 6 � � � � � � � � � � � Z X� % � ( & � �� & + � , � �� +� / � C � � 2� � �# �# �� : �* �� +��+ B 3 � � � !�"# $% � � � � +� � �� 6 � , �� ? � K � � �� * � 4 + $/ . � �# ( S � � � � � ? � K ? � % � � � � ��+ $ $� &% � �� + � � � � � * � : � $/ , + � � � &% �� +�= � !�"# $% � � 6 & + � � � � � � � � + �/ � C � !�" # $% � < �� +� � � & � � + &� . � �# X �� L � � � � � * � 4 + $ -�< �� 6 � ; � � � � � + � &� � / � & &�=!�"# $% � ( . � � 7� % � &� * � � � &� � � +� /

25

Chalak Patra

D � F , 4 � � �# . � �� + � �� % � � � � � � � , � � � � � +� 3 � �� &� % ? � !�"# $% � &�� ' � � � . �� ' � � � � � � � � ) � ��* � 4 + $/D F %# � � � � � � �� . 8 � � ( � I. 8 � 7 & � �� B= (critically

located signal)

� 6 � . 8 � � � � �� ( ? � 7 � �JPO

� �� - �� X� � � � � � � � � �� + � � � * � 4 + $/D � F , 4 � � �� ,� � � � � � � � +� -� !�"# $% � ( � ? �K ? � % 3 ) � � 5 & , � -� & � � , � � � 2 &� < �� < �� &�� ' � ( � �# . � �� &� � � +� 3 � � � &� � &� �� +� � � �� . �� ' � � � . � � �� 7 & � �� O � � � ) O �� & + � , � � �� 6 � N � � � � � * � 4 + $/ � C , 4 � � � � �A & �� ? � , � N � � � � � $ N � � �� . � � 7� % � &� * � � � &� � � +� /� � � C� � � C� � � C� � � C , 4 � �� . � �� $ � 8 � < �� S �� ( & 8� + �� $ � � � �L � � � � C * �� K , � & � + �% � � � �= �* � � � � 8 � �� 6 &% � J � � � � � * � 4 + $ � GR 6.03

� �� * � 4 + $ � 8 �TLC

&� &% �� * � 4 + $/

28

Chalak Patra

D � F '% 4 �% � � �* C

� !�"# % $% � � 6 * S � Z � � & , � , �� ? � K � + � �� % � � & ( � � � � � � � X� &� � , � � � * S � Z � � 7� $� � � � �� I� �� 6 � �� 6 K � ? � ; � �+ � � � +� / * � � � '% 4 �% � � �* � � �� &� �� +� � 8 � � �� L .� � � + � � � +� � 8 � � �* : � !� & � + � �� : � 2 � .� ; � . � � 7� % � + � &� � � +� / � C , 8 � &% ��!�"# $% � < �� '% 4 �% � � �* � � �� 6 * � + � &� * � �* � 4 + $/& �� CD E F � �� # &� � +� � & �# � � � � � ,� � � + � � � � 8 � �� & ( & ) � $� % & � � �� + � � � & ? � I Q � � � � �� =* � 4 + $/D H F = U � � U ? � � �J � B � � X� 7 � � � K� � � � � � �� 3 � �# $� %X� 7 � � � &�� ' � ( & � � � , P % ��L % �� P � � � � � � � : � ' � �& , � �� L �� + $ � �� ,� � B � � � � � '� �� =* � 4 + $ I � & &� . � � 7� % � &� * �� + � &� � / � &� � � �� K 1 ,� � . � � 7� % � � 6 � � � � � � � � �� 6 � !�"# $% � � 6' ; < � ( < > 2 � ? � � � X� �� 2 � � 7� $ . � �# � � � �=� � # � � � � � # � � � � �# � � � � * � 4 + $/�D R F � $ � � � � � � � 8 � !�# L C

� � � �� ,� � B � � X� '� , � � �� * � 4 + $/D T F � !�"# $% � � � � I. 8 � 7 & � �� O � � � ) O �� & , 8 � O � & �# � � � � � , � � � � � � * � 4 + $ � 8 �A L �&�

�� 9� � � � � �� 6 � � + � �* � � � � O �

� � ) O � � � �� 6 � � 7 ' ' � � � � * � 4 + $/ � &� � � � �� )# � � ) �� 7� $ ? � 4 �� Y 9� � � � � � � � � * � 4 + $ � 27

Chalak Patra

Right Hand Side

Sl. N

Station Name/No. of Approach

Signal Name /No.of Departure

Signal

Total No. of Signal in R/Side

1 HWH AR 3,SA 24,Up Rev. Line Sig. No. 1 4

2 LLH Str signal No. 14 (DN), Up Rev. Str. Signal No.21

2

3 BEQ Up Home Signal No. SA 6A/B

Up Rev. Str Signal No.11

2

4 BLY DN. Rev. Str. Signal No.5

1

5 UPA Up Rev. Str. Signal No.8. Sig.No.AR13 and AR15

3

6 KOG Str. Signal No.8AB 1

7 RIS Str.Signal No.13 AB 1

8 SRP Sig.No. AR7 (Ext- Right)

UP Rev. Str Sig No.12 2

9 SHE Up Rev. Home Sig. No. 7AB, S-15

DN. Str Sig .No. SA10.Up Rev. Str. Sig. No. 21 and AR31

5

10.

CGR DN. Rev. Home Sig. No. 10.

DN. Rev. Str Sig No.12 and

2

11 CNS DN. Rev.Str Sig. No.13 and Sig. No. AR40.

2

14 BDC UP Rev. Home Sig No.35. DN. Str Sig. No.14(PF_2). DN Str Sig. No.8(PF-4). DN. Str Sig No.18. (PF5).

4

15.

BHR Up Rev. Str Sig. No.23AB.

1

DKAE Up Str Sig no .21,21A 2

16 JOX Up Rev. Dist/Gate Sig .No.12C Up Rev .Inner Dist. And Up Rev. Home Sig.

2

Contd….

30

Chalak Patra

Items to be checked by Guard and Driver.

1. All CBCs and Air Hoses are properly coupled and locked. 2. All the Angle Cocks are in open condition. 3. The last Angle Cock is in closed condition. 4. Empty/Load device handle is in proper position. 5. There is no loose fittings/hanging parts like springs, push-pull rod,

brake beam, safety brake blocks etc. which may endanger safe running of the train.

6. Hand Brakes are released. 7. Doors of wagons are closed and locked/secured. 8. Check wagon bulging. If it is found then inform to all concerned. 9. If door of an empty BOX-N wagon is tied up with wire then open

it completely and put it in drop condition intact with wagon. 10. Check continuity of Air Pressure/Vacuum before starting.

Performa for Joint check by the Driver and the Guard:

1. Date

2. Train no. and loco no.

3. From: To:

4. BPC No, Date and Station of issue

5. Loaded at Or Tippled at

6. Time of Locomotive attached :

7. Total Load :

…………………… ………………….. Signature of Driver Signature of Guard Driver’s Name Guard’s Name (This memo should be prepared in 3 copies, one copy to be kept with Driver, One with Guard and one will be given by the Guard to the Station Master/Yard Master).

29

Chalak Patra

Post Loading/Post Tippling Checks by the Guard and the Driver

Location of Signals in HWH Divn.

Sl. N



Signal


31 DHAE Up Main Str No. 3 and Dn Loop Str No.6

2

32 DTAE UP Main Str .5and DnLoop Str No.6

2

33 ABKA Up Main Str No.3 and Dn.Loop Str No.6

2

34 BGAE Up Main Str No.7 and Dn.Loop Str No. 4.

2

35 LKX Up main Str No.3 and Dn.Loop Str No.6

2

36 KWAE Dn. Str Sig. No.4 & Up.Str no.5

2

37 SNT Up Dist, &, Up Home(M/L).

Dn. Adv Str(Branch Line) 3

38 BAHW

Dn StarterNo.4 & Up Loop Starter

2

39 DEH Starter Signal No.4 of Common Line

1

40 HPL Up Home Signal Dn M/L Str, Up Loop Str, 3

41 NKL . ,Dn Str. 1

42 TAK Dn Loop Str. 1

43 AZ Up Str. Of Line No.3& 4 1

44 GKH Up Common Loop StarterNo-5

1

45 GHLE Up loop Str no3 1

46 NHT Dn M/L str. no.4 1

47 NRR Dn M/L Str no. 4 1

48 RJG Up M/L Str no 3 Dn M/L Str no.4

2

49 TBB Up C/loop Strno.6 Dn C/loop Str no.35

2

50 KLP Up M/L Str no.3 1

Contd….

32

Chalak Patra

Sl. N



Signal


17.

BRPA Up Rev. Dist./ Inn. Dist Up Rev. Home Sig No. 3A/B/C. Up Rev. Inn.Distof Gate No.24C.Up Rev. Gate Sig No.3 of Gate No.24C

Up Rev. Adv. Str Sig. No.11.

5

18 KQU Up Rev. Home Sig No.3

Up Rev. Str Sig. No.7AB. 2

19 CDAE Up Rev. Dist., Inn. Dist, and Up Rev. Home Sig.

Up Rev. Str Sig. No. 21,Up Rev. Adv. Str Sig. No.15.

5

20 BMAE Up Rev. Home Sig. No.3,Rev. Dist,Inn.Dist.

Up Rev. Str Sig No. 5AB. Up Rev. Asv. Str Sig. No.11.

5

21.

CRAE UP Rev. Dist., InnDist,and H/Sig No.1.

Up Rev. Str Sig. and Up Rev. Adv. Str Sig. No.14.

5

22 GRAE UP Rev. Dist., InnDist,and Home Sig.

Up Rev. Str and Adv. Str 5

23 JRAE Up Rev.Dist, Inn. Dist and Home Sig.

Up Rev. Adv. Str. 4

24.

MSAE Up Rev. Dist. And Inn. Dist

Up Rev. Str and Adv. Str 4

25 PRAE Up Rev. Dist. Inn.Dist and Home Sig.

3

26.

PSAE Dn.Loop Str. And Up Main Str.

2

27 PTAE Up Main Str No. 3 and Dn. Loop Str No.6.

2

28 NDAE Up Loop Str No.7 and Dn. Loop Str No.4.

2

29 SAME Up Loop Str No. 5 and Dn. Main Str No. 4

2

30 SOAE Up Main Str Sig No.3 and Dn. Loop Str Sig No.6.

2

Contd….

31

Chalak Patra

[ Auth.: Director General / Elect./RDSO/LKO’s L/No. 3.2.19 (3-Phase) Dtd. 04.01.12 ]

Reference above, Northern Railway has appraised that WAP-7 loco no. 30292 got de-railed at MGS yard during cab changing. Loco pilot reported that on removal of BL key & A-9 handle from working cab, loco started rolling and derailed at point.

Failure analysis pointed out that aforesaid locomotive (DOC

11.04.2011) was provided with conventional type modified brake riffing. Parking brake was not provided in conventional type brake rigging. After brake application through SA-9, when LP removed BL key from Driving (D) to Off (O), the loco brake was getting released due to leakage from D2 valve & loco roll down due to non-availability of parking brake & no back up of A-9.

Further investigation revealed that as per the existing practice of cab

reversal, first BL key is taken out from Driving (D) to Off (O) then A-9 handle is removed at neutral position after application of SA-9. However it will not ensure application of emergency brakes through A-9 in locomotive as removal of BL key first will cut-off the supply. Hence if BL key is removed first as per existing practice then there will not be any backup A-9. Whereas in locomotives fitted with parking brakes, removal of BL key will ensure application of parking brakes automatically.

In view of above, it has been felt necessary to modify the cab reversal

procedure due to provision of conventional type brake rigging in 3-phase locomotives. It is recommended that for cab changeover, DBC (A-9) handle is to be moved to “Neutral” position and taken out prior to removal of BL key to ensure emergency brake application through A-9. The existing and revised procedures are appended below:

Contd…..

34

Chalak Patra

Sl. N



Signal


51 BWN Dn R/ H/S -10A/B(For Dn L/2), Dn R/H/S-!2A/B (For Dn L/1)

UpStrno,11(PF-2) UpStr-1(Up +Dn recving line,) Up Str no.3(PF-6) Dn/Str no8/11 pf-3 Dn Str 7E (End of PF-3) Dn Str .9/10(Pf-5) Dn Str no 9A/10A (Pf-6

10

Total �os of Signals on Right Hand Side=125

Extreme Left Hand Side

1 BWN Up/In/strno. 23A /B (up l-1) Up/In/str no-25 (UP L-2) , Dn Dist+ In. Dist +Dn /H/S- 22/A/B/C,( For L-1), Dn Disr+Dn In.Dist+ Dn /R/H/S-24/A/B/C

8

2 TIT UP Dist,+InDist+G/H/sw=3/D-3 Of L/cGateno 55(for L-1) Up Dist+IN.Dist +G/h/Sw-1/D-1)( For L/2 Of L/C/G-55)

6

3 KAN Up Dist (D-2)+ InDIst(D-1/SW-3),+G/H/S(D-1/SW-3/SW-(3),L/C/G-no. 58/B UP M/L /G/H/S D-1/SW-3D Up Dist(D-2/Sw-(5)+In.Dist+G/H(D-1/Sw-5/Sw(5) of L/C Gate no.58/B Up G/H/S-D-1/Sw-5 of L/C Gate no.59/B

8

i) Total Nos of Signals on Extreme Left = 22 (Twenty two) ii) Total Nos of Signals on Right Hand Side= 125 (One hundred &Twenty Five Only) Grand Total = 22+125= 147 nos of Signals are Placed on Wrong Position. [ Authority : Sr.DSO/HWH’s L/No. G/Safety/Accdt. Prevention/2012, Dtd. 15.02.2012 ]

33

Chalak Patra

Cab Reversal Procedure of 3-Phase Electric

Locomotive with conventional Brake Rigging

Instructions to running staffs in VCD fitted loco

1. On putting BL Key in BL Box, the VCD will become activated but aill remain in suppressed mode. When train is stopped at station, application of SA-9 / A-9 will keep VCD in suppressed mode. During manual control of GR; VCD will go in suppressed mode.

2. When the VCD is in active mode, pressing of horn and sander, notch progress or regress in traction or braking, operation of shunting notches (MPJ), application of A-9, SA-9 or Acknowledging of VCD (push button type switch on Cab unit) within 1 minute is needed.

3. If driver is not doing any action mentioned above within 60 seconds; YELLOW light (on cab unit) will start flashing up for 8 seconds and any of above acknowledging operation has to be done within 8 seconds.

4. If failed to acknowledge within 8 seconds, Yellow lamp with buzzer will sound for next 8 more seconds. If driver takes any of the above acknowledging action; then cycle of VCD will start counting again.

5. If no action is taken by driver within 8 seconds; during blowing of buzzer; then VCD will operate and BP will drop, notch will regress and penalty brakes applied.

Action to be taken by the Driver on Application of Penalty Brakes

6. Put MP on ‘0’ and wait for 32 seconds / till Yellow light become OFF and During 32 seconds of penalty brakes, resetting is not possible.

7. After 32 seconds, VCD reset push button switch (Yellow Colour) to be pressed for resetting. After resetting normal operation will start.

8. During building up of pressure if leakage is found from IP valve then isolate the IP valve. Make IP valve normal after normal BP/MR pressure are maintained.

9. In full normal pressure condition if BA supply OFF due to any reason then cut off IP isolating cock. Make it normal after BA supply ON.

Note:-

1. Do not isolate the cock of IP valve in normal working condition of VCD. 2. If VCD is mal-functioning (RED LIGHT Glows) put HBA in ‘OFF’ position.

HVCD kept in Cab-1 behind ALP side to be put on ‘0’ for bypassing VCD then put HBA ‘ON’ position. It will be recorded in VCD control unit.

[ Authority : Dy. CEE(Loco)/ER/KKK vide EL/OP/60/RK , dtd 15.02.12 ]

36

Chalak Patra

Existing procedure

(Ref.: WAG9 Driver’s Manual Vehicle operation/ABB Transportation

Systems Ltd. Ident No. 3EHW411172 en Chap.4- Page 4)

Revised procedure

1. Open VCB 1. Open VCB 2. Lower panto 2. Lower panto 3. Move key switch ‘BL’ into

position ‘0’ and remove the key. 3. Set automatic brake controller to

position ‘Neutral’ and remove handle. (It will ensure application of emergency brake)

4. Set automatic brake controller to position ‘Neutral’ and remove handle.

4. Move direct brake controller (SA-9) in applied condition.

5. Release direct brake. 5. Ensure BC pressure. 6. Change driver’s cab and insert

key. 6. Move key switch ‘BL’ into position

‘0’ and remove the key. 7. Move key switch ‘BL’ into

position ‘D’. 7. Change driver’s cab and insert BL

key. 8. Insert Automatic brake controller

(A-9) handle and set to “Run” position.

8. Ensure direct brake controller in applied position.

9. Move key switch ‘BL’ into position ‘D’.

10. Insert Automatic brake controller (A-9) handle and set to “Run” position. BP will charge to 5 Kg/cm2.

11. Release direct brake.

Note : After moving the key switch ‘BL’ to position ‘0’ the MCE remains active for 10 minutes. The change of driver’s cab should take place during this time. If the MCE has to be restarted, it takes longer to set up the locomotive because peripheral tests have to be carried out

It is therefore requested to advice all concerned to follow revised procedure for cab reversal in view of non-availability of parking brakes due to provision of conventional type brake rigging in WAP-7 loco.

Sd/- (A.K.Goswami)

for Director General / Elect.

35

Chalak Patra

�� MP

�

“0”

� � � � � � � � � !� �"# � � $" � � � � � �% � � � �� & � � ' & � () � � � �� !� �"# ��*" � � � + ,% - � !�. �" !"/ � � 0 �" 012 3�

� !� �"# �� 4 � & � �" ��VCD

- � !� � � 5 � � � 67 � 8 � )- � !� � �� 9 � � � � � � 0 �2 - � !� � �" �� ! � , � :� � - � 8 � �8 � 0 � � � �2) ;�

<� 5 � � � �� *" � � � ,% � . �IP

� � � � !� � �� IP

� � � � � = $ ! � � � �% 2 � �BP/MR

<� 5 � ! � , � :� 0 � � � � IP

� � � � � � � ,� � �% 2 >�

� ?� ! � , � :� <� 5 � * � 7 � � ,% � . � � ! & � � � ? !�@ BA

� �= � A �� BC@ (OFF)

� � � � � � IP

� � � � = $ ! � � � �% 2

BA

� � = � A �� B � � � �� $ !� � � ,� � �%@ � � � � (a) VCD

� � ! � , � :� � �� * � 7 � � ,%IP

� � � � �� = � ! � � � � �% 2

(b)

� . �VCD

� D � ?�E � � 0 � � � ��@ F � � ' & � � � � G� HBA

� BC FOFF)

� �% 2

VCD

� � � � � � ! � � �� 9 � �1 �� ,%ALP

! � �# !� � &H � �

HVCD 67 � 8 � “0”

,% � �� I ! ��

HBA

67 � 8 � B � � �% 2 � 0

VCD

�"J � A � � ,% *"K � � 0 � � �@ �2

*****

38

Chalak Patra

�� BL

� �L ! ,%

BL

� � � �� !�

VCD

!KM � 0 � � � � � K � �� 9 , � * � 7 � � F

Suppress mode)

,% 0 � � 0� �2 � � J � � K � ! &7 �� 5 � ,% N O & 0 & �

SA-9/A-9

� � , ,% � � 0 ��

VCD � � , � * � 7 � � ,% � N� �2

GR

!� ,1 � * �"J !� ! ,� / &)

VCD

� 9 , � * � 7 � � ,% 8 � � � � �2

�

� �

VCD

!KM � * � 7 � � ,% � 0 � � 01 4 � � � 9 , � � �� *" � �A � P � ,% !� � � � �� Q � � 0 � � 01 ��

0 � �� ! R# � � � � � � � �4 J 1 L 5 � � � �� K � �� 9 � � � 8 � �"� S � � � � � T � � � �4 5 �. �" � � 8 F

MPS

G � � � - � 8 � �4 A-9, SA-9 � � � � �4 � � �1 � � A � � ,% � � 5 � � � �� ) ) VCD

� �� ,% �2

��

� . � � � �� I � � U ,% !� � � / & � ��

60

!� �"# !�*" � � � 0 �" � � � � 01 4 � �1 � � A � � ,% � � & � � ' &) ; !� �"#�� 9 � � , � � � F

flash)

5 Q � � �� & � � I ! & *" �) � � ,%I � � U ,% !� � � � �� Q � � � �� & 8 �. 0 �2

V�

� . � ; !� �"# �� *" � � � �� 0 �" � � � � K C � I � � U� & � � ' & � � � , � � � � � � � � � � � � � � � = � �� W � ;!� �"# � � 9 � 5 Q 0 � � � �2 � . � � � �� I � � U ,%)!� � � � ��

VCD

�� 8M � � ? � � � �� )8 � 0 � � � &2) X�

� . � � � � � � �� *" � � � ,% � � �� ; !� �"# !�*" � � � � � �� 0 � � � � � VCD

� - � 8 � 9 � 0 � � � �4BP

<� ! � Y � � � � �4 � � 8 - � Z� 5 0 � � � � � � � �� 2

37

Chalak Patra

VCD

,A � �� ( � ? �% � . � � � � � 7� $ ? � � 'C,A � �� ( � ? �% � . � � � � � 7� $ ? � � 'C,A � �� ( � ? �% � . � � � � � 7� $ ? � � 'C,A � �� ( � ? �% � . � � � � � 7� $ ? � � 'C== == �� [[ [[

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

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