LI material _Ref-2010_ (1)

LOCO INSPECTORS COURSE MATERIAL BFKNCR Air Brake CASNUB bogie container flat wagons owned by container corporation LTD. (being converted from BFKI)‖. BCCN Double Decker Bogie covered wagon for transportation of automobile cars, Low platform, 840 mm dia, air brake, fit for high speed (100 km/h) axle load = 10.5 t, pay load = 10 t, Gross load = 42 t, No. of wagons per rake = 18 BFNS Special wagons for transportation of HR coil, Tare weight 23.6 t, payload 57.7 t suitable for accommodating various sizes of coils Adjustable stoppers have been provided for suitable placement of coil in the groove and preventing longitudinal shifting of coils. The length and width have been kept equal to BRN wagons to facilitate loading flat products as being done on BRN wagons, fit to run at 100 km/h, the commercial production is yet to start. BCW It is privately owned by M/s. Bulk Cement Corporation India Ltd. and are based at Wadi, Sholapur Division of CR, to run between Wadi and BTPGL Bogie liquefied petroleum gas tank wagon, tare 45.7 t, CC 35.5 t, Gross 81.28 t. The wagon is fitted with automatic vacuum brake, length over headstock 18000 mm, length over Coupler faces 19282 mm. BTPGLN Bogie liquefied petroleum gas tank wagon, tare 41.60 t, CC 37.6 t, and Gross 79.20 t. The wagon is fitted with Air brake system, length over head stock 18000 mm, and length over coupler faces 19282 mm. 143

LOCO INSPECTORS COURSE MATERIAL FORMAT FOR REPORTING OF ACCIDENTS TO HEAD QUARTER AND RAILWAYBOARD(Ref: Rly. B d. s letter no. 2000/ Safety (A& R)/ 3/ 5 dated 23.3.2000) ____________________ of ____________ Train on ____________________Railway. Information received from ___________________ at ________________ hrs. on date. 1. Date and Time of Accident: 2. Division: 3. Section: 4. Station/Block section: 5. Gauge/Track/Electrified/Route: 6. System of Working (Absolute/Automatic/ One train only etc.) 7. Train particulars: i) Train No. /Name: ii) Engine No. : iii) Load: 8. Location: 9. Brief particulars: 10. Rolling Stock involved: 11. Causality i) Dead: ii) Grievous: iii) Simple: 12. ARMV/MFD/ART: 13. Officers visiting site: 14. Relief arrangements: 15. Repercussions: 16. Prima Facie cause: 17. State/Headquarter Civil District: 18. Any other information: I. The Proforma given in this appendix are required to be filled at the site by the supervisors of the respective department in presence of the TI/Representative of traffic department and signed jointly by them and countersigned by the senior most Officer present at the site. II. The Proforma should form a part of the proceedings of the inquiry. The sketch of site of the accident The engineering representative should prepare dimensioned sketches adequate for the preparation of a scale plan covering the entire site of the accident. In preparing the sketch due care should be paid to the following instructions: (1) The sketch giving train number, date, kilometerage of the site of accident should be properly labeled. (2) The north point should be indicated. (3) (4) (5) (6) 144

LOCO INSPECTORS COURSE MATERIAL 1. DAMAGE AND DISPOSITION OF COACHES Sl. No from Coach Number Disposition Damage (Brief Description) Rear SLR Rly Type Number 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 2. MARSHALLING ORDER OF THE TRAIN Sl. Coach Number LAST POH No BODY YEAR DATE OF TYPE BULIT RETURN from Rly TYPE COACH STATION DATE REMARKS Rear No SLR 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 145

LOCO INSPECTORS COURSE MATERIAL 3. LENGTH OF THE TRAIN, BRAKE POWER Etc.: a) Total Length Of Coaches / Trains Excluding : 490.534 meters approximately The Engine b) Total Weight Of The Train Excluding The : 22/44/1800 Tonnes (As per VG) Engine c) Total Brake Force Available On The Train : 615.88 tonnes d) Whether fully vacuum braked or not : Fully air braked e) Number Of Cylinders Per Coach And Total : 4 cylinders per bogie mounted coach & Number Of active /inactive cylinders on the train 2 cylinders per and percentage of brake power Under frame mounted coach – Total 74 cylinders; 74 cylinders operative. 100% brake power available. Note: Length Over buffers per coach is taken as : 22.297 meters Brake force per bogie mounted non AC air brake 18.04 (RDSO sk No. 98027) (RDSO sk No. 98032) coach is tonnes (RDSO sk No. 93372) (RDSO sk No. 93371) Brake force per bogie mounted AC air brake coach is 20.66 tonnes Brake force per under frame mounted non AC air 43.20 brake coach is tonnes Brake force per under frame mounted AC air brake 59.40 coach is tonnes Number of bogie mounted air brake Coaches non- 11 Brake force = 198.44 tonnes AC on the train 4 Brake force = 82.64 tonnes Number of bogie mounted air brake Coaches AC on 5 Brake force = 216.00 tonnes the train 2 Brake force = 118.80 tonnes Number of under frame mounted air brake Coaches 615.88 Tonnes non-AC on the train Number of under frame mounted air brake Coaches AC on the train Total brake force on Coaches 146

LOCO INSPECTORS COURSE MATERIAL 4. COST OF DAMAGE TO ROLLING STOCK Coach Number Sl. No from Rly Type Coach DAMAGES COST OF train engine Number DAMAGE IN RUPEES 5. a) POSITION OF BRAKE BLOCKS AFTER THE ACCIDENT Sl. No Coach Number POSITION OF BRAKE BLOCKS AFTER THE ACCIDENT from Rear SLR Rly Type Coach ED END CBE END No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 147

LOCO INSPECTORS COURSE MATERIAL 5. (b) MAXIMUM AND MINIMUM PISTON STROKES Sl. No Coach Number Piston stroke in mm from train Rly Type Coach Type of CBF END PTJ END engine No. brake 1 AB 2 AB 3 AB 4 AB 5A 6 AB 7 AB 8A 9 AB 10 AB 11 AB 12 A 13 A 14 AB 15 AB 16 A 17 AB 6. PARTICULARS OF ROLLING STOCK JOINTLY RECORDED AFTER THE ACCIDENT To be furnished in standard pro forma, jointly signed by P.way & Traffic representatives : ………….. 7. (a) PRIMARY MAINTENANCE : ………….. (b) SECONDARY MAINTENANCE (c) LAST SAFE TO PASS EXAMINATION : …………… 7. (b) EXTRACTS FROM THE REGISTERS MAINTAINED BY C&W ENGINEER Sl. Coach Number POH A schedule B schedule C schedule/ No IOH Rly Type No. STN DATE R/D STN DATE STN DATE STN DATE 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 148

LOCO INSPECTORS COURSE MATERIAL 7. (b) EXTRACTS FROM THE REGISTERS MAINTAINED BY C&W ENGINEER( CONTD.) Sl. Coach Number Work done No Rly Type No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 8. REFERENCE FROM MANUALS Etc., IF ANY. 9. BIO DATA OF STAFF WHO MAINTAINED THE RAKE Sl. Name Design Staff Date Of Date Of Last RC Punishments Awards No No. Birth Appointm Attended ent 10. Where there any similar accidents involving the type rolling in the last 10 years? 11. What is the probable cause of the accident according to you? 12. Do you suggest any improved method of working or improvements to equipment, as a result of the accidents? 149

LOCO INSPECTORS COURSE MATERIAL Wagons/Freight stock weights {PRIVATE}Wag Tare weight(t) Payload(t) Extra overload(t) Gross Weight(t) on 25.6 Broad Gauge 2.0 83.3 BOX 22.6 55.7 2.0 83.3 BOXN 23.17 58.7 2.0 83.98 BOXN-HA 25.5 58.81 2.0 83.3 BCN 24.5 55.8 2.0 83.2 BCNA 29.3 56.7 2.0 83.3 BCX 30.4 52.0 n/a 91.6 BOBS 26.78 61.2 n/a 81.28 BOBYN 25.6 54.5 n/a 81.28 BOBRN 25.0 55.68 n/a 81.28 BOST 23.63 56.28 n/a 81.28 BFNS 27.0 57.65 n/a 81.28 BTP,BTPN 26.0 54.28 n/a 81.28 BTCS 27.9 55.28 n/a 85.9 BTAP 41.6 58.0 n/a 79.2 BTPGLN 13.7 37.6 1.0 42.3 CRC 11.0 27.6 1.0 34.0 KC/CL 12.2 22.0 n/a 32.5 TP 20.3 Passenger Coach Weights {PRIVATE}Type of coach Tare weight(t) Payload(t) Loaded Net(t) Broad Gauge WLRRM (Power Car) 4.20 65.00 WACCN (EOG AC 3-Tier) 60.80 5.50 51.36 WACCW (EOG AC-2 Tier ) 45.86 4.00 48.80 WFAC (EOG Ist AC) 44.80 2.00 46.60 WCBAC (Pantry car) 44.60 4.00 51.90 WSCZAC (EOGAC Chair car) 47.90 4.50 47.30 WGSCN (Self Gen. 3-Tier) 42.80 5.80 45.30 WGACCW (Self Gen. AC 2-Sleeper) 39.50 4.00 56.10 WGACCN (Self Gen. 3-Tier) 52.10 5.50 57.40 WGFAC (Self Gen. 1st.AC) 51.90 2.00 55.50 WGFACCW (Self Gen. 1st AC + 2-tier AC) 53.50 2.80 53.13 SLR (Brake Van) 50.33 13.76 54.36 GS (Gen. Second Class) 40.60 11.70 49.10 WGCB (Self Gen. Pantry Car) 37.40 4.0 46.0 VPU (Old motor cum parcel vans) 42.0 16.0 54.0 38.0 150

LOCO INSPECTORS COURSE MATERIAL CHAPTER VI SIGNAL ENGINEERING Introduction: Safety of Railway operations in areas where several lines meet or diverge is maintained by Signals which ensure that when any train is allowed go into an area it protected by at least one signal at its rear. Trains are required to follow the signals given to ensure safety. For signaling Color light signals are used and they have multi colored lights which are turned on or off depending on the state of the occupation of the Railway track ahead. In addition to occupation of tracks by other trains the availability of a signal also implies that the routes maintained by the tracks are correct. This is required because trains should not be signalled along tracks which are not connected properly. The system which ensures signals allow safe passage of trains into sections of track ahead of it is known as Interlocking in parlance of Railway Signaling. INTERLOCKING Definition: - Interlocking means an arrangement of signals, points and other appliances, operated from a panel or lever frame, so inter-connected by Mechanical locking or Electrical locking or both that their operation must take place in proper sequence to ensure safety. Interlocking is achieved using in several methods and using various technologies starting from mechanical interlocking to the presently popular Solid State Interlocking. Any system of interlocking can be divided into four parts a) The outdoor equipments which are control or which monitor the state of the Railway Track as:  Signal Units - which show various position or colors indicating trains to move ahead or stop moving.  Point Machines- which sets routes moving portions of the Railway tracks  Track Circuits - which monitor the occupation of Railway Track  Point detectors - which detects the direction to which the track is set at diverging points of the track b) The indoor arrangement which maintains logic for safe operation of trains. c) The medium connecting the indoor to the outdoor equipments d) The interfacing arrangement at the indoor equipment and the outdoor equipment end for matching the medium 1. Basic Principles: - The basic principles of interlocking are as follows: -  It shall not be possible to take ―off‖ conflicting signals at one and the same time.  It shall be possible to take ―off‖ signal for a running line only when:- (a) All points on the running line are correctly set and facing points locked (b) All points, giving access to the running line from the sidings and goods lines, are set against the running line. (c) Level crossing gates if included or controlled by interlocking are closed and locked against the road traffic. (d) A signal lever when operated must lock or back lock as necessary the levers operating the points and gate locks referred to above. Once signal is taken off it shall not be possible to alter the points, to unlock the gate lever etc until all signals are taken off have been put back.  When all signals are in the ―On‖ position, all points which would be locked by taking‘ off‘ such signals must be free for shunting purposes/testing etc.  It must be impossible to take ―off‖ a Warner Signal, until all the relevant stop signals in advance have first been taken ―off‖ and when ―off‖ it must back lock all such signals. 151

LOCO INSPECTORS COURSE MATERIAL Points, Signals and other units are usually, operated by means of levers and panels. Interlocking between these levers is accomplished either by mechanical or by electrical or electro-mechanical or electronic means. In the former method, some mechanical contrivance variously designed, controls the relation between one lever and the other. At less important stations the point, signal and other levers are interlocked by means of keys which are used to lock or release the levers, either in the normal or in the reverse position, as required. At other stations the levers are interlocked by means of tappets inside a box of the lever frame, which is normally kept covered and sealed. 3. Types of Interlocking:  Mechanical Interlocking.  Panel Interlocking (Relay)  Route Relay Interlocking.  Solid State Interlocking. i) Mechanical Interlocking: The era of interlocking started with mechanical frames. In mechanical signaling, since the functions are operated by levers, the relationship that should exist between the functions can be transferred to exist between the levers. To ensure that the signal can be taken ‗OFF‘ only after the point is correctly set, we can arrange the interlocking between the signal lever and point lever to be such that the signal lever can be reversed only after the point lever is in the correct position, viz. ‗Normal‘ or ‗Reverse‘, as the case may be. As the size of yards & train movements increased, size of lever frames also increased. These lever frames not only increased in size occupying more space but also required intensive maintenance. ii) Panel Interlocking: With the advent of Electro-mechanical relays, lever frames gave way to relay interlocking based installations. This development resulted in relatively faster operation, failsafe operation and reduced size of buildings required for housing of interlocking installations. With further increase in traffic and expansion of railway network, panel Interlocking installations were commissioned. iii) Route Relay Interlocking: Route Relay interlocking is same as Panel Interlocking with Electro Mechanical Relays doing the Interlocking except that it can be employed for big yards. The interlocking is done between one route and another route. Another Important feature in terms of operating point of view is that the SM has to only press two buttons, Signal button & Route Button (entry-exit system). He doesn‘t have to individually operate the points to the required position. Brief description of system: Route Relay Interlocking. This system is based on a geographical layout of signal switches and pushbuttons. All that is required by an operator to move trains are to know where a particular train is and to which line it has to be routed. Therefore, to set up a particular route, the operator is required to perform some action on the geographical layout of Control Panel at these two points, viz., at ENTRANCE and EXIT Control panel: All the points and signals are operated from a combined indication diagram cum control panel located in the cabin/Stationmaster‘s Room. The combined indication diagram cum control panel consists of an inclined console on which a clear geographical representation of the entire track lay out with signals, points, Control switches, push buttons and various types of indications and alarms available. The track layout is sub-divided into track sections according to the track circuit configuration with distinctive color for each track circuit section. (All colors except Red).When a route is set and locked, the route is illuminated by white strip lights in the track circuit configurations throughout the route 152

LOCO INSPECTORS COURSE MATERIAL (except the overlap). This indication remains lit as long as the route is locked and disappears only after the relevant signal switch is restored to normal position and the route is released. This indication turns to Red when track is occupied or track circuit failed, irrespective of whether the route is locked or free. When the speed and frequency of the trains are to be increased, Relay interlocking is ideal. In Relay Interlocking the Interlocking is achieved through relay circuitry at a centralized place. The time required for installations is also less. The Relay Systems are generally trouble free since the moving parts involved are less and replacement is easier. Indian Railways are having time tested experience in Relay Interlocking since 1958.Route Relay Interlocking is a system in which Interlocking is achieved by means of Relays. Requirements of relay interlocking: Relay interlocking systems are popularly divided as Route setting type (RRI) and Non route setting type (panel interlocking). The features of Relay Interlocking in general are as follows. The RRI will have the additional facility of automatic operation of all points in route, overlap and isolation with a single command by Entrance-Exit System. Features of relay interlocking: All operations are controlled from a Control panel by the operator. Knobs are provided for operating signals and points and they will bear the same number as the functions indicated in Signalling Plan Color light signals are provided. Yard is fully track circuited, between home to home signals in single line and Home to advanced starter on either direction in double line. Approach track is optional. Standby power supply is provided from a D.G. set or from traction supply. Track circuit occupied /failed indications are also given in Red Color. Solid State Interlocking (SSI): Computer based interlocking uses thousands of Electro- mechanical relays requiring complex wiring and Inter-connections. The wiring diagrams for such installations run into hundreds of sheets. Individual relays, wiring and interconnections along with thousands of shouldered joints are required to be physically examined and certified. This exercise requires traffic blocks of long durations and large manpower to manage the traffic during blocks. Even for small yard re-modeling like addition of a loop line, all the above activities are required to be redone. Therefore, the advantages of relay based interlocking installations are being nullified. The SSI system occupies considerably less space, consumes less power, is more reliable and is easy to install and maintain. Also, initial commissioning & changes due to yard re-modeling can be carried out in negligible time requiring skeleton manpower for traffic management during the blocks. Advantages of SSI:- • Increase in section capacity. • Faster operation. • User friendly operation. • Fail safe technique • Multiple mode Significance of SSI for operating staff: • Reduces man power • Centralized operation • Multiple mode of operation • Control cum indication panel • Video display unit (P.C) • CTC (Centralized Traffic Control)—permits remote control • Significant reduction in traffic block time • Easier & simple operation 153

LOCO INSPECTORS COURSE MATERIAL Electronic Interlocking: Presently Indian railways with a network of 62,000 route kilometers have approx.247 Route Relay interlocking (RRI) and 2428 Panel Interlocking (PI) installations. These installations use thousands of Electro- mechanical relays requiring complex wiring and Inter-connections. The wiring diagrams for such installations run into hundreds of sheets. Individual relays, wiring and interconnections along with thousands of soldered joints are required to be physically examined and certified. This exercise requires traffic blocks of long durations and large manpower to manage the traffic during blocks. Even for small yard re-modeling like addition of a loop line, all the above activities are required to be redone. Therefore, the advantages of relay based interlocking installations are being nullified. With development of modern fault tolerant and fail safety techniques, electronics and particularly microprocessors have found acceptance in the area of railway Signalling world over. Railways in advanced countries of Europe, North America& Australia have gone for large scale introduction of microprocessor based Solid State Interlocking (SSI). This system occupies considerably less space, consumes less power, is more reliable and is easy to install and maintain. Also, initial commissioning & changes due to yard re-modeling can be carried out in negligible time requiring skeleton manpower for traffic management during the blocks. Presently on Indian Railways 76 SSIs have been commissioned up to March‘05. Advantages of Electronic Interlocking System: (a) System can be tested at factory level using simulation panels. (b) Non-Interlocking period is less (Typically few hours instead of few days.) both for initial installation and also for yard alterations (which can be done using application software compiler which is user friendly.) (c) Modular in design and easy for maintenance, thus requiring less staff .Expertise of hardware and software is not much needed for maintaining the equipment at initial stage. (d) Requires less number of relays - vital EI replaces interlocking circuits, thus less space required for signal equipment room (Relay rooms). (e) Less power supply as compared with existing PI/ RRI‘s. Less failure, less wiring, less soldering, less complexity in the circuit. (f) Enables usage of OFC (with Object Controller) which reduces requirement of Copper cables, their cost & maintenance. (g) Remote operation of signals, points, and level crossings controls is feasible. Thus Compatible with centralized traffic Control. (h) All EI‘s are designed and manufactured as per the international safety committees - such as CENELEC STANDARDS (European countries). (i) Standard of safety and reliability is higher as compared with existing relay interlocking systems (PI/RRI). (j) Datalogger / Event logger is an integral part of EI. (k) Self-diagnostic in feature: i.e. error code/ alarm code messages will be displayed on display cards or on the front panel of printed circuit boards. Hence easy for rectification of failures and reduces the failure duration. Indirect and Direct Interlocking: - (a) Indirect interlocking means that the points are set and locked from one place and the signals are operated from another place and another lever frame; the interlocking is effected by means of keys carried from one place to the other. (b) Direct interlocking means that all levers, viz. The point, the point locks and the signal levers are concentrated in one lever frame and worked there from; the interlocking is effected by means of rigid connections between levers without the use of keys. 154

LOCO INSPECTORS COURSE MATERIAL Standards of Signaling and Interlocking: - Interlocking at stations is standardized into four different classes viz. I(R), II(R), III (III) and IV(R). The regulations prescribing the four standards have been drawn up primarily to meet the needs of crossing stations on the single line but, with such modifications as may be necessary in regard to the equipment of signals; these are also applicable to other stations both on single and double lines. The standards are as follows: (Note: - For details see para 170 to 174 of ―Indian Railway Signal Engineering Manual‖.) The Standards, their speeds, requirements of isolation equipments of points and requirements of interlocking between points and signals are the same as in the case of two aspect signaling. The Signaling, however, should be as under: - • Standard I - A Distant and a Home Signal in each direction. • Standard II - A Distant, a Home and a Starter Signal in each direction. • Standard III - A Distant, a Home and a Starter signal in each direction. Addendum & Corrigendum Slip No 6 to Signal Engineering Manual (Dated19.5.2004) (As per revised Para 7.131) S.No Item STD I STD II STD III STD IV Allowable Speed Up to 50 Up to 110 Up to 140 Up to 160 (kmph) 1 Isolation Y Y YY 2 2Aspect 2A/MA 2A/MA MA MA Semaphore(2A)/ Multi Aspect (MA) Signalling 3 Y(where goods trains Y Y Double Distant N have Braking Distance more than 1KM) 4 Point operation Mech. Mech. /Elect Mech./Elect Elect 5 ClampType Point Locking Key/FPL/HPL FPL/Point Machine FPL/Point Machine Direct (Desirable) 6 Point detection Mech. Mech./Elect Mech./Elect Elect 7 Lock Detection N Y YY 8 Interlocking Key/Mech Mech./Elec./Electronic Mech./Elect/Electroni Elect/ c Electronic 9 Mech. I/L: Run Thru Track circuiting N Main Lines All Running Lines All Running Elect/Electronic I/L:All Lines Running Lines 10 Block Working Token Token/SGE SGE/TC SGE/TC 11 Preventing Signal N N N Y passing at danger (Desirable) SIGHTING DISTANCE & VISIBILITY OF SIGNALS Sighting Distance is the distance over which the most restrictive aspect of a signal is visible from the driving compartment of an approaching train under normal conditions of visibility. It is an inviolable rule of signaling practice that every signal should afford at least the minimum sighting distance required of it. The minimum sighting distance required should be the distance necessary for obeying the most restrictive aspect of a signal. 155

LOCO INSPECTORS COURSE MATERIAL Minimum Sighting Distance Consideration will show that the minimum sighting distances required of signals will be as follows: - MULTIPLE ASPECT SIGNALS (i) DISTANT SIGNALS: For distant signals, obviously, the same principle as for a two- aspect Warner should apply. (ii) STOP SIGNALS: For Stop Signals, as the aspect of each is pre-warned by the signal in rear, no sighting distance would be required provided Braking Distance is available between signals displaying yellow and the signal next in advance displaying red. In the event this distance is not available, the signal in rear is provided with a double yellow aspect, so that the braking distance is available between this signal i.e., the signal having double yellow aspect and the signal displaying red. The Revised Signal Engineering Manual stipulates that the distance between two stop signals shall not be less than 1 kilometer. Where the distance between 2 Stop signals is less than 1 KM, the signal in rear should display a double yellow aspect. In MAUQ signaling the distant signal shall display attention aspect to receive the train on main line, when Normal breaking distance is not available between the Home signal and Main line starter. (iii) ADVANCED STARTER: In the case of advanced starters, sighting distance is not important as the aspect is pre-warned on the homes. Notwithstanding these considerations, it is the usual practice to ensure that stop signals are visible from the signals immediately in rear of them, so that in the event a signal changes its aspect when a train is approaching, the train may regulate its speed suitably. Automatic Block Signals So long as NBD + Reaction Distance is available between signals, the signals do not require any sighting distance. But should the distance between any two signals be less than NBD but greater than EBD, each signal should be visible from a distance greater than NBD minus the distance between the signal and the next signal in rear + Reaction distance. Should the distance between two stop signals be less than 1 KM., the signal in rear should be prevented from displaying the green aspect when the second stop signal in advance is exhibiting Red aspect. It should instead display the double yellow aspect if 4 aspect signals are provided. If only 3 aspect signals are provided, it should display only yellow aspect. Where a stop signal cannot be seen by the Loco pilot of an approaching train from the location at which he can control the speed of the train, in case the stop signal is at `ON', a repeating is usually provided. This repeating signal is provided in rear of the stop signal, which it repeats. It is usually installed at such a location as to provide an adequate distance to the Loco pilot to enable him to stop his train in rear of the stop signal in case it is at `ON‘. The use of Warning boards placed at SD in rear of a 2-aspect stop signal is of considerable help to loco pilots. Such warning boards are in use for first stop signal where speeds exceed 72 KMPH in BG and 48 KMPH in MG and for gate signals in 2-aspect territories. Amore liberal use of warning boards will be of advantage in 2-aspect territories. The warning board is not, of course, by any means a substitute for S.D.Where a signal does not afford the sighting distance required of it, it should be shifted to a better location if possible or a speed restriction imposed or the signal provided with a repeating signal or the need for SD eliminated by using another system of aspects. It should be remembered in this connection that shifting a signal in the rear direction might sometimes have an adverse effect on the track capacity. Further, the extra time taken for piloting of trains in case of failures, render shifting of signals away from station undesirable. 156

LOCO INSPECTORS COURSE MATERIAL As per Signal Engineering Manual (1988), the visibility of the signals is prescribed as under MULTIPLE ASPECT SIGNALS • Distant Signal 400 Meters • Inner Distant Signal 200 Meters where this signal is provided • All Stop Signals 200 Meters • It is not possible to ensure 200 Meters continuous visibility of any stop signal while approaching it, a suitable speed restriction shall be imposed. SIMULTANEOUS RECEPTION AND DESPATCH OF TRAINS In any interlocked yard, interlocking has to confirm to certain basic requirements. These basic requirements are also referred as ―Essentials of Interlocking‖ and are laid down in para7.82 of Signal Engineering Manual – 1988. The essentials of interlocking are: • It shall not be possible to take ―OFF‖ at the same time, any two fixed signals which can lead to any conflicting movements and • Where feasible points shall be so interlocked as to avoid any conflicting movement. • Taking OFF signals for more than one train at a time is detailed in GR 3.47. • This Para lays down that when two or more trains are approaching simultaneously from any direction, the signals for one train only shall be taken OFF, other necessary signals being kept at ON, until the train for which the signals have been taken off has come to a stand at the station, or has cleared the station, and the signals so taken OFF for the said train have been put back to ON. • There is, however, an exception permitted to this rule which lays down that where under special instructions, the interlocking or layout of the yard renders it safe, signals for more than one train may be taken OFF at the same time. • Taking OFF signals for different trains at the same time is called simultaneous reception of trains. • This will only be possible if for each and every one of the approaching trains, the line on which the train is to be received is clear up to the point where the train is to come to a stand and overlap distance in advance of it. • On single line sections, track capacity will increase, if at all crossing stations; the layout is such as to permit the simultaneous reception of two opposing trains. • The rules recognize the use of a short sand hump siding (also known as snag dead end) in lieu the distance specified for the signal overlap. The points of the sand hump siding when set for the sand hump would also serve as a good method of isolating the adjacent connected line. • Such sidings are more expensive, in terms of cost and require periodic maintenance as compare to trap, therefore, used only when required for reception purposes. • Figure (a) shows a typical double line station. The two main lines are isolated by traps. Sand hump sidings (as shown dotted) may replace traps at busy stations to facilitate reception on the loop simultaneously, while a train is leaving from the main line in the same direction. Figure (b) shows a typical layout of a single line station where simultaneous reception of trains is permitted. • It may be noted that the loops on which trains may be received simultaneously shall be located on either side of the main line and the loops terminate at sand humps so that any train may be received on any loop. 157

LOCO INSPECTORS COURSE MATERIAL • Sand hump sidings used here only if required for reception of one train on the loop simultaneously as another train is departing from the main in the same direction. Note: - If physical isolation is not possible for simultaneous reception/dispatch then adequate physical separation between the routes shall be ensured. CCRS circular No 35 stipulates that there should be a physical separation of 300mtrs between simultaneous movements. The 300mtrs may be further reduced to 120mtrs, if there is a speed restriction of 15 Kmph in the yard. These 300mtrs may be increased further for down gradient/curves/visibility problem. OPERATION OF POINTS Point in general • Points, which are used to divert trains from one line to the other, will become a source of danger unless adequate precautions are taken, points are said to be facing when they are approached from the toe end. • Points should be correctly set for trailing movements, but even if they are not, the probability of an accident to a train is remote, but the points themselves will certainly be damaged. • Points are said to be trailed through or burst when a movement in the trailing direction takes place with the points incorrectly set. The points are then unsafe for facing movements until repaired (this shall do not apply to trailable points). • Even a casual study of points will indicate that for movements in the facing direction more precautions should be taken. The points should be correctly set, i.e., the closed switch should be housed correctly against the stock rail and the open switch should be well clear of the corresponding stock rail. • A large gap between the closed switch and its stock rail or an insufficient clearance between the open switch and its stock rail will cause a serious accident to the train. • The switches should be held in position by an external force, and/or a lock, if not, the vibrations set up by the movement of trains over them may cause the closed switch to open or the open switch to close. • The points should be prevented from becoming unlocked during the passage of a train. Location of point and range of operation Points must be so located that movements over them shall be within the view of the cabin or other location from which they are worked, unless an approved alternative for direct vision by cabin man, e.g., electric indication, is provided. The distance at which points may be worked by rodding is stipulated in section 2 of chapter VIII of ―Rules for opening a railway‖ and must not exceed 320m except where the stroke at the lever tail is not less than 200 mm in which case the above distance may be increased to460m. These distances are also indicated in SEM-1988 para 7.61. Unless otherwise permitted under approved special instruction, rodding must be used throughout for the mechanical working of points and also for bolting them when required. The correct setting of switches should be proved or detected before a signal can be taken OFF for a movement in the facing direction. This is performed either by the signal wire (or wires) itself or by a separate wire (or wires) operated by an independent lever in the case of mechanical signalling and by electrical detection in the case of power signalling. In India 158

LOCO INSPECTORS COURSE MATERIAL normally the two switches are coupled together by at least two flexible stretcher bars (The thick wed switches with clamp type locking may not have stretcher bars) to flex equally in the normal and reverse positions. It is important that gauge at all points and crossings are correct. A metal gauge tie plate is used for this purpose where the points are laid on wooden sleepers. a) Explanation of certain simple terms: - • COUPLED POINTS: - When two or more points are worked by the same lever. • CROSSINGS: - The appliances provided at the Junctions where two lines cross or join one and other. • COMPENSATOR: - It is an appliance provided to compensate for difference in length of rodding and wires due to variations in temperature. • CRANK: - It is an appliance fitted with the rodding to change the direction of the motion given by the lever. • DETECTOR:- It is an electrical or mechanical device which prevents the signals from being taken ‗OFF‘ unless the points are correctly set. • ECONOMICAL POINT LOCK OR S.L.M. (Switch & Lock Movement):- When the facing points and the facing point lock are worked by the same lever, it is called ―Economical Point Lock‖ or ―S.L.M. • FACING POINT LOCK:- It is a plunger bolt provided at facing points, which ensures that the points are correctly set and locked to prevent them from being moved. • FACING POINT LOCK BAR: - It is a bar provided at facing points is connected with a facing point lock, which prevents facing point lock being moved while a vehicle is passing or standing over it. • FOULING BAR:- It is a bar provided at the fouling points between two diverging roads which prevents points being set and locked and signal being taken ‗OFF‘ for one road while a train is standing short of clearance on the other road. • LOCKING: - A lever is said to be locked when in the normal position it cannot be pulled over. A lever is said to be locking another lever when owing to the farmer‘s remaining or in the normal or reverse position the latter cannot be pulled over. • RELEASE: - A lever releases another lever, when due to its operation the later can be pulled. If lever No. 2 can only be pulled over when lever No. 1 is pulled then lever No.1 is said to be de-releasing lever No. 2. • SLOT: - It is an electrical or mechanical arrangement whereby a signal can only be lowered only by the joint operation by two or more persons, but can be put back to‗ON‘ by any one of them. • TONGUE RAILS: - These are rails with tapered movable ends which controls the setting of the route. Parameter for setting of switches The maximum gap permitted between the closed switch and the stock rail is 5mm, but it is usual to ensure that the points cannot be locked or detected with a 3.25mm obstruction, placed 150 mm (six inches) from the toe, between the switch rail and stock rail. The switches are coupled together and, therefore, the detector checks only the independent movement of each of the two switches over the correct stroke of 115 mm in Broad Gauge and 100 mm in Meter Gauge. But so long as the 159

LOCO INSPECTORS COURSE MATERIAL gauge is correct, it will mean that the switches are correctly set with reference to stock rails and it is for this reason among others, that the gauge should be frequently checked. The frequent checking of the gauge will serve as precaution against worn stock rails, which is not checked by interlocking. The speeds permitted over facing points set for the straight road is dependent on the extent to which these precautions are taken. Speed of train over point Standard wise Points in which, the only equipment is a gauge tie plate and a padlock for locking them in position, and which may or may not be locally operated are said to be un-interlocked. A speed restriction of 15 KMPH is imposed over them in the facing direction and of 50 KMPH in the trailing direction. Unrestricted speed in the trailing direction is, however, permitted on the straight road if the points are interlocked with signals, even though locking and detection are not provided. On points interlocked to standard I requirements, a speed of 50 KMPH is permitted in the facing and unrestricted speed in the trailing direction when the points are set for the straight. When set for the turnout, speed will be further restricted by the curvature of the turnouts (15KMPH in the case of 1/12) in both facing and trailing directions. On points interlocked to standards II, III speeds of 75 and 100 KMPH are permitted in the facing direction respectively and unrestricted speeds in the trailing direction on the straight road. When set for the turnouts speeds will be further restricted by the curvature of turnouts (15KMPH in the case of 1/12 and 10KMPH for 1 in 8 1/2 turnouts).The restriction of 15 KMPH should not be confused with a corresponding restriction over turnouts. The restriction of 15 KMPH over 1 in 8 1/2 and 1 in 12 turnouts is on account of curvature (super elevation cannot be provided on turnouts) is applicable both in the trailing and facing directions for movements over turnouts. Actually, a higher speed may be permitted over 1in 12 than over 1 in 81/2 as the former has a greater radius but this is not being done. There should be no change in gradient within 30 m for BG, 15m for MG. from points and crossings. Setting - A point is said to be set:- • when the gap between open switch and stock rail is less than 5 mm and • When the gap between open switch and stock rail is 115 mm in case of BG. The considerations are -A suitable means to set the point to one of the two positions. • A lock to prevent the movement of the switches due to the vibration of train. To prevent the operation of point when it is occupied by a vehicle. Means to ensure that closed switch is housed and locked properly. Electrical Operation - In modern signalling systems, the points are electrically operated. The main advantages of electrical operations are:- • Range unlimited • Ease of operation • More reliable • Less maintenance Points are electrically operated by a point machine. Point machine consists of a direct current electric motor operated by 110v. with the associated mechanical parts like gears etc. to convert rotary to a linear movement. The operation by point machines is generally fast taking about 2.5 seconds. This machine is considered suitable for most of the points. But in case of marshalling yards provided with humps, where two wagons follow one another in quick succession, the points are required to operate within a time of ½ second. In such cases electric points are not suitable, but points are operated by compressed air mechanism controlled electrically. Such a method is called Electro Pneumatic point operation. Locking of a point - It is necessary to lock a point especially a facing point to prevent the movement of switches due to the vibration of a train. Different methods can be adopted for locking depending on the maximum speed permitted over the points. 160

LOCO INSPECTORS COURSE MATERIAL Padlock lock Point Machines - Point machines which are used to operate the points electrically have also the locking facility provided inside the machines. Route Holding - It is very essential to ensure that the points are not unlocked when a vehicle is over the point. The arrangement provided for this purpose is called route holding. In case of key locked points, by virtue of location of a key lock unit in between the tracks, route holding feature is available. If the vehicle is over the points, the key lock is not accessible and hence, it will not be possible to insert the key and unlock a point. In case of electrically operated points, route holding is achieved by a device called track circuits. Detection - It is necessary to ensure that in case of facing points, the closed switch is housed properly (gap less than 5 mm) with stock rail and points are locked before clearing a signal. This is achieved by a device called detection. This is the most important safety device as far as points are concerned. The detectors are provided at the point itself. They are classified into mechanical detectors or electrical detector. Mechanical Detectors - Two types of mechanical detectors are used. One is with single wire and the other is with double wire. The single wire transmission operating the signal is passed through a detector, provided at the facing point, called 'unit detector'. The unit detector ensures that signal transmission wire can move only if the facing points in the route are set correctly and locked. In case of a double wire operated point, a rotary type detector is used. This detector lever is required to be operated before the operation of the signal lever. If the points are not set properly, the detector lever cannot be operated and hence signals cannot be operated. Electrical detectors are used with color light signals. In this device, one set of electrical contacts will be made when points are correctly set and locked in one position, other set of electrical contacts corresponding to other point position. Indication is also given in the cabin through these contacts and color light signals are also controlled through these contacts. Point machines have electrical contacts inside the machine to ensure that the points are correctly set and locked. Point machines perform three operations viz, setting, locking detection. Detection being an important safety device, its working has to be periodically checked. Whenever there is a derailment at an interlocked point, it is also essential to check the proper functioning of detectors. The functioning of the detector is checked by test called an 'obstruction test'. In this test a physical obstruction is provided between the stock rail and closed switch and it is seen whether the detector fails with this obstruction. All the signal inspectors/maintainers are provided with an obstruction piece made of mild steel of size 5 mm. This obstruction piece is kept at a distance of 150 mm from the tip of the switch between the stock rail and the switch rail. The point is operated with this physical obstruction and the detector should fail. TRACK CIRCUITS Interlocking is one of the vital safety features provided in signalling to ensure that a route is properly set before a signal can be cleared. Interlocking, however, does not ensure that the route, on which the train is to be received, is clear of vehicles. The principle of track circuit is quite simple. The presence of a vehicle in a particular section is checked by passing an electric current through the rail from one end. If the current reaches the other end, then the track is clear. If any vehicle remains in the section, the wheels and axles of the vehicle will short circuit the current and prevent it from reaching the other end. Since the current is passed through the rails and rails form an electrical circuit, this arrangement is called 'Track Circuits'. 161

LOCO INSPECTORS COURSE MATERIAL The track circuit consists of the following components:- To ensure that the flow of current is restricted to a particular section, insulated joints are provided at both ends of the section. The current is passed by means of battery (2v) at one end and current is regulated by a resistance.The current at the other end is sensed by a device called Relay. This is an electromagnetic device, the relay remain energized when track is clear due o the current flowing through the relay. But when a vehicle occupies a track circuit, most of the current is diverted through the wheel and axle of the vehicle and very little current flows through the relay. Hence he relay will be de-energized. When a wheel and axle occupies a track circuit, when the current through the relay reduces to 32% of the normal current, the relay should get de-energized. Requirement of track circuits - There are two very important requirements of track circuits - one concerning the safety aspect and the other concerning the reliability. The ideal condition of a wheel and axle occupying track circuit is causing a dead short circuit across the rails. Normally, the resistance offered by wheel and axle of a train is about 4 to 5 milli ohms which are almost zero. However, it is very essential to provide some factor of safety. Hence our, track circuits are designed in such a way that even when wheel and axle offers a resistance of 0.5 0hms, the relay would be able to sense it. This provides a factor of safety of (500/0.5 = 100). This resistance of 0.5 0hms is called Train Shunt Resistance. Indian Railways is one the few world Railways who have adopted such a high train shunt resistance. Sometimes a track circuit will show as occupied though the track is clear. This is due to the continuous leakage of current through the ballast especially under wet and poor drainage conditions. This affects the reliability of a track circuit. It is stipulated in Signal Engineering Manual that the ballast resistance should not be less than 2 ohms/km in station section and 40hms/km in block sections. Applications of Track Circuits i) To prove the track occupancy: the main application is to prove that a particular section is clear of vehicles. The track circuits in a station are normally done under three priorities ii) .First priority is for track circuits between fouling mark to fouling mark on the run through/main line. Second priority is for track circuits between Home Signal to Fouling Mark and Fouling mark to Advanced Starter. Third priority is for providing track circuits on loop lines. iii) Automatic Replacement of a signal: - A small track circuit of 3 rails length (60m) is provided ahead of Last Stop Signal (LSS) so that as soon as the train occupies this track circuits, the LSS signal is replaced to On. This small track circuit is called FVT (First Vehicle Track). This arrangement is required to ensure that only one train can enter the block section with the clearing of Last Stop Signal. iv) To indicate clearance of block overlap :-A small track circuit of 3 rails length(60 m) is provided at the block overlap limit from First Stop Signal. When the train occupies and clears this track circuit, an indication is given in ASM's Office to inform the arrival of a train. The ASM/SM must ensure complete arrival of the train by checking the tail lamp/LV Board. This small track circuit is called Last Vehicle Track. v) Route Holding - Wherever electrical operation of point is provided, track circuits are used to hold the route. The track circuits will be provided over the point portion. When the first point is occupied, it will not be possible to operate the point. vi) Fouling Protection - Track circuits are also provided over point portion with mechanically operated points and lock bar to ensure that the fouling mark is clear. This will help to prevent side collision of two trains, whenever there is an infringement of fouling mark. 162

LOCO INSPECTORS COURSE MATERIAL BLOCK INSTRUMENTS The trains are run with space interval systems, maintaining definite distance between two trains. The equipments provided at stations for ensuring space interval system of working are called 'Block Instruments'. Each block section has one instrument at either end electrically connected by overhead wires in case of non- electrified section or by underground cable/wireless in case of electrified sections. No trains can enter a block section, even when the block section is clear, unless line clear is taken from the other side. The block section normally remains closed. The working of trains with block instruments can be called' Closed Block' working. Block instruments provided can be classified into two categories viz. (i) Cooperative and (ii) Non- cooperative type. In case of cooperative type, block instruments for doing any operation on the instruments, cooperation from the other side is required. For example, granting line clear for a train or closing a block after the arrival of a train can be done only with the cooperation from the other side. In case of non-cooperative type block instruments, all these operations can be done without the cooperation from other side. All single line token instruments and single line token less instruments (Daido Make and Kyosan make) are cooperative type. All double line block instruments and single line token less instruments with push buttons (Podanur Make) are non cooperative type. The essentials of lock and block working are - i) The last stop signal (Advanced Starter) is interlocked with block instrument and can be cleared only after the line clear is taken from the other side. This is the lock condition. ii) Automatic replacement of Last Stop Signal to ON :- A short track circuit provided just ahead of LSS (FVT) replaces the LSS to ON as soon as the train enters block section, to prevent the entry of second train with the same line clear. This ensures one line clear one train condition. iii) The last stop signal can again be lowered for a second train only after the first train clears the block overlap at the receiving station, all reception signals are replaced to ON at the receiving station, the block instruments are normalized and again fresh line clear granted. The instruments remain blocked till these conditions are satisfied. Hence the working is called lock and block working.13.7 Double line Block Instruments: - Double line block instruments work on the lock and block principle. They are non-cooperative type. All the block operations are done at the receiving end. The instrument is much simple to operate as compared to single line block instruments. These instruments are called SGE type instruments (Siemen's and General Electric). The instruments consists of a commutator with three positions, two needles having each three indications one for Up and Dn lines. The two corresponding needles at each ends are connected electrically. The commutator normally remains in the centre position i.e. line closed. The line clear is 163

LOCO INSPECTORS COURSE MATERIAL granted by the receiving end station by turning the commutator to right (line clear - LC position), when the needle corresponding to this line at both ends will indicate 'Line Clear'. As soon as the train enters the block section the sending end station will give three beats to the receiving end. The Station Master at the receiving end turns the commutator handle from Right (line clear) to Left position (TOL position) when the needles at both ends will indicate 'TOL'. This is the most important operation in double line. Only when this operation is done, the blocked condition as stipulated in lock and block working is ensured. When the handle is turned from LC to TOL, the handle is electrically locked in TOL position. This electrical lock is released only after the train clears block overlap at the receiving station and all reception signals are replaced to ON. The Station Master only after verifying the complete arrival of a train must turn the commutator handle from TOL to Line Closed position. If the Station Master at the receiving end fails to turn the handle from LC to TOL, the block instrument will fail for the subsequent train. The main difference between single line token less and double line instrument is that in case of single line token less, the TOL is automatic, as soon as the train enters block section. Train on line indication comes on instruments at both sides whereas in case of double line block instruments, the TOL indication comes only after the commutator handle is turned manually at the receiving end from LC to TOL position. The commutator handle can be turned at any time from centre position line closed to TOL (left). When such an operation is done, the electrical locking at TOL position will not be effective. The electric locking at TOL is effective only if the handle is turned from LC to TOL position, the normal sequence in a train working. The turning of the handle from line closed to TOL is required to be done whenever there is obstruction in the block section or a shunting is to be done from the receiving end side in the block section. SECTION CAPACITY The maximum number of trains that can be dealt on a given section of Railway during the period of twenty four hours is called the Section Capacity. This is calculated as number of trains that can be run each way on single line during this period. On double line sections it is worked out separately. A train takes some amount of time to run between two block stations. This is called \"Running time of the train\". In addition to this time there is little more time is required for the purpose of closing the section by normalizing the signals and points behind the train and reporting to the station in rear, granting/receiving line clear for the next train, setting route taking `off' signals etc. This additional time is taken as 5 minutes and is called the \"Block Operation Time\". For calculating section capacity, total time of 24 hours is divided by \"Running Time\" of any slowest train over this section, plus \"Block Operation Time‖. Scott‘s formula is the simplest for this purpose which is as under: Scott‘s FORMULLA Where, C = Section Capacity T = Running Time of slowest train t = Block operation time E = Efficiency factor (80) Calculating, the section capacity will be on the basis of above formula, taking into consideration of slowest train, on the section which would generally be a goods train. EX GIP Railway, refined this formula further and calculated the available capacity for running of goods train. In this formula the total time consumed in running of passenger trains is deducted from the total time available to calculate how many trains that can be run in the remaining time. The formula is asunder: 164

LOCO INSPECTORS COURSE MATERIAL Section capacity mostly depends upon proper evaluation and detailed study of present and future traffic requirements to obtain the optimum utilization of fixed assets. On single line section the line capacity can be augmented by improving `T' and `t' of Scott's formula, as well as the `E' factor, T can be reduced by a) Reducing the length of block section by providing additional crossing stations. b) Increasing speed by providing better mode of traction, tracks, rolling stocks and signalling. `t' may be reduced by introducing 1. Higher standard of interlocking 2. Token less block instruments 3. Panel interlocking 4. CTC and automatic signalling `E' (Efficiency factor) can be improved by proper time tabling, punctuality, staff efficiency, upkeep of equipments efficient operation, adequate number of loop lines, suitable length of block section by spacing of block posts or stations and IBS on double line, etc. Simplification of rules, training of staff is also the factors to improve the operating efficiency.The ultimate objective of increasing section capacity is to carry more traffic, not merely to increase number of trains, but to affect more reliable source of remuneration as well. DATALOGGER A Supervisory system on Interlocking failures and Wrong Operations. System Architecture: System will be connected to a Data Acquisition device 'Data-logger‘ that records the statuses of Interlocked Relays. System gets the relays status from Data Logger and process the information with the help of Static and Dynamic logics to conclude the occurred operation is Safe , wrong operation or failure, If any wrong operation or Failure occurs that will be alerted to the user located at Control Panel. Capabilities: The system is capable of monitoring • Signaling Operations • Point Operations • Operations on Control Panel • Permitted Train Movements • Conditions for Route setting and Route Release Operations. • Route Initiation • Checking and Locking Relays Unsafe conditions on above will be identified and alerted by the system besides giving daily report or reports between any two cumulative dates. Application: System can be applied to the following interlocking types • Solid State Interlocking • Panel Interlocking • Route Relay Interlocking • Electro Mechanical Interlocking Advantages: • Reduces the accident occurrence probability by warning at initial stage. • Improves discipline of Operator while working on Control panel. • Minimizes time lapses during Signal Failures Useful for post analysis on Failures. 165

LOCO INSPECTORS COURSE MATERIAL A Microprocessor based system to log the changes in the status of relay contacts pertaining to various Railway panel interlocking or Route Relay Interlocking (RRI) stations. 166

LOCO INSPECTORS COURSE MATERIAL INTERNAL SET UP • Digital Scanner Card • CPU Card • Communication & Expansion Cards • Modem Cards DIGITAL INPUTS • Logs Max. of 4096 and Min. of 256 Digital inputs • Scanning rate of 16ms • Optically isolated digital inputs Purpose - a. Spare Relay Contacts b. Fuse Monitor (glow or intact) c. Supplies ON / OFF d. Signal is UP / DOWN ANALOG INPUTS: Logs Max. of 64 and Min. of 8 Analog inputs Purpose - a. AC voltages b. DC Voltages c. Channel Voltages DATA STORAGE & ANALYSIS • Single DATA LOGGER can be connected to COMPUTER for storing & processing of the data • Single DATA LOGGER can be connected to PRINTER for hard copy of events recorded NETWORKING Remote Monitoring of Stations with Networking of DATALOGGERS FRONT END PROCESSOR • The data of the network is collected by the FEP (Front End Processor), which in turn is transmitted to the computer • FEP acts as a buffer between the Computer and the Network COMMUNICATION • The type of communication used in the network is dependent on the distance between the DATALOGGERS For shorter distances, Opto isolated current loop communication is used For longer distances, Modem (Dial-up/leased) / Fiber optic / Microwave communication SOFTWARE DELPHI, a visual object oriented language, Windows Operating System, Inter base as Backend. Various software packages developed • Network management of DATALOGGERS • Reports Software • Online Faults • Track Simulation – Online/Offline • Equipment Reports • Train Charting 167

LOCO INSPECTORS COURSE MATERIAL NMDL SOFTWARE NETWORK STATUS  Last data processed time, latest sequence of data received, pending number of packets to be reached, etc. LINK CHECK  Checks the link between DATALOGGERS of the network, communication settings, time setting of DATALOGGER etc. DUPLICATION REPORT 168

LOCO INSPECTORS COURSE MATERIAL  Date Time Vs Percentage of Duplication of packets between the stations LATEST DATA ARRIVED TIME, DATE AND STATION  Provides the online information sent by individual DATALOGGERS placed in different stations of the network CONFIGURATION FOR DIGITAL AND ANALOG SIGNALS 169

LOCO INSPECTORS COURSE MATERIAL TELECONTROLS  Any Equipment connected to this can be operated remotely. Their status can be set or get. REPORT SOFTWARE REPORTS OF NMDL  Generates various offline reports pertaining to all the relays GENERAL REPORTS Log of Entries  All the entries that are logged currently by the DATALOGGER  Reports for digital and analog for required time interval RELAY REPORT  Date & Time during which a relay is operated  Relay name and its status at selected time 170

LOCO INSPECTORS COURSE MATERIAL SIGNAL UP / DOWN TIME REPORT  The time during which the signal is UP / DOWN  The number of times it is UP / DOWN in between the selected time interval ANALOG GRAPH  Graph - Time Vs Battery charger voltages ROUTE REPORTS  Provides the status of all the relays in the selected route of a particular station. FAULT REPORT  Fault Message, its occurred date & time, the signals involved, etc. 171

LOCO INSPECTORS COURSE MATERIAL ONLINE FAULTS FAULTS REPORT FORM  Various Provisions Given ONLINE FAULTS  Power supply failure, TPR bobbing, Blanking of signals,  Knob normalized, Track failure, Point loose packing, etc TYPES OF FAULTS (FEW are mentioned below)  Blanking of Signals  Fusing of Signals  Route Failure (Circuit Progress / Sequence failures)  Bobbing  Train passing at danger signal  Track Failure  Point Sluggish Operation  Block Failure  Late Start of the train 172

LOCO INSPECTORS COURSE MATERIAL TRACK SIMULATION ONLINE TRACK SIMULATION • Track simulation of DELHI-AMBALA NETWORK OFFLINE TRACK SIMULATION 173

LOCO INSPECTORS COURSE MATERIAL EQUIPMENT REPORTS ESTIMATE THE USAGE OF RELAYS Number of times a relay is operated, Station name, Signal name ANALYSIS REPORT ON OPERATION OF BULBS Station Name, Post place, Work time, Date &Time, Bulb Color, Number of Cycles MAINTENANCE INDICATION TIME OF POINT MACHINES This report gives the list of all the point machines whose operating time is more than their maximum operation time. 174

LOCO INSPECTORS COURSE MATERIAL TRAIN SPEEDS  Report of Trains exceeding the speed limit 175

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LOCO INSPECTORS COURSE MATERIAL ACCIDENT INVOLVING SIGNAL AND INTERLOCKING Investigation & examination Arrangements for photographs and videography Arrangements must be made for videography and photography of all essential features. The services of a reliable local photographer/ videographer may be utilized till the arrival of railway photographer/videographer. Examination of site and preparation of sketches Examine the entire site inclusive of the track over which the train has passed immediately before derailing, noting down any unusual features observed, especially any parts of vehicles or other materials lying on or near the track. Restoration of through communications Restoration of communication must only be taken on hand after complete investigation and examination have been made, a joint note and sketch have been prepared, and the police and Civil Authorities have given in writing that their investigations have been completed and that no further check is necessary. Defects in signalling and interlocking Derailments can occur on points & crossings if interlocking is defective and signals can be taken off without tongue rail housing properly. The wheels can take different routes if there are splits in the switches. Parameters of signalling equipment In the case of derailments involving interlocked points, when the Loco pilot is reported to have passed the signal at ―ON‖, it is necessary to establish that the signal was at ―ON‖. 1. Proceed to the Cabin or Station as the case may be and check the position of levers in the case of mechanical points and knobs on the panel in case of motorized operation. 2. Check the number on the cancellation counter and verify whether it tallies with the register maintained for the purpose. If the number on the counter is different from the last number recorded in the register, it indicates that the signal was cancelled after clearing the same for the train. 3. Open the cover of the point machine after obtaining the permission of competent authority and check whether there is any breakage of parts inside. 4. Check the position of indicators and knob/lever position of signals. 5. Check whether the block instrument has failed. In normal circumstances, the section can be cleared only after reversing the ―first stop signal‖ knob/lever. If the train passes the signal at ―ON‖ the block instrument will fail in TCF position. 6. Position of points, signals, position of levers/ switches/ knobs/ slots in the cabins and panel. In case of cabins having inter-cabin control, the position of levers used for slotting purpose. 7. Note down the indication of track circuits, axle counters, slots, point detection etc., in the panel/cabin. Readings of all counters/provided for the route, block, axle counters, route cancellation, crank handle, emergency operation of points, emergency route release, etc., Block instruments, position of the handles indications available, readings on the counters, etc, 8. Relay room should be immediately locked with a new and the key should kept in the safe custody of safety officer. 9. Check the data analogue if provided and decode the operations. Data logger print outs. 179

LOCO INSPECTORS COURSE MATERIAL 10. Check the signal failure register to ascertain whether any failures have been reported recently. 11. If the station is interlocked, standard and system of interlocking and classification of station. 12. Are the signals concerned visible from the place of operation? 13. If not repeaters are provided both in cabin and in Station Masters office and what was the condition of repeaters at the time of accident. 14. Is the outer visible from the required distance? 15. What is the approach like? Is the Home Signal visible while approaching the outer? 16. If so, at what distance will be before the outer? 17. Lighting of signal lamps or indicators and the condition of lamps. 18. Were the signals, points, and repeaters, slots tested by the committee concerned and what were their observations? 19. Recent History of signal concerned. Are other points worked from a cabin or a ground frame? 20. Whether rod operated or power operated? 21. Method of locking the points. Are points provided with point indicator or governed by starting signals whether FPL, Lock Bar or Track Circuit provided for route holding. 22. Method of controlling the reception and departure signal. Were the rules and instructions complied with? 23. Did the Lever man feel an obstruction while operating points or signal lever? 24. When did the maintenance staff last attended for the maintenance of the apparatus? 25. In case of double wire signaling, was the \"Auxiliary Lever sealed and was it in safe custody of the station Master? 26. When was the ―Auxiliary Lever\" last used and for what purpose? Were the points found correctly housed and set and what is the condition of the switches? 27. Are they worn out or chipped? Were the lever collars provided & used as per instructions in force. Were the points found correctly set and locked and what is the condition of the switches? 28. Are they worn out or chipped? Was the Relay Room properly locked and Operating Key is in possession of SM/ASM. 29. Were the Relays properly sealed? 30. When the crank handle was last used and for what purpose, was the Crank Handle Sealed? 31. Was the Block Instrument properly sealed and locked. 32. Were Motor points in intact position and no tampering has been done. 33. Were Panel sealed and all the counters reading were properly recorded for last operation? 34. Whatever indications are shown on the panel (viz. Routes, Sub-routes, Signal aspects indications etc. should be recorded as shown on the panel). 180

LOCO INSPECTORS COURSE MATERIAL SIGNALS PASSED AT DANGER (SPAD) 1. In order to avoid any dispute later, the fact that a Loco pilot has passed a signal at danger should be formally brought to his notice. 2. The Cabin man/SM/SS must confront the Loco pilot and Guard with regard to the position of the signal arm and position of the lever concerned. 3. The distance by which the train has passed the signal should be recorded in bogie lengths and telegraph posts, and by measuring the actual distance. 4. In the night time, the brightness of the signal lamps should be noted. 5. The weather condition and visibility should also be recorded. 6. If the Loco pilot is required to use glasses (this can be ascertained from the Loco pilot himself) it should be checked whether he was in possession of them in duplicate and using them 7. If the Loco pilot complains of vacuum trouble, arrangements must be made to take the necessary tests by Inspectors/ Loco foreman at the nearest Loco changing or Carriage Examination point. 8. The Loco pilot must be replaced immediately on relief being made available and sent for medical examination. COLLISION AND AVERTED COLLISION 1. The position of the signal levers, point levers and block instruments should be immediately checked and recorded jointly with at least one dept. 2. The train Register Books should be signed so as to indicate the last entry made and then seized. 3. If Line admission books are in force, these should be seized immediately record them, in whose possession they were last found. 4. If Line Badges are in force, the disposition of the Line Badges should be recorded. 5. The position of the two trains or train and obstruction should be marked on the sleepers. 6. The distance between the two should be measured in meters in the case of averted collision. 7. A rough sketch should be drawn showing their position vis-a-vis signals, station platform, turnouts and other fixed land marks. 8. If the Loco pilot complaints regarding vacuum trouble, arrangements must be made to take necessary tests by Inspectors/Loco. Fore man at the nearest Loco changing or Carriage examining point. 181

LOCO INSPECTORS COURSE MATERIAL CHAPTER VII ACCIDENT INQUIRY Officer or Senior Supervisor First Reaching the Site: 1. The Officer or the Senior Supervisor first reaching the site of the accident shall check up:- a) Whether protection has been done. b) On a double line, whether the other line is free from obstruction for moving trains. c) Whether necessary message supposed to be relayed regarding the details of the accident, casualties etc., have already been relayed or not. 2. He shall make a quick assessment of the assistance required and relay the same to the control. He will also marshall all available resources like Guard, TTEs other Railway employees, volunteers from passengers, escort RPF, etc., and organize rescue and relief of the injured and other passengers. 3. He shall also examine and make a note of all evidence which may prove useful in ascertaining the cause of accident. 4. He shall arrange for protection of the site/area that holds the clues/evidence which will be essential to arrive at the cause of accident. He shall ensure that such clues/evidence is not tampered with by Railway staff or outsiders. 5. The following points require special attention: a) The condition of the track, with special reference to the alignment, gauge, cross-levels, curvature, super elevation and rail headwear: b) Point of mount or point of drop, if any c) The condition of rolling stock with special reference to Brake power. d) Marks on sleepers and rails: e) Position of derailed vehicles; f) The position of Block Instruments, signals, points, levers, indicators, keys; g) If the accident has taken place within station section, the position of switches and indications of the Signals, points and track circuits should be jointly recorded preferably by three officers (or three senior subordinates of Traffic, S&T & Engineering departments) of different branches and the relay room should be sealed as soon as possible. h) Position of important relays and the condition of the block instrument (i.e. whether open or locked) and i) He should cross check the list of casualties prepared by the Railway Doctor and countersigned by the civil police (if some bodies are yet to be recovered, it should specifically be mentioned that the list is not final and will be conveyed after salvaging bodies from debris). 6. Where possible a rough sketch showing the position of Derailed vehicles, marks on sleepers etc., should be made. 7. All relevant materials, clues, damages and deficiencies on the locomotive and rolling stock as well as position of broken or detached parts of Permanent way and rolling stock must be carefully noted and all such clues etc., carefully preserved so that, if considered necessary, the scene could be reconstructed before the police, the Commissioner of Railway Safety or any other senior officer, or court of law. 182

LOCO INSPECTORS COURSE MATERIAL 8. If, however, sabotage is suspected, in addition to noting and preservation of all such clues, no object should be disturbed unless the police have had an opportunity of making thorough inspection of the site. However, if there is delay in the arrival of Civil and Police officials at the site of the accident, the senior most Railway Official at site may, at his discretion, jack up any portion of a coach or shift any property to the minimum extent necessary, after noting its original position by sketch to extricate human beings trapped under it, in the shortest possible time to save life and minimize sufferings. Normal traffic, should, however, not be permitted without consulting the police. a) Further specific enquiry should also be made from the Commissioner of Railway Safety in case of suspected sabotage to ascertain if he would like to inspect the site before the clearance operations commence. b) Restoration / clearance should not commence (except to the minimum extent necessary to save human lives) unless such permission has been received from police authorities as well as CRS. 9. In the case of serious explosion or fire caused by explosives or dangerous goods, all wreckage and debris must be left untouched, except in so far as its removal may be necessary for the rescue of the trapped / injured persons and recovery of dead bodies, until the Chief Inspector of Explosives or his representative has completed his inquiry or intimated that he does not intend to make any investigation. 10. If the station staff are prima facie responsible, the train passing records must be seized and statements of station staff concerned recorded. 11. If a passenger carrying train is involved the officer or senior subordinate must secure the written evidence of as many witnesses as possible and their names and addresses should be recorded. The witnesses selected should not be railwaymen, 12. He should have a complete list of names and addresses of the injured and dead along with the addresses of relatives and ensure messages are sent to the relatives of the injured or dead. 13. He should also ensure that Superintendent of Police and District Magistrate have been advised. 14. He should give the prima-facie cause of the accident with the expected time of restoration. 15. He should ensure that progress report is relayed to control every one hour. All the staff will come after officers. Loco Inspector: a) Proceed to site in case Electric/Diesel Loco or EMU is involved. b) Supervise restoration operations. c) Ensure that Speedo graphs, Speedometer chart & chip, Loco / EMU log books are seized sealed and kept in safe custody. d) Note down his observations regarding the Electric / Diesel Loco / EMU and record measurements as per the prescribed pro-forma. e) Ensure that measurements of the Loco / EMU are taken on the spot. If it is not possible for all types of measurements to be taken on the spot, the same should be taken in shed. 183

LOCO INSPECTORS COURSE MATERIAL On Reaching the Accident Spot. i. The senior most doctors will take charge. ii. One doctor shall proceed to collect blood and urine samples of the crew of the train / trains. iii. Erect the tent and establish receiving station – (First aid post). iv. Staff to split into groups depending upon the number of causalities. v. One team shall man the FA post. vi. Doctors must check the wreckage for injured and assist in extricating passengers. Collection and Recording of Information. a) Open a register in which all items are to be logged indicating time against each. b) Collect and record the following information in the register of the following: i. Time of accident and time information received about accident. ii. Kilometerage, adjacent line affected or not in case of double/ triple/ quadruple lines, number coaches derailed, capsized, canting etc., iii. Train / Trains involved whether Mail / Express / Passenger / Goods / Mixed / Pilot etc. iv. Type of goods stock involved, ie, whether tank wagons, BOX, Box N. v. Load of the train involved. vi. Nature of accident namely collision, derailment, averted collision or Level crossing (manned / Unmanned) fire etc. vii. Casualties / Injuries (grievous, simple, etc) viii. Progress in regard to the restoration work and other movements for operational requirements with timing should be logged in the register. Senior Divisional Electrical Engineer (Traction Operation /Traction Rolling Stock): 1. Where EMU or Electric Locomotive is involved, call the relief train, if required with adequate number of breakdown staff and proceed to the site by quickest available means. 2. Depute officer in the Control Office. 3. Note down joint observation regarding the loco / EMU. 4. Ensure that measurements of the loco / EMU are taken on the spot wherever possible otherwise in Car / Loco Shed. 5. Ensure that speedo meter record for maintenance of engine / EMU repairs are sealed in the shed. 6. Ensure prompt and sufficient arrangement for clearing the line. Particulars to be given in the Accident Report: The notices mentioned in section 113 of the Railways Act, 1989 referred to as The Act‗, shall henceforth contain the following particulars, namely –– I. KM, station or between stations at which the accident occurred; II. Time and date of the accident; III. Number and description of the train or trains; IV. Nature of the accident; V. Number of people killed or injured, as far as is known; VI. Prima-facie Cause of the accident; and VII. Probable time of restoration of through running 184

LOCO INSPECTORS COURSE MATERIAL ACCIDENT FORMAT Nature of Accident: Accident Classification: Sl. Particulars No 1 Date and time of accident 2 Division 3 Section 4 Block section 5 At station or mid-section 6 Gauge (BG/MG) 7 Traction (elect./Non-elect.) 8 Route 9 System of working 10 Class of station Type of signalling Standard of interlocking 11 Train particulars 12 Brief particulars 13 Train working condition (normal/abnormal) in brief 14 Procedural failures, if any 15 Causalities Killed: Grievous Injuries: Simple injuries: 16 Relief arrangements MRV/.... ordered at.... and left at .... Arrived spot.... ART/.... ordered at .... and left at .... Arrived spot.... 140T//.... ordered at ....and left at .... Arrived spot.... 17 Officers at site 18 Time of Restoration 19 Time of first train passed on the affected line/s 20 Prima-facie cause 21 Gate particulars, if involved As per Annexure 22 Loco pilot particulars As per Annexure 23 Guard particulars 24 State/District 25 Other information, if any 185

LOCO INSPECTORS COURSE MATERIAL Steps to be taken to preserve the clues, recording of measurements and evidence at accident site Action to be taken by Officer/Sr. Subordinate present at site. The officer and senior sub- ordinate of any department, who may happen to be present at the time of accident or who first arrives at the site of accident (irrespective of whether he is on duty or not), shall take action to preserve the clues and evidence at the site of accident. He shall inspect the site of accident and locate the crucial evidence and clues that will help in determining the cause of accident. Annexure - \"A\" Gate Particulars (Manned/Unmanned) Sl. Information Particulars No 1 Gate No.: Kms.: 2 Class: 3 Traffic/Engineering gate: 4 Telephone provided or not 5 Providing with lifting barrier or leaves or chains. 6 Normal position of the gate 7 Interlocked or non-interlocked 8 TVUs with Date of census 9 Type of Roads & road approaches. 10 Availability of Road signs 11 Availability of Speed breakers and their condition 12 Availability of Whistle board 13 Visibility (in meters)- Up direction and DN direction (meters on both LH & RH side) 14 Gradient if any – 15 No. of accidents during last two years at the same gate Thereafter, he should organize to post RPF constables or other Railway men available at site to guard the locations, where clues and evidence is available. Once the officials from safety department (safety counselors, DSO, Sr. DSO etc.,) arrive at the site the locations with evidence and clues will be handed over to them. The evidence and clues will be different in each accident. In a derailment due to track defect initial ― point of mount and ― point of drop are important. Sometimes ― Rail fracture or ―Weld failure can also cause derailment. Accidents are also caused by axle breakages, hanging parts from the wagon/coach, etc. Infringement of unloaded track materials like sleepers, rails can also cause accidents. In sabotage cases, the pandrol clips will be removed or sometimes rail itself is removed, or track is blasted, etc. Loco Pilots passing signals at danger, receiving trains on occupied lines can also cause accidents. In order to determine the exact cause of the accident, the officer/Sr.sub-ordinate present at site should examine the site in detail and locate the clues and then take action to preserve them. This is apart from other duties like relief and restoration. 186

LOCO INSPECTORS COURSE MATERIAL Action by Safety Team/Accident In-charge. On arrival at site, the safety team will take charge of the locations where evidence and clues are available. The safety team will thoroughly examine the site and come to some tentative conclusion about the probable cause of the accident. The statements to be recorded and joint measurements to be taken. The following steps also to be taken. Annexure -\"B\" Loco-Pilot‗s Particulars Name Last attended ......, Date of Birth next due ........ Family members G&SR attended on .... Qualification next due .... Head Quarter Technical attended on ...... Grade next due on ..... Breathlyser test ... (Positive – intoxication) (Negative – without intoxication) Date of Appointment Date Promoted as Asst. Loco-pilot Date Promoted as Goods Loco-pilot Date Promoted as Pass. Loco-pilot Date Promoted as Mail/Exp. Loco-pilot Date of Medical Examination Date of Refresher Safety Camp attended on Safety category Grading Psycho Test Awards/Punishments Nominated Loco Inspector Time of Signing On / Off Rest availed before duty in hours Last trip on the Section Previous history of accident, if any 1. In all cases of accidents, the Loco pilot, Asst. loco pilot and Guard will be subjected to breathalyzer test. If they test positive, blood samples will also to be collected. 2. However, breathalyzer test will be done and blood samples will be collected from Loco pilot, Asst. loco pilot and Guard in all cases of suspected SPAD. 3. In all those accidents in which prima facie the cause appears to be human failure attributable to train passing staff, both breathalyzer and % & blood tests of SM/Points man/Lever man/ Cabin man/on duty staff be carried out immediately after the accident. 4. Note the exact number and position of vehicles i.e. derailed/ canting/ capsized etc, 187

LOCO INSPECTORS COURSE MATERIAL 5. In case the accident takes place within station section, the team will note down the following: a. position of points, signals, b. Position of levers/ switches/ knobs/ slots in the cabins and panel. c. Note down the indication of track circuits, axle counters, slots, point detection etc., in the panel/cabin. d. Readings of all counters/provided for the route, block, axle counters, route cancellation, crank handle, emergency operation of points, emergency route release, etc., e. Block instruments, position of the handles indications available, readings on the counters, etc, f. Data logger print outs. g. Relay room should be immediately locked with a new and the key should kept in the safe custody of safety officer. h. In case of cabins having inter-cabin control, the position of levers used for slotting purpose. 6. Carefully examine and record the condition of the permanent way. 7. Must not interfere with any clue which may be of assistance in arriving at the cause of the accident and any item of debris which may help to trace the cause of the accident, unless such interference is emergent and unavoidable and is permitted by a responsible Officer present at the spot. If it is considered absolutely necessary to remove any items of debris, which may help to trace the cause of the accident, they shall be carefully preserved by the Officer permitting the removal and a record kept of the positions from which they were taken. 8. Where statutory inquiry of CRS is mandatory, no re-railing of rolling stock or any obliteration of the clues should be resorted to without the specific permission of the CRS unless the disturbance to the clues is necessary for saving lives of entrapped passengers. 9. In all cases of derailments, the marks on the wheels of engine and/or vehicles and the marks on the rails, sleepers etc., of the permanent way in respect of the wheels mounting on and dropping from the rails, the wheels riding on the ballast, etc. shall be specially looked for and recorded. Special care shall be taken to examine the wheels, before the engine and/or vehicles are worked away from the accident spot. The wheel marks, etc. on the permanent way, especially between the points of mount / drop, required for a later reconstruction of the scene shall be carefully examined, preserved and / or recorded, irrespective of whether or not the cause of the accident has been known and irrespective of whether or not photographs have been taken. The rails, sleepers, fish bolts, nuts, etc. irrespective of whether they are serviceable or not, which bear marks as a result of the accident, especially between the points of mount and drop, shall be marked and serially numbered, with either chalk or paint and carefully preserved. 10. All damages to rolling stock, locomotives, permanent way etc. shall be recorded. Details of the loads ie., weight and contents of each load, whether evenly or unevenly loaded, etc., shall be recorded. 11. In case of suspected sabotage, foot prints, finger prints, etc; shall be carefully noted and preserved for examination by the Police. All the evidence should be preserved and undisturbed till the Police officials arrive and their signatures obtained and all documents 188

LOCO INSPECTORS COURSE MATERIAL authenticated by them. It is also necessary that the photographs and video of relevant clues are taken in their undisturbed state. Only then, restoration work should commence. The damaged rolling stock as well as other clues such as rails, fish plates etc., may be moved to a convenient place for further examination and should remain under the joint custody of the Police and the railway. These should not be removed from this place without the written permission of the Police Authorities. It would be preferable also to get the statements of as many independent eyewitnesses as possible and record their names and addresses. Unless the intention is to save human life, in all cases, the clearance and restoration operations should not commence until the arrival of the Police and until the Railway Officials are authorized to commence such operations. In addition, it should be promptly ascertained from the Commissioner of Railway Safety, whether he desires to inspect the site etc. before commencement of clearance and restoration work. 12. Scrutinize as early as possible the Train Signal Register, Line Clear Enquiry and Reply Books, Private Number sheets, Station Diary, S&T failure register, Relay room key register, Route cancellation register, Caution order register and any other relevant records and initial them noting the time and date. In cases where the records are directly connected with the cause of the accident, they shall immediately be confiscated, secured and sealed. 13. In cases where immediate repairs to points and permanent way are necessary to pass trains, only such parts of the interlocking shall be disconnected as are necessary to carry out the repairs to the track. No alterations or repairs to interlocking gear concerned with the accident shall, on any account, be carried out without obtaining the permission of Safety and S&T Officers. 14. In the event of more than one Officer or Senior Subordinate being present at the site of accident or arriving first at the site of accident, the report in the prescribed form shall be signed by all the Officers or Senior Subordinates, as the case may be. If the report is made by one or more Senior Subordinates, it shall be called for and checked by the Officer or Officers who arrived first at the site of accident. 15. The Officials of the Engineering, Mechanical, S&T, Loco and OHE Departments, before authorizing the restoration shall be personally responsible for ensuring that all the evidence, of their respective departments, relating to the accident has been correctly collected and preserved. It is however to be understood that the establishment of through traffic shall not be unduly delayed, but to be continued side by side with such action as may be necessary to preserve clues, record evidence etc. 16. The Official of the Engineering Department shall be responsible for the preparation of the final sketch showing the site of accident, the permanent-way affected, the position of derailed vehicles and the sites at which loose fittings of track and rolling stock are found. 17. Detailed sketches of damage to rolling stock shall be prepared by the Officer of the Mechanical Department who arrives at the spot. If a large number of vehicles are involved, necessary photographs and video shall be taken. Note:- It shall not be deemed that the staff other than Officers and Senior Subordinates present at or arriving first at the site of an accident need not take any steps to examine or preserve evidence relating to the accident. It shall be the duty of every railway servant to look for and preserve such evidence which shall be made available to the Officer or Senior Subordinate for incorporating in the prescribed form. 189

LOCO INSPECTORS COURSE MATERIAL Examination to certify fitness for movement of Locomotive and Rolling Stock of the Trains involved in Accident: Locomotives –– a) Locomotive of the accident involved train, if derailed or damaged should be permitted to move from the site of accident after visual examination and written certification by either ART supervisor/TXR or Loco Pilot (in that order). Depending upon the extent of damage, it can be permitted dead / light / with load up to the next station / yard or beyond. If necessary, speed restriction may be imposed and escort may be provided to check enroute. However, its regular use should be permitted only after proper examination and fitness certification by the shed. b) When locomotive of the accident involved train is not derailed or damaged, it can be permitted for restricted use based on visual examination and written certification by either ART supervisor/TXR or Loco Pilot (in that order), but its regular use should be permitted only after proper examination and fitness certification by the shed Coaches –– a) Coaches of the accident involved train, if derailed or damaged should be permitted to move from the site of accident after visual examination and written certification by either ART supervisor/TXR or Loco Pilot & Guard (in that order). Depending upon the extent of damage, the coaches can be permitted, with or without speed restriction, up to the next station/yard or beyond, but should be permitted for regular use only after proper examination on pit line and fitness certification by TXR. b) Other coaches of the accident involved trains, which are not derailed or damaged, can be permitted for restricted use based on visual examination and written certification by either ART supervisor/TXR or Loco Pilot & Guard (in that order) but their regular use should be permitted only after proper examination on pit line and fitness certification by the TXR Wagons –– a) Wagons of accident involved trains, affected or unaffected, should be permitted to move from the site of accident after visual examination and written certification by either ART supervisor/TXR or Loco Pilot & Guard (in that order) who may allow with or without speed restriction upto the next station/yard or beyond depending upon the extent of damage. Such wagons should be permitted for regular use only after intensive examination at the nearest TXR point. The Sketch of the Site of Accident: The engineering representative should prepare dimensioned sketches adequate for the preparation of scale plan covering the entire site of the accident. In preparing the sketch due regard should be paid to the following instructions: a) The sketch giving train number, date and km/Tp(OHE post) of the site of accident should be properly labeled. b) The north point should be indicated. 190

LOCO INSPECTORS COURSE MATERIAL c) It should indicate prominently the direction of movement and also the names of stations in rear and advance of the accident site. d) It should cover a length of about 300 metres behind the point of mount and almost an equal distance in front. e) Each track of the permanent way must be denoted by a pair of lines. f) The position of level crossings, OHE posts, bridges, tunnels, gradient posts with gradient symbols, curves demarking the beginning and end giving details of degree of curvature prescribed, super elevation and length of transitions should be indicated. g) It should also indicate:- i. The position of all derailed vehicles and the marks left by them either on sleepers, rails or ballast. ii. Point of Mount with position of rail joints on either side. iii. Point of Drop. iv. The pair of wheels of the first derailing vehicle. v. The position in which every displaced rail/wagon or part of a rail/wagon and detachable components were found. vi. In all cases dimensions from nearest kilometer post and centre line of track should be given. h) In cases of accidents within station limits, sufficient details about the station layout should be shown in order to fully explain the movement of the affected train in relation to the topography of the place. The signal aspects at the time of accident should be correctly depicted. i) The distance of the site of accident from a permanent structure to show the site of accident precisely should be indicated. j) The distances should be indicated to show the extent of the disturbance caused in the permanent way or train composition on account of the accident. k) A good sketch should always accompany the proceedings duly signed by the President of the enquiry committee. If necessary more than one sketch should be enclosed, one clarifying the yard layout and the system of working and the other giving details such as, position of wheels, wheel marks etc. In the former, one line should be used to represent both the rails of a track and as much portion of the station yard (in case of accidents within station limits) should be covered as may be necessary. All necessary details relevant to the issue should be embodied in the sketch. The terminal station in the down direction should be mentioned on the right extremity of the sketch, the terminal station in the up direction being mentioned on the left extremity. If the accident takes place within station limits, the shorter sketch should be based on the diagram of the Station Working Rules. l) Any other details considered necessary. 191

LOCO INSPECTORS COURSE MATERIAL Pro-forma to be filled up in case of Derailment: The relevant paras in this pro-forma are required to be filled in by the Inspectors/Officers of the respective departments before leaving the site of the accident and the complete pro-forma should be countersigned by the senior most Officer present at the site of the accident. This pro-forma should form part of the proceedings of the inquiry and should be sent along with the proceedings. Pro-forma showing the detailed particulars in the case of Permanent Way during an Accident: SNo Soil Type of Rain Ballast Type Condition formation fall Type Depth below Drainag (Sandy, Loamy (firm, wet, (stone,Mooru sleeper bottom e clay, Moorum, slushy etc.) m, Sand,Ash in centimeters, Black Cotton etc.) stating whether etc.) clean or caked. 12 3 45 6 78 Sleepers Width of shoulders in cms from Type Condition Density Square Packing outside of Or not (Loose (wooden (New, Or sound) Rail Sleeper end CST9, Secondhand, Left Right Left Right 9 10 11 12 steel damaged, trough, unserviceable PSC etc) etc) 13 14 15 16 17 Weight Rails Rail fastenings (52kg/60kg Dog/Screw spikes, keys, tie bars 90R/75R etc) Condition of Type of welding wear (attach rail (Free rails, SWR, cotters, loose jaws etc. 18 profile if wear LWR, CWR etc) Number per Condition: sleeper seat (Tight or loose heavy) 19 20 or missing in each sleeper) 21 22 Rail Joints General remarks about Description cracks or fracture of of anti- Condition: Staggered Creep (direction and flash-plates, fish bolts sabotage (Hogged, battered, or square extent of creep, type and other components measures like low etc.) of creep anchors reverse jaws, 23 used with numbers welded rails per rail in the etc. affected section) 24 25 26 27 192