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ZONAL RAILWAY TRAINING INSTITUTE
ALIPURDUAR JUNCTION
iv) Safety
Goods Train operation i) Prompt regular and
assured supply of wagons
ii) Quick and safe transit
MOSR-I
MOSR-II
RAILWAY BOARD
MEMBER
MEMBER
TRAFFIC
ENGINEERING
MEMBER
MEMBER
MECHANICAL ELECTRICAL
MEMBER
STAFF
FC
PUBLIC UNDERTAKINGS
Rail India technical and economical service ltd. (RITES)
Indian Railways construction international ltd. (IRCON)
Indian Railways finance corporation (IRFC)
Container corporation of India ltd. (CONCOR)
Konkan Railway corporation ltd.(KRCL)
Centre for Railway information system (CRIS)
Indian Railway catering and tourism corporation (IRCTC)
Railtel corporation of India ltd .(RAILTEL)
Rail Vikas Nigam Ltd (RVNL)
Pipavav Railway corporation ltd. (PRCL)
Dedicated Rail Freight Corridor Corporation ltd(DRFCCL)
PRODUCTION UNITS
Integral coach factory(ICF)-PERUMBUR
Rail coach factory(RCF)-KAPURTHALA
Chittoranjan locomotive works (CLW)-CHITTORANJAN
Diesel locomotive works(DLW)-VARANASI
Rail wheel factory (RWF)-BANGALOR
Diesel loco modernization works(DMW)-PATIALA
Central organization for modernization of workshop (COFMOW).RESEARCH AND DESIGN
Research design and standard organization -LUCKNOW
CENTRALISED TRAINING INSTITUTE
Indian railways training institution for civil engineering-PUNE
Indian railways training institution for mechanical engg.-JAMALPUR
Indian railways training institution for S&T engineering-SECUNDERABAD.
Indian railways training institution for electrical engineering-NASIK
Centre for advance maintenance and technology-GWALIOR.
Indian railways institute of transport management-LUCKNOW
b) Commercial department.
i) Improper Reservation Charts and Slips.
ii) Untimely Service of Meals.
iii) Dilatory attitude in loading and unloading
of parcels and Luggage.
c) Mechanical department.
i)Improper maintenance of locomotives
resulting loco failure, loss of time on run e.t.c
ii)Late shed out of locomotives.
iii)Inefficiency of Loco Pilot.
iv)Improper maintenance of coaches resulting poor brake power, hot axle, and flat tyre enroute
v) Enroute C&W examination not completed within prescribed halts.
d) Electrical Department
i) Improper maintenance of Train lighting Equipment.
ii) Improper Maintenance of A.C Coaches.
iii) Failure of head light of locomotives
iv) Fire due to short circuit
e)Signal and Telecommunication Department.
i) Improper maintenance of points and signals.
ii)Improper maintenance of block instruments.
iii)Improper maintenance of Communication system.
iv) Bad sighting of signals
f)Civil Engineering Departments.
i) Block given to Engg. Department being exceeded.
ii) Rail fracture and weld failure
iii)Poor maintenance of track resulting frequent imposition of speed restrictions.
g) Unusual occurrences
i) Alarm chain pulling, agitation, fair, festival e.t.c
ii) Passenger run over, fallen down or getting sick
iii) Theft, robbery, dacoity etc.
iv) Interruption of through line of communication due to accident, flood, breach etc.
Achievement of punctuality depends on the combined efforts of all the departments which may be
summarized as below:
a) Operating Department.
i)Adequate terminal facilities.
ii)Proper time tabling.
iii) Efficiency of station staff.
iv) Efficiency of Guard.
v) Efficiency of Controllers.
b) Commercial department.
i) Proper Reservation Charts and Slips.
ii) Timely Service of Meals.
iii) Timely loading and unloading of parcels and luggage.
c) Mechanical department.
i) Proper maintenance of locomotives.
ii) Timely Shed out of loco.
iii) Efficiency of Loco Pilot.
iv) Proper maintenance of coaches.
v) Maintenance of brake power.
vi)Enroute C&W examination within prescribed halts.
d) Electrical Department
i) Proper maintenance of Train lighting equipment.
ii) Proper Maintenance of A.C Coaches.
e)Signal and Telecommunication(S&T) Department.
i) Proper maintenance of points and signals.
ii) Proper maintenance of block instruments.
iii)Proper maintenance of Communication system.
f) Civil Engineering Departments.
i) Restriction within the limit of Allowance.
ii)Allowed traffic block must not be bursted.
iii)Working of Dip Lorries in face of Mail/ Exp must be avoided.
g) Other steps by the Administration
i)Maintenance of Punctuality registers in the control office.
ii)Daily punctuality meeting.
What are the obligations on the part of Railway in publication of time tables?
As per section 49 of IRA 1989 it is one of the statutory obligation for the administration to publish
time table in each year and a copy of time table must be pasted in a conspicuous and accessible
place at every station in English, Hindi and in regional language. Moreover G.R 4.02 provides that
no passenger or mixed train shall be dispatched from a station before the advertised time in the time
table. Railway thus publishes time table once in a year to come in to force w.e.f 1 st July of every
year.
Trains at a glance (TAG) i.e. All India Public time table published by the Railway board.
What are the factors to be considered at the time of preparation of Time table?
Apart from the station to station running time the basic considerations to be kept in view at the time
of preparation of time table are as follows:Operational requirements:_
1. Platform Berthing facilities
2. Maintenance slots at pit lines
3. Running time- (which depends on) -a) Block section length and gradient
b) Permanent Speed restrictions
c) Maximum permissible speed of section based on track condition, locomotive,
coach etc
d) Type of signaling/Interlocking
e) Total load
f) Train stopping/ run-through
4. Minimum Running time (based on maximum permissible speed)
5. Normal running time
6. Availability of coaching stock.
7. Composition and loads of trains.
8. Adequacy of locomotives.
9. Availability of adequate line capacity.
10. Formation of rake links and engine links.
11. Terminal facilities
12. Crossing /precedence facilities at road side stations
13. Connections/ shunting time
14. Time for crew changing/ fueling/ electrical attention/ parcel loading /un-loading/
15. Time for Rake maintenance and examination/ Coach watering
16. Time for track maintenance /corridor traffic blocks
17. Time made up/ Recovery time
Passengers convenience
1. Convenient arrival and departure according to requirement and nature of traffic.
2. Speeding up of trains especially long distance with minimum stoppages.
3. Adequate halt for breakfast and meals
(iii)
(iv)
(v)
(vi)
To provide different engg. Allowances according to the progress of various works and to plan for
undertaking new works.
(vii)
To give due respect to the request of additional stoppage by MP, MLA, ZRUCC, DRUCC, P & T
etc.
2. Divisional time table meeting headed by DRM and other divisional off icers where departmental
suggestions,DRUCCs suggestions and suggestions from others are discussed and minutes are
drawn and sent to CPTM-- September.
3. Zonal Time Table Committee meeting with divisions (between CPTM and Sr.DOM--------October.
4. Zonal Time Table Committee meeting with Principal heads of other departments such as Engg.
Signal,C&W, Mechanical Loco,CE(Construction),RMS authorities, Military and ZRUCC
--------November.
5. Headquarter agenda with details of proposals in prescribed format to Railway Board with
requirement of rolling stock and proposed link ------December.
-------- February/March.
8. Preparation of time table at the Zonal level and tagging of TAG with zonal T.T
--------- April/May.
9. Time table to press for printing
Rake links are prepared either to run up and down trains or for combining a series of services
according to the density of traffic to be handled. Requirement of rakes to run the trains may be as
follows:
i)
One rake is used for certain days for the use of short branch line trains.
ii)
One rake is used for several short distance trains run every day.
iii)
Several rakes used for one train being long distance trains.
The following points should also be considered at the time preparation of rake link:
1. The depot at which the rake will be maintained (primary maintenance) has to be decided and the
time and facilities available there, should be seen.
2. Where the halting time at the terminal is too tight for the rake to start back as the corresponding
train in the opposite direction, it should be better to have an overlapping rake at the terminal so
that late arrival does not effects to late start of the train.
What is Restricted Trains and Prohibited trains?
Restricted trains are those trains to which inspection carriage/extra coaches can be attached with the
prior permission of CPTM depending upon the availability of room as per maximum trailing load
notified in the W.T.T.
Prohibited trains are those trains to which no inspection carriage/extra coaches can be attached.
How many kinds of terminal maintenance are there?
The terminal maintenance of block rake is classified as primary maintenance and secondary
maintenance.
Primary maintenance work is done at the terminals where the rakes are based and the secondary
maintenance works are done at the other terminals.
During primary maintenance rakes are to be placed in pit line where all the under gear examination
including braking system is carried out as per maintenance schedule with the object that no coach
should be marked sick before it comes back to primary maintenance depot after having made a
complete round trip as per rake link. Normally 06 hours is required for primary maintenance.
Secondary maintenance is carried out at the other terminal point. It covers all items that affect
comfort of passengers and safe running of trains. Normally 1/3 rd staff is required for secondary
maintenance as compared to primary maintenance.
The time required for primary/secondary maintenance depends on shunting time required for
placement or withdrawal of rakes on and from pit line.
Enroute Examination: In addition to Primary and secondary maintenance, it is allowed at nominated
stations normally every after a run of 250-300 kms. Such examination covers check of safety items
like hot axle, flat tyre, loose fittings in the under gear, leakage in the brake system etc.in two stages
namely
Stage I = at the approach point when the train is still moving with slow speed.
Stage-2 = When trains are normally stop.
The first stage helps to detect the defects of the under gears. Such as, an unusual sound is the
indication of defective or broken components and the second stage helps to make it repair.
What are the aspects to be seen in considering the composition of passenger carrying train?
The following aspects have to be taken in to account while considering the rake composition of a
particular passenger carrying train.
a) The rake composition depends on quantum and nature i.e. pattern of traffic according to
the need.
b) Length of the loop and platform.
c) Normally it is 90% of the hauling capacity of the locomotives to keep provision for
attaching extra coaches, through service coaches, inspection carriages etc
What do you understand by Bare requirements?
Bare requirement means the minimum number of coaching stock required to run the train as per rake link
and as per composition of rake depending upon the pattern of traffic.
Bare requirement for rakes depends on the following factors:
1. Number of schedule trains
2. Pattern of train services
3. Load of trains
4. Extent of lie over at terminals
5. No. of overlapping rakes in use
What is the percentage of spare requirements over bare requirements?
Type of stock
Traffic
Mechanical
Total
AC coaches
12%
12.5%
24.5%
Non AC coaches
12.5%
10%
22.5%
Rajdhani/Shatabdi
10%
5%
15%
BPC for Mail/Express/shuttle passenger carrying train is valid for 3500 KMs or 96 hrs from the time of
issue which ever is earlier. If such train is to re-originate without fresh examination SM will endorse the
next destination on the BPC.
(Authority Director/Mech, Engg.(coaching)/RBs letter No.95/M( C )/141/1 dated 31.01.2007).
Two trains starting from different station and amalgating in to one train at enroute station the BPC for
individual trains shall be at the intermediate amalgating point revalidated and the train work up to the
destination.
Train originating from one station and disintegrating in to two trains at enroute station, the originating
station shall issue separate BPC for all the trains. At the intermediate station after declubbing, the
respective BPC shall move with the train after revalidation.
At intermediate if TXR is posted the same BPC to be revalidated by the TXR and if no TXR is posted
train will move with GDR check as for freight stock jointly by Guard and Loco Pilot.
BPC for Military/Election/Union special train is valid for 3500KMs or 96 hrs. from the time of issue
whichever is earlier.
BPC for Parcel Express train is valid for 3500 KMs or 10 days from the date of issue whichever is
earlier.
However isolated OCV lying in yard when attached to the rake or to a Mail/Express/passenger train
should be examined before attachment and suitable endorsement to that effect should be recorded in the
BPC of the train.
If train Engine is changed or rake integrity is broken, BPC should be revalidated by JE/SE/SSE (C&W)
through endorsement in the column provided on reverse after ensuring brake continuity provided the
coaches being attached have been maintained as per extent instructions.
What are the rules for running of special trains:1. Application with complete itinerary must be made at least 30 days in advance and not more than 06
months prior to date of commencement of journey.
2. Application should be sent to the CPTM of the originating Railway who will co-ordinate with other
Railways and finalise the programme subject to availability of spare coaches engine, path e.t.c
3. Special train will run subject to a minimum number of 18 passenger coaches.
4. A haulage charge at the rate of 50% of the fare of class of coach will be realized subject to a minimum
of 200 kms whether coach is available at the starting station or not.
5. a) A deposit of Rs 50000/- per coach should be paid at the time of application at the station from which
the special train is proposed to be originated. In the application form the number of the money receipt,
number of coaches required, date of journey, amount deposited and the station at which it is deposited,
route to be mentioned.
b) 50% of the deposited amount to be adjusted against the fare due to be collected and after the
completion of journey the balance amount shall be refunded after adjustment of any charges due to the
Railway.
6. Charges will be levied for a minimum distance of 500 Kms for one way trip and 1000Kms for a round
trip.
7. Mail/Express fare should be charged on point to point basis. The total fare should be the sum of the
separate fares to and from each stop over point.
8. Fares for actual number of persons traveling or adult fares for the marked carrying capacity of the
carriages which ever is more shall be collected.
9. A service charge of 20% of the total amount shall be collected.
10. If it is not possible to run the special train by the Railway on the required date as desired by the party
and if the suggested date offered by the Railway is not accepted by the party, the running of special train
will be politely refused.
11. If the Railway is not in a position to arrange a special train for any reason the deposited amount will
be refunded by CCM after surrendering the original money receipt.
12. When a special train is detained by the party at any place, detention charges will be levied without
giving any free time as per extent rules @ Rs 600/- per hour per coach subject to minimum of Rs 1500/per day treating the detention as halt.
13. Charges should be paid in full 48 hours before departure of train.
14. If the application for running the special train is withdrawn the following cancellation charges will be
realized:
i) If cancellation is done 02 days in advance --------- 10% of registration fee
ii) If cancellation is done within o2 days
iii) If cancellation is done within 24 hours in advance from the schedule departure of
the train
Demand for running special trains for the conveyance of military traffic such as troops, stores, vehicles
and live stock e.t.c are made direct to the Railway by military section (code MILRAIL) of the Quarter
Master generals branch of Army head quarter/NDLS.
Maximum load of military special are given in Annexure C of IRCA military tariff. Requisition for
running a military special indicating composition, paths to which they should run are placed on COM by
MILRAIL.COM then arrange regarding the running of special trains.
Allotment of military stock viz Armour cars, Ambulance cars, military cars, kitchen cars, canteen cars,
officers car, family cars is made by MILRAIL.They also control some special type of stock such as BFU,
DBKM,BWLS, KM,Ramp wagons. The Railways do other coaching and goods stock required for such
trains.
The marshalling should be done in consultation with military authorities.
When there are more than one upper class vehicles they must be dispersed to the maximum extent subject
to the observance of ordinary principle of marshalling.
The Railway wagons carrying explosives may be hauled by a military special train up to the hauling
capacity of the engine at the discretion of military authorities.
Military time table for military special is issued by the HQ which is a confidential document
Paths are provided according to the requirements of military personnel. The punctual running of military
special and comfort of the militaries are also an important factor.
When military trains are to be detained at the starting station or enroute the O.C of the train must give a
memo to the guard of the train and the guard must attach and submit this memo along with his journal so
that the Railway against the defence department may raise necessary debits. Halts for meals are to be
given in consultation with the O.C of the train.
The SM of the starting station/interchange points and the terminal station must send a wire to the
MILRAIL regarding the arrival/dispatch time as the case may be.
Military stock controlled by MILRAIL, after arriving at the destination by the military special shall be
stabled till orders for working it away are received from either MILRAIL or from HQ.
Goods train operation:The main index of efficiency of passenger service is punctuality and the main index of efficiency of
goods train is speed.
Transportation of goods from one place to another is of vital importance for economic and industrial
progress of the country.
With the economic and industrial progress of the country the pattern of traffic on Indian Railways has
changed radically during the last four decades.
With the improvement in infrastructure of goods train operation Indian Railways now carry bulk of
commodities in point to point heavier train loads which helped the Railways in achieving greater
efficiency and economy in freight train operation.
What are the main commodities carried by the Railway in point to point load?
Railways now carry the following commodities especially in point to point train load
i) Coal
ii) Iron ore
iii) Limestone
iv) Dolomite
v) Cement
vi) fertiliser
vii) Iron & steel
viii) Mineral oil
ix) Foodgrain
Goods train operation has basically three stages viz
i)
ii)
iii)
The various kinds of goods train which are running on Indian Railways are :
i)
ii)
iii)
iv)
v)
Unit train
vi)
vii)
Departmental trains
viii)
Shunting trains
ix)
x)
Freight forwarders
xi)
Freight liners
xii)
Freight forwarders:- Railways appoint Freight forwarders with a view to consolidate smalls traffic in to
wagon load traffic. Freight forwarders are granted lump sum wagon load rates which are cheaper than
small rates. They collect smalls traffic from various Rail users and consolidate the same in to wagon load
traffic for specific destination. Collection and delivery of such traffic to the parties concerned is the
responsibility of freight forwarders. With such a procedure Railways gets better average load per wagon
and are saved the botheration for booking and sorting numerous smalls consignments.Freight forwarder
trains to be run on fixed schedules and merged with speed link trains.
Merry Go-round trains:- These trains are normally run between collieries and to the thermal plant and
formed with bottom discharge hopper wagons which are loaded mechanically from overhead bunkers in
the collieries while the train is in slow motion. The loaded train is worked to the thermal power house at
normal speed where again it moves at a regulated speed on the unloading line. An automatic slow speed
control device on the locomotive achieves the slow speed regulation. The empty train goes back without
stopping to the loading point to repeat the cycle virtually without stopping.Crew changing can be
arranged when the train is put on automatic slow speed control at the loading/unloading points. Wagons
are weighed automatically with electronic weigh bridges while entering and leaving loading/unloading
lines.In India NTPC have gone in for MGR systems for their new super thermal power houses at
Ramagundam,Singrauli e.t.c.ensuring high productivity of rolling stock.
What do you understand by line capacity?
Every section of the line has a limit to the no. of trains which can be handled on that section during the
period of 24-hrs.This limit is known as the line capacity of that section. It is sometimes known as the
sectional capacity. In other words, we can say Line capacity means the maximum number of trains that
can pass over a section during 24 hrs.
How the maximum utilization of line capacity of a section can be judged?
To maximise the possible utilisation of a section the line capacity has to be measured not only by running
the maximum no. of trains but also by increasing the transportation potential of each section. The
transport potential would be measured by vehicle kms, Passenger kms, wagon kms, GTKM,
NTKM.These are known as traffic density figures. There are also another term to measure transport
potential known as Throughput which is normally related with goods train operation. So in the broader
sense the line capacity is related to daily utilisation of maximum carrying capacity of each section by
running largest number of trains with the heaviest permissible loads in the shortest possible time with the
highest standard of safety at the lowest possible cost for the fairest annual revenue.
What are the different Categories of Line Capacities?:Broadly speaking we can divide the line capacity in to the following three categories.
Maximum Line Capacity: Maximum Line Capacity means the maximum number of trains plotted in the
24 hrs Master chart so that it is impossible to introduce even a single more train on that section
concerned. This is prepared without taking into consideration of all the practical constraints in the open
line..
Practical line capacity: It is represented by the practical no. of trains which can be run in a day taking in
to consideration allowance for maintenance work, operational irregularities, and incidences etc.
Economic line capacity. It means the maximum number of trains that can be run in 24 hrs. over a section
at minimum cost per unit per tonne km per train. When line capacity is under utilised increase in train
services follow the pattern of law of increasing returns due to more utilisation of fixed assets. But the
section starts getting saturated with the increase in number of train services resulting working expenses
increases, delays, late running e.t.c.This increases the total costs per train km and correspondingly the
cost per unit. Therefore, the optimum number of trains that can be run on the section economically is the
Economic line capacity.
This can be graphically represented as follows:
COST
PER
TONNE
KM
------------------------------------
NO OF TRAINS
The Working capacity of a section can be calculated by means of the following formula:-
Line Capacity =
24x60
__________ X
_7__
10
5. With the improvement in the method of working, if a lesser time is allowed for line clear work etc.
the same should be taken in to account instead of 5 minutes.
What are the limitations of Scotts formulae?
Here 7/10 allows 30 percent spare line capacity over the efficient and economic working capacity.
This gives us 70% of the potential sectional capacity as practical capacity. Since in order to realise the
theoretical capacity the critical block section must always be occupied by train services in either
direction, which is next to impossible.
On the other hand block operating time is a factor which depends on the block Instruments
provided,signalling facilities at the station and it would be preposterous to take the same as 5 minutes
at a non interlocked station and at other stations equipped with automatic signalling where the block
operating time is absolutely lesser. Moreover with the introduction of advanced method of working,
modern signalling,interlocking arrangements,TBI,RRI,SSI,Panel Interlocking e.t.c block operating
time should be less than 5 minutes. So Scotts formulae would therefore be outdated.
Line Capacity for goods train paths:
In order to find out the line capacity of a section for goods trains paths, the following formula should
be adopted:24X60-T
x 7/10
What do you understand by Maximum net head way, critical block section, Ruling gradient?
Maximum net head way: Maximum net head way is the time the slowest train takes to cover the
longest block section in one direction plus the time taken by the opposing train to cover the same long
block section in the opposite direction.
Critical Block section: Critical block section is the section which has the maximum time as
Ruling gradient: means the gradient which rules the section regarding the trailing load of a train
i.e. it is the gradient which determines the maximum train load that can be hauled on the section with
a given type of loco. Ruling gradient is determined usually when ascending, but can be worked out
also separately for loaded and empty movement. Curves can also be equated with grade as they too
slow down the speeds. 2 degree curve in level is equivalent to 1 in 1250 grade.
and efficiencies
suffers. Practically, with the present traffic facilities, a section can be efficiently and economically
worked up to 80% of its theoretical line capacities leaving 20% spare line capacities over the highest
density of traffic. When the density of trains over a section reaches 60% of its theoretical line
capacities, measures to increase line capacity proportionate to the expected increase in traffic should
be taken in hand so that 20% marginal capacity over the peak traffic is maintained. With the adoption
of the most modern traffic working methods, it may be possible to increase the working capacity to
90% or even more of the theoretical line capacity.
Why only critical block section is considered for calculation of line capacity in empirical
formulae?
Since trains have to go through each block sections, the effective capacity would be where the
capacity is least and this will be the longest block section from the time point of view, which is
known as critical block section, and the running time on that section known as
critical block time is taken in to consideration for calculation of line capacity.
How line capacity can be improved?
Line capacity can be improved with minimum input or with major input
With minimum input:
i) Reducing length of the block section by providing additional crossing stations,
ii) Increasing the speed of trains by improvements in mode of traction, track, and rolling stock and
signaling.
iii)
iv)
Staff efficiency.
iv)
v)
vi)
vii)
viii)
Introduction of CTC on double line section will improve line capacity by 15%Use of EMUs
for stopping trains.
ix)
x)
xi)
Gauge conversion.
xii)
xiii)
xiv)
xv)
xvi)
xvii)
Improving the type of rolling stock having more reliability than the conventional type.
xviii)
Doubling/ quadruplicating is the last resort to increase the line capacity of a section.
1440
X 7/10
T+t
where C is the capacity of the section
T is the running time of the slowest goods train to clear the critical block section
t is the block operating time which is taken as 5 minutes
7/10 is the efficiency factor
Mathematically line capacity can be improved in the following way:
T may be reduced and line capacity may be improved by:
The fall in the average speed will have an adverse effect on turn round of wagons and engines.
3. The deterioration in engine and wagon turn round will lead to an artificial shortage of both and
necessitate the putting in to use of a greater number of these to carry the given volume of traffic.
4. This will, in turn, further aggravate the already deficient line capacity and make the section a
transport bottleneck entailing waste of engine and wagons days compared with engine and wagon
kilometers. So, it is evident that adequate line capacity is essential for the efficient and economic
use of engines and wagons.
What is Throughput? What is its relation with line capacity? How throughput of a section can be
increased?
Throughput represents the maximum no. wagons that can be cleared in a day in a section within 24
hours.In the divisional level for day to day working it is calculated interms of the no. of wagons cleared
within 24 hrs, but for the statistical purpose it is calculated in terms of total quantum of traffic transported
within 24 hrs.
Thus throughput is dependent on the line capacity of the section. If the line capacity increases throughput
increases correspondingly. But even when the capacity of the section is limited, throughput may differ, if
the no. of wagons cleared per train differs.
It is therefore evident that all trains must run with full loads for achieving a satisfactory throughput.
In railway the word throughput generally refers to goods throughput which may be expressed in terms
of
i)
ii)
GTKM or,
iii)
ii)
Running of more no. of trains also dependent on the line capacity of the section, so it will be wise and
economical for the railway to improve the throughput of the section by increasing the loads per train
which may also be dependent on the following factors.
i)
Hauling capacity of the locomotives ------ so employment of more powerful engine capable
of hauling heavier loads will help to increase the throughput.
ii)
Loop capacities of the enroute stations ------ long loop capacities of stations enroute will help
to increase the loads per train.
iii)
Ruling gradient ------- stiff gradients and sharp curves are to be avoided as far as possible
iv)
Utilization of improved design rolling stock with shorter buffer length will also help to
increase the loads per train and thereby throughput of the section.
The vehicle limit of goods train beyond the loop capacity of the section with double header/banking
considering the ruling gradient and track condition are the other measures to improve the throughput of
the section.
What do you understand by average speed of goods train? What are the merits and demerits of
good and bad average speed?
The index of efficiency of Goods train operation is speed which is a vital factor and has all-round effect
on goods train operation.
It shows the rates at which goods are transported from one point to another and the cost in producing such
transport.
An increase in the average speed of goods train increases the wagon mobility, improves the wagon turn
round, engine turn round and ensures the maximum utilization of the line capacity of the section and
reduces the operating costs, duty hours of the running staffs etc.
On the other hand low average speed of goods train not only increases the operating costs ,affecting the
wagon and engine turn round, line capacity of the section but also makes the section congested, saturated
which will in turn further reduces the average speed of goods train and make the section transport
bottleneck.
So that better average speed means better utilization of rolling stock, locomotives, line capacity, running
staff etc
How average speed of goods train is calculated?
Average speed of goods train is calculated section wise from control chart as follows:Average speed = Total train kms
Total engine hours
i.e.
The kilometeraage of diesel engines is to be reckoned as 16 km an hour for the time engines are used
on shunting services. The kilometerage for fractions of an hour for such engines is to be calculated at the
rate of one km for every five minutes or part of five minutes.
Sum total time includes shunting time and detention of the trains at intermediate stations on account
of operating, mechanical, engineering, signal and others.
Practically the train km indicates the amount of productive work done and the train engine hours are
the unit of costs in producing such transportation. A combination of these two units i.e. train km per train
engine hour is a good index to judge the efficiency in goods train operation.
What are the factors affecting average speed of Goods train?
Some important factors on which average speed depends are as follows:1) Improper planning and train ordering.
Late start due to late formation, detained for power, c&w exam., staff turning up late resulting
goods trains are thrown out of path.
2) Poor maintenance of the locomotives.
3) Loads on trains.
5) Condition of rolling stock particularly availability of brake power.
6) Poor maintenance of points, signals and interlocking gears resulting frequent failure.
7) Detention of trains outside signals due to inefficient working of station staff such as
late
lowering of signals, run through signal is not taken off etc.
8) Inadequate line capacity.
9) Inadequate facilities at road side stations to complete shunting within minimum time
and terminal facilities.
10) Characteristics of the block section in regard to length, gradient, curvature e.t.c.
11) Nature of Engineering restrictions enforced.
12) Movement of oversized consignments requiring speed restrictions.
13) Late running of Mail/Express trains.
14) Bad controlling.
15) Relief to train crews due to hours of duty exceeding statutory duty hours.
16) Failure of equipments such as :
a) Engine failure
b) Points / signal/ Block failure
c) Hot axle/ Flat tire enroute
d) Control interruption
17) Natural calamities like floods, breaches, cyclones etc.
18) Running train thefts and detention on this account.
affected converting the section in to a transport bottleneck. It may be a permanent feature due to
insufficiency of running facilities resulting in the section being saturated with the work load or the
line capacity may have been temporarily reduced due to certain unforeseen causes.
What are the effects of sectional congestion?
If efforts are made to force the normal amount of traffic through a section with a reduced or deficient
line capacity, it will cause congestion in the yards serving the section. The consequences will be
Engine running short of water and going light for loco requirement.
Poor maintenance of engines in sheds for want of time resulting in poor speeds and even failure.
Therefore it is utmost importance to take action to remove the cause or causes of congestion so as
to prevent the situation from getting out of control.
Want of continuity in the flow of traffic , as the more constant the flow of traffic the greater will
be the output.
Unbalanced movements,e.g.,short distance traffic reduces the capacity of the section for long
distance traffic.
Unsuitable paths for goods trains resulting in more hours on the road.
The fact of the matter is to reduce the density of traffic in proportion to the reduction in the
capacity of a section before steps, as detailed below are taken to remove the original cause or
causes which may have to a temporary set back.
The line capacity should be augmented to provide additional capacity for the traffic offering,
meanwhile ,the work load on the section should be reduced, if possible , by diversion or
otherwise.
There should be judicious planning of fast and slow traffic to avoid bunching.
Receipt of or on loading of traffic which is responsible for congestion. Efforts to restrict the
engineering restrictions to the absolute minimum and for the minimum period but consistent with
safety should be made.
The strength of running staff should be requisite and if necessary selection may be conducted to
promote the staff.
Proper attention to the locos should be given to avoid loco failure enroute.
Maintenance of rolling stock should be up to the mark to avoid detachment enroute on account of
being sick.
Reduce load of the congested section by diverting some trains via alternative route.
Time spent in placement for loading, the loading and there after waiting dispatch.
Time spent in placement for unloading at destination , unloading, and if no back load offers,
waiting dispatch to the next loading point.
Briefly these may be termed as loading time, loaded transit time, unloading time, and empty transit
time.
From the above it is clear that if we place empties, load and clear loaded wagons promptly, avoid
detentions on the road and keep our goods trains to time, place and release them expeditiously at
destination, and if we have a back load, place and load them quickly or if dont have a back load, get the
empty wagons away without delay to the next loading point, we are doing all in our power to keep down
the wagon turn round.
How wagon Turn round is calculated?
The wagon turn round can be calculated by means of the following formula:Wagon Turn Round (W) = __Effective average daily wagon holding (B)
Average no. of
Average no. of
wagons loaded
daily including
loaded wagons
+
transhipment (L)
ii) To find out the average wagon holding , the total number of wagons present on the railway
will be taken in to account and from this figure will be subtracted the following stock being not
available for goods traffic :-
Departmental wagons.
iii) Wagon turn round can be calculated on the whole of the railway basis by the HQ office and on
the divisional basis separately for each division by the respective divisional offices.
The turn round varies inversely as the speed of goods train and directly as the detention in yards
and the handling. For reducing the turn round therefore the speed has to be increased and the
detention in yards and terminals should be reduced.
The line capacity , effective power holding, hauling capacities and speeds of engines, running
facilities on the section and terminal facilities in yards, etc.have to be taken at the highest level.
But closer supervision and vigorous and intelligent drives even at the lower levels by different
categories of staff on the lines indicated below can result in a quickened movement.
Proper maintenance of locomotives, points and signals and interlocking gears, tracks, rolling
stocks etc.
General: To achieve and maintain better turn round of wagons , activities of all will have to be
coordinated and reasonable measures to be taken on the lines as indicated below-
Efforts should be made to give higher priorities in the direction of flow of empties than to traffic
to be moved in that direction.
Special rates may be quoted for traffic moving in the direction of empty movement to encourage
their use.
If intensive train examination, which at present is given to out going loads, is transferred to
incoming loads and only fit to run examination is given after formation of out going rakes then
pre-departure detention of trains could be avoided.
Organized efforts should be made to induce merchants to clear some of their general goods in
open trucks undercover of tarpaulins and protection of railway security force.
As the wagons will become available quicker, the fewer will be the wagons required to carry a
given volume of traffic.
The fewer the wagons required, the lesser will be the capital outlay and maintenance charges.
The fewer the wagons to move, the greater will be the yard mobility.
The greater the fluidity in the yard, the lesser will be the chances of congestion and transport
bottlenecks.
The lesser the number of trains, the greater will be the freedom and ease of the movement on a
section.
The greater the freedom and ease of the movement, the wider will be the scope for selecting best
paths.
The most suitable paths, the greater will be the average speed of the goods trains.
The greater the average speed, the minimum will be the time on the road in reaching the
destination.
The quicker the transport, the lesser will be the possibilities of wagon shortage.
The lesser the chances of wagon shortage, the lesser will be the exploitation of the same for
personal gains by the staff.
It is an index of wagon utilization and operating efficiency, as the lower the turn round the better
the efficiency and vice versa.
It indicates the wagons available for goods traffic on a railway in relation to its actual
requirements to carry the traffic e.g., if the turn round is four days, the effective wagon holding of
the railway is four times the number of wagons daily used.
If additional traffic springs up on a railway, the turn round will help in ascertaining the additional
stock required to cope with the said traffic.
If the turn round improves, it will help in calculating the number of wagons that will be rendered
surplus on a system indicating their better utilization elsewhere.
It provides one of basis for fixing interchange obligations between different railways as well as
between different divisions of the same railway.
Actually marshalling yards are the heart that pumps the flow of commerce along the
tracks.
C) Safety:-
Marshalling yard: It consists of lines on which sorted out traffic is made up I to through and
express trains in train order for the farthest possible points as well as work and van trains for the
immediate shunt sections in order of stations.
Departure lines: On these lines , when made up, may be placed waiting to be dispatched.
Auxiliary/grid yard:- It is a subsidiary yard located adjacent to the classification to short out and
form local traffic/sectional traffic It is very useful to expedite yard mobility. Sick vehicles,TP
wagons are also shorted here to provide relief to the main classification yard.
Shunting neck:
It is a line leading to sorting siding on which the actual shunting of the train
Exchange yard:- It is a yard under the control of port or some other factories where loads and
empties are exchanged.
Sick line:- Sick lines are provided near classification yard for repair to sick wagons from I/C or
O/G trains.
Transfer lines:- These lines are meant for transferring wagons from up side to down side or vice
versa in case of separate up and down marshalling yards or in case of goods shed and the
marshalling yard being situated on opposite sides of the running lines.
Run round line or By Pass line: It is a line leading which skirts the hump and its object is to
avoid the engine having to go over the hump and thus gradually reduce its height. It joins the
shunting neck at one end and the main hump line short of the king points. It should not be
confused with the engine run round line.
Engine escape line or engine run round line: It is provided to admit the release of train engines
immediately on arrival of a train and to permit movement of engines freely to and from the shed
without interference with the yard work.
King Points: King points are the first pair of points the wagon meets with and these divide the
hump yard in to two portions.
Queen points: Queen Points are the second pair of points the wagon meets with on either of the
two diverging lines taking off from the king points and these divide the sorting lines in to four
sub- portions. These are two in number in each hump yard.
Jack Points: Jack points are the next pair of points the wagon meets with after passing over the
queen points.
Retarders:- To adjust suitably the speed of the humped wagons rolling down the hump so that
they may not cause damage by humping violently against wagons already standing on the same
line.
Skids:- all yards where mechanical retarders are not provided, skids are placed on classification
lines to control the speed of the humped wagons.
How many types of marshalling yards are there and what are those?
There are three types of marshalling yards:
a) Flat yard
b) Hump yard
c) Gravity yard.
a) Flat yard: In these yards, all movements of wagons are carried out with the help of engine by
push and pull method with flay shunting neck. They are slow in working, wasteful in shunting
engines hours and there by the most expensive to operate and are justified only where a small
amount of traffic has to be dealt with and space is limited. It takes about 2.5 hrs to complete a
train and it is not possible to deal with more than 350 to 400 wagons in a day.
Hump yard: In these yards, a gradient is created artificially by constricting a hump in such a
manner that the wagon may roll down to specified classification lines from the summit of the
hump/Apex. Apex of the hump is constructed between reception and classification lines. Wagons
are pushed up on one side of the hump and allowed to gravitate down the slope in to appropriate
classification lines .It is most economic yard in all respect, because the engine hours is curtailed
to minimum and the no. of wagons dealt with is more than that in other yard. This type of yard
may be constructed as and when required as it does not dependent on the topographical condition.
A hump yard is able to deal with 32 to 45 trains per day if the work goes on round the clock.
Gravitational yard: Gravity yards are yards with a continuous falling gradient where
the shunting of wagons is done purely through gravity without the assistance of any
shunting engine. In this yard the unproductive shunting engine hours is totally
eliminated. But gravity yard can only be constructed depending upon the
topography of the place where plenty of place with continuous falling gradient is
available. But the main problem of gravity yard is to stop the wagons after they t
have rolled in to the shorting sidings from the reception yard. This problem of
gravity yard is solved by the provision of rail brakes or retarders.Gravity yards are
available at Kalyan and Bhuswal.
Yard Capacity
The maximum number of wagons a yard can accommodate at any one time is its
holding or standstill capacity. Stated differently it is the theoretical capacity to hold
stocks..
Working capacity
The working capacity means the amount of traffic that can be received, dealt with and
disposed off by a yard at any one time without affecting its fluidity. In other words, it
includes the number of trains that can be crossed, preceded or accommodated, the
wagons that can be stabled in sidings or dealt with per day in the marshalling yards
and inward and outward local traffic for which terminal facilities exist. The working
capacity of a yard is also termed as the ideal yard balance.
The working capacity of a yard is obtained by dividing the holding capacity of the
yard in 24 hours by total average detention to wagons in hours.
Approximately, it is one third of the holding capacity.
Yard Mobility
Yard mobility
100
When a yard including a goods shed, transit shed or a departmental siding is unable to cope up with
the traffic offering or any kind of troubles reduces it working capacity, it causes holding up of rolling
stock. The mobility of the yard is lost or curtailed and heavy accumulation of unhandled traffic takes
place. It leads so strained working and is called congestion.
What are the sign of yard congestion?
1. Heavy yard balance.
2. Detention to trains out side signals.
3. Holding up of trains at intermediate stations.
4. Stabling of trains at intermediate stations.
5. Frequent late start to trains and
6. Increase in detention to through loaded stock, through trains etc.
What are the causes of yard congestion?
The causes which individually or collectively lead to yard congestion are as follows;1. Lack of proper advance planning and cooperation between adjacent yard, CNL and lack of
coordination between yard staff, loco staff,.c & w staff which affect the yard working adversely.
2. Strained working in the yard due increase in the work load in excess of its working capacities due
to sudden spurt in traffic or change in the pattern of traffic..
3. Imbalanced movement between inflow and outflow of traffic.
4. Too much work thrown on the goods, transfer, or loco sheds beyond the terminal or transfer
facilities available.
5. Working capacities temporarily reduced due a series of accidents
6. Maximum number of ineffective wagons accumulated in the yard due rough
shunting.
7.
8.
Why most of the Marshalling yards has lost their importance and going to be closed?
With the change in the pattern of traffic offering to the Railway and with the improvement in the
goods train operation infrastructure marshalling yards have lost their importance and are going to be
closed due to the following reasons:i) running of marshalling yard are costly
ii) heavy detention to wagons in the marshalling yard and wagons could not put to their
maximum utilisation
iii) introduction of improved design rolling stock without any necessity of intermediate
intensive examination every after an interval of 250 to 300 kms.
iv) innovation of new type BPC which will remain valid from end to end.
What is marshalling yard statistics?
It is a monthly statement in tabular form to be furnished by each marshalling yard. It is to be
prepared to judge the efficiency and performance of the marshalling yard during the last month.
Working in the marshalling yard is totally unproductive as no revenue is earned direcrtly from
marshalling yard.
In the marshalling yard the out put is the no. of wagons dealt with and the unit of cost is the shunting
engine hours. Therefore efforts should be made to ensure in dealing with maximum no. of wagons with
the minimum shunting engine hours.
It contains the following informations:
1.Name of the yard.
2.Number of the wagons dealt with during the month.
3.Daily average number of wagons detached.
4.Daily average number of wagons dispatched.
5.Number of trains received.
6.Number of trains dispatched.
7.Number of wagons dealt with per shunting engine hour.
8. Average detention per wagon i.e all wagons including through loaded wagons
1.The number of wagons dealt with per shunting engine hour should be calculated as under:
Wagons shunted
Shunting engine hours.
To improve marshalling yard statistics, the following points should always be adhered to:
i) Average detention to through loaded stock to be minimized.
ii) Shunting engine hours to be minimized.
Operating fluidity
Financial aspects
IRCA (Indian Railway Conference Association) functions as the watch-dog of the stock
holding of the Zonal Railways and arranges debit/credit for Zonal Railways as necessary.
All wagons in the Indian Railways are owned by individual Railways. Each Railway has a certain number
of wagons owned by them according to the traffic potential of the section.But traffic potential may not
always be the same .In order to ensure the optimum utilisation of such stock the concept of indiscriminate
loading irrespective of ownership is known as wagon pool.
The objects of wagon pool are:
i) to increase wagon efficiency(better utilisation)
ii) to reduce the operating cost.
iii) to cut down the empty haulage.
What are the advantages of wagon pool?
Pooling system has been developed on the common user basis with the following advantages:
i) Elimination of cross running of empties.
ii) Reduced empty wagon kilometer age.
iii) Reduction in un economical use of powers.
iv) Less shunting at terminal points, exchange junctions and in marshalling yards.
v) Reduced empty haulage resulting increased mobility of wagons.
vi) Due to greater mobility, a smaller no. of wagons required to carry given volume of traffic
vii) Smaller no. of wagons creates less congestion at exchange points.
What is pooled wagon?
Pooled wagons are those wagons which can be utilised indiscriminately for loading irrespective of
ownership, except those exempted by Director /Wagon Interchange subject to return date to the parent
Railway either loaded or empty. In short it permits to use any wagon for any journey. Wagon pool was
introduced in Feb 1917 to increase wagon efficiency, reduce operating cost and curtail to a minimum the
light haulage and wastage of carrying capacity. B/Vans are also interchangeable.
What is non pooled wagon?
These are the wagons, which have been excluded from the wagon pool and therefore cannot be freely
used by any other Railway except the owing Railway. Non pooled wagons are special type stock for
meeting the specific requirements of individual Railways such as BFR, BFUS,Tank wagons e.t.c. All
these non pooled wagons shall be marked NP in a circle adjacent to the number on both sides of the
wagon. Non pooled wagons are also interchangeable subject to observance of some formalities after
mutual agreement between one or more Railways with the approval of Director/wagon Interchange.
What is local traffic?
Local traffic wagons are those wagons of low carrying capacity essentially intended for the movement of
traffic within the Zonal Railway. Primarily they are departmental traffic and not booked outside Zonal
Railways.
The interchange of such wagons may if mutually agreed upon by two or more Railways, be permitted for
short distance traffic during a specified period with the approval of Director. But when they are booked
for any station outside Zonal Railways they should be marked NP same as incase of non pooled wagons.
What is pool target?
Each Railway owns a certain no. of wagons. But traffic requirement of that particular Rly may fluctuate
as per current traffic offering. As a result, while one Rly may hold excessive wagons then the other
may run on short. Such imbalance causes a bad impact over the entire system.In the interest of
national economy and in order to rationalize the use of Rolling stock and to secure its distribution
according to requirements in view of the fluctuations of traffic irrespective of ownership, the target of
wagon holding for each Rly in relation to no.of wagons owned by that Railway is known as pool
target.
. The Pool targets are prescribed in conference every after six months among the CFTMs of all the zonal
railways with Member Traffic (Rly Board) keeping in view of the expected traffic during the next six
months.
What are the factors to be considered to fix pool target for each railway?
Authorized stock holding.
Traffic demand in respect to stock holding
The number of loaded wagons required to be received.
The wagon turn round of the zone.
Line capacity / Terminal capacity in regard to Traffic offering.
The total stock is thus distributed to various railways depending on its relative requirements and urgency of
the traffic existing on each Railway. If the requirement of wagons is in excess of the wagons owned by
them, a target debit is fixed for that Railway. On the other hand, if the owning of wagons are in excess of
requirement, a credit target is fixed. These targets are known as POOLED WAGON TARGETS.
What is Junction Quota?
The number of wagons to be interchanged daily among the Zonal Railways is called Junction Quota. It is
prescribed by Railway Board.
IT IS BASED ON
Line capacity / Terminal availability at Zonal Rlys for handling the traffic.
Power Plan
Junction Quota represents the maximum no of wagons that can be handled daily at
interchange points.
Standard of examinations
a) SINGLE CONTROL :- Manned by the staff of the Railway working at the junction.
b) DUAL CONTROL :- :- Manned by the staff of both Railways( Working Rly & Using Rly)
c) NEUTRAL CONTROL :- C&W staff are under control of DWI & independent of Zonal Rlys to
carry out impartial examination.
What do you understand by wagon Census?
The accountal/enumeration of wagons in Railways, or division, once in two years on fixed day and time in
all over India. is termed as wagon census. Actually, census is an exercise of actual counting of available
stock on Indian Railways.
What are the objects of census?
1. To identify all wagons/coaching stocks running on Indian Railways.
2. To verify all privately owned wagons.
3. To identify all wagons leased by Indian Railways under various schemes like Own your Wagon
scheme, BOLT (BUILT OPERATE LEASE TRANSFER) scheme, etc.
4. To confirm the wagons owned by other organization.
5. To ascertain the actual stock balance which forms the basis for realizing hire charges.
6. To ensure updating of master of stock.
Locations for census:1.
Stations
2.
To ensure timely running of Mail/Exp/Passenger and goods train by judicious crossing and
precedence.
To keep a close watch with Engg. Blocks, restrictions, working of TMM and ballast train and to
give maximum time with the minimum dislocation to others.
To minimize the shunting engine hours in comparison to the number of wagons dealt with per
shunting engine hour and average detention to wagons.
To ensure that divisional wagon balance does not go beyond the target.
To keep a close watch over the damaged stock at roadside stations to ensure prompt and proper
attention.
In case of an accident, to arrange prompt information to all concerned, to assist and provide relief
measures without delay & to regulate the movement of traffic in the best possible manner.
To maintain a close liaison with sister departmental controls to achieve the above objectives of
the control organization.
Advantage of control
It is an instrument for utilizing to the best advantage the existing capacity of a
railway and of speeding up transportation at a minimum cost without impairing
efficiency thereby ensuring maximum output. The principal advantages are:1. There is a concentration of supervision through out a given area and the consequent
ability to arrange the working in that area, minute by minute, according to prevailing
conditions
2. Instructions can be given promptly through the medium of telephone/ FOIS / COIS.
3. The controlling authority can speak direct to the man on the spot .
4. It allows the controller to maintain a personal contact with all parts of the area under
his supervision.
5. Experience shows that sections which were previously non controlled on being
converted in to controlled sections have registered more out put.
What are the duties of Section Controller?
Section controller is responsible for efficient controlling of the movements of all trains
within his jurisdiction as follows:
i)
Ordering the movements of trains from station to station by judicious crossing and
precedence taking calculated risk to ensure punctual running of all Mail/Express/Pass trains.
He is also responsible to ensure running of goods trains to path with least detentions and to
record the actual movements of trains in the time-distance control chart i.e. he is responsible
for graphical
representation of all movements on the control chart and for this purpose
advance plotting is to be done for at least 2 hours in advance.
ii)
to record the full particulars of all trains i.e. Train No, Engine No, Drivers and Guards name,
call time and load particulars in a register meant for this purpose and also on the control chart
where available.
iii)
to record all the events and the detention to trains at various stations in the remarks column.
iv)
for supply and clearance of stock from road side stations as per the planning of CHC
( Stock/planning).
v)
vi)
for arranging relief crews/ guards in advance before the completion of their duty hours.
vii)
to record the particulars of sick wagons detached enroute and prompt attendance of TXR
staffs.
viii)
to provide maximum time possible for working of material trains and TMM
machines with minimum dislocation to other movements and to regulate the
running of trains in view of the Blocks required by the Engg. Department.
ix)
x)
to maintain the fluidity of the marshalling yard by controlling the flow of train in to and out
of the Marshalling yard and also on the section.
xi)
to give time signals to all stations at 17.00 hours on the control circuit.
xii)
to obtain block messages and temporary restrictions if any for the next day.
xiii)
xiv)
xv)
to inform sheds and stations about late running of trains to avoid calling of
crews and guards earlier than necessary.
xvi)
xvii)
incase of accidents inform the CHC shift and PRC with the available particulars, call for
ARME/ART as the case may be and ensure its timely exit and clear path up to the site of
accident and regulate the movement of traffic in view of the circumstances prevailing under
the guidance of CHC.
overall supervision of works of DYC (Board) within the period of his duty.
To keep a close touch with the PRC regarding availability of powers and to keep
power holding within the target and over due scheduled powers are sent to home
necessary repairs either light or working a train.
Ordering of goods train according to the availability of loads, powers and paths.
To keep a close touch with the yard to co-relate the I/C and O/G loads to and from
the yard to keep the yard and the section fully mobile.
the
shed for
To keep a close touch with the movement of special type stocks like
BFU, Tank wagon, live stock, ODC etc.
To give maximum possible time to Engg. Dept. for working of TMM and material
To keep a close touch with the adjacent division/Railways about the forecast of
trains and wagons insight (now available through FOIS) which will help to
chalk out advance planning for loading and unloading on the division.
It is the responsibility of the night shift DYC( Goods) to plan for the day and
interchange forecast and to keep the basic informations ready for CHC for
finalization of planning of the day and the forecast.
It is the responsibility of the evening shift CHC(Goods) to review the planning and remaining
execution of the day and the interchange commitments and rough planning of work for the next
shift.
To maintain a hand book containing the detailed particulars and all events affecting the working
of trains.
ii.
iii.
Transshipment work
iv.
v.
vi.
vii.
Arranging maximum Engg. Blocks /TMM work with minimum dislocation to service.
Maintaining liaison with neighboring divisions for smooth operation.
Immediately after getting information of an accident either in the block section or at a station the SCR
will perform the following duties chronologically.
i) Note the time at which the first information is received and inform the PRC about the nature of
assistance required.
ii) Inform CHC (I/C) with the available particulars of accident for onward information to officers concern.
iii) Inform TXR control, Engg.control Security control and safety control.
iv) Inform SMs of the adjacent stations to stop/control movements of all trains over the affected section.
v) Regulate the movement of other trains suitably
vi) Inform the nearest SE/JE(P-Way and Works) to proceed to the site of accident site with gang staff.
vii) Collect the following information without delay from the guard of the accident involved train or from
the nearest station master.
a)Date and time of accident
b) KM and section between which accident occurred.
Name and description of the train met with accident with special regards to total loads, Eng.no, no of
wagons/coaches derailed/capsized etc and their position serially either from Eng or from B/van.
d) No. killed, seriously injured, injured ( if available).
e)Nature of accident, extent of damage and probable detentions to traffic.
f) Whether site of accident is protected or not and if not advise to protect.
g) Incase of accident occurred at station whether through communication is possible or not.
h) Nature of assistance required.
viii) Inform sub divisional police HQ station and district police HQ station if the accident is due to bomb
blast or other miscreants activies.
ix) Security staff present at the station or nearest available station should be informed to proceed to the
site of accident.
x) Arrange for immediate dispatch of medical assistance to the site of accident from nearest available
place and ensure that SM concerned has taken appropriate action regarding medical and other relief
measures.
xi) Ensure IMMEDIATE dispatch of ARME/ART and is given a clear run to the site of accident and while
ARME is returning with injured passengers.
xii) Obtain All concerned accident message issued by the SM without delay.
xiii) Ensure that block stations on either side of the site of accident are clear as far as possible.
xiv) On arrival of the ART at the accident site obtain prima-facie cause of accident, probable detention to
traffic and other requirements regarding restoration work from the O.C of the site and convey to the O.C
of the division.
xv) Ensure that equipments and materials are being sent to the site of accident without delay as per
requirements from the O.C of the site.
xvi) Obtain time to time progress report from the accident site
xvii) when restoration work is going to be completed arrange for train call as required in consultation with
O.C site/O.C division/CHC.
xviii) After completion of restoration work and before allowing any movement over the affected section
ensure track clearance certificate from the sectional SE/JE(way) and section clearance certificate from
the respective officials are received.
Incase of serious accident controllers intelligence, initiatives as well as personality come in to play for
smooth restoration work and should keep his/her brain cool to cope up with the abnormal situation.
What are duties of CHC (Planning/ goods) in case of accident?
Immediately after getting information of an accident, he shall:1. Advice the concerned loco foreman and Station Master for immediate working out of
ARME/ART.
2. Ensure the availability of Engine to work out the ARME/ART.
3. Inform the following officers and organizations immediately.
i.
ii.
Sr.DEN/DEN,SR.DCM/DCM,DEE,Sr.DME/DME,Sr.DSTE/DSTE.
iii.
iv.
v.
Civil, Military, Railway hospitals and available doctors at the nearest place incase of
casualty/injury.
2. Ensure that ARME/ART to and from the site of the accident is on top priority.
3. Advice RMS authorities if a Mail carrying train is involved in accident.
4. Regulate the train running on either side of the accident.
5. Assist the board DYC to cope up with abnormal situation as and when required.
6.
7. Keep a chronological record of all details of accident, action taken, progress of rescue and
relief measures, progress of restoration works etc.
What are the duties of Chief Controller (I/C) incase of accident?
Immediately on receipt of information of an accident he shall ensure that:1. ARME/ART is called for.
2. The advice of the accident is relayed to all concerned including the central control.
3. ARME/ART is dispatched without delay and is given a clear run up to the site of accident.
4. The emergency office is opened and manned in the divisional control office.
5. The regulation of traffic is done correctly and passenger-carrying train is regulated at
convenient stations preferably where catering facilities, drinking water etc is available.
6. Arrangement have been made for the onward journey of the rest passengers of the accident
affected train by cancellation/diversion/transshipment or by running extra train in
consultation with the Sr.DOM according to the prevailing conditions.
7. Timely information of all changes in train timmings, diversion/cancellation of trains are given
to all important stations of the division as well as to the adjacent division/Railways.
8. Enquiry counters are opened at important stations.
9. Accident log register is maintained chronologically with all details of accident information
and action taken thereof.
10. All assistance is extended to the officer in charge of the divisional control office.
What are the important registers maintained in the control office?
Section Control:1. SCRs diary
2. Inward message book
3. Stock and Line position register
4. Caution Order register
5. Train particulars register
6. Block register
7. S & T failure register
8. Control failure register
9. Interchange register etc
DYC (Shift/movement/coaching/stock):1. DYCs diary
2. Train Ordering register
3. Forecast register
4. Yard running register
5. Train advice register
6. Punctuality register
7. Accident register
8. HQs Conference
9. Emergency and General Control office message register (Inward/Outward)
10. Stock register(indent/loading/Unloading/TPT etc)
11. Interchange register
12. List of Doctors/Ambulance/NGO/Important Telephone number(Police/DC/DM etc)
What is power control organization?
Control is termed as brain centre of railway transportation system. Power (Traction) Control is one vital
part of control organization. Without co-ordination in-between Train, Traffic & Power Control, the
railway transportation system cannot run effectively.
CPRC
PRC
PRC Clerk
CPRC is the in charge of Power Control Organization. Power Controller will work round the clock shiftwise. The requirement of power, availability of power, preparation of power link, maintenance of power
and monitoring of power for its ultimate utilization is closely monitored by the PRCs.
What do you understand by Engine and crew scheduling?
Indian railway has adopted preventive maintenance system for Engine. Generally time basis is followed
for Diesel engine for various schedules.
Description
Trip
Trip
Monthly
Quarterly
Half yearly
Yearly
IOH
POH
Rebuilding
Schedule
T-1
T-2
M-2
M-4
M-12
M-24
M-48
M-96
----
Time/Interval
15/20 days
30/40 days
60 days
4 months
12 months
24 months
48 months
96 months
18years
Estimated time
4 hrs
6 hrs
8 hrs
16 hrs
4 days
16 days
21 days
30 days
----
Crew has to be called for 2 to 3 hours in advance of the schedule signing on signing-on is a physical
act when the staff presents himself at the place of the duty at the scheduled call time.
Crew scheduling is required ear marking of individual staff for every requirement. The requirement may
be as under;
a) Daily train arrangement.
b) Schedule for Pilot.
c)
j)
Method of improvements
A) Reducing the ineffective percentage by allowing the target time of schedule & other out of course
repairs with servicing.
B) While preparing engine link,
i)
ii)
iii)
Effort should be made to send the loco to home shed for servicing within the stipulated
schedule time.
iv)
C) At the time of preparation of time table, Platform facility at originating, en route & terminal
stations are to be kept in mind. Pit slot facility & other faculties are also taken into account.
D) Timely preventive maintenance schedule should be maintained. Otherwise the engine may be
failed or engine may not be used for traffic movements.
E) To overcome the unnecessary en route detention, controllers judgment, station staffs
effectiveness & signaling gears of station are to be maintained in fine fettle.
F) To avoid in increasing the pre-departure detention, at the time of ordering of goods train the
traffic controller should mindful in the availability of readiness of loads, engine, crew, path &
terminal facilities.
G) Technique & technical knowledge of loco pilot should be improved by effective timely training.
Frequent inspection and counseling of loco pilot to be done by the experts while on run or in the
lobby.
H) Detention at fueling points can be minimized by using minimum time for fueling.
I) To increase the average speed of goods trains as maximum engines are utilized for hauling of
goods trains. For this effectiveness of all departments engaged for these are required.
J) Imposition of speed restriction always effected the engine utilization directly as because it causes
detention to train as well as train engine. So, it is better not to imposed frequent speed
restrictions. Maintained the track in good fettle.
LOCO MAINTENANCE SCHEDULE
Coaching locos
Maintenance schedule
Periodicity
Duration
Trip Inspection
2 hrs.
IA
40 + or _ 3 days
4 hrs.
IB
80 + or _ 3 days
6 hrs.
IC
120 + or _ days
8 hrs.
AOH
12 months + or _ 15 days
6days
IOH
9days
whichever is earlier
POH
28 days
is earlier
Periodicity
Duration
Trip Inspection
2 hrs.
IA
4 hrs.
IB
90 + _ 3 days
6 hrs.
IC
135 + _ 3 days
8 hrs.
AOH
IOH
18 months + _ 10 days
54 months + _ 1 monthly or 6 lakh kms
6 working days
9 working days
whichever is earlier
POH
28 working days
Whichever is earlier.
Engine Kilometers
_______________
on goods train, on passenger train ,on mixed train, shunting train, departmental train
But engines sent to workshops or under repairs or after repair stored or
spare are not included. This statistical figure represents the engine utility,
every effort should be made to secure the highest figure under this head.
Engine kilometer per day per engine on line
This figure takes in to consideration of all the engines allotted to the shed including all engines under
repairs or in workshops or spare i.e., not used from 0 hrs. to 24 hrs. or engine on the way to or way
back from the shops are taken in to consideration.. It is calculated as under.
E K M per day per engine on line =
Engine Kilometers_____________________
Engine on line X No. of days for the calculating period.
This unit should always be used in conjunction with the engine kms per day per engine is use. The
closer the two units approximate to one another, the better is the result as the difference between the
two figures indicates the number of engines which have not been used and as such no revenue is
earned by them. But efforts should be made that there should not be a wide difference between the
two figures and both figure should be kept closer to each other.
Engine kms per day per engine in use are always higher than the figure of engine kms per day per
engine on line.
This figure is generally used to examine and justify the allotment of engines. It can be
improved by cutting down the repair time to the barest minimum.
What are the methods to improve diesel engine utilization?
To improve the Diesel Engine utilization, the utilization of an engine in
hours has to be cut down to minimum while the engine km has to be
increased and the following are the methods to improve the diesel engine
utilization-
The speed of goods train to be increased to the maximum, reducing engineering restrictions.
The signaling and interlocking gear to be kept in perfect condition and in case of failure
unnecessary delay on account of the failed signaling is to be kept to minimum.
The running of trains should be carefully monitored by control to have good speed. Minimum
time should be spent in crossing / precedence.
Emphasis should be made to run trough trains and marshalling of the trains should be done
accordingly.
The engine lead is to be prepared in such a manner that engines are not detaining at the terminal
for connecting loads.
More running of crack/ link/fixed path trains will ensure better average speed and thereby better
turn round of engine.
In the event of shunting at the road side station, a shunting kilometer at the rate of 16 kilometer
per hour in BG and 12 kilometer in MG should be taken in to account while calculating DKM.
DKM is calculated by dividing the total kilometers earned by the total average numberof
engines available for the traffic use i.e, by the Outage.
Improvement measures of DKM:DKM will increase ----- increase in total engine kms
decrease in total engine hours
increase in average speed of goods train
To achieve the above the following steps to be taken:1. Avoid enroute and marshalling yard detentions.
2. More crack and link goods train by better speed means better engine kms.
3. Right time start from originating station
4. Engines should not be detained for laods.pulling of engines where loads are available will yield
better kms except where trains are running on train on load concept.
5. Loco maintenance high standard resulting reduction ineffective percentage
6. Effective controlling
7. Better maintenance of track
8. Increasing loads per train for optimum utilization of hauling capacities of locomotives.
1) Ensure serving of train call to the crew and guard well in advance with detailed particulars of
the train as per advice of Control.
2) Each crew and guard lobby shall ensure Breathalyzer test for each crew and guard before
signing on duty.
3) Ensure that all crew and guard sign on Crew Management System (CMS).
4) Prominently display safety posters speed restrictions board of the various sections, changing
beats of Mail Exp. And passenger trains.
5) Book order should be up date for correct information regarding special instructions, amendment
of rule books and other safety related items without fail.
6) Preserve Alert advice, safety bulletin and other safety related circulars for readily available to
the crew and guard.
7) Adequate sitting arrangement of the Crew and Guard waiting for train work.
8) Attached rest room for Crew and Guard for the trains delayed for unforeseen circumstances.
9) Attached toilet and drinking water facilities.
10) Line box room for securing the line box.
11) At once arrange crew and guard for ARME/ART if call for, if required lobby duty staff should
work the train.
12) Recreations facility like TV sets.
What are the important operating indices to judge the performance of Goods train operation?
The following are the important operating indices internationally accepted as yardsticks for measuring
the efficiency of Goods train operation.
1. Net tonne kilometers per Engine hour
2. Wagon kilometers per wagon day
3. Net tonne kilometer per wagon day
4. Percentage of train engine hours to total engine hours
Net tonne kilometers per Engine hour:This operating index is calculated by dividing Net tonne kilometer by total Engine hours including
Train Engine hours, shunting Engine hours, assisting required Engine hours, Light Engine hours.
Here NTKM represents the transportation produced and the Engine hours represent the work done for
producing transportation.
In order to achieve a good result it should be ensured that trains should always run with economical
load and with maximum permissible speed and all kinds of enroute detentions to be avoided as far as
possible to reduce train Engine hours and for this proper maintenance of locomotives,wagons,tracks,
S & T gears is absolutely necessary.
Wagon kilometers per wagon day:This figure is arrived by dividing the kilometer age during the month by load and empty wagons
excluding B/van and departmental wagons by the wagon days.
Wagon days are worked out multiplying the average number of wagons pooled or non pooled on the
line daily in terms of four wheelers by the number of days in the month.
This statistical unit is an index of the movement of wagons.
It represents how many kilometers every wagon on the division has moved in a day and to improve
this statistical unit all avoidable detentions are to be eliminated.
Net tonne kilometer per wagon day:This is an useful index to ensure the transportation produced against the wagon resources available
and can be worked out by any of the two following ways:a) By multiplying the wagon kilometers per wagon day by the average load of a wagon where load
and empty are taken together.
b) By dividing NTKM by the wagon days on line
This is most important for watching the movement and loading of the wagons and a combined check
on the mobility as well as load of a wagon.
Actually NTKM per wagon day represents the amount of goods moved and the lead over which they
are moved in a day with each of the wagons available on the division.
This figure is largely influenced by average wagon load on run and average starting wagon load,
nature of traffic moving, axle load restriction, and carrying capacity of the wagon and enroute
detentions.
Percentage of train engine hours to total engine hours:This unit indicates what proportion of the engine hours has been incurred on account of employment
in productive work.
This statistical unit is obtained by multiplying the goods train engine hours by 100 and dividing the
resultant figure by the total goods engine hours including Train engine hours, assistance required and
assistance not required engine hours, light engine hours and other engine hours. Shunting engine
hours employed in the yard are not included in view of the difficulties in allocating them to the
branches or divisions served by the yard.
ii.
iii.
Iron Ore
iv.
POL
v.
Traffic such as Cement in bulk/loose, Food grains in bulk/loose, Caustic Soda, LPG,
Ammonia, Phosphoric Acid etc.availing freight concession under any other scheme moving
in privately owned wagons including OYWS and WIS/LWIS wagons.
vi.
vii.
Container Traffic
viii.
Military Traffic
ix.
RMC
x.
Short lead traffic less than 100 kms (< 100 kms)
1.0 Objectives of the scheme the main objective of the freight Incentive scheme is to generate
additional traffic volumes and additional revenue by giving freight concessions. Therefore, a close
watch needs to be kept to ensure the success of the objective.
2.0 Grant of concession The concession will be given as a discount at the time of issue of Railway
Receipts.
3.0 Definitions i.
ii.
iii.
Concurrent Freight concession: Freight concession under TIELS (Terminal Incentive Cum
Engine on Load Scheme) and Liberalized Siding Rules will be permitted concurrently with
concession under these schemes. Benefit of freight concession under a particular scheme
cannot be taken concurrently with benefits under any other Freight Incentive Scheme or
freight concession under any other policy unless explicitly permitted under the relevant
scheme or policy. Concurrent concession will be given one after the other on the reduced
NTR. Levy of charges on NTR such as Development charge, Terminal Charge etc, will be
levied on the original NTR without any concession.
iv.
Covered Wagons referred to BCX, BCXN, BCN, BCNA, BCNAHS, BCNHL and equivalent
wagons but do not include tank wagons.
v.
vi.
Flat wagons refers to BRN, BRNA, BFR, BRH, BRS, BFNS AND equivalent wagons.
vii.
Floor Rate: This refers to the minimum chargeable freight payable after granting all
concurrent concessions, under any freight incentive scheme.
viii.
Freight concession is a term indicating a rate lower than the normal tariff rate without being
specific about it being a freight distance or freight rebate. All freight concessions will be
granted by the loading division irrespective of whether the traffic is PAID or TO-PAY.
ix.
Freight Distance refers to an upfront discount on the normal tariff rate at the time of booking
of traffic at the terminal.
x.
Freight Earning refers to the net revenue realized by railway from a customer for
transportation of cargo by way of freight charges including surcharges or other charges, if
any.
xi.
Freight Incentive Scheme refers to the following available in this categorya) Incentive Scheme for loading Bagged Consignments in BOXN,
b) Incentive Scheme for Traditional Empty Flow Direction, \
c) Incentive Scheme for Freight Forwarders and
d) Incentive Scheme for Incremental Traffic.
xii.
xiii.
Full Rake Terminal refers to Terminals notified by Zonal Railways as full rake handling
point.
xiv.
Half Rake Terminal refers to Terminals notified by Zonal Railways as half rake handling
point.
xv.
Incentive is the benefit in freight charges or any other additional facility being granted to all
rail users under a particular scheme.
xvi.
Incremental NTKMs is the NTKMs earned over and above the average NTKMs in the
corresponding period (month or year) of the 2 previous corresponding months/years.
xvii.
Lead Restriction specifies restrictions by way of minimum lead for traffic to be eligible
under an Incentive scheme.
xviii.
Lead Restriction specifies restrictions by way of minimum lead for traffic to be eligible
under an Incentive Scheme.
xix.
Multi point Rake is a train carrying wagons destined to more than two destinations.
xx.
New Traffic refers to the traffic loaded by a customer in the current year from a terminal
provided that this customer had not loaded same commodity from the same terminal in each
of the 2 previous years.
xxi.
NTKMs = Net Tonnage Charged X Chargeable distance in Kms. The figure for any period
will be sum total of NTKMs of all rakes loaded during that period.
xxii.
NTR = Base freight + Demand Management Charges ( Busy season surcharge, Congestion
charge, and Supplementary charge as applicable on various transportation products. Other
charges like Development Charge, Punitive Charges for over loading, and Penal Charges for
Mis-declaration will be levied on NTR. Similarly, freight concession (discount/rebate) will
also be granted on NTR.
xxiii.
xxiv.
Permitted Terminal identifies the type of Terminal, where traffic is eligible for a particular
freight incentive scheme.
xxv.
Restricted Commodities refers to specific commodities excluded from being eligible for a
particular Freight Incentive Scheme.
xxvi.
Permitted wagon specifies the type of wagons, traffic in which is eligible under an Incentive
Scheme.
xxvii. Terminal refers to a private siding, assisted siding, railway siding, goods siding, goods shed
where cargo is loaded or unloaded but does not include an Inland Container Depot or port.
xxviii. Traditional Inter Zonal Empty Flow Directions are Inter Zonal traffic movement streams
comprising predominantly of empty wagons. Railway Board notifies these streams/directions
for specific wagon types.
xxix.
Traditional Intra Zonal Empty Flow Directions are Intra Zonal traffic movement streams
predominantly of empty wagons. Railway Board notifies these streams/directions for specific
wagon types based on proposals received from zonal railways.
xxx.
Two Point Rake is a freight train carrying wagons destined for two terminals
xxxii. Year is the period from 1st January to 31st December of the same year.
4.0 Processing Procedure: A Customer willing to participate in any of the schemes shall follow the
following
1. Customers will apply to DRM for grant of benefits under the specific Freight Incentive
Scheme they wish to participate in.
2. Applications shall contain the detail of their monthly NTKMs for 2 previous years from
1st January 2008 to 30th September 2009. Figures for the next 3 months should be
submitted subsequently on completion of the period. The type of wagons needed. The
documents should be duly authenticated by the SM/CGS of the concerned terminals.
3. After receipt of the proposal the DEC shall verify the accuracy of the data furnished by
the customer by visiting the concerned siding or goods shed as the case may be.
4. The DEC shall submit its report within 15 days of receipt of the proposal. In case of
variation in figures between the applicant and Dec, those of latter will prevail.
5. The proposal shall be submitted to Sr.DCM to DRM for issue of an authorization to the
Goods Supervisor of the concerned terminal for maintaining records and granting freight
concession. If the proposal of the customer is not approved, a regret letter will be issued.
6. DRM must ensure that restrictions in respect of concurrent operation of the Freight
Incentive Schemes as well as the conditions as specified in the relevant scheme are
complied with.
7. Freight concession should generally be granted by means of discounted freight rate at the
time of issue of RR itself.
8. The Authorization or Regret letter must be issued to the Customer and Goods Supervisor
of the terminal with a copy to Dy. CAO/TA. Where the destination terminal falls on a
different division, a copy of the above to be sent to concerned CCM and DRM.
9. Detailed account of NTKMs earned both for the current period and the average NTKMs
of corresponding periods of 2 previous years must be maintained for each customer who
has been granted the benefit.
10. Commercial staff of the concerned terminal shall issue a message to the concerned
Sr.DCM and Dy.CAO/TA as soon as a customer becomes eligible for freight concession
advising start of discount freight. DEC will then visit the concerned terminal for post
check of fulfillment of the conditions for grant of discounted freight. Grant of freight
concession will start as soon as a customer become eligible for the concession after
fulfilling the conditions without waiting for post check inspection of the DEC.
11. The concession will be applicable for all zonal railways and cannot take care of
specific/peculiar requirement of a particular stream of traffic moving over individual
divisions/zones. In case it is found that there is adequate justification for freight
concessions for such type of traffic which are not covered under any of the Freight
Incentive Schemes, then detailed proposals for freight concessions (i) beyond the power
of DRMs, (ii) new streams of traffic, (iii) traffic excluded from the perview of freight
incentive schemes etc., should be forwarded to Railway Board for consideration with
approval of COM, CCM, concurrence of FA&CAO and personal approval of GM.
Proposals not complying with this procedure will not be processed at the Board.
All Terminals
NIL
10%
20%
30%
35%
40%
Floor Rates: Minimum chargeable freight after all concessions should not be less than NTR of Class LR1.Bench Mark:
(1) Average Month wise NTKM performance for the 2 previous years from 01.01.08 to
31.12.08 and 01.01.09 to 31.12.09 for the same commodity from the same terminal.
Benchmarks will be fixed on monthly basis only. For subsequent years, NTKM figures
for 2 immediate previous years will be taken. For calculating the benchmark only traffic
for more than 100 kms distance will be considered. However, concession will be
available onle for traffic lead of more than 500 kms after monthly benchmark has been
crossed.
Example: - If a customer who is loading cement has achieved 200 NTKMs in BCN rakes
and 100 NTKMs in BOXN rakes (average of January 2008 and January 2009) then his
bench mark for cement for the month of January 2010 will be 300 NTKMs.; and he will
start getting the discount for cement only for traffic of more than 500 kms. in Traditional
Empty Flow Directions only after he crosses this benchmark. This will ensure that there
is no diversion of traffic from one generic type of stock to anther.
(2) Rake, on the loading of which benchmark NTKM has been crossed, will not be eligible
for concession. Customer will start getting concession from next rake onwards.
Example: - A customers benchmark NTKMs on the basis of his average for a
Particular month over last 2 years is 1000. Suppose, after completing 8 th rake his
cumulative NTKMs is 910. In the 9th rake he earns 100 NTKMs. Therefore, after completing
9th rake his cumulative NTKM becomes 1010. that in that case he will start getting rebate
from the 10th rake onwards. Similar principle will be followed for other NTKM slabs also.
Permitted Terminals: All.
Restricted Commodities:
SL
(a)
(b)
Type of wagons
Open
Covered
Flats
Private Sidings
All ores and minerals
None
None
Goods Sheds
All ores and minerals, Salt
None
None
(ii)
(iii)
Incentive Scheme for loading bagged commodities in open and flat wagons.
(iv)
Concurrent concessions will be given one after the other on the discounted NTR.
Conditions:
1. New traffic which has not been loaded during each of the 2 previous years will not be eligible for
this concession.
2. This scheme will be applied to each terminal separately and independently for customers
operating from multiple terminals.
3. Concessions will be given at the stage of issue of RR itself on incremental NTKMs over the
monthly benchmark.
4. Application for availing this discount must be submitted by customers latest by 20 th November of
the previous preceding year (30th November 2009 for availing discount in 2010). Divisions/Zones
will not have any discretion for entertaining any application after that date.
5. For the year 2010 from January 2010 to December 2010), customer will submit data along with
the application for the period from 1st January 2008 to 31 st December 2008 and from 1st January
2009 to 30th September 2009. figures for the ensuing period from 1 st October 2009 to 31st
December 2009 will be submitted after completion of this period latest by 31 st January 2010 and
will be verified by the DEC subsequently latest by 28 th February 2010. Applications received
from customers must be finalized within 30 days at the Divisional level, latest by 20 th December
(30th December for 20090. Notification for the first nine months of 2010indicating the
benchmarks must be issued by 20th December (30th December 2009).
6. Notification for the last three months of 2010 (October 2010 to December 2010) indicating the
benchmarks must be issued latest by 15th March 2010.
7. Concessions granted under this scheme will always be for the entire year with effect from 1 st
January to 31st December after notification is issued in 2 phases.
8. However, performance for any one month (say November) will be compared to the average
monthly performance of the same month(November) of two previous years independent of the
performance during other months of the current year.
9. For subsequent years the time schedule as above should be followed.
10. Traffic booked under this scheme will not rebooked or diverted normally. In case such traffic is to
be rebooked or diverted then normal freight will be charged for the entire distance without any
concession.
NOTE: - Inter-Zonal Flow of Traditional Empty Flow Directions for Jumbo Rakes in BCN/BCX
wagons originating from N.F.Railway may be destined to All Zonal Railways. But for BOXN stock
the movement is allowed to ER & SER only and for BRN, CONCORD, BRH Group wagons to SER,
SECR, ER and ECOR.
Intra Zonal Flow is not allowed over N.F.Railway.
What do you understand by Inspection?
The Rly. Network is spread over a vast area. It is estimated that for running of a train over a section cooperation and coordination of about 2 thousand Rly staff is essential. Rules and instruction lay down the
procedure of work and the staff is properly trained and the officials at various levels monitor supervise
and direct the staff from time to time by different means through inspection particularly in the field of
Rly operations to ensure efficient working at all levels. Actually it is a managerial process of getting
things done through people engaged at different levels and to ensure co-ordinated activities for running
trains safely and efficiently.
Statistics can be briefly defined as the statements of numerical facts and figures arranged and classified so
as to provide a ready comparison of results of two or more operations.
To make easy comparison of Tones earnings and lead with corresponding period of previous year.
To judge the efficiency of railway operation and also to find the way to carry more and more
traffic with less and less cost i.e to assist in increasing the gross earnings.
Train kilometers
Statistical units: There are three types of statistical units used in the railway statistics Viz, Primary Units,
Fundamental Units and Derivative Units.
Primary Units: The primary unit is a unit depicting a single idea. In other words this refers to the
factors of measurement which are Quantity, Distance Duration and Service. They are expressed as
follows:i) Quantity-Volume, Weight, Numbers & Earnings.
ii) Distance- Given in Kilometers.
iii) Duration: Hours and Days.
iv) Service- Performed in trains, Vehicles, Wagons and Engine.
Fundamental Units:-Primary units linked together to denote joint conceptions from Fundamental
Units. For example, the object is to carry weight i.e tonnes, a certain distance i.e Kilometers. Therefore by
multiplying the two relative primary units i.e tonnes Kilometers, the result is net tonne kilometers.
Likewise, there are other fundamental units, such as Wagon days, Engine days, train kilometers, Engine
Kilometers etc.
Derivative Units:-This unit indicates the relation ship that exists between two sets of primary or
Fundamental Units; and the result thus arrived is termed as Derivative Units. The following example will
make it clear- the results in derivative units are also arrived by dividing one set of Primary Unit by
another set of Primary or Fundamental Unit, and one set of Fundamental Unit by another set of Primary
or Fundamental Unit.
a)
iii) Average Speed:-This figure represents the average time table speeds of passenger trains. The
higher the figure , the better the service to the passengers and the more intensive utilization of coaching
stock.
b) Indices of Wagon usage performance Statistics.
i)Average starting wagon load: This is compiled by dividing the tonnage loaded in to wagons by the
number of wagons loaded. This indicates the extent of utilisation of wagon space.
ii)Average Wagon load during run:- This result is useful for indicating the extent to which each wagon
has been loaded on an average. This is estimated by dividing the Net Tonne Kilometers by loaded wagon
kilometers.
iii) Wagon Kilometers and tonne Kilometers : Number of wagons (excluding brake vans) multiplied by the
distance traveled during a certain period will give Wagon Kilometers. Similarly, considering the gross
load or net load of each wagon, Gross tonne kilometers (GTKM) or Net Tonne Kilometers (NTKM) are
calculated.
i)
Wagon-turn-round
a) Wagon Kilometers per Wagon Day: This indicates how many kilometers is earned by each
wagon daily on an average. It should be a high figure under this unit, as then alone, it can be said that
wagons are moving or stranded. The result is to be obtained by dividing the total wagon kilometers by
wagon days.
b) Net tonne kilometers (NTKM) Per Wagon Day: This is one of the most important of the derivative
units, as it compares the transportation produced against wagon resources. The target is to produce
maximum transportation with limited wagon holdings. This is obtained by dividing net tonne kilometers
by wagon days.
c) Wagon Turn Round(WTR): This figure expresses the ratio between total number of serviceable
wagons on a railway and the number of wagons required daily for effective use on the railway for its
outward, inward and transhipment traffic. Stated in different way, it is the interval between two
successive utilization of wagon measured in terms of days. Mathematically, it is represented as
T=
B
L+R
Where B is the effective daily average holding, L is the average number of wagons loaded and R is
the number of loaded wagon received. The result will be in days.
c) Goods Train Performance Statistics:The goods train mainly contains two elements as unit of operation, such as
i) The load of the train in tonnes and
ii) The mobility given by the speed to produce revenue. The product of these two factors multiplied by a
given period of time gives either wagon kilometers or tonne kilometers carried. Derivative units can be
applied to measure the efficiency of goods train running and to study the economics of goods train
working.
i) Average speed of goods trains: a) This gives a measure of the speed of goods train. Low speeds increase
the operating expense,affecting Locomotives & wagon usages.
The average speed of goods train is calculated by dividing the total train kilometers by total train engine
hours.
b) For statistical purpose,
Total train kilometers of goods train.
Average speed of goods train = ----------------------------------------Total train engine hours + total shunting hours (of the relevant
train engine during run.)
Some important factors on which the Average speed of goods
train depends ;
a)Hauling capacity of the loco.
b)Trailing load of the train.
are omitted. This figure is compiled separately for passenger, mixed and goods train services as well as
for all services. This is affected by such factors asi) The average runs of trains;
ii) The average speed of trains;
iii) The engine links;
iv) The location of the engine sheds with respect to the stations
which they serve.
Engine Kilometers per day per engine- on line:- Engine on line are all available engines that put to
effective use during period in question. Engine kilometers per day per engine in use is the proportion of
available engines on line. As some engines on line may always not be used for traffic, the figure of engine
online is comparatively less than the figure of engine in use. This figure is also compiled separately for
passenger, mixed and goods train services as well as for all services.
e) Marshalling Yard Statistics:It is a monthly statement in tabular form which is required to be furnished by each marshalling yard. It
contains the following information:
1. Name of the yard.
2. Number of the wagons dealt with during the month.
3. Daily average number of wagons detached.
4. Daily average number of wagons dispatched.
5. Number of trains received.
6. Number of trains dispatched.
7. Number of wagons dealt with per shunting engine hour.
8. Average detention per wagon.
a) All wagons
i) Permissible.
ii) Actual.
ii) Actual.
Number of wagons dealt with per shunting engine hour:The number of wagons dealt with per shunting engine hour
Should be calculated as under:
Wagons shunted
Shunting engine hours.
Average detention per wagon:- This is the most important items of marshalling yard statistics. Apart from
the detention of all wagons, detention to through loaded wagons is calculated separately. Detention
suffered by stock in a yard depends on the lay out of the yard and on the number of trains per day that can
be dispatched in various directions. Target figures have been laid down for each yard for detention to all
wagons and through loaded wagons. Such targets take in to consideration the condition of work and
facilities available in the yard concerned. Detention in excess of the figure indicates inefficient yard
working. Lesser detentions mean lesser cost of handling wagons in yards.
What is operating Ratio and what are the factors affecting operating ratio and how operating ratio
can be improved?
Operating ratio is the ratio between the total expenses and the gross earnings expressed in percentage.
Mathematically it is shown as follows:
Operating ratio = Total expenditure X 100
Total Earnings
From the above formulae, it is clear that operating ratio depends on the level of earning and the level of
expenditure.
This statistical unit will indicate the revenue earning capacity of a railway or a division and its suitability
as an investment risk. It is a very useful index to judge weather a railway or a division is running at a loss
or profit and measures the transportation produced against the work done in producing the transportation.
Even if the operating efficiency is high the operating ratio may not be favourable on account of either
topographical condition or a fall in the gross earnings or a rise in the wage level or an increase in the costs
of fuel and other stores i.e increase in the working expenses. The pattern of traffic offering also influences
the revenue earnings.
The higher operating ratio of N.F.Railway is mainly due to the following constraints of the region:
1) topographical condition i.e. gradients, climate e.t.c
2) region is not agriculturally or industrially developed
3) physical characteristic of the line
4) traffic are of receiving in nature and not have much outward traffic
5) more expenditure have to be made to build bridges,tunnels,gradients and more revenue is lost in
their maintenance including the maintenance of rolling stock owing to more wear and tear
6) soil condition predominates to run trains with better load with good average speed.
Measures to improve:
1) future plan may be made to connect with South East Asia to enhance transportation/international
transportation
2..
Statistical unit
Goods Train
Kilometers
trains. This unit represents the aggregate distance traveled by all the
Hours
engines. Shunting engine hours are also included in this figure. This
unit indicates the period spent by engines in hauling goods trains. This
3.
4.
Goods Engine
Kilometers
train engines during the statistical period. This unit represents the
Shunting Engine
Hours.
regular shunting engines, as also the time spent by the train engines in
performing shunting at roadside or terminal stations after giving the
free allowance of 15 minutes, wherever necessary. This unit represents
the total unproductive work done in connection with attaching and
5.
6.
Assistance required
Engine Hours.
7.
Shunting Kilometer.
Loaded wagon
kilometer
9.
10.
11.
Empty wagon
traffic moved.
This is obtained by aggregating the distance traveled by all the empty
Kilometers
Total Wagon
of empty wagons.
This is obtained by adding up the loaded and empty wagons
Kilometers.
Net Tonne
Kilometers.
distance traveled, and the aggregate is totaled to obtain this result. This
unit is a direct measure of the transportation produced. It is a very
12.
13.
Average no of
effective wagons.
month. This gives the number of serviceable wagons for traffic use.
Wagon days.
14.
Trains
total of goods train engine hours+ the time spent by the train engines
on shunting enroute for which shunting orders/vouchers have been
issued. This gives a measure of the speed of movement of goods
trains. As low speeds increase the operating expenses, besides
affecting locomotive and wagon usage, the endeavour should be to
15.
Speed of Through
Goods Train
a train
17.
the locomotive.
This is calculated by dividing the net Tonne kilometers by goods train
18.
a Train
Average Starting
Wagon load.
Net Tonne
Kilometers per
Engine Hour.
16.
19.
and other engine hours. This is one of the most comprehensive of the
derived units, in as much as it estimates the transportation produced
against the work done in producing transportation.
WHAT ARE FREIGHT OPERATIONS INFORMATION SYSTEMS?
Up-to date business environment to the customers with instant access to information regarding
their consignments in transit for just in time inventory.
A management tool to optimize utilization of costly assets and resources by improving the
distribution of rakes/wagons/locos.
Increased revenue
Stock holding.
Loco holding.
INCREASED REVENUE
Ensures optimal crew management & monitors statutory limits of running duty& overtime.
Reduction of staff cost per unit of transportation due to improved productivity of the available
man power.
Facilitation of acceptance (customers demands), billing & cash accountals from identified nodal
customer service centre.
Loading particulars.
WAGON/RAKE/LOAD/TRAIN
Any set of wagons moving to gather & has been identified as rake with uniquely ID
number.
TRAIN CYCLE :- It starts the movement a load is identified as train. the tasks are used
for on line reporting as undera) Train ordering.
b) Train departure.
c) Train arrival.
d) Train run-through.
e) Train rerouting.
Demand.
Interchange forecast.
Rake dissipation.
Load planning.
Load stabling.
Load diversion/termination/extension.
Attachment/detachment of loco-
DEMAND
This function is to be reported at station where the party/consignor registers his demand for
supply of rake/piecemeal wagon for loading of goods.
New demand.
Modify demand.
Add/delete demand.
Fulfilling demand.
INTERCHANGE FORECAST
In the system as the trains are planned, a pipeline is generated from originating ststion to
destination and the position can be viewed at any point in its route.
WHAT IS INTEGRATED COACHING MANAGEMENT SYSTEM ICMS?
PAM- For post facto analysis of punctuality loss and its causes. Capture train running at
originating/terminating/interchanging points and the causes detention. Data imputed by
the Divisions.
TIME-TABLE MODULE- For simulating the suitable timings for running of all kinds of
train. Data imputed by Zonal HQ level.
Train Ordering.
Caution order.
Plot graph.
Advance plotting.
BENEFITS OF COA
Multimodal transport especially of high rated general goods has helped in reducing overall
physical distribution costs as well as in providing better quality of service which includes
i)
speedy transport,
ii)
iii)
iv)
easy packaging,
v)
vi)
less documentation.
Organization and structure of the CRS: This organization is headed by chief CRS with head quarter at Luck now who is assisted
by Dy.CRS i) General ii)Mechanical iii)S&T iv) Operating v) Electric traction.
Under CCRS there are 10 CRS of different circle. Again each circle CRS is assisted by
one/two Dy.CRS.
CRSs circle
Head Quarter
i) Central circle
Mumbai
ii) Eastern ,,
Kolkata
iii) Northern ,,
Delhi
Lucknow
Kolkata
vi) Southern ,,
Bangalore
Secunderabad
Kolkata
ix) Western ,,
Mumbai
x) Metro Rly ,,
Kolkata
inspection.
To conduct investigations into serious accidents or accidents considered to be of serious
nature and suggest safeguards.
To sanction the execution of all new works and installations on the running track
affecting the safety of the traveling public such as :
rebuilding of bridges,
remodeling of station yards,
line capacity works,
Re-signaling works, etc.
Periodical inspections of Railways
To inspect a closed line and sanction its re-opening.
Reporting his opinion to Central Govt. to order the closure of the railway line or the
discontinuance of the use of rolling stock.
To examine the technical aspects of new rolling stock and advise on their introduction in
the existing network and to sanction their running.
General Advice on matters concerning safety of train operation.
Rebuilding of bridges,
The recommendations beyond its competence are referred to Rly. Bd. for decision
at its level.
CCRS on receipt of Rly admn. remarks, formulates his views on the cause, responsibility
and recommendations.
On matters involving difference of opinion he gives his weighed opinion.
CCRS sends his note (called CCRS note) containing brief details of accident, views of
CRS and Rly Admn. and final opinion of the Commission on the issues raised in the
report to Railway Board
Railway Board takes final decision on the cause, responsibility and recommendations.
It gives detailed reason if not in agreement to Commission and apprises the Commission
accordingly.
If Commission is not convinced then the matter is taken up by sending reference to the
Board.
Meeting with Commission to come to agreement.
If finally no agreement is reached the matter referred in Annual Report.
Principal matters deals with by CCRS:
Under section 21 of the Indian Railway Act, chapter VI of the Rule for opening of a
Railway or section of a Railway for public carriage of passenger, approval of
Commissioner of Railway safety (CRS) is required for Commissioning any work
on the open line, which will affect running of passenger trains and any Temporary
arrangement necessary, except in case of emergency. The following signal and
Interlocking works, when they are connected with or form part of a Railway
already opened for carriage of passengers, require the sanction of CRS before the
work are commenced or opened.
Accidents are occurrences where safety has been affected; whereas, Disasters are those
situations which cause acute distress to passengers, railway users, staff and their families.
GM, AGM or CSO is nominated by the Railway Board to declare a train accident of
serious nature as a Disaster.
Level-II: May require assistance from neighboring divisions but can be managed by the
Zonal Railway.
Level-III: Require active involvement of multiple agencies of the Central Govt. (Ministry
of Rly & other ministries)
The high level disaster management committee recommends that each zone should have a
professionally trained Crack Team of Rail Rescue Experts Consisting of Officers of medical and
Mechanical Branch.
This group will continuously be exposed to the latest rescue, extrication techniques and
medical relief.
This group will support the accident rescue and relief arrangements made by divisions at
the site of accident.
One complete set of sophisticated equipment/gadgets required for rescue and relief must
be available with one specialized disaster response unit at each zonal head quarter.
Each unit will be provided with state of the art equipment for entrapment rescue from the
accident involved coaches and will be kept at the disposal of GM.
This specialized disaster response unit (comprising of both men and material) available at
Zonal head quarter must be Helicopter or along with GMs special train as needed. They
would serve as an additional aid.
Specialized response unit maintain its elite character. It must not be sent to sites of
smaller accidents and should only be rushed to sites of major disasters.
Monitoring Cell
There shall be a high level monitoring cell, at Zonal head quarters level, which shall include the
following
Controller of stores
As soon as the report of a serious train accident is received at the Head quarters the committee
shall meet immediately to take stock of the situation and monitor rescue, relief and restoration
works.
The committee shall be responsible for the following actions:i)
Shall be in regular touch with the division, to monitor the rescue, relief and restoration
works
i)
Shall take stock of the latest position and convey in formations to GM/AGM and
nominated officer of the Railway Board.
ii)
Shall co-ordinate with board; adjacent foreign Railway and Public enterprises, private
agencies, Hospitals, State Authorities, NGOA, New Agencies, media, Private Air
Operators, Based at Local area to seek assistance whenever required.
iii)
Shall nominate headquarters officer with the approval of GM/AGM, to attend site when
necessary.
All the front line staff, such as Driver/assistant Driver, Guard/Assistant Guard, Coach
conductor, Train Superintendent, TTE, AC Mechanic, Coach attendant, catering staff,
Safaiwalas, Gang man, TXR staff, ARME/ART staff, Station Master, Security Staff
should be given periodical training on Disaster management.
Special focus should be laid on imparting extensive state of the art training on rescue,
medical relief and rolling stock restoration techniques.
All the front line staff as mentioned above shall be provided with folders with guidelines
in the form of Dos and Don'ts on actions to be taken at the site of the accident.
What are the pre disaster management plans at the divisional level?
All divisions should be fully aware of the local, civil, army and other resources
available for supplementing their disaster management efforts as and when required.
The Disaster management plan, of each division must contain the following
information relevant addresses, contact persons and their contact telephone/ mobile
numbers whenever required.
i) Important telephone nos. including mobile numbers of Railway officials at both
headquarters and Divisional level.
ii) List of medical facilities of the division.
iii) List of phone nos of stations, their respective blocks districts and states.
iv) List of District and state officials.
v) List of fire stations with contact phone nos.
vi) List of army services headquarters and corresponding railway zonal/Divisional
headquarters
vii) List of location of ARME/ ART.
viii) List of news agencies with contact no.
ix) List of helipads/Air strips.
x) List of social organizations/NGOs.
xi) Establishments having road cranes/ Bulldozers etc.
xii) Establishments having tents and decorations equipments.
xiii) List of electrical decorators.
xiv) Availability of boats.
xv) Name and address of divers.
xvi) List of forensic personnel.
xvii) List of road transport (state & private).
xviii) List of distance & time taken by road and rail.
xix) A road map super imposed a system map of the division.
xx) List of materials available in each ARTs / ARMEs.
xxi) Updated station/ Yard diagrams of the division.
xxii) List of major and important bridges and their locations.
Divisional control office must have a ready updated list of names, addresses, telephone
numbers and any other relevant information of the followingi)
ii)
iii)
iv)
Local doctors, hospitals, polyclinics, nursing homes, etc. at all major junctions, along
with facilities available.
v)
vi)
Vii)
viii)
Paramilitary establishments.
ix)
x)
xi)
xii)
xiii)
xiv)
xv)
xvi)
xvii)
xviii)
xix)
Station wise list of ARME with adjoining division of the home railway as well as that of
adjoining zonal railways.
Civil surgeon.
Nearest Railway, Civil, Military, Private Hospital or Dispensary and local doctors
indicating the distance from the station.
All railway officials concerned with the accident and their jurisdiction.
Such road vehicles with names of the drivers and addresses which can be called for in
case of urgency.
List of persons living in the locality who have passed First Aid examination.
Accident Relief Medical Equipment Train/VansAccident relief medical equipment:a) The medical officer in charge shall be responsible for keeping ARME ( Scale-I & Scale-II)
in updated condition.
b) SS/SMs of stations where scale-II equipment are kept, must ensure updated by medical
officer after being used.
c) ARME Scale-I must be inspected once in a month by the following officials in charge
(preferably jointly)i) Medical Officer.
ii) SS/SMs.
iii) SE/SSE (Telecom)
iv) SE/SSE (C & W)
v) Electrical official
An inspection book must be maintained for both the scale-I and Scale-II equipments.
Monthly statement shall be submitted by the joint committee to the divisional officers
who in turn refers the note to CMD.
Each member of the joint committee shall inspect his concerning items and set right in
the event of any shortfall.
Accident Relief Train(a) Following Record shall be maintained in the Accident Relief Traini)
Log book.
ii)
Attendance Register.
iii)
iv)
v)
vi)
Field Telephones
vii)
Detonators.
viii)
ix)
x)
Generators.
xi)
Compressors.
xii)
xiii)
Inspection Register.
b) i) All Relief trains and Relief vans are under the charge of Mechanical department.
ii) They are to ensure that ARTs and Relief Vans are fully equipped.
iii) Concerning deptt. will ensure proper availability of their equipments.
iv) DME, DEN, DEE, DSTE concerned must personally inspect the relief trains and their
equipments concerned to their departments and to ensure the availability and their efficient
functioning.
The person in-charge of the loco shed/ Running shed shall ensure
That a list of staff who are supposed to attend with the relief train, is available in the
shed.
The person in-charge of the C&W department is responsible to organize a break down
gang amongst his staff at the base station of relief train and to see that they thoroughly
understand the accident hooter for their attendance, also to ensure that the gang is
efficient enough to work at the site accident.
The person in-charge of the loco shed/running shed is responsible to keep engine and
accident relief crane in readiness.
The person-in-charge of C&W department for relief train is responsible to maintain all
vehicles on the train in the same way as other coaching stock in regular use.
Equipments for RPF: this disaster management team of RPF should have the following
equipment available with them:
i)
ii)
Nylon ropes and poles for segregating the affected area from visitors and spectators.
iii)
iv)
v)
vi)
First Aid training to be mandatory for all frontline staff i.e. for onboard staff, gang men,
and station staff who are specially first responder at site.
GMs/DRMs may explore the feasibility of entering in to an MOU with reputed training
institutes like St.John ambulance/Red cross or any other agency for providing periodic
training on disaster management ( First aid and other medical relief) for the frontline staff
over their zones/ Divisions.
The frequency and contents of first aid training module as well as category of staff being
covered should be reviewed.
Smoking, naked lights, H.S. lamp should be prohibited near the wagon/ vehicle
containing explosives inflammable consignment.
Train should not be run with hot axle, brake binding, skidding etc.
At the originating and interchanging points of all passenger carrying trains, it must be
ensured that, these trains run with full equipments of brake van as prescribed by GR, SR
and other special instructions.
The officers and senior subordinates of the traffic, mechanical, S&T& electrical
engineering departments must examine these equipments regularly and take necessary
action to ensure that they are in good working condition.
The first aid box and the stretchers should also be examined for this purpose by the
concerned medical officers.
The guard/ Asst. Guards of the passenger carrying trains while taking over the charge of
these equipments should also ensure that they are in good/ working condition.
If a passenger carrying train does not arrive within 10 minutes or a goods train does not
arrive within 20 minutes after allowing for its normal running time, at the next block
station, the station master on duty at the block station in rear and the section controller.
The section controller on duty on receipt of such advice shall immediately issue a
preliminary warning to the nearest base stations of ARME/ART, so as to keep them ready
for dispatch pending further information.
a) Each division should conduct one full scale disaster Management exercise on the
similar line as the army conducts once in a year.
b) Accident mock drills for ARME/ART: The period between two consecutive turnouts of
any relief train/Accident medical equipment should not exceed three months.
If, therefore, relief train / accident medical equipment has not been called out in the
normal course during a period of three months, a practice drill should immediately be
arranged. In carrying out these drills the following points should be carefully borne in
mind:-
The turnout of a relief train should be completed with full complement of equipment and
staff.
These drills should be ordered by the DRM personally and conducted under the direct
supervision of an officer not lower rank than that of a senior scale.
The results of mock drills should be maintained in a special register along with the
particulars of corrective actions taken where ever necessary. The result should also be
communicated to CSO and General Manager.
The Guard, Crew, TS, TTEs, AC coach Attendant, Asstt. Guard, RPF and other
railway staff on duty on the accident involved train.
ii)
iii)
Railway staff traveling by the accident involved train either on duty or on leave as
passenger.
iv)
v)
Passengers traveling on the train who volunteer for rescue and relief operations.
vi)
Railway staffs working at site or available near the site of the accident.
vii)
ii)
In case they have Mobile, ensure that telephone numbers of all relevant officials such
as those of Divisional Control Offices etc. have been permanently fed into the Mobile
for immediate use in an emergency.
iii)
These important telephone numbers should cover all those sections where they are
required to work their train either within their own division or even those of adjoining
divisions.
iv)
Divisions will get printed and circulate a DM Telephone Directory containing all such
telephone numbers that are likely to be required in an emergency.
v)
Whenever they are traveling at night they should keep a torch handy and secure it by
some means. The torch will be of no use in an emergency if it cannot be taken out
from inside suitcase at that point of time, or if the torch cannot be located since it has
fallen off due to severe jerk.
Switch on the Amber Light, if provided, in Flashing Tail Lamp, in the rear of the Brake
van.
Protect the adjacent lines and the train as per GR6.03 and SRs thereto;
Make a quick survey, for an immediate action of the casualties, injuries and assistance
required;
Relay the information giving details of the accident and assistance required to the Control
Office and SM of the nearest station by the most expeditious means.
Utilize Emergency Train Lighting Box to facilitate rescue work and medical aid.
Render first aid and rescue the injured persons taking assistance of all available Railway
staff, Doctors and volunteers on train or near the accident site.
Stop running trains on adjacent line and utilize resources on that train.
See that water, tea etc. are supplied to the affected passengers.
Arrange of protection of the Railway and Public Properties with the help of railway staff,
volunteers on train, RPF and GRP.
Preserve of all clues and evidences regarding probable cause of the accident and ensure
that these do not get disturbed.
Post a railway man to man the field telephone to ensure regular flow of information.
Arrange to clear the unaffected portion of the train to the nearest Station.
Log your activities. Remain in as overall charges till he is replaced by a senior Railway
official.
Switch ON the Flasher Light of the locomotive and blow four short engine code
whistles.
Protect the adjacent lines and the train as per GR6.03 and SRs thereto; ignite fusee if
required.
Make a quick survey of magnitude of accident and roughly assess casualty, damage and
assistance required.
Send information through quickest means to Control Office and SMs on either sides of
the block stations for this purpose:
a) Walkie-Talkie communication provided with stations should immediately be used.
b) Otherwise field telephone should be used.
c) If a train comes on the other line which is not blocked the same should be stopped
and information of the accident should be sent.
d) ALP or Assistant Guard may be sent to the nearest station to convey the
information of the accident.
e) If all of the above fail, one of the railway staff on duty on the train should be sent
on foot to the nearest station.
Render all possible assistance to the guard in rescue and relief measures.
Render all possible assistance to the Guard in rescue and relief measures.
Carry out any other job assigned to him relating to accident by the driver of the train.
Stop entry of any other train from either ends in to the affected section.
Lock the commutator /handle of the block instruments controlling the affected section at
train on line position if possible.
Put line blocked slide/ lever collars on the concerned slide / lever.
Render all possible assistance to the injured persons if the accident takes place within the
station limits.
Inform controller about the accident giving details of the accident and assistance
required.
See that the injured persons are shifted to hospital with the help of all available assistance
and see that the detailed particulars of the dead and injured are recorded.
Arrange to remove the unaffected vehicles of the train in consultation with controller/
officer in charge present at site.
All measures for quick movement of ARME and ART to the site of accident shall be
taken.
Issue of caution order, block ticket etc. indicating exact kilometerage, etc. should be
done.
Water, tea & snacks are supplied to the injured and stranded passengers within his
resources.
Preserve all clues and arrange to protect the area with the help of police and RPF.
Ensure the occupied and obstructed lines are protected as per rules.
Make out a quick survey of causalities and injuries, ensure rendering of first aid to the
injured, taking assistance of all available Railway staff, doctors and volunteers on the
train and near the site of accident.
Arrange to shift the injured persons to the nearest hospital with the help of available
assistance, keeping their particulars as available and ask for further assistance if required.
Collect and record all important information relating to the accident, such as ;
i) The conditions of the track, with special reference to alignment, gauge, cross/ levels, super
elevation, points of mount and drop, any sign of sabotage etc.
ii) The condition of rolling stock with special reference to brake power and braking gear.
iii) All marks on sleepers, rails, locomotives, and vehicles etc. especially for preservation of
clues.
iv) Position of derailed vehicles.
Ensure that the train signals register, logbook, Private number book, speed recorder chart
and other relevant records are seized.
Obtain the statement of the staff involved in the accident as far as possible.
Assist the guard in rendering first aid to the injured persons and shifting them to the
hospital.
Look after the comfort of the passengers, injured and un-injured alike.
Prepare a separate list of Dead passengers with address and ticket particulars, if available.
Organize to transship/ transfer passengers and their luggage's to the passenger special.
Assist for arranging snacks, tea, coffee& drinking water to the injured and other
passengers detained at the accident site.
Collect the addresses of the relatives of the injured/ dead passengers to send information
regarding accident.
Look for the assistance of any doctor or Para medical staff traveling in the train.
Custody of luggage and other belongings- in case of injury, this should be kept by the
TTE and in case of death it should be handed over to the GRP with full details and
acknowledgement obtained.
He should record evidence of passengers with full particulars- if some passengers are
willing to give evidence later on, their names and addresses should also be recorded.
The Traveling Ticket Examiner should work under the guidance of the train conductor/
train superintendent.
Similar actions as mentioned above should be initiated by the TTE for his nominated
coach.
He should immediately switch off the current where necessary to avoid short circuiting.
He should also assist commercial staff i.e. Train conductor/ Train superintendent/ TTE in
their duties at the accident site.
Segregate and protect the area against the entry of spectators in to the affected place.
RPF personnel should respond to any call for assistance to rescue victims and transport
them to nearest Hospital.
RPF officers should keep liaison with the officers of the various departments of the
Railways, GRP, Local Police and officers of the Civil Administration.
The senior most official present at the site when the accident occurred shall be in overall
charge of the relief operation till he is relieved by another official deputed by the
Administration to take over the charge. However, the senior most official of the
mechanical department shall be in charge of the relief train. The senior most official
present at the site of a serious accident , shall-
a) Take general charge of the situation and take action to provide all possible assistance.
b) Depute officers/ senior subordinates and all other staff or specific duties ini) Assisting the rescue operation, if any;
ii) Assisting the transshipment work, if any;
iv) Taking action to remove the obstruction as soon as possible.
v) Ensuring the protection of adjacent lines and the affected train as per rules.
c) See that the portable telephone is installed and manned constantly by a responsible staff,
and ensure adequate lighting of the accident area at night.
d) See that the injured persons if any are rendered first aid and shifted promptly for
medical aid.
e) Ensure to get clearance from police authorities in case of suspected sabotage.
f) Make an immediate assessment of the following, with the help of the available doctors
and/ or others;
i) The number of persons killed, and of those sustaining grievous, simple and trivial injury;
ii) Extent of damage;
iii) the expected period of suspension of traffic.
iv) Assistance required;
v) Prima facie cause of accident;
g) See that dealing centre is opened at the site of accident and mannedi) to keep the details of persons killed, injured, and action taken in each case;
ii) To relay the above information in details to the Divisional Headquarters.
iii) To attend to public enquiries and iv) to relay the progress of relief work;
h) ensure recording of all information at the dealing centre concerning the accident and
relief operations in the form of an accident log book;
i) See that immediate action is taken to protect and safeguard property;
j) See that proper assistance is given to the injured, ladies, children and the aged;
k) Arrange for transporting the stranded passengers, preferably to station where
drinking water,catering arrangements etc. are available, unless they can be sent to
their destinations;
l) See that the arrangement is made for preservation and proper card of dead bodies, if
any, till further disposal;
m) See that obstruction is cleared in the minimum possible time, and every action taken
ii)
Under no circumstances should any of them leave the accident site unless and until
Divisional officers arrive, take over charge of rescue and relief operations and permit
them to leave.
iii)
Railway staff on train/ at site shall volunteer themselves to render assistance and
report to TS/TTE/Guard of the train.
iv)
The senior most officer traveling on the train will assume charge as Officer-in-charge
Site.
v)
In the absence of any officer, the TS or senior most TTE/ Guard will discharge duties
listed out for OC Site.
vi)
Dont panic. Once the accident has already occurred and the train has come to a
standstill nothing worse can happen.
vii)
In case you have a Mobile and it is working, inform the Divisional Control Office
immediately about the accident.
viii)
Observe the position in which your coach has stopped, whether it is standing upright
or turned upside down or lying on its side.
ix)
Try and see whether your coach has stopped on a bridge or whether there is level
ground on both sides.
x)
xi)
Search your coach with torch and try to determine the general position.
xii)
See that passengers dont panic either. Passengers sometimes make things worse for
themselves by panicking at this critical moment. Try to calm and build up confidence.
xiii)
Ascertain whether passengers are injured or not; and whether any of them are trapped
or pinned down inside the debris.
xiv)
Call out aloud and find out whether there are any Doctors present.
xv)
Doctors who are traveling in the coach should be asked to announce their presence so
that they can attend to and help injured passengers.
xvi)
Call out aloud and find out whether there are any railway staffs present.
xvii)
Railway staffs that are traveling in the coach should be asked to announce their
presence so that they can attend to and help other passengers.
For each coach, form a core team comprising of railway staff available, doctors and 3
or 4 uninjured passengers from the same coach. This core team should take the lead in
helping remaining passengers both injured and uninjured.
(a) Ensure protection of affected line (s) and adjacent line (s) as per rules;
(b) See that a proper arrangement is made in rescue and/ or relief operation;
(c) Take all action for preservation of clues;
(d) See that the assistance, to the extent necessary, is called from all sources;
(e) Ensure collection of detailed particulars of the accident;
(f) Ensure prepare of a general note of all evidence in regard to the cause of the accident;
(g) Ensure co-ordination of all the departments concerned in rescue and / or relief operation.
(h) Ensure that front and rear portions are cleared from the site;
(i) Ensure joint measurement etc taken in prescribed proforma;
(j) Ensure that the evidence of train staff, station staff and public is taken on the spot;
(k) Address of passengers who are to give statements latter should also be obtained.
Duties of Commercial Officer at site
The Sr. Divisional Commercial Manager or in his absence the Divisional/Assistant
Commercial Manager, on receipt of information of a serious accident, shall:
(a) Reach the site of accident by the quickest available means;
(b) See that immediate arrangements are made to protect the area and safeguard
the property;
(c) Look after the comfort of the passengers, injured and un-injured alike;
d) Ensure prompt supply of refreshments, free of charge, to the injured persons
and also make adequate arrangement for refreshment and drinking water for
the passengers detained at the site of accident for any reason;
(e) Ensure, in co-ordination with Medical Officer (S) at site, preparation of a
complete list of injured and dead persons;
f) Arrange for adequate number of porters for carrying luggage and parcels in case of
transshipment etc;
(g) See that the doctors are assisted by porters and other staff in attending to the
injured and for shifting them to the hospital;
(h) Ensure the making over of the dead bodies to the Police for disposal;
(i) Arrange preparation of a complete list of damaged consignments;
(j) See that the proper arrangements are made for the transshipment of passengers and their
luggage at the site of accident if required, as also for transshipment /unloading of
parcels/affected wagons, if required;
(k) Ensure preservation of documents of damaged parcels Mails and Goods etc.
Preservation of clues:
Officers/ Sr. Subordinate of any departments shall preserve all clues pertaining to (i)
Vehicles
(ii) Track. (iii) Points. (iv) Signals (v) Levers (vi) Breakage of axle, spring,
(vii) Any obstruction. (viii) Any tempering, (ix) Engine & its
speed recorder
A complete and accurate dimensioned sketch of the accident showing the position of
vehicles and their condition, permanent way including any detached components, should
be made out by the engineering officials and signed by the senior engineering and
operating officials of the railway as also by the senior police officials present. In case of
any signal or level crossing at the site of the accident, a detail position of the same should
also be indicated in the sketch.
In case of sabotage and suspected sabotage, every possible action shall be taken to ensure
that any finger prints or foot prints observed at the site of accident are not obliterated.
Incase of serious accidents with loss of human life or grievous hurt, restoration work
should normally be limited to the removal of dead bodies and injured persons from the
debris, if any, and wherever possible communication may be restored by laying a
diversion, if it is expected that the commissioner of railway safety may have the benefit
of personal examination of the site of accident undisturbed.
Whenever possible, photographs of the wreckage shall be taken, which may afford the
clue to the cause of the accident.
Incase of derailments, the marks on the wheels of engine and/ or vehicles and marks on
the permanent way shall be recorded.
Any engine ,vehicle or other materials involved in an accident must be set apart till it is
examined.
Speed recorder with chart must be seized with the signature of the driver at the reverse of
the chart.
Incase of fire in train, the affected coaches/wagons or the portion of the railway property
should be preserved for inspection by the forensic scientists.
One photographer with camera and necessary equipments should form integral part of the
group of staff who accompany the ARME and ART.
Supply of Refreshments, foods and beverages to the passengers and staff at site of accident.
a) Refreshments, foods and beverages may be supplied free of cost to the passengers at site of
accident.
b) Sr.DCM or in his absence DCM/ACM shall be responsible to take necessary action in this
regard.
c) The senior most officer at the site shall have the powers to:i) Arrange conveyance for the affected passengers free of cost.
ii) Incur expenditure, if necessary, for supplying free food to the affected passengers.
d) Free food will also be supplied to the staff including officers, engaged in restoration works at
site. In this case payment of diet allowance is not permissible.
Dispatch of free telegrams
Inland express telegrams to the close relatives will be allowed free of cost.
The passengers of the affected train , may be provided to use phones/ DOT phones,
wherever feasible free of cost. SM/Railway officers at the site of accident may hire cell
phones for this purpose.
Accommodation of the relatives of the deceased: - Waiting Hall, Retiring room free of
charge.
Safe custody and appropriate disposal of the luggage:- RPF and commercial staff at the
site of accident will ensure safe custody of the luggage of the passengers
All necessary actions to be taken by railway officers and staff to extricate injured
passengers from the debris.
On arrival at the site of accident, the railway medical officials shall offer medical aid as
best as possible and shall arrange for the transport of the seriously injured persons to the
nearest available hospital promptly.
Officers of all departments shall render all possible assistance to the medical officer in his
effort to reach the site of the accident with his medical team and to give treatment to the
injured.
In the event of injured persons being treated at non railway hospitals, the senior most
medical officer of the division will maintain close liaison with the hospital authority. In
order to keep information's of latest developments.
Ex-gratia payments:
1. In the event of a train accident, Ex- gratia payments to be made in case of death /injuries
irrespective of whether bonafied authority to travel has been produced or not.
2. The amount of ex- gratia relief payment to the dependents of dead or injured passengers
involved in train accidents shall be as under:
In case of death-
Upto further six months of hospitalization = Rs. 1000/-per week or part thereof the
period for indoor treatment;
Upto further six months of hospitalization = Rs. 500/- per week or part thereof the
period for indoor treatment.
= Rs. 500/-
3. The amount of ex- gratia admissible to road users who meet with an accident due to Railways
prima facie liability at manned level crossing shall be as follows:
In case of death
= Rs. 6000/-
= Nil.
4. Ex-gratia payments should also be made to Railway servants killed or injured on duty by a
moving train.
5. No ex-gratia payments will be admissible to the trespassers, persons electrocuted by OHE and
road users at unmanned level crossings.
Video coverage at accident site.
What are the duties of the officer In charge of the Divisional Control office?
The Senior Divisional operations Manager or in his absence the Divisional Operations
Manager shall take charge of the Control office who shall be assisted by Officer/ senior
subordinates of all the concerned branches and shall have the authority to summon for such
additional assistance as he deems necessary. He shall:a) Keep a close watch on the movement of ARME/ART;
b) Make necessary arrangements for Doctors and medical staff from near by hospitals, medical
units or stations to move promptly to the site of accident;
c) Keep a close touch with the officer in charge at the site of accident to ascertain the position
and particularly the assistance required at site.
d) Ensure that the report of accident has been advised to all concerned officials including civil
and police authorities.
e) Collect details information of accident, progress of rescue, relief and restoration operation and
pass on the information to the headquarters;
f) Divert/Cancel trains and also run duplicate/ transshipment of trains as their circumstances
may demand.
g) Arrange for transporting the stranded passengers from the site of accident to suitable places.
statements of the employees, having link with the accident and they are cross-examined by the
members of the committee to arrive at a comprehensive conclusion about the cause of the
accident based on factual and / or circumstantial evidence.
What are the objects of inquiry?
i)
ii)
iii)
iv)
To ascertain whether there has been any general laxity of working, supervision of
maintenance, or other indirect cause / causes which may have contributed to the
accident,
v)
To find out the defects, if any, in the system of working and suggest means and
measures to prevent recurrence of similar accidents in future, and
vi)
To find out whether there has been laxity or avoidable delay in rendering relief and
restoring through communication.
The accident falls within the purview of section 113 of the Railway Act 1989,
ii)
There is reason to believe that railway staff are responsible either on Prima Facie
evidence or on Police report,
iii)
iv)
v)
vi)
vii)
If ordered by GM/CSO,
viii)
If ordered by DRM
Commission of Enquiry
ii)
iii)
iv)
Police Investigation
v)
Joint Enquiry
vi)
Departmental Enquiry
Depending upon the gravity of an accident and public interest generated thereupon,
Central Government appoints a Commission, under the Commission of Inquiry Act
1952, to inquire into the accident.
ii)
All serious accidents are inquired by CRS as per Section 113 of the Railways Act
1989.
iii)
In case, CRS or CCRS is not in a position to inquire into the serious accident case, the
inquiry shall be done by a Committee of JA-grade Officers with DRM as the
accepting authority subject to the review by CSO.
iv)
All cases of collisions falling under A-1 to A-4 categories shall be inquired into by a
committee of SAG officers with General Manager as the accepting authority unless
the same is being inquired into by CRS.
v)
All other consequential train accidents except unmanned level crossing shall
inquired by a Committee of JA grade Officers; in case of its absence, by
Officers. DRM shall be accepting authority for these inquiries
be
Branch
by CSO.
vi)
Consequential unmanned Level Crossing accidents and all other train accidents shall be
inquired into by Committee of Senior or Junior Scale Officers as decided by
respective DRM with DRM as the accepting authority.
vii)
ix) All cases of Equipment Failure shall be inquired into by Senior Supervisors /Supervisor
of respective departments.
ix)
General Manager or DRM can have the inquiry conducted by a committee of higher
levels of officers than the above mentioned levels depending upon the seriousness of
the accident.
xi)
In accident cases wherein the inquiry committee determines responsibility on the staff
of Foreign Railway, the Inquiry Report should be put up to the Principal Head of the
Department of the concerned department of the railway on which the accident took
place through CSO after which such inquiry report shall be accepted by the AGM
(instead of DRM). Finalization of Inter-railway DAR cases arising out of such inquiry
reports be followed up by the Principal Head of the Department of the concerned
department of the railway on which the accident took place. If suitable response is not
received from the respondent railway at General Managers level, then the case
should be referred to Railway Board.
xii)
All inquiries will be ordered by the concerned DRM except for inquiries into collisions
as per item (iv) above wherein GM will order the inquiries.
D+7
D + 10
D + 15
D + 20
DRM / GM may decide to have the inquiry conducted even if a particular department
accepts the responsibility for enabling thorough review of associated systems
involved in the accident.
(ii)
The limits prescribed above are the maximum period of time. Railway should
make efforts to finalize the Inquiry Report and DAR action as early as possible
but not beyond the prescribed time limit.
Write short notes on :CRS enquiry:All serious accidents are inquired by the Commissioner of Railway Safety as per section 113 of
the Railways Act 1989. However, for any accident, the Chief Commissioner of Railway Safety
may either hold the inquiry himself or direct any CRS to do so. CRS shall notify CCRS, the
Railway Board and the Head of the Railway Administration concerned of his intention to hold an
inquiry, as soon as possible, fixing the date and time of inquiry. Public is called for to give
evidence. Railway Administration also arranges witness to make available whatever other
evidences those are necessary. Senior officers are deputed to assist CRS. DM / DSP / SRP are
also informed to be present in enquiry. CRS submits a preliminary report to CCRS, Railway
Board, and GM and in case of sabotage to the Director, Intelligence Bureau, Ministry of Home
Affairs. Draft report is submitted to all concerned. GM gives his comment on the CRS report and
sends the same to Railway Board, CCRS & CRS within a fortnight of the receipt of draft report
from CRS. PHOD shall submit their remarks within five days of receipt of the reference from
CSO. Punishment awarded to staff shall be advised to CRS for CRS record.
Magistrate inquiry:Whenever an accident covering Sec 113 of Railway Act 1989 has occurred in the course of
working a railway, the District Magistrate or any other Magistrate who may be appointed in this
behalf by the state Government, may either himself conduct the inquiry into the causes of the
accident or direct Subordinate Magistrate (first class, if possible) or Police Officer for inquiry /
investigation. This Enquiry shall be dispensed with in case Commission of Enquiry is appointed
by Central Government. If the Magistrate Inquiry has started, all the evidences records and other
documents shall be handed over to the Commission.
Magistrate desiring to hold an inquiry, shall at once inform the Head of the Railway
Administration concerned and DRM by telegraph, of the date and time at which the inquiry will
commence enabling Railway Administration to summon the requisite evidences.
The Result of the Magistrate Inquiry has to be communicated to the Head of the Railway
Administration as well as to CRS.
Judicial inquiry:A Magistrate may summon any Railway servant and any other person whose presence may be
necessary. After taking evidence and completing the enquiry, if he considers that there are
sufficient grounds for holding a Judicial Inquiry, shall take requisite steps for bringing to trial
any person who may be considered to be criminally liable for the accident.
Police investigation:The Railway Police may make an investigation into the causes, which led to any accident
occurring in the course of working a Railway (i) when attended with loss of human life or
grievous hurt or with serious damage to Railway property of the value exceeding Rs 2 crores or
has prima facie due to any criminal act or omission; (ii) when DM/Magistrate has given
direction.
Police investigation shall be dispensed with
i)
ii)
iii)
Joint inquiry: Whenever a reportable train accident has occurred in the course of working a railway, the
head of the Railway Administration concerned shall cause an injury to be promptly made
by a committee of Railway officers to find out the causes of accident. Such inquiry may
be termed as Joint Inquiry.
In case of accident not falling under Section 113 of Railway Act 1989 such as Averted
Collision, Breach of Block Rules or other Indicative Accidents, Railway Administration
may cause a joint inquiry.
Competent Authority to issue orders for holding joint inquiry
i) General Manager ( A-1 to A-4)
i) DRM ( All other Accidents )
Whenever a joint inquiry is to be made, the Head of the Railway Administration
concerned shall cause notice of the date and time of the commencement of the inquiry to
the District Magistrate / DC of the district or other officer appointed in this behalf, the
Superintendent of Police; the CRS concerned and Head of the Railway Police of the
jurisdiction at which the accident occurred. If there is no Railway Police the officer in
charge of the Police station concerned may be advised.
When a joint inquiry is held after receipt of information about the inability of the CRS to
hold an inquiry, the Head of the Railway Administration concerned shall issue a Press
Note in this behalf inviting the public to tender evidence at the inquiry or send
information relating to the accident to the Joint Inquiry Committee.
A joint inquiry shall be held at the station nearest to the site of accident and within three
days after the occurrence of accident. If there is no siding facility to stable the Inspection
Carriages the inquiry shall be held at the nearest station where siding facilities exist. The
site of accident shall be inspected immediately.
The Senior Officer in all cases shall preside. Seniority shall be decided by rank. Officers
officiating or temporary in rank shall be at par with the officers confirmed in that rank.
The relative seniority in any one rank shall be based on the date of increment in the junior
time scale.
When the Inquiry Committee consists of senior subordinates only, the senior most official
belonging to any department, shall preside.
The date once fixed should not be changed, except in case of absolute necessity.
The representative of each department shall be responsible for summoning and arranging
for the attendance at the enquiry of the staff, able to give evidence, of his own
department. The presiding officer shall arrange for the attendance of any other witness
whose presence is desirable.
When Police officials and Magistrates attend inquiry they are to be treated as also
present. Their duties will be only to see that the evidence is properly recorded and that
the salient points of the case are carefully inquired into. They may be permitted to put a
question to the witness through the President in matter involving a point of law or to
bring out a point more clearly. The Findings and Discussion of Evidence and Reasons for
Findings must not be drawn out in their presence. But copies of proceeding may be
furnished to the Police, as and when requested except the Recommendation, Matter
brought to light, System improvement etc.
When a joint inquiry may be dispensed with?
A Joint Inquiry may be dispensed with under the following situations
a)
b)
c)
When the cause of accident appears to be clear and the department concerned accepts
the responsibility.
Guilt should not be compromised and offender to be penalized commensuration with the
gravity of offence.
Apply full logical mind before going for DAR action.
What is suspension?
Suspension is an action where by a Railway Servant is kept out of duty from his position for the
time being. Thus, in Railways an employee is known to have been suspended when he is kept
deprive to perform his duties as per his position. But one does not lose his Office or suffer any
degrading by suspension. Suspension is not a penalty. Suspension means keeping the employee
away from discharging his Official duties temporarily.
When the staff may be suspended?
a. When a disciplinary action proceeding is contemplated or is pending.
b. When he has engaged himself in activities prejudicial to the interest of the security of the
state .
c. Where a case against him in respect of criminal proceedings is under investigation,
inquiry or trial .
When the staff must be suspended ?
When the competent Authority is of the opinion that
a. The continuance of the employee in working may endanger public safety or cause serious
damage or loss to Railway property or may prejudice the enquiry in to the charge or may
lead to loss of relevant records.
b. The offence for which he is charged i. e. charges involved serious moral turpitude.
When the staff may not be suspended ?
a. Staff should not be suspended indiscriminately and without sufficient reasons.
b. Suspension is uneconomical to the administration and staff, both. i.e. .
(i)
Admn. Losses man days, staff gets subsistence allowance @ 50%, 25% or
75% without work.
(ii)
When a Railway servant shall be deemed to have been placed under suspension.?
a. With effect from the date of his detention, if he is detained in custody for a period
exceeding forty eight hours .
1. Language- simple, precise, clear and one that is understood by charged officer/ official
2. Place, date and time of incidence, Rules, orders, instructions etc. violated.
3. Separate charge with rule violated for each allegation.
4. No spitting. No multiplicity, Matter already decided not to be included.
5. Correct name and designation of charged officer and signed by the DA with his name and
designation.
CHECK LIST AT THE TIME OF SERVICE & ACKNOWLEDGMENT OF CHARGE
SHEET
1. Serve within 90 days of suspension,
2. Not to be served through subordinate,
3. Two witness's signature,
4. Signature in case of refusal to accept, By registered post to last known address,
5. Not to open undelivered registered envelop, but to be pledged on record.
CHECK LIST AFTER SERVICE OF CHARGE SHEET TO CO
1. Await defense- 10 days from the date of receipt.
2. Defense not received- confirm from unit in charge.
3. On receipt of defense- inquiry warranted or not (even in case of minor penalty an inquiry
should be held if it is being proposed to impose penalty that may effect pensioner
benefits, or withholding of increment with future effect for any specific period or without
future effect for a period more than 03 years and penalty of reduction to lower scale in
time scale of pay for less than 03 years which would effect the pensionary benefit of the
CO.
4. Nomination of IO/ PO.
5. Keeping check on the progress of inquiry with IO.
CHECK LIST OF CONDUCT OF INQUIRY BY IO
1. Inform date/ time and place.
2. Inform to attend defense council.
3. Mention warning of not postponing of date for more than one occasion due to defence
assistance.
iii. Recovery from his pay of the whole or part of any pecuniary loss caused by him to the
government or Railway administration by negligence or breach of orders.
iii
STIFF MINOR PENALTIES:iv. Withholdings of increments of pay for a specified period with further directions as to whether
on the expiry of such period, this will or will not have the affect postponing the future increments
of pay.
What is major penalties?
v. Reduction to a lower stage in the time scale of pay for a specified period, with further
directions as to whether only expiry of such period, the reduction will or will not have the effect
of postponing future increments of his pay.
vi. Reduction to a lower time scale of pay, grade, post or service, with or without further
directions regarding conditions of restoration to the grade or post or service from which the
Railway servant was reduced and his seniority and pay on such restoration to that grade, post or
service,
vii. Compulsory retirement
viii. Removal from service which shall not be a disqualification for future employment under the
government or Railway administration.
Stiff Major Penalty
ix. Dismissal from service which shall ordinarily be a disqualification for future employment
under the government or Railway administration.
Procedure for Recording warning and censure:1. Warning and recorded warning is not a penalty. Warning is given for negligence, carelessness,
lack of interest. For some act or omission. Educate/ Coach/ Motivate staff in the areas of their
working and update their skill. Warning/ written displeasure to be tired in normal situation.
2. Censure is a minor penalty and can be imposed on the Railway servant as a formal
punishment. In this the person has been held guilty of some blameworthy act or omission.
3. An order of censure is a formal and public act intended to convey that the person concern has
been held guilty of some blameworthy act or omission.
What are the procedure for imposition of Minor Penalties under Rule 11 of RS(D&A)R,
68?
1. Inform in writing of the intention to take action.
2. Statement of imputation of misconduct or misbehavior to be made available.
3. Reasonable opportunity of making representation (submission of defence),
4. Hold inquiry as per rule 9(Clause 6 to 25) in case DA is the opinion that inquiry is
necessary (Use SF/11(b)),
5. Record findings on each imputation of misconduct/ misbehavior with reasoned
(speaking order.)
What is the procedure for imposition of Major Penalties?
a. Only after instituting an inquiry into misconduct- either by DA himself or by appointing and
inquiry officer.
b. The DA should deliver to the Railway Servant a copy of the article of charges, the statement of
imputation of misconduct, a list documents and witnesses by which charges are proposed to be
sustained.
1. Give Railway servant time of minimum of 10 days to submit written statement of
defence.
2. He may allow inspection of documents for preparation of defence or give hearing in
persons.
3. When charges are admitted, inquiry is not necessary, straightway penalty is
imposed.
4. When the charges are denied by the employee, the case is remitted for inquiry
5. During the inquiry, the Railway servant may represent his case with assistance of
any other Railway servant. He can not engage a lawyer unless the presenting officer,
appointed by a DA to represent administrations case is a lawyer.
The following persons can not be engaged as Defence Helpera. Lawyer,
b. Official of a recognized trade union unless he was worked for a period of at
Any order that hampers or denies or changes his service conditions or is intercepted to his
disadvantage.
Appeals against any order can be made to:i.
ii.
Appeal has to be made in once own name and individually addressing proper appellate
authority.
Within 45 days of receipt of the order;
iii.
1. Received within specified time of 45 days from the date of receipt of N.I.P.,
2. Addressed to correct appellate authority,
3. Delinquent employees own name and signature,
4. Penned in a respectful and proper language,
5. Restricted to the charges leveled and for which he has been imposed the punishment.
Special provision for NonGazetted staff
Mercy appeal of removed group C staff for reinstatement may be considered by General
Manager.
Similarly mercy appeal of removed Group D divisional staff may be considered by
DRM.
Save of group D non-divisional staff may be considered by concerned PHODs.
Special procedure in certain cases (No inquiry cases)
14(i)- Penalty for conviction in criminal charges (show cause notice is necessary).
14(ii)- Where the DA is satisfied for recording the reason in writing that inquiry is not reasonably
practicable (Say participation in large scale illegal strike, work stoppage etc.).
14(iii)- When President satisfied in the interest of security of state, not expedient to hold an
inquiry.
What can be appealed against?
1. Any service matters,
Railway employees was CCS(CCA) Rules, 1966 and w.e.f. 01.10.1968. R.S.(D&A)
Rules, 1968 came in force for Railway employees. ( Disciplinary rules for RPF/RPSF
Personnel are in RPF Act, 1957 and RPF Rules, 1987).
What is the goal of disciplinary action?
a. Disciplinary authority- to punish the guilty,
b. Defence council and charge official- to disprove the charge,
c. Inquiry officer- to find the truth,
d. The witnesses- to substantiate the charge.
What is the system of application of these rules?
a. These rules are applicable to every Railway servant but shall not apply to any
member of the All India Services.
b. Any member of the Railway Protection force as defined in the Railway Protection
Force Act, 1957.
c. Any person in casual appointment.
d. A person for whom special provision is made in respect of matters covered by these
rules or under any law for time being in force with the previous approval of President.
e. Notwithstanding anything contained in sub rule (1), the President may order, exclude
any class of Railway servants from operation of all or any of these rules.
Appointments are of two types i.e. initial (remain constant) & Promotional (Varies from
post to post, service to service)
Appointing Authority:Authority who appointed him initially to Railway Service or appointed in promotional
post whichever is higher.
Disciplinary authority:Authority to institute proceedings.
OR
Exercises Disciplinary Power as per SOPDAR.
Schedule I, II & III. Schedule II is for Zonal Railways & PUS. Suspension:Suspension means keeping an employee away from his official activities temporarily.
CONCLUSION
The key to a rational DAR proceedings is a precise substantive charge sheet, well
supported by documents/ witnesses. Major charges will require a fresh charge sheet,
which can be issued either before the RH or else fresh hearing to be recorded thereafter.
Delays in the DAR proceedings are not desirable as they may vitiate the process.
Principles of Natural Justice are to be invariably ensured in DAR proceedings.
General principles governing departmental proceedings must be born in mind.
Inquiry findings must be based on cogent reasons.
STANDARD FORMS
SF-1
SUSPENSION,
SF-2
DEEMED SUSPENSION,
SF-3
UNEMPLOYMENT CERTIFICATE,
SF-4
REVOCATION
SF-5
SF-6
SF-7
SF-8
SF-9
SF-10
SF-10A
SF-10B
SF-11
SF-12
Terms of reference
Tentative alignment plotted on the top sheet. Particulars of any existing railway in the area,
Interest involved in the proposal and scope and nature of investigation to be carried out ,
Estimated copy of surveys with its details, Time limit for completion of survey work and
submission of project reports and Guidance regarding preparation of the project reports and
estimates.
Field work
It consists of Visiting trade centers, consulting local authorities and prominent citizens as regards
trade, industry, Most possible route, alternative alignments and Possible extension.
Census should be conducted wherever necessaryTo assess inward /outward goods and coaching traffic, Existing means of communication,
Their effect on the proposed railway and quantum of long distance and short distance traffic etc.
Estimate
Calculation should be done for coaching and goods traffic earnings and compared with the data
of similar existing lines in the country. Working expenses should be worked out and financial
prospects of the proposed lines should be examined.
Report
Report should be submitted summarizing the information collected diving it in the different parts
such as general description of the country, alternative routes, possible extension, population,
existing imports and exports at station sites, goods and coaching earnings, train services etc.
Rules for Parliamentary control over Railway finance:Article 114 (3) of The Constitution of India lays down the Parliament is the supreme authority
and no money can be spent out of Consolidated Fund of India without the vote of Parliament.
The Constitution provides of strict control over finances of the country and calls for attention of
everyone in Government Machinery to be extremely critical of any fresh proposal not
contemplated in the Budget for expenditure and also to be quite vigilant to the pace of
expenditure vis -a -vis Budget allotments.
The control of Parliament over Railway finances is exercised as follows :
a) Through periodical examination of working of Railways by Railway Convention Committee
to review rate of dividend payable by Railway to general revenues:
b) Through Estimates Committee and special Parliamentary Committees to examine estimates
specifically referred to it by Parliament of otherwise.
c) Through interpretations, resolutions, discussions on Budget;
d) Through Public Account Committee;
e) Through Committee on Subordinate Legislation;
f) Through Committee on Government Assurances;
g) National Railway Users Consultative Committee;
h) Through References from Members of Parliament;
The Committee system is an essential part of the system of Parliamentary Control. The
Object of referring a matter to a Committee by the house is to have the matter dealt with
better by a small group of members or in a body which is not fettered by technical rules of
debate and procedure. The method of working of various committees is based on the Rules of
Procedures for Conduct of Business in Lok
Sabha
What is Railway Convention Committee?
Pursuant to recommendations of Acworth Committee (1920-21) Railway Finances wire
separated in 1924 from General Finances primarily to secures stability for general estimates by
providing for an assured contribution from Railways and also to introduce Flexibility in
Administration of Railway Finances. This is known as Separation Convention. A comprehensive
review was undertaken by Convention Committee of 1949, to be effective from 01.04.50 and rate
of dividend is reviewed every 5 Years and integrated with five years plans for resource
mobilizations. This Committee is appointed by the Parliament during its tenure of 5 Years from
among the Members of Parliament, with a Chairman.
What is Estimate committee?
This Committee examines such of the estimates as it may deem fit of are specially referred to it
by Parliament or the Speaker. Its functions are:-
i) That the moneys shown in accounts as having been disbursed were legally
available for and applicable to the service or purpose to which they have been
applied.
ii) That the expenditure conforms to the authority which governs it;
iii) That every re-appropriation has been made in accordance with provisions under
rules framed by competent authority.
(2)
It is also the duty of the committee: To examine statement of accounts showing income
and expenditure, Balance Sheet, Profit & Loss Account as audited by CAG
(3)
If any money has been spent on a service during a financial year in excess of grant it
will examine w.r.t. facts and circumstances of each case leading to excess and make its
recommendations.
(4)
(ii)
(iii) That the amount of the Demands be reduced by Rs. 100 in order to ventilate a
specific grievance Token cut
Question in Lok Sabha, Rajya Sabha :
Any Member of Parliament may ask a question for obtaining information on a matter of public
importance. Questions are of following kinds to be answered within 10 days:
Starredi.e. questions for oral answers on which supplementaries may also be asked on the
floor of the House.
Unstarred i.e. replies to which are laid on table of the House. Short notice questions will be
replied or time will be given for answer.
Discussion on Urgent Matters :
Through adjournment motion or a calling attention notice.
Committee on Government Assurances :
This Committee scrutinises, whether the assurances, promises, undertakings etc. given by
Ministers from time to time on the floor of Lok Sabha/Rajya Sabha have been implemented
within the minimum time necessary for the purpose.
National Railway Users Consultative Committee:
In order to given general public voice in management of Railway and to remain in close touch
with public opinion, this council was formed in 1953. It consists of 70 Members appointed by
Railway Minister as under:
(i)
(ii)
Representatives of Coal, Steel, Minerals, Jute, Cotton, Sugar, Cement, Salt Industries
Note : This committee has since been dissolved, rather scrapped by RM reconsidering its utility
and restructuring.
Reference from MPs :
MPs may address Ministry of Railways on any matter of Railway working. These letters are
attended to immediately and final reply is issued as soon as possible.
(ii)
Between the actual expenditure and the estimated cost of work shown in Works,
Machinery and Rolling Stock programme.
To exercise control over expenditure on works. the first and foremost point is that no work
should be started unless a detailed estimate is prepared and sanctioned by the competent
authority subject to the provision of funds during the year.
The expenditure should not Prima-facie be more than the occasion demands and that every
Government servant should exercise the same vigilance in respect of expenditure incurred
from public moneys as a person of ordinary prudence would exercise in respect of own
money.
(ii)
No authority should exercise its powers of sanctioning expenditure to pass an order which
will be directly or indirectly to its own advantages.
(iii) Public money should not be utilised for the benefit of a particular person or section of the
community, unless:a)
(iv) The amount of allowances, such as traveling allowances, granted to meet expenditure of a
particular type, should be so regulated that the allowances are not on the whole sources of
profit to the recipients.
Every Government servant is the custodian of public money. He must consider these
Cannon as most sacred.
What is depreciation reserve fund?
The Depreciation Reserve Fund was started with effect from 1 st April, 1924 to provide for the
cost of renewals and replacements of assets as and when they become necessary. The scope of
the fund varied from time to time as indicated below.
Upto the end of March 1935, the fund was credited with an annual contribution from
revenue calculated on The Straight line Method as follows. Wasting assets were classified and
a normal life was fixed for each class. The total expenditure to the end of the previous financial
year on all the units of each class of asset, divided by the number45 of years assumed as the
normal life of that class of asset, was taken as the annual contribution to the Fund, no credit
being given on account of any unit after the period assumed for its normal life has expired. In
order to simplify the calculation involved, an amount equal to one-sixtieth of the total capital at
charge as shown in the Finance and revenue accounts of the Government of India at the end of
the previous financial year, was set aside annually to cover depreciation with effect from 193536, this fraction being the nearest simple fraction calculated to give results approximately equal
to the results of the complicated procedure followed previously. Under the Convention of 1949
introduced with effect from 1st April 1950 to the fund from the Railway Revenues was made at
the rate of Rs. 30 Crores per annum during the five years period ending 1954-55. Under the
Convention of 1954, the annual contribution to the fund has been fixed at Rs. 35 Crores for the
next quinquennium beginning from 1955-56. The amount of contribution was raised to Rs. 350
Crores for 5 Years from 1-4-61 on the recommendations of the Convention Committee, 1960.
Based on the recommendations of Convention Committee, appropriation to D.R.F. is
made annually on the basis of estimates for 5 Years period.
Taking into consideration ever increasing the needs of Fund, the amount of appropriation
has been on the increase and it stood Rs.1500 Crores for the year 1988-89 and has been gradually
enhanced since then. The contribution budgeted for 1993-94 as per RCC recommendation is Rs.
2400 crores.
Besides the above annual contribution the DRF is also credited with the amount realised
form the disposal of an asset the original cost (cost at the debit of Capital/Devl.Fund) of which is
more than Rs. 5000 Crores and the amount realised from the disposal of materials released from
a work replaced at the cost of the Depreciation Reserve Fund, after deducting the incidental
charges, e.g., the cost of dismantling, handling and shifting including freight to Stores Depot.
Another item credited to the Fund is the interest earned on the balance of the Fund. The
following are the items of expenditure debitable to the Depreciation Reserve fund.
(1) The cost of replacement, and renewals as under:(i) The full cost of replacement, including the improvement ad inflationary elements of an
asset should be charged to Depreciation Reserve Fund, if the original cost of the assets
estimated if not known is at the debit of the Capital of Development fund
(ii) When the cost of replacement chargeable to DRF is lesser than the original cost (cost at
the debit of Capital/Development Fund) of the assets replaced, the entire cost of
replacement between the original value or cost and the cost of replacement is credited
to Capital or Development Fund.
(2) The original cost (Cost at debit of Capital) of an asset other than land, estimated if not
known, replaced at the cost of open line works-revenue.
(3) The cost at debit of Capital/Development Fund of an asset (other than land) which is
abandoned or disposed off without being replaced.
(4) The cost of tools and plants specially purchased and of any posts specially created for the
supervision or construction of a work.
(5) The cost of replacement of ballast involving improved type of ballast.
(6)
The full cost or replacement of an asset originally created out of Development Fund,
irrespective of cost.
(ii) the labour welfare works costing individually above the New Minor Works limit of
Rs. 25,000;
(iii) the excess over Rs.3 lakhs in cost of each unremunerative project for improvement of
operational efficiency, and
(iv) the construction of new lines (except strategic lines) which were necessary but
unremunerative
What is Audit Report on Railways?
The report prepared by the controller and Auditor General of India relating to the amounts of
Union including the appropriation Accounts in accordance with Article 151 (1) of Constitution of
India is known as Audit Report. This report is submitted to the President who causes the same to
be laid before each house of Parliament. The audit report contains apart from any comments
general interest, the following:
(i) A narration of cases involving financial irregularities losses of public money due to fraud
or negligence, wasteful on nugatory expenditure and criticism thereon and
(ii) Comments and criticism arising out of Appropriation Accounts e.g. accuracy of
budgeting, control of expenditure, excess and savings etc.
The matters falling under (i) above are dealt with in Audit Report Part I while those falling
under (ii) are contained in Audit Report Part II.
What is August review?
Railway Administrations have to review their expenditure in August in order to see whether any
modifications are necessary in the allotment placed at their disposal. The review which is
prepared in respect of each grant is called August Review and is required to be submitted to
the Railway Board so as to reach them not later than 1st September each year.
The Administrations are required to review the position in as much detail as possible at
the time, and if there is any new expenditure which was definitely not anticipated in the budget
and which cannot be postponed without serious detriment to safety or efficiency, they have to
examine whether such expenditure provided for in the budget, when such savings can be
foreseen or can be achieved without serous damage. The review has also to show whether such
examination discloses the necessity of additional grants or the possibilities of net savings, in
order to enable the Board to set off savings on one railways against excesses on another and to
arrive at the estimate of the net additional grant required, if any.
What is Budget?
It is an estimate prepared annually of the approximate earnings and expenditure during the
ensuing financial year under the prescribed heads. Simultaneously with the preparation of budget
estimates for the next year, the revised estimates for the current year are also prepared. The
various spending authorities submit their estimates to the Budget Branch of G.Ms office. The
estimates are scrutinized and consolidated by the Branch and submitted to the Railway Board on
prescribed dates. The Railway Board consolidates the estimates after proper scrutiny and
examination and after approval of the Railway Minister and the Estimates Committee. submits
the same for Parliaments sanction in the shape of Demands for Grants
What is Budget order and Expenditure orders?
The orders by means of which the sanction to grants as voted by the Parliament and the
appropriations for charged expenditure as sanctioned by the President are advised by the Railway
Board to the Railway Administrations and other authorities subordinated to them are known as
Budget orders. There are accompanied by the final issues of Demands for Grants and Works,
Machinery and Rolling Stocks Programmes containing the detailed distribution of the budget
allotment made to the Railway Administrations for working expenses and Capital, Depreciation
Reserve Fund, Development Fund and open line works (Revenue) Expenditure.
What is Pink Book?
Pink book was the name given to the detailed estimates of railways in respect of Works etc. This
formed a part of the budget and was sent to the Railways with the Budget Orders. This is known
as Works, Machinery and Rolling Stock Programme.
How Parliament exercise control over Railways finances through various committees ?
Railway budget is presented in the Parliament in advance of the General Budget of the country.
Separate days are allotted for its discussion and only after the demands of Railway are voted
upon by the Parliament, Railways are allowed to incur any expenditure against them. After the
close of the financial year, Railways are required to make out their Appropriation. Which along
with Comptroller and Auditor General audit report thereon are examined by the Pu8blic
Accounts Committee on behalf of the Parliament. The findings of PAC are placed before the
Parliament. Parliament through its body named as Railway Convention Committee get the whole
financed position of Railway checked up. In addition to other aspect, Railway Convention
Committee review the rate of dividend payable by the Railway undertaking to General Revenue.
Parliament also exercise control over Railway Finance and policies through various committees
whose members are generally elected from the members of parliament as given below:-
(i) Estimate Committee :- This committee examines such of the estimate as it may deem
fit or are specifically referred to it by the parliament.
First Class pass/PTO holders are entitled one Attendant in the Pass /PTOs but he will travel in
2nd class.
When the Rly. Servant or a member of his family or a dependant is blind in both eyes and has to
travel alone on privilege pass one companion may be allowed to travel in the same class in which
the blind person is traveling.
If the distance to destination via a longer route preferred by the Rly. Servant does not exceed by
fifteen percent of the distance via the direct route such passes may be issued even if a double
journey over a small portion involved.
Candidates including Probationary Officers and temporary officers issued First Class-A passes
for rail journeys to join their first appointment on Railways should not be allowed Attendant in II
Class.
Non-gazetted physically handicapped who are eligible for 2nd class pass under pay limit, may
be granted Higher Class of Privilege pass but not higher than 1st Class, with an escort in the
same class, in lieu of their total entitlement of privilege.
No Attendant is allowed in Rajdhani. However, a separate II Class check pass may be issued for
the Attendant on the same route.
Entitlement of first class and
2nd class pass/PTO
1. All Group-A & Group-B (Gazetted)------------------------------------------- First Class-A.
Non-gazetted Gr-B and Gr.C appointed prior to l.8.69--------------------------First Class.
Drawing pay Rs.4900/- or above provided the employee
is in a scale the maximum of which is 6000/- or above.
Appointed during l.8.68 to 10.11.87
Drawing pay of Rs.5375 or above provided they are
In scale the maximum of which is Rs.7000/- or above. ---------------------- First Class
Employees other than those covered item (i) above. ---------------------Appointed during the period from 10.11.87 to 1.2.99
Drawing pay of Rs.7250 or above or those who are
II/Sleeper class.
in a scale, the minimum of which is Rs.6500/Employees other than those covered above II/Sleeper class
Employees appointed after 1.2.99
Employees in pay scale minimum of which is Rs. 6500/- or above ------------I Class
Employees drawing pay of Rs.7600/- or above ----------------------------------I Class
Employees in pay scales of Rs.5000-8000/- and --------------------------II Sleeper Class/A
Rs.5500-9000/- and drawing pay of Rs.7250/- or above but less than Rs.7600
What is the meaning of attendant?
Attendant means a person exclusively employed on salary in the personal service of a railway
servant
ENTITLEMENT TO TRAVEL ON DUTY BY RAJDHANI/SHATABDI EXPRESS
STATUS
RAJDHANI
First AC coupe or 4
SHATABDI
4 Seats in Executive class
berths in 2 AC
Silver, Metal & First A 1 berth in lst AC2 berths
(pay 14300)
in 3 AC
Metal & lst Class A
berths in 3 AC
First Class pass holder
1 berth in 3 AC
White
First Class
Green
II Sleeper Class-A :
Yellow
Second Class
Pink
DUTY PASS
CRB, Members or RB,
Gold pass
silver pass
Bronze pass
On these
occasions I Class Passes may also be issued to the escorts (School teachers) for their up and
down journeys.
School pass may be issued from School or college to a place other than the railway servant
HQrs. Where either parent is residing and back to school or college.
School pass can be issued for admission in a recognized institution and back to HQ
of the Rly. Servant.
Parent/Guardian/Attendant shall be allowed if the student son is below 18 years and Girl of any
age.
A parent including a step-parent or guardian in the same class may be included in a pass outward
or inward and he/she may be issued a separate pass for going to bring the student or returning
along after leaving the student at School/college etc. and he passes thus issued shall be treated as
part of one half set of school pass i.e. it will not count as a separate half set. If the attendant be a
guardian he/she will be issued only a II Class pass.
In cases where both husband and wife are railway servants the passes shall be allowed against
the account of either of the two
In case of a boy under 18 years and girl of any age, the parent or guardian may be included in the
pass issued.
A parent including a step parent or guardian in the same class may be included in a pass outward
or inward and he/she may be issued a separate pass for going to bring the student or returning
along after leaving the student at school/college etc. and the passes thus issued shall be treated as
part of one half-set of school pass i.e. it will not count as a separate half. If the Attendant be a
guardian he/she will be issued only a II Class Pass.
What is the rules for entitlement of post retirement complimentary pass?
Entitlement for Gr.A & B with 20 years or more service:--------- 2 sets
25 years or more:---------- 3 sets
Gr.C with 20 years or more but less than 25 years---------1 set
With 25 years or more:--------- 2 sets
Define the rules for complimentary passes to widows:Widows of those Rly. Servants who were in service on 12.3.87 and opted for the scheme of
Widow pass or widows of those Rly. Servants who joined service on or after 12.3.87. and are
compulsorily governed under the scheme of Widow Pass are eligible for Widow pass.The
scheme will not apply to Rly. Servants who have retired or expired before 12.3.87.
Entitlement half the number of Post retirement of passes.
The widows of Gr.D staff are entitled for l set widow pass every alternative year.
The widows of any Rly. Employee who dies while in service, shall be entitled to a minimum of
one set of pass every alternative year even if the service of the employee falls short of the
requisite service prescribed for entitlement of post retirement pass. The widows/their dependents
who are eligible for such passes should be issued Family I/Card by the Rly. And the same should
be carried by them during their journey.
Dependent relatives are not entitled to be included in such pass.
In case there is more than one widow the passes for widows shall be given by rotation in a
specified year.
The widower of female Rly. Employee are also eligible to get the above facility.
What is residential card pass?
Residential Card passes are issued to those Rly. Servants who live away from the place of work
and have to travel to their place of work where this facility was in vogue prior to 14.1.53.
What is special passes?
Special pass may be issued to family members or dependent relatives on
(a)
Medical Grounds
(b)
Sports account
(c)
(d)
(e)
(f)
(g)
(h)
(i)
Medical Ground:- If the Medical Officer considers that patient should be accompanied by an
attendant during travel for his journey to an outside station for treatment the inclusion of
attendant in the Rly. Pass shall be regulated as under:
(a)
One Attendant may be allowed if the patient is bed ridden and is unable to sit up.
(b)
If the patient is in big plaster where one attendant cannot lift the patient two attendant in the
If the patient is in Coma/shock a higher class pass with attendant may be issued. In case of
set
first
class
Post
-doRet.
C/Pass
Escort
in
same
4. In respect of those who are eligible for 2nd class post retirement C/pass, one set of
higher class of pass with an escort in same class may be allowed in lieu of the total
entitlement of post retirement passes.
The above facility of an escort would be allowed only on the recommendation of
Sr.DMO and no Attendant will be allowed in the pass.
MISCELLANEOUS. INFORMATIONS:1. Settlement pass may be issued 6 months before the date of retirement and within
one year of retirement. This applies to settlement pass for kit and motor car etc.
2. Eligibility for issue of post retirement complimentary passes in regard to their
number and class such benefit may be given to those who are eligible for the
deemed benefits after working for two years after regular promotion in the grade.
3. Casual labour are not eligible for railway pass.
4. One set of post-retirement complimentary pass should be stopped for each month
or part thereof above 10 days of unauthorized occupation of Rly. Qrs. However,
there is no need to withhold the complimentary passes of the widow.
5. Retired Rly. Employee if acting as Defence Counsels may be issued pass for
attending departmental inquiry according to their entitlement.
6. Rly. Employee who are Mountaineer Spl. Pass may be issued according to their
class.
entitlement.
7. Powers have been delegated to Sr.Subordinates in Gr.5000-8000/- to issue passes
including Post-retirement complementary passes.
8. One set of pass & PTO may be issued to the non-railway staff working in Railway
Safety Organization.
X 100
As control chart is prepared indirectly on getting the information, hence Guards journal is
considered to be more authentic for calculation of punctuality.
6. What do you understand by NLT?
Trains not loosing time will include all mail/express trains terminating right
time or all trains taken over late from another railway/division which do not lose
any further net time on the home line and terminate/hand over either right time
or as many minutes late as taken over from other railway/division
7. What are the causes affecting Punctuality?
In addition to some unusual incidents like theft, robbery, dacoity, passengers getting sick
e.t.c and equipment failure ,lack of initiatives of staff those are directly responsible for
train operation will affect the punctual running of trains.
8. What are the steps to be taken to improve punctual running of passenger trains?
Co-coordinated efforts of all the departments, responsible for train operation should be
cultivated and punctuality sense among the staff to be created by counseling to take more
initiatives in dealing with passenger carrying trains will help to improve punctual running
of trains.
9. What is prohibited train and what is restricted train?
Prohibited trains are those by which no extra coach can be attached
Restricted trains are those by which extra coaches can be attached with the permission of
CPTM provided maximum trailing load permits.
10. What is the validity of BPC of Mail Exp/Passenger/shuttle services?
3500 kms or 96 hours whichever is earlier.
11. What is the validity of BPC of Election special/Union special?
3500 kms or 96 hours whichever is earlier.
12. What are the different types of maintenance of Passenger trains and why it is
necessary?
In addition to normal periodical overhauling every after 12/18 months as the case may
be, all the passenger carrying rakes will undergo primary and secondary maintenance at
the base station where the rakes are based on or at the other terminals depending on the
lead of the rake. In addition to that all the passenger rakes will undergo roll in and roll
out examination at some certain selected stations having C&W facility.
13. What is the POH interval of passenger coaches run on Mail Exp/Passenger trains?
12 months for mail/Exp. train and 18 months for passenger trains
14. What is IOH and what is the period of interval of IOH?
IOH is to be done for coaches run by high speed trains after attaining one lakh kms or
every after an interval of six months whichever is earlier. Normally it is to be done in
between two POH.
15. What is the codal life of passenger coaches?
25 years.
16. What are the percentage of spare coaches on bare requirements both incase of AC
and non AC coaches?
Percentage of spare requirements over bare requirements
Type of stock
AC coaches
Non AC coaches
Rajdhani/Satabdi
Traffic
12%
12.5%
10%
Mechanical
12.5%
10%
5%
Total
24.5%
22.5%
15%
Necessity of time table:i) For giving information to the public regarding arrival, departure, connections with
some commercial rules to facilitate Passengers to Plan their journey
ii) For guidance of the P & T and railway staff
iii) To facilitate deptts: for their planned coordinated activities
iv) To ensure the optimum utilization of rolling stocks and locomotives.
iv)
in secret custody.
f)
Public timetable
g)
Sheet timetable
h) Trains at a glance (TAG) i.e. All India Public timetable published by the
Railway board
20. What are the factors to be considered from the operating point of view at the time
of preparation of time table?
Platform Berthing facilities, Maintenance slots at pit lines , Running time
between stations, Availability of coaching stock., Composition and loads of
trains., Adequacy of locomotives., Availability of adequate line capacity,
Formation of rake links and engine links, Terminal facilities,Time for rake
maintenance and examination, Recovery time e.t.c
21. What is bare running time?
Actual time taken by a train to clear the section with maximum permissible speed
including acceleration and deceleration time if any except recovery time. and
time loss due to restrictions.
(Bare running time = distance between two stations divided by maximum
permissible speed including AC and DC for stopping train excluding recovery
40. Why marshalling yard has lost its importance and most of the marshalling yards
are going to be closed?
Due to change in the pattern of traffic offering to the Railway preferring end to end
concept, introduction of improved design rolling stock without any necessity of reexamination every after an interval of 250 300 kms ,innovation of new type of BPC
which will remain valid up to destination and to ensure the optimum utilisation of wagon
resources marshalling yard has lost its importance and going to be closed.
41. What is the object of marshalling yard statistics?
The object of this statistics is to judge the efficiency and performance of the yard
during the last month.
42. What is yard capacity?
The maximum number of wagons a yard can accommodate at any one time is its
holding or standstill capacity. Stated differently it is the theoretical capacity to
hold stock.
What is working capacity of a yard?
The working capacity means the amount of traffic that can be handled in a yard at
any one time without affecting its fluidity. In other words, it includes the number
of trains that can be crossed, preceded or accommodated, the wagons that can be
stabled in sidings or dealt with per day in the marshalling yards. The working
capacity of a yard is also termed as the ideal yard balance.
Approximately, it is one third of the holding capacity.
43. Why yard balance should not go beyond target yard balance?
If yard balance goes beyond target it will lead to yard congestion resulting multi various
effects on the total transportation system such as low average speed of goods train,
increased WTR, under utilisation of line capacity, under utilisation of engine and wagon
resources.
44. What is yard report?
It is a report to be relayed to control everyday at 18 hrs to judge the overall
performance of the yard during last 24 hrs.
45. What is LSR?
After collection of yard report from the various stations of the division ,the report which
is compiled at 0.00 hrs in the control office in prescribed format, to be relayed to central
control to judge the performance of the division during last 24 hrs.
46. What is congestion?
When a yard including goods shed, departmental siding or transshipment siding is
unable to cope up with the traffic offering or any kind of troubles reduces its
working capacity, it leads so strained working and is called congestion.
47. What are the sign of yard congestion?
1. Heavy yard balance.
2. Detention to trains out side signals.
3. Stabling of trains at intermediate stations.
4. Frequent late start to trains and
5. Increase in detention to through loaded stock, through trains etc.
48. What are the causes of yard congestion?
There are so many causes of yard congestion of which the main causes are
1. Lack of advance planning and co-operation between adjacent yard, CNL and lack of coordination between
yard staff, loco staff, C&W staff which affect the yard working
adversely.
2. Strained working in the yard due to increase in the workload in excess of its
working capacity due to sudden spurt of traffic.
3. Imbalanced movement between inflow and outflow of traffic in and out of the
yard.
4. Bad paths of trains resulting bunching of I/C and O/G trains.
49. What are the remedial measures of yard congestion?
The steps, which should be taken to clear congestion after ensuring the actual
cause of congestion are
1. The particular traffic, which has made the congestion, may be restricted for the
time being.
2. The inflow of traffic should be controlled to its working capacity.
3. Neighboring yard may be asked for to take upon them, the shunting and
marshalling work which would normally have been done by the congested
yard.
4. A scheme to carry light repairs in the yard without the necessity of wagons
going to sick lines should be enforced.
5. Better understanding and co-operation between yd staff, C & W staffs and loco
staffs should be cultivated.
50. What are the important registers maintained in the yard?
Yard masters order book, Yard masters diary book, Wagon balance register, Number
takers book. Sick wagon register, Unconnected wagon register, Load report register,
Special stock register, Wagon detention register, Register of train advice e.t.c.
51. What is goods train?
Goods train means a train intended solely or mainly for the carriage of animals or goods.
52. How many kinds of goods train are there?
The various kinds of goods trains, which are running on Indian Railways, are:
Express goods train, Through goods train, Crack goods train, Link goods train, Unit
trains, Unit trains in closed circuit, Departmental trains Shunting train, speed link trains,
Freight forwarders trains, freight liners, Merry go round trains e.t.c.
53. What are the main commodities that Indian Railway carry in point to point load
concept?
Railways now carry the following commodities specially in point to point train load coal,
Iron
ore,
limestone,
Dolomite,
Cement,
Fertiliser,Iron
and
steel,
Mineral
oil(POL),Foodgrain,Salt e.t.c
54. What do you understand by point loads and Block loads?
In a point load all wagons on the train are meant to be unloaded at a particular point.
A train load which by passes one or more intermediate marshalling yard/yards is
generally known as Block load.
55. What do you understand by crack, link ?
Crack train is the train when same engine and crew instead off signing off remain on
duty at out station and works back a train fro out station to headquarters thus
completing a round trip within one stretch of duty.
Link train is a train which runs normally on a single line with extended engine run
skipping at least one intermediate engine/crew changing station with the same engine
crew.
56. What is Unit train in closed circuit?
A Unit train in closed circuit is a train which comprised of a rake of freight train loaded
with one shiftment from its base and moved through to destination without stopping or
remarshalling at intermediate yards and after unloading the entire rake either loaded or
empty
58. What is the main index to judge the performance of goods train?
The main index to judge the performance of goods train is average speed which is a vital
factor and has all-round effect on goods train operation.
59.How average speed of goods train is calculated?
Average speed of goods train is calculated section wise from control chart as
follows:Average speed = Total train kms
Total engine hours
i.e
Outage means the average nos. of engines available in the division for traffic use in 24
hours.
67. How DKM is calculated?
DKM is calculated by dividing the total kilometers earned by the total average
number of engines available for the traffic use i.e, by the Outage.
Outage (Y) = Total hours of the diesel engine in the division(H)
24
i.e, Y = H / 24
DKM = Total kilometers earned by all diesel Engines in 24hrs.
Y
i.e, DKM = TKM
outage
68. What are the advantages of good utilization of Diesel Engine and disadvantages
of bad utilization of diesel engine?
The advantages of good engine utilisation are better availability of engines resulting
quick clearance of load, maintaining fluidity of the yard and in the section, which will
increase average speed of goods trains means improvement in WTR, decrease in
divisional wagon balance and ultimately optimum utilisation of line capacity of the
section.
69. What are the disadvantages of bad utilization of diesel engine?
Reduced power availability in time resulting poor clearance of o/w traffic leading to yard
and sectional congestion, reduced average speed of goods train entailing waste of engine
km as compared to engine days,detoriation in WTR,increased divisional wagon balance
and ultimately under utilisation of line capacity.
70. What is Inspection?
It is a managerial process of getting things done through people engaged at
different levels and to ensure co-ordinated activities for running trains safely and
efficiently.
71. How many kinds of Inspections are there?
The following are the different types of inspections:
Thorough or Detailed inspections, Casual inspection, Surprise inspection, Motor
trolly inspection, Foot plate inspection, Brake van inspection, Joint Signal light
inspection, Surprise road inspection of level crossing, Brake van inspection,
ARMV Inspection, ART Inspection
72. What are the objectives of Inspection?
a. To identify areas of deficiencies, shortcomings or handicaps in the working of
organization and take steps for corrective action.
b) To monitor the implementation of rules, regulations and instructions and remits
on different aspects of working.
c) To focus around the individuals entrusted with exclusive areas of responsibility
such as awareness, knowledge regarding train running rules, proper attitude
towards their work.
d) To identify such rules & regulations-not practicable and suggest alternatives.
e) To eliminate unsafe conditions which may lead to an unplanned, uncontrolled or
an undesired happening may adversely affect train running.
f) To ensure that staff do not fall in short cut unsafe practices and counsel them.
73. What should be the quality of an Inspecting official?
Inspecting official should have an approach of objective type and not fault
finding., should be conversant with the area of working going to inspect, equip
himself as a friend, guide and critic and should possess leadership qualities
74. What is the main objects compilation of statistics on Railways?
The efficiency of operating branch depends upon the full and efficient utilisation
of the carrying capacity. Statistics are essential to understand the trend and
pattern of traffic of working to make easy comparison of Tones earnings and lead
with corresponding period of previous year and the direction in which there is
scope for improvement.
75. What are the different statistical units?
There are three types of statistical units used in the railway statistics Viz, Primary
Units, Fundamental Units and Derivative Units.
Primary unit is a unit depicting a single idea. In other words this refers to the
factors of measurement which are Quantity, Distance Duration and Service.
Primary units linked together to denote joint conceptions form Fundamental
Units. Derivative units indicates the relation ship that exists between two sets of
primary or Fundamental Units and the result thus arrived indicates the efficiency
of utilization of resources., is termed as Derivative Units.
76. What is GTKM?
Gross tonne km is a unit of measure of work which corresponds to the movement of
one tonne over a distance of one km.It is equal to tare plus load(tonnes of contents) X
distance traveled which will be aggregated to obtain GTKM(measure of transportation
produced)
77. What is NTKM?
The Tonnage of the contents (excluding the tare weight) of each wagon is
multiplied by the distance traveled, and the aggregate is totaled to obtain this
result. This unit is a direct measure of the transportation produced.
78. What are the important statistics maintained to judge the wagon usage?
The following are the important statistics maintained to judge the wagon usage;
Wagon load statistics, Wagon mobility statistics, Wagon detention statistics,
Wagon maintenance statistics.
79. What are the important indices to judge the mobility of wagons?
Wagon kms per wagon day, NTKM per wagon day, Wagon Turn round
80. What are the main indices to judge the performance of goods train
operation?
The following are the important operating indices internationally accepted as
yardsticks for measuring the efficiency of Goods train operation.
i) Net tonne kilometers per Engine hour
ii) Wagon kilometers per wagon day
iii) Net tonne kilometer per wagon day
iv) Percentage of train engine hours to total engine hours
81. What is operating ratio?
Operating ratio is the ratio between the total expenses and the gross earnings
expressed in percentage.
Mathematically it is shown as follows:
Operating ratio =
Total expenditure
X 100
Total Earnings
1.Traffic will have preference over other traffic within the same class of priority
in the following order: All rakes including the normal and guaranteed supply of rakes under the
Wagon Investment Scheme.
Traffic in rakes registered under the Premium Registration Scheme.
Traffic in rakes loaded under the Engine- On- load scheme.
Traffic in rakes loaded from a siding/goods shed having round the clock
working.
Traffic in rakes from a full rake handling siding having mechanized system of
loading.
2. All traffic offered in block rakes including clubbed indents constituting a block
rake will be given preference over traffic in piecemeal irrespective of the class
of priority and date of registration.
3.All traffic can be accorded preference in loading and movement under a higher
priority under special orders issued by the Ministry of Railways, Railway
board/Zonal Railways.
4.Two days in a week shall be reserved and notified for allotment of rakes as per
the date of registration irrespective of the class of priority.
94. What is line capacity and how it is calculated?
Line capacity means the maximum number of trains that can run over a
particular section within 24 hours
95. What are the different ways to calculate line capacity?
Line capacity can be calculated either by practical method based on 24 hours Master
chart or by theoretical method by different emperical formula.
96. How line capacity is calculated by charting method?
In this method the paths of all passenger carrying trains are to be plotted out first and
then maximum no. of reasonable goods trains are to be interplotted in 24 hours Master
chart after taking in to consideration of all the practical constraints in the open line to
arrive at the line capacity of a particular section.
97. How line capacity is calculated by Scotts formula?
C = 1440
X 7
L+5
10
112.What may be the way to reduce the value of divisional wagon balance and
what are its effects on the WTR ?
Divisional wagon balance can be reduced by increasing the throughput of the
section i.e. by overequalisation which will help to improve WTR i.e will increase
the scope of availability of empty wagons for loading.
113. What are the objects of wagon turn round statistics?
It indicates the availability of wagon for goods traffic in relation to its actual
daily use. It is an index of wagon utilization and operating efficiency as lower the
turn round ,the better is the efficiency and vice-versa. It also helps in ascertaining
the additional stock required to cope-up incase additional traffic springs up.
114. What is the necessity of quick turn round?
Quick turn round helps the quick availability of empty wagons to pick up fresh
loads, so the minimum no. of wagons will be required to clear the given volume
of traffic means minimum no. of trains to run with good path resulting
improvement in average speed of goods train i.e quicker transport with minimum
costs in producing transport affecting improvement in operating ratio.
115. What are the measures to improve the wagon turn round?
WTR can be improved by increasing the average speed of goods train and by
eliminating all kinds of wagon detentions with the coordinated efforts of the
various departments by increasing the efficiency of staff in practical field.
116. What do you understand by Interchange?
Interchange means the exchange of coaching stock and goods stock in between
one railway and the other railway for proper and optimum utilization of such
stock affecting fluidity of movement as well as operating efficiency.
117. What are the advantages of wagon pool?
The concept of wagon pool reduced empty haulage increasing mobility of
wagons and ensures better utilization, eliminating cross running of empties and
thereby reducing operating costs.
118. What is pooled wagon?
The concept of indiscriminate loading of wagons irrespective of ownership
except those exempted by Director of wagon interchange is known as wagon
pool
119. What is non-pooled wagon?
These are the wagons which have been excluded from the wagon pool and
therefore cannot be freely used by any other railway except the owing railway.
120. What is pool target?
In order to rationalize the use of rolling stock and to secure its distribution
amongst zonal railways according to requirements in view of the fluctuations of
traffic irrespective of the ownership, the targets set for each zonal railway in
respect to no. of wagons that should have on its system plus or minus in relation
to no. of wagons owned by that railway is known as pool target.
121. What are the factors taken in to consideration before fixing pool target?
The following are the factors taken in to account before fixing junction quota:
Authorized stock holding, anticipated traffic demands,WTR of the zonal
railway,infrastructue available in that particular railway in handling the traffic in
relation to line capacity and terminal capacity.
122. What is Junction quota?
The quota fixed by the railway with regards to no. of wagons to be interchanged
daily at the zonal interchange points considering the infrastructure available in
handling traffic, volume of traffic for movement across the junction and power
plan for movement of traffic from the junction is known as junction quota..
123. What is equalization, overequalisation and under equalization?
When an equal no. of wagons is handed over and taken over at zonal interchange
points there has been equalisation.When traffic handed over is in excess of
traffic taken over then there has been
over equalization and traffic taken over is more than traffic made over there has
been under equalization.
Over equalization tends to reduce zonal/divisional wagon holding to remain the
zone/division fully mobile.
124. What are the effects of excess wagon holding of a division?
Excess wagon holding will lead to sectional congestion affecting the average
speed of goods train entailing waste in engine hours as compared to engine kms
which will ultimately make the section a transport bottleneck
125. What is control organization?
The organisation set up to supervise and regulate the running of trains and the
movement of traffic in the best possible manner to ensure high productivity of
resources and to eliminate wasteful expenditure through a speaking instrument
and to meet requirements incase of emergency such as accidents, engine failure
e.t.c. is called control organisation.
126. What are the objects of control organization?
The object of control organisation is to supervise and regulate the running of
trains and the movement of traffic, to secure the maximum productive utilisation
of assets, to reduce the operating costs involved intransportation, economical use
of running staff and to provide relief measures in case of accidents.
127. What are the other sister concern in control organization?
Other sister controls are Power control, carriage control, engineering control,
commercial control, security control, S & T control, safety control e.t.c.
128. What are the main functions of train control and traffic control?
inspection.
To conduct investigations into serious accidents or accidents considered to be of serious
nature and suggest safeguards.
To sanction the execution of all new works and installations on the running track
affecting the safety of the traveling public such as : rebuilding of bridges, remodeling of
station yards, line capacity works, Re-signaling works, etc.
Periodical inspections of Railways
Reporting his opinion to Central Govt. to order the closure of the railway line or the
discontinuance of the use of rolling stock.
General Advice on matters concerning safety of train operation.
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