LI material _Ref-2010_ (1)

LOCO INSPECTORS COURSE MATERIAL CHAPTER III Train Dynamics III.1 TRAIN RESISTANCE: Train resistance consists of all forces that oppose the motion of the train. Resistance on Level and Straight Track On a level and straight track, train resistance could arise due to factors internal and external to the rolling stock. The internal forces are: friction at the axle bearings and guides; bogie-pivots; friction at the motor bearings and gearing in case of locomotive or EMUs running through wheel-rail interaction based on adhesion. The external forces are: friction between wheel and rail; flange-friction; resistance due to temporary deflection of the track; aero dynamic drag. III.2 STARTING FRICTION The train resistance at starting is high due to static friction at the bearings. This drops sharply as the train rolls but subsequently, as the speed increases, the train resistance rises again due to speed - related components. The starting train resistance is also a function of train coupling. If all the couplings are in tension the starting resistance is high. Thus starting resistance of the train will be more if couplings are in tension which happens in the case of up gradient. On the other hand, train couplings will be in compression and starting resistance will be low for train standing on down gradient. Even on level tracks it is a better practice to move back locomotive by few meters (2to3 only) so as to release inter- vehicle tension. The starting resistance is usually 4.5 to 5.0 Kg/ tonne on a level track. The Running Train Resistance, whether internal or external is a function of track and rolling stock characteristics as well as speed. At higher speed, the aero dynamic drag and flange resistance increases while the frictional resistance of the axle-bearings decreases. Running train resistance per tonne weight of the load is as under: For Indian Railways the running train resistance formulae (a) For locomotives: R in Kg = 0.65 W + 13 n + 0.01 Wv + 0.52v2 Where W = is the locomotive weight in tonnes v = is the speed in Kmph n = is the number of axles (b) For coaching stock: r in Kg/tonne = 1.425 + 0.0054 v + 0.0025v2 (c) For loaded box wagons r in Kg/tonne = 0.87 + 0.0103 v + 0.000056v2 (d) For empty box wagons r in Kg/tonne = 1.517 + 0.01074 v + 0.00495v2 III.3 TRAIN RESISTANCE DUE TO GRADIENT On Gradients, a component of the train - load would oppose the train movement or assist it. If the gradient opposes the train movement, it is called UP gradient. In the opposite case, it is called DOWN gradient. Gradients are expressed by the height through which the track level rises in 100 or 1000 units of distance. An up-gradient of 1 in 100 would mean that the track level rises by one unit of distance of 100 units. 43

LOCO INSPECTORS COURSE MATERIAL Hence for h in 100 gradient the component of load W opposing train movement is W.sin Φ = W.h/100. W.sin Φ w cosΦ w III.4 CURVE RESISTANCE Curve resistance rises due to the wheel flange rubbing against the rail head on curves. It is given by the following formula. R (curve) = 700 X W (tonnes) Radius of curvature in meters In Railway practice, the track curvature is expressed in degrees rather than radius. 10 curve is defined as one in which 100ft length of curve turns through 10 or (1/360)th of the circle or 100-meter track turns through 3.270 Hence 1degree curvature would mean a radius of (5730/3.27) or C0 would mean (5730/3.27) C metres. Hence curve resistance per degree of curvature would be (700 x w) / (5730 / 3.27C) or 0.4 C.W. Kg (approximately). In Traction mechanics it is sometimes convenient to express curve resistance as equivalent gradient resistance. Thus, Equivalent gradient per thousand = 0.4 C Total train resistance is the summation of starting and running resistance, grade resistance and curve resistance. III.5 TRACTIVE EFFORT Tractive effort is the force developed by the traction unit at the wheel rims for moving the traction unit and its train. Draw bar pull is the force exerted by the traction unit through the draw bar for moving the train. Thus draw bar pull is less than the tractive effort by the force required to move the traction unit. Tractive effort (TE) required to haul a train load consists of two components, viz. (i) T.E. to overcome to train resistance. (ii) T.E to impart acceleration to the load up to the desired running speed. Maximum Tractive effort from a locomotive would be required at start when the train resistance is maximum due to static friction and the need for acceleration. The T.E at start has to be approx. 5% more than the static train resistance such that the load can move at a slow acceleration. As the train moves and picks up speed of about 05 KMPH the train resistance drops sharp. If the T.E is maintained at the same level, a higher acceleration will be realized which will quickly accelerate the train. III.6 SPECIFIC ENERGY CONSUMPTION Energy consumption means consumption of electricity by a locomotive for moving train from one location to another location and its unit is KWH. Load hauled by a loco for a length of one kilometer on consumption of one unit of electricity is called TONNE KM/KWH. SEC is defined as the watt-hours consumed per tonne Km transportation. Specific energy consumption = Specific energy output at driving wheels Overall efficiency of transmission gear and motor The specific energy consumption of a train running at a given schedule speed is influenced by: 1. Distance between stops 2. Acceleration 44

LOCO INSPECTORS COURSE MATERIAL 3. Retardation 4. Maximum speed 5. Type of train and equipment 6. Track configuration. JERK can be felt when sudden changes on coupler force takes place either from Draft force to Buff force or Buff force to Draft force. LURCH can be felt when sudden changes in track gradient from level to down & then up or due to track defect. ADHESION means the grip which the wheels have on the rail dependent upon weight, track condition & weather conditions. The actual coupling between locomotive and wagon, and wagon to wagon is called DRAW GEAR. The impact absorbing apparatus whereby the draw gear is attached to the locomotive or wagon is called DRAFT GEAR. When a rear section of a train is traveling faster than a forward section of a train is called RUN-IN. When a rear section of a train is traveling slower than a forward section of a train is called RUN-OUT. T M Shaft Drive Motor Motor Pinion Gear wheel Driving wheel Axle F Rw TRACK ////////////////////////////////////////////////////////////////////////////////////////////////////////////////// III.7 ADHESION The Mechanism of locomotive is completed by a friction drive between the wheels and the rail. The maximum force that can be transmitted by this drive is dependent on the load carried by the driving wheels and the coefficient of friction between the rail and the wheel. This is usually called adhesion. The torque produced is increased, the tractive effort gets increased. But there is a limit to it, which is imposed by the grip of the wheel on the as provided by the friction existing between the two. When this limit is exceeded, the wheel loses the grip and begins to slip. III.8 ADHESION WEIGHT OF LOCO MOTIVE The total weight of locomotive carried on the driving wheels is called adhesive weight. Coefficient of adhesion: The proportion of adhesive weight that can be made available as tractive effort is called coefficient of adhesion, viz, Tractive effort at which wheel – slip occurs µ = coefficient of adhesion = Adhesive weight Adhesion also plays an important role in banking. The normal value of µ with clean dry rails is approximately 0.25 and maximum achievable with sand is approximately 0.3-0.35. Factors Affecting Co-efficient of Adhesion: 45

LOCO INSPECTORS COURSE MATERIAL 1. The Coefficient of Adhesion on wet rail is lower than that on dry rail. 2. Presence of oil on rail reduces adhesion. 3. (iii)Use of sanding on the rail surface improves adhesion. 4. The adhesion in stationary condition of the wheel on the rail is maximum and it drops as the wheel rolls. 5. Application of tractive effort in a gradual manner improves adhesion. 6. In order to improve the adhesion co-efficient the improvements incorporated have been broadly based on: 7. Mechanisms to clean the rail surface 8. Effective sanding gear. 9. Stepless control of traction force through use of thyristors with gate control. 10. Mechanisms to detect wheel slip in very initial stages and triggering corrective action by reducing the tractive effort. Modern locomotives incorporating latest techniques can have an adhesion co-efficient of the order of 0.4 to 0.45. III.9 WHAT IS ENGINEMAN SHIP? It is the capability of a Loco Pilot to handle his loco along with its trailing load, so that same reaches destination in time in a most economic manner and without adversely affecting safety. Poor engineman ship adversely affects all these requirements. Same is also a contributory factor leading at times to train parting, and on other occasions result in stalling, passing signal at danger, brake binding, loco failure or even derailment. Such of these factors, which are associated with Loco Pilot‘s enginemen ship, are described as below: III.10 TRAIN PARTING Train parting is a common unusual occurrence affecting the train movement. There are number of contributing factors towards train parting such as inadequate maintenance, material failure poor engineman ship, improper marshalling, loco troubles etc. 10.1 When the Train Parting takes place? 1. If the tractive force exceeds the tensile strength of the coupling system. 2. If any coupling gets opened or works out. 3. If any coupling gets disengaged due to excessive buffer height/ difference in rail level. Out of the above 3 situations the first one is related to engineman ship, provided there is no material failure. 10.2 How the tractive effort exceeds the tensile strength? 1. Due to sudden notching up. 2. Shock loads. 3. Sudden application of brakes from rear. 4. Notching up without proper recreation of vacuum/ air. 10.3 How to Notch Smoothly and Steadily: While advancing the graduator in power, time interval of minimum 10 sec. should be given between two consecutive notches. After taking a notch observe the traction ammeter and ensure that the pointer stabilized before notching further, this practice will definitely avoid sudden development of tensile force on coupling system that may lead to breakage and parting especially in lower speed. 10.4 What is Jerk? Instantaneous and sharp variation in momentum of a body moving with a uniform velocity can be termed as jerk. The intensity of a jerk depends upon mass. Velocity and range of speed variation during jerk. 46

LOCO INSPECTORS COURSE MATERIAL 10.5 How jerks are formed? Sudden increment or reduction of tractive effort due to: a) Loco defects such as i) Power ground ii) Wheel slip iii) Automatic shutting down or b) Sudden drop of traction effort, e.g. OHE failure. c) Sudden application of brakes from rear by guard/ banker Loco Pilot on run. For Example: 1. Tripping of loco, wheel slip, loco failure, failure of OHE etc. will result in sudden cutting of power from maximum to zero leading to heavy jerks. Normally no train parting takes place due to these if the speed is above the critical limit. If the net tractive effort is more than the momentum of the train, there is every likely hood of train parting. Therefore bring the net tractive effort well below the momentum of the train, How to Avoid Train Parting during Starting: A random observation of trains at a station clearly brings out the different driving skill and technique of train driving. While some trains will stop and start smoothly without any jerk, many other trains will be observed not only to experience heavy jerks but multiple impact leading to high intensity of sound associated with sudden movement of wagons / coaches, impact between adjoining draft/ buffer gear components and at times wheel slip and screeching sound between rail and wheels. For avoiding Train parting during starting: 1. Ensure all the couplings are properly secured (back the train by about 2 to 3 meters length in order to lock all CBC coupling). 2. Ensure complete release of train brakes and sufficient vacuum/ BP pressure before starting. 3. Take one notch and wait for 10sec., so that the load ammeter will stabilize then release the loco brake. Wheels will then start rolling gradually as the brakes are releasing. This procedure will ensure gradual stretching of couplings (smooth run out). 3.1 In case of level gradient and lighter trains 3rd notch will be sufficient to move the train. But in case of starting on up gradient and heavier trains, graduator should be advanced suitably to develop sufficient tractive effort for moving the train before releasing the loco brake. By this procedure, wheel slip also can be minimized during starting. 3.2 If the train is on down gradient, gradually release the loco brake so that the train will start rolling due to gravitational force. No jerk will develop since the all couplings are in bunched condition. 3.3 If we release loco brake fully and then apply power, all the traction motors will immediately start rotating so that a sudden pulling force will be experienced. The pull will be transferred to all the vehicles one by one according to the slackness of couplings, resulting in jerk. How to Avoid Train Parting on Run: 1. Advance the graduator notch gradually giving sufficient time for traction ammeter to stabilize so that the run out will be taken care of. 2. Thorough knowledge of road is essential for maintaining uniform drafting force in undulating gradients. 3. Uniform and steady acceleration and decelerations. 47

LOCO INSPECTORS COURSE MATERIAL 4. Apply brakes judiciously and control the train well in advance taking advantage of the permissive signals. 5. Ensure complete recreation of vacuum/ BP pressure and free rolling after each brake application, before notching further. 6. Rheostatic brake should be applied and released gradually observing the current. Before applying RB formation should be bunched up by minimum application of train brake. Care should be taken to ensure that co-action working of loco brakes is not taking place. 7. Try to avoid co-action operation of loco brakes during application of train brakes. 8. Maintain proper communication with guard either by walkie-talkie or by hand signal and observe the train whenever possible. By this practice Loco Pilot can avoid brake application by guard to certain extent. 9. In case of wheel slip due to wet rails or up gradient bring the graduator to lower notches preferably 5th or 6th notch and proceed slowly. Do not ease or advance graduator frequently, as same will lead to rapid variation in tractive effort and may result in parting. 10. Maintaining proper communication and synchronized operation between leading and banker Loco Pilot is essential. The banker Loco Pilot should also carefully observe the vacuum and drive according to the road and signals. Normally banker Loco Pilot should not apply any brakes. He should not cut off the power until the train stops. After dead stop, apply loco brake fully and then close the notch, Otherwise if the banker Loco Pilot closes the graduator earlier the train will roll back and may lead to train parting. While restarting the train the banker Loco Pilot should push first. S OPERATION RATE OF RELEASING TIME TO N SYSTEM APPLICATION BE GIVEN 1 Single Pipe Full Service Not less than 90 Sec. 2 Single Pipe Emergency Not less than 180 Sec. 3 Twin Pipe Full Service 40 Sec. 4 Twin Pipe Emergency 90 Sec. How to avoid Train parting while stopping: 1. Apply the brakes gradually as far as possible. 2. Avoid co-action working during first application. 3. Apply the loco brake after stopping the train, if loco brakes are applied before the train stop, the engine will stop first but the load will move towards engine due to inertia leading to compression of buffers and skidding of loco. Application of the train brakes should be such so that the momentum of train will be uniformly reduced to zero and after comes to dead stop apply the loco brake. In down gradient since there is no chance of rolling back train can be stopped in bunched condition also. 4. Always try to stop the train by raising vacuum/ air pressure. 5. Working heavy train in up gradient. If we stop the train by destroying vacuum/ air pressure, restarting may be difficult due to brake binding. 6. In such cases Loco Pilot can control the speed in advance and allow the train to stop in lower notches so that all the couplings will be in stretched conditions. Now apply the loco brake keep graduator in 2nd or 3rd notch for one or two minutes so that the momentum of all the vehicles will get absorbed fully and then close the notch gradually. This procedure will avoid rolling back of the train, While closing the notch sufficient time should be given otherwise it can lead to train parting. 7. Marshalling of trains is also an important factor contributing to train parting. Loaded vehicles may preferably be marshalled in front portion and empty vehicle at rear. 48

LOCO INSPECTORS COURSE MATERIAL Similarly, in case of train with CBC and screw coupling the CBC vehicles should be kept in front and screw coupling vehicles shall be attached in rear. This is essential as drafting force on front portion is always higher than that in the rear portion. 8. Double head or multiple unit operation to be avoided in goods trains with screw coupling as far as possible. Air Flow Indicator White Needle Deviating During Run: As soon as the Loco Pilot observes the white needle of air flow indicator deviating from its original position, he should immediately put ―ON Flasher Light‖ and stop the train ACP signal/ whistle.He should then send his Asst. Loco Pilot to jointly check with guard the cause of pressure drop of BP and attend the same. Details such as KMs, vehicle number, location, cause & attention given etc. should be recorded and endorsed by Loco Pilot. While checking the load, position of piston movement of the brake cylinder should also be observed. If any of the pistons are observed to have been operated, brakes must be released by means of release valve. Thereafter, after ensuring the continuity and reconciling the Red needle with the White needle then only the train is to be started. TRAIN PARTING INVESTGATION 1. Date Train No Loco No Direction: 2. LP/HQ___________________Guard /HQ:________________ALP/HQ________________ 3. BPC__________________Date______________________No.______________________ 4. Section _______________Location Gradient___________Load_____________________ 5. Train speed at time of parting _________Sec. block (Time)_______No_______________ 6. Train parted while starting/on normal run /Braking/Coasting/Notching 7. Vacuum / Air pressure level on loco____________In Brake Van _____________________ 8. Caution order if any_______________ S. Details WAGON No. AFFECTED ADJACENT 1. Wagon No. /Rly/ Type 2. Loaded / Empty 3. Position from engine 4. Date of POH 5. Date of ROH 6. Inspection oiling 7. Return Date 8. Built year 9. Tare Weight 10. Carrying capacity 11. Sick line Last attended 12. Affected End 13. Buffer Height from RL 14. Condition 15. Condition of Tyre Flat places /Spots 16. Condition of Headstock 49

LOCO INSPECTORS COURSE MATERIAL CBC Type (AAR/Alliance-II) 1. Stamping mark on CBC 2. Knuckle condition (open /closed) 3. Condition of yoke pin 4. Condition of wearing plate 5. Condition of knuckle pin 6. Condition of operation Handle 7. Condition of Anti rotation lug 8. Condition of Lock piece 9. Condition of locking Assembly 10. Condition of Optg .Handle bracket 11. CBC dropping or not 12. Condition of CBC housing 13. Make of draft 14. Stamping of knuckle 15. Condition of knuckle(Worn) S. Details WAGON No. AFFECTED ADJACENT Conventional stock 1. Condition of screw coupling whether worked out from hook 2. Screw rod broken 3. Worn out threads 4. Bent / jam screw 5. Trunion nut loose / jam in shackle 6. Screw coupling pin broken .worked out 7. Shackle broken /expanded /worked out 8. Draw bar (Securing draft key) 9. Improper /missing weight handle 10. Draw bar (Securing draft key) 11. Rubber pads (Worn /perished) 12. Condition of head stock 13. Condition of central seal housing Brief History: Observation: Reason for train parting: Investigation & Responsibility: Details of C& M Analysis Enclosed /Awaited) Signature of Signature of Signature of Loco inspector Shed supervisor OHE supervisor 50

LOCO INSPECTORS COURSE MATERIAL Station: Finding of train parting Investigation Da te: Train No TRAIN PARTICULARS Date CC/Non-CC Time from Direction(UP/DN) Total time loss Time to Total load Traction(Dsl/Elect) Tones Load / Empty Location (parting) BP Pressure Section Km LP Name Weather Taken over Charge Head quarter Asst.LP Name Date/time/Hqrs Guard Name Head Quarter BPC No. Head Quarter BPC Date Originating Div BPC Depot Originating railway Speed (kmph) 1. Wagon particulars ROH depot Involved wagon No. ROH date Type(BOXN,BCN,BCX,B OX,BCNHL,BOXHL) R/Dt POH shop Position from engine POH date Adjacent wagon No. Year built Condition of brakes Condition of DV Skidded wheels Type of coupling 2. Knuckle details Fresh Type of Knuckle Knuckle manufacture Old Batch No. Date of Manufacturing Type of Knuckle Knuckle Broken % Damage location Closed a cock or Batch No. Miscreant activities Operated the handle Knuckle Nose Thickness 3. CBC Details Defective lock/Optg. Handle. Un coupling of CBC Operating handle hit the plat form Un coupling at once or Fresh Worn Old more Batch No. CBC shank broken % Clearance between CBC and striker casting CBC manufacture A) Longitudinal Damage location of CBC B) Lateral 51

LOCO INSPECTORS COURSE MATERIAL 5.Yoke Details Fresh Worn Old Yoke Broken % Condition of Yoke pin Location of Damage in Yoke 6.Draft Gear Details Condition of Draft gear Working/Dead Type Draft gear OHE failure Striker casting Red signal shown/L.C point gate man for caution & stop 7. Track particulars Raising Yes/No Gradient Falling Level Banner flag Curvature (right/left/straight) 8.Loco particulars Type of Loco Loco No Any power interception/ Loco Base changing before parting Action at occurrence: Notching UP/Down, Coasting, Stopping, starting in section, observing CD 9.Action Just before Occurrence Type of Braking Dynamic/train brake Notching at the Notch No. Halt before train parting 10. Driving particulars Yes/No Did you apply emergency brake Yes/No Did you release the brake at original/loco take over at station Yes/No Did you feel jerk before occurrence Yes/No Was air flow indicator normal before occurrence Yes/No Was any miscreant suspected FINDING SSE/C&W LOCO PILOT GUARD SLI/TRSO 52

LOCO INSPECTORS COURSE MATERIAL Driving Skill TRAIN HANDLING IN DIFFERENT GRADIENTS (Starting, Negotiating & Stopping of train) Train Handling On Level Section Level Gradient: Section of track is not having any up & down gradients. Starting: Keep train brakes in released condition. 1. Move MP to take 1 notch and simultaneously release SA9. 2. Wait for few seconds until the ammeter reading stops increasing and begin to reduce. 3. Advance MP to notch 2 and again note ammeter indication (as in 3). 4. If necessary, advance the MP 3 or 4 notches but always wait for a few seconds between each notch position. 5. When the train is in stretched condition and in motion, slowly advance the MP as required {as in (3)} for achieving maximum speed of the train. Negotiating: 1. After achieving maximum speed, maintain it by increasing / decreasing notch. 2. Avoid frequent changing in notches as this develops slack in the train. Slowing of train: 1. At a sufficient distance in advance of point of slowing, ease the MP notch by notch for the slack to adjust to a bunched condition. 2. Coasting to be done for some distance before braking. 3. Apply Dynamic / train or both brakes as required. 4. Observe speed restriction. (In low speed caution order try to negotiate caution order in released condition.) 5. Release Train / Dynamic brakes as the termination indicator is approached. 6. After complete release of train advance MP for achieving maximum speed. Stopping of train: 1. Same procedure of slowing of train from (as in 1 to 3). 2. When the speed has reduced sufficiently so that dynamic brake effect fades (below 5 KMPH), release A9 (train brakes) and gradually release the dynamic brake at the same time. 3. As the train comes to stop apply SA-9 (loco brakes). Train Handling on Ascending (UP) Gradient Ascending Gradient: A section of track is having continuous up. UP Starting: Assuming train brakes are applied 1. Move MP to take 3/4notches (keep watch on Ammeter). 2. Release SA-9 (loco brake). 3. Gradually release A9 (train brake). 4. Wait for few seconds until the Ammeter reading stops increasing and begin to reduce. 5. Advance MP, wait for few seconds (as in 4) for achieving maximum speed. 53

LOCO INSPECTORS COURSE MATERIAL Negotiating: 1. Before arriving up gradient, take sufficient momentum of train. 2. Take maximum notches as you can up to the crest (end point of up gradient). 3. Reduce notches after 3/4 of the entire train comes on level track. 4. Maintain maximum speed. Stopping of train: 1. At a sufficient distance in advance of point of stopping, ease the MP notch by notch to allow speed to reduce naturally due to the gradient. 2. Stop the train with the help of A9 to avoid roll back of train. Then apply SA-9 (loco brake). 3. Before releasing train brakes train should be protected. Train Handling on Descending (DOWN) Gradient DOWN Descending gradient: A section of track is having continuous down. Starting: Assuming train brakes & loco brakes are applied 1. Release loco brakes first then release train brakes. 2. Allow train to slowly move forward until entire train is moving. 3. Pick up & maintain the maximum speed. 4. If necessary use train / dynamic brake to avoid over speeding. Negotiating: 1. Start reducing notches after passing 1/4th of entire train in the down gradient. 2. Notches should be '0' up to 80% of train's maximum speed. 3. Use dynamic brakes to avoid over speeding. Train brakes can also be used if required. 4. Before ending the down gradient train should be in released condition & there should be margin in speed to take few notches. 5. Advance MP only up to Ammeter reading starts increasing to avoid high buff force. 6. Advance MP further to maintain maximum speed. Stopping: 1. Reduce the speed by using Train / dynamic brakes. 2. Release dynamic brakes when speed comes to below 5KMPH. 3. Train brakes should not be completely released to avoid roll down of train. 4. Apply loco brakes. 5. Release train brakes only after proper protection of train. Train Handling on Undulating Gradient Undulating: A section of track which changes gradient so often that an average train passing over the track has some wagons on three or more alternating ascending and descending gradients. Required knowledge: In some undulating areas, the track profile is of such severity that is in virtually impossible to control slack action with out generating high draw bar force levels with in the train. Skilful operation by the LP can reduce the severity of the slack changes to a tolerable degree. 54

LOCO INSPECTORS COURSE MATERIAL To properly negotiate such undulating gradient, it is essential that the LP has knowledge of: 1. Total length of the train. 2. Total tonnage of the train. 3. Location of terrain features and speed boards. 4. Locomotive capabilities. 5. Location of rear portion of the train at all time in relation to ascending & descending gradients. 6. Location of the rear portion of the train at all times in relation to changes to track curvature. Starting: 1. Apply SA-9 fully, advance the MP in notch 1, observe Ammeter increase. 2. Gradually release SA-9 until locomotive begins to move. 3. After a few seconds pause, advance the MP to notch 2 and again note Ammeter indication. 4. Before advancing MP further, wait for Ammeter reading to reduce. Negotiating: The most reliable procedure is to reduce speed & power prior to entering the series of undulating gradients & to operate at a constant speed throughout the undulating area by MP manipulation. Concentrate up on the rear end of the train, traction amperage, speed and pull of the train. The important steps: 1. Reduce power of approach to the undulating gradients. 2. Concentrate on the location of the rear end of the train. 3. Increase power when the locomotive approaches an ascending (up) gradient. 4. Decrease power when the locomotive approaches to descending (down) gradient. 5. Maintain a uniform speed through out the undulating gradient section. Stopping: In undulating gradient, stopping procedure of the train should be followed as per ascending or descending gradient, where the train has to stop during running. Train Handling on Hump (Knoll) & Cresting Gradient SUMMIT Camel hump/ knoll : A hump is a rapid increase in gradient followed by a decrease in gradient. Starting: There are no special requirements for starting on a hump or cresting gradient. The starting procedure is the same as for starting the train on an ascending (up) gradient. Negotiating Hump (Knoll) gradient: 1. Approach the hump with reduced power thus providing margin for power increase and for stretching the train as the locomotive starts up the hump. Increase power, if possible, to avoid bunching the slack at the leading end and maintain this stretch condition until the locomotive reaches the crest of the hump. 2. As locomotive passes the hump, and starts to pickup the speed the draw gear will tend to stretch out. To keep action to a minimum, reduce power to keep speed constant. 3. Keep the slack action to a minimum by MP manipulation to suit loading on the train and the gradient condition. Negotiating crest gradient: 1. Changing of slack condition: The train slack is required to change from a stretch condition while ascending or approaching the crest to a bunch condition on the descending portion. 55

LOCO INSPECTORS COURSE MATERIAL 2. Road knowledge: The LP must be aware of the characteristics of terrain for adequate braking on the descending gradient following the summit. 3. Maintain constant speed: - as locomotive reaches the crest of gradient, the LP should attempt to maintain speed by reducing MP to relieve stress on couplers at the crest. 4. Use of dynamic brake after a crest: - A following down gradient is long steep, the dynamic brake should be engaged after one half of the train has crested over the summit, the dynamic brakes should be engaged and carefully adjusted to control speed & gradually bunched the train. 5. Balancing a cresting gradient: -If the gradient following the summit is a light descending gradient, MP manipulation & dynamic brake may be used to control speed and train slack movement. If dynamic brake is not available, the train brake should be used in the same manner as for the descent of a light descending gradient. Stopping on a crest gradient: 1. Avoid draw gear stresses: Take all efforts to avoid stopping of train on a cresting gradient, for which the LP must have a good knowledge of the location of all cresting gradient. A stop of a train on a cresting gradient can lead to excessive draw gear stress on the Wagon at the crest while attempting to restart the train. 2. Reducing draw gear stresses: If a stop has to accomplish, do so in accordance with the stopping procedures for descending gradients. When stopping on a cresting gradient, always ensure that the brake application used to stop the train is the lightest possible there by reducing draw gear forces particularly on the apex of the crest. Stopping on a hump (knoll) gradient: Avoid Run-ins: While stopping the train on a hump, extreme care must be taken that the brake application does not result in sever run-in. To avoid slack bunching on the hump or knoll, the train should be stopped in a stretched condition. Train Handling on Sag or Dip Gradient SAG Sag or dip: A sag or dip is a rapid decrease in gradient followed by an increase in gradient. Starting: 1. Advance MP to 1st notch and note the increase of current on the Ammeter. 2. Release SA-9 (loco brakes) and wait for the release of the locomotive brakes. 3. After a few second pause advance the MP and again note the ammeter indication. If necessary advance the MP to 3rd or 4th notch. 4. If acceleration is too rapid, reduce notches 1 or more. 5. When the complete train is in stretched condition & in motion, slowly advance the MP as required. Negotiating: 1. In order to control slack when moving through a sag or dip, the train speed must be allowed to reduce before the train moves into the sag or dip & MP manipulation used to negotiate the sag or dip gradient. This can be achieved by power & speed before reaching such areas. 2. Continue to reduce power to prevent speed increase as the head portion of the train begins descending in to the sag. 3. Just before the leading portion of the train reaches the ascending gradient, begin to advance notches gradually. 4. Continue to advance the MP on one notch at a time until the rear portion of the train approaches the base of the sag or dip. 56

LOCO INSPECTORS COURSE MATERIAL 5. Reduce power as the rear portion of the train starts on the ascending gradient of the Sag or dip thereby permitting slack to adjust gradually. Stopping: 1. In advance of the sag or dip, apply A-9 brakes to minimum reduction & engage dynamic brakes. 2. As the brakes get effective apply A-9 further up to full service. 3. As the speed decrease below 5 KMPH release dynamic brakes as well as A-9. 4. Apply SA-9. SPEED-TIME CHARACTRESTIC CURVE: It is the curve showing instantaneous speed of train in kilometer per hour along ordinate and time in seconds along abscissa. Area under the curve gives the distance travelled during given time interval. Slope at any point on the curve towards abscissa gives the acceleration or retardation at that instant. Typical speed time curve of a train running on main line is shown in figure. S t3 t4 t5 P E E D 0 t1 t2 TIME There are five distinct periods in the run as discussed below. (1)Notching up period (0 to t1). During this period the load is Accelerated from Rest. In this period acceleration increases uniformly Motor current, during notching up period, fluctuates between certain maximum and minimum limits. Therefore, torques developed by the motor and tractive effort also fluctuates. This is clearly shown in AB portion of speed tractive effort diagram. Since average tractive effort during notching up period remains same and there is no appreciable rise in the train resistance, acceleration remains constant. Speed time curve, therefore, is a straight line. (2) Acceleration on speed curve (t1 to t2).When all the starting resistance has been cut out, tractive effort exerted by the motor is more than the train resistance. The difference of the two is responsible for further acceleration of the train. We should, however, mark one difference between the acceleration which is constant during period (0 to t1) and acceleration which decreases with speed during period (t1 to t2). The decrease in the acceleration is due to the torque speed characteristic of the traction motors. (3) Free running period (t2 to t3) During this period, train runs at constant speed attained at the end of the speed curve running. It is large for main line services. Whereas sub-urban & urban services it is negligible. (4) Coasting period (t3 to t4). At the end of the free running period, supply to motors is cut off and train is allowed to run under its own momentum. Due to train resistance, speed of the train gradually decreases. (5) Braking period (t4 to t5). At the end of the coasting period brakes are applied to bring the train to stop. 57

LOCO INSPECTORS COURSE MATERIAL Running Time Trials -Basic requirements  Based on the trials structure Maximum Permissible Speeds are sanctioned by CRS, RDSO Speed Clearance Certificate indicates different speeds for various classes of locomotives.  In order to arrive at proper running time at various speeds permitted, Running Time Trials are being undertaken.  These trials are conducted to assess the minimum running time required for a loco with a specified load on run at the maximum permissible speed permitted over the section.  This will include observance of all permanent speed restrictions on the section.  The loco will be worked at its maximum output and the speed obtained on the ascending gradients will be the maximum speed attainable with the specified load.  And the sections from this the inter-station time is worked out with the acceleration and deceleration allowances and termed as MPRT.  The booked running time will be worked out from this. Booked speed (10% extra) added to MPRT.  This indicates that there will not be any cushion time allowed for Loco Pilot to make up time wherever there is a speed restriction in the block section. In other words the BRT will be the MPRT on that section. Procedure for conducting Running Time Trials 1. An inspector will travel on the foot plate with 2 stop watches. 2. For a run through train he should operate one stop watch at the time of starting from station and 2nd stop watch will be switched ‗on‘ when train passes the next station house duly switched ‗OFF. 3. For a stopping train the first watch will be switched off only when the train came to a stop at the normal place of stopping. 4. The time in seconds will be noted 5. A working sheet with the following columns will be maintained by the Inspector 6. Station code, Inter-station distance, Arrival/departure, Inter-Station Timings as per the WTT, Inter-Station Time as per the Trial, Arrival/departure as per trial and remarks 7. In the remarks column he should indicate the time taken for temporary speed restriction, halt at signals, train dealt on loop etc. 8. From the working sheet, the bare running time will be worked out between stations duly subtracting the time taken for temporary speed restrictions signal check, etc. from the trial timings and arrival at MPRT. 9. The BRT also will be worked out adding 10% extra time to MPRT. This will be shown for junction to junction basis for convenient section basing on the whole. 58

LOCO INSPECTORS COURSE MATERIAL PROCEDURE OF CONDUCTING LOAD TRIALS Load Trials: These trials are carried out as per orders of CEE/COM/CME by the divisional inspectors. These trials are aimed at achieving an optimum load that could be hauled by a Diesel /Electrical loco within permissible limit of their strain on the ascending gradients and on the falling gradients the maximum load that could be controlled at the specified speed with minimum required brake power using the RB and as well as air brake of the locos. The following are the limitations for fixing load on a graded section. Ascending: a. Horse power of the locomotive. b. Gradient of the section. c. The minimum continuous speed permitted for each locomotive. d. The load current supplied to Traction motors, normally within the unrestricted zone within the time limit specified. Descending: a. Brake Power of the Locomotive; RB, Vacuum and Synchronized air brake application obtained. i. Brake power of the train: it depends upon the type of stock of train and amount of vacuum maintained by the locomotive and percentage of operative brake equipment. ii. Speed limit. iii. Weather condition. iv. Emergency braking distance. v. Train holding ability of the loco brakes on steep falling gradient. vi. Brake application technique. vii. Loco Pilots reflex time towards any unusual incidents. RDSO has issued a haulage chart for each type of locomotive on different gradients and speed with respect of bogie stock of goods and standard coaching stock and ICF all coiled coaching stock. The RDSO haulage chart is kept as a guidance before undertaking any load trial. Method of conducting load trial: Trial should be undertaken with an average load, average Loco Pilot. The train brake power should be checked for effective brake power. Engine should be checked for good working speedometer, RB, vacuum and air brake. The synchronized function of air brake along with vacuum has to be ensured for a successful trial. A minimum of 2 inspectors should travel on the foot plate, one to monitor the Loco Pilot for proper handling of the loco and other to take every minute reading of the following parameters. 1. Time 2. Notch 3. Speed 4. Load Amps. 5. Gradients 6. Km/TP post and remarks on halt and detention The loco should be normally worked on its maximum output observing all permanent speed and temporary speed restrictions in force. For test purpose the train should be stopped at Ruling Gradient where ever there is a stop signal which may interpose while hauling such maximum load and may be kept at ‗ON‘ for operational reasons. Restarting from such locations has to be done with utmost care to avoid parting as well as slipping and straining the loco beyond certain limit. During restarting from the critical spots the notch, speed, load amps if on the restricted zone, the minute zone and 59

LOCO INSPECTORS COURSE MATERIAL duration in seconds should be recorded. On completion of this trial documentation has to be done from the working sheet to calculate the Load Factor. Load Trials on the Ghat section comprising long stretches of descending gradient are undertaken to check whether the train could be controlled at the speed laid down, whether the load could be held firmly by the loco air brakes alone so that vacuum could be recharge to overcome brake fade and whether the train could be stopped dead on emergency application of brakes within the authorized EBD ( ie. 1400 meters ). During this load trial the following particulars are recorded for every 30 seconds to assess the extent of fade and availability of residual vacuum level to stop the train wherever necessary. Km/TP i. Time ii. Vacuum level iii. RB brake load amps iv. Speed v. Gradient vi. Remark While holding the train on the falling gradient, brake cylinder pressure can be increased to 3.5 Kg/cm2 and it should be reduced to 2.8 Kg/Cm2 after clearing the ghat section or on arrival at the next station. During emergency braking distance test, it should be conducted preferably on a straight stretch over the steepest falling gradient. The mode of application will be as follows: a. A9 moved to emergency with synchronized air brake application. b. Keeping RB at max. 650 amps on BG locos. A9 should be moved to over reduction duly taking care to avoid A9 handle falling in emergency position which will qualify the RB. The following records should be made using a stop watch. 1. Km A9 applied to emergency. 2. Time A9 applied to emergency 3. Speed at the time of brake application. 4. Extent of spurt in speed noticed. 5. Km train came to a stop. 6. Time train came to a stop. 7. Time taken for the train to come to stop. 8. Emergency braking distance obtained in meters (to be reckoned either by actual measuring or counting the number of traction poles). If the emergency braking distance is more, then either the load or speed should be reduced to keep the emergency braking distance within the safe limit. 60

LOCO INSPECTORS COURSE MATERIAL HAULAGE CHARTS The hauling capacities of different types of locos as per haulage charts and Load tables are prepared & issued by the RDSO has been provided for reference, Vide Letter No.EL/3.1.39 Date: 23.07.2013 Sub: Right powering of freight train Ref: (I) RDSO Report No.TFC 77 issued in Jan 2002 (II) RDSO Technical Circular No. RDSO/2012/EL/TC/0114 (Rev.‘O‘) dt.04.05.2012 Annexure I Haulage Charts for electric locos for dry Rail condition (On tangent track) for BOXN LOAD (WAG5 Loco ( As per RDSO Report No. TFC 77 issued in Jan 2002) Grade 20 30 40 50 60 70 80 Start Level >4850 >4850 >4850 4850 4850 4850 4713 >4850 500 >4850 >4850 >4850 >4850 4850 3382 2266 >4850 200 3602 3512 3411 3310 2714 1762 1233 2810 150 2782 2726 2663 2599 2140 1390 972 3198 100 1890 1863 1832 1798 1485 994 700 2407 893 742 483 330 1438 50 920 912 902 (WAG7Loco (As per RDSO Report No. TFC 77 issued in Jan 2002) Grade 20 30 40 50 60 70 80 90 100 Start 2785 >4850 Level >4850 >4850 >4850 >4850 >4850 >4850 >4850 4619 1465 >4850 820 4738 500 >4850 >4850 >4850 >4850 >4850 >4850 3465 2345 645 3977 450 3002 200 4738 4738 4738 4085 3285 2715 1915 1295 --- 1700 150 3960 3880 3795 3210 2590 2150 1515 1020 100 2705 2665 2625 2225 1805 1500 1055 725 50 1345 1335 1320 1120 905 750 515 --- (WAG9 Loco (As per Technical Circular No. RDSO/2012/EL/TC/0114(Rev.‘0‘) dt.04.05.2012 Grade 20 30 40 50 60 70 80 90 100 start Level >10800 >10800 >10800 >10800 >10800 >10800 10280 8075 6495 >10800 500 7640 7640 7640 7640 7585 6145 5010 4150 3500 7640 200 5050 5050 5050 5050 4045 3350 2790 2365 2035 5050 150 4240 4160 4070 3975 3195 2660 2225 1895 1640 4240 100 2905 2865 2820 1770 2235 1870 1570 1340 1165 3200 50 1455 1440 1430 1415 1135 950 795 680 590 1810 (WAG9H Loco (As per Technical Circular No. RDSO/2012/EL/TC/0114(Rev.‘0‘) dt.04.05.2012 Grade 20 30 40 50 60 70 80 90 100 Start Level 10800 >10800 >10800 >10800 10800 10800 10275 8075 6490 >10800 500 8310 8310 8310 8310 7575 6135 5005 4140 3495 8310 200 5475 5340 5200 5050 4035 3340 2785 2355 2025 5495 150 4235 1450 4060 3970 3185 2650 2220 1885 1630 4615 100 2895 2855 2810 2765 2225 1860 1565 1330 2255 3485 50 1445 1445 1420 1405 1130 940 790 670 580 1975 61

LOCO INSPECTORS COURSE MATERIAL Haulage Charts for electric loco for Adverse condition (Wet rail with 2.5 curve For BOXN LOAD WAG5 Loco (As per RDSO Report No. TFC 77 issued in Jan 2002 Grade 20 30 40 50 60 70 80 Start Level >4850 >4850 >4850 >4850 >4850 >4850 3340 >4850 500 4518 4518 4518 4381 3436 2766 1940 4518 200 2911 2847 2778 2541 2018 1688 1160 3125 150 2318 2276 2230 2048 1629 1330 937 2660 100 1633 1611 1586 1462 1163 949 664 2041 50 829 822 814 751 591 476 320 1174 WAG 7 Loco ( As per RDSO Report No. TFC 77 issued in Jan 2002 ) Grade 20 30 40 50 60 70 80 90 100 Start Level >4850 >4850 >4850 >4850 >4850 >4850 >4850 3130 1935 >4850 500 4850 4850 4850 4850 3950 3950 2750 1875 1175 4850 200 3360 3360 3360 3360 2370 2370 1665 1140 715 3360 150 2860 2860 2860 2860 1930 1930 1355 930 575 2860 100 2200 2200 2200 2050 1930 1390 660 400 2200 1270 1270 1270 1075 975 325 180 1270 50 725 725 495 WAG9 Loco(As per Technical Circular No. RDSO/2012/EL/TC/0114(Rev.‘0‘) dt.04.05.2012 Grade 20 30 40 50 60 70 80 90 100 Start Level 7175 7175 7175 7175 7175 7275 6530 5325 4430 7175 500 5795 5195 5795 5195 5195 4820 3975 3325 2830 5195 200 3600 3600 3600 3600 3490 2900 2425 2060 1775 3600 150 3065 3065 3065 3065 2835 2365 1980 1690 1465 3065 100 2355 2355 2355 2355 2050 1715 1440 1230 1070 2355 1360 1360 1360 1345 1080 900 755 645 580 1360 50 WAG 9 H Loco(As per Technical Circular No. RDSO/2012/EL/TC/0114(Rev.‘0‘) dt.04.05.2012 Grade 20 30 40 50 60 70 80 90 100 Start Level 7805 7805 7805 7805 7805 7805 6520 5315 4420 7805 500 5650 5650 5650 5650 5650 4810 3965 3315 2820 5650 200 3910 3910 3910 3910 3480 2890 2415 2050 1765 3910 150 3330 3330 3330 3330 2825 2355 1970 1680 1455 3330 100 2560 2560 2560 2530 2040 1705 1430 1220 1060 2560 1370 1360 1350 1335 1070 890 745 635 550 1480 50 62

LOCO INSPECTORS COURSE MATERIAL Annexure-II Negotiable length of stretches on various rising gradients with single WAG9 loco TABLE-1 TABLE-2 Grade: 1: 125 Compensated Load: 41BCN+1BV (CC+6+2), 3675T Grade: 1: 125 Compensated Load: 41BCN+1BV (CC+10), 3757T Max.length which Exit Speed Attacking can be (KMPH) Max.length which Speed(KMPH) negotiated 18.0 Attacking can be Exit 23.0 Speed(KMPH) Speed (Km.) 29.0 negotiated (KMPH) 36.0 20 (Km.) 20 3.0 38.0 2.5 15.5 39.0 30 5.5 40 7.5 50 9.5 30 4.5 20.0 60 11.0 40 6.5 26.5 70 12.5 50 8.5 32.5 60 10.5 35.0 70 11.5 36.0 TABLE-3 TABLE-4 Grade: 1: 125 Compensated Grade: 1: 125 Compensated Load: 48BTPN (CC), 4000T Load: 58BOXN (CC), 4714T Attacking Max.length which Exit Max.length Speed(KMPH) can be negotiated Speed (KMPH) Attacking which Exit (Km.) Speed(KMPH) can be Speed negotiated (KMPH) 20 1.5 12.0 30 3.0 16.5 (Km.) 40 5.0 19.0 20 0.5 14.0 50 7.0 24.0 30 1.5 14.0 60 8.5 27.0 40 2.5 18.0 70 10.0 28.0 50 4.0 18.0 60 5.0 22.0 70 6.0 25.0 TABLE-5 TABLE-6 Grade: 1: 125 Compensated Grade: 1: 125 Compensated Load: 58BOXN (CC+6), 5062T Load: 58BOXN (CC+6+2), 5178T Max.length Max.length Attacking which Exit Attacking which Exit Speed(KMPH) can be Speed Speed(KMPH) can be Speed negotiated (KMPH) negotiated (KMPH) (Km.) (Km.) 20 0.5 12.0 20 NR -- 30 1.0 18.0 30 0.75 21.0 40 2.0 19.0 40 1.5 25.0 50 3.0 23.0 50 2.5 28.0 60 4.0 26.0 60 3.5 30.0 70 5.0 27.0 70 4.5 31.0 63

LOCO INSPECTORS COURSE MATERIAL TABLE-7 TABLE-8 Grade: 1: 125 Compensated Grade: 1: 125 Compensated Load: 58BOXN (CC+10), 5294T Load: 59BOXN+1BV (CC+6), 5164T Max.length Max.length Attacking which Exit Attacking which Exit Speed(KMPH) can be Speed Speed(KMPH) can be Speed negotiated (KMPH) negotiated (KMPH) (Km.) (Km.) 20 NR* -- 20 NR* -- 30 0.75 20.5 30 0.75 21.0 40 1.5 24.0 40 1.5 25.0 50 2.5 26.0 50 2.5 28.0 60 3.5 28.0 60 3.5 30.0 70 4.5 29.0 70 4.5 31.0 TABLE-9 TABLE-10 Grade: 1: 125 Compensated Grade: 1: 125 Compensated Load: 59BOXN+1BV (CC+6+2), 5282T Load: 59BOXN+1BV (CC+10), 5400T Attacking Max.length which Exit Max.length Speed(KMPH) can be negotiated Speed (KMPH) Attacking which Exit (Km.) Speed(KMPH) can be Speed negotiated (KMPH) 20 NR* -- 30 0.75 20.5 (Km.) 40 1.5 24.0 20 NR* -- 50 2.5 26.0 30 0.75 20.0 60 3.5 28.0 40 1.5 23.0 70 4.5 29.0 50 2.5 24.0 60 3.5 26.0 70 4.5 27.0 TABLE-11 TABLE-12 Grade: 1: 80 Compensated Grade: 1: 80 Compensated Load: 40BCN , 3300T Load: 40BCN (CC+6), 3491T Attacking Max.length which Exit Max.length Speed(KMPH) can be negotiated Speed (KMPH) Attacking which Exit (Km.) Speed(KMPH) can be Speed negotiated (KMPH) 20 NR* -- 30 0.75 17.0 (Km.) 40 1.0 27.0 20 NR* -- 50 2.0 25.0 30 0.75 14.0 60 2.5 31.0 40 1.0 24.5 70 3.0 35.0 50 2.0 19.5 60 2.5 26.5 70 3.0 31.0 64

LOCO INSPECTORS COURSE MATERIAL TABLE-13 Grade: 1: 80 Compensated TABLE-14 Load: 40BCN (CC+6+2), 3571T Grade: 1: 80 Compensated Attacking Max.length which Exit Load: 41BCN+1BV (CC+6), 3593T Speed(KMPH) can be negotiated Speed Attacking Max.length Exit (Km.) (KMPH) Speed(KMPH) which Speed 20 NR* -- can be (KMPH) 30 0.75 13.0 negotiated 40 1.0 23.5 (Km.) 50 2.0 17.5 20 NR* -- 60 2.5 24.5 30 0.75 12.0 70 3.0 29.5 40 1.0 23.0 50 2.0 17.0 60 2.5 24.0 70 3.0 29.0 TABLE-15 TABLE-16 Grade: 1: 80 Compensated Grade: 1: 80 Compensated Load: 41BCN+1BV (CC+6+2), 3675T Load: 41BCN+1BV (CC+10), 3757T Attacking Max.length which Exit Max.length Speed(KMP can be negotiated Speed Attacking which Exit Speed(KMPH) can be Speed H) (Km.) (KMPH) negotiated (KMPH) 20 NR* -- (Km.) 30 0.5 20.0 20 NR* -- 40 1.0 22.0 30 0.5 19.0 50 1.5 27.0 40 1.0 21.0 60 2.0 32.0 50 1.5 26.0 70 2.5 36.0 60 2.0 31.0 70 2.5 35.0 TABLE-17 TABLE-18 Grade: 1: 80 Compensated Grade: 1: 80 Compensated Load: 48BTPN (CC), 4000T Load: 58BOXN (CC), 4714T Attacking Max.length which Exit Max.length Speed(KMP can be negotiated Speed Attacking which Exit Speed(KMPH) can be Speed H) (Km.) (KMPH) negotiated (KMPH) 20 NR* -- 30 0.5 18.0 (Km.) 40 1.0 18.0 20 NR* -- 50 1.5 23.0 30 0.5 13.0 60 2.0 27.5 40 0.75 21.0 70 2.5 31.5 50 1.0 30.0 60 1.5 32.5 70 2.0 35.0 65

LOCO INSPECTORS COURSE MATERIAL TABLE-19 TABLE-20 Grade: 1: 80 Compensated Grade: 1: 80 Compensated Load: 58BOXN (CC+6), 5062T Load: 58BOXN (CC+6+2), 5178T Attacking Max.length which Exit Max.length Speed(KMPH) can be negotiated Speed (KMPH) Attacking which Exit (Km.) Speed(KMPH) can be Speed negotiated (KMPH) 20 NR* -- 30 NR* -- (Km.) 40 0.75 18.0 20 NR* -- 50 1.0 27.5 30 NR* -- 60 1.5 28.5 40 0.75 18.5 70 2.0 30.5 50 1.0 27.75 60 1.5 29.0 70 2.0 31.0 TABLE-21 TABLE-22 Grade: 1: 80 Compensated Grade: 1: 80 Compensated Load: 58BOXN (CC+10), 5294T Load: 59BOXN+1BV (CC+6), 5164T Attacking Max.length which Exit Max.length Speed(KMP can be negotiated Speed Attacking which Exit Speed(KMPH) can be Speed H) (Km.) (KMPH) negotiated (KMPH) 20 NR* -- (Km.) 30 NR* -- 20 NR* -- 40 0.75 18.0 30 NR* -- 50 1.0 27.25 40 0.75 18.5 60 1.5 28.5 50 1.0 27.75 70 2.0 30.5 60 1.5 29.0 70 2.0 31.0 TABLE-23 TABLE-24 Grade: 1: 80 Compensated Grade: 1: 80 Compensated Load: 59BOXN+1BV (CC+6+2), 5282T Load: 59BOXN+1BV (CC+10), 5400T Attacking Max.length which Exit Max.length Speed(KM can be negotiated Speed Attacking which Exit Speed(KMPH) can be Speed PH) (Km.) (KMPH) negotiated (KMPH) 20 NR* -- 30 NR* -- (Km.) 40 0.75 18.0 20 NR* -- 50 1.0 27.25 30 NR* -- 60 1.5 28.5 40 0.75 17.25 70 2.0 30.5 50 1.0 26.5 60 1.5 27.75 70 2.0 29.75 66

LOCO INSPECTORS COURSE MATERIAL ANNEXURE III Negotiable length of stretches on various rising gradients with single WAG7 loco TABLE-1 TABLE-2 Grade: 1:200 Compensated Load: 59BOXN+1BV (CC+6), 5164T Max.length Exit Grade: 1:200 Compensated which Speed Load: 59BOXN+1BV (CC+6+2), 5282T can be (KMPH) Attacking Attacking Max.length which Exit Speed(KMPH) negotiated 19.0 Speed(KMPH) can be negotiated Speed (Km.) 26.0 (KMPH) 20 3.5 33.0 (Km.) 30 5.0 37.5 40 6.0 40.0 20 3.0 17.5 50 7.0 40.0 60 8.5 30 4.5 24.0 70 9.0 40 5.5 31.5 50 6.5 36.5 60 8.0 37.5 70 8.5 40.0 TABLE-3 Grade: 1:200 Compensated Load: 59BOXN+1BV (CC+10), 5400T TABLE-4 Max.length Grade: 1:150 Compensated Attacking which Exit Load: 41BCN+1BV (CC+6+2), 3675T Speed(KMPH) can be Speed negotiated (KMPH) Attacking Max.length which Exit Speed(KMPH) can be negotiated Speed (Km.) (KMPH) (Km.) 20 2.5 16.0 20 4.0 20.0 30 4.0 22.0 30 8.0 30.0 40 5.0 30. 40 8.5 40.0 50 6.0 35.5 50 9.0 42.0 60 7.5 37.0 60 9.5 43.0 70 8.0 39.5 70 10.0 43.5 TABLE-5 TABLE-6 Grade: 1:150 Compensated Grade: 1:150 Compensated Load: 41BCN+1BV (CC+10), 3757T Load: 59BOXN+1BV (CC+6), 5164T Attacking Max.length Exit Attacking Max.length which Exit Speed(KMPH) can be negotiated Speed Speed(KMPH) which Speed (KMPH) (Km.) can be (KMPH) negotiated 20 NR -- (Km.) 30 1.0 22.0 20 4.0 20.0 40 2.0 26.5 30 6.0 30.0 50 3.0 30.0 40 8.0 40.0 60 3.5 36.0 50 8.5 41.0 70 4.75 34.0 60 9.0 42.0 70 10.0 42.5 67

LOCO INSPECTORS COURSE MATERIAL TABLE-7 TABLE-8 Grade: 1:150 Compensated Grade: 1:150 Compensated Load: 59BOXN+1BV (CC+6+2), 5282T Load: 59BOXN+1BV (CC+10), 5400T Attacking Max.length which Exit Attacking Max.length which Exit Speed(KMPH) can be negotiated Speed Speed(KMPH) can be negotiated Speed (KMPH) (KMPH) (Km.) (Km.) 20 NR* -- 20 NR* -- 30 1.0 21.5 30 1.0 21.0 40 2.0 25.5 40 1.5 29.0 50 2.5 33.0 50 2.5 32.0 60 3.5 35.0 60 3.5 33.5 70 4.5 36.0 70 4.5 34.5 TABLE-9 TABLE-10 Grade: 1:100 Compensated Grade: 1:100 Compensated Load: 41BCN+1BV (CC+6), 3593T Load: 41BCN+1BV (CC+6+2), 3675T Attacking Max.length which Exit Attacking Max.length which Exit Speed(KMPH) can be negotiated Speed Speed(KMPH) can be negotiated Speed (KMPH) (KMPH) (Km.) (Km.) 20 0.5 12.0 20 0.5 11.5 30 0.75 21.5 30 0.75 21.0 40 1.25 28.0 40 1.25 27.0 50 2.0 31.5 50 2.0 30.5 60 2.75 33.5 60 2.75 32.0 70 3.5 35.0 70 3.5 33.5 TABLE-11 TABLE-12 Grade: 1:100 Compensated Grade: 1:100 Compensated Load: 41BCN+1BV (CC+10), 3757T Load: 59BOXN+1BV (CC+6), 5164T Attacking Max.length which Exit Attacking Max.length which Exit Speed(KMPH) can be negotiated Speed Speed(KMPH) can be negotiated Speed (KMPH) (KMPH) (Km.) (Km.) 20 NR* -- 20 NR* -- 30 0.75 20.0 30 0.5 18.0 40 1.25 26.0 40 0.75 26.5 50 2.0 29.0 50 1.25 29.75 60 2.5 34.0 60 1.75 33.0 70 3.0 38.0 70 2.0 40.5 68

LOCO INSPECTORS COURSE MATERIAL TABLE-13 Grade: 1:100 Compensated TABLE-14 Load: 59BOXN+1BV (CC+6+2), 5282T Grade: 1:100 Compensated Max.length Load: 59BOXN+1BV (CC+10), 5400T Attacking which Exit Attacking Max.length which Exit Speed(KMPH) can be Speed Speed(KMPH) can be negotiated Speed negotiated (KMPH) (KMPH) (Km.) (Km.) 20 NR* -- 20 NR* -- 30 0.5 17.0 30 0.5 17.5 40 0.75 25.5 40 0.75 26.0 50 1.25 28.0 50 1.25 28.75 60 1.75 31.5 60 1.75 32.0 70 2.0 39.5 70 2.0 40.0 EMERGENCY BRAKING DISTANCE The distance travelled by the train after shutting off power and an emergent application of brakes i.e., when brakes are applied suddenly is called emergency braking distance (EBD). Normal braking distance: The distance travelled by a train after a normal or service application of brakes by shutting off power and the gradual application of brakes is called normal braking distance (NBD). Conditions for testing of EBD: On level Section: 1. Brake power should be 100 % on coaching or goods trains. 2. Load of the trains should be maximum permissible for the section. 3. Run at the maximum permissible speed of the train where permitted. 4. Apply A-9 handle to emergency and note the KM No. and time. 5. Do not press PVEF and DV should not be isolated. 6. Note the place of stopping KM No. and time. On 1/400 UP Gradient and on 1/200 DOWN Gradient: Conduct similar test as above. Calculation of EBD: EBD of the train = Sum distance travelled in meters of level, 1/400 Up and 1/200 Down gradients ---------------------------------------------------------------------------------------------- 3 Panto entanglement- When any broken part of pantograph comes contact in between over head lines or vice versa causes Panto entanglement causes: 1. OHE defects 2. Pantograph defects 3. Track defective 4. Miscellaneous 1. OHE defects: a. Damaged insulators, cantilever tubes, jumpers and droppers b. Improper adjustment of OHE at turnouts & curves c. If ATD drum is not moving properly. d. Contact wire defective. 69

LOCO INSPECTORS COURSE MATERIAL 2. Panto defects: a.Spring box failure b. Improper static force of panto on OHE c.Missing pins and fasteners of parts d. Improper leveling of panto pan 3. Miscellaneous defects: A. Storm B. Bird hitting C. Tree branches / foreign material on OHE/ theft of OHE contact/catenary wire Duties of Loco pilot during panto entanglement: 1. When LP came to know about panto entanglement, immediately he has to keep ZPT in ‗0‘ 2. If panto is fully lowered, coast the train and stop at convenient place. 3. If panto is not lowered and damaging the OHE, stop the train immediately 4. Inform to TPC for arranging of OHE breakdown staff. PRECUTIONS TO AVOID PANTO ENTANGLEMENT I) In shed Before taking out loco from shed ensure that both PTs are in service. The pantograph is raising in three stages from both cabs ER pressure is not dropping on raising the pantograph. Check the pantograph visually without climbing on roof. Do not raise the Panto and close DJ at low pressure. II) On run Check the panto in curves for lateral oscillation and other abnormality.(Refer ACTM Volume –III para 30604) Check the panto of loco of the train coming from opposite side and inform to the LP On Walkie-Talkie if any abnormality noticed and also inform to TLC/TPC. (Refer ACTM Volume –III para 30604) Negotiation of PT caution order with correct procedure. If OHE is tripping or panto flashing change the panto and if both panto flashing keep the Panto lowered and inform to TPC/TLC through emergency telephone /CUG and ask for assisting engine. Keep sharp watch on OHE without interfering with their primary duties. If any defect in OHE is seen, lower the panto immediately and if damages are minor, stop at next station without clearing the section and inform to TPC/TLC and if damages are more, stop the train immediately and inform to TPC/TLC. If damages are notice on opposite track stop the train protect the spot and inform to TPC On emergency telephone /CUG or at next station (refer ACTM VOL II (para-I) para-20816). If DJ is tripped and ALP went in rear cab to check relay target don’t instruct him to close the DJ from rear cab if reaching to the N/S and it has closed the DJ in N/S zone put OFF the BLDJ switch. III) Action to be taken in case of OHE break down (PT entangled) 1. if the pantograph is entangled stop the train immediately. Do not try to raise the other Panto and inform the TPC from the section for tower wagon and instruction. 2. Try to preserve the clues such as hitting of foreign body, kite string bird hitting etc. 3. Keep the panto pan in self custody till the LI comes to site. 4. Record following details: I. OHE voltage II. OHE tripping time III. Time at which train stopped IV. Time at which information given to control V. Tower wagon arrival time VI. Time at which power block taken VII. Time at which work completed VIII. Time at which section cleared IX . If any panto is isolated close its isolating cock X . Ensure the securing of the pantograph 70

LOCO INSPECTORS COURSE MATERIAL DATA OF OHE DURING JOINT EXAMINATION S.No Item Standard value 1. Location 2. Height of contact wire of main line above rail level 4.8 to 5.6±0.02 meters 3. Height of contact wire of turn out/cross-over above 50 mm above main line rail level 4. Stagger of contact wire of main line 200 mm 5. Stagger of contact wire of turn out/cross-over 300 mm 6. Length of steady arm holding main line contact wire i)0.75 M ii)0.95 M iii)1.15 Length of steady arm holding turnout and cross- M over contact wire 1.35 M 7. Position of registration tube and register arm Horizontal and no dropper clip displacement 8. Track separation at obligatory point 150 mm to 700 mm 9. Position at which horn of pantograph jumped above Should not jump contact wire 10. Vertical height of steady arm clamp from register 250 mm to 300 mm arm 11. Hitting marks on the steady /registration arm tube, PG clamps dropper, contact wire, dropper clip, splices and jumpers if any. 12. Condition of cracked or broken OHE fitting, Check whether the crack is old or fresh 13. Check free vertical movement of the steady arm Free movement 14. Dia.of contact wire 12.24 mm: New 8.25 mm: Cond (on M/L) Cross sectional area 8.0 mm in siding 74 mm2 15. Out of Plumb mast 3 to 5 (keep under observation) Note: Above observation will be on every mast within atleast 500 meters in the rear of location of the PT entanglement. Signature of Signature of Signature of Loco inspector Shed supervisor OHE supervisor 71

LOCO INSPECTORS COURSE MATERIAL DATA OF PANTOGRAPH DURING JOINT EXAMINATION OF AC LOCO I. Date: II. Loco No. Type III. Base: Name of Loco pilot/ALP: HQ: IV. Section : V. Nearest location Mast No. Where PT entangled Schedule: Done Date Place Due Date Last Major Sch: Home Shed: Value at Site PT-1 PT-2 Last Minor Sch: Home Shed: Last Trip Sch: ITEM Standard Value Thickness of metalized strip new 24+1 m Condemn 3.5 mm With of strip 33+0.6 mm Groove on strip No groove Edge of strip Sharp /Chamfered Varying strip joints Smooth /rough Copper deposit on strip Yes /No Main spring breakage No damage / no crack / availability Of fastener Articulation System No bent or damage Raising time 6-10 Sec Lowering time 10 Sec Min. Working pressure 4.5 kg/cm2 Pressure at which panto start to 3.5 kg/cm2 lower Static pressure 07 kg/cm2 Raising of panto in steps 03 steps Plunger movement Transverse flexibility of Panto pan 36+mm Bow plunger Free movement and properly lubricated Cross member of span Should not have any bend Horizontality of panto pan Pan must remain horizontal when it is raised to full height of 1.5 meter Thickness difference of strips No. Damages/ Loose connections/ between Deficiencies Two ends Insulator No Flash Mark/no crack Signature of Signature of Signature of Loco Inspector Shed Supervisor OHE Supervisor 72

LOCO INSPECTORS COURSE MATERIAL INVESTIGATION OF PANTO GRAPH ENTANGLEMENT Loco. No: Section: Km No. Date: Train No. Time of Incident: Loco Pilot: Guard: Asst. Loco Pilot: HQ: Load: HQ: SL PROBLEMS CAUSES Remarks 01. Defect In OHE 1. Improper Adjustments of Turnouts and Crossovers and Staggers and Height. 2. Malfunctioning Of ATD 3. Failure of OHE Components i.e. Insulators Dropper, Parting Of Contact Wire, etc. 02. Defects In 1. Improper pressure on OHE. Pantograph 2. Worn out wearing strip. 3. Split pin missing. 4. Copper shunt broken/missing. 5. Improper lubrication. 6. Cracks on plunger, balancing rod/articulation tube etc. 7. Improper levelling of Panto. 8. Excessive push up of OHE due to multiple locos working on higher speed. 9. Securing of damaged Panto. 03. Improper Track 1. Improper cushion of track. Maintenance. 2. Improper maintained of track level. 3. Improper alignment. 04. Breakage of 1. Loco going beyond stop limit board and Panto and 9 damaging both Panto and 9 tonne Tonne insulator. insulator. 05. Loco crew 1. Closing of loco circuit breaker on low related problems pressure. 2. Non-observation of Neutral section, non observation of OHE, caution orders especially at SP‘s&FP‘s. 06. External causes 1. Storm 2. Bird hitting 3. Tree branches/foreign materials on OHE. 4. Theft. 73

LOCO INSPECTORS COURSE MATERIAL CHAPTER IV PERMANENT WAY (ENGINEERING) TRACK GEOMETRY The track parameters which constitute the track geometry are as under:-  ALIGNMENT  LONGITUDINAL UNEVENNESS  GAUGE  CROSS LEVEL  TWIST In simple terms, the rail tables and the gauge faces of the two rails form the track geometry. Precisely, track geometry is defined through the geometry of vertical profile as well as the lateral profile of the running surfaces on individual rails. By design, vertical profile is fixed through the track gradients (as reflected on Longitudinal Sections) and through the super elevation or cross level. The lateral profile is fixed by the extent of straight and curved alignments and by track gauge. The profiles of running surfaces form the basic data for construction of railway line. However, during subsequent maintenance, track geometry is measured through variations of the above profiles with respect to the original design profiles. The reason is that once the track is laid to certain design standards, the disturbances caused to the track, both in vertical and lateral profiles, are not significant and are measured through track geometry variations parameters. Track geometry can be measured on the spot by using equipments like gauge-cum-level, nylon cord, stepped gauge and scale. For high speed operations on Indian Railways based on trials conducted by RDSO and as reported in their Report C&M Vol.I, the categories of track as follows: Broad Gauge Unevenness Twist Alignment Gauge Category (chord3.6 m) (chord3.6 m) (chord7.2 m) (mm) (mm) (mm/m) (mm) A 0-6 0-5 0-3 0 - ± 3 B 6-10 5-7.5 3-5 ± 3 - ± 6 C 10-15 7.5-10 >5 >±6 D >15 >10 -- -- 10 peaks exceeding the outer limit of an irregularity under each category is allowed in one km Length of track. If more than 10 peaks in one km cross the outer limits of ‗A‘ category, the km is classified as ‗B‘ and so on. The categorization of track geometry under different parameters represents only the general state of health of track. The irregularity in track geometry contributes to rough riding or derailment in conjunction with suspension characteristic of the rolling stock and speed. Class 1 track The maximum allowable operating The maximum allowable Class 2 track speed for freight trains is operating speed for passenger Class 3 track 15 mph (24trkaimns/h)is Class 4 track 10 mph (16 km/h) 30 mph (48 km/h) Class 5 track 25 mph (40 km/h) 60 mph (96 km/h) Class 6 track 40 mph (64 km/h) 80 mph (128 km/h) 60 mph (96 km/h) 90 mph (144 km/h) 80 mph (128 km/h) 110 mph (176 km/h) 110 mph (176 km/h) 74

LOCO INSPECTORS COURSE MATERIAL Track Laying Standards- As a good practice, the following laying standards of track geometry measured in floating condition during primary renewals for Broad Gauge and Metre Gauge should be achieved (Track laid with new materials). The track geometry will be recorded three months after the speed is raised to normal. a) Gauge Sleeper to sleeper variation 2 mm b) Expansion Over average gap worked out by recording 20 ± 2 mm gap successive gaps not permitted c) Joints Low joints High joints not more than ± 2 mm Squareness of joints on straight ± 10mm d) Spacing of With respect to theoretical spacing ± 20 mm sleepers To be recorded on every 4th sleeper ± 3 mm e) Cross level f) Alignment On straight on 10 M chord ± 2 mm 'On curves of Radius more than 600 M on 20 M 5 Mm chord Variation over theoretical versines 'On curves of Radius less than 600 M on 20 M 10 mm chord Variation over theoretical versines g) Longitudinal Variation in longitudinal level with reference to 50mm level approved longitudinal sections TRACK DEFECTS - These can be roughly categorized into the following: - Failure or defects in various components of the track (including formation) - Nature and magnitude of irregularities in track geometry - Defects concerning special track features e.g. curves, points and crossings, bridge approaches, FAILURE OF FORMATION  This feature is obvious and would not need any elaboration.  Sudden subsidence of embankment, slope or base failure, slips, etc. are well known examples of formation failures which could cause a derailment.  Other subtle formation failures e.g. ballast puncturing into the formation soil and forming ballast pockets, settlement of formation top accompanied by cess heave, mud- pumping conditions, problems in formation of expansive soils e.g. black cotton soil, etc. are gradual processes which do not affect safety directly but only through effect on track geometry, retentively of which is reduced appreciably, needing more frequent attention. 75

LOCO INSPECTORS COURSE MATERIAL FAILURE OF BALLAST Ballast performs a vital role in the track structure and could be aptly called the ‗muscle‘ of the track. It absorbs noise, shocks, vibrations and energy, distributes load over the formation, ensures provision of a well drained support, provides a convenient means of bringing up the track geometry, and most important of all, contributes overwhelmingly to the lateral and longitudinal strength of the track (roughly 55 to 70% of the lateral strength of the track respect of factors, which affect the lateral and longitudinal ballast resistance.) Lateral resistance is essential for ensuring safety against track distortion and buckling. Longitudinal resistance, if reduced, increases creep in fish plated track (which could lead to jamming of joints and lateral buckling of track) and increases the breathing length in long welded track and hence the rail end movements at the switch expansion joint Factors which affect the ballast resistance are:  Ballast material  Size  Shape of ballast particle  Ballast profile  State of consolidation  Type of sleeper a(cm) b(cm) c(cm) Wooden sleepers 90 0 90 100% (reference value) 120 0 120 102.6%(reference value) 90 10 105 130.7% (reference value) 120 10 135 149.2% (reference value) Effect of deep screening (Para 238. Of IRPWM Deep screening of Ballast) As deep screening loosens up ballast in the cushion also, the loss in ballast resistance is substantial. It is for this reason that speed restriction is imposed after deep screening and the same is relaxed in stages to match with the gradual build up of strength under traffic. Failure of rails and fittings: Rails may crack/fail due to inherent defects, fatigue, corrosion etc. Derailments due to fractured rails can be avoided by detecting the fracture in time. The fractures are generally detected on time by P.Way men (by Key man, P.Way gang, supervisors, inspectors or USFD testing etc.) In recent times, rail welds (especially Thermit welds) are also failing due to defective manufacture/fatigue. Also fittings such as fishplates, keys, cotters etc do play an important part and their failure is a sign of negligence in maintenance and supervision. 76

LOCO INSPECTORS COURSE MATERIAL FAILURE OF RAILS Two aspects is important: Feature as a contributory cause of derailment is obvious, unless the failure or fracture is as a result of the derailment (latter can be established by examination of the fractured surface. If the failure or fracture is as a result of the derailment; the entire surface of fracture will show a brittle failure, whereas, if the crack exited prior to derailment, a relatively polished fatigue zone will be evident). With regard to the aspect of wear, the wear can be:  Vertical  lateral  angular The permissible limits for the above types of wear are given in Table Fig. Rail wear-vertical, lateral and angular Table Limits of Rail wear Vertical wear Gauge Rail section Vertical Wear (mm) B.G. 60kg/m 13.00 52 kg/m 8.00 90 R 5.00 (N.B. Vertical wear is measured at center line of rail) Lateral wear section Gauge Category of Track Limit of Lateral wear (mm) Curves B.G. Group ‗A‘ & ‗B‘ routes 8 Straight B.G. 10 Group ‗C‘ & ‗D‘ routes 6 Group ‗A‘ & ‗B‘ routes 8 Group ‗C‘ & ‗D‘ routes (N.B. Lateral wear is measured at 13 to 15 mm below the rail top table.) The profile is taken at the point of mount. If the point of mount is very close to the fish-plate joint, the profile can be taken at that joint of the rail. 77

LOCO INSPECTORS COURSE MATERIAL 1. Check the profile of the rail at POM and record the same with suitable profile recorder or lead strip. 2. Use of lead strip will give better scope for recording the head along with web of rail. This will help in better comparison of the rail profile with standard rail profile. 3. Compare the profile with standard profile and find the extent of wear. 4. Rails prescribed for the section should be used and rails of lesser capacity should not be used. STANDARD RAILS Rail Section Wt/M Area Of DIMENSIONS IN mm. (in kg) section mm2 A B C D E F 60 kg UIC 60.34 7686 172 150 74.3 16.5 51 31.5 52 kg 51.89 6615 156 136 67 15.5 51 29 90 R 44.61 5895 142.9 136.5 66.7 13.9 43.7 20.6 75 R 37.13 4737 128.6 122.2 61.9 13.1 39.7 18.7 60 R 29.76 3800 114.3 109.5 57.2 11.1 35.7 16.7 50 R 24.80 3168 104.8 100 52.4 9.9 32.9 15.1 5. In case of rail fracture/weld failure, verify whether the rail/weld is due for testing. 6. Check whether the top edge of the rail head is chamfered at the fracture. 7. This will indicate fracture existing prior to derailment. 8. Inspect the broken surfaces for nature of breakage, presence of air pockets, old flaw etc, and record the same. 9. When the derailment is due to rail fracture, and a number of wheels pass over the breakage, the broken edge will get chamfered at the corner of the table. 10. Inspect the broken surfaces for nature of breakage, presence of air pockets, old flaw etc, and record the same. 11. When rail fractures, one end of the breakage will go down, depending upon the distance of the broken edge from the edge of sleeper. 12. The wheels will generally float over the rails due to the difference in heights of the broken edges and derail. POM will not be available in such cases. 13. In some cases, the longitudinal alignment of the rails also will get disturbed, leading to wheels dropping inside the track. 14. In all cases, arrange to secure the broken rails, cover the broken edges properly to protect from weather, make proper identification marks to prevent tampering and send the rails for metallurgical analysis, in consultation with enquiry. 78

LOCO INSPECTORS COURSE MATERIAL Long Welded Rail (LWR) is a welded rail, the central part of which does not undergo any longitudinal movement due to temperature variations. A length greater than 250metre on Broad Gauge (BG) and 500 metre on Metre Gauge (MG) will normally function as LWR. Continuous Welded Rail (CWR) is an LWR, Distressing of which may be required to be carried out in parts. Maximum length of CWR under Indian conditions shall normally be restricted to one block section.Short welded rail (SWR) is a welded rail, which contracts and expands throughout its length. Notes: Normally the length of SWR is 3 ´ 13 metre for BG and 3 ´ 12 metre for MG. Provisions for laying and maintenance of SWR are contained in chapter V part B of IRPWM. The three categories of defects shall be marked in the field, on the rails, as follows: S.No. Classification Painting on both faces of web 1. I.M.R Red - 3 stars 2. R.E.M. Red - 2 stars 3. O.B.S. Red - 1 star 4. OBS (B) Red - 1 star 5. Other OBS Red - 1 star 79

LOCO INSPECTORS COURSE MATERIAL ClassificatiS. Action required to be Speed restriction etc. to be imposed if action on ofdefects under column (3) is delayed. taken No. 1. IMR Immediate replacement Impose 30 km/h and depute watchman till (not later than 3 days) defective part replaced. 2. REM Replace within 15 days Impose 30 km/h if not replaced within 15 3. OBS(E) Replace or end crop days. Impose 30 km/h if not replaced within 15 within 15 days days. 4. OBS(B) Replace within 15 days Impose 30 km/h if not replaced within 15 days. CHECK RAILS ON CURVES As one of the measures against derailment proneness on sharp curves check rails are at times provided. Check rail clearance = Track gauge* - (wheel gauge + flange thickness) + allowance for angularity of axle (*N.B.: This is the gauge actually provided i.e. including any gauge widening). Taking an example on B.G. New flange thickness = 28.5 mm Thickness of thin flange = 16 mm Assume average flange thickness = 22 mm Track gauge (assuming 6 mm gauge widening) = 1676+6 = 1682 mm Wheel gauge = 1600 mm Check Rail clearance = 1682– (1600+22) = 1682-1622 = 60 mm Allowing 4 mm for angularity of axle, Check rail clearance works out to= 64 mm, say 65 mm. Now, when a wheel with flange thickness more than 22 mm negotiates the curve, only the outer rail will bear the guiding forces and the check rail will not come into play at all. When flange thickness is less than 22 mm, only the check rail will guide the wheel set and outer rail will develop no flange force. In other words, there is no sharing of forces and it will be either the outer rail or the check rail which will guide the wheel set. 80

LOCO INSPECTORS COURSE MATERIAL FASTENINGS 1. The various components which hold the rails firmly in the ballast are called fastenings. Thus, the sleepers, the fitting which hold the rails on the sleepers etc. can be classified as fastenings. 2. The stability of the track depends on the condition of fastenings. Deficient or improper fastening will lead to destabilization of track, ultimately causing buckling or gauge widening. 3. Condition of fastenings is recorded simultaneously with gauge and cross levels and filled in the remarks column. The remarks column can be divided into four sub-columns for convenience of entering the details of LH and RH rails, outside and inside. 81

LOCO INSPECTORS COURSE MATERIAL IRPWM 2003, Para 224. (b) Examination of Rails, Sleepers and Fastenings: i . Rails should be examined, the underside for corrosion, the ends for cracks, the head for top and side wear, rail joints for wear on the fishing planes and fish bolts for tightness. If rails on curves wear at an unusually rapid rate, lubrication of the gauge face should be done. Rust and dust must be removed from the corroded rails by using wire brushes; Kinks in rails should be removed by Jim crowing. ii. Sleepers should be inspected for their condition and soundness particularly at the rail seats. In case of wooden sleepers, plate screws, spikes and fang-bolts should be examined for their firm grip. Sleepers should be checked for split and decay. iii. In case of cast iron sleepers, the condition and firmness of cotters and keys should be examined. Loose keys should be tightened by providing liners or replaced by appropriate oversized keys. In the case of wear in the rail seat of CST-9 plates, suitable pad/ saddle plates may be provided. Fastenings and fittings should be examined to ensure that they are in good order, appropriately tightened so that they firmly hold the rails. Broken ones should be replaced immediately. Defective Gauge Irregular Gauge leads to excessive sinusoidal motion of vehicle leading to irregular angle of attack of wheels with rails. A certain amount of wheel play is normally allowed (e.g. 19 mm on BG) which afford the riding comfort along with safety for new rails/ wheels However when wheels wear out and with worn rails, this play may become excessive, leading to a phenomenon called ―hunting‖. In terms of Para 224 of IRPWM, it is desirable to keep uniform gauge over long stretches depending on the age and condition of rails, sleepers and fastenings. The recommended values of tolerances for such a uniform gauge are as follows: Gauge must be within the limits as per the following table: Class of track The gauge must be at least But not more than 1 2 and 3 4‘8‖ (12 mm tight) 4‘10‖ (38 mm slack) 4 and 5 4‘8‖ (12 mm tight) 4‘9¼‖ (32 mm slack) 6 4‘8‖ (12 mm tight) 4‘9½‖ (25 mm slack) 4‘8‖ (12 mm tight) 4‘9¼‖ (20 mm slack) Spread of Gauge Due to slack/missing fittings, wear at rail seat of sleepers etc., especially in case of LWR/CWR track in the summer time. GAUGE MEASUREMENT 1. Shortest distance between the inner faces of the two rails. 2. Measured with equipment called ―Gauge- cum- level‖ instrument. 3. Consists of one fixed lug and one adjustable, spring-loaded lug and one adjustable, spring-loaded lug. 82

LOCO INSPECTORS COURSE MATERIAL 4. The spring-loaded lug can be arrested by tightening a screw provided for the purpose. 5. The distance between two outer edges of the lugs can be read from a dial provided on the gauge. 6. The dial shows readings from –10 mm to + 20 mm of the standard gauge of 1676 mm for BG and 1000 mm for MG. 7. Tight gauge i.e.0 to –10 mm is shown in red back ground or red markings. Slack gauge is shown in white back ground with black markings. 83

LOCO INSPECTORS COURSE MATERIAL 8. While taking the readings, stand facing the direction of movement of the derailed train. This is to ensure that the indication of left and right in the recordings are with reference to the direction of travel of the train. 9. After applying the gauge between the faces of the two rails, keep the fixed lug firm against the rail and slightly swivel the other lug. The least reading gives the correct gauge at the location. 10. Make sure that both the lugs are in contact with the gauge faces of the rails. 11. When gauge is widened beyond 20 mm, the gauge will show only +20 mm, but the lugs will not be in contact with the gauge faces of the rails. Measure the gap between the lug and the gauge face of the rail using a taper gauge, foot rule or steel tape as required and add the same to the +20 mm shown by the gauge. 12. If the gauge is excessively widened, the gauge cannot be applied. In such cases, measure the distance between the gauge faces of the two rails with a steel tape. The measurement should be recorded at a height of 13 mm from the table of the rails. 13. Due to deficiency or slackness of fastenings, the rails tend to shift laterally on the sleepers. Record the extent of lateral movement of the rails by measuring the polished marks on the sleeper, outside the foot of the rail on both left and right rails. 14. Measure the vertical clearance between the foot of the rail and the fastening on both rails. This will help to calculate the extent of tilt that the rail can develop during the movement of the train. This should be added to the gauge readings to arrive at the maximum possible widening of the gauge which can lead to dropping of the wheel inside the track. 15. Wheel derailing inside the track will develop grazing mark on the outer rim, due to rubbing against the gauge face of the rail. 16. Tabulate the readings as per table given. 84

LOCO INSPECTORS COURSE MATERIAL  Measurements recorded at Km……..&…..between……. &…….on…..in connection with to Train no……..  POM is on the—rail, at a distance of---meters from the OHE mast no---and same taken as‖0‖ station Sleeper Sleeper Gauge in mm Cross level in mm Remarks No. Stn Spacing Free Under Left Right In cm Load Free Under Inside Outside Inside Outside Load 01 - + 5 + 7 6 RL 9 RL -1 2 68 + 5 + 8 4 RL 4 RL -2 3 71 + 4 + 5 3 RL C -3 4 64 + 4 + 7 2 RL 1 LL -4 5 69 + 5 + 5 C 4 LL -5 6 68 + 5 + 7 3 LL 7 LL -6 7 69 + 3 + 6 6 LL 9 LL -7 8 70 + 5 + 5 7 LL 11 LL -8 9 70 + 3 + 3 6 LL 7 LL - 9 10 70 + 5 + 7 6 LL 2 LL - 10 11 69 + 5 + 5 7 LL 7 LL - 11 12 68 + 5 + 9 5 LL 2 LL - 12 13 69 + 5 + 7 6 LL 6 LL - 13 14 70 + 4 + 4 6 LL 4 LL (i) Preservation of gauge is an important part of track maintenance, especially through points and crossings. (ii) For good riding, the basic requirement is uniform gauge over a continuous stretch of track and such gauge should be allowed to continue so long as it is within the permissible limits of tightness or slackness. (iii)The track gauge should be held firm with one lug against the base rail and the other end being swiveled over the opposite rails. (iv)The tightest position obtained determines the correct point to test the gauge. The gauge should not be forced as that causes considerable wear on the gauge lug. (v) While it is desirable to maintain correct gauge, where due to age and condition of the sleepers, it is not possible to maintain correct gauge, it is good practice to work within the following tolerances of gauge, provided generally uniform gauge can be maintained over long lengths. BROAD GAUGE: a) On straight - 6 mm to + 6 mm b) On curves with radius 350 m or more - 6 mm to + 15 mm c) On curves with radius less than 350 m - Up to + 20 mm Note: These tolerances are with respect to nominal gauge of 1676mm. 85

LOCO INSPECTORS COURSE MATERIAL Para 403 0f IRPWM 2003- GAUGE ON CURVES:-The Gauge on curve shall be to the following standards: On new lines where complete renewal or through sleeper renewal is carried out, the track should be laid to the following standards: RADIUS IN METRES GAUGE d) BROAD GAUGE i) Straight Including curves of radius up to 350 M & More - 5 mm. to +3 mm. ii) For curves of Radius less than 350 M up to +10mm. e) METRE GAUGE i) Straight Including curves of radius up to 290 M & More - 2 mm. to +3 mm. ii) For curves of Radius less than 290 M up to +10mm. POINTS AND CROSSINGS Common defects in Points & Crossings are -  Split/gaping tongue rails (leading to two roads)  Loose heel bolts(leading to toe of switches to get lifted under wheels),  Worn out switches (sharp flange of wheel may mount in facing direction)  Incorrect maintenance of gauge and clearances High wing rail (when new) with a worn crossing may cause a derailment in trailing direction. Measurements/readings shall be taken at the points &crossings 1. Derailments over points & crossings occur by the vehicles taking two roads at the entry to the points, i.e. toe of switch, taking two roads at the nose of the crossing, mounting over the tongue rail and taking two roads, side colliding due to rolling back of loose shunted vehicle I marshalling yards etc. 2. Taking two roads may happen due to vehicle defect, defect in the points and crossing components or mechanism, opening of points due to trailing through and backing of a vehicle etc. 3. Derailments can also occur due to skids kept under a vehicle not being removed and getting dragged to the points & crossings where it will get stuck up and cause derailment. 4. As usual, readings are taken in the same manner described for other locations. However, gauge and cross level over points and crossings are taken only at specified locations. 5. Versine is taken in lead rail portion and the turn out, on a 6 meter chord at three meter intervals. 86

LOCO INSPECTORS COURSE MATERIAL The following aspects should be checked: a. Height of the tip of the switch from the top of the stock rail table. b. The extent of breakage of the tongue rail from the tip. c. The thickness of the tongue rail. d. Nature of the breakage, old or new. e. In case of locally operated points, whether the point is cottered. f. The gap between the tongue rail and stock rail, in closed position. The damage to the stretcher bar. The nature of breakage of the tongue rail. g. In case of interlocked points, the cover of the locking arrangement between the switch rails should be opened and slackness should be examined, and recorded. h. It should be checked whether any skid was placed under any wagon, when the train was stabled in the yard. The relevant registers for account of the skids should also be perused. i. If the derailment has occurred at the nose of the crossing the level of the nose of the crossing with reference to the table height of the wing should be measured. The clearance between the wing rail and stock rail on one side, and the check rail and stock rail on the other side should be measured both for the main line and turn out. The alignment of the turnout should be measured with 6-metre chord at 3-meter intervals and should be ensured that the curve is uniform. j. Measurements to be taken on points crossings are specified in Annexure 2/6 of P.Way Manual. Some of the items are listed below: 1. Gauge and cross level at  450 mm ahead of toe of switch;  150 mm behind toe of switch for straight road and turn out;  Heel of switch for straight road and turn out;  3 meter intervals at the lead portion for straight road and turnout;  The nose of the 87

LOCO INSPECTORS COURSE MATERIAL crossing for straight road and turn out;  One meter ahead of the nose of the crossing for straight road and turn out;  One meter behind the nose of crossing for straight road and turn out; 2. Vertical wear at the nose of the crossing. 3. Vertical and lateral wear of the wing rails to be measured at100 mm behind the nose of the crossing. 4. Clearance of wing rail opposite nose of crossings and up to 450 mm towards heel end for straight road and turn out; 5. Clearance of check rails for straight road and turn out at a. Opposite nose of crossing; b. 500 mm behind nose of crossing; c. 500 mm ahead of nose of crossing; d. At the flared ends. 6. Throw of switch. 88

LOCO INSPECTORS COURSE MATERIAL Twist in track This is defined as rate of change of cross levels from one section to another section of track, apart by a certain specific distance, say 3 to 4 metres. For example, if cross levels change by 12mm on a 3m base, the twist is 12/3 = 4 mm/m.On circular portion of curves, twist would be zero while the same will be cant gradient i.e. 1 in 720 to 1in 360 on the transition portions. The twist should not be calculated over the interval of measurement of cross- levels, which are recorded at every sleeper or 1 m or 3m.The cross level measurements only give the track record and from this record the steepest effective twist which the derailing vehicle encountered, should be found by moving a tracing paper (with the wheel-base plotted) over the cross level record and evaluating the twist at various positions of the wheel-base (see fig) Illustration: Say, wheel base of vehicle which derailed first = 4m. Record of measurement (when the left rail is considered as base):- 89

LOCO INSPECTORS COURSE MATERIAL It will be seen that though the maximum twist as calculated from the record of measurement is 5 mm/m (base is1m), the maximum effective twist which the vehicle actually encounters, is only 2.5 mm/m (base is 4m). Alignment Alignment may not deviate from uniformity more than the amount prescribed in the following table: Class Tangent track: The deviation of the Curved track: The deviation of the of mid-offset from 62 foot (18.9 m) line mid-ordinate from 62-footchord track may not be more than (18.9m) may not be more than 1 5‖ (127 mm) 5‖ (127 mm) 2 3‖ (76 mm) 3‖ ( 76 mm) 3 1 ¾‖ (44 mm) 1 ¾‖ (44 mm) 4 1 ½‖(38 mm) 1 ½‖ (38 mm) 5 6 ¾ ― (20 mm) 5/8‖ (16 mm) ½‖ (12 mm) 3/8‖ (10 mm) Alignment of track in rear of point of derailment (offsets) motions to wheel off loading Location of expansion gaps w.r.t. joint sleepers Condition of sleeper packing Rail temperature while measuring expansion gaps. Length of track between reference points (If the measured length is more than fixed length then track is buckled). Ballast cushion (especially clean cushion) Behavior of formation at site (Whether yielding or not) whether 90

LOCO INSPECTORS COURSE MATERIAL any gang worked at site leading to weakening of track Sleeper spacing (irregular or not) and expansion gaps in switch expansion joints in long welded rails. ) A thorough probe on vehicles (especially missing/defective fittings which can be lead to excessive flange forces). UNEVENNESS; Low joints set up bouncing/pitching excessive thermal forces in rails, which cannot be contained by the inherent strength of track, the track is said to have buckled. On the other hand, if the track gets out of alignment due to excessive flange force, which the track cannot resist, the track is said to have distorted. Both therefore, are different phenomena and need to be understood clearly. Excessive thermal forces are the cause of buckling while poor or inadequate lateral track strength is the cause for track distortion. Serious controversies arise at the accident sites on this aspect, mainly because the evidence of track such as closed expansion gaps and poor lateral strength get destroyed in the accident. CURVES: Curves, by their very nature are more derailment- prone than straights. For one, on a sharp curve, axle angularity tends to be high and this angularity persists throughout the curve negotiation. On the transition portion, the inherent twist due to cant gradient reduces the margin by which irregularities in twist parameter could be allowed to occur, thus needing more frequent attention. A vehicle entering a curve at a speed higher than the maximum permissible may cause distortion of the track or lead to mounting of the wheel over outer rail. Mounting over the inner rail is also possible if there is sudden braking causing the vehicles to bunch, or if there is a jerky bogie rotation. Another seemingly strange derailment has been often reported viz. of a wagon when just starting to move after having stopped on a sharp curve with high super elevation. 1. Curves are designated in degrees or meters of radius. For example a curve may be called ―4 degree‖ curve or 438 meter curve. 2. Relationship between degree & radius: - 1° curve is equal to 1750 meters radius. To obtain the radius equivalent to any degree, divide 1750 by the degree. Thus, a 2° curve is 875 meters radius. 3. To balance the centrifugal force acting upon the vehicle negotiating a curve, the outer rail of the curve is given super elevation. Super elevation is also known as cant. 4. For a curve, the super elevation is decided based on the permissible speed of the train on the curve. 5. The super elevation to be provided is derived by the formula: 6. Super Elevation (in mm) = GV²/127 R, 7. Where G is the dynamic gauge in mm, i.e. distance between the centre of the two rails (normally taken as 1750 mm); 8. V is the speed of the train in kmph; 9. R is the radius of curve in meters. 10. The super elevation obtained by the above formula is called equilibrium cant. 11. Since passenger carrying trains of higher speeds and freight trains of lesser speeds are operated on the same track, the super elevation actually provided at the site will be lesser than the equilibrium cant for faster trains and more than the equilibrium cant for slower trains. The cant actually provided at the site is the actual cant. The difference 91

LOCO INSPECTORS COURSE MATERIAL between equilibrium cant and actual cant is called the cant deficiency or cant excess as the case may be. 12. For example, the super elevation required for a train running at 100 kmph on 1° curve is 79 mm. But the actual super elevation provided is 43 mm. Thus, for this train, there is a cant deficiency of 36 mm. If a goods train has to run on the same track at 40 kmph, the super elevation required is 13 mm. For this train there is a cant excess of 30 mm. 13. The maximum cant provided over IR is 165 mm for tracks fit for more than 100 kmph and 140 mm for tracks fit for 100 kmph or less. Para 406 of IRPWM Super elevation, cant deficiency and cant excess - (1) (d) Maximum cant on curved track shall be as under- (i) Broad gauge – Group ‗A‘, ‗B‘ and ‗C‘ routes - 165 mm. Note: - Maximum cant of 185 mm may be assumed for the purpose of locating all permanent structures etc., by the side of the curves on new constructions and doubling on group ‗A‘ routes having potential for increasing the speed in future. The transition length also shall be provided on the basis of 185 mm cant for the purpose of planning and lay out of the curve. (ii) Broad Gauge- Group ‗D‘ and ‗E‘ route-140 mm (2) Cant deficiency – Maximum value of cant deficiency – a) For speeds in excess of 100 kmph on Groups ‗A‘ and ‗B‘ routes for nominated rolling stocks and routes with permission of Chief Engineer:..100 mm b) For Broad Gauge routes not covered by the above: … 75 mm (3) Cant Excess – Maximum values of cant excess- On Broad Gauge cant excess should not be allowed to exceed 75 mm and on Meter Gauge 65 mm for all types of rolling stock. The cant excess should be worked out taking into consideration the booked speed of goods trains on a particular section. In the case of a section carrying predominantly goods traffic, the cant excess should be preferably kept low to minimize wear on inner rail. Between a straight and a curve, the super elevation and radius of curvature gradually increase and vice- versa. The portion in which the super elevation and curvature gradually increase / decrease is called the transition curve. A transition curve is provided between a straight and curve or between a curve of a particular radius and another of a different radius. The rate at which, the cant changes is called cant gradient. The maximum permissible cant gradient for BG is 1in 360 or 2.8 mm per meter. Since the cant gradient is a ratio, the variation in super elevation and the wheel base are both expressed in mm and converted into a ratio. 92