Important Cab Equipments of KNOR Brake 3-Phase Loco

Important cab equipments of KNOR brake 3-phase loco

PTDC

Pneumatic Time Dependent Control

A-9 : Auto Brake valve handle

SA-9 :Direct Brake valve handle

Locking key

Mode Switch

J N Jha CONTENTSCONTENTS Divl. Rly. Manager E. Rly, Asansol SL. Page Subject NO No 1. Good Work Done : 1 2. Recipients of Awards May : 2 FOREWARD 2011 3. Bad work done by Loco Pilots : 3 It has been felt for quite some time that all the electrical during April to June 2011 4. Duties of the loco pilot when : 4-5 running staff of Asansol Division should have a forum for experienced lurch, observed rail sharing their experiences and ideas. TRS Operation Wing of fracture 5. Precaution to be taken while : 5-7 Asansol Division has already taken a voluminous shape and is changing the cab likely to be grown further in the near future with the 6. The position of various cocks in : 8 electrification of sidings and mainline. The strength of Electric leading and trailing loco of MU loco Loco Pilots, Asstt. Electric Loco Pilots, Shunters and Loco 7. Do You know? : 9 Inspectors has also increased in the recent past. Though in 8. Alert Advice : 10-12 9. Rheostatic Brake : 13-17 other divisions the “Chalak Patra” is in vogue, it was discontinued in Asansol. Now it is felt that there should be a 10. How to reduce SEC? : 18 platform for cultivation of technical, managerial and safety 11. Method of testing loco brake : 19-20 related issues. The running staff and Loco Inspectors should power,Important Rules for participate in sharing their experiences through this quarterly shunting Operation periodical. I hope this will facilitate the running staff of TRS 12. Attachment of Dead : 21-22 Operation Wing and will also help in focusing on technical and Locomotives 13. Addendum & Corrigendum : 23-26 safety related aspects of train operation. 24 Instructions regarding VCD : 27-28

(J. N. Jha)

Chalak Patra Chalak Patra

Good work done by Loco Pilots during Recipients of Award May 2011 April to June 2011 The following running staffs have received awards-

Sl Name of staff Award No (S/Sri) i. On 28.04 11Sri Basudeb Biswas/LPG/ASN took charge of the 1 Bhaskar Sinha, GM Award stabled loco at Barakar/UP loop. He checked the loco and ELP(G)/ASN wkg. as TLC/ASN ` 1500/- found hand brake in applied condition. He tried to release it 2 Tarun Sarkar,ELP(G)/UDL COM Award normal procedure but not succeeded. So he opened the hand ` 750/- brake assembly without asking the help of M/staff. In this way he 3 Nausad Ali Aansari ,ELP(G)/UDL - Do - saved the detention. The motivation of Sri Biswas was 2011highly commendable. 4 Jagadish Prasad, CLI/OPN/ASN. DRM Award ` 500/- A cash award of ` .250/- was conferred to him. 5 Rafi Ahmed Ansari, CLI/OPN/ASN. - Do - 6 Sushil Kumar Chakraborty, - Do - ELP(Mail/Exp)/ASN. ii. On 02.05.11 Sri S.M.Mallick/LPG/UDL while working L/No- 7 Ghausul Azam , ELP(Pass)/ASN. - Do - 23087/WAG-5 with DGR/Pilot between 2nd and 3rd loop, 8 Md. Nasim, ELP(G)/ASN. - Do - observed that section insulator was parted and hanging at KM 9 Brahmdeo Prasad Sah, ELP(G)/ASN. - Do - NO-270/64 at 14.00 hrs. He informed TLC/ASN immediately. So he saved unwanted incidence like panto entanglement and OHE 10 Arun Kumar-4 ,ELP(G)/ASN. - Do - damage. 11 Bibhas Chandra Ghosh, - Do - ELP(G)/ASN wkg. as ATFR/G/ASN. A cash award of ` .300/- was conferred to him. 12 Arup Kumar Biswas, - Do - ELP(G)/ASN wkg. as TA at Sr.DEE(OP) Office 13 Swadesh Ranjan Das, ALP(Elect)/ASN - Do - iii. On 03.6.11 Sri A.K.Mondal -2, Elect. Loco Pilot (Goods)/ASN 14 Md. Quasim,ELP(G)/UDL. - Do - while working the train No. EC/HLZ 48 BTPN/Load with Engine 15 Prasenjit Biswas,ELP(G)/UDL. - Do - No.28286/WAG-7 the train suddenly stopped in between RNPR and SLS at K.M. No.228/20 at 18.42 Hrs. due to BP pipe burst in 16 Achin Kumar Mridha ,LP(G)/UDL. - Do - between 22nd and 23rd BTPN wagon from train engine, he 17 Amiya Kumar Mondal,ELP(G)/UDL. - Do - informed it to TLC/ASN immediately and isolated BP Angle cock 18 Soumen Kundu,ALP(Elect)/UDL - Do - of 22nd BTPN wagon and released brakes all the rear wagon and 19 Ajeet Kumar Singh,ALP(Elect)/UDL - Do - started the train at 19.52 hrs, arrived SLS main line at 20.10 hrs 20 Sougata Ghanti, ALP(Elect)/UDL - Do - at restricted speed and saved detention in block section . 21 Kausik Lahiri, wkg. as TLC/ASN & group for DRM Group A cash award of ` .250 /- was conferred to him. better monitoring the TLC organization. Award to TLC ` 1000/-

1 2 Chalak Patra Chalak Patra

Bad work d one by Loco Pilots during Duties of the loco pilot when experienced

April to June 2011 lurch, observed rail fracture:-

Duties of loco pilot, when he has experienced a lurch: i. On 05.04.11 The ELP(G)/UDL while shunting a load of 59 BOXN/E with E/multi Loco No: 23332/23894 at Bankola Colliery • It is the duty of loco pilot to carefully note the kilometer number at from UKA line No:8 two wagons got derailed due to excess which lurch was experienced. pushing of the load. Minor penalty charge sheet issued. • Report the occurrence in writing to SM of next station, ii. One ELP (M/Exp)/ASN, on 13.04.2011 while working train No: irrespective of the fact that the train is booked to stop or not. 18450 Dn with Multi loco No: 22415(Working) + 21384 (Dead) ex- • To prevent against granting of line clear to the train and following PNBE detained for 35 minutes due to self brake application in the actions should be taken. dead loco. He failed to check the condition of the dead loco before starting from PNBE. As a result 06 other trains detained in line. • On single line token section loco pilot will not hand over the token The concerned LP has been taken up under minor penalty DA till such time he has advised the SM in writing about lurch. action • On single line token less section and on double line, loco pilot shall stop the train in front of the station building or the block iii. On 23.04.11 one ELP(G)/UDL while shunting a load of 59 cabin. BOXN/E + 1MT with E/ Loco No23961/WAG-5 all wheels of BOXN/E wagon No: WR-900053 position last from T/Engine got • While entering in to the station, loco pilot should whistle derailed over buffer end at Motherboni colliery siding at about frequently. 07:30 hours due to excess pushing of the load. Minor penalty charge sheet issued. • He should hand over the Memo specifying the kilometer number, nature of defect, addressed to the SM of ends of block section

PWI, AEN, SCOR, and SSE (loco) of the destination station and iv. On 09.05.2011 one Sr ELP (G)/ASN while working trains No: EC/BOXN/SER Ex-ASN with Elect multi Loco No: the DRM. 23118/23075/WAG-5, the loco No: 23118 got wheel skidding • If in the loco pilot’s opinion, the riding of an engine is inclined to problem but worked the train up to ANR in same condition without danger he will run at a reduced speed of 15 kmph or less as information to TLC. As a result the loco was failed by ANR crew considered safe and clear section and ask relief engine. while taking charge. The loco was checked at ELS/ASN and wheel skidding was found. • SM will give all concerned message and issue caution order of 8 Minor penalty charge sheet issued. kmph till SE (PWI) certify the track. • After reaching shed SSE (loco) will arrange to check loco v. On 16.05.2011 One ELP (M/Exp)/ASN was working trains No: thoroughly. 15048 Dn Ex-JAJ with Elect Loco No: 22530/WAP-4, which failed at about 02:10 hours. Multi assisting loco was attached. However, the LP failed to isolate the lead and trail cock of L/No: 22530/WAP-4, which was to work as dead loco and wrongly isolated the FP isolating cock. Minor penalty charge sheet issued

3 4 Chalak Patra Chalak Patra

Duties of loco pilot, when he observes rail fracture: • If a Loco Pilot realises, while on run that there is rail Following Procedure should be adopted step by step fracture, he shall Stop the train and protect the train. during cab changing in single loco and MU locos :-

• Examine the track. Single loco : • If considers safe, proceed, Otherwise certification from the 1. Apply SA-9 and secure the loco. engineering official is required. 2. Build up the maximum MR pressure. • If a gang mate / key man /patrolman detects rail fracture of less than 30 mm gap, he shall show stop hand signals and 3. open DJ inform Loco Pilot of first train to pass the fracture spot at 4. Lower the panto and ensure lowering of rear panto 10 Kmph on subsequent trains at 15 Kmph. graph. • Loco Pilot of the first train shall stop his train at the next 5. Lock the BL key and extract all keys from their sockets. block station and give memo about the rail fracture. 6. Close inlet and out let COCs of A-9 and SA-9. • SM, who received report from Loco Pilot about the rail fracture, shall inform the SM of the station at other end of 7. Close and lock the doors and window shutters. the block section. 8. Go to another cab and apply SA-9 and open apply and • Both the SMs shall arrange issue of caution order to trains supply COCs, ensure loco brakes are applying and to observe an SR of 15 Kmph and also advise all releasing. concerned. 9. Open A-9 inlet and outlet COCs. • If the gap is more than 30 mm, only a PWM/PWI can pass 10. lock the BL the trains after attending the rail fracture. 11. raise the panto Note : Strictly follow GR & SR 6.07 12. Close the DJ

13. Switch ON BLCP. Ensure working of compressors

14. Switch ON BLVMT. Ensure working of Blowers. Precaution to be taken while changing the cab: Preamble: 15. Take one notch, ensure ammeters are deviating. 16. Bring MP to ‘0’. Proper procedure, while changing the cab of the locomotive should be followed to avoid any unusual / accident. main OTE: precautions in this regard have been explained in this article.It On gradient apply hand brakes of Loco, if necessary has been seen that some mistakes are done in changing the cab of a locomotive which results in problem like brake failure, pressure not building up etc.therefore, important items which are to be given attention during changing the cab of a locomotive with single loco or multiple loco is given as under:

5 6 Chalak Patra Chalak Patra

The position of various cocks in leading and trailing loco is given as under: S. Position in Position in Name of valve MU Loco Cab Changing Procedure : No leading loco trailing loco 1 MU2B Lead position Trail or dead position 1. Driving cab (Which was leading Loco) 2 A9 brake valve handle Both cab Release Both cab Release 3 SA9 brake valve handle Both cab Release Both cab Release a. Close BLCPD and build up MR pressure to maximum. A9 brake valve cut out D/Cab- Open 4 Both cab closed b. Keep A9 in release and SA9 in application position. cock R/Cab-closed 2 SA9 brake valve cut out D/Cab- Open c. Ensure Brake Cylinder pressure is showing 3.5kg/cm and 5 Both cab closed pistons are projected out. cock R/Cab-closed A9 differential valve cut d. Do not change any pneumatic cut out cock positions. 6 Open Open out cock e. Open DJ, switch OFF all auxiliaries, lower pantograph, put 7 H5 relay cut out cock Open Open MPJ to '0', lock BL and remove all the keys. 8 HB5 relay cut out cock f. Proceed to another Loco. (i) On air brake train Close Close (ii) Vacuum brake train open Open Open NOTE : On gradient apply hand brakes of Loco if necessary. (a) Isloating cock-Open a)Isolating cock-Open Distributor valve isolating (b) P/G Cock- For b)P/G Cock- For 9 2. In other Loco (which was trailing Loco) cock goods- Cab-1 side goods- Cab-1 side 3. For Pass-cab-2 side For Pass-cab-2 side (Note: This valve remains open in 6.0’ clock position & close in 9.0’ clock a. Keep SA9 handle in application position and keep A9 in position) release position. Open A9 & SA9 inlet and outlet COCs. 10 Lead and trail cock Open Open b. Keep MU2B in lead position. (Note: This cock has been provided in cab no. 1 in WAG5 loco , in c. Open A8 COC. cab no. 2 in WAP1 loco and in pneumatic panel in some loco) d. Unlock BL box and raise the pantos close DJ and start MTP cock (This main train (a) Open (a) Open auxiliaries. pipe cut out cock is (b) Closed for dead loco (b) Closed for D/Loco 11 e. Proceed to rear Loco change MU2B to TRAIL position, close provided near PVI in attached with vacuum attached with vacuum A8 COC and close A9 & SA9 I/L & O/L COCs. corridor no. 1) stock load stock load f. Close cab doors and windows. (This valve is closed as only single pipe system 12 Feed pipe isolating cock) is working. In case twin pipe system working this g. Then return to the leading Loco and proceed further. cock will be open). Auto drain valve isolating 13 Open Open cock on MR1 & MR2. MR equalizing pipe angle It will be open after It will be open after 14 cut coupling the loco coupling the loco out cock (White colour) Brake cylinder equalizing pipe 15 -do- -do- angle cut out cock (Green colour) Brake pipe angle cut out 16 -do- -do- cock

7 8 Chalak Patra Chalak Patra

GOVERNMENT OF INDIA MINISTRY OF RAILWAYS DoDo You You know know ? ? (RAILWAY BOARD)

i. Which relay is energized after putting HBA “ON”? No.2006/Safety (A&R)/3/12 New Delhi, dated 18.03.2011

ii. What is the name of GR half notch protection relay? Sub: Alert advice No 2/2011 iii. To avoid ICDJ, how much minimum MR or RS pressure Based on the prima facie causes of consequential train is required? accidents taken place recently on account of point operation under wheel, following alerts are advised for taking necessary precautions to iv. Pantograph in raised condition indicates which fuses are preempt similar cases:- in good condition? • In two of the cases, the track circuit cleared even when there was train on the track due to improper track bonding. v. Earth fault in C-118 contactor coil causes what fuse to Railways are advised to carry out intensive checks on the melt? track bonding plan (design as well as actual connections) on each and every station to ensure that no dead sections are vi. Extinguishment of LSB indicates which relay is possible and the track circuits remain fail safe.

energized? • Cases of short cut being applied by the S&T/operating staff in vii. MTDJ ( in VCB type) coil is called what coil? releasing the route prematurely using emergency route release have also led to point operation under wheel. In one of viii. QLM is what type of safety relay? the cases, due to faulty wiring, an emergency route release done prematurely led to operation of point under wheel without ix. After closing DJ, what protects main transformer against any point operation command from the panel. It was also surge voltage? found that there were a large number of emergency cancellations done with collusion of ESM & ASM during last x. Earth fault in QTD105 relay coil causes melting of which few months at this station.

fuse? This indicates that proper testing was not done at the time of commissioning. This is also a complete failure of officers and xi. Which switch in 3-phase loco to be put “ON” for banking? supervisory staff ho failed to detect such large number of cases of xii. What protects LT circuit from surge voltage? emergency cancellations uring their inspections. Railways should ensure that all laid down procedures of xiii. DJ trips by which relay in whenever fault occurs in SIV? testing as per hapter XIII of the SEM, are strictly adhered to before commissioning of I/EI/RRI installations. Intensive counseling of S&T xiv. which brake is applied first when Auto Brake handle is and operating staff may be one so that they refrain from resorting to put on emergency position? shortcut measures. Sample checks may be carried out at officers level on xv. What is normal aspect of TTR? procedures followed during normal/emergency cancellations, use of crank handle, point operation with track circuit occupied, opening of

Relay rooms etc.

Answer is available in this magazine (Sunil Kumar) Adviser/ Safety

9 10 Chalak Patra Chalak Patra

GOVERNMENT OF INDIA MINISTRY OF RAILWAYS (RAILWAY BOARD) ►Derailments due to two routes:- No.2006/Safety (A&R)/3/12 New Delhi, dated 05.05.2011 Derailments of express trains on Firozpur Division of Northern Railway, Mumbai Chhatrapti Shivaji Terminus Division of Central Sub: ALERT advice No. 03/2011. Railway and Allahabad Division of North Central Railway due two Based on the prima-facie causes of consequential train accidents routes. occurred recently, following “ALERTS” are advised for taking necessary precautions to pre-empt similar occurrences. ►Accident at Manned Level crossing Gate due to passing of gate ►Collision due to rolling back of stalled train in block section:- signal at ‘ON’ by the Loco pilot and the Gateman failing to plant Collision of a goods train with another goods train on Nagpur banner flag and protect the line:-

Division of South East Central Railway as the crew and Guard of Dashing of a bus against a goods train on Kharagpur Division of the stalled goods train failed to secure the train in the block South Eastern Railway due to Passing of Gate Signal at Danger section after failure the train engine. by the Loco pilot, the Gateman also failed to plant banner flag

►Collision due to overshooting of Home signal by the Loco and protect the line. pilot:- Collision of a triple light engine with a goods train on Bilaspur ►Derailment due to excessive loading and shifting of Division of South East Central Railway due to overshooting of consignment:- Derailment of a goods train on Vijayawada Division of South Central Home signal by theLoco pilot of triple light engine. Railway due to excessive loading and shifting of consignment. ►Derailment due to Signal Passing At Danger by Loco pilot:- Q Derailment of a material train on Tinsukhia Division of Northeast ►Derailment due to brake-binding:- Frontier Railway due to Signal Passing At Danger by Loco pilot. Derailment of a goods train on Dhanbad Division of East Central

►Derailments due to operation of points under moving wheels:- Railway due to brake-binding. Derailments of express trains on Jaipur Division of North Western Railway and Delhi Division of Northern Railway due to operation of (Sunil Kumar) points under moving wheels. Adviser /Safety ►Derailments due to track defect:- Derailment of an express train on Mumbai Central Division of Western Railway due to fracture of tongue rail. Derailment of an express train on Allahabad Division of North Central Railway due to Answer of “Do You Know ?” worn-out of tongue rail. i) Q-118 ix) ET-2 ►Derailment due to obstruction on track:- 2 Derailment of a passenger train on Konkan Railway due to ii) 6.5 kg/cm x) CCA iii) QLM xi) ZBAN obstruction on track caused by a boulder. iv) CCBA & CCPT xii) LTBA ►Derailment due to non-clamping of disconnected point:- v) CCDJ xiii) QSIT Derailment of an express train on Moradabad Division of Northern vi) Q-50 xiv) EP Brake Railway due to failure of Station Master to clamp the points, vii) DJ holding & tripping coil xv) SET already disconnected by S&T staff before issuing authority to viii) Over current pass the Starter signal.

ContdB..

11 12 Chalak Patra Chalak Patra

PROCEDURE OF USING RB : RHEOSTATIC BRAKE Just before using RB, apply A9 to minimum reduction for It is one type of electrical braking. This can be used in the bunching of the formation. following circumstances. • Keep MP from 0 to P, the following actions take place.

a. CTF 1, 2 & 3 set to braking side. • To maintain constant speed on falling down gradients. b. C 145 contactor closes and ATFEX comes into service. • To control the speed of the train while approaching signals, speed c. All line contactors remain in open condition. restriction etc. d. LSB signaling lamp glows and extinguishes. e. All TM field coils are connected in series through CTF 1, ADVANTAGES OF RB : 2 & 3 contacts. f. All TM armatures are connected to RF resistances • No wear and tear of brake blocks wheels and track. through CTF 1, 2 & 3. • Increases the life of bearings. • Keep MP from ‘P’ to ‘N’ in braking side and move to ‘+’ for • Easy and safe to run heavy loads over Steep Down Gradients. progression. • Zero release time. a. The progression of GR causes excitation of magnetic field • Speed can be accurately reduced in Speed restriction (SR) of each TM. Zone b. Ensure LSDBR is extinguished below 5 notches (in some locos below 10 notches). PRINCIPLE OF RB WORKING c. Then only progress the notches as per requirement and keep GR on same notch till required speed is I. During application of RB, all the traction motors are achieved. disconnected from the power supply and each resistor tray of d. After achieving the required speed, reduce the notches DBR unit is connected across the traction motor armature accordingly. through CTF contacts. II. Simultaneously, the main fields of all the traction motors are • To move to traction side keep MP from ‘N’ to ‘P’ and then to ‘0’. get connected in series through CTF contacts, thus making the traction motors to work as generators. Ensure glowing and extinguishing of LSB, which indicates III. Excitation current to the field windings, which are already proper setting of CTF contactors towards traction side and connected in series, is fed from ATFEX that is connected opening of C145. across one of the secondary windings of main transformer. IV. Current in the separately excited fields of each TMs may be WORKING OF RB increased or decreased by progression/ regression of tap • When notches are progressed in braking side, AC supply changer through MP depending upon the dynamic braking from TFP 1 goes to ATFEX, from there to RSI 1 where effort required to control the speed of the train. rectified to DC and smoothened by SL 1. V. Armatures, which are already in motion, runs in the magnetic • Therefore DC current is fed to all TM fields (RSI1 to MF 1, 2, field start generating current. 4, 5, 6 to MF 3 and back to RSI1) in series. VI. Hence all the kinetic energy of the moving masses is • During RB all the traction motors work as generators. converted into electrical energy generated by traction motors • While progressing notches in braking side the 6 TM fields get and dissipated in the form of heat energy in the forced air- excited and magnetic flux is created. cooled braking resistance bank (DBR). • As the armature is already in motion it cuts the magnetic flux and EMF is generated in armature. • This generated EMF is fed to RF resistances. ContdBB

13 14 Chalak Patra Chalak Patr a

• Current in the separately excited fields of each TM may be increased or decreased by progression / regression of tap

F changer through MP depending upon the dynamic braking

3 T F effort required to control the speed of the train.

T C

4 5

J 6 • Hence kinetic energy of moving train is converted into

P R S U 6

- electrical energy by TMs and dissipated in the forced air-

M F F 6

C 5 cooling braking resistance bank.

2 2 • The retardation force will be developed in the TM armature.

2 • Current generated in the TM armature depends on the

4 9

5 braking excitation current and speed of the train. P R U S

M F 5

2 • RF resistances are cooled by MVRF (DC series motor), which

) is connected to TM 1 armature out put.

1 T

G C

8 1 • When MVRF is working effectively, LSDBR signaling lamp

4 2

W extinguishes through QVRF relay.

D P R S ( 4

M F 4

I • Generation of Current & induced EMF during RB is limited to

R 600 Amps & 325 volts.

C 1

L PROTECTIVE EQUIPMENT IN RB :

N P R S I 3

K M F 3

2 IP Valve: This is an EP valve which is enrgised in traction side as

soon as HBA is put “ON” through CTF-2 Tr side(N/O)

2 interlock. It gets supply through Q-30(N/O) intercok after

D closing DJ. When CTF-2 is in braking side, it gets supply

T P R S U 2

M V R F

M F 2

only through Q-30 (N/O) interlock. if DJ trips during RB it

Q R is de-energised and causes discharge of BP pressure

C through IP valve.

C 7

4 5

U F

C P R S 1 QE : It is an over current protection relay for excitation. During

M F 1

0 RB, if excitation current exceeds 750Amps to ATFEX,

0 this relay will energize and cause auto regression of GR

- - by de energising Q50 relay. When this relay energizes, a

S S red target drops on the face of the relay.

O S QF-1 & 2: These are over current protection relays for generated

I 1

H H current. During RB, if generated current exceeds 850A

S Amps, this relay will energise and cause auto regression

4 Q of GR by de energising Q50 relay. QF 1 is connected in

E L M 3 A T E F X series with RF 1 and QF 2 is connected in series with RF

a 4. When this relay energizes, a red target drops on the face of the relay.

SWC : It is a pressure switch. During RB, if loco brake cylinder pressure exceeds 1kg/cm 2 by any reason, SWC acts and its interlock opens on Q50 relay braking path, there by GR comes to ‘0’.

15 16 Chalak Patra Chalak Patra

NOTE : How to reduce S EC

• In WAG7 and RB provided WAP4 locos RSI 2 out put is connected to all TM fields in series (RSI 2 to MF 1, 2, 3, 4, 5 to 1. When notch is not expected to be taken for a while switch off MF 6 and back to RSI 2). BLVMT allowing a few minutes after GR is brought to zero.

• During RB, ammeters and voltmeters will indicate the amount of 2. Open DJ whenever the detention of train is expected to be more than 30 min. current and voltage generated in TM armatures. During RB, ammeter deviates down wards and voltmeters deviate upwards 3. Use the rear loco in MU only when required for hauling, as usual. otherwise switch off the rear loco through BLSN.

• RB can be operated only when all TMs are in service. 4. Ensure no brake binding in the formation.

• Do not use RB When Q50 relay is wedged. 5. Avoid frequent application of brakes.

• Do not use RB when MP is not working. 6. Optimise control of train with rheostatic brake.

• Minimum working range of DBR is 30 kmph. 7. Avail advantage of down gradients and coast maximum extent.

• IN SIV fitted loco MVRF is a Three phase asynchronous motor 8. Loco Pilots should call-out coasting boards along with other which gets supply from SIV after closing of EM contactor-C- signals, to draw the attention of the Loco Pilot at the down gradients. 108(In contactor panel).This contactor closes when MP put on braking side( P position) after opening of C-107(contactor for 9. Steady and even braking at every halt with minimum application MVRH) of brakes, which will help not only in increasing the life of brake blocks and wheels but also saves electrical energy.

Precaution to be adopted before and after applying RB 10. Account of correct tonnage/ load for goods trains and proper entry in CTRs. Mention the energy readings in CTR also.

1. Before using dynamic brakes load should be bunched on 11. Late taking of signals or continuous running on Yellow signals to buffers by applying A9 slightly and then releasing. be reported. 2. The current limit should not go beyond 750 Amps per traction motor. 12. Note and mention the energy at start and stop. In three phase 3. While applying dynamic brake, loco brake should be loco mention both consumed energy and Regenerative Energy at start and stop. released. 4. Loco brake should not be applied while applying dynamic NOTE: brakes. It may cause wheel skidding. 5. Watch on the high tension compartment should be kept Each stoppage of goods trains consumes 200KWH of frequently to see any sign of overheating. energy in an electric train of 3600 Tonnes. and costs ` 920/-

As a practice the dynamic brakes are applied at a higher Switching OFF blowers, when loco is waiting for signals saves 75 units per hour. i.e. `.345/- speed to reduce the speed of train and avoid the wear of brakes and wheels of rolling stock. Switching of rear engine in case of MU operation saves 115 KWH per Hour. ie. ` 529/- and improves power factor.

One wagon brake binding is equivalent to 10 wagons load increasing.

17 18 Chalak Patra Chalak Patra

Important rules for carrying out shunting work from the Method of testing loco brake power : point of view of loco operation are-

Preamble : 1. While attaching the engine with the position of the coach or wagons Whenever the charge of a locomotive is taken by driver, the loco for which shunting is to be performed, the following precautions brakes are tested to ensure its effectiveness. should be taken. This is also applicable for engine being taken on load. Method for testing the loco brake power : 1. Ensuring proper position of the cocks: The isolating cocks of i) While approaching the wagon or coach for shunting the locomotive should be put in proper position. purpose, driver must work the engine with leading cab only. This will provide better visibility of the location of 2. Traction test: After closing the DJ, all auxiliaries should be coach/wagon to which the engine is to be attached for started with the help of BL switches. Loco brake should be controlling the engine properly. applied by moving the loco brake handle in application position. ii) The engine should be stopped about 20M in advance of It should be ensured that brake cylinder pressure is about 3 to the coach/wagon to which engine is to be attached. After 3.5 kg/cm2 and brake blocks are applied on the loco wheels. this engine should be moved dead slow towards the coach/wagon as per the signal of the pointsman or After this following should be done to ensure the adequacy of guard so that engine is attached with the coach/wagon brake power. smoothly without any jerk.

(i) Notches should be taken in such a way that traction motor 2. At stations where there is a gradient steeper than 1 in 400 current becomes about 650 amps. This much current is falling away from the station within the station sections towards generally obtained by taking three to four notches. The loco the approaching train, shunting should be performed with the should not move with the current of about 650 amps. This engine lending towards the falling gradient at a class B station. will indicate that brake power is sufficient. 3. Loose shunting: Loose shunting means vehicles being (ii) At the same time, the brake blocks should not exert too pushed by an engine and being allowed to run forward much pressure on the wheels so that it may result in unattached. It include hump shunting. Cranes vehicle carrying skidding of the wheels. Therefore, to assess the maximum passengers, workers, explosives, dangerous goods or live braking effort, the current is increased to a value of 850 to stock or any vehicle should not be loose shunted and no loose 900 amps. At this amount of current, the loco should move shunting should be made against them. slowly in brake applied Condition. This test gives the indication that the braking effort is adequate i.e. neither low 4. Speed during shunting operation: The speed during nor too high. If the brake power is found to be inadequate, shunting operation should not exceed 15 kmph unless this should be informed toTLC for further action in this otherwise specified. regard.

IMPORTANT RULES FOR SHUNTING OPERATION : Supervision of shunting operation:

Preamble : At stations other than road side where separate shunting staff is Shunting operation at station or yard is to be performed. Coaching provided, the shunting operation must be supervised by the as well as good stock are shunted with the help of engine as per the competent person as specified in station working rules. At road side requirement of train operation. stations, the guard-in-charge of the train must personally supervise all shunting connected with his train under instructions of Station Master. 19 20 Chalak Patra Chalak Patra

II . Attaching/hauling of dead locomotives by Mail/ AAAttachmentAtta of Dead Locomotives Express/Super fast/Passenger trains: -

(Railway Board’s letter: 1. No.. 99/Safety(A&R)/19/10 dated i) Only one dead locomotive (diesel/electric) can be attached. 10.12.2001 and 2 No.2000/M (L) / 466 /803 dated 1/9th March 2004) ii) Brake power of the train should be 100% excluding dead locomotive I. Conditions for attachment of dead locomotive :- iii) As far as possible, brake should work on dead locomotive. i) Certificate for ‘Fit to run is issued by Section Engineer/Loco However, if it is not possible, then in the case of air-braked Inspector/Power Controller for Passenger /Goods train. train, brake pipe and feed pipe of working locomotive shall be connected to brake pipe and feed pipe of trailing stock ii) Maximum permissible speed of the train shall not be less than and dead locomotive will work as piped vehicle.

maximum permissible speed of the dead locomotive In the case of vacuum braked train, vacuum pipe of locomotive shall be connected with vacuum train pipe of iii) Arrangements have been made to ensure that brakes can be trailing stock and the dead locomotive shall be treated as a applied on dead locomotives in synchronization with working piped vehicle. If the locomotive is fitted with pure air braked locomotives. system and vacuum pipe is not provided on locomotive then it should be attached with air braked trains only. iv) Running of double/triple headed is permissible on the section over which the dead locomotive is to be hauled. III. Attaching/Hauling of dead locomotives by goods

v) When a dead electric locomotive has to be moved on a non- trains: electrified section, special check shall be made regarding its infringement to the schedule of maximum moving dimensions. Movement of maximum three locomotives (2 working+1 dead) In the case of any infringement, the dead locomotive shall be with load is permissible subject to observations of all restrictions treated as an ODC. on operation of double/triple headed working locomotives in the section provided that brakes in dead locomotives are vi) As a final check, the coupled locos should be run for about 500 operational. meters and the driver shall check for any abnormal rise in the temperature of the wheels of the dead locomotive and shall The above instructions should be strictly followed and it is, also check it at subsequent stops during the journey. therefore, advised that these guidelines be supplemented in the respective Subsidiary Rules also. vii) In addition to freight/passenger trains, a dead locomotive can also be attached to Mail/Express trains including Superfast IV. Escorting of dead Locomotives: trains but excluding Rajdhani and Shatabdi if the locomotive brakes including proportionate brakes are operational and Escorting of locomotives (diesel as well as electric) attached to maximum permissible speed of the locomotive is not less than freight and passenger carrying trains is not necessary if the the booked speed of the train in which it is being attached. brakes including proportionate are fully operational and the dead Locos with inoperative brakes can be attached subject to the locomotive is attached next to the train engine. The dead brake power of the train being within the permissible limits. locomotive will continue to be escorted if attached in the rear of Locomotive with defects in under gear equipment can be brake van or has defect in under gear equipment. attached only in freight trains.

21 22 Chalak Patra Chalak Patra . 2. Delete the existing SR 3.61 (I) and substitute by the following – EASTERN RAILWAY KOLKATA SR. 3.61(I) Divisional Railway Managers will notify the names of stations at

14 th Addendum and Corrigendum to the General and Subsidiary which fog prevails persistently. At each such station, four of the Rules Book station Gr. ‘D’ staff [ or if this number is not available it may be made up by one or a minimum of two Gangmen per station (Revised and Reprint 2003) being deputed by the Permanent Way Inspector] shall be posted 1. Delete the existing SR 3.61 (d) and insert the following in its place - and detailed to act as fog signalmen. All four men must be fully trained in fog signal duties and must be regular employees of SR. 3.61(d) [i] In foggy or tempestuous weather or in dust storms of heavy the Railway, and not ‘substitutes’. The four employees detailed rains when station signal cannot be seen, the Station as fog signalmen will be replaced by the appointment of two or Master on duty shall personally ensure that the station more Gr.’D’ staff at the station and by one or two temporary men signals are lit and then send two trained men to act as fog in the engineering gang from which the permanent men have signalmen, one in either direction to the fog signal posts, been withdrawn. which are erected at all stations [270 meters outside the first Stop signal. 3. Delete the existing SR 3.61 [h] and re-number the subsequent SRs accordingly. [ii] The placement of detonators is not necessary in the following 4. Delete the existing SR 3.75 (e) and re-number the subsequent SRs circumstances- accordingly. (a) Where adequate pre-warning is provided i.e. at stations 5. Delete the existing SR 9.02 (vi) and substitute the same by the following - where double Distant signals are provided. SR 9.02(vi) After passing automatic signal at ‘ON’, the Loco Pilot of the following train shall ensure that minimum distance of 150 (b) Where maximum speed allowed in the station section is metres or two clear OHE masts is maintained between his train upto 15 kmph even at station where pre-warning signal (in clear weather) and the preceding train, if any, or any is not available, but a Warning Board exists. obstruction on the line ahead. However, in the case of EMU trains the minimum distance of 75 metres or one OHE mast (c) Where speed of the section is less than 50 kmph (but shall be maintained between EMU train and a preceding train if more than 15 kmph) and the first signal of a station is any or any obstruction on line ahead. However, during dense not a Stop signal. fog, after passing an Automatic Stop Signal at ‘ON’ (Red), the Loco Pilot / Motorman of the train hauled by any locomotive (d) In Automatic Signalling territory. including EMU train shall, while moving at a speed not exceeding 08 kmph should ensure that he maintains a (e) On gate signal. reasonable distance at which he is able to observe the flashing tail lamp of the train ahead or the obstruction, as the case may (f) On Departure signal. be. Zonal Railways may like to communicate to all their Loco pilots who work in Automatic sections affected by fog that they (g) At the site(s) of Temporary Speed Restriction imposed may control the speed of the train / EMU, MEMU, DEMU etc. so due to maintenance of Track/OHE/Signal. as to be able to stop adequately short of the train or obstruction.

(h) In sections where a reliable Fog Safe Device has been (Authority: Board’s letter No. 98/Safety (A&R)/19/16 dated. 23.8.10) Kolkata,, Dated: 18th November, 2010. Sd/- provided on Locomotives. (Rakesh Saksena) Chief Operations Manager

23 24 Chalak Patra Chalak Patra

EASTERN RAILWAY EASTERN RAILWAY KOLKATA KOLKATA NO.TG202/CS/G&SR/Pt.XI Dated 27.12.2010 NO. TG.202/CS/G&SR/Pt.XI Dated: 28.3.2011. NOTIFICATION

Sub: 15th Addendum and Crrigendum to the General and Subsidiary rules Book. 17 th Addendum and Corrigendum to the General and Subsidiary (Revised and Reprint 2003) Rules Book (Revised and Reprint 2003) 1. Substitute SR 3.78(ii)(a) as Under: A Driver/Motorman, Assistant Driver, Diesel Assistant shall The following shall be inserted under existing GR 3.73 (2) (a), (b) & operate a minimum number of 3 trips(one by day and two by (c) as SR: night) each way (Up and Down) initially for learning the road over which he has to work so as to acquaint himself with the SR 3.73 : When a Loco Pilot finds a gate stop signal at ‘ON’ he system of working. location of signals and other local should bring his train to a stop in rear of the signal, wait conditions as required under GR3.78(4). These three (3) trips for one minute by day or two minutes by night and if the each way learning of road should be irrespective of single line signal is not taken ‘off’ he will draw his train ahead nor double line section. cautiously and stop short of the gate and then be hand signaled past the gate by the Gateman and in absence of 2. Substitute SR 3.78(ii)(b) as under: a Gateman by Assistant Loco Pilot or by the Guard of the The above mentioned staff will not be considered to be fully train after ascertaining that the gates are closed against acquainted with the section in which he has not worked a train road traffic. since 3(three) months or more. In such he has to take fresh Sd/- “Road Learning” to refresh his knowledge of the section. For (Rakesh Saksena) this purpose, he should be given learning for 2(two) trips (one Chief Operations Manager. by day one by night) In each of the above cases (a) and (b), at least one of the trips on “Road Learning” preferably the last trip must be with the LI/SLI. A competency certificate in this regard shall be issued, if qualified by an official not below the rank of LI/SLI. None of the above mentioned staff who has not had sufficient “Road Learning” as specified shall be booked to work a train. The Crew Booking Official shall be fully responsible for booking any unqualified staff. The Loco Foreman/Shed Foreman/traction Foreman shall also ensure that this crew booking official books only the qualified engine crew who has satisfied the stipulations under (a) and (b) above. A record of all competency certificates issued to these categories of staff shall be maintained by the Loco Foreman or Shed Foreman for staff belonging to Diesel Traction and by the Traction Foreman for the staff belonging to Electric Traction. Sd/ (Rakesh Saxena) (Chief Operations Manager)

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