Traction Rolling Stock Operation PDF

___________________________________________________________________________ 3. STATISTICS OF LOCOMOTIVE 3.0 DEFINITION AND EXPLANATION OF TERMS USED IN LOCO STATISTICS Every month each railway compiles the information of loco utilization and its accoun...

___________________________________________________________________________ 3. STATISTICS OF LOCOMOTIVE 3.0 DEFINITION AND EXPLANATION OF TERMS USED IN LOCO STATISTICS Every month each railway compiles the information of loco utilization and its accountal as per the format known as statement 4A for steam/diesel/electric locomotive. In this chapter various terminologies used in 4 A statement and method for preparing the 4A statement has been explained. 3.0.1 Description of the terms used in 4A statement 1. Average authorized stock: This indicates the average number of engines for the month. This can be illustrated by the following example. Let us assume that the holding of a electric loco shed for the month of July has the following addition. 1. Holding of the electric loco shed on 1st July, 1994 = 109 2. 10 locos arrived on 16th July and taken in holding. Therefore, holding from 16th July = 109 + 10 = 119 3. 15 locos arrived on 26th July, 1994 Therefore holding from 26th July = 119 + 15 = 134 Therefore average authorized stock for the month of July 1994 = 109 + ( 16 x 10 x 6 x 15 ) = 120.6 ( 31 ) In this way average authorized stock of a loco shed/Railway is calculated every month. This is the total number of engines authorized for the line by the Railway Board. 3.0.2 Average total number of line: This figure indicates the average number of engines actually on line. This takes following into account. a) Engine replaced but still running on line is included. b) Engines lent to other department, engines condemned but awaiting formal sanction are not to be included. c) Engine hired from other Railways/department to be included. 3.0.3 Average number under or awaiting repairs:- Ineffective figure of electric locomotive is calculated on hourly basis. An engine remaining under or awaiting Traction Rolling Stock : OPERATION. 66 ___________________________________________________________________________ repair for full day is equivalent to one engine day. An engine handed over to traffic after remaining ineffective for part of the day shall be reckoned as ineffective for the total hours it was under or awaiting repair. The ineffective day being reckoned by dividing the actual ineffective hours by 24. The ineffective of the locomotive is further categorized in two parts. (i) Statistical ineffective : If the loco remains under or awaiting repair in shed for full calender day i.e. from 0 to 0 hours this is known as statistical ineffective. This will always be in whole number. If 2 locos remain under repair from 00 hours to 00 hours, the statistical under repair = 2. (ii) Minor ineffective : If the loco remains under or awaiting repair for the part of the day, the same is known as minor ineffective. Method of calculation is illustrated as under: Loco No. 23026 remains under repair from 16 hrs to 23 hrs. Loco No. 23275 remains under repair from 8 hrs to 22 hrs. Therefore, minor ineffective = (Engine hours of Loco 23026 + Engine hours of loco 23275) 24 = (7 + 14) = 21 = 0.88 24 24 Therefore, minor ineffective of locos. = Total sum of engine hours for a calender day 24 Average No. effective : This is the availability of the loco for traffic use. Therefore, average No. effective = Average total No. on line - Average No. under repair or awaiting repair. Average No. in use: The locomotive which are used by traffic or any other department are to be accounted as per the use on different services. The type of services which has been classified for the locomotive use is given as under:- (i) Passenger service:- The locomotive used for passenger/mail/express services are accounted as loco used on passenger services. This is calculated as under: Loco used on passenger services = Total engine hrs on mail/express/ passenger services in a calender day. 24 Traction Rolling Stock : OPERATION. 67 ___________________________________________________________________________ (ii) Mixed services: There are certain types of trains like parcel trains, plantain special etc. These are counted as mixed services and they are calculated as under:- Total locos on mixed service = Total engine hrs on mixed services in a calender day 24 (iii) Goods services: Engines utilised for running goods service are accounted as engine used on goods service and it is calculated as under:- Total locos on goods service = Total engine hrs on goods services 24 (iv) Shunting services:- There are certain engines in the yard or sidings earmarked for shunting works only. Such engines are counted under shunting services. However, if the train engine is utilised for carrying out shunting work for that train, the shunting engine hours are to be counted in pass/mixed for goods services for which the train engine has been used for carrying out shunting work. For example, if a engine working on a goods train is utilised at any station by station master for carrying shunting work for goods train, the engine hours spent for such shunting work will be counted as goods service engine hours. (v) Departmental services: There are number of usage of engine for departmental work of division. Such engines are counted as departmental service. Following types of services are counted as departmental services. a) Engine used for moving ballast trains and rails for engineering department. b) Engines used for carrying out track maintenance work such as PQRS etc. c) Engines used as pilot engines which run for protection of trains. (vi) Banking services: Engines are required to bank the heavier load on a steep gradient to avoid stalling of the train. There are certain grade section in division where all the goods train above certain load requires the help of a banking engine. At such places a full time (round the clock) banking engine is provided. Engine hours used for banking a train is counted in the type of train it has been used. If a banking engine has been used for banking a goods train, the same is counted as engine hours on goods services. NOTE: If an engine is used for two or more services during the day, from midnight to midnight, it is to be allocated to the different services on the basis of the time spent on each service. 3.0.4 ENGINE KM PER DAY PER ENGINE IN USE: This is calculated service wise. The engine KM earned is divided by the engine used for earning the Kms in a calendar day. This is calculated as under: Engine Km per day per engine in use Engine Km earned in a calendar day = (engine hrs in use) 24 Traction Rolling Stock : OPERATION. 68 ___________________________________________________________________________ = Engine Km x 24 Engine hours in use 3.0.5 ENGINE KM PER DAY PER ENGINE ON LINE:- This is also calculated service wise i.e. separately for goods, passenger, departmental etc services. This is calculated as under: Engine Km per day per engine on line ____Engine Km earned in calendar day_______ = (engine hrs on line) 24 = Engine Km earned in calendar day X 24 Engine hours on line (The difference between in use and on line figure may be due to some engines remaining idle for repair to be moved to shed/shop etc) 3.0.6 ENGINE KM PER DAY PER ENGINE ON LINE ON ALL SERVICES : This is the average figure calculated as under: Engine Km/day/engine on line on all service Eng.Km/day/engine on line for (Pass.services + Mixed Service + Goods services) 3 Engine Km per day per engine in use on all services This is the average figure and calculated as under: Engine Km/day/engine on line on all services = Eng.Km/day/engine on line for (Pass.services + Mixed service + Goods services) 3 3.0.6 CLASSIFICATION OF ENGINE FAILURES : Engine Failure : Engine is considered to have failed if the engine is not able to complete its journey with the specified engine in specified time. Engine failure is classified as under: (1) Statistical engine failure : If the engine fails to work its booked train to destination or causes a delay in arrival at destination of 30 minutes or more for mail/express/passenger train and 60 minutes or more for freight trains due to the problems related with locomotive or enginemanship of crew is categorized as statistical engine failure. Traction Rolling Stock : OPERATION. 69 ___________________________________________________________________________ (2) Non statistical engine failure : Where ever the loco developed some problem during its course of journey but the loss of time is less than 30 minutes in case of mail/express/passenger trains and less than 60 minutes in case of goods train, the engine failures are termed as non-statistical engine failure. (3) Calculation of time loss : In case of passenger carrying train, the loss of time should be calculated as net. Mail/Express/Passenger train are also gaining time due to its running with maximum permissible speed. Therefore, net time loss = time lost – time gained. For example, if an express train has lost 25 minutes due to loco problem but further during the run, it has gained 15 minutes time, the net time loss will be 25-15 = 10 minutes only. In case of goods train only loss of time will be equal to the time lost by the train as the time gained by goods train is not maintained. (4) Reason for engine failure : The reason for engine failure is classified as under by the homing shed. i. Defective design. ii. Defective material. iii. Bad workmanship in shop. iv. Bad workmanship in shed. v. Mismanagement by engine crew. vi. Miscellaneous – the engine failure due to cattle run over etc. There are certain cases where failure of an engine is not counted as statistical engine failure. These conditions are as under: i. Failure of departmental service engine. ii. Failure of shunting service engine. iii. Failure of trial engine (After heavy repair schedule, like AOH, IOH, POH Traction motor, transformer replacement). iv. Failure of locomotive overdue for schedule for more than 24 hours. The above failure will be accounted as non-statistical engine failure. 3.1 METHOD FOR PREPARATION OF 4 A STATEMENT : 3.1.1 The various terms used for preparation of 4A statement has already been explained in the previous chapter 3.0.1. Now it is possible to prepare the 4A statement. This statement is prepared every month and sent to Railway Board as per format given below: Traction Rolling Stock : OPERATION. 70 ___________________________________________________________________________ TYPE OF LOCOS S.No ITEM WAG5 WAM4 WAG2 WAP1. 1 2 1 2 1 2 1 2 1 Average authorized stock 2 Average total number on line Average number under or 3 awaiting repairs 3.01 In workshop Stabled in sheds awaiting 3.02 workshop repairs 3.03 Under repair in sheds Engines in transit to and from shed/workshops and also when 3.04 moved dead to and from shed or workshop on mechanical and elect. Account. TYPE OF LOCOS Sr. ITEM WAG5 WAM4 WAG2 WAP1 No. 1 2 1 2 1 2 1 2 3.05 Total (item 3.01 to 3.04) 4 Average number effective (fit for use) (item 2-3.05) Actual number in good repair 5 stored. Average number available for 5A use (item 4-5) 6 Average number in use 6.01 Passenger service 6.02 Mixed service 6.03 Goods service 6.04 Shunting including siding 6.05 Departmental service i) Departmental service excluding engine in transit to and from Traction Rolling Stock : OPERATION. 71 ___________________________________________________________________________ engine in transit to and from shed/workshop for and after repairs, included under item 6.05(ii) ii) Engines in transit to an from shed/shops for and after repairs when moved in steam under their own power iii) Total (i) & (ii) 6.06 Total (6.01 to 6.05) 6.07 Average number spare in sheds (available but not used on a calendar day) TYPE OF LOCOS Sr. ITEM WAG5 WAM4 WAG2 WAP1 No. 1 2 1 2 1 2 1 2 Engine kilometers per day per 9 engine in use on: 9.01 Passenger service 9.02 Mixed service 9.03 Goods service Engine kilometers per day per 10 engine on line on 10.01 Passenger service 10.02 Mixed service 10.03 Goods service Engine kilometers per day per 11 engine in use on all services (item 6.06) Engine kilometers per day per 12 engine on line on all services (item 2) 13 Engine failures: 13.01 Number - a) On passenger trains b) On mixed trains Traction Rolling Stock : OPERATION. 72 ___________________________________________________________________________ c) On goods trains d) Total (a + b + c) Engine kilometers per engine 13.02 failure a) Passenger trains b) Mixed trains c) Goods trains d) Average The statement item No. 7 & 8 is applicable to steam traction both and hence the same has not been given. The calculation of various items from Sr. No. 1 to 6 and Sr. No. 9 to 13 should be made based on the explanation given in chapter 3.0.1. 3.1.2 Under each row, two columns have been provided, the first column indicated the figure for the particular month for which loco statistics are being sent and the other column indicate the aggregate figure from 1st April to that particular month. For example, if the 4A statement is prepared for the month of August 1994 the two columns will indicate the figure as under: 1st column will indicate the figure of Aug 1994. 2nd column will indicate the average figure from April to Aug, 1994. The PCOR/TLC maintains the hourly record of the movement and use of the engines. The record is also maintained for ineffectiveness in shed, on line or in workshops. Based on the hourly records maintained each engine wise the calculation of various items, various types of calculation could be made at the end of the month. It is advisable to maintain daily record of each item for each type of locomotive so that the same can be added and average figure can be calculated at the end of the month. This should be done by the recorder on line round the clock in TLC office. 3.1.3 Target for under repair of locomotive: Railway Board prescribes the target for locomotive under repair. Target for statistical and minor under repair is given separately. The method for calculation of statistical and minor under repair has already been explained in para 3.0.3. The existing target of under repair is fixed as under: i) Target for statistical under repair = 9.2% ii) Target for minor under repair = 10% a) Statistical under repair : This repair allowance is available for the locomotive of all services. Traction Rolling Stock : OPERATION. 73 ___________________________________________________________________________ b) Minor under repair : The repair allowance is available for all services except mail/express/passenger services. This allowance has not been given to passenger services as the provision for minor repair is provided during their le over period at destination station. This lie over period is treated in use and minor servicing and repairs are done in trip shed/homing shed during this period. As far as the IA, IB or IC schedule are concerned, the provision of withdrawal of loco is made in the loco link and the loco withdrawn for IA, IB or IC schedule and again given ready as per loco link is not taken as under repair and remains in use. That is why, the minor repair allowance for the coaching services are not provided. However, for freight and other services, no lie over period or link is available where the minor repairs can be done. Therefore a repair allowance of 10% is provided for such services. 3.1.4 Example of calculation of a target outage of shed : Each shed is having a number of locos which are utilised for various types of services as per the requirement. At present WAM4, WAM4A and WAP1 series of locomotives are utilised for coaching services. Whereas WAG5 series of locos are utilised for freight and services other than coaching on regular basis. While deciding the outage service wise of a shed following should be kept into mind. 1) Coaching outage : The coaching outage of the shed is decided by the loco link for which the engines are to be provided by the shed. The loco link has already been explained in chapter 3.07 and 3.08. The requirement of the loco is found out from the loco link and target for the shed for coaching outage is fixed accordingly. Therefore, the target for = Requirement of loco coaching services as per link. Holding of coaching locos in shed = Coaching target x 100 (100% age of statistical repair allowance) = Coaching target x 100 = Coaching target x 100 (100-9.2) (90.8) (Assuming 9.2% repair allowance for statistical ineffective) 2) Outage for Inferior services While calculating the outage for inferior services, the following types of services are considered: i) Departmental services ii) Shunting services Traction Rolling Stock : OPERATION. 74 ___________________________________________________________________________ Calculation of target and holding of inferior service locomotive can be illustrated as under. Let us assume the requirement of loco for departmental service and shunting services are Ld and Ls respectively. If Li is the number of loco required on holding basis for inferior service, the target for the inferior services will be as under (Assuming 9.2% statistical and 10% minor repair allowance). Target for inferior outage = 0.908 Li – (Li – 0.092 Li) x 10 100 = Li (0.908 – 0.908 x 0.10) = Li (0.908 – 0.0908) = Li x 0.817 = 0.817 Li Therefore, Ld + Ls = 0.817 Li Or Li = (Ld + Ls) 0.817 In calculating the target outage the statistical repair allowance is taken into account first and then minor allowance has been taken into account. 3. Outage for goods service :- Generally the requirement of coaching and inferior services remain more or less fixed. Therefore, the target of outage for goods services is fixed after deducting the requirement of coaching and inferior services. If the target for good outage is Lg. The holding of the shed for goods loco should be = Lg 0.817 Therefore holding of the shed can be given as under: Lh = Lc + Lg+Ld+Ls 0.908 0.817 Where Lh = Loco holding of the shed Lc = Target outage for coaching services Lg = target outage for freight services Ld = target outage for departmental services Ls = target outage for shunting services. Therefore, from the equation No. (1), the holding of the shed can be calculated if the target outage of various types of the services are known. For example, holding of a shed is 100 and its coaching outage and inferior services outage has been fixed as 45 and 5 respectively. The target goods outage can be found out from equation (1) as under: Traction Rolling Stock : OPERATION. 75 ___________________________________________________________________________ Lh = Lc + Lg + Ld + Ls 0.908 0.817 Given in example Lh = 100 Ld + Ls = Inferior service outage = 5 and Lc = 45 therefore, substituting the value in eq (1) 100 = 45 + Lg + 5 0.908 0.817 or Lg + 5 = 0.817 (100 – 45 ) = 0.817(100-49) 0.908 = 0.817 x 51 = 41.67 therefore target goods outage = 41.67 In this way, the target outage and holding of the loco can be calculated. 3.2 HIRE CHARGES OF LOCOMOTIVE Whenever the locomotive is given for use to other agency or other zonal railway, the engine hire charges are levied. These hire charges with private/public sector undertaking and with other zonal railways are different. In this chapter, the method of raising the debit to Zonal Railway an other agencies for hire charges is explained. 3.2.1. Accountal of loco given on hire : Earlier practice of raising the debit or calculating the hire charges of the basis of engine kms earned by engine has been discontinued. Railway Board vide their letter No. F(X)1-92/12-1 dated 12.1.93 have decided that engine hire charges shall be calculated as per the engine hours used by the concerned organization. Engine hire charges fall in two category as under; i) Engine given on hire to other public/private sector for their use in sidings:- In such case the accountal of engine hours used is maintained by the traffic department. The information regarding engine hours for raising the hire charges is given to commercial branch who in turn sends the bills to concerned public/private sector. Engine hire charges to private/public sector are revised by Railway Board from time to time. Traction Rolling Stock : OPERATION. 76 ___________________________________________________________________________ ii) Engine hire charges to other Zonal Railway : A locomotive while working Mail/Express/Passenger of freight trains travels from one zonal railway to other zonal railway. The accountal of the number of hours/days of a loco is maintained by the PCOR/TLC recorder in hourly chart of loco movement. This chart gives the engine wise position for its utilization on its owning railways as well as foreign railways. For keeping hourly chart of the locomotive up to day. TLC/PCORs remains constantly in touch with neighbouring division/railway TLC/PCOR and records the time of handing over of engine to other railway and also notes down the time/date of taking over the loco in its own railway. Division/Railway may maintain the record month wise for their locos utilised by other railway as under:- ENGINE NO.OF TOTAL NAME OF HOURS HIRE SL NO FREIGHT ENGINE RAILWAY COACHING CHARGES LOCO HOURS LOCO 1. South Eastern 2. Western 3. Eastern After calculating the hire charges, railway wise the same are sent to respective railway for accepting the debit. Similarly locomotive of other Railways works on own railway and accountal of engine hours used of foreign railway locomotives are also maintained in same fashion month wise. This helps in verifying the debit of engine hire charges set by foreign railways. 3.2.2 Budget for engine hire charges : Adequate funds should be planned for debit/credit of hire charges. This division which has no loco shed will have to cater for the full debit of hire charges for the foreign railway locomotive which will be running in their divisions. Similarly, for the divisions which have got loco shed, should plan the budget by anticipating engine hire charges of the locos of foreign railways and also the hire charges of its own loco earning in foreign railways. Therefore while planning the budget following should be taken into account. i) Anticipated hire charges of the own railway/division of foreign railway on an average basis (credit). ii) Anticipated hire charges for foreign railway/locomotive used (debit). Traffic pattern for the coaching services are known and hence the engine hire charges can be estimated for coaching locomotive more accurately. However, the same is not true for freight locomotives which does not run to any time table or link. Therefore, hire charges for goods engines are estimated as per the traffic pattern for the last three to six months. Traction Rolling Stock : OPERATION. 77 ___________________________________________________________________________ The funds asked for the hire charges should be revised estimate stage based on the traffic pattern and availability of engine of foreign railway and owning railway/division engine in foreign railway. Note : Engine hire charges are accounted against Demand No. in the budget. 3.2.3 10 HOURS DUTY IMPLEMENTATION OF DRIVERS Drivers are running the trains round the clock. As the mail/express/passenger trains may run, late or goods trains do not run as per the time table, duty hours of the drivers are likely to exceed the specified period of duty hours at a stretch. As the over hours may result in drop in efficiency and alertness of drivers which may ultimately affect the safety of train operation. Therefore, watch on the duty hours of drivers are kept. In this chapter, the system of keeping watch on this factor is explained. Factors affecting the duty hours of drivers: The driver’s duty hours for goods train varies on number of operating factors. These can be summarized as under: i) Distance between crew change point ii) Pre-departure detention of the crew iii) Gradient and banking of the train in section iv) Traffic density of mail/express/passenger trains v) Unusual occurrence of the train in section or station vi) Vacancies of the running staff The duty hours of the mail/express and passenger trains are generally well within the specified time limit because they run as per time table. however, in rae case where trains are diverted or trains are detained in section due to accidents etc the drivers are provided with suitable reliever. Therefore, main task remains to watch the duty hours of the drivers of freight services. The duty hours may exceed the specified duty hours if watch is not kept due to the reasons already given above. In such cases, the driver’s efficiency may drop drastically and may commit some or other mistakes which will lead to unusual/accidents. For keeping watch on the working hours of the drivers, crew controller on duty maintains a log books where drivers name and sign on time is recorded / any driver which is approaching a duty hours of 10, a relief driver is arranged by the crew controller. Section controller (SCOR) may be advised to run the goods train of such drivers without stopping for precedence in section so that the driver may reach the destination within 10 hours. However, if this is not possible the relief should be arranged at the convenient station. Driver may also demand for relief after completing the 10 hours duty period, therefore crew controller should be alert in arranging the relief well in advance to avoid the detention to the train. Traction Rolling Stock : OPERATION. 78 ___________________________________________________________________________ 3.2.4 Maintenance of record of duty hours of drivers:- The data from the daily log book of the crew controller is collected and the monthly summary of duty hours of the drivers section wise is prepared with the following criteria. i) Time taken from wheel move to wheel stop (WMWS) : This figure indicate the time the train has taken from its departure from the crew change point to arrival at the next crew change point. This time is generally denoted as Tms. ii) Time taken from sign On to sign Off (SOSO):- This time gives the total duty hours of the driver from the time of sign on to sign off. This can be expressed as under: T soso = Tms + Pre departure detention + Post dept. detention. Where in Tsoso indicates the time from sign on to sign off. Tms – indicate the time from wheel move to wheel stop. From the above we can see the time for wheel move to wheel stop depends on the sectional run time and detention of train in section. The time from sign on to sign off is the sum of pre-departure detention and Tms (time of wheel move to wheel stop). The record for the same is maintained as per proforma given as under: SN TOTAL CASES FOR WHEEL No. NO. OF REASONS CASES OF SECTION TRACTION MOVED REASONS TRAINS SIGN ON TO SIGN OFF TO WHEEL STOP RUNS 1. Less 10 12 More Less 10 12 More than to to than than to to than 10 12 14 14 10 12 14 14 hrs hrs hrs hrs hrs hrs hrs hrs 2. 3. 4. The number of cases as per the above proforma are prepared based on the details of the log book of crew controller in the crew control office wherein for each drivers (who has worked the train) the duty hours are recorded. The above statement is prepared generally every 10 days and one statement for the month. This statement is sent to COD and headquarter office every month. After preparation of the statement and detailing the reasons for bursting of duty hours of drivers, a detailed analysis is made. Based on the analysis, the remedial actions are planned for reducing the cases of bursting of 10 hours duty of the drivers. Traction Rolling Stock : OPERATION. 79 ___________________________________________________________________________ 3.2.5 Periodical meeting with recognized unions: As the duty hours affect the working condition and the welfare of the staff, a regular meeting with recognized union is held in the division for discussing the duty hours of the running staff. This meeting is known as 10 hours meeting of the running staff. This meeting is held by DRM/ADRM once in three months in divisions. This meeting is attended by the following: 1) DRM/ADRM 2) SR.DME 3) SR.DEE/TRO 4) SR.DOM 5) SR.DPO In this meeting, section wise case of bursting of duty hours (more than 10 hours) of drivers are discussed and action to be taken for reducing the case of drivers working more than 10 hours are discussed. The decision taken is recorded as minutes of the meeting and the same is sent to all concerned for implementating the decision taken during the meeting. The decision taken during such meeting and its implementation are once again reviewed in the next meeting. Similar meeting to review the bursting of the duty hours beyond 10 hours are also discussed at zonal headquarters level by GM with the recognized unions. While discussing the duty hours, the other facilities given to drivers like condition of running room etc are also reviewed. The duty hours can be controlled by regular monitoring of drivers working hours as suggested in this chapter. This is very important for the safe and efficient train operation. The following factors may be considered while reviewing the case of duty hours of drivers. 1. Whether distance between two crew change point is adequate: The distance between two crew change point should be such that the driver completes the journey within 10 hours in the traffic pattern which is existing on the division. This would be kept into mind. The distance should be neither too long nor too short. 2. Whether pre-departure detention of the crew is more. This factor can be controlled and kept to about 30/40 minutes by judicious order of the train. This has been explained in detail in chapter 2.0.2. 3. Gradient and banking of the train:- If the section is having gradient and requires banking. This causes detention of the train and likely to increase the duty hours. In such case adequate number of banking engines should be arranged and if possible crew change point should be adjusted suitably. Traction Rolling Stock : OPERATION. 80 ___________________________________________________________________________ 4. Traffic density of Mail/Express train: If the traffic density of mail/express passenger trains are more, the goods trains should be ordered suitably to avoid detention of goods train enroute for precedence of mail and express trains. This has been explained in chapter 2.1.1. 5. Vacancies of Running Staff: Sometime the administration is forced to utilise the drivers without giving proper relief or rest in the interest of running the train due to vacancies in the category of drivers. An immediate action should be taken to fill up the vacancies of running staff to avoid such a situation. Moreover regular review of the power plan as explained in chapter 2.0.1 should be made and if the traffic has increased the staff strength in driver/assistant driver category should be increased suitably so as to take care of increased requirement. 3.3 ACCOUNTAL OF LE AND DEAD MOVEMENT OF LOCOMOTIVE PREAMBLE : Due to various reasons, the locomotive is sent light without a load or sometime it is sent dead with goods or passenger trains. In this chapter, the circumstances under which some movement takes place and the method of its accountal for loco statistics have been explained. 3.3.1 Reasons for Light Engine / Dead movement of loco: During the course of train operation, such movement becomes inevitable. The conditions which lead to such movement is given below: i) Light engine is sent from one station to other station where the load is ready for clearance. ii) If the holding of the engines are more on a division at the same time some other division is having shortage of engines for the traffic, the engines from one division to other division is sent light or dead for balancing purpose. The engine movement for item (i) and (ii) is called light engine traffic account (LE.TA). Defects of Aux equipments : a) Both PVs of a loco are not working in case of vac. Brake loco and no air brake load is available. Such locos are moved light without any speed restriction for the attention of defect. Any other defect which only allows the locos to be moved light and not with load. b) Breakage of helical spring of loco:- In such case suitable speed restriction is imposed ranging from 30 KMPH to 50 KMPH depending on the extent of breakage. This speed restriction is decided by the supervisor who inspects the loco and inform the TLC/PCOR accordingly. Traction Rolling Stock : OPERATION. 81 ___________________________________________________________________________ c) Suspension bearing metal out:- In such case in WAM4 and WAG5 locos, the wheel set on which suspension bearing metal out has been noticed are lifted with the help of suitable steel packing to avoid any further damage to axle of the wheel set. However, if the suspension bearing metal out is minor, ALF, trip shed, examines the condition of suspension bearing by removing the wicks pad and decides whether the loco can go to homing shed without wheel lifting. If the suspension bearing oil is topped up by removing the small chips of white metal, ALF, trip shed, advised the TLC/PCOR accordingly. Such locomotives are allowed LE/LA generally with a speed of 30 KMPH. d) Traction Motor defects : Following traction motor defects leads to LELA movement to homing shed. i) Traction motor bearing seized. ii) Traction motor commutator mica out or resioglass/steel bending worked out. In the above two cases generally traction motor pinion of defective TM is removed and loco is given ready for traffic with 5 TMs. However, in case the same is not possible, the wheel set (for which TM has gone defective due to above reasons) is lifted and loco moves towards homing shed LELA. iii) End shield or gear case crack or loose:- In such cases, ALF/trip shed tries to attend the defect to the extent possible in trip shed and then allows it. If it is not possible to attend these defects properly, the loco is allowed LELA with suitable speed restriction to homing shed. e) Bogies crack of locomotive:- ALF trip shed or supervisor examines the loco for bogie crack and decide the speed at which it can move LELA towards homing shed. Other defects of the locomotive due to which it is not possible the loco to work, such locomotives are sent dead with goods or passenger train as per the operating feasibility. Accountal for the LELA or dead movement:- Whenever the loco which is fit for traffic use is moved dead or light by traffic department or balancing of power or clearing the loco from other station is accounted as loco used for freight or passenger service for which the loco is being moved. Whenever the loco which is not fit for traffic use is moved light engine loco account (LELA) the engine hours used for such movement is counted as departmental service. Traction Rolling Stock : OPERATION. 82 ___________________________________________________________________________ 3.3.2 Calculation of Km. s per Engine failures: Preamble : The performance and reliability of locomotive is judged from its value of Kms per engine failure. In this chapter, the procedure for calculating this figure will be explained. i) Method of calculation: The engine failures categorized as statistical failures are only taken into account for calculation of the value of engine Kms/failures as under: Eng. Kms per failure Kms earned by engine = ---------------------------------- Statistical failure of engine The failures categorized as non-statistical failures for category II are not taken into account. The types of failures has already been explained in para 3.0.7. The computation of Kms earned by the engine is obtained from the hourly chart maintained for loco movement by TLC/PCOR. Total engine Kms earned by all the locos Engine Kms/failures during a month = -------------------------------------------- Total Nos. of statistical failure during the month of locos of the shed. For getting the details of Kms earned by the loco the details of its running is obtained from the following. i) Hourly chart of loco movement gives the running of engine in the division and outside. ii) The speedo-meter record also gives the reading of Kms traveled by it. Difference of the reading at the end of the month with the beginning of the month can be obtained. For the purpose, record of the speedo-meter reading should be maintained. However, this method is not dependable in case speedometer becomes defective during the run. Therefore, calculation of engine Kms are done with the help of hourly chart maintained by PCOR/TLC. 3.3.2 Engine Km.s per failure on Division (territorial basis): Locomotives of various sheds and railways work on a division. They develop some loco trouble during the course of working and some time fails also. On a division, accountal of all the unusual are maintained and the failures are classified Traction Rolling Stock : OPERATION. 83 ___________________________________________________________________________ and statistic or non-statistic in consultation with Sr. DOM of the division. Territorial figure of Kms/failures is calculated as under:- (Total engine kms earned by all the Kms per failure = Locomotive in division for a period) ------------------------------------------------ (No. of statistical failure for the period) The period for which this is calculated is generally 10 days or one month. 3.3.4 Specific electricity consumption of electric traction:- Specific Electricity consumption of electric traction is an index for the efficiency of traction. In this chapter the method of calculation and factors affecting the specific electricity consumption are explained. Specific electricity consumption: The amount of electricity used by moving a load of 1000 tons for one Km is known as specific electricity consumption (SEC) of electric traction. Therefore, SEC = Total electricity consumed tonnage of train x kms. Travelled This is the method of calculation of SEC. However, on a division the calculation is done once in a month. For this purpose following procedure is followed. a) GTKM for freight operation:- Total number of goods trains moved in UP and DN direction is recorded daily along with their train load. The tonnage of the load and distance travelled gives the total GTKM of goods train. Kg = Tg x Dg Where Kg = GTKM of goods train (total) Tg = Total tonnage of goods services Dg = Total distance in Km of goods services. b) GTKM of pass/mail/express operation: The trials have been conducted and it is found that specified energy consumption is about 18 KWH/1000 GT Km for passenger and mail express services. Therefore, for mail/express/passenger services are recorded. Kp = Tp x Dp where Kp = Total GTKM of pass,/mail/ express services. Tp = Total tonnage of pass./mail/express services Traction Rolling Stock : OPERATION. 84 ___________________________________________________________________________ Dp = Total distance travelled of Pass./mail/express services. The train load of these mail express trains are known and therefore calculated of GTKM for passenger/mail/express train is relatively easy. c) Accountal of electricity consumed during shunting operation : Number of shunting works are performed with the help of shunting engines. This engine may not be hauling the load from one station to other station. However, the electricity is consumed during carrying out shunting works. The electricity consumed by such shunting work is taken as 3% of the total electricity consumption. Therefore, SEC for goods services are only calculated every month. The other consumption are taken as per the guide line fixed. 3.3.5 Factors affecting the specific energy consumption:- Specific energy consumption depends on the following important factors. a) Distance between stops – More stops and start of train will result in wastage of energy and hence the consumption of electricity will be more. For mail/express/passenger trains stops are fixed, but for goods trains if run on a proper path may avoid unnecessary halts and save the energy. b) Gradient:- On a upgraded section, the energy taken by the train will be more where as on a down gradient, the train will move with its momentum. Therefore, coasting of the train on down gradient will result in saving of electricity to a great extent. c) Speed of the train:- As the speed increases, the train resistance also increases. The relation between speed and train resistance can be given as under:- R = A + BV + CV2 Where R is the train resistance V is the speed of the train A,B & C are the constant. Therefore, for more speed train resistance increases proportional to the square of speed of the train. Therefore, more energy is required to run the train at a higher speed. 3.3.6 For economical use of energy to get better figure of SEC, following steps are initiated by the divisions. 1) Switching off the MVMT’s for mail/express/passenger trains if the halt of the train is for 5 minutes or more. 2) Coasting boards have been provided to guide the driver for bringing the master controller (MP) and to coast the train to the extent possible. Traction Rolling Stock : OPERATION. 85 ___________________________________________________________________________ 3) Switching off the DJ of the locomotive in the yard if the loco is waiting for the load or crew. 4) Ordering of the goods train if clear path is available so that frequent stop/start of the goods train is avoided. Typical values of specific electricity consumption: The SEC value for electric traction is achieved as given below: a) SEC for mail/express/passenger services = 18 KWH per 1000 GTKM b) SEC for goods services = 9 to 12 KWH for 1000 GTKM. The SEC figure given as above are generally achieved. However, the same may vary from one division to other division depending on the operating condition of the division. 3.4 DAILY POSITION OF TRO OFFICERS : 3.4.1 A daily position giving the complete accountal of incidence and loco statistics are prepared by TLC/PCOR and crew controller for the calendar day and sent to TRO officials in the morning. In this chapter important information of daily position is discussed. Need for the daily position:- During the train operation, number of unusuals related to loco and crew take place. In order to have proper record and control over these factors for deciding suitable managerial action, the daily position is prepared. 3.4.2 Information contained in daily position:- Following information is contained in daily position. 1) Unusual occurrence of Loco :- This position is prepared covering all the unusual which has taken place in a calendar day. This position contains following information. (i) Loco No. with base/shed to which it belong. (ii) Last schedule date and trip inspection date. (iii) Name of driver and nominated LI (some division gives the name of the driver only). (iv) Train No. and load of the train. (v) Section i.e. name of the station or name of two stations between which loco trouble took place. Traction Rolling Stock : OPERATION. 86 ___________________________________________________________________________ (vi) Description of loco trouble and action taken by crew and TLC or loco inspector. (vii) If the loco has failed on mail/express/passenger train, its record of time lost and gained as indicated. The taking over and handing over time of train in division is also indicated. 2) Crew unusual : Some time the trains detain in division on crew account. The train may be detained for crew as under: (i) The crew may not be available for the train ordered by traffic department. (ii) The crew may arrive late on duty. (iii) The crew may ask for relief due to over hours, sickness or any other reasons. Therefore, all the trains detained on crew account is recorded and sent in daily position consisting of following information. a) Name of crew. b) Train No. and load. c) Station. d) Detention to train. e) Brief description on the unusual. f) Reason for the detention and responsibility. 3) Loco statistics: Loco statistics is prepared for the loco as per the 4A statement (already explained in chapter 3.1.1.) is prepared for 0 hours to 0 hours period. This loco statistics include the following, in addition to the information contained in 4A statement. (i) 4A statement of the loco utilization for a calendar day. (ii) Loco numbers which are under repair with brief reasons in trip shed or homing shed. (iii) Forecast of the loco for giving it ready from trip shed / loco shed. (iv) Engine utilization for goods, passenger, mail/express and all services. (v) Freight locos used on coaching services. (vi) Average holding of goods engine for the calendar day and mid-night position of engines for goods services. (vii) Total in-effective locos of freight and passenger services. (viii) Locos under movement LELA or dead. (ix) Actual outage of freight and coaching locos as compared with target outage. (x) Details of freight services: Following information is indicated : Traction Rolling Stock : OPERATION. 87 ___________________________________________________________________________ a) No. of goods trains ordered (section wise) and actual number of goods train run indicating the reasons for short fall if any (This position is taken from traffic branch by TLC and incorporated in daily position). b) Forecast for ordering of goods train in next 24 hours i.e. upto 00 hours for each section of division. c) Location and name of the stabled goods train waiting for power for clearance. d) Cases of bursting of 10 hours duty limit of driver, section wise, with brief reason for exceeding the duty hours beyond 10. 4) Punctuality position of mail/express/passenger trains:- This position indicates the time lost by passenger carrying trains on division. It has following information as per the format given below:- HANDED DETAILS OF THE TIME LOSS TAKEN OVER IN SN TRAIN NO. OVER IN OR GAIN BY DIVISION WITH DIVISION DIVISION REASONS The trains losing time on loco account are analysed in detail and remedial action is initiated to avoid its recurrence. 5) Late start summary of the major yards of division: Freight trains are ordered from the yard suffers late start due to various reasons. These are recorded train wise and summary is prepared as per the following table: ARR. OF OUT LOC ORDERI LOAD REASONS S TRAIN TRAIN GOING DEPART O NG EOL READY FOR N NO. IN DRIVERS TO YARD NO. TIME WITH DETNTION YARD TIME 1 2 3 4 5 6 7 8 9 10 This table indicate delay for each train and reasons also. This helps in taking action for avoiding detention to train in the yard. Regular meetings are also held in yard by senior supervisor and divisional officers of the divisions where in delay in the yard is discussed to find out the solution. 6) Loco link of coaching services : Based on the current running of mail/express/passenger trains, the loco number to be given to various trains for mail/express/passenger services as per the loco link is decided. The detail is also given in daily position. The loco changing required for scheduled/unscheduled repair is decided in consultation with the Traction Rolling Stock : OPERATION. 88 ___________________________________________________________________________ homing shed or the shed of neighbouring division. This position indicates train No. nominated for this train. 7) Overdue schedule position : The record of locos overdue for schedule belonging to the homing shed of the division as well as the loco of other division/railway running overdue for schedule is maintained. This helps in close monitoring of such loco and directing such locos to homing shed for schedule in time. The position is given as per the following format : OVERDUE LOCOS OF SHED OF OWN DIVISION SN LAST THE DIVN.RLY WHERE REMARKS SCHEDULE THE LOCO IS WORKING INSPECTION 1 2 3 OVERDUE LOCOS OF SHED OF OTHER DIVISION SN LAST TRAIN NO. AND SECTION REMARKS SCHEDULE WHERE IT IS WORKING INSPECTION 1 2 3 FOR EACH LOCO, THE ACTION TAKEN BY TLC / COR IS INDICATED IN REMARK COLUMN. 8) Locos running with defect :- This position indicates the loco number with the nature of defects so that watch can be kept on such locos for timely withdrawal of the loco for its attention before it fails to work the train. The position is maintained as under : SN LOCO TYPE OF DEFECT ACTION TAKEN 1 2 The typical of defects with which loco is allowed to run before withdrawing the same at suitable station is given below : 1. Isolated TM’s. 2. Speedometer defective. 3. Q118 or other air flow relays like QVMT, QPH etc isolated. Traction Rolling Stock : OPERATION. 89 ___________________________________________________________________________ 4. DJ tripping without apparent cause. 5. Sometime MP and EEC are not responding. 6. HQQP in OFF position. 7. HOBA in OFF condition. 8. One of the pantograph isolated. There may be several other types of defect in loco which may be working. The same are to be recorded and action to be taken to withdraw from the services as soon as possible for attention to defect. 9) Crew position :- Crew position is to be watched regularly to avoid the shortage of crew for running the trains. Depot wise crew position is given in daily position as under : a) Name of the depot. b) Sanctioned strength of Driver/Asst. driver/shunter. c) Men on roll. d) Absence of staff from duty due to : i) Leave ii) Medical examination iii) Sickness iv) Under training v) Under road learning vi) Under suspension vii) Unauthorised absence e) The staff on line at 00 hours. f) The staff available at 00 hours. g) The staff under Rest at 00 hours. h) Average Head Quarter Rest of Driver. i) Average outstation Rest of Driver. j) Driver used on special duty. These are ten items of the daily position. However based on the peculiar working condition and train operation requirement, more details can be added. Traction Rolling Stock : OPERATION. 90 ___________________________________________________________________________ 3.5.0 SOME IMPORTANT OPERATING STATISTICS 3.5.1 Preamble : As a loco operating officials, many operating statistic / terminology is used in day to day working. The basic knowledge is essential to deal with the working effectively. The following terminology are used. 1. Line capacity:- It is defined as the maximum number of trains that can be moved through a section in 24 hours. The working capacity of a section can be calculated by means of the following formula : { 24 x 60 } Line capacity = {----------------------------} x Efficiency of operation. { t + 5” } i) Where t = Running time of slowest train in the block section in which it is maximum. ii) Efficiency of operation is generally taken as 70% to 80%. iii) 5” time allowance has been given to take into account the time taken for granting line clear etc. during crossing or precedence of the train. The line capacity of the track depends on the following main points. a) The condition of the track. b) Gradient and curves on the track. c) Level crossing in the section. d) Length of block section. e) Length of running loops. f) Speed of the train. g) System of signalling and interlocking. 2) Wagon turn round: Wagon turn round means the time interval between the time wagon picks up a load and the time it is next available for loading. It depends on the following factors: i) Time spent in placement for loading. ii) Time taken to move to destination or loaded transit time to destination. iii) Time spent in placement for unloading at destination. iv) Empty transit time to next loading point. Traction Rolling Stock : OPERATION. 91 ___________________________________________________________________________ Therefore, wagon turn round (Wt) can be written as under: Wt = T1 + T1tt + Tu + Tett Where T1 = Loading time T1tt = Loaded transit time Tu = Unloading time Tett = Empty transit time Wt = Wagon Turn round time This figure is an index of wagon utilization and operating efficiency. The lower the wagon turn round time the better will be the operating efficiency. The calculation of wagon turn round is done by the following formula: Effective average daily wagon holding = -------------------------------------------------------------- Wagon turn round (in days) Average No. of + Average No. of load Wagons loaded daily wagons received daily from other Divns/Rlys. 3) Isolation: Isolation is a valuable safety device in railway operation. A line is said to be isolated from the adjacent line or lines when no movement on the adjoining lines must be isolated from sidings and other non-running lines. 3.5.2 Following means are adopted to isolated the line. i) Trap point or derailing switch: These are single switch rail points provided on a line to isolate it from another line. It is an efficient and economical method of ensuring isolation but it also traps the vehicle by derailing it. ii) Snag dead end: The running line i.e. loop is extended into a dead end. Isolation is provided by means of the dead end and cross over. If the wagon slips from the loop line, it will go into dead end and get trapped there instead of rolling on to the main line. iii) Sand hump: It is a short siding of approved design terminating into a sanded hump generally 50 meter in length connected to a running line to provide isolation in conjunction with the cross over as well as to provide the adequate distance required for lowering approach signal. --------------- Traction Rolling Stock : OPERATION. 92