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CHALAK PATRA

CONTENTS

S.NO

SUBJECT

P.NO

1

MISSION – 80

Train punctuality & MPS in different section

1

  2

GENERAL RULE :

Addendum and corrigendum to the General and Subsidiary rule book

3

 3

SAFETY MSG :

Safety Alert advice/Safety Drive/Divisional Safety Massage/Safety circular

6

 4

SPECIAL INSTRUCTIONS TO PREVENTION OF SPAD

 I] 19 Points by Motorman ii] 22 Points by Loco Hauled Trains LP

iii] 14 Points by LPS

iv] 14 Points by ALP

13

5

64thRailwayWeekAward,2019RailwayAtGM/PCEE’s/PCOM/PCEE/DRM/PCSO Level ,

20

 6

 

APPRECEABE & FAILURE CASES [March, April, May] :

23

    7

TECHNICAL DISCUSSION :

 i]  Conv. LOCO _precaution to avoid wheel skidding ii]3 ph. LOCO _ VCU function with location  iii] conv. EMU_ failure of master controller & function of new 5 MCBs with location iv]3 ph. EMU_ critical fault reset by pushbutton & HMI v]  ROLE OF GD IN 3 PH EMU

25

          8

CRITICAL SIGNAL LOCATION:

SDAH [North & South ]

34

9

OPERATIONAL NOTES

40

 

 


 “MISSION-80

Kolkata is the core of economy of West Bengal and the suburban services in Sealdah division form the spine and nerves of it by carrying 17 Lakh passengers daily through 921 suburban services. Commuters travel daily from far end like Hasnabad, Lalgola, Namkhana and Gede which are upto 226 km from Kolkata.  These comprise of office goers, vendors, traders, students and perhaps all the categories and classes of society. In absence of a fast alternate means of transport like road or waterways for such long distances, people rely heavily on our services to reach their destination on time or be back to their home on daily basis to be with their family. Hence, punctual running of trains plays a vital role in providing quality to the life of people by enabling them to have a proper daily schedule and be with their family.

To provide excellent quality of service by running trains on optimum punctuality, ”Mission-80” has been launched in our division on 05-06-19 by Honorable DRM/SDAH. Mission - 80 aims to have punctuality above 90%. This can be achieved only when the daily losses are restricted below 80. To get optimal punctuality we intensive monitoring and systematic measures are being adopted so that we can achieve the goal.

Suggestions have been called from all running staff too. Various suggestions received, are under scrutiny and will be implemented if found feasible. For the motormen, it is as simple as to aim for achieving MPS, as early as possible in every section.

Breakup of LOP target (Total – 80)

Pre morning peak

(03 :00-8:29

Morning peak

(8:30-11:29

Non-peak

(11:30-17:29)

Evening peak

(17:30-20:30)

Post evening peak

(20:31-2:59)

10 no    trains

15 no  trains

20 no    trains

15 no  trains

20 no  trains

  With the constant thrust on punctuality and participation of all groups, the asset failures are decreasing and punctuality statistics are improving. But this can be further improved only if everyone contributes his part.

THE PUNCTUALITY STATISTICS ARE AS BELOW

PERIOD

DAILY TARGET

Cumulative loss

AVG.LOSS (5TH -30TH JUNE)

PRE PEAK(03 :00-8:29)

10

282

10.8

MORNNG PEAK(8:30 11:29)

15

473

18.2

MID PEAK(11:30 -17:29)

20

591

22.7

EVE.PEAK(17:30-20:30)

15

606

23.3

POSTPEAK(20:31-2:59)

20

669

25.7

TOTAL

80

2621

100.7

 

SUBURBAN TRAINS PUNCTUALITY (JULY 2018-MAY 2019)

MONTH

% OF PUNCT. PERFORMANCE

JULY 2018

77.98 %

AUGUST 2018

76.21 %

SEPTEMBER 2018

75.73 %

OCTOBER 2018

79.49 %

NOVEMBER 2018

80.08 %

DECEMBER 2018

80.65 %

JANUARY 2019

81.75 %

FEBRUARY 2019

79.89 %

MARCH 2019

83.46 %

APRIL 2019

83.95 %

MAY 2019

87.14 %

JUNE 2019

88.70%

 

MAXIMUM PERMISSIBLE SPEED IN DIFFERENT SECTION

SDAH NORTH

SL NO.

SECTION

MAXIMUM PERMISSIBLE SPEED

SUB LINE

MAIN LINE [+ COM/LINE ]

UP LINE

DN LINE

UP LINE

DN LINE

1.

SDAH-NH-SDAH

95 KMPH

95 KMPH

 90 KMPH

 90 KMPH

2.

NH-RHA-NH

      ----

      ----

95 KMPH

 95 KMPH

3.

RHA-KNJ-RHA

      ----

      ----

95 KMPH

95 KMPH

4.

STB –KNJ-STB

      ----

      ----

30 KMPH

30 KMPH

5.

KYI-KLYM-KYI

      ----

      ----

60 KMPH

60 KMPH

6.

KLNP-STB-KLNP

      ----

      ----

80 KMPH

80 KMPH

7.

DDJ-DKAE-DDJ

      ----

      ----

 90 KMPH

 90 KMPH

8.

CCR REV. LINE CCL-W/C-DKAE-CCL-W/C

      ----

      ----

 90 KMPH

 90 KMPH

9.

KNJ-LGL-KNJ

      ----

      ----

 90 KMPH

 90 KMPH

10.

REJ-BEB *

      ----

      ----

 80 KMPH *

      ----

11.

BPC-SGV[km 184/32-184/14]

      ----

      ----

      ----

 70 KMPH*

12.

RHA-GXD-RHA

      ----

      ----

95 KMPH

95 KMPH

13.

RHA-BNJ-RHA

      ----

      ----

 90 KMPH

 90 KMPH

14.

MJT-PPGT-DDJ-PPGT-MJT

      ----

      ----

 40 KMPH

 40 KMPH

15.

KOAA-DDJ(PASSENGER LINE)

      ----

      ----

 40 KMPH

 40 KMPH

16.

DDJ-BNJ-DDJ

      ----

      ----

 90 KMPH

 90 KMPH

17.

BT-HNB-BT

      ----

      ----

 90 KMPH

 90 KMPH

18.

LBTL-CQR [ NEW UP LINE] *

      ----

      ----

 60 KMPH

      ----

19.

CQR-HRO [NEWDN LINE]*

      ----

      ----

      ----

 60 KMPH

MAXIMUM PERMISSIBLE SPEED IN DIFFERENT SECTION

SDAH SOUTH

SL NO.

SECTION

 MAXIMUM PERMISSIBLE SPEED

SUB LINE

UP LINE

DN LINE

1.

SDAH – BLN-SDAH

80 KMPH

80 KMPH

2.

BLN –BGB--SDAH

75 KMPH

75 KMPH

3.

BLN –SPR--BLN

95 KMPH

95 KMPH

4.

SPR-BRP-SPR

 90 KMPH

 90 KMPH

5.

SPR-CG-SPR

80 KMPH

80 KMPH

6.

BRP-LKPR-KWDP-NMKA-BRP

80 KMPH

80 KMPH

7.

MPRD-LKPR-MPRD

      ----

60 KMPH

8.

BRP-DH-BRP

80 KMPH

80 KMPH

9.

KGK-BLN-KGK

30 KMPH

30 KMPH

10.

KGK-BLN-MJT-CORD LINE SEC

30 KMPH

30 KMPH

 

GENERAL RULE

1.ADDENDUM &CORRIGENDUM 47TH[REPRINTED 2003]/25TH ADDENDUM &CORRIGENDUM[REVESIED &REPRINTED2012 TO THE GENERAL AND SUBIDIARY RULE BOOK  

                 DELETE THE EXISTING ITEM NO. 1 OF CORRECTION SLIP NO 5 & IN CORPORATE THE FOLLOWING AS SR 3.78(ii)(c)

SR 3.78(ii)(c): Road learning for loco crew in respect of siding and yard will be as follow:-Initially every loco pilot/asst. loco pilot should be given 3 trips road learning for siding and yard (one trip by day and two trips by night) if loco pilot / asst. loco pilot has not operated on a siding and yard or over 6 month he should be given road learning trip as per the schedule given below

Duration of absent

Number of trips

6 month to 12 month

One trip

More than 1 year

Two trips

Provided that a loco crew may be allowed to work at siding or yard without such road learning trip, when they are guided by authorized railway person as mentioned in SR 5.13(iv). Such trip of crew guided by an authorized shunting rail way person shall be treated/construed as “road learning” for the crew.

The following Para shall be in corporate after the exiting SR 4.09

Whenever a new signal is erected or there is a changed in location and / or type of signal, caution order shall be issued for a period for of 3 months from the date of erection of signal or change of location.

In case of commissioning of new IBS, Road learning trip shall not be required.

 

2.ADDENDUM & CORRIGENDUM 46TH[REPRINTED 2003]/24TH ADDENDUM &CORRIGENDUM[REVESIED &REPRINTED2012 TO THE GENERAL AND SUBIDIARY RULE BOOK

i.The following shall be substitute for the existing GR 1.01 -

GR 1.01:- Short title and commencement:-

a.These rules may be called the Indian Railways(open line )General amendment, 2018

They shall come into force on the date of their publication in the official gazette(5-12-2018)

i.Delete the exiting GR 1.02 (31) & (32) and substitute the following:

GR 1.02(31): Inter mediate block post means a class C station open a single line or double line or multiple line remotely controlled from the block station in rear :

GR 1.02(32) Intermediate Block Signaling means an arrangement of signaling on single line or double line or multiple lines in which a long block sections split into two portions each constituting a separate block section by providing an IBP

i Delete the exiting3.40 (1)and the following rules shall be substituted , namely

GR 3.40CONDITIONS FOR TAKING ‘OFF’ HOME SIGNAL.—When a train is approaching a Home signal otherwise than at a terminal station, the signal shall not be taken ‘off’ until the train has first been brought to a stand outside it, unless.—

a. on a double line, the line is clear for an adequate distance beyond the Starter; or

On a single line, the line is clear for an adequate distance beyond the trailing points, or under approved special instructions for an adequate distance beyond the place at which the train is required to come to a stand.

[iv] Delete the exiting GR 3.42 and following said rules shall be substitute namely:-

GR 3.42 Conditions for taking ‘off’ the last stop signaler IBS Signals

1.On a double line, the last stop signal or IBS Signal shall not be taken off for a train unless line clear has been obtained from the block station in advance.

On single line –

a) The last stop signal shall not be taken off for a train unless line clear has been n obtained from the block station in advance.

For inter mediate block signaling

i.First, the direction of bathe traffic shall be established and then line clear shall be obtained from the block station in advance as per established direction of traffic

ii.Only after the establishing the direction of the traffic the train movement in the station controlled.

iii.The intermediate block stop signal shall not be taken off unless line clear has been n obtained from the block station in advance and direction of traffic is established.

Explanation – On single line intermediate block signaling , the line between two adjacent block station is divided into two subsection , the first section which shall be termed as “ station control intermediate block section “ and the section between intermediate block signal to first stop signal of block station ahead shall be termed as“ block controlled intermediate block section “ .

3 ADDENDUM &CORRIGENDUM 45TH [REPRINTED 2003]/23THADDENDUM &CORRIGENDUM [REVESIED &REPRINTED2012 TO THE GENERAL AND SUBIDIARY RULE BOOK

     DELETE THE EXISTING SR4.19(c) OF CORRECTION SLIP NO 21 & SUBSTITUTED BY THE FOLLOWING SR –

1. SR 4.19(C): GD & Loco pilot in EMU /MEMU/DMU train will be in position of the following as his personal items-

i.Walkie-talkie for communication with station master [ GD of EMU /MEMU/DMU train will be in possession of walkie- talkie set before sign in and declared it in the sign on register

ii.Rough journal [for GD only ]

iii.Wrist watch and two pairs of spectacles [ if he is required to wear these under medical advice ]

iv.Hand signal Flags – a) Stick – 2,B) Flag-3, C) Red -2, Green –

v.Tri-color battery operated hand signal -01

Following other items should be provided as essential equipment’s in the inbuilt equipment box in the cab of EMU/MEMU/DMU which is to be used both by GD as well as LP of the train

i. G&SR Book and block working manual

ii.Accident manual

iii.10 no. of detonator [in a case]

iv.First AID Box with full compliment

v.Hand signal Flags – a) Stick – 2,B) Flag-3, C) Red -2, Green – 1

vi.Working time table

 

DELETE THE EXISTING SR4.19 (g) OF CORRECTION SLIP NO 22[2012] & SUBSTITUTED BY THE FOLLOWING SR

Guard working in passenger/ mail Exp. Train shall be possession of the following as his personal items where inbuilt equipment box in the SLR has been provided

i.Walkie- talkie for communication with station master and other rail way staff

ii.Wrist watch and two pairs of spectacles [ if he is required to wear these under medical advice ]

iii.Rough journal book & other form including form T 609

iv.Whistle

v.Master key for inbuilt equipment box of the SLR

vi.Tri color battery operated hand signal -01

vii. Flashing tail lamp of approved design painted Red -1

viii.Hand signal Flags – a) Stick – 2,B) Flag-3, C) Red -2, Green – 1

 

Following other essential equipment are to be provided in built box in the SLR of passenger / Mail Exp. Train which is to be used by GD of the Train

 

i.Tail board

ii.Hand signal Flags – a) Stick – 2,B) Flag-3, C) Red -2, Green – 1

iii.G&SR Book and block working manual and accident manual with all up to date correction slip

iv.10 no. of detonator [in a case]

v. First AID Box with full compliment

vi. Pad lock as specified

vii.Robber washer -03

viii.Working time table

Note:GDshould check the equipment in inbuilt box in case of deficiency/deficiencies; it is to be mention in deficiency register maintained by station master

 

 

SAFETY - MASSAGE / CIRCULAR & DRIVE

 

L/NO.

DATE

SUBJECT

MARCH- 2019

ELS/6/7

Dt  18.03.19

Sub: 30 days Safety Drive on Summer Precautions.

ELS/6/7

Dt.  04.03.19

Sub: 15 days Safety drive GR 4.61

ELS/6/11

Dt. 18.03.19

Sub: Instructions for attachment of twin pipes in loco hauled trains

ELS/6/11

Dt. 19.03.19

Sub: Coupling of Twin pipe on freight trains

ELS/6/11

Dt. 19.03.19

Sub: Counseling of LP & Alps for coupling of Twin pipe on freight trains

ELS/6/7

Dt. 21.03.19

Sub: 30 days Safety Drive specially targeting Safety at Manned / Unmanned     Level Crossings.

 MAY -2019

ELS/6/7

dt.14.05.19

Sub: 15 days Safety Drive on GR 14.08 & GR&SR 14.09

ELS/6/7

dt.20.05.19

Sub: International L.C.Gate Awareness day on 6th June’2019

ELS/6/7

dt.06.05.19

 

Sub: 30 days Alert Advice on Prevention of Train Parting, Breakage of Coupling, and Uncoupling due to jerk/Excessive Tractive Effort.

 

SL NO -1                                                                                      No. ELS /6/7 Dated, 18.03.19

Sub: 30 days Safety Drive on Summer Precautions.

Ref: I) CSO/ER/KKK’s L/No. TA.5/61/9/Pt.XVII dated-13.03.2019

Vide letter under reference a 30 days safety drive is to be launched with immediate effect with the following points.

i.Pack loose sleepers without lifting or opening track in summer.

ii.Making up Ballast Deficiency at Vulnerable locations such as Grinder Bridges, Level of Crossings, Outside of curves, turn in curves, unauthorized Track Crossings, Recoupment of missing, deficient and ineffective fittings.

This is for your information & necessary action for counseling to all the LPs under your control to notify the vulnerable location & put remarks in the unusual register.

 

SL.NO. -2                                                                                      NO. ELS/6/7 dated. 04.03

Sub: 15 days Safety drive

Ref. i) PCSO/ER/KKK’s L/No. TA.5/61/9/Pt.XVIII, dtd. 27.02.19

 

Vide letter under reference, a 15 days safety drive to be launched with immediate effect to cover /ensure following GR & SR on the following aspects –

GR 4.61: Loco Pilot not to leave engine unmanned.

You are hereby advised to counsel all the Loco Pilots, Loco Pilot Shunting and Assistant Loco Pilots under your control and after completion of drive a feedback to be sent to this office for onward transmission to HQ.

 

SL. NO. -3                                                                               NO. ELS/6/11dated. 18.03.19

Sub: Instructions for attachment of twin pipes in loco hauled trains

Ref...Discussed in GM conference was held on 03.01.19

Subject under reference, the following points have been discussed in GM conference was held on 03.01.19 and instructions were given is as under –

You are hereby advised to counsel all the Loco Pilots and Assistant Loco Pilots under your control working in Mail/Express trains & freight trains that after coupling of CBC with train by porter or shunt man, LP/ALP should ensure the proper coupling of CBC physically by insertion of locking pin, then by push-pull method.

 

SL. NO -4                                                                                   No. ELS /6/11 Dated, 19.03.19

Sub: Coupling of Twin pipe on freight trains

A good number of BOX-NHL & BCNHL wagons having twin pipe air brake system which have advantages in reduction of brake release time, and thus leads to significant saving in running time.

You are hereby advised to counsel all the LP & Alps under your control working in freight trains on the following aspects to ensure that twin pipe fitted rakes are operated in twin pipe configuration only whenever the BPC has been issued with twin pipe configuration.

1.The coupling / uncoupling of engine hose pipes with the train hose pipe is the duty of ALP, who couples the engine (Ref. WTT, Page No. LV).

2.It should be ensured that BP and FP hoses of locomotives are coupled to BP & FP hoses of the train load respectively (Ref. WTT, Page No..XLIII).

3.If any hissing sound of leakages is audible and leakages cannot be arrested then inform to SM/Yard Master, TLC and TXR where provided.

4.If incoming train arrived in the destination of this division with twin pipe working condition, that will work with twin pipe configuration further.

5.In case twin pipe working is not possible from originating yard for any reason, the LP must inform it to TLC & concerned SM. Where GDR is to be done for the non-availability of TXR staff or otherwise, it must be mentioned in the GDR that the train is running with single pipe for such specific reason.

 

SL NO -5                                                                                       No. ELS /6/11 Dated, 19.03.19

Sub: Counseling of LP & Alps for coupling of Twin pipe on freight trains

A good number of BOX-NHL & BCNHL wagons have twin pipe air brake system which have advantages in reduction of brake release time, and thus leads to significant saving in running time for coupling of loco with twin pipe goods rake following must be ensured

·All ALPs must attach FP during coupling of loco with rake/load.

·If FP of locomotive is found defective/damaged then it should be replaced by the spare FP.

If leakage is found in-between the wagons or other constraints are faced by them to couple the FP, then LP must inform it to SM/Yard Master & TLC and will work as per advice of Control.

You are hereby advised to counsel all the LP & Alps under your control working in freight services and on completion of the counseling a feedback report is to be sent to this office.

 

SL NO -6                                                                                              No. ELS /6/7 dt.21.05.19

Sub: 30 days Safety Drive specially targeting Safety at Manned / Unmanned Level Crossings.

Ref. i) Chairman/ RB’s L/No, 2018/Safety-1/3/2 dated 08.05.18.

Vide letter under reference, wherein it has been issued an instruction regarding ‘Targeting Safety at Manned /Unmanned Level Crossing’. In this regard, a 30 days Safety drive is to be launched with particular focus on Safety at Manned / Unmanned Level Crossings.

Instructions:

i.To check knowledge of gateman about the gate working rules.

ii.Ensuring availability of full complement of equipment’s, speed breakers, whistle boards, smooth approach roads, road signs and stop boards as per provisions laid down in the IRPWM, availability of electric power supply and adequate visibility be thoroughly scrutinized.

iii.Ensuring adequate visibility for both train drivers and road users at the level crossings.

iv.Organizing public awareness campaigns to educate/counsel road users and make them aware of the provisions of motor vehicles act and railway act by distributing posters, pamphlets, handbills etc. in Gram Panchayats, markets, petrol pumps and other public places. SMS alerts for awareness to road users. Campaign through various media including newspapers, televisions, radio and slides in cinema halls, any local variations like loudspeakers mounted on rickshaws with an appeal to road users to observe all precautions embodied in motor vehicles act and railway act.

v.Organizing safety Seminars, Nuked Noatak etc. at various places in the divisions including road transport offices and educational institutions.

vi.Checking the whistling habits of drivers while approaching and passing the level crossings.

vii.Signal, electrical, traffic, public relation, safety officers and inspectorial staff are to be involved in the above activities.

viii.Joint ambush checks involving RPF, GRP and civil authorities at the level crossings and apprehending errant road users under sections of motor vehicles act.

ix.After completion of the drive compliance report highlighting details of abnormalities found and action taken on the points as mentioned in the instructions may please be submitted by 20.06.19 to the under signed for onward transmission to HQ.

SL NO -7                                                                                                      No. ELS /6/7dt.14.05.19

Sub: 15 days Safety Drive on GR 14.08 & GR&SR 14.09.

Ref. I) PCSO/ER/KKK’s Letter No.TA.5/61/9/Pt.XVII (a), Dt-08.05.2019

Vide letter under reference, a 15 days safety drive is to be launched with immediate effect on GR 14.08 & GR&SR 14.09. Instructions laid down in GR&SR:

GR14.08: Authority to proceed: - The Loco Pilot shall not take his train from a block station unless he has been given an authority to proceed-

a) On the double line, by the taking “off” of the last stop signal, and

b) On the singe line, either-

(i) By taking for the block section, taken from an electrical block instruments, or

(ii) By a Line Clear Ticket duly signed by the station master, or

(iii) By any documents prescribed in this behalf by special instruction, or

(iv) By the taking “off” of the last stop signal in lieu of tangible authority as mentioned in sub-clauses (i) to (ii) sections provided with electrical block instruments of taken less type or track circuits or axle counters.

GR14.09: Loco Pilot to examine authority to proceed:-

(1) The Loco Pilot shall ensure that the authority to proceed given to him is the proper authority under the system of working and refers to the block section he is about to enter, and if the said authority is in writing that it is complete and duly signed in full and in ink.

(2) If the conditions mentioned in sub-rule (1) are not complied with, the Loco Pilot shall not take his train past or start from the station until the mistake or the omission is rectified.

In this regard, you are advised to counsel all the running staff under your control on the above instructions.

SL NO -8                                                                                                No. ELS /6/7 dt.20.05.19

Sub: International L.C.Gate Awareness day on 6th June’2019

Ref PCSO/ ER’s letter no. TA.5/61/Safety Awareness Campaign, date. 10.05.19

Vide letter under reference, International Level Crossing Gate Awareness day will be observed on 6th June’2019. This day will be observed with various safety drives of manned/unmanned level crossing.

In this regard the following instructions are reiterated below-

GR-4.50        Sounding of Engine whistle

1.Except under special instructions, the Loco Pilot shall always sound the whistle of the engine according to the prescribed code of whistle-

(a)Before putting an engine in motion.

(b)When entering a tunnel, and

(c)At such other times and places as may be prescribed by special instructions.

SR 4.50 (a) the following whistle shall invariably be given by Loco Pilots


a) (i)Intermittent whistling by Loco Pilot while approaching a level crossing.

SR 4.50 (b)

W/L boards are provided with a view to pre-warn the Loco Pilot / Motorman about an approaching manned / unmanned level crossing and for sounding the whistle / horn ( vide serial no. 11(a)(i) under SR 4.50 (a)to warn the gateman and road users at level crossings about the approaching train. The Loco Pilot / Motorman shall sound the whistle / horn intermittently from ‘W/L’ Board.

There are two types of whistle boards for level crossing i.e. W/L and RW/L. The board shall not be illuminated at night.

i.Whistle boards with the letters W/L shall be provided on the approaches of all unmanned and manned level crossings at a distance of 600 m on either side of the level crossings. Loco Pilot / Motorman must sound the whistle / horn immediately after sighting the Whistle Board as 4.50 (b) above to give a very effective audible warning to the road users /motor vehicles as below-

a)Intermittent whistle from W/L Board to level crossing gate at manned level crossing.

b)Intermittent whistle from W/L Board to RW/L Board and continuous whistle from RW/L Board up to level crossing shall be sounded at unmanned level crossing.

ii.Repeater whistles boards with the letters ‘’ RW/L’’ shall be provided on the approaches unmanned level crossings at a distance of 250 m meters on either side followed by W/L boards.

Note: If W/L board of one L.C. is located near the RW/L board or within the continuous whistling one of another L.C.Gate(i.e. within 250 meters of L.C), then the whistling code of RW/L board should be followed.

You are hereby advised to inform all the LPs, ALPs under your control to observe the International L.C.Gate Awareness day on 06.06.19.

 

SL NO -9                                                                                                     No. ELS /6/7 dt.06.05.19

Sub: 30 days Alert Advice on Prevention of Train Parting, Breakage of Coupling, and Uncoupling due to jerk/Excessive Tractive Effort.

Ref. i) Dy.CSO/Mechanical’s L/No.TA.5/61/9/Pt.XVII,dt-26.04.2019

 

Vide letter under reference, a 30 days safety drive is to be launched with immediate effect on Prevention of Train Prating, Breakage of Coupling, Uncoupling due to jerk/Excessive Traction Effort. In this regard the following instructions regarding above subjects are to be followed-

The Parting is a common unusual occurrence affecting train movement adversely. The case of uncoupling of freight trains on the Railways has increased. Freight train operation by crew and maintenance of wagons are the two major activities involved in train parting. There are many contributing factors towards train parting such as inadequate maintenance, material failure, improper driving & improper marshaling etc.

One of the main reasons of Horizontal Parting is Bad Engineman ship.

In the under mentioned pares some of the reason of breakages of coupling or uncoupling due to Jerk/Excessive Tractive Effort and the measures to avoid Train Painting are enumerated.

Alert advice is issued in this regard with proposal to frequent counseling of the Loco Pilot, Guards with arrangement of seminars to educate the concerned staff.

 

Reason of breakage of coupling or uncoupling due to jerk/excessive Tractive effort:

The main reason for breakage of coupling is jerk due to excessive tractive effort, pulling forces & pushing forces.

The reason of jerk is spring slack & free slack. Spring slack occurs due to compression of draft gear at the time of braking. The limit of maximum spring slack is 5”, the free slack occurs due to excessive gap between couplers which is approx.1”.

The jerk is developed-

i.By the drivers during run due to improper driving technique.

ii.Due to defect in loco such as wheel slip, Power ground earth fault or shutting down of engine due to other reason.

iii.Application of Brake by banker pilot or by Guard during running.

Reason of Generation of jerk by Loco Pilot:

1.Sudden opening of Throttle notches.

2.Emergency Braking

3.Traction Power cutting off

4.Faulty train operation on Gradient.

Measures to avoid Train Parting:

     The Loco Pilots have an important role to play in preventing the train parting cases. Good driving skill is very important. Some of the guidelines useful for drivers are given under:

     It is observed that additional shock load comes on the coupler when drivers apply traction before full release of brakes.

               Starting of goods train after stopping:-wait for minimum 3 minutes in case of air brake train to release the brakes.

     Avoid jerky movement during starting and stopping train.

     While attaching the Loco on to the formation, attach with a little bump and push the formation by about two meters to ensure that partially lifted locks drop into position. Then, pull the train ahead by half a wagon length, to identify the CBCs which are not locked. In the process, fouling mark should not be infringed.

     While starting e train, the notching up shall be grateful as to have smooth run out and thereby avoid the shock loading of CBCs.

     At en-route stations, LC gates, signals etc. when the train is stopped for longer time the driver shall push back the train about two meters to ensure proper locking of CBCs which, might have been meddled with by trespassers/miscreants.

     While negotiating gradients, camel humps, maintain uniform speed, till the train passes the section.

     Before negotiating and ascending or descending gradients, attain the critical speed necessary to negotiate the section, so that uniform speed can be maintained while passing over the graded section.

     After application of brake, sufficient time shall be given for the release of brakes of the entire formation, before accelerating.

When continuous wheel slip is experienced, reduce the speed of the train, to avoid shock loading of CBCs.

     There shall be proper co-ordination between the loading drivers and banker driver while negotiating the up-gradient in Gnat-section.

Measures to Avoid jerks:

A.At level:

i.Ensure that all coupling are correctly fitted. For this, push the train back for about ½ wagon length so that the entire couplings are coupled properly.

ii.Ensure that brakes of the train are fully released, for ensuring this; time should be given for release the brakes. Sufficient BP pressure should be ensured and air flow indicator should be at constant position.

iii.Release the Loco brakes after waiting for 10 seconds after opening of throttle.

B.UP gradient:

i.Release the train brakes before taking notch

ii.Take 2-3 notches

iii.Release Loco brakes

iv.On starting of train, open the throttle notch by notch precisely by keeping eye on needle of load meter.

v.Reduce the throttle notches in case of wheel slipping.

vi.If Banker engine is attached, driver of Banker engine should first open notches.

C.Down gradient:

i.Release Loco brakes

ii.Allow train to move forward and attain the desired speed

iii.Use dynamic Brakes if required

D.On Sag:

i.Open the notches.

ii.Release the Loco Brakes and take 1-2 Notches

iii.When the full train comes in a stretch, advance the notches, one by one by observing load meter.

E.Undulating Gradient:

i.Take 1st notch

ii.Release the Loco Brakes

iii.When the train started, open second notch and when meter is stabilized, open the notches as desired.

F.On Hump:

i.Release train Brakes before opening of throttle

ii.Take 2-3 Notches by throttle.

iii.Release Loco brakes.

iv.On starting of train, open the throttle precisely notch by notch observing needle of the load matter.

v.Reduce Tractive effort when slip experienced

vi.In case of banker engine, the banker driver should first take the notches.

G.On Run of Train:

i.Take notches one by one

ii.To control the speed of the train by dynamic brake, apply air brake in train by A-9 for bunching the load.

iii.During Dynamic braking advance selector slowly and releasing should also be ensured slowly.

iv.Reduce the notches on up gradient during wheel slip.

v.Sufficient releasing time must be ensured for full releasing of the load after application of brakes. Apply Tractive effort for increasing the speed only after full releasing of load.

vi.Do not use Loco brakes in running train.

vii.Keep watch over the Air flow indicator during running.

viii.Do not apply brakes suddenly.

ix.Do not open notches suddenly.

x.Keep contact with Guard/banker Pilot on Walkie- talkie

xi.Running of train should be ensured properly on Gradients.

xii.Do not use Loco brake in conjunction braking as far as possible during first brake application.

H.At the time of Application of brake in train:

i.Apply brakes properly

ii.After dynamic braking, notch should be taken after suitable gap

iii.After stopping the train, BP pressure recreation must be ensured.

iv.On up gradient, try to stop the train on some notches and after stopping of train apply Loco brakes.

v.Apply Loco brakes after stopping the train.

              In this regard, you are advised to counsel all the running staff under your control and send a compliance report for onward transmission to the HQ.

SPECIAL INSTRUCTIONS TO PREVENTION OF SPAD

INSTRUCTIONS FOR MOTORMEN OF EMU/MEMU:

S.NO

Instructions

1

Take proper rest at home and come on duty at least 30 minutes before schedule departure of the booked train. Does BA Test. Sign ON duty. Go through the Notices/Instructions and acknowledge after clear understanding. Go through WTT regarding schedule stoppages of the train minutely. Take Caution Order and mark the relevant speed restrictions imposed in the section. Reach Driving Cab at least 15 minutes before the schedule departure of the train.

2

While on run, motorman must not use Mobile Phone. Mobile phone must be kept in switched off condition in the line bag. For foot plating Inspectors & Officers, it should be on silent mode.

3

Before starting from originating station continuity test to be done by both motorman & Guard by Auto brake.

4

The following items should be available on the driving desk

a) Working Time Table opened for nominated train. (b) Signal location Chart of the section(c) Stoppage Chart for Galloping Trains.(d) Two Nos. Red &one No. Green hand Flag during day and Tri colour Battery operated hand signal lamp during night) T-409 (Caution Order) issued.

5

Before starting the Train from a Station 3 steps must be followed as per sequence

Step-I : After getting Guard Signal (Guard bell for EMU/MEMU) to start, LP/ALP must ensure that signal has been taken off with correct route.

Before starting from a station, Motorman will first relay the aspect of the signal to the Guard over talk back. Guard will ensure the ‘OFF’ aspect of the signal before giving starting bell. After getting starting bell from the Guard, motorman will further ensure the ‘off’ aspect of the signal with correct route and acknowledge the Guard by the prescribed bell code before starting the train.

Step-II :If the signal is taken off with correct route, sound engine whistle as per SR-4.50(a).

Step-III:Take notch and start the train.

NOTE: In case of issuing of T/369(3b), T/369(1) etc. for defective signal check the form carefully and ensure the authority to pass the signal.(Signal name, Signal number & your train number is matching).

6

Whenever ‘Calling ON’ Signal is taken OFF for starting the train from SDAH Main / North Platform –

i.Loco Pilot should inform to working Guard of the Train.

ii.After getting starting Bell from Guard, Loco Pilot will acknowledge as per prescribed Bell code only after ensuring that the signal is taken OFF and will start the train. LP must be vigilant and be cautious in observing proper setting of points in desired direction.

iii.Proceed cautiously & be prepared to stop any short of obstruction up to next intermediate signal (No. S- 10, S-11, S-12, S-13) all are located at L.H.S.

7

After starting from originating station & every crew changing point, Brake Feel Test to be performed immediately before attaining 15 kmph speed from originating station and every crew changing point by auto brake.

8

After starting from originating Station Brake Power test to be performed after attaining the speed of 40 kmph in Block section by Auto brake.

9

Self-Calling out of signal loudly indicating –(a) Name of Station (b) Name of Signal (c) Aspect of signal(d) Repeat RED aspect till the train stops / the aspect changes and confirmed the changed aspect.

10

While passing a signal at one yellow aspect, Loco Pilot must control the speed of the train so as to be prepared to Stop at the next signal and not to presume the aspect of next signal (GR 3.07).

11

Auto brake should be applied to stop the train in 1st stopping station without jerk.

12

Self Call out of W/L Board. Whistling to be done as per the latest correction slip(Intermittent whistling while passing Manned LC. Gate).

13

Motorman should read the Km. No. of SR Zoneat the stopping station just before SR zone. Motorman will relay over Talk-Back the SR Zone to the Guard while approaching and ask the Guard to inform after clearing the caution zone. During entering into SR Zone brakes should be in released condition.

14

Self-Call out of Neutral section zone to be done by M/Man.ABB should be tripped only at ‘Open –DJ’ Board (not after passing ‘Open DJ’ Board) and ABB should be closed only at ‘Closed DJ’ Board.

15

Packing / unpacking of belongings to be done only after stopping / before starting at / from destination / originating or crew changing point.

16

AWLS are to be put ON in EMU /MEMU while negotiating diversion and during entering into terminal station.

17

During fog, when LP feels that visibility is restricted due to fog, he shall run at a speed at which he can control the train so as to be prepared to stop short of any obstruction.

18

Loco Pilots should stop the train at adequate distance before foot of signal when the same is at ‘ON’ position so as to have clear view of signal from cab, subject to clearing of fouling mark.

19

** For any abnormal situation, switch ON mobile phone immediately and contact with TLC and concerned CLI.

INSTRUCTIONS FOR LOCO PILOTS WORKING LOCO HAULED TRAINS:

S.NO

Instructions

1

Take proper rest at home and come on duty at least 30 minutes before schedule departure of the booked train. Does BA test Sign ON duty Go through the Notices/Instructions and acknowledge after clear understanding. Take Caution Order and mark the relevant speed restrictions imposed in the section.

2

While on run, LP must not use Mobile Phone. Mobile phone must be kept in switched off condition in the line bag. For foot plating Inspectors & Officers, it should be on silent mode.

3

Before starting from originating station continuity test to be done by both Loco Pilot and Guard.

4

The following items should be available on the driving desk

a) Working Time Table opened for nominated train in case of Mail/Exp. & Passenger train. (b) Signal location Chart of the section(c) Two Nos. Red & one No. Green hand Flag during day and Tri colour Battery operated hand signal lamp during night.(d) T-409 (Caution Order) issued.

5

Before starting the Train from a Station 3 steps must be followed as per sequence –

Step-I : After getting Guard Signal LP and ALP/Co-LP must ensure that signal has been taken off with correct route.

Step-II : If the signal is taken off with correct route, LP/ALP or Co-LP will exchange All right signal with Guard and sound engine whistle as per SR-4.50(a).

Step-III: Take notch and start the train.

NOTE: In case of issuing of T/369(3b), T/369(1) etc. for defective signal check the form carefully and ensure the authority to pass the signal. (Signal name, Signal number &your train number is matching).

6

Whenever ‘Calling ON’ Signal is taken OFF for starting the train –

i.Loco Pilot should inform to working Guard of the Train.

ii.LP must be vigilant and be cautious in observing proper setting of points in desired direction.

iii.Proceed cautiously & be prepared to stop any short of obstruction up to next intermediate signal.

7

After starting from originating station & every crew changing point, Brake Feel Test to be performed

Immediately before attaining 15 kmph speed from originating station and every crew changing point.

8

After starting from originating Station Brake Power test to be performed after attaining the speed of 40Kmph.

9

Calling out of signal loudly with hand gesture indicating

(a) Name of Signal with Station name (b) Aspect of signal, (c) Repeat RED aspect till the train stops / the aspect changes and confirmed the changed aspect. ALP will repeat RED aspect with speed of the train and be ready to apply emergency brake & if necessary will apply without any hesitation to avoid SPAD.

10

While passing a signal at one yellow aspect, Loco Pilot must control the speed of the train so as to be prepared to Stop at the next signal and not to presume the aspect of next signal.

11

Calling out of W/L Board to be done by ALP. Whistling to be done as per the latest correction slip (Intermittent whistling while passing manned LC. Gate).

12

Calling out of speed restriction zone by ALP.LP should read the Km. No. of SR Zone at the stopping station just before SR zone. During entering into SR Zone brakes should be in released condition.

13

Look back to be done by both LP & ALP at curvature and relay the condition to each other & will take action as per the situation.

14

Exchange of All Right Signal to be done with Station Staff and with the crew of the train in opposite direction on adjacent lines.

15

Call out of Neutral section zone to be done by LP & ALP) and after passing neutral section, checking of HT compartment to be done by ALP and feedback will be given to the LP. Defects found, if any must be recorded in the log book.

16

Packing / unpacking of belongings to be done only after stopping / before starting at / from destination / originating or crew changing point.

17

LP &ALP should not use Walkie –talkie to get information about signal aspect or other operational instructions from station staff.

18

During fog, when LP feels that visibility is restricted due to fog, he shall run at a speed at which he can control the train so as to be prepared to stop short of any obstruction.

19

Loco Pilots should apply train brakes by dropping of BP Pressure up to 0.5 kg/sq. cm. While waiting for line clear for more than 15 minutes.

20

LP must not isolate VCD which is otherwise in working condition. LP should also make the endorsement in the log book and inform TLC positively in case of VCD is defective or Q-51 is found wedged.

21

Loco Pilots should stop the train at adequate distance before foot of signal when the same is at ‘ON

Position so as to have clear view of signal from cab, subject to clearing of fouling mark.

22

For any abnormal situation, switch ON mobile phone immediately and contact with TLC and concerned CLI.

 

INSTRUCTIONS FOR SHUNTING LOCO PILOT:

S.NO

Instructions

1

Take thorough LR foot by foot for all relevant signals, points at Station, Yard & Car-shed / Trip shed.

2

Go through the Log book of the Rake / Loco and report the deficiencies, abnormalities recorded in it to on duty TLC.

3

Check all safety items including BP / FP connections, CBC, TC, Sander & Wiper, Hand brake, parking brake etc.

4

Before going to Bahar-line, all possible steps to prevent rolling down of Loco/EMU must be ensured.

5

Before starting the movement, ensure proper signal has been taken off and Hand signal is given for your engine / Rake & ensure brakes are working properly.

6

For position light Shunt Signal (which is independent and provided on the ground) in Normal aspect (ON position) it shall exhibit two horizontal white lights & in OFF position two diagonal white lights will glow.

7

Maximum permissible speed of shunting is 15 kmph subject to PSR & TSR imposed in the station section / yard /siding.

8

Follow GR & SR -5.13 to 5.20 rigidly. Do not depend entirely on the signals but always be vigilant and cautions to observe the proper setting of points &crossing.

9

Read T/806 very carefully for which signal or signals are to be passed at ‘ON’ condition and verify the Signal number personally before passing at ‘ON’.

10

If the shunting is guided by hand signal then ensure the clamping and pad locking of all the relevant facing points and hand signal is being exhibited at such points.

11

On run, Self-Call out the aspects of the governing Shunt signals and repeat Call out for ‘ON’ aspect of next Signal & Stop at an adequate distance before the next signal and act only after being confirmed about the aspect of the signal.

12

Before attaching with load first stop before 20 m and then 3 m from the load. Then proceed further very cautiously to attach the Loco on the load. Use AWL, configuration mode & BPCS where available.

13

After cab changing once again checks the positions of A-9, SA-9 cocks, L & T, MU2B (as per situation) and perform traction test. Ensure brakes are working properly before starting.

14

For any confusion/abnormality, stop the movement, switch ON mobile phone immediately and contact with TLC and concerned CLI.

INSTRUCTIONS FOR ASSISTANT LOCO PILOT

S.NO

Instructions

1

Take proper rest at home and come on duty at least 30 minutes before schedule departure of the booked train. Does BA test Sign ON duty Go through the Notices/Instructions and acknowledge only after clear understanding. For any doubt in understanding the notice, ALP may take help of LP and CLI.

2

While on run, ALPs must not use Mobile Phone. Mobile phone must be kept in switched off condition in the line bag.

3

Before starting the Train from a Station 3 steps must be followed as per sequence –

Step-I: Before starting from a station, ALP must ensure that signal has been taken off with correct route and will Call out to the LP.

Step-II: If the signal is taken off with correct route, ALP will exchange All right signal with Guard and sound engine whistle as per SR-4.50(a).

Step-III: ALP shall watch the aspect of the signal up to the last moment until the signal is past.

4

Whenever ‘Calling ON’ Signal is taken OFF for starting the train from originating station

i.Loco Pilot / ALP should inform to the working Guard of the Train.

ii.ALP must be vigilant and be cautious in observing proper setting of points in desired direction.


APPRECIABE CASE -2ON DATE: 25.04.19

Tr. No-53171 Loco no23078/ASN, LPP T.K.Ghosh, Information received from B/No-2 that said train detained at BEB due to pressure dropped and heavy leakage from after cooler drain cock as it was broken on external hitting. Pressure could not be maintained by all compressors. At 08-40 hrs LPP reported that air leakage from after cooler has been arrested by inserting wooden plug at the broken portion. At 08-41 hrs train left from BEB PF. At 09-55 hrs train arrived at LGL without trouble. After arrival loco declared failed at 10-25 hrs & another loco 28152/G-7/KJGY arranged from NH as L/E/NH for working en train.

CONCLUSION: Prompt action taken by LPP to save the detention

FAILURECASE-1ON DATE: 13-04-19

Tr. No-34052, U/no-13220+13221+13222+13223/BT, IC 05.04.19, information received from Board no-3 that the train detained at KNR PF No-3 from 06-00 hrs. M/ Man reported that M/C was shown off condition in screen. LPP Talked with CLI/HQ Kuntal Ghosh. At 06-15 D. Dutta /CLI talked with LPP & observed the situation Screen monitor color Grey, PT color- blue, then he advised M/Man to ON – M/C 1st off and then close. At 06-18 unit was closed but Starter signal was ON. At 06-23 hrs starter signal was put off and train started.

Conclusion: Pantograph pictogram will be WHITE when raised and there is no tension in OHE. At the same time M / C pictogram will show GRAY. A msg “no OHE power on line” will appear and kV on HMI will show ‘0’V.In this condition LPP has to wait for OHE power. Any incident occurred informed to TLC as early as possible. Improper troubleshooting and poor understanding of LPP led to punctuality loss of 23 min.

FAILURE CASE -2ON DATE: 23-05-19

Tr. No-31623, U/no-13018+13000+1423/NKG, POH 19-03-19, IA 07-05-2019

TI 18-05-19 As per DY/CHC/SDAH A Sadhukhanthat train over shouted HLR/PF aboutthree coaches and passed HLR/STR Signal[s-3] which was off as green aspect at 16:08 hrs. As per SM/HLR train stopped at16:14 hrs and back the rake to gave stoppage and again start at 16:21 hrs taking T/369 (3B)

Conclusion:LPP after starting from NH he got max speed 81 kmph. Before 300m from stop board at HLR speed was 61kmph. He pass stop board 73m and back 67m to gave stop[to back he stop five times ] and taken T-369[3b] for STR which was on green aspect at the time he over shouted. It is the failure of driver. It also showing his lack of knowledge, over speeding tendency and he was not familiar with his stoppage. As per order of Sr. DEE/OP/SDAH PF Entering speed must not be exceed 40 kmph

**Note: Before starting traindisplay on driving desk i] WTT (open) ii] CAUTION(marked) iii] 2 NO. RED /1NO. GREEN FLAG on day time, Tri-Color TORCH at night time (on service condition) iv] Signal chart v] Galloping chart for galloping train.

FAILURECASE -3ON DATE: 09-06-19

Tr. No-31817, U/no-13045+13060+13047/BT, POH: 24-07-18, As per statement of LPP –before entering of TGH PF he applied EP brake to reduce the speed but he feel speed not reducing, he applied emergency and relay to GD to apply brake, in the meantime he passed stop board.

Conclusion: Train pass stop board apx.67m and PF Entering speed found 60 kmph it is shown the irresponsibility of driver

**Note: i] EP brake may fail due to various factors; therefore all LPP must be alert to stop his train with a care that he will be able to stop his train in proper place by Auto. Therefore the speed of train always is calculated with Auto braking distance. Keep on your mind if the angular displacement of brake controller handle runs on [between EP-AUTO] Lap position, you will be feeling suddenly EP failed or not working. So apply your EP Handle smoothly and follow the sound of holding &application magnet valve contactor in driving cab in conventional rake. If not at that condition you must apply Emergency Brake.

ii] As per order of Sr. DEE/OP/SDAH PF Entering speed must not be exceed 40 kmph

 

FAILURECASE -4ON DATE: 18-06-19

Tr. No-33523, U/no-13013+1424+1428+1372/RHA, POH 14-02-19, TI02-06-2019

As per Control Board/SDAH that train overshot KMZA [Flag-Stn.] in HNB section and passed 683m. It is sufficiently long. And it is clear that the working GD was also not alert that a stopping station is approaching and even not alert while passing the plate-form. Had he been alert on duty and applied emergency brake in time from rear, the train could not pass such a long distance from its actual point of stoppage.

Conclusion: GD and LP both are responsible for the same. LP must comply with GD where a through passing station he is approaching and GD should be alert about his stopping station just coming. If LP failed to stop GD should apply emergency brake from a adequate distance to stop his train in place.

 

TECHNICAL DISCUSSION:

PRECATION TO AVOID LOCO WHEEL SKIDDING (CONV. LOCO):

1.While taken over charge of Loco, Check the loco wheels for any skid marks

2.Ensure all brake blocks are intact.

3.Ensure loco brake power is intact.

4.Before starting the train, release Loco brakes.

5.After starting the train if wheel skidding is noticed, try to stop the train before the signal (starter) and inform to TLC.

6.Check the brake power of the train at first opportunity and make the judgment.

7.Advice the assistant loco pilot to check the wheels of rear truck for any wheel skidding sound This should be done before reaching next block section if wheel skidding observed, stop at station and inform to TLC.

8.Do not apply SA9 for stopping the formation.

9.Apply SA9 only after complete stopping of the train.

10.While performing shunting, connect BP/VAC pipes to the formation and make use of formation brakes.

11.When dead loco attached to the train, isolate C3W valve in dead loco.

12.Check the wheels of dead loco also after stopping of the train.

13.After applying brakes give sufficient time to release.

14.Before notching up ensure brakes are fully released ensure air flow indicator needle reads preset value as in case of air brake stock.

15.If wheel skidding experienced on run, work with restricted speed up to the next station and inform to the TLC.

16.During RB does not use Loco brakes?

17.When the train is stalled on the gradient, do not try to restart repeatedly to safe guard wheels as well as rail also.

MODIFICATIONTO FACILIATE LOCO PILOT TO RESET CENTRAL ELECTRONICS WITHOUT MCE OFF/ON(3-PH LOCO):

Ref.I) CLW L/No. C-D&D/T/42, Date: 14-12-17

II) S. C. Rly’s L/NO.E.221/Control Electronics/Vol. Date 23.08.18

 

OBJECT:

·In case of Transient failures to bring back the isolated subsystem to service, normally Loco Pilots switch OFF/ON Control Electronics through BL key. With this procedure there is loss of punctuality due to discharge/recharge of BP pressure in the whole train/rake formation.

·To avoid such cases, provision of “MCE Reset/VCU Reset “Push button switch (161) to de-energies 218 (Contactor for Control electronics) has been done in SB1 panel./D panel of both cabs

 

 

 

MCB5

REV-F

K(1&2)

 

MCB6

REV-B

K(1&2)

 

MCB1

WIRE-

1[SH]

 

MCB2

WIRE-

2[HP]

 

MCB3

WIRE-

3[FP

 

FUNCTIONS:

1.MCB 5- It is situated on the common path of the reverser coil K1&K2 energies on forward direction. It is normally set & tripped on earth fault on reverser K1 or K2 circuit in a unit to save the tripping of master controller MCB on driving desk.

2.MCB 6- It is situated on the common path of the reverser coil K1&K2 energies on reversed direction. It is normally set & tripped on earth fault on reverser K1 or K2 circuit in a unit to save the tripping of master controller MCB on driving desk.

3.MCB 1-It is provided on the path of SH power circuit. Normally set& tripped on earth fault in the SH-power circuit in a unit and save the tripping of master controller MCB on driving desk

4.MCB 2- It is provided on the path of half power circuit Normally set & tripped on earth fault in the HP-power circuit in a unit and save the tripping of master controller MCB on driving desk

5.MCB 3-It is provided on the path of full power circuit normally set & tripped on earth fault in the FP-power circuit in a unit and save the tripping of master controller MCB on driving desk

RESET CRITICAL FAULTS (3-PH EMU)

FAULT RESET/ISOLATION RESET :

The TCMS system can isolate system when a mal function is detected such isolation can be eitherNoncritical or Critical

The Blue lamp in the “ FAULT RESET“ button on front panelleft side glows when any resettable non critical isolation is pending ( such in the case of compressor isolation due to faulty air drier or feedbackfailure & etc. ). Then press the same for 02 sec and release, non-critical fault will reset.

If, due to any reason, fault reset button does not work, then touch pop up icon of RESET FAULT for resetting non critical faults (it is active in Driver Mode & Maintenance Mode Both)

For going to maintenance mode, see below as illustrated

Critical isolation can only be reset from the HMI of the active driver’s desk (in maintenance mode)

The following isolation is considered as critical:-


Guard and motorman can use the intercom for communication. Press the middle soft key (in MMI) from one end, acknowledge, by pressing the same key from other end. Communication system is established. Microphone switch should be in middle position for guard-motorman communication.

DOS AND DON’TS FOR GUARDS:

1. DO NOT PUT YOUR BELONGINGS NEAR HMI AREA.

2. DO THINK TWICE OR READ THE NOMENCLATURE BEFORE OPERATING ANY SWITCH ESPECIALLY REDCOLOURED.

3. IF EMERGENCY PUSH BUTTON IS PRESSED WRONGLY, THEN TRY TO ROTATE IT ANTICLOCK WISE FOR SETTING OR SEEK HELP FROM MOTORMAN TO AVOID DETENTION.

4. DO NOT RUN AC WITH DOOR OPENED CONDITION.

5. IF SB-1 NOT WORKING (TRAIN IN RDM OPERATION) WORK TRAIN BY SB-2.

6. DO INFORM MOTORMAN IMMEDIATELY, IF PARKING BRAKE/BASIC UNIT ISOLATION SWITCH OR ANY OTHER SWITCHES IS WRONGLY OPERATED. THIS IS IMPORTANT TO SAVE DETENTION.

 

CRITICAL LOCATION OF SIGNALS IN SDAH DIVISION

NORTH SECTION

 

UP- SUBURBANSDAH – NH SECTION

 

SL NO.

SECTION

SIG NAME &.NO.

KM NO.

REMARK

1. 

SDAH -KGK

KGK H/SIG,K-1

1/17

ON LEFT CURVE

2. 

BNXR- DDJ

AD-9

5/13

DUE TOLEFTCURVE

3. 

DDJ-BLH

AD-39

9/21

DUE TO E/MAST OBSTRUCTED

4. 

DDJ BHH

AD -43

10/13

DUE TOLEFTCURVE

5. 

JGDL KNR

H/SIG S-2

33/09

DUE TOLEFTCURVE

6. 

JGDL KNR

H/SIG S-7

34/03

DUE TO E/MAST OBSTRUCTED

 

DN- SUBURBANNH-SDAH SECTION

 

SL NO.

SECTION

SIG NAME &.NO.

KM NO.

REMARK

1

PTF-BP

H/SIG S-14

23/16

DUE TO LEFT CURVE SHORTINT. DIST

2

BP-TGH

S/C H/SIG S-10

20/24

DUE TO E/MAST OBSTRUCTED

3

DDJ-BNXR

AD-8

4/30Q

RIGHT CURVE & ON OHE STRUCTURE

4

BNXR KGK

AD-02

2/36Q

RIGHT CURVE & ON OHE STRUCTURE

 

UP- MAINSDAH – NHSECTION

 

SL NO.

SECTION

SIG NAME &.NO.

KM NO.

REMARK

1

BLH STN

PF STR S-4

11/05Q

OBSTRUCTED BY PF SHED

2

PTF IP

G/SIG AG-93

25/13Q

RIGHT SIDE

3

KNR-NH

NH H/SIG S-3[C/L]

36/13Q

RIGHT SIDE

 

DN- MAINNH-SDAHSECTION

 

SL NO.

SECTION

SIG NAME &.NO.

KM NO.

REMARK

1. 

KNR STN

PF STRS-10

35/4

ROUTE MUST

2. 

PTF-BP

L/C GATE-17 AG-84

28/8Q

DUE TO LEFT SHARP CURVE

3. 

PTF-BP

L/C GATE-16S-16

23/30Q

DUE TO LEFT SHARP CURVE

4. 

BP-TGH

N/C H/SIGS-44

21/26Q

DUE TOREVERSCURVE

5. 

AGP-BLH

OUTER/H/SIG S-8

13/28Q

DUE TOLEFTCURVE

6. 

BLH DDJ

G/SIG AD-34

9/32Q

DUE TOLEFTCURVE

7. 

DDJ-BNXR

AD-18

4/28Q

RIGHT CURVE & ON OHE STRUCTURE

 

UP LINE NH –RHA SECTION

 

SL NO.

SECTION

SIG NAME &.NO.

KM NO.

REMARK

1

KPA-KYI

STRS-3

45/15

FAR AWAY FROMSTOP BOARD

2

PXR - CDH

CDH H/SIG S-1

61/9

DANGEROUS ON SHARP CURVE

 

DN LINE NH –RHA SECTION

 

SL NO.

SECTION

SIG NAME &.NO.

KM NO.

REMARK

 

 

 

 

NIL

 

UP LINE RHA – KNJ – LGLSECTION

 

SL NO.

SECTION

SIG NAME &.NO.

KM NO.

REMARK

1

RHA -KLNP

INT STR S5

74/29

DUE TOLEFTCURVE

2

RHA -KLNP

ADV STR X-C RHA

75/13-15

DUE TOLEFTCURVE

3

RHA -KLNP

H/SIG S-1

76/7

DUE TOLEFTCURVE

4

KNJ- DHU

KNJ ADV STR

99/41

DUE TOCURVE

5

KNJ- DHU

G/SIG 70

105/13

DUE TOCURVE

6

MGM-BTY

DT/SIG BTY

125/7

DUE TOCURVE

7

BTY-DEB

H/SIG DEB

137/31

DUE TOCURVE

8

REJ-BEB

H/SIG BEB

166/31

DUE TOCURVE

9

SGV-BPC

G-SIG129/E

183/11

DUE TOCURVE

10

SGV-BPC

BPC DT/SIG

183/37

DUE TOCURVE

11

MBS- JJG

H/SIGS-

202/35

DUE TOURVE

12

SBNM-BQG

DT/SIG

213/19

DUE TOCURVE

13

SBNM-BQG

H/SIG

214/27

DUE TOCURVE

14

PRTL-KRP

G/SIG

222/15

DUE TOCURVE

 

UP LINE RHA – KNJ – LGLSECTION

 

SL NO.

SECTION

SIG NAME &.NO.

KM NO.

REMARK

1. 

KRP BQG

L.C.GATE-169E

222/28

DUE TOCURVE

2. 

JJE -MBS

L.C.GATE-149E

202/34

DUE TOCURVE

3. 

MBS - CSZ

CSZ H/SIG

190/03

DUE TOCURVE

4. 

CSZ-BPC

G/SIG[ LC-132]

186/27

DUE TOCURVE

5. 

BPC-SGV

BPC H/SIG

186/13

SHOTR GAP BETWEEN G& H +CURVE

6. 

BPC-SGV

SGV STR

176/38

DUE TO PF SHED

7. 

SGV - BEB

SGV STR SIG

176/25

OBSTRUCTED BYPF SHED

8. 

SGV - BEB

REJDT /SIG

160/11

DUE TOCURVE

9. 

REJ -PLY

PLY DT/SIG

151/9

DUE TOCURVE

10. 

BTY - MGM

G/DT[LC G-81]

123/23

DUE TOCURVE

11. 

DHU-KNJ

INT.H/SIG KNJ

99/34

DUE TOCURVE

 

UP KLNP - STB SECTION

 

SL NO.

SECTION

SIG NAME &.NO.

KM NO.

REMARK

1. 

KLNP- FLU

KLNP STR SIG S-9

0/43

FAR AWAY FROM PF

 

DNSTB - KLNPSECTION

 

SL NO.

SECTION

SIG NAME &.NO.

KM NO.

REMARK

1. 

FLU - HBE

FLU STR SIG S-4

7/36

FAR AWAY FROM PF

 

UP RHA- GXDSECTION

 

SL NO.

SECTION

SIG NAME &.NO.

KM NO.

REMARK

NIL

 

DN GXD - RHA SECTION

 

SL NO.

SECTION

SIG NAME &.NO.

KM NO.

REMARK

1. 

BPN - MIJ

MAJ H/SIGS-2

105/12

VERY DANGEROUS DUE TO CURVE

2. 

MYHT-BGL

BGL H/SIG

93/12

VERY DANGEROUSDUE TO CURVE

3. 

BNKA – RHA

DT OF H/SIG