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1. DUTIES OF LOCO INSPECTOR

a). INSPECTION: -

1) Footplate inspections to be conducted on locomotives and crews for their

performances.
2) Regular joint signal sighting inspections with TI and SI of the section
3) Crew booking, running shed crew booking office and running room inspections and
educating the drivers infilling CTR correctly
4) Surprise periodical checks on fuel installations and watch on wastage, spillage, misuse
or pilferage of oil.
5) Night inspections have ordered by the concerned officers.
6) Surprise checks on in coming and out going balance in loco tanks tallied as per the
vouchers.
7) Ensuring that the fuel staff is maintaining the records for correct accountal of HSD
oil and proper samples are drawn for laboratory test.

b) FIELDWORK: -

1) Conducting load, speed trial; lube oil consumption trial, intersectional running
time trial, and load factor calculations, fuel trip ration trials when ordered.
2) To carry out safety and punctuality drives as and when required.
3) Counseling and educating the drivers in handling of locomotives, trouble shooting
and in fuel economy drive.
4) Reporting poor brake power incidents and irregularities notice affecting safe
and efficient working of trains.
5) Training of newly promoted drivers main line and ghat sections.
6) Investigating the causes of engine failures and testing the running staff in G &
SR, trouble shooting and break down tests.
7) Accompany and monitoring the VIP trains and any other special drives as
ordered by HQ / division.
8) Watch the locomotives and drivers heavy in fuel consumption and monitor them.

c) FIELD WORK IN SHEDS / CREW BOOKING CELLS:

1) After footplate inspections follow up attention to be shown on repairs to

locomotives to improve the performance and reliability of locomotives.
2) Co-ordinate with maintenance staff to give proper attention of the safety
fittings on locomotives.
3) Checking up records maintained in lobby, Breathalyzer equipment and
drivers personal equipment.
4) Checking relief train arrangements and its equipment.
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5) To associate with training school and ensure. Education of running staff,

regarding trouble shooting, engine man ship engine failure and breakdowns.
6) Control over lubricating oil consumption and close contact with power
controllers to deal mechanical and crew problems.
7) Scrutinizing of power plan, engine and crew links and WTT before and
after publication of timetable for their correctness.
8) Periodically check the accuracy of flow meters, calibration of storage
tanks and fuel oil / glow rods of locomotives.
9) Check on the proper maintenance of documents on connection with fuel oil
accountal, drain oil accountal tank wagon movements and detention in
shed.

(d) GENERAL: -
1) Conducting DAR inquires and any other inquires ordered by power officers.
2) Watch over implementation of 10 hours rule to running staff.
3) Attending mechanical, statistics, safety and fuel economy meetings /
seminars.
4) Fixing of fuel trip rations.
5) Attending accident spots and joining the other department supervisors in
taking readings etc.
6) To perform any other duties assigned by power officers from time to time.

2. PROCEDURE TO BE FOLLOWED AT THE SITE OF

ACCIDENT AS FIRST OFFICIAL

(1) Ensure that accident spot is protected as per existing rules.

(2) Ensure that accident message is conveyed correctly to control and to the
nearest stationmaster. If it is not proper, collect the particulars and convey.
(3) Try to protect the property including mail with the help of police, military, RPF
and railway staff available at the spot.
(4) Arrange to render first aid to the injured with the help of qualified staff
available at the spot and near by.
(5) Try to save life and alleviate suffering.
(6) Try to provide succor and help to other passenger at the site of accident.
(7) Try to ascertain the cause of accident and preserve the clues of the accident.
(8) If sabotage is suspected do not interfere with the clues time such time police
arrives.
(9) Record the statement of the staff concerned and responsible passenger, if so
required.
(10) If the clues cannot be preserved, records the statement of staff and
responsible passenger with a view to enable the reconstruction of the scene at
the later date.
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(11) The clues and debris must not be disturbed unless it is absolutely essential and
minimum disturbance should be made with the permission of responsible
officer.
(12) In case of derailment, the marks on the permanent way such has point of mount
and drop from the rail; travel of wheels over the ballast, sleepers, and
fishplates shall be recorded.
(13) In case of derailed vehicles, look for the condition of the wheels flanges,
tyres, axle boxes, axle grounds, springs, brake riggings etc and also check for
uneven loading.
(14) Note down all damages to rolling stock, locomotives, permanent way and OHE.
(15) (a) If the accident involved in the station limits, note down the condition of
points, fixed signals and pulled over position of Levers and position of block
instrument and SMs control.
(b) Scrutinizes as early as possible the train signal register, line clear enquiry
and replay books, PN book and any other relevant records pertaining to the
train movement and INITIAL them and note the time and date.
C) If it is directly connected with the accident, the records should be
confiscated, secured and sealed.
(d) If interlocking arrangement is suspected to be involved in accident, it
should not be interfered without the permission of the officer concerned.
(16) When a senior officer arrives the spot, he should hand over the relevant
records and explain the situation of accident and assist him.

3. POWER PLAN

DEFENITION: Power plan is an assessment of the requirement of locomotive /diesel

/electrical powers based on the number of trains and class of trains to run on particular
section.
1) Power plan is a document indicating the requirement and availability of locomotives
for goods, shunting, Pilots and Ballast Trains etc.
2) While assessing the requirements, introduction/cancellation of trains, running time,
speeds, speed restrictions are also taken into consideration.
3) Power plan is prepared by the zonal railway HQ office of COM /power branch basing
on division wise requirement projected by traffic.
4) The above projection will indicate the section wise / division wise proposed number
of goods trains, pilots, B.T etc.
5) Section wise bare requirement [outage] is worked out basing on average utilization of
the last six months over the section. The following formula is being adopted to work
out the bare requirements.

Section Wise Bare

Requirement= {SECTION KMS} X {NUMBER OF TRAINS PROPOSED} X 2 [UP&DOWN]
Average utilization of last six months
6). For single head train =1
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Mu =2
Triple head =3
Basing on the power plan the distribution of locomotives will be done division wise
according to the requirement. For this purpose 10 percent is taken for heavy schedules
and 10 percent is taken for minor schedules.
(8). Railway board is to be apprised about the short fall /excess in the power plan and
assistance is asked for, when ever there is short fall and surplus is given to other railways
as directed by railway board.
(9). Goods crew requirement is worked out basing on power plan.
(10). A watch over utilization is kept section wise, division wise, railway wise by division and
railway HQ and railway board and remedial action taken when ever necessary.
(11). It is prepared twice in a year.

4. OUTAGE

Definition:-Outage is that portion of locos of particular shed offered for the use
of traffic for hauling freight traffic.
OR
Outage is that portion of locos offered for traffic use other than the locos
offered for passenger trains working / link locos.
(1) For example a power is available for traffic use from 20.00 to 00.00 =4.00
The outage derived is = 4/24 =0.2
(2) There are two types of outages.
(i) Shed outage
(ii) Territorial outage
(i) Shed outage: -Means the shed is supposed to give as per target.
(ii) Territorial outage: - Means the locos required for division/zone to meet its traffic
demands including pilots/shuntings as per the power plan. This includes the foreign railway
locos also.
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Calculations of Target Outage of shed for each type of loco

Particulars WDM 2 WDM 2 C WDG 2 WDG 4

Shed holding 100 100 100 100

Less the 2 2 2 2
Accident locos
Effective 98 98 98 98
holding
Less the % for (10%) 9.8 (12%)11.8 (12%) 11.8 (5%) 4.9
Shops + heavy
repairs
Effective 88.2 86.2 86.2 93.1
Less the No. of 40.0 40.0 - -
Locos on
Passenger
service
Effective 48.2 46.2 86.2 93.1
Less the % for (10%) 4.8 (10%) 4.6 (10%) 8.6 (5%)4.7
Servicing
Goods target 43.4 41.6 77.6 88.4
outage

Ineffective outage: Means the locos on line under repair on the dead locos moved due to
failures to the sheds for attention.

Goods on passenger outage: Goods locos used on coaching service due to late running of
corresponding link or due to the failure of locos and utilizing another base loco in its place,
holiday special, some weekly trains. As for as possible the goods on passenger should be
avoided to minimum as it affects goods operation and it is deducted from goods outage.

Passenger on goods: Coaching locos during its lie over are utilized on goods trains, which
are to be moved for connecting express trains from base or to base, are also utilized for
goods. A Passenger loco, which misses its link due to late running or rectified after the
failure can also work goods train till it picks up the next link. This passenger on goods
outage is added to goods outage to compensate the loss of in effective and goods on
passenger.

Departmental/over due schedule: Locos working accident relief trains, ballast trains,
engineering specials, GM specials, RDSO Spl, water special, coaching Spl are called as
departmental Trains which do not fetch any earning to us. Locos over due schedule which
are moved as dead to home or trip sheds are also included in this category which are
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neither on mechanical ineffective nor miscellaneous dead and this is included in

departmental column.

Shunting: -Locos utilized for shunting at way side station and also utilized in the
sidings to supply and placement of empties and run pilots. 16 kms per hour is calculated for
these powers, which are captive in the siding and 12 kms per hour in yard shg.

Net goods outage: -

Total average net outage- [ineffective +goods on passenger] +passenger on goods.

Net goods outage for utilization purpose =net goods outage- [departmental/ODS]

Note: shunting and siding outage includes in net goods outage for utilization purpose.

5. UTILISATION

Definition: Utilization means the calculation of how an engine is utilized per day this
is one of the aspects for assessing the efficiency of division / zone.
1). Power plan is prepared based on this utilization. Railway board fixes the targets of
utilization of each zone and the zone in turn fixes the target for divisions. The calculation
of utilization is derived as follows.

Utilization of
engine per day = Total kms earned X 24
Engine hours
Or
= Total kms earned
Outage

(2). For coaching locos the utilization is worked out in the link itself.
(3) For goods locos generally flow chart is maintained in the Divisional control office
indicating as follows.
(i) Loco run = as green
(ii) Loco detention on loco account as red
(iii) Traffic dentition as violet
(iv) Siding/shunting =as yellow
(4) By monitoring these flow charts it is very easy to calculate engine utilization.

WAYS TO IMPROVE UTILISATION

1) Avoid predeparture detention and terminal detention.

2) Running of crack specials, running of goods trains on shadow path of mail/exp. trains.
3) Avoid running of more mixed and shunting trains in the section.
4) Optimum utilization of the lie over powers.
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5) Increasing the average speeds of goods trains with judicious controlling.

6) Avoiding stabilizing and picking up loads.
7) Analyzing reasons for pre-departure detention and initiating remedial action.
8) Close monitoring of movements of powers to and from shed.
9) Multi-unit formation should be planned in the shed itself.
10) Twin pipe of air Brake train should be made use of unlike single pipe operation in
vogue feed pipe contributes for quick release.
11) Avoiding detention short of interchange points by maintaining liaison with the
concerned staff of interchange points.
12) Close monitoring of engine crews and balancing of crews where necessary to avoid
detention of trains on account of crew.
13) Careful balancing of powers and to hold powers commensurate with stock.
14) Creating spot incentive scheme to drivers for faster clearance of trains.

6. ENGINE LINKS

Object: -The main objects of drawing the engine links are.

1) To achieve optimum engine utilization
(2) To limit the numbers and classes of locomotives in any shed so that the capacity
of the shed is not exceeded beyond the optimum limit.
(3) To avoid light running of loco for balancing purpose. Engine link is drawn to
facilitate the shed to offer powers to the pairing of passenger trains according to
schedule timings as per the requirement of traffic.
(4) Engine links are drawn service wise with respective type of locos that are
nominated /required to haul such trains as specified taking into account the speed,
load and grade of the train and schedules required for the locomotives.
(5) This is prepared by the COM concerned to which the shed belongs. For each link
particular No of locos of particular shed are drafted and circulated to the
division / concerned railways and concerned sheds.
(6) Based on the engine links shed will offer its locomotives to traffic.

When engine links are drawn: -

1) Yearly before changing of W.T.T

2) Changing in loco type
3) Change in topography [gauge conversion]
4) Introduction of new trains
5) Change in schedule times of exiting trains.
Aspect to be born in mind to draft engine links: -
(1) Bare requirement of engines are to be worked out for each service is as follows.

Bare
requirement = Total ORT of up & down trains +out station lay off +home
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Station lay off +no. of trains on each section

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+ 10%for fluctuations
+ 10%for shop and heavy schedules.
(2) Engine Links are prepared to facilitate shed to offer powers according to the
schedule timings and as per the requirement of traffic.
(3) Generally engine link will commence from home shed and terminates at the same, for
maintenance of schedule.
(4) Before preparing, the trains worked by other railway locos to be segregated.
(5) Link should be based on two to three sheds wherever available.
(6) 10 to 12 hours at home shed and six to 8 hours at out station time to be given for
attending schedules.
(7) As for as possible out station schedules should be avoided.
(8) As for as possible try to give for day schedules (for better attention of locos in day).
(9) Do not bunch schedules. Try to spread over according to shifts.
(10) Generally schedule will be give once in 7 days or after 3500 kms for BG (i.e., 500 X
7=3500).
(11) Give sufficient time at termination station to pickup other train preferably for long-
distance trains.
(12) Indicate where ever fuelling is necessary.
(13) Try to follow rake links as for as possible.
(14) For long distance passenger trains avoid power changing at junction stations.
(15) During long lie over period utilize locos for short passenger trains/ shuttles / shunting
(16) On each link work out.
(i). Schedule kms
(ii). Total kms
(iii). Kms per day per engine in use
(17). After preparation summary to be made as per the following proforma.
(i). S.No
(ii). Link no
(iii). No of locos in link
(iv). Total kms
(v). Average kms per link
(vi). Total of all links kms = average kms per day per engine
No of locos
(vii). Schedule kms.

7. CREWS LINKS

Object: - 1) The main object of drawing the crew links is to achieve optimum crew
utilization.
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2) To limit the number of crew grade wise in any crew-booking depot so that the capacity
of the depot is not exceeded beyond the optimum limit.
3) The crew links are prepared depot wise by the transportation power office of the
division for operating the mail, express, passenger and mixed services.

When crew links are drawn: -

(1) Crew links are reviewed once in a year whenever the timetable under goes a change.
(2) Crew links are modified when ever new trains are introduced, cancellation and
extension of trains.

Aspects to be born in mind to draft crew links: -

(1) Crew links are prepared taking into consideration the hours of duty and their home
station and out station rest without infringing 10 hours rule and rest rules.
(2) Bare requirement of staff can also be assessed by the following formula.

Bare
Requirement =Total duty hours x No. Of trains x 30 days
223[7hours 25minutes x 30]
(3) With minimum number of crew maximum work to be taken.
(4) The hours of work from signing on to signing OFF should normally be with in 8 hours
not exceeding 10 hours.
(5) There should be no over time in the link.
(6) Weekly duty hours: -The average duty hours of crews per week should be between 45
hours to 48 hours although running staff supposed to work for 52 hours in a week
because some cushioning has to be given for late running of trains.
(7) Staff proceeding pilot to work trains should be avoided to the maximum and where
unavoidable they should be moved by any faster train to keep down the duty hours.
(8) Staff should not be allowed to work more than 6 consecutive nights.
(1) Running staff should be granted with 4 periods of thirty hours or 5x 22 hours rest at
H.Q including night in bed.
(2) They should not be away from H Q for more than 3 to 4 days i.e. 72 hours 96 hours.
(3) When staff are required to take over a loco from shed, they should normally be given
45 Mts time 30 Mts for signing off in shed from train arrival.
(4) When staff are required to take over a loco on platform they should normally be given
30 minutes from signing on and 15 minutes for signing off.
(5) For staff proceeding pilot he should be given 15 minutes from sign on and no time is
allowed while signing off.
(6) After drawing the link the following information to be furnished in the link.
(i) Hours of work in the link.
(ii) Average hours of work per day.
(iii) Average hours of work per week.
(iv) Average hours of work per month.
(v) Average kms earned per month.
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(vi) No. of 30/22 hour rest at H.Q.

(7) While preparing the links the latest orders on the extended run should be borne in
mind or other wise it will involve huge amount of payment to wards milage on short
trips.
If short trips are unavoidable in preparing the crew links, the crew should be
utilized continuously without a break or signing off they should be made to work
through the trips to the extent of 10 hours clubbing more than one short trip thus
avoid payment of cumulative kilometrage.
8. CALCULATION OF RUNNING STAFF REQUIREMENT

Introduction : Calculation of Running Staff requirement will be done once in six months
based on power plan which is prepared based on actual of the previous six months and
forecast for the next year.
This will be prepared by Divisional Transportation Power Branch(DME/Power).
Different divisions are following different methods for calculating running staff
requirements in this railway.

From a General Review of the method of calculating the requirement of loco running staff,
South Central Railway crew are being sanctioned on the basis of 5.13 crews per loco. But
the General Manager has stated in his letter dated on 07.01.98 that while working MU
required only one crew, resulting in by calculating the crew requirements in the above said
manner excess creation of posts is taking place, due to this an abnormal increase in the
number of vacancies due to inflated creation on one hand and less inputs on the other
hand. Excess crew also leads to insufficient utilization, and proposed the method of
working out the requirement of running staff in to be based on average actual duty hours
put in by all crews based at particular home station over six months period plus expected
increase in traffic based on increase in GTKMS.

A review of a few crew-based stations made by CPO has indicated that there is
considerable excess creation at every location. Hence GM nominated a committee
comprising of CMPE/R&L, CPO(A), FA&CAO to check the requirement calculated by each
division in the manner.

After making the study the committee has proposed to implement a uniform procedure of
calculating the crew requirement as follows.

(a) Mail/ Express and passenger drivers requirement: -

(1) Total No. of Mail/Express drivers required for all the crew links will be taken that will
be the bare requirement( rest giving will be already included while drawing the crew
links).
(2) 30% of L.R. will be included Passenger drivers( since any leave reserve will be taken
from passenger drivers).
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(b) Requirement of Passenger drivers: -

(1) Total No. of drivers required from working all the links will be the bare requirement.
(2) Then 30% of total bare requirement of Mail/Express drivers + Passenger drivers will
be added as L.R. to the passenger drivers.
(3) Then 30% L.R. of Running supervisors also will be added to the passenger drivers.

(C) Requirement of Goods Drivers:

(1) Previous Six months working hours (i.e., from Sign-on to Sign-off)
of all crews of all individual depots will be taken for each
fortnight.
(2) By that average hours per fortnight will be worked out
Then the Bare Requirement = Average hours per fortnight
104 hours (No.of hours suppose to work by a crew)
(3) For that bare requirement 5% (expected increase in traffic
based on increase in GTKM) will be added.
(4) For the above total 30% L.R. will be added.

(D) Drivers on Special Duty:

(1) No. of Drivers working in lobbies and control offices will worked out and that will be
the bare requirement.
(2) For this 1/6th rest giving will be added

(3) For the above total 30% L.R. will be added.

Trainee Reserve Posts for the Drivers:

Trainee reserve posts will be calculated at the rate of 2% separately i.e., 2% of Total
No.of Mail/Express + Passenger + Goods driver + Drivers on Special Duty.

(E) Requirement of Shunters:

(1) Total No. of Shunters required as per the work load of the depots will be gathered and
that will be the bare requirement.

(1) For this 1/6th Rest giving will be added.

(2) For the above total 30% L.R. will be added.

Requirement of Link Assistants:

(1) Bare requirement of Mail/Express drivers will be taken and in that total no.of
Rajadhani Drivers if any will be excluded, for that total, same No. of assistant will be
taken as bare requirement.

(2) For the above total 30% L.R. will be added.

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Requirement of Goods Assistants:

(1) Same No. of assistants equal to total No.of Goods Drivers calculated above will be
taken.

Trainee Reserve posts for Assistants:

Trainee reserve posts will be calculated at the rate of 3.6% separately, i.e., 3.6% of Total
No.of Link Assts. + Goods Assists.(1.6% more than drivers because of attending initial
course).
After preparing the proposals as above with summary of No.of posts available at present,
No.of posts proposed and No. of Extra posts asked for with justification to will be
submitted to Sr.DAO for finance concurrence on words with the approval of DRM
forwarded to AGM through CMPE/R&L and COM for approval, on approval same will be
advised to CPO in turn to Sr.DPO regarding the extra sanction of posts, then posts will be
distributed to all depots by revising the sanctions by Sr.DPO in co-ordination with power
Officer.
9. RUNNING TIME TRIALS

WHAT IS RUNNING TIME: -

(1). Time taken between two consecutive block stations is called inter sectional
running time (ISRT).
(2). Running time is of two types.
a). Normal running time.
b). Minimum running time.

NORMAL RUNNING TIME: -The normal running time, as in the timetable inducts the
following.
I. Time required at the booked speed for the run between two stations.
II. The required for permanent engineering share speed restrictions.
III. The time required for acceleration and deceleration.
IV. The time required for negotiating gradients.

MINIMUM RUNNING TIME: -Minimum-running time is the running time required between
two stations with the maximum permissible speed authorized for the section and includes
the following.

I. Running time as calculated at maximum permissible speed for the section in

respective of the load or class of engines. If the MPS for a particular type or class
of engine is shown as a reduced figure the reduced MPS is taken into account in
working out the MRT for trains worked by the particulars type or class of
locomotive.

II. The time required for permanent speed restriction on the section.
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III. The time required for negotiating the gradients

Note: - when a temporary engineering speed restriction is in force over a particular

section, the minimum running time would shown in the timetable plus the time
required for such temporary speed restrictions.

WHY RUNNING TIME TO BE CALCULATED: -

I. For movement of train for its crossing and precedence purposes running time is
necessary.
II. To notify the passengers on platform throw display board, the arrival and
departure timings of the trains.
III. To calculate section capacity running time to be worked out.

C= 24 X 60
T

C= Section capacity.
T= Running time.

IV. To fix up normal and minimum time on each individual block section, the running time
trials are conducted.

WHEN RUNNING TIME TRIALS ARE CONDUCTED:

I. Yearly before changing of working timetable.

II. Change in speed.
III. Change in loco type.
IV. Change in topography.
V. Change in signaling systems.
VI. Change in permanent speed restrictions.
VII. Change in load.
VIII. Introduction /extension of new trains.

HOW RUNNING TIME TRIALS ARE CONDUCTED: -

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I.
Running time trials are to be conducted for M/E passenger, suburban, and goods trains.
II. In goods trains separately with full load, empty, single head, double head and engine
& B.V.
III. For goods trains there is no MRT or NRT since no goods trains are booked to stop.
If it requires to be stopped one minute for acceleration and one minute for
deceleration will be given.

Procedure:

1. The loco and crew selected for the trial should be representative of conditions of
actual working.
2. The speedometer of the locomotive should be accurate.
3. The details of Permanent Speed Restrictions and Temporary Speed Restrictions on the
day of trial should be collected.
4. The approximate normal running time required for each block section should be
assessed in advance as per the empirical calculation.

Bare running time = Distance of the block section X 60 = A

Booked speed
Time required for acceleration [for stopping trains]
normally assumed =B
Gradient allowance provided on adhoc basis =C
Time required for PSR =D
Time for deceleration [ for stopping trains] =E
NRT = A+B+C+D+E

5). The approximate minimum running time required for each block section is to be
assessed on similar basis except that bare running time [A]. In this case bare running time
will be assessed using the maximum permissible speed instead of booked speed in the
calculation.

6). Three trials to be conducted by working with MPS and maximum permissible load.

7). Average of three trials to be taken and MRT to be arrived at.

8). Basing on MRT, NRT to be worked out theoretically.

9). Average speed attained basing on MRT, section wise to be worked out to keep a check
that MRT does not exceed MPS at any time.

10). The following particulars to be taken.

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1. Station
2. Station kilometer
3. Arrival time
4. Departure time
5. Out of course detention
6. Notch on each km
7. Gradient on each km
8. Speed attained of each km
9. Booster air pressure
10. Load meter
11. Remarks.

11) If MPS could not be obtained the reasons for not obtaining to be furnished in the
remarks column.

12). While submitting the proposal for ISRT the following particulars to be shown.

(I). Existing running time [NRT / MRT]

(II). Proposed running time [NRT / MRT]
(III). Load existing and proposed.
(IV). Type of loco existing and proposed
(V). Overall running time [minimum / maximum.]
(I) Reasons for additional time if asked for.
(II) Reasons for reduction in running time if any.
(III) Last trial done and reason for current trial.

10. FUEL TRIP RATION TRIAL

WHAT IS A TRIP RATION

Trip ration is fuel required to work a nominated train from its starting station to
the destination.

WHY FUEL TRIP RATION TRIALS ARE CONDUCTED: -

1. To fix up trip ration based on which performance of locomotive and the crew
can be monitored.
2. To have control over the fuel consumption
3. To avoid malpractices and pilferage.
4. To assess the Quantity of fuel required for procurement.

WHEN FUEL TRIP RATION TRIALS ARE CONDUCTED: -

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1. When working pattern of the crew changes.

2. Change in load.
3. Change in speed
4. Change in type of loco
5. Change in topography
6. Change in signaling system
7. Change in PSR
8. Introduction / extension of trains.

HOW TO CONDUCT FUEL TRIP RATION TRIALS: -

1. The loco and the crew selected for the trial should be representative of
conditions of actual working.
2. Before conducting the trial, should ensure no leakages on fuel system of the
loco motive.
3. The trip ration trials are to be conducted service wise, section wise
4. A running engine is reasonably to be in good fettle.
5. The consumption of fuel during each trip should be measured by fuel oil tank
glow rod gauge reading or flow meter reading.
6. During the trials notch number, load meter reading, speed are to be recorded at
regular intervals.
7. Weather conditions, periods of power applying, Idling or stopping etc are noted.
8. Details of traffic detentions due to observing speed restrictions, shunting
performed etc. are to be noted during trials.
9. The consumption of fuel oil on the above accounts has to be assessed properly
as per the yard stick. Allowances for fuel consumption for various detentions
are,
(I) Idling per one hour: 25 lit {for WDM2 /WDM2C/ WDG2 locos}
(II) Out of course stop: 12 lit
(I) Stop at signals: 12 lit
(II) Loop line pass: 12 lit
(III) Loop line stop and start: 12 lit
(IV) TSR 20 kmph and less: 12lit
(V) Loco gain for every 5: 25 lit
(VI) Shunting for each movement: 20 lit
(VII) Icc pulled: 12 lit

10). To arrive trip ration for a particular service on a particular section the consumption of
fuel due to traffic detentions, detentions due to speed restrictions, shunting performed
etc. are properly assessed and subtracted from actual consumption of fuel.
11). In case of mail / express and passenger trains the load during the trial is the same as
the normal load.
 17

12). In case of goods and mixed train loads selected for trials should be in three different
slabs, each slab representing 100%, 80% and 60% of the maximum authorized load limits
on the section.
13). A minimum of three sets of trials should be arranged in case of mail express and
passenger trains. Similarly in respect of goods trains also two sets of trials should be
arranged in respect of each of the slab.
(14) In regard to shunting services two trials should be carried in respect of each shifts
and yard for the class of engine used target consumption of fuel fixed.
(15) While submitting the proposal for fuel trip rations the following particulars to be
shown for each trial and average of the three trials is to be calculated.
(i) S.No
(ii) Date
(iii) Train no
(iv) Loco no and base
(v) From
(vi) To
(vii) Distance
(viii) Load [formation + engine weight]
(IX) 1000 GTKm [load x distance]
1000
(x) Total fuel consumption.
(xi) Fuel oil allowances
(xii) Net consumption
(xiii) SFC (in lit) (net consumption)
1000GTKM
(xiv) Ekm (in lit) (net consumption)
Distance
(xv) Booked ORT
(xvi) Booked stops
(xvii) Remarks.
(16) While fixing target trip ration for different loads for every one GTKm deference 2lit
of fuel oil is added / deducted.
(17) If the recommended fuel trip ration could not maintain SFC the reasons for not
maintaining SFC should be given clearly.

11. LOAD TRIAL

Definitions: -
(1) Load trial: -To determines the trialing loads to be hauled by diesel locomotives load
trials are to be conducted.
(2) Load Factor: - The load factor is the ratio between the average power required in
service and the maximum power of the diesel engine. Load factor should not be more than
60% as fixed by railway board.
 18

WHY LOAD TRIAL IS CONDUCTED: -

1. Load factor is an important criteria while fixing of the load, which influence the
reliability of the operation of diesel engine.
2. To ascertain the load factor of the locomotives hauling trains on graded sections.
3. To obtain optimum service life from the diesel engine components.
4. To fix up maximum permissible load of particular type of service, type of vehicles, type
of loco for a particular section.

WHEN LOAD TRIAL IS CONDUCTED: -

1. Yearly before changing of WTT

2. Charge in speed
3. Change in load
4. Change in loco type
5. Change in topography
6. Change in signaling systems
7. Change in PSR
8. Introduction/ extension of trains.

HOW LOAD TRIALS ARE CONDUCTED: -

Before fixing up a trailing load of any section the following factors to be taken in to
consideration.
1. Gradient of the section.
2. Critical section and distance.
3. Load provided for roller bearing, plane bearing as per RDSO load chart for the type of
locomotive used.
4. Able to stop and restart at the peak of gradient.
5. Able to maintain minimum continuous speed. [MCS]
GE: 19 KMPH
HIEL: 21.5 KMPH
6. After starting able to attain MCS with in 5 minutes.
7. Use of sanders is to be avoided.
8. Trials are to be conducted on adverse weather conditions.
9. On lengthy sections 8 hours of running time to be taken as a section.
10. Load meter should not be in restricted zone during trial period. How ever a short
period is permitted.
11. Loop line length should be 3 to 5% more than train length.
12. The coupling strength to be taken in to account.
13. Load trial may be conducted with banker wherever necessary.
14. Check the formation to avoid brake binding.
15. Emergency braking distance test [EBD] to be conducted at MPS.
16. Holding capacity of the loco when stopped on a peak of gradient should be checked.
 19

17. Three trials to be conducted to fix a load.

18. While conducting EBD test, stopping and restarting capabilities to be conducted in 2 nd
and 3rd trials.
19. Load factor should not exceed 60%.

PROCEDURE FOR CONDUCTING LOAD TRIALS: -

1. Advise the driver and guard about the trial.

2. Advise the control the load you are taking for trial.
3. Advise the places of where you are proposing to stop and start.
4. Check percentage of brake power before starting.
5. The following reading to be recorded minute wise.
(i) Time
(II) Notch
(III) Load meter
(IV) BAP
(V) Gradient
(VI) Speed
(VII) DB where ever used
(VIII) Remarks.
(6). While conducting EBD time duration and distance traveled during EBD calculated.
(7). Ensure 28 VBCOC/ DV isolation handle to be in open condition.
(8). After completion of the trials the report to be submitted under the following
proforma.
(i) Date of trial.
(ii) Type of loco [HIEL/ GE]
(III) Home shed of loco
Existing Load, Authorized Load by RDSO
(iv) Ruling gradient.
(vi) Critical section.
(vii) Load factor [FC & HP method]
(viii) Minimum continuos speed in gradients.
(ix) Restarting capability.
(x) Able to attain MCS in 5 minutes or more.
(xi) LM at restricted zone if any.
(xii) Use of sanders if any.
(xiii) Experience of hot engine alarms in if any.
(xiv) Braking distance.
(xv) Holding capacity.
(xvi) Trip ration recommended (SFC).
(xvii) Running time recommended.
Load recommended
(xix) Remarks of DME/P whether he is recommending the stipulated load on
not if not reason to be furnished.
 20

METHOD OF CALCULATION OF LOAD FACTOR: -

The following two methods can be used to calculate the load factor.
1. Fuel consumption method.
2. Horsepower out put method.

(1). FUEL CONSUMPTION METHOD: - This method is used by the UIC-ORE in the type
of the diesel engine for homologation. It assumes that the HP out put of a diesel engine is
directly proportional to the fuel consumption. To use this method the hypothetical fuel
consumption of the locomotive at maximum rated out put during the effective train
journey can be computed from the specific fuel consumption. The ratio of this quantity
and the amount of fuel actually consumed by the locomotive during the effective train
journey [i.e. the total fuel consumption fuel consumption during the halts when the
engine is idling] will give the load factor of the locomotive. The fuel consumption of the
locomotive depends on the ambient and site condition.

Loco motive Fuel consumption (lit/hour)

Maximum rated out put At idling
WDM2 (4duct) 489 25
WDM2 (Single duct) 480 25
WDM-1 384 17
WDM- 4 496 25
YDM4 YDM4A 277 12
YDM3 285 12
YDM5 285 12

Mathematically the load factor on fuel consumption basis may be represented as.
F= M- (n x c2 ) = net consumption
(N-n) x c1 Maximum rated out put consumption
F= load factor
M= total fuel consumption in lit
n= Total time of halts and detention hours.
C2 = specific fuel consumption in lit/ hour at engine idling.
 21

N = Total journey time of the train in hours.

C1= Specific fuel consumption in lit/ hours at maximum rated out put of the
engine.

(2). HORSE POWER OUT PUT METHOD: As the load factor is related to the maximum
rated output of the diesel engine it follows that the load factor of the locomotive is unity
while working at the maximum rated output i.e. at the maximum notch. The factors at
intermediate notches will be related to the ratios of the HP out puts at intermediate
notches to the maximum rated HP output. The commutative pure traction load factor will
thus be the ratio of the summation of the product of notch wise, load factor and the time
spent at the different notches and the total effective journey time. On the basis of the
HP out put at intermediate notches, the notch wise load factors for the different classes
of locomotives under the site conditions of 27 Degree C at sea level, can be taken as
under.

Locomotive load factors at different Notches

8th 7th 6th 5th 4th

WDM 2 1.0 0.86 0.70 0.48 0.30
WDM 1 1.0 0.89 0.75 0.58 0.42

WDM 4 1.0 0.78 0.60 0.44 0.31

YDM 4/ 1.0 0.67 0.45 0.32 0.20

YDM 4 A
YDM 4 1.0 0.85 0.69 0.54 0.39
YDM 5
Mathematically the load factor on horsepower output basis may be represented as.

F = (F8 X N8 ) + (F7 X N7) + ( F6 X N6 ) +( F5 X N5) +( F4 X N4)

Nn
Where F =load factor
Fi = Load factor of intermediate notches.
Ni = Time spent in intermediate notches
N = Total journey time of the train in hours.
n = Total time of halts and detentions in hours.
 22

Or

F = Net horse power deployed

Net time of horse power deployed

The two methods of calculation of the load factor are expected to give
approximately the same value.

12. DUTIES OF POWER CONTROLLER

(1) Keep a close watch and coordination with operating department to meet the
day today train operations.
(2) Maintaining the liaison with diesel sheds, crew booking points for providing
crews for various service and timely dispatch of loads.
(3) Dispatch of break down cranes within the stipulated time as and when ordered.
(4) Monitor the movement of HSD oil tank wagons; ensure to keep sufficient stock
of HSD oil in various fueling installations.
(5) Maintain the records of the HSD oil stock position, average issues per day and
number of tank wagons waiting for decanting.
(6) Monitor the punctuality of train services by ensuring the prompt attendance of
crew, crew changing, fueling etc. are done within allowed time.
(7) Advising the drivers in time to run at maximum permissible speed to gain time
whenever the coaching trains are running late.
(8) Ensure the proper maintenance of engine links and crew links. Keep a close
watch of late running of trains and set the links again without dislocating the
link again.
(9) Ensure the proper movement of ODS and dead locos to their respective sheds
by close monitoring.
(10) You must be aware of the authorized loads to the various class of engines and
trains as per W.T.T.
(11) Keep a close watch of the schedule of each loco both of home railway / foreign
railway and plan to move the locos due for schedule, to their base sheds or to
trip sheds in co-ordination with Dy. chief on duty.
(12) You must educate the drivers in trouble shooting in enroute in case of engine
troubles.
(13) Ensuring prompt providing relief engines in case of engine failures on mail/
Express/ Passenger and goods services.
(14) The power controller must insist and obtain LTM from drivers for all coaching
trains whether lost or not and he should note the time gained by the driver, it
will help the power controller to defend any loss of punctuality, if it is not
actually lost of loco account.
(15) He must monitor the performance of shunting engine in yards, ballast train,
water specials etc.
 23

(16) Power controller should closely watch and monitor the VIP specials if any,
precautions to be taken to avoid unnecessary detention.
(17) Power controller should posses thorough knowledge of the outages of each
shed, power plan, engine links, crew links and WTT etc.
(18) He must give feedback to power official and head quarters in time regarding
unusual occurrences if any so as to enable them to take immediate corrective
steps.
(19) He must maintain various records regarding engine failures, loss of trains on
loco account, outage, utilization, ODS locos, trains ran with out B.V/ without
guard, double head working, LE kms, one hour detention, LSD etc.
(20) He must keep a close watch on the locos to and from shops.
(21) He must ensure that the crews are not allowed to work longer hours on duty by
avoiding pre-departure detention and also see that the running staff does not
get OT by allowing all the staff in each depot to work equally.
13. DUITES OF POWER CONTROLLERS AT H.Q

(1) Preparing summary of powers supplied from loco shed, divisions, targets, actual.
(2) Availability of diesel locos - diesel locos turn over at interchange points
(3) Punctuality.
(4) Engine failures, time loss.
(5) Stabled locomotives.
(6) Engine transfer and their movements.
(7) Diesel loco position, under repair, locos in shops, locos available in traffic yards, total
kms earned, Total engine hours, EKM/day/engine in use.
(8) Power position.

Different proformas maintained in the zonal power control organisation:

(1) TP 101: It is the statement of outages, laid up of locos and heavy repairs of all sheds
and detailed accountal of diesel locos for the zone.
2) TP 103: This shows the trains lost punctuality on loco account and also contribution
by loco if any.
3) TP104: Engine failures and also miscellaneous such as unusual occurrence causing
damages to locos like cattle run over and stalling etc.
4) TP 106: Transfer of locos and its movements, link causality, failures and foreign
railway dead loco movements etc.
5) Ineffective position: This position indicates the infective outage, goods locos on
passenger service, passenger locos on goods service, departmental/ODS locos,
shunting and siding outages, traffic spare etc.
6) ART: Position and movement of all relief trains inclusive of cranes, MFD, LUCAS,
HRDs etc.
7) A list of over due schedule of locos of home railway sheds and also of foreign railway
locos in our system.
 24

14. DUTIES OF CREW CONTROLLER

1) Planning of crew requirement for various services as per train ordering.

2) Maintaining various safety circulars, correction slips etc and notifying them to running
staff through SOB.
3) Conducting Breathalyzer tests to out going crews and incoming crews for their
soberness.
4) Directing running staff for various training / refresher courses, PME, safety
seminars etc.
5) Judicious planning in booking of crews to avoid over time by allowing all the running
staff in the depot equally.
6) Accurate maintenance of registers and safe custody of documents
7) Attending accidents and joint inquires when required.
8) Maintaining discipline of his staff.
9) Ensuring the sufficient rest is given as per HOER before booking out the crews and
PRs are given regularly to running staff.
10) Cleanliness of the crew booking lobby or shed yard.

IN CASE CREW CONTROLLOR POST IS THE IN CHARGE OF CREW BOOKING CELL.

1) Looking after day-to-day office work in maintaining various registers i.e. PME, OT,
Mileage, NDA, NHA, SOB, On &Off registers, Progressive working Hours Register
etc.
2) Drawl and supply of stores i.e. personal equipment of drivers, uniform etc.
3) In charge of all fuel stores material and for correct accountal of the same, in charge
of fuel installation.
4) Maintenance of ARTS, MRVs etc.
5) Arranging for periodical testing of cranes, chains and wires ropes in accordance with
the schedule laid down in the rules.
6) Accurate posting of muster rolls and ensure that the staff are deputed on legitimate
duties.
7) Crosschecking of speed recorder charts for excess speed ran by drivers.

15. EFFECTIVE CONTROL ON OVER TIME PAYMENT

(1) The payment of OT will be 1- times more than the normal

(2) Payments of OT indicate unhealthy working system of a particular depot.

 25

Factors contributing OT: -

1) Improper calculations of sanctions

(2) Vacancies not filled up according to sanctions

3) Casualties more than 30%.

4) Misusing of Running Staff in other than running duties.

5) Indiscipline in running staff i.e. frequent not found, absent, demanding particular
direction etc.

6) PR registers not maintaining properly. There by staff availing PR more than the
requisite.

7) Progressive hours register not maintaining according to CTR.

8) Indiscriminate train ordering.

9) Train detention at crew changing point due to loco repair, path, predeparture
detention etc.

10) Improper crew booking.

11) Crew not having all direction Learning Road i.e. crew working in long distance
direction will get OT.

12) Not sending crew in time or in advance who are due for PME/ refresher courses.

13) Not booking the crew in first week of the fort night in the basis of first in first out
and in second week on the basis of least progressive hours.

(13) Not keeping a watch over running staff on their correct marking ON & OFF.

(14) Not granting OTPR for the crew who are in highest hours if he asks leave.

16. SUPPLY, RECEIPT, ISSUE AND ACCOUNTAL OF HIGH

SPEED DIESEL OIL
(a) Requirement and procurements: -

1) The annual requirement of HSD oil will be worked out by the fuel branch of the COMs
office in the month of July every year and submit the same along with specific proposal
 26

relating to the installation of new additional storage tanks etc., to the controller of
stores.

2) The COM after scrutiny will place the indent on director general of supplies and
disposal, New Delhi for coverage through rate/ running contract.

3) Once the order has been placed on the supplier the fuel officer in the HQs office will
take over full control and regulate day-to-day supply of HSD oil by tank wagons /
lorries to various fuelling points.

4) Initially, the fuel officer will indicate by a letter to the suppliers the numbers of tank
wagons / trucks to be supplied to each fuelling points per week / fortnight / month.

(b) Procedure for receipt and account of tank wagons / lorries: -

(1) The stationmaster of the station at which the tank wagons are received will hand over
the tank wagons to the power officials at the fuelling installation on a wagons
placement memo form.

(2) The power official will check the particular of the tank wagons and return the original
to the S.M entering the time of un-loading, release and removal of tank wagons.

(3) The depot official will maintain a register of oil tank wagons received and dealt with in
the form HSD-2 in quadruplicate.

(4) This register should take in to account all tank wagons directly booked to the depot,
unconnected and placed in sheds for unloading, diverted to other depots or intercepted
on orders of HQ, are returned to the loading installation because of contaminated
supply.

(c) Decanting of tank wagons/ lorries: -

1) No tank wagon/ lorries should be decanted after the sunset except in exceptional
circumstances.

2) Before decanting the tank wagon/ lorries, dip measurement should be recorded .The
tank wagon should have been at rest for at least 15 minutes before the dip readings
are taken.

3) It should be ensured that the dip rod/ tape touches the bottom of the tank wagon/
lories while taking the dip measurement.

4) The quantity so assessed by measurement should be shown in column 10 and 11 of

register HSD-2.

5) It should be ensured that the tank wagon or lorry is fully emptied during decanting and
no oil is left in them.
 27

6) To prevent oil being left over all delivery valves should be opened when tank / lorries
move out of the installations.

7) Similarly before decanting and after decanting a tank or a group of tank wagons dip
reading of the storage tank should be taken and recorded under column 14 & 15 of
register HSD-2.

8) To allow for any turbulence to subside at least 15 minutes should be allowed to elapse
after decanting before dip measurement of storage tanks are taken.

(d) Issues: -

1) Where flow meters are provided all issues will be recorded as per flow meters for all
purposes of accountal and where there are no flow meters or in the event of flow
meters becoming defective or inoperative, the issues to locomotives will be recorded as
per fuel oil glow rod gauge on the loco when fitted and by dip measurement when not
fitted.

2) For this purpose the tank on which locos are placed for fueling should be specially
leveled. And the reading of the fuel gauge on both sides of the tank recorded and
average taken.

3) For other than loco purposes, the quantity issued should be measured by measuring
cans.

4) Issued to locomotives will be made on fuel issue voucher F 12 and for other purposes on
HSD issue voucher No.HSD.8.

(e) Sampling of HSD oil and acceptance of tank wagon/ tank truck: -

1) Before decanting tank wagon/ lorry samples of not less than liter should be drawn
separately from top and bottom of the tank wagon / tank truck and tested separately
by a chemist or any authorized staff for the presence of impurities and contamination.

2) If the samples both from top and bottom reveal no contamination, the tank wagon/
tank truck may be taken up for transferring its contents into the storage tank.

3) If the tank wagon is found fully or partly contaminated, the tank wagon should
immediately be released and advised by wire the nearest suppliers depot and should be
advised to fix date for a joint examination.

4) In the case of supplies by tank truck, if the contents are found partly or fully
contaminated, if the quantity as per dip measurement is found to be less than the
challanned quantity, the tank truck should be returned to the supplier.

(f) Method of testing HSD oil: -

 28

(i) Visual examination: -The oil sample should be examined for any visible suspended
matter, sediment, turbidity etc. The oil should be clear and free from all visible
extraneous matter.

(ii) Test for moisture: -

(vii) Crackle test is to be done to see if the oil is free from moisture.

(viii) Before transferring the contents of tank wagon / tank trucks, about 5
liters of oil should be drawn from the bottom drain cock and subjected
to crackle test.

(ix) If the test shows presence of moisture, further quantities in

installments of not more than 5 liters should be drawn and tested until
oil is free from moisture discharges from the tank wagon/ tank truck.

(x) The contents of tank wagon / tank truck may be accepted if by drawing
out a quantity not in excess of 25 liters a sample free from water
contamination is obtained.

(iii) Test for density: -

Draw sample from each compartment of tank truck and check the density and
verify with recorded density invoice if the variation observed with recorded density is
with in the limits i.e. + 0.003 the tank truck dips can be checked.

(g) Periodic surveys of HSD oil: -

(i) Verification of HSD oil stock besides accounts stock verification should be carried out
by the official given below.

I. Loco depot in charge: shall carry out surprise survey of HSD oil at then sheds
monthly and record their observation in the on hand stock registers HSD-5. They
will not however adjust the books for any excess or shortage.

II. The Divisional fuel verification inspector: - Attached to the fuel branch of the
head quarters office will carry out detailed check of HSD oil accounts and conduct
survey at sheds quarterly as per programme and their report on survey from F.25 in
quadruplicate. The fuel verification inspector shall not adjust the book balance.

III. Fuel inspector / loco inspector: - Will also conduct HSD oil survey of fuel
installation their jurisdiction once in 4 months and submit their report to DEM/ P.
 29
IV.
Power officers: -Will conduct survey of HSD oil three times in a year. They will also
prepare survey sheets in form F-25 and obtain the remarks of the depot official
for the shortage and excess.

The deference between the book balance and actual measurement of oil
stock should be adjusted. As per note under Para 3255-s (d) the difference of 0.2% and
above on the total transactions from the date of last verification should generally be
investigated by the verifier on the spot and an effort made to find out the cause there of.

(h) Form F.25 to be filled in as under: -

(1) Stock heading: -Name and grade of HSD oil if any.

(2) Stocks as per survey: -Stock on ground as per survey as shown in appendix c reverse
of the form.

(3) Stock as per Book balance: -The book balance should be the balance according to HSD-
9 or the 1st of the month in which survey is taken.

(4) Excess: -Difference between (2) and (3) above.

(5) Deficiency: -Difference between (3) and (2) above

(6) Remarks: -Detailed remarks.

(i) Safety and fire fighting equipment: -

1) The security department will be responsible for the security of the installation and
ensuring adequacy of fire-fighting equipment provided at the fuelling installations.

2) DME/power however, will ensure that equipment is periodically checked and staff
trained in their use is always available.

3) The security department will also ensure that sufficient RPF sainiks are posted to
protect the fuelling installation and guard against pilferage and unauthorized tress-
passing.

17. PROCEDURE FOR DECANTING ROAD

TANKERS AT RCDS
2) Check with invoice whether tank lorry is for you and what product is billed.

3) Keep tank lorry on level platform and allow 10 minutes for settling.

4) Open Master valves.

5) Bond tank lorry.

 30

6) Check seal numbers against invoice and check whether seals are intact. If
there is any of the seal found damaged or tampered, reject the truck.

7) Check dip rod, calibration certificate.

8) Check your tank dip.

9) Break top dome seals and check dips. Through dip pipe

Check water dip use water paste.

Check oil dip use oil paste.

Ensure correct scale is used for corresponding tank.

10) Do not bang dip rod to bottom of tank.

11) Do not allow dip rod to stay inside for more than a fraction of a second.

12) Check for exactness of dip.

13) If short, record and check again show to tank lorry crew. 1 mm less on a
dip rod is approx. 3.5 liters less product. Fill up product to exact dip level
using your stock or from other compartment using a calibrated measure and
record shortage. Take crews signature.

14) After checking dips, break bottom seals.

15) Drain about 10-20 liters of product in a bucket and pour back in to
compartment.

16) Check for physical presence of water while draining.

17) Take a sample from tank lorry bottom after draining 10-20 liters and check
density in each compartment. Record these and convert to 15 C.

Check against invoice density should not vary beyond + or 0.003.

18) If density is okay connect hosepipe to tank and tank lorry. Other wise check
top and bottom density again and covert to 15 C, check against invoice
density and arrive at variation. If beyond tolerance limits do not unload
truck, reject.

19) Ensure proper bonding.

20)Commence unloading in a sequence.

21) Ensure complete unloading of each tank before proceeding to next tank.
 31

22)After tank lorry is emptied collect the remaining quantity in a bucket.

23)Physically verify tank lorry is fully empty by visual inspection, and by placing
the lorry on the ramp and by keeping all valves open and by dipping through
dip pipe and fill pipe.

24)Ensure that master valve are open throughout the period of unloading.

25)Check your tank dips and check co-relation of quantity unloaded versus
receipt.

26)Release tank lorry after having fully satisfied your self of receipt.

If possible make a checklist of these points and ensure strict implementation.

18. FUEL STATISTICS

(1) Load: -Load in terms of tonnes will be accounted both for passenger and goods trains.
Tare weight / carrying capacity of wagon/ coach will be added up for all the
wagons/coaches of the trains and the total Tonnes so arrived will be called as Gross
Tonnes. This total weight of the complete formation from the first vehicle to the guard
brake is called load of the train exclusive of engine weight.

(2) Gross Tonne kilometer [GTKM]:-If a locomotives travels one kilometer with its load
with one Tonne weight, the weight of the train in Tonnes multiplied by the distance
traveled will give the GTKm.

This is of two kinds a) Train gross Tonne Kms

b) Engine gross Tonne Kms

GTKm =distance traveled by the loco x weight of the train (including engine weight)

(3) Specific fuel consumption: - (SFC) 1) The rate of consumption of HSD oil judged in the
units of consumption HSD oil for each GTKm is called SFC.

For statistical purpose these will be calculated in thousands [1000 GTKm].

Comparison of SFC rate will be done with the previous month and the rate of
corresponding month of previous year to facilitate the control of fuel consumption.

Factors leading for excess / less consumption will be load, speed, idle hours, train
engine hours, light engine kilometers etc.

(4) Trip Ration: - HSD oil required to work a nominated train from its starting station to
the destination.

For fixing trip ration, trials will be conduced by the fuel inspectors on footplate.
 32

(5) Tender balance: -The balance of HSD oil in the tank is called as tender balance. This
will be noted by the concerned fuel clerks/drivers taking over charge either in the shed or
on the platform soon after the engine crew completes the trip. HSD oil can be record
through the glow rod gauge. Average reading of both sides should be taken as the tender
balance.

(6) F.46 [Driver cards]: -Performance of each drivers through CTR will be recorded daily
on the drivers card separately for each driver to check the fuel consumption etc.
individually for all the drivers homed at the depot.

(7) F.47 [Engine cards]: -

(a) Combined train report (CTR) will be prepared by the guard of the train and copies of
the same will be supplied to the engine crew of the train.

(b) Details of load of the train, from, to, kilometers, schedule/actual train running timings
etc. will be entered in the CTR.

(c) The driver if he has any remarks in the timings he will make such remarks, enters the
TOC & HOC of fuel balance and consumption of fuel for the trip and hand over the CTR in
the home shed.

(d) In the home shed the details of fuel consumption, GTKm of each train [including engine
weight] etc. will be entered from the CTR.

(e) Performance of each loco can be worked out for fuel consumption etc. can be assessed
from this card, which is called engine card F.47.

(8) F.48 [statement of fuel consumption]: -

(a) Consolidation of all the engine cards (F.47) for one month in the F-48. Information such
as EKM, 1000GTKm, average load, fuel consumption on line, shed consumption, total
consumption, average fuel consumed by each engine for earning Ekm and 1000 GTKm are
being worked out on this statement.

(b) Performance of each engine can easily be known by these cards. With this we can
assess good engine and bad engines of the shed concerned.

(9) F.49 [Tabulated statement of services]: -

(a) Service wise utility of all the engines [VIZ passenger, goods, mixed, shunting,
departmental etc.] for one month will be posted in this statement.

(b) Information such as Ekm, 1000 GTKm, average load, fuel consumption service wise and
the average consumption for Ekm and 1000 GTKm are also worked out in this statement.

(c) Specific fuel consumption rates service wise are extracted from this statement and
the corrective measures taken to check the fuel consumption.
 33

(10) Engine failure:- (I)An engine is said to have been failed when it is unable to haul the
load specified for that type of locomotives in that section from its destination.

OR

Causes delay for more than 30 mts to a passengers train or 60 mts to a goods train
to which it is nominated on loco account at start.

OR

The train looses the above time enroute due to loco trouble and unable to reach its
destination in time and there by causing detention to another train for want of path.

(ii)If provides a yard stick to asses the good maintenance of locomotives of each shed.

Classification:-engine failures are classified in to the following groups.

A B

1. Defective design 1. Engine

2. Defective material 2. Control

3. Bad workmanship a) in shed (b) in 3. Transmission

shop

4. Mismanagement by crew 4. Brake system and compressor,

exhauster units

5. Miscellaneous 5. Chassis, superstructure trucks

(11) Codification of engine failures: -

(i) In the engine failure report, for codification of the engine failure there will be 31
boxes .16 in the first row and 15 in the second row each box will be numbered beneath
with serial No.1 to 31.

(ii) An engine failure codification book is circulated by RDSO to all railways and all sheds
to use uniform codes in codifying the failures.

(iii) Each box is meant for a specified purpose, such as the home shed, date of occurrence,
the component damaged / failed and the port of the engine where component, became
defective and engine failed.

(12) Engine failure report: -

(i) Soon after the engine failure, loco will be moved dead/ light working to the shed.
 34

(ii) On receipt of the loco in shed the same will be thoroughly examined and the cause of
the failure ascertained and attended to.

(iii) After examination of the failed loco a failure report is prepared and sent to CME in
the prescribed form duly indicating the date, time place of occurrence, brief reason for
the failure, result of examination, staff responsibility etc and the remedial measures
proposed to be adopted for avoiding recurrence of such failure.

(13) FORM HSD=1: Intimation of supplies made during the month .It is a monthly-
consolidated statement prepared by the suppliers of which a copy sent to consignees and
the other to the COM (fuel).

The above procedure is dispensed with now and the invoices in the form No: HSD-1 as
and when the tank wagons loaded to the consignee are being sent for proper accountal.

(14) FORM NO.F.7: On arrival of the tank wagon in the station yard, stationmaster will
prepare a wagon placement memo of form F.7 and hard over the save in triplicate to the
consignee along with the wagons. Consignee will enter the details of timing of decanting,
release and removal of tank wagon from the installation; obtain the counter signature of
the stationmaster duly handing over a copy to him. From the remaining two copies one will
be sent to the Sr.DAO concerned along with the HSD.2 of the month and the other copy
retained at office for record.

(15) HSD.2; All the HSD oil tank wagons booked to the depot as advised from the suppliers
on HSD.1 be entered in the HSD-2 wagons, if any intercepted on enroute pertaining to
other depots also are entered in HSD-2. This should contain the information of all the
wagons received and dealt with, diverted to other depots, intercepted on advise of H.Qs,
during the month. This should be entered daily as and when the wagons are dealt with. This
statement is prepared in quadruplicate and submitted to FA & CAO along with HSD.1
copies. Sr.DAO along with F.7 copies and GMTP and the rest retained as office copy.

In case of any wagon booked to the depot has not been received in the month such
wagon be underlined in red ink and noted in the remarks column before submission of the
statement.

(16) H.S.D.3; Statement of enroute shortages during the month. This should be prepared
in triplicate and should be counter signed by the Traffic, mechanical and security officials
be submitted to the DME concerned and GM /TP. On receipt of this statement DME
concerned should raise a claim on commercial department for the loss sustained due to
shortage. Such shortage/ excess noticed should also be recorded on the remarks column
of HSD.4.
 35

(17) H.S.D.4; Storage tank register maintained separately for each tank. Receipts and
issue are accounted separately from 00.00 his to 00.00 and balance worked out every day.

(18) HSD.5: -Total stock register. It is the summary of all the storage tank registers
(HSD.4) posted daily and total stock worked out.

(19) HSD.6:- (I)Monthly statement of issue of HSD oil to running engine.This is prepared
based on the issue vouchhers (F.12) sepanetely for

(a)Home shed engines

(b)Out station locos of same Rly.

(c)Foreign Rly locos .

(ii)For home shed locos a monthly statement is prepared on triplicte and sent to the DAO
concerred along with the relavant vouchers and a copy sent to statistical section for
accountal.

(iii)In case of other shed / other Rly. Locos, the statement be prepared in quadriplicate,
two copies sent to DAO/FA&CAO along with relevant vouchers for raising necessary
debits on the accounts officer of the division cocerned and third copy sent to the DME
concerded /shed for statistical purpose.

(20)HSD.7:- Monthly consolidated statement of miscellaneous issues on the basis of

HSD.8 [miscellaneous issues voucher] a monthly statement be prepared on from No.HSD.7
in duplicate and copy of the same sent to DAO concenred along with the HSD.8

(21)HSD.8:-Miscellaneous issue vouchers of HSD oil. As and when the issue of HSD oil is
made for other than loco purposes these issues are prepared on HSD.8 which is prepared
in triplicate. All HSD-8 copies be sent to DAO along with HSD.7.

(22)HSD.9:-Monthly return of receipts, issues and balance of HSD oil. Total receipts,
issues and balance of oil during the month worked out and posted in the statement at the
end of the month. Servicewise, shed wise and railway wise issues are mentioned on this
statement which is submitted on 5 th of the following month to FA&CAO, GM/TP, SrDAO
and DMEs concerned.

(23) HSD . 10 fuel checkers dairy:-

As and when the loco touches the installation for fuelling fuel clerk will enter the detail of
loco, incoming balance, loaded quantity, out going quantity, shed consumption if any etc. in
this register and the signatures obatained by the drivers.

19. FUEL ECONOMY

The following factors will contribute for fuel ecomony.
 36

(a)Operating factors [Driving tecniques]:-

1. Drivers should drive expansive driving.

2. Drivers should know thorough knowledge in road and signals .

3. Gvie sufficinet time 15 20 second for opening each notch (throttle)

4. Loco motive should maintain well pressures avoiding break binding on the formation.

5. Advice to drivers, to work on 7 th notch as its gives good performance minimise the
fuel conception.

6. Advise to use dynamic brake often and often to save fuel.

7. Drivers should have thorough knowledge in fuel trip ration.

(b) MECHNICAL FACTORS [LOCOMOTIVE]:-

1. No leaks in the fuel oil system.

2. Prescribed schedules to be attended regularly.

3. Attending priodic schedule on fuel injectors.

4. Electro hydrolic governers should be in good working condition.

(C)ENGENEERING FACTORS:-

1. Caution oders below 20 Kmph to be minimised .

2. Rail joints should be welded continously to achive energy conservation.

3. Avoid banner flags at site as for as possible.

(D)TRAFFIC SIDE:-

1. Miss crossings and out of course stoppings should be avoided.

2. Shunting at way side stations should be avoided.

3. Stopping at reception signals should be avoided.

 37

4. A through path to be given.

(E)C&W:-

1. Avoid brake bindings on formation.

2. Composite brake blocks to be introduced.

3. Intensive and super intensive checks to be introduced.

(F) S&T

Signal visibity should be mintained perfectly.

(G) GENERAL:-

1. Train detention more than 30 mts, engine should be shut down with permission of
traffic and mechnical department.

2. Maintenance of RCD, reception side and issue side no leakages on pipe lines.

CAUSES FOR HEAVY FUEL CONSUMPTION:-

1. Increased light engine kilometers.

2. Utilisation of heavy types of locos on light services.

3. Icrease in idle hours.

4. Heavy detention and late starts.

5. Engine failures.

6. Increased shed movements and oil used for other purposes in the shed.

7. Droppage in speed of trains and loss of punctuality.

8. Bad engine maintenance.

9. Improper operation of locos.

10. Misuse of fuel by the engine crew.

20. YARD STICK- DIESEL STAFF

 38

14) Supervisory staff:-0. 7 per loco

Ratio of mech. and elec.: 2:1.3
Foreman A 10%
Foreman B 27%
Charge man A 33%
Charge man B 30 %

(2) Artisan staff: -3.4 per loco

Ratio of mech. and elec. = 2: 1.3
H.S grade I: 30%
H.S grade II: 35%
H.S grade III: 35%

(3) Unskilled staff: 2.75 per loco

Ratio of mech. and elec. = 2:4
Helpers: 50%
Khalasis 50%

(4) Ancillary staff: 22% of the skilled posts or 0.726 p ere loco
H.S grade I: 30%
H.S grade II: 35%
H.S grade III: 35%

21. PREVENTIVE SCHEDULE MAINTENANCE

Object:

(1) Indian railways follow the system of preventive maintenance for the
rolling stock. The object is to secure the best possible availability and maximum
reliability in service. The system of preventive maintenance envisages a schedule for
maintenance, attention at regular specified intervals and replacement of components.

(2) It aims to replace the components before they actually fail in service due to ageing
wear and tear, whilst also endeavoring to obtain maximum life possible for the
components.

(3) The system also aims at synchronization of attention to all related components so that
the manpower and engine days lost on accounts of the examination are kept to the
minimum.

Basis: - The system of preventive maintenance is evolved normally on any of the following
basis.

(i) Time basis

(ii) Kilometerage basis

 39

(iii) Engine hour basis.

A well-planned preventive maintenance procedure calls for: -

1) Formulation of maintenance schedules, laying down the intervals of the inspection and
over hauls, points to be checked and attended to, as required.

2) Creation of a well knit team of trained men comprising workmen, skilled technicians and
supervisors to ensure that the requisite attention is given to the component.

3) Organization of shed / shop facilities, tools, adequate supply of stores and spare parts.

Maintenance schedules for diesel locomotives: -

Time basis is usually employed for the preventive maintenance of diesel locomotives on
accounts of its simplicity, time involved between schedules being adjusted according to the
utilization of the locomotives.

Frequency of maintenance schedule: -The locomotive is stopped for preventive

maintenance attention as follows: -nature of schedule attention

(1) Trip schedule or weekly

(2) Fort nightly

(3) Monthly

(4) Quarterly

(5) Half yearly

(6) Yearly

(7) 2-yearly

(8)3-yearly

(9) Periodic overhaul at an interval of 6 years.

Maintenance schedule: -The schedule of attention to various items in the loco and the
frequency of attention is indicated in the maintenance schedule.

Home sheds and trouble shooting points: -

1) Since diesel locos are costly assets and also lend them selves to extensive operation
with a fairly large amount of flexibility, they cannot always be brought back, nor
insisted upon to be brought back to the home shed very frequently for attention.
 40

2) The maintenance work is there fore decentralized to a certain extent to suit the
requirement of operation in each area on the following lines: -

(a) Trouble shooting / out station sheds: -These are located at selected marshalling yards/
fuelling or crew changing points and attend to any minor repairs that might develop in
between schedules.

This avoids working the locos all the way to a home shed for attention minor schedule like
the trip, fort nightly and some times monthly schedules are also attended to at these out
station sheds.

(a) Home sheds: -All repair work and schedule maintenance attention is under taken at
home sheds barring POH.

22. ACCIDENTS & DERAILMENTS

1. Serious Accident
i) Death ii) Grievous hurt
iii) Loss of property of value exceeding Rs 3 Lakhs
iv) Interruption of any important through line of communication for at least 24
Hours.
(Communication = Connection by rail, road, telegraph, telephone, VHF, Wireless
between places)

2. Serious dislocation to traffic [105/AM] Interruption for through traffic

i) 6 hours on trunk route ii) 12 hours on Main line,
iii) 24 hours on Branch line

3. Averted Collision implies that collision is avoided (111/AM); not to be treated as

averted collision.
i) Outside station limits, distance is 400 meters or more
ii) Within station limits; stop signal at ON governing the moving train
Intervened

4. Branch of block rules means (112/AM)

i) Train entered Block section without authority or
ii) Train entered block section with improper authority or
iii) Received on a blocked line not constituting Averted collision
iv) Train entered or received on a Wrong line
 41

v) Train entered into catch siding or slip siding or Sand hump

5. Objectives to be achieved in dealing with accidents (118/AM)

i) Save life and alleviate suffering
ii) Protect property including mails
iii) Provide succor and help to other passengers
iv) Ascertain the cause of accident
v) Restore through lines of communication.

6. Accident Sirens (APP.1/AM)

i) Two long :-Accident in the loco shed/traffic yard adjoining
Loco shed
ii) Three long :-Out station accident; Main line is clear,
iii) Three long & one short :-Out station accident, main line is clear, MRT also
required.
iv) Four long :-Out station accident Main line is blocked,
v) Four long & one short :-Out station accident Main line is blocked and MRT
also required.
7. MRT stands for Medical Relief Train.

8. MRT comprises of i) Medical Van, ii) Auxillary Van.

9. ART stands for Accident Relief Train.

10. ART (Break down) comprises of (APP1/AM)

i) Crane ii) Hydraulic re-railing equipment
iii) Power and tool van, iv) Engineering Equipment van,
v) Mechanical equipment van, vi) Electrical Equipment van,
vii) Staff Kitchen car and Brake van

11. MFD stands for MASCHIVEN FABRIKK DEUTSCHLAND,

12. Consequential accidents are: -

i) Collision ii) Derailment,
iii) LC gate accident iv) Fire on Train

13. Indicative accidents are

i) Averted Collision, ii) Passing stop signal at ON,
iii) Breach of Block Rules.

14. Mock drills (ART) shall be conducted once in 3 months.

15. ART shall be turned out within 30 minutes during day and within 45 minutes during
night.
 42

16. MRT shall be turned out within 15 minutes with a direct dispatch
facility and within 20 minutes without direct dispatch
facility (APP.1.4.f/Am)

DERAILMENT INVESTIGATION

From the figures of train accidents (cause-wise) of Indian Railways for the last five
years, it can be seen that failure of rolling stock has a share of 4% accidents. The figures
published by Railway Board are as follows: -

S.No Number of Accidents during

Description
93-94 94-95 95-96 96-97 97-98
1. Failure of 262
358 351 237 252
Railway Staff
2. Failure of
Persons other 67
72 76 71 65
than Railway
staff
3. Failure of Equipment
(a) Rolling 10
27 21 23 15
Stock
27
(b) Track 27 17 25 22

1
(c) Electrical 1 - 2 -

4. 13
Sabotage 16 9 16 12

5. 3
Combination of 2 2 3 1

6. Incidental 8 15 11 12 9
7. Could not be
9 10 10 2 4
established
 43
8. TOTAL 520 501 398 381 396

Besides rolling stock failure, responsibility for a large number of accidents is put on
Mechanical Department staff. It is, therefore, very essential that Mechanical Department
staff should not only know the defects of Mechanical rolling stock but also know the
maintenance practices and parameters for measurement in other assets of train operation.

Accidents involving collision, passing signal at danger, rolling back of a train etc:
are generally caused by violation of train operation rules and it is not very difficult to
trace the irregularities committed. The most difficult accidents, from investigation point
of view, are the ones where wheel leaves the rail. Such accidents can be categorized in
four types: -

1. When one or both wheels of the same wheel set fall inside the track.
2. When the wheel derails without any mark on the rail table.
3. When the wheel derails with single flange mark on the rail table.
4. When a number of wheels derail with multiple flange marks on the rail table.

Type 1- WHEN ONE OR BOTH WHEELS OF THE SAME WHEELSET FALL

INSIDE THE TRACK.

In such derailments the cause of accident is very clear i.e. spread gauge or may be
a remote possibility of shifting of wheel disc on the axle or breakage of axle or journal. It
is generally seen that in such cases of wheel/wheels falling inside the track, the rails come
back to their original position and the rolling stock can be lowered and moved on the same
track.

In the cases of spread gauge, an argument is put forth that for a wheel to fall
inside, the track gauge has to be slack by an amount equal to the width of one wheel. In
actual circumstances, it is impossible to find a track so slack. The mechanism and factors
contributing to such type of derailments must be understood.

Consider a wheel-set on a track. The forces acting on the wheel in dynamic

condition are shown in figure 1.
 44

Fig.1.

The lateral forces acting towards outside the track tend to push the rails outside.
In addition to this, the arrangement of a wheel-set on two rails joined by a sleeper on the
ground acts like two vertically downwards forces acting on a beam supported in the middle
(a situation created by voids below a wooden and ST sleeper). The sleeper tends to deflect
in opposite direction. This deflection creates condition similar to slack gauge. In addition
to this, loose or bad rail fasteners can permit rails to tilt outwards. Under dynamic
conditions when the forces are of great magnitude, a wheel may slip down inside the track.

In the case of spread gauge, special care has to be taken for recording the
condition if track fittings. Loose keys, signs of rail-chairs shifting on the sleeper,
condition of elastic clamps, tie rod cotters etc. must be carefully examined and recorded.

Before dealing with balance three types of derailment, it is useful to have an idea of
mechanism of derailment.

A railway wheel can be considered to be a double cone due to inclination provided on

its tread. This inclination helps the wheel in negotiating a curve and it gives it a
centralizing nature. But due to this conic section a wheel never moves in a straight line and
it follows a sinusoidal path. Due to this type of motion, wheel flange moves towards or
away from the rail after passing the mean position of the sinusoidal wave.
 45

DIRECTION OF MOTION

Fig-2

The angle made by the-wheel with the rail is called angle of attack. There is some
play provided between a wheel-set and rails. For a standard BG wheel-set and track, this
pay is 19mm. As the play increases, possibility of higher angle of attack increases.

Flange of a wheel does not touch the rail when the wheel is parallel to the rail.
When a wheel approaches rail at some angle of attack, the wheel flange comes in contact
with the rail gauge face. This point of contact is not necessarily on the tip of the flange.
In fact, it is always a point somewhere between the tip and the root of the flange. As the
wheel flange wears this point of contact of contact keeps on shifting towards the tip of
the flange. This is shown in the following figure: -

Fig.3
 46

If a wheel starts mounting the rail, its tread loses contact with the rail and entire
weight is shifted to this point of contact on the flange. At this particular, moment, the
arrangement of forces is as follows: -

Fig-4

In the above figure different forces shown are as follows: -

Q : Instantaneous wheel load
R : Reaction of rail
Y : Lateral thrust
R : Frictional force between rail and wheel flange
: Coefficient of friction
: Flange angle
From the above simple model, following formula was derived by Nadal in 1908.
Y = tan -
Q 1+ tan
The ratio Y/Q is called derailment coefficient. For flange angle of 68* and
coefficient friction of 0.25, this value comes to 1.4 However, Indian Railways follows a
derailment coefficient value of 1 for acceptance of any rolling stock.

Though this model is not a perfect model but the formula given by Nadal gives
insight in the mechanism of derailment. From the above formula it can be seen that for
safety i.e. low derailment coefficient following guidelines is true: -
1. Q-Instantaneous wheel load must be high
2. Y-Lateral thrust must be low.
3. -Coefficient of friction must be low
One more guideline is added here (not given by the formula)
4. Positive angle of attack must be low.

How do these factors cause derailment?

 47

Q - Instantaneous wheel load: -

It is a well-known fact that empty wagon derailment cases are more than loaded
wagon cases. An empty BOX wagon has a pad of about 3T on one wheel whereas a loaded
wagon has the same load of about 10T. This load on the wheel keeps on varying in dynamic
condition. Tracks geometry, condition and vehicles own oscillations cause this variation of
load. Chartet had developed a refined model for determining derailment coefficient and
his formula infers that instantaneous wheel load must not drop below a value equal to 35%
of nominal wheel load. A rolling vehicle develops a variety of oscillations. For the purpose
of understanding these oscillations are categorized in linear or rotational modes of
oscillations around three axes.

Fig-5

They are as follows: -

OSCILLATION
AXIS
LINEAR ROTATIONAL
X Shuttling Rolling
Y Lurching Pitching
Z Bouncing Nosing or Yawing

These oscillations are generated by the following factors: -

Conic section of wheels
Suspension gear quality of vehicle
Track irregularities
Vehicle loading pattern
Operational features (Driving skill)
In addition to the above factors, cyclic track irregularities (horizontal and vertical)
may induce unwanted oscillations in a vehicle and may offload a wheel beyond safe limits.

Y- Lateral thrust: -

As it has already been said that a wheel -set moves in a sinusoidal curve, it has
occasions to attack the rails at various speeds. The lateral thrust depends upon speed,
momentum and geometry of tack. On curves centrifugal force acts on a vehicle and
contributes towards higher lateral thrust. Increased play between a wheel- set and rails
(due to slack gauge, wear on rails and wheel flange) adds to increase in Y.

Coefficient of friction: -
 48

Normally for steel rail and steel wheel the value of coefficient of friction is taken
as 0.25. There are circumstances that lead to increase in this value. A rusted rail has high
coefficient of friction. Rusted rails are generally found on places of out of course rail
renewal, unused sidings and emergency crossovers. Emergency crossover presents a
typical situation of increase angle of attack combined with high coefficient of friction. In
most of the cases of derailment on emergency crossover, the speed of train is low and all
other parameters are also found to be within limits.

A newly turned wheel must have its flange machine-finished to desired surface
finish otherwise its rough surface causes increase in friction. It also provides sharp edges
to bite in the rails thus facilitating mounting of wheel and causing derailment.

Positive angle of attack: -

Angle of attack is positive when it is ahead of the centre of wheel and it is negative
when it is in rear of the centre of wheel. From the arrangement of forces shown in figure
3, it can be deducted that positive angle of attack causes frictional force to act upwards
whereas negative angle of attack makes this force to act downwards. It can be, therefore,
said that negative angle of attack does not cause any unsafe condition.

Normally on a straight track the maximum angle of attack will be governed by the
play between wheels and rails. Any increase in play will allow increase in angle of attack
resulting in unsafe situation. On curved track the angle of attack increases due to its
geometry. It can be said that curved track is potentially dangerous and requires extra
care in maintenance.

Researches have shown that derailment coefficient Y/Q has to come down to its
critical value and has to remain at that value for at least 0.05 seconds for causing
derailment by flange mounting.

Type 2. WHEN THE WHEEL DERAILS WITHOUT ANY

MARK ON THE RAIL TABLE.

In such type of derailments no flange marks are found on the rail table. From the
discussion of mechanism of derailment, it can be said that instantaneous wheel load
suddenly became zero due to some reason. In majority of such derailments following
reasons may have caused the accident: -

Obstruction in the path of wheel/

Breakage of vehicle suspension arrangement.
Jamming of wheel due to roller bearing failure.
Mishandling of train by driver.
Wrong marshalling - vehicles with no brake power kept
together or heavy vehicles in the rear.
 49

For investigation of such derailments the accident site must be carefully inspected
for foreign body, which might have caused obstruction to the derailed wheel. Examination
of train brake power, position of zero brake power vehicles and heavily loaded vehicles
must be critically done. Additionally, loco speedometer chart must be checked for last
brake application.

Type 3. WHEN THE WHEEL DERAILS WITH SINGLE FLANGE

MARK ON THE RALL TABLE

This is the most interesting category of derailment and requires detailed

examination of track, vehicles, loading condition and train operating conditions. First the
wheel mount mark itself has to be properly ascertained. The length of flange mark gives a
clue to reasons for derailment. The following factors must be considered after seeing the
flange mark: -

Long flange mark suggests that the wheel load reduced considerably for
a long period.
Short flange mark suggests that the lateral thrust increased to a
considerably high value.
The weight of the vehicle and speed of the train at the time of accident
affect the impression of flange mark on the rail.

In a number of cases an empty derailed wagon had been pulled to a very long
distance and the wheel mount mark was found but disputed due to ignorance of the
investigating officials. In all the cases, one must ascertain the first wheel drop mark and
then trace back the mount mark. After locating the mount mark, next step is to match it
with the wheel that derailed first. For this matching of damages on sleepers and position
of vehicles after derailment will have to be done.

After identifying the point of mount and drop, detailed examination and recording
of track geometry, rolling stock parameters, condition of loads in derailed as well as non-
derailed vehicles and operating conditions has to be done. This record reveals reasons for
the accident. The analysis has to be done with a view to find out reasons for increase in
lateral thrust and reduction in instantaneous wheel load.

Type 4. WHEN A NUMBER OF WHEELS DERAIL WITH SEVERAL FLANGE MARKS

ON THE RAIL TABLE.

In this category of derailment the probable reasons for derailment can be as

follows: -
Obstruction in the path of wheels.
Disturbed track (work being done on the track or sabotage)
Rail failure.
 50

Serious track defect-twist, misalignment or formation failure.

Buckling of track.

In such cases, if there is no obvious reason like obstruction or rail failure, track
parameters are of particular relevance and sufficient care has to be taken in recording
them. Readings of track geometry is of great importance in establishing the behavior of
vehicles just before the derailment. In addition to the readings taken after derailment,
records of previous maintenance (rail renewal, de-stressing etc.) must be perused to
assess the amount of work done in the last few days.

TAKING MEASURMENTS: -

This handout has been prepared for Mechanical department supervisors and it is
presumed that they are fully conversant with the measurements of rolling stock. A rolling
stock primarily has to be examined for the following aspects: -

Wheel profile and wheel gauge

Roller bearing
Horn gap and axle box clearances
Trueness of bogie frames
Centre pivots
Springs
Brake gear - condition and operation

Basically the rolling stock measurements are analysed for angular running of wheel
and distribution of load on wheels.

For examining the track geometry, following parameters are measured: -

Gauge,
Cross level
Unevenness
Versine and super-elevation
Ballast
Rail
Sleepers
Rail Fasteners
Creep

GAUGE: -
It is the shortest distance between the two rails of track. It is measured with a
gauge called gauge and level instrument. While using this gauge following precautions must
be taken: -
 51

Set the gauge at true gauge or zero reading on its scale and measure
the distance between its jaws with a steel tape. It must be 1676mm. If
there is any zero error it should be corrected in every reading.

When the gauge is kept on the track its jaws must be touching gauge
faces of both the rails. After this one end of the gauge must be moved
to give minimum reading on its scale.

Pare 224 (e) (V) (correction slip no.10-Rly.Bd.s letter no 94/CE/II/TSC/1 dated
20/24-6.96) of p. Way Manual specifies following tolerances for gauge: -

Straights 6mm tight to 6mm slack.

On curves with radius 350m or more 6mm tight to 15mm slack.
On curves with radius less than 350m up to 20mm slack.
These tolerances are with reference to nominal gauge of 1676 mm

Para 316 (2) (a)

Gauge sleeper-to-sleeper variation 2 mm

Para 403
Gauge on curves: - the gauge on curves shall be to the following standards:

i) On new lines and on lines where complete renewal or through sleeper

renewal is carried out; the track should be laid to the following
standards.

a) Broad Gauge (1676 mm)-

Radius in metres Gauge

i) Straight including curves of radius upto -5mm to +3mm

350m or more.

ii) For curves of radius less than 350m. Upto + 10 mm

Gauge readings are examined for-

Variation from standards laid down
Uniformity of gauge over certain length

It is always desirable to have slightly tight gauge. Slack gauge increases probability
of increased angle of attack and reduction of instantaneous wheel load due to two wheels
of a wheel-set traveling on different diameters.

CROSS LEVEL: -
 52

Cross level of track is relative level difference between the two rail tables
measured perpendicular to the track at the same point. It includes the variation in super-
elevation in case of curves.

It is measured with the same gauge used for measuring track gauge. In this gauge
and level instrument there is provision for placing a spirit level on a flat surface in the
centre of the gauge. Two slopes graduated to give the level difference between two rails
of track flank this flat surface. After placing this gauge on two rail tables, the spirit level
is placed on the flat surface of the gauge. If the air bubble of spirit level remains in the
middle, the track is level. In case there is difference in the levels of two rails, the air
bubble moves to left or right depending on right or left rail being low spirit level is then
moved on opposite direction slope to bring back the air bubble to the centre. Position of
spirit level on the slope gives the amount of cross level difference. The cross level is taken
as positive if the left side rail is higher and is taken as negative if right side rail is higher.

IRPWM does not lay down any permissible limit in cross level at the time of service
but pare 316 (2) (e) prescribes the following track laying standard: -

Cross level (to be recorded on every fourth sleeper) - + 3 mm.

Pare 316 (2) states in the beginning that The track geometry will be recorded
three months after the speed is raised to normal. It means that the track geometry
specified in Para 316 (2) should be available three months after the speed is raised to
normal.

The cross level readings help in calculation of twist available in the track. It will be
helpful if some idea about twist is given now.

TWIST: -

Consider a four wheeler vehicle standing on the track. Its four points of contact
with the rail form a plane. If this plane is perfectly true it is said to be without any twist.
If any of the four points of contact is in not in the same plane, this aberration is called
twist. Track twist is defined as the rate of change of cross level. If this plane is not
horizontal it is another kind of aberration.

If there is some twist in the track, it can cause offloading of that wheel whose
point of contact has gone down. This effect is similar to difference in spring cambers.
However, a vehicle with spring camber variation tends to redistribute its load on all springs
and it does not encounter sudden variation in spring cambers. Track twist affects a
vehicle as a sudden change.

Vehicles that have torsional flexibility can accommodate twist to a certain extent.
Torsionally stiff vehicles (tank wagons) are unable to accommodate twist and are prone to
derailment.
 53

Twist is calculated in mm/meter by using following formula: -

Algebraic difference of cross levels at two points A & B (in mm)

Distance between points A & B (in metres)

From the readings of cross level, twist is calculated for wheel base of the first
derailed vehicle.

There is no safety limit laid down for twist. In Para 607 of IRPWM a track twist of
2.78 mm/meter has been categorized as D grade. Railway Board vide their letter no. 63/
W6/ TK/ 10 dated 10-11-64 have specified a twist of 3mm/metre any time during
service.

UNEVENNESS: -

This is a defect of track that is not reflected in gauge and cross level readings. Low
joints, loose packing of sleepers and lifting of sleepers cause this defect. Long sags are
not taken as unevenness. It is measured in terms of difference in longitudinal levels over a
fixed base. Unevenness is recorded for left and right rails separately.

Unevenness gives rise to forced oscillations in a vehicle and can cause variations in
the values of instantaneous wheel load and lateral thrust.

There is no limit specified for unevenness but Para 607 of IRPWM classifies
unevenness (measured on 3.6-metre chord) above 15 mm as category D.

VERSINE AND SUPERELEVATION: -

Versine and super elevation are measured for checking correctness of a curve. To
indicate a curve, curve indication posts are to be erected at every 10 metre interval on the
outer side of the curve. At the beginning and end of the curve, details of the curve are to
be given on a board.

A curve creates conditions potentially dangerous for safe running of a vehicle. On a

curve axle angularity tends to be high and it persists throughout the curve. In addition to
this centrifugal force acting on the vehicle imparts higher flange force on the outer wheel.
To reduce the effect of centrifugal force super elevation or cant is provided by raising
the outer rail of track. The outer wheels and a worn rail provides a convenient inclined
surface for the wheel to climb up.

Due to the problem of high flange forces on a curve, the track has to be protected
against loss of lateral strength. It may cause distortion in curve layout and may lead to
derailment.
 54

A curve is defined by its degree of curvature. Degree of curvature is the angle

subtended by an area of 30.48 metres of the curve. For a curve of one degree the radius
is 1750 metres. Radius of any curve is obtained by dividing 1750 by its degree. The radius
of a curve is determined by the following formula: -

R= 125C2 Where R- radius in metres

V C- chord length in metres
V- Versine in mm
Indian Railways has fixed the maximum sharpness of curve at ten degrees for
broad gauge.

For measurement of versing, stations are marked on the outer rail of curve.
Normally these stations are ten metres apart. This distance can be reduced to five metres
or 2.5 metres depending on the length of curve. The idea is to have sufficient number of
readings for checking the curve. A string is held in special holders and it is stretched
between two stations as shown in the figure below: -

Fig - 6

This special holder is held in such a way that its top portion rests on the rail table
and bottom portion is butted perpendicularly against gauge face of outer rail. Now Versine
reading is measured at the centre of string with a special scale. This scale has its zero
reading 25mm away from the end. This scale must be used along with string holders. For
other curves Versine can be calculated by multiplying degree of curvature with 29.

Pare 421 (b) (i) of IRPWM that lays down limits for Versine variation is
reproduced below: -

Broad Gauge-on curves where speeds in excess of 100 kmph are permitted the
station to station variations of versines of stations 10 metres apart shall not exceed 15
mm and for speeds 100 kmph and less such variations shall not exceed 20 mm or 20% of
the average Versine of the circular portion, whichever is more.

The super elevation to be provided on a certain curve can be calculated by the

following formula: -

C = GV 2 Where C- Cant /super elevation in mm

127 R G- dynamic gauge in mm
R- radius of curvature in metres
V- speed in kmph

Cant given by this formula is not applied to the curve as it is. A decision is taken
based on the maximum speeds that can actually be attained by fast and slow trains on the
curve.
 55

Para 406 (d) of IRPWM specified a maximum cant of 165 mm on group A, B and C
routes and 140 mm on group D and E routes on broad gauge. The maximum amount of cant
deficiency is also specified in Para 406 (2) as given below: -
(a) For speeds in excess of 100 kmph on group A & B .. 100mm
routes for nominated rolling stock and routes with
permission of Chief Engineer.
(b) For broad gauge routes not covered by above ..75mm

The amount of super elevation calculated for a curve cannot be provided from the
beginning of curve. The level of outer rail is slowly raised to achieve the maximum cant.
This rate of change of cant is called cant gradient. The rate of change of cant has to be
within the limits of twist specified so that unsafe conditions are not created.

Para 407 (1) of IRPWM gives the method of calculation of transition length: -

The desirable length of transition L shall be the maximum of the following three
Values: -
(a) L = 0.008 Ca x Vm
(b) L = 0.008 Cd x Vm
(c) L = 0.72 Ca

Where L= length of transition in metres

Vm = maximum permissible speed in kmph
Cd=cant deficiency in mm
Ca = actual super elevation on curve in mm

This cant gradient has some relaxation and is given in Para 407 (3) of
IRPWM, which is reproduced below: -

In exceptional cases where room is not available for providing sufficiently long
transition in accordance with the above, the length may be reduced to a minimum of 2/3 of
the desirable length as worked out on the basis of formula (a) and (b) above or 0.36 Ca (in
metres) whichever is greater. This is based on the assumption that a rate of change of
cant / cant deficiency will not exceed 55mm per second and the maximum cant gradient
will be limited to 2.8 mm per metre or 1 in 360. This relaxation shall apply to broad gauge
only ........

. On sharp curves, a checkrail is provided near inner rail. The purpose of checkrail is
to arrest outward sliding of wheel. The minimum clearance between the inner rail and
checkrail must be 44mm.

VERTICAL CURVE: -
 56

Vertical curve is a curve provided for joining two gradients. There should not be any
sudden variation of vertical curves. For limiting value of radius of vertical curve joining
two gradients, Para 419 of IRPWM is reproduced below: -

A vertical curve shall be provided only at the junction of the grade when the
algebraic difference between the grades is equal to or more than 4mm per metre or 0.4
per cent.

The minimum radius of the vertical curve shall be kept as under: -

Broad Gauge Metre Gauge

Group Minimum Radius Group Minimum Radius
A 4000 metres
B 3000 metres All routes 2500 metres
C, D&E 2500 metres

Basically the foregoing limits and guidelines aim at providing smooth path for
running the trains at maximum speed. In case of design limitations speed is reduced to
ensure safety. There are situations when a turn out has to be provided on a curve. This
turn out may have negative super elevation- a condition detrimental to safety.

BALLAST: -

Ballast is a very important member in track structure. It helps in maintaining track

geometry and provides longitudinal and lateral strength to it. When a vehicle exerts lateral
thrust to the rails the track may deform slightly. If this deformation is within the elastic
limits of the track it may come back to its original shape. In case the lateral forces
exceed certain critical value the track may deform and take a permanent set such small
permanent deformations may slowly increase and reach a value detrimental to the health
of track. It is, therefore, very essential that ballast is maintained in good state and
quantity.

Ballast resistance is affected by the following factors: -

Ballast material
Size
Shape of ballast particles
Ballast profile
State of consolidation
Type of sleeper

The ballast profile required for LWR and non-LWR tracks are specified in IRPWM.
However, the depth of ballast below the sleepers requires checking at the time of
accident. During this check voids below the sleepers can also be checked.

Para 263 (2) of IRPWM gives the ballast cushion as following: -

 57

Minimum depth of ballast cushion - (a) the

recommended minimum depth of ballast below the bottom
of the sleepers at the rail seat should be as under: -

Groups Recommended depth

B.G. Group A 300mm
B.G. Groups B and C 250mm
B.G. Group D 200mm
B.G. Group E 150mm
In the case of SWR, the recommended depth is 200 mm.

RAIL:

The accidents caused by rail fracture do not leave much room for investigation.
Fractured rail is tested to find out nature of failure, metallurgical composition and stress
concentration point. However, visual inspection can reveal whether the fracture was new or
there was some old flaw in the rail.

For other derailments, the gauge face. Gauge face wear is prominent in rails on
curves. Rail wear can be (a) vertical, (b) lateral and (c) angular. Wheel flange may hit
fishplate or heel block as a result of vertical rail wear. Lateral wear of rail will increase
lateral play of wheel, which in turn will result in increased angle of attack and higher
lateral thrust. Due to angular wear a worn rail provides a convenient inclined surface for
the wheel to climb up.

The rail profile is taken with the help of lead strip or profile gauge. It should be
taken at the point of mount so that realistic analysis can be done to arrive at the cause of
accident. This worn rail profile is compared with a new profile of similar rail.

The limits of wear of rail have been laid down in IRPWM. Para 302 (b) (iii) for
vertical wear is as follows: -

Gauge Rail Section Vertical Wear

60kg. /metre 13mm
B.G. 52kg. /metre 8mm
90R 5mm

Lateral wear limits have been given in Para 302 (b) (iv): -

Section Gauge Category of track Lateral wear

Curves B.G. Group A & B Routes 8 mm
 58
Group C & D Routes 16 mm
Group A & B Routes 6mm
Straight B.G.
Group C & D Routes 8mm

1. SLEEPERS: -

The basic functions of a sleeper are to hold the rails at the proper designed gauge
and to transfer the load from rails to the ground. It is covered in ballast to provide lateral
and longitudinal strength to track. In Indian Railways following types of sleepers are used:
-
Wooden sleeper
Steel trough sleeper
CST -9 sleeper
Pre-stressed concrete sleeper.

If sleeper suffers any damage and loses its properties it may contribute to
derailment. It fails to hold the rails together and permits the rails to tilt or shift in their
seats thus causing increased play between wheel and rails. In case of metal sleeper
breakage of rail seat or holding lugs can cause tilting or shiftings of rails.

While regarding the gauge and level readings condition of each sleeper (specially
sleepers near point of mount) must be carefully recorded

RAIL FASTENERS: -

For different types of sleepers the rail fasteners are different. Fasteners for
each type of sleeper are discussed below: -

Wooden sleeper: Dog spikes are used for holding the rails in case rails are directly
placed on the sleeper. If a rail chair made of cast iron is used, them the chair is secured
with round head spikes and rails are secured by steel keys.

Steel trough sleeper: There are two types of arrangement in steel trough sleepers.
One type has inbuilt jaws on the sleeper body and rails are placed in the jaws. Rails are
then secured with steel keys. In the second type loose jaws are inserted in the holes
provided on the sleeper body. Rails are placed in these jaws and secured with steel keys.

CST-9 sleeper: in this sleeper two cast iron pot type bodies are tied with a tie rod.
These pots are held in position by provision of cotters in the tie rod. Rails are kept in the
jaw type grooves on top of the sleepers. Rails are secured in these grooves by steel keys.

Pre-stressed concrete sleeper: In this type of sleeper elastic clips are used for
holding down the rails. These clips are driven inside the holes of MCI inserts in the
sleeper. A liner is inserted between foot of the rail and clips.
 59

Condition of all the fasteners must be recorded while taking track readings. It is
not sufficient to say that under load readings reflect the net effect of condition of
fastenings. Under load readings do tell something more than no-load readings but they do
not present the picture under dynamic load conditions.

Para 245 (6) (a)of IRPWM gives instructions about screws/ spikes: -

Screws/ spikes at rail seat -(a) th3e number, of spikes/ screws per rail seat
should be as given below-

(i) All joint sleepers, bridge timbers, turnout Four

sleepers and ash pit timbers.
(ii) Intermediate sleepers on curves on other Three-(Two
than branch lines. outside and one inside)
(iii) Intermediate sleepers on curves on branch Two- (one
lines and on straights. inside and one outside)

CREEP: -

This is a silent but very dangerous phenomenon of track and in derailments where
creep could have been the cause, the inspecting officials missed it completely. Creep is
longitudinal displacement of track and is caused by the following factors: -

Temperature variations causing expansion and contraction of rails

Tractive force of locomotives trying to push the rails backwards.
Braking force of the train trying to push the rails forward.
Hitting of wheels on the end of rails.
Ironing out of rails by moving loads.

The effect of forces mentioned above is accelerated by the following drawbacks in

the track: -

Rail fasteners not able to hold the rails properly to sleepers or rail
seats on sleepers damaged.
Bad longitudinal strength of track due to improper imbedding of
sleepers in ballast or no ballast Insufficient/ damaged sleepers in the
tack.
Sleepers unevenly placed in the track.
Loose packing of sleepers.
Use of lighter rails in the track.
Bad joints in the track without proper expansion gaps.
 60

It is not necessary that the entire track starts shifting in one direction but the
rails may move alone wherever possible. The phenomenon gets magnified on double line
section with unidirectional traffic. Presence of gradient acts as a catalyst for this
process. As a result of creep the following may happen leading to accidents: -

Distortion of gauge due to sleepers going out of square.

Breakage/ shearing of rail fasters.
Loosening of joints.
Accumulation of stresses in track.
Resultant buckling of track.

For measurement of creep, one has to go to the nearest creep post. In jointed
track and SWR creep posts are provided at one kilometre interval. These posts are
generally old rails fixed in the ground in such a manner that they are slightly above the
track, on top of these posts there are chisel marks provide at the centre. Initially the line
of these marks is aligned with the rail joint. For measuring the creep a chord has to be
drawn connecting the centre marks on both the posts. Displacement of rail joint from the
chord is measured and recorded.

Para 242 (6) of IRPWM specifies maximum amount of creep permitted as 150 mm.

In LWR and CWR creep indication points are provided at a distance of 50 metres
and 100 metres from SEJ (Switch Expansion joint) on either end of LWR/CWR. Creep
reading must be taken as early as possible after the derailment. In SEJ the state of
lubrication provided must also be recorded.

At the time of taking creep reading, gaps in rail joints must be taken and recorded.
Care must be taken to see the condition of gaps as it is seen from the top. It has to be
recorded on both the rails.

BUCKLING: -

Buckling is a very serious defect of the track. When a section of track buckles,
about one or two rail length of track leaves its place and moves sideways. The reasons for
buckling are the same as that of creep. Due to rise in temperature and other reasons given
earlier under the heading creep, the track develops lots of stresses and it wants to
expand. It is held in position due to the resistance provided by ballast. If it is able to win
over this resistance, it pushes away the ballast and moves laterally in a small stretch. This
is called horizontal buckling. It is also possible that the stressed track may leave the
ground and come up in the air. For that the rails will have to take the weight of sleepers
and other fastenings attached to it. This is called vertical buckling. In most of the cases
of buckling, it can be said that just before buckling the amount of stresses in the track
reach the threshold value and it requires a kick for buckling. The train that passes over
the track at that time provides this kick. Invariably, in such cases the drivers do not find
anything wrong with the track because the track was buckling under the train.
 61

A case of buckling can be identified by the following clues: -

(i) If the track has buckled before the arrival of the train: -

Drivers statement
Multiple derailments starting from the locomotive or first vehicle
itself.
In case of no derailment the buffers will get interlocked.
In case of no derailment, in ICF all coil coaches, bogie frames will hit
the footsteps near the doorways. Similar hitting marks will be found
on the webs of side-bearers and inside edge of bogie frames.

(ii) If the track buckles under the train: -

It will always happen in the second half of the day when maximum
amount of heat has been absorbed by the rails.
Multiple derailments starting after passage of locomotive and a few
vehicles i.e. the rear portion of the train will get affected.
If will happen near a level crossing, bridge or some structure where
track is firmly held in the ground.
It will happen at places where ballast is deficient or some screening
work was done in recent past.

The position of sleepers and marks on the ballast are important and they must be
recorded before people working there for restoration disturb the ballast. In case buckling
is suspected as the reason for accident gap survey and creep reading must be taken as
early as possible.

DERAILMENTS AT POINTS AND CROSSINGS:

Points and crossings are meant for changing the road of a train and crossings are
meant for changing the road of a train and it has some discontinuities thereby making it a
weak link in track structure. In a point there are two tongue rails connected together by
stretcher bars and this assembly is called switch. A pull rod from some distance operated
by motors and they have some interlocking arrangement. The interlocking for motor
operated points is done with a lock bar and it has a detection device also to detect proper
housing of points.

Tongue rails forming the switch are hinged onto the heel blocks in the rear. The
bolts, provided for hinging the tongue rails, are kept loose for easy operation of switch.
After the switch arrangement, another important part is the nose of crossing. Here all the
wheels traverse the path shown by the switch.
 62

Most of the derailments at points and crossings either initiate at the toe of the
tongue rail or near the nose of the crossing. Whenever a derailment takes place on a point
the following checks must be done: -

Gauge of point must be checked at four locations-

(i) 305 mm in advance of nose of tongue rail.
(ii) 152 mm inside the tongue rail for straight road and turn out.
(iii) At heel for tongue rail for straight road and turn out.
(iv) At middle of tongue rail for straight road and turn out.

The gauge must be correct at all places except at actual toe where it may be
6mm slack for housing the tongue rail.
It can be appreciated that conditions created by slack gauge are not permitted
near the switch. IRPWM 1985, para 237(8) (a) and (b) is reproduced below:-
(8) Gauge and Super-elevation in turnouts
(a) It is a good practice to maintain uniform gauge over
turnouts.
(b) If gauge of track adjoining the points and crossings is maintained
wider/tighter than the gauge on the points and crossings, the gauge
on the adjoining track must be brought to the same gauge as in points
and crossings and run out at the rate of 1 mm in 3 meters to the
requisite extent. It should, however, be ensured that the same gauge
as applicable to the points and crossings is maintained for a at aleast
one rail length on either side of points and crossings.
General arrangement of a standard point and crossings is shown in figure 9
below.

FIG-9.

In case of derailment suspected to have started near the switch of the

turnout the following points need to be carefully examined:
The condition of tongue rail whether broken, chipped or bent.
Whether the damage is old or new.
Height of the tip of the switch from top of stock rail.
Thickness of the tongue rail.
Any gap between the tongue rail and stock rail.
Any damage to stretcher bar.
In case of interlocked points, the slackness between the locking bar
slot and slide should be recorded.
If the derailment is suspected to have started near the crossing the
following points must be carefully checked:-
Condition of nose- wear, breakage, chipped, bent.
 63

Reduction in the level of nose as compared with wing rails.

Clearance between wing rail and stock rail (near the nose) on both
sides.
Clearance between guard rail and stock rail.
Alignment of turnout to be measured for checking smoothness (with 6
meter chord at 1.5 meter intervals.)
IRPWM has specified a check list for complete examination of points and
crossings. It is given as annexure to this handout.
There is one potentially dangerous structure called diamond crossing, which is
generally not provided on the main line. A simple diamond crossing has four noses
(two acute angle and two obtuse angle), which require a critical watch. Even a slight
damage to these noses or disturbance to the clearances between stock rails and
guardrails make this diamond crossing has one or two slips also. The curvature of
the slip is generally so high that these structures are not fit for speeds above 8 to
10 kmph. It is advisable to avoid use of these structures.

OPERATING FEATURES:

Following operating features must be checked while investigating into a

derailment:-
Speed of the train just before the accident.
Uneven load/shifted load load in all the vehicles must be checked to get an
idea of loading and lashing/securing of loads.
Application of brakes.
Brake power of the train and location of vehicles without brake power.
Whether all hand brakes are in released condition.
How was the train received or dispatched by the stationmaster. Whether
station staff adopted any abnormal method of working.
Sudden reversal of points.
S&T failure reported before the accident how and when was it set right.
It is always useful to look into all aspects connected with the derailment.
Sometimes important clues get neglected due to preconceived ideas and it becomes
very difficult to properly arrive at the cause of derailment.

23. ORGANISATION OF INDIAN RAILWAYS.

 64

Prior to independence, the Railway Transport system was managed by different

companies owned by Foreign and Indian people. After independence, all the companies
were taken over by the Government and are functioning as a department, controlled by the
parliament.

The working of the Railways is controlled by the Board consisting of seven members
each of who is ex-officio secretary to the Government of India. The members are as
follows: -

1. Chairman (CRB)
2. Financial Commissioner (FC)
3. Member - Engineering (ME)
4. Member - Transportation (MT)
5. Member - Mech, & Stores (MM)
6. Member - Electrical & S & B (ML)
7. Member - Staff (MS)

Except the Financial Commissioner, out of the other members, one will be the Chairman,
who is the first among the equals.
Directors - Railway Board:
1) Accounts
2) Accounting Development
3) Civil Engineering
4) Coaching
5) Efficiency Bureau
6) Electrical Engineering
7) Establishment
8) Finance
9) Management Services
10) Mechanical Engineering
11) Mechanical Engineering (Work Shops)
12) Metropolitan Transport
13) Official Language
14) Pay Commission
15) Planning
16) Public Relations
17) Safety
18) Security
19) Signal and Tele-communication
20) Statistics and Economics
21) Stores
22) Traffic - Commercial
23) Traffic - Transportation
24) Tourism
 65

25) Vigilance
26) Works

The Railways are divided in to 9 separate Zones and other Production Units, each of
which is In-charge of a General Manager.

ZONE HEADQUATRERS
Central Railway - Bombay V.T.
Eastern Railway - Calcutta
Northern Railway - New Delhi
North Eastern Railway - Gorakhpur
North East Frontier Railway - Maligaon
South Central Railway - Secunderabad
Southern Railway - Madras
South Eastern Railway - Calcutta
Western Railway - Bombay Central

Production Units:

Chittaranjan Locomotive Works - Chittaranjan

Integral Coach Factory - Madras (Perambur)
Diesel Locomotive Works - Varanasi
Wheel & Axle Plant - Bangalore
Diesel Component Works - Patiala
Rail Coach Factory - Kapurthala

Organisation at the Head Office of the zonal Railways

GENERAL MANAGER (GM)

ADDITIONAL GENERAL MANAGER (AGM)
SDGM & HEAD OF DEPARTMENTS
S.No. Department Designation
Abbreviation

1. Accounts Financial Advisor &

Chief Accounts Officer FA & CAO
Financial Advisor &
Chief Accounts Officer FA & CAO
(Workshop & Stores) (WST)
Financial Advisor &
 66

Chief Accounts Officer FA & CAO

(Construction) (Cons.)
Chief Administrations officer CAO

2. Audit Director of Audit DAU

3. Commercial Chief Commercial Manager

Chief Claims Officer CCM
Chief Marketing & Sales Manager CMSM

4. Electrical Chief Electrical Engineer CEE

Chief Electrical Services Engineer CESE
Chief Electrical Distribution Engineer CEDE

5. Engineering Chief Engineer CE

Chief Bridge Engineer CBE
Chief Track Engineer CTE
Chief General Engineer CGE
Chief Engineer (Survey CE (S&C)
and Construction.)

6. Mechanical Chief Mechanical Engineer CME

Chief workshop Engineer CWE
Chief Motive power Engineer CMPE
Chief Rolling Stock Engineer CRSE

7. Medical Chief Medical Officer CMO

8. Operating Chief Operations Manager COM

Chief Safety Officer CSO
Chief Freight Traffic Manager CFTM
Chief Passenger Traffic Manager CPTM
Chief Traffic Planning Manager CTPM

9. Personnel Chief Personnel Officer CPO

10. Publicity Chief Public Relations Officer CPRO

11. Security Chief Security Commissioner CSC

12. Signals and Tele- Chief Signal & Tele-communication CSTE

Communications Engineer

13. Stores Controller of Stores COS

Chief Materials Manager CMM
 67

Note: Slight variations exist in the organizational set up on the Zonal Railways.

Organizational Set up at Divisional Level

DIVISIONAL RAILWAY MANAGER (DRM)

ADDL. DIVIONAL RAILWAY MANAGER (ADRM)

Divisional Officers:

1. Operating Sr.DOM/DOM ]
2. Commercial Sr. DCM/DCM ]
3. Mechanical Sr. DME/DME ] These Officers are
4. Accounts Sr. DAO/DAO ] assisted by assistant
5. Electrical Sr.DEE/DEE ] officers.
6. Engineering Sr.DEN/DEN ]
7. Personnel Sr. DPO/DPO ]
8. Signal & Tele-com. Sr.DSTE/DSTE ]
9. Security DSC ]
10. Medical Sr. DMO/DMO ]

24. THE RAILWAY SERVICES (CONDUCT) RULES 1966

1. The conduct rules basically lay down dos and donts of conduct expected of railway
servant.
2. Every railway servant should maintain absolute integrity and devotion to duty at all
times and should not indulge in any act on becoming of a railway servant.
3. Every railway servant holding a supervisory post shall take all possible steps to ensure
integrity and devotion to duty of all railway servants for the time being under his
control and authority.
4. A railway servant who habitually fails to perform the task assigned to him within the
time set for the purpose with a quality of performance expected of him shall be
dmod to be lacking in devotion to duty.
5. Application in response to open public advertisements of vacancies by the international
and foreign governments without prior approval from the government constitutes
breach of conduct rules.
6. Every railway servant should:
 68

a) Not acquire immovable property and moveable property above a certain monitory
limit without permission.
b) Not criticize Government policy or specific acts of the Government.
c) Not obtain employment for his relatives with companies with whom he has
official dealings.
d) Avoid bigamous marriage.
e) Not give or accept dowry.
f) Avoid habitual indebtedness.
g) Not borrow or lend money or make investments with persons of farms with
whom he has official dealings.
h) Not indulge in intoxicating drinking habits.
i) Not join associations or unions whose activities are premed to the interests of
the country.
j) Not take part in political moment or activity.
k) Not take part in the editing or publication of a newspaper.
l) Not communicate official information unauthorisedly.
m) Not under take private trade or employment.
n) Not canvass for political influence for his service matters.

25. RAILWAY SERVANTS (DISCIPLINE AND APPEAL)

RULES 1968

I) Definitions: -

1) Rules have been framed by the ministry of railways governing conduct and
discipline of the railway employee.
2) These rules are called railway servants conduct rules and railway servants
discipline and appeal rules 1968.
3) DAR rules shall come into force on 1st day of October 1968.
4) In the rules unless the context otherwise requires.

(A) Appointing Authority: -The authority empowered to make appointments to the

service of which the railway servant is, for the time being, a member to the grade of the
service in which the railway servant is, for the time being included.

(B) Commission: -Commission means the union public service commission

(C) Disciplinary authority: - The authority in relation to the imposition of a penalty

on a railway servant competent under these rules to impose on him that penalty.

II) Applicability: -These rules will apply to every railway servant but shall not apply to
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a) All India service personal

b) RPF personal
c) Casual employment
d) Persons having other special provisions

(III) Article 311 of the constitution of India: -

The three clauses of this article are

1. No public servant shall be removed or dismissed by on authority subordinate to that
by which he was appointed.
2. No such person as fore said shall be dismissed or removed or reduced in rank
except after an enquiry in which he has been informed of the charge against him
and given a reasonable opportunity of being heard in respect of those charge and
where it is proposed after such inquiry to impose on him any such penalty until he
has been given a reasonable opportunity of making representation on the penalty
proposed but only on the basis of the evidence produced during such inquiry
provided that this will not apply.(a)When a penalty is to be imposed on grounds of
conduct which has led to conviction on a criminal charge.(b)Where the disciplinary
authority is of the opinion that it is not reasonably practicable to hold an enquiry.
(c)Where the president is satisfied that in the interest of the security of the
state, it is not expedient to hold an enquiry.
3. If the respect of any such person as afore said a question arised whether it is
reasonably practicable to hold such inquiry as is referred to in clause (2) the
decision there on the authority empowered to dismiss or remove such a person or to
reduce him in rank, as the case may be shall be final.

(IV) Suspension: -suspension is an action where by

1. A railway servant is kept out of duty temporarily pending final action against him
for criminal offences or acts of indiscipline, delinquency, misconduct etc.
2. Suspension is not a penalty under the D & A rules.
3. A railway servant may be placed under suspension under the following
circumstances.
a) Where a disciplinary proceeding against him is contemplated or is pending.
b) Where in the opinions of the authority competent to place a railway servant
under suspension 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 any criminal offence is under
investigation inquiry or trial.
4. A railway servant shall be deemed to have been placed under suspension by an order
of the competent authority
a) With effect from the date of his detention, if he is detained in custody whether on
a criminal charge or otherwise for a period not exceeding 48 hours.
b) With effect from the date of conviction if in the event of a conviction for an
offence he is sentenced to a term of an imprisonment exceeding 48 hours and is not
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forth with dismissed or removed or compulsorily retired consequent to such

conviction.
5. The suspension should not be unduly prolonged. When it has been decided to
institute criminal proceedings against railway servant in a court of law, efforts
should be made to file the charge sheet with in 3 months. In departmental action,
the total period of investigation and disciplinary proceedings should not ordinarily
exceed six months.
6. The appointing authority, any authority to which it is subordinate, the disciplinary
authority or any other authority empowered is competent to order/revoke
suspension.
7. The suspended employees head quarters will be the station where he was working
immediately before suspension. The head quarters can be changed at the request of
the employee provide the change does not involve any expenditure or create other
complications.
8. Though the suspension is not a penalty, the suspended employee can prefer an
appeal against order of suspension with on forty-five day. The appellate authority is
to consider whether in the light of the provisions of the rule and circumstances of
the case, the order of suspension is justified and confirm or revoke the order.
9. One set of pass or two-single journey passes separately for an employee and his
family may be granted per calendar year to the railway servant under suspension
and that is to be debited to the account if retained in service after release from
suspension.
10. Employee under suspension not required to present themselves at the place of work
daily. They should however, stay in their head quarters. If they wish to leave their
H.Q, they should obtain permission from competent authority, furnishing their
home address in the office so that they may be called as and when required.
11. The suspended employees may be granted advance, withdrawals from provident
fund by the competent authority.
12. I all cases of acquittal on other than benefit of doubt, by a court of law, the period
of suspension should be treated as duty for all purposes and full pay and allowance
should be given to the employees for the period of suspension.
13. The suspensions should be only in cases where a major penalty is likely to be
imposed on conclusion of the proceedings and not a minor penalty.
14. In cases where a railway servant, against whom an inquiry has been held for
imposition of a major penalty, is finally awarded only a minor penalty, the suspension
should be considered unjustified and full pay and allowance paid for suspension
period.

15. In case of period of suspension of running staff, treated as duty for all-purpose,
they should be paid running allowance at 160 km per day for the suspension period
except that shunter and fireman on shunting duties would be entitled for 120Kms
per day.
16. If an employee who is under suspension dies, the suspension order abates and the
duration is treated as duty.
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17. If the employee attains age of superannuation while under suspension, he is

provisionally pensioned off, retirement gravity is withheld and is paid only after
conclusion the proceedings and issue of final orders depending upon effect of such
order.
18. If the employee while under suspension seeks voluntary retirement, the same may
be permitted with the prior approval of appointing authority.
19. If an employee who is under suspension submits resignation, the competent
authority should examine merits of the case and decide if acceptance of
resignation would be in public interest.
20. An appeal can be preferred against suspension order. Substance grant must be
reviewed after 90 days. Non - employment certificate to be submitted by the
suspended employee for drawl of substance grant every month.
21. In cases of suspension where the investigation is likely to take a long time and it is
felt that the presence of the employee is determinental to the progress of the
investigation the competent authority may transfer the employee on revocation of
his suspension.

(V) SUBSISTENCE ALLOWANCE: -

1. A railway servant under suspension or deemed to have been place under suspension,
shall draw subsistence allowance and other allowance.
2. The suspended employee is entitled for the first three months subsistence
allowance of an amount equal to leave salary on half pay with appropriate dearness
and other allowance.
3. The suspending authority has to review the quantum of payment of subsistence
allowance. The allowance may be increase by suitable amount not exceeding 50% of
the initial amount, if the suspention is prolonged due to reasons not directly
attributable to the employee.
4. It may be decreased in the same manner if the employee if held responsible for
prolongation.
5. The suspended employee may appeal to the appellate authority if he is not satisfied
with the increase / decrease allowed.
6. Average running allowance is treated as part of pay for the running staff for the
grant of substance during suspension.
7. Subsistence allowance can be paid only if the suspended employee furnishes a
certificate every month that he was not engaged in any other employment, business,
professions or vocation and this allowance couldnt be derived on any other ground.
8. Subsistence allowance cannot be stopped or reduced as a disciplinary action even
for alleged offence of absence from HQ.
9. The following deduction may be enforced from the subsistence allowance:
a) House rent and allied charges.
b) Income tax.
c) Contribution to group insurance scheme.
d) Station debits, stores debits, workshop debits.
e) Diet charges.
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f) Repayment of advance and loans except taken from government.

g) Fee payable to medical officers on contract system.
10. Deductions that may be enforced with written consent of the employee.
b) Advance from PF.
c) Railway institute fees.
d) Amount due to railway co-operative credit societies and stores.
e) Premium due on postal and life insurance.
f) Refund of loans taken from SBF or connected funds.
g) Railway school fees.

11. The following deductions shall not be enforced.

a. Provident fund subscriptions.
b. Fines imposed on railway servant.
c. Amount due on court attachment.
(VI). STANDARD FORMS FOR USE IN DISCIPLANARY CASES: -

SF (I) :Order of suspension.

SF (II) :Order placing on officer under suspension when he is
detained in custody.
SF (III) :Certificate to be furnished by a suspended official for drawl
of subsistence and other allowances.
SF (IV) :Order of revocation of suspension order.
SF (V) :Memorandum of charges for major penalties.
SF (VI) :Order relation to appointments of enquiry officers / board of
Inquiry.
SF (VII) :Order for nomination for presenting officers.
SF (VIII) :Issue of show cause notice form No 1
SF (IX) :Issue of show cause notice form No 2
SF (X) :Issue of show cause notice form No 3
SF (XI) :Issue of show cause notice form No 4
SF (XII) :Issue of show cause notice form No 5
SF\(XIII) :Order for taking disciplinary action in common proceedings.
SF (XIV) :Memorandum of charges for minor penalties.
SF (XV) :Order for dispensing with the services on the first appeal
being decided against a convicted railway servant.
SF (XVI) :Order for holding a departmental enquiry on the first appeal
being decided in a favour of a convicted railway servant.
SF (XVII) :Order setting aside the order of punishment on the first appeal
being decided in favour of a convicted railway servant.

(VII) PENALTIES: -

a) The discipline and appeal rule specify the various penalties, which can be imposed on
a railway servant for misconduct and the procedure for their imposition.
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b) The penalties are of two categories i.e. minor and major the procedures are
different for the two categories.
c) The minor penalties are:
(i). Censure
(ii). With holding of privilege passes or privilege ticket orders [for
Non - Gazetted staff only].
(iii). With holding of promotion.
(iv). With holding of increments.
(v). Recovery from pay of the whole or part of any pecuniary loss
caused to government by negligence or breach of orders.
(4). The major penalties are:
(i). Reduction to lower stage.
(ii). Reduction to a lower time scale, grade, post or service.
(iii). Compulsory retirement.
(iv). Removal.
(v). Dismissal.

8). PROCEDURE FOR IMPOSING MINOR PENALTIES:

1. Since the constitutional safe guards do not cover the imposition of minor penalties,
the procedure for imposing them is simpler, even though the principles of natural
justice have to be followed before imposing them.
2. The disciplinary authority has to advice the delinquent employee of the action
proposed to be taken against him and give him a gist of the allegations in writing
[SF 11].
3. He has to be given an opportunity for countering the allegations and debut the
charges in writing.
4. An oral inquiry is not ordinarily be necessary but is obligatory before any of the
following minor penalties or imposed.
I. Withholding increment of pay offer period of more than 3 years.
II. Stopping increment with cumulative effect.
III. If the provident fund and pensioner benefits are likely to be affected adversely
by the penalty.

5. In other cases the delinquent employee may impose the penalty after considering
the replay give.

(IX) PROCEDURE FOR IMPOSING MAJOR PENALTIES: -

1) All major penalties are subject to the constitutional safe guards and there fore
the procedure for the imposition is more elaborate.
2) The procedure is basically designed to comply with the principal of natural justice
and afford a reasonable opportunity to the delinquent railway servant to defend
himself against the charges and the punishment.
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3) He should be enabled to advance evidence in his support, question the evidence

produced against him, examine his own witnesses, cross examine the witnesses of the
disciplinary authority and submit a full explanation of his side of the case before the
disciplinary authority comes to his conclusion on the charges and arrives at a decision
regarding the imposition of the penalty.
4) No major penalty shall be imposed without an inquiry being held in the manner as laid
down.
5) If there are grounds for inquiring into the truth of any imputation of misconduct or
misbehaviors, the disciplinary authority may himself inquire or appoint an inquiring
authority for the purpose.
6) The disciplinary authority shall draw up:
a) A definite and distinct article of charge.
b) Statement of relevant facts including any admission or confession made by
the railway servant and also a list of documents by which and list of
witnesses by whom, the articles or changes are proposed to be sustained.
7) The above item (6) shall be incorporated in a prescribed from (SF.5) and delivered to
the railway servant. If he does not require to inspect the documents, he should
summit his written statement with in 10 days.
8) If he wishes to inspect documents he should do so in a maximum ten days time and
submit a list of witnesses to be examined in his behalf. The disciplinary authority
may refuse permission to inspect all such documents, which are not relevant and are
against public interest and security of state, which should be recorded in writing.
9) Charge sheets are not to be served to running staff when they are going to start
their duty.
10) On receipt of the written statement of defense, the disciplinary authority may
himself inquire or appoint an inquiring authority on his behalf.
11) The disciplinary authority may also appoint another Railway or Govt. servant to be
known as presenting officers to present the case on his behalf.
12) The disciplinary authority shall forward all documents and connected papers to the
inquiring authority to inquire the case.
13) The railway servant may present his case with the assistance of any other railway
servant. A non-Gazetted railway servant may be assisted without fees by a trade
union official having one years working membership. The assisting railway servant
should not have more than 2 disciplinary cases pending with him or the trade union
official.
14) The enquiry authority will ask the delinquent employee to submit a panel of 3 names
in order of priority, after ascertaining from each of them whether they are
prepared to assist him as a defense helper.
15) Out siders are not allowed, unless he is a trade union official and having one-year
continuous service in the recognized union of that railway.
a) Defense helper cannot take any fees.
b) He cannot be a professional lawyer.
c) He cannot answer any questions when the questions are put to the accused.
16) Any railway employee of the same railway can act as defense helper provided:
a) He takes no fees.
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b) He is not a professional lawyer.

c) He agrees to defend the case.
d) He agrees not to answer any questions when the question is put to the charged
employee.
e) He is spared by the railway administration to act as a defense helper.
f) His nomination as defense helper is approved by the competent authority or
enquiry authority.
17) On completion of the nomination of the defense helper a date not exceeding one
month should be fixed for the inquiry.
18) On the date fixed, the oral and documentary evidence shall be produced by the
witnesses from the disciplinary authoritys guide and are examined by the presenting
officer, if any. The inquiry authority may also exempt the witness as he thinks fit.
The railway servant of the defense helper may them also put questions to these
witness.
19) After the witnesses from the disciplinary authority side have been examined, the
railway servant may then state his defense orally or in writing. If it is does orally the
statements shall be recorded and the railway servant shall sign. The witness on
behalf of the railway servant shall then examine by the presenting officers if any,
as well as by the inquiring authority. The railway servant shall them be examined by
the inquiry authority. As per procedure, the days proceedings, which are recorded,
are signed by the witnesses, the railway servant, the defense helper and the inquiry
authority and a copy is handed over to the railway servant.
20) If the railway servant does not reply to the charges before the specified date or
refuses to do so, the inquiring authority may hold the inquiry as ex-prate.
21) The inquiring authority shall them prepare the report which shall include assessment
of evidence and his pending on each charge. The same shall them be forwarded to the
disciplinary authority for further actions.
22) The disciplinary authority on going through the report and if he agrees with it, may
impose penalty with in his competence as provided in this rule else he may forward
the case to the appropriate authority for record in writing, remit the case to the
inquiry authority for further inquiry. While proceeding with imposition of major
penalty, a prescribed Show cause notice is required to be served on the railway
servant proposing the penalty to be imposed. He should be supplied with copies of
inquiry report and findings with direction to submit any representation ordinarily
with in 15 days time.
23) After considering the representation, the disciplinary authority shall imposed
penalty as it may deem fit.
24) In cases when the president is the disciplinary authority [incase of group a officers]
before imposition of the penalty the UPSC has to be consulted.

APPEALS: -

a) Appeals can be filed against the penalties imposed by the disciplinary authorities to
the appellate authorities specified in the rules.
b) There is a time limit of 45 days within which the appeal lists to be filed.
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APPELATE AUTHORITY: - Is the authority to which the authority making the order is
immediately subordinate.

CONSIDERATION OF APPEAL: -

1) The appellate authority will consider weather the procedure laid down in the rules has
been followed before the imposition of the penalty. Whether the penalty imposed is
consistent with findings of the disciplinary authority on the charges and weather the
penalty is too severe, adequate or inadequate. It will pass orders confirming, enhancing
or reducing the penalty or totally setting the penalty aside. It may also remit the case
back to the disciplinary authority with such instructions as it deems fit.
2) Where the penalty is proposed to be enhanced, then an opportunity has to be given to
the employee to define him against such enhancement. If a major penalty is proposed
to be imposed at this stage but an equity has not been held earlier, then such on
enquiry has prescribed in the rules has to be held first before a decision is taken to
impose the penalty.
3) The rules also provide for review of orders passed in disciplinary cases by the
president, railway board, General manager and other competent authorities. Such
reviews may be made on their won by these authorities or otherwise. There is no right
for a railway servant to ask for a review. The reviewing authority make confirm, modify
or set a side the penalty or impose a penalty where none has been imposed earlier or
remit the case to the competent authority with suitable directions. However if a
penalty is to be enchanted, opportunity has to be given to the employee to depend
himself against the enhancement. If a major penalty is to be imposed an enquiry should
be held if not held earlier.
4) If the president is the appellate are reviewing authority the UPSC has to be consulted
before the decision is taken on the penalty.
26. HOURS OF EMPLOYMENT REGULATIONS-1931

OBJECT: - HOER regulates the following

a) Prescribes maximum hours of work.

b) Stipulates the minimum period of rest for railway staff.

APPLICABILITY: - Applicable to all Railway servants except those governed by

(1) Factories Act
(2) Indian mines Act
(3) Indian merchant shipping Act
(4) Minimum wages Act
(5) The Railway protection force Act.

Classification of Employment under HOER: -

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(1) Intensive
(2) Essentially intermittent
(3) Excluded
(4) Continuous

1. INTENSIVE: -The employment of a Railway servant is said to be intensive when it has

been declared to be so by the prescribed authority on the ground that it is for a
strenuous nature involving continues concentration or hard manual labor with little or
no periods of relaxation.

Period of inaction does not aggregate 6 hours or more in a cycle of 24 hours. In any
shift of 8 hours the employee does not get period of inaction of at least one hour in
aggregate.

Maximum hours of work: -45 hours per week in a team weekly period.

Rostered hours of week: -6 hours per day or 42 hours perweek+3hour for preparatory and
complementary work.

Maximum period of rest: - Not less than 30 consecutive hours in a week.

E.g.: -section controllers, wireless operators etc.

(2) ESSENTIALLY INTERMITTENT-The employment of a Railway servant is essentially

intermittent when it has been declared to be so by the prescribed authority on the ground
that the daily hours of duty of the Railway servant normally include periods of inaction
aggregating six hours or more during which the Railway servant may be on duty, but is not
called upon to display either physical activity or sustained attention.

Maximum hours of work: -72 hours in a week.

Minimum period of rest: -Not less than 24 hours in a week [including a full night in bed]

E.g.: - waiting room attendants, sweeper, and caretakers of rest house, saloon attendants,
C Class gateman etc.

3. EXCLUDED: -The employment of a railway servant is excluded if he belongs to any one

of the following categories.
(a) Employed in a confidential capacity such as confidential Assistants.
(b) Armed guards.
(c) Such staff as may be specified as supervisory staff by the central government or
Railway Board, Staff of the railway schools imparting technical training or academic
education.
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(d) Certain categories of staff of the health and medical department as may be specified
by central government/Railway Board.
Maximum hours of work: -No limit is prescribed.
Minimum period of rest: - for group C staff there is no stipulation, for group D staff one
rest of 48 hours or 2 rests of 24 hours in fort night.

(4) CONTINUOUS: -The employment of railway servant is said to be continuous except

when it has been declared to be intensive or essentially intermittent or excluded.
OR
A railway servant who is not classified as intensive, essentially intermittent and
excluded is said to be continuous.

E.g.:- office clerks, loco and traffic running staff.

Maximum hours of work
Rostered hours
Minimum period of rest
:- 54 hours per week is a two weekly period.
:- 8 hours per day or 48 hours per week generally.
:-Not less than 30 consecutive hours in a week for running
staff, 4 periods of 30 hours each or 5 periods of 22 hours
each in a month [including full night in bed]

REST RULES OF RUNNING STAFF

The running staff is classified as continuous under HOER. For running staff deemed
Rostered Hours are 52 hours per week or 104 hours per fortnight. Duty hours of running
staff are reckoned from Signing on to signing off.

Duty at a Stretch for running staff: -

a) The over all duty at a stretch of running staff from signing on should not
ordinarily exceed 12 hours and they should be entitled to claim relief there after.
b) The running duty at a stretch should not ordinarily exceed 10 hours from the
departure of the train and the staff should be entitled to claim relief there after.
c) In operational exigencies the running duty may be extended beyond 10 hours with in
over all limit of 12 hours provided a due notice has been given to the staff by the
controller before the completion of 8 hours of running duty.
d) In exceptional exigencies of accidents, floods, agitation, equipment failure etc. the
staff may be required to work beyond the limits prescribed above in such cases,
the controller should suitable advise the staff.
e) If a train does not reach, with in the over all limit of 12 hours its normal crew
changing point, destination of the train the place where a relief has been arranged
and such point is approximately one hour journey away, the staff shall be required
to work to that point.
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Rest at H.Q: -
a) For duty of less than 8 hours: 12 hours rest.
b) For duty of 8 hours and more: 16 hours rest.

Periodical rest at H.Q: - 4 periods of 30 hours or 5 periods of 22 hours each [including a

full night in bed] in a month. Running staff should not normally be away from H.Q from 72
hours to 96 hours.

Rest at out station: -

(1) For duty of 8 hours and more 8 hours rest.
(2) For duty below 8 hours equal amounts of rest for duty performed.
Running staff is required to bye pass H.Q only once with in 10 hours of duty at a
stretch.

27. LEAVE RULES

1) The employee as a matter of right cannot claim leave. The right to grant or refuse
leaves vests in the authority competent to sanction leave.
2) The leave usually commences on the day charge is handed over and ends on the day
the charge is taken over again.
3) Leave sanctioning authority cannot alter the kind of leave due and applied for
except at the written request of the employee.
4) Leave already availed may be converted into another kind of leave on employees
request retrospectively but not after retirement.
5) Leave cannot be sanctioned for more than 5 years.
6) Prefixing and suffixing of holidays is permitted while taking leave, in case of
medical certificate of sickness the holidays will be part of sickness leave.
7) The employee is not permitted to take up any employment during the period of
leave.
8) Grant of paternity leave is allowed to casual labour who has been granted temporary
status.

KINDS OF LEAVE

A. LEAVE ON AVERAGE PAY [LAP]: - LAP will be

1) Credited every year in advance at a uniform rate of 15 Days on 1 st JAN and 15 days
on 1st July. The credit will be reduced by 1/10th of LWP availed. The LAP carried
forward plus the credit for that half-year will be limited to 300 days.
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2) When an employee is transferred to another station and joins the new post without
availing the joining time or part of the joining time the number of days of joining
time admissible can be credited into LAP subject to a maximum of 15 days.
B. LEAVE ON HALF AVERAGE PAY [LHAP]: -

1) LHAP is credited in advance at the rate of 10 days on 1 st JAN and 10 days on 1 st July
every year.
2) There are no restrictions on accumulation.
3) It can be availed on medical certificate or other wise it may be commuted to LAP by
surrendering 2 days LHAP for 1 day without any limit in case of medical grounds and
upto180 days in entire services in other cases.

C. LEAVE NOT DUE: -

1) This leave is granted in advance of it being earned and is debited against LHAP to be
earned on resumption of duty.
2) It is like an advance cheque and is granted to a permanent railway employee when no
other leave is due and there are reasonable prospects of his coming back to duty.
3) A permanent railway employee may be granted 360 days during the entire service on
medical grounds.
4) Leave without pay can be converted into leave not due provided the competent
authority sanctions the same.
5) Leave not due is not granted in the case of leave preparatory to retirement.
6) Staffs with less than 3 years of services are not eligible for leave not due.
D. EXTRA ORDINARY LEAVE: -

1) EOL is granted to a railway employee when no other leave is admissible, or when

other leaves are admissible but the employee applied in writing for grant of EOL. The
entire spell of leave combined with EOL shall not exceed 5 years.
2) The employees who have completed 3 years of continuous services may be granted
EOL up to 24 months when the leave is required for the purpose of prospective
studies certified to be in public interest.
3) The leave sanctioning authority may commute retrospectively the periods of absence
without pay leave into EOL.
4) Two spells of EOL if intervened by any other kind of leave should be treated as one
continuous spell for the purpose of applying the maximum limit.

E. SPECIAL DISABILITY LEAVE: -

1) The special disability leave is granted to both temporary and permanent railway
employees for injuries intentionally inflicted as well as for accidental injury while
performing the duties, or in consequences of the due performance of his official
duties or official position.
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2) This leave in no case shall exceed 24 months.

3) Only leave salary for the first 120 days will be as LAP and for the remaining period
as LHAP.
4) The employee may take LHAP at his credit along with the disability leave
simultaneously and get leave salary equal to that of LAP.
5) If the employee is governed under WCA item the amount of leave salary paid to him
will be deducted from the amount of compensation payable under the ACT.
6) This leave may be combined with any other kind of leave
7) This leave counts for person and will not be debited to the leave account.

F. HOSPITAL LEAVE: -

1) The hospital leave is granted to all the railway employees except the gazetted
officers when they are under medical treatment for the injuries sustained on duty.
2) The leave salary to be paid to the employee while on hospital leave will be either LAP
or LHAP as the authority granting leave may consider.
3) LAP shall not exceed 120 days.
4) This leave can be combined with any other leave provided the total leave does not
exceed 28 months.
5) The facility of getting full pay after 1 st 120 days also by talking LHAP simultaneously
as in the case of special disability leave is not applicable to hospital leave.

G. STUDY LEAVE: -

1) The study leave is granted to the railway employees other than group D employees
for under going a special course consisting of higher studies or specified training in a
professional or technical subject having a direct and close connection with the
sphere of his duties.
2) This leave is not granted for studies in academic or literary subjects.
3) Study leave can be granted for a maximum period of 24 months in the entire service
and shall not exceed 12 months at any one time.
4) If the study leave is for study outside India the permission of finance ministry
should be obtained together with release of necessary foreign exchange.
5) One whom does not resume after study leave or having resumed, quits service within
3 years, or does not complete/ pass the necessary course will have to refund the
cost incurred by the government.

H. MATERNITY LEAVE: -

1) Maternity leave may be granted to married / unmarried female railway employees for
a period of 135 days on full pay for confinement from the date of commencement
 82

2) This leave is admissible only to those employees with less than 2 surviving the
children.
3) In cases of miscarriage / abortion, leave may be granted with full pay for a maximum
period of 45 days during entire service.
4) This leave is not debited to any leave account.
5) This leave may be combined with any other kind of leave including leave not due up to
a maximum period of one year.

I. PATERNITY LEAVE: -

1) A male railway employee including on apprentice with less than two surviving children
may be granted paternity leave for a period of 15 days during the confinement of his
wife.
2) This leave will not be debited against the leave account.
3) This leave may be combined with any other kind of leave as in the case of Maternity
leave
4) This leave is to be availed up to 15 days before or up to 6 months from the date of
delivery of the child and if such leave is not availed of with in this period, it shall be
treated as lapsed.

I. CASUAL LEAVE: -

1) Casual leave in granted for unforeseen causalities for private and personal works.
2) Casual leave can be combined with Spl CL/Compensatory rest [CR] and Quarantine
leave but not with any other kind of leave / joining time.
3) Sundays / Saturdays and holidays falling during a period of casual leave are not
counted has part of casual leave.
4) Sundays, Saturdays, holidays, restricted holidays, compensatory rest, weekly off can
be prefixed or suffixed to casual leave.
5) The casual can be taken for half day also.
6) CL is granted for 8 days in a calendar year for those entitled to 16 general holidays
and 11 days in a calendar year for those employees who are not entitled to 16
holidays.
7) The casual leave cannot be carry forwarded to next calendar year.
8) If an employee is appointed in the middle of the year or even during December
he/she can also avail 8/11 days of CL
9) It would for example administratively is inappropriate to sanction 8/11 days CL to a
person who joined service on 20th December.
10) If an employee retires in January can avail all the 8/11 days CL.

K. SPECIAL CASUAL LEAVE:-

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Special casual leave is granted to railway employees to participate in sports, cultural

activities, scouting, co-operative movement, mountaineering, and expeditions, to the
employees who promote small family norms and to the office bearers of the recognized
unions.
I. Scouts and guides up to 30 days
II. For sports- up to 40 days.
III. For cultural activities 30 days
IV. For Co-operative movements 30 days.
V. Mountaineering and Trekking expedition 30 days.
VI. Vasectomy (Male) 6 working days.
VII VII. When wife under goes tubectomy 7 working days.
VIII. For recanalisation 21 days + journey time.
IX. Tubectomy (female) 1st time 14 days.
VIII X. Tubectomy (female) 2nd time 14 days.
IX XI. After medical termination of pregnancy undergoing salpingotomy
X operation 14 days.
XI XII. Insertion of IUCD 1 day
XII XIII. When husband under goes vasectomy 1day
Special casual leave may also be granted for employees donating blood to
recognized blood banks on any working day.
The special CL may also be granted to the employees residing at places far
formwork spots. [Minimum 3 Km]. When they are unable to attend office due to
dislocation of traffic arising out of bandh / natural calamities and / or dislocation of
normal train services. For any reason on production of certificate from station master or
competent authority to issue such certificate.

The special casual leave will be also granted for attending Hindi Examinations on
the day of examination.

28. PASS RULES

1. Pass is an authority, which enables the holder to travel by rail with out actual
payment of the railway fair.
a. There are 3 kinds of passes issued by the ministry of the railways to the
railway servants to travel from any station to any station according to the
rule. They are (a) Duty pass
(b) privilege pass
(c) Special
pass
 84

(a) DUTY PASS: -

1. Duty pass is an authority to travel the employee to attend official work as

entrusted by the competent authority.
2. Gazetted railway servant may carry his wife and minor children while traveling on
duty.
3. The duty passes are classified as under.
a) Gold pass
b) Silver pass
c) Bronze pass
d) Metal pass
e) Duty card pass.

a) Gold Pass: - The holder of gold pass will be in the rank of G.M of Indian railway and
railway board officials.

b) Silver pass: -The holder of silver pass will be HOD.

c) Bronze pass:-In the rank of junior administrative official entitled to travel in AC

First class also.

d) Metal pass: -The holder of metal pass will be in the rank of junior scale officer and
senior scale officers.

e) Duty pass/ Duty card pass: -The duty and passes will be issued to the group C and
D employees in accordance with the entitlement of their scale of pay. These duty
passes will be issued for employees for attending official purpose.

(b) PRIVILEGE PASSES: -

a) A railway servant may be issued on his/ her own request a privilege pass or a
privilege ticket order from one station to another as requested by the employee.
b) This pass issued to the railway employees as a privilege to travel with or with out
their families.
c) No. Of passes entitled will be as under.
For Gazetted officers 6 sets of passes 4 sets of PTOs. For group C and D
employees after completion of 5 years of service 3 sets of Passes and 4 sets of
PTOs. For group C and D employees up to 5 years of service 1set of pass 4sets of
PTOs.
d) The railway employee can get a privilege pass from any station of Indian railway for
any number of his family members i.e.. self, wife and children.
e) Dependent means widow mother, Un married or widow sister and brother 21 years
of age when father is not alive.
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f) The maximum number of two dependents can be including in the privilege pass
subject to the maximum of 5 including family members.
g) Each first class pass holder /metal pass holder are entitled to take one attendant
along with them in second class.
h) Privilege pass issued will be valid for a period 4 months from the date of issue. If
the pass is taken in two singles will be available for a period of 3 months only.
i) Normally passes will be issued shortest route. Pass can be issued if
(1) The route mentioned by the employee is not more than 15% of the
shortest route.
(2) If the longer route is quicker, passes may be issued by quicker route.
j) (1) Gazetted officers can carry 140 kg of luggage for each adult member in the
pass and half to that quantity for each child.
(2) Group C first class pass holder can any 70kg of luggage and group C&D II class
pass holder can carry 50kg of luggage for each adult member in the pass and half
to that quantity for each child. [Child = 5 years to 12years.]
k) Privilege pass or privilege ticket order cannot be claimed as right and issue of pass
and PTO is subject to the discretion of the administration.
l) Privilege ticket order is exchangeable by paying 1 / 3 of the cost of travel.
m) The passes may be issued either for a home line or foreign line.

C.SPECIAL PASSES:-

The special passes are as follows.

1) School passes
2) Transfer passes
3) Medical passes
4) Passes on sport ground
5) Settlement passes
6) Complimentary passes
7) Residential card passes
8)Split passes
9) Special passes.

1) SCHOOL PASSES: -

a) School passes are issued to children of railway employees who are studying in
recognized school away from head quarters of the employee.
b) In case of boy under 18 years and a girl of any age, the parent or guardian may be
included in the pass.
c) Certificate of school should be produced with in a period of one month from the
date of issue of the school pass.
d) The number of school passes for each student should be limited to six half sets or
three sets in a year.
e) A bicycle may be included in a school pass and carried free in addition to usual free
allowance of luggage.
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f) The school pass shall be issued with the class of pass, which the railway servant is
entitled on privilege pass.

2) TRANSFER PASS: -

a) A railway employee other than group d staff transferred from one station to
another station is entitled for passes irrespective of home or foreign lines for self
and family and for the transport of his personal effects.
b) A group D employee may be issued with passes for self and family and for 25
pounds of luggage for transporting his household effects and for livestock up to a
maximum of 2 animals.
c) A nurse or governess may be included in transfer passes issued to gazetted railway
servants.
d) Father residing with and depend on the railway employee may be included in the
transfer pass.

3) MEDICAL PASSES: -

a) This pass is issued for joinery from station where railway medical facilities for
treatment of railway servant of his family members are not available, to a station
where railway Dispensary or Hospital or a sanatorium is available with the required
facilities for treatment.
b) This pass will ordinarily be issued for the class of entitlement of the railway
servant on privilege passes.

4) PASS ON SPORTS GROUNDS: -

a) The railway servants participating in tournament, inter railway athletic contests

organized by the railway administration / railway control board and, in tournaments
recognized by the respective states, should ordinarily be issued passes.
b) This pass will ordinarily be issued for the class of entitlement of the railway
servant on privilege passes.
c) Special passes on sports grounds may also be issued to the coaches and other
officials accompanying the team.

5. SETTLEMENT PASSES:

A pass or passes of personal effects, luggage, motor cars, furniture live stock issued
to a railway servant who is retiring or to his widow and family not more than two
dependents in the events of his death, from place of work to the place where employee
wants to settle, provided that an application for such passes is made with in one year of
retirement or death of the railway servant

6.COMPLIMENTARY PASSES:
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(I) A railway servant who has retired from service and who was eligible for
passes while in service may be given passes for him self or his family.
(II) A group D employee is eligible for passes under these rules for himself and
his wife only and not for children.
(III) A retired employee may opt post retirement complementary pass from any
one of the Indian railway, which is nearest to his residence.
(IV) The entitlement of complementary passes one has under.

Length of service Group A&B Group C Group D

a) With 20 years of service but 2 sets of 1 set of pass
less than 25 year of service passes per per year Nil
year
b) With 25 years of service and 3 sets of 2 sets of passes 1 set of pass
more passes per per year per year
year

7) RESIDENTIAL CARD PASS: -

a) A residential card pass may be issued to a railway servant for performing journey
from the place of his residence to the place of his work over the section where this
facility was in vogue prior to 14-1-1953.
b) Where the employees are availing transport allowance facility they are not
permitted for issue of residential card pass.

8) SPLIT PASSES: -

a) When railway servant is unable to accompany his family he will be eligible for a pass
for himself to proceed or follow his family either on outward or return journey
subject to production of evidence to the satisfaction of the pass issuing authority
regarding his inability to accompany his family.
b) In such cases two out ward and one return journey passes will constitute one set.
c) A time limit not exceeding one month should be imposed between issues of these
separate passes.
d) The starting and destination stations in such separate passes shall be one and the
same.
e) This facility is available only for serving employees and not for retired employees.

9) SPECIAL PASS:
 88

There are other passes, which are issued on special grounds such as.
a) To give evidence in a criminal/civil suit.
b) Return journey pass for removed / dismissed servant.
c) Office bearers of recognized unions.
d) To give evidence at inquiries hold by CRS.
e) Attending cultural activities.
f) To the venue of vasectomy camps.

PENALTY FOR LOSS OF PASS

The following procedure should be observed by employees to avoid any fraudulent use
of the passes lost by then.
1. Complaint should be logged with the nearest police station of GRP station about the
loss of pass with full details.
2. The penalty amount should be deposited with the Divisional headquarters cash
office and cash receipt obtained.
3. The loss report should be sent to CCM /SC through the controlling officer
furnishing the details of the pass lost to avoid fraudulent use of the same by
publishing in the forth night Gazette etc.
4. The indent for use of the fresh duty card passes should be sent to the pass issuing
office by the controlling officer along with cash receipt in original.
5. Privilege passes will not be issued afresh in lieu of lost one.

29. RAJ BHASHA RULES AND INCENTIVES FOR USE OF

HINDI

(1) The Constitution committee accepted Hindi in Deva nagari script as official
language of the Union and included in constitution in article 343(1).
(2) Hence Hindi diwas has been celebrated every year on September 14 th .
(3) Article 343 (2) gives presented powers to authorized use of Hindi in addition to
English.
(4) Under this power president laid down some orders in 1952. Later it was decided to
continue using English and the official language Act of 1963 was passed.
(5) This act was amended in 1967 to incorporate the assurances of prime minister that
English will continue to be used by a state for its communication with union till that
state likes.
(6) In 1976 some rules were formed under the official languages [use for official
purposes of the union] rules.
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For implementation of Official Language policy Regions A, B & C have been constituted
in the country

Region A: - Region A means states of

I. Bihar
II. Haryana
III. Himachal Pradesh
IV. Madhya Pradesh
V. Rajasthan
VI. Uttar Pradesh
VII. Delhi

Region B: - Region B means states of

II. Gujarat
3. Maharashtra
IV. Punjab, Union territories
V. Andaman and Nicobar Islands
VI. Chandighar

Region C: - Region C means states other than those maintained by under A & B

(1) Communication from Central Govt. Offices to Region A: States, offices and persons
shall be in Hindi if it is in English, Hindi translation will accompany.

(2) Communication from central govt. offices to region B: -

a) States or offices shall be in Hindi if it is in English a Hindi translation will
accompany.
b) Persons may be in Hindi or English.

(3) Communication from central govt. offices to region C: - states or persons will be
English

(4) Communication from central govt. offices

a) Between one ministry or department and another may be in Hindi or English.
b) Between one ministry or department and attached and subordinate offices in region
A may be in Hindi depending on number of persons having working knowledge of
Hindi and other facilities.
c) Between central government offices in region A shall be in Hindi.
d) Between central government offices in Region A, B & C may be in Hindi or English.
e) Between central government offices in Region B or C. may be in Hindi or English.

(5) Translations: - Translation of such communications shall be.

 90

a) Provided if necessary at the receiving end when the communication is addressed to

officers in Region A or B.
b) Provided along with the communication where it is addressed to offices in Region C.
No such translation shall be required if the communication is addressed to a
notified office.

(6) Replies to communication required in Hindi: - From central government offices shall be
in Hindi.

(7) Applications, Representations: -

a) May be submitted by an employee in Hindi or English.

b) When made or signed in Hindi shall be replied to in Hindi.
c) When an employee desires any order or notice on service matters including
disciplinary proceeding to be served in Hindi or English it shall be given to him.

(8)Noting in central government offices: - Noting in central Govt. offices may be made by
an employee on a file in Hindi or English and he will not ask for English translation of a
Hindi document except when it is of legal or technical nature.

(9) An employee will be deemed to possess proficiency in Hindi if.

a) He has passed metric or equivalent or higher exam in Hindi as medium.
b) He took Hindi as an elective subject in a degree or its equivalent or higher exam OR
c) He or declares that he possesses proficiency in Hindi.

(10) An employee will be deemed to have acquired a working knowledge of Hindi if.
a) He has passed metric or equivalent or higher examination with Hindi as a subject or
b) He has passed pragya examination under government Hindi teaching scheme or.
c) Any other examination specified by the government or.
d) He declares that he has acquired a working knowledge of Hindi.

(11) Manuals, Codes, Forms, Notices etc: -

a) All manuals, codes and other procedural literature will be printed or cyclostyled in
Hindi or English diglot form.
b) The forms and headings on registers shall be in Hindi and English
c) All nameplates, signboards, letterheads, inscriptions on envelopes and other
stationery etc shall be in Hindi and English.

(12) Responsibility for compliance: - of these rules will be that of the head of office.

(13) Incentives for passing Hindi examinations: -

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Prabodh - RS 250
Praveen - RS 250
Pragya - RS 300
Hindi typewriting RS150
Hindi stenography RS300
Other Hindi exams conducted by voluntary bodies - RS 300
Those passing with 60% marks may be granted increment also special casual leave
may be granted for appearing in such examination.

(14) Other incentives for use of Rajbhasha: -

(a) Awards for writing books on professional subjects in HINDI-FIRST Prize RS 6000/-
(b) Railway ministers best essay awards given during railway week every year.
I prize RS1000/-
II prize RS 700/-
( C) Group awards to staff of a department who make maximum use of Hindi.
I- Rs 5000/-
II- Rs 3000/-
III- Rs 2000/-
Each employee gets Rs 100/-
(b) Boards individual award to employees for their work in Hindi Rs 500/- and a
certificate of merit given by railway minister.
(c) GMs individual awards to employee Rs 300/- and a certificate of merit.
(d) Awards for noting and drafting in Hindi.
I- Rs 400/-
II- Rs 200/-
III- Rs 150/-
(e) Incentive to typists and stenographer who in addition to their work in English do Hindi
typing and stenography work, a monthly allowance of Rs 40/- to typist and Rs 60/- to
stenos.
30. PARTICIPATION OF RAILWAY EMPLOYEES IN
MANAGEMENT [PREM]
OBJETIVES: -

1. Evaluate the function of the railways and exchange data and ideas on ways and
means for improving the efficiency and liability of the enterprise.
2. Appraise the investment programmer particularly in regained to housing and other
welfare service.
3. Identify areas and devise action oriented methods for maximizing organizational
effectiveness, the use of technology and to wards building up the image of the
railway as a service organization.
4. Facilitate effective and meaningful participation of railway employees in the
management process.
5. Give them a sense of involvement and pride in the organizations works.
 92

6. Discuss and identify the measures for improving the quality of service to the rail
passengers and safety of operation.
7. As seen above PREM works in 3 tiers. Their membership will be as under.

Railway Board Level Zonal HQ Level Divisional Level

Official CRB Members Add GM and HODs DRM, Divisional
members Secretary Officers.
Railway Board.
Staff side 4 Representatives 4 Each from 4 Each from
each of AIRF & Affiliate of AIRF Affliate of AIRF &
NFIR & NFIR NFIR
2 Representatives 2 from affiliate 2 from affiliate of
of all India Railway of AIROF AIROF
Officers Federation
2 Representatives 2 from affiliate 2 from affiliate of
of Indian Railway of IRCTOF IRCTOF
Class-II Officers
Federation
Chairman CRB GM DRM
Secretary Secretary to Dy.GM Sr.DPO/DPO
Railway Board

(1) Joint Consultative Machinery: -[JCM]

Objective: -To promotes harmonious relations and secures the greatest measure of co-
operation between govt. And its employees and increase the efficiency of public servants.

Jurisdiction: - It covers all regular civilian employees of central Govt. except those in class
I and II.

Composition of councils: -

1. The councils shall comprise of members from staff side and official side.
2. National council has 25 from official side and 60 from staff side.
3. Of 60 members on national council 30 are from ministry of railway unions, thus both
ARIF and NFIR will nominate 15 members each.
4. The departmental council has 5 to 10 from official side and 20 to30 from staff
side.
5. The official side members will be nominated by Govt. and staff side members are
nominated by recognized unions / associations.

FUNCTION:
 93

To consider (1) Conditions of service and work

(2) Welfare of employees
(3) Improvement of work
(4) Standards of work
(5) General principles relating to recruitment promotion and
Discipline.
Procedure: -

1. The agreements reached between staff side and official side are binding on the
Govt. subject to final authority of the cabinet.
2. In case of disagreement two courses are open.
Viz. (I) if matter relate to
a) Pay and allowances
b) Weekly hours of work
c) Leave
The staff side may ask for compulsory arbitration
(II) In other matters Govt. may take action as deemed fit .A ministers
committee may review such matters.

2. Permanent Negotiating Machinery [PNM].

Aim: -The permanent Negotiating machinery maintains contact with labour and
resolves disputes and differences which may arise between them and the administration.
The machinery is to work in.
3 tiers
VIZ. 1) The railway level,
2) The Railway Boards level,
3) The Tribunal level.

Convener Subjects Period Representative Chairman

(a) Division 30 Once in 2 20 DRM
DPO months

(b) Work 30 Once in 2 15 Head of work ship

shop months office
DPO

(c) Head- 30 Once in 3 20 GM

Quarters months
CPO
(d) Railway 30 Once in 3 20 Member (staff)
Board months
Advisers (IR)
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31. FACTORIES ACT. 1948

AIM: - The objective of this act is regulation of Labour in factories. Each state has
a chief Inspector of Factories empowered with authority.

APPLICABILITY: - This act is applicable to all manufacturing units employing 10 and

more workers if operated with the aid of power and 20 and more employees if operated
with out aid of power.

Provisions of this act have been classified under the following heads.

a) Working condition,
b) Health,
c) Safety &
d) Welfare.

a) WORKING CONDITION: -

1. Working hours are restricted to 48 hours in a week with a weekly holiday.

2. Half an hour rest with in 5 hours of commencement of shift.
3. Working hours should not extend beyond 10 1/2hour in a day. It can be extendable
to 12 hours with the permission of chief inspector of Factories. (CIF)
4. Payment of double the wages for over time work, which should not exceed 50 hours
in a quarter (3Months)
5. Women can be employed only between 6AM and 7AM.
6. Employment of children below 14 years of age is totally prohibited.
7. In the case of children from 14 to 17 years of age employment between 10pm and
7am is prohibited.
8. Eligible for paid annual leave at the rate of 1 day for 20 days of work.

b) HEALTH: -

1. For each worker 500 CFT of space and floor to be provided.

2. Sanitary facilities to be provided.
3. Proper disposal of wastes and effluents to be done.Once in 5 years painting and
varnishing to be done.
4. Once in 14 months white or color washing to be done.
5. Adequate lighting arrangements to be provided.
6. Drinking water in hygienic conditions to be provided.
 95

c) SAFETY: -The safety measures provided include

1. Proper fencing of open machines.

2. Providing safety appliances and devices to the worker.
3. Prohibition of employment of women and children on certain hazardous machines.

D) WELFARE: - The welfare provisions are

1. Canteen
2. Facilities for storing & drying clothing and sitting.
3. First aid appliances.
4. Rest Rooms, lunchrooms, Crches.
5. Appointment of a Welfare Officer in factories employing 500 or more workers.
************

32. PAYMENT OF WAGES ACT. 1936

AIM: -The object of this ACT is to regulate payment of wages.

APPLICABILITY: -This ACT is applicable to employees drawing a wage up to Rs:

-1000/- on average per month and employed in factories, transport services authority in
the state government.

Wages include allowances and payment in kind but does not include bonus, house
rent, contribution to provident fund etc. traveling allowance, gratuity and special expenses.

TIME FOR PAYMENT OF WAGES: -

Payment of wages should be done after the expiry of the wage period.

1. Before the 7th day in case of units employing less than 1000 persons.
2. Before the expiry of 10th day in units having more than 1000 employees.
3. Second working day from the date of termination in case of termination of
services.
4. Permissible deductions from the wages include.

a) Fines
b) Authorized social security benefits.
c) Authorized loans.
d) Taxes amounts of court decrees.
e) Dues to co-operatives.
f) Purchase of Government bonds.
g) Donations to prime ministers relief fund.
h) Other notified funds.
 96

i) Union dues as authorized by employees.

5. The total amount of deduction should not exceed 70% where payment to co-
operative is involved other wise total amount of deduction should not exceed 50%.

33.THE WORKMENS COMPENSATION ACT. 1923

AIM: -This is a central act and its objective is to provide for payment of
compensation to the workmen for injury on accident.

APPLICABILITY: -
1. The act gives the right to a workman for compensation from his employer in case of
injury while on duty and his dependent in case of death of workman
2. Certain occupational diseases enlisted in schedule III are also treated as injury during
duty.
3. The rate of death compensation is linked to wages and is given in detail in schedule IV
of the act. Similarly the varying amount of compensation in case if disablements are
given in schedule IV and V of the Act.

The Employer is not liable to pay the compensation in the following circumstances.

a) In respect of any injury, which does not result in the total or partial disablement of
the workman for a period, exceeding three days.
b) In respect of any injury [unless it results in death of the employee] caused by an
accident, which is directly attributed to.

i. The workman having been at that time under the influence of drinks or drug.
ii. The willful disobedience of the workman to an order expressly given or to a rule
expressly framed for the purpose of securing the safety of the workman or
iii. The willful removal or disregard by the workman of any safety ground or other
device, which he knew to have been provided for the purpose of securing the safety
of the workman.

34. OPERATING STATISTICS.

2) The necessity for statistics arises due to limitation of human body and mind.
3) When an organization expands, it is not possible physically for the person
4) In charge to see for himself all its activities all the time.
5) Besides, even if one is in a position to see the activities he cannot perceive them.
 97

6) Statistics is essential for the HQ officers who are away from the scene of
activities to exercise control over their jurisdiction.
7) They are also required for the Divisional marshalling yard, and a Sr. DME after
inspection a loco shed would be able to say in a general way how the yard are shed is
working.
8) But this is not sufficient for him, even when he is there, he cannot make a definite
assessment of how well or badly it is working unless he makes a study of statistical
figure of its working. Beside the can visit a yard or a shed only occasionally and for
a continuous control he has rely on sum significant statistics related to its working.

STATICTICAL UNITS:

There are 3 kinds of statistical units: -

(i). Primary units
(ii). Fundamental units
(iii). Derived units.

PRIMARY UNITS: - These refer to the basic function of measurement, which are
quantity, distance, duration and service. They are expressed as follows manner:

(I). Quantity-volume [given in liter / gallons]

Weight [tonnes / tons]
numbers
and value [rupees]
(II). Distance: - given in kms / miles
(III). Duration: - given in days and hours.
(IV). Service: - train, vehicle, wagon and engine.

FUNDAMANTAL UNITS: -

1) Primary units linked together to denote joint conceptions from fundamental units.
Examples of fundamental units are Tonne kms, wagon days, engine hours etc.
2) Fundamental units generally give the volume of service on transport and can also be
Called quantitative statistics.

DERIVED UNITS: -

1) These derived units express the relation ship between two sets primary units or to
fundamental units or fundamental and primary units.
2) They are either a ratio or a percentage of one to the other.
3) Examples of these are:
(a). Passenger earnings (primary) to passenger carried (primary) giving earning per
passenger.
 98

(b). Wagon kms [fundamental] per wagon day [fundamental].

C). Loaded wagon kms to total wagon kms [expressed in percentage].
(1) In these derived units all figures of usage and efficient are included.
(2) In other words they are the quantitative statistics.
(3) These are the eventual conceptions on which the statistics are based.

IMPORTANT FUNDAMENTAL UNITS

(A) TRAIN KILOMETERS: -

(I) As the train is the unit of transport this figure gives the volume of
transport produced.
(II) Train kilometers are classified service wise as under.
1. Passenger kilometers.
2. Mixed. (a) Passenger proportion.
(b) Goods proportion.
3. Goods kilometers.
(a) Through goods train.
XIII (b) Shunting goods train.
(c) Total.
(III) Passenger train kilo meterage do not normally change from month to month
and can only change if there are some special train like military specials,
mela trains etc.
(IV) They do not, there fore need any constant watch.
(V) As regards to mixed trains Kilometerage, this is generally of a low value,
besides this is divided into passengers and goods proportion in terms of the
proportion of the passengers vehicles and goods wagons on each train and
then added up respectively to the passenger and goods Kilometerage.
(VI) Goods train Kilometerage is much important as this figure change
constantly, as goods traffic is constantly increasing, the figure shows an up
word trend.
(VII) As the average distance run by train in the same area will not change
substantially, the figure will represent the goods train density in the areas.
(VIII) Goods train Kilometerage is sub divided into through goods and shunting, as
it is necessary to keep the shunting train Kilometerage as low as possible.

(B). ENGINE KILOMETERS: -

(IV) The total engine kilometers produced will due the distance travailed by the
locomotives available on division or a railway for a certain period, say a month.
(V) As all this will not be used in hauling a train, the total Kilometerage as to be
further sub divided into.
(1). Train engine kilometers
(2). Light engine kilometers.
(3). Assisting required engine kilometers.
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(4). Assisting not required engine kilometers.

(5). Shunting engine kilometers.
(6). Siding engine kilometers.
(7). Departmental engine kilometers.

(III). The meaning of train engine kilometers is evident, the distance traveled by the
engine with a train.
(IV). Light engine kilometers are total distance traveled by engine going light and includes
engine and break.
(V). Assisting required engine kilometers are performed by banker or the additional
engine of a double-headed train where an extra engine is necessary to haul the load.
(VI). Assisting not required Kilometerage are those engines which have been attached to a
train only because, if they were to return light, they would occupy a path on the section
but their power is not used to haul trains.
(VII). With regard to shunting engine Kilometerage, this can be done either regular
shunting engines working in yard or by train engine when the trains have shunting work to
be done on the road.
(VIII) Siding engine kilometers are computed on the basis similar to shunting engine
kilometers.
(IX). It is evident that train engine kilometers are the only fruitful revenue-earning
portion of the engine kilometers.
(X) Shunting is necessary but the amount of shunting has to be controlled depending on
the requirement of traffic, siding engine kms have to be similarly watched.

(C.) ENGINE HOURS: -

(I) This unit gives the total number of hours the engines on a division were available
for traffic.
(II) Total engine hours are calculated from the time on engine leaves a shed till it
returns to the same or another shed.
(III) It will be seen that engine hours do not include the out station portion of the
traffic turn round.
(IV) The break up of engine hours is made on lines similar to engine kilometers. The
useful portion is train hours and the derived unit that gives the indices of proper
utilization of engine availability, is the percentage of train engine hours to total
engine hours.
(V) The break up of engine hours is as follows: -
(1). Assisting required engine hours. For passenger and goods separately
(2) Assisting not required engine hours.
(3) Light engine hours.
(4) Other engine hours.
(5) Train engine hours.
(6) Engine hours. [For goods only]

(D) WAGON BALANCE [HODLING]: -

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(I) The wagon balance on a division is the sum total of all the wagons on their wheels in
the area, reckoned as at midnight.
(II) If there is a workshop on the division the wagons inside the workshop or also
included even if the may be temporarily lifted on their wheels for repairs however.
How ever wagons which after examination in the shops are earmarked for cutting
up are omitted, once the mechanical department sends least of such wagons.
(III) The balance is terms of four wheelers.
(IV) The wagon balance consists of public traffic the wagons and departmental wagons.
(V) The wagons balance can also be distinguished shed into effective wagons and sick
wagons i.e. wagons that are temporarily out of the being under repairs.

(E) WAGON KILOMETERS AND TONNE KILOMETERS: -

(VIII) Wagon kilometers are calculated by multiplying the train kilometers for each train
by the load of the train in wagons (excluding break vans).
(IX) These are separated into loaded wagon kilometers and empty wagon kilometers.

IMPORTANT DERIVED UNITS:

(A). TRAIN KILOMETERS PER TRAIN ENGINE HOURS: -

This derived unit gives the speed of the train. The train engine hours are computed from
the actual departure of the train to the arrival and include shunting time enroute.

(B). PERCENTAGE OF SHUNTING KILOMETERS TO TRAIN KILOMETERS: -

(I) Shunting kilometers are a computed figure optioned by converting time spent in
shunting into kilometers at the rate of 12 kms per hour.
(II) Train Kilometerage is the fruitful portion of engine utilization where as shunting is
a necessary but and unproductive work.
(III) At the same time, certain amount of shunting is inherent in railway working.
(IV) To keep control over the amount of shunting, the percentage of shunting kilometers
to train kilometers is watched.

(C) PERCENTAGE OF LIGHT ENGINE KILOMETERS [INCLUDING ASSISTING NOT

REQUIRED] TO TRAIN KILOMETERS: -
(I) This is a figure that keeps control over another unproductive aspect of engine
Kilometerage i.e. light engine Kilometerage. LE kms however inevitable on section with
unbalanced traffic and is also inter linked with the question of engine turned round and
consequent availability of power.
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(II) Thus in order to avoid on engines having to run light, the engine may have to be
detained for load, having repercussions for power availability at the other end.

(D) PERCENTAGE OF TRAIN ENGINE HOURS TO TOTAL ENGINE HOURS: -

Though this is reflected in more composed derived units like Tonne kilometers per
engine hours, it is useful to calculate this figure separately, to give an idea as to the
extent to which the availability of an engine is actually utilized in train hauling.

(E) LOADED WAGON KILOMETERS TO TOTAL WAGON KILOMETERS: -

(I) Only loaded wagon kilometers bring in earring.

(II) On the other hand certain empty haulage is necessary to supply wagons for
cleaning traffic and for meeting inter change obligation.
(III) A watch has there fore to be kept on this figure to guard against wasteful
empty haulage.

(F) ENGINE KILOMETER PER ENGINE DAY (ENGINE UTILISATION): -

I. This figure gives the mobility of the engine, the average Kilometerage given by each
engine on a division or railway.
II. Two figures of engine mobility are calculated. One engine kilometer per day per
engine in use and the other engine kilometer per day per engine on line.
III. Engines in use are those engines, which are used for working traffic either for a
whole or a part of the calendar day.
IV. Engines which are under repairs for a calendar day or spare for a calendar day are
omitted.
V. As engines are among the costliest railway assets, this figure of engine utilization is
one of the most important statistics.
VI. The figure of engine Kms per engine day will depend on engine availability in engine
hours, speed of the train and the length of the engine run.

(G) WAGON KILOMETERS PER WAGON DAY: -[WAGON UTILIZATION]: -

I. As much as engine kilometer per engine day gives the extent of engine utilization
the figure of wagon kilometers per wagon day gives wagon utilization with reference
to the effective movement of a wagon per day.
II. Due to the importance of this figure in operation a detailed mathematical analysis
will be made to ascertain on what different factors this figure depends and how it
changes with a changes in the various parameters.
III. Wagon kms per wagon day will increase with larger loads per train, higher speeds
and with reduced wagon holding.
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(H) NET TONNE KILOMETERS PER WAGON DAY: -

I. Wagon kilometers per wagon day indicate the extent of movement of the wagon but
also the percentage of loaded wagon Kilometerage and the load per wagon.
II. This figure will be influenced by the nature of the commodity loaded, and on a
section where there is coal or one movement the figure of net Tonen kilometer per
wagon day will be higher.

(I) NET TONNE KILOMETER PER ENGINE HOURS: -

I. This shows the quantum of useful work done in relation to the engine hours spent,
which is measure of the expenditure involved in doing the work and is obtained by
dividing the net Tonne kilometer moved by goods trains by the total goods engine
hours.
II. The total engine hours for this purpose include train engine hours, shunting hours
enroute and at starting and terminal station, assisting required, assisting not
required, light and other engine hours excluding all yards shunting engine hours.
III. With more net Tonne kilometers moved and less engine hours spent, the result
obtained will be indicative of operating efficiency.

(J). NET TONEN KMS PER GOODS LOCOMOTIVE DAY: -

I. The result is arrived at by dividing the net tone kms of revenue and Non revenue
earning traffic, departmental trains other them coal by the product of the number
of goods locomotive during the year and the number of days in that year.
II. For the purpose, the goods locomotives would also includes the locos used on
shunting and siding services for goods traffic, wagon turn round.

WAGON TURNS ROUND: -

Definition: - The turn round of a wagon on a system may be defined as the interval
between two successive utilization of the wagon, measured in term of days. Thus if there
are 500 wagons on a system and every day 100 wagons are loaded a wagon utilize every
5days 500/100 in other words the turn round is 5 days. Thus wagon turn round T is shown
mathematically by the following equitation.

T= B_
L+R

T= Wagon turn round.

B = Effective daily average balance.
L = Daily average number of wagon loaded.
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R = Number of loaded wagons received.

35. BUDGET

(1) The railway budget is a statement of annual railway receipts (earnings) and
expenditure weather on capital account on revenue account.
(2) The expenditure incurred on making an asset is booked against capital account and
the expenditure incurred on repair and maintenance of the same is charged against
revenue account.
(3) The annual budget is prepared by the railway board for all railways (zones) and is
submitted to the LOK SABHA in the form of demand for grants. The budget is
generally presented in the month of February each year by the minister for railways
for the next financial year. The financial year is reckoned from 1 st April to March 31.
(4) After the demands for grants are passed by the lok sabha the railway board makes
allotments to the various railway administrations.

BUDGET REVIEW: -

(1) The allotment advised by the board for each railway is again distributed to all the
head of the departments by the FA & CAO in turn HODS will advice the allotments to
the divisions under various grants.
(2) The budget allotment advised is reviewed along with the expenditure incurred on four
occasions during the year as detailed below.

(a) August review: -

1. The Railway administration should review their expenditure in august in order to

see weather any modification is required in the allotments placed at their disposal.
2. The review should be submitted to railway board every year in appropriate form so
as to reach them not later than 15 Th August.
3. During the review the requirement for the year are worked out based on the actual
expenditure incurred for 4 months during the current year. (APR-JULY).
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(b) Revised Estimates and Budget Estimates.

1. This review is made during the month of October / November.

2. During this review the revised estimate for the current year and budget estimates
for the next financial year are sent.
3. Trend of expenditure during the past 6 or 7 months of the currents years are
compared with the previous years expenditure of the same period.
4. Special feature if any during both the years are to be taken into consideration
while drafting the review.
5. Similarly budget estimates for the next financial year are proposed based on the
trend of expenditure of last two years.

(c) First Modification: -

This review is done in the month of January duly taking into consideration the
expenditure actually incurred for the last 9 months i.e. up to end of December and
further 3 months [JAN to MAR] actual assessed for the full year.

(d) Final Modification: -

1. The last review is done for the financial year during the month of march and
estimate submitted not later than 20th march to the railway board
2. Great care should be taken while drafting these estimates.
3. The actual expenditure up to February and one-month expenditure of March are
assessed and review is made.
4. Any excess funds available and not likely to be spent during the financial year
should be surrendered with out allowing it to lapse.
5. Any important change subsequently found necessary should be intimated to the
railway board before 20th march to enable the president to accord sanction
wherever possible so that the railway board may sanction in time before 31 st march
of the year.

APPROPRIATION ACCOUNTS: -

1) Statements showing the reasons for variation between the original grant [Budget
grant] and the final grant and the actual expenditure during the year are called
appropriation accounts.
2) These are of two kinds. Viz. a) Column-I
b) Column-IV
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a) Column-I: -Column-I is a statement showing the reasons for variation between the
original grant [Budget grant] and the Final grant. This is submitted as soon as the final
grant is received for the year.

(b) Column-IV: -This is a statement showing the reasons for variation between final
grant and the actual expenditure for the year being submitted as soon as the accounts
one closed for the financial year and actual expenditure is made available by the
accounts department.

36. AUDIT

Ordinarily the result of statutory audit is communicated through.

1. Specific reports of the more important and serious irregularities discovered in the
course of audit of accounts of departmental offices and station records.
2. Audit notes detailing minor irregularities discovered in the course of audit of
accounts office records.
3. Inspection reports showing the results of audit of the initial records of the
executive offices and stations.

Draft Para: -

1. The draft Para is a Para of the report proposed by the principal director of audit
to be included in railway audit report in connection with a serious irregularities
coming to notice in the course of audit activities.
2. These serious irregularities may be on account of the following.
(a) Those cases of financial irregularities as have not been
rectified to the satisfaction of the audit by the executive.
(b) Cases of loss, write off or nugatory expenditure.
3. The principal director of audit sends the draft paragraphs to the G.M
4. He also sends simultaneously advance copies of the draft paragraphs with
connected correspondence, to the FA & CAO, the head of the department
concerned, ADAI (Railway) and the director [accounts] railway board, to facilitate
prompt action and detailed examination of the points brought out in the draft
paragraph.
5. The G.M should send the reply of the draft paragraph to the principal director of
audit duly approved by the railway board with in 8 weeks, simultaneously endorsing
copies to the ADAI (Railway) and director /accounts (Rly.Bd).
6. The enable the railway board to approve the draft reply prepared by the railway
administration, the G.M should furnish the following additional information to
railway board.

a) A history of the case with copies of relevant correspondence not covered in

the chief auditors letter.
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b) Sentence wise comments on the draft paragraph, specifically verifying

/correcting the facts and figures quoted there in.
c) A chronological summary of the case where there has been unusual delay in
dealing with the subject matter.
d) Disciplinary aspects where individual lapses have been brought to light.
e) Remedial action called for or taken to avoid similar cases in future.

7. Any aspects, which the railway administration may, which, the principal director of
audit to consider before sending the final reply should as far as possible be settled
by personal discussions so that the time limit may not be exceeded.
8. The report C & AG is presented to the parliament generally during budget session
where the PAC takes it up for consideration.
9. The committee obtains personal evidence of senior officers of the railway board in
respect of the various items in the C& A G s report.
10. The results of the deliberations of the PAC are published in the form of reports,
which are laid on the table of the each house of parliament and forward to the
ministry of railways.
11. These reports contain the recommendation of PAC for implementation by the
ministry of railways.

REQUIREMENTS OF GOOD TRACK

GAUGE SHOULD BE UNIFORM, CORRECT.

BOTH RAILS SHOULD BE AT SAME LEVEL ON STRAIGHT TRACK.
PROPER AMOUNT OF SUPER ELEVATION ON CURVES.
SUFFICIENTLY STRONG.
PROPER ALIGNMENT OF CURVES.
EVEN AND UNIFORM GRADIENT.
MINIMUM TRACTIVE RESISTANCE.
UNIFORM DISTRIBUTION OF LOAD ON BOTH RAILS.
SHOULD PROVIDE ADEQUATE ELASTICITY.
SHOULD BE FREE FROM EXCESSIVE
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FUNCTION OF RAILS:

a. To provide a hard strong and smooth surface for movement of trains with the
minimum resistance.

a.