IP COCK (Old WAG-5, WAG-7 & WAP-4 Loco)

L&T COCK IP COCK

Modified WAG-5 & WAM-4 Loco
 Good work done by Loco Pilots during Tri-plate Pneumatic panel of latest series
July to September 2011 WAG-7 & WAP-4 loco
- T. Sarkar, CLI/ASN

On 03.07.11, Loco No. 23427/BRC, Train No. JUC, smoked severely

from SIV near ASN RRI H/S. CLI Sri D.Singh, LP Sri Rajendra Prasad-4 and 1. A-21 - IP Cock
ALP Sri A.K. Banerjee extinguished the fire with the help of available fire
extinguisher and arranging water from nearby tap instantly and saved the loco 2. A-8 - L&T Cock
from a major fire. For the above work showing exemplary dedication the above
staff have been awarded, each ` 1000/- by DRM/ASN. 3. B-16 - RGEB Cock
1 2 3 4 5 6
4. C-17 - RGCP Cock

5. A-32 - VEAD valve

Hon’ble DRM
Cock
Sri J.N.Jha
6. A-21 - MREQ Cock
is presenting
award to

CLI Sri D.Singh,

LP Sri R. Prasad

&
DV Isolating cock
ALP
Sri A.K.Banerjee

in presence of MU-2B Valve

Sr.DEE(OP)/ASN

Sri S.Datta
 Pneumatic panel of WAG-9
(Knorr brake fitted loco)
S . Sharma/CLI/HQ/ASN J N Jha
Divl. Rly. Manager
AIR BRAKE MANIFOLD

E. Rly, Asansol
P/G Cock

PBR -COS
PER -COS FOREWO
FOREWORD
PB -PDS It has been felt for quite some time that all the electrical
running staff of Asansol Division should have a forum for
SIFA-74 sharing their experiences and ideas. TRS Operation Wing of
Asansol Division has already taken a voluminous shape and is
likely to be grown further in the near future with the
electrification of sidings and mainline. The strength of Electric
Loco Pilots, Asstt. Electric Loco Pilots, Shunters and Loco
Inspectors has also increased in the recent past. Though in
AUXILIARY MANIFOLD

other divisions the “Chalak Patra” is in vogue, it was

discontinued in Asansol. Now it is felt that there should be a
Cock-47
platform for cultivation of technical, managerial and safety
related issues. The running staff and Loco Inspectors should
participate in sharing their experiences through this quarterly
periodical. I hope this will facilitate the running staff of TRS
Operation Wing and will also help in focusing on technical and
136 Feed
Valve Cock safety related aspects of train operation.

(J. N. Jha)
 Chalak Patra Chalak Patra

CONTENTS
CONTENT
Disclaimer
This periodical is for the purpose of utilization of technical SL. Page
Subject
NO No
and safety related subject in connection with operation of 1. Good work done by LPs : Inside
Electrical Locomotives and trains. It contains various cover page
2. Bad work done : 1
information gathered from experience or from various draft 3. Counseling (July – Sept) : 2
reporst, all of which are not accepted / circulated by Rly. 4. DO you Know : 3
5. Know your BA testing Machine : 4
Board or zonal head quarter. This, however, limits the 6. Stalling parting and rail burnt : 5
periodical from being referred to for deriving any authority 7. A typical failure & Answer of : 6
Do you know
for any purpose. 8. Trouble Shooting of SIV : 7-8
Sd/- 9. How to know relay status in : 9-10
MPCS & SIV fitted loco
Sr.DEE(OP)/ASN 10 Nomenclature of cocks and : 10
Valves
11. Relevant Extract of instruction : 11-13
Corrigendum of the issue June-2011 regarding working of Double
Decker train
12. Instructions for LP& Guards for : 14-15
Page No. 8, Sl.No. 10 – Position of Lead & Trail cock in train operation in foggy
rear loco to be read as closed. weather
13. 18th Addendum and : 15
Page No. 12, Q.No. 2 – Correct Answer : Q-44 corrigendum
14. Train Parting Causes and : 16-24
Page No. 12, Q.No. 3 – Correct Answer : 6.5 Kg/cm2 precautions.
14 Modified procedure for manual : 25
isolation of bogie of 3 phase
loco
 Chalak Patra Chalak Patra

Bad work done by Loco Pilots during Counseling

July to September 2011
CONTE
SN C/No. & Date Subject
July - 11
(i) On 30.06.11, ELP(G)/UDL took charge of multiple loco no: 1 S/07-07.07.11 Vigilant on train operation during run
23499/23322/WAG-5 of train No: EC/RXL at BWN/PF. The loco No: 2 S/08-07.07.11 Running of CC+6+2 & CC+8+2 wagons in E. R.
23322 was dead due to smoke emission from MVRH but he did not 3 S/09-15.07.11 New wheel burnt rail
inform the same to TLC/ASN and brought the locos in that condition at 4 S/12-15.22.11 Counseling of drivers to avoid overshooting of
ASN. The train ultimately stalled at SLS/Starter signal as single WAG-5 ‘ON’ signals
was unable to haul the train.As a result considerable nos of M/Exp 5 T/03/07.07.11 Strategy of energy conservation
trains lost punctuality. SF-11 was issued to LP. 6 T/04/07.07.11 RS application in case emergency by Asstt.
(ii) On 02.07.11 Sr.ELP(G) while energizing light engine No 23074/WAG-
Loco Pilot.
5/ASN raised the KLK end pantograph (PT-2) without ensuring proper
placement of engine under OHE as a result pantograph got entangle 7 T/05/09.07.11 Instruction regarding VCD in conventional locos
with OHE wire. SF-11 was issued to LP. (Equipped with tap changer)
(iii) On 04.08.11 Sr.ELP(G) worked 63561Up ex-ASN to JSME and August-11
returned from there by 13040 Dn without charge made over and without 1 S/14-08.08.11 Protection of trains, stopped between stations
information to TLC/ASN & PA/JSME or any competent authority. As a 2 S/15-08.08.11 Rules for shunting
result 63158,63157 had to be cancelled due to non-availability of loco 3 S/16-13.08.11 Open door hitting of OHE structure by wagons
pilot. SF-11 was issued to LP. 4 T/06-16.08.11 Procedure for hauling dead loco
(iv) On 14/15.09.2011 ELP (G)/UDL while working Train No: EC/BGB with 5 S/17-20.08.11 Avoiding roll down of LE / Load
Elect Loco No: 23465/WAG-5, and approaching the S/S of STN, DJ September - 11
tripped with dropping of QOA. He failed to trouble shoot the loco 1 S/18-01.09.11 Alertness, Importance of taking proper rest
properly and failed the loco instead of coming to ASN by one block. As
before reporting on duty, Calling each signal
a result train detained for 01 hours 38 minutes alongwith other two
mail/Express trains in rear. This is a bad engineman ship on his part. loudly
SF-11 was issued to LP. 2 S/19-08.09.11 System of working during Total communication
(v) On 26.09.2011 ELP (Goods)/ASN, B/line the loco no: 27793/WAG-7 failure on double and single line section.
attached with another dead loco No: 27147/WAG-7 in rear. He 3 S/20-08.09.11 Duties of ELP & ALP at the time of accident
proceeded ex ASN Shed without coupling BP pipe in between two locos 4 S/21-19.09.11 Use of Mobile phone during train run
and ensuring application and releasing of brakes in dead loco. As a 5 S/22-23.09.11 Precaution to be taken during shunting that no
result abnormality was found by him after passing NMC and train unusual incidence occurs.
stopped at RNG/H/Signal. Loco was checked at UDL and found wheel 6 T/07-01.09.11 Switching ‘off’ the rear loco in case where there
skidding which was occurred due to pushing of front loco by rear loco, is no up gradient, loads or are in standstill
having no brake, at the time of braking in front loco. This is a very bad condition.
engineman ship on part of LP. SF-11 was issued to LP.
7 T/08-27.09.11 Check in full details of MV-5 including train no.
also at the time of taking over the charge of loco

1 2
 Chalak Patra Chalak Patra

Know your BA testing machine

Do you know? (Fuel Cell Sensor type)
Q. 1 why frequent operation of A9 is to be avoided while working single pipe
air brake train?
Basic Scientific Principles
Q. 2. When does the AFL action come in to service?
A fuel cell sensor is an electrochemical device in which the substance of interest,
Q. 3. While working MU, if parting occurs between two locos, how does the in this case alcohol (ethanol), undergoes a chemical oxidation reaction at a
trailing loco come to a stop? catalytic electrode surface (platinum) to generate a quantitative electrical
response. Whenever a molecule is oxidized it loses electrons. During the fuel cell
Q. 4. Whenever HOBA kept in ‘OFF ‘position, what are the circuits to be reaction, the electrons which are lost from the alcohol molecule are transferred to
frequently observed by the driver? the platinum electrode (the fuel cell anode). Form here they flow round the
external circuit to the fuel cell’s counter electrode. This flow of electrons through
Q. 5. While energizing a loco, why is BL to be unlocked first before raising the external circuit constitutes a measurable electric current. The more alcohol
pantograph? molecules that are oxidized the more electrons that are lost to the platinum
surface, so the greater the current flow.
Q. 6. When does the relay Q49 energise ?
Semiconductor
Fuel cell sensor
Q. 7. What is the location of CHBA and its ammeter in static converter fitted sensor
locomotive? • Non alcohol specific • Alcohol specific
• Short working life • Long working life
Q. 8. In MU which lamps indicate the fault of front loco & rear loco? • Sensor saturation • No sensor saturation
• Non-linear response • High accuracy
Q. 9. Which type of fuses in the loco will not have spare ones? • Six monthly calibration • Yearly calibration

Q. 10. What happens if C118 does not open after the loco is energised. Breathalyzer myths
Q. 11. For how much time will the auto sanding continue, after the wheel slip
• There are a number of substances or techniques that can supposedly
stops?
"fool" a breathalyzer (i.e., generate a lower blood alcohol content).
• As per the working principle any substance interference can only cause
Q. 12. How will you drive a loco if BL of rear cab remains unlock in conventional
higher absorption, not lower, the estimated blood alcohol content will be
loco.
overestimated.
• So the myth is NOT TRUE
Q. 13. Working of which equipment is effected by operation of Load/Empty
handle?

Q. 14. Calling ON signal may be provided below any stop signal except ---?

Q. 15. In which condition the driver can switch on head light and flasher light
even when the train is not involved in accident?

3 4
 Chalak Patra Chalak Patra

A typical failure of loco No. 27786/WAG-7/

'टॉलंग, पा2टQ ग एवं रे ल बन; KZJ, train No. 13050 Dn
एस दा
वoमं
मंo
वoअभ

व अभo(
अभ (परचालन)
परचालन) On 03.10.11, after taking the charge of loco at JAJ, LP tripped the loco by
आसनसोल रे ल मंडल म
वत
ु लोको पॉयलट को मालगा"डय# का परचालन BP1DJ and tried to close DJ by BP2DJ/BLRDJ but found ICDJ. He checked all

वभ%न असामा%य परि'थ)तय# म करना पड़ता है । एक लोको पॉयलट को इन the points of ICDJ and tried to close DJ by manual operation as Q-45, Q-44
was also being energised but not succeeded. He failed the loco in time. He
परि'थ)तय# का मकावला
ु अपनी चालन तकनीक तथा अनभव
ु को अपनाते हए
ु
knocked gently surrounding of BP1DJ by some external means and then
)न0न1कार करना चा2हएः- succeeded to close DJ.
1. 7े न का परचालन श9
ु करने से पहले स:डर काय;रत ्, बालु वा?स म सखा
ु बालु Loco worked the train normally afterward. This was a case of mal
होना स)निAत
ु कर तथा य2द संभव हो, तो Bकसी अ)तरC बैग म बालु ले ल । functioning/bad contact of N/C interlock of BP1DJ
7े न का सामा%य श9आती
ु नॉच म मC
ु 9प से चलना या)न 7े न म Dेक वाई"डंग
न होना स)निAत
ु कर ।
Answer of “Do You Know ?”
2. य2द परि'थ)त वश 7े न Dेक लगाना पड़े तो ठहराव से भयाHा%त नहI होना
चा2हए तथा Jबना पण;
ू 7े न Dेक मC
ु होना स)निAत
ु Bकए वगैर नॉच नहI बढ़ाना Ans. 1 It is a bad engine man ship and leads to more energy consumption
चा2हए। नॉच भी धीरे -धीरे बढ़ाना चा2हए। अ%यथा 7े न का
वभाजन/पा2टQग हो Ans. 2. Whenever BP is dropped below 4.4 kg by any reason other than A9
सकता है जो अ)तरC पया;R समय लगाने से खतरनाक है। application or when TSFL is pressed.
3. कभी कभी सगनल चेक होने के कारण भी 7े न कT ग)त )नयंJUत करनी पड़ती
Ans. 3. BP will drop by parting of BP pipe, which will operate synchronizing
braking.
है तथा पनः
ु चढ़ाई के कारण आHमण ग)त को बढ़ाना अ)नवाय; हो जाता है।
Ans. 4. All the LT circuits and battery charging ammeter.
ऐसी अव'था म भी लोको पॉयलट को अनकल
ु ू परि'थ)त का अवलोकन करके Ans 5. To ensure that DJ is in open position through glowing of LSDJ.
हI घीरे -घीरे नॉच बढ़ाना चा2हए। Ans. 6. After taking 1st notch and whenever Q52 de-energizes.
4. य2द
वपरIत परि'थत के कारण Bकसी रले को वेज करके 7े न का परचालन Ans. 7. CHBA is located at the back of inverter panel and its ammeter is
करना पड़ रहा है , तो अYधकतम कर ट कT सीमा का उ[लंधन करके जबरद'ती
provided on inverter panel
Ans. 8. LSOL & LSGRT.
आगे बढ़ने कT गलती नहI करनी चा2हए। अ%यथा च?का Bफसलाव के कारण
Ans. 9. TRIGGER FUSES
रे ल/]ील बन; हो सकता है जो Bक 7े न के ठहराव से ^यादा खतरनाक है ?य#Bक Ans. 10. DJ trips.
7े न ठहराव का समाधान तो एक ब:क पॉयलट दे कर Bकया जा सकता है परं तु रे ल Ans. 11. 4 seconds
बन; होने पर रे ल को ^यादा अथ;, समयव_ता तथा संर`ा कT हा)न उठानी पड़ Ans. 12. Mannual control of GR.
सकती है ।
Ans. 13. Brake rigging.
Ans. 14. Last Stop Signal.
5. गाड़ी को 'टॉलंग से बचाने के लए कभी भी Jबना Dेक परा
ू रलज Bकए नॉच Ans. 15. While going through wrong line.
न ल इससे 7े न प2टQग हो सकती है। इसी तरह य2द Bकसी रले कT वेज अव'था
म गाड़ी चला रहे ह#, तो
वशेष cयान रख Bक dहIल-'लIप न हो। इससे रे ल बन;
हो सकता है। पा2टंग और रे ल बन; रे ल dयव'था के लए 'टॉलंग से भी ^यादा
हा)नकारक है।

5 6
 Chalak Patra ChalakPatra
Chalak Patra

Trouble Shooting of SIV Explanation

Trouble shooting for SIV not picking up
S. Sharma, CLI/HQ/ASN 1) After closing DJ, Inverter electronics Abnormal Sign: After Closing
Generally SIV unit resets all its troubles itself and restarts again. In case (IGBTs) gets battery supply DJ, LSDJ lamp extinguished,
of tripping if LSDJ glows first and then LSCHBA then it means no through…. UA meter needle deviated, no
trouble in SIV. But if LSCHBA glows before glowing of LSDJ then it sound from direct motors ( SIV
a) CCINV 6A fuse.
not working) and LSCHBA
means trouble is in SIV. If SIV: b) N/C I/L of QSVM remains glowing.
SIV Trouble
c) QV60 N/C I/L. Trouble shooting:
Not pick up 2) After closing BLVMT, relay QSVM 1) Check CCINV fuse. If it is
Go on explanation energises in blowers control circuit. melted, replace with a new
3) QSVM N/C I/L opens, Inverter one
External fault Internal fault electronics BA supply is disconnected 2) Keep BLVMT in open
hence SIV stops working. position and check for SIV
(1) External fault lamp will glow. Press reset button and try to energise the
(2) Check fault message display screen. loco and work if found normal. If not 4) QSVM N/O time delay I/L close after working or not. If working,
(3) Put (i) HRAVT on “0” (ii) HVSL 1,2 on succeeded put OFF/ON most or few seconds 2 seconds. close BLVMT and check
“0” (iii) HVSI 1,2 on “0” (iv) HPH on and close DJ if successful work the train for SIV working.
“0”. otherwise ask for assistance 5) Again SIV starts after 2 seconds.
(4) Put OFF HBA for few seconds and 3) Ensure QSVM (Note
then put “ON”. 6) This assures that all auxiliary provided in MPCS+SIV
(5) Close DJ if, contactors are closed with no supply loco) energises after
voltage. So that soft starting is closing BLVMT.
(A) SIV Pick up normally then put ON the
possible.
(B) Not pick up normal and external fault lamp 4) If QSVM relay is not
load normal one by one (As per is glowing continuously then
QOA) If you find trouble with any
Circuit Diagram energized, Check CCA
(i) put ON load normal. (+)
load then isolate it and again put (ii) Press reset button to by pass earth fuse. If CCA is melted
OFF HBA for few seconds and then fault for 45 mts. CCINV 6A renew the same.
close DJ and work the train (iii) Put HSIV on “0” and close DJ. CCA 6A
according to working of auxiliary (iv) During ELD by pass mode ELD by 5) If QSVM is not energized
motor. pass lamp will continuous glow, after closing BLVMT
while it will OFF means 45 means is QSVM QSVM DJ contact with TLC and work
over 2Sec as per his advice.
Warning: 6) If CCINV and QSVM found
HRAVT programme (a) During by pass mode of earth fault system BLVMT
normal, switch OFF
Cab Cab NR never put OFF/ON HBA otherwise 15 mts.
Position will be penalized for every operation of it. QV60 QV60 battery and wait for three
heater fan 1&2 minutes and try to
(b) Inform TLC/CNL about earth fault by pass
0 X X X so that he can plan the movement energise again.
1 √ √ √ accordingly. (-)
INVERTER QSVM 2” 7) If unsuccessful keep
2 X √ √ (c) Observe sharply the HT compartment
3 X X √ during ELD by pass mode HOBA in OFF and try.

7 8
 Chalak Patra Chalak Patra
How to know the relay status (energise / de-energise) 4. MTDJ – [0/OFF] – Check relay targets, press BLRDJ, increase RS pressure.
in Static converter & Microprocessor loco?
5. EFDJ – [0/OFF] – Press BLRDJ, then check and clean QCON(N/C) & Q-45 N/O
- K.R.Kachhap, CLI/ASN interlocks.
Please press Modifications of switch position in STC & MPCS fitted loco
MENU

Please press Enter i] HAD - Position 1 – Normal

Position 0 – Air drier by pass
Process Information ii] HVCD - Position 1 – Normal
Please press Enter
Position 0 – VCD by pass
Input / Output Display iii] QVCD - Energised – VCD active
De-energised – VCD by pass.
Please press Enter iv] VCD/MCB - ‘ON’ – Normal
‘Trip’ – VCD by pass
Eliminated relay status v] LSC-145 - Yellow lamp glowing – Don not wedge Q-50
(ensure CTF-1,2,3 – TR side, J-1 & J-2 properly set
in desired direction and C-145 open – then Q-50
Now relay status (e.g. Q-118)as per company made of MPCS can be wedged)
will be shown as:
Nomenclature of cock and valve in conventional loco
Stesalit made - Q-118 – ON (Means Q-118 is energized)
- Q-118 – OFF (Means Q-118 is de-energized)
- N.P.Singh, CLI/ASN
Medha made - Q-118 – ‘1’ (Means Q-118 is energized)
- Q-118 – ‘0’ (Means Q-118 is de-energized) A8 = L&T Cock A30 = 2 Ltrs. Reservoir
A15 = IP Magnet Valve Cock A31 = Addl. C2 Relay Valve
UP A19 = Emergency Application A33 = Double Check Valve
Note : To get further status of relay, press cursor UP & DN DN
Valve.
Follow TSD as per driver monitor screen relay status. As for example trouble A20 = Magnet Valve N/C 110v A42 = Air Flow Measuring
shooting of ICDJ can be done as follows. DC Valve
ICDJ - Check status of Q-118, Q-44, Q-45, EFDJ/MTDJ A21 = Cock of A-19 A51 = RGAF
A24 = DV C3W A61 = MU2B
1. Q-118 – [0/OFF] – check C-105, 106, 107 are open. Q-46 – [0/OFF], GR-
A24A = DV Isolating Cock A62 = F1 Selector Valve
‘0’, BA Volt.
A24B = CR of DV A63 = Reducing Valve
2. Q-45 – [0/OFF] – (When BLRDJ press, change position of ZPT & A25 = Feed Valve A64 = R6 Relay Valve
GR: 0-10 & 10-0 A26 = SWC B8 = 3 Ltrs. Reservoir
A28 = D1 Pilot Valve B15 = RGEB
3. Q-44 – [0/OFF] – (When BLRDJ press, check – Q-45 : 1/ON, Q-118 : A29 = C2 Relay Valve B16 = 3/8” RGEB Cock
1/ON, Q-30 : 1/ON, GR-0, Manually operate – GR:
0-10 & 10-0.
9 10
 Chalak Patra Chalak Patra

Relevant Extract of working instruction UP Rajdhani Line DN Rajdhani Line

of train No.12383/12384 Location PF Location PF
Howrah-Dhanbad Express Station Line Station Line
(KM) No. (KM) No.
by AC-BG-EOG Double Decker chair car coaches. HWH 0.00 8,9,13 HWH YD KAO 246.10 2 DN GC
BLY 08.60 5 UP HBC ASN 212.12 5 DN-7
SKG 95.20 1 UP HBC RNG 193.93 3 DN-1
1. Train No. : 12383/12384 Howrah-Dhanbad Express(5 days GLI 129.71 2 UP-1 BWN 106.73 5 DN HBC
in a week) ASN 212.12 4 UP-1 BEQ 06.57 4 DN HBC
2. Timings :
STN 221.05 1 UP GC LLH 04.68 4 DN HBC
12383 12384
BRR 229.40 1 UP GC HWH 0.00 8,9,13 HWH YD
Arrival Departure Station Arrival Departure
KMME 231.92 1 UP GC
--- 15 20 Howrah 09 15 ---
16 37 16 39 Barddhaman 07 45 07 47 6. In exigency, in case the train is required to run on any line other than
P 16 58 Khana P 07 32 specified vide Item No.4 – a generic special restriction of 15 kmph will be
17 33 17 35 Durgapur 06 45 06 47 applicable while passing through any platform line.
18 18 18 20 Asansol 06 08 06 10 Maximum Permissible speed will however remain 110 kmph subject to
18 46 18 47 Barakar 05 41 05 42 observance of maximum permissible sectional speed whichever is less.
18 52 18 53 Kumardhubi 05 36 05 37
P 19 27 Pradhankhunta P 05 12 7. Contents of item 4 and 5 above should be thoroughly explained to the
19 40 -- Dhanbad -- 05 00 working Loco pilot, Assistant Loco Pilot and Guard and an written
assurance to the effect of their understanding should be taken while
3. Days of : Ex. Howrah – SUN, MON, TUE, THU & FRI. signing on duty for each journey.
Run Ex. Dhanbad - MON, TUE, WED, FRI & SAT
4. Route : The train will run only on Rajdhani Lines i.e. In the event any change (planned or emergent) of crew/Guard is required
In UP Direction train will run via:- for this service en-route, similar action should invariably be taken.
i) HWN-BWN - UP HBC
ii) BWN-STN - UP Line-1. 8. Necessary Indication, Caution and Termination Boards for Double
iii) STN-DHN - UP GC. Decker Train will be conspicuously erected at site of these special
In DN Direction train will run via:- restrictions. Such Boards will be specific for Double Decker trains and
i) DHN-STN - DN GC clearly distinguishable from those for other trains.
ii) STN-BWN - DN Line-1
iii) BWN-SKG - DN HBC However, it will be the duty of the Guard to communicate clearance of
iv) SKG-DKAE - Reversible Speed Restricted Zone to Loco Pilot through Walkie-Talkie set.
v) DKAE-HWH - DN HBC
5. Minimum Permissible Speed: 110 Kmph. Apart from all permanent
and temporary speed restrictions now in force or which are likely to be
imposed from time to time, the train will observe special speed
restriction of 15 Kmph over platform limits at following stations with
Platform Lines:-

11 12
 Chalak Patra Chalak Patra

Instructions for LPs and Guards for train operation

9. The coaches are provided with air springs. In case of deflation of air
springs of the coaches, speed of the train required to be restricted to 60
during fogy weather issued by COM/ER
Kmph.
Failure indication cum brake application (FIBA) system for compliance
(A) Precautions by Loco Pilot/Guard
of above will be commissioned. Till commissioning of FIBA, the train
(i) During fog Loco Pilot, as per his judgement, shall run at a speed
shall be escorted by competent Section Engineer (C&W) who will
at which he can control the train so as to be prepared to stop
communicate with Loco Pilot in case of failure.
short of any obstruction; this speed shall in any case not be
10 A counseling drive should be undertaken to sensitize all station staff at
more than 60 kmph.
station en-route and Section Controllers regarding feature and
(ii) In Absolute Block System the speed should not exceed 60
restrictions related to Double Decker train. Assurance of all Station
kmph. as detailed ay item (i) above.
Masters & Section Controllers should be taken and kept on record. The
(iii) In Automatic Block Territory the speed will be subject to the
instructions should be conspicuously displayed at Control Boards and
judgement of the Loco Pilot as mentioned in item (i) above and
Panel.
shall not exceed as under:-
(a) After passing Automatic Stop signal at ‘Green’, the speed
Special Speed/Caution Boards only for DD Trains should not exceed 60 kmph.
(b) After passing an Automatic Stop signal at ‘Double Yellow’,
the speed should not exceed 30 kmph.
(iv) After passing an Automatic Stop signal at ‘Yellow’, the Loco Pilot
to run at a further restricted speed so as to be prepared to stop
T at the next Stop signal.
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P As per SR 9.02 (vi)
During dense fog, after passing an Automatic Stop Signal at ‘ON’ (Red), the
FOR DD TRAINS Loco Pilot/Motorman of the train hauled by any locomotive including EMU train
FOR DD TRAINS
shall, while moving at a speed not exceeding 08 kmph. should ensure that he
maintains a reasonable distance at which he is able to observe the flashing tail
lamp of the train ahead or the obstruction.

(B) Common Precaution by Loco Pilot / Guard / Station Master

As per SR 3.61 (d)

(i) In foggy or tempestuous weather or in dust storm or heavy rains

when station signal cannot be seen, the Station Master on duty shall
personally ensure that the station signals are lit and then send two
trained men to act as fog signalmen, one in either direction to the fog
signal posts, which are erected at all stations [270 meters] outside the
first Stop signal.
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(ii) The placement of detonators is not necessary in the following
circumstances:-
(a) Where adequate pre-warning is provided i.e. at stations where
double Distant signals are provided.
(b) Where maximum speed allowed in the station section is upto
15 kmph. even at station where pre-warning signal is not
available, but a Warning Board exists.
(c) Where speed of the section is less than 50 kmph. (but more
than 15 kmph.) and the first signal of a station is not a Stop
signal.
EASTERN RAILWAY
NO. TG.202/CS/G&SR/Pt.XI Kolkata, September 20, 2011
18th Addendum and Corrigendum to the General and Subsidiary Rules Book
(Revised and Reprint 2003)
1. Delete the existing SR 3.40 (III) and insert the following in its place –
SR 3.40(iii) : At the time of crossing at a station on Single Line Section,
where simultaneous reception facility is not provided, the train
intended to be received first, shall be received on loop line
directly by taking ‘Off’ First Stop Signal after fulfilling relevant
conditions. Till such time the train stops completely at Starter or
upto the place at which the train is required to come to stop, the
reception signal/s for a train coming from opposite direction shall
be kept at ‘On’. Thereafter, the train from the opposite direction
shall be received on main line”.
Sd/-
(Rakesh Saksena)
Chief Operations Manager
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Train Parting
Train parting may be defined as the division of a train into different segments
either due to opening or breakage of coupler (CBC or TC) of two wagons or
coaches. This may happen at the time of starting of train or en route while train
is in motion. As per Accident Manual Train Parting is under head of Class-‘H’-
Failure of engines rolling stock, engine failure and time failure type of
accident as follows-
H-4- Parting of train carrying passengers between stations or while running
through a station.
H-5 - Parting of train not carrying passengers between stations or while
running through a station.
H-6- Parting of train carrying passengers while starting from or stopping at
a station.
H-7- Parting of train not carrying passangers while starting from or
stopping at a station.
Note – train parting under the classification of H-4 & H-5 should be treated as
indicative train accident and included in statement A&B of train accident.
Centre Buffer Couplers
♦ Indian Railways used AAR type Centre Buffer Couplers having "E" type
head and "F" type shank for Freight stock on Broad Gauge system.
♦ The draft capacity of the AAR coupler depends on the strength of
knuckle, which is weakest link of the assembly. The yield strength of
knuckle of material AAR-201G & Grade "E" is 132 ton and 180 ton
respectively.
♦ The draft load transmitted through the knuckle, hub, pin-pulling lug,
Coupler, yoke pin & draft gear.
♦ The Buffing forces are taken by the draft gear through the knuckle pin,
Coupler, yoke pin takes the Buffing forces etc.
♦ Buffing forces and tensile forces are transmitted to under frame gradually
through back stoppers and striker casting.
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Types of coupler forces:
Brief description of CBC Component 1. Draft Force: - It is the force on coupler required for pulling other attached
Coupler / wagon. Pulling of attached wagon starts only
The usual location of breakage of the components are marked as after complete extension of the couplers attached
A,B,C together

Sketches of various components of CBC are shown as:

Draft-force & knuckle-slack on coupler

COUPLER BODY WITH SHANK (Draw-Gear) in run-out

2. Buff Force: - It is the force on coupler required for pushing other

attached Coupler / wagon. Pushing of other wagon starts
only after complete compression of couplers attached
together.

Toggle with
lock lifter

Buff-Force on coupler during run-in

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Definition of some terms:
1. Draw Gear: The actual coupling between loco & wagon or between
wagons.
2. Draft Gear: The impact absorbing apparatus, whereby the draw-gear is
attached to a its loco or wagon.
3. Slack :- It is the free play provided in draw-gear and in some draft-gear.
It is required for movement around curves & grades
4. Free Slack or loose slack: - It is the clearance within the draw-gear,
which can run-in or run-out, without compressing / stretching the draft-
gear. Its value is upto 1 inch for a wagon.
5. Spring Slack: It is the additional longitudinal movement that can occur
after “free slack” movement is finished, and when draft-gear is
compressed or rebounds directing all slack in opposite direction. Its
value is up to 5 inches, when draft-gear is fully pressed. Total slack for
40 vehicles is about 20 feet.
6. Run-In: It is the rapid change of the train’s coupler-slack to buff
(compressed). It may happen when rear section of a train traveling at
faster speed bumps against the front portion of the train traveling at
slower speed, due to sudden braking.
7. Run-Out: It is the rapid change of a train’s coupler-slack to draft
(stretched). It may happen when rear section of a train traveling at
slower speed stretches against the front portion of the train traveling at
faster speed, due to sudden acceleration.
8. Slack Action: It is the movement of one part of a coupled train at a
speed different from another part of the train, causing run-in or run-out.
Impact Force due to bump on couplers varies as square of the
difference of these speeds. Such repeated impacts cause wear and
fatigue and finally coupler-breakage.
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Causes of Train Parting:
1 Driving Strategies:
One of the key factors in limiting longitudinal coupler forces is the ability
to control the slack action within the train. Relatively low forces will
result if the coupler slack is taken-up one wagon at a time; however it is
not possible with longer trains on undulating gradients. It is important to
prevent the relative movement of large groups of wagons that behave
as single mass. High impact forces result when two blocks of bunched
(or stretched) wagons separated by a number of stretched (or bunched)
wagons move together (or apart) due to differences in speed along the
train. When all slack between the two separate blocks of wagons is
used up, the resultant run-in (or run out) can easily cause longitudinal
coupler forces in excess of the permissible limit. Maximum chances of
train parting arise while negotiating undulating graded section.
Following precautions may help in avoiding excessive
coupler-forces & parting:
(i) Know the gradient of your section as best as you can
(ii) Try to maintain constant speed by MP manipulation and coasting
by utilizing gradient rather than brakes.
(iii) Reduce power slightly just before approaching top of the hump,
to avoid subsequent excess speed and use of severe braking.
(iv) Similarly increase power slightly just before approaching dip.
2 Train Brake application:
The application and release of train brakes has been found to be a key
factor in many of the recorded train partings and knuckle failures. A
train brake application usually results in compressive coupler forces.
However, much of the severity of the resultant run-in depends on the
force and slack distribution within the train prior to the brake application.
The wagons may or may not be uniformly loaded, so wagons may
brake differently to each other accordingly. A good train handling
practice for freight trains usually consists of keeping the consist
locomotives
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practice for freight trains usually consists of keeping the consist
stretched. This is achieved by keeping the consist in power while a 5. Indications during Train Parting on Air Stock Train:
brake application is made and by bleeding the air off the locomotives
brakes before they apply. It is not possible to do this with the use of LP will get following indications:-
dynamic brake, which presents its own train handling challenges. The (i) MR and BP pressure will drop suddenly,
use of dynamic brake can result in a severe slack action, when applied; (ii) Sudden jerk will be experienced,
run-in is highly possible if brought-in at an inappropriate time (with (iii) AFI will shoot up
respect to track geometry and train speed) and if released at an (iv) LSAF will glow
inappropriate time, can result in a run-out. Both can potentially snap (v) GR will return to “0”and it will not progress further.
train draw-gear, causing the train-parting. (vi) AFL will glow
(vii) Experience reduced load on locomotive
(viii) Get information while look back the load in curve.
3 Coupler Maintenance: (ix) The guard can also use a flag or lamp signal (green, waved
strongly up and down) to attempt to indicate to the engine crew
It is observed from majority of C&M’s investigation reports of broken
that train has parted.
couplers that, the failure is often due to poor tensile strength (UTS) of
(x) If the train is being banked, the banker begins the train to a
coupler, caused by :-
halt on seeing the guard’s signal to attract the attention of the
1. Excessive & uneven wear on knuckle and plates.
crew in front.
2. Improper heat treatment of knuckle.
3. Casting Defects & Blow Holes. 6. Guide lines to driver to reduce partings (ASN/ER
4. Improper material composition. W.t.t page-XIV)
5. Fatigue or old cracks. (Based on The technical recommendation of RDSO, the following
Instructions to be followed by the drivers to reduce the Train Partings)
The CBC coupler is designed to withstand 295 T of UTS, whereas the
maximum force found to be exerted on coupling due to worst driving of For Air Brake
full load on a heavily graded section, as simulated on AC Loco 1. Before starting air brake trains, push back the load a little in
Simulator at Bhusaval, is only 190T, which can not cause parting, order to ensure that the full load length is free from brake
unless an old flaw in knuckle is existing. binding. The practice, depending on the circumstances, may also
be adopted while starting from loops at intermediate stations.
Care is required to be taken to of the spring point/fouling marks
4 Reasons of train-parting, due to uncoupling etc. : in the rear.
2. Emergency brake application should not be resorted to , to the
• Lock not properly engaged extent possible. If ,however, emergency brakes have been
• Ineffective anti-creep device applied release time of four to six minutes is to be given by the
• Uncoupling lever dropping on the run drivers after taking following steps-
• Unauthorized tampering with uncoupling lever (a) In case of diesel locomotives raising, the engine speed to
• Uncoupling due to vertical slipping out of knuckle 8th notch level while keeping locomotives stationary
(normally called fast pumping).
(b) In case of electric locomotives, switching on of all the
three compressors

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Do’s & Don’ts to avoid train parting

3. Brake release time for various types of brake application in case
of 58 Box-‘N’ trains are as under Do’s
1. Work the train with a free and relaxed mind.
Last Wagon Full Partial 2. Attach the train engine with a little bump on to the formation.
Emergency
Release After Service application 3. Ensure proper locking of 'CBC' knuckles by push back and pull ahead
the formation for half - a wagon length.
Release time
4-6 2-3 1-2 4. Ensure proper starting of train without jerks, smoothly.
in minutes
5. Maintain unit changeover speed smoothly.
Drivers are to wait for as mentioned timing to ensure complete brake 6. Maintain uniform speed, where the formation negotiates over Ups &
release. Downs.
7. Ensure proper locking of 'CBC' knuckles, tampered with if any, before re-
For Vacuum Brake starting a train stopped at level crossings etc. push back the formation a
(i) In case of vacuum brake trains, drivers should not re-start little bit with a small jerk.
the train without ensuring full vacuum in the train pipe 8. While re-starting a train stopped on up gradients, releasing of brakes and
system. opening of throttles should be done simultaneously, to avoid rolling back.
(ii) Driver should notch up the engine gradually without jerk and 9. Know the phenomenon of " Run-In's " and " Run-Out's " for lengthy trains,
if the load pulls heavy, back the load there by compressing make the run-out very smoothly.
the buffers after which gradual notching up will become
easier. 10. Feel your train, master the engineman ship.
(iii) The diesel drivers should not switch off PCS. This is an 11. Aware for the caution spot, and control your train well in advance.
important device which cuts off the power of the diesel 12. Ensure synchronize working, if banker engine is provided.
engine in case the load is pulling heavy. 13. Control your train in case of wheel slip, by reducing the speed.
14. Proceed with the front portion and stop after ensuring that the rear portion
has come to a stop, to avoid collision of the rear portion .

Don’ts
1. Open and close throttle/notch frequently.
2. Put the train into traction mode suddenly, after brake application
sufficient time should be given for brake release.
3. Start and stop the train sudden, and also avoid sudden brake
application.
4. Apply brake suddenly from the rear brake van, apply it gradually.

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Modified Procedure for manual isolation of bogie without

switching ‘OFF’ the electronics in three phase locos
Ref: RDSO’s letter no. EL/3.1.35/2 Electrical dt 10.06.2011

A. If the loco is running:

(i) Bring the throttle to ‘0’ position.

(ii) Open the VCB. Loco will come in Node No.550.
(iii) Select the desired bogie by using configuration switch 154.
(iv) Bogie will be isolated after 10 seconds.

B. If the loco is stand still.

(i) Bring the throttle to ‘0’ position. Loco will come in Node No.590.
(ii) Select the desired bogie by using configuration switch 154.
(iii) Bogie will be isolated after 10 sec.

All CLIs, LPs & LP(Sht.)s & ALPs are requested to share their
experience by contributing article in Hindi / English & send to
Sri A.K.Biswas, LP(G)/Tech Sec. of Sr.DEE(OP)/ASN.

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