Crew Management Training PDF

___________________________________________________________________________ 1. CREW MANAGEMENT AND TRAINNING 1.0 VARIOUS TYPES OF TRAINING GIVEN TO RUNNING STAFF Running staff after the recruitment as Asstt. Drivers, have to undergo various types of training. These tra...

___________________________________________________________________________ 1. CREW MANAGEMENT AND TRAINNING 1.0 VARIOUS TYPES OF TRAINING GIVEN TO RUNNING STAFF Running staff after the recruitment as Asstt. Drivers, have to undergo various types of training. These training are having oral and written examinations. The brief detail of the training is given in this chapter. Training of Running staff (for A/Dr. and Goods Dr.) As per RB Letter No. E(MPP) 2009/3/36 dt. 16.10.2009 for Goods Dr. and E(MPP)2009/3/14 dt. 26.10.2009 for A/DR training duration is revised as under : TYPE OF TRAINING DURATION 1. A/DR.(Elec.) with Traffic :- 103 days (79 days at ZRTI + 4days at Control room + 20 days line training) 2. A/Dr.(Dsl.) with Traffic 103 days (79 days at ZRTI + 4days at Control room + 20 days line training) 3. A/DR (Ele.+Dsl.) 151 Days 4. A/Dr. Conversion (Elec. or Dsl.) 48 Days. 5. Refresher Course for A/Dr.(Elec./Dsl.) 21 Days (18 days including 3 days simulator + 3 days safety camp). 6. Goods Driver single Traction (E or D) 60 Days at ZRTI including 6 days Simulator + 18 days Handling in respective division. 7. Dr. Conversion (E to D, D to E) 35 days including 6 days simulator+ 18 days handling in respective division. 8. Refresher course for A/Dr (Ele/Dsl) 21 Days (18 days including 3 days simulator + 3 days safety camp) 9. Refresher Course for Dr.(Ele+Dsl) 31 Days (28 days including 6 days simulator 3 days safety camp. 10. Loco Pilot (G) to LP (P) 48 working days. Note : In conversion course only Loco is covered No Traffic. 1.0.1 Training course for Assistant Drivers: This training is conducted by Zonal Railways Training Institute (ZRTI) of the Railways. The candidate must pass the examination which is conducted at the end of this training. Unsuccessful candidate is required to repeat the course and reappear for examination. The candidates can be booked as assistant drivers, only after passing the training course in respective traction. Traction Rolling Stock : OPERATION. 5 ___________________________________________________________________________ 1.0.2 Training course for shunters: This course is conducted by DTC/BTC of the Division. However, many Railways have stopped the conduction of this course. Earlier passing of this course was essential for promotion as shunter from assistant drivers. Nowadays some Railways are promoting the senior most assistant drivers as shunters where the course for shunters are not being conducted. Since shunter handles the loco independently, minimum 2 weeks course including handling is recommended. 1.0.3 Training course for drivers: This is a very important training course for the running staff. This is conducted by ZRTI of Zonal Railways. This training course is given to shunters and senior assistant drivers. After successful completion of this training course, the shunters and assistant drivers become eligible for promotion as driver as per the selection procedure. The driver who has passed diesel training course will work on diesel traction only. Similarly, if driver has passed the training course in both the traction (i.e., diesel and electric), then he can work the train on both the traction. 1.0.4 Refresher training course: This training is given to drivers and A/Dr. once in three years. In this training course, traffic rules and technical input of respective traction is given to refresh the knowledge of driver. Efforts should be made by division that no driver remains overdue for refresher course. For this purpose a register can also be maintained by depot incharge to keep a watch on the due date of refresher course for each driver. In addition to above, following short term courses are conducted by Basic Training Centres (BTC) of the division. (i) Crash training in Air brake stock operation: Though training in air brake stock operation is given in regular training course, meant for drivers, however, a two day course is conducted by BTC to stress on the important aspects of Air brake stock operation. During this training course, first day is devoted to class room training for providing theoretical input whereas the 2nd day is devoted to practical demonstration in yard and model room. (ii) Training in Automatic Block signaling (ABS):- Two days training is given to all running staff who are required to work in ABS territory. Details of training method is explained in chapter 1.4.1. (iii) Special training to ‘C’ category and weak drivers : There are some drivers in division who are lacking in one or other field of train operation and driving techniques. Such drivers are identified and their weak area like traffic rule knowledge, trouble shooting technique etc. are identified with the help of their loco inspector and suitable training of one or two weeks are planned to upgrade their knowledge and driving skill. This training is conducted by loco Traction Rolling Stock : OPERATION. 6 ___________________________________________________________________________ inspector of Basic Training Center of the division. At the end of this training the driver is interviewed by AEE (OP) or Sr. DEE(OP). iv) Training on simulator 1.0.5 Road Learning Training: Road learning training is given to running staff to make themselves conversant with signal locations and other operating conditions. Methods and rules for providing road learning training is explained as under. Road learning training is very important for the running staff. This training is essential before a driver or assistant driver is booked to work the train independently in section. During the road learning period, driver/assistant drivers travel in the section on engine and make themselves aware with the following aspects of train working. 1. Locations of signal at each station of the section. 2. Idea of visibility of signals of each station. 3. Intermediate block signaling in section. 4. Automatic and semi-automatic signals. 5. Location of spring points in section. 6. Approximate idea of gradient of the section and ruling gradient. 7. Siding at various places in section where goods train are placed or removed. 8. Locations of Permanent speed restriction in section. 9. Maximum load allowed in section with single and multiple locomotives. 10. Banking section where backer is provided to avoid stalling of the train. 11. Maximum permissible and booked speed of the train in section. 12. Idea of capacity of loop lines at various stations. 13. Idea of running time in section. 14. Restriction of not stopping the good trains at certain stations or signals. PRESCRIBED ROAD LEARNING PERIOD: 1. Every new driver should be given three trips for familiarizing himself with the section(s) on which he is rostered for duty. 2. If the driver has not operated on a section for over three months, he should be given road learning trips as per schedule given below :- Traction Rolling Stock : OPERATION. 7 ___________________________________________________________________________ Duration of absence Nos. of trips for road learning (A) 3 to 6 months One trip (B) 6 months to two years Two trips (C) Over of absence Three trips (as given to new entrants) Note : As per RSRC recommendation one trip to be given in night i.e. between 20.00 hrs. to 06.00 hrs. 1.0.7 The scale of trips provided at (A) above would apply to all systems of working, including sections having one train only system of working. A register should be maintained at crew booking point indicating the road learning validity of driver/assistant drivers. Before a driver is allowed to work the train, a declaration should be obtained that he has taken the road learning of the section and he is fully familiar to work the train in section. Before a driver takes over the driving work, he should certify that his previous trips on the sections was performed within last three months. More over the depot should keep watch on the trips performed by a particular crew so that if any crew has not operated in a particular section for about two or two and half months, such crew is identified immediately and booked to such section. This will avoid expiry of road learning of the crew. After completion of road learning, driver/assistant driver should submit the diary indicating the road learning taken by them. During the road learning training, they should obtain the signature of the driver of the train by which they traveled during their road learning training. In addition to above, the depot incharge should also interview the crew of his depot to judge the performance of road learning. If the performance is unsatisfactory, the road learning period can be extended suitably. 1.1.1 System of monitoring and counseling of running staff:- The working of running staff is continuously monitored to ensure safe train operation. Procedure of monitoring the drivers, assistant drivers and shunters etc, on a division has been explained in this chapter. The running staff i.e., drivers, assistant drivers belong to a category of staff who are not available at a time on a given work place. In other types of working, like workshops and sheds, the work place of the staff is definite and therefore, any instruction can be given to the staff in a planned manner. On the contrary, the Traction Rolling Stock : OPERATION. 8 ___________________________________________________________________________ running staff, moves from one place to other and working is round the clock with no fixed period of duty and rest. Therefore, giving instructions, counseling and taking the feed back for their working becomes very difficult and cumbersome. Running staff either remains on line or takes rest in running room at their HQrs station. Therefore, they can be counseled / monitored only when they come for duty at the time of sign on and also during their journey by way of foot plate inspection. The system of counseling by Loco Inspector : 1.1.2 Monitoring and counseling by Loco Inspector : Division has certain number of loco inspectors. Each loco inspector is generally allotted 25 drivers. These nominated drivers are monitored and counseled by loco inspector during their foot plate inspection, their visit of lobbies or running rooms. The periodicity of monitoring the driver as per their safety category is given as under:- Driver having A safety category: Drivers classified as ‘A’ are monitored once in 2 months by their nominated loco inspector. Driver having B safety category: Drivers with ‘B’ safety category are monitored once in one month by their nominated loco inspector. Driver having C safety category: Drivers classified as ‘C’ are monitored once in a fortnight by their nominated loco inspector. Monitoring should include both up and down directions, all sections and in nights also, for all types of stock. NOTE : The system of classification of safety categories of drivers is explained in Chapter 1.1.8. After monitoring and counseling the driver as per the programme given above, loco inspector submits reports to Sr. DEE (OP) once in a fortnight. This report includes the performance of their nominated driver in respect of technical knowledge, driving techniques, safety awareness and traffic rules. The driver found lacking in knowledge during such inspection are given special training in his / her area(s) of weaknesses so that their performance can be made upto the mark. Such training is imparted in Basic Training Center (BTC) of division which is generally headed by a Sr. Loco Inspector (Training). All new Goods Drivers should be treated as ‘C’ category, for first 3 months. On receipt of the report from loco inspector, the frequency of monitoring done by these inspectors are compiled and it is found out whether any driver is overdue for monitoring by loco inspector or not. If any driver is found overdue for monitoring, the nominated inspector is questioned. The review of Drivers category by Sr.DEE (Op) should be done once in a year. Traction Rolling Stock : OPERATION. 9 ___________________________________________________________________________ 1.1.3 Regular issue of safety circular and general instructions: The safety branch regularly issues the safety circulars indicating the salient features of train operation. This safety circular also highlight the recent unusual/accidents which has taken place due to human failures. Running staff is supposed to go through the safety circulars and note the contents of the safety circulars for strict compliance. Similarly, executive branch i.e. mechanical or TRO branch issues the instructions which are mainly technical in nature to running staff. This is done to upgrade the knowledge of running staff also make them aware of the recent developments taking place in technical upgradation of locomotive and rolling stock. These safety circulars and general instructions are displayed at crew booking point where the drivers sign on and sign off. At the time of signing on, the running staff goes through these important instructions and make themselves aware. 1.1.4 Issue of Monthly Bulletin : Certain divisions are issuing monthly bulletins to the drivers. These monthly bulletins highlight the important points of train operation to be followed by running staff. At the same time, case studies of recent failures are also written in simple language with the advice to running staff to follow the correct procedure to avoid reoccurrence of such mistakes. These monthly bulletins are circulated to all running staff and even individual copies are also given to all. 1.1.5 Safety Camps: Safety camps are held at various places in division at the interval of a week time. These safety camps are organized by safety branch and experienced safety cancellers are associated with this. In these safety camps, the running staff assemble at a given station and they are counseled on important aspects of train working. These ideas of train working are explained in simple and interesting manner by having man to man contact. Any doubt during such safety camps is clarified and even practical demonstrations are arranged. 1.1.6 Safety Meetings: This is held by depot incharge at least twice a month. In these safety meetings, safety circulars, general instructions, issued during the month are read and the same is explained to each and every staff of the depot. 1.1.7 Visit of running staff to Trip Shed / Elect. Loco Shed: Loco inspectors are supposed to take their nominated drivers for training in loco shed or trip shed for practical demonstration of trouble shooting. Practical demonstration of trouble shooting at least once a month is necessary to keep them versed with the equipment location and trouble shooting techniques. Traction Rolling Stock : OPERATION. 10 ___________________________________________________________________________ Watch on the performance of C category Driver : A special watch is required to be kept on the driver classified as ‘C’ category driver. As this category of drivers are weak, the watch on their working and training will help in improving overall performance of running staff. Watch on the accident prone and alcoholic drivers : List of drivers are maintained which is known (1) list of alcoholic drivers and (2) list of accident prone drivers. The drivers are included in this list based on the monitoring reports received from loco inspectors. Accident prone drivers will require frequent monitoring and counseling regarding safety rules and correct method of working in some risky situations. Similarly more ambush checks are required to be done on alcoholic drivers to find out whether the condition of driver is sober. 1.1.8 Method of classification of safety category of running staff : There are certain guidelines which are followed for deciding the safety category of the driver. These guide lines are explained in this chapter. Total Marks for deciding A, B and C category to Drivers is given as under: ‘A’ category -- 80 and above ‘B’ category -- 60 to 79 ‘C’ category -- below 60 Traction Rolling Stock : OPERATION. 11 ___________________________________________________________________________ Performance Assessment Parameters for gradinq of Drivers into 'A'. 'B' & 'C' category. Name of Loco Pilot: Desig: HQ : Gradation No. 1 2 3 4 5 Existing Category Date of Gradation Name of the Inspector 2 3 1 Performance Parameters Max Marks obtained in exam 1 Driving Technique Mark 1 2 3 4 5 a Performance before starting 6 b Performance after starting 4 c Engineermanship 11 d Whistles under different conditions 4 Marks on Driving Techniques. 25 2 Knowledge of safety & Operating Rules a Road learning Knowledge & location of following 5 b Location of signals & their signaling points 4 c Knowledge of safety Rules & Regulations 8 d Knowledge of Rules Books & latest correction slips 7 e Knowledge of working under abnormal conditions 6 Marks on Safety & Operating Performance 30 3 Technical Knowledge & Trouble shooting a Technical Knowledge 5 b Knowledge with regard to C & W fitments 6 c Trouble Shooting capabilities 4 Marks on Technical Knowledge & Trouble 15 shooting 4 Personal Habits a Discipline 2 b General attributes 5 c Record keeping & paper work 2 d Hygiene 1 Marks on Personal habits 10 5 Accident record 20 6 Negative marks for Alcoholism (-) 7 Grand Total 100 8 Signature of the Loco pilot 9 Signature of the Loco Inspector 10 Final Category Traction Rolling Stock : OPERATION. 12 ___________________________________________________________________________ Gradation No. 1 2 3 4 5 Date of Grading Sr. Subject Performance Parameters No. Max Marks obtained in e: Marks 1 2 3 4 5 Driving Technique a Performance before starting 1. Personally checks loco before starting 1 2.Personally checks his train at road side sation 1 3. Check brake power certificate after guard signs 1 4. Personally checks caution order before signing 1 5. Personally checks authority to proceed 1 6.Exchanges signals with guard 1 Total 6 b Performance after starting 1.Does not start with a jerk 1 2.Conducts brake.feel test 1 3.Accelerates smoothly for attaining booked speed 1 4.Whisles / Exchange signals with guard after leaving station. 1 Total 4 c Engmeermanship 1. Driving & Coasting Techniques 1 2. Use of Dynamic / rheostatic brake 1 3. Starting / stopping of train on up-gradient 1 4. Keeps control over train on down gradient. 1 5. Stopping a train in down gradient 1 6. working of double headed & multiple locos 1 7. Observing all speed restrictions 1 8. No over shooting of platform during stopping 1 train upto Starter / Stop board & clearance of fouling mark. 9. Calling out signal-aspects, line nominations 1 10. Exchanges all right signal on run 1 11. Enters loop lines at nominated speeds 1 Total 11 d Whisles under different conditions 1. Whisles before starting, after leaving the station and while running through a stations 1 2. At all 'W/L' boards,at cattle roaming on track 3.Tress-passers crossing the track. 1 4. While approaching a bridge, tunnel, cutting and blind cure. 1 Total Marks on driving Technique 4 25 Traction Rolling Stock : OPERATION. 13 ___________________________________________________________________________ Gradation No. 1 2 3 4 5 Date of Grading Sr. subject Performance Parameters Max No. (Adequate / Inadequate) Marks 1 2 3 4 5 3 Technical Knowledge & Trouble Shooting a Technical Knowledge 1.Examination of locomotive 1 2.Normal rating of current & voltage.limits of major equipments w.r.t. current & voltage. 1 3. Use of safety appliance & relays 1 4.Knowledge about circuit, traction motors, pneumatic circuits, axle boxes, underframe etc. 1 5.Recent modifications on locos. 1 Total 5 B Knowledge with regard to C&W fitment 1.Required amount of vacuum / air pressure, procedure for brake continuity test, BPC & continuity certificate 1 2.Conducting of leakage test and location of leakage in vacuum / air pressure. 1 3.Brake binding in vacuum/air braked train. 1 4.Knowledge of brake gear & other underframe gear fitment 1 5.Hanging parts, flat tyre, Hot axle, detachments 1 6.Bye passing of coach 1 Total 6 C Trouble Shooting capabilrtes 1.Noticing corrent abnormal sign & logical 1 stage-wise trouble shooting. 2.Action to be taken in case of fire in loco 1 3.Isolation of Traction Motors, auxiliaries, 1 wedging of releys/contactors 4. Panto trouble/SMGR manual control in Electric locos and transition not working or picking up. in case of diesel locos 1 Total 4 Marks of Technical Knowledge & trouble shooting 15 2 Knowledge of safety & Operating Rules a Road learning knowledge & location of following 1. Manned level crossing, blind cureves, steep gradient etc. 1 Traction Rolling Stock : OPERATION. 14 ___________________________________________________________________________ 2. Permanent speed restrictions, spring points etc. 1 3. Yard layout, sidings etc. 1 4. Neutral section with its type. 1 5. Station approaches on gradients, loop lengths, yards layouts, sidings. 1 Total 5 B Location of signals & their sighting points 1. Type of signaling system in different sections. 1 2. Meaning of each aspect of signal 1 3. Singnals on RHS of track, on curves etc. 1 4. Calling on signals, signalling arrangement at junction stations etc 1 Total 4 c Knowledge of safety rules & regulations 1. different authorities and documents given 1 2. rules & Ghat section Banking section 1 3. Speed restriction indications & boards 1 4. Knowledge of working the train in foggy weather 1 5. reception/ Departure from non-signalled the 1 6. Departure from common departure signalled line 1 7. Flasher light observed on opposition train, Fusee observed on track. 1 8. Failure of IBH, Automatic & Semi-automatic signals. 1 Total 8 d Knowledge of rule books & latest correction slips 1. system of working in different section 1 2. whistle codes between Driver & Guard 1 3. Latest correction slip of G & SR 1 4. Latest correction slip of Operating Manual 1 5. Latest safety circular 1 6. Knowledge of rules for TSL working 1 7. Knowledge of working under different conditions like poor brake power, train parting. 1 Total 7 e Knowledge or working under abnormal condition 1 Piloting in case of signal/point failure 1 2.Action to be taken in case of extingushed colour light signal,extinguished gate signal, Red signal in automatic territory etc. 1 3.Action to be taken in case of signal going blank to Danger on approach,conflicting signal,etc 1 4.Action to be taken in case of OHE hanging, headlight failure, whistle failure, FLS etc. 1 5.Action to be taken in case engine failure in block 1 section. Traction Rolling Stock : OPERATION. 15 ___________________________________________________________________________ 6.working in case of wheel sliping , cattle runover, when lurch is experienced etc. 1 Total 6 Marks on safety & Operating rules 30 4. Personal Habits a Discipline 1.Not carrying anauthorised person/materials in cab/loco, leaving loco anmanned etc. 1 2.Punctuality Attitude toward work 1 Total 2 b General abilities 1.Duty conciousness, sincerity & hard working 1 2.Takes proper rest before 1 coming on duty, ability to concentrate. 3.Exercising proper control over working of assistant driver 1 4.Reports irregularities on line 1 5.Performance during training course 1 Total 5 c Record keeping & paper work 1.Perusal of shed notices, Reads all Memos carefully 1 2.Maintenence of memo book, filling up of CTR forms etc. 1 Total 2 d Hygiene 1.Overall health and alertness 1 Total 1 Marks of Personal Habits 10 Traction Rolling Stock : OPERATION. 16 ___________________________________________________________________________ 5 Accident Record (during the last five year) A First a lump sum of 20 marks be awarded to the driver under the head accident record for his performance during the last 5 Years. B There after, certain negative marks (rounded off to the nearest whole number)will also be given based on the following criteria. 1.For primary responsibility in accidents, negative marks will be given as under: a- Collosion 20/n marks b-Passenger train derailment 15/n marks c- Goods train derailment 10/n marks d-Manned level crossing 10/n marks 2.For secondary responsibility in accidents, negative marks will be given as under. a-Collision 10/n marks b-Passenger train derailment 10/n marks c- Goods train derailment 5/n marks 3. For each indicative accident in which driver was involved 5/n marks Note: (1) n is the year starting from the assessment year, when the Driver was involved in the accident. (2) If a driver gets involved in an accident, he should be regraded and in such a case n = 1.3 The total negative marks for accident cannot exceed 20. ___________ Traction Rolling Stock : OPERATION. 17 ___________________________________________________________________________ These items as explained above may be gone through by Loco Inspectors thoroughly and LIs should submit the report giving the marks against each items after thoroughly understanding the working of driver. For newly promoted (drivers, kept in ‘C’ category) Loco inspectors may take about three months time to watch the working before giving marks and classifying them as A, B or C category. 1.2.1 Working procedure at a crew booking point : The crew change point is provided in division keeping in view the duty hours of the drivers. There are stations where only goods drivers are changed where as at some stations mail/express as well as goods drivers are also changed. Each crew booking lobby is manned by a Engine Turner who is a member of running staff in the grade of shunter. In addition to engine turner, crew booking lobby may have a indoor and out shunters depending on the workload. The busy crew booking points may have a crew controller in the lobby who is in the grade of (Rs. 9300 - 34800 GP – Rs. 4600/-). The incharge of the crew booking points is known as Loco Foreman or Assistant Traction Foreman (ATFR) or Chief Crew controller. In this chapter various functions at crew booking points are explained. Facilities/Record available at a crew booking point : The following registers are maintained at a crew book 1) Periodical Medical Exam (PME) Register:- Running staff have to undergo medical examination periodically. Therefore, a register is maintained where the last date of PME is noted and the date of PME is displayed each month on the board. The staff due for PME are sent for medical examination generally one week in advance. The staff overdue for medical examination cannot be booked to work the train. The periodicity of medical examination is explained in Chapter 1.3.5. 2) Road Learning Register:- Road learning particulars of all the drivers are recorded in this register. 3) Progressive hours of working register:- Working hours of the drivers for each fortnight is recorded. This helps controlling the working hours of the drivers in 2nd week of FN to achieve target of 104 hrs. in a FN. 4) Periodical rest register:- Periodical rest given is recorded for each driver. It is also ensured that no driver remains without availing proper due periodical rest. 5) Safety camp/safety meeting register:- Record for attending or relieving drivers for safety camp is entered in the register. 6) Personal stores of drivers register:- Personal stores issued to driver is recorded with the acknowledgement of the concerned driver. Traction Rolling Stock : OPERATION. 18 ___________________________________________________________________________ 7) Sign on register:- This register is available at crew booking point where driver enters the detail at the end of the journey. 8) Sign off register:-This register is available at crew booking point where driver enters the detail at the end of the journey. 9) Track defect register:- In these registers the defects noticed during the train working is written by driver in respective register 10) Signal defect register:- for getting urgently attended. 11) Caution order display register:- 12) Drivers detail book register:- Availability of driver in HQ and in running room is maintained in this register. Drivers are booked with the help of this register. All these registers are maintained by LF/ ATFR/Chief Crew Controller who is incharge of the depot. During the inspection of crew booking lobbies, these registers should be inspected to judge its working. Information Displayed in the lobby:- Each crew booking point should be very up-to-date in display of the information/instructions issued from time to time by the administration. Following information are displayed. 1. Safety circulars issued by safety branch. 2. General Instruction – issued by Sr.DEE/TRO or Sr.DME in ‘G’ Book. 3. Monthly bulletin issued by Sr.DEE/TRO/Sr.DME or DSO. 4. Safety slogans. These information should be got noted by the running staff at the time of sign on in lobby. 5. Drivers passed medical with spectacles – The list of such drivers are displayed in the lobby. Whenever, these drivers sign on, the presence of 2 Nos. of spectacles with them should be ensured. 6. List of Senior Guards Goods Drivers, screened for working passenger trains. 1.2.2 Working of system at crew booking point : The engine turner gets the Train Notice Nos. containing the information of expected arrival of train, loco number, and train number. As per the availability of crew, engine turner sends the call book to the driver and assistant driver indicating the time about Two Hours in advance of the time of expected arrival of the train. Traction Rolling Stock : OPERATION. 19 ___________________________________________________________________________ Whenever, the driver comes for sign ON or sign OFF, engine turner ensures the same is being done properly. The brief description of duties of a engine turner/crew controller is given as under :- 1. To maintain the sign ON/OFF register properly. 2. To ensure B.A. (Breath Analyser) test of crew at the time of signing ON / Signing OFF 3. To call the crew for the train as per train Notice given by traffic department. 4. To maintain the book of availability of driver up to date. 5. To have close liason with the crew controller in control officer for balancing the drivers form one depot to other depot. 6. To ensure timely loading/uploading of drivers’ line boxes containing their personal stores. 7. Strive to achieve 104 hrs. of progressive duty in a FN for each Driver, without causing any Breach of his Rest and still providing all necessary Periodical Long Rest prescribed every month. 8. Strive for reducing both Pre-Departure Detention and Post Arrival Detention for Drivers. 1.2.3 Personal Stores of a Driver : In this chapter, the tools issued to driver is given. The knowledge of these items given to drivers is required for timely and correct issue of tools to driver. Driver is the only person available on a train who is technically more competent than the other Railway staff like T.T.E, conductor, guard etc. present on the train. Therefore, driver of the train is provided with certain important tools so that the minor trouble of engine, coaches or wagons can be attended and section can be cleared without undue detention to the train. Important items of the driver’s tool box is given below. This is given to each driver as personal store. 1) Tool Box - 1 No. 2) Hand hammer - 1 No. 3) Plier - 1 No. 4) Adjustable wrench spanner - 1 No. 5) Pin punch - 1 No. 6) Chisel - 1 No. 7) 30/32 spanner - 1 No. 8) Red flag - 2 Nos. Traction Rolling Stock : OPERATION. 20 ___________________________________________________________________________ 9) Green flag - 1 No. 10) Detonator box - 10 Nos. 11) EM Contactor wedge clamp - 2 Nos. 12) H.S. Lamp Tri colour torch - 1 No. 13) Memo Book (T215-B) - 1 No. 14) Trouble shooting guide - 1 No. 15) G&SR Rule Book - 1 No. 16) Accident manual - 1 No. 17) Glass fuse 5 amp. - 1 No. 18) Cotton Rope – 2.5 mtrs. - 1 No. 19) Wedges for Relays - 1 No. 20) Screw driver 6” (150 mm) - 1 No. 1.2.4 Method of issue of personal stores to drivers:- As soon as the staff is promoted as driver, he is given required training and issued with personal store as given above by the depot incharge. The concerned depot incharge maintains a register wherein details for issue of personal store to driver along with his signature is recorded. Whenever a driver is transferred or retired, the personal stores is taken back and kept in store for issue to other driers. Whenever a driver is on duty, the personal stores are to be kept by the driver. This personal store is kept in a box as line box or tool box. 1.2.5 Items to be checked while carrying out Foot Plate Inspection:- All the railway officers and supervisors carry out foot plate inspection to review/judge their system of maintenance, organization discipline, level of alertness etc. from time to time. Foot plate inspection indicate the performance of all the department involved in train running. Therefore, the officials who are carrying out Foot Plate inspection should keep watch on the relevant aspect of train working particularly the areas connected with their branch. As a TRO officials the main attention is given to punctual train running and performance of the crew and loco. While there cannot be fixed number of items to be checked while carrying out foot plate inspection, even though, guide line can be provided so that foot plate inspection can be more meaningful and productive. 1.2.6 Some points to be kept in mind during foot plate inspection by Traction Rolling Stock operating officials is given below:- While starting the foot plate inspection, the name of the crew and train detail like load, brake power certificate (BPC) etc should be noted down. Traction Rolling Stock : OPERATION. 21 ___________________________________________________________________________ A) Observation of loco:- Performance of loco should be judged during foot plate inspection. For this purpose the loco log book should be gone through and observation of driver recorded in log book may be noted for remedial action. Observation of loco to be taken can be summarized as under:- 1) Inspection of loco log book and observing the nature of defect booked by driver and action taken by trip shed/homing shed. 2) Type of speedometer and its working condition. 3) Condition of head light, flasher light and marker light. 4) Condition of horns/wipers. 5) Condition of safety fittings of locomotive as observed visually. 6) Condition of fire extinguishers and its date of filling. B) Observations of the crew:- 1) General working and trouble shooting knowledge of driver/asst. driver. This can be ascertained to some extent by asking some questions regarding loco, traffic rules, safety rules etc. C) Driving technique:- This can be observed by keeping watch on the following activity of driver. 1. The method of starting/ stopping the train:- whether driver is keeping watch on the current, voltage given to traction motor at the time of start. Is he keeping watch on Pressure level in loco? Is the starting is without or with wheel slip during start? Similarly, whether the driver is able to stop the train with minimum destructive of vac./air pressure. Whether train is stopping at proper place or not etc. 2. Coasting of driver:- This can be observed by the technique of driver for coasting the train to the maximum extent without loosing time in section at the down gradient. 3. Negotiating the gradient:- There are cases where the train stalled in UP gradient due to bad driving by a driver. Such case can be avoided if driver takes necessary precautions like keeping the brakes released, keeping the train in good momentum as per the speed restriction etc. 4. Negotiating the caution order:- Ability to negotiate the caution order at exact speed without over speeding or without being too slow. 5. Calling out the signal aspect and road knowledge:- Whether calling out of signals by driver/assistant driver is correct and loud. Road knowledge of the driver can be assessed by asking questions regarding gradient, signals location etc. Traction Rolling Stock : OPERATION. 22 ___________________________________________________________________________ 6. Whistling at LC gates and curves:- Whether driver/asst. drivers are whistling properly at specified locations. 7. Exchanging the signal with station staff:- The crew of the train is supposed to exchange signals with the station staff through which the train is passing. During foot plate inspection this aspect is to be observed. 8. Testing of brake power of train at first opportunity:- The driver is supposed to test the brake power of the train at the first opportunity after starting the train. This is very important for safety of the train operation because it gives the feel of brake power available on train which will help the driver for controlling the train during its course of journey whether driver is doing the test? This should be checked during foot plate inspection. D) Personal particulars of the driver: Following particulars should be checked. 1. Date for refresher course done – whether overdue for refresher training. 2. Date of last periodical medical examination 3. Date of competency certificate issued for working in ABS territory (if applicable) 4. Section where he is due for road learning. 5. Availability of personal store with driver. E) General Working: 1. Signal exchange by points-man and station master while train is running through. 2. Alertness of gateman at level crossing gate. 3. Whether caution order boards are correctly displayed as per caution order issued. 4. Whether any jerk or lurch noticed – the Km/location of such position of track to be noted. F) Visibility / irregularity of signals: 1. If any of the signal is not visible properly the same are to be taken a note of. If any signal irregularity like a blank signal, bobbing signal etc are noticed, the same should also be noted down. Traction Rolling Stock : OPERATION. 23 ___________________________________________________________________________ 2. Whether drivers of the trains crossings on double line section for the train coming from opposite direction are using the dimmer of the head light to enable better visibility of signals for the train coming in opposite direction. These are some of the important items which should be kept in mind while carrying foot plate inspection by a officials of traction rolling stock operation branch. However, it is the discretion of the official to check any items of train working during his/her foot plate inspection like time taken in loading/unloading the parcel, passenger reservation on train, general condition of coaches from the point of view of passenger amenities, the relevant observation for remedial action should be informed to concerned branch officials immediately after foot plate inspection is over. 1.3.1 Duty Hours and Running Allowances to Running Staff : It is very essential to know the duty hours of running staff for their efficient management. Similarly, the allowance paid to running staff are different than that of other category of staff. Therefore, it is necessary to understand the type of allowances paid to running staff for better management. In this chapter, following has been discussed: 1. Duty hours of running staff. 2. Various types of allowances paid to running staff. (1) As we know, there are four category of Railway staff as given under: 1. Continuous 2. Intensive 3. Essentially intermittent 4. Excluded. The duty hours for running staff is counted from sign ON to sign OFF. The running staff are classified as continuous. The duty hours for the running staff is as under:- i) Max. Hrs to be utilized = 104 hours in a fortnight. ii) No. of periodical rest in a month = 4 rests of 30 hrs each or 5 rests of 22 hrs each including a night in bed. 2. Normally, running staff are not put on duty for more than 10 hrs at stretch. They can claim rest after performing 12 hours duty provided they have given 2 hours notice. 3. Running staff should not perform night duty for more than 6 consecutive nights. They should not be out of headquarters for more than 3 or 4 days continuously. Traction Rolling Stock : OPERATION. 24 ___________________________________________________________________________ 4. Periodical rest should include the full night rest. This rest should normally be given in a week. HQ rest to running staff : 1. The Headquarter rest is given as under:- i) For duty less than 8 hours = 12 hours rest ii) For duty more than 8 hours = 16 hours rest Outstation rest for Running staff:- 1. Outstation rest is given as under:- i) For duty hrs of 8 hrs or more = 8 hrs rest ii) For duty hrs less than 8 hrs = half an hour rest for each hour of duty (Normally Min. 6 hrs. outstation rest is given). 2. While giving the HQ or outstanding rest as above, 2 hrs call time is also added. 3. Running staff accompanying dead/trial engine:- When accompanying such engines, they may be allowed 2/3rd of the time spent in journey, but if they travel in engine while on trial they will be entitled to full credit of whole time spent on journey. 1.3.2 Running allowances for running staff : Running staff are paid running allowance instead of TA. Certain percentage of the running allowance is taken into account as pay for fixation of pension, leave salary etc. The following allowances are paid to Running Staff :. I) Mileage (Kilometerage) Allowance : This is paid when staff is engaged in running of train as per actual Kms of driving performed. II) Allowance in lieu of mileage : If the running staff is utilized for stationary duty in crew booking lobbies or inspectorial duties, the mileage in lieu of working at stationary duty is paid. III) Waiting Duty Allowance : When running staff are called for duty and keeps on waiting for duty due to administrative reasons, in such case, running staff gets the mileage at the rate of 15 Kms per hour of waiting duty. Traction Rolling Stock : OPERATION. 25 ___________________________________________________________________________ IV) Allowance for Ghat Section : a) Class I Ghat Section :- If the section is having a ruling gradient of 1 in 40 or steeper. b) Class II Ghat Section :-If the section is having a ruling gradient of 1 in 80 or steeper but less than 1 in 40. The running staff working in Ghat section, gets the mileage computation 5 times the actual distance traveled in case of Class I ghat section and 3 times the actual distance traveled in case of Class-II ghat section. V) Out/stn. Detention allowance : When the staff is detained at o/stn. For more than 16 hrs from the time they sign off duty they shall be credited 70 km for every 24 hrs or apart there of after the expiry of 16 hrs from the time of signing off. VI) Breach of Rest Allowance (BOR) : If the running staff is called for duty at his HQRs without completion of the HQ rest the staff has to be paid Breach of Rest (BOR) allowance. BOR is paid for booking the driver under rest at his HQ station. This will not be paid for outstation driver. The rate of BOR will be at the rate of 2 Hrs. for every hour, by which rest falls short the prescribed hours of rest. As per RB L.N.-E(LL)2008/HER/8 dated 16.09.08 With ref To L.N. HPB/460/LE/HER dated 22.08.08 ofGM(P) CR CSTM on the subject BREACH OF REST of drivers, the matter has been examined by RB and taken stand that serving of call book cannot be treated as Breach Of Rest as it is only a facility for the staff is in order. Advance call of register facilitates the employees to be in readiness and after completing his personal work he can "sign on " in time. Moreover, providing ofCUG phones to running staff can also be leveraged to. Reduce the interaction further to ward off any apprehensions on this score. By-Director Estt. (LLJ/RB/NDLS. VII) Accident Allowance : R/staff who held up at any stn. other than their HQ due to an accident for a period exceeding 8 hrs shall be paid an accident allowance @ 70 km for every 24 hrs or a part there of from the time of commencement of the accident. VIII) Out/stn. Relieving Allowance : To work temporarily at stn. Other than HQ either running or stationary duties to a R/staff., o/stn. Relieving allowance is granted (a) When R/staff are sent to an o/stn. to officiate in higher post, the allowance shall be paid for 14 days only. Traction Rolling Stock : OPERATION. 26 ___________________________________________________________________________ (b) And for same capacity/grade ,for a max. Period of 2 months. - IX) Minimum Guaranteed Km Allowance : - Each railway should identify the area, sections & circumstances which do not have the potential for enabling the R/staff to earn adequate km within the stipulated duty hrs. Rate is @ 120 km/day. X) TRIP ALLOWANCE :- (RBE 18/2009, 01.10.09) A trip allowance at the following rate shall be paid to the running staff wkg. on high speed train & RAJDHANI express for completion of trip. Category Rate w. e. f. (01.10.2009) 1) Mail Dr. Rs. 24.00 2) Co-Dr. Rs. 18.00 3) Mail Guard Rs. 18.00 4) Assist. Guard Rs. 9.00 (XI) SHUNTING DUTY ALLOWANCE : (1) R/Staff working through Goods trains & shunting vans ,goods train,shall be paid shunting duty allowance at the following rates- (a) For through goods trains, for shunting from third station/point in one trip. (b) For shunting/van goods trains for shunting from fourth station/point in one continuous spell of duty. The rate of the allowance for shunting duty are as follow w. e. f. 01.10.09 (RBE No. 18/2009 dt. 01.10.2009) Drivers Rs. 33.50 Guard Rs. 26.50 A/Dr. Rs. 23.50 (2) When the main line crew is utilized for shunting duty at the terminals, which is preceded by or followed by train working ,such duty shall be paid for at the rate of 1 5 KM par hour. The ALK is admissible in the following cases : (1) Journey on transfer (2) Joining time (3) Attending enquiries (4) Attending law courts (5) Attending defense counsel for witness (6) Ambulance classes (7) Territorial army Traction Rolling Stock : OPERATION. 27 ___________________________________________________________________________ (8) Staff loan societies (9) Railway institutes (10) Welfare & debt committee (11) Railway Co-op societies (12) Medical examination (13) Sport duties (14) Lok Sahayak Sena (15) Union meeting (16) First aid classes (17) Training in carriage sheds (18) Workers educational schemes (19) Railway training school for refresher & promotion course (20) Sterilization operation (21) Hindi exam. (22) Guard booked on escort duty (23) Dr. kept spare for examination/cleaning engine of SPL train for VIP (24) Any other duty declared in emergency as qualifying for ALK. (25) Also ALK of 120 km to Dr. working as power controller/crew controller. NO TA/DA OR SPL PAY ADMISSIBLE COMPUTATION OF KM FOR PASSENGER SERVICES : KM shall be calculated as follow for drivers working in pass, service. Hrs. of duty from SOSO ------ KM to be paid for (a) Less than 04 hrs. - Actual km subject to a min. of 120 km (b) 04 hrs. & above but less than 05 hrs. - min. of 130 km. c) 05 hrs. & above - min. of 150 km. INCENTIVE SCHEME FOR THROUGH GOODS TRAINS:- (w.e.f. 01.08.81) Total km actually performed by = KM to be paid for the Running staff. 0-125 - min. l25km 126-175 - Actual km + 20 % thereof. 176-200 - Actual km + 3 0 % thereof. 201 & above - Actual km + 40 % thereof. Traction Rolling Stock : OPERATION. 28 ___________________________________________________________________________ COMPUTATION OF KM FOR SLOW MOVING TRAINS : R/staff working on slow moving trains will be paid as under:- (i) Shunting & van goods trains will be paid as under. For the first 60 kms — to be paid at double the km. Beyond 60 kms — to be paid at 3 times the km. (ii) In case of Ballast & material trains, crane spl. & L/Engine ,on mech. account ,the computation of kms shall be at the following rates. 20 kms per hour subject to maximum of 200 kms; for prescribed hour of duty from SOSO. , (iii) In case of Breakdown SPL,& Medical Relief trains-25 kms per hour from sign on to sign off. ALLOWANCE in lieu of R/Room facilities- (RBE 18/2009 w.e.f. 01.10.09) 1) Dr.& Guards — Rs. 32.00 2) Shunter —, Rs. 26.00 3) A/Dr & A/Guard — Rs. 22.40 LOCO RUNNING SUPERVISORS:- CTLC,CLF,SLI,CCRC. - Rs. 7450-Rs.11500 Rs. 9300 – 34800, GP Rs. 4600/- LF,LI, - Rs. 6500-Rs. 10500 Note:- TLC's are selected from Goods Dr. or Pass. DR. No change in pay scale, but eligible for mileage i.e. 120 km/day (for selected) & 1% of basic for temporally appointment as TLC. Tower wagon driver's also classified as running staff for all purposes w.e.f.. 10.04.91 vide Railway Board's L.N. E(P&A)ii/78/RS-ll dated 10.04.91 & 29.04.91. 1.3.3 Periodical medical examination (PME) of running staff:- Medical examination of running staff is very important for ensuring the safety of train operation. Railway Board vide letter No. 88/H/5/12 dated 24.1.1993 have given the guidelines for medical examination. In this chapter the rules of medical examination as prescribed in the Indian Railway Medical manual is explained in brief. The knowledge of the rules of medical examination will help in better management of crew. A thorough and stringent Medical Examination, including X-ray (Chest), ECG, Urine Examination. Blood sugar Estimation, or any other investigation/observation as deemed fit by the medical examiner is to be done keeping in mind the following conditions : Traction Rolling Stock : OPERATION. 29 ___________________________________________________________________________ 1. Hypertension 2. Diabetes 3. Ischemic Heart disease 4. Hearing 5. Mental condition/ Reactions of the candidates. Visual Ability – 6/6 6/6 – no glasses permitted including night vision. 1.3.4 Examination at the time of induction as drivers/promotion to goods driver:- 1) Employees inducted as driver at an age less than 45 years age. i) A thorough physical examination with special emphasis in eye check up and any other examination investigation as deemed fir by medical examiner is done. 2) Employees inducted as driver at an age more than 45 years age. i) A thorough medical examination as applicable at the time of entrance to A-I category and defined in para (i) above. ii) Visual ascquity standards in these cases will be the same as prescribed for periodical medical examination (PME). If however, an employee below the age of 45 years being inducted as driver, has not earlier undergone the above tests, he/she will have to be examined with visual standards as at PME. iii) The eye examination is to be done by a doctor of the rank of DMO or above, specifically nominated by CMO. 1.3.5 Periodicity of Medical Examination : 1) Periodical medical examination would be done at the termination of every period of four years calculated from the date of appointment till the date of attainment of age of 45 years. Every two years upto 55 years and thereafter annual till retirement. Employee who has been periodically examined at any time within 2 years prior to his attaining the age of 45 years would be examined after two years form the date of the last medical examination and his subsequent medical examination will be held as mentioned above. 2) The running staff must give the following written undertaking to his superior while reporting back to duty after leave or absence of 45 days or more upto 90 days. Traction Rolling Stock : OPERATION. 30 ___________________________________________________________________________ i) That he has not suffered any eye disease or undergone any eye operation. ii) Regarding presence/absence of contact lenses. iii) Regarding any history of fits/epilepsy attacks of giddiness or vertigo, chest pain, mental abnormality. iv) Regarding any history having undergone any surgical operation v) That he is not taking any drugs or treatment for Ischemic-heart disease, hypertension, diabetes or some other disease. 3) Any employee returning to duty after an absence of 90 days or more or with a history of having undergone any treatment or operation as mentioned in para (2) above irrespective of the duration of absence would have to under P.M.E. 1.3.6 Running staff are examined as per the following guidelines: 1) Blood pressure :- The peripheral blood pressure with medication should not be above 140:90 upto the age of 50, 150:90 upto 55 years and 150:95 upto 58 years of age. Ganglion blocking drug not permissible for control of hypertension. 2) Diabetes:- If controlled by diet alone – to be considered fit for all categories. If controlled by drugs, not fit as a driver except for shunting duty in the yard. 3) Ischemic Heat Disease:- Candidates/employees suffering from Ischemic Heart disease will not be passed fit. Relevant investigation in this context should be done where necessary. 4) Ear Examination :- Hearing should be normal. Hearing aids are not allowed. There should be no chronic ear discharge. 5) Driver should be mentally agile with normal reactions, 6) Examination is to be by a doctor of the rank of DMO or above specifically nominated by CMO. A special training of 7 days is imparted to all the doctors undertaking the medical examinations of drivers to familiarise them with the provisions of the circular and other relevant rules circulated from time to time. 1.4.1 Periodical training in Automatic Block Signalling : In this chapter the rules for automatic block signalling has been explained which is very important for safe train operation. Wherever, the drivers of a division are required to work the train in automatic block signalling territory, the training in ABS working is given. On a division the following method of the training in ABS is followed. Traction Rolling Stock : OPERATION. 31 ___________________________________________________________________________ (1) Initial training is organized by DSO of the division. This training is for two days period. After successful completion of training the running staff is given a competency certificate by DSO for working the train in ABS territory. The staff who have not undergone this training cannot work the train in ABS territory. (2) After initial training by safety branch, every six months, the knowledge of drivers/assistant drivers are tested in ABS working. This test is performed by nominated LIs for their allotted drivers. If the staff is found upto date in working in ABS section, the competency is extended for next 6 months. This way the competency of the running staff is renewed every six months. During ABS training following rules are explained: ABS RULES (1) Driver’s duty when automatic stop signal is ‘ON’:- When a driver finds an Automatic Stop Signal with an ‘A’ Marker at ‘ON’ he must bring his train to a stop in the rear of that signal. After bringing his train to a stop in the rear of the signal, the driver shall wait there for one minute by day and two minutes by night. If after waiting for this period, the signal continues to remain on ‘ON’, he shall given one long whistle and exchange signals with the guard and then proceed ahead, as far as the line is clear, towards the next stop signal in advance, exercising great caution, so as to stop short of any obstruction. (2) Precautions after passing automatic stop signals at ‘ON’ When an Automatic stop signal has been passed at ‘ON’ the driver shall proceed with great caution until the next stop signal is reached. Even if this signal displays ‘Caution’ or ‘Attention’ or ‘Clear’ aspect, the driver must continue to look out for any possible obstruction. He shall proceed cautiously upto the signal and shall act upon its indication only after he has reached it. (3) Type of Automatic signal:- i) Automatic signal:- This signal post is provided with white colour “A” marker on a round black colour board. This signal can be passed in on position subject to following the rules explained above in para (1) and (2). ii) Semi automatic signal:- This signal is provided with white colour “A” marker light. When this light is glowing, this acts as automatic signal and when NOT glowing this acts as ordinary non automatic signal. 1.4.2 Protection of a Train stopped in an Automatic Signalling Section : When a train is topped in an Automatic Signalling Section on account of accident, failure, obstruction or other exceptional causes, and the train cannot proceed, the guard shall immediately check up that the tail board/light is correctly exhibited and also exhibit a ‘Danger’ hand signal towards the rear. If the detention exceeds or is Traction Rolling Stock : OPERATION. 32 ___________________________________________________________________________ likely to exceed five minutes, it must be protected in accordance with rule except that on the occupied line the detonators shall be placed as under: i) one detonator 90 meters from the train on the way out; and ii) three detonators, 10 meters apart, not less than 180 meters from the train or at such distance as has been fixed by special instructions. Ambush Checks : In order to get the feed back of actual compliance of the rule, the ambush check is conducted by making a ABS signal red and observing the action taken by the driver. The driver who is found in not observing the signal aspect are counseled and DAR action is also initiated for violating the ABS rules. 1.4.3 Training in Air Brake Stock Operation : Indian Railways have planned to induct more air brake stock for goods trains. Similarly more and more passenger carrying trains are also running with air brake stock. Therefore, a special training is to be given to running staff to make them conversant with the operation and trouble shooting of air brake stock. In this chapter following items of air brake stock is discussed and explained. i) Various parts of Air brake wagon and its working. ii) Difference between Air brake and vacuum brake stock. iii) Minor trouble with air brake stock and its remedy. 1.4.4 Description : A schematic diagram of a air brake wagon is given below in Fig (1). A) Brief description of the important parts of Air brake stock as indicated in the circuit diagram is given as under:- (1) Distributed Valve:- Distributor valve is most important part of an air brake system. Any drop of brake pipe pressure below 5.0 Kg/cm2 at the rate of 0.3 kg/cm2/min. or more, results in applicable of brake due to difference of pressure which actuates the distributor valve. Main function of a distributor valve is given as under: Traction Rolling Stock : OPERATION. 33 ___________________________________________________________________________ (i) It charges the control reservoir to a pressure of 5 Kg/cm2. (ii) It also charges Auxiliary reservoir. (iii) It connects brake cylinder with Aux. Reservoir and supplies 3.8 Kg/cm2 air pressure. But it stops charging the auxiliary reservoir as soon as the brake starts applying due to drop in brake pipe pressure. (iv) It exhausts the brake cylinder air pressure to atmosphere at the time of recharging / release the brakes. (v) It has got a handle to enable the manual release of brakes whenever required. (2) Control reservoir :- As the name indicates, it controls the function of brake application with the help of distributor valve. The control reservoir has the capacity of 6 liters for goods wagons and 9 liters for coaching stock. It is charged by brake pipe through distributor valve. Once it is charged, it maintains a pressure of 5 Kg/cm2 i.e. air pressure equal to brake pipe pressure. The air pressure inside the control chamber remains constant. Only during manual releasing, the air of control chamber escapes to atmosphere through release valve of distributor valve reducing the air pressure of control reservoir depending upon the extent of pulling of lever of release valve. During manual releasing, the lever of release valve of distributor valve is pulled, brake cylinder air pressure is connected to exhaust port of Distributor valve. During charging operation, the air pressure of control reservoir on being charged to 5 Kg/cm2 air pressure, opens the port of D.V. which allows the air pressure of brake pipe to charge the Auxiliary reservoir upto maximum of 5 kg/cm2. During brake application, when the air pressure falls, the air pressure control reservoir actuates the distributor valve and connect the auxiliary reservoir with brake cylinder. Thus the reservoir keeps the full control over brake applications and releasing operation of distributor valve. Traction Rolling Stock : OPERATION. 34 ___________________________________________________________________________ (3) Auxiliary Reservoir :- It has been provided in Air Brake system to feed compressed air to brake cylinder at the time of brake application. One Auxiliary reservoir it provided per BOXN/BCN Wagon. The capacity of auxiliary reservoir is 100 Ltr. for wagons and coaches but for brake van, its capacity is 75 liters. The auxiliary reservoir has been provided with a drain hole in the bottom which is plugged by means of a drain plug. This drain plug has been provided in order to drain bout the water accumulated in the Auxiliary reservoir due to moisture in air. 1.4.5 Working Principle of Air Brake : 1) (i) Whenever air pressure in brake pipe is reduced either by driver through SA9/A9 valve or by any means, the distributor valve gets actuated and port No.1 and 2 and indicated in schematic diagram is connected. This allows the air to flow from auxiliary reservoir to brake cylinder and consequently the brake gets applied on the rolling stock. The rate of flow of air is proportional to the fall in air pressure of brake pipe. (ii) When the distribution of brake pipe pressure is stopped loco charged the brake pope and pressure increases in brake pipe. At the time brake cylinder gets connected with the exhaust port (6) resulting in exhaust of brake cylinder pressure to atmosphere and release of brake. This release of brake is gradual and proportional to the rate at which B.P. increases to 5 kg/cm2. at the same time brake pipe also chares the auxiliary reservoir as the distributor valve connects the part (2) and (3) during the process of releasing the brake and hence auxiliary reservoir is available with air supply for further application of brake. (iii) Quick release handled is used when the brake becomes jammed and does not release even after building up a pressure of 5 Kg/cm2 in B.P. due to some problem. In that case, quick release handled is pulled, this helps in proper connection of port No. (5) and (6) resulting in exhaust of brake cylinder pressure to atmosphere and releasing of brakes. 2) Difference between Air brake and Vacuum brake stock:- It is necessary to understand the difference between two types of stocks so that proper action can be taken on those items requiring special attention during train operation. S.No. VACUUM BRAKE SYSTEM AIR BRAKE SYSTEM 1 No provision to isolate the train 1. Every air pipe is fitted with two pipe on wagon/coach cut off angle cocks which are sued to isolate the rear portion. 2 One box wagon, two cylinders 2 On BOXN & BCN wagons only jointly operate the brakes on one cylinder operates brake on both bogies through one shaft. both bogies. Traction Rolling Stock : OPERATION. 35 ___________________________________________________________________________ 3 After application of brake 3 Piston remains in application piston rolls down due to position for hours together till it internal leaks weakening the is released either manually or brake power. by recharging air pressure in B.P. 4 After application of brakes on 4 Air below the piston vanishes in creation of vacuum the air atmosphere through the below the piston goes to exhaust port of distributor valve atmosphere through engine. fitted on each coach / wagon. 5 Brake power is drawn from 5 Compressed air at a pressure of normal atmospheric pressure 3.8 kg/cm2 operates the piston which is 76 Kg/cm2 on 50 cm inside the brake cylinder which of vacuum. is about 5 times high than in case of vacuum brake system. 6 Total weight of vacuum brake 6 Total weight is 3085 Kg. As system is 683.5 Kgs such rate weight reduces. 7 Maintenance is difficult and 7 Maintenance is easy and cost of costly. maintenance is 2.5 times less than the vacuum stock. 8 The rate of prorogation is 8 Fast prorogation rate and hence slower and hence more less braking distance. braking distance. 3) Minor trouble shooting of Air Brake stock operation. i) Bursting of brake pipe or leakage from the Angle cock of a brake pipe. During train operation, it has been observed that some of the brake pipe angle cock starts leaking which results in drop in Brake pipe pressure and jamming of the of brakes. On the other hand, the brake pipe also bursts some time leading to full drop of brake pipe pressure. In both the cases, if it happens in section (in between two stations), the train stops due to application of brake. In order to move the train from section, the following method may be used for bypassing the defective B.P. or angle cock. For bypassing the defective wagon, the brake pipe of the adjacent wagons on both the sides are to be replaced by feed pipe and then this feed pipe can be connected to the feed pipe of defective wagon as shown in figure above. This will ensure the continuity of air pressure on both the sides of defective wagon and B.P. pressure may be created in train. After creation of full B.P pressure in trains, the brake of the defective wagon has to be released manually since brake pipe of this wagon is disconnected and hence brake will into get released automatically. After doing this, the crew must inform SCOR/PCOR about the attention given after clearing the section so that remedial action can be taken by TXR staff. Traction Rolling Stock : OPERATION. 36 ___________________________________________________________________________ (ii) Leakage of Air from Distributor Valve:- Sometimes due to defects developed in Distributor valve, the air leaks from the distributor valve resulting in drop in B.P. pressure. In that case, the leaky distributor valve can be isolated by operating the D.V. isolating operating handle suitably. In such wagons the brake will become ineffective. Such trouble attended in section or station should be informed to SCOR/PCOR. (iii) Brake pipe Pressure not building up in loco after attaching on air brake load:- Whenever such trouble arises, the engine should be tested for leak test jointly by driver, TXR and guard/ASM/AYM as under: a) Brake pipe of loco is detached from the load and all the angle cock of BP and FP of the loco is closed. b) Air pressure in Main Reservoir (MR) of the loco should be made upto 8.5 Kg/cm2. c) BP pressure should be made 5 Kg/cm2 though SA9/A9 handle. Master gauge and the gauge provided in engine should indicate the same air pressure reading. It master gauge is showing less pressure, it indicates the leakage in brake pipe. d) Drop the brake pipe air pressure by 1 Kg/cm2. The two gauges should be compared and there should not be any pressure difference between master gauge and loco gauge. About 30 sec. time is allowed for stabilizing the BP gauge needle. e) After this, there should not be any pressure drop in one minute time in Brake pipe. If there is a drop in BP pressure, the leakage in loco is excessive and the same should be attended. If during the test loco is found alright, the leakage of air pressure in load should be examined. Above training regarding air brake stock is given to driver. All the points mentioned about the air brake stock is also demonstrated in yard or TXR examination point by Loco Inspectors. Some divisions have also started the practice of giving refresher training every year particularly in air brake train operation. The knowledge of the running staff is also tested periodically once in a year and fitness for working air brake train is recorded by nominated loco inspectors for his driver/asst. driver. TYPES OF BRAKING SYSTEM IN AC LOCO : 1) Vacuum brake system (WAM4):- 2) Dual brake (IRAVB-2) system (WAM4.6P. WAG5. WAP1) 3) Air Brake system (WAM4.6P, WAP4, WAP5, WAP7, WAG7, WAG9) Traction Rolling Stock : OPERATION. 37 ___________________________________________________________________________ Necessity of Air Brake system : 1. In vacuum brake system, it is very difficult to maintain the same amount of vacuum levels in loco & brake van through out the run. The droppage of vacuum level adversely affect the brake power. 2. It is not possible to maintain the desired level of vacuum on higher altitude. 3. To run heavier & lengthy trains at higher speed irrespective of the altitude of the section ,load & length of the train. ADVANTAGE OF AIR BRAKE OVER VACUUM BRAKE:- 1. The air brake train can carry more load with higher speed as copare to VB system. 2. There is no detonation of brake power after repeated application & release in AB system. 3. The weight of the VB equipments is more as compared to AB system. 4. The time application of AB system is less than that of VB system. 5. AB system gives lower braking distance than that of VB system. 6. AB system requires less routine maintenance (2.5 times lesser than VB system.) 7. Isolating cocks are provided in AB system. 1.5.1 Issue of competency certificate to running staff : In this chapter, the types of competency certificates issued to the running staff is explained. This knowledge is essential for correct issue of competency certificates. Types of competency certificates:- Whenever the running staff passes the training course along with necessary handling and road learning training, a competency certificate is issued to authorize to carry out the work for which he/she is trained and found fit after examination. Following types of competency certificates are issued (Ref. Manual of AC traction, maintenance and operation, Vol. III p.207) Category of staff to S. Format of the Competency Issuing Authority No. certificate certificate DEE(RS)DEE(TRO)Sr.DEE/TRO 1 Assistant Driver TR-10 after written, oral and practical tests as prescribed. 2 Shunter TR-13 -do- 3 Driver TR-11 -do- Traction Rolling Stock : OPERATION. 38 ___________________________________________________________________________ The format of the competency certificate is given below for ready reference. No…………………………. CERTIFICATE OF COMPETENCE No. TR-10 (For Asstt. Drivers of Elect. Locos) Shri…………………………………… is authorized to work as an Assistant Driver in the section between …………………………….. and on the following types of Electric Locomotives:- His written declaration dated …………………………. that he is fully familiar with the signals in the above section has been noted in issuing this certificate. He is NOT authorized to operate a locomotive independently. DEE (RS) DEE (OP) SR DEE (OP) Date …………….. No………………… CERTIFICATE OF COMPETENCE No. TR-11 (For Drivers of Elect. Locos) Shri…………………………………… is authorized to work as a Driver of Electric Locomotives of the following types…………………in the section between …………………………….. His written declaration dated …………………………. that he is fully familiar with the signals in the above section has been noted in issuing this certificate. Date …………….. DEE(RS)DEE(OP)SRDEE(OP) Traction Rolling Stock : OPERATION. 39 ___________________________________________________________________________ No………………… CERTIFICATE OF COMPETENCE No. TR-13 (For Shunters/Engineer Turners of Elect. Locos and EMUs) Shri…………………………………… is authorized to work as a Shunter/Engine Turner of Electric Locomotives/EMU trains in the electrified yards and sidings of the section between …………………………….. and ……………………….. His written declaration dated …………………………. that he is fully familiar with the signals in the above section has been noted in issuing this certificate. He is NOT authorized to operate a Electric Locos/EMUs outside the limits of the above yards and sidings. Dated …………….. DEE(RS)DEE(OP)SRDEE(OP) This declaration must be countersigned by Driving Inspector and personally scruitinised by the officer before issuing this certificate. Before countersigning the declaration, the Driving Inspector shall orally examine the employee for his knowledge of road. Before issuing any of the above certificate the nominated loco inspector should countersign the declaration given by the candidate to whom such competency certificate is to be issued. Before counter-signing the declaration, nominated loco inspector should orally examine the employee for his knowledge of road. ----------------------- Traction Rolling Stock : OPERATION. 40