Q) How ALP is trained to work online as LP. What are the components of training?

They are given following training.

1) Handling training of locomotives:
This is given for one month period. This training is generally given by nominated loco
inspector to whom the driver has been allotted. During handling training, the driver works
under the supervision of loco inspector and makes himself conversant with the operation
of various cocks, handles, location of equipment etc. for day to day working.
2) Road learning training
i) The road learning training is given to each driver for the sections where he has to work.
ii) If the candidate is not confident of road learning, in the prescribed period, he may ask
for an extension of road learning period to his depot incharge. On getting such request,
road learning period is suitably extended. But, the declaration of having learned the road
has to be taken from each candidate.
iii) Training as co-driver:- It is normally a practice to allow the newly promoted driver to
work as co-driver for a month along with the experienced goods driver. This helps to get
the feel of driving and absorbing the driving technique by newly promoted candidate and
clarify his doubts. During this period of working as a co-driver, nominated loco inspection
keeps a watch on the performance of the driver and guides and counsels suitably.
Competency Certificate:
After completing their training as above, nominated loco inspector gives a certificate for
the driver that the handling, road learning and co-driver training has been done
satisfactorily and fitness to work train independently. After getting certification by loco
inspector, the candidate is once again interviewed by AEE(OP)/SR.DEE(OP) and Safety
Officer and if candidate is found suitable during such interview the competency certificate
is issued authorizing the candidate to work the train independently. For filling up the
vacancies of goods driver, due to non-availability of shunters suitable for promotion as
driver, Railway Board has given relaxation from time to time for promotion of assistant
driver to goods driver with the following conditions”-
1. Assistant driver should have 60,000 kms of foot plate inspection as assistant driver.
2. Assistant driver has completed 2 years of service on line.
With the above condition, Assistant Drivers are promoted only on ad-hoc basis. They have
to be regularized as a goods driver after following the proper procedure of selection as
explained above.

Q) How CMS be used to report unusual observed by loco pilots in sections?

After the completion of the trip the driver logs on to CMS for signing off. At that time he
has to go through some questionnaire that enquires about any unusual observation
regarding track, ohe or any other issues faced by him. The driver will enter all the
irregularities observed in OHE, track or signals or any other unusual occurrences and
mention the locations. This information can be used by respective department to locate and
attend the issues.
Q) Facilities available in a trip shed. Explain in detail?
1. COVERED SHED
The covered shed should be in good condition with sufficient air and light to protect from
extreme weather conditions like sun, heavy rains etc. There shall be provision of approach
road to the trip shed.
 There should be no water leakage from roof top in rainy season.
 There should be sufficient illumination for general inspection.
2. PIT
 The depth of pit from rail level shall be as per standard design.
 Proper cleaning and drainage of the pits should be ensured.
3. INFRASTRUCTURE FACILITIES
 Separate office with LAN connected system, proper material storage
 Staff Room with table, chairs, lockers etc.
 Two rooms for storing of lubricants, loco spares, brake blocks etc.
 Separate space/room for scrap material storage
 Safe drinking Water and toilet facility for staff.
4. STORAGE OF SPARE READY EQUIPMENT:
 Proper storage of ready spare equipment in racks using FIFO.
 Proper record of ready spare equipment in register.
5. HUMAN SAFETY ASPECTS:
 Helmet ,Industrial shoes, Hand gloves ,Dress material or stitched dress
6. EARTHING ROD:
 Earthing rod and cable with clamp connection.
 Proper procedure of providing discharge rods
7. ISOLATION OF OHE:
 Castle lock arrangement in isolator shall be working order.
 Provide additional pad lock in isolator for personal safety and staff will keep key
with him till working on loco roof.
8. FIRE FIGHTING ARRANGEMENT”
 Availability of sand and water, fire extinguishers at appropriate locations.
 Training of staff.
9. FIRST AID:
 Ensure availability of first aid box and its timely recoupment.
10. SAFETY PRECAUTIONS:
 Display of safety slogans and provision of boards at various locations.
11. EARTHING OF SHED SUPPLY/ EQUIPMENT:
 Ensure proper earthing of equipment such as welding plant, electric panel etc.
12. TOOLS:
 Ensure availability of sufficient & proper tools like megger, temperature sensing
device etc and testing eqiupments.
13. SAND:
 Ensure availability of dry and sieved sand.
14. LOCO SAFETY ITEMS:
 Ensure all safety items and safety fittings are intact while dispatching the locos.
15. ELECTRICAL FITTINGS
16. AVAILABILITY OF M & P:
 Ensure proper working and maintenance of machine and plant available in trip shed
for smooth working.
 Portable welding plants- 02 nos.
 Speedometer data extraction unit (speed-cumenergy)– one of all makes.
 Meggar 500 V and 1000 V- 1 no. each
 Temperature sensing device (non-contact type thermometer) – 4 nos.
17. Other miscellaneous items:

Q) 10 HOURS DUTY IMPLEMENTATION OF DRIVERS

Drivers are running the trains round the clock. As the mail/express/passenger
trains may run, late or goods trains do not run as per the time table, duty hours of the drivers
are likely to exceed the specified period of duty hours at a stretch. As the over hours may
result in drop in efficiency and alertness of drivers which may ultimately affect the safety
of train operation. Therefore, watch on the duty hours of drivers are kept. In this chapter,
the system of keeping watch on this factor is explained.
Factors affecting the duty hours of drivers:
The driver’s duty hours for goods train varies on number of operating factors. These can
be summarized as under:
i) Distance between crew change point
ii) Pre-departure detention of the crew
iii) Gradient and banking of the train in section
iv) Traffic density of mail/express/passenger trains
v) Unusual occurrence of the train in section or station
vi) Vacancies of the running staff.

The duty hours of the mail/express and passenger trains are generally well within the
specified time limit because they run as per time table. However, in rare case where trains
are diverted or trains are detained in section due to accidents etc. the drivers are provided
with suitable reliever. Therefore, main task remains to watch the duty hours of the drivers
of freight services. The duty hours may exceed the specified duty hours if watch is not kept
due to the reasons already given above. In such cases, the driver’s efficiency may drop
drastically and may commit some or other mistakes which will lead to unusual/accidents.
For keeping watch on the working hours of the drivers, crew controller on duty maintains
a log books where drivers name and sign on time is recorded / any driver which is
approaching a duty hours of 10, a relief driver is arranged by the crew controller. Section
controller (SCOR) may be advised to run the goods train of such drivers without stopping
for precedence in section so that the driver may reach the destination within 10 hours.
However, if this is not possible the relief should be arranged at the convenient station.
Driver may also demand for relief after completing the 10 hours duty period, therefore
crew controller should be alert in arranging the relief well in advance to avoid the detention
to the train.

Q) Brake feel test:

The driver is supposed to test the brake power of the train at the first opportunity after
starting the train. This is very important for safety of the train operation
because it gives the feel of brake power available on train which will help the
driver for controlling the train during its course of journey whether driver is
doing the test. This should be checked during foot plate inspection.

Q) Items to be checked while carrying out Foot Plate Inspection:-

All the railway officers and supervisors carry out foot plate inspection to review/judge
their system of maintenance, organization discipline, level of alertness etc. from time to
time. Foot plate inspection indicate the performance of all the department involved in
train running. Therefore, the officials who are carrying out Foot Plate inspection should
keep watch on the relevant aspect of train working particularly the areas connected with
their branch. As a TRO officials the main attention is given to punctual train running and
performance of the crew and loco. While there cannot be fixed number of items to be
checked while carrying out foot plate inspection, even though, guide line can be provided
so that foot plate inspection can be more meaningful and productive.
Some points to be kept in mind during foot plate inspection by Traction Rolling
Stock operating officials is given below:-
While starting the foot plate inspection, the name of the crew and train detail like load,
brake power certificate (BPC) etc should be noted down.
A) Observation of loco:- Performance of loco should be judged during foot plate
inspection. For this purpose the loco log book should be gone through and observation of
driver recorded in log book may be noted for remedial action. Observation of loco to be
taken can be summarized as under:-
1) Inspection of loco log book and observing the nature of defect booked by driver and
action taken by trip shed/homing shed.
2) Type of speedometer and its working condition.
3) Condition of head light, flasher light and marker light.
4) Condition of horns/wipers.
5) Condition of safety fittings of locomotive as observed visually.
6) Condition of fire extinguishers and its date of filling.
B) Observations of the crew:-
1) General working and trouble shooting knowledge of driver/asst. driver.
This can be ascertained to some extent by asking some questions regarding loco, traffic
rules, safety rules etc.
C) Driving technique:- This can be observed by keeping watch on the following
activity of driver.
1. The method of starting/ stopping the train:- whether driver is keeping watch on the
current, voltage given to traction motor at the time of start. Is he keeping watch on
pressure level in loco? Is the starting is without or with wheel slip during start? Similarly,
whether the driver is able to stop the train with minimum destructive of vac./air pressure.
Whether train is stopping at proper place or not etc.
2. Coasting of driver:- This can be observed by the technique of driver for coasting the
train to the maximum extent without loosing time in section at the down gradient.
3. Negotiating the gradient:- There are cases where the train stalled in UP gradient due to
bad driving by a driver. Such case can be avoided if driver takes necessary precautions
like keeping the brakes released, keeping the train in good momentum as per the speed
restriction etc.
4. Negotiating the caution order:- Ability to negotiate the caution order at exact speed
without over speeding or without being too slow.
5. Calling out the signal aspect and road knowledge:- Whether calling out of signals by
driver/assistant driver is correct and loud. Road knowledge of the driver can be assessed
by asking questions regarding gradient, signals location etc.
6. Whistling at LC gates and curves:- Whether driver/asst. drivers are whistling properly
at specified locations.
7. Exchanging the signal with station staff:- The crew of the train is supposed to
exchange signals with the station staff through which the train is passing. During foot
plate inspection this aspect is to be observed.
8. Testing of brake power of train at first opportunity:- The driver is supposed to test the
brake power of the train at the first opportunity after starting the train. This is very
important for safety of the train operation because it gives the feel of brake power
available on train which will help the driver for controlling the train during its course of
journey whether driver is doing the test? This should be checked during foot plate
inspection.

Q) Paper Line clear

The Loco Pilot shall not take his train from a station unless he has in his
possession as his authority to proceed, a Line Clear Ticket duly signed by
the Station Master.

When owing to failure or non-provision of electrical block instruments the authority to

proceed is a Line Clear Ticket it shall, except under special instruction, be in a standard
form.

Each such ticket shall bear a serial number which shall be recorded in the Train Signal
Register, the numbers for the Down direction being clearly distinguished from those for
the Up direction.
The ticket referred in sub-rules (1) and (2) shall be printed on white paper with blue font.
To distinguish Paper Line Clear Ticket for up and down directions, water mark arrow
pointing “up” and “down” shall be printed on the ticket.

Q) Actions to be taken to avoid roll back of train on up gradient if gets stopped?

In case the train is stopped on an upgradient, at the time of starting, the LP should apply
loco independent brake, release the train brake just before starting, take three notches and
release the loco brakes. If the train starts moving after clearance of 100 mtrs, he should
gradually notch up to attain permittent speeds.

When stopping the trains on raising/down gradients loco pilot must keep loco and train
brakes applied to avoid rolling down.

In case engine is shut down/OHE fails and train stopped on UP/Down gradient longer than
15mins, wooden wedges, and brakes should be used. LP should also immediately stop his
train by placing A9 in emergency position, if MR pressure drops less than 5kg/cm2

In case problem with LOCO/OHE LP must inform TLC/TPC/SCOR within 20minutes of

experiencing the problem as to whether assisting engine is required or not.

Q) Ruling gradient:

The steepest uphill gradient in one direction on a section of railway line, which determines
the load that can be pulled by one locomotive over that section, according to the power
rating of the locomotive. A typical ruling gradient could be 1:50 (2%). The ruling gradient
can differ in the other direction on the same section.

Q) Engineering Allowance :

A number of speed restrictions may have to be imposed for a short duration either on
account of defects in track and related equipment or to facilitate repairs to the track and
OHE and signalling installations. Requirement of time for such repairs is assessed well in
time before a new timetable is introduced and this time is separately provided for in the
timetable and is called 'Engineering Allowance' (EA)
Q)
Q) GDR Check:
Q) COMMISSIONER OF RAILWAY SAFETY (CRS)

An independent organization headed by Chief Commissioner of Railway Safety

(CCRS) headquartered at Lucknow is functioning under the Ministry of Civil Aviation.
CCRS is assisted by nine CRSs on the railways and they are deemed to be the
custodians of safety on Indian Railways.
Sanction is required from the CRS in respect of –
1. Introduction of electric traction on any railway or section of a railway.
2. Bringing into use any new type of electric locomotive or EMU or to operate any in
service at speeds higher than those already sanctioned.
Types of cases in which CRS enquiry is conducted:
i) A statutory inquiry by a Commissioner of Railway Safety is obligatory in every accident
to a passenger-carrying train which is attended with loss of human life or grievous hurt or
with serious damages to Railway property of the value exceeding Rs. 25 Lakhs.
ii) Commissioner of Railway safety may also inquire into any accident which, in the
opinion of the Chief Commissioner of Railway Safety or the Commissioner of Railway
Safety requires the holding of an injury at that level
iii) Workman’s train or ballast trains carrying workmen shall also be treated as passenger
trains and in the event of a workmen getting killed or grievously injured as a result of an
accident to the train. CRS’ inquiry shall be obligatory.

Q) Crew Reuirement for Goods loco:

The requirement is calculated as following:-

a) Average Fortnightly performing hours of
Last 6 months (used only for working goods trains) = A
b) Required Fortnightly working hours per goods driver (104) = B
c) Bare requirement of goods drivers = (A / B) = C
d) Additional req. due to traffic fluctuation @ 10%=0.1xC = D
e) Revised Bare requirement = C+D = E
f) Leave Reserve @ 30% on bare req. = 0.3xC= F
g) Revised bare req. + Leave Reserve = E+F = G
h) Trainee Reserve (TR) @ T% on G = O.OTxG= H
I) Total Crew requirement = G+H = I

Q) Crew Reuirement for Goods loco:

(a) Available hours per fortnight = 104 hrs.

(b) Available average duty hours = 7 hrs 25 min.
•per crew per day (104/14)
(c) Available loco crew hours per = 7 hrs 25 min -1 hrs 45 min
crew per day for loco operation [30 min prior to sign ON+
+15min after sign OFF + 1 hr.PDD ) = 5 hrs. 40 min
(d) Bare min. requirement of Crew to man loco for 24 hrs. = (24hrs / 5 hrs 40 min.)
= 4.24 crew
(e) Various allowance to be added, other than Leave Reserve
(I) Allowance for Traffic Fluctuation = 10%
(to meet peak requirement, spare running, growth in traffic
volume over gestation period of crew requirement)
(II) Trainee Reserve = 5%
(Refresher course, Promotional course , conversion course,
Air Brake training 3- phase loco training Safety camp/ seminar etc. )
(III) Total = 15%
(f) Total requirement of crew per single
Power outage without leave reserve = 4.24 + 15% of 4.24
= 4.24 + 0.64
= 4.88
(g) Leave reserve @ 30% for leave (LAP, LHAP etc.)
Sparing staff for Misc duties viz. Selection suitability test etc.
Attending inquiries, joining time, court attendance, attending PNM) = 0.3 x 4.88
= 1.46
(h) Total Crew Requirement = 4.88 + 1.46
= 6.34 crew per loco
= at least 6 crew per loco

Running staff review should be carried out after every six months i.e. on 15th Jan. and 1st
July by STA (Senior technical assistant) of the division.

Q)Factors taken into account before processing the proposal?

1. Before preparing review, loco pilot's links of all the sheds should be got prepared and
vetted by personnel branch.
2. Statement of avg. hours on road and no. of goods
3. Trains ran during last six months for each section should be ready duly approved by
Sr.DOM/DOM. A list of shunting' points and DMTs running to be prepared and signed by
Sr. DOM/DOM.
4. Mail/Express/Passenger Loco pilots requirement to be worked on the basis of loco
pilots/crew links.
5. For goods crews - the requirement should be worked out as per power plan signed by
Sr.DME(P) and Sr. DOM. 7.67 Crews are to be demanded for one freight POL. Separate
crews to be demanded for the activities which cannot been covered in power plan e.g.,
Light engine and Empty coaching rakes running etc.
6. Running staff review duly signed by Sr. DME/Sr DEE should be put up to Sr. DAO for
vetting.
7. After accounts vetting sanction of DRM be taken and Sr. DPO will issue circulars of
revised sanction.
Q) Checks mades by LP/motor man before taking lococmotive/EMU for working?

1) Loco log book inspection :

This should be gone through minutely and information if any regarding defect
or any special working instruction for the loco to be found out. After getting satisfied
with the log book that there is nothing wrong in energizing the loco the following
procedure may be followed.
2) Checking of the safety fittings of the locomotive :
All the safety fittings of the loco should be checked. If the loco is stabled on the pit,
the under frame safety fittings must be checked and it should be ensured that all the
safety fittings are intact.
3) Building up the emergency reservoir pressure and raising the
pantograph :
After checking the safety fittings, the battery should be switched ‘ON” with HBA switch
and baby compressor (MCPA) should be started. When the emergency reservoir pressure
builds up to 7 to 8 kg.cm2, then it must be ensured that loco is under the OHE. After this
panto should be raised with the help of ZPT key. A sound “chu” will be heard when
pantograph touches the OHE which gives indication that OHE is alive. BL key and MPJ
should be fitted in its position.
4) Putting the isolating cocks of brakes in proper position :
The isolated cocks of the loco brake and train brake in the working cab should be in open
position and in rear cab it should be in closed position. This should be ensured before
closing DJ.
5) Inspection of switch board / relay boards :
i) Programme switches
ii) Relay condition
iii) H.T. Compartment : A round of the loco corridor should be taken to check the visual
condition of the H.T. compartment
6) Closing of DJ :
Now the DJ of the locomotive can be closed after raising the panto with the help of ZPT
key by pressing BLDJ and then pressing BLRDJ, voltmeter should read 25KV. MR
pressure to be 8 to 9.5 kg/cm2 upon BLCP on.
7) Testing of loco brake:
After building up the MR pressure and releasing the hand brake the loco (if it is in
applied condition), the loco brake must be tested and it should be ensured that the same is
adequate. If the skids have been put under the wheels of the loco, the same should also be
removed.
8) Traction testing of the loco:
After moving the MPJ in forward and reverse position, the pilot lamp LSB should
extinguish. After this the MPJ should be kept forward and with the help of MP, two or
three notches are taken by keeping loco brakes applied so that loco does not move.
9) Checking of emergency brake:
After taking two or three notches above, air pressure should be destroyed by applying
emergency brake. The brake should get applied on loco and at the same time notch
should come to zero automatically.
10) Checking of Headlight, marker light, flasher light:
Working of headlight, marker light, flasher light should be checked from both the cabs.
After carrying out these checks and inspection loco is ready to be worked.

Q) Integrated Lobby:

A Lobby is like a control office in the field. It is established with the twin aim of reducing
engine detention and crew detention in a yard or a crew or engine changing station by
realistic ordering of trains and Crew/Guard booking. It is advantageous to have a combined
crew and guard booking lobby so that both are available simultaneously. The lobby
supervisors/staff can take forecast of a train running from the Deputy controller/section
controller along with details regarding the names of crew, Guard and their signing in time,
loco particulars, last C&W examination etc.
They can verify the dates of Loco schedules from the chart available with them and keep
liaison with the Power Controller/TLC. They also keep watch on “expect” of train
formation, examination, readiness etc. and by constant chasing, planning and updating of
information, trains are ordered on realistic expect, Trains may be put back or cancelled, it
required and crew booking and engine allocation changed promptly.
Some overlapping crew/guard may also be kept in lobby to take care the last minute
absenteeism. Shunters may also be kept in the lobby big yards / junctions to attach, detach
and run round locos or to pull the train yard up to the Crew changing points so as to avoid
wastage of main line loco pilots The pre departure detention to the crew, crew hours
balancing, rescheduling of loco and yard detentions to loco can be thoroughly monitor by
the lobby and remedial measures taken.

Q) (SFC) Specific fuel consumption on IR

It is generally measured in terms of litres/ 1000 Gross Ton Km which depends upon load,
average speed, grade & curvature of section, type of diesel locomotive, efficiency and
age of diesel engine etc.
The target for level section is 2.5 lit/ 1000 GTKM for goods operation & 4 lit/ 1000
GTKM passenger for Passenger operation.
Q) Working in Ghat Sections

The Subsidiary Rules for working on sections having steep gradients may be referred to as
Ghat Rules and the sections to which they apply as Ghat Sections.
1. Sr. DOM/DOM shall issue special instructions for local features prevailing on Ghat
Sections over their Divisions.
2. Divisions shall embody special instructions in SWRs instruction for working trains on
sections having short grades steeper than 1 in 200.
These instructions should be consistent with General & Subsidiary/Ghat
Rules.
(b) All other Subsidiary Rules apply to the working of Ghat Sections, except those modified
or superseded by the Ghat Rules.
(c) Certificate of Competency. - The under noted staff, who are directly concerned with
train movements, must qualify in S.R.Gs.
The following shall not assume duties on graded sections until they are granted a certificate
of competency by their executive officers:-
1.LP/ALP 2. Shunters 3. ALP-passed Shunters. 4. Train controllers. 5. SM and Yard
Masters. 6. ASM, Train Despatchers & Yard Foreman. 7. Guards.
The certificate of competency shall be valid for a period of three years only or such long
period as may be laid down by special instructions.
(d) A Shunter or a LP, before being allowed to learn road on Ghat Sections, should qualify
in Ghat Rules.
(e) A LP on having learnt the Ghat Section will not be allowed to work independently,
unless a Loco Inspector/Fuel Inspector/Staff Inspector, after travelling with him declares
the Loco Pilot conversant with the section.
Engine Brakes. - Every engine working on Ghat Section must be filled with the automatic
vacuum/Air brake in good working order and must be itself braked either by the vacuum
brake, steam brake or air brake. The hand brake of all engines must be in proper working
order.
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Q1. (A). Advantage of 3-phase loco over conventional loco:
High starting torque is a traction requirement, DC motor is
better in this parameter, AC motor can be intelligently used to
attain same performance, (1). Power/Weight (KW/Kg) ratio
AC 3-phase:0.3, DC: 0.1, (2). Maintenance requirements:-
*More wear & tear in DC Motor *Early overhaul
requirements*High voltage-Low current design*High RPM, (3).
Losses: *DC Motor has more Copper losses as Rotor, stator
both are wound, (4). Manufacturing cost, (5). Life Cycle cost
(6):, Regeneration feasibility, (7). Digital electronics based real
time traction control system to obtain precise control over the
tractive effort and speed, (8). Fast acting wheel slip/ slide
control system, (9). On board fault diagnostics systems to
eliminate elaborate trouble shooting by engine crew and also to
help maintenance staff to trace faults, (10). Simulation mode of
operation to facilitate a complete functional testing of the
locomotive without raising pantograph, (11). An exclusive
harmonic filter circuit to reduce harmonics in the OHE
generated by loco current, (12). Static auxiliary converter, to
supply auxiliary 3 phase motors. The auxiliary converter,
depending on the traction load, operates at an optimal frequency
to minimise power consumption by auxiliaries, (13). Fire
detection and alarm system for the machine room, 14). Anti-
collision post arrangement in cabs to minimise damage and
enhanced safety for the engine crew in case of accidents, (15).
Ergonomically designed and spacious driving cabs to provide
comfort and relief to crew, (16). Use of inertial filters and
pressurized machine room to prevent entry of dust into sensitive
equipments in the machine room, (17). Electronic brake system
for precise and fast control of braking effort, blending between
electrical brake and pneumatic brake on the locomotives, (18).
Automatic spring applied, pneumatically released parking brake
system, (19). Under slung compressors to eliminate oil fumes
and oil spillage inside the machine room. Soft start for
compressors is provided to improve reliability.*Electronic
speedometer and paperless speed recording system. An over
speed alarm system is built in.*Electronic Energy meter.*In dc
motor locos the unavoidable jumps in the tractive effort due to
notch control limits the adhesion values to a maximum of 33-
35%. With step-less control in three phase motors, the despatch-
able adhesion would be 38% and under ideal conditions,
adhesion of 42% is possible.
(B). Constant Speed Operation: in WAP5, WAP7, and WAG9
controls in the cab that can lock the train to travel at a certain
speed (the speed at the time the control button is set). The
button is known as BPCS button. The computerized loco
controls then manage the TE and BE and attempt to keep the
speed to within +/-2 kmph of the desired speed. In this mode the
driver does not have to do anything further except to respond to
the alerter system within the stipulated intervals, and to use the
horn as appropriate.
…………………………………………………………………
Q2. Introduction of Long Haul Train: A composition of more
than one standard train formation is defined as Long Haul train.
The constituent trains may be empty or loaded. The running of
long haul trains will help in reducing the congestion in busy
sections thereby increasing the throughput. It has added
advantage of increasing the speed of rolling stocks as a result of
reduction in number of trains.
(A). Precautions necessary for success of long haul
operation:
1. Introduction of twin pipe on goods train: single pipe
system has problem of brake pressure fading and
propagation delay in application and release of brakes. In
case of emergency braking release is seen to take longer
than 950sec. in initial trial. This would become a limitation
in unrestricted adoption of long haul. Hence, BCN type,
BOXN type & Flat wagons and locomotives should be
converted to twin pipe.
2. LOCOTROL: manual system of ensuring coordination
between front and middle locomotives in a long haul train
has limitations and possibilities of errors. Also, the two
traction units are not able to work fully in synchronized
mode i.e., powering, releasing and applying brakes together
without use of a second crew in the middle loco set. Use of
distributed power system involving use of locotrol type
system should be adopted universally on all locomotives.
However since existing locotrol is not a portable device.
Railways may have to draw a strategy to confine long haul
locomotives in a close circuit for alternatively portability of
locotrol may have to be examined.in case portable locotrol
is not practicable, locotrol may be made a part of
locomotives.
3. Infrastructure: IR should expeditiously construct longer
loop at a distance of 50 kms to avoid any detention of
coaching trains enroute and to maintain order of
precedence.
4. Training of staff: to develop a confidence among the staff
it is necessary that they are properly trained for running of
long haul trains. On the basis of experience gained a
separate module on running of long haul train will be
developed by ZTS and taught to loco pilots, guards, and
station staff.
5. It is understood that points zone on IR are track circuited
and are connected to the block instruments. This facility
will ensure prevention of any possible rear and side
collision due to blockage of fouling mark and beyond area.
however, for the station where point zone has not been
track circuited or b in case of failure of track circuit or
block instrument at the station, line clear to following trains
will not be granted unless long haul train has cleared the
signal overlap of home signal.
6. Identified sections for long haul run will be provided
additional, special T/G board for long haul trains.
7. Communication: pre-tested walkie-talkie sets of adequate
power will be supplied to the driver and guard for reliable
communication during run and to the TXR during the
course of formation. Whistle code as per GR&SR shall also
be used by drivers for communication between driver and
guard.
8. During the running if walkie-talkie communication fails the
long haul movement will be terminated at next station.
Long haul trains shall not be operated during
communication failure.
9. It should be ensured that RB/DB of leading locomotives are
in working condition.
10. In case of loaded-loaded or loaded-empty combinations
hauled by electric locomotives, at least 5 compressors of
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 locomotive will be just a piped vehicle that can
provide additional power when required.
11. Before restarting the train after brake application, it shall be
ensured that the BP pressure in the leading loco is 5kg/cm2
and the brake van is 4.7 kg/cm2.
12. Guard of leading train will travel in its brake van or the
middle locomotive cab and the guard of trailing train will
remain in the trailing brake van.
…………………………………………………………………..
Q2. Action taken by crew & Guard of goods train after
derailment:
On a double line section where trains on the two lines run in the
opposite direction
[a] As soon as the Driver comes to know that his train has met
with an accident, he shall at once switch on the flasher light and
switch ‘off’ the head-light and thereafter either go himself or
send his Assistant Driver or some other competent person to
protect the adjacent line in front. The Guard shall himself first
immediately proceed ahead to assist and ensure protection of the
adjacent line in front and if a competent person is available send
him to protect the train in the rear
[b] In case it is not known whether the adjacent line is
obstructed or not * The Guard shall either himself go back or
send a competent person to protect the train. If the Guard has
deputed a competent person to protect the train, he shall go to
the Driver for consultation. *The person going back to protect
the train shall continuously show his hand danger signal to stop
any approaching train, and in addition to his hand signal, shall
take detonators and place them upon the line on which the
stoppage has occurred, as follows: – *One detonator at 600
metres from his train, to be placed on the way out and three
detonators, 10 metres apart, not less than 1200 metres from his
train or at such distance as has been fixed by special
instructions. * When the Guard has gone back to protect the
train, he shall show a hand danger signal to stop any
approaching train until he is recalled, and shall himself return to
his train to ascertain the cause. *On a section of double or
multiple lines, if assistance has been asked for, or on a single
line section or during temporary single line working on a section
of double line or multiple lines, the Driver shall at once show a
danger signal to the front, and proceed to protect the train in
either by going himself or by sending his Assistant Driver or
some other competent person; and [h] Should any train be seen
approaching, the person going to protect the train shall
immediately place one detonator on the line, as far away from
the disabled train as possible and will continue to show his hand
danger signal to stop any approaching train.
………………………………………………………………….
Q3. Checks necessary for crew controller before permitting
sign on:
1). ensure that the staff reporting for duty are sober and not
under the influence of alcoholic drinks. All incoming staff will
be subjected to breath-analysis before being allowed to
perform the duty. 2) ensure that all running staff posses the valid
competency certificates. 3) Display of temporary speed
restrictions in prominent manner at the booking offices. 4)
Notify the driver regarding existence of Short Neutral Section to
avoid raising of both pantographs. 5) Arrange relief for running
staff whenever asked for by the Traction Loco Controller (TLC)
to avoid running staff performing more than the prescribed
hours of duty at a stretch. 6) Ensure that the outgoing locos are
provided with full complement of tools, emergency telephones,
fire extinguishers and other essential consumable stores. 7)
Ensure filling of sand in sand-boxes of locos and availability of
dry and clean sand at all outstations and booking points. 8)
Investigate and report cases of time lost on loco account
whenever reported by the Traffic Controller; depute
Driving/Loco Inspector whenever required to investigate and
collect more details as required. 9) Arrange inspection of
incoming and outgoing locomotives and ensure in coordination
with the maintenance staff that booked repairs are carried out.
10) report to TLC the details of locos to be attended to at
outstation sheds and the defects which require attention at shed;
the cases of unusual occurrences should also be reported, 11)
prepare position of issue and return of Combined Driver's and
Guard's report in the proforma, 12) ensure that the staff are
availing adequate rest at headquarters and outstations. 13)
Ensure proper upkeep of "sign ON" and "sign OFF" register and
see that every running staff reporting for duty in his office signs
in this register. 14) Supervise call boy and Box Porter and
instruct them suitably for calling the crew and sending the boxes
respectively.
…………………………………………………………………
Q4. (A). Precautions taken by driver to avoid SPAD: On
SPAD suggestions are given by Railway board pertaining to
locomotive, rest facilities, operation, training etc. Some of
which are as follows- (1). Suggestions pertaining to loco,
*uniform cab design, *air-conditioned, sound proof and
ergonomic cab, *VCD operational cases should be analysed and
crew counselled, *device to limit the speed to 15kmph during
shunting, *provision for voice recorder in cab, (2). Suggestions
pertaining to rest facilities, *proper resting facilities should be
provided in lobby, *breath analyser should be made part of
CMS, *calendar rest should be provided to running staff instead
of 22/30 hrs. (3). suggestions pertaining to operation, *retro
reflective board indicating type of signal, *numbering in signals
should be in reducing order from distant to home, *to reduce the
validity of LR from 6 month to one month, *long working hours
of crew should be minimised by providing relief, *links to be
made such that there are not more than 2 or 3 continuous night
duty, *state of mind of LP should be monitored by LI, *crew
should be counselled not to work under pressure, *proper time
tabling to be ensured so as margin between journey is available,
*circular on safety to be issued in regional language, *driver
should work on one traction only either diesel or electric,
*unified G&SR should be published for all Indian Railway,
*sections having more than 10 hrs running duties should be
made short, *caution order issued by station should also include
PSR, *low cost simulator are to be provided in lobbies*once a
month counselling of LP to be done HQ, (4). Miscellaneous
suggestions, *retirement age to be reduced to 55 years,
*maximum duty hrs of M/E drivers should be reduced to 6 hrs
as they encounter 1 signal every min on an avg. during run,
*administration should be friendly to running staff so that they
can avail time of rest at home, (5). Foot plating officer should
silent his/her mobile phone, *100% housing are provided to
drivers as they reside up to 50-60 km, *families of running staff
to be counselled by LI, *joint signal siting over all zonal rlys
should be done specially confusing signals and remedial actions
should be taken, *driver should be protected from being arrested
in case of accident or CRO
(B). Role of family-*allow proper or complete rest*should not
indulge him in any tense matter.
………………………………………………………………..
Q5. Fires in Electric Rolling Stock:
(A). Preventive Maintenance and Inspection:
1. The presence of a large quantity of oil in the transformers and
tap-changers of electric locos and EMUs makes it possible
for even minor fires to spread and assume serious
proportion. Leakage of oil from exhausters and
compressors results in accumulation of oil on the loco
flooring causing spread of fires. An essential step in
prevention of fires in locos is, therefore, to control the
leakage of oil from exhausters, compressors and pipe lines
and to arrange periodic cleaning of the locos to remove
accumulated oil. Always use funnel of proper shape for
tapping of oil to prevent spillage.
2. The arcing horns should be properly attended to during
inspections. The arc-chute should be properly secured and
the securing arrangement periodically checked. The arc-
chute should also be cleaned during inspections.
3. In addition to periodic cleaning of the bogies and underframe
to remove oily dust, it is also important that rheostatic and
regenerative braking, where provided, is kept in working
order and drivers trained to make use of these on graded
sections, obviating the need for heavy mechanical braking
as far as possible thus preventing sparks from brake blocks.
4. Rating of the fuses particularly of low voltage dc circuits are
to be checked periodically to eliminate the possibility of
fires due to short circuits / overloads etc. Always ensure
that the proper sizes and types of fuses are used for
replacement. Check calibration of MCBs during POH. Use
MCBs and fuses of only approved suppliers as laid down
by RDSO.
5. Ensure that all the protective relays are in good working order
and are properly calibrated. Do not bypass any protection
on the rolling stock.
6. A loose connection is a potential source of fire. Proper
tightness of all the connections is, therefore, to be ensured
and this point is to be given particular attention during
inspections. Coaches commissioned after POH or new
coaches after commissioning should be thoroughly checked
up for loose connection as during the first few days, loose
connections will show up. Ensure that all the connections
secured with a nut and bolt are provided with a set of plain
and spring washers.
7. Insulation failures can result from surface flash overs due to
presence of dirt and dust. It is, therefore, essential that
proper cleaning of terminal connections, bus bars,
insulators and equipment is done during schedules as laid
down to remove oil and dust.
8. Fires in control equipment cubicles are a problem and usually
lead to considerable damage. A particular difficulty is the
detection of fire and, therefore, the fire is likely to get a
good hold before it is noticed. Ensure that proper
maintenance of the equipments inside the cubicles is done
and the equipments are carefully looked at during
inspection for any developing faults.
9. Batteries constitute some fire or explosion risk when they are
being given a heavy charge. Heavy charging can be either
due to malfunction of the charging equipment or
carelessness when charging from the shop floor rectifier. It
is therefore important to check that the ventilation provided
in the battery box is not choked. The staff should, therefore,
be made aware of the danger of overcharging.
10. Use only approved quality of cables and furnishing material
for repairs. Proper care should be taken while laying down
the new cables so that no damage to the insulation is
caused.
11. In order to monitor healthy condition of insulation of wiring
and equipment, insulation resistance should be measured
periodically in sheds and during POH in shops, and records
kept.
12. In the event of fire it is essential that the main circuit breaker
is tripped and the battery fuses of locomotives and EMUs
are immediately removed to eliminate the continued
feeding of the fault by the battery.
(B). Firefighting Appliances for Electric Rolling Stock
1. Every electric locomotive should be provided either with 2
number of 4 kg capacity or 4 number of 1.25 kg capacity Halon
type fire extinguishers to IS: 11108, one in each cab and
remaining in each corridor. The fire extinguishers shall be fixed
on brackets at approved points in the cabs and corridors. The
ATFR on duty will be responsible for ensuring that the locos
leave with the full complement of fire extinguishers. Sufficient
number of spare fire extinguishers should be available with the
ATF(R) to replace defective and damaged fire extinguishers.
In exceptional circumstances CEE may authorize change in
complement and / or type of the fire extinguishers.
2. On EMU: 2 number of 2.5 kg. Capacity Halon type fire
extinguisher should be provided in each of the cabins occupied
by motorman and Guard and also one number of Halon type
extinguisher of the same capacity should be provided in each
motor-coach of EMU. As in the case of other passenger trains,
the Operating Department will be responsible for custody of the
fire extinguishers and their issue to the Guard at the originating
station of each EMU rake.
3. All the staff of electrical department connected with the
running and operation of trains should be duly trained for
firefighting and use of fire extinguishers within the locos and
EMUs.
(C). Duties of Loco Pilot in case of observing fire in loco: *in
the event of fire in the electric loco the LP shall immediately
switch off the CB and lower the panto, *the train shall then
brought to stop at once after cutting of electric supply to the
affected circuit ,LP shall take necessary action to put out fire*if
fire cannot be extinguished by above means the LP shall advise
the TPC through the emergency telephone to arrange for the
affected section of OHE to be made dead*the guard shall give
possible assistance to the LP in putting out fire*call help from
outside to prevent fire propagation to coaches
…………………………………………………………………
Q6. Protection of Train in Case of Loco Failure and / or
OHE Supply Failure:
1. When overhead supply fails, the Driver shall endeavour to
proceed on the momentum of the train. And see whether he can
reach the next station otherwise he will stop the locomotive
close an emergency socket. To help the Driver, arrow marks are
painted on the faces of OHE masts indicating the direction in
which the nearest emergency socket lies. If power supply is not
restored within 5 minute after stopping the train, he should
make use of his portable telephone to ascertain from the TPC
through the emergency telephone socket the time when the
supply is expected to be restored. If it is likely to be more than
15 minutes then the Driver should apply air and hand-brakes on
the loco and pin down brakes on 10 wagons immediately behind
the loco in the case of goods trains and all available hand brakes
in the case of passenger trains.
If the Driver is unable to stop the train close to the emergency
telephone socket, and is likely to take more than 15 minute to
ascertain the time of restoration of the overhead power supply
from TPC he must first protect the train against rolling as
indicated above and then contact the TPC.
The same instructions shall be observed in case of electric loco
failure when it becomes necessary to make the loco dead and
call for assistance.
2. In addition, the precautions prescribed in General and
Subsidiary Rules for protection of trains when stopping out of
course should be observed.
3. If after power, is restored, the Driver experiences tripping
again, he shall not energize the locomotive until he has
personally satisfied himself that there is no abnormality on his
locomotive.
4. The locomotive will not be left unmanned in such an
eventuality.
……………………………………………………………….
Q7. Goods power plan: Every six months, the running of
goods traffic on a Railway is reviewed for each division. Actual
number of goods trains run are observed. Moreover, the goods
train to be run during next six months is assessed. While
planning the goods train, availability of goods locomotives on
railway is taken into account. Zonal railway power plan is
issued by the office of Chief Operating Manager (COM) of the
Railway.
Information available in a power plan: a) Number of trains to
be run on division section-wise in UP and DN direction, b)
Requirement of power for inferior services i.e., shunting work,
railway material train, and PQRS work of engineering
department etc. c) Outage of the locomotive on a division.
Outage is the average number of locos available for a calendar
day of 24 hours. d) Target utilization of the locomotives. It may
vary from one division to other depending on the operating
conditions. e) Requirement of power to be moved LELA or
dead due to various reasons.
Procedure for calculation of requirement of running staff as
per Power Plan: Before going ahead with the actual
calculation, the following information are to be collected. 1)
Average sectional running time: Based on the traffic movement
on division, the average running time for the last six months is
to be found out. 2) Pre-departure detention of the crew: The
time period from the sign on of crew to actual departure of the
train is known as pre-departure detention of the crew. PDD
 should not increase more than 30 mins. by proper coordination
between TRO and Optg. Dept. This data is also required for the
last six months for calculation purpose. It is essential to mention
that higher the pre-departure detention more will be the bursting
of ten hours. duty cases and requirement of running staff.
Therefore, division should make an all out effort to minimize
the pre-departure detention of crew, 3). Post Arrival
Detention: This is the time which the crew takes after arrival of
train to sign off at destination/crew change point station. This
time is generally 30”. Shunters may take over charge of loco
from incoming driver to reduce this detention. Actual post
departure detention of the train for last six months should be
calculated and average figure is taken into account for
calculation purpose.
Goods Crew Requirement: Crew Requirement based on driver
reqd. to man a loco:(a) Available hours per fortnight = 104
hrs.(b) Available average duty hours = 7 hrs 25 min.•per crew
per day (104/14).(c) Available loco crew hours per = 7 hrs 25
min -1 hrs 45 min crew per day for loco operation [30 min prior
to sign ON+15min after sign OFF + 1 hr.PDD ) = 5 hrs. 40 min
(d) Bare min. requirement of Crew to man loco for 24 hrs. =
(24hrs / 5 hrs 40 min.)= 4.24 crew.(e) Various allowance to be
added, other than Leave Reserve (I) Allowance for Traffic
Fluctuation = 10%(to meet peak requirement, spare running,
growth in traffic volume over gestation period of crew
requirement) (II) Trainee Reserve = 5%(Refresher course,
Promotional course , conversion course, Air Brake training 3-
phase loco training Safety camp/ seminar etc. ) (III) Total =
15% (f) Total requirement of crew per single Power outage
without leave reserve = 4.24 + 15% of 4.24 = 4.24 + 0.64 = 4.88
(g) Leave reserve @ 30% for leave (LAP, LHAP etc.) Sparing
staff for Misc duties viz. Selection suitability test etc. Attending
inquiries, joining time, court attendance, attending PNM) = 0.3
x 4.88= 1.46. (h) Total Crew Requirement = 4.88 + 1.46= 6.34
crew per loco= at least 6 crew per loco.
………………………………………………………………
Q8. Line Haul Cost: It is the total all-inclusive unit cost,
incurred by Railways, to haul 1000 GTKMs of trailing load.
Directorate of Statistics & Economics / Rly. Bd. Publishes 2
separate Booklets every year. 1. Summary of End results Freight
Services Unit Costs (for LHC – Goods) and 2. Summary of End
Results Coaching Services Profitability / Unit Costs (for LHC–
Coaching).
Total Traction Expense
Line Haul Cost = ------------------------------------
GTKM (in thousands)
 It is calculated
1. Service wise (for coaching and freight separately) and
2. Traction wise (for Electrical & Diesel traction separately)
 It consist
1. Traction Cost.
2. Track & Signaling Cost.
3. Other Transportation cost.
4. Provision & Maintenance Cost of Coaches and wagons
 Traction Line Haul Cost
1. Repair & Maintenance Cost of Loco & OHE.
2. Operating Energy Cost - Fuel.
3. Other Operating Expenses.
4. Depreciation of Loco & OHE.
5. Interest Charges on Loco & OHE
Other Transportation
1. Cost of maintenance of structures (other than. track),
2. Operating staff and train passing staff
3. Depreciation and interest are included on the applicable
items
4. Calculated per Train Kilometre and per VKM
5. Provision and Maintenance of coaches includes
6. Repair and maintenance of coaches
7. Depreciation and interest
Factors affecting Line Haul Cost: 1). Repair & maintenance
cost of loco [demand C-510 to C-590] (-Running repair in
shed-POH in workshop – IOH - Special repair - other repair
- miscellaneous charges), 2). Repair & maintenance cost in
TRD [demand 7E - 400] (-normal maintenance and repair –
PSI - other plant and equipment for electric traction), 3).
Fuel Cost [demand 10H-300] (-cost of electricity used for
electric traction), 4). Operating expenses other than fuel
[demand 8F-300] (-Running staff, supervision of running
staff, loco crew, shed & yard staff, lubricants, store, misc.
expenses), 5). General supervision charges, 6).
Depreciation charges (demand 14M).
How to reduce LHC (traction)
1. Controlling OHE expenses, maintenance & Bill
2. Controlling operation expenses,
3. Enhancing Loco reliability
4. Store management
5. Release material management
LHC Cost Comparison
Diesel Electric
Year
Coaching Goods Coaching Goods
2009-10 276.75 211.53 161.89 131.40
2010-11 309.51 232.24 174.41 136.03
2011-12 317.67 228.86 176.75 148.49
…………………………………………………………………
Q9. Energy saving techniques in electric train operation:
*Ensure release condition of load and loco before starting.*
Empty/loaded device in each wagon should be kept in position
according to load.* Ensure free movement of the train.*
Maximum possible coasting should be done.* Avoid frequent
application of A-9 & use rheostat / regenerative braking. *
Switch off the blowers during long coasting and at halt.* Loco
should be shut down in yard station & pulling point if halt is
more than 30 minute with consult of sec. controller and re-
energies before 10 minute. It save about 120 units /hour.* In
multiple or double headed operation rear loco may be shutdown
according to permissible load.* Loco should also be shutdown
in case of power block or traffic block.* Empty goods train &
coaching trains up to 10 coaches may be work in one block up
gradient of 1/200 for which energy can be save up to 18%. As
because out of two block, isolating one, energy can be save
about 30 unit/hour.* One block can be isolate in banking Loco if
gradient is 1/200 or less. * Accelerate at Max. Rate and run at
lower speed.* Judicious usage of shunting contactors.* Train
should be run at clear path to minimize the nos. of halts and nos.
of signal checks.
………………………………………………………………….
Q10. SEC:
Energy conservation: Energy conservation is using energy in
a Judicious and Efficient way and without making waste.
Why Energy Conservation: Resource Depletion: they are
going to deplete, Save Money: energy conservation measures
are better investments, Reduce CO2: Pollution cause diseases,
Climate Change: Drought, Severe storms and heat deaths,
Adverse effect on humans and the environment, Extraction of
Uranium and Coal affect miners, Acid Rain: SO2 and NOx
cause acid rain, Global Warming: is taking place all over the
world.
Specific energy Consumption: It is a ratio of energy
consumption to Gross load hauled. It is measured in kWh/1000
GTKM
Energy Consumption X 1000
SEC = ……………………………………….
Total Weight X Distance travelled
Contributory Factors: 1). Type of locomotive, 2). Type of
load, 3). Maximum Speed, 4). Expertise of loco pilots, 5).
Promptness of SMs and controllers, 6). Track condition, 7).
Weather condition, 8). Gradient, 9). Line capacity, 10). Caution
orders, 11). Detentions / Halts, 12). Signals visibility, 13).
Appreciation, rewards etc.
 For mail and express train 17, 18.5 and 21 kWh/1000
GTKM for max speed up to 105 kmph, 110 kmph & 120
kmph respectively.
 Step by TRO: 1). Calculation of Coaching load on factual
running position and reconciliation at HQ’s Statistical
branch, 2). Strictly follow of coasting boards, 3). With
empty rake switch off Trailing Loco, 4). Judicious Braking,
5). Release trains with partial brake binding, 6).
Counselling of Pilots who consume more, 7). Re-generative
braking, 8). Spread awareness & knowledge regarding
energy conservation, 9). Display Duties and instructions of
respective person regarding Energy Conservation, 10).
Analyzing energy consumption, 11). Incentive/reward to
encourage the staff, 12). Simulation for best performance,
13). Avoid unnecessary speed restriction, 14). Proper
braking initiation, 15). Coasting before braking, 16). Best
Performance Chart for comparison. Further Suggestion:
1). Better loco design, 2). Guaranteed Loco Energy
Performance, 3). Planning new routes with EC in mind, 4).
Avoid energy inefficiency.
 Every month each railway compiles the information of loco
utilization &its accountal as per the format known as
statement 4A for electric locomotives.
………………………………………………………………
Q11. Stalling: When a loco is unable to pull the load even with
maximum utilization of available tractive effort due to steep
gradient or any reason, it is called load has been stalled. LP play
an important role in avoidance of stalling, if he properly utilizes
his driving skills knowledge.
Reason for stalling: 1). Overloading on gradient, 2). under
powering of locomotives, 3). Location of a signal just before a
rising gradient, 4). Neutral section on or just before a rising
gradient, 5). Oil or grease on rail-wheel contact area on
gradient, 6). Speed restrictions being imposed in direction of up
gradient.
Precautions to avoid stalling: 1). No over loading, 2).
Adequate powering of locomotives, 30. Providing bunkers, 4).
Resetting of location of signal & neutral sections which are a
cause of stalling in locations mentioned above, 5). Sanding to
create friction between rail & wheel.
Role of LP avoid stalling: 1). Knowledge of section: Learn
properly about road, signal, gradient and geographical
complication of section etc., 2). Examine the conditions of load:
While taking over the charge, 3). Brake Power Certificate
should be examined and it should be ensured that BPC is valid,
4). Moreover continuity of the air pressure from engine to last
vehicle should be ascertained, 5). While starting the train two or
three notches should be taken, the train should start rolling with
a traction motor current of about 400 amps. 6). If the train is not
moving ensure release of brake, 7). The train should start rolling
at two or three notches it will move by taking 400A or less
amount of current, 8). If started in jammed condition may result
in stalling of the train on the gradient, 9). LP should constant
Watch on traction motor current, 10). Notch by notch gradual
Progression result in smooth tractive effort without causing any
wheel slipping, 11). At gradient operate sanders, 12). Good road
knowledge.
Precautionary Measures: 1). Ensure Working of Sanders and
filling up of dry sand, 2). Counselling, 3). Proper investigation
of every case of stalling, 4). Critical point, 5). Extra sand, 6).
Seasonal precaution, 7). Special care of “C” category and newly
promoted LPs. 8). Identify of LP involved in stalling, 9). Banker
policy, 10). Signaling.
………………………………………………………………..
Q12. Train Parting: Division of a train either due to opening or
breakage of coupler at the time of starting of train or en route
while train is in motion. It comes under “J” type of accident i.e.
Equipment Failure and; 1). J-3 Parting of train carrying
passengers, 2). J-4 Parting of a train not carrying passengers.
The Reason of Train Parting: 1). Fast notching up, 2). Sudden
application of brakes, 3). Bad driving on gradient, 4). Improper
road knowledge etc., 5). Not ensuring releasing of brake, 6).
Poor Maintenance of P Way, 7). Improper maintenance of
rolling stock.
Precautions for Drivers: 1). Best Knowledge of the gradient of
section, 2). Maintain constant speed, avoid brakes, 3). Reduce
power slightly just before approaching top of the hump, 4).
similarly increase power slightly just before approaching dip.
Guide Lines to Driver to Reduce Partings: 1). Attach the train
engine with a little bump, 2). before starting push back the load
a little, 3). Control train well in advance of caution spot, 4). Do
coasting before brake application, 5). If Emergency brake
applied allow release time of four to six minutes, 6). Monitoring
and counselling, 7). Brake release time for various types of
brake application in case of 58 Box-‘N’ trains are as under Last
Wagon,
Last Wagon Partial
Emergency Full Service
Release After application
Release time in
4-6 2-3 1-2
minutes
8). Instruct Drivers to wait for mentioned timing.
Indications during Train Parting: 1). MR and BP pressure
will drop suddenly, 2). Sudden jerk will be experienced, 3). AFI
will shoot up, 4). LSAF will glow, 5). GR will return to “0”and
it will not progress further, 6). AFL will glow, 7). Experience
reduced load on locomotive.
………………………………………………………………
Q13. TSL WORKING
1. Whenever an accident to a train or track or other obstruction
prevents the use of one of the lines on a double line section, the
traffic may temporarily be worked over single line under one of
the following systems:- 1.1 By obtaining line clear on electric
speaking instruments. 1.2 By the installation of single line block
instruments and shunting limit boards demarcating the block
section in the wrong direction if the affected line is likely to
remain out of use for a substantial period.
2. When it is desired to introduce TSL working on double line,
on electric speaking instruments, the Station Master at one end
of the affected section shall, on receipt of reliable information in
writing that one line is clear, take steps to introduce TSL
working on that line in consultation with the SCOR and the
Station Master of the station at the other end of the section. 3. If
there is reason to suspect that the line over which TSL working
is to be introduced is also fouled or damaged, TSL working
must not be introduced until a responsible Engineering official
of the rank not less than that of an Inspector has inspected that
section and certified that the road is safe for the passage of
trains. 4. TSL working shall be introduced between the nearest
stations provided with crossover between the up and down lines
on either side of the obstruction. If there is an IB hut between
the above two stations, the same shall be treated as closed and
the commutators of the block instruments at such block huts
shall be kept locked in ‘ train on line’ (TOL) position
throughout the period TSL working is in force. The
commutators shall be also locked in that position, with Station
Master’s key, wherever possible. The signals at such block huts
shall be kept in the ‘on’ position throughout and these shall be
passed by the Loco Pilots on a written authority in the
prescribed form issued by the Station Master of the adjoining
block station in operation. 5. All trains will be worked in
accordance with the rules for the use of electric speaking
instruments on single line and line clear shall be obtained on the
telephone attached to block instruments or station to station
fixed telephones wherever available or fixed telephone such as
railway auto phones and BSNL phones or control telephone or
VHF set. 6. At all stations on the portion of the section on which
TSL working has been introduced, the commutators of the block
instruments pertaining to both obstructed and unobstructed lines
shall be kept in TOL position throughout the period TSL
working is in force. The commutators shall be locked also in
that position with Station Master’s key, wherever possible. At
these stations, if the train is running on the right line, the LSS
G&SR.
……………………………………………………………….
Q14. Precaution to be taken while changing the cab: 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:
(A). Cab changing in single loco: Following should be done
step by step.1. Application of loco brake with SA9 or loco
brake.2. Switching off the DJ and lowering the pantograph.3.
Removing the ZPT key, BL key and MPJ from the cab. 4.
Closing the isolating cock of loco and train brake in the cab and
putting the handle of loco brake and train brake in released
position.5. Going to the next cab and putting the BL key, ZPT
key and MPJ key in position. ZPT key should be put at
appropriate position to raise the pantograph.6. DJ should be
closed and MPJ handle should be moved to forward position.7.
The isolating cock of SA9 and A9 i.e. loco brake and train brake
should be opened and the brake should be released by moving
the handle of the loco brake in released position.
(B). Cab changing in multiple loco: Following additional
points are to be checked/done in case of multiple loco when the
cab is changed from one loco to other loco. (The items 1 to 7 as
explained above are followed in case of cab changing in
multiple loco also).1. The position of the MU2B valve in the
loco which will work as trailing should be kept in trail position.
Similarly, lead and trail cock should be open in leading loco and
closed in trailing loco.2. The position of the MU2B valve in
leading loco should be kept in lead position.3. In trailing loco,
loco brakes handle and train brakes handle bolt should be kept
in isolated condition. The loco brake and train brake of rear cab
of leading loco should also be in isolated condition. The loco
brakes and train brakes isolating cock should be open in
working cab (leading cab) of the locomotive.
CC+6= axle load in tons (22.32), 6 tonne permitted overload,
2tonne loading tolerance.
CC+8= axle load in tons (22.82), 8 tonne permitted overload, 2
tonne loading tolerance.
………………………………………………………………..
Q15. DUTIES:
(A). Duties of Traction Crew Controller: 1. ensure that the
staff reporting for duty are sober and not under the influence of
alcoholic drinks. All incoming staff will be subjected to breath-
analysis before being allowed to perform the duty.2 .ensure that
all running staff possess the valid competency certificates.3.
Display of temporary speed restrictions in prominent manner at
the booking offices.4. Notify the driver regarding existence of
Short Neutral Section to avoid raising of both pantographs.5.
Arrange relief for running staff whenever asked for by the
Traction Loco Controller (TLC) to avoid running staff
performing more than the prescribed hours of duty at a stretch.6.
Ensure that the outgoing locos / EMUs are provided with full
complement of tools, emergency telephones, fire extinguishers
and other essential consumable stores.7. Ensure filling of sand
in sand-boxes of locos and EMUs and availability of dry and
clean sand at all outstations and booking points.8. Investigate
and report cases of time lost on loco account whenever reported
by the Traffic Controller; depute Driving/Loco Inspector
whenever required to investigate and collect more details as
required.9. Arrange inspection of incoming and outgoing
locomotives and ensure in coordination with the maintenance
staff that booked repairs are carried out.10. Report to TLC the
details of locos to be attended to at outstation sheds and the
defects which require attention at shed; the cases of unusual
occurrences should also be reported11. Prepare position of issue
and return of Combined Driver's and Guard's report .12. Ensure
that the staff are availing adequate rest at headquarters and
outstations. 13. Ensure proper upkeep of "sign ON" and "sign
OFF" register and see that every running staff reporting for
duty in his office signs in this register.14. Supervise call boy
and Box Porter and instruct them suitably for calling the crew
and sending the boxes respectively.
(B). Duties of Traction Loco Controller (TLC) TLC will 1.
maintain a list of passenger fit locos and watch the running of
passenger trains, report after necessary investigation all cases of
time lost on loco account as well as time made up by drivers; 2
plan in consultation with the PPIO of the shed and move the
locos to the shed for scheduled inspections and unscheduled
repairs and obtain forecast of locos likely to be made fit by the
sheds and plan the movement of such locos for clearing traffic,
in coordination with the Traffic Controller; 3. Maintain liaison
with contiguous divisions in respect of "balancing" of crews; 4.
Watch the detention to electric locos as well as electrical
running staff in yards and sections and take remedial action in
coordination with the Traffic Controller 5. watch train operation
in order to avoid excessive waiting duty for running staff and
take remedial action as required in coordination with the Traffic
Controller; 6. Guide staff in trouble shooting if they are stuck up
on line; 7. send back to the homing shed of foreign Railway
loco due to scheduled inspection; 8 study cases of running staff
performing more than prescribed hours of duty at a stretch and
take necessary remedial action to avoid recurrence; 9. Prepare
the locomotive charts.
(C). Duties of Chief Loco Inspector (CLI) In addition to the
duties assigned by Sr. DEE/DEE/AEE (OP), he will carry out
trials and checks on speed, signal visibility, riding quality of
locomotives; test staff of other departments as prescribed for
their knowledge of rules applicable to operation of Electric
Locomotives and report to SR. DEE/DEE/AEE (OP), if any
irregularities are noticed 2. Inspect locomotives particularly in
regard to safety items and take necessary action to get the
defects attended by the home or outstation shed. A nominated
Loco Inspector designated as Senior/Chief Loco Inspector will
collect and scrutinize the speedometer charts regularly- 100%
for passenger locos and 25% for goods locos and bring
irregularities to the notice of Sr. DEE/DEE/AEE/(OP) for
appropriate corrective action. The assigned SLI/CLI shall keep a
watch on duty hours of the Running Staff and report the matter
to Sr. DEE/ DEE/AEE (OP) for taking suitable corrective
measures.
Method of classification of safety category of running staff:
There are certain guidelines which are followed for deciding the
safety category of the driver. These guide lines are explained in
this chapter. Total Marks for deciding A, B and C category to
Drivers is given as under:
‘A’ category -- 80 and above, ‘B’ category -- 60 to 79,‘C’
category -- below 60
Performance Assessment Parameters for grading of Drivers into
'A'. 'B' & 'C'
1). Driving Technique (a. Performance before starting, b.
Performance after starting, c. Engineer man ship, d. Whistles
under different conditions)
2). Knowledge of safety & Operating Rules ((a). Road learning
Knowledge & location of following, (b). Location of signals &
their signaling points, (c). Knowledge of safety Rules &
Regulations, (d). Knowledge of Rules Books & latest correction
slips, (e). Knowledge of working under abnormal conditions)
3 Technical Knowledge & Trouble shooting ((a). Technical
Knowledge, (b). Knowledge with regard to C & W fitments, (c).
Trouble shooting capabilities)
4 Personal Habits ((a). Discipline, (b). General attributes, (c).
Record keeping & paper work, (d). Hygiene)
5 Accident record, 6 Negative marks for Alcoholism,7 Grand
Total, 8 Signature of the Loco pilot, 9 Signature of the Loco
Inspector
………………………………………………………………
Q16. Signals:
(A). OUTER SIGNAL: In 2-aspect signalling where outer
signal is provided, will be the first stop signal of the station and
shall be placed not less than 400 metres in rear of the point upto
which the line may be obstructed after the line clear has been
given to the station in rear. On single line there should be at
least 580 metres between Outer and Home, so as to cater for
Block overlap and Signal overlap i.e. (400 + 180m) where
advance starter or Shunt Limit Board is provided for shunting
facility in the face of an approaching train
(B). HOME SIGNAL: The Home Signal shall be located in
rear of all connections, and close to the first set of facing points
clear of lock bar, or the fouling mark (if the first point is
trailing) so as to protect the adjacent line. If it is found
necessary to increase the distance between the signal and the
first facing point beyond 180 metres, other arrangements for
route holding must be made like lock retaining bar, with
successive interlocking or track circuits or SM’s route control.
(C). DISTANT SIGNAL: On single line or double line, the
distant signal shall be placed at an adequate distance i.e. Normal
breaking distance in rear of the first stop signal of the station or
gate stop signal, which shall not be less than 1 km.
(D). STARTER SIGNAL: The starter signal shall be placed at
not less than 400 metres in advance of the Home Signal. Where
a starter signal is provided for each converging line, it shall be
so placed as to protect the adjacent running line or lines. Where
only one starter is used for two or more converging lines, it shall
be placed outside the connections on the line to which it applies
(E). ADVANCED STARTER: Unless approved under special
instructions, an advance starter shall be placed outside all
connections on the line to which it applies. It shall be placed not
less than 180 metres from the outermost point on single line. On
double line this distance may be reckoned from the starter if this
is not adequate enough, may be from the outermost point or
fouling point.
(F). CALLING ON SIGNALS: A calling on signal is a
subsidiary signal and has no independent existence. It is
provided below a stop signal governing the approach of a train.
“CALLING ‘ON’ signal can be a miniature semaphore arm type
or colour light type in two aspect or multiple aspect territory.
……………………………………………………………..
Q17. Levels of accident inquiry:
Depending upon the seriousness of an accident and the gravity
of its percussions, inquiries are ordered and conducted at either
of the following levels for in-depth investigation:
1. Non-Railway (1.1 Commission of inquiry,1.2 Commission of
Railway Safety (CRS),1.3 Magisterial of inquiry,1.4 Police
investigation.), 2. Railway (2.1 Major fault inquiry, 2.2 Minor
joint inquiry, 2.3 Departmental inquiry,)
1. Non- Railway:
1.1 Commission of inquiry- ordered by Central Govt if in its
consideration under the commission of inquiries act 1952, 1.2
Commission of Railway Safety (CRS) – ordered by
Commissioner of Railway Safety, 1.3 Magisterial of inquiry -
District Magistrate who may be appointed in this behalf by the
local Government., 1.4 Police investigation - District
Magistrate or Magistrate directs to do so
2. Railway: 2.1 Major fault inquiry – GM orders, 2.2 Minor
joint inquiry – DRM orders, 2.3 Departmental inquiry –
concerned HOD
Types of cases in which CRS enquiry is conducted:
i) A statutory inquiry by a Commissioner of Railway Safety is
obligatory in every accident to a passenger-carrying train which
is attended with loss of human life or grievous hurt as defined in
section 320 of the Indian penal Code or with serious damages to
Railway property of the value exceeding Rs. 25 Lakhs.
ii) As defined in Section 320 of the Indian Penal Code,
following are the various injuries that should be considered as
grievous. 1) Emasculation / permanent privation of sight, 2)
Permanent privation of hearing,3) Privation of a member or
joint,4) Permanent disfiguration of head or face,5) Fracture or
dislocation of bone or tooth, 6) Unable to follow ordinary
pursuits for > 20 days (hospitalization). iii) Commissioner of
Railway safety may also inquire into any accident which, in the
opinion of the Chief Commissioner of Railway Safety or the
Commissioner of Railway Safety, requires the holding of an
injury at that level. The Chief Commissioner of Railways safety
to do so. iv) The inquiry shall be obligatory only in those cases
where the passenger skilled or grievously hurt were traveling in
the train. If a person traveling on the footboard / roof of
passenger train is killed or grievously hurt or a person in run
over at a level crossing or elsewhere on the railway rack, such
an inquiry in not obligatory. v) Workman’s train or ballast
trains carrying workmen shall also be treated as passenger trains
and in the event of a workmen getting killed or grievously
injured as a result of an accident to the train. CRS’ inquiry shall
be obligatory.
Procedure for acceptance of Report
1. Where the Commissioner of Railway Safety receives notice
under section 113 of the Railways Act, 1989 (24 of 1989) of the
occurrence of an accident which he considers of a sufficiently
serious nature to justify such a course, he shall as soon as may
be, notify the Chief Commissioner of Railway Safety, the
Railway Board and the Head of the Railway Administration
concerned of his integration to hold an inquiry and shall, at the
same time, fix and communicate the date and place for the
inquiry. 2. As soon as CRS receives intimation about the
occurrence of a serious accident, he proceeds to the site,
conducts inspection of the accident site and collects all
particulars relevant to the accident. He then fix’s date time and
place for the injury, which is given publicity, in the medical
Officers of the local Magistracy and police are separately
advised of the inquiry. Members of public are invited to give
evidence in the inquiry in person or to write to him. 3. The
concerned DRM will make available necessary office
accommodation, secretarial assistance etc, to facilitate the
inquiry. ADRM and concerned branch officers, like Sr. DSO,
SR. DSTE, SR. DEE, SR. DME will render suitable
administrative and technical assistance to the CRS in conducting
the inquiry including ensuring availability of subordinated with
relevant records, examination of evidence etc. 4. After
completing the recording of evidences and collecting the
material and data, the CRS will return to his headquarters and
compiles the preliminary report. The copies of the preliminary
inquiry report will be furnished to the CCRS, Railway Board
and the concerned GM. If the CRS finds that the accident was
caused by sabotage or train wrecking, he shall submit this
confidential report to the Director, intelligence Bureau, Ministry
of Home Affairs, and Government of India. 5. CCRS, after
considering the preliminary report, will convey his approval and
comments. The concerned HODs will study the preliminary
report and offer comments indicating whether the report is
acceptable or any part thereof requires review. The chief Safety
Officer will coordinate in getting the comments from different
HODs and obtaining the approval of the GM before forwarding
them to the CRS, CCRS and Railway Board. After receiving
comments from the CCRS and the GM, the CRS will review the
preliminary report and draw up his final report.
……………………………………………………………….

Q18. Main Terms Used in 4A Statement:
1) Average authorized stock: - This indicates the
average no. of engine for the month.
2) Average total no. on line: - This indicates the av. No.
of engines actually on line.
(3) Average no. under or awaiting repair Ineffective fig. of
ele. Loco is calculated on hourly basis. An engine remaining
under or awaiting repair for full day is equivalent to one
(4) Average no. effective: - This is the availability of the loco
for traffic use. Therefore, average no. effective = Av. Total no.
on line minus Av. No. UR.
Average No. in use: The locomotive which are used by traffic or
any other department are to be accounted as per the use on
different services. The type of services which has been
classified for the locomotive use is given as under:-
(i) Passenger service: - The locomotive used for
passenger/mail/express services are accounted as loco used on
passenger services. This is calculated as under:
(ii) Mixed services: There are certain types of trains like parcel
trains, plantain special etc. These are counted as mixed services
and they are calculated as under:-
Total locos on mixed service = Total engine hrs on mixed
services in a calendar day
(iii) Goods services: Engines utilised for running goods service
are accounted as engine used on goods service and it is
calculated as under:-
Total locos on goods service = Total engine hrs on goods
services
(iv) Shunting services: - There are certain engines in the yard or
sidings earmarked for shunting works only. Such engines are
counted under shunting services. However, if the train engine is
utilised for carrying out shunting work for that train, the
shunting engine hours are to be counted in pass/mixed for goods
services for which the train engine has been used for carrying
out shunting work (v) Departmental services: There are number
of usage of engine for departmental work of division. Such
engines are counted as departmental service. Following types of
services are counted as departmental services. a) Engine used
for moving ballast trains and rails for engineering department.
b) Engines used for carrying out track maintenance work such
as PQRS etc. c) Engines used as pilot engines which run for
protection of trains. (vi) Banking services: Engines are required
to bank the heavier load on a steep gradient to avoid stalling of
the train. There are certain grade section in division where all
the goods train above certain load requires the help of a banking
engine. At such places a full time (round the clock) banking
engine is provided. Engine hours used for banking a train is
counted in the type of train it has been used. If a banking engine
has been used for banking a goods train. The various terms
used for preparation of 4A statement has already been explained
in the previous chapter 3.0.1. Now it is possible to prepare the
4A statement. This statement is prepared every month and sent
to Railway Board as format.
………………………………………………………………
Q19. Short Notes:
……………………………………………………………….
Q1. Use of FLASHER LIGHT in following Conditions: 1).
When there is no tension in OHE for some time. 2). When you
find obstructions on adjacent track. 3) Put ON flasher light if
proceeding on wrong line. 4) If train stops due to emergency
operation of brakes not initiated by crew, the LP should assume
some portion of his train got derailed and should put ON flasher
light to warn the driving crew of incoming train on opposite
track. It can be put off by verifying derailment not infringing
nearby track. 5). Train parting.6). Sudden heavy jerks/lurch. 7).
Loco failure. 8). Rail fracture or weld fracture. 9). Derailment.
10). Train brought to stand on gradient
Crew action when they see flasher light on, on opposite
train: on seeing first acknowledge by switching on and off the
flasher light 3 times. The Driver of an approaching train, who
sees the flasher light or hears the short sharp whistles or
detonates the detonators placed for protection, shall bring his
train to halt in shortest possible time utilizing the emergency
braking systems. After bringing his train to a halt the Driver of
the approaching train will give all possible assistance to the
Driver of the affected train.
………………………………………………………………..
Q2. Functioning of VCD: The cycle has a preset period
normally set at 60 seconds. This cycle is automatically restarted
whenever the vigilance unit detects one of a number of external
inputs derived from other vehicle control functions under the
driver’s control from the active cab, the presence of which
automatically infers that the driver has taken some positive
action and is therefore vigilant.* The control functions include
Notch-up / Notch-down by the master controller (MP)*
Operation of the sander, horn, Train Brake (A-9), Loco Brake
(SA9)* Operation of the Vigilance Push Button/pedal
switch*Cycle time (T0) of 60 seconds.*The crew has to
acknowledge the device within T0 time by pressing a push
button.* The vigilance cycle time (T0) starts again.* If the
above acknowledgement is not received within T0 time, the
VCD shall begin flashing a warning light for a time period (T1)
Sec.* If by the end of period T1, an acknowledgement by the
crew has not been actuated, the VCD shall actuate an audible
alarm for a time period (T2) sec. The warning light shall also
continue to flash during this period. *If, by the end of period T2,
an acknowledgement is not received, the VCD system shall
initiate penalty brake application, which shall continue for a
period T3 seconds, even if a reset acknowledgement is received
during this (T3) time period. *The audible warning shall be
silent (stop) during the T3 time period. However, the flashing
warning light shall continue to flash as in period T2. * At the
end of time period T3, warning flashing light shall extinguish
and device can then reset by setting master controller to off
position and pressing reset push button.
………………………………………………………………
Q3. Panto Entanglement: - Out of this 50% of failures are on
account of panto entanglement. Therefore in view of this
maintenance of OHE as well as pantograph plays a very
important role. Reduction in the cases of panto entanglement
can be achieved by taking suitable remedial action.
(A). Reasons for Panto Entanglement-Panto entanglement
generally occurred due to following reasons-
1. OHE Defects
• Due to mal adjustment of turn outs & X-Over OHE
• Inclined dropper broken.
• Bracket / Stay tube insulator failed and cantilever
hanging. “L” bracket of steady arm broken.
• Non adjustments of OHE after track slewing.
• In span dropper opened from catenary wire.
• Adjustment / leveling of section insulators.
• Centenary wire parting.
• Contact wire parting from RRA Clamp.
• ATD SS wire rope failure.
• Twisting (inclined) of PG clamp in jumpers.
• Excessive sag on OHE
• Slipping of steady / drop arm hook clamp.
• Catenary wire snapped in side PG clamp.
• Swivel clip opened.
• Failure of 9 T insulator.
• Contact wire parting from joints.
• Leaning of OHE masts.
• Non provision of GI sleeve on anti-falling rods at
T/Out, X-Over & Neutral Section.
2. Pantograph Defects
• Grooving / loosening of the wearing strip.
 • Not free movement of both plungers and improper
lubrication.
• Damaged/cracked panto horn.
• Missing split pins & fasteners from plungers.
• Cracks / breakages on main springs.
• Sharp edges of wearing strip.
• Improper leveling of panto pan.
• Transverse flexibility.
3. External Causes, such as a) Storms b) Bird hitting, c) Tree
branches/foreign material hanging on OHE & roof of the
loco motive. d) Vandalism & theft causing damage to OHE.
e) Overshooting of locomotive beyond engine stop limit. f)
Non observance of temporary caution order
4. Loco Crew Related
• Loco going beyond stop limit and damaging Panto-pan
and 9 Ton Insulator
• Closing of loco Circuit Breaker on low pressure.
(B). Loco pilot do in case of panto entanglement: The officer
or supervisor of the Electrical Department arriving first at site of
a breakdown, particularly those involving entanglement of
pantographs with the OHE, should make a very careful note of
all relevant details pertaining to the break-down and also
prepare a sketch indicating the particulars.
• He will also arrange for preservation of such evidence
as may be useful subsequently for investigating the cause of
the breakdown.
• Items to be checked on the pantograph and OHE are
indicated in the Annexures 9.02 and 9.03.
• Maintenance Staff, after ensuring that OHE is dead,
and earthed in association with OHE staff will climb on the
roof of the locomotive.
• They will remove the HPT links of the damaged
pantograph and earth it and will secure the pantograph with
wire rope from the base frame of the pantograph in such a
manner that it does not come in contact with OHE during
the run.
………………………………………………………………….
Q4. FDCS is RELAY BASED CONTROL SYSTEMS -Relay
based protection and control systems consist of following four
parts a.DJ control circuit:
1). Faults include ICDJ,
2). DJ tripping in 0.6 seconds (Faults in GR ckt)
3). DJ tripping after 5.6 seconds (Faults in auxiliary control
circuit), b). Monitoring of auxiliaries c). Traction Control
Circuit (Wheel Slip Protection etc.) d). Control of the signalling
circuit Relay based protection and
4). control systems
a) Frequent and specialized maintenance of relays
b) Calibration needed for Time Delay Relay Relays
c) Complex control cabling, large amount of cabling
d) Difficulties in trouble shooting
e) Wear and Tear of Large Quantity of moving parts
f) Records of DJ tripping and other occurrences are
maintained manually:
i. Inconsistent records
ii. Incomplete information
iii. Inaccurate failure investigation
Advantages of FDCS: This system has the following
advantages over the conventional control system:
1. Elimination of a numbers of relays (Time delay relays,
sequential relays, indication relays, no volt relay Q30 and over
voltage relay Q 20)
2. Elimination of notch indication system.
3. Enhancement of availability of locomotive
4. Reduction in numbers of interlocks required
5. Reduction in size of master controller
6. Reduction in control wiring 7.Fault diagnosis, indication and
recording
7. Easier trouble shooting as status/ fault massages are displayed
to crew in the cabs
8. Easier to identify recurring problems by error log and event
recording analysis
9. Easier and least maintenance
10. Improved reliability
11. Vigilance control and flexibility
………………………………………………………………….
Q5. Running Allowances: Running staff are paid running
allowance instead of TA. Certain percentage of the running
allowance is taken into account as pay for fixation of pension,
leave salary etc. The following allowances are paid to Running
Staff: 1. Mileage (Kilometerage) Allowance: This is paid when
staff is engaged in running of train as per actual Kms of driving
performed. 2. Allowance in lieu of mileage: If the running staff
is utilized for stationary duty in crew booking lobbies or
inspectorial duties, the mileage in lieu of working at stationary
duty is paid. 3 Waiting Duty Allowance: When running staff are
called for duty and keeps on waiting for duty due to
administrative reasons, in such case, running staff gets the
mileage at the rate of 5 Kms per hour of waiting duty. 4.
Allowance for Ghat Section: Class I Ghat Section:- If the
section is having a ruling gradient of 1 in 40 or steeper. Class II
Ghat Section :-If the section is having a ruling gradient of 1 in
80 or steeper but less than 1 in 40. The running staff working in
Ghat section, gets the mileage computation 5 times the actual
distance traveled in case of Class I ghat section and 3 times the
actual distance traveled in case of Class-II ghat section.
…………………………………………………………………..
Q6. . Speed Restrictions:
Permanent Speed restrictions:
1. Drivers and Assistant Drivers must be fully conversant with
permanent as well as temporary speed restrictions. Permanent
speed restrictions are indicated in the working time table. 2.
Temporary speed restrictions will be made known to the
running staff at their booking office as under:
a) Every Driver should study "Temporary Speed Restrictions"
bulletin issued by the Division and sign the prescribed register
in acknowledgment of having read and understood the same. b)
Temporary speed restrictions imposed by the Engineering,
Signal and Electrical Departments are communicated to the
running office through messages and are displayed' on the
notice boards at the booking points. c) Caution orders as
prescribed in the General and Subsidiary Rules will be issued
for all temporary speed restrictions.
……………………………………………………………….
Q7. Automatic signalling
A. Double Line *The line shall be provided with continuous
track circuiting or with axle counters.*The line between two
adjacent block stations may, when required, be divided into a
series of automatic block signaling sections each of which is the
portion of the running line between two consecutive Stop
signals, and*The entry into each of which is governed by a Stop
signal, and The track circuits or axle counters shall so control
the Stop signal governing the entry into an automatic block
signalling section that –*(i) the signal shall not assume an 'off'
aspect unless the line is clear not only up to the next Stop signal
in advance but also for an adequate distance(Unless otherwise
directed by approved special instructions, the adequate distance
shall not be less than 120 metres) beyond it, and the signal is
automatically placed to 'on' as soon as it is passed by the train.
………………………………………………………………
Q8. Features of crew friendly cab:
better, comfortable & adjustable seats; more leg space ; better
door locks, windows sliding arrangement ; better amenities such
as air-conditioning, toilets, drinking water, tea making
arrangements, temperature control etc. ; better Cab lighting,
better signal track visibility ; ergonomic features improving
access to various controls and ease of handling ; superior
aesthetics, colour scheme, finish, interior décor; injury free
features ; aerodynamic profile ; noise, vibration, dust proofing,
safety features like driver’s view, headlight, large size rear view
mirror, auto-flasher etc..
………………………………………………………………
Q9. A Regenerative braking: is an energy recovery
mechanism which slows a vehicle or object down by converting
its kinetic energy into another form, which can be either used
immediately or stored until needed. This contrasts with
conventional braking systems, where the excess kinetic energy
is converted to heat by friction in the brake linings and therefore
wasted.
Dynamic braking is the use of the electric traction motors of
a railroad vehicle as generators when slowing the locomotive. It
is termed rheostat if the generated electrical power is dissipated
as heat in brake grid resistors, and regenerative if the power is
returned to the supply line. Dynamic braking lowers the wear
of friction-based braking components, and additionally
regeneration can also lower energy consumption. Dynamic
braking can also be used on railcars multiple units.
………………………………………………………………
Q10. A Brake Continuity test :on air brakes MUST invariably
be conducted in the manner detailed below, in the following
circumstances: At the Originating station.1) When a fresh
locomotive or additional locomotive is attached.2) Whenever
any vehicle is attached or detached.3)When brake pipe is
disconnected to rectify any defect .The test is conducted by the
guard upon receiving acknowledgement that the brake pipe is
charged. The guard applies brakes in a documented method and
the driver acknowledges this when a specific drop in pressure is
observed in the gauges located in the locomotive. In the absence
of a guard, an employee from the Carriage & Wagon
department performs the test. At major stations and at crew
change points, Carriage & Wagon department employees
perform a similar test and hand over the Brake Certificate to the
driver by observing the pressure drop from an SLR coach or
pantry car nearest to locomotive. For passenger trains, the guard
signs the Brake Certificate and sends it to the driver through the
C&W employee. The driver will NOT start the rake unless he
receives this certificate. The guard and driver also communicate
over the walkie-talkie the pressure readings that are observed.
………………………………………………………………
Q11. Adhesion: it is the grip or force of attachment produced
by friction between wheels and rails.it is required to keep the
wheels from slipping. Coefficient of adhesion is the ratio of
“maximum value of tractive effort which can be transmitted to
the wheel” divided by the “effective value of load on the driving
axle”.
Factors affecting adhesion: 1.effect of speed= adhesion is
maximum at start and then reduces with speed.2.rail condition
and weather condition= wet rails reduces adhesion. Oily rails
drastically reduces adhesion. Sanding helps. Dry leaves and coal
dust also reduces adhesion. 3. Reduction of adhesion on curves=
the angle subtended between the wheel flange and the gauge
face of the rail is called the angle of attack. Increase in angle of
attack by 1 degree as on curves reduces the adhesion by half. 4.
Effect of weight transfer.5.effect of draw bar pull.6. Effect of
traction motor nose. 7. Effect of vertical shocks. 8. Effect of
performance characteristics of TM. 9. Effect of TM combination
in series or in parallel. 10. Method of traction control. 11.
Enginemanship
Method to improve adhesion= 1. Bogie design. 2. TMs in
parallel, 3. Field weakening of slipping TMs. 3.stepless control
4.sanding 5.crep control
………………………………………………………………
Q12. FOIS: This led to CMC's freight operations information
system (FOIS), an integrated information and management
system for controlling and monitoring the multifarious activities
in freight operations. The FOIS has been designed to give major
strategic advantages to both Indian Railways and its customers,
some of them are: Extension of the current business practice of
bulk movement of freight traffic in trainload formations to
piecemeal traffic to increase the market share by clubbing and
moving together similar type of stock in 'Hub and Spoke'
arrangement. Global tracking of consignments in real-time,
whether in rakes or in individual wagons Facilitate acceptance
(customer's orders), billing and cash accountal of freight traffic
from identified nodal customer centres which may not
necessarily be the handling terminals. Foundation for a
complete logistics management system furnishing real time
information on the chain of physical distribution, an essential
element in reducing inventory costs, is being laid through FOIS.
………………………………………………………………
Q13. CMS: Centre for Railway Information Systems New
Delhi, an IT development unit for Indian Railways, has
developed a software named 'Crew Management System',
wherein bookings of this sensitive category of people, which
was done manually till now and monitored at various levels by
Inspectors and Officers, is arranged through software. Crew
Management System (CMS) is a unique system in which
accuracy and monitoring is automatically maintained.
The CMS system is being implemented in the Railways Lobbies
at 306 lobby (Location where Railways crew are booked)
locations with touch screen along with biometric devices for
Sign-On/Off of crew from their duties.
The Crew Management System software has a unique feature of
booking the crew through SMS.
System generated alerts are also sent to the required personnel
With the help of the Crew Management System software, sign
on/sign off of crew members has become extremely easy. At the
lobby, they are provided with Kiosks, where they use their
thumb impression to sign on/sign off. This has removed the
need of their signing in registers or remembering passwords. It
is very user friendly and easily adaptable by the crew.
BA (Breathalyzer) capabilities are being added to Kiosks
Benefits of Crew Management System:
All crewing information is readily available through a common
data platform.
• All offices are synchronized at all times.
• Graphical User Interface for planning as well as for running
daily operations with full checking mechanism.
• Time saving: crewing and payroll data need only be entered
once.
• A combined system for crewing and payroll saves time and
money
CMS database holds all the necessary information about each
crew member including: basic data such as name, address,
gender, nationality, date of birth and phone numbers
Personal skills such as language speaking and professional skills
such as the types of Crew and trainers' qualifications.
………………………………………………………………
Q14. Composite C/BB/K brake block is a rigid moulded
friction material, grey-black in colour, having a random fibre
asbestos base and containing metallic particles. It is
manufactured only in the form of brake blocks, integrally
moulded to a back plate. This material was originally developed
to have the ability to withstand the heavy braking demands of
Electric Multiple Unit (EMU) stock, operating suburban
passenger services. Its use has since been extended to a range of
duties from low speed shunting locomotives to high speed
passenger trains. C/BB/K has a higher and more stable
coefficient of friction than the conventional cast iron block
which it replaces, resulting in lower application forces and
permitting the use of smaller cylinders. It is a conformable
block designed to eliminate thermal cracking of tyres, which
had hitherto been a barrier to the widespread use of composition
blocks. C/BB/K Block has several fold advantages in life over
cast iron blocks and thus significantly lengthens service periods.
It is particularly beneficial in those situations where hot cast
iron dust would present a safety hazard. Spark-free blocks are
essential in oil refineries, chemical works and ordinance
factories. The composition block has much to offer in the
braking of passenger rail, minimising braking shocks by its
smoother action and permitting higher load/tare factor. Indian
Railways have been successfully using composition brake
blocks for EMU rakes for over three decades, even in monsoon
conditions.
………………………………………………………………
Q15. Composite vs. Cast Iron Brake Block:
Advantages of Composite Brake block over Cast Iron Brake
block are:
1. Coefficient of friction between brake block and wheel
is more.
2. Less braking distance
3. Less weight
4. Less wheel tear and wear
5. Better braking and control
Disadvantages:
1. Costly
2. Less heat dissipation due to poor heat conductivity
3. Chances of getting cracks higher
4. Frequent replacement required due to high wear and
tear
5. Frequent adjustment between wheel and brake block
required
………………………………………………………………
Q16. Absolute Block System and Automatic Block System:
Ans: Absolute Block System Section to Be Divided in two:
A. Station Sections. Under unitary control of concerned Station
Master.
B. Block Section. Under dual control of both adjoining
concerned Station Masters. No train may enter in to block
section without mutual agreement and operation between both
the concerned. (Line Clear & Authority to Proceed)
Essentials of Absolute Block System L/C may not be granted
unless
i. On double line the line is clear , not only up to the first
stop signal at the block station at which such line clear
is given , but also for an adequate distance(AD 400
MTS IN TWO ASPECT L.Q. OR CLS & 180 MTS IN
MA/UQ – CLS AND MLQ) beyond it.
ii. On single line the line is clear of the trains running in
the same direction not only up to the first stop signal at
the Block station at which line clear is given but also
for an adequate distance beyond it. And is clear of the
trains running in the direction towards the block station
to which such L/C is given.
The Automatic Block System:
Double Line:
1) The line shall be provided with continuous
track circuiting or with axle counters.
2) The line between two adjacent block stations
may, when required, be divided into a series of automatic
block signalling sections each of which is the portion of the
running line between two consecutive Stop signals, and
3) The entry into each of which is governed by a
Stop signal, and
4) The track circuits or axle counters shall so
control the Stop signal governing the entry into an automatic
block signalling section that –
(i) the signal shall not assume an 'off' aspect unless the line
is clear not only up to the next Stop signal in advance
but also for an adequate distance beyond it, and
(ii ) the signal is automatically placed to 'on' as soon as it is
passed by the train.
5) Unless otherwise directed by approved special
instructions, the adequate distance shall not be less than 120
metres.
6) Under special instructions, one of the
automatic stop signal between two stations in the automatic
territory in each direction may be made as modified semi-
automatic stop signal;
7) The mid section modified semi-automatic stop
signal will be interlocked with the signals of the station
ahead. Indications whether the signal is in normal automatic
mode or modified automatic mode shall be available to the
SM of both end.
8) When mid section signal working with ‘A’
sign extinguished, the Advance starter signal of the station
in rear be taken ‘OFF’ only when the line is clear up to an
adequate distance beyond the mid-section semi-automatic
stop signal.
Similarly the mid-section modified semi automatic signal
shall assume ‘OFF’ aspect automatically or be taken ‘OFF’
when the line is clear up to an adequate distance beyond the
Home signal of the station ahead.
………………………………………………………………
Q17. Effect of Gear Ratio on Tractive Effort
A gearbox links the traction motor shaft to the train axle in order
to step down the rotational speed since motors run much faster
than axles! As power = force x speed, and assuming that there
are no losses in the gearbox, as the rotational speed at the axle is
reduced, the force or torque at the axle is increased.
Consequently, re-gearing is often used as a means of obtaining a
revised traction characteristic to suit alternative service patterns.
The effect of changing gear ratio is to change the train speed at
which full load can be applied continuously without thermal
damage to the motors.
Therefore:
1. Increasing the gear ratio reduces the minimum speed (hence
increases torque) at which a given locomotive can operate
safely.
2. Reducing the gear ratio, increases the maximum speed at
which a given locomotive can operate without mechanical
damage to the motors.
………………………………………………………………
Q18. Effect of Wheel Diameter on Tractive Effort
As the wheels wear down, the tractive effort characteristic will
change! A change in the wheel diameter is effectively a change
of gear ratio, and consequently as the wheels get smaller the
starting TE will increase. However, as this also means that the
axle speed becomes higher for any given train speed, the TE at
higher speeds will fall off more rapidly. When train
performance is being predicted, it is normal to assume the
average half-worn wheel diameter.
………………………………………………………………
Q19. Items checked by crew at major halt:
Pre-departure inspections for a train include testing the brake
system continuity for the entire rake, locomotive inspection by
the crew (checking fuel and oil levels, inspecting the traction
equipment, the bogies, etc. The guard ensures the availability of
safety equipment, last-vehicle indications and warning lamps,
etc. En route at important stations where the train stops, the
wheels/axles and bogies of the rake are checked: visual
inspection to check for defects, trailing or hanging equipment,
etc., using a mallet to test the bogie fittings, using contact or
non-contact thermometers to detect hot bearings or axles. At
many stations, track-side fluorescent or halogen lamps are
provided to help in this inspection.
………………………………………………………………
Q20. Effect of TM combination in series or in parallel:
Wheel-slipping of one axle causes the speed of that TM to
increase, in turn increasing the back-emf, thus reducing the
current. Now if TM groups are in series, the current-reduction in
 slipping TM will also cause current-reduction in other TM in
series with it, so developing slipping in additional TM. Whereas
TMs in parallel will not be affected by slipping of one TM.
Hence 6-P combination of TMs give better adhesion than 2S-3P
or 3S-2P combination.
………………………………………………………………
Q21. Merits and demerits of Diesel and Electric Loco:
Ans: Advantages include:
1. Lower running cost of locomotives and multiple units
2. Higher power-to-weight ratio, resulting in
a) Fewer locomotives
b) Faster acceleration
c) Higher practical limit of power
d) Higher limit of speed
3. Less noise pollution (quieter operation)
4. Lower power loss at higher altitudes
5. Lack of dependence on crude oil as fuel
Disadvantages include:
1. Significant cost of electrification
2. Increased maintenance cost of the lines
3. Overhead wires further limit the clearance in tunnels
………………………………………………………………
1. Q22. Static vs Arno:
Limitations of ARNO convertor- 1.Poor efficiency due to
rotary converter 2.It consumes 30 KVA 3.Wide variation in
output voltage & frequency due to OHE variations (-
20%,+30%) 4.Causing over heating & counter torque
production 5.Possibility of auxiliary motors failure and
weakening its insulation due to DOL starting 6. Lower system
reliability due to usage of EM contactors and time delay relays
7. Switching surges due to DOL switching of loads 8.Power
losses during start-up of ARNO (split-phase method) 9.High
system start-up time due to delayed switching of auxiliary
motors.
Advantages of SIV- 1.High efficiency (>92%) 2.Balanced and
stable 3-phase output voltage 3. (voltage –415V ± 5% &
frequency – 50Hz ± 3%) 4.No overheating/counter torque
problem (Due to output voltage & current THD<5%) 5.Soft
starting feature eliminates auxiliary motor failures on account of
switching surges and harmonics 6.Higher system reliability due
to elimination of EM contactor and time delay relay 7.Extensive
fault diagnostics & monitoring, with real time clock and fault
downloading features .8.Direct interface with microprocessor
based loco controller & indication for Loco pilots 9.Inbuilt
protection like over load, single phasing, Earth fault and short
circuit 10.Inbuilt battery charger and automatic restart feature in
case of transient fault
………………………………………………………………
Q23. Commissioning of New type of Rolling Stock: Role of
CRS:
Sanction is required from the CRS in respect of –
1. Introduction of electric traction on any railway or section of a
railway.
2. Bringing into use any new type of electric locomotive or
EMU or to operate any in service at speeds higher than those
already sanctioned. The term "New Type" includes:
a) Any alteration made in the existing rolling stock which will
have an effect on the riding characteristics of the rolling stock,
Generally, the points to be considered are axle load, unsprung
mass, primary and secondary suspension systems and load
transfer arrangements between body and bogies and bogies and
wheel sets.
b) Any alteration in the traction electrical system which is likely
to interfere with signalling system.
On receipt of the Provisional Speed Certificate by RDSO, an
application is made by the Chief Engineer of the concerned
Railway to the concerned CRS for obtaining sanction. This is
accompanied by Safety Certificate issued by CEE, CE, CSTE
and CME. This certificate details restriction imposed and
precautions to be observed for the movement of the loco. CRS
in turn will then forward the same to the Secretary (Works),
Railway Board along with his recommendations. Engineering
Directorate at the Railway Board will finally communicate the
sanction based on the safety certificate issued by CEE, CE,
CSTE, COPS and CME and comments of the concerned CRS
for the provisional running of the rolling stock.
Based upon the results of trials RDSO will issue a Final Speed
Certificate indicating the maximum speed for which the new
stock is considered fit, mentioning therein special precautions to
be observed, if any. Based upon this certificate, the user
Railway will issue a speed certificate signed jointly by CE,
CEE, CME and CSTE and send the same to concerned
Commissioner of Railway Safety (CRS).
………………………………………………………………
Q24. Duty Hours and Running Allowances to Running
Staff:
Various types of allowances paid to running staff.
1. As we know, there are four category of Railway staff as given
under:
1. Continuous
2. Intensive
3. Essentially intermittent
4. Excluded.
The duty hours for running staff is counted from sign ON to
sign OFF. The running staff are classified as continuous. The
duty hours for the running staff is as under:-
i) Max. Hrs to be utilized in a fortnight. = 104 hours
ii) No. of periodical rest in a month = 4 rests of 30 hrs each or 5
rests of 22 hrs each including a night in bed.
2. Normally, running staff are not put on duty for more than 10
hrs at stretch. They can claim rest after performing 12 hours
duty provided they have given 2 hours notice.
3. Running staff should not perform night duty for more than 6
consecutive nights. They should not be out of headquarters for
more than 3 or 4 days continuously.
4. Periodical rest should include the full night rest. This rest
should normally be given in a week.
HQ rest to running staff:
1. The Headquarter rest is given as under: i) For duty less than 8
hours = 12 hours rest
ii) For duty more than 8 hours = 16 hours rest
Outstation rest for Running staff:-
1. Outstation rest is given as under:-
i) For duty hrs of 8 hrs or more = 8 hrs rest
ii) For duty hrs less than 8 hrs = half an hour rest for each hour
of duty (Normally Min. 6 hrs. outstation rest is given).
2. While giving the HQ or outstanding rest as above, 2 hrs call
time is also added.
3. Running staff accompanying dead/trial engine:-
When accompanying such engines, they may be allowed 2/3 rd
of the time spent in journey, but if they travel in engine while on
trial they will be entitled to full credit of whole time spent on
journey.
………………………………………………………………
Q25. Paper line clear: The permission obtained on paper by a
block station from a block station in advance for a train to leave
the former and to proceed towards the later.
………………………………………………………………
Q26. DPWCS (Dynamic Power Wireless Control System): It
allows multiple locomotives to be used at different locations
over entire train consist. Such a system leverages the existing
rolling stock and allows much longer trains to be run by minor
up gradation of the locomotives.
 Provides coupling between locos through RF communication.
 Makes it possible to couple maximum of 4 locomotives to the
Lead locomotives which can be connected in between or at the
end of the train.
 It contains:
 “Control and Communication Unit” – One No.
 “Driver Interface Units” – Two Nos., one in each cab
 “Brake Interface Unit” – One No.
Function of DPWCS: 1). The system ensures authorized
Login, 2). The system considers BP continuity for Grouping, 3).
Intelligent Neutral section negotiation is possible on all remote
Loco. 4). Pantograph lowering at trailing Locos corresponding
to the Lead is possible. 5). Train parting is identified and the
same is indicated on the DIU. 6). Dynamic Brake is
synchronised on the Trail Loco. 7). On communication Failure
the trailing Loco should come to zero notch. On resumption the
self-test shall be performed to ensure the identity and of trail
loco and indication to be provided at DIU. 8). If the Lead loco
fails it is possible to work the train from the Lead at a restricted
speed through DIU. 10). It is possible to shutdown/energies
remote locos from the lead locomotive through Driver interface
unit. 11). Possible to control traction notches or Braking notches
from Lead locomotive through Driver interface unit. 12).
System is capable of identifying fault during the operation and
displaying on DIU. 13). Complete synchronizing of Remote
Locomotive with the Lead Locomotive. 14). BP Continuity
check before grouping two locomotives. 15). Automatic Neutral
Section Negotiation in remote locos. 16). Manual Traction
Control for remote locos. 17). Sensing of Train Partings. 18).
Fail Safe Logics. 20). All parameters of Remote Locomotive
available at Lead Locomotive screen. 21). User Friendly
operation.
………………………………………………………………
Q27. How are communications or signals failures handled?
In case of signalling equipment or block equipment failure (e.g.,
power failure, floods), if communications can be established
between adjacent stations (by telephone on the public network
or control telephones of the railway network, or in the past, by
telegraph or bell code), paper line clear tickets may be issued to
trains to proceed. Such paper authority is given along with issue
of private numbers by station masters to establish proper
authorization, authentication, non-repudiation of the action.
Paper or verbal authority to proceed (with issue of private
numbers) can also be given by section controllers if
communications have broken down between adjacent stations.
If there is a total breakdown of communications, the station
master of a station can still issue a paper authority to proceed to
the first scheduled train departing a station, subject to a
restriction to run at or under 15km/h and a requirement to sound
the horn or whistle freely to alert any possible oncoming train
1.In a single line station, in case of any defect in block
instrument whereby paper line clear ticket has to be introduced,
signal and telecom inspectors should reach the station
immediately, within one hour of occurrence of such failure. 2.
In case the failure is not rectified within three hours, the
sectional T.I. or any other nearby supervisory station master
should go to the station for assisting the staff there and to ensure
that all rules are meticulously adhered to and appropriate
authority for each and every train issued, taking care that there
are no mistakes. 3. In such incidents, section controller should
also ensure that no crossing or precedence is arranged at a
station where such failure is continuing. 4. Similar precautions
to be taken during introduction of single line working in double
line sections. 5. In case of failure of block instruments in double
line section, similar action should be taken for rectifying the
failure in three hours. Section controller should not allow
precedence at such stations till the instruments are put right. 6.
Further, in case the senior supervisors mentioned above do not
reach the station where such failure occurred within the
stipulated period and there is mishap, they should be held
equally responsible for the same. In case the non-attendance is
due to orders of the superiors, the superiors even at officer’s
level should be held accountable.
………………………………………………………………
Q28. Trip inspection of loco or EMU: safety and reliability
items
Ans: Trip inspection: The trip inspection is mainly required for
topping of oils, distilled Water in batteries and attention to
various minor defects which have been recorded in the log
book, During Trip Inspection the engine examiner should
1. Carry out detailed checks in regard to any unusual
occurrence reported by the Drivers in the loco log-book
2. Visually inspect the auxiliaries for satisfactory starting
and operation.
3. Feel by hand the temperature of axle roller bearings.
4. Visually inspect mechanical components like springs,
dampers etc. and the brake rigging to detect any
abnormality.
Safety items of the under frame of locomotives
i) Rail guard and cattle guard should be proper with no sign of
damage or deformation.
ii) Equalising beams, equiliser safety bracket and tie bolt should
be without any crack. The bolts of the safety bracket
should not be loose or deficient.
iii) Helical springs of the locomotive should be without crack.
iv)Safety ‘J’ clamp and safety slings of brake rigging should be
in proper condition.
v) Availability of axle box liners in position.
vi) Brake block condition – it should not be tilted or broken.
vii) Traction motor suspension lock pin should be intact.
viii) Traction motor gear case fixing bolt should not be loose or
deficient.
Safety items of loco body
1) Effectiveness of hand brake.
2) Condition of screw coupling.
3) Lock pin of CBC and clavis condition
4) Proper securing and fittings of Buffer
5) Availability of foot steps
6) Effectiveness of horns
7) Speedometer recording-cum-indicator unit in Cab-1 and Cab-
2 are in working condition.
8) Availability of fire extinguisher
9) Portable telephone in working condition
10) Battery box bracket
11) Flasher are working in both cabs
12) Marker lights at both cabs are working
13) Both head light with proper focus
14) Availability of earthings poles and cables
15) Panto pan and leveling rod condition
……………………………………………………………….
Q29. Items checked by crew at major halt
Pre-departure inspections for a train include testing the brake
system continuity for the entire rake, locomotive inspection by
the crew (checking fuel and oil levels, inspecting the traction
equipment, the bogies, etc. The guard ensures the availability of
safety equipment, last-vehicle indications and warning lamps,
etc. En route at important stations where the train stops, the
wheels/axles and bogies of the rake are checked: visual
inspection to check for defects, trailing or hanging equipment,
etc., using a mallet to test the bogie fittings, using contact or
non-contact thermometers to detect hot bearings or axles. At
many stations, track-side fluorescent or halogen lamps are
provided to help in this inspection.
………………………………………………………………….
Q30. DUTIES OF OFFICER'S ON ACCIDENT SITE:
Ensure proper protection of the adjacent track and preserving
clue/evidence of accident.2. Ensure that the load is protected
against rolling down, by putting hand brakes and wedges. 3.
Check whether Medical van and Break Down train are required
and order accordingly. 4. Provide first aid to victims and
transport injured passengers to nearest hospital. 5. Collect
following particulars and inform the higher officials and
controllers from the site of accident. A) Time and date of
accident. B) Train No. and description of train/Trains C) Block
section/station location, Kilometer age of accident site. D) Brief
description of accident and site. E) Casualty/injury particulars if
any. F) Condition of derailed coaches/wagons if any and speed
restrictions to be imposed. G) Damaged condition of Track,
OHE, Rolling stocks, S&T fitting etc. H) In case of level
crossing accident- the type of road vehicle, casualty and
obstruction on track. I) Prima facie cause of the accident, if
known. J) In case of fire, the Coach/wagon No., material
involved in fire, additional fire extinguishers required, if any. K)
Any other relevant information.
……………………………………………………………
Q31. Run-In: coupler - slack rapid change (compressed)
*rear section of a train traveling at faster speed than the front
portion, *Reason: sudden braking
Run-Out :( stretched)
*rear section of a train traveling at slower speed stretches than
the front portion, *Reason: sudden acceleration cause sudden
jerk results into breakage of coupling
Why do Run-in & Run-out occur? *Sudden application of
brakes, *Change in gradient,*Sudden change in speed, *in -built
gap between locked knuckles.

……………………………………………………………
Q32. Integrated Lobby - These are lobbies set up in major
junction points to co-ordinate the train ordering activities.
Crew booking, Guard booking, Power everything is done in
the same lobby with an aim to minimise detention and
maximise the crew / power utilisation.
……………………………………………………………
Q33. Attaching/detaching loco: when the leading locomotive/s
of a multiple unit consist is/are detached and the train is to
proceed with the locomotive remaining, the driver of the latter
must, before departure, make an application and release of the
train brakes and must be satisfied that the air brake is in good
order.in every such cases the original train examination
certificates must be transferred to the new leading locomotive.
CONT….
………………………………………………………………… ………………………………………………………………….