Important cab equipments of KNOR brake 3-phase loco

PTDC Pneumatic Time Dependent Control

A-9 : Auto Brake valve handle

SA-9 :Direct Brake valve handle

Locking key

Mode Switch

SL. NO

Subject Page No

1. Good Work Done : 1 2. Recipients of Awards May

2011 : 2

3. Bad work done by Loco Pilots during April to June 2011

: 3

4. Duties of the loco pilot when experienced lurch, observed rail fracture

: 4-5

5. Precaution to be taken while changing the cab

: 5-7

6. The position of various cocks in leading and trailing loco of MU loco

: 8

7. Do You know? : 9 8. Alert Advice : 10-12 9. Rheostatic Brake

: 13-17

10. How to reduce SEC?

: 18

11. Method of testing loco brake power,Important Rules for shunting Operation

: 19-20

12. Attachment of Dead Locomotives

: 21-22

13. Addendum & Corrigendum : 23-26 24 Instructions regarding VCD : 27-28

CONTENTS CONTENTS

FOREWARDFOREWARDFOREWARDFOREWARD

It has been felt for quite some time that all the electrical

running staff of Asansol Division should have a forum for

sharing their experiences and ideas. TRS Operation Wing of

Asansol Division has already taken a voluminous shape and is

likely to be grown further in the near future with the

electrification of sidings and mainline. The strength of Electric

Loco Pilots, Asstt. Electric Loco Pilots, Shunters and Loco

Inspectors has also increased in the recent past. Though in

other divisions the “Chalak Patra” is in vogue, it was

discontinued in Asansol. Now it is felt that there should be a

platform for cultivation of technical, managerial and safety

related issues. The running staff and Loco Inspectors should

participate in sharing their experiences through this quarterly

periodical. I hope this will facilitate the running staff of TRS

Operation Wing and will also help in focusing on technical and

safety related aspects of train operation.

(J. N. Jha)

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

i. On 28.04 11Sri Basudeb Biswas/LPG/ASN took charge of the stabled loco at Barakar/UP loop. He checked the loco and found hand brake in applied condition. He tried to release it normal procedure but not succeeded. So he opened the hand brake assembly without asking the help of M/staff. In this way he saved the detention. The motivation of Sri Biswas was 2011highly commendable.

A cash award of ` .250/- was conferred to him.

ii. On 02.05.11 Sri S.M.Mallick/LPG/UDL while working L/No-

23087/WAG-5 with DGR/Pilot between 2nd and 3rd loop, observed that section insulator was parted and hanging at KM NO-270/64 at 14.00 hrs. He informed TLC/ASN immediately. So he saved unwanted incidence like panto entanglement and OHE damage.

A cash award of ` .300/- was conferred to him.

iii. On 03.6.11 Sri A.K.Mondal -2, Elect. Loco Pilot (Goods)/ASN

while working the train No. EC/HLZ 48 BTPN/Load with Engine No.28286/WAG-7 the train suddenly stopped in between RNPR and SLS at K.M. No.228/20 at 18.42 Hrs. due to BP pipe burst in between 22nd and 23rd BTPN wagon from train engine, he informed it to TLC/ASN immediately and isolated BP Angle cock of 22nd BTPN wagon and released brakes all the rear wagon and started the train at 19.52 hrs, arrived SLS main line at 20.10 hrs at restricted speed and saved detention in block section .

A cash award of ` .250 /- was conferred to him.

1

Chalak Patra

The following running staffs have received awards-

Sl No

Name of staff (S/Sri)

Award

1 Bhaskar Sinha, ELP(G)/ASN wkg. as TLC/ASN

GM Award ` 1500/-

2 Tarun Sarkar,ELP(G)/UDL COM Award ` 750/-

3 Nausad Ali Aansari ,ELP(G)/UDL - Do -

4 Jagadish Prasad, CLI/OPN/ASN. DRM Award ` 500/-

5 Rafi Ahmed Ansari, CLI/OPN/ASN. - Do -

6 Sushil Kumar Chakraborty, ELP(Mail/Exp)/ASN.

- Do -

7 Ghausul Azam , ELP(Pass)/ASN. - Do -

8 Md. Nasim, ELP(G)/ASN. - Do -

9 Brahmdeo Prasad Sah, ELP(G)/ASN. - Do -

10 Arun Kumar-4 ,ELP(G)/ASN. - Do -

11 Bibhas Chandra Ghosh, ELP(G)/ASN wkg. as ATFR/G/ASN.

- Do -

12 Arup Kumar Biswas, ELP(G)/ASN wkg. as TA at Sr.DEE(OP) Office

- Do -

13 Swadesh Ranjan Das, ALP(Elect)/ASN - Do -

14 Md. Quasim,ELP(G)/UDL. - Do -

15 Prasenjit Biswas,ELP(G)/UDL. - Do -

16 Achin Kumar Mridha ,LP(G)/UDL. - Do -

17 Amiya Kumar Mondal,ELP(G)/UDL. - Do -

18 Soumen Kundu,ALP(Elect)/UDL - Do -

19 Ajeet Kumar Singh,ALP(Elect)/UDL - Do -

20 Sougata Ghanti, ALP(Elect)/UDL - Do -

21 Kausik Lahiri, wkg. as TLC/ASN & group for better monitoring the TLC organization.

DRM Group Award to TLC

` 1000/-

2

Chalak Patra

Recipients of Award May 2011 Good work done by Loco Pilots during April to June 2011

Duties of loco pilot, when he has experienced a lurch:

• It is the duty of loco pilot to carefully note the kilometer number at which lurch was experienced.

• Report the occurrence in writing to SM of next station, irrespective of the fact that the train is booked to stop or not.

• To prevent against granting of line clear to the train and following actions should be taken.

• On single line token section loco pilot will not hand over the token till such time he has advised the SM in writing about lurch.

• On single line token less section and on double line, loco pilot shall stop the train in front of the station building or the block cabin.

• While entering in to the station, loco pilot should whistle frequently.

• He should hand over the Memo specifying the kilometer number, nature of defect, addressed to the SM of ends of block section PWI, AEN, SCOR, and SSE (loco) of the destination station and the DRM.

• If in the loco pilot’s opinion, the riding of an engine is inclined to danger he will run at a reduced speed of 15 kmph or less as considered safe and clear section and ask relief engine.

• SM will give all concerned message and issue caution order of 8 kmph till SE (PWI) certify the track.

• After reaching shed SSE (loco) will arrange to check loco thoroughly.

4

Chalak Patra

Duties of the loco pilot when experienced lurch, observed rail fracture:-

i. On 05.04.11 The ELP(G)/UDL while shunting a load of 59 BOXN/E with E/multi Loco No: 23332/23894 at Bankola Colliery from UKA line No:8 two wagons got derailed due to excess pushing of the load. Minor penalty charge sheet issued.

ii. One ELP (M/Exp)/ASN, on 13.04.2011 while working train No:

18450 Dn with Multi loco No: 22415(Working) + 21384 (Dead) ex-PNBE detained for 35 minutes due to self brake application in the dead loco. He failed to check the condition of the dead loco before starting from PNBE. As a result 06 other trains detained in line. The concerned LP has been taken up under minor penalty DA action

iii. On 23.04.11 one ELP(G)/UDL while shunting a load of 59

BOXN/E + 1MT with E/ Loco No23961/WAG-5 all wheels of BOXN/E wagon No: WR-900053 position last from T/Engine got derailed over buffer end at Motherboni colliery siding at about 07:30 hours due to excess pushing of the load.

Minor penalty charge sheet issued.

iv. On 09.05.2011 one Sr ELP (G)/ASN while working trains No: EC/BOXN/SER Ex-ASN with Elect multi Loco No: 23118/23075/WAG-5, the loco No: 23118 got wheel skidding problem but worked the train up to ANR in same condition without information to TLC. As a result the loco was failed by ANR crew while taking charge. The loco was checked at ELS/ASN and wheel skidding was found. Minor penalty charge sheet issued.

v. On 16.05.2011 One ELP (M/Exp)/ASN was working trains No:

15048 Dn Ex-JAJ with Elect Loco No: 22530/WAP-4, which failed at about 02:10 hours. Multi assisting loco was attached. However, the LP failed to isolate the lead and trail cock of L/No: 22530/WAP-4, which was to work as dead loco and wrongly isolated the FP isolating cock. Minor penalty charge sheet issued

3

Chalak Patra

Bad work done by Loco Pilots during

April to June 2011

Duties of loco pilot, when he observes rail fracture:

• If a Loco Pilot realises, while on run that there is rail fracture, he shall Stop the train and protect the train.

• Examine the track.

• If considers safe, proceed, Otherwise certification from the engineering official is required.

• If a gang mate / key man /patrolman detects rail fracture of less than 30 mm gap, he shall show stop hand signals and inform Loco Pilot of first train to pass the fracture spot at 10 Kmph on subsequent trains at 15 Kmph.

• Loco Pilot of the first train shall stop his train at the next block station and give memo about the rail fracture.

• SM, who received report from Loco Pilot about the rail fracture, shall inform the SM of the station at other end of the block section.

• Both the SMs shall arrange issue of caution order to trains to observe an SR of 15 Kmph and also advise all concerned.

• If the gap is more than 30 mm, only a PWM/PWI can pass the trains after attending the rail fracture.

Note : Strictly follow GR & SR 6.07

Precaution to be taken while changing the cab: Preamble:

Proper procedure, while changing the cab of the locomotive should be followed to avoid any unusual / accident. main precautions in this regard have been explained in this article.It has been seen that some mistakes are done in changing the cab of a locomotive which results in problem like brake failure, pressure not building up etc.therefore, important items which are to be given attention during changing the cab of a locomotive with single loco or multiple loco is given as under:

5

Chalak Patra

Following Procedure should be adopted step by step during cab changing in single loco and MU locos :-

Single loco:

1. Apply SA-9 and secure the loco.

2. Build up the maximum MR pressure.

3. open DJ

4. Lower the panto and ensure lowering of rear panto graph.

5. Lock the BL key and extract all keys from their sockets.

6. Close inlet and out let COCs of A-9 and SA-9.

7. Close and lock the doors and window shutters.

8. Go to another cab and apply SA-9 and open apply and supply COCs, ensure loco brakes are applying and releasing.

9. Open A-9 inlet and outlet COCs.

10. lock the BL

11. raise the panto

12. Close the DJ

13. Switch ON BLCP. Ensure working of compressors

14. Switch ON BLVMT. Ensure working of Blowers.

15. Take one notch, ensure ammeters are deviating.

16. Bring MP to ‘0’.

�OTE: On gradient apply hand brakes of Loco, if necessary

6

Chalak Patra

MU Loco Cab Changing Procedure:

1. Driving cab (Which was leading Loco)

a. Close BLCPD and build up MR pressure to maximum.

b. Keep A9 in release and SA9 in application position.

c. Ensure Brake Cylinder pressure is showing 3.5kg/cm2 and

pistons are projected out.

d. Do not change any pneumatic cut out cock positions.

e. Open DJ, switch OFF all auxiliaries, lower pantograph, put MPJ to '0', lock BL and remove all the keys.

f. Proceed to another Loco.

NOTE: On gradient apply hand brakes of Loco if necessary.

2. In other Loco (which was trailing Loco)

3.

a. Keep SA9 handle in application position and keep A9 in release position. Open A9 & SA9 inlet and outlet COCs.

b. Keep MU2B in lead position.

c. Open A8 COC.

d. Unlock BL box and raise the pantos close DJ and start auxiliaries.

e. Proceed to rear Loco change MU2B to TRAIL position, close A8 COC and close A9 & SA9 I/L & O/L COCs.

f. Close cab doors and windows.

g. Then return to the leading Loco and proceed further.

7

Chalak Patra

The position of various cocks in leading and trailing loco is given as under:

S.No

Name of valve Position in leading loco

Position in trailing loco

1 MU2B Lead position Trail or dead position

2 A9 brake valve handle Both cab Release Both cab Release

3 SA9 brake valve handle Both cab Release Both cab Release

4 A9 brake valve cut out

cock D/Cab- Open R/Cab-closed

Both cab closed

5 SA9 brake valve cut out

cock D/Cab- Open R/Cab-closed

Both cab closed

6 A9 differential valve cut

out cock Open Open

7 H5 relay cut out cock Open Open

8 HB5 relay cut out cock

(i) On air brake train Close Close

(ii) Vacuum brake train open Open Open

9 Distributor valve isolating

cock

(a) Isloating cock-Open (b) P/G Cock- For

goods- Cab-1 side For Pass-cab-2 side

a)Isolating cock-Open b)P/G Cock- For goods- Cab-1 side For Pass-cab-2 side

(Note: This valve remains open in 6.0’ clock position & close in 9.0’ clock position)

10 Lead and trail cock Open Open

(Note: This cock has been provided in cab no. 1 in WAG5 loco , in cab no. 2 in WAP1 loco and in pneumatic panel in some loco)

11

MTP cock (This main train pipe cut out cock is provided near PVI in corridor no. 1)

(a) Open (b) Closed for dead loco attached with vacuum

stock load

(a) Open (b) Closed for D/Loco attached with vacuum stock load

12 Feed pipe isolating cock) (This valve is closed as only single pipe system is working. In case twin pipe system working this

cock will be open).

13 Auto drain valve isolating cock on MR1 & MR2.

Open Open

14 MR equalizing pipe angle

cut out cock (White colour)

It will be open after coupling the loco

It will be open after coupling the loco

15

Brake cylinder equalizing pipe

angle cut out cock (Green colour)

-do- -do-

16 Brake pipe angle cut out

cock -do- -do-

8

Chalak Patra

i. Which relay is energized after putting HBA “ON”?

ii. What is the name of GR half notch protection relay?

iii. To avoid ICDJ, how much minimum MR or RS pressure

is required?

iv. Pantograph in raised condition indicates which fuses are

in good condition?

v. Earth fault in C-118 contactor coil causes what fuse to

melt?

vi. Extinguishment of LSB indicates which relay is

energized?

vii. MTDJ ( in VCB type) coil is called what coil?

viii. QLM is what type of safety relay?

ix. After closing DJ, what protects main transformer against

surge voltage?

x. Earth fault in QTD105 relay coil causes melting of which

fuse?

xi. Which switch in 3-phase loco to be put “ON” for banking?

xii. What protects LT circuit from surge voltage?

xiii. DJ trips by which relay in whenever fault occurs in SIV?

xiv. which brake is applied first when Auto Brake handle is

put on emergency position?

xv. What is normal aspect of TTR?

Answer is available in this magazine

9

Chalak Patra

GOVERNMENT OF INDIA MINISTRY OF RAILWAYS (RAILWAY BOARD)

No.2006/Safety (A&R)/3/12 New Delhi, dated 18.03.2011

Sub: Alert advice No 2/2011

Based on the prima facie causes of consequential train

accidents taken place recently on account of point operation under wheel, following alerts are advised for taking necessary precautions to preempt similar cases:-

• In two of the cases, the track circuit cleared even when there was train on the track due to improper track bonding. Railways are advised to carry out intensive checks on the track bonding plan (design as well as actual connections) on each and every station to ensure that no dead sections are possible and the track circuits remain fail safe.

• Cases of short cut being applied by the S&T/operating staff in

releasing the route prematurely using emergency route release have also led to point operation under wheel. In one of the cases, due to faulty wiring, an emergency route release done prematurely led to operation of point under wheel without any point operation command from the panel. It was also found that there were a large number of emergency cancellations done with collusion of ESM & ASM during last few months at this station.

This indicates that proper testing was not done at the time of commissioning. This is also a complete failure of officers and supervisory staff ho failed to detect such large number of cases of emergency cancellations uring their inspections.

Railways should ensure that all laid down procedures of testing as per hapter XIII of the SEM, are strictly adhered to before commissioning of I/EI/RRI installations. Intensive counseling of S&T and operating staff may be one so that they refrain from resorting to shortcut measures.

Sample checks may be carried out at officers level on procedures followed during normal/emergency cancellations, use of crank handle, point operation with track circuit occupied, opening of Relay rooms etc.

(Sunil Kumar) Adviser/ Safety

10

Chalak Patra

Do You know ? Do You know ?

GOVERNMENT OF INDIA MINISTRY OF RAILWAYS (RAILWAY BOARD)

No.2006/Safety (A&R)/3/12 New Delhi, dated 05.05.2011

Sub: ALERT advice No. 03/2011.

Based on the prima-facie causes of consequential train accidents occurred recently, following “ALERTS” are advised for taking necessary precautions to pre-empt similar occurrences.

►Collision due to rolling back of stalled train in block section:- Collision of a goods train with another goods train on Nagpur Division of South East Central Railway as the crew and Guard of the stalled goods train failed to secure the train in the block section after failure the train engine.

►Collision due to overshooting of Home signal by the Loco pilot:- Collision of a triple light engine with a goods train on Bilaspur Division of South East Central Railway due to overshooting of Home signal by theLoco pilot of triple light engine.

►Derailment due to Signal Passing At Danger by Loco pilot:- Q Derailment of a material train on Tinsukhia Division of Northeast Frontier Railway due to Signal Passing At Danger by Loco pilot.

►Derailments due to operation of points under moving wheels:- Derailments of express trains on Jaipur Division of North Western Railway and Delhi Division of Northern Railway due to operation of points under moving wheels.

►Derailments due to track defect:- Derailment of an express train on Mumbai Central Division of Western Railway due to fracture of tongue rail. Derailment of an express train on Allahabad Division of North Central Railway due to worn-out of tongue rail.

►Derailment due to obstruction on track:- Derailment of a passenger train on Konkan Railway due to obstruction on track caused by a boulder.

►Derailment due to non-clamping of disconnected point:- Derailment of an express train on Moradabad Division of Northern Railway due to failure of Station Master to clamp the points, already disconnected by S&T staff before issuing authority to pass the Starter signal.

ContdB..

11

Chalak Patra

►Derailments due to two routes:- Derailments of express trains on Firozpur Division of Northern Railway, Mumbai Chhatrapti Shivaji Terminus Division of Central Railway and Allahabad Division of North Central Railway due two routes.

►Accident at Manned Level crossing Gate due to passing of gate signal at ‘ON’ by the Loco pilot and the Gateman failing to plant banner flag and protect the line:-

Dashing of a bus against a goods train on Kharagpur Division of South Eastern Railway due to Passing of Gate Signal at Danger by the Loco pilot, the Gateman also failed to plant banner flag and protect the line.

►Derailment due to excessive loading and shifting of consignment:- Derailment of a goods train on Vijayawada Division of South Central Railway due to excessive loading and shifting of consignment.

►Derailment due to brake-binding:- Derailment of a goods train on Dhanbad Division of East Central Railway due to brake-binding.

(Sunil Kumar) Adviser /Safety

Answer of “Do You Know ?”

i) Q-118 ix) ET-2 ii) 6.5 kg/cm

2 x) CCA

iii) QLM xi) ZBAN iv) CCBA & CCPT xii) LTBA v) CCDJ xiii) QSIT vi) Q-50 xiv) EP Brake vii) DJ holding & tripping coil xv) SET viii) Over current

12

Chalak Patra

It is one type of electrical braking. This can be used in the following circumstances.

• To maintain constant speed on falling down gradients.

• To control the speed of the train while approaching signals, speed

restriction etc.

ADVANTAGES OF RB:

• No wear and tear of brake blocks wheels and track.

• Increases the life of bearings.

• Easy and safe to run heavy loads over Steep Down Gradients.

• Zero release time.

• Speed can be accurately reduced in Speed restriction (SR) Zone

PRINCIPLE OF RB WORKING

I. During application of RB, all the traction motors are disconnected from the power supply and each resistor tray of DBR unit is connected across the traction motor armature through CTF contacts.

II. Simultaneously, the main fields of all the traction motors are get connected in series through CTF contacts, thus making the traction motors to work as generators.

III. Excitation current to the field windings, which are already connected in series, is fed from ATFEX that is connected across one of the secondary windings of main transformer.

IV. Current in the separately excited fields of each TMs may be increased or decreased by progression/ regression of tap changer through MP depending upon the dynamic braking effort required to control the speed of the train.

V. Armatures, which are already in motion, runs in the magnetic field start generating current.

VI. Hence all the kinetic energy of the moving masses is converted into electrical energy generated by traction motors and dissipated in the form of heat energy in the forced air-cooled braking resistance bank (DBR).

13

Chalak Patra

PROCEDURE OF USING RB:

Just before using RB, apply A9 to minimum reduction for bunching of the formation.

• Keep MP from 0 to P, the following actions take place. a. CTF 1, 2 & 3 set to braking side. b. C 145 contactor closes and ATFEX comes into service. c. All line contactors remain in open condition. d. LSB signaling lamp glows and extinguishes. e. All TM field coils are connected in series through CTF 1,

2 & 3 contacts. f. All TM armatures are connected to RF resistances

through CTF 1, 2 & 3.

• Keep MP from ‘P’ to ‘N’ in braking side and move to ‘+’ for progression. a. The progression of GR causes excitation of magnetic field

of each TM. b. Ensure LSDBR is extinguished below 5 notches (in some

locos below 10 notches). c. Then only progress the notches as per requirement and

keep GR on same notch till required speed is achieved.

d. After achieving the required speed, reduce the notches accordingly.

• To move to traction side keep MP from ‘N’ to ‘P’ and then to ‘0’.

Ensure glowing and extinguishing of LSB, which indicates proper setting of CTF contactors towards traction side and opening of C145.

WORKING OF RB

• When notches are progressed in braking side, AC supply from TFP 1 goes to ATFEX, from there to RSI 1 where rectified to DC and smoothened by SL 1.

• Therefore DC current is fed to all TM fields (RSI1 to MF 1, 2, 4, 5, 6 to MF 3 and back to RSI1) in series.

• During RB all the traction motors work as generators.

• While progressing notches in braking side the 6 TM fields get excited and magnetic flux is created.

• As the armature is already in motion it cuts the magnetic flux and EMF is generated in armature.

• This generated EMF is fed to RF resistances. ContdBB

14

Chalak Patra

RHEOSTATIC BRAKE

RHEOSTATIC BRAKING CIRCUI T (WAG5)

8

4

CTF1

510

7

RQ20

13.2K

HO 1

HO 2

Q 20

CTF2

10

12

11

11

9

12 6

10 CTF1

QD1

11

12

4 5

10

9

11

CTF3

5

87

12 6CTF2

11

QD2

QD2

QE

SL1-1

RSI1

ELM

a5CTF3ATFEX

1 71

CTF1

1J1

U1

SL1-2

RU1

4

QRSI1

2

RPS1

MF1

SL2-2

SL2-1

RSI2

FROM

CTF 3-4

10

C145

a6

L1

CTF2

CTF1

RF3

MF4

CTF1

3

93

A3

RF2

2

QD1

QF1

RF1

M

U2RU2

28

56

MF3

RPS3

J1

J1

4

RPS2

MF2

3

6

U6

9

RU6

RPS6

65

J2

5

U5

8

RU5

2

CTF2

RF5

17

A4

4

CTF2

QF2

RF4

34J2

MF5

RPS5

12

RPS4

J2

CTF 3-6

MF6

12

L3

L2

L6

L5

L4

3

RF6

6

V R F

15

Chalak Patra

• Current in the separately excited fields of each TM may be increased or decreased by progression / regression of tap changer through MP depending upon the dynamic braking effort required to control the speed of the train.

• Hence kinetic energy of moving train is converted into electrical energy by TMs and dissipated in the forced air-cooling braking resistance bank.

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

• Current generated in the TM armature depends on the braking excitation current and speed of the train.

• RF resistances are cooled by MVRF (DC series motor), which is connected to TM 1 armature out put.

• When MVRF is working effectively, LSDBR signaling lamp extinguishes through QVRF relay.

• Generation of Current & induced EMF during RB is limited to 600 Amps & 325 volts.

PROTECTIVE EQUIPMENT IN RB:

IP Valve: This is an EP valve which is enrgised in traction side as soon as HBA is put “ON” through CTF-2 Tr side(N/O) interlock. It gets supply through Q-30(N/O) intercok after closing DJ. When CTF-2 is in braking side, it gets supply only through Q-30 (N/O) interlock. if DJ trips during RB it is de-energised and causes discharge of BP pressure through IP valve.

QE : It is an over current protection relay for excitation. During RB, if excitation current exceeds 750Amps to ATFEX, this relay will energize and cause auto regression of GR by de energising Q50 relay. When this relay energizes, a red target drops on the face of the relay.

QF-1 & 2: These are over current protection relays for generated current. During RB, if generated current exceeds 850A Amps, this relay will energise and cause auto regression of GR by de energising Q50 relay. QF 1 is connected in series with RF 1 and QF 2 is connected in series with RF 4. When this relay energizes, a red target drops on the face of the relay.

SWC : It is a pressure switch. During RB, if loco brake cylinder pressure exceeds 1kg/cm

2 by any reason, SWC acts

and its interlock opens on Q50 relay braking path, there by GR comes to ‘0’.

16

Chalak Patra

NOTE:

• In WAG7 and RB provided WAP4 locos RSI 2 out put is connected to all TM fields in series (RSI 2 to MF 1, 2, 3, 4, 5 to MF 6 and back to RSI 2).

• During RB, ammeters and voltmeters will indicate the amount of current and voltage generated in TM armatures. During RB, ammeter deviates down wards and voltmeters deviate upwards as usual.

• RB can be operated only when all TMs are in service.

• Do not use RB When Q50 relay is wedged.

• Do not use RB when MP is not working.

• Minimum working range of DBR is 30 kmph.

• IN SIV fitted loco MVRF is a Three phase asynchronous motor which gets supply from SIV after closing of EM contactor-C-108(In contactor panel).This contactor closes when MP put on braking side( P position) after opening of C-107(contactor for MVRH)

Precaution to be adopted before and after applying RB 1. Before using dynamic brakes load should be bunched on

buffers by applying A9 slightly and then releasing. 2. The current limit should not go beyond 750 Amps per

traction motor. 3. While applying dynamic brake, loco brake should be

released. 4. Loco brake should not be applied while applying dynamic

brakes. It may cause wheel skidding. 5. Watch on the high tension compartment should be kept

frequently to see any sign of overheating. As a practice the dynamic brakes are applied at a higher speed to reduce the speed of train and avoid the wear of brakes and wheels of rolling stock.

17

Chalak Patra

1. When notch is not expected to be taken for a while switch off BLVMT allowing a few minutes after GR is brought to zero.

2. Open DJ whenever the detention of train is expected to be more than 30 min.

3. Use the rear loco in MU only when required for hauling, otherwise switch off the rear loco through BLSN.

4. Ensure no brake binding in the formation.

5. Avoid frequent application of brakes.

6. Optimise control of train with rheostatic brake.

7. Avail advantage of down gradients and coast maximum extent.

8. Loco Pilots should call-out coasting boards along with other signals, to draw the attention of the Loco Pilot at the down gradients.

9. Steady and even braking at every halt with minimum application of brakes, which will help not only in increasing the life of brake blocks and wheels but also saves electrical energy.

10. Account of correct tonnage/ load for goods trains and proper entry in CTRs. Mention the energy readings in CTR also.

11. Late taking of signals or continuous running on Yellow signals to be reported.

12. Note and mention the energy at start and stop. In three phase loco mention both consumed energy and Regenerative Energy at start and stop.

NOTE:

� Each stoppage of goods trains consumes 200KWH of energy in an electric train of 3600 Tonnes. and costs ` 920/-

� Switching OFF blowers, when loco is waiting for signals saves 75 units per hour. i.e. `.345/-

� Switching of rear engine in case of MU operation saves 115 KWH per Hour. ie. ` 529/- and improves power factor.

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

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How to reduce SEC

Method of testing loco brake power:

Preamble: Whenever the charge of a locomotive is taken by driver, the loco brakes are tested to ensure its effectiveness.

Method for testing the loco brake power: 1. Ensuring proper position of the cocks: The isolating cocks of

the locomotive should be put in proper position. 2. Traction test: After closing the DJ, all auxiliaries should be

started with the help of BL switches. Loco brake should be applied by moving the loco brake handle in application position. It should be ensured that brake cylinder pressure is about 3 to 3.5 kg/cm2 and brake blocks are applied on the loco wheels.

After this following should be done to ensure the adequacy of brake power. (i) Notches should be taken in such a way that traction motor

current becomes about 650 amps. This much current is generally obtained by taking three to four notches. The loco should not move with the current of about 650 amps. This will indicate that brake power is sufficient.

(ii) At the same time, the brake blocks should not exert too

much pressure on the wheels so that it may result in skidding of the wheels. Therefore, to assess the maximum braking effort, the current is increased to a value of 850 to 900 amps. At this amount of current, the loco should move slowly in brake applied Condition. This test gives the indication that the braking effort is adequate i.e. neither low nor too high. If the brake power is found to be inadequate, this should be informed toTLC for further action in this regard.

IMPORTANT RULES FOR SHUNTING OPERATION: Preamble: Shunting operation at station or yard is to be performed. Coaching as well as good stock are shunted with the help of engine as per the requirement of train operation.

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Important rules for carrying out shunting work from the point of view of loco operation are-

1. While attaching the engine with the position of the coach or wagons

for which shunting is to be performed, the following precautions

should be taken. This is also applicable for engine being taken on

load.

i) While approaching the wagon or coach for shunting purpose, driver must work the engine with leading cab only. This will provide better visibility of the location of coach/wagon to which the engine is to be attached for controlling the engine properly.

ii) The engine should be stopped about 20M in advance of the coach/wagon to which engine is to be attached. After this engine should be moved dead slow towards the coach/wagon as per the signal of the pointsman or guard so that engine is attached with the coach/wagon smoothly without any jerk.

2. At stations where there is a gradient steeper than 1 in 400

falling away from the station within the station sections towards the approaching train, shunting should be performed with the engine lending towards the falling gradient at a class B station.

3. Loose shunting: Loose shunting means vehicles being

pushed by an engine and being allowed to run forward unattached. It include hump shunting. Cranes vehicle carrying passengers, workers, explosives, dangerous goods or live stock or any vehicle should not be loose shunted and no loose shunting should be made against them.

4. Speed during shunting operation: The speed during

shunting operation should not exceed 15 kmph unless otherwise specified.

Supervision of shunting operation: At stations other than road side where separate shunting staff is provided, the shunting operation must be supervised by the competent person as specified in station working rules. At road side stations, the guard-in-charge of the train must personally supervise all shunting connected with his train under instructions of Station Master.

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(Railway Board’s letter: 1. No.. 99/Safety(A&R)/19/10 dated 10.12.2001 and 2 No.2000/M (L) / 466 /803 dated 1/9th March 2004)

I. Conditions for attachment of dead locomotive:- i) Certificate for ‘Fit to run is issued by Section Engineer/Loco

Inspector/Power Controller for Passenger /Goods train. ii) Maximum permissible speed of the train shall not be less than

maximum permissible speed of the dead locomotive iii) Arrangements have been made to ensure that brakes can be

applied on dead locomotives in synchronization with working locomotives.

iv) Running of double/triple headed is permissible on the section

over which the dead locomotive is to be hauled. v) When a dead electric locomotive has to be moved on a non-

electrified section, special check shall be made regarding its infringement to the schedule of maximum moving dimensions. In the case of any infringement, the dead locomotive shall be treated as an ODC.

vi) As a final check, the coupled locos should be run for about 500

meters and the driver shall check for any abnormal rise in the temperature of the wheels of the dead locomotive and shall also check it at subsequent stops during the journey.

vii) In addition to freight/passenger trains, a dead locomotive can

also be attached to Mail/Express trains including Superfast trains but excluding Rajdhani and Shatabdi if the locomotive brakes including proportionate brakes are operational and maximum permissible speed of the locomotive is not less than the booked speed of the train in which it is being attached. Locos with inoperative brakes can be attached subject to the brake power of the train being within the permissible limits. Locomotive with defects in under gear equipment can be attached only in freight trains.

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II. Attaching/hauling of dead locomotives by Mail/

Express/Super fast/Passenger trains: -

i) Only one dead locomotive (diesel/electric) can be attached. ii) Brake power of the train should be 100% excluding dead

locomotive iii) As far as possible, brake should work on dead locomotive.

However, if it is not possible, then in the case of air-braked train, brake pipe and feed pipe of working locomotive shall be connected to brake pipe and feed pipe of trailing stock and dead locomotive will work as piped vehicle.

In the case of vacuum braked train, vacuum pipe of locomotive shall be connected with vacuum train pipe of trailing stock and the dead locomotive shall be treated as a piped vehicle. If the locomotive is fitted with pure air braked system and vacuum pipe is not provided on locomotive then it should be attached with air braked trains only.

III. Attaching/Hauling of dead locomotives by goods trains: Movement of maximum three locomotives (2 working+1 dead) with load is permissible subject to observations of all restrictions on operation of double/triple headed working locomotives in the section provided that brakes in dead locomotives are operational. The above instructions should be strictly followed and it is, therefore, advised that these guidelines be supplemented in the respective Subsidiary Rules also.

IV. Escorting of dead Locomotives:

Escorting of locomotives (diesel as well as electric) attached to freight and passenger carrying trains is not necessary if the brakes including proportionate are fully operational and the dead locomotive is attached next to the train engine. The dead locomotive will continue to be escorted if attached in the rear of brake van or has defect in under gear equipment.

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AAAtta Attachment of Dead Locomotives

EASTERN RAILWAY

KOLKATA

14th Addendum and Corrigendum to the General and Subsidiary

Rules Book

(Revised and Reprint 2003)

1. Delete the existing SR 3.61 (d) and insert the following in its place -

SR. 3.61(d) [i] In foggy or tempestuous weather or in dust storms of heavy rains when station signal cannot be seen, the Station Master on duty shall personally ensure that the station signals are lit and then send two trained men to act as fog signalmen, one in either direction to the fog signal posts, which are erected at all stations [270 meters outside the first Stop signal.

[ii] The placement of detonators is not necessary in the following circumstances- (a) Where adequate pre-warning is provided i.e. at stations

where double Distant signals are provided. (b) Where maximum speed allowed in the station section is

upto 15 kmph even at station where pre-warning signal is not available, but a Warning Board exists.

(c) Where speed of the section is less than 50 kmph (but

more than 15 kmph) and the first signal of a station is not a Stop signal.

(d) In Automatic Signalling territory.

(e) On gate signal. (f) On Departure signal.

(g) At the site(s) of Temporary Speed Restriction imposed

due to maintenance of Track/OHE/Signal.

(h) In sections where a reliable Fog Safe Device has been provided on Locomotives.

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.

2. Delete the existing SR 3.61 (I) and substitute by the following –

SR. 3.61(I) Divisional Railway Managers will notify the names of stations at which fog prevails persistently. At each such station, four of the station Gr. ‘D’ staff [ or if this number is not available it may be made up by one or a minimum of two Gangmen per station being deputed by the Permanent Way Inspector] shall be posted and detailed to act as fog signalmen. All four men must be fully trained in fog signal duties and must be regular employees of the Railway, and not ‘substitutes’. The four employees detailed as fog signalmen will be replaced by the appointment of two or more Gr.’D’ staff at the station and by one or two temporary men in the engineering gang from which the permanent men have been withdrawn.

3. Delete the existing SR 3.61 [h] and re-number the subsequent SRs accordingly.

4. Delete the existing SR 3.75 (e) and re-number the subsequent SRs accordingly.

5. Delete the existing SR 9.02 (vi) and substitute the same by the following - SR 9.02(vi) After passing automatic signal at ‘ON’, the Loco Pilot of the

following train shall ensure that minimum distance of 150 metres or two clear OHE masts is maintained between his train (in clear weather) and the preceding train, if any, or any obstruction on the line ahead. However, in the case of EMU trains the minimum distance of 75 metres or one OHE mast shall be maintained between EMU train and a preceding train if any or any obstruction on line ahead. However, during dense fog, after passing an Automatic Stop Signal at ‘ON’ (Red), the Loco Pilot / Motorman of the train hauled by any locomotive including EMU train shall, while moving at a speed not exceeding 08 kmph should ensure that he maintains a reasonable distance at which he is able to observe the flashing tail lamp of the train ahead or the obstruction, as the case may be. Zonal Railways may like to communicate to all their Loco pilots who work in Automatic sections affected by fog that they may control the speed of the train / EMU, MEMU, DEMU etc. so as to be able to stop adequately short of the train or obstruction.

(Authority: Board’s letter No. 98/Safety (A&R)/19/16 dated. 23.8.10)

Kolkata,, Dated: 18th November, 2010. Sd/- (Rakesh Saksena)

Chief Operations Manager

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EASTERN RAILWAY

KOLKATA NO.TG202/CS/G&SR/Pt.XI Dated 27.12.2010

NOTIFICATION

Sub: 15th Addendum and Crrigendum to the General and Subsidiary rules Book.

(Revised and Reprint 2003)

1. Substitute SR 3.78(ii)(a) as Under: A Driver/Motorman, Assistant Driver, Diesel Assistant shall operate a minimum number of 3 trips(one by day and two by night) each way (Up and Down) initially for learning the road over which he has to work so as to acquaint himself with the system of working. location of signals and other local conditions as required under GR3.78(4). These three (3) trips each way learning of road should be irrespective of single line nor double line section.

2. Substitute SR 3.78(ii)(b) as under: The above mentioned staff will not be considered to be fully

acquainted with the section in which he has not worked a train since 3(three) months or more. In such he has to take fresh “Road Learning” to refresh his knowledge of the section. For this purpose, he should be given learning for 2(two) trips (one by day one by night)

In each of the above cases (a) and (b), at least one of the trips on “Road Learning” preferably the last trip must be with the LI/SLI. A competency certificate in this regard shall be issued, if qualified by an official not below the rank of LI/SLI. None of the above mentioned staff who has not had sufficient “Road Learning” as specified shall be booked to work a train. The Crew Booking Official shall be fully responsible for booking any unqualified staff. The Loco Foreman/Shed Foreman/traction Foreman shall also ensure that this crew booking official books only the qualified engine crew who has satisfied the stipulations under (a) and (b) above.

A record of all competency certificates issued to these categories of staff shall be maintained by the Loco Foreman or Shed Foreman for staff belonging to Diesel Traction and by the Traction Foreman for the staff belonging to Electric Traction.

Sd/ (Rakesh Saxena)

(Chief Operations Manager)

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EASTERN RAILWAY KOLKATA

NO. TG.202/CS/G&SR/Pt.XI Dated: 28.3.2011. 17

th Addendum and Corrigendum to the General and Subsidiary

Rules Book (Revised and Reprint 2003)

The following shall be inserted under existing GR 3.73 (2) (a), (b) & (c) as SR: SR 3.73 : When a Loco Pilot finds a gate stop signal at ‘ON’ he

should bring his train to a stop in rear of the signal, wait for one minute by day or two minutes by night and if the signal is not taken ‘off’ he will draw his train ahead cautiously and stop short of the gate and then be hand signaled past the gate by the Gateman and in absence of a Gateman by Assistant Loco Pilot or by the Guard of the train after ascertaining that the gates are closed against road traffic.

Sd/- (Rakesh Saksena)

Chief Operations Manager.

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