Indian Railways Operating Manual PDF

OPERATING MANUAL FOR INDIAN RAILWAYS GOVERNMENT OF INDIA MINISTRY OF RAILWAYS (RAILWAY BOARD)  INDEX S.No. Chapters Page No. 1 Working of Stations...

OPERATING MANUAL FOR INDIAN RAILWAYS GOVERNMENT OF INDIA MINISTRY OF RAILWAYS (RAILWAY BOARD)  INDEX S.No. Chapters Page No. 1 Working of Stations 1-12 2 Working of Trains 13-14 3 Marshalling 15-18 4 Freight Operation 19-27 5 Preferential Schedule & Rationalization Order 28 6 Movement of ODC and Other Bulky Consignment 29-32 7 Control Organisation 33-44 8 Command, Control & Coordination of Emergency Rescue Operations on the open line 45-54 9 Marshalling Yards and Freight Terminals 55-67 10 Container Train Operation 68-72 11 Customer Interface and Role of Commercial Staff 73-77 12 Inspections 78-83 13 Interlocking 84-92 14 Station Working Rules and Temporary Working Order 93-102 15 Non-Interlocked Working of Station 103-114 16 Operating Statistics 115-121 17 FOIS 122-146 I.C.M.S - Module in ICMS - System - Data Feeding 147-148 - - MIS Reports 18 C.O.A 149 19 ACD 150 20 Derailment Investigation 151-158 21 Concept of Electric Traction 159-164 Crew link, loco link & power plant 165-166 Electric Loco maintenance schedule Diesel Loco maintenance schedule 167-169 Features of Electric Locomotives Brake power certificate 170 Various machines used for track maintenance 171  WORKING OF STATIONS (Back to Index) Railway Stations, world wide, are located in prime city centres, as railways were started at a time when expansion of cities was yet to start. Railway station continues to be the focal point of central business district in all cities in the world. All description of rail business is transacted at the station, passengers start journey or complete it, outward parcels are booked and inward parcel consignments received and kept ready for delivery. At stations having attached goods shed, outward and inward freight cargo is handled there. In their historic evolution, the stations now have catering establishments, resting facilities in retiring rooms or a budget hotel. A world-class station may look or in fact be more like a mall with shops and catering establishments with attendant information, ticketing and reservation counters. Station Master is in overall charge of the station and includes Station Superintendent/ Station Manager. Duty List of Staff The duties to be performed by different categories of staff in connection with movement of trains are detailed below. These duties must be read in conjunction with the Station Working Rules of the station, General & Subsidiary Rule Book, Chapter II of Operating Manual dealing with “Working of Stations” and Block working Manual as amended from time to time. I. Responsibility of Station Master (supervisory)/Station Manager i. Station Master is responsible for the efficient discharge of duties by different members of staff at his Station. (General Rules 5.01) ii. Ensuring that the general working of the Station is being carried out in strict accordance with the current rules, procedures and instructions. iii. Providing prompt and courteous service with utmost safety and security of passengers and employees. iv. Availability, helpfulness and good conduct of station porters v. He shall be responsible for general up-keep of the station. vi. He shall be responsible for keeping the safety and operating literature including circulars, pamphlets, gazette etc. up to date and these must be explained to the staff working under him and got noted by them. vii. He shall be responsible for maintaining Accident register and Accident charts and keeping these up to date. viii. He shall maintain figures in respect of the stock and get them relayed to the control in time. ix. He shall investigate all public complaints and send the extracts of the complaint with explanation of the staff and his own remarks to Divisional Office in time. In case of complaints concerning the other department, intimation may be given to the subordinate In-Charge of that department immediately so that action may be taken to avoid recurrence. x. He shall promptly attend all accidents, assume charge of the site to and assist in relief measures ensuring prompt evacuation of injured & stranded passengers. He shall take note of all the information available and protect the clues/evidence, which may be helpful in the enquiry. He shall intimate the control office at regular interval for current information and ask for the required assistance i.e., Relief Train, Medical van etc. He shall investigate yard accidents, obtain statements of the staff responsible and submit his report with conclusions and joint note to the Divisional office. xi. He shall ensure that fire fighting equipments at the station such as fire extinguisher, fire buckets etc. are in fine fettle and ready for use. xii. The Station Master should regularly test and record in the charge book, the working of Points, Signals and Track Circuit to ensure that: The Signals are back to ‘ON’ position when the relevant slide/button/ lever is put back or intended train movement has been completed. it is not possible to take ‘OFF’ conflicting signals at the same time. Signals are not taken ‘OFF’ until all points are correctly set and facing points locked. Any other manner of testing prescribed by the Authorised Officer.  Panel testing: Normal/Abnormal by Station Master. At stations provided with continuous track circuits or at stations having solid state interlocking the method of testing shall be prescribed jointly by Signalling and Operating Branch which shall be described in the Station Working Rules to be followed by station masters. xiii. He must ensure that burners and wicks of the hand signal lamps are daily cleaned, trimmed and oiled properly. xiv. He must ensure that the essential Safety equipments at his station are the same, complete and, if there is any deficiency should be made good without delay. xv. He shall conduct night and surprise inspections to check the alertness of staff and working of signals, and points and visibility of the signals. xvi. The Station Master in charge at a station shall inspect his station daily with a view to ensure efficient working of- All public facilities including, fans, lights, lifts, escalators, All equipments being in efficient working order. Deficiencies must be promptly rectified or recorded in Petty Repairs Book Safe and efficient working of trains Cabins, Assistant Station Manager’s office, yards, goods sheds and level crossing gates under his charge. Reservation Enquiry, Public Address system, Public Information Display System, booking offices, Ticket Checking, catering and vending stalls etc. Drinking Water availability. xvii. He shall see that train signal register, station Diary, Inspection Note Book, reference books and other station record is property maintained and preserved for a minimum period as prescribed later in this chapter. xviii. At the bigger stations Health Inspector is incharge of sanitation the Station Manager shall conduct daily inspections and bring out deficiencies. He shall conduct daily inspections of waiting rooms, bath rooms, lavatories, refreshment rooms and catering trollies, platforms, tracks and other station premises from sanitation point of view and ensure that arrangements in this regard are adequate and effective. Availability of safe drinking water to passengers & employees is joint responsibility of JE/SE (works) and health department he should check that same is available. xix. He shall ensure that sufficient stock is available for the requirement of the day. He shall keep in touch with the running of trains so that, in case of late running of connecting train, scratch rake can be turned out, if necessary. He shall also keep a check - on reserved stock available/allotted to his station. xx. He shall take personal interest in arranging quick clearance of reserved carriages of troops, public, prisoners, treasuries etc. xxi. Whenever special trains are arranged to run from his station, he shall ensure that stock for the same is secured and certified placed on the proper line in time. xxii. He shall fix up responsibility in case of detention to trains outside or at the station and submit full report to DRM office. xxiii. He shall be responsible to ensure that all the operating staff working under him are relieved in time for their periodical NVT/ Competency/ Safety camp and special competency programmes. No one, overdue NVT/Competency shall be allowed to perform his normal duties. II. Deputy Station Master (Outdoor) i) The Deputy Station Manager shall be responsible for general up-keep and proper working of the station as under- ii) He shall maintain safety literature, rule books, safety record. He shall counsel staff regarding rules and safety- systems iii) He shall deal with public complaints and counsel commercial staff for courteous behaviour.  iv) He shall ensure right time placement and removal of terminating/originating trains and keep records in this regard and also keep a watch on Shunting operations. v) He shall inspect gate, panel, station, regularly during his shift. vi) He shall maintain close contact and co-ordination with Panel ASM and Log ASM for smooth running of trains and for better planning of operational work and will assist in case of any abnormal working. vii) He shall promptly attend to any incident or accident and assist in relief measures during his duty. He shall collect all information and inform the Control office for required assistance, i.e., Relief Train, Medical Van etc. He shall also inform the local civil authorities as required and safe guard the clues or evidences which may be helpful in enquiry. viii) In case of abnormal working, he shall be responsible for manual operation (Hand Cranking) of Points and piloting of trains. ix) He shall ensure that all coaching trains scheduled to stop at the station, start within their allowed time. x) Whenever Special trains are arranged to run from his station, during his duty, he shall ensure that stock for the same is secured and placed on the proper line in time. xi) He shall keep close supervision on sanitation. He shall inspect the platforms, waiting halls, waiting rooms & the track and see that the same are cleaned properly by the sanitary staff. xii) He shall keep close watch on passenger amenities provided at station and their up keep. xiii) He shall look after any other work assigned to him by Station Manager, from time to time. xiv) In case of emergency he shall also perform duty on Panel/Log. xv) All instructions received from superiors shall be recorded in an Order Book. Senior officers should confirm these through a control order to avoid ambiguity. All such instructions shall be implemented, provided these do not violate safety rules & procedures. xvi) He will perform all the duties of SS in his absence. III. Log ASM/Block ASM i) He shall handle the block instrument himself when on duty and shall not permit any unauthorized person to manipulate or handle the block panel/block instrument & block telephone. ii) He shall keep the Station Manager’s control keys block instruments in his personal custody whenever, he is required to leave his office even for a short duration. iii) He shall maintain TSR and other connected record/documents in good shape and ensure that all entries are completed and are upto date. iv) He shall attend the control and give arrival departure of trains promptly and shall carry out instructions given by superiors provided these do not violate safety rules & procedures. v) He shall inform the ESM/MSM through a written message, any failure of block working etc. and invariably enter these failures in signal failure register. vi) In case of any accident, he shall inform promptly the section control Station Manager/Station Master/ Dy. SM immediately. He shall give all the information available with him in regard to the nature, places, cause and assistance etc. in respect of the accident. vii) He shall communicate reasons for late start of out going trains and late arrival of incoming trains to control. viii) He shall come on duty after taking complete rest and shall not perform his duty under the influence of liquor, drugs, or intoxicants. ix) He shall keep his reference books upto date, posted with latest correction slips and shall keep himself fully conversant with the extant rules. He shall keep his books readily available for inspection when asked to do so.  x) He shall not absent himself from duty without prior permission of his superiors. He shall not leave his duty unless properly relieved by his relief and shall not exchange his duty without prior permission from his superiors. xi) He shall not consider himself relieved of duty unless he has completed transactions of trains for which he has given/obtained line clear till the complete arrival of such trains. xii) He shall always obey the lawful orders of his superiors so long as they do not contravene any of the extant rules in force. xiii) In case of any abnormal working, he shall also perform the duties assigned to Panel ASM. xiv) He shall advise the descriptions of the train to which he had granted line clear or obtained line clear to panel ASM. IV. Panel ASM i) When on duty or when called upon to do so, in case of emergency, he shall be responsible for obtaining and granting line clear to trains or for shunting movements as per SWR & GR. ii) He shall handle the control panel himself when on duty and shall not permit any unauthorized person to manipulate panel. iii) He shall keep the SM’s control keys of control panel in his personal custody whenever, he is required to leave his office even for a short duration. iv) While coming on duty, he shall ensure that all points and signals are in good working order and all the registers, records, pertaining to train passage are completed in all respect before taking over the charge. v) He shall personally ensure that conditions for taking ‘off’ the reception signals are fulfilled and the clearance of line is verified as per SWRs before actually pressing the relevant button for taking off the signals. vi) He shall ensure from indications available in the panel that the signals are burning 'brightly and are giving correct indications. vii) He shall maintain complete and up to date record of the Engg. Restrictions. He shall be responsible for bringing forward the caution order register every Monday and displaying the restrictions on notice board as well. viii) He shall be responsible for ensuring delivery of proper caution orders to all trains. ix) He shall ensure that all Shunting operations are carried out as per extant orders and GR 5.19 and SRs thereof. x) He shall inform the ESM/MSM in writing or through a written message, any failure of track/signals/ points/keys or panels etc. and shall invariably enter these failures in signal failure register. xi) He shall allow shunting in between the arrival/departure of trains or during slack period as frequently as possible to the maximum extent. xii) He shall come on duty after taking complete rest and shall not perform his duty under the influence of drugs, or intoxicants. xiii) He shall keep his reference books upto date, posted with latest correction slips and shall keep himself fully conversant with the extant rules. He shall keep his books, readily available for inspection when asked to do so. xiv) He shall not absent himself from duty without prior permission of his superiors. He shall not leave his duty unless properly relieved by his relief and shall not exchange his duty without prior permission from his superiors. xv) He shall not consider himself relieved of duty unless he has completed transactions of trains for which he has given/obtained line clear till the complete arrival of such trains. xvi) He shall always obey the lawful orders of his superiors so long as they do not contravene any of the extant rules in force. xvii) He shall ensure that proper indications of points, signals, track, circuits, crank handle, level crossing gate etc., are displayed at their proper places.  xviii) He shall be responsible for issuing required papers to trains entering/leaving the yard under the instructions of log ASM. xix) He shall issue shunting order for shunting operations as per extant rules. xx) He shall keep a watch on the working of shunting staff. xxi) He shall ensure clearance of running lines in case of failure of their track circuits. xxii) He shall maintain log book regarding train and shunting movement. xxiii) He shall be responsible for giving complete arrival of all trains to log ASM supported by a private No. xxiv) In case of abnormal working he shall be responsible for cranking pad locking of points and piloting of trains in absence of Deputy Station Manager/out door. V. Pointsman/Shuntman i) He shall obey all lawful orders of the ASM on duty or official in-charge supervising the shunting during the course of shunting operations including coupling or uncoupling of vehicles of wagons. Fixing rubber washers, closing wagon doors, displaying hand signals etc. ii) He shall exhibit danger signal to the official supervising the shunting should the crossing be fouled during the shunting operation. iii) He shall pilot the trains in case of abnormal working and when ordered by the SM on duty. iv) He shall be in proper neat and clean uniform while on duty. v) He shall come on duty after taking complete rest and shall not perform duty under the influence of liquor, drugs, or intoxicants. vi) Neither shall he absent himself from duty nor shall he exchange his duty without prior permission of his superiors. vii) He shall not leave his duty unless properly relieved or authorized by his superiors. viii) He shall set the points properly in non-interlocked yard and man them for all shunting movements and shall not interfere with the points while the vehicles are standing and, or passing over them. ix) He shall be responsible to see that fouling marks are kept clear after completion of shunting. x) He shall always commence his duty equipped with hand signal lamps during night and flags during day. xi) He shall verify the correct setting of route before delivering required papers to the loco pilot either through taking 'OFF' the relevant shunt signal or by personal observation. xii) In case of track failure he shall assist the SM to ascertain the clearance of line. xiii) He shall be responsible for lighting up of the indicators in the evening and putting out in the morning time fixed by DRM office and ensuring that these are burn brightly at night. xiv) He shall be responsible for cleaning and oiling the burners and trimming wicks during day time under the supervision of Station Manger/Deputy Station Manager. VI. Gateman i) He shall be responsible for proper operation of the gate as per SWRs for the passage of trains. ii) He shall ensure that no train suffers any detention on account of late closing of the gate. iii) He shall keep the channels of check-rails clean and shall clean the road within the railway  limits and water the area regularly. iv) He shall clean the gate lamps and hand signal lamps daily. He shall ensure that the wicks of the burners are trimmed so that these are lighted properly and kept burning continuously from sun set to sunrise. v) He shall keep the surroundings of his gate lodge clean tidy and neatly planted with shrubs, plants etc. vi) He shall remain alert on duty till properly relieved. If he is required to leave the gate in an emergency he shall close and lock the gate booms against the road traffic before leaving the gate. vii) He shall ensure that the equipment at L-xing are complete and in working orders. viii) He shall produce the public complaint book when required by public for lodging complaint and to the railway officials for inspection. ix) He shall ensure that road traffic is not unnecessarily held up at the gate. x) He shall stand in attention near the gate lodge facing the track and be prepared to repeat any signal which the guard may intend to convey to the loco pilot or show caution or danger signal should anything appear to be wrong with the train itself as it passes. xi) He shall be polite and courteous in his behaviour towards the public. xii) He shall report any defect in the gate to the ASM on duty without delay. xiii) He shall close the gate on sighting a train or when ordered by the ASM on panel duty. xiv) He shall attract the attention of the loco pilots and guards by shouting and gesticulating instead of showing danger signal in case of tram parting. xv) He shall obey all lawful orders of the SM on duty. xvi) In case of any obstruction, accident or damage to the gates, he shall protect the gate/obstruction as per instructions and rules in force. VII Duty list and hours of duty: 1. Sr. DPO/DPO shall fix the duty hours for the staff at stations in accordance with the (Hours of employment regulations in consultation with Sr.DOM/DOM/ Sr.DCM/DCM). Copies of these duty hours (roaster) must be displayed at each station 2. Station staff shall handover charge at the end of their hours of duty as prescribed at the station only when properly relieved. Such duty hours shall not be exchanged without the permission of the Station Master. 3. Daily Mustering of Staff: The Station Master or the person authorised in this behalf shall fill in the attendance of staff at his station in Attendance Register. SM's responsibility for assurance: Station Master’s responsibility before allowing employees to take independent charge- 1. Station Master must not allow any employee to take independent charge of a post connected with train working without satisfying himself after detailed oral examination about the knowledge of concerned staff.He must satisfy that the employee – (a) Possesses the requisite Certificate of Competency. (b) Has understood the working rules of the Station and is fully conversant with the duties he has to perform. 2. Before an employee takes independent charge of a post connected with train working for the first time, the pickup period is generally laid down by the DRM(Safety). However, following guidelines can be observed on first posting or when there is change of system/means of working of trains – (a) Junction stations with marshalling yard and lobby - 10 days  (b) Terminal stations with marshalling yard and lobby - 8 days (c) Large stations or junction stations - 5 days (d) Medium stations & Road side station - 3 days (e) Road side stations - 2 days If employee fails to give declaration in fixed period, he must be directed for Refresher Training at his expense. It must cover pickups in all the shifts. (Minimum one day for each shift.) He must read station-working rules and must witness the actual performance of these duties for the time specified as ‘pick up’ time. In emergencies, however and in cases where the duties are of a simple character and similar to those already performed by an employee at stations where he has worked before, this pick up period may be reduced by the Sr.DOM. Home Address Register: 1. Every Station Master must maintain a Register containing the name and up-to-date address including telephone /mobile phone no. of each member of the staff employed at his station. 2. A separate Register containing list of all shopkeepers, licensed vendors, licensed coolies, contractors coolies or any other persons working at station other than railway employees must be maintained along with their up to date address and telephone nos, blood group if available and office copy of their Photo Identity cards. Entry of such persons into station area will be permitted only after checking the I Card. Public and Staff notices for exhibition: The following Notices and Publications, besides those, which may be ordered from time to time, shall be exhibited at each station in conspicuous places. 1. Notice Board showing current running of trains in the waiting hall, or at the entrance. 2. Notices regarding hours of business of goods, luggage and parcels – outside the respective offices. 3. Notices regarding restrictions in Goods Booking. 4. Notices regarding Allotment of Wagons. 5. Rules regarding occupation/use of Waiting Rooms – Inside the waiting rooms. 6. Notice regarding date of payment of staff. 7. Duty Rosters and Classification lists of staff employed at stations. 8. Extract of Railways Act (24 of 1989) and payment of wages act. 9. A list of nearest Doctors and Hospitals, with telephone nos. 10. Rules for the occupation of Rest Houses and Rest Rooms. 11. A list of home addresses with telephone nos. of staff in Station Master’s office. 12. List of persons with telephone nos. from whom conveyance can be requisitioned in emergency; list of tent houses. 13. List of nearest Fire Stations, Bus depots, Airports, OIL companies etc. with telephone numbers. 14. List of telephone numbers of Civil, Police, Military and Railway officials. 15. Other prescribed notices. 16. The List of Staff qualified in First Aid. 17. Blood groups of staff The Station Manager must be careful to see that out dated timetables and notices are removed and replaced with current ones. He should also ensure that the telephone nos. are updated from time to time. Exhibition of public advertisements: 1. Public advertisements in the form of Boards, Posters, Showcases, Models, Neon-signs, or in any other form should not be allowed to be exhibited at any place within the station limit or premises without the written permission of the competent officer of commercial publicity branch etc. The Station Master will maintain a register showing full particulars of each advertisement exhibited at the station in the prescribed form. 2. Station Masters and other railway staff including Guards and Loco pilots of any train must not permit the display of advertisement matters on engines, passenger coaches and other rolling stock, unless the prior permission of the Divisional Railway Manager concerned has been obtained. Rule Books, Manuals etc. at Stations: 1. The Station Master is personally responsible to see that rules books. are kept up-to-date and are available to staff for reference. (G&SR 2.01, 5.02 and 5.03.) 2. Station Master is also responsible to see that all registers, forms and charts are properly and neatly maintained and that they are not used for purposes other than those for which they are printed and supplied. 3. Station Masters are responsible for general accuracy of all periodical returns and for their submission in time. 4. Destructions of obsolete records shall be recorded in a register Station Records: 1. Each book/Register, when completed must be stocked in a bundle with a cover showing dates of commencement and completion. 2. Records must be placed on shelves and almirahs in dry and secure places, where they shall be safe from irregular handling or removal by any unauthorised person. 3. Periods for which Station records must be kept at Stations are given at the end of this chapter. Any records pertaining to court cases/enquiries must not be destroyed until the DRM’s permission is obtained. Books and Notices at Level Crossing Gates: The following books and notices are maintained at a level crossing gate provided with Gate-lodge. Where Gate-lodges are not provided, the books shall be maintained in the Station Master’s office. 1. A Book showing the list of equipments. 2. Duty Rosters. 3. A copy of duty list with translation in regional language. 4. Level crossing working instructions, which should appear as separate appendix to SWR. Hand Book for gateman 1. Extract of the Station Working Rules. 2. Public Complaint Book. 3. Vision test and Competency Certificate of the Gateman. 4. Results of last Traffic Census. 5. Inspection Books. Filing of Operating Circulars: 1. Every Station must maintain files of circulars etc. subject wise. 2. Each circular must be got noted by members of the staff concerned. In case of Group ‘D’ moderately literate staff, Station Master must record that circulars etc. have been correctly explained. Instructions for Guards Instructions for Guards issued from time to time must be kept in one file at Guards Headquarter stations. Guards must make themselves thoroughly acquainted with these instructions and should sign the circulars and assurance register of safety literature file, while “signing on” for duty. Correspondence: 1. All official correspondence must be attended to by the Station Master, who must open all covers and see that all letters are replied without delay. 2. All inward letters must be registered in the inward letters register showing the dates & letter no. of reply with a copy placed in a file. 3. Station Masters are responsible for the accuracy of the information contained in all outgoing letters, which they must sign personally. 4. The Station’s name must be stamped on all returns and letters and on envelopes in which they are despatched. 5. Every outward letter must be numbered, dated and must also bear reference no. of the subject. This must be adhered to in all subsequent correspondence when replying to correspondence; reference must be made to the letter number under reply. 6. Letters from the public asking for information must be replied to as promptly as possible. If there is any difficulty in supplying the required information, the receipt of the letter must be acknowledged and matter referred to the DRM, 7. SR.DOM shall provide model draft of letters, which are frequently received at stations, using a model draft will ensure that language used is polite, respectful and courteous. It should be written legibly at stations not having computers 8. When forwarding letters or complaints from staff working under them, Station Masters must submit their own remarks, while forwarding such letters. 9. Letters received by the Station Master, pertaining to departments under him e.g. Goods Shed, Booking/Parcel offices etc. may be marked by the Station Master for the In charge concerned, but the Station Master shall be personally responsible for the early compliance of such letters. Playing of Bands and presentation of Guards of Honour etc. on Station platform: The playing of bands and presentation of Guard of Honour etc., on the Station Platform is prohibited, except with the prior permission of the DRM. Prohibition against Photography/Film shooting on railway premises: Such Photography/Film shooting is strictly prohibited within Station limits and on the railway lines, except with the permission of the officers authorised by railway administration. Religious Edifices within the railway limits: Employees are forbidden to occupy any place in station area for praying holding religious functions speeches, discourses etc., to erect religious structures, either permanent or temporary, or to add or alter any existing religious structures on railway land, without the sanction of the General Manager. Station Masters will keep close watch and promptly report any violation of this instruction. Normal period for which Station Operating Registers and Records are required to be preserved: S.No. Period of of the Description of the Book/Form preservation from Book/ the date of Form completion Train passing registers/Books/Forms 1 year Muster Roll Permanent record Caution order register and Caution Order books 1 year Wagon Exchange Book/Wagon Exchange Register 3 years Sick Wagon and Transhipment Register 3 years Guard’s Signature Book 3 years Wagon Demand/Priority Register 3 years Indent and Loading Register 3 years Wagon Transfer Register 3 years Damaged Stock Register/ Sick Wagon Register 3 years Siding Voucher Book/Record of Time Wagon Handing over 3 years Control Order Book/Conference Book 3 years HQ Leaving Permission Register 1 year Uniform Register Permanent Record Record of Station Equipment sent for repairs Permanent Record Register of Inward and Outward Letters 3 years  Register of Important Circulars Permanent Record Station Order Book Permanent Record Station Inspection Register Permanent Record Transportation Bio-data Register Register of Home Addresses of staff etc Permanent Record Spectacles Register 1 year Station Diary and Charge Book 1 year Unconnected Wagon Register 3 years Load Report Register 3 years Register showing Analysis of Late starts To Goods Trains at important Yards 3 years Watering Register 3 years Summary of Daily receipt and despatch of wagons and Work Done Local Orders to be issued by DRM Special Stock Register Local Orders to be issued by DRM Detention to Wagon at Train Marshalling stations Local Orders to be issued by DRM Register of occupation of reception lines 3 years Detention to Trains outside signals and at adjacent stations 3 years Marshalling Register for Inward and Outward trains Local Orders to be issued by DRM Register showing detailed Arrival, Placement, Despatch and Detention particulars Local Orders to be of PU, Repack wagons, etc. issued by DRM Register of Long Distance Goods Train run Local Orders to be issued by DRM Guard’s and Assistant Guard Arrival Register 3 years Register showing Detention to wagons at Break of Gauge Transhipment point` 3 years Number Taker Book 3 years Yard Wagon Balance Register 1 year Guard’s Duty Register 3 years Guard’s Rough Journal 3 years Register of Train Advices 6 months Form of Train Examination advice 1 year Register showing load of Goods Trains and Goods trains run under load 3 years Statement of running of Passenger Trains 3 years Diary of Yard Supervisor. Permanent Record Unusual Register, other registers and Records maintained in control offices and at Local Orders to be specified stations issued by DRM Note: - (i) In calculating the one year or the three years period, the year to which the books and documents relate, and the year in which they are to be destroyed should be excluded. (ii) Record pertaining to Court Cases, departmental enquiries should not be destroyed till three years from the date the case is decided. (iii) Record pertaining to public claims etc., or those under reference from Home or other railways, should not be destroyed without permission from DRM concerned. Most of these registers can be computerised, clubbed & some can be eliminated ~~~~~~~  WORKING OF TRAINS (Back to Index) General No person shall drive a train unless he is in possession of a valid certificate of competency issued by an authorized officer. No Loco Pilot, Assistant Loco Pilot or loco pilot of any self propelled vehicle shall be booked to work a train or to drive a vehicle until he has learnt the road and shall give a declaration that he is fully acquainted with it. For this purpose he will be booked to work three round trips on each section including one during night before being put to work the train/vehicle independently. Examination of Trains Each train shall be examined by competent person from the rolling stock/electrical maintenance department before being offered for passenger, goods/or any other service. The purpose of the examination is to ensure that all functions of the train and its constituent carriages/wagons etc are working correctly, particularly safety devices including brake systems, passenger alarm –etc to be listed by competent authority. The competent staff shall sign a certificate of safety test indicating duration of its validity. Classification of Trains: Trains are either scheduled as shown in the Working Time Table or non scheduled trains and are run on the following account: - Traffic Account: (a) Mail/ Express/ Passenger Trains (b) Commuter trains EMU/DMU/for Suburban, regional passengers. (c) Military Specials including troop trains. (b) Parcel trains of carriage of coaching traffic only. (c) Goods trains for movement of conventional freight cargo (d) Container Trains (e) Mixed trains carrying both passengers and freight Other trains to include Exhibition Trains, Mobile Hospital on wheels etc. Engineering Account 1. Ultrasonic and other track testing trains: (a) Material trains. (b) Track maintenance trains like Tie Tamping Machines, Rail grinding trains PQRS, BCM, DGS etc., (c) Wiring Special / Tower wagons. Miscellaneous Account: (a) Staff shuttles. (b) Water specials. (c) Workmen’s specials. (d) Accident Relief Train (ARTs) (e) Accident Relief Medical Equipment (ARMEs). (f) Crane Specials. Train Ordering: Scheduled passenger trains do not require train ordering Train advice is necessary only when these are required to be cancelled, put back or there is any change in the schedule shown in the Public /Working Time Table. In case of unscheduled trains, train advice should be issued. Trains are ordered by CTNL in conjunction with the Power Control and or Lobby Supervisor. Train Preparation: The time at which train is required to be in readiness in all respects for departure from the starting station will be laid down by the Divisional Railway Manager/SR.DOM.  In case of passenger trains, the rake duly examined and fit in all respects with full compliment of coaches (at least to meet reservation requirements fully) should be placed on the platform well in time to allow all pre departure functions to be completed. These include- Loading of mails, booked luggage, and parcels Loading of linen Pantry car provisions Watering Cooling of AC coaches Display of reservation charts Deployment of train staff Attaching of locomotive To facilitate passengers boarding, generally an important long distance passenger train should be placed on the platform 30 minutes/15 minutes before its scheduled departure, depending upon the terminal layout. Every Loco pilot of a train while starting from the starting station must verify adequacy of brake power as certified in train examination document.In addition, he must conduct a “feel test” to ensure that train brakes respond to brake application. In case of failure, he will report to the control and bring his train to a stop as directed by the Control. The train shall move only after the defect has been rectified.  MARSHALLING (Back to Index) Marshalling Marshalling is attaching of vehicles on a train in a predetermined manner to ensure train safety, provide operational expediency and to maximize customers convenience Marshalling of Mail/Express/Passenger Trains: The general principles kept in view while marshalling are I Position of upper class coaches, ladies compartment, dining car,in respect of easy accessibility Normally the dining cars or the catering compartments, air-conditioned and upper class coaches, shall be marshalled in the middle of the train or as near to it as possible and ladies compartment will be near Guard’s SLR. Non-passenger carrying stock shall preferably be marshalled next to the engine or in the rear of the train, defining the area for stacking, loading and unloading of parcels packages and mails on platforms. 1. The Marshalling of SLRs and Anti-Telescopic/Steel- Bodied Coaches on Passenger Carrying Trains: (a) Marshalling of Mail and Express trains: (i) In case of SLRs which have passenger portion on one side, luggage-cum-brake portion on the other, the SLR should be marshalled in such a way that the luggage and brake portion is trailing outermost or next to engine. (ii) In case of new design of SLRs with Passenger portion in the middle, these can be positioned in either way. (iii) In case, anti-telescopic/steel-bodied SLR is marshalled with passenger portion next to the engine or rear SLR with the passenger portion towards the end of the train" the passenger portion of SLR should be locked. (iv) In case of shortage of SLRs, any other suitable coaching vehicle or a VPU may be provided, and in case a coaching vehicle is attached its doors should be locked to ensure that passengers can not occupy it. (v) However on the M.G., if it is not feasible to position the SLR as mentioned in Item (a)(ii) above due to coupler arrangements marshalling, as operationally convenient may be allowed. (vi) Two anti-telescopic or steel-bodied coaches should be marshalled inside the anti- telescopic or steel-bodied SLRs at both ends. (vii) After providing anti-telescopic or steel bodied SLRs for Mail/Express trains, all the available anti-telescopic or steel-bodied SLRs should be used on main line passenger trains and after meeting this requirement, the rest should be used on Branch Line Passenger trains. Anti-telescopic or steel-bodied SLRs should be marshalled in the same way as in the case of Mail/Express trains. (b) Marhsalling of Short Service trains: The Railway Board has permitted marshalling of three coaches in front and rear of the SLR on short trains, provided they have working brakes and subject to two end coaches at either side are anti- telescopic. An Inspection Carriage may be attached as fourth trailer coach on such trains. (c) Non-Passenger Coaches: VPs LRs, WLRRMs and other coaching vehicles, which do not carry passengers may be marshalled as operationally convenient. Inspection carriage, whether anti-telescopic/steel-bodied or not and occupied or being worked empty may be marshalled as operationally convenient. (d) Reserved Bogies and Saloons Occupied by VIP: Reserved bogies occupied by passengers and Inspection Carriages/ Saloons occupied by VIPs should be treated as a passenger coach and marshalled accordingly. If they are anti-telescopic or steel-bodied they can be marshalled anywhere as operationally convenient. If they are wooden-bodied, they should be marshalled inside the required number of anti- telescopic/steel-bodied coaches. (e) Sectional/Through Service Coaches: (i) Sectional/through service coaches, if they are anti- telescopic or steel-bodied, may be marshalled as operationally convenient. (f) POH/Sick coaches returning to Shops: (i) In the case of POH/sick coaches, which are returned to shops for major repairs and are attached to passenger trains, such coaches should be properly locked and windows secured, so as to prevent entry of any passenger into these coaches. In that case, it is not necessary to attach these coaches according to safety marshalling instructions and can be attached next to the train engine or rearmost as convenient. If for any reason, it is not possible to lock up these coaches, such coaches should be treated like other passenger coaches in the train formation and should, therefore, be marshalled inside the required number of anti-telescopic/steel bodied coaches. (ii) It is also desired that the above instruction on safety marshalling of passenger carrying trains should be made known to all the staff and officers concerned and these should be followed strictly. Block Rake Composition: For block rake composition and marshalling order, 'Normal composition and marshalling order and rake link of passenger trains' are issued by COMs of respective railways from time to time. Mixed Trains: Classifying a passenger carrying train as a mixed train needs authorization by COM. On such a train, coaching and goods stock shall normally, remain in one block (except where a deviation is permitted) and their marshalling will also be laid down by the COM. Normally goods stock should be attached next to engine and coaching stock inside the rear brake van. Attaching of Four Wheelers on Passenger, and Mixed Trains: 1. Rules on the subject contained in GR 4.08 and in the current Working Time Table should be followed. 2. On MG and NG the single empty or loaded 4 wheeler must not be marshalled between an engine and bogie vehicle/wagon or between two bogies /wagons. 3. However, on BG the above restrictions do not apply to match trucks along with Break Down trains and whenever under special instructions four-wheeled brake-van is attached next to engine provided that such stock is fitted with center buffer couplers. Attaching of Vehicles outside the Rear Brakevan : Vehicles outside the rear Brakevan can be attached in accordance with the provision of the following SRs: Attaching of vehicles in rear of Brakevan in fully vacuum train Attaching of power plant bogies Attaching of damaged vehicles Marshalling Chart for Passenger/Mixed/Goods Trains: S.No Type of Stock Marshalling order 1 Empty coaching stock, covered As operationally convenient but preferably motor trucks etc. marshalled as outermost vehicle at either end. 2 Motor car etc. loaded in open wagons In the rear of the Train either as a last vehicle or covered with wagon sheets. inside the rear brake van 3 Banking Engine (a) On ascending gradients in rear of train. (b) On descending grades in front. (c) Both gradients in quick succession, if any, then in front. ATTACHMENT OF DEAD LOCOMOTIVES (Railway Board’s letter: 1. No.. 99/Safety(A&R)/19/10 dated 10.12.2001 and 2 No.2000/M(L)/466/803 dated 1/9th March 2004) I. Conditions for attachment of dead locomotive:- i) Certificate for ‘Fit to run is issued by Section Engineer/Loco Inspector/Power Controller for Passenger/Goods train.  ii) Maximum permissible speed of the train shall not be less than maximum permissible speed of the dead locomotive iii) Arrangements have been made to ensure that brakes can be applied on dead locomotives in synchronization with working locomotives i) Running of double/triple headed is permissible on the section over which the dead locomotive is to be hauled. ii) When a dead electric locomotive has to be moved on a non-electrified section, special check shall be made regarding its infringement to the schedule of maximum moving dimensions. In the case of any infringement, the dead locomotive shall be treated as an ODC. iii) As a final check, the coupled locos should be run for about 500 meters and the driver shall check for any abnormal rise in the temperature of the wheels of the dead locomotive and shall also check it at subsequent stops during the journey. iv) In addition to freight/passenger trains, a dead locomotive can also be attached to Mail/Express trains including Superfast trains but excluding Rajdhani and Shatabdi if the locomotive brakes including proportionate brakes are operational and maximum permissible speed of the locomotive is not less than the booked speed of the train in which it is being attached. Locos with inoperative brakes can be attached subject to the brake power of the train being within the permissible limits. Locomotive with defects in undergear equipment can be attached only in freight trains. II. Attaching/hauling of dead locomotives by Mail/Express/Super fast/Passenger trains: - i) Only one dead locomotive (diesel/electric) can be attached. ii) Brake power of the train should be 100% excluding dead locomotive i) As far as possible, brake should work on dead locomotive. However, if it is not possible, then in the case of air-braked train, brake pipe and feed pipe of working locomotive shall be connected to brake pipe and feed pipe of trailing stock and dead locomotive will work as piped vehicle. In the case of vacuum braked train, vacuum pipe of locomotive shall be connected with vacuum train pipe of trailing stock and the dead locomotive shall be treated as a piped vehicle. If the locomotive is fitted with pure air braked system and vacuum pipe is not provided on locomotive then it should be attached with air braked trains only. III. Attaching/Hauling of dead locomotives by goods trains: Movement of maximum three locomotives (2 working+1 dead) with load is permissible subject to observations of all restrictions on operation of double/triple headed working locomotives in the section provided that brakes in dead locomotives are operational. The above instructions should be strictly followed and it is, therefore, advised that these guidelines be supplemented in the respective Subsidiary Rules also. IV. Escorting of dead Locomotives:- Escorting of locomotives (diesel as well as electric) attached to freight and passenger carrying trains is not necessary if the brakes including proportionate are fully operational and the dead locomotive is attached next to the train engine. The dead locomotive will continue to be escorted if attached in the rear of brake van or has defect in undergear equipment. Medical Relief Van: Can be run without brake van (Local SR should be followed for Ghat Section) Inspection Carriages attached to Light Engine: Maximum three inspection carriages occupied by the officers can be attached. In case more than 3 Inspection carriages are attached, rules regarding running of goods trains without brake van will apply. Attaching of Travelling Cranes: Provisions of G&SR 4.27 should be followed.  FREIGHT OPERATION (Back to Index) Importance of Freight Operation: The freight business is the major source of revenue for the Indian Railway. Main activity centres of Freight operation include terminals, yards, control office and stations. I. Broad Classification of Goods Trains: 1. End to End: Trains, generally run from the train-originating Terminal to the final destination. This is an express stream of freight trains and does not require any stoppage en route, except for crew change. Such trains will normally include container trains, air braked block rakes for single destination. These trains are planned to run like non stop Rajdhani trains and may have a fixed timetable and guaranteed transit time. This group may include trains of private freight operators. Other through trains –Are also block rakes or may have two or more destinations on the same or adjacent section. These may have conventional bogie stock 2. Work Trains, Shunting Trains, Pilots etc.: These train movements are for short distances for clearance of damaged wagons made fit or for supply/removal of rakes to and from the sidings or important terminals served by a yard. 3. Departmental trains: These include Material Trains, Track maintenance trains, Ballast trains, Relief Trains, Wiring Special, Crane Specials etc. are known as departmental trains. II. Complexity of Freight operations: Freight operation is generally more complex than passenger train operations for the following reasons: 1. The changing pattern and fluctuations in demand for rakes/wagons due to changes in the level of production, changes in the pattern of distribution and changed consumption centres. 2. The variety of commodities to be moved, with different characteristics & type of wagons required 3. Preferential traffic schedules, rationalisation scheme& other public policy regulations i) Seasonal variations in demand ii) Time taken in loading/unloading–whether manual or mechanical iii) Train examination Systems End to End/Intensive Examination Premium end to end C.C. rake This in turn results in -Sick Wagon detachments & attachment of fit wagons for completing the rake composition. 4. Following is the series of operations for empty rakes being offered for loading:- Examination Supply/placement Loading Despatch 5. For inward loaded trains which after placement and release have to be back loaded at the same terminal or at other location, withdrawal from loading points may require an outward examination unless the rake is fit for round trip or for a prescribed distance. Once the train is fit in all respects and commercial formalities have been complete a set of activities are initiated these include – Preparation of train documents Train ordering, Arranging train crew & locomotive Monitoring train movement Arrival at the destination This cyclic operation requires constant monitoring and co-ordination. III. Ordering of Goods Train: a) Each freight Train is required to be ordered to run under a unique number /name or Train ID for monitoring its movement through intermediate divisions, zones etc as also to facilitate all processes at control offices, yards, C&W depots station and Crew/Guard booking Lobby Power Controller/Traction Loco Controller. b) The message from Divisional Control that a train is scheduled to leave from a Station or Yard at a certain time. is known as the Train Notice. The message is, in turn further conveyed to all concerned. The availability of suitable (i) Load (ii) Locomotive (iii) Crew/Guard and (iv) Path has to be kept in view for ordering of goods trains. c) Co-ordination between the Traffic Controller/and the Power Controller (the shed, if fresh power is required) ; the Yard/Station, C&W staff and the Crew/Guard booking lobby is thus required. d) Regular conference with yards, terminals, and the adjoining Division is held by the Control and for exchange of information regarding forecast of trains in yards; completion of loading/unloading at sidings etc. and interchange with adjoining Divisions. This monitoring should be enforced through FOIS so that time of staff spent on phone is reduced and more productive work is done by better planning. e) Constant monitoring for expediting loading/unloading at major sidings/goods sheds is also done by Control and the Station Staff for ensuring the availability of load. IV. Planning of Locomotives: a) Power Plan: The power plan indicates the daily average number of locos required and planned for freight services section wise for each division This bare requirement of Locos for Traffic use is calculated on the basis of the traffic turn round and average number of trains run on each section This represents the average number of locos needed on the Division. b) Loco Outage and Loco Utilisation: Loco Outage means the average number of locos available to traffic use in a day (24 hours). Since the Diesel and Electric Locos have long extended runs and may cover many divisions in a day, the position may be maintained graphically for the entire duration (0 to 24 hours) the loco is on line on the Division. Different colour graphic representation on Bar Chart can represent the time spent by each Loco to serve as a good Management Information System e.g. (a) time taken by running train (b) time taken for Crew Changing (c) time for Fuelling (Diesel Locos) (d) time taken for Loco inspection (e) time for repairs on line (f) time for Light Engine running (g) time taken for Shunting (h) time spent at terminal/ destination (i) en- route detention. Thus, the total hours for which the various Locos were available for Traffic use divided by 24 (number of hours in a day) would give the Loco outage. Loco outage = Engine Hours for traffic use 24 Loco outage can be prepared service-wise/shed-wise/railway-wise, traction wise etc. The actual Loco outage should generally be around the target fixed for each Division. However, it should be appreciated that while the target is based on average, the actual requirement of Locos may fluctuate due to bunching of trains, increase in traffic or due to bottlenecks on account of operational reasons, equipment failure or after effect of interruption to traffic. c) Control of Operating Department on Loco running: Electric and Diesel Locos are maintained by the respective Loco Sheds and Locos once turned out of shed are available for utilisation for a number of days till prescribed maintenance/inspection schedule is due in the shed or the locos require out of course repairs. Thus, while the operating staff has the operational control over utilisation of Locos as well as flexibility of using the Locos as per operational requirement, they have to keep in view the maintenance/inspection schedules of the Locos and send the Locos to the Shed well in time. Overdue running of locos should be avoided by suitably planning the train running. Similarly, all out efforts should be made to send the dead locos or locos requiring attention in the home shed. The hauling capacity of the Locos and special restrictions as jointly agreed to by the officers of operations and loco departments should also be adhered to.  While operating department has to optimise the work done by each Loco i.e. moving maximum traffic with the minimum number of Locos by adoption of operational strategies and improving the efficiency, the Shed and the Loco organisation should provide optimum number of Locos in good fettle, keeping in view the traffic needs as shortage of Locos can lead to transport bottlenecks and inability to move the existing and potential traffic. Along with the availability, reliability, safety and predictability have to be aimed. Loco failures, Loco troubles en-route and ineffective locos should be kept to the bare minimum. Balancing of Locos is also required to be done i.e. Locos without loads may be sent to other Divisions where they are required. Reduction in terminal detentions and increasing average speed of goods trains would substantially improve engine utilisation. d) Availability of Engine Crew and Guard: Running staff for Goods operations are generally booked on the principle of first in and first out, Balancing of Crews/Guards by sending staff spare is also required to be done in case the running of trains is not even in both directions on a section. e) Availability of Path: Theoretically, on a double line section, a Goods Train can always be run when load, power and crew are available and the next block section is clear. On single line sections despatching a train out of path, will be counter productive, due to Mail/Express Blocks, Peak timings of Suburban or Commuter traffic. Readiness of the interchange point or the terminal to accept the trains are to be kept in view before pushing a goods train ahead. It is better to have directional flow if possible. Master Charts incorporating all Passenger carrying trains and realistic goods train paths are prepared in consultation with Operating Officers, Controllers, Yard Staff, Power Controller, Station Masters of important stations etc. in order to: i) Find out line capacity of the section. ii) To highlight the set of suitable paths for guidance of Control, which can be used for, goods train ordering also. Iii To prepare tentative goods train time table for selected express stream of trains. f) Lobby System: A Lobby is like a Control Office in the field. It is established with the twin aim of reducing engine detention and crew detention in a Yard or a Crew or engine changing station by realistic ordering of trains and Crew/Guard booking. It is advantageous to have a combined Crew and Guard booking lobby so that both are available simultaneously. The lobby supervisors/staff can take forecast of a train running from the Deputy Controller/Section Controller along with details regarding the names of Crew, Guard and their signing in time, loco particulars, last C&W examination etc. They can verify the dates of Loco Schedules from the Chart available with them and keep liaison with the Power Controller/TLC. They also keep watch on “expect” of train formation, examination, readiness etc. and by constant chasing, planning and updating of information, trains are ordered on realistic expect, Trains may be put back or cancelled, if required and Crew booking and engine allocation changed promptly. Some overlapping Crew/Guard may also be kept in the Lobby to take care of the last minute absenteeism. Shunters may also be kept in the Lobby of big yards/junctions to attach, detach, and run round locos or to pull the Train from Yards upto the Crew changing points, so as to avoid wastage of main line Loco pilots. The pre-departure detention to the Crew, Crew hours balancing, rescheduling of Locos and Yard detentions to Locos can be thoroughly monitored by the Lobby and remedial measures taken. V. Role of Various Agencies in Freight Operation: Large number of agencies play important role in freight operation. Marshalling Yards, Train Examination, Locomotives and Lobbies have been discussed elsewhere in this Manual. Role of a few agencies is discussed below with special reference to freight operations. i) Control Office: The main function of the Control Office is planning, execution and review with all the three activities going on simultaneously. ii) Planning is aimed at forecasting and optimising the following:-  1. Interchange 2. Trains to be run section-wise 3. Supply of rakes/ for bulk loading,. 4. Release of inward loaded rakes placed for Unloading Information regarding the following items is generally required for this purpose: (a) Analysis of divisional wagon holding (b) Power availability (c) Availability of loads (d) Disposal of empty rakes (e) Demands for loading The plan is made by Control in the early hours of morning and reviewed by Operating Officers. Changes in the plan, as deemed necessary are made at various stages on the basis of updated information received from the activity centres, adjacent divisions and instructions received from the Head Quarters. iii) Execution: The goods operation plan is executed on the basis of actual materialisation. of the forecast with suitable adjustments made for short falls /excesses. Yards, Loco Sheds, Stations, Terminals, Lobbies and TXR depots are actively involved in execution of the plan. iv) Review: The trend of the day’s position is reviewed by the Chief Controllers and Officers in the afternoon. Detailed review of the previous day’s performance is carried out early in the morning by the Operating Officers with the following objectives: 1. Analysing shortfalls of previous day to take remedial measures and pin-point weak spots. 2. Provide data for planning for the current day. The main features of performance, which can be reviewed, include: Interchange failures Divisional Wagon Balance (Wagons on Division) Train Running Disposition of empties Loading at important terminals – and in case of shortfall, reason for the same. Review of unusual occurrences Examination of Control Charts Particulars of stabled loads Yard performance Unloading on Division Registrations and Loading Power position, utilisation of Locos & Terminal detention Sick line working Special type of stock Clearance of piecemeal wagons (sick or otherwise) from roadside stations. VI. Head Quarter’s Role in Freight Operations: The Division’s Freight Operations generally require close co-ordination and assistance from other Divisions and Railways. While direct contact is also maintained by the Control and Operating Officers of various Divisions, the Zonal Head Quarters play a pivotal role in this respect. Some of the functions performed by the Head Quarters are summarised below: VII. Management Information System: 1) Important information concerning the position of Freight Operations on various Divisions of Railways is obtained through line and stock report daily telephonically or through FOIS or Teleprinter or FAX to the Head Quarters (Central Control) from Divisional Control. Now more and more zones and Railway Board are shifting to FOIS generated reports. This includes, loading and stock position, particulars of old outstanding and fresh registration of indents, category wise position of unloading, transhipment, Yard balances, important yards and wagons on Divisions, Train Running on each section, average speed, interchange position, Locomotive position and Locomotive utilization etc.  The position is reviewed and analyzed by the COM/CFTM/ Dy.COM (Goods), STM (Goods) CMPE(R&L) and CELE. The important position pertaining to various Departments is conveyed to the Departments concerned as well as the General Manager. The Head Quarter Office also obtains the Statements at the end of each month or whenever required and the performance is compared with (i) The Targets (ii) The figures of the previous month (iii) The figures of the corresponding month of the previous year and (iv) the best ever record etc. In addition, the Statistical Branch also provides Data to the General Manager and the Departments concerned with Operations for detailed analysis and review. 2. Head Quarters plays an important part in planning and co-ordinating freight operations. After detailed conference with the Operating Officers, and in terms of Railway Boards current-operating directives Head Quarters issues directions and instructions regarding the following items: (a) Interchange transactions (category wise) (b) Loading and Unloading (c) Traffic insight from other Railways/Divisions This information is now available on FOIS terminal where a pipe line can be seen from end to end and expected arrival of train at destination is also estimated by FOIS system (d) Conveying priorities for the day and setting quantified objectives to be achieved. (e) Reviewing the work done at the important activity centres like Yards, Terminals etc. (f) Train and Traffic regulation in case of accidents etc. (g) Certain items of Goods Operation are directly controlled by Head Quarters e.g. Co­ ordination and directions regarding rake Loading of programmed and committed traffic, movement of special type of stock, movement of over dimensioned consignments, out of turn allotments and allotment despite restrictions etc. VIII. Railway Board’s Control on Freight Operations: The Railway Board provides Unity of Control and direction for the freight operations. It also has the important role of supervision and co-ordination, which is very much essential for a big network like Indian Railways. The Railway Board’s Control Office also remains in contact with the Head Quarter (Central Controls) of the Zonal Head Quarters and watches loading and movement of important streams of traffic, like coal, raw material for steel plants (iron ore), cement, food grains, fertilisers, POL, sugar, export ores, container traffic etc. It also watches loading, interchange, power position, goods train running on important sections etc. to ensure that each Railway fulfils its obligation and optimises the use of various assets. The items watched are more or less the same as those watched by the Zonal Head Quarters in respect of the Divisions, but the perspective is wider. Railway Board plays an important co-ordinating role between various Railways and other Central Government Departments and vital sectors of Economy connected with Railways. Policy formulation and Planning, which have important bearing on Freight Operations is also the major function of the Railway board. IX. Role of Some Other Departments: The Commercial Department plays an important role in canvassing for Traffic, improving marketing, customer relations in general, booking of traffic, expediting loading/unloading of wagons, quick disposal of unconnected wagons and transhipment of Wagon detached out of course for Hot Axles etc. The various other Departments like Mechanical, Electrical, Civil Engineering and S&T provide and maintain various assets and infrastructure (track, wagons, engines, S&T Network etc.). These departments also ensure sufficient availability, reliability, predictability, safety and reduction in equipment failures; promptness in restoration in case of breakdowns and accidents should also be ensured. They also endeavour for the achievements in technology upgradation along with the operating strategies and determine the level of excellence in Railway Operations to a great extent. In nutshell, all the functionaries have to work as a dedicated team. X. Some Indices of Freight Operation and Efficiency: The important Operating Statistics, most of which are indices of Operating efficiency, have been discussed in detail later in this Manual (Operating Statistics). Some Indices of Freight Operations and efficiency are highlighted below: XI. Wagon Holding: For a given amount of originating loading and receipts of loaded wagons from other Railways and making an allowance for percentage of stock out of commission for repairs, etc., there is an optimum number of wagons that a Railway, and separately its constituent divisions, should hold to maintain the fluidity of transport system. More wagons than the optimum number might lead to increase in the repairs and maintenance percentage, heavier detentions to wagons and trains and transport bottlenecks, i.e. more congestion in sidings, yards and sections without a proportionate increase in the tonnes lifted, or in the efficiency of operations. Similarly, excessive shortage of Wagons may lead to loss of traffic. Proper estimation and projection of requirement, proper planning and working at various stages of freight operations is necessary for keeping wagon holding low. “Ineffective Stock” percentage should also be kept minimum. i) Interchange Balance: Maintenance of the interchange target is an indication of a Railway’s overall operating performance and its efforts to meet inter railway obligations, hence interchange balance should not be very high, even when maximum trains are interchanged. However, attempts should be made to see that on busy sections, interchange is not only confined to few hours of the day but uniformly distributed. ii) Load of trains: A train is a unit of transport. Depending upon the load, suitable loco is provided for its haulage. In order to get the optimum use of motive power and to increase the capacity utilisation and throughput, each Locomotive is given a load approximately to the maximum hauling capacity, unless operating necessity requires utilisation of a loco for lesser load. The stations should also ensure that wagons are loaded to the carrying capacity or the minimum weight prescribed for some commodities. iii) Loading and Unloading: To optimise the loading is one of the most important items in freight operations because it is through loading that Railway earns the maximum revenue. Similarly, unloading is necessary so that wagon becomes available for next loading. Reducing the time taken for loading/unloading by technology upgradation and other strategies in co-ordination with the customers has to be endeavored. Iv) Empty Running: Ideally it is waste of transport capacity to run a wagon empty or with light load, but much of empty running is inescapable on account of the unbalanced nature and quantity of outward and inward traffic at terminals and necessity of supplying empty wagons. Certain special type of wagons for POL, Steel, Coal, Natural Gas, Ammonia, LPG etc. have to be generally run empty to the loading points. Operating skill lies in avoiding or reducing the extent of empty haulage and cross movements of similar type of empty stock. v) Despatch in Block Rakes: Despatching of wagons in small numbers always means transit delay while a block load can go direct to the farthest destination skipping many yards, thereby eliminating detention that the wagons might have suffered in the intermediate yards. Piecemeal wagons passing through a number of marshalling yards, where they have to be combined with other wagons to form train loads, cause huge amount of work for the staff and result in loss of efficiency, avoidable delay, anxiety and uncertainty regarding their arrival at destination. Unit train movement, i.e. a train load consigned by single consignee to single consignor, is ideal. Consignees can also be motivated to club their Indents to get trainload and block rakes. Also two points loading on same engine run can improve wagon usage. Close circuit rake movement can also be resorted to between selected pair of stations or rakes. Maintaining the purity of freight rakes has also to be ensured. vi) Long Distance Trains: It is an age-old principle of operations that full train loads should be formed at the earliest point for the longest possible distance. Long distance trains should have least stoppages like long distance passenger trains. Trains can also be run as “crack trains” or Link Train. A crack train/Link Train is a train when the same crew (and engine if possible) instead of “Signing off” at the intermediate crew changing point works a train to farther junction. Thus, a train running from Ujjain to Godhra or vice versa without Crew/Guard change at Ratlam can be run as X ‘Crack’. The Crew can also be utilised on ‘Crack’ basis when the same Crew perform a round trip without “Signing off” at the outstation and is promptly provided a load so that Crew returns to its Head Quarters within normal duty hours. vii) Wagon Turn Round: The interval between two successive loadings calculated from the time a wagon is placed for loading till the time it again becomes available for reloading is the actual turn round. As the calculations for individual wagons in the manner stated above are not practicable, the following statistical formula is generally used: Wagon Turn Round (T ) = S L+R Where ‘S’ stand for the effective daily wagon holding or midnight wagon balance of a day (excluding sick, POH wagons in or waiting for shops, like departmental wagons, wagons lent for departmental use, and the wagons used for coaching traffic). ‘L’ stands for the total number of wagons loaded on the Division/Railways plus the wagons loaded at Transhipment Point, ‘R’ stands for the total number of loaded wagons received from other Railway/Divisions. Thus, for example, if a Division loads 350 Wagons on BG (including 50 BG Wagons loaded through transhipment of MG Wagons), 150 inward loaded wagons are received from other Divisions and its effective wagon holding at the end of the day (midnight) is 2250 wagons, the Divisional Wagon turn round will be 4.5 days. 2250 2250 i.e. --------- = -------- = 4.5 days WTR (Wagon Turn Round) 350+150 500 viii) Detention to Trains and Wagons: (a) Detention to Trains: A check on the detention to trains (1) outside signals or at stations adjacent to Goods Terminals, (2) in shunting operations at road side stations and (3) enroute detentions for various reasons should be exercised regularly. (b) Detention to Wagons: Close watch should be kept on the areas, e.g. Marshalling Yards, Goods Terminals, Stabling Points etc., where wagons are likely to suffer avoidable detention during various phases. Although this is watched through periodical data, special attention should be paid to pockets, where piecemeal Wagons suffer prolonged detention and often remain out of sight. Ix) Engine Utilisation: Engines being costly resources their utilization have to be carefully monitored. Some of the measures for improving Engine Utilizations are as under: (a) Running of the Goods Trains on proper path: For this, the Master Charts have to be properly framed and consolidated. (b) Proper co-ordination between Control and Line Staff. (c) Reduction in Terminal detention of Locos by proper monitoring co-ordination and working of Yard Staff, C&W Staff etc. (d) Judicious ordering of Trains and Right time starts of Goods Trains. (e) Proper controlling, judicious crossings and preferences. (f) Loop Lines on critical block sections should not be generally blocked. (g) Stabling and picking up of load should be judicious and properly planned. (h) Loco pilot should run at maximum permissible speed subject to restrictions. (i) Light Engines can be coupled or attached to trains in order to save path and energy. (j) Light Engines (Single or Couple) should run at maximum permissible speed, for which they are fit, subject to speed restrictions (k) Signals must be taken off promptly at Stations. Distant/Warner Signals must always be taken off promptly. (l) Tangible authority to proceed should be handed over at the appointed place instead of getting the train slowed down in front of the Station for handing over the Authority from the Platform. (m) Trains should be run through Main Line (as far as possible) since looping results in extra time on run. (n) Locomotives should be in good working order and staff should be well versed in Loco operations and trouble shooting. (o) Hauling capacity of the Locomotives should be properly utilised. (p) Engineering speed restrictions should be regularly reviewed and reduced by maximising the output of the Engineering staff and machines. Due care and foresight in offering blocks for track maintenance should be exercised. (q) Regular foot plating by officers and staff involved in operations, motivates train crew and alerts the line staff. (r) Effective control over traffic yards to reduce other engine hours, detention to locos at important loading/unloading points and industrial sidings. (s) The factors adversely affecting the Locomotive utilisation, speed of goods train, terminal detention etc. should be got analysed by suitable multi departmental teams and remedial measures taken. (t) Incentive schemes for motivation of staff connected with Goods Operation, so as to improve Engine utilisation Special watch on Loco pilots loosing time on run and not running on maximum permissible speed. x) Average Speed of Goods Trains:  The average speed of goods trains is calculated by the following formula:- Average No. of Goods Trains X Distance travelled by each train in 24 hrs. Speed = Total time taken by all the Goods Trains run. The distance and the time taken are calculated from the Control Charts. Thus all detention to Goods Trains enroute enters into calculation and has the effect of bringing down the average speed. Almost all the factors affecting engine utilisation play part in the average speed of goods trains, the difference being that in the calculation of average speed of goods trains, the detention at originating point and terminating point as well as the Light Engine Running are not taken into consideration. While computing average speed of freight trains XII. Staff Supervisions: Excellence in freight operations requires that the staff offer their willing co-operation. To achieve this proper training for constantly developing the knowledge, skills and commitment is essential. XIII. Targets and Statistics: One of the important means to utilise fully and efficiently the existing carrying capacity of a railway is to set measurable and specific targets for the various performances after taking into consideration all the local conditions. Once the targets are laid down, all possible efforts must be made to attain them. The targets should be set sufficiently high and reviewed constantly with a view to improving the performance further. Details regarding Statistics pertaining to Railway Operations are given in chapter on Operating Statistics where targets are not attained within a reasonable period, the causes must be traced and effective remedial action taken, if necessary, revised targets should be laid down.  PREFERENTIAL SCHEDULE (Back to Index) Movement of wagon load traffic, is regulated by what is known as the Schedule of Preferential Traffic, laid down by the Central Government (Railway Board) under Section 71 OF THE Railways Act ,1989 and is designed to ensure that certain essential commodities and urgent movements are accorded necessary preference at a time when the available transport is not adequate to meet with all the demands. Traffic is classified into 4 categories viz., A, B, C, and D. Commodities registered in the lower categories cannot have preference over those registered in the higher categories although the former may have been registered much earlier. (a) This Priority Schedule is decided by Traffic Transportation Directorate of Railway Board. (b) It lists the Sponsoring Authority and Accepting Authority for programmed traffic. (Copy of Priority Schedule can be obtained from Indian Railways website) Rationalization Order Under section 71 of Indian Railways Act 1989, Railway Board has been empowered to charge freight over route, which may not be the shortest between alighting point and destination. The Rationalization order indicating the route through which the freight is to be charged is issued by traffic transportation branch, Railway Board. Revised rule 125 of IRCA Goods Tariff Part I(Volume-I) vide Board’s letter nO>ECR 1125/94/3 dated 6/10/94 through which it has been that directed unless there is specific instruction in writing from the center or his authorized agent to the contrary, goods will be despatched by the route optionally feasible and freight charges will be levied by the shortest route. However, charging of freight by shortest route is subject to any instructions issued under rationalities order issued from time to time.  MOVEMENT OF OVER DIMENSIONAL AND OTHER BULKY CONSIGNMENTS (Back to Index) Definition: Consignments, which when loaded upon a wagon, would infringe the maximum standard moving dimension, at any point, on the entire route, from the booking station to the destination, including via break of gauge is called an Over Dimensional Consignment (ODC). Therefore, any consignment exceeding the dimension quoted below shall not be registered for booking unless prior sanction for its acceptance has been obtained from the Zonal headquarters. Maximum Moving Dimensions from rail level (at any point): Gauge Description BG MG NG (MM) (MM) (762 MM) Height at Centre 4115 3430 3200 Height at sides 3505 3200 2895 Maximum Width 3050 for Bogie Wagon 2590 2286 3200 for 4 wheeled Wagon Note: (i) Above mentioned dimensions includes lashing and packing. (ii) When a dummy truck is used, the maximum weight that may be loaded, in any wagon or truck is distinctly marked on each vehicle and must not be exceeded. Classification of ODC consignment: ODCs are divided into 3 classes according to the minimum clearance available between the consignment and minimum fixed structure profile. Class ‘A’: Those ODC loads, which has a gross clearance of 22.86 cm (9 inches) and above. Class ‘B’: Those ODC loads, which has a gross clearance of 15.24 cm (6 inches) and above, but less than 22.86 cm (9 inches), Class ‘C’: Those ODC loads, which has a gross clearance of less than 15.24 cm (6 inches) but not less than 10.16 cm (4 inches). Maximum Movement Required to be Class Sanctioning Authority Permissible During Day escorted by Sanctioned Speed or Night Within Division : DRM Inter Division of the same zone COM A Sectional speed Day & Night -- Inter Rly.: COM of the Zone and COM of concerned Railway. Local : BG-40 KMPH B DRM MG-25 KMPH Day & Night TXR Inter Div/fgn.Rly.: COM NG-15 KMPH BG-25 KMPH SE (C&W) C CRS MG-25 KMPH Day SE(P.Way) TI NG-15 KMPH Net Clearance: The net clearance shall be worked out as under: The net clearance between the consignment as loaded in the train and any fixed structure should be calculated after making an all