A Guide on Senior Transportation.

A GUIDE ON

SENIOR TRANSPORTATION, ESTABLISHMENT

& ACCOUNTS

(QUESTIONS WITH ANSWERS)

COMPILED BY

ZONAL RAILWAY TRAINING INSTITUTE

ALIPURDUAR JUNCTION

Objectives of Indian Railways

Railway is a public utility service as well as a commercial organization. Its main object is to transport passengers and goods from one place to another under some stipulated condition of time with the highest standard of safety at the lowest possible cost and also to develop organizationally effective personnel with pride in their work and faith in management.

History of Indian Railways

The evolution and growth of Indian Railways can be divided into six phases

.1st Phase: Old Guarantee Scheme (1849-1869)

To attract private companies to invest their capital for the construction of Railways in India, The East India Company offered guarantee of 5% return on capital irrespective of loss or gain and the company & the Government will share gain and surplus above 5% equally. Land was given free of cost to the companies and the railway to carry royal mail free of cost and troops at a concessional rate.

2nd Phase; state Construction & Ownership: ( 1869-1882)

To overcome the criticism from various corners about the absolute guarantee of fixed returns at the cost of Indian Tax payers, the parliamentary committee decided to go in for construction of railways by the government itself.

Lord Dalhousie had planned for one gauge for the entire India. But this phase witnessed two great famines of 1874 & 1877 and two Afghan wars in 1875 & 1879 The Government compelled to adopt MG which was cheaper.

3rd phase: Modified Guarantee System (1882-1924)

Under this system the guaranteed returns were reduced from earlier 5% to 3% to 3.5% and surplus will be shared at 60:40 ratio by the Government & companies. The ownership will be with Government and the operation by companies.

4th phase: Nationalisation (1924-1949)

When the Freedom movement gained momentum due to emergence of Mahatma Gandhi on the national scene, the Acworth committee recommended for state management and state control of Railways and accordingly Railway budget was seperated.The staffs on the Railways were indianised.Up to 1930 prosperity-Bombay Central, BBVT, HWH LKO, TPJ, ED and Kanpur stations were renovated in 1925 Electric traction was introduced.

5th phase: Era of Integration & regrouping (1949-1951)

After independence there were 9 nationalized and 33 state Railways. The railways were reorganized in to 6 zones to avoid unnecessary correspondence and inter railway adjustments.

6th phase: The Era of planning 1951 onwards

With the increase in the volume of both Passenger and Goods traffic and with the improvement in the operational infrastructure ad with the introduction of latest technologies, for smooth operation the Railways were reorganized in to 17 w.e.f --------- .

CORPORATE OBJECTIVES OF INDIAN RAILWAYS

The summarized form of corporate objectives of Indian railways are:-

To increase the net tonne KM freight traffic.

To increase suburban and nonsuburban Passenger KM.

To make rail the safest mode of transport of men and material.

To reduce cost of transportation in producing transport.

To ensure proper utilization of rolling stock i.e. locomotives, wagons/vehicles&tracks.

To improve quality and reliability of Passenger and Goods services comparable to international standards.

To encourage safety research and development.

To reduce train accidents to 0.5 per million train km by 2012.

OBJECTIVES OF OPERATING DEPARTMENT

Pass. Train operation i) Better time table

ii) Punctuality

iii) Adequate accommodation

1. Better quality of service iv) Safety

Goods Train operation i) Prompt regular and

assured supply of wagons

ii) Quick and safe transit

2. High productivity of resources ----------- i) Locomotives

ii) Vehicles and wagons

iii) Track

iv) Signaling and telecommunication

v) Fuel and electric supply

vi) Staff

3. Maximizing loading and unloading---i) Maximizing loading by prompt supply of wagons ii) Attracting high rated and high yielding traffic

Profitable to railways

iii) Increasing passenger capacities on profitable routes

4. Ensuring safety ---------------------------- i) Safety in Train operation

ii) Safety in yard operation and shunting

iii) Safety of personnel

iv) Safety of consignments

5. Timely planning ---------------------------- For arranging additional capacity to meet the

Future growth of traffic efficiently

ORGANISATIONAL STRUCTURE OF INDIAN RAILWAYS

MINISTER OF RAILWAYS

MOSR-I MOSR-II

RAILWAY BOARD

CHAIRMAN OF RAILWAY BOARD

MEMBER MEMBER MEMBER MEMBER MEMBER FC TRAFFIC ENGINEERING MECHANICAL ELECTRICAL STAFF

PUBLIC UNDERTAKINGS

Rail India technical and economical service ltd. (RITES)

Indian Railways construction international ltd. (IRCON)

Indian Railways finance corporation (IRFC)

Container corporation of India ltd. (CONCOR)

Konkan Railway corporation ltd.(KRCL)

Centre for Railway information system (CRIS)

Indian Railway catering and tourism corporation (IRCTC)

Railtel corporation of India ltd .(RAILTEL)

Rail Vikas Nigam Ltd (RVNL)

Pipavav Railway corporation ltd. (PRCL)

Dedicated Rail Freight Corridor Corporation ltd(DRFCCL)PRODUCTION UNITS

Integral coach factory(ICF)-PERUMBUR

Rail coach factory(RCF)-KAPURTHALA

Chittoranjan locomotive works (CLW)-CHITTORANJAN

Diesel locomotive works(DLW)-VARANASI

Rail wheel factory (RWF)-BANGALOR

Diesel loco modernization works(DMW)-PATIALA

Central organization for modernization of workshop (COFMOW).-

RESEARCH AND DESIGN

Research design and standard organization -LUCKNOW

CENTRALISED TRAINING INSTITUTE

Indian railways training institution for civil engineering-PUNE

Indian railways training institution for mechanical engg.-JAMALPUR

Indian railways training institution for S&T engineering-SECUNDERABAD.

Indian railways training institution for electrical engineering-NASIK

Centre for advance maintenance and technology-GWALIOR.

Indian railways institute of transport management-LUCKNOW

Railway staff college-VADODARA.

What is punctuality and how it is calculated?

Millions of passengers travel by trains on the Indian Railways every day. Punctual running of these trains is extremely important for keeping up the image of the Railways. Late running of trains not only puts the rail users to great inconvenience but also it involves wasteful expenditure. The efficiency of passenger train operation is judged by punctuality. Punctuality is measured on the basis of

i) Right Time Arrival (RTA) of trains at destination; and

ii) Train Not Losing Time (NLT) on the Railway/Division for which punctuality is being taken.

Punctuality is calculated in percentage as follows:

No. of trains arriving RT+No. of trains not loosing time (NLT) on the Division/Railway Punctuality= ------------------------------------------------------------------------------------X 100

Total No. of trains

The fundamental documents through which punctuality is to be ascertained, are ;

i) Guards journal; and

ii) Control Chart.

What are the factors affecting punctual running of trains?

Factors affecting Punctuality: In the broader sense punctuality depends on the following factors:

i) Factors pertaining to the Railway such as late placement of rake, equipment failure, speed

restrictions etc.

ii)Factors pertaining to the public such as ACP. Agitation, passengers getting sick enroute etc.

iii) Factors pertaining to the natural calamities such as flood, breaches, cyclone, foggy weather etc.

As we have no control over the second and third factors so it will be wise to discuss on the factors pertaining to the Railway.

Punctual running of trains is the result of coordinated efforts of various departments. It will therefore, be appropriate to discuss these factors department wise.

a)Operating Department.

i) Inadequate roadside and terminal facilities.

ii) Improper time tabling.

iii) Inefficiency of station staff.

iv) Inefficiency of Guard.

v) Inefficiency of Controllers.

b) Commercial department.

i) Improper Reservation Charts and Slips.

ii) Untimely Service of Meals.

iii) Dilatory attitude in loading and unloading

of parcels and Luggage.

c) Mechanical department.

i)Improper maintenance of locomotives

resulting loco failure, loss of time on run e.t.c

ii)Late shed out of locomotives.

iii)Inefficiency of Loco Pilot.

iv)Improper maintenance of coaches resulting poor brake power, hot axle, and flat tyre enroute

v) Enroute C&W examination not completed within prescribed halts.

d) Electrical Department

i) Improper maintenance of Train lighting Equipment.

ii) Improper Maintenance of A.C Coaches.

iii) Failure of head light of locomotives

iv) Fire due to short circuit

e)Signal and Telecommunication Department.

i) Improper maintenance of points and signals.

ii)Improper maintenance of block instruments.

iii)Improper maintenance of Communication system.

iv) Bad sighting of signals

f)Civil Engineering Departments.

i) Block given to Engg. Department being exceeded.

ii) Rail fracture and weld failure

iii)Poor maintenance of track resulting frequent imposition of speed restrictions.

g) Unusual occurrencesi) Alarm chain pulling, agitation, fair, festival e.t.c

ii) Passenger run over, fallen down or getting sick

iii) Theft, robbery, dacoity etc.

iv) Interruption of through line of communication due to accident, flood, breach etc.

What steps to be taken to improve punctual running of trains?

Measures to improve punctuality:-

Achievement of punctuality depends on the combined efforts of all the departments which may be summarized as below:

a) Operating Department.

i)Adequate terminal facilities.

ii)Proper time tabling.

iii) Efficiency of station staff.

iv) Efficiency of Guard.

v) Efficiency of Controllers.

b) Commercial department.

i) Proper Reservation Charts and Slips.

ii) Timely Service of Meals.

iii) Timely loading and unloading of parcels and luggage.

c) Mechanical department.

i) Proper maintenance of locomotives.

ii) Timely Shed out of loco.

iii) Efficiency of Loco Pilot.

iv) Proper maintenance of coaches.

v) Maintenance of brake power.

vi)Enroute C&W examination within prescribed halts.

d) Electrical Department

i) Proper maintenance of Train lighting equipment.

ii) Proper Maintenance of A.C Coaches.

e)Signal and Telecommunication(S&T) Department.

i) Proper maintenance of points and signals.

ii) Proper maintenance of block instruments.

iii)Proper maintenance of Communication system.

f) Civil Engineering Departments.

i) Restriction within the limit of Allowance.

ii)Allowed traffic block must not be bursted.

iii)Working of Dip Lorries in face of Mail/ Exp must be avoided.

g) Other steps by the Administration

i)Maintenance of Punctuality registers in the control office.

ii)Daily punctuality meeting.

iii)Checking of Control charts by Operating and power officers.

iv)Monthly Punctuality meeting.

v) Daily watch at Zonal HQ and Railway Boards Level.

vi) Analysis of detentions at Zonal HQ Level.

vii) Punctuality Awards.

viii) Foot Plate Inspections.

ix) Punctuality Drives.

x) Creation of Punctuality sense amongst the employees.

What are the obligations on the part of Railway in publication of time tables?

As per section 49 of IRA 1989 it is one of the statutory obligation for the administration to publish time table in each year and a copy of time table must be pasted in a conspicuous and accessible place at every station in English, Hindi and in regional language. Moreover G.R 4.02 provides that no passenger or mixed train shall be dispatched from a station before the advertised time in the time table. Railway thus publishes time table once in a year to come in to force w.e.f 1st July of every year.

What are the objects of Preparation of Time table?

(i) For giving information to the public regarding arrival,departure,connections

with some commercial rules to facilitate Passengers to Plan their journey

(ii) To facilitate depts.: for their planned coordinated activities

For guidance of the P & T and railway staff

(iii) To ensure the optimum utilization of rolling stocks and locomotives.

(iv) To prevent wasteful expenditure

How many types of timetables are there?

For administration:-

Working time table

Staff copy time table

Graphical time table

Goods time table (Presently not in use)

Military time table prepared by the Railway board which is a confidential document to be kept in secret custody (At Zonal HQ).

For general public:-

Public time table

Sheet time table

Trains at a glance (TAG) i.e. All India Public time table published by the Railway board.

What are the factors to be considered at the time of preparation of Time table?

Apart from the station to station running time the basic considerations to be kept in view at the time of preparation of time table are as follows:-

Operational requirements:_

1. Platform Berthing facilities

2. Maintenance slots at pit lines

3. Running time- (which depends on) --

a) Block section length and gradient

b) Permanent Speed restrictions

c) Maximum permissible speed of section based on track condition, locomotive,

coach etc

d) Type of signaling/Interlocking

e) Total load

f) Train stopping/ run-through

4. Minimum Running time (based on maximum permissible speed)

5. Normal running time

6. Availability of coaching stock.

7. Composition and loads of trains.

8. Adequacy of locomotives.

9. Availability of adequate line capacity.

10. Formation of rake links and engine links.

11. Terminal facilities

12. Crossing /precedence facilities at road side stations

13. Connections/ shunting time

14. Time for crew changing/ fueling/ electrical attention/ parcel loading /un-loading/

15. Time for Rake maintenance and examination/ Coach watering

16. Time for track maintenance /corridor traffic blocks

17. Time made up/ Recovery time

Passengers convenience

1. Convenient arrival and departure according to requirement and nature of traffic.

2. Speeding up of trains especially long distance with minimum stoppages.

3. Adequate halt for breakfast and meals

4. Adequate stoppage at enroute stations for entraining/detraining

5. Suitable connections with other trains

6. Suitable timings for commuters/daily passengers

Other considerations:-

i) Suburban services to be interfered as little as possible

ii) Timings of passenger trains not to be too tight or liberal

iii) Due consideration to the provision of timings for clearance of luggage, parcels,

newspapers etc.

iv) Reasonable margin of time for connecting trains.

What is the object of revision of time table every year?(i) To suit the growing needs of Population and Industries

(ii) Due to technological change and development in speed potential

(iii) To eliminate time tabling draw backs

(iv) To resolve the constraints of regular late running trains

(v) Due to introduction of new trains and extended runs etc.

(vi) To provide different engg. Allowances according to the progress of various works and to plan for undertaking new works.

(vii) To give due respect to the request of additional stoppage by MP, MLA, ZRUCC, DRUCC, P & T etc.

What is the revision schedule of time table?

1. Inviting suggestions for next time table from public, Govt., MPs, MLAs, RMS, DRUCC and other organizations -----------July & August.

2. Divisional time table meeting headed by DRM and other divisional off icers where departmental suggestions,DRUCCs suggestions and suggestions from others are discussed and minutes are drawn and sent to CPTM-- September.

3. Zonal Time Table Committee meeting with divisions (between CPTM and Sr.DOM-

--------October.

4. Zonal Time Table Committee meeting with Principal heads of other departments such as Engg. Signal,C&W, Mechanical Loco,CE(Construction),RMS authorities, Military and ZRUCC --------November.

5. Headquarter agenda with details of proposals in prescribed format to Railway Board with requirement of rolling stock and proposed link ------December.

6. IRTTCC meeting between Rail Board and CPTMs of all Zones

------December last OR January

beginning where abstract timings are prepared.

7. Final approval to proposals by Board -------- February/March.

8. Preparation of time table at the Zonal level and tagging of TAG with zonal T.T

--------- April/May.

9. Time table to press for printing -------- May last.

10. Time table publications --------- Middle of June.

11. To be brought in to use --------1 st. July.

What is Block Rake?

Block rake means a required number of electrically equipped and wired coaches, properly marshaled and interconnected electrically through flexible cables (called slip couplers) as per the painted number of the coaches given by the COM in consultation with the Mechanical and Electrical departments, to run in the same formation day after day.

No alteration is permitted in the composition of block rake without the prior sanction of COM but incase of emergency Sr.DOM may permit alteration with the advice to the COM.

Coaches on block rakes must not be detached to make room for reserved coaches.

If any coach on a block rake is detached due to unsafe condition to run, it should be replaced from the spare stock and after repairs such damaged coach must be restored to its original block rake.

Block rakes should be worked complete to shops for periodical overhaul within 10 days of their release.

What are the advantages of Block rake?1. To facilitate proper maintenance at terminals and to ensure the optimum utilization of the vehicle resources.

2. To avoid shunting to form a train every day.

3. Better arrangements for repairs and overhauling of block rakes can be made.

4. To maintain proper sequence of marshalling of coaches, as any change in block rake affects the same.

What is Rake link?Rake link means the programme of running a particular rake to work one or more trains after primary/ secondary maintenance at terminals.

Rake link is prepared for intensive and efficient utilization of stock and to facilitate proper maintenance at terminals.

When a rake works the first train it is the beginning of the link and the link ends when the rake is further available to work other train.

Rake links are prepared either to run up and down trains or for combining a series of services according to the density of traffic to be handled. Requirement of rakes to run the trains may be as follows:

i) One rake is used for certain days for the use of short branch line trains.

ii) One rake is used for several short distance trains run every day.

iii) Several rakes used for one train being long distance trains.

The following points should also be considered at the time preparation of rake link:

1. The depot at which the rake will be maintained (primary maintenance) has to be decided and the time and facilities available there, should be seen.

2. Where the halting time at the terminal is too tight for the rake to start back as the corresponding train in the opposite direction, it should be better to have an overlapping rake at the terminal so that late arrival does not effects to late start of the train.

What is Restricted Trains and Prohibited trains?

Restricted trains are those trains to which inspection carriage/extra coaches can be attached with the prior permission of CPTM depending upon the availability of room as per maximum trailing load notified in the W.T.T.

Prohibited trains are those trains to which no inspection carriage/extra coaches can be attached.

How many kinds of terminal maintenance are there?

The terminal maintenance of block rake is classified as primary maintenance and secondary maintenance.

Primary maintenance work is done at the terminals where the rakes are based and the secondary maintenance works are done at the other terminals.

During primary maintenance rakes are to be placed in pit line where all the under gear examination including braking system is carried out as per maintenance schedule with the object that no coach should be marked sick before it comes back to primary maintenance depot after having made a complete round trip as per rake link. Normally 06 hours is required for primary maintenance.

Secondary maintenance is carried out at the other terminal point. It covers all items that affect comfort of passengers and safe running of trains. Normally 1/3rd staff is required for secondary maintenance as compared to primary maintenance.

The time required for primary/secondary maintenance depends on shunting time required for placement or withdrawal of rakes on and from pit line.

Enroute Examination: In addition to Primary and secondary maintenance, it is allowed at nominated stations normally every after a run of 250-300 kms. Such examination covers check of safety items like hot axle, flat tyre, loose fittings in the under gear, leakage in the brake system etc.in two stages namely

Stage I = at the approach point when the train is still moving with slow speed.

Stage-2 = When trains are normally stop.

The first stage helps to detect the defects of the under gears. Such as, an unusual sound is the indication of defective or broken components and the second stage helps to make it repair.

What are the aspects to be seen in considering the composition of passenger carrying train?

The following aspects have to be taken in to account while considering the rake composition of a particular passenger carrying train.

a) The rake composition depends on quantum and nature i.e. pattern of traffic according to the need.

b) Length of the loop and platform.

c) Normally it is 90% of the hauling capacity of the locomotives to keep provision for attaching extra coaches, through service coaches, inspection carriages etcWhat do you understand by Bare requirements?Bare requirement means the minimum number of coaching stock required to run the train as per rake link and as per composition of rake depending upon the pattern of traffic.

Bare requirement for rakes depends on the following factors:

1. Number of schedule trains

2. Pattern of train services

3. Load of trains

4. Extent of lie over at terminals

5. No. of overlapping rakes in use

What is the percentage of spare requirements over bare requirements?

Type of stock

TrafficMechanicalTotal

AC coaches

12%12.5%24.5%

Non AC coaches

12.5%10%22.5%

Rajdhani/Shatabdi

10%5%15%

Brake power Certificate of Passenger carrying train:-

BPC for Mail/Express/shuttle passenger carrying train is valid for 3500 KMs or 96 hrs from the time of issue which ever is earlier. If such train is to re-originate without fresh examination SM will endorse the next destination on the BPC.

(Authority Director/Mech, Engg.(coaching)/RBs letter No.95/M( C )/141/1 dated 31.01.2007).

Two trains starting from different station and amalgating in to one train at enroute station the BPC for individual trains shall be at the intermediate amalgating point revalidated and the train work up to the destination.

Train originating from one station and disintegrating in to two trains at enroute station, the originating station shall issue separate BPC for all the trains. At the intermediate station after declubbing, the respective BPC shall move with the train after revalidation.

At intermediate if TXR is posted the same BPC to be revalidated by the TXR and if no TXR is posted train will move with GDR check as for freight stock jointly by Guard and Loco Pilot.

BPC for Military/Election/Union special train is valid for 3500KMs or 96 hrs. from the time of issue whichever is earlier.

BPC for Parcel Express train is valid for 3500 KMs or 10 days from the date of issue whichever is earlier.

However isolated OCV lying in yard when attached to the rake or to a Mail/Express/passenger train should be examined before attachment and suitable endorsement to that effect should be recorded in the BPC of the train.

If train Engine is changed or rake integrity is broken, BPC should be revalidated by JE/SE/SSE (C&W) through endorsement in the column provided on reverse after ensuring brake continuity provided the coaches being attached have been maintained as per extent instructions.

What are the rules for running of special trains:-

1. Application with complete itinerary must be made at least 30 days in advance and not more than 06 months prior to date of commencement of journey.

2. Application should be sent to the CPTM of the originating Railway who will co-ordinate with other Railways and finalise the programme subject to availability of spare coaches engine, path e.t.c

3. Special train will run subject to a minimum number of 18 passenger coaches.

4. A haulage charge at the rate of 50% of the fare of class of coach will be realized subject to a minimum of 200 kms whether coach is available at the starting station or not.

5. a) A deposit of Rs 50000/- per coach should be paid at the time of application at the station from which the special train is proposed to be originated. In the application form the number of the money receipt, number of coaches required, date of journey, amount deposited and the station at which it is deposited, route to be mentioned.

b) 50% of the deposited amount to be adjusted against the fare due to be collected and after the completion of journey the balance amount shall be refunded after adjustment of any charges due to the Railway.

6. Charges will be levied for a minimum distance of 500 Kms for one way trip and 1000Kms for a round trip.

7. Mail/Express fare should be charged on point to point basis. The total fare should be the sum of the separate fares to and from each stop over point.

8. Fares for actual number of persons traveling or adult fares for the marked carrying capacity of the carriages which ever is more shall be collected.

9. A service charge of 20% of the total amount shall be collected.

10. If it is not possible to run the special train by the Railway on the required date as desired by the party and if the suggested date offered by the Railway is not accepted by the party, the running of special train will be politely refused.

11. If the Railway is not in a position to arrange a special train for any reason the deposited amount will be refunded by CCM after surrendering the original money receipt.

12. When a special train is detained by the party at any place, detention charges will be levied without giving any free time as per extent rules @ Rs 600/- per hour per coach subject to minimum of Rs 1500/- per day treating the detention as halt.

13. Charges should be paid in full 48 hours before departure of train.

14. If the application for running the special train is withdrawn the following cancellation charges will be realized:

i) If cancellation is done 02 days in advance --------- 10% of registration fee

ii) If cancellation is done within o2 days ----------25% of registration fee

iii) If cancellation is done within 24 hours in advance from the schedule departure of

the train ---------- 50% of registration fee

What are the rules for running of Military special train?

Military special train means a train intended exclusively for the use of military which may run as passenger, goods or mixed train. Rules, rates and conditions for the carriage of military traffic are contained in the IRCA military tariff. The word military includes Army, the navy and the Air force.

Demand for running special trains for the conveyance of military traffic such as troops, stores, vehicles and live stock e.t.c are made direct to the Railway by military section (code MILRAIL) of the Quarter Master generals branch of Army head quarter/NDLS.

Maximum load of military special are given in Annexure C of IRCA military tariff. Requisition for running a military special indicating composition, paths to which they should run are placed on COM by MILRAIL.COM then arrange regarding the running of special trains.

Allotment of military stock viz Armour cars, Ambulance cars, military cars, kitchen cars, canteen cars, officers car, family cars is made by MILRAIL.They also control some special type of stock such as BFU, DBKM,BWLS, KM,Ramp wagons. The Railways do other coaching and goods stock required for such trains.

The marshalling should be done in consultation with military authorities.

When there are more than one upper class vehicles they must be dispersed to the maximum extent subject to the observance of ordinary principle of marshalling.

The Railway wagons carrying explosives may be hauled by a military special train up to the hauling capacity of the engine at the discretion of military authorities.

Military time table for military special is issued by the HQ which is a confidential document

Paths are provided according to the requirements of military personnel. The punctual running of military special and comfort of the militaries are also an important factor.

When military trains are to be detained at the starting station or enroute the O.C of the train must give a memo to the guard of the train and the guard must attach and submit this memo along with his journal so that the Railway against the defence department may raise necessary debits. Halts for meals are to be given in consultation with the O.C of the train.

The SM of the starting station/interchange points and the terminal station must send a wire to the MILRAIL regarding the arrival/dispatch time as the case may be.

Military stock controlled by MILRAIL, after arriving at the destination by the military special shall be stabled till orders for working it away are received from either MILRAIL or from HQ.

Goods train operation:-

The main index of efficiency of passenger service is punctuality and the main index of efficiency of goods train is speed.

Transportation of goods from one place to another is of vital importance for economic and industrial progress of the country.

With the economic and industrial progress of the country the pattern of traffic on Indian Railways has changed radically during the last four decades.

With the improvement in infrastructure of goods train operation Indian Railways now carry bulk of commodities in point to point heavier train loads which helped the Railways in achieving greater efficiency and economy in freight train operation.

What are the main commodities carried by the Railway in point to point load?

Railways now carry the following commodities especially in point to point train load

i) Coal

ii) Iron ore

iii) Limestone

iv) Dolomite

v) Cement

vi) fertiliser

vii) Iron & steel

viii) Mineral oil

ix) Foodgrain

Goods train operation has basically three stages viz

i) Loading of traffic at the originating points

ii) Transit of traffic from the originating to destination point

iii) Unloading at the destination.

The various kinds of goods train which are running on Indian Railways are :

i) Express goods train

ii) Through goods train

iii) Crack goods train

iv) Link Unit goods train

v) Unit train

vi) Unit train in closed circuit

vii) Departmental trains

viii) Shunting trains

ix) Speed link trains

x) Freight forwarders

xi) Freight liners

xii) Merry go round trains

What is Unit train and what are its essential features?

A unit train is an integral movement of goods, usually one commodity moving from a single origin to a single destination on a regular schedule moving under special tariff requiring annual minimum tonnage.

Essential features of unit trains are thus as follows:

i) These trains move between two fixed points on a fixed time table basis.

ii) Rakes are dedicated exclusively to such services and no shunting whatsoever is permitted enroute.these trains therefore bypass all intermediate yards .No sorting is required even at originating and destination station.

iii) Loading and unloading operations at loading and destination stations are fully mechanized so that turn round at terminals is drastically curtailed.

iv) The entire trainload is consigned by and to a single consignor.

v) Rolling stock is often owned by the users on whose behalf the Railways work Unit trains.

The users guarantee a minimum quantum of traffic per annum to the Railways and the Railways in turn offer a reduced rate for transport of goods by unit trains.

What are the advantages of Unit trains?

The main advantages of unit trains are as follows:-

i) Intensive utilisation of freight cars

ii) Relief to intermediate yards

iii) Freight car specialisation

iv) Reduction of physical Distribution costs

v) Assured traffic to Railroads

vi) No damage or loses to consignments as no switching is involved at intermediate yards.

vii) More orderly operation due to planned and scheduled movement of unit trains.

But the main advantage of unit trains is reduction in the transportation costs of goods by way of improved utilisation of rolling stock and other equipment.

Define: Speed link trains, Freight forwarders, Merry go-round trains.:-

Speed link trains;- speed link trains are those which runs between specific pairs of stations on a regular time table basis i.e. it is a point to point first goods trains.

It may not be economical for the Railway to move piecemeal wagon load traffic to different destinations. However if sufficient quantum of traffic in piecemeal wagon loads is available for being carried between specific pairs of station, such traffic could be combined and transported in full train loads without any shunting/resorting enroute which is economical for the Railways to carry.

Under this scheme, delivery of goods booked is guaranteed within a certain no. of day and when delivered normal charges + some percentages as QTS charges are collected at the destination.

Freight forwarders:- Railways appoint Freight forwarders with a view to consolidate smalls traffic in to wagon load traffic. Freight forwarders are granted lump sum wagon load rates which are cheaper than small rates. They collect smalls traffic from various Rail users and consolidate the same in to wagon load traffic for specific destination. Collection and delivery of such traffic to the parties concerned is the responsibility of freight forwarders. With such a procedure Railways gets better average load per wagon and are saved the botheration for booking and sorting numerous smalls consignments.Freight forwarder trains to be run on fixed schedules and merged with speed link trains.

Merry Go-round trains:- These trains are normally run between collieries and to the thermal plant and formed with bottom discharge hopper wagons which are loaded mechanically from overhead bunkers in the collieries while the train is in slow motion. The loaded train is worked to the thermal power house at normal speed where again it moves at a regulated speed on the unloading line. An automatic slow speed control device on the locomotive achieves the slow speed regulation. The empty train goes back without stopping to the loading point to repeat the cycle virtually without stopping.Crew changing can be arranged when the train is put on automatic slow speed control at the loading/unloading points. Wagons are weighed automatically with electronic weigh bridges while entering and leaving loading/unloading lines.In India NTPC have gone in for MGR systems for their new super thermal power houses at Ramagundam,Singrauli e.t.c.ensuring high productivity of rolling stock.

What do you understand by line capacity?

Every section of the line has a limit to the no. of trains which can be handled on that section during the period of 24-hrs.This limit is known as the line capacity of that section. It is sometimes known as the sectional capacity. In other words, we can say Line capacity means the maximum number of trains that can pass over a section during 24 hrs.

How the maximum utilization of line capacity of a section can be judged?

To maximise the possible utilisation of a section the line capacity has to be measured not only by running the maximum no. of trains but also by increasing the transportation potential of each section. The transport potential would be measured by vehicle kms, Passenger kms, wagon kms, GTKM, NTKM.These are known as traffic density figures. There are also another term to measure transport potential known as Throughput which is normally related with goods train operation. So in the broader sense the line capacity is related to daily utilisation of maximum carrying capacity of each section by running largest number of trains with the heaviest permissible loads in the shortest possible time with the highest standard of safety at the lowest possible cost for the fairest annual revenue.

What are the different Categories of Line Capacities?:-

Broadly speaking we can divide the line capacity in to the following three categories.

Maximum Line Capacity: Maximum Line Capacity means the maximum number of trains plotted in the 24 hrs Master chart so that it is impossible to introduce even a single more train on that section concerned. This is prepared without taking into consideration of all the practical constraints in the open line..

Practical line capacity: It is represented by the practical no. of trains which can be run in a day taking in to consideration allowance for maintenance work, operational irregularities, and incidences etc.

Economic line capacity. It means the maximum number of trains that can be run in 24 hrs. over a section at minimum cost per unit per tonne km per train. When line capacity is under utilised increase in train services follow the pattern of law of increasing returns due to more utilisation of fixed assets. But the section starts getting saturated with the increase in number of train services resulting working expenses increases, delays, late running e.t.c.This increases the total costs per train km and correspondingly the cost per unit. Therefore, the optimum number of trains that can be run on the section economically is the Economic line capacity.

This can be graphically represented as follows:

COST

PER

TONNE

KM ------------------------------------ NO OF TRAINS

What are the different methods for calculating line capacity?

Different methods of calculation of line capacity of a section are ;

i) Practical method based on the Master chart.

ii) Theoretical method based on different empirical formulae

Practical method:

In this process the advertised paths of all Mail/Express, Passenger trains are plotted out first and then the paths of maximum possible number of reasonable goods trains are interplotted so as to make the maximum use of the line capacity of a section.

This method gives almost accurate assessment of the line capacity of the section as all the actual conditions prevailing at that section e.g. pattern of train services, the layout of the stations enroute,restrictions,characterestics of the block section, terminal facilities e.t.c are generally taken in to account.

Scotts formulae:-

The Working capacity of a section can be calculated by means of the following formula:-

Line Capacity =

24x60

__________ X _7__ Running time of slowest train in the Block +5 mts 10

section in which it is the maximum

1. The result will give the total number of trains in both directions on single line and should be divided by two to arrive at the capacity each way.

2. In case of double lines, it should be calculated separately for UP and DN lines as gradients, if any , can make a difference in the speeds of trains.

3. Any fraction of the result should be dropped.

4. 5 minutes is the time allowance to obtain line clear, lower signals and start a train especially at the time of crossing and precedence.

5. With the improvement in the method of working, if a lesser time is allowed for line clear work etc. the same should be taken in to account instead of 5 minutes.

What are the limitations of Scotts formulae?

Here 7/10 allows 30 percent spare line capacity over the efficient and economic working capacity. This gives us 70% of the potential sectional capacity as practical capacity. Since in order to realise the theoretical capacity the critical block section must always be occupied by train services in either direction, which is next to impossible.

On the other hand block operating time is a factor which depends on the block Instruments provided,signalling facilities at the station and it would be preposterous to take the same as 5 minutes at a non interlocked station and at other stations equipped with automatic signalling where the block operating time is absolutely lesser. Moreover with the introduction of advanced method of working, modern signalling,interlocking arrangements,TBI,RRI,SSI,Panel Interlocking e.t.c block operating time should be less than 5 minutes. So Scotts formulae would therefore be outdated.

Line Capacity for goods train paths:

In order to find out the line capacity of a section for goods trains paths, the following formula should be adopted:-

24X60-T x 7/10

Running time of the slowest train in the }+5 mts.

block Section in which it is maximum

T is the total time taken by all the passenger trains while passing over the block section from which the maximum running time of the slowest train has been picked up.

What do you understand by Maximum net head way, critical block section, Ruling gradient? Maximum net head way: Maximum net head way is the time the slowest train takes to cover the longest block section in one direction plus the time taken by the opposing train to cover the same long block section in the opposite direction.

Critical Block section: Critical block section is the section which has the maximum time as compared to all other Block sections.

Ruling gradient: means the gradient which rules the section regarding the trailing load of a train i.e. it is the gradient which determines the maximum train load that can be hauled on the section with a given type of loco. Ruling gradient is determined usually when ascending, but can be worked out also separately for loaded and empty movement. Curves can also be equated with grade as they too slow down the speeds. 2 degree curve in level is equivalent to 1 in 1250 grade.

What is spare line capacity?

When the density of traffic overtakes the line capacity the movement slows down and efficiencies suffers. Practically, with the present traffic facilities, a section can be efficiently and economically worked up to 80% of its theoretical line capacities leaving 20% spare line capacities over the highest density of traffic. When the density of trains over a section reaches 60% of its theoretical line capacities, measures to increase line capacity proportionate to the expected increase in traffic should be taken in hand so that 20% marginal capacity over the peak traffic is maintained. With the adoption of the most modern traffic working methods, it may be possible to increase the working capacity to 90% or even more of the theoretical line capacity.

Why only critical block section is considered for calculation of line capacity in empirical formulae?

Since trains have to go through each block sections, the effective capacity would be where the capacity is least and this will be the longest block section from the time point of view, which is known as critical block section, and the running time on that section known as

critical block time is taken in to consideration for calculation of line capacity.

How line capacity can be improved?

Line capacity can be improved with minimum input or with major input

With minimum input:

i) Reducing length of the block section by providing additional crossing stations,

ii) Increasing the speed of trains by improvements in mode of traction, track, and rolling stock and signaling.

iii) Proper time tabling.

iv) Staff efficiency.

iv) Upkeep of the instruments.

v) vi) Efficient operation of the terminal.

vi) With MAJOR input:-vii) Use of Modern signaling.

viii) Introduction of CTC on double line section will improve line capacity by 15%Use of EMUs for stopping trains.

ix) Use of radio mobile communication.

x) Provision of Auxiliary Warning System

xi) Gauge conversion.

xii) Manning of unmanned LCgate.

xiii) Easing of the gradient and curves.

xiv) Increasing the length of the running loops.

xv) Electrification of the track.

xvi) Increase facilities at the terminals.

xvii) Improving the type of rolling stock having more reliability than the conventional type.

xviii) Doubling/ quadruplicating is the last resort to increase the line capacity of a section.

How line capacity can be improved mathematically?

As per Scots formulae line capacity is calculated as follows;-

C = 1440 X 7/10

T+t

where C is the capacity of the section

T is the running time of the slowest goods train to clear the critical block section

t is the block operating time which is taken as 5 minutes

7/10 is the efficiency factor

Mathematically line capacity can be improved in the following way:

T may be reduced and line capacity may be improved by:

i) Reducing length of the block section by providing additional crossing stations,

ii) Increasing the speed of trains by improvements in mode of traction, track,

Similarly,t may be reduced and line capacity may be improved by :

i)Higher standard of interlocking

ii)By providing token less block instrument.

iii) by providing panel/RR interlocking.

iv) By switching over to CTC and Automatic Block system of working.

E can be improved and thereby line capacity can be improved by:

i)Proper time tabling.

ii) Staff efficiency.

iii) Upkeep of the instruments.

iv) Efficient operation of the terminal.

v) Adequate loop lines in the section.

vi)Traffic facilities at the stations and terminals.

What is the necessity of adequate line capacity?

The route kilometer of Indian Railways during 1950-51 was 53,596 and of 2003-04 is 63,166 an increase of 18% only. During these period railways have increased originating freight traffic from 93 mt to 450 mt an increase of 384%.Quantum of passenger traffic has also increased with the increase of population of the country.

The said increase of passenger and freight traffic is to be carried more or less on the existing routes. since construction of new line is cost intensive, it is essential to improve the line capacity on the existing routes.

Moreover the lack of adequate line capacity will impair the operating efficiency of the system as indicated below:-

1. It will slow down movement thereby registering a fall in the average speed of goods trains passing over the section.

2. The fall in the average speed will have an adverse effect on turn round of wagons and engines.

3. The deterioration in engine and wagon turn round will lead to an artificial shortage of both and necessitate the putting in to use of a greater number of these to carry the given volume of traffic.

4. This will, in turn, further aggravate the already deficient line capacity and make the section a transport bottleneck entailing waste of engine and wagons days compared with engine and wagon kilometers. So, it is evident that adequate line capacity is essential for the efficient and economic use of engines and wagons.

What is Throughput? What is its relation with line capacity? How throughput of a section can be increased?

Throughput represents the maximum no. wagons that can be cleared in a day in a section within 24 hours.In the divisional level for day to day working it is calculated interms of the no. of wagons cleared within 24 hrs, but for the statistical purpose it is calculated in terms of total quantum of traffic transported within 24 hrs.

Thus throughput is dependent on the line capacity of the section. If the line capacity increases throughput increases correspondingly. But even when the capacity of the section is limited, throughput may differ, if the no. of wagons cleared per train differs.

It is therefore evident that all trains must run with full loads for achieving a satisfactory throughput.

In railway the word throughput generally refers to goods throughput which may be expressed in terms of

i) No. of wagons or,

ii) GTKM or,

iii) NTKM carried over the section in 24 hrs.

Throughput of a section could be increased by:

i) Running more no. of trains and/or

ii) Increasing loads per train

Running of more no. of trains also dependent on the line capacity of the section, so it will be wise and economical for the railway to improve the throughput of the section by increasing the loads per train which may also be dependent on the following factors.

i) Hauling capacity of the locomotives ------ so employment of more powerful engine capable of hauling heavier loads will help to increase the throughput.

ii) Loop capacities of the enroute stations ------ long loop capacities of stations enroute will help to increase the loads per train.

iii) Ruling gradient ------- stiff gradients and sharp curves are to be avoided as far as possible

iv) Utilization of improved design rolling stock with shorter buffer length will also help to increase the loads per train and thereby throughput of the section.

The vehicle limit of goods train beyond the loop capacity of the section with double header/banking considering the ruling gradient and track condition are the other measures to improve the throughput of the section.

What do you understand by average speed of goods train? What are the merits and demerits of good and bad average speed?

The index of efficiency of Goods train operation is speed which is a vital factor and has all-round effect on goods train operation.

It shows the rates at which goods are transported from one point to another and the cost in producing such transport.

An increase in the average speed of goods train increases the wagon mobility, improves the wagon turn round, engine turn round and ensures the maximum utilization of the line capacity of the section and reduces the operating costs, duty hours of the running staffs etc.

On the other hand low average speed of goods train not only increases the operating costs ,affecting the wagon and engine turn round, line capacity of the section but also makes the section congested, saturated which will in turn further reduces the average speed of goods train and make the section transport bottleneck.

So that better average speed means better utilization of rolling stock, locomotives, line capacity, running staff etc

How average speed of goods train is calculated?

Average speed of goods train is calculated section wise from control chart as follows:-

Average speed = Total train kms Total engine hours

i.e. Distance of the section X Total number of trains

Sum total time taken by all the goods train in the section

The kilometeraage of diesel engines is to be reckoned as 16 km an hour for the time engines are used on shunting services. The kilometerage for fractions of an hour for such engines is to be calculated at the rate of one km for every five minutes or part of five minutes.

Sum total time includes shunting time and detention of the trains at intermediate stations on account of operating, mechanical, engineering, signal and others.

Practically the train km indicates the amount of productive work done and the train engine hours are the unit of costs in producing such transportation. A combination of these two units i.e. train km per train engine hour is a good index to judge the efficiency in goods train operation.

What are the factors affecting average speed of Goods train?

Some important factors on which average speed depends are as follows:-1) Improper planning and train ordering.

Late start due to late formation, detained for power, c&w exam., staff turning up late resulting goods trains are thrown out of path.

2) Poor maintenance of the locomotives.

3) Loads on trains.

5) Condition of rolling stock particularly availability of brake power.

6) Poor maintenance of points, signals and interlocking gears resulting frequent failure.

7) Detention of trains outside signals due to inefficient working of station staff such as

late

lowering of signals, run through signal is not taken off etc.

8) Inadequate line capacity.

9) Inadequate facilities at road side stations to complete shunting within minimum time

and terminal facilities.

10) Characteristics of the block section in regard to length, gradient, curvature e.t.c.

11) Nature of Engineering restrictions enforced.

12) Movement of oversized consignments requiring speed restrictions.

13) Late running of Mail/Express trains.

14) Bad controlling.

15) Relief to train crews due to hours of duty exceeding statutory duty hours.

16) Failure of equipments such as : a) Engine failure

b) Points / signal/ Block failure

c) Hot axle/ Flat tire enroute

d) Control interruption

17) Natural calamities like floods, breaches, cyclones etc.

18) Running train thefts and detention on this account.

19) Accidents resulting interruption to through line of communications.

20) The working of the yard also affects in the following ways

a) detentions outside yards for acceptance.

b) Improper marshalling of trains having shunting enroute etc.

What are the steps to be taken to improve average speed of goods train?

Some measures to improve the average speed of goods trains are as follows:-

1) Time table improvement/ Review of running time.

2) ) Running of maximum LINK /UNIT/CRACK GOODS means better average speed.

3) Right time start to avoid pre-departure detention and CFR by crews.

4) Effective controlling ..

5) Proper maintenance of locomotives/rolling stocks, track, signal/telecommunications etc.

6) Introduction of improved design wagons and high power locomotives capable of running

with high speed.

7) Easing of curves and grades, installation of Fan-shape lay-out etc.

8) Increasing sectional capacity on saturated sections.

9) Long loop capacities and additional facilities at road side stations to perform shunting

freely and adequate terminal facilities.

10) Proper working of yards and terminals.

11) One way traffic on short single line sections considering the terminal facilities,

passenger train schedules etc to minimize detentions due to crossing.

12) Improvement of staff efficiency by better training and

management.

Among other things coordinated action of mechanical, operating, engg.& signal departments should be cultivated which will come in to play a very important role to increase the average speed of goods trains.

What do you understand by Sectional congestion?

It means the normal flow of traffic over the section is retarded and the usual running of trains is affected converting the section in to a transport bottleneck. It may be a permanent feature due to insufficiency of running facilities resulting in the section being saturated with the work load or the line capacity may have been temporarily reduced due to certain unforeseen causes.

What are the effects of sectional congestion?

If efforts are made to force the normal amount of traffic through a section with a reduced or deficient line capacity, it will cause congestion in the yards serving the section. The consequences will be

Detention of trains out side of signals and at station.

Increase in the hours on the road.

Engine running short of water and going light for loco requirement.

Stabling of loads enroute.

Greater demand for engines and running staff in face of their reduced availability to clear stabled loads as well as to work scheduled services.

Cancellation of scheduled trains for want of engines and crews.

Poor maintenance of engines in sheds for want of time resulting in poor speeds and even failure.

Crews working under rest with ill-maintained engines.

Indifference of the crews in the performance of their duties.

Therefore it is utmost importance to take action to remove the cause or causes of congestion so as to prevent the situation from getting out of control.

What are the main causes of sectional congestion?

The main causes which individually or collectively lead to congestion may be summarized as follows:-

Deficiency of line capacity for the traffic offering.

Want of continuity in the flow of traffic , as the more constant the flow of traffic the greater will be the output.

Unbalanced movements,e.g.,short distance traffic reduces the capacity of the section for long distance traffic.

Unsuitable paths for goods trains resulting in more hours on the road.

Accidents impairing then fluidity of traffic.

Sudden engineering restriction imposed causing slow speed of the train.

Frequent single line working on double line section.

Frequent failure of signaling gear.

Continuous bad weather.

Congestion in the marshalling yard.

Shortage of crew and guard.

Poor maintenance of engine.

Poor maintenance of rolling stock

Wrong marshalling arrangement necessitating detachment enroute.

Sudden increase in particular type of traffic.

What are the remedial measures? The fact of the matter is to reduce the density of traffic in proportion to the reduction in the capacity of a section before steps, as detailed below are taken to remove the original cause or causes which may have to a temporary set back.

The line capacity should be augmented to provide additional capacity for the traffic offering, meanwhile ,the work load on the section should be reduced, if possible , by diversion or otherwise.

There should be judicious planning of fast and slow traffic to avoid bunching.

Trains should be run to the most suitable paths.

Receipt of or on loading of traffic which is responsible for congestion. Efforts to restrict the engineering restrictions to the absolute minimum and for the minimum period but consistent with safety should be made.

Single line working on a double line section should be minimum.

Signaling and interlocking should not be failed frequently to hold up trains.

Arrangement of power should be adequate.

Availability of brake van must be ensured to avoid canceling of trains.

The strength of running staff should be requisite and if necessary selection may be conducted to promote the staff.

Proper attention to the locos should be given to avoid loco failure enroute.

Maintenance of rolling stock should be up to the mark to avoid detachment enroute on account of being sick.

Reduce load of the congested section by diverting some trains via alternative route.

Impose temporary restriction on receipt of or on loading of traffic which is responsible for congestion.

What is wagon turn round?The term wagon turn round means the time interval between the time a wagon picks up a load and the time it is next available for loading. Wagon Turn round is therefore the time interval between two successive utilization of a wagon measured in terms of days.

What are the stages on which WTR depends?

It is depended on the following factors:-

Time spent in placement for loading, the loading and there after waiting dispatch.

Loaded transit time

Time spent in placement for unloading at destination , unloading, and if no back load offers, waiting dispatch to the next loading point.

Empty transit time to the next loading point.

Briefly these may be termed as loading time, loaded transit time, unloading time, and empty transit time.

From the above it is clear that if we place empties, load and clear loaded wagons promptly, avoid detentions on the road and keep our goods trains to time, place and release them expeditiously at destination, and if we have a back load, place and load them quickly or if dont have a back load, get the empty wagons away without delay to the next loading point, we are doing all in our power to keep down the wagon turn round.

How wagon Turn round is calculated?

The wagon turn round can be calculated by means of the following formula:-

Wagon Turn Round (W) = __Effective average daily wagon holding (B)

Average no. of Average no. of

wagons loaded loaded wagons

daily including + received daily from

transhipment (L) other railways(R)

i) The result will be in days.

ii) To find out the average wagon holding , the total number of wagons present on the railway will be taken in to account and from this figure will be subtracted the following stock being not available for goods traffic :-

Total number of wagons in or for workshops.

Total number of wagons in or for sick lines.

Departmental wagons.

Wagons made over for departmental use.

Wagons utilized for coaching traffic.

iii) Wagon turn round can be calculated on the whole of the railway basis by the HQ office and on the divisional basis separately for each division by the respective divisional offices.

How WTR can be improved?

The turn round varies inversely as the speed of goods train and directly as the detention in yards and the handling. For reducing the turn round therefore the speed has to be increased and the detention in yards and terminals should be reduced.

The line capacity , effective power holding, hauling capacities and speeds of engines, running facilities on the section and terminal facilities in yards, etc.have to be taken at the highest level. But closer supervision and vigorous and intelligent drives even at the lower levels by different categories of staff on the lines indicated below can result in a quickened movement.

Supervision of goods clerk and station master.

Supervision by the staff at transit sheds.

Supervision by the staff at large yards.

Supervision by the control staff.

Supervision by the guards and Drivers.

Supervision by the train examiner.

Supervision by the Inspectorial staff.

Proper maintenance of locomotives, points and signals and interlocking gears, tracks, rolling stocks etc.

General: To achieve and maintain better turn round of wagons , activities of all will have to be coordinated and reasonable measures to be taken on the lines as indicated below-

Efforts should be made to give higher priorities in the direction of flow of empties than to traffic to be moved in that direction.

Special rates may be quoted for traffic moving in the direction of empty movement to encourage their use.

If intensive train examination, which at present is given to out going loads, is transferred to incoming loads and only fit to run examination is given after formation of out going rakes then pre-departure detention of trains could be avoided.

Organized efforts should be made to induce merchants to clear some of their general goods in open trucks undercover of tarpaulins and protection of railway security force.

Upsetting of scheduled departures at the last moment will be minimized.

What are the advantages of quick turn round of wagons?

Wagons will become available sooner to pick up fresh loads.

As the wagons will become available quicker, the fewer will be the wagons required to carry a given volume of traffic.

The fewer the wagons required, the lesser will be the capital outlay and maintenance charges.

The fewer the wagons to move, the greater will be the yard mobility.

The greater the fluidity in the yard, the lesser will be the chances of congestion and transport bottlenecks.

The lesser the number of trains, the greater will be the freedom and ease of the movement on a section.

The greater the freedom and ease of the movement, the wider will be the scope for selecting best paths.

The most suitable paths, the greater will be the average speed of the goods trains.

The greater the average speed, the minimum will be the time on the road in reaching the destination.

The quicker the transport, the lesser will be the possibilities of wagon shortage.

The lesser the chances of wagon shortage, the lesser will be the exploitation of the same for personal gains by the staff.

What are the objects of wagon turn round statistics?

It is an index of wagon utilization and operating efficiency, as the lower the turn round the better the efficiency and vice versa.

It indicates the wagons available for goods traffic on a railway in relation to its actual requirements to carry the traffic e.g., if the turn round is four days, the effective wagon holding of the railway is four times the number of wagons daily used.

If additional traffic springs up on a railway, the turn round will help in ascertaining the additional stock required to cope with the said traffic.

If the turn round improves, it will help in calculating the number of wagons that will be rendered surplus on a system indicating their better utilization elsewhere.

It provides one of basis for fixing interchange obligations between different railways as well as between different divisions of the same railway.

What is marshalling Yard?

Yard means a set of lines where trains are received, shorted out and new trains formed for onward dispatch The term yard generally implies a point for the concentration of traffic. By reason of concentration, it is handled speedily and economically and thereafter dispersed in the form of goods trains. Stated differently, a yard may be defined as a classifying machine with facilities for receiving, sorting and dispatching vehicles to their several destinations as quickly as possible.

When a yard deals with 20,000 thousand wagons on BG and 10,000 thousand wagons on MG in terms of four wheeler in a month it is called Marshalling Yard.

. Actually marshalling yards are the heart that pumps the flow of commerce along the

tracks.

What are the principal objects of marshalling yard?

The principal objects of marshalling yards are summarized as follows:

A) Quick transit:- a) Acceptance of trains without detention.

b) Shorting out and reforming these trains in accordance with the

prescribed marshalling strategy and dispatch resulting minimum

average detention to wagons in the yard.

c) forming block loads to furthest destinations with correct marshalling

d) ensuring right time starts of outgoing trains to keep the yard fully

mobile as mobility is the alpha and omega of the yard.

B) Economy:- a) maximum productivity of resources i. e maximum utilisation of

shunting locos, hump yard and staff utilised for that purpose

b) avoid despatch of underload trains.

C) Safety:- a) Ensuring minimum damage to wagons and consignments loaded

therein during shunting operation.What are the principal functions of marshalling yard?

The principal functions of a marshalling yard are:-

To receive incoming trains without detention at adjacent stations.

To break up terminating loads, sort out the individual wagons and form fresh trains with correct marshalling for onward dispatch.

To form them in to shunting train in the order of stations for the various sections served by the yard .

To form through and express goods trains for the farthest possible yards.

To feed the local points with the stock destined for them.

To remove the stock from the local points, sort it out and combine it with other stock for dispatch.

To provide storage accommodation for spare stock, ballast trains etc.

To provide holding accommodation for trains or wagons held up awaiting dispatch or disposal.

To provide an uninterrupted passage for through trains passing through the yard except for the time required for it to run examination, change of engine, dispatching any isolated damaged wagon or attaching wagons for completing the load.

To enable engines to move freely to and from the shed.

What are the important components of a marshalling yard?

A yard is said to be comprised of

Reception yard: Reception lines are those lines where trains are received whilst waiting to be shunted.

Sorting yard or classification yard: It is a yard in which trains are broken up on the

different lines for various directions or stations, irrespective of station order so as to

form them in to trains and prepare them for correct marshalling.

Marshalling yard: It consists of lines on which sorted out traffic is made up I to through and express trains in train order for the farthest possible points as well as work and van trains for the immediate shunt sections in order of stations.

Departure lines: On these lines , when made up, may be placed waiting to be dispatched.

Auxiliary/grid yard:- It is a subsidiary yard located adjacent to the classification to short out and form local traffic/sectional traffic It is very useful to expedite yard mobility. Sick vehicles,TP wagons are also shorted here to provide relief to the main classification yard.

Shunting neck: It is a line leading to sorting siding on which the actual shunting of the train may be done clear of the running lines.

Exchange yard:- It is a yard under the control of port or some other factories where loads and empties are exchanged.

Sick line:- Sick lines are provided near classification yard for repair to sick wagons from I/C or O/G trains.

Transfer lines:- These lines are meant for transferring wagons from up side to down side or vice versa in case of separate up and down marshalling yards or in case of goods shed and the marshalling yard being situated on opposite sides of the running lines.

Run round line or By Pass line: It is a line leading which skirts the hump and its object is to avoid the engine having to go over the hump and thus gradually reduce its height. It joins the shunting neck at one end and the main hump line short of the king points. It should not be confused with the engine run round line.

Engine escape line or engine run round line: It is provided to admit the release of train engines immediately on arrival of a train and to permit movement of engines freely to and from the shed without interference with the yard work.

King Points: King points are the first pair of points the wagon meets with and these divide the hump yard in to two portions.

Queen points: Queen Points are the second pair of points the wagon meets with on either of the two diverging lines taking off from the king points and these divide the sorting lines in to four sub- portions. These are two in number in each hump yard.

Jack Points: Jack points are the next pair of points the wagon meets with after passing over the queen points.

Retarders:- To adjust suitably the speed of the humped wagons rolling down the hump so that they may not cause damage by humping violently against wagons already standing on the same line.

Skids:- all yards where mechanical retarders are not provided, skids are placed on classification lines to control the speed of the humped wagons.

How many types of marshalling yards are there and what are those?

There are three types of marshalling yards:

a) Flat yard

b) Hump yard

c) Gravity yard.

a) Flat yard: In these yards, all movements of wagons are carried out with the help of engine by push and pull method with flay shunting neck. They are slow in working, wasteful in shunting engines hours and there by the most expensive to operate and are justified only where a small amount of traffic has to be dealt with and space is limited. It takes about 2.5 hrs to complete a train and it is not possible to deal with more than 350 to 400 wagons in a day.

Hump yard: In these yards, a gradient is created artificially by constricting a hump in such a manner that the wagon may roll down to specified classification lines from the summit of the hump/Apex. Apex of the hump is constructed between reception and classification lines. Wagons are pushed up on one side of the hump and allowed to gravitate down the slope in to appropriate classification lines .It is most economic yard in all respect, because the engine hours is curtailed to minimum and the no. of wagons dealt with is more than that in other yard. This type of yard may be constructed as and when required as it does not dependent on the topographical condition. A hump yard is able to deal with 32 to 45 trains per day if the work goes on round the clock.

Gravitational yard: Gravity yards are yards with a continuous falling gradient where

the shunting of wagons is done purely through gravity without the assistance of any

shunting engine. In this yard the unproductive shunting engine hours is totally

eliminated. But gravity yard can only be constructed depending upon the

topography of the place where plenty of place with continuous falling gradient is

available. But the main problem of gravity yard is to stop the wagons after they t

have rolled in to the shorting sidings from the reception yard. This problem of

gravity yard is solved by the provision of rail brakes or retarders.Gravity yards are

available at Kalyan and Bhuswal.

Yard Capacity

The maximum number of wagons a yard can accommodate at any one time is its

holding or standstill capacity. Stated differently it is the theoretical capacity to hold

stocks..

Working capacity The working capacity means the amount of traffic that can be received, dealt with and

disposed off by a yard at any one time without affecting its fluidity. In other words, it

includes the number of trains that can be crossed, preceded or accommodated, the

wagons that can be stabled in sidings or dealt with per day in the marshalling yards

and inward and outward local traffic for which terminal facilities exist. The working

capacity of a yard is also termed as the ideal yard balance.

The working capacity of a yard is obtained by dividing the holding capacity of the

yard in 24 hours by total average detention to wagons in hours.

Approximately, it is one third of the holding capacity.

Yard Mobility

Yard mobility = (Wagons received+ wagons dispatched) X 100

2 X Balance on hand at 18 hrs.

Wagons received and dispatched are to be taken for a period of 24 hrs .

For every yard , the target is fixed taking in to consideration the local conditions e.g., one yard may be acting as a reservoir for different kinds of traffic, coal wagons, stock for transit sheds and other local points etc. and other may simply be dealing with through traffic. It is only in comparison with the target that the mobility of a yard can be judged whether the performance is poor or otherwise.

What is yard congestion?

When a yard including a goods shed, transit shed or a departmental siding is unable to cope up with the traffic offering or any kind of troubles reduces it working capacity, it causes holding up of rolling stock. The mobility of the yard is lost or curtailed and heavy accumulation of unhandled traffic takes place. It leads so strained working and is called congestion.

What are the sign of yard congestion?1. Heavy yard balance.

2. Detention to trains out side signals.

3. Holding up of trains at intermediate stations.

4. Stabling of trains at intermediate stations.

5. Frequent late start to trains and

6. Increase in detention to through loaded stock, through trains etc.

What are the causes of yard congestion?

The causes which individually or collectively lead to yard congestion are as follows;-

1. Lack of proper advance planning and cooperation between adjacent yard, CNL and lack of coordination between yard staff, loco staff,.c & w staff which affect the yard working adversely.

2. Strained working in the yard due increase in the work load in excess of its working capacities due to sudden spurt in traffic or change in the pattern of traffic..

3. Imbalanced movement between inflow and outflow of traffic.

4. Too much work thrown on the goods, transfer, or loco sheds beyond the terminal or transfer facilities available.

5. Working capacities temporarily reduced due a series of accidents

6. Maximum number of ineffective wagons accumulated in the yard due rough

shunting.

7. Shortage of empties for transshipment works.

8. Bad paths of trains resulting in bunching of incoming or out going trains.

9. Late placement or non placement of empties at the transshipment points.

10 .Wrong or non placement of inward loads at the sidings.

11.. Wrong marshalling of trains necessitating remarshalling.

12. Shortage of power and suitable brake van.

13 Shortage of crews and guards necessitating putting back of trains.

14. congestion in the adjacent yard.

15. Poor performance of pilot engines in the yard.

!6. In adequate lighting arrangement in the yard.

What are the remedial measures?

The steps which should be taken to clear congestion after ensuring the actual cause of congestion may be summarized as follows:

1) The particular traffic which has made the congestion may be restricted for the time being.

2) The inflow of traffic should be controlled to its working capacity.

3) Neighboring yard may be asked for to take upon them, the shunting and marshalling work which would normally have been done by the congested yard.

4) The adjacent yard should be asked for to form as many block loads as possible so as to pass the congested yard untouched.

5) A scheme to carry light repairs in the yard without the necessity of wagons going to sick lines should be enforced.

6) Ensure timely placement and withdrawal of empties/loads in and from the siding.

7) Engines should be given full loads to avoid wastage of hauling capacities.

8) Ensure the sufficient availibity of Engines/B vans and empties for transhipment work.

9) Ensure adequate availibity of rested crews and Guards.

10) Ensure that there is no delay on the part of the yard staff in made over the o/G loads

for examination and no dilatory attitude by the C & W staff for examination and

issue of BPC.

11) Staff strength in the yard should be strengthened proportionate to the work.

12) Consignees and departmental supervisors should be informed in advance of the

approximate arrival and placement of loaded wagons meant for them.

13) Demurrage and wharefage rules should be strictly enforced.

14) Difficulties arising from cross traffic can be mitigated by proper sitting of transfer

lines.

15) Better understanding and co-operation between yd staff, C & W staffs

and loco staffs should be cultivated.

The best thing is to avoid congestions instead of dealing with

them after they arise. For this purpose a constant watch is necessary

from the control office. The responsibility of control office towards the

yard is to ensure the fluidity; to co-relate the inflow with the Outflow

and to ensure that the yard balance does not go beyond the working

capacity.

Why most of the Marshalling yards has lost their importance and going to be closed?

With the change in the pattern of traffic offering to the Railway and with the improvement in the goods train operation infrastructure marshalling yards have lost their importance and are going to be closed due to the following reasons:-

i) running of marshalling yard are costly

ii) heavy detention to wagons in the marshalling yard and wagons could not put to their

maximum utilisation

iii) introduction of improved design rolling stock without any necessity of intermediate

intensive examination every after an interval of 250 to 300 kms.

iv) innovation of new type BPC which will remain valid from end to end.

What is marshalling yard statistics?

It is a monthly statement in tabular form to be furnished by each marshalling yard. It is to be prepared to judge the efficiency and performance of the marshalling yard during the last month.

Working in the marshalling yard is totally unproductive as no revenue is earned direcrtly from marshalling yard.

In the marshalling yard the out put is the no. of wagons dealt with and the unit of cost is the shunting engine hours. Therefore efforts should be made to ensure in dealing with maximum no. of wagons with the minimum shunting engine hours.

It contains the following informations:

1.Name of the yard.

2.Number of the wagons dealt with during the month.

3.Daily average number of wagons detached.

4.Daily average number of wagons dispatched.

5.Number of trains received.

6.Number of trains dispatched.

7.Number of wagons dealt with per shunting engine hour.

8. Average detention per wagon i.e all wagons including through loaded wagons

1.The number of wagons dealt with per shunting engine hour should be calculated as under: