LDCE Exam Syllabus for Promotion (PDF)

DISCLAIMER This reading material has been prepared for the guidance of candidates appearing for LDCE Exam for the post of AOM/ATM/AM, hence it should not be looked in substitute of G&SR, BWM, AM, and code & manuals. This is not exhaustive, if any doubt, it is advised to refer concerned code, manuals and rulebooks. Principal Zonal Railway Training Institute Central railway - Bhusawal Index Sl No. Topic 1 Syllabus 2 Traffic (Transportation) 3 Rajbhasha 4 Establishment Rules 5 Financial Rules SYLLABUSS FOR LDCE - FOR PROMOTION TO GROUP ‘B’ POSTS IN THE TRAFFIC (TRANSPORTATION & COMMERCIAL) DEPARTMENT A. TRAFFIC (TRANSPORTATION) :- PAPER-I : I. GENERAL  Hierarchical set up and line of control of Operating Dept, at the Divisional, Zonal and Railway Board level. II. TRAFFIC, TRAIN AND POWER CONTROL ORGANISATION  Objective and set up of Control Offices.  Functions of Control Organization pertaining to Train Ordering, Punctuality, Maintenance of Operating Statistics, Wagon & Loco Stock Management, Blocks (Engg. TRD etc) management, Management during Accident & unusual Situations/ Circumstances & Disaster Management.  Duties and responsibilities of Chief Controllers, Dy. Chief Controllers Section Controllers, TNCs, Recorders and their Co-ordination with Lobbies, Station & Yards.  Freight Train Operations (FTO) & Freight Train Ordering Principles with or without co-ordination with Crew Lobbies.  Special instructions during abnormal conditions of woring & during emergencies like Cyclone, Civil Disturbances, Accidents etc.  Daily Performance Reporting from Stations/Yards/Sheds to Area Sub-control, Area Sub-control to Divisional Control Office and from Divisional Control Office to Zonal Control Office and from Zonal Control Office to Railway Board.  Basic and important Documents/Registers maintained in Control Office and their basis.  Periodical Performance Reporting and analysis of Operating Performance along with compilation of statistical data.  Power Control Organization, Engine and crew scheduling.  Factors affecting wagon & Engine utilization and methods of improvements.  Working pertaining to issue of caution orders from nominated and Notice stations.  Liaison/Co-ordination with Control Establishments of other departments like Engg., TRD, Traction Control, Signaling Control etc. 1 III. FREIGHT TRAIN OPERATIONS  Functioning of crew & Guard Lobbies.  Integrated Lobbies.  Shunting operation in Yards or Road side stations.  Working of Marshalling Yards & Transhipment Point.  Causes of Yard and section congestion and remedial strategies.  All India Marshalling Order and Railway-wise Marshalling Orders- principles and Procedures.  Rules regarding carriage of Explosives and other General goods.  Priority schedule.  Indent Allotment and Supply of Freight stock at stations.  Wagon Stock Management for loading and unloading operations.  Imposition of operating Restrictions on Wagon Loading and acceptance of Wagon Indents.  Observance of civil ban and Carriage of Contraband goods etc.  Important Documents/Registers maintained in Yard & at Stations.  Familiarity with G&SR, Accident Manual, Operating Manual, Block Working Manual, Red Tariff, IR Act, 1989 etc.  Crew Management.  Engine Utilization aspects requiring special attention:-  Engine Crew and Train Crew Schedule.  Rules Regarding Outstation and Home Station rest, etc. to ensure observations of 10 Hour Rule or Rules applicable from time to time.  Movement of Dead Locomotives.  Management of maintenance Schedule of Locomotives.  Shed and Traffic Outage of Locomotives.  Wagon Turn Round Time (WTR) & factors affecting optimum utilization of the wagon fleet and methods of improvement:-  Running of unit trains and formation of Captive Rakes.  Block Train Operations.  Nominated day loading.  Rationalization Scheme of movement of Freight traffic for avoiding congestion by specific routes.  Merry-Go-Round (MGR) System.  Engine on Load (EOL) System.  Mini Rake System. 2  Supervision and control over movement of Special type of Stock, ODC consignments.  Maximum Moving Dimensions.  Wagons Census.  Uses of Computer:-  Freight Operations Information System (FOIS)  Coaching Operation Information System (COIS)  Rake Management System (RMS)  Terminal Management System (TMS)  Computerized Train Charting.  Relevant Rules and important Policy guidelines.  C&W examination for intensive, Round Trips, Premium and Close Circuit rakes.  Sick lines and TXR Repair Depots including POH & ROH Depots and their functions.  Supply of Coaches/Wagons to C&W shops for POH and special repairs.  Working of travelling traffic cranes for handling heavy consignments at Intermediate stations.  Detaching of Sick Wagons at enroute Stations and their repair and clearance.  Inter change transactions – Junction returns of inter Railway Inter change traffic.  Weightment of rakes.  MIL RAIL  Permissible Axle Loads & Heavy Haul Operations.  ‘Payload’ to ‘Tare’ Ratio of Wagons. IV. OPERATING STATISTICS  Definition, meaning and methods of compilation of the Fundamental and Derived units.  Analysis of the Operating Statistics.  Important Operating Efficiency Indices, their meaning and uses.  Operating Ratio. 3 PAPER-II I. WORKING OF TRAINS GENERALLY AND GENRAL AND SUBSIDIARY RULES  Responsibility and function of Engine crew before starting and while on run and during abnormal/unusual situations.  Responsibility and function of Guard/Asst. Guard before starting and while on run and during abnormal/unusual situations.  Role & Responsibility of Station Staff in working of trains.  Various system of working of trains and Conditions for Granting LC.  Classification of Stations, Standard of Interlocking, Signaling systems, Equipment & their working.  Station Working Rules and Block Working.  Level Crossings.  Line capacity and measures for augmenting it MAUQ, Token less working, Centralised Traffic Control, Doubling, Automatic Block, IBS/IBH.  Combined train Report, guard’s Rough Journal Book, Vehicle Guidance, Driver’s Ticket, Brake Power Certificate etc.  Rules regarding Marshalling of vehicles on Passenger, Mixed and Freight trains.  Vacuum Brake & Air Brake System along with Continuity Test.  Precautions to be taken on Ghat Sections. II. PASSENGER TRAINS OPERATION  General principles and methodology of Time Tabling of Passenger trains.  Consultative Machinery for revision of Time Table at Divisional, Zonal and Railway Board level.  Publication of Working Time Tables, Public Time Tables & Sheet Time Tables.  Punctuality of Passenger carrying trains.  Factors affecting Punctuality of Passenger carrying trains and method of improving the Punctuality.  Augmentation of train loads for meeting traffic requirements.  Running of Tourists coaches, Special carriage and Special trains.  Planning & Running of Holiday Specials, Mela Specials Tourist Specials, etc.  Introduction of new trains, extension of train runs, Introduction of through and Sectional coaches.  Preparation of Engine Links, Driver/Guard Links & Rake Links.  Computer Service Operations. 4 III. ACCIDENTS AND SAFETY ORGANISATION  Accidents, types and their classification, causes and their prevention.  Functioning of Railway Safety Organization.  Chief Commissioner of Railway Safety and his Functions.  Rules for reporting Accidents.  Accident Relief Medical Equipment (ARMEs) & Accident Relief trains (ARTs).  Role & Responsibilities of various officials and Departments during Accidents.  Responsibility of the control Organization Station Masters and Traffic staff on the affected Section.  Accidents enquiries and DAR action against staff held responsible for the Accidents.  Review and analysis of Accidents for taking corrective measures.  Disaster Management & implementations of High level Committee’s report on Disaster management on Indian Railways. ACCIDENTS PREVENTION  Psycho analysis in case of accidents attributed to human failures.  Improved mechanized aids to prevent human error like:-  Improved signalling and inter-locking arrangement,  SM’s central and Inter cabin control over route  Track circuit and Axle counters  Route Relay Inter-locking  Automatic cab warning system and automatic braking system.  Refresher Courses, Safety camps and campaigns. IV. PLANNING ON THE RAILWAYS  Set up & Functions of Planning Wing on IR.  Corporate Plan and Annual Plan. 5 PART A- Establishment and Financial Rules- ESTABLISHMENT RULES:-  General conditions of service of Railway servants including rules regarding leave joining time passes.  Railway Service (Discipline and Appeals ) Rules – 1968  Railway Service Conduct Rules – 1966  Retirement Benefits  Payment of Wages, Allowances and Overtime  Labour laws including the Payment of Wages Act, the Workmen’s Compensation Act, Hours of Employment Regulations, the Factories Act, the Industrial Disputes Act, the Contract Labour Act.  Manpower Planning the Training.  Welfare measures in Railways.  PNM, JCM and PREM. FINANCIAL RULES:-  Parliamentary Control over Railway Finance – Public accountability, Cannons of Financial Property.  Railway Budget – Budgetary terms, type of Budgets, Budget Cycle, Demand for grants, Expenditure Classification.  Works Programme – Financial Justification of Works – Preparation of Estimates, Capital Budget, Control over Capital Expenditure.  Financial Cost Control in Railway Workshops, Sheds and Depot.  Delegation of Powers  M and P Programme, RSP. ********* 6 (Zonal Railway Training Institute, Central Railway – Bhusawal) Traffic (Transportation) PAPER – I I GENERAL History of Rail Transport in India The history of rail transport in India began in the mid-nineteenth century. In 1849, there was not a single kilometer of railway line in India. By 1929, there were 66,000 km (41,000 mi) of railway lines serving most of the districts in the country. At that point of time, the railways represented a capital value of some British Sterling Pounds 687 million, and carried over 620 million passengers and approximately 90 million tons of goods a year. The railways in India were a group of privately owned companies. The military engineers of the East India Company, later of the British Indian Army, contributed to the birth and growth of the railways which gradually became the responsibility of civilian technocrats and engineers. However, construction and operation of rail transportation in the North West Frontier Province and in foreign nations during war or for military purposes was the responsibility of the military engineers. In 1845, along with Sir Jamsetjee Jeejeebhoy, Hon. Jaganath Shunkerseth(known as Nana Shankarsheth ) formed the Indian Railway Association. Eventually, the association was incorporated into the Great Indian Peninsula Railway, and Jeejeebhoy and Shankarsheth became the only two Indians among the ten directors of the GIP railways. As a director, Shankarsheth participated in the very first train journey in India between Bombay and Thane, which took approximately 45 minutes. A British engineer, Robert Maitland Brereton, was responsible for the expansion of the railways from 1857 onwards. The Calcutta-Allahabad-Delhi line was completed by 1864. The Allahabad-Jabalpur branch line of the East Indian Railway opened in June 1867. Brereton was responsible for linking this with the Great Indian Peninsula Railway, resulting in a combined network of 6,400 km (4,000 mi). Hence it became possible to travel directly from Bombay to Calcutta via Allahabad. This route was officially opened on 7 March 1870 and it was part of the inspiration for French writer Jules Verne's book Around the World in Eighty Days. At the opening ceremony, the Viceroy Lord Mayo concluded that “it was thought desirable that, if possible, at the earliest possible moment, the whole country should be covered with a network of lines in a uniform system”. By 1875, about £95 million were invested by British companies in Indian guaranteed railways. 1 (Zonal Railway Training Institute, Central Railway – Bhusawal) By 1880 the network route was about 14,500 km (9,000 mi), mostly radiating inward from the three major port cities of Bombay, Madras and Calcutta. By 1895, India had started building its own locomotives and in 1896 sent engineers and locomotives to help build the Uganda Railways. In 1900, the GIPR became a government owned company. The network spread to the modern day states of Assam, Rajasthan and Andhra Pradesh and soon various independent kingdoms began to have their own rail systems. In 1901, an early Railway Board was constituted, but the powers were formally invested under Lord Curzon. It served under the Department of Commerce and Industry and had a government railway official serving as chairman, and a railway manager from England and an agent of one of the company railways as the other two members. For the first time in its history, the Railways began to make a profit. In 1907, almost all the rail companies were taken over by the government. The following year, the first electric locomotive made its appearance. With the arrival of World War I, the railways were used to meet the needs of the British outside India. With the end of the war, the railways were in a state of disrepair and collapse. In 1920, with the network having expanded to 61,220 km, a need for central management was mooted by Sir William Acworth. Based on the East India Railway Committee chaired by Acworth, the government took over the management of the Railways and detached the finances of the Railways from other governmental revenues. The period between 1920 and 1929 was a period of economic boom. Following the Great Depression, the company suffered economically for the next eight years. The Second World War severely crippled the railways. Trains were diverted to the Middle East, railway workshops were converted to ammunitions workshops and some tracks (such as Churchgate to Colaba in Bombay) were dismantled for use in war in other countries. By 1946 all rail systems had been taken over by the government. 2 (Zonal Railway Training Institute, Central Railway – Bhusawal) 3 (Zonal Railway Training Institute, Central Railway – Bhusawal) 4 (Zonal Railway Training Institute, Central Railway – Bhusawal) 5 (Zonal Railway Training Institute, Central Railway – Bhusawal) Functions of the Traffic Department 1. Proper and Economical use of available resources such as locomotives, Rolling stock, track, signalling and telecommunication equipment and manpower etc. 2. Timely planning for additional line/track and rolling stock capacities based on realistic traffic forecasts. 3. Better Quality of service: This will include the following:- [A] Passenger Train Operation (i) Better Time-Table. (ii) Punctuality of passenger carrying trains. (iii) Adequate & proper accommodation for passengers to travel. (iv) Safety of passengers. [B] (Goods Train Operation) (i) Promt, regular and assured supply of proper type of wagons for loading. (ii) Quick, assured, and safe transit of goods. 4. To identify business opportunities through market studies. 5. To define and determine product design and product mix for freight and passenger segments through close interaction with customers/markets. 6. To collect customer/market information through market surveys and customer complaints. 7. To determine cost of different product and services. 8. To recommend pricing of different product and services. 9. Maximum loading by prompt supply of wagons. 10. Attracting height rated and high yielding traffic. 11. For additional capacity to meet the future growth of traffic efficiently. 12. Ensuring Safety. 6 (Zonal Railway Training Institute, Central Railway – Bhusawal) II TRAFFIC, TRAIN AND POWER CONTROL ORGANISATION CONTROL ORGANIZATION The control organization of Indian Railways is the nerve centre of train operations. It controls the asset management of the Railways, in a dynamic situation, round the clock incessantly moving trains on its entire network. It has come a long way from being an exclusively telephone based system emerging in the form of an Information Technology enabled organization. This basic structure of Operating control on Indian Railways exists at the Divisional Level, which has also been extended to Area control levels. In addition, Central Control office is situated in the headquarters office and one at Railway Board. Objectives of the control organization: 1. To ensure Punctuality of the mail / express and passenger trains. 2. To ensure maximum utilization of the rolling stock 3. To ensure maximum utilization of the section capacity 4. To increase the speed of goods trains. 5. Maximum utilization of the train crew. Control organization at RB level CRB MT Additional member (T) Additional member (C) ED (Freight services) ED (Cog) ED (Safety) Director (Freight marketing) Director (P) Director (Cog) Director JD JD JD DD (F/Cell) DD DD AD AD AD CHC CHC (P.Cell) CHC (Safety Cell) Dy. CHC Dy. CHC Dy. CHC 7 (Zonal Railway Training Institute, Central Railway – Bhusawal) Control organization at Zonal level GM AGM COM CFTM CPTM CTPM CTM (POL) CMPE Further: Dy. COM (Goods) Dy. COM (FOIS) Dy. COM (CNM) ATM (Goods) STM (FOIS) ATM (Central Control) MI / TI CHC TNCs TNCs Dy. CHC TNCs CPTM CTPM CTM (Pol) CMPE Dy. COM (Cog) Dy. COM (Pl) CTW controller Dy. CME/Dy. CEE STM (Cog) Dy.COM (Rules) TW controller AME/AEE ATM (Cog) ATM (Rules & PLG) TNCs Emergency control MI / TI – C.Pl.I CHC Pl. I Dy. CHC TNCs CFTM: Chief Freight Transportation Manager, CPTM: Chief Passenger Transportation Manager, CTPM: Chief Transport Planning Manager, CTM: Chief Transportation Manager (POL – Petroleum, Oil and Lubricants), CNM: Chief Network Manager; STM: Senior Transportation Manager. Traffic control is divided into two units at the HQ level for easing up its objectives: a. Central control, and b. Emergency control Responsibility of traffic operation through out the zonal Railway lies with COM assisted by CPTM, CFTM. The COM advices all divisions regarding traffic and ensure that the objectives are fulfilled as per policy guidelines and planning. 8 (Zonal Railway Training Institute, Central Railway – Bhusawal) Central Control: Chief controller is the head of the central control. All the functions are done on his direct supervision. He is responsible to the COM. Dy. Chief Controller (Coaching, Goods, and Stock) assists the Chief Controller. The following are the functions performed by the central control: 1. Wagons available in divisions, received and forwarding wagons, yard balance at ZERO hour and figures of wagons at 24:00 hours i.e. clearance. 2. Data is made in case of accident and concerned department’s officer is informed. 3. Keeps a close watch on the relief trains. 4. Collection of figures of received tank wagons in excess, and for transshipment. 5. Collection of figures of stabled wagons with description of vehicle / train. 6. Analysis of detention to trains. 7. Running of goods trains to their best possible paths. 8. Elimination of avoidable detention to goods stock at loading and unloading and Transshipment sheds. 9. Allotment and distribution of goods stock to the Stations. 10. Arrangement of line blocks and to provide maximum time possible for the working of material trains. 11. Arrange relief for crew. 12. Ensure optimum utilization of the locomotives. 13. Issue proper instructions for train working during abnormal working. 14. Arrange speedy relief in case of accident. 15. Help connecting the unconnected wagons. 16. Ensure correct marshalling of trains. 17. Assist in the preparation of timetable in coordination with neighboring divisions, and Railways. 18. Advice stations and permanent way staff regarding weather warning to take necessary precautions. 19. Arrange periodic census. B. Emergency Control: 1. The Chief of Emergency Control Office is CHC assisted by Dy. CHC in shifts. 2. Dy. CHC prepares figures of passenger trains run shift wise and as per the directives of CHC. 3. In emergency control, advance diary is prepared in which special instructions are mentioned. This diary is made date wise in different pages. 4. Maintain punctuality of all passengers, M/E trains run in CR. 5. Inform the running position of trains to foreign Railway along with late running and also the description of late running trains and departure time of trains. 6. Observe loss of punctuality percentage, its causes, and position of coaching stock, current situation of wagons, parcel vans etc and collection of data. 7. Record of operation of special trains, bogies is kept in this office. 9 (Zonal Railway Training Institute, Central Railway – Bhusawal) 8. Concerned divisions are informed of passenger trains and other coaching trains. 9. All the data regarding coaching such as Fair Special, Summer Special, Relief Special etc is collected. Control organization at the Divisional level DRM ADRM Sr. DOM DOM AOM (Goods) Area Officer AOM (Coaching) CHC CHC (P) CHC (G) CHC (S) PCOR, TLC, TPC, S&T, Engg., Comml., Security. Dy. CHC (P) Dy. CHC (G) CTNC SCOR SCOR TNC TNC The Control Organisation is one of the Principal Means by which the essential Co- ordination is obtained in Railway Operation. It is from where, the planning activities of day to day working are done and the orders are issued to the stations and yards for execution. It can be compared to the brain of human. Normally the Divisional Control Office is located in the Divisional Head Quarters and connected to the station and yards through various communication systems. If the size of the division is large and controlling becomes difficult a sub control office may also be provided at a convenient location. The area spread of a division is divided into control sections having a given number of stations. A section is generally of the range of 50 to 150 km stretch and the trains are controlled in the section by the Section Controller. The two-way telephone system, also called an omnibus circuit which permits all stations to have direct communication with section controller, who is responsible for train 10 (Zonal Railway Training Institute, Central Railway – Bhusawal) regulation in his area. The section controller can speak to all stations at the same time or to one station selectively, using individual numbers/buttons. Movement of train is plotted on time distance graph to record their actual progress, these records, called control charts, can be analyzed later. Sr.DOM has the administrative control of the Divisional Control Office. CHC is the head of the control organisation. For easy and effective controlling, the entire division is divided into various sections and a well knit communication is provided for monitoring minute to minute activities at stations and yards. CHC (In-charge) is assisted by – Dy. Chief Controller Goods/Mainline Dy. Chief Controller Coaching Dy. Chief Controller Stock Section Controllers Chief Trains Clerk Head Trains Clerk Trains Clerks The Chief controller being the head of the control organisation is assisted by Dy.Chief controller in Freight and Passenger train operations. Dy. CHC looks after the Traffic Control who will guide and assist the SCORs. All technical disciplines involved in train movement have are representative in the control office to provide the required support from his department. These would include- Chief Diesel Power Controller Chief Traction Loco Controller Chief Traction Power Controller T X R Controller Commercial Controller Engineering Controller Signal & Telecommunication Controller Security Controller Crew Controller ETL Controller F O I S In-charge 11 (Zonal Railway Training Institute, Central Railway – Bhusawal) The entire organization works round the clock, all days of the year without any interruption to monitor actual movement of trains on the entire rail network. The detailed organization of the control selected and duties assigned to employees depends on the demands of the transport task appropriate to each grade of employee or to diversity in the transport task. The Chief Controller is the head of Divisional Control Organization. Basic Function of control: 1. Train Control: a) This job is done by SCOR(Section Controller). b) Each SCOR is provided with the master chart of that section. c) In the master chart the path of M/E and Passenger trains are charted in different colors. d) This master chart helps in making advance planning by SCOR. e) With the help of master chart, SCOR guides the SM and Yard Master relating to the movement of trains. f) SCOR gets advices regarding train operation and optimum use of wagons and engines from the CHC and Dy. CHC. g) Supervising & regulating movement of trains from station to station on the section to avoid delay to trains and to maximize utilization of the capacity of the section by :- 1. Monitoring movement of trains from station to station and recording paths and detention on charts. 2. Arranging crossing and precedence of trains judiciously. 3. Arranging working of departmental and material trains. 4. Giving time signal to all stations on the section daily at appointed time. 5. Fulfilling interchange commitment. 6. Arranging proper movement of assisting/banking/light engines. 7. Clearance of sick wagons from Roadside stations. 8. Arrangement of relief for 10 hours duty staff. 9. Incident management on rail network & at station. 10. Arranging Engineering and/or power blocks in such a way as to involve minimum disturbance to train running. 11. Maintaining fluidity of yards by controlling the flow of stock in and out of yard. 12. Arranging Speedy relief in case of accidents. 2. Traffic control is the general and over-riding control of supervision of the movement of goods and coaching traffic on the section. It is exercised by: a) Traffic Control means controlling and regulating the movement and distribution of coaching and goods stock and directing it’s loading, unloading, dispatch and arranges passage through yards. 12 (Zonal Railway Training Institute, Central Railway – Bhusawal) b) The aim of traffic control is to maximize unloading and loading in the division, fulfill the interchanging of trains and effective utilization of the available resources such as engines, wagons and bankers etc. c) This job is performed by Dy. CHC in the division such as ordering the movement of goods train, allotting the wagons to goods shed and station for loading, giving special attention to block rakes, giving inward traffic for loading, advise regarding running of loaded or empty wagon rakes. d) Granting of blocks to engineering, OHE and S&T departments. e) Look out for speed restrictions and running of material train and give blocks for repairs and maintenance in such a manner so that it would not affect train movement. f) To admit trains in yard in such a way so that working capacity of the yard is not affected. g) Collecting information from the various section in respect of - i. Registration of wagons outstanding at stations and arrangements for supply of wagons. ii. Number of wagons loaded and empty wagons/rakes awaiting despatch. h) Arranging running, regulation, putting back and cancellation of trains. (both freight & coaching) and to ensure optimum utilization of loco and staff to derive maximum benefit.. i) Collecting stock position from the different stations, marshalling and terminal yards, arranging supply of wagons against pending registration and ensure optimum utilization of stock by securing maximum loads for trains with minimum detention j) Arrangement of crew & Guard for freight trains. k) Monitoring and coordinating working of yards, goods shed sidings, loco- shed, TXR depots etc and to keep liaison with adjoining Railways and Division for interchange commitments. l) Keep strict vigil on the wagons, which are unable to move and make arrangement for quick repair of them. m) In case of accident inform all the concerned officials and the other staff. n) To make arrangement of men for speedy availability of assistance at accident site including ART/MRV, crane etc and ensure quick despatch of the break down in case of accidents and other coordination. 3. Power control is responsible for provision of motive power to all trains by maintaining position of locomotive (a) Requisitioning engines from loco sheds for all operating requirements, i.e. Train working. Shunting and Banking. (b) Ensuring most economical use of engines by close supervision both in Traffic Yards and sheds. (c) Ensuring the return of engines to “Home Sheds” at regular intervals for servicing and maintenance. 13 (Zonal Railway Training Institute, Central Railway – Bhusawal) (d) Ensuring an even balance of engines and crews between running sheds for meeting demands of traffic, (e) Ensuring that light engine kilometers is kept to the minimum. (f) Provide guidance to running staff for troubleshooting. 4. Carriage and Wagon control is responsible to assist the train and traffic control and to- (a) Ensure timely examination and fitness of all trains (b) To keep a watch over the detachment of sick wagons/coaches and to arrange for their early repair and fitness. (c) Keeping a watch over availability of vital C & W components, like Air Hoses, Washers, clamps etc. and efficient working of equipment & machines in C&W depot to avoid detention to trains. (d) To keep a watch over placement of wagons/coaches in sick line and their release. (e) To keep account of detention to trains on C&W account and take remedial action. (f) To provide guidance to running staff for trouble shooting. (g) For Electrical Multiple units, this function is performed by EMU controller. (h) Monitor the movement of POH due stock to workshops. 5. Commercial control assists the Traffic control. (a) To expeditiously dispose off unclaimed and unconnected wagons. Parcel consignments. (b) To keep a watch on detention to trains on commercial account like Alarm chain pulling. Carriage watering, parcel working etc., and take remedial measures. (c) To ensure quick transshipment of sick wagons by arranging matching stock and labour. (d) To keep a watch over submission of station returns. (e) Monitoring of public complaints lodged at the stations. (f) To ensure proper maintenance of public amenities available at stations. (g) Any other job entrusted by Sr. DCM/DCM. 6. Traction power control is provided to assist in Traffic and Train control for- a) Arranging maintenance blocks for OHE b) Arranging alternative power supply in case of tripping etc., though remote control. c) Monitoring OHE failure and taking remedial action. d) Monitoring detention of trains on OHE accounts. e) Guiding running/station staff in trouble shooting. 14 (Zonal Railway Training Institute, Central Railway – Bhusawal) 7. Engineering control: Monitors imposition & cancellation of Engineering Restrictions, working of track machines & monitoring integrated maintainable blocks, co- ordinates works during maintenance blocks and running of Material trains. 8. Signal control assists Traffic and Train control and is responsible- (a) To keep a watch over the S&T failures and take remedial action. (b) To ensure efficient working of communication channels. 9. Security control is responsible for prevention of theft of property and assists passengers in trains/stations. 10. Crew Control: a) Crew control ensures availability of Train crew (Loco Pilot). b) He has got the details of all kinds of loco pilot available in the division like Goods & passenger. c) Issue instruction to all depot/Lobbies regarding movement of crew so that crew may be available for the traffic in all directions as per forecast. d) Maintain the balance of crew with all adjoining divisions. e) Arrange relief for loco pilot and avoid bursting of 10 Hour rule. 12. ETL Control: Issues instructions to ETL staff if complained regarding fan, light, Battery and dynamo in train. Functions of control: The main functions of Traffic Control are: a. Continuous supervision of the movement of all traffic in the controlled area with a view to achieve the maximum possible operating efficiency. b. Correct ordering of trains and use of locomotives so as to reduce to a minimum the productive time of power and personnel, and losses on account of wasted haulage capacity on trains and thus to keep the "turn round" as low as possible; c. Systematic maintenance of accurate charts of train movement and the arrangement of crossing and precedence to the greatest advantage. d. Analysis of detentions to trains e. Planning, ordering and running of goods trains to the best possible paths. f. Maintaining the fluidity of marshalling yards/freight terminals. g. Taking remedial action in the event of yard/terminal congestion. h. To allot and distribute coaching and goods stock and direct its loading, dispatch, and movement, particularly through intermediate marshalling yards, and to so direct its placement and quick release so as to attain the quickest possible "turn round" and ensure elimination of avoidable detentions to goods stock at loading and unloading points and at transshipment stations. 15 (Zonal Railway Training Institute, Central Railway – Bhusawal) i. To keep in the closest touch with the operation of continuous sections and divisions so as to avoid congestion and lack of fluidity; j. Supply of information to adjoining controls, terminals and engine changing stations regarding the movement of trains to enable adequate timely arrangements for their reception and onward dispatch. k. Arranging engineering and other department blocks with minimum detention to traffic. l. Running of material trains and other track machines, tower wagons etc. m. Arranging relief for engine crew and Guard. n. Ensuring maximum utilization of locomotive. o. Issuing instructions for train working in case of equipment failures and whenever abnormal method or working has to be resorted to. p. Speedy arrangements for relief rescue and restoration in the event of accident. q. To assist in the realistic planning of time tables and punctual running of passenger trains in co-ordination with various departments other divisions and other railways. r. To keep a watch over damaged stock at road side stations, yards and sick lines and to ensure that they are promptly attended to. s. To rectify immediately the irregularities on the part of line staff and provide them necessary guidance. t. To provide operations management information. u. To ensure smooth functioning of FOIS and other IT applications. v. To provide an impulse of human energy and brain power throughout the section and by coordination and direction ensure the free movement of traffic and thereby obtain the maximum output from each unit involved at the minimum cost to the administration. The functions of the Control organization may, for the purpose of understanding be conveniently classified under the heads of planning, execution and review, though in practice, of course, all three activities would be going on simultaneously. PLANNING 1. forecast of interchange; 2. forecast of trains to be run section wise; 3. forecast of supply of empties for bulk loading transshipment, etc.; 4. forecast of unloading; 5. planning for engineering blocks and special moves. Information required for this purpose: 1. power availability 2. availability of loads 3. disposition of empties and planning for loading 4. analysis of midnight divisional wagon balance 16 (Zonal Railway Training Institute, Central Railway – Bhusawal) The plan is made by CTNL daily at 0800 hrs. and reviewed by Sr.DOM and HQ is informed by 1000 hrs. both immediate and antecedent, for taking remedial action to prevent their recurrence. EXECUTION The day's plan is to be executed by yards, loco sheds, TXR depots, transshipment supervisors, area controls, SMs and must, therefore, be communicated to them as soon as it is finalized. Instructions are given in the course of the morning conference, modified as necessary after conference with the HQ. The performance is reviewed once at 1600 hrs and briefly at night. REVIEW: OBJECTIVES 1. Analyzing shortfalls of previous day to take remedial measures and pin point weak spots; 2. Provide basic data for planning for current day. The following are the main features of the previous day's performance which are reviewed: interchange divisional wagon balance train running disposition of empties particulars of stabled loads yard balances unloading on division registrations and loading transshipment performance punctuality power utilization sick line working accidents, unusual occurrence special type stock crane wagons (heavy lift) Telecommunication-Facilities in Control: Extensive, efficient and reliable communication network is necessary for the efficient functioning of the Control organization. The following telecommunication network is available in control offices. 1. FOIS Network 2. Mobile Train Radio Communication (MTRC) 3. Dual Phone Modulation Frequency (DPMF) 4. Hot lines are provided between: a) Headquarter and divisions 17 (Zonal Railway Training Institute, Central Railway – Bhusawal) b) Adjoining Divisions and Railways c) Intercom facility to various officers and other functionaries concerned with the control is connected with important work with STD or Trunk exchanges. 3. Deputy Control lines: This circuit is provided between various functionaries in the control office, stations and important work centers like yards, loco sheds, crew booking lobbies. 4. Section control circuit: This circuit is connected to all the stations and the section controller, Chief controller etc. 5. Traction Power control circuit: This additional circuit is available on the electrified sections; this is connected to T.P.C. in OHE remote control centre, all stations, control offices and selected work places. The section controller or T.P.C. can also be connected from the emergency socket provided over the sections of line by means of portable telephone of the control point with indication on the electric mast, direction wise, to the nearest circuit. 6. Section control board: The section controller of each section is provided with control board with telecommunication facilities for coaching stations, certain important cabins, big freight terminals, loco shed etc. over a section. For the guidance of section controller, the lay out of all the stations and sidings is painted on a large board. The station lay out diagram is also provided with details of holding capacity of each of the running & non-running lines, gradients and signals. In electrified area, OHE sectioning diagram is provided. This depicts element section in different colours & other details of sectioning post (SP) and Sub-sectioning post (SSP). 7. Graphs and Plotting: 1. Trains are plotted on control graphs which consist of horizontal and vertical lines representing distance and time respectively. Along side vertical lines stations are each and each unit is further sub-divided into 5 smaller units of 2 minutes each. 2. Each control graph at the end of the shift may have the following information on it. a. Name and total distance of the section in Kilometers. b. Distance in Kms between each station on the section. c. Weather condition in each shift. d. Engineering restrictions on the section. e. Code names of each station of the section. f. Time lost by each train on loco, traffic or engineering account at or between stations. g. Section controller’s remarks against item (f). h. Time made up each train on loco, traffic or engineering account. 18 (Zonal Railway Training Institute, Central Railway – Bhusawal) i. Guard’s record of time lost on loco, traffic or engineering account at or between stations and remarks. j. General remarks. k. Signal failures. 3. In plotting various types of trains the coloured pencils shall be used as per extant convention. All up trains are plotted from the bottom of the chart upwards and from the left diagonally towards the right; and all down trains are plotted from the left diagonally towards the right; and all down trains are plotted from the top of the chart downwards and also diagonally from the left towards the right. 4. For judicious crossing and precedence, it is necessary to have plotting of passenger trains at least one hour in advance depending on traffic density in easily erasable lines. Now through computerised charting this is automated. On certain selected controls, this function has been automated. 8) Master Charts: For every section, Master charts indicating trains run in 24 hours are prepared which show the running of each Mail, Express or passenger trains over the section according to its scheduled running. In between the running of the trains carrying passenger, paths for goods trains are worked out and plotted. They are helpful in revision of Time tables and planning the running of any extra trains and guidance of SCORs and should be displayed on the board to which they refer. Preparation of Master Charts: Trace out the paths of Passenger/Mail/Express Trains keeping in mind the timings necessary at divisional and zonal interchange points. The following points are to be kept in mind while preparing Master Charts: (a) The Capacity of originating yard in forming trains and starting them. (b) The capacity at the terminals to receive the trains (Availability of platform lines, Pit line, TXR lines etc) (c) Facilities at enroute for crossing or precedence. (d) Spreading out evenly occupation of Block Section to avoid bottlenecks, if trains run late. (e) On Double Line sections, grouping of trains of uniform speed so that detention and precedence becomes minimum. (f) On single line sections, if the paths of Up and Dn direction trains can be traced at different periods the number of crossings can be reduced. (g) Running time of Trains suiting to 10 Hours duty of running staff. (h) Keeping in mind the time for crew changing, fueling, watering the coaches, passenger lunch/dinner. 19 (Zonal Railway Training Institute, Central Railway – Bhusawal) Integrated Blocks: In order to ensure safety and reliability of the system the maintenance and repairs to the track, points and crossings, Bridges, Signals and Overhead equipments etc. is inevitable. To make best use of available time integrated blocks are planned in co-ordination with different departments to undertake the maintenance works simultaneously instead of piecemeal blocks taken by different departments separately. Duration of the integrated blocks is determined on the basis of margins available in the Master charts and passenger operations. The details of integrated blocks are notified in the working timetables separately for each division indicating the section up and down lines, duration of block period and their implications, if any. These blocks are subject to minor adjustments depending upon running of trains. However, all out efforts should be made to ensure that the blocks are permitted as prescribed in the working time tables. The running of trains particularly goods trains should be adjusted by the Sr.DOM and Chief Controllers of respective divisions to avoid detentions during the block on account of temporary single line working and precedence being given to passenger carrying trains. Except for the works given in the TWOs, no other maintenance block shall be given to any department. All works shall be allowed within the Engineering allowance provided for each division. Principal Chief Engineer, who shall co-ordinate the operation of blocks and maintenance works by all other departments, nominates one of the Sr.DEN of the division. The works to be executed shall be planned in advance in block meetings attended by officers of concerned department with all preparatory arrangements made well in advance for the smooth and timely execution of blocks without causing undue detention of traffic and inconvenience to passengers. All concerned should ensure that blocks are not burst as to avoid adverse effect on running of trains and inconvenience to traveling public. Traffic Corridor Block: 1. It is the time interval between two successive scheduled Mail Express trains in the particular section on the Division available for maintenance work done by various departments. 2. It is mentioned in the Working Time Table of concerned division. 3. The corridor block is shown in the master chart of the concerned division. 4. This period of corridor block may also be used for running goods trains. 5. Maintenance schedules on the divisions are to be managed as per the corridor blocks. C H A R T I N G: It is nothing but plotting all the train movements in a time and distance chart by 20 (Zonal Railway Training Institute, Central Railway – Bhusawal) section controller. Master Chart is prepared and kept before him as a guide for plotting Passenger / Mail / Express movements. After tracing the paths for all Passenger Carrying Trains the paths of Goods Train can be traced and they are classified in to 3 kinds. 1) Goods Path - Requiring minimum running time. 2) Auxiliary Path- Suitable for short distances 3) Bad Path - Shall not be used except in case of emergency because it occupies maximum time. For the purpose of Section Capacity the paths of scheduled trains and goods paths are only taken into consideration and the number arrived at, shall not be less than the number obtained by Scott’s Formula. If so, it is considered as lead charting and requires revision. Method of Charting: Every chart is printed for 8 Hours which shall by chart neatly and legibly in the following manner: 1. Station names are printed in vertical rows, as far as possible in proportion of main distances with required details like Kilometer, inter-station distance etc., in the left and station codes on the right. 2. The station name from Top to bottom refers down direction and bottom to top - Up direction. 3. In the horizontal row, broad lines refer to hours and these are further divided in to by thin lines in 6 parts. Every line is referring to 10 minutes each of which in further sub divided into 5 parts, by dots each dot referring to 2 minutes. 4. The timings of trains are marked by dots above the line for Up trains and below the line for Down trains usually. 5. The progress of Up trains is indicated by a line from bottom left to top right and progress of Dn train is indicated by a line from top left to bottom right. 6. Trains being received from other stations from other sections or going to other sections from a section or starting from a station in the same section or terminating in a station in a same section are to be shown by a line in the same Up and Down inclination either with vertical line or dissimilated inclination starting or ending. 7. Blocking of running line is indicated by drawing a continuous horizontal red line either below or above the line, as per its direction, from the time it is blocked till it is cleared. 8. Time loss or gain in a section is shown as plus or minus with minutes. 9. Temporary speed restrictions are indicated in the form of a small red triangle with prescribed speed restriction, on the right side between two station codes. 10. Attaching of loco is indicated by a semi circle up or down depending upon the actual direction. 21 (Zonal Railway Training Institute, Central Railway – Bhusawal) 11. Train parting / dividing is indicated by showing detention in mid-section by drawing a horizontal line, the plotting movement of the first portion to the next station. The second portion is indicated by a dotted line in red. Arrival of engine, attaching and clearing second portion is plotted normally. 12. When scheduled trains lose time, in section, the schedule passage is shown in dotted line and actual passage is plotted. 13. Detentions to trains are to be serially written in remarks column. 14. Usually the following colours are used for plotting: (a) Mail/Express Trains and other trains – Red (b) For other passenger carrying trains - Blue (c) Goods trains (Electric Traction) - Green (d) Goods Train (Diesel Traction) - Lilac (Violet/Pale Purple) (e) Other Goods Trains, Ballast Trains - Ordinary Pencil Checking of Control Charts: Control Charts have to be checked regularly to take up all cases of detentions that have taken place and also other irregularities. Chief controller to scrutinize the charts, AOM looks and gets a picture of it and DOM does test checks. Chart reading brings out the following: Late Starts; Wrong crossings and precedence; Wrong stabling of goods trains; Cross working of light engines etc., Duties of Control Staff: The main duties of control staff which are only guidelines to their day to day working and are not exhaustive are as under. a) Chief Controller (In-charge) The chief controller is in overall charge of control office and is responsible for the total transportation of the Division on day to day basis. His duties include – i. A review of previous day’s performance to conform that all forecasts made have been fully met. For shortfalls, convincing reasons have to be pinpointed to prevent recurrence. ii. Prepare current forecast indicating assistance needed from headquarters, adjoining Division, Railways. iii. These will generally relate to interchange, loading and locomotive utilisation. iv. Checking control chart and bringing to the notice of the Senior Divisional Operations Manager/Divisional Operational Manger all avoidable detention to trains. v. Punctuality performance with particular reference to trains which lost punctuality. vi. Maintaining statistics regarding the punctuality of passenger trains. vii. Scrutiny of stock papers, Monitoring interchange obligation. viii. Watching detention to stock at stations and terminals. 22 (Zonal Railway Training Institute, Central Railway – Bhusawal) ix. Watching the work of Marshalling yards/Freight terminals. x. Maintaining liaison with neighbouring Division. xi. Watching utilisation of loco and their terminal detention. xii. Checking duty hours of running staff and balancing of crews. xiii. Granting engineering, power blocks etc. xiv. Attending control office in cases of accident. xv. Establishment work of control office. b) Chief controller (Movement)/ Dy. Chief Controller / Shift duty: He is responsible for: i. Running of goods train, preparing interchange forecast, and monitoring the same, loco utilisation and passenger and goods train operations in general. ii. Allotting empty stock/rakes to loading stations in accordance with current priority regulations along with Deputy Chief Controller (Stock), maintaining constant touch with adjacent Division through regular conference to facilitate the smooth flow of traffic. iii. Dealing immediately with significant detention or transport bottleneck and other unusual. iv. Keeping constant touch with the working of major terminals & Marshalling yards and taking timely action to deal with congestion. v. Giving advice of serious accident to all concerned, and taking, charge of the affected sections. vi. Supervising the running of oversized consignments. vii. Maintaining liaison with Power controller. viii. Coordinate the work of various section controllers. ix. Maintain discipline among control staff in the absence of Chief controller. x. Maintain coordination and liaison with various functionaries involved in train running. c) Chief controller (stock) / Dy. Chief Controller: He is responsible for: i. Scruitnising the indent register in details with regard to the oldest date of registration, nature of goods and type of stock required for lifting goods as per the oldest date of registration. ii. Checking Divisional stock report and position of empties. iii. Checking of different stock reports received from the various points and Planning in advance the supply of stock, loading and clearance keeping in view interchange obligation and orders received. iv. Checking transshipment activity. v. Chasing movements of stock as per supply order issued on the previous day. vi. Keeping a close watch over hot axle, special type and unconnected wagons. vii. Cross checking the daily Restriction Bulletin with Restriction Messages received from HQ office and issuing the same. viii. Assisting the Sr.DOM/ DOM in allotments. 23 (Zonal Railway Training Institute, Central Railway – Bhusawal) ix. Keeping a close watch over the movements of seasonal perishable traffic and supply of suitable stock for its clearance. x. Watching movements of damaged loaded stock in sick lines and yard on their Division. xi. Informing all major customers about their inward trains’ expected arrival based on FOIS pipe line, Optimising loading, unloading, transshipment etc. d) Duties of Dy. Chief Controller (Punctuality): i. Ensuring punctuality of passenger trains in system. ii. Ensuring punctuality at the start of the all outgoing passenger trains. iii. Maintaining Detention Reports of Coaching trains. iv. Ensure that late running trains make up time. e) Section Controller: The Section controller shall be responsible for: i. Reporting for the duty at the prescribed time and ascertaining the position of the section from his reliever. ii. Recording the movement of trains on the ‘Control’ graph including crossing, connections and shunting reasons for detention etc. iii. Arranging for the supply and clearance of stock as ordered by Dy.Chief Controller. iv. Advising stations in advance of the work to be done on trains on move. v. Informing sheds and stations about the late running of the trains to avoid the calling of Crew and Guards earlier than necessary or to put back train wherever advisable. vi. Informing major stations and concerned Section controller about the current running of trains on the section and their anticipated arrivals well in time. vii. Keeping in close touch with Engineering –blocks and working of material Trains so as to give the maximum possible time with least detention to other traffic. viii. Incident management to include adjusting movement of the trains in view of the likely impact of the incident, informing all concern. ix. Keeping a watch over damaged vehicles detached at road side stations and arranging repair or transshipment of their contents and proper attention on the part of the train examining staff. x. Arrangement of ART & M/Van in case of accident. xi. Eliminating all possible detention to train and stock. xii. Watching the working of Marshalling yards & major terminals. xiii. Making timely arrangements for the relief of Guards/Loco pilots whose duty Hours are likely to exceed enroute. xiv. Recording stock report ( where stock clerks are not posted) 24 (Zonal Railway Training Institute, Central Railway – Bhusawal) f) Power controller/Traction Loco controller: i. Planning and directing engine movements so as to ensure efficient engine utilization and maintaining the prescribed charts, and regular statistics. ii. Co-ordination with sheds and Dy. Chief Controllers (Movement) for sending overdue engines and obtaining time of engines coming out of shed. iii. Making timely arrangement for the relief of crew whose duty hours are likely to be exceeded enroute. iv. Taking timely action to balance crew so as to prevent cancellation or putting back of trains on account of shortage of crew. v. Arranging relief in case of accidents as per Chapter iv to viii of accident manual. vi. Maintaining charts indicating engine position/ utilisation. vii. Rendering advice and assistance to locomotive running staff regarding trouble shooting. viii. Carrying out any other duties allotted to him by the Sr.DME/DME or SRDEE/DEE from time to time. ix. Monitoring day to day stock position of diesel fuel at RDIs and watching Movement of diesel fuel tank wagons (for power controllers only) g) Traction Power Controller: Traction power Controller shall be responsible for- i. While taking over shift duty acquaint him self with the prevailing position of the entire section, including the working of the Remote Control equipment position of all transformers, current breaker’s interrupters and isolators, section under power block, position of tower wagons and break down vehicle etc. ii. Maintaining continuous contact with the Traffic Section Controllers in regard to power supply affecting train movements, imposition of power blocks etc. iii. Taking prompt action for restoration of supply in the event of power supply interruptions or other failure. iv. Imposing and removing power blocks in consultation with Traffic Section controller. v. Advising promptly the concerned officials in case of accident, OHE breakdown, failure of power supply and keeping them posted with all important developments. Operating Discipline i. Line Staff to obey orders of control: Station staff, Shed staff, Crew and Guards etc must obey orders issued by the control as long as these orders are consistent with the General and Subsidiary Rules, extant instructions and the instructions contained in this Manual. ii. Control order register: 25 (Zonal Railway Training Institute, Central Railway – Bhusawal) Important instructions from control will first be recorded in a register maintained in the control office and serially numbered, commencing with number 1 after midnight each day. These will be issued as messages indicating the time of issue. All such orders received by the Station Masters or Running staff and Guard’s lobby from Control should be entered in the control order register by the staff. Each entry must be initialed with time. At the end of each turn of duty the relieved as well as the relieving SM or Crew Controller must sign their name in full below the last entry in the register. On days when no orders are received from control, “Nil” Entry must be recorded and signed as prescribed above. When a Station Master or Crew Controller has received an order from the Controller and entered in his register, he may repeat it to the control in order to satisfy himself and the control that he has understood it correctly. iii. No terminal Station should start a goods or unscheduled train or block the section without the permission of the controllers. iv. Every station on the section must report the movement of every train- passenger, goods, special, departmental, light engines, TTMs, Tower wagons, trolleys etc. to the controller. v. When the control is in function, Line Clear must be asked from the station ahead for every train unless orders to stop it are given by the controller. vi. The controller’s permission must be obtained before stopping a train that should run through except to avert an accident or dangerous condition. vii. No station should allow a train, which has been stopped out of course, to proceed, without first informing the controller that the train has been so stopped and receiving his further orders. viii. Station Master must advise the controller of any unauthorised or undue detention to trains at their station with full explanation. ix. Whenever a train, either passenger or goods is detained at a station for longer than the booked halt without the orders of the controller, on its departure the Station Master must immediately inform the brief cause of the detention to the controller. x. Whenever any damaged wagon is detached out of course at a station, the Station Master on duty should inform the controller. xi. Station Master must promptly advise the controller of any defects of signals, points, interlocking apparatus and line clear instruments at their stations. Information should be given of any defects in any other station machinery such as cranes, wagon weigh bridges, turn tables, water columns, hydrants etc. xii. Starting stations to report particulars of outgoing train: As soon as a train leaves a train starting station, the Station Master must intimate the following particulars to the control office: Number and description of train, Engine number and class, Loco pilot’s Name, Guard’s name, load of the train (in tonnes and vehicles) particulars of shunting to be done on the journey, time of departure, brief reasons of late start, time of S/O of crew, fuel balance etc. xiii. Intermediate stations to report arrival and departure time of trains: 26 (Zonal Railway Training Institute, Central Railway – Bhusawal) Station Master of intermediate station must communicate to the control as early as possible, the following information in regard to every train dealt with: a. In case the train has run through, the time it passed the station. b. If it is a stopping train, the time or arrival and departure along with the explanation for every detention beyond the scheduled stoppage. c. If any shunting has been performed, the number of vehicles attached and detached. d. If any extra time has been taken in loading and unloading of packages, the number of such packages and name of the loading station. xiv) Terminating stations to report the particulars of incoming trains: Station master of terminal and engine changing station must, as soon as possible, after the arrival of a train, communicate to the control the time of arrival and the load of the train, particulars of loco detached / attached. xv) Engine movement to and from sheds to be reported: Loco foreman must communicate to control the time at which train engine leave from or returns to the shed ‘Bahar’ line. This in no way relieves the Station Master of the responsibility for issuing necessary all concerned messages regarding engine failures and engine trouble enroute. The Controller shall record the duration of such defects in his chart, diary and registers. xvi) Time to be checked with Control: Station Master, crew controller and lobbies must check their time with Control at appointed hours every day when control gives a general ring for setting their watches / clocks at 16.00 hrs. Staff must obtain Station Master’s permission before speaking to controller. xvii) Mode of using the control phone: The control telephone is to be used for operation purposes. The field staff wanting to talk to control will give their identity and wait for their turn to communicate. As this network is intensively used, the conversation should be brief, meaningful and polite. Discussions, disputes and arguments must be avoided. a) Station master and others must not start to speak to control unless they have ascertained by lifting the receiver and listening in, that the line is free. They must then announce the name of the station, shed, lobby or site from where they are speaking and wait for its being repeated by the controller before beginning the conversation. b) When, however an urgent message has to be conveyed and the line happens to be engaged, the station name must be called indicating Emergency. The 27 (Zonal Railway Training Institute, Central Railway – Bhusawal) controller will immediately attend to the Station having an emergency. Station Masters must attend Control call promptly. Co- ordination between Control and stations: 1. Asking line clear: In order to avoid the detention to passenger trains for crossing a less important train, line clear enquiry for the less important train must not be asked until the train is ready to leave and until the Section Controllers permission has been obtained. The Station Master receiving the line clear enquiry must immediately ask the controller permission to give line clear before giving the reply. The station Master on duty is entirely responsible for seeing that the necessary General and Subsidiary rules and station Working Rules are observed before giving Line Clear. 2. When a Station Master for any reason finds it difficult to carry out Controllers arrangement to receive the train in yard station due to yard Station constraints, he must explain his reasons clearly and fully to the controller. 3. Work at Station: The permission of the controller must be obtained before the performance of any shunting; Controller must be informed of the likely duration of shunting to enable his to arrange crossing and precedence of trains. In the event of Station Master being unable to start a train on receipt of line clear he must at once report the circumstances to the controller. 4. Control order regarding crossings etc. The section controller will give definite instruction for crossing or precedence and will not change them except under unavoidable circumstance because last minute change of order will result in confusion and unsafe operation. The Station Master is entirely responsible for seeing that the crossing is affected safely and strictly in accordance with the rules. The controller must see that sufficient time is available for the necessary operations to be carried out. If the controller fails to do so, the Station Master should represent that delay may occur but it does not allow him to disregard any rules in order to avoid such delay. General Order of precedence of Trains: Unless specific orders to the contrary are issued by the COM or by those acting on his behalf, the following general orders of precedence shall be observed by control and stations. 1. ARME, ART proceeding to the site of accident. 2. Presidents and VVIPs specials (Unless otherwise specified in the Time Table.) 3. Suburban train in peak rush direction. 4. Super fast trains like Satabdi, Rajdhani etc. 5. Mail/express trains. 6. Military personnel special. If instructed by emergency control / DOM. 7. Fast Passenger train. 28 (Zonal Railway Training Institute, Central Railway – Bhusawal) 8. Special engaged by the public (precedence order may be revised.) 9. Passenger trains. 10. Mixed trains 11. Military stores special 12. Express or special goods train 13. Through goods train. 14. Accident relief train returning from the site of accident (unless otherwise ordered) 15. Shunting and van goods train. 16. Departmental trains Note : The following general principles are mentioned for the guidance of controllers but it must be distinctly understood that nothing in these instruction modifies the safety precautions laid down in the rules (General and subsidiary rules, Station working rules etc.) i. A passenger train nearing the end of its run should not normally be detained in preference to a train which has a longer run before it, as the latter train is more likely to make up time and reach its destination punctually than the former. ii. A train running to time should not be detained more than 30 minutes to effect crossing on single line (This should be decided by the Division based on actual condition.) iii. A train running late due to defective engine, or defect in rolling stock or any other cause.\ which is likely to continue to operate against it and prevent it from making up time, should generally give way to a train running properly. Accidents: Controllers and other staff should thoroughly understand and act on the guidelines contained in G & SR and Accident manual. Saving of lives and rescue of injured and mitigating hardship to passengers must be giver the topmost priority. Working of Trains when control is interrupted: When the control is interrupted and no communication with the controller is possible, Station Masters will be responsible for the working and regulating of trains, keeping in view the instruction issued by the railway administration. Items checked by Sr. DOM daily / at regular intervals: (i) Interchange of Trains: Three checks a day (at 08.15 Hrs, 17.00 Hrs, and 22.00 Hrs.) (ii) Train Running and Train Ordering: A study will be done at 08.15 Hrs, 17.00 Hrs and at 22.00 Hrs. (iii) Analysis of DWB: This should be done in the morning when the forecast being scrutinized. 29 (Zonal Railway Training Institute, Central Railway – Bhusawal) (iv) Yard Balance: This should be checked once in morning secondly at 17.00 Hrs. This information also should be given in a proforma. (v) Unloading: Previous day’s unloading and left over for unloading is assessed. Planning for the day’s unloading should be checked. Placement of wagons done for the day also should be checked. In the evening the position has to be ascertained by Sr. DOM once again. (vi) Loading: One check in the morning is sufficient. But, if loading is more, an additional check may be done in the evening. (vii) Transshipment: The position of Transshipment points should come to Sr. DOM on prescribed proforma twice a day. (viii) Performance of Sectional Trains: Every day, Sr. DOM should verify from the Prescribed registers. (ix) Power Position: The position of Electric Loco, Diesel Locos should be checked thrice a day. Utilisation may be checked once in a day. Dy.CHC should bring the abnormal delays to the notice of Sr.DOM as and when required. (x) Average Speed of Goods Trains: Daily position is given to Sr. DOM. If average speed comes down in a section below the target, Sr.DOM will check up the control chart and suggest corrective measures. The following items may be checked periodically once in every 10 days: Analysis of performance of sectional trains. Analysis of running link and crack trains. Percentage of Right Time start of trains from yard. Analysis of Detention to trains for reception in yard. The following are analysed in detail monthly: Average speed of goods trains. Wagon utilization, Engine utilization; and Marshalling yard statistics. Performance of major goods sheds and transship shed. Average detentions to sick and special type of wagons. Loading performance on special commodities and Staff strength. 30 (Zonal Railway Training Institute, Central Railway – Bhusawal) Review of Freight Operations by Divisional Control Organisation: (objectives) a) Analysis on shortfalls during the previous day performance and to take remedial measures. b) Pin pointing areas which need special attention. c) Providing basic data for planning (forecasting) for the current day. The items of review may vary appreciably from division to division depending on local conditions and pattern of traffic. Some of the common aspects for review are mentioned below. (a) Interchange: Prepared in a proforma with details of previous day’s performance, which includes Made over, Taken over. The differences in handing over and taking over and divisional wagon balance shall be mentioned in a proforma. (b) Trains Running: Number of Trains run section wise, stock cleared (Throughput), and the balance left over is another important aspect to be reviewed. (c) Analysis of DWB: The analysis should pin point streams and regions which have excessive balances and which need special attention. (d) Deposition of Empties: It is necessary for mopping up empties with proper planning, loading and to hand over at the interchange points. (e) Particulars of Stabled Loads: Though some times, it is inevitable to stable the load at enroute stations, efforts to clear them early are to be reviewed. (f) Yard Balance: Detailed study on the position of individual yards is to be analysed. (g) Loading / Unloading: The loading and unloading performances are recorded in the proforma wagon wise, Commodity wise and reviewed. For any short fall corrective measures are suggested. (h) Power Utilisation: At least 8 Hourly position should account for Diesel / Electric loco holding in the division and their deployment. Average detention is to be compared with the target. If any rise in detention, the area of detention is to be identified and remedial action to be taken. (i) Sick Line Position: Sick Line placement is to be watched. Review whether the full capacity is used or not and releases from sick line is optimum. (j) Accidents and Unusual Occurrences: This is reviewed daily by the DOM. The area of slack working / Unsafe working are to be identified and action has to be initiated. Books / documents and basic records to be kept in control office. 1. Station working rules of all station. 2. Working facilities available on the transshipment sheds. 31 (Zonal Railway Training Institute, Central Railway – Bhusawal) 3. Schedule of shunting engines in the various yards. 4. Link diagrams of rakes and engine working the passenger services and also of goods trains where laid down. 5. Crew link diagram of the various services, for the running staff. 6. Details of maximum moving dimensions permitted on the various sections of the railway. 7. Map showing the Maximum permissible axle load on all the railways with which traffic is interchanged. 8. Charts showing line capacity of the various sections. 9. Index sections and plans of the various sections of the jurisdiction and details of train watering, engine fueling etc. 10. Master charts depicting all trains indicated in the working time table in force. 11. Charts showing jurisdiction of the various official details of : a. The maintenance branch of the post and Telegraph department responsible for maintaining control circuit wires in good condition. b. The various department of the railways, c. Zone and telephone numbers of Civil, Police, Military authorities. d. List of various hospitals with Telephone Numbers. e. List of stations Civil, district-wise. f. OHE Sectioning diagram. 12. Diagrams showing the layout of line wires of the Control Circuit. 13. Line patrol chart 14. A calendar of returns. 15. Cranes and wagon weigh bridges. 16. Turn tables and Triangles. 17. List of spare coaches based in the divisions as well as slip coaches running on and across the division. 18. List of coaching Rakes allotted to the division and those passing over the division. Registers generally maintained in control: 1. By the section controller : a. Sections controller’s diary and charge book. b. Inward message book. c. Outward message book d. Working Order register e. Weather warning and acknowledgement register f. Sick wagon register. g. Yard report register. h. Stock report register i. In-coming and out-going trains RD (Running Diary) (other than passenger) j. Train Advice (T.A. Book) k. Caution order register. l. Caution order message book. 32 (Zonal Railway Training Institute, Central Railway – Bhusawal) m. Morning (6’O clock) position registers. n. Engine book. o. Interchange Register. p. Load register. q. Incoming and Outgoing passenger Train Running Diary. r. Points and S&T Failure Register. s. Important Yard balance Register. t. Control failure Register u. Safety circular register v. Road map register w. Night order book 2. By the Chief Controller (Movement), (Coaching) / Dy. Chief Controller: a. Yard Running Balance Register. b. Dy. Chief Controller’s Diary & Charge Book. c. Train Advise Book. d. Bans and Restrictions register e. Forecast and Acceptance Book. f. Train Ordering Book. g. Punctuality Register. h. Without brakevan movement register i. Accident Register. j. HQ’s Conference Register. k. Central control register l. Emergency control register m. Goods Train Performance Register n. FATO register o. GM’s Unusual Occurrence Register. p. CTNL (Movement) / (Coaching) / Dy. CTNL’s Order Book. q. ODC Register. r. Rajdhani Express (and similar trains) Caution Order Register. s. Emergency and General Control Office Message Register (Inward) t. Emergency and General Control Office Message Register (Outward) u. Engine Book. v. Interchange Register. 3. By the Power Controller : a. Power Position Book. b. Out Station Loco Pilot Register. c. Power Controller’s Diary d. Engine Link. e. Crew Link. f. Crew Position Register. 33 (Zonal Railway Training Institute, Central Railway – Bhusawal) g. Register of Movement and Diversion of departmental / Diesel / lube oil Fuel Tank /Wagons. h. Register showing undue and Abnormal Detention. i. Shed Conference Register. j. Fuel Balance Register. k. Schedule Dates of Locos. Periodical Performance Reporting and analysis of Operating Performance along with compilation of statistical data. Periodical performance is reported confidentially every month by DRM of each division to GM. It is called Periodical Confidential Demi Official Report (PCDO / MCDO). It is prepared separately by individual departments of division and submitted to respective HODs. Apart from this a consolidated PCDO / MCDO is also sent to GM by DRM. Additional Guidelines: Additional information and guidelines regarding control are given in various other chapters of the Manual, particularly the chapters on goods train and passenger train operation. Why do trains sometimes slow down on some sections instead of continuing at the same speed throughout? There are many reasons for a reduction in speed. There may be permanent speed restrictions on the section of track: because of sharp curves or curves with inadequate cant; approaches to crossovers, diamonds, etc.; structures too close to the track; ghat sections; lineside tenements or pedestrian traffic; level crossings; old bridges or culverts; inferior track or lighter rails than normally required; unstable trackbed; frequent threat of flooding, etc. The working timetable usually has a detailed list of these restrictions for all sections within a division. There may also be temporary speed restrictions (also simply temporary restrictions) such as engineering speed restrictions because of construction work or track maintenance, or because of flooding or other track damage, etc., all of which necessitate following the appropriate caution orders or caution notices in force for the section. See below for more on this. Sometimes newly-laid track may not yet have been certified for higher speeds while lower speed traffic is allowed. CAUTION ORDER A Caution Order (or caution notice) is a written notice issued by a station master (or other official) to the driver and guard of a train, formally advising them of special conditions and restrictions in effect on the section of track that the train is 34 (Zonal Railway Training Institute, Central Railway – Bhusawal) about to enter. The Caution Order may have instructions on speed restrictions and other special procedures to be followed on account of damage to the tracks, flooding, work on the permanent way or on the electrical equipment, accidents (or reminders of spots where accidents recently occurred), work on or damage to OHE equipment, or unusual situations. A caution order can also be issued to advise the driver and guard of the presence of manually operated or motor trolleys, tower cars, MOW wagons, or other such maintenance or emergency vehicles that have entered the block section ahead. The caution order usually specifies the location of the affected section of track, the temporary speed limits in effect, the locations of caution indicators and termination indicators, etc. Some representative examples of caution orders are the following:  Track doubling in progress - whistle to alert men at work  Track destressing - 20km/h  New colour-light signal location  Level crossing gate - no acknowledgement given; be prepared to stop if gateman does not display hand signal  Accident spot - 75km/h  Up distant signal number... of station... inoperative due to a cable break; keep a good look-out, whistle while approaching and Proceed A caution order is generally issued by the station master of of a station adjacent to the block section which is affected. In addition, divisional caution orders are also issued by station masters of certain specified stations on the route, known as notice stations. A caution order is specifically addressed to the driver and guard of a particular train identified on it. Separate caution orders are issued for each train passing through on to the affected section. At many of the larger stations nowadays the caution orders are printed out but at smaller stations, handwritten notes still prevail. A nil caution order is issued by a notice station to inform the driver and guard of a train that there are no special caution instructions or temporary speed restrictions in effect between that station and the next notice station. A reminder caution order may be issued by a notice station to reiterate caution orders already issued by other stations or authorities. Caution Order, Amla-Itarsi, April 2007. Click for a larger view. 35 (Zonal Railway Training Institute, Central Railway – Bhusawal) Caution Order, Nagpur-Durg, April 2007. Click for a larger view. SPEED RESTRICTIONS AND ENGINEERING RESTRICTIONS These are various kinds of speed limits below the normal sanctioned speed limit for the route section in question, imposed in stretches of track where unsafe conditions exist because of track damage, ongoing repair work to track or OHE, accidents, or unusual circumstances in the construction of the permanent way (see above). A temporary engineering restriction is specifically one that is imposed for a fixed duration on account of ongoing work on the permanent way or OHE equipment; a permanent engineering restriction is one that is in effect indefinitely because of characteristics of the permanent way. Other temporary speed restrictions may be imposed because of flooding, track damage, accidents, etc. A stop dead restriction is one which requires a train to come to a complete halt before obtaining permission to proceed. For short-duration (1 day or less) temporary speed restrictions, hand signals are used at appropriate points (30m to the rear, and 800m (more in some cases) to the rear) to advise drivers of the location of the restriction. For a short-duration stop- dead restrictions, a red banner flag is placed across the tracks just before the obstruction, and another banner flag is placed beside the tracks 600m (BG; 400m for MG/NG) before the location of the affected portion of track. Three detonators are also placed 10m apart, about 1200m (BG; 800m for MG/NG) before the banner. Hand signals are used 30m to the rear of the obstruction and 45m to the rear of the detonators. For longer temporary speed restrictions (lasting more than a day) a speed indicator is placed 30m to the rear of the affected portion, and a caution indicator 800m (or more in some cases) to the rear. For longer stop-dead restrictions, the speed indicator is replaced by a stop indicator, whereas the caution indicator is placed 1200m to the rear (BG; 800m for MG/NG). Normally the driver and guard of a train are issued caution orders that provide details of the temporary restrictions. Caution orders are not issued for permanent restrictions of any kind. The caution or stop indicators, banner flags, hand signals, and speed indicators are all dispensed with if the affected portion of track is within station limits and if it can be appropriately isolated by the settings of points and leaving signals protecting it 'on' (at danger). The caution indicator is also dispensed with if the affected portion of track is protected by an automatic signal less than 1200m (BG; 800m MG/NG) from the obstruction. In this case the detonators and banner flags 36 (Zonal Railway Training Institute, Central Railway – Bhusawal) are placed at 180m and 90m to the rear of the obstruction for a stop-dead restriction COMMAND, CONTROL AND COORDINATION OF EMERGENCY RESCUE OPERATRION ON THE OPEN LINE. Purpose i. The purpose of this Standard Operating Procedure (SOP) is to delineate responsibilities and procedures for the control and coordination of all responses to emergency situations on the mainline. ii. To provide step by step guidance on how to deal with incidents should they happen. iii. Particular note should be taken of the need to provide suitable training to keep staff aware of what needs to be done in the event of a serious incident. 1. Objectives of incident Management Plan. In Order of priority these are: a. Save lives and alleviate suffering b. Provide help to stranded passengers and arrange their prompt evacuation. c. Instill a sense of security amongst all concerned by providing accurate information. d. Protect Railway property. e. Ascertain the cause of accident, preserving clues by cordoning of incident site etc. f. Expedite restoration of train operation. There is a difference between a disaster and an accident. All disaster need not be the outcome of train accident, neither are all accidents classified as disaster. Accidents are occurrences where safety has been affected. Disasters are those situations, which cause acute distress to passengers, employees and outsiders and may even be caused by external factors and unless promptly managed the distress levels are likely to increase with time. 2. List of serious incidents requiring use of this plan.: a) Fire, smoke emission, explosion in railway premises including train. b) Derailment of a passenger carrying train. c) Collision of a train/ trains. d) Security threats / Terrorist attacks, widespread violence, bomb explosion. e) Release of Chemical or biological gas in trains, stations or tunnel. f) Natural calamities like cyclone, floods and earth quakes. 3. Definitions : In the context of India Railways, unusual events are classified as under: 37 (Zonal Railway Training Institute, Central Railway – Bhusawal) a) Incidents - which cause delay to trains. b) Accidents - which have the potential or do actually cause loss of life and or injury and damage to property. c) Emergency / Serious Accidents / Disaster – these may or may not necessarily be the outcome of train accidents but have the potential to cause loss of life and or injury to human beings causing further death / injury and wide spread and prolonged distress to all those involved unless tackled in an effective manner. d) Disaster Management Team (A team of Railway officials earmarked to reach incident site by first available means & take over site management) at Zonal, Divisional and area / major station levels. 4. Scope: This SOP is applicable to all IR personnel working on the Open Line. 5. Responsibility : a) The Assistant Operations Manager Divisional Control Office, or designated Divisional Control Office Supervisor, is responsible for the overall control and coordination of emergency situations on the mainline. b) The OCS (officer in charge site) is responsible for overall control and coordination of all activities at the incident scene under instruction of Divisional Control. c) Traction, Track and Structure, Signalling and Telecommunication, fire service and security personnel are responsible for providing technical assistance to divisional control office & OC site. d) Rolling Stock Department is responsible for providing technical assistance to Divisional Contrail Office and OCS, as required and managing site restoration work. e) Station operations and Commercial personnel are responsible for making appropriate station announcements, and providing information, rendering first aid, mobilising medical & fire services & assistance from civil administration, including police and providing all other assistance in alleviating suffering and hardship to passengers and others. f) The Guards in charge & Loco pilot in the area affected by the incident are responsible for : i. Providing their passengers with up to date and timely information regarding the situation’s status and / or progress ; and ii. Operating their trains in compliance with applicable rules and procedures and Divisional Control Office instructions. g) Government Railway Police and Railway Protection personnel are responsible securing the incident scene and for performing / directing investigation activities in compliance with existing procedures. (In case of incidents caused by criminal acts) 38 (Zonal Railway Training Institute, Central Railway – Bhusawal) h) The senior police official at the scene is responsible for controlling and coordinating all police activities at all times. In doing so, this official has final authority to determine when these activities are complete and shall coordinate these activities with the OCS and the senior fire services official. i) Security Personnel will assist Civil / Railway Police, Fire services personnel, medical services or station staff as directed by OCS. 6. General : The following is the list of personnel authorized to act as officer in charge site (OCS) This list also indicates the probable change of command at the scene. a. Train Superintendent or Guard of the affected train. b. Loco pilot c. Station Manager / Station Master. d. Rail Operations Supervisor or Traffic Inspector. e. Any Railway Officer, either on duty, of duty or on leave, present at the site of incident. f. Member of Division Disaster Management Team. When none of the above mentioned personnel are present at the scene, Divisional Control Office shall appoint an OCS as directed by DRM from the personnel available. Guard in charge, Loco pilot and Station Manager must assume and carry out the responsibilities of the OCS until relieved. The first Guard in charge / Loco pilot, on the scene, shall act as the OCS until he / she is relieved by the first senior personnel / Rail Operations Supervisor to arrive. The Rail Operations Supervisor shall continue acting as the OCS until he / she is relieved by an authorized senior official or released by DIVISIONAL CONTROL OFFICE after another OCS has been designated. However, it is the responsibility of DIVISIONAL CONTROL OFFICE to select the most qualified person, for the type of incident, to act as the OCS. The mere presence or arrival of an authorized senior official at the scene shall not indicate his/her assumption of command as OCS. Such senior official shall rem

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