FLY LEAF 2011INDEX - Indian Railways

FLY LEAF 2011

INDEX

S.NO CONTENT DESCRIPTION( Click on the item to down Load)

1 JAN-2011 SHUNTING PRECAUTIONS

2 FEB-2011 SUMMER PRECAUTIONS

3 MAR-2011 KNOW ABOUT VCDS (VIGILANCE CONTROL

DEVICE)

4 APRIL-

2011

KNOW ABOUT HOT ENGINE ALARM AND FIRE

PREVENTION MEASURES IN DIESEL LOCOS

5 MAY-2011 STATION STAFF & LOCO CREW

SECURING THE GOODS FORMATION

6 JUNE-2011 MONSOON PRECAUTIONS

ATTENTION ENGINEERING OFFICIALS & TRAIN

PASSING STAFF!!! ……..

7 JULY-2011 ATTENTION…. SMS, LPS, GUARDS, SCORS &

SUPERVISORY OFFICIALS

RUNNING OF GOODS TRAIN WITHOUT BRAKE-VAN

AND RUNNING OF GOODS TRAIN WITHOUT GUARD

8 AUG-2011 ATTENTION….

STATION MASTERS, CABIN MASTERS (SWITCHMEN),

LPS & ALPS

SAFETY PRECAUTIONS TO PREVENT ROLLING

BACK OF TRAINS

9 SEP-2011 WINTER PRECAUTIONS IN MAINTENANCE OF

TRACK

10 OCT-2011 REVISED JOINT PROCEDURE ORDER NO.1 OF 2011

FOR LONG HAUL TRAINS

11 NOV-2011 IMPORTANT POINTS OF JPO ON THE PROVISION OF

COACH / TRAIN INDICATION BOARDS AT RAILWAY

STATIONS

12 DEC-2011 JOINT PROCEDURE ORDER ON USAGE OF CUG

MOBILE PHONES

CLIK HERE TO DOWN LOAD ALL FROM JAN2011 TO DEC-2011

SOUTH CENTRAL RAILWAY

Safety.387/Fly Leaf/1/2011

Fly Leaf No. 01/2011

Attention..... SMs, Shunting Staff & Shunter / LPs

SHUNTING PRECAUTIONS

1. Shunting can be controlled by fixed stop signals or through hand

signals or through verbal instructions.

2. Outer, Home and LSS shall not be used for shunting purposes.

3. Prepare Shunting Order (T. 806) in triplicate (one for LP, one

Guard and another as station record.

4. Guard to supervise the shunting operations wherever designated

shunting staff is not posted at the station.

5. Ensure the points are correctly set and locked for all unsignalled

movements or in case of defective Shunt Signals.

6. If necessary to pass a Shunt signal at ‘ON’ – authorise the Shunter

/ LP to pass such signal by writing on the Shunting Order itself or

on T. 369 (3b).

7. Ensure pipe connections and air continuity while performing

shunting.

8. While performing shunting in passenger carrying trains with

passengers, ensure stopping the loco 20 metres before the

formation and then come on to the formation.

9. If any light engine/s is required to come onto the line on which

passenger carrying train is waiting, depute Pointsman along with

the light engine duly intimating the Shunter / LP of this aspect.

Such light engine/s shall not be unmanned by the Shunter / LP.

10. Maximum shunting speed shall not exceed 15 KMPH.

11. Do not perform shunting after granting line clear for a train on

single line sections. However, on double line sections shunting may

be carried out within station section after granting line clear also

provided necessary signals are kept at ‘ON’.

12. Use only the nominated channel for shunting purposes.

13. In case of any change in the planning, stop and confirm.

14. Be conversant with the authorities that are to be prepared and

taken during shunting operations.

15. In case of Electric traction loco, ensure cab changing according to

the direction of movement. Before making such movement, ensure

the relevant cut out cocks are closed in rear cab and opened in the

leading / working cab to have full control on the loco. Always

perform shunting from the leading cab only.

16. Move the loco only after ensuring required brake power.

CHIEF SAFETY OFFICER

SAFETY ORGANISATION


ATTENTION LPs & ALPs

TAKE PROPER LEARNING ROAD OF THE

SECTION & UNDERSTAND THE SECTION

TOPOGRAPHY AND STATION LAYOUT

INCLUDING ALTERNATE ROUTES

WHILE WORKING TRAINS.




Attention.....

Engineering Officials

SUMMER PRECAUTIONS

Summer precautions especially in LWR & SWR territory is required

to be taken to avoid kinky alignment or buckling. Inspections of such

sections is required to identify missing fittings, ballast deficiency and

consolidation, etc., destressing must be carried out for the stretches

of LWR based on their behaviour. In regard to SWR track and free

rail track it is necessary to ensure proper gaps at joints, carry out

gaps survey, pulling back creep and adjusting of gap along with the

lubrication of rail joints.

Special and immediate attention is required on the following;

1. All shortage of ballast in LWR and newly created welded

sections should be made good before the onset of Summer.

2. Ensure proper profile of ballast on LWR section which may

need balancing of ballast. No ballast deficiency shall be allowed

on outside of the curves.

3. Dressing up of ballast to the required ballast profile (rail head

boxing), especially on the approaches of bridges, level crossings

and at pedestrian crossing of track.

4. Destressing of LWRs, stretches of LWR where renewals / deep

screening has been carried out in recent past.

5. Locations where destressing was done at lower temperatures

than the specified temperatures manually should be destressed

once again at the standard temperature.

6. Ensure zero missing fittings.

7. Plan for hot weather patrolling.

8. All the Gangs including Gangmates, Keymen and P.Way

Supervisors should absolutely clear regard to DO’s and

DON’Ts while working in LWR.

9. Keep a special watch on deep screening works on hand.

10. Staff shall have the thermometers in working condition and

their accuracy should be checked at frequent intervals.

11. Stretches of 10-rail panel should have a temporary SR of 50

KMPH till converted into LWR and line patrolling shall be

done in day time.

12. Foot-plate inspection of complete section shall be done during

1100 – 1600 hours by APWI, PWI/ADEN till June 2011.

13. LWR registers shall be scrutinised, if not already done and

destressing of LWR/CWR undertaken wherever necessary

based on inspection of SEJ.

14. SEJ shall be oiled and greased once in a month.

15. Sr.DEN/DEN shall record his certification in LWR/CWR

Registers about satisfactory behaviour of LWRs/CWRs in their

jurisdiction.


SAFETY ORGANISATION





Attention..... LPs

Know about VCDs (Vigilance Control Device)

1. What does the VCD do before penalty brakes?

VCD alerts the LP once in every 60 seconds through a blinking LED, if none of

the following activities are performed within 60 seconds;

• Increase / decrease notch.

• Application / release of A9.

• Application / release of DB / RB.

• Change of DB / RB (Dynamic Brake / Reo-static Brake) level.

• Operation of GF (Generator Field) switches for diesel traction locos.

• Operation of sander buttons.

• Operation of horn.

• Pressing the VCD alerter / acknowledgement button.

2. What will happen if the LP does not respond to the warnings of VCD?

• The blinking LED will continue for 17 seconds.

• After 17 seconds, a buzzer is switched on along with the blinking LED.

• A message will be displayed on the screen for resetting of VCD.

• The blinking LED and buzzer will continue for another 17 seconds.

• After 94 seconds (60+17+17), the penalty brakes will automatically apply

along with a message on the screen.

3. What will happen after 94 seconds?

• VCD counter is increased by one number.

• Buzzer is switched ‘off’.

• LED to continue to blink for another 35 seconds.

• BP gets reduced to 2.8 kg/cm2.

• Loco / formation brakes get applied.

• Engine speed comes to idle.

• GF contactor will drop.

• Power contactors also drop after master handle brought to idle.

4. How to release the penalty brakes?

• Bring the throttle to idle.

• Wait till the blinking LED is ‘off’.

• Wait till the train comes to a halt.

• Press VCD reset button.


SAFETY ORGANISATION, SOUTH CENTRAL RAILWAY

DO NOT MAKE THE VCDs INOPERATIVE




Attention..... LOCO CREW

� KNOW ABOUT HOT ENGINE ALARM:

The hot engine alarm will come while cranking the loco or during the run due

to the following reasons:-

1. No low water in the expansion tank.

2. LWS cut out cock may be in closed condition.

3. Water temperature is above 90o centigrade.

� PROBABLE CAUSES AND REMEDIAL MEASURES

Sl.

No.

Probable cause Remedial action

01 Low or no water in

expansion tank

Check the water level, inform PRC, act

accordingly.

02 Radiator fan not

working

Put on emergency radiator fan breaker and

work further duly ensuring fan is in working

order. Even then if it is not working, shut

down the engine, check the wire terminals of

ECC (Eddy Current Plugs) and its carbon

brushes. Check for free rotation of fan. If not

rotating by hand, shut down the engine and

advise PRC.

03 Radiator room door

opened

Close the same properly.

04 Radiator chocked Make the remark in Loco Log Book and inform

PRC.

05 Water pump not

working

If water pump not working (engine room will

be very hot & radiator room will be cool), shut

down the engine and inform to PRC.

06 Atmospheric

temperature is high

Cool the engine duly doing fast air pumping

and work onwards.

07 Hot engine alarm due to

exhaust elbow or

manifold gases leaking.

Make the remark in Loco Log Book and inform

PRC.

� FIRE PREVENTION MEASURES IN DIESEL LOCOS:

1. Batteries and battery cables: Lack of electrolyte, Over charging of battery may

result in internal short circuit in the battery cells and cause fire. If any indication

of overcharging in BA (Battery Ammeter) as noticed by the crew of the loco,

it is advised to check the condition of batteries located on loco for any short

circuit. If anything is found, the cable may be isolated. Still, if the BA shows

overcharging, loco crew is required to open battery knife switch provided in

the nose compartment.

2. Power circuit:

a) Loss of insulation of power cables between traction generator and traction

motors which are connected through BKTs, reverser and power contactors

may result in short circuit and finally cause fire. Such type of fire accidents

normally shows symptoms of smell/smoke of burning of cable insulation. So,

crew on notice of such symptoms immediately notch down the throttle to

idle, GF switch to “OFF” and Reverser to ‘neutral’ position.

b) Presence of foreign body on the BKT, Reverser, Power contactors etc., also

cause fire on locomotive due to short circuit. In such cases GR trips normally

and brings generator power cut-off. Ensure that no foreign material like

tools, etc., are left if they open control panel doors for any purpose.

Before resetting GR, an inspection shall be made for any foreign

materials in the above items of the power circuit.

Power ground: A foreign body or internal short circuit (Flash-over) in

traction motor winding or traction generator also cause fire on loco. While

taking over the loco, LP to observe traction motor inspection covers and

traction generator cover for proper fitment and also ensure that no oil is

available in the traction generator / alternator pit.

3. Fuel System: Leakage of fuel oil from HP pipe line will lead to flashing of oil

on to cylinder head and exhaust manifold. This will result in catching fire. In

such cases, the concerned fule injection pump (FIP) to be locked by the LP.

4. BKBL and high resistance Grids: Either by foreign body or loose contact of

cables laid for BKBL and high resistance grid also causes fire on locomotive in

the nose compartment. Crew to keep a watch while train is moving on

dynamic brake for any smoke and smell and if such symptoms are noticed

dynamic brake should not be used.

5. Burning of thermal insulator: The insulator burns due to overheating of

compressed air in the discharge pipe line of compressor/expresser.

6. Any external burning element like asbestos lapping etc., may also lead to catch

the fire on diesel locomotive.

7. Do not allow any cotton soaked waste, wool, etc., is loosely kept in the Engine

Room which may contribute for catching fire.

8. Frequently check the loco axle boxes for overheating.

IN ANY OF THE ABOVE CASES, IF THE CREW FIND FIRE IN OR

AROUND THE LOCO, IMMEDIATELY HE HAS TO EXTINGUISH THE

FIRE BY USING THE FIRE EXTINGUISHERS PROVIDED IN THE LOCO

CAB.





Fly Leaf No.5 of 2011

Attention ……

STATION STAFF & LOCO CREW

SECURING THE GOODS FORMATION OUTSIDE STATION LIMITS (SR 4.48 & 6.04)

Before detaching the loco of a Goods train in the block section

1. If the gradient is not steeper than 1 in 600 � Apply the hand brakes

of 18 vehicles in

addition to the hand

brake of the BV.

2. If the gradient is steeper than 1 in 600 � Hand brakes of all vehicles are applied.

• Wooden Wedges shall be securely jammed under the farthermost wheels of the rake in the direction of the falling gradient.

• The LP, ALP and the Guard of the train shall ensure that the train is

protected by placing detonators and hand signals.

When the Goods train is unusually delayed in the block section 1. If for any reason, a Goods train is brought to a stand for a period longer

than 15 minutes, the loco brake (SA9) shall be applied in addition to the application of formation brake (A9).

2. If such stoppage happens to be in a train having roller-bearing stock on a gradient of 1 in 150 and steeper or in a train having non-roller bearing stock on a gradient of 1 in 100 and steeper, the following additional precautions be taken by the train crew; a. Hand brakes of at least 1/3rd of the formation or 10 wagons behind the

loco and 5 wagons inside the BV including the BV, whichever is more, shall be applied.

b. Special care shall be taken for special type of rolling stock, such as, BOX, BOBS, BOBR, BOI, BFR, etc.,

c. When the train is ready to re-start, ensure sufficient vacuum/air-pressure is created / charged, the vacuum brake/air-brake is applied

before removing the wedges; hand-brakes are released and after ensuring all these precautions, release the formation brakes.

SECURING THE FORMATION WITHIN THE STATION LIMITS

(SR 4.57 & 5.23)

1. The Guard shall, before the engine is detached, apply hand brakes of BV

and also hand brakes of wagons as follows:

a. If the gradient at the station � Hand brakes of BV or 6

Not steeper than 1 in 600 vehicles are applied. b. Steeper than 1 in 600 but � Hand brakes of BV + 6

not steeper than 1 in 260 vehicles or 12 vehicles are

applied.

c. Steeper than 1 in 260 � BV + 12 vehicles or 18

vehicles are applied.

2. The SM / Guard are responsible to ensure the hand brakes of the vehicles

are applied before the engine is detached from the formation.

3. In case of roller-bearing stock stabled on running lines or at a Siding

the following additional precautions be taken:

• Formation shall be wedged, chained and padlocked. • Crossovers which are accessible to running lines shall be kept clear of

vehicles. • If the rake of BOX, BOBS, BOBR, BOI, BRH, BRS, etc., are stabled

on a running line, hand brakes of at least 6 vehicles each from either side of the formation in addition to the hand brake of the BV shall be applied. In the absence of the BV, a total of 18 vehicles hand brakes are applied.

• The points must be set against the blocked line, clamped and padlocked. The keys are kept under the personal custody of the SM.

• Brakes shall be applied by the station staff under the supervision of the SM / Guard as per SWR.

• Wherever possible, such stock shall be stabled on lines which are isolated from other lines.

PRECAUTIONS FOR SECURING COACHING RAKES AT

STATIONS

EMU, MEMU,DEMU & DHMU RAKES

1. Loco-Pilot/Motormen/Loco-Pilot Shunter shall remove the ‘Reversing Handle’ from Master Control and Control switch keys where provided.

2. Destroy the BP Pressure to ‘zero’. 3. Close the isolating cock switch in the cab. 4. Close the windows and doors of all the cabs. 5. Put ‘ON’ parking brakes. 6. Keep skids/wedges under the wheels of the rake towards falling

gradient. 7. Use safety chains to secure the formation.

OTHER COACHING RAKES

1. Apply the hand-brakes in all the SLRs of the formation. 2. Skids/Wedges shall be securely jammed under the farthermost

vehicles of the rake in the direction of falling gradient. 3. Put on safety chains and lock it. 4. Close the rear COC of the locomotive (both BP & FP) and front side

of the coach (i.e., next to engine coach). 5. Wait for one minute and then uncouple the air-hoses and place them

on the support bracket. 6. Open the COC of the coach towards the locomotive before uncoupling

the locomotive from the formation.

PRECAUTIONS BEFORE CLEARING THE FORMATION

1. Attach the locomotive, couple the air-hoses, both BP & FP and open COC.

2. Apply SA9 and ensure loco brakes are applied. 3. Create BP/FP pressure and ensure 5.0 kgcm2 /6.0 kgcm2 respectively

in the locomotive. 4. Ensure BP/FP Pressure of 4.8 kgcm2/5.8 kgcm2 respectively in the

rear SLR. 5. Loco-Pilot / Shunter to show hand signal in addition to the

communication through walkie-talkie set to the shunting staff. 6. Shunting staff after getting hand signal and speech communication

from the Loco-Pilot / Shunter, remove the safety equipment used for securing and release the hand brakes in the SLRs.

7. Release the entire formation before starting the movement.

SECURING OF THE DIESEL TRACTION LOCOMOTIVE IN

‘LIVE’ & ‘DEAD’ CONDITIONS

1. Apply SA9, i.e., loco brake. 2. Ensure throttle handle in ‘Idle’ position and GF switches in ‘off’

position. 3. Ensure selector handle in ‘0’ position. 4. Ensure Reverser in ‘Neutral’ position and keep the handle in personal

custody. 5. Ensure hand brakes of the loco in ‘applied’ position. 6. Ensure the skids/wedges are placed under the wheels of the loco. 7. ECS in ‘Idle’ position. 8. Close the windows and doors of the locomotive.

In addition to the above precautions, the following two points are also to be

ensured for securing the locomotive in ‘dead’ condition.

1. Shut down the loco. 2. Disconnect battery knife switch and enter the same in the log-book.

SECURING OF THE ELECTRIC TRACTION LOCOMOTIVE IN


1. Apply hand brake, SA9 and ensure loco brakes are applied. 2. Keep MP on ‘0’, Reverser in ‘neutral’ position. 3. Trip DJ and lower the pantograph. 4. Remove BL, ZPT and Reverser Keys. 5. Provide skids/wedges under the wheels leading towards the falling

gradient. 6. Close the windows and doors of the loco-cabs.

In addition to the above precautions, Keep HBA in ‘0’ position for securing

the locomotive in ‘dead’ condition.


SAFETY ORGANISATION

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SOUTH CENTRAL RAILWAY No. Safety.387/Fly Leaf/07/2011.

FLY LEAF NO.7

Attention…. SMs, LPs, Guards, SCORS & Supervisory Officials

COMBINATION OF RUNNING OF GOODS TRAIN WITHOUT

BV & WITHOUT GUARD IS PROHIBITED

RUNNING OF GOODS TRAINS WITHOUT LV BOARD OR

WITHOUT TAIL LAMP IS NOT PERMITTED UNDER ANY

RULE

Running of Goods Train without Brake-van (SR4.23)

The following precautions should be observed-

• Permitted under specific orders of Sr.DOM/DOM during emergencies only.

• Separate registers will be maintained in the Control Office.

• Prohibited during Total Interruption of Communication.

• Guard and the LP shall ensure that the formation is having continuity in the air

pressure.

• Guard shall fix LV Board/Tail Lamp in rear of the last vehicle and travel in the

Loco.

• At those stations where BPAC is not provided or not in working order the CASM /

Cabin Master who are manning the end-cabins shall ensure that the train is

completely arrived by observing LV Board / Tail Lamp. At those stations where

there is no end-cabins the SM shall arrange to depute his Pointsman in advance to

the fouling mark in rear, who will inform the SM through walkie-talkie supported

by PN.

• In Automatic Block System no other train must be allowed to follow this goods train

without BV until the preceding train arrived complete at the next reporting station in

advance.

Running of Goods Train without Guard (SR4.25.4)

The following precautions shall be observed-

• Permitted under specific orders of Sr.DOM/DOM during emergencies only.

• Running of Goods trains without Guard should not be permitted if the last vehicle is

not a Brake-Van.

• Separate register shall be maintained in the Divisional Control Office.

• Duties of the Guard are devolved on the LP & ALP.

• Loco Pilot should ensure that train is provided with continuous Vacuum/Air

Pressure.

• LP of the train has to ensure that rear most four pistons are in proper working order.

• Vacuum/Air Pressure Gauge shall be provided to the Loco Pilot.

• When the train running without Guard encounters Vacuum/Air Pressure trouble

enroute-

a) ALP should check the complete formation and attend for any leakage, hose-pipe

disconnections etc.,

b) The ALP should also ensure that all the cut-off Angle cocks in open condition in

the formation except the rear cut-off angle cock of the last vehicle and front cut off

angle cock of the Train Engine.

• LP of the train has to ensure that required amount of Vacuum/Air Pressure is

provided in the BV of the train before signing the BPC.

• LV Board/Tail Lamp shall be provided to the Loco Pilot to fix it in rear of the

Brake-Van.

• SM shall issue caution order to Loco Pilot with an endorsement that ‘the train is

running without Guard’.

• SM shall advise SCOR under exchange of PNs who will inform the Station Masters

enroute. The SM shall also inform the cabin and gates under exchange of PNs.

• Sections where IB Signals are provided, the SM shall not despatch a train in rear of

this train upto IB Signal even though the Axle Counter section is clear unless the

train without Guard reaches the station ahead.

• In Automatic Block System – no train shall be allowed to follow the goods train

without Guard until it reaches the next reporting station.

• At those stations where BPAC is not provided or provided but not in working

condition, the SM shall ensure that the train is complete by deputing the Pointsman

in advance to the fouling mark in rear who will inform the SM through walkie-talkie

supported by PN.

• During tempestuous weather, total interruption communications and TSL working;

running of trains without Guard is strictly prohibited.


SAFETY ORGANIZATION


�

SR.14.10.5 – When a stopping goods train is running without

brake-van or without Guard, the Station Master shall depute a

Pointsman in advance towards the fouling mark in rear. The

Pointsman shall ensure the complete arrival of the train is within

the fouling mark and inform the SM on duty on Walkie-talkie or

record the same in ‘Train Intact Arrival Register’ as the case may

be, with a PN to that effect.�


FLY LEAF NO.8

Attention….

STATION MASTERS, CABIN MASTERS (SWITCHMEN), LPs & ALPs

There were three unusual incidents in the recent past on our system

which could have resulted into worst disasters. Brief details of the same are

given below along with the required safety precautions to be taken to avoid

recurrence.

ROLLING BACK OF PASSENGER TRAIN DUE TO NON APPLICATION

OF A9 & SA9:

1. On 10.7.2011 at about 0840 hours while Train No. 57129 BJP – BMO

Passenger with loco No. WDM3A 18925 was on run between MJF –

CVB (Malkajgiri – Cavalry Barracks) stations on non-electrified,

double line, Automatic Block Territory of HYB Division, loco shut down

took place at KM 614/700 due to OSTA tripping (Over speed tripping

assembly). The loco crew were busy in trying to reset the same for about

35 minutes. After a gap of 38 minutes, the formation started rolling

back towards MJF station due to 1 in 110 falling gradient at a max.

speed of 23 KMPH. The formation on its own came to a halt due to

raising gradient after travelling a distance of 2.8 KMs approximately.

There were three LC Gates out of which one was in ‘open’ position.

Safety precautions to prevent such incidences:

a. The LP shall ensure that A9 and SA9 is immediately applied whenever

the train stops on a gradient for any reason like accident, loco failure,

OHE failure, etc., as per SR 4.49.2.

b. As per SR 6.04.2.1, for any reason if the train is brought to a stand for a

period longer than 15 minutes on gradient of 1 in 150 and steeper, the

Guard of passenger carrying train/s in addition to ensuring application

of formation brakes, shall apply hand brakes in the BV and wedges to

be placed below the wheels of two vehicles nearer to the descending

steep incline.

c. Protection of the train in rear immediately after the shutdown of the

loco should be done as per the procedure given under GR & SR 9.10 by

placing detonators apart from other precautions like rotating the side

light of SLR to display red towards the engine during night or place a

red flag on the side light bracket or on the handle of the door during

day; ensure the availability of tail lamp / LV board.

d. When an engine is disabled, the Guard shall ascertain from the LP if it

is necessary to requisite a relief engine. If the LP expects that putting

the engine in working order will take more than 5 minutes, he shall

request the Guard to arrange for relief loco as per SR 6.05.4.

BREACH OF BLOCK RULES BY DESPATCHING TWO TRAINS IN THE

SAME BLOCK SECTION:

2. On 10.7.2011 at about 2004 hours, Cabin Master (Switchman) of

Mandamari (MMZ) station of SC Division despatched DN 12851 BSP –

MAS Express towards Manchiryal (MCI) station by taking ‘off’ DN

LSS to proceed upto the DN IB Signal (Axle Counter section). The

express train went and stopped at the IB Signal for clearance of DN

PFCB Goods. At about 2018 hours, Cabin Master/MMZ took line clear

for 12851 and immediately put back for the reasons best known to him

(enquiry report awaited). Further, the Cabin Master / MMZ forgot the

presence of BSP-MAS 12851 express at IB Signal and tried to take ‘off’

DN LSS for DN Tamilnadu Express which did not obey. Cabin Masters

/ MMZ & MCI stations ignoring the presence of 12851 express at IBS

resorted for resetting the axle counter and taken ‘off’ LSS for DN 12022

Tamilnadu Express. Tamilnadu Express Loco-Pilot entered into the

section and noticed the ‘stop’ aspect of DN IBS, noticed flickering tail

lamp of 12851 and the Guard of 12851 also alerted the LP of 12022 who

stopped the train by applying emergency brakes. The train came to a

halt just 600m before the formation of 12851 Express.


a. The SMs / Cabin Masters of both the stations before resorting to reset

the axle counter between LSS and IBS shall invariably ensure that the

previous train has cleared that section by checking the TSR entries. In

addition to this, they shall follow the procedures as given under SR

14.13.

b. The LP of the train shall immediately contact the SM in rear when he

finds the IBS is at ‘on’ and act as per the instructions given by the SM

in rear vide SR 3.75.4.

NON STOPPAGE OF PASSENGER TRAIN AT SCHEDULED HALT

STATION:

3. On 31.7.2011 there was one unusual incident at Pergaon (PG) station of

NED Division, i.e., SM/PBN obtained line clear from SM/PG for Train

No. 51422 NZB – PUNE Passenger at about 0430 hours and accordingly

the TSR entry was also made by SM/PBN. But, SM/PG thought that it is

Train No. 11406 CCT – MMR Express and accordingly made entries in

the TSR and made arrangements for run through of the train by taking

‘off’ signals via Mainline. The LP, ALP and Guard of 51422 Passenger

failed to stop at PG as per schedule stop, instead they ran through the

station. SM/PG and Pointsman also exchanged ‘all-right’ signals

thinking it is Express train. After the departure of the train from PG

station, SM/PG realised the mistake and altered the TSR entry using

whitener and shown one minute stop as if the train stopped and started.


a. SMs while granting and obtaining line clear for trains shall clearly spell

out the numerical number and description of the train and accordingly

entries shall be made in the TSR as per BWM instructions.

b. SM before obtaining line clear from adjacent station shall confirm the

details of train from the SCOR.

c. LP. ALP and Guard of the train shall strictly follow the WTT guidelines

regarding stoppings vide SR 3.37.1 which stipulate that LPs shall bring

their trains to halt at stations where stoppages are scheduled in the

WTT even though signals governing departure from the stations are

taken ‘off’.


SAFETY ORGANIZATION

SOUTH CENTRAL RAILWAY�

• The LP shall ensure that A9 and SA9 is immediately applied whenever the

train stops on a gradient for any reason like accident, loco failure, OHE

failure, etc., as per SR 4.49.2.

• As per SR 6.04.2.1, for any reason if the train is brought to a stand for a


Guard of passenger carrying train/s in addition to ensuring application of

formation brakes, shall apply hand brakes in the BV and wedges to be

placed below the wheels of two vehicles nearer to the descending steep

incline.




WINTER PRECAUTIONS IN MAINTENANCE OF TRACK (CTE/SC letter No.W.T-5/SP-WP/Vol. II dated 07.10.2010)

I. AWARENESS:

a. Increase awareness in the field officials regarding USFD & Winter precautions. b. ADEN of the section shall interact with each and every person of the Gang and

explain the precautions to be taken. c. Engineering Officers and staff shall conduct detailed inspections by push trolley of

platform lines and other passenger lines at major stations, corrosion prone areas and major bridges tunnels, high banks and their approaches.

d. The analysis of fractures shall be carried out.

II. DETECTION OF RAIL DEFECTS LEADING TO FRACTURES:

a. USFD Testing:

• Normal USFD testing as per need-based concept shall be ensured in all sections. • Periodic testing of AT welds has to be intensified and register on testing AT welds

to be updated. • In addition to the above, one round of testing shall be done before 31st October in

all 72 UTS rails territory where track has carried more than 250 GMT and in 90 UTS territory where traffic carried is upto 50 GMT.

• In addition to normal testing, testing of SKV/AT welds shall be carried out at all major bridges and approaches of 100m on either side before the onset of winter.

• One round of gauge face corner testing (GFC) of rails is to be carried out for all BG routes before 31st of October.

• USFD testing of rails having GMT more than 5 and upto 16 GMT per annum should be so regulated that one round of testing is done before 31st of October.

• Based on the data of 2008-09 fracture prone sections are to be identified and USFD inspection in fracture prone sections has to be increased.

b. Visual examination:

• Examination of rails ends and bolt holes at fish-plated joints is to be carried out at the time of greasing of fish-plates.

III. DETECTION OF FRACTIRES:

a. By Keyman:

• Roster hours of Keyman during the winter season from 01.11.2010 to 29.02.2011 should be changed to 0600-1100 hours and 1400-1700 hours to detect failures, if any.

b. By Night Patrolman:

• Night winter Patrolling shall be in force from 1st November to 15th March. The period may suitably be changed / extended based on the local conditions.

• Patrolling shall be carried out from 2200-0600 hours on identified block sections. Night winter patrolling charts shall be signed by Sr.DEN/DEN of the section.

• The beat length and manpower deployment may be decided depending on prevailing local conditions, frequency of train service, weather conditions, etc.,

• In case the night patrolman does not turn up 15 minutes beyond the schedule timings mentioned in the beat chart, SR of 40 KMPH shall be imposed.

• The Patrolman shall also obtain the signature of the Gateman posted at the LC Gates en-route in his beat length, apart from the signature of the ASM of the station.

• Night foot-plate inspection shall be done by nominated Engineering Officials in the respective sections to ascertain the availability of the Patrolman as per the beat chart.

• Special patrolling may also be carried out by posting a mobile Patrolman in such identified stretches where corrosion of rail is quite severe in addition to the normal night winter patrolling. Such stretches shall be decided by the concerned sectional Sr.DEN/DEN.

• Rs.500/- may be awarded to the night patrolman who detects the rail / weld failure between 2200-0400 hours as an incentive.

IV. PREVENTIVE ACTION:

a. All AT and SKV welds which have completed their 50% of stipulated fatigue life

on sections having annual GMT more than 15 are to be provided with joggled fish-plates with 2 far end bolts having priority at the locations like curves especially the outer rail, approaches of bridges, high banks above 5m, high banks between 3-5m and other locations.

b. One meter long fish-plates are to be provided at fish-plated joints on all bridges including approaches.

c. TWR work is to be taken up on priority in identified fracture prone stretches. d. De-stressing of LWR at identified locations is to be taken up. However, the

conditions of rails for any corrosion particularly in the liner contact area of rail foot must be carefully checked. No de-stressing is to be done where rails get corroded in the liner contact area.

e. LWRs / CWRs identified as fracture prone and where the depth of the carrion is less than 2mm, de-stressing may be carried out at a lower temperature, i.e.., between tm to tm +5o.

f. Painting of rails in corrosion prone areas is to be taken up in large scale. g. Painting of weld collar with epoxy paint / anti-corrosive paints to be taken up. h. Sealing of liner contact area of rail flange with grease has to be done on gauge

face sides in corrosion prone areas. i. While repairing fracture, the rail which is inserted in the track needs to be cleared

by USFD before putting into track. Each SE/P.Way should have a stock of rails which have been tested by USFD and cleared for usage in track.

j. Suitable SR shall be imposed on stretches where foot corrosion at the liner contact area is quite severe, especially in such cases where the corroded liner contact area at the rail foot is shifted and is in suspended condition.

V. ACTION ON FRACTURE:

1. Night Patrolman are to be counselled and trained to take precautions for passing

the trains across the fracture location when gap at the fracture is upto 30mm. 2. Sufficient number of joggled fish-plates shall be provided at fracture prone

locations for use in cases of emergencies. 3. Adequate number of joggled fish-plates with clamps, wooden blocks shall be

provided at all manned LCs and in Gang tool box. 4. Joggled fish-plates with clamps shall be provided on one of the rails at every one

KM interval on UP and DN lines separately. However, the location shall be selected in such a way that it is staggered so that fish-plates are available in every ½ KM for use in emergency.


SAFETY ORGANISATION




Fly Leaf No.10/2011

Attention………LOCO, OPERATING,

MECHANICAL & TELECOM OFFICIALS

Sub: Revised Joint Procedure Order No.1 of 2011 for long haul trains including amendment

No. 1 to Para 3.2 of the JPO.

Ref: Railway Board’s JPO issued vide D.O.No. M (N) 951/8Pt. dated 03/03/2011.

The following are the unified instructions for running long haul trains on S.C.Railway. These

instructions supersede all earlier JPOs issued in connection with long haul freight trains.

1.0 General:

1.1 A composition of more than one standard train formation is defined as long haul train. The

constituent trains may be either empty or loaded.

1.2 Following combination of constituent trains may be permitted in forming a long haul train:

FRONT PORTION REAR PORTION

Empty Train Empty Train

Loaded Train Empty Train

Loaded Loaded

The constituent empty or loaded train s can be BOXN/BCN/BCNHL/CONTAINER/STEEL rakes.

1.3 The combining rakes shall be with single pipe air brake system. However each individual train must

be having valid BPC.

1.4 All sections of SCR are identified for running of long haul trains. In case of precedence/crossing of

passenger carrying train and also under exceptional circumstances these long haul trains will be

split at the convenient stations as operationally convenient.

1.5 8-Wheeler Brake Van (BVZI), if available, shall be attached in between two formations. If both

brake vans are 4-wheeler,both shall be attached in the rear of the train.

1.6 Long Haul trains shall run under nomenclature of ‘Python’ which shall be prefixed to the train

name and clearly marked in FOIS and control charts etc. Separate color code will be provided in

FOIS and control charting to distinguish such trains from other trains. It shall be relayed to Station

Master of adjoining stations asking line clear.

1.7 Maximum speed of the Python train will be restricted to lower of the maximum speed of the

constituent train in section. FOR OPERATION OF LOADED LONG HAUL TRAINS HEAVIER

THAN 9000 TONS, THE MAXIMUM SPEED IS RESTRICTED TO 60 KMPH TILL FURTHER

ORDERS.

1.8 Wherever point zones are track circuited and connected to the block instruments, prevention of any

possible rear collision due to blockage of fouling mark and beyond area will be ensured. However

on certain sections where point zones are not track circuited or incase of failure of track circuit or

failure of block instruments at the station, line clear for the following trains shall not be granted

unless long haul train has cleared the block overlap of the Home signal.

1.9 Identified sections for long haul run will be provided additional, special T/G board for long haul

trains. However till such time the T/G boards are provided, walkie-talkie will be used to inform

Loco Pilot regarding the clearance of the speed restriction zones.

1.10 The long haul train shall be run on single line clear. The tail board/tail lamp as the case may be,

shall be provided only in rear of the rear most vehicle. No tail board/tail lamp as the case be, shall

be in rear of middle brake van.

1.11 Guard of the leading train will travel in its brake van or middle locomotive and the guard of the

trailing train will remain in the trailing brake van.

1.12 Guard of the rearmost brake van shall be in charge of the train and the middle guard will transmit

any information between leading crew and rear most Guard or vice-versa in case of any

communication problem.

1.13 The guard of the respective formation shall ensure stabling precaution when stables after shunting

by applying hand brakes accordingly.

1.14 Guard shall possess pressure gauge without fail for ensuring the requirement of brake pressure in

the rear brake van.

1.15 As far as possible section controllers will ensure that through line clear is given to long haul trains

to avoid detention to the following trains.

1.16 All rules of G&SR for working of trains shall be applicable for running of long haul trains also.

2.0 CARRIAGE & WAGON:

2.1 TXR Requirement: Python rakes shall only be formed at notified stations with TXR presence. In

case it is not existing TXR point, TXR staff should be arranged at this point for the purpose of

issuing ‘Cover BPC’ for long haul trains as under as per the Pro-forma enclosed vide Annexure- I.

2.2 TXR shall be arranged for issue of ‘Cover BPC’. TXR staff shall check brake continuity of

amalgamated train and will issue cover BPC mentioning BPC particulars including originating

brake power of the individual rakes and also pressure in the leading loco and the last vehicle. BPC

will be handed over to Loco Pilot of the leading train. However BPC of the two constituent trains

will remain with respective loco pilots and in case of absence of middle loco pilot with the guard of

the respective constituent train.

2.3 Air pressure in the leading locomotive shall be 5.0 Kg/cm2 and minimum pressure in the trailing

brake van shall confirm to the loco pilot in the leading locomotive on the walkie–talkie set the

pressure in the rear brake van before starting the train.

2.4 Division shall follow instructions given in G&SR for detaching wagons on account of hot axle, flat

tyre etc., in long haul trains.

3.0 LOCOMOTIVE:

3.1 MU of WDG3A/WAG5/WAG7/WAG9 (Single WAG9 for empty rake)/ WDG4 loco should be

provided for long haul in leading for smooth operation.

3.2 A single loco or MU as required as per the load table in WTT shall be provided between two rakes

so that when the long haul is splitted the two rakes can run independently from the point of split.

3.3 It should ensure that RB/DB of leading locomotives are in working condition. Long Haul Loco-

Operation without use of distributed power system:

(These instructions are valid only for short-term Long Haul Operation)

Loco BP

creation

Powering Braking Emergency

Braking

Leading

Loco(s)

Yes Yes Yes Yes

Middle

Loco(s)

No* Yes/No# No YES

* This should be ensured b cutting of C-2 Relay valve on the Middle unit manually. C-2 Relay valve

setting should be restored at the time of separation of two constituent trains so that the rear train

gets charged in a normal manner.

# May be selected on the basis of load hauled.

3.4 It should be ensured that Dynamic / Regenerative braking of the leading MU locomotives is in

working condition. Loco motives (leading + trailing) should be in good condition to haul the stock

on gradients without stalling. Second loco(s) shall be marshaled in the formation in the middle of

the two formations.

3.5 In case of loaded and loaded or loaded and empty combinations hauled by Electric locomotives,

atleast five compressors of the leading MU unit will be in on condition. Locomotives in the middle

of the Python rake are not permitted to charge the brake pipe. Leading locomotive will work the

train and trailing locomotives will be just piped vehicle that can provide additional power when

required under the guidance of the leading loco crew.

3.6 For empty and empty combination long haul trains, the middle loco(s) shall be made dead, available

with crew during run.

3.7 Banker working instructions to be adopted for working of middle/banker loco of these trains, which

will be kept in the idle condition (keeping MP on ‘0’) and will be manned by crew throughout

journey.

3.8 At the time starting of loaded or one loaded & one empty rakes combination, middle Loco

Pilot(MLP) shall first take two notches as per the instructions of leading LP and confirm the same

to the leading Loco Pilot (LLP) through walkie-talkie for proper bunching of train. Then LLP shall

start notching up. The middle LP shall then co-ordinate with LLP for further notching. In case of

banker will notch up first.

3.9 While observing the caution order, Loco Pilot should notch up and notch down judiciously and

control the train by RB/DB as far as possible minimizing the use of train brakes. Entry and exit into

RB/DB and out of it should be gradual for first two notches allowing 10-20 seconds for first two

notches each.

3.10 Before restarting the train after brake application, the Loco Pilot shall ensure that BP pressure in

engine and in the brake van has been restored. The guard in the rearmost brake van shall conform

this to the Loco pilot in the leading Loco. A minimum of 10 minutes release time shall be ensured

by driver in section before restarting the train.

3.11 LP must ensure always 5.0Kg/cm2 of BP in the Locomotive and 4.7 Kg/cm

2 in rearmost brake van

through guard of rear formation before notch up to avoid train parting.

3.12 LP should put Dynamic/Regenerative brake to optimum use for controlling the train to avoid brake

binding on the formation.

3.13 LP should ensure attacking speed on various lengths of graded sections (up gradients) as per the

requirement of different types of locomotives.

3.14 In case of loco(s) of long haul train is changed en-route on any account; the air brake system of the

full load should be released to avoid brake binding. Before starting the train, GLP should check

brake continuity and ensure 5.0 Kg/cm2 pressure in the leading Loco and 4.7 Kg/cm

2 in the rear

brake van.

3.15 In case of the intentional parting between the middle BV and the middle loco, the sequential

procedure will be as follows:

(a) Rear Angle Cock of middle BV and the middle Loco to be closed.

(b) BP hose pipe between middle BV and middle loco to be un coupled.

(c) ¾ “COC/(A8for AC) & MU 2B valve of the middle loco to be put in open position and GF

switch (for Diesel)closed.

(d) Tail Board/Tail Lamp as the case may be, to be provided on the last vehicle/brake of the

leading formation.

(e) Continuity checks to be done for both formations by the loco crew and guards of respective

formations.

(f) After ensuring continuity, CBC should be opened and the formations parted.

4.0 COMMUNICATION:

4.1 Pre-tested walkie-talkie sets of adequate power will be supplied to the Loco Pilot and Guard for

reliable communications during run and to the TXR during the course of formation. Whistle code as

per G&SR shall be used by Loco Pilots for communication between Loco Pilots and Guard.

4.2 The long haul trains shall be started from originating station by exchange of physical signals

(flag/light and whistle by Guard) and Loco Pilots. However, if due to curve, Length or visibility

obstruction, it is not possible to exchange signals physically, the exchange of signals shall be done

by using walkie-talkie sets.

(*Advisor safety Railway Board Letter No. 2009/Safety (A&R) 19/29 dated 10/3/2010).

4.3 During the run if the walkie-talkie communication fails, the Long haul movement shall be terminated

at the next station.

4.4 The Long haul train shall not be operated during total interruption of communications or during

Temporary Single Line Working.

5.0 STAFF TRAINING:

For running of long haul trains crew and Guard will be imparted one day familiarization on running

of long haul trains by a team of supervisors/Officers from Operation and Traction. Long Haul

fitness training should be made part of the Loco Pilot / Guard during Initial/Refresher course

curriculum. Similarly station staff of the section over this long haul will also be trained on long haul

operations.

6.0 OTHERS:

6.1 Repercussions caused due to any failure related with long haul trains being run on trial shall

booked on “OHTERS” account.

6.2 First ten trial trips of long haul trains on a particular section should be monitored by deputing LI

and TI on the Locomotives and rear BV. Running of long haul trains will be reviewed on the basis

of joint reports, highlighting shortcomings observed during the run submitted by divisions.

6.3 For monsoon working, sanders of all locos should be in working order and monsoon time table for

deployment of locos should be followed.

6.4 These instructions should be published in the next Working Time Table after review of trails.

6.5 All crew working long haul trains and PCOR/TLC/CCOR should be given small pocket booklets

containing these instructions.

6.6 Sr. DSOs of the Divisions and Safety Counselors should carry out checks on such trains to ensure

that violation of safety rules is not taking place.

ANNEXURE-I (PART OF JPO NO.I OF 2011)

PROFORMA OF COVER BPC FOR ISSUING LONGHAUL PYTHON RAKES

DATE: TIME: PLACE:

S.NO BPC PARTICULARS RAKE NO.1 RAKE NO.2

1 Type of BPC

2 BPC No.

3 BPC issued date

4 BPC issued station

5 BPC validity

6 Originating Brake Power

7 Type of wagon stock

Checked and certified that the Brake Pressure continuity has been observed and Brake Pipe Pressure

level recorded is :

In Loco:_____________ Kg/cm2 & In rear BV:____________ Kg/cm

2

Signature of SSE/JE/C&W Signature of the Loco Pilot Signature of the Guard

Name:_______________ Name:_______________ Name:______________

Sd/- Sd/- Sd/- Sd/-

CELE CMPE (DSL) CRSE CFTM

��



Fly Leaf No.11/2011

Attention.....

Operating, Commercial, Electrical & Telecom Branch Officials

There was a side collision between one Goods train and coupled light engines on

our system on 13.8.2009 in which 5 locos and 5 wagons were derailed. The loco

crew of the goods train got confused with Starter and Intermediate Starter Signals

with coach indication boards. Subsequently, in the Safety Review Meeting by GM

on 03.12.2009, it was desired that a committee to examine this aspect and suggest

alternative. Accordingly, a committee gone into this issue and a JPO on the subject

was issued.

Some of the important points of JPO on the provision of coach / train indication

boards at railway stations circulated vide letter No. SG.190.PC.Telecom.Vol.2 of

dated 30.3.2010 is brought out under the signature of CCM/PS and CCE. These

guidelines are to be followed during planning, installation and commissioning of

Coach Indication Boards (CIB) and Train Indication Boards (TIB) at railway

stations over this railway to avoid recurrences of incidences mentioned in the

above Para.

1. The CIBs should be in one row and never in two rows and should always be

fixed parallel to the track.

2. CIBs at a glance should be provided at different categories of the stations

depending on the category of the station at the main concourse, platforms,

general waiting halls, upper class waiting halls, FOBs.

3. Single side view at a glance CIBs need to be provided at the entry points to the

platform, waiting halls and main concourse. Whereas double side boards need

to be provided on island platforms and FOBs.

4. Double side CIBs should be provided on all platforms irrespective of whether

they remain under COP or not. This facility needs to be provided on all

platforms at ‘A-1’ and ‘A’ category stations, in respect of ‘B’ and ‘D’ category

stations, it is required only on such platforms where stopping Mail / Express

trains are dealt.

5. Train Indication Boards (TIB) should be planned at different categories of

stations, again according to the category of the station at such locations such as

circulating area (5 liner board) preferably opposite to the entry, main concourse,

platforms (2 liner board), waiting halls,

6. Operating current to the LEDs should be adjusted to the minimum requirement

for adequate visibility in day and night conditions which improves life of the

system.

7. Thorough survey should be done before preparing estimate for such works of

TIB/CIBs. SS/SM in-charge of the station will represent Commercial

Department.

8. New proposals for CIB / TIB should be made of integrated passenger

information system.

9. All the station staff working at enquiry / announcement room should be trained

in entering / editing data and also the Telecom staff for maintenance.

10. The train stopping location should be marked on the platform.

11. Default display should be programmed as “BLANK” to avoid the

continuous lighting of boards when there is no train. In addition, platform

wise switching ‘on’ and ‘off’ facility for and individual boards should be

provided so that the station staff can switch ‘off’ these boards in respect of

individual platforms where no halting of express train is dealt continuously

for more than one hour.

12. The above instructions should be followed while proposing works for installing

new coach / train indication boards and also for replacing the existing indication

boards which are due for replacement on condition-cum-age basis.

*******

CHIEF SAFETY OFFICER SAFETY ORGANISATION

Headquarters Safety Branch uploaded their website recently containing various

safety literatures issued from time to time. Apart from this, G&SR, amendments to

G&SR, Checklist, question bank, Zonal DM Plan, safety posters, safety slogans, video

films on safety, etc., are also uploaded. All of them are in downlodable versions.

Please make extensive use of the same and give wide propaganda of the same.

Browsing may be done in Mozilla Firefox or Internet Explorer. Following is the site

path:

scr.indianrailways.gov.in – about us – Departments – Safety – View

section content



Fly Leaf No.12/2011

Attention.....

Electrical, Mechanical & Operating Branch Officials

Subsequent to the rear collision of trains in Chennai Division of Southern Railway on

14.9.2011 at 21.40 hours involving Chennai Beach – Vellore Cantonment MEMU train

which rammed in rear of Arakkonam – Katpadi Passenger which was waiting at the

signal of Chitheri station, about 90 KMs from Chennai in which 9 persons were killed

and about 100 were injured, the existing JPO (issued vide lr.No.E.221/TRS/policy/Vol-IV,

dated 14.08.2007) on usage of CUG mobile phones was revised and the following is the

modified JPO on the subject:

JOINT PROCEDURE ORDER

No.E.221/TRS/Policy/Loco/Vol.VI. Date: 05.10.2011

Sub: Use of mobile phones while on board brake-vans and on foot plate-Rev-I.

*****

Instructions for use of mobile phones while on board brake vans and on foot plate are given

below:

1) While on foot plate i.e., after the LP & ALP are boarded the loco at the commencement of

journey, the LP including LPs working DEMU/DHMU/MEMU/EMU (Single Man

handling trains) and Shunters shall switch ‘OFF’ their CUG mobile as well as personal

mobile phones and keep inside the bag / box carried for personal stores. The ALP and

other Inspecting Officials on board loco’s driving cab shall keep their CUG mobile

phones switched ‘ON’.

2) The Guards of trains shall keep their CUG mobile phones ’ON’.

3) When necessary, communication between Control and the LP / Motor man shall be made

on the CUG phones of the ALP or Guard of the train or through phones of other

authorised Inspecting Officials on board.

4) After arrival at the station where journey is completed, all LPs / ALPs and Guards shall

keep their CUG mobiles in ‘ON’ position including periods while availing rest so that

information pertaining to train running can be communicated.

5) In the event of emergency like accident, failure, etc., the Loco Pilot including Loco Pilots

of DEMU/DHMU/MEMU/EMU (Single Man handling trains) and Shunters may switch

CUG mobile phone to ‘ON’ position.

6) All personal mobile phones (other than CUG) while on board the loco driving cabs and

brake vans of a running train shall be kept switched ’OFF’.

sd/- sd/- sd/-

Dy.CEE (Loco) Dy.CME(R&L) Dy.COM (Goods)

CHIEF SAFETY OFFICER SAFETY ORGANISATION�




Attention..... SMs, Shunting Staff & Shunter / LPs

SHUNTING PRECAUTIONS

1. Shunting can be controlled by fixed stop signals or through hand

signals or through verbal instructions.

2. Outer, Home and LSS shall not be used for shunting purposes.

3. Prepare Shunting Order (T. 806) in triplicate (one for LP, one

Guard and another as station record.

4. Guard to supervise the shunting operations wherever designated

shunting staff is not posted at the station.

5. Ensure the points are correctly set and locked for all unsignalled

movements or in case of defective Shunt Signals.

6. If necessary to pass a Shunt signal at ‘ON’ – authorise the Shunter

/ LP to pass such signal by writing on the Shunting Order itself or

on T. 369 (3b).

7. Ensure pipe connections and air continuity while performing

shunting.

8. While performing shunting in passenger carrying trains with

passengers, ensure stopping the loco 20 metres before the

formation and then come on to the formation.

9. If any light engine/s is required to come onto the line on which

passenger carrying train is waiting, depute Pointsman along with

the light engine duly intimating the Shunter / LP of this aspect.

Such light engine/s shall not be unmanned by the Shunter / LP.

10. Maximum shunting speed shall not exceed 15 KMPH.

11. Do not perform shunting after granting line clear for a train on

single line sections. However, on double line sections shunting may

be carried out within station section after granting line clear also

provided necessary signals are kept at ‘ON’.

12. Use only the nominated channel for shunting purposes.

13. In case of any change in the planning, stop and confirm.

14. Be conversant with the authorities that are to be prepared and

taken during shunting operations.

15. In case of Electric traction loco, ensure cab changing according to

the direction of movement. Before making such movement, ensure

the relevant cut out cocks are closed in rear cab and opened in the

leading / working cab to have full control on the loco. Always

perform shunting from the leading cab only.

16. Move the loco only after ensuring required brake power.


SAFETY ORGANISATION


ATTENTION LPs & ALPs

TAKE PROPER LEARNING ROAD OF THE

SECTION & UNDERSTAND THE SECTION

TOPOGRAPHY AND STATION LAYOUT

INCLUDING ALTERNATE ROUTES

WHILE WORKING TRAINS.




Attention.....

Engineering Officials

SUMMER PRECAUTIONS

Summer precautions especially in LWR & SWR territory is required

to be taken to avoid kinky alignment or buckling. Inspections of such

sections is required to identify missing fittings, ballast deficiency and

consolidation, etc., destressing must be carried out for the stretches

of LWR based on their behaviour. In regard to SWR track and free

rail track it is necessary to ensure proper gaps at joints, carry out

gaps survey, pulling back creep and adjusting of gap along with the

lubrication of rail joints.

Special and immediate attention is required on the following;

1. All shortage of ballast in LWR and newly created welded

sections should be made good before the onset of Summer.

2. Ensure proper profile of ballast on LWR section which may

need balancing of ballast. No ballast deficiency shall be allowed

on outside of the curves.

3. Dressing up of ballast to the required ballast profile (rail head

boxing), especially on the approaches of bridges, level crossings

and at pedestrian crossing of track.

4. Destressing of LWRs, stretches of LWR where renewals / deep

screening has been carried out in recent past.

5. Locations where destressing was done at lower temperatures

than the specified temperatures manually should be destressed

once again at the standard temperature.

6. Ensure zero missing fittings.

7. Plan for hot weather patrolling.

8. All the Gangs including Gangmates, Keymen and P.Way

Supervisors should absolutely clear regard to DO’s and

DON’Ts while working in LWR.

9. Keep a special watch on deep screening works on hand.

10. Staff shall have the thermometers in working condition and

their accuracy should be checked at frequent intervals.

11. Stretches of 10-rail panel should have a temporary SR of 50

KMPH till converted into LWR and line patrolling shall be

done in day time.

12. Foot-plate inspection of complete section shall be done during

1100 – 1600 hours by APWI, PWI/ADEN till June 2011.

13. LWR registers shall be scrutinised, if not already done and

destressing of LWR/CWR undertaken wherever necessary

based on inspection of SEJ.

14. SEJ shall be oiled and greased once in a month.

15. Sr.DEN/DEN shall record his certification in LWR/CWR

Registers about satisfactory behaviour of LWRs/CWRs in their

jurisdiction.


SAFETY ORGANISATION





Attention..... LPs

Know about VCDs (Vigilance Control Device)

1. What does the VCD do before penalty brakes? VCD alerts the LP once in every 60 seconds through a blinking LED, if none of the following activities are performed within 60 seconds; • Increase / decrease notch. • Application / release of A9. • Application / release of DB / RB. • Change of DB / RB (Dynamic Brake / Reo-static Brake) level. • Operation of GF (Generator Field) switches for diesel traction locos. • Operation of sander buttons. • Operation of horn. • Pressing the VCD alerter / acknowledgement button.

2. What will happen if the LP does not respond to the warnings of VCD?

• The blinking LED will continue for 17 seconds.

• After 17 seconds, a buzzer is switched on along with the blinking LED.

• A message will be displayed on the screen for resetting of VCD.

• The blinking LED and buzzer will continue for another 17 seconds.

• After 94 seconds (60+17+17), the penalty brakes will automatically apply

along with a message on the screen.

3. What will happen after 94 seconds?

• VCD counter is increased by one number.

• Buzzer is switched ‘off’.

• LED to continue to blink for another 35 seconds.

• BP gets reduced to 2.8 kg/cm2.

• Loco / formation brakes get applied.

• Engine speed comes to idle.

• GF contactor will drop.

• Power contactors also drop after master handle brought to idle.

4. How to release the penalty brakes?

• Bring the throttle to idle.

• Wait till the blinking LED is ‘off’.

• Wait till the train comes to a halt.

• Press VCD reset button.



DO NOT MAKE THE VCDs INOPERATIVE




Attention..... LOCO CREW

� KNOW ABOUT HOT ENGINE ALARM:

The hot engine alarm will come while cranking the loco or during the run due to the following reasons:- 1. No low water in the expansion tank.

2. LWS cut out cock may be in closed condition.

3. Water temperature is above 90o centigrade.

� PROBABLE CAUSES AND REMEDIAL MEASURES

Sl.

No.

Probable cause Remedial action

01 Low or no water in expansion tank

Check the water level, inform PRC, act accordingly.

02 Radiator fan not working

Put on emergency radiator fan breaker and work further duly ensuring fan is in working order. Even then if it is not working, shut down the engine, check the wire terminals of ECC (Eddy Current Plugs) and its carbon brushes. Check for free rotation of fan. If not rotating by hand, shut down the engine and advise PRC.

03 Radiator room door opened

Close the same properly.

04 Radiator chocked Make the remark in Loco Log Book and inform PRC.

05 Water pump not working

If water pump not working (engine room will be very hot & radiator room will be cool), shut down the engine and inform to PRC.

06 Atmospheric temperature is high

Cool the engine duly doing fast air pumping and work onwards.

07 Hot engine alarm due to exhaust elbow or manifold gases leaking.

Make the remark in Loco Log Book and inform PRC.

� FIRE PREVENTION MEASURES IN DIESEL LOCOS:

1. Batteries and battery cables: Lack of electrolyte, Over charging of battery may

result in internal short circuit in the battery cells and cause fire. If any indication

of overcharging in BA (Battery Ammeter) as noticed by the crew of the loco,

it is advised to check the condition of batteries located on loco for any short

circuit. If anything is found, the cable may be isolated. Still, if the BA shows

overcharging, loco crew is required to open battery knife switch provided in

the nose compartment.

2. Power circuit:

a) Loss of insulation of power cables between traction generator and traction

motors which are connected through BKTs, reverser and power contactors

may result in short circuit and finally cause fire. Such type of fire accidents

normally shows symptoms of smell/smoke of burning of cable insulation. So,

crew on notice of such symptoms immediately notch down the throttle to

idle, GF switch to “OFF” and Reverser to ‘neutral’ position.

b) Presence of foreign body on the BKT, Reverser, Power contactors etc., also

cause fire on locomotive due to short circuit. In such cases GR trips normally

and brings generator power cut-off. Ensure that no foreign material like

tools, etc., are left if they open control panel doors for any purpose.

Before resetting GR, an inspection shall be made for any foreign

materials in the above items of the power circuit.

Power ground: A foreign body or internal short circuit (Flash-over) in traction motor winding or traction generator also cause fire on loco. While

taking over the loco, LP to observe traction motor inspection covers and

traction generator cover for proper fitment and also ensure that no oil is

available in the traction generator / alternator pit.

3. Fuel System: Leakage of fuel oil from HP pipe line will lead to flashing of oil

on to cylinder head and exhaust manifold. This will result in catching fire. In

such cases, the concerned fule injection pump (FIP) to be locked by the LP.

4. BKBL and high resistance Grids: Either by foreign body or loose contact of cables laid for BKBL and high resistance grid also causes fire on locomotive in the nose compartment. Crew to keep a watch while train is moving on

dynamic brake for any smoke and smell and if such symptoms are noticed

dynamic brake should not be used.

5. Burning of thermal insulator: The insulator burns due to overheating of compressed air in the discharge pipe line of compressor/expresser.

6. Any external burning element like asbestos lapping etc., may also lead to catch

the fire on diesel locomotive.

7. Do not allow any cotton soaked waste, wool, etc., is loosely kept in the Engine Room which may contribute for catching fire.

8. Frequently check the loco axle boxes for overheating.

IN ANY OF THE ABOVE CASES, IF THE CREW FIND FIRE IN OR

AROUND THE LOCO, IMMEDIATELY HE HAS TO EXTINGUISH THE

FIRE BY USING THE FIRE EXTINGUISHERS PROVIDED IN THE LOCO

CAB.





Fly Leaf No.5 of 2011

Attention …… STATION STAFF & LOCO CREW

SECURING THE GOODS FORMATION OUTSIDE STATION LIMITS (SR

4.48 & 6.04)

Before detaching the loco of a Goods train in the block section

1. If the gradient is not steeper than 1 in 600 � Apply the hand

brakes

of 18 vehicles in

addition to the hand

brake of the BV.

2. If the gradient is steeper than 1 in 600 � Hand brakes of all vehicles are applied.

• Wooden Wedges shall be securely jammed under the farthermost wheels of the rake in the direction of the falling gradient.

• The LP, ALP and the Guard of the train shall ensure that the train is

protected by placing detonators and hand signals.

When the Goods train is unusually delayed in the block section 1. If for any reason, a Goods train is brought to a stand for a period

longer than 15 minutes, the loco brake (SA9) shall be applied in addition to the application of formation brake (A9).

2. If such stoppage happens to be in a train having roller-bearing stock on a gradient of 1 in 150 and steeper or in a train having non-roller bearing stock on a gradient of 1 in 100 and steeper, the following additional precautions be taken by the train crew; a. Hand brakes of at least 1/3rd of the formation or 10 wagons behind

the loco and 5 wagons inside the BV including the BV, whichever is more, shall be applied.

b. Special care shall be taken for special type of rolling stock, such as, BOX, BOBS, BOBR, BOI, BFR, etc.,

c. When the train is ready to re-start, ensure sufficient vacuum/air-pressure is created / charged, the vacuum brake/air-brake is applied before removing the wedges; hand-brakes are released and after ensuring all these precautions, release the formation brakes.

SECURING THE FORMATION WITHIN THE STATION LIMITS

(SR 4.57 & 5.23)

1. The Guard shall, before the engine is detached, apply hand brakes of BV and also hand brakes of wagons as follows:

a. If the gradient at the station � Hand brakes of BV or 6

Not steeper than 1 in 600 vehicles are applied. b. Steeper than 1 in 600 but � Hand brakes of BV + 6

not steeper than 1 in 260 vehicles or 12 vehicles are

applied. c. Steeper than 1 in 260 � BV + 12 vehicles or 18

vehicles are applied.

2. The SM / Guard are responsible to ensure the hand brakes of the vehicles are applied before the engine is detached from the formation.

3. In case of roller-bearing stock stabled on running lines or at a

Siding the following additional precautions be taken:

• Formation shall be wedged, chained and padlocked. • Crossovers which are accessible to running lines shall be kept clear

of vehicles. • If the rake of BOX, BOBS, BOBR, BOI, BRH, BRS, etc., are

stabled on a running line, hand brakes of at least 6 vehicles each from either side of the formation in addition to the hand brake of the BV shall be applied. In the absence of the BV, a total of 18 vehicles hand brakes are applied.

• The points must be set against the blocked line, clamped and padlocked. The keys are kept under the personal custody of the SM.

• Brakes shall be applied by the station staff under the supervision of the SM / Guard as per SWR.

• Wherever possible, such stock shall be stabled on lines which are isolated from other lines.

PRECAUTIONS FOR SECURING COACHING RAKES AT

STATIONS

EMU, MEMU,DEMU & DHMU RAKES

1. Loco-Pilot/Motormen/Loco-Pilot Shunter shall remove the ‘Reversing Handle’ from Master Control and Control switch keys where provided.

2. Destroy the BP Pressure to ‘zero’. 3. Close the isolating cock switch in the cab. 4. Close the windows and doors of all the cabs. 5. Put ‘ON’ parking brakes. 6. Keep skids/wedges under the wheels of the rake towards falling

gradient.

7. Use safety chains to secure the formation.

OTHER COACHING RAKES

1. Apply the hand-brakes in all the SLRs of the formation. 2. Skids/Wedges shall be securely jammed under the farthermost

vehicles of the rake in the direction of falling gradient. 3. Put on safety chains and lock it. 4. Close the rear COC of the locomotive (both BP & FP) and front

side of the coach (i.e., next to engine coach). 5. Wait for one minute and then uncouple the air-hoses and place

them on the support bracket. 6. Open the COC of the coach towards the locomotive before

uncoupling the locomotive from the formation.

PRECAUTIONS BEFORE CLEARING THE FORMATION

1. Attach the locomotive, couple the air-hoses, both BP & FP and open COC.

2. Apply SA9 and ensure loco brakes are applied. 3. Create BP/FP pressure and ensure 5.0 kgcm2 /6.0 kgcm2

respectively in the locomotive. 4. Ensure BP/FP Pressure of 4.8 kgcm2/5.8 kgcm2 respectively in the

rear SLR. 5. Loco-Pilot / Shunter to show hand signal in addition to the

communication through walkie-talkie set to the shunting staff. 6. Shunting staff after getting hand signal and speech communication

from the Loco-Pilot / Shunter, remove the safety equipment used for securing and release the hand brakes in the SLRs.

7. Release the entire formation before starting the movement.

SECURING OF THE DIESEL TRACTION LOCOMOTIVE IN


1. Apply SA9, i.e., loco brake. 2. Ensure throttle handle in ‘Idle’ position and GF switches in ‘off’

position. 3. Ensure selector handle in ‘0’ position. 4. Ensure Reverser in ‘Neutral’ position and keep the handle in

personal custody. 5. Ensure hand brakes of the loco in ‘applied’ position. 6. Ensure the skids/wedges are placed under the wheels of the loco. 7. ECS in ‘Idle’ position. 8. Close the windows and doors of the locomotive.

In addition to the above precautions, the following two points are also to be ensured for securing the locomotive in ‘dead’ condition.

1. Shut down the loco. 2. Disconnect battery knife switch and enter the same in the log-book.

SECURING OF THE ELECTRIC TRACTION LOCOMOTIVE IN


1. Apply hand brake, SA9 and ensure loco brakes are applied. 2. Keep MP on ‘0’, Reverser in ‘neutral’ position. 3. Trip DJ and lower the pantograph. 4. Remove BL, ZPT and Reverser Keys. 5. Provide skids/wedges under the wheels leading towards the falling

gradient. 6. Close the windows and doors of the loco-cabs.

In addition to the above precautions, Keep HBA in ‘0’ position for securing the locomotive in ‘dead’ condition.


SAFETY ORGANISATION




MONSOON PRECAUTIONS

ATTENTION ENGINEERING OFFICIALS & TRAIN PASSING

STAFF!!! …….. The detailed instructions regarding monsoon patrolling are brought out in

Chapter X of the Indian railway Permanent Manual and Appendix - IV of General and Subsidiary Rules 1976.

Periods for which monsoon patrolling shall be carried out over various

sections of this railway are furnished in the letter circulated by Works branch, Head quarters.

Vulnerable locations are defined in Para 1014 of Indian Railway Permanent

Way Manual. As per Para 1014(3) of Permanent Way Manual, all vulnerable bridges/locations have to be watched round the clock during the monsoon period.

REGULAR MONSOON PATROLLING GUIDELINES FOR

IDENTIFICATION

The extant instructions are:- In terms of Para 1001(4) of the Permanent Way Manual, during the monsoon certain sections of the Railway lines as may be specified shall be patrolled to detect damages by floods, breaches, settlements, slips, and scours and action taken to protect the trains, when so warranted. The Sr.DEN/DEN after personal inspections along with the concerned ADEN & SE/P.Way shall decide the block sections to be covered by regular monsoon patrolling. The guidelines in this regard are as under: 1. The personal knowledge of the mates, Keyman and Gangman as well as old

PWIs who might have worked in the section should be given special weightage in deciding as whether the block section should be covered by regular monsoon patrolling or not.

2. Action taken in earlier years by way of protective measures such as rebuilding/extension of water way of bridges, provision of flooring and drop of walls in bridges, pitching of the slopes of bank at approaches or bridges and other vulnerable locations, river training works, regarding of track etc.,

3. High banks and deep cuttings, heavy graded sections with steep slope of the ground towards track etc., cutting with tendency for earth of slide slopes to slip, boulders falling etc., if unsafe conditions can occur in a short time due to nature of terrain, they deserve special considerations for regular monsoon patrolling.

4. The actual timing of the beat shall be to give maximum coverage for passenger carrying trains in the sections. This patrolling need not be introduced over section where there are no passenger services during the night time.

5. On branch lines where there are no passenger carrying trains during night, patrolling need not be done. On such sections, it will be the duty of the Keyman to walk over their full lengths before the passage of the first train, their duty hours being suitably adjusted during the monsoon period.

6. When there are passenger trains only during the early hours of the night, night patrolling can be stopped after the passage of the last passenger train, but before the first train in the following train in the morning.

7. In case the last passenger trains runs late for any reasons, the patrolling shall be continued by the patrolmen till the last passenger train passes over the section. This should be ensured by the Station Master on duty.

8. Similarly when there no passenger trains during the night but there are passenger trains during the early hours of the morning, patrolling can be arranged only in the early hours of the morning can be arranged only in the early hours of the morning so that the patrolling is done once at least before the passage of the first train.

INTRODUCTION OF THE PATROL ON RECEIPT OF WEATHER

WARNING MESSAGE OR

DURING ABNORMAL RAINFALL/CYCLOE WEATHER

1. Introduction of regular monsoon patrolling does not absolve the responsibility of

the Gangmate to introduce gang patrol in terms of the provisions contained in Para728(4) and Para 1001(3) of the Indian Railway Permanent Way Manual as per which Gangmate is responsible for introducing gang patrolling on the receipt of message of weather warning or during abnormal rainfall/cyclonic weather. Gang Patrolling shall be introduced from the period covered by weather warning message as well as for 48hours beyond. The following procedure shall be adopted-

• During night time, if the block sections are covered by regular monsoon patrolling, Mate will arrange for posting additional Gangman to cover the known points of danger such as cutting or culverts likely to be in the form of either by mobile patrolling or by stationary watchmen.

• For the section not covered by regular monsoon patrolling, inclusive of day time, the Mate shall arrange patrolling to cover his entire section and also arrange to cover the known points of danger as mentioned above either by mobile patrolling or by stationary watchmen.

• The Gangmen to be utilized for gang patrol should identified by name and made to reside in the quarters, for which roster may be made by the SE/P.Way and beat of each Gangman specified and marked in the muster sheet both for day and night shifts separately and sufficient standby in reserve to cover leave/absence. Para 9(g) of Appendix-IV of General Rule (1976) is reproduced”

• In bad weather, the Permanent Way Inspectors may at their discretion, place two men from permanent way gangs to sleep at each Gangmen quarter elsewhere on the line so that they may be readily available for emergency. They may also post a man at each station to assist the Station Master in carrying out the instructions.”

ACTION TO BE TAKEN BY THE SECTION ENGINEERS (P.Way)

� The required number of patrol beat books in printed form shall be supplied by SE(P.Way) and will be kept in-charge of the Station Master at the beat stations of the particular section as indicated in the patrol charts for the section.

� The books must be serially numbered and personally handed over by the

station master on duty to the concerned patrolmen as per the roster indicated in the beat books. In addition to the filling up the particulars of the nominated regular patrolmen, the particulars of the leave reserves and rest giving

patrolmen shall also recorded along with their LTIs duly attested by the SE(P.Way) in the relevant columns in page Nos 2-5 the patrol books

� In addition, the patrolling book should also contain the scheduled arrival and

departure timings for each beat commencing and ending at each station. These shall be prepared by d SE(P.Way) and posted in the concerned patrol book( along with a copy of patrol diagram). A separate card board notice board should be exhibited in the SM’s office room giving the names of the patrolmen, their patrol beat number, scheduled arrival and departure etc., One Gangman may be arranged as reserve patrolman over and above the number actually necessary for beat commencing from a station to ensure that the substitutes are available, in case there are any absentees.

� SE(P.Way) of the section concerned is responsible for procurement and supply

of Equipment, clothing and consumable to patrolmen/watchmen.

CHECK OF MONSOON PATROLLING BY SEs/P.Way & ADENs

During the period monsoon patrolling is in force, SE(P.Way) should travel by night on engine once a week and by trolley once in a month covering his entire section during the night for checking the monsoon patrol. Wherever it is difficult to operate trolleys under block protection , the SEs(P.Way) must ensure surprise check at stations that the patrolmen are fully and properly equipped and that they are carrying out their duties according to schedule diligently and that they are conversant with their duties and protection. ADENS/Sr.DENs shall carry out more frequent inspections even though ADENs are to check these patrols once in a month as detailed in the IRPWM.

STATION MASTERS

On receipt of weather warning message from the SCOR, ensure the same is advised to AENs, SSE/SE/JE-P.Way, SE/OHE and Gangmate, Keyman and Night Patrolman, etc., either telephonically or through a messenger under clear acknowledgement with date & time. The same shall be recorded/pasted in the prescribed Weather Warning Register. • Make red ink entries in TSR & Station Diary about the name, designation and

time of departure/arrival of the night patrolman. Intimate the SCOR about its details.

• If, for any reason the Night Patrolman has not returned from the block section as per his beat chart, wait for 15 minutes and start issuing emergency caution order to all trains to observe a speed restriction of max. 40 kmph.

• At frequent intervals, check the essential equipment of the Night Patrolman. • Do not sign the beat book in advance and do not make all entries after the

completion of the night. • When there is a reasonable doubt that severe storm is going to break out

endangering the safety of passengers, trains, etc., in consultation with the train crew regulate the train at the station until storm abates.

LOCO-PILOTS

a. If the train is caught in the cyclone, storm or strong wind, and it is opined by the Loco-Pilot that it is likely to effect the safety of passengers and train, shall stop the train at a convenient place duly taking care not to stop on bridges, sharp curves, etc.,

b. Train crew (LP, ALP & GD) with the co-operation of passengers, keep the doors and windows of al coaches and allow the winds to pass through the same.

c. Re-start the train only after the storm and strong winds are abated. d. Follow the speed restriction as given by the SM when the Night Patrolman has

not returned from the block section, and be on the lookout for any unsafe condition observed/reported to stop the train.

e. Do whistle on approaches to level crossings, bridges, curves, vulnerable locations and also while backing the train from block section for any unavoidable reason.

f. Ensure the sanders are filled with dry sand and they are in working condition while taking over charge of the loco to avoid stalling.

ROLE OF CENTRAL CONTROL & SCOR’S IN DIVISIONAL CONTROL

CENTRAL CONTROL: The CHC/Central Control, Railnilayam, SC on receipt of the weather/cyclone warning telegram shall arrange to give a copy of the same to Engineering Control, TPC, TLC, Security Control, Commercial Control, Electrical Control, Test Room and Divisional Control concerned. Further, it is the responsibility of these controls to inform their respective officers/officials for necessary action.

a. A record shall be maintained about the name, designation and time of delivery of the message.

b. Constantly listen to the special bulletins on the radio and also watch the following two websites for updated information on weather/cyclone warning. Note: Cyclone Warning Centre -Visakhapatnam – Telephone No 0891-

2755163- Web Site www.imdchennai.gov.in www.imd.gov.in The updates may be taken for various Areas from Telephone No’s of Regional

Meteorological Centres given in the table below:

LIST OF ZONES AND WEATHER WARNING TELEGRAMS ISSUING CENTRES OF S.C. RAILWAY

ZONE

STATE & DISTRICT ��

� ��

I ��

��

!��"#$��%��#�

��#&�#$'��#��(��

)��%�!��*�

Regional Meteorological Centre Colaba,Mumbai- 400 005 Tel.No. Office 022-22150405

2,3&4

�� &��)��

��+� ��&��*��#$�#��

��&��#�)�� &�#��(��

��!��#$ #��&��#�)��##&�

��,��,��##�!��"#$��(�&��

��#�

Director In- charge Meteorological Centre Begumpet Airport, Hyderabad-500 019 Tel.No.Office 040-27904950,27908506

5 &6 Andhra Pradesh State Guntur, Prakasam and NelloreDistricts of South CoastalAndhra Region Nalgonda and Kurnool Districts. Nellore District Visakhapatnam East Godavari West Godavari and Krishna Districts of North Coastal Andhra Region

Director In- charge, Cyclone warning Centre Andhra University Campus, Visakhapatnam 530 003 Ph:0891-2543034, 2543036 Director In- charge State Meteorological Centre,Begumpet Airport,Hyderabad-500 019,Tel.No.Office 040-27908506,27904950

7 Karnakata State RaichurBellary,

Mohammadabad,Bidar & Gulbarga Director In- charge , Meteorological CentreObservatory complex,palace roadt,Bangalore 560 001,Tel.No.Office 080-22211118, 22235675

DIVISIONAL CONTROL

The CHC/Divisional Control, on receipt of the weather/cyclone warning telegram shall arrange to give a copy of the same to Engineering Control, TPC, TLC, Security Control, Commercial Control, Electrical Control, Test Room and Divisional Control concerned. Further, it is the responsibility of these controls to inform their respective officers/officials for necessary action.

a. He shall also tune into the radio for listening to the latest cyclone warning bulletins and watch the above referred websites.

b. The SCOR/s shall repeat the message verbatim to the SMs of all stations and record the name of the SM and time of acknowledgement in the nominated register and control chart.

c. He shall also co-ordinate in transmitting the information to the AEN/SSE who are out of headquarters as advised by the SM of the station.


SAFETY ORGANISATION



FLY LEAF NO.7

Attention…. SMs, LPs, Guards, SCORS & Supervisory

Officials

COMBINATION OF RUNNING OF GOODS TRAIN

WITHOUT BV & WITHOUT GUARD IS PROHIBITED

RUNNING OF GOODS TRAINS WITHOUT LV BOARD

OR WITHOUT TAIL LAMP IS NOT PERMITTED

UNDER ANY RULE

Running of Goods Train without Brake-van (SR4.23)

The following precautions should be observed- • Permitted under specific orders of Sr.DOM/DOM during emergencies

only. • Separate registers will be maintained in the Control Office. • Prohibited during Total Interruption of Communication. • Guard and the LP shall ensure that the formation is having continuity in

the air pressure. • Guard shall fix LV Board/Tail Lamp in rear of the last vehicle and travel

in the Loco. • At those stations where BPAC is not provided or not in working order the

CASM / Cabin Master who are manning the end-cabins shall ensure that the train is completely arrived by observing LV Board / Tail Lamp. At those stations where there is no end-cabins the SM shall arrange to depute his Pointsman in advance to the fouling mark in rear, who will inform the SM through walkie-talkie supported by PN.

• In Automatic Block System no other train must be allowed to follow this goods train without BV until the preceding train arrived complete at the next reporting station in advance.

Running of Goods Train without Guard (SR4.25.4)

The following precautions shall be observed- • Permitted under specific orders of Sr.DOM/DOM during emergencies

only. • Running of Goods trains without Guard should not be permitted if the last

vehicle is not a Brake-Van. • Separate register shall be maintained in the Divisional Control Office. • Duties of the Guard are devolved on the LP & ALP. • Loco Pilot should ensure that train is provided with continuous

Vacuum/Air Pressure. • LP of the train has to ensure that rear most four pistons are in proper

working order.

• Vacuum/Air Pressure Gauge shall be provided to the Loco Pilot. • When the train running without Guard encounters Vacuum/Air Pressure

trouble enroute- a) ALP should check the complete formation and attend for any leakage, hose-pipe disconnections etc., b) The ALP should also ensure that all the cut-off Angle cocks in open condition in the formation except the rear cut-off angle cock of the last vehicle and front cut off angle cock of the Train Engine.

• LP of the train has to ensure that required amount of Vacuum/Air Pressure is provided in the BV of the train before signing the BPC.

• LV Board/Tail Lamp shall be provided to the Loco Pilot to fix it in rear of the Brake-Van.

• SM shall issue caution order to Loco Pilot with an endorsement that ‘the train is running without Guard’.

• SM shall advise SCOR under exchange of PNs who will inform the Station Masters enroute. The SM shall also inform the cabin and gates under exchange of PNs.

• Sections where IB Signals are provided, the SM shall not despatch a train in rear of this train upto IB Signal even though the Axle Counter section is clear unless the train without Guard reaches the station ahead.

• In Automatic Block System – no train shall be allowed to follow the goods train without Guard until it reaches the next reporting station.

• At those stations where BPAC is not provided or provided but not in working condition, the SM shall ensure that the train is complete by deputing the Pointsman in advance to the fouling mark in rear who will inform the SM through walkie-talkie supported by PN.

• During tempestuous weather, total interruption communications and TSL working; running of trains without Guard is strictly prohibited.


SAFETY ORGANIZATION


SR.14.10.5 – When a stopping goods train is running without

brake-van or without Guard, the Station Master shall depute a

Pointsman in advance towards the fouling mark in rear. The

Pointsman shall ensure the complete arrival of the train is within

the fouling mark and inform the SM on duty on Walkie-talkie or

record the same in ‘Train Intact Arrival Register’ as the case may

be, with a PN to that effect.


FLY LEAF NO.8

Attention….

STATION MASTERS, CABIN MASTERS (SWITCHMEN), LPs &

ALPs

There were three unusual incidents in the recent past on our system

which could have resulted into worst disasters. Brief details of the same are given

below along with the required safety precautions to be taken to avoid recurrence.

ROLLING BACK OF PASSENGER TRAIN DUE TO NON APPLICATION

OF A9 & SA9:

1. On 10.7.2011 at about 0840 hours while Train No. 57129 BJP – BMO

Passenger with loco No. WDM3A 18925 was on run between MJF – CVB

(Malkajgiri – Cavalry Barracks) stations on non-electrified, double line,

Automatic Block Territory of HYB Division, loco shut down took place at

KM 614/700 due to OSTA tripping (Over speed tripping assembly). The

loco crew were busy in trying to reset the same for about 35 minutes.

After a gap of 38 minutes, the formation started rolling back towards

MJF station due to 1 in 110 falling gradient at a max. speed of 23 KMPH.

The formation on its own came to a halt due to raising gradient after

travelling a distance of 2.8 KMs approximately. There were three LC

Gates out of which one was in ‘open’ position.


a. The LP shall ensure that A9 and SA9 is immediately applied whenever

the train stops on a gradient for any reason like accident, loco failure,

OHE failure, etc., as per SR 4.49.2.

b. As per SR 6.04.2.1, for any reason if the train is brought to a stand for a





incline.

c. Protection of the train in rear immediately after the shutdown of the loco

should be done as per the procedure given under GR & SR 9.10 by

placing detonators apart from other precautions like rotating the side

light of SLR to display red towards the engine during night or place a red

flag on the side light bracket or on the handle of the door during day;

ensure the availability of tail lamp / LV board.

d. When an engine is disabled, the Guard shall ascertain from the LP if it is

necessary to requisite a relief engine. If the LP expects that putting the

engine in working order will take more than 5 minutes, he shall request

the Guard to arrange for relief loco as per SR 6.05.4.

BREACH OF BLOCK RULES BY DESPATCHING TWO TRAINS IN THE

SAME BLOCK SECTION:

2. On 10.7.2011 at about 2004 hours, Cabin Master (Switchman) of

Mandamari (MMZ) station of SC Division despatched DN 12851 BSP –

MAS Express towards Manchiryal (MCI) station by taking ‘off’ DN LSS

to proceed upto the DN IB Signal (Axle Counter section). The express

train went and stopped at the IB Signal for clearance of DN PFCB Goods.

At about 2018 hours, Cabin Master/MMZ took line clear for 12851 and

immediately put back for the reasons best known to him (enquiry report

awaited). Further, the Cabin Master / MMZ forgot the presence of BSP-

MAS 12851 express at IB Signal and tried to take ‘off’ DN LSS for DN

Tamilnadu Express which did not obey. Cabin Masters / MMZ & MCI

stations ignoring the presence of 12851 express at IBS resorted for

resetting the axle counter and taken ‘off’ LSS for DN 12022 Tamilnadu

Express. Tamilnadu Express Loco-Pilot entered into the section and

noticed the ‘stop’ aspect of DN IBS, noticed flickering tail lamp of 12851

and the Guard of 12851 also alerted the LP of 12022 who stopped the

train by applying emergency brakes. The train came to a halt just 600m

before the formation of 12851 Express.


a. The SMs / Cabin Masters of both the stations before resorting to reset the axle counter

between LSS and IBS shall invariably ensure that the previous train has

cleared that section by checking the TSR entries. In addition to this, they

shall follow the procedures as given under SR 14.13.

b. The LP of the train shall immediately contact the SM in rear when he

finds the IBS is at ‘on’ and act as per the instructions given by the SM in

rear vide SR 3.75.4.

NON STOPPAGE OF PASSENGER TRAIN AT SCHEDULED HALT

STATION:

3. On 31.7.2011 there was one unusual incident at Pergaon (PG) station of

NED Division, i.e., SM/PBN obtained line clear from SM/PG for Train

No. 51422 NZB – PUNE Passenger at about 0430 hours and accordingly

the TSR entry was also made by SM/PBN. But, SM/PG thought that it is

Train No. 11406 CCT – MMR Express and accordingly made entries in

the TSR and made arrangements for run through of the train by taking

‘off’ signals via Mainline. The LP, ALP and Guard of 51422 Passenger

failed to stop at PG as per schedule stop, instead they ran through the

station. SM/PG and Pointsman also exchanged ‘all-right’ signals thinking

it is Express train. After the departure of the train from PG station,

SM/PG realised the mistake and altered the TSR entry using whitener

and shown one minute stop as if the train stopped and started.


a. SMs while granting and obtaining line clear for trains shall clearly spell

out the numerical number and description of the train and accordingly

entries shall be made in the TSR as per BWM instructions.

b. SM before obtaining line clear from adjacent station shall confirm the

details of train from the SCOR.

c. LP. ALP and Guard of the train shall strictly follow the WTT guidelines

regarding stoppings vide SR 3.37.1 which stipulate that LPs shall bring

their trains to halt at stations where stoppages are scheduled in the WTT

even though signals governing departure from the stations are taken ‘off’.


SAFETY ORGANIZATION


• The LP shall ensure that A9 and SA9 is immediately applied whenever the

train stops on a gradient for any reason like accident, loco failure, OHE

failure, etc., as per SR 4.49.2.

• As per SR 6.04.2.1, for any reason if the train is brought to a stand for a





incline.




WINTER PRECAUTIONS IN MAINTENANCE OF TRACK (CTE/SC letter No.W.T-5/SP-WP/Vol. II dated 07.10.2010)

I. AWARENESS:

a. Increase awareness in the field officials regarding USFD & Winter precautions. b. ADEN of the section shall interact with each and every person of the Gang and

explain the precautions to be taken. c. Engineering Officers and staff shall conduct detailed inspections by push trolley of

platform lines and other passenger lines at major stations, corrosion prone areas and major bridges tunnels, high banks and their approaches.

d. The analysis of fractures shall be carried out.

II. DETECTION OF RAIL DEFECTS LEADING TO FRACTURES:

a. USFD Testing:

• Normal USFD testing as per need-based concept shall be ensured in all sections. • Periodic testing of AT welds has to be intensified and register on testing AT welds

to be updated. • In addition to the above, one round of testing shall be done before 31st October in

all 72 UTS rails territory where track has carried more than 250 GMT and in 90 UTS territory where traffic carried is upto 50 GMT.

• In addition to normal testing, testing of SKV/AT welds shall be carried out at all major bridges and approaches of 100m on either side before the onset of winter.

• One round of gauge face corner testing (GFC) of rails is to be carried out for all BG routes before 31st of October.

• USFD testing of rails having GMT more than 5 and upto 16 GMT per annum should be so regulated that one round of testing is done before 31st of October.

• Based on the data of 2008-09 fracture prone sections are to be identified and USFD inspection in fracture prone sections has to be increased.

b. Visual examination:

• Examination of rails ends and bolt holes at fish-plated joints is to be carried out at the time of greasing of fish-plates.

III. DETECTION OF FRACTURES:

a. By Keyman:

• Roster hours of Keyman during the winter season from 01.11.2010 to 29.02.2011 should be changed to 0600-1100 hours and 1400-1700 hours to detect failures, if any.

b. By Night Patrolman:

• Night winter Patrolling shall be in force from 1st November to 15th March. The period may suitably be changed / extended based on the local conditions.

• Patrolling shall be carried out from 2200-0600 hours on identified block sections. Night winter patrolling charts shall be signed by Sr.DEN/DEN of the section.

• The beat length and manpower deployment may be decided depending on prevailing local conditions, frequency of train service, weather conditions, etc.,

• In case the night patrolman does not turn up 15 minutes beyond the schedule timings mentioned in the beat chart, SR of 40 KMPH shall be imposed.

• The Patrolman shall also obtain the signature of the Gateman posted at the LC Gates en-route in his beat length, apart from the signature of the ASM of the station.

• Night foot-plate inspection shall be done by nominated Engineering Officials in the respective sections to ascertain the availability of the Patrolman as per the beat chart.

• Special patrolling may also be carried out by posting a mobile Patrolman in such identified stretches where corrosion of rail is quite severe in addition to the normal night winter patrolling. Such stretches shall be decided by the concerned sectional Sr.DEN/DEN.

• Rs.500/- may be awarded to the night patrolman who detects the rail / weld failure between 2200-0400 hours as an incentive.

IV. PREVENTIVE ACTION:

a. All AT and SKV welds which have completed their 50% of stipulated fatigue life

on sections having annual GMT more than 15 are to be provided with joggled fish-plates with 2 far end bolts having priority at the locations like curves especially the outer rail, approaches of bridges, high banks above 5m, high banks between 3-5m and other locations.

b. One meter long fish-plates are to be provided at fish-plated joints on all bridges including approaches.

c. TWR work is to be taken up on priority in identified fracture prone stretches. d. De-stressing of LWR at identified locations is to be taken up. However, the

conditions of rails for any corrosion particularly in the liner contact area of rail foot must be carefully checked. No de-stressing is to be done where rails get corroded in the liner contact area.

e. LWRs / CWRs identified as fracture prone and where the depth of the carrion is less than 2mm, de-stressing may be carried out at a lower temperature, i.e.., between tm to tm +5o.

f. Painting of rails in corrosion prone areas is to be taken up in large scale. g. Painting of weld collar with epoxy paint / anti-corrosive paints to be taken up. h. Sealing of liner contact area of rail flange with grease has to be done on gauge

face sides in corrosion prone areas. i. While repairing fracture, the rail which is inserted in the track needs to be cleared

by USFD before putting into track. Each SE/P.Way should have a stock of rails which have been tested by USFD and cleared for usage in track.

j. Suitable SR shall be imposed on stretches where foot corrosion at the liner contact area is quite severe, especially in such cases where the corroded liner contact area at the rail foot is shifted and is in suspended condition.

V. ACTION ON FRACTURE:

1. Night Patrolman are to be counselled and trained to take precautions for passing

the trains across the fracture location when gap at the fracture is upto 30mm. 2. Sufficient number of joggled fish-plates shall be provided at fracture prone

locations for use in cases of emergencies. 3. Adequate number of joggled fish-plates with clamps, wooden blocks shall be

provided at all manned LCs and in Gang tool box. 4. Joggled fish-plates with clamps shall be provided on one of the rails at every one

KM interval on UP and DN lines separately. However, the location shall be selected in such a way that it is staggered so that fish-plates are available in every ½ KM for use in emergency.


SAFETY ORGANISATION




Fly Leaf No.10/2011

Attention………LOCO, OPERATING,

MECHANICAL & TELECOM OFFICIALS Sub: Revised Joint Procedure Order No.1 of 2011 for long haul trains

including amendment No. 1 to Para 3.2 of the JPO. Ref: Railway Board’s JPO issued vide D.O.No. M (N) 951/8Pt. dated

03/03/2011.

The following are the unified instructions for running long haul trains on S.C.Railway. These instructions supersede all earlier JPOs issued in connection with long haul freight trains. 1.0 General:

1.1 A composition of more than one standard train formation is defined as long haul

train. The constituent trains may be either empty or loaded.

1.2 Following combination of constituent trains may be permitted in forming a long

haul train:

FRONT PORTION REAR PORTION

Empty Train Empty Train

Loaded Train Empty Train

Loaded Loaded

The constituent empty or loaded train s can be

BOXN/BCN/BCNHL/CONTAINER/STEEL rakes. 1.3 The combining rakes shall be with single pipe air brake system. However each

individual train must be having valid BPC.

1.4 All sections of SCR are identified for running of long haul trains. In case of

precedence/crossing of passenger carrying train and also under exceptional

circumstances these long haul trains will be split at the convenient stations as

operationally convenient.

1.5 8-Wheeler Brake Van (BVZI), if available, shall be attached in between two

formations. If both brake vans are 4-wheeler,both shall be attached in the rear of

the train.

1.6 Long Haul trains shall run under nomenclature of ‘Python’ which shall be

prefixed to the train name and clearly marked in FOIS and control charts etc.

Separate color code will be provided in FOIS and control charting to distinguish

such trains from other trains. It shall be relayed to Station Master of adjoining

stations asking line clear.

1.7 Maximum speed of the Python train will be restricted to lower of the maximum

speed of the constituent train in section. FOR OPERATION OF LOADED

LONG HAUL TRAINS HEAVIER THAN 9000 TONS, THE MAXIMUM

SPEED IS RESTRICTED TO 60 KMPH TILL FURTHER ORDERS.

1.8 Wherever point zones are track circuited and connected to the block instruments,

prevention of any possible rear collision due to blockage of fouling mark and

beyond area will be ensured. However on certain sections where point zones are

not track circuited or incase of failure of track circuit or failure of block

instruments at the station, line clear for the following trains shall not be granted

unless long haul train has cleared the block overlap of the Home signal.

1.9 Identified sections for long haul run will be provided additional, special T/G

board for long haul trains. However till such time the T/G boards are provided,

walkie-talkie will be used to inform Loco Pilot regarding the clearance of the

speed restriction zones.

1.10 The long haul train shall be run on single line clear. The tail board/tail lamp as

the case may be, shall be provided only in rear of the rear most vehicle. No tail

board/tail lamp as the case be, shall be in rear of middle brake van.

1.11 Guard of the leading train will travel in its brake van or middle locomotive and

the guard of the trailing train will remain in the trailing brake van.

1.12 Guard of the rearmost brake van shall be in charge of the train and the middle

guard will transmit any information between leading crew and rear most Guard

or vice-versa in case of any communication problem.

1.13 The guard of the respective formation shall ensure stabling precaution when

stables after shunting by applying hand brakes accordingly.

1.14 Guard shall possess pressure gauge without fail for ensuring the requirement of

brake pressure in the rear brake van.

1.15 As far as possible section controllers will ensure that through line clear is given

to long haul trains to avoid detention to the following trains.

1.16 All rules of G&SR for working of trains shall be applicable for running of long

haul trains also.

2.0 CARRIAGE & WAGON:

2.1 TXR Requirement: Python rakes shall only be formed at notified stations with

TXR presence. In case it is not existing TXR point, TXR staff should be

arranged at this point for the purpose of issuing ‘Cover BPC’ for long haul

trains as under as per the Pro-forma enclosed vide Annexure- I.

2.2 TXR shall be arranged for issue of ‘Cover BPC’. TXR staff shall check brake

continuity of amalgamated train and will issue cover BPC mentioning BPC

particulars including originating brake power of the individual rakes and also

pressure in the leading loco and the last vehicle. BPC will be handed over to

Loco Pilot of the leading train. However BPC of the two constituent trains will

remain with respective loco pilots and in case of absence of middle loco pilot

with the guard of the respective constituent train.

2.3 Air pressure in the leading locomotive shall be 5.0 Kg/cm2 and minimum

pressure in the trailing brake van shall confirm to the loco pilot in the leading

locomotive on the walkie–talkie set the pressure in the rear brake van before

starting the train.

2.4 Division shall follow instructions given in G&SR for detaching wagons on

account of hot axle, flat tyre etc., in long haul trains.

3.0 LOCOMOTIVE:

3.1 MU of WDG3A/WAG5/WAG7/WAG9 (Single WAG9 for empty rake)/ WDG4

loco should be provided for long haul in leading for smooth operation.

3.2 A single loco or MU as required as per the load table in WTT shall be provided

between two rakes so that when the long haul is splitted the two rakes can run

independently from the point of split.

3.3 It should ensure that RB/DB of leading locomotives are in working condition.

Long Haul Loco-Operation without use of distributed power system:

(These instructions are valid only for short-term Long Haul Operation)

Loco BP

creation

Powering Braking Emergency

Braking

Leading

Loco(s)

Yes Yes Yes Yes

Middle

Loco(s)

No* Yes/No# No YES

* This should be ensured b cutting of C-2 Relay valve on the Middle unit

manually. C-2 Relay valve setting should be restored at the time of separation of two constituent trains so that the rear train gets charged in a normal manner.

# May be selected on the basis of load hauled. 3.4 It should be ensured that Dynamic / Regenerative braking of the leading MU

locomotives is in working condition. Loco motives (leading + trailing) should be

in good condition to haul the stock on gradients without stalling. Second loco(s)

shall be marshaled in the formation in the middle of the two formations.

3.5 In case of loaded and loaded or loaded and empty combinations hauled by

Electric locomotives, atleast five compressors of the leading MU unit will be in

on condition. Locomotives in the middle of the Python rake are not permitted to

charge the brake pipe. Leading locomotive will work the train and trailing

locomotives will be just piped vehicle that can provide additional power when

required under the guidance of the leading loco crew.

3.6 For empty and empty combination long haul trains, the middle loco(s) shall be

made dead, available with crew during run.

3.7 Banker working instructions to be adopted for working of middle/banker loco of

these trains, which will be kept in the idle condition (keeping MP on ‘0’) and

will be manned by crew throughout journey.

3.8 At the time starting of loaded or one loaded & one empty rakes combination,

middle Loco Pilot(MLP) shall first take two notches as per the instructions of

leading LP and confirm the same to the leading Loco Pilot (LLP) through

walkie-talkie for proper bunching of train. Then LLP shall start notching up. The

middle LP shall then co-ordinate with LLP for further notching. In case of

banker will notch up first.

3.9 While observing the caution order, Loco Pilot should notch up and notch down

judiciously and control the train by RB/DB as far as possible minimizing the use

of train brakes. Entry and exit into RB/DB and out of it should be gradual for

first two notches allowing 10-20 seconds for first two notches each.

3.10 Before restarting the train after brake application, the Loco Pilot shall ensure

that BP pressure in engine and in the brake van has been restored. The guard in

the rearmost brake van shall conform this to the Loco pilot in the leading Loco.

A minimum of 10 minutes release time shall be ensured by driver in section

before restarting the train.

3.11 LP must ensure always 5.0Kg/cm2 of BP in the Locomotive and 4.7 Kg/cm2 in

rearmost brake van through guard of rear formation before notch up to avoid

train parting.

3.12 LP should put Dynamic/Regenerative brake to optimum use for controlling the

train to avoid brake binding on the formation.

3.13 LP should ensure attacking speed on various lengths of graded sections (up

gradients) as per the requirement of different types of locomotives.

3.14 In case of loco(s) of long haul train is changed en-route on any account; the air

brake system of the full load should be released to avoid brake binding. Before

starting the train, GLP should check brake continuity and ensure 5.0 Kg/cm2

pressure in the leading Loco and 4.7 Kg/cm2 in the rear brake van.

3.15 In case of the intentional parting between the middle BV and the middle loco,

the sequential procedure will be as follows:

(a) Rear Angle Cock of middle BV and the middle Loco to be closed.

(b) BP hose pipe between middle BV and middle loco to be un coupled.

(c) ¾ “COC/(A8for AC) & MU 2B valve of the middle loco to be put in open

position and GF switch (for Diesel)closed.

(d) Tail Board/Tail Lamp as the case may be, to be provided on the last

vehicle/brake of the leading formation.

(e) Continuity checks to be done for both formations by the loco crew and

guards of respective formations.

(f) After ensuring continuity, CBC should be opened and the formations parted.

4.0 COMMUNICATION:

4.1 Pre-tested walkie-talkie sets of adequate power will be supplied to the Loco

Pilot and Guard for reliable communications during run and to the TXR during

the course of formation. Whistle code as per G&SR shall be used by Loco Pilots

for communication between Loco Pilots and Guard.

4.2 The long haul trains shall be started from originating station by exchange of

physical signals (flag/light and whistle by Guard) and Loco Pilots. However, if

due to curve, Length or visibility obstruction, it is not possible to exchange

signals physically, the exchange of signals shall be done by using walkie-talkie

sets.

(*Advisor safety Railway Board Letter No. 2009/Safety (A&R) 19/29 dated 10/3/2010).

4.3 During the run if the walkie-talkie communication fails, the Long haul movement shall be terminated at the next station.

4.4 The Long haul train shall not be operated during total interruption of communications or during Temporary Single Line Working.

5.0 STAFF TRAINING:

For running of long haul trains crew and Guard will be imparted one day familiarization on running of long haul trains by a team of supervisors/Officers from Operation and Traction. Long Haul fitness training should be made part of the Loco Pilot / Guard during Initial/Refresher course curriculum. Similarly station staff of the section over this long haul will also be trained on long haul operations.

6.0 OTHERS: 6.1 Repercussions caused due to any failure related with long haul trains being run on trial shall booked on “OHTERS” account. 6.2 First ten trial trips of long haul trains on a particular section should be

monitored by deputing LI and TI on the Locomotives and rear BV. Running of long haul trains will be reviewed on the basis of joint reports, highlighting shortcomings observed during the run submitted by divisions.

6.3 For monsoon working, sanders of all locos should be in working order and monsoon time table for

deployment of locos should be followed. 6.4 These instructions should be published in the next Working Time Table after

review of trails. 6.5 All crew working long haul trains and PCOR/TLC/CCOR should be given small

pocket booklets containing these instructions. 6.6 Sr. DSOs of the Divisions and Safety Counselors should carry out checks on

such trains to ensure that violation of safety rules is not taking place. ANNEXURE-I (PART OF JPO NO.I OF 2011)

PROFORMA OF COVER BPC FOR ISSUING LONGHAUL PYTHONRAKES DATE: TIME: PLACE:

S.NO BPC PARTICULARS RAKE NO.1 RAKE NO.2

1 Type of BPC

2 BPC No.

3 BPC issued date

4 BPC issued station

5 BPC validity

6 Originating Brake Power

7 Type of wagon stock

Checked and certified that the Brake Pressure continuity has been observed and Brake Pipe Pressure level recorded is :

In Loco:_____________ Kg/cm2 & In rear BV:____________ Kg/cm2

Signature of SSE/JE/C&W Signature of the Loco Pilot Signature of the Guard

Name:_______________ Name:_______________

Name:______________

Sd/- Sd/- Sd/- Sd/-

CELE CMPE (DSL) CRSE CFTM *******



Fly Leaf No.11/2011

Attention.....

Operating, Commercial, Electrical & Telecom Branch

Officials

There was a side collision between one Goods train and coupled light engines on our system on 13.8.2009 in which 5 locos and 5 wagons were derailed. The loco crew of the goods train got confused with Starter and Intermediate Starter Signals with coach indication boards. Subsequently, in the Safety Review Meeting by GM on 03.12.2009, it was desired that a committee to examine this aspect and suggest alternative. Accordingly, a committee gone into this issue and a JPO on the subject was issued.

Some of the important points of JPO on the provision of coach / train indication boards at railway stations circulated vide letter No.

SG.190.PC.Telecom.Vol.2 of dated 30.3.2010 is brought out under the signature of CCM/PS and CCE. These guidelines are to be followed during planning, installation and commissioning of Coach Indication Boards (CIB) and Train Indication Boards (TIB) at railway stations over this railway to avoid recurrences of incidences mentioned in the above Para.

1. The CIBs should be in one row and never in two rows and should always be fixed parallel to the track.

2. CIBs at a glance should be provided at different categories of the stations depending on the category of the station at the main concourse, platforms, general waiting halls, upper class waiting halls, FOBs.

3. Single side view at a glance CIBs need to be provided at the entry points to the platform, waiting halls and main concourse. Whereas double side boards need to be provided on island platforms and FOBs.

4. Double side CIBs should be provided on all platforms irrespective of whether they remain under COP or not. This facility needs to be provided on all platforms at ‘A-1’ and ‘A’ category stations, in respect of ‘B’ and ‘D’ category stations, it is required only on such platforms where stopping Mail / Express trains are dealt.

5. Train Indication Boards (TIB) should be planned at different categories of stations, again according to the category of the station at such locations such as circulating area (5 liner board) preferably opposite to the entry, main concourse, platforms (2 liner board), waiting halls,

6. Operating current to the LEDs should be adjusted to the minimum requirement for adequate visibility in day and night conditions which improves life of the system.

7. Thorough survey should be done before preparing estimate for such works of TIB/CIBs. SS/SM in-charge of the station will represent Commercial Department.

8. New proposals for CIB / TIB should be made of integrated passenger information system.

9. All the station staff working at enquiry / announcement room should be trained in entering / editing data and also the Telecom staff for maintenance.

10. The train stopping location should be marked on the platform.

11. Default display should be programmed as “BLANK” to avoid the

continuous lighting of boards when there is no train. In addition,

platform wise switching ‘on’ and ‘off’ facility for and individual

boards should be provided so that the station staff can switch ‘off’

these boards in respect of individual platforms where no halting of

express train is dealt continuously for more than one hour.

12. The above instructions should be followed while proposing works for installing new coach / train indication boards and also for replacing the existing indication boards which are due for replacement on condition-cum-age basis.

*******


Headquarters Safety Branch uploaded their website recently containing

various safety literatures issued from time to time. Apart from this,

G&SR, amendments to G&SR, Checklist, question bank, Zonal DM

Plan, safety posters, safety slogans, video films on safety, etc., are also

uploaded. All of them are in downlodable versions. Please make

extensive use of the same and give wide propaganda of the same.

Browsing may be done in Mozilla Firefox or Internet Explorer.

Following is the site path:

scr.indianrailways.gov.in – about us – Departments – Safety –

View section content

SOUTH CENTRAL RAILWAY Safety.387/Fly Leaf/12/2011

Fly Leaf No.12/2011

Attention..... Electrical, Mechanical & Operating Branch Officials

Subsequent to the rear collision of trains in Chennai Division of Southern Railway on 14.9.2011 at 21.40 hours involving Chennai Beach – Vellore Cantonment MEMU train which rammed in rear of Arakkonam – Katpadi Passenger which was waiting at the signal of Chitheri station, about 90 KMs from Chennai in which 9 persons were killed and about 100 were injured, the existing JPO (issued vide lr.No.E.221/TRS/policy/Vol-IV, dated 14.08.2007) on usage of CUG mobile phones was revised and the following is the modified JPO on the subject:

JOINT PROCEDURE ORDER No.E.221/TRS/Policy/Loco/Vol.VI. Date: 05.10.2011 Sub:Use of mobile phones while on board brake-vans and on foot plate-Rev-1

Instructions for use of mobile phones while on board brake vans and on foot plate are given below:

1) While on foot plate i.e., after the LP & ALP are boarded the loco at the commencement of journey, the LP including LPs working DEMU/DHMU/MEMU/EMU (Single Man handling trains) and Shunters shall switch ‘OFF’ their CUG mobile as well as personal mobile phones and keep inside the bag / box carried for personal stores. The ALP and other Inspecting Officials on board loco’s driving cab shall keep their CUG mobile phones switched ‘ON’.

2) The Guards of trains shall keep their CUG mobile phones ’ON’.

3) When necessary, communication between Control and the LP / Motor man shall be made on the CUG phones of the ALP or Guard of the train or through phones of other authorised Inspecting Officials on board.

4) After arrival at the station where journey is completed, all LPs / ALPs and Guards shall keep their CUG mobiles in ‘ON’ position including periods while availing rest so that information pertaining to train running can be communicated.

5) In the event of emergency like accident, failure, etc., the Loco Pilot including Loco Pilots of DEMU/DHMU/MEMU/EMU (Single Man handling trains) and Shunters may switch CUG mobile phone to ‘ON’ position.

6) All personal mobile phones (other than CUG) while on board the loco driving cabs and brake vans of a running train shall be kept switched ’OFF’.

sd/- sd/- sd/- Dy.CEE (Loco) Dy.CME(R&L) Dy.COM (Goods)


Documents

FLY LEAF 2011INDEX - Indian Railways