IP COCK L&T COCK

IP COCK (Old WAG-5, WAG-7 & WAP-4 Loco)

Modified WAG-5 & WAM-4 Loco

Tri-plate Pneumatic panel of latest series WAG-7 & WAP-4 loco

- T. Sarkar, CLI/ASN

1 2 3 4 5 6

1. A-21 - IP Cock 2. A-8 - L&T Cock 3. B-16 - RGEB Cock 4. C-17 - RGCP Cock 5. A-32 - VEAD valve

Cock 6. A-21 - MREQ Cock

DV Isolating cock

MU-2B Valve

Good work done by Loco Pilots during July to September 2011

On 03.07.11, Loco No. 23427/BRC, Train No. JUC, smoked severely from SIV near ASN RRI H/S. CLI Sri D.Singh, LP Sri Rajendra Prasad-4 and ALP Sri A.K. Banerjee extinguished the fire with the help of available fire extinguisher and arranging water from nearby tap instantly and saved the loco from a major fire. For the above work showing exemplary dedication the above staff have been awarded, each ` 1000/- by DRM/ASN.

Honble DRM

Sri J.N.Jha is presenting award to

CLI Sri D.Singh,

LP Sri R. Prasad &

ALP Sri A.K.Banerjee

in presence of

Sr.DEE(OP)/ASN

Sri S.Datta

FOREWFOREWFOREWFOREWOOOORDRDRDRD

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

running staff of Asansol Division should have a forum for

sharing their experiences and ideas. TRS Operation Wing of

Asansol Division has already taken a voluminous shape and is

likely to be grown further in the near future with the

electrification of sidings and mainline. The strength of Electric

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

Inspectors has also increased in the recent past. Though in

other divisions the Chalak Patra is in vogue, it was

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

platform for cultivation of technical, managerial and safety

related issues. The running staff and Loco Inspectors should

participate in sharing their experiences through this quarterly

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

Operation Wing and will also help in focusing on technical and

safety related aspects of train operation.

(J. N. Jha)

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

Pneumatic panel of WAG-9 (Knorr brake fitted loco)

S . Sharma/CLI/HQ/ASN

136 Feed Valve Cock

P/G Cock

PB -PDS

PBR -COS

SIFA-74

PER -COS

AUXILIARY MANIFOLD

AIR BRAKE MANIFOLD

Cock-47

.

SL. NO

Subject Page No

1. Good work done by LPs : Inside cover page

2. Bad work done : 1 3. Counseling (July Sept) : 2 4. DO you Know : 3 5. Know your BA testing Machine : 4 6. Stalling parting and rail burnt : 5 7. A typical failure & Answer of

Do you know : 6

8. Trouble Shooting of SIV : 7-8 9. How to know relay status in

MPCS & SIV fitted loco : 9-10

10 Nomenclature of cocks and Valves

: 10

11. Relevant Extract of instruction regarding working of Double Decker train

: 11-13

12. Instructions for LP& Guards for train operation in foggy weather

: 14-15

13. 18th Addendum and corrigendum

: 15

14. Train Parting Causes and precautions.

: 16-24

14 Modified procedure for manual isolation of bogie of 3 phase loco

: 25

Chalak Patra

Disclaimer This periodical is for the purpose of utilization of technical

and safety related subject in connection with operation of

Electrical Locomotives and trains. It contains various

information gathered from experience or from various draft

reporst, all of which are not accepted / circulated by Rly.

Board or zonal head quarter. This, however, limits the

periodical from being referred to for deriving any authority

for any purpose.

Sd/-

Sr.DEE(OP)/ASN

Corrigendum of the issue June-2011

Page No. 8, Sl.No. 10 Position of Lead & Trail cock in

rear loco to be read as closed. Page No. 12, Q.No. 2 Correct Answer : Q-44 Page No. 12, Q.No. 3 Correct Answer : 6.5 Kg/cm2

Chalak Patra

CONTENTCONTENTS

SN C/No. & Date Subject

July - 11 1 S/07-07.07.11 Vigilant on train operation during run 2 S/08-07.07.11 Running of CC+6+2 & CC+8+2 wagons in E. R. 3 S/09-15.07.11 New wheel burnt rail 4 S/12-15.22.11 Counseling of drivers to avoid overshooting of

ON signals 5 T/03/07.07.11 Strategy of energy conservation 6 T/04/07.07.11 RS application in case emergency by Asstt.

Loco Pilot. 7 T/05/09.07.11 Instruction regarding VCD in conventional locos

(Equipped with tap changer) August-11 1 S/14-08.08.11 Protection of trains, stopped between stations 2 S/15-08.08.11 Rules for shunting 3 S/16-13.08.11 Open door hitting of OHE structure by wagons 4 T/06-16.08.11 Procedure for hauling dead loco 5 S/17-20.08.11 Avoiding roll down of LE / Load September - 11 1 S/18-01.09.11 Alertness, Importance of taking proper rest

before reporting on duty, Calling each signal loudly

2 S/19-08.09.11 System of working during Total communication failure on double and single line section.

3 S/20-08.09.11 Duties of ELP & ALP at the time of accident 4 S/21-19.09.11 Use of Mobile phone during train run 5 S/22-23.09.11 Precaution to be taken during shunting that no

unusual incidence occurs. 6 T/07-01.09.11 Switching off the rear loco in case where there

is no up gradient, loads or are in standstill condition.

7 T/08-27.09.11 Check in full details of MV-5 including train no. also at the time of taking over the charge of loco

2

Chalak Patra

(i) On 30.06.11, ELP(G)/UDL took charge of multiple loco no:

23499/23322/WAG-5 of train No: EC/RXL at BWN/PF. The loco No: 23322 was dead due to smoke emission from MVRH but he did not inform the same to TLC/ASN and brought the locos in that condition at ASN. The train ultimately stalled at SLS/Starter signal as single WAG-5 was unable to haul the train.As a result considerable nos of M/Exp trains lost punctuality. SF-11 was issued to LP.

(ii) On 02.07.11 Sr.ELP(G) while energizing light engine No 23074/WAG-5/ASN raised the KLK end pantograph (PT-2) without ensuring proper placement of engine under OHE as a result pantograph got entangle with OHE wire. SF-11 was issued to LP.

(iii) On 04.08.11 Sr.ELP(G) worked 63561Up ex-ASN to JSME and returned from there by 13040 Dn without charge made over and without information to TLC/ASN & PA/JSME or any competent authority. As a result 63158,63157 had to be cancelled due to non-availability of loco pilot. SF-11 was issued to LP.

(iv) On 14/15.09.2011 ELP (G)/UDL while working Train No: EC/BGB with Elect Loco No: 23465/WAG-5, and approaching the S/S of STN, DJ tripped with dropping of QOA. He failed to trouble shoot the loco properly and failed the loco instead of coming to ASN by one block. As a result train detained for 01 hours 38 minutes alongwith other two mail/Express trains in rear. This is a bad engineman ship on his part. SF-11 was issued to LP.

(v) On 26.09.2011 ELP (Goods)/ASN, B/line the loco no: 27793/WAG-7 attached with another dead loco No: 27147/WAG-7 in rear. He proceeded ex ASN Shed without coupling BP pipe in between two locos and ensuring application and releasing of brakes in dead loco. As a result abnormality was found by him after passing NMC and train stopped at RNG/H/Signal. Loco was checked at UDL and found wheel skidding which was occurred due to pushing of front loco by rear loco, having no brake, at the time of braking in front loco. This is a very bad engineman ship on part of LP. SF-11 was issued to LP.

1

Chalak Patra

Bad work done by Loco Pilots during July to September 2011

CONTECounseling

Basic Scientific Principles A fuel cell sensor is an electrochemical device in which the substance of interest, in this case alcohol (ethanol), undergoes a chemical oxidation reaction at a catalytic electrode surface (platinum) to generate a quantitative electrical response. Whenever a molecule is oxidized it loses electrons. During the fuel cell reaction, the electrons which are lost from the alcohol molecule are transferred to the platinum electrode (the fuel cell anode). Form here they flow round the external circuit to the fuel cells counter electrode. This flow of electrons through the external circuit constitutes a measurable electric current. The more alcohol molecules that are oxidized the more electrons that are lost to the platinum surface, so the greater the current flow.

Semiconductor sensor

Fuel cell sensor

Non alcohol specific Short working life Sensor saturation Non-linear response Six monthly calibration

Alcohol specific Long working life No sensor saturation High accuracy Yearly calibration

Breathalyzer myths

There are a number of substances or techniques that can supposedly "fool" a breathalyzer (i.e., generate a lower blood alcohol content).

As per the working principle any substance interference can only cause higher absorption, not lower, the estimated blood alcohol content will be overestimated.

So the myth is NOT TRUE

4

Chalak Patra

Q. 1 why frequent operation of A9 is to be avoided while working single pipe

air brake train? Q. 2. When does the AFL action come in to service? Q. 3. While working MU, if parting occurs between two locos, how does the

trailing loco come to a stop? Q. 4. Whenever HOBA kept in OFF position, what are the circuits to be

frequently observed by the driver? Q. 5. While energizing a loco, why is BL to be unlocked first before raising

pantograph? Q. 6. When does the relay Q49 energise ? Q. 7. What is the location of CHBA and its ammeter in static converter fitted

locomotive? Q. 8. In MU which lamps indicate the fault of front loco & rear loco? Q. 9. Which type of fuses in the loco will not have spare ones? Q. 10. What happens if C118 does not open after the loco is energised. Q. 11. For how much time will the auto sanding continue, after the wheel slip

stops? Q. 12. How will you drive a loco if BL of rear cab remains unlock in conventional

loco. Q. 13. Working of which equipment is effected by operation of Load/Empty

handle? Q. 14. Calling ON signal may be provided below any stop signal except ---? Q. 15. In which condition the driver can switch on head light and flasher light

even when the train is not involved in accident?

3

Chalak Patra

Do you know? Know your BA testing machine

(Fuel Cell Sensor type)

On 03.10.11, after taking the charge of loco at JAJ, LP tripped the loco by BP1DJ and tried to close DJ by BP2DJ/BLRDJ but found ICDJ. He checked all the points of ICDJ and tried to close DJ by manual operation as Q-45, Q-44 was also being energised but not succeeded. He failed the loco in time. He knocked gently surrounding of BP1DJ by some external means and then succeeded to close DJ. Loco worked the train normally afterward. This was a case of mal functioning/bad contact of N/C interlock of BP1DJ

Answer of Do You Know ?

Ans. 1 It is a bad engine man ship and leads to more energy consumption Ans. 2. Whenever BP is dropped below 4.4 kg by any reason other than A9

application or when TSFL is pressed. Ans. 3. BP will drop by parting of BP pipe, which will operate synchronizing

braking. Ans. 4. All the LT circuits and battery charging ammeter. Ans 5. To ensure that DJ is in open position through glowing of LSDJ. Ans. 6. After taking 1st notch and whenever Q52 de-energizes. Ans. 7. CHBA is located at the back of inverter panel and its ammeter is

provided on inverter panel Ans. 8. LSOL & LSGRT. Ans. 9. TRIGGER FUSES Ans. 10. DJ trips. Ans. 11. 4 seconds Ans. 12. Mannual control of GR. Ans. 13. Brake rigging. Ans. 14. Last Stop Signal. Ans. 15. While going through wrong line.

6

Chalak Patra

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5

Chalak Patra

A typical failure of loco No. 27786/WAG-7/ KZJ, train No. 13050 Dn

', 2Q ;

Chalak Patra

S. Sharma, CLI/HQ/ASN Generally SIV unit resets all its troubles itself and restarts again. In case of tripping if LSDJ glows first and then LSCHBA then it means no trouble in SIV. But if LSCHBA glows before glowing of LSDJ then it means trouble is in SIV. If SIV:

SIV Trouble

Chalak Patra

Trouble Shooting of SIV

7

QSVM QSVM

2Sec

QV60 QV60

INVERTER

CCINV 6A

BLVMT

DJ

QSVM 2 ( - )

( + )

CCA 6A

Internal fault External fault

Not pick up

Go on explanation

Press reset button and try to energise the loco and work if found normal. If not succeeded put OFF/ON most or few seconds and close DJ if successful work the train otherwise ask for assistance

(1) External fault lamp will glow. (2) Check fault message display screen. (3) Put (i) HRAVT on 0 (ii) HVSL 1,2 on

0 (iii) HVSI 1,2 on 0 (iv) HPH on 0.

(4) Put OFF HBA for few seconds and then put ON.

(5) Close DJ if,

(B) Not pick up normal and external fault lamp is glowing continuously then (i) put ON load normal. (ii) Press reset button to by pass earth

fault for 45 mts. (iii) Put HSIV on 0 and close DJ. (iv) During ELD by pass mode ELD by

pass lamp will continuous glow, while it will OFF means 45 means is over

Warning: (a) During by pass mode of earth fault system

never put OFF/ON HBA otherwise 15 mts. will be penalized for every operation of it.

(b) Inform TLC/CNL about earth fault by pass so that he can plan the movement accordingly.

(c) Observe sharply the HT compartment during ELD by pass mode

(A) SIV Pick up normally then put ON the load normal one by one (As per QOA) If you find trouble with any load then isolate it and again put OFF HBA for few seconds and then close DJ and work the train according to working of auxiliary motor.

HRAVT programme

Position Cab heater

Cab fan

NR 1&2

0 X X X 1 2 X 3 X X

Explanation Trouble shooting for SIV not picking up

1) After closing DJ, Inverter electronics (IGBTs) gets battery supply through.

a) CCINV 6A fuse.

b) N/C I/L of QSVM

c) QV60 N/C I/L.

2) After closing BLVMT, relay QSVM energises in blowers control circuit.

3) QSVM N/C I/L opens, Inverter electronics BA supply is disconnected hence SIV stops working.

4) QSVM N/O time delay I/L close after 2 seconds.

5) Again SIV starts after 2 seconds.

6) This assures that all auxiliary contactors are closed with no supply voltage. So that soft starting is possible.

Circuit Diagram

Abnormal Sign: After Closing DJ, LSDJ lamp extinguished, UA meter needle deviated, no sound from direct motors ( SIV not working) and LSCHBA remains glowing.

Trouble shooting:

1) Check CCINV fuse. If it is melted, replace with a new one

2) Keep BLVMT in open position and check for SIV working or not. If working, close BLVMT and check for SIV working.

3) Ensure QSVM (Note provided in MPCS+SIV loco) energises after closing BLVMT.

4) If QSVM relay is not energized, Check CCA fuse. If CCA is melted renew the same.

5) If QSVM is not energized after closing BLVMT contact with TLC and work as per his advice.

6) If CCINV and QSVM found normal, switch OFF battery and wait for three minutes and try to energise again.

7) If unsuccessful keep HOBA in OFF and try.

8

Chalak Patra

4. MTDJ [0/OFF] Check relay targets, press BLRDJ, increase RS pressure.

5. EFDJ [0/OFF] Press BLRDJ, then check and clean QCON(N/C) & Q-45 N/O interlocks.

Modifications of switch position in STC & MPCS fitted loco i] HAD - Position 1 Normal Position 0 Air drier by pass

ii] HVCD - Position 1 Normal Position 0 VCD by pass

iii] QVCD - Energised VCD active De-energised VCD by pass.

iv] VCD/MCB - ON Normal Trip VCD by pass

v] LSC-145 - Yellow lamp glowing Don not wedge Q-50 (ensure CTF-1,2,3 TR side, J-1 & J-2 properly set in desired direction and C-145 open then Q-50 can be wedged)

- N.P.Singh, CLI/ASN

A8 = L&T Cock A30 = 2 Ltrs. Reservoir A15 = IP Magnet Valve Cock A31 = Addl. C2 Relay Valve A19 = Emergency Application

Valve. A33 = Double Check Valve

A20 = Magnet Valve N/C 110v DC

A42 = Air Flow Measuring Valve

A21 = Cock of A-19 A51 = RGAF A24 = DV C3W A61 = MU2B A24A = DV Isolating Cock A62 = F1 Selector Valve A24B = CR of DV A63 = Reducing Valve A25 = Feed Valve A64 = R6 Relay Valve A26 = SWC B8 = 3 Ltrs. Reservoir A28 = D1 Pilot Valve B15 = RGEB A29 = C2 Relay Valve B16 = 3/8 RGEB Cock

10

Chalak Patra

- K.R.Kachhap, CLI/ASN

Now relay status (e.g. Q-118)as per company made of MPCS will be shown as: Stesalit made - Q-118 ON (Means Q-118 is energized)

- Q-118 OFF (Means Q-118 is de-energized) Medha made - Q-118 1 (Means Q-118 is energized)

- Q-118 0 (Means Q-118 is de-energized)

Note : To get further status of relay, press cursor UP & DN Follow TSD as per driver monitor screen relay status. As for example trouble shooting of ICDJ can be done as follows. ICDJ - Check status of Q-118, Q-44, Q-45, EFDJ/MTDJ

1. Q-118 [0/OFF] check C-105, 106, 107 are open. Q-46 [0/OFF], GR-0, BA Volt.

2. Q-45 [0/OFF] (When BLRDJ press, change position of ZPT & GR: 0-10 & 10-0

3. Q-44 [0/OFF] (When BLRDJ press, check Q-45 : 1/ON, Q-118 : 1/ON, Q-30 : 1/ON, GR-0, Manually operate GR: 0-10 & 10-0.

9

Chalak Patra

Process Information

Please press Enter

Input / Output Display

Please press Enter

Eliminated relay status

Please press Enter

MENU Please press

UP DN

How to know the relay status (energise / de-energise) in Static converter & Microprocessor loco?

Nomenclature of cock and valve in conventional loco

UP Rajdhani Line

DN Rajdhani Line

Station Location (KM)

PF No.

Line Station Location (KM)

PF No.

Line

HWH 0.00 8,9,13 HWH YD KAO 246.10 2 DN GC BLY 08.60 5 UP HBC ASN 212.12 5 DN-7 SKG 95.20 1 UP HBC RNG 193.93 3 DN-1 GLI 129.71 2 UP-1 BWN 106.73 5 DN HBC ASN 212.12 4 UP-1 BEQ 06.57 4 DN HBC STN 221.05 1 UP GC LLH 04.68 4 DN HBC BRR 229.40 1 UP GC HWH 0.00 8,9,13 HWH YD KMME 231.92 1 UP GC

6. In exigency, in case the train is required to run on any line other than specified vide Item No.4 a generic special restriction of 15 kmph will be applicable while passing through any platform line. Maximum Permissible speed will however remain 110 kmph subject to observance of maximum permissible sectional speed whichever is less.

7. Contents of item 4 and 5 above should be thoroughly explained to the working Loco pilot, Assistant Loco Pilot and Guard and an written assurance to the effect of their understanding should be taken while signing on duty for each journey. In the event any change (planned or emergent) of crew/Guard is required for this service en-route, similar action should invariably be taken.

8. Necessary Indication, Caution and Termination Boards for Double Decker Train will be conspicuously erected at site of these special restrictions. Such Boards will be specific for Double Decker trains and clearly distinguishable from those for other trains. However, it will be the duty of the Guard to communicate clearance of Speed Restricted Zone to Loco Pilot through Walkie-Talkie set.

12

Chalak Patra

1. Train No. : 12383/12384 Howrah-Dhanbad Express(5 days in a week)

2. Timings : 12383 12384 Arrival Departure Station Arrival Departure --- 15 20 Howrah 09 15 --- 16 37 16 39 Barddhaman 07 45 07 47 P 16 58 Khana P 07 32 17 33 17 35 Durgapur 06 45 06 47 18 18 18 20 Asansol 06 08 06 10 18 46 18 47 Barakar 05 41 05 42 18 52 18 53 Kumardhubi 05 36 05 37 P 19 27 Pradhankhunta P 05 12 19 40 -- Dhanbad -- 05 00 3. Days of

Run : Ex. Howrah SUN, MON, TUE, THU & FRI.

Ex. Dhanbad - MON, TUE, WED, FRI & SAT 4. Route : The train will run only on Rajdhani Lines i.e. In UP Direction train will run via:- i) HWN-BWN - UP HBC

ii) BWN-STN - UP Line-1. iii) STN-DHN - UP GC.

In DN Direction train will run via:- i) DHN-STN - DN GC

ii) STN-BWN - DN Line-1 iii) BWN-SKG - DN HBC iv) SKG-DKAE - Reversible v) DKAE-HWH - DN HBC

5. Minimum Permissible Speed: 110 Kmph. Apart from all permanent and temporary speed restrictions now in force or which are likely to be imposed from time to time, the train will observe special speed restriction of 15 Kmph over platform limits at following stations with Platform Lines:-

11

Chalak Patra

Relevant Extract of working instruction

of train No.12383/12384 Howrah-Dhanbad Express

by AC-BG-EOG Double Decker chair car coaches.

(A) Precautions by Loco Pilot/Guard (i) During fog Loco Pilot, as per his judgement, shall run at a speed

at which he can control the train so as to be prepared to stop short of any obstruction; this speed shall in any case not be more than 60 kmph.

(ii) In Absolute Block System the speed should not exceed 60 kmph. as detailed ay item (i) above.

(iii) In Automatic Block Territory the speed will be subject to the judgement of the Loco Pilot as mentioned in item (i) above and shall not exceed as under:- (a) After passing Automatic Stop signal at Green, the speed

should not exceed 60 kmph. (b) After passing an Automatic Stop signal at Double Yellow,

the speed should not exceed 30 kmph. (iv) After passing an Automatic Stop signal at Yellow, the Loco Pilot

to run at a further restricted speed so as to be prepared to stop at the next Stop signal.

As per SR 9.02 (vi) During dense fog, after passing an Automatic Stop Signal at ON (Red), the Loco Pilot/Motorman of the train hauled by any locomotive including EMU train shall, while moving at a speed not exceeding 08 kmph. should ensure that he maintains a reasonable distance at which he is able to observe the flashing tail lamp of the train ahead or the obstruction. (B) Common Precaution by Loco Pilot / Guard / Station Master As per SR 3.61 (d) (i) In foggy or tempestuous weather or in dust storm or heavy rains

when station signal cannot be seen, the Station Master on duty shall personally ensure that the station signals are lit and then send two trained men to act as fog signalmen, one in either direction to the fog signal posts, which are erected at all stations [270 meters] outside the first Stop signal.

14

Chalak Patra

9. The coaches are provided with air springs. In case of deflation of air

springs of the coaches, speed of the train required to be restricted to 60 Kmph. Failure indication cum brake application (FIBA) system for compliance of above will be commissioned. Till commissioning of FIBA, the train shall be escorted by competent Section Engineer (C&W) who will communicate with Loco Pilot in case of failure.

10 A counseling drive should be undertaken to sensitize all station staff at station en-route and Section Controllers regarding feature and restrictions related to Double Decker train. Assurance of all Station Masters & Section Controllers should be taken and kept on record. The instructions should be conspicuously displayed at Control Boards and Panel.

Special Speed/Caution Boards only for DD Trains

13

Chalak Patra

FOR DD TRAINS

15

FOR DD TRAINS

T P

Instructions for LPs and Guards for train operation during fogy weather issued by COM/ER

Train parting may be defined as the division of a train into different segments either due to opening or breakage of coupler (CBC or TC) of two wagons or coaches. This may happen at the time of starting of train or en route while train is in motion. As per Accident Manual Train Parting is under head of Class-H- Failure of engines rolling stock, engine failure and time failure type of accident as follows- H-4- Parting of train carrying passengers between stations or while running

through a station. H-5 - Parting of train not carrying passengers between stations or while

running through a station. H-6- Parting of train carrying passengers while starting from or stopping at

a station. H-7- Parting of train not carrying passangers while starting from or

stopping at a station. Note train parting under the classification of H-4 & H-5 should be treated as indicative train accident and included in statement A&B of train accident.

Centre Buffer Couplers

Indian Railways used AAR type Centre Buffer Couplers having "E" type head and "F" type shank for Freight stock on Broad Gauge system.

The draft capacity of the AAR coupler depends on the strength of knuckle, which is weakest link of the assembly. The yield strength of knuckle of material AAR-201G & Grade "E" is 132 ton and 180 ton respectively.

The draft load transmitted through the knuckle, hub, pin-pulling lug, Coupler, yoke pin & draft gear.

The Buffing forces are taken by the draft gear through the knuckle pin, Coupler, yoke pin takes the Buffing forces etc.

Buffing forces and tensile forces are transmitted to under frame gradually through back stoppers and striker casting.

16

Chalak Patra

(ii) The placement of detonators is not necessary in the following

circumstances:- (a) Where adequate pre-warning is provided i.e. at stations where

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

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

(c) Where speed of the section is less than 50 kmph. (but more than 15 kmph.) and the first signal of a station is not a Stop signal.

EASTERN RAILWAY

NO. TG.202/CS/G&SR/Pt.XI Kolkata, September 20, 2011 18th Addendum and Corrigendum to the General and Subsidiary Rules Book

(Revised and Reprint 2003)

1. Delete the existing SR 3.40 (III) and insert the following in its place SR 3.40(iii) : At the time of crossing at a station on Single Line Section,

where simultaneous reception facility is not provided, the train intended to be received first, shall be received on loop line directly by taking Off First Stop Signal after fulfilling relevant conditions. Till such time the train stops completely at Starter or upto the place at which the train is required to come to stop, the reception signal/s for a train coming from opposite direction shall be kept at On. Thereafter, the train from the opposite direction shall be received on main line.

Sd/-

(Rakesh Saksena) Chief Operations Manager

15

Chalak Patra

Train Parting

Types of coupler forces: 1. Draft Force: - It is the force on coupler required for pulling other attached

Coupler / wagon. Pulling of attached wagon starts only after complete extension of the couplers attached together

Draft-force & knuckle-slack on coupler (Draw-Gear) in run-out

2. Buff Force: - It is the force on coupler required for pushing other

attached Coupler / wagon. Pushing of other wagon starts only after complete compression of couplers attached together.

Buff-Force on coupler during run-in

18

Chalak Patra

Brief description of CBC Component The usual location of breakage of the components are marked as A,B,C Sketches of various components of CBC are shown as:

COUPLER BODY WITH SHANK

17

Chalak Patra

Toggle with lock lifter

Causes of Train Parting: 1 Driving Strategies:

One of the key factors in limiting longitudinal coupler forces is the ability to control the slack action within the train. Relatively low forces will result if the coupler slack is taken-up one wagon at a time; however it is not possible with longer trains on undulating gradients. It is important to prevent the relative movement of large groups of wagons that behave as single mass. High impact forces result when two blocks of bunched (or stretched) wagons separated by a number of stretched (or bunched) wagons move together (or apart) due to differences in speed along the train. When all slack between the two separate blocks of wagons is used up, the resultant run-in (or run out) can easily cause longitudinal coupler forces in excess of the permissible limit. Maximum chances of train parting arise while negotiating undulating graded section.

Following precautions may help in avoiding excessive coupler-forces & parting:

(i) Know the gradient of your section as best as you can (ii) Try to maintain constant speed by MP manipulation and coasting

by utilizing gradient rather than brakes. (iii) Reduce power slightly just before approaching top of the hump,

to avoid subsequent excess speed and use of severe braking. (iv) Similarly increase power slightly just before approaching dip.

2 Train Brake application: The application and release of train brakes has been found to be a key factor in many of the recorded train partings and knuckle failures. A train brake application usually results in compressive coupler forces. However, much of the severity of the resultant run-in depends on the force and slack distribution within the train prior to the brake application. The wagons may or may not be uniformly loaded, so wagons may brake differently to each other accordingly. A good train handling practice for freight trains usually consists of keeping the consist locomotives 20

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Definition of some terms: 1. Draw Gear: The actual coupling between loco & wagon or between

wagons. 2. Draft Gear: The impact absorbing apparatus, whereby the draw-gear is

attached to a its loco or wagon. 3. Slack :- It is the free play provided in draw-gear and in some draft-gear.

It is required for movement around curves & grades 4. Free Slack or loose slack: - It is the clearance within the draw-gear,

which can run-in or run-out, without compressing / stretching the draft-gear. Its value is upto 1 inch for a wagon.

5. Spring Slack: It is the additional longitudinal movement that can occur

after free slack movement is finished, and when draft-gear is compressed or rebounds directing all slack in opposite direction. Its value is up to 5 inches, when draft-gear is fully pressed. Total slack for 40 vehicles is about 20 feet.

6. Run-In: It is the rapid change of the trains coupler-slack to buff

(compressed). It may happen when rear section of a train traveling at faster speed bumps against the front portion of the train traveling at slower speed, due to sudden braking.

7. Run-Out: It is the rapid change of a trains coupler-slack to draft

(stretched). It may happen when rear section of a train traveling at slower speed stretches against the front portion of the train traveling at faster speed, due to sudden acceleration.

8. Slack Action: It is the movement of one part of a coupled train at a

speed different from another part of the train, causing run-in or run-out. Impact Force due to bump on couplers varies as square of the difference of these speeds. Such repeated impacts cause wear and fatigue and finally coupler-breakage.

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5. Indications during Train Parting on Air Stock Train:

LP will get following indications:-

(i) MR and BP pressure will drop suddenly, (ii) Sudden jerk will be experienced, (iii) AFI will shoot up (iv) LSAF will glow (v) GR will return to 0and it will not progress further. (vi) AFL will glow (vii) Experience reduced load on locomotive (viii) Get information while look back the load in curve. (ix) The guard can also use a flag or lamp signal (green, waved

strongly up and down) to attempt to indicate to the engine crew that train has parted.

(x) If the train is being banked, the banker begins the train to a halt on seeing the guards signal to attract the attention of the crew in front.

6. Guide lines to driver to reduce partings (ASN/ER W.t.t page-XIV)

(Based on The technical recommendation of RDSO, the following Instructions to be followed by the drivers to reduce the Train Partings)

For Air Brake

1. Before starting air brake trains, push back the load a little in order to ensure that the full load length is free from brake binding. The practice, depending on the circumstances, may also be adopted while starting from loops at intermediate stations. Care is required to be taken to of the spring point/fouling marks in the rear.

2. Emergency brake application should not be resorted to , to the extent possible. If ,however, emergency brakes have been applied release time of four to six minutes is to be given by the drivers after taking following steps- (a) In case of diesel locomotives raising, the engine speed to

8th notch level while keeping locomotives stationary (normally called fast pumping).

(b) In case of electric locomotives, switching on of all the three compressors

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practice for freight trains usually consists of keeping the consist stretched. This is achieved by keeping the consist in power while a brake application is made and by bleeding the air off the locomotives brakes before they apply. It is not possible to do this with the use of dynamic brake, which presents its own train handling challenges. The use of dynamic brake can result in a severe slack action, when applied; run-in is highly possible if brought-in at an inappropriate time (with respect to track geometry and train speed) and if released at an inappropriate time, can result in a run-out. Both can potentially snap train draw-gear, causing the train-parting.

3 Coupler Maintenance:

It is observed from majority of C&Ms investigation reports of broken couplers that, the failure is often due to poor tensile strength (UTS) of coupler, caused by :- 1. Excessive & uneven wear on knuckle and plates. 2. Improper heat treatment of knuckle. 3. Casting Defects & Blow Holes. 4. Improper material composition. 5. Fatigue or old cracks. The CBC coupler is designed to withstand 295 T of UTS, whereas the maximum force found to be exerted on coupling due to worst driving of full load on a heavily graded section, as simulated on AC Loco Simulator at Bhusaval, is only 190T, which can not cause parting, unless an old flaw in knuckle is existing.

4 Reasons of train-parting, due to uncoupling etc. :

Lock not properly engaged Ineffective anti-creep device Uncoupling lever dropping on the run Unauthorized tampering with uncoupling lever Uncoupling due to vertical slipping out of knuckle

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Dos & Donts to avoid train parting

Dos 1. Work the train with a free and relaxed mind.

2. Attach the train engine with a little bump on to the formation.

3. Ensure proper locking of 'CBC' knuckles by push back and pull ahead the formation for half - a wagon length.

4. Ensure proper starting of train without jerks, smoothly.

5. Maintain unit changeover speed smoothly.

6. Maintain uniform speed, where the formation negotiates over Ups & Downs.

7. Ensure proper locking of 'CBC' knuckles, tampered with if any, before re-starting a train stopped at level crossings etc. push back the formation a little bit with a small jerk.

8. While re-starting a train stopped on up gradients, releasing of brakes and opening of throttles should be done simultaneously, to avoid rolling back.

9. Know the phenomenon of " Run-In's " and " Run-Out's " for lengthy trains, make the run-out very smoothly.

10. Feel your train, master the engineman ship.

11. Aware for the caution spot, and control your train well in advance.

12. Ensure synchronize working, if banker engine is provided.

13. Control your train in case of wheel slip, by reducing the speed.

14. Proceed with the front portion and stop after ensuring that the rear portion has come to a stop, to avoid collision of the rear portion .

Donts 1. Open and close throttle/notch frequently.

2. Put the train into traction mode suddenly, after brake application sufficient time should be given for brake release.

3. Start and stop the train sudden, and also avoid sudden brake application.

4. Apply brake suddenly from the rear brake van, apply it gradually.

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3. Brake release time for various types of brake application in case

of 58 Box-N trains are as under

Last Wagon Release After

Emergency Full

Service Partial

application

Release time in minutes

4-6 2-3 1-2

Drivers are to wait for as mentioned timing to ensure complete brake release.

For Vacuum Brake (i) In case of vacuum brake trains, drivers should not re-start

the train without ensuring full vacuum in the train pipe system.

(ii) Driver should notch up the engine gradually without jerk and if the load pulls heavy, back the load there by compressing the buffers after which gradual notching up will become easier.

(iii) The diesel drivers should not switch off PCS. This is an important device which cuts off the power of the diesel engine in case the load is pulling heavy.

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A. If the loco is running:

(i) Bring the throttle to 0 position. (ii) Open the VCB. Loco will come in Node No.550. (iii) Select the desired bogie by using configuration switch 154. (iv) Bogie will be isolated after 10 seconds.

B. If the loco is stand still.

(i) Bring the throttle to 0 position. Loco will come in Node No.590. (ii) Select the desired bogie by using configuration switch 154. (iii) Bogie will be isolated after 10 sec.

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Modified Procedure for manual isolation of bogie without

switching OFF the electronics in three phase locos

Ref: RDSOs letter no. EL/3.1.35/2 Electrical dt 10.06.2011

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