Course material for Loco Inspectors (Diesel) (Initial)

South Central RailwayCourse Material

for

Loco Inspectors

(Initial) (Diesel)Prepared byB Durga Prasada Rao, Sr.Instructor

Electric Traction Training Centre

Vijayawada

INITIAL COURSE FOR LOCO INSPECTORDURATION

: 3 WEEKS (18 WORKING DAYS)

SESSIONS (1 HOUR DURATION) : 72(4 SESSIONS PER DAY i.e., 6 HRS OF STUDY + 1 HR SESSION FOR COMPUTER)

Topic No.SUBJECTNo. of sessionsNo. of daysPage No.

1stIntroduction & objective

Railway System & Role of Loco Inspector, Duties of Loco Inspector, LP & ALP, Supervisory skills, Leadership, Motivation Techniques, Communication, Knowledge of trade, Redressal of grievances, Monitoring and Counselling41

2ndSafety Rules

G&SR, Ghat section rules, Automatic signal territory rules, Operating Manual, Block working manual, Accident Manual, Station working rules, Important safety circulars82

3rdDisaster ManagementART, 140 T BD CRANE, SPART/ SPARMV, ARME, LUCAS, HRD/HRE,Mock Drills, Hooter codes, Types of Accidents/Derailment, Investigation of accident/ derailment, preparation of joint report, derailment mechanism, Load stalling & train parting, fire fighting, first aid and hygiene82

4thInspectionsVIP moves, foot plate inspection, lobby & running room inspection, Inspection of ART / ARME, Crane, RDI inspection, Punctuality drives, foggy weather precautions, Ambush check and other special drives41

5thEstablishmentD&AR rules, Enquiries, standard forms, major and minor penalties, Dos and Donts for dealing DAR Cases, HOER classifications of Railway staff, Rules pertaining to running staff pay & allowances, leave rules, pass rules and welfare activities of Railway, PF, gratuity and pension rules for running staff.41

6thManpower planningRequirement of Loco running staff including Loco Inspectors, CCC/CC/PRC/CPRC, Crew Links & power links, Power plan, Power on line (POL), Training courses of Running staff including aptitude / psycho test, Learning road & PME rules, Grading of Drivers41

7thRailway Diesel Installation (RDI) and fuel conservationRecords maintained at RDI, anti pilferage measures, calibration of gauges, decanting facilities, flow meters, SFC, LOC, fixation of trip ration, fire protection at RDI, fuel conservation measures. 41

8thDriving Skill

Plane section, Graded section, Ghat section, Extreme weather condition, Negotiation of CDs

2

9thLoco Maintenance ManagementLayout of Diesel Sheds, Standard Maintenance schedules, latest modifications in Diesel Loco, EMD Locos, DEMU, SPART, SPARMV & Shunting Locos, Load charts of various types of DSL locos, Load factor trials, Avoidable failures discussion, tell-tale signs analysis, Simulator training, Loco Trouble shooting, Loco Management system (LMS), Loco failure investigation123

10thPower Controller OrganizationBrief duties of power controller organization, implementation of 10 hrs. duty, Loco turn round, engine failure, punctuality loss, engine hours, four hourly holding, crew balancing, power balancing, DSL utilization chart, FOIS, ICMS & Control Office Application (COA) etc.,2

11thCrew Controller Organization

Records maintained at lobby, breath analyzer test, booking of crews, CMS, crew lobby and running room management, accepted recommendation of running room committee, up-gradation of running room and crew lobby. Rest and duty hours of running staff 2

12thSignal & Telecommunication

Panel Interlocking, RRI, SSI, Track circuiting and axle counter, points and crossings geometry and readings2

13thPermanent way

Track measurement, rail wear profile2

14thRolling stockReadings at the time of accident, Rolling stock defect that can cause derailment / accident, wheel profile, wheel slip and wheel skidding, brake systems, brake binding and hot axle41

15thOther operational issuesTrack train dynamics, Tractive effort, braking effort, adhesion, haulage capacity, requirement of locos, Emergency braking distance(EBD) in various conditions, braking system and brake power certificate, statistics related to performance of Mechanical power wing (fuel & loco operation), M&P, RSP and WP, weighbridge and WILD41

16thStress ManagementYoga, sports activity and development of hobby2

17thEvaluation and feed back41

AN IDEAL SESSIONMorning session

06.00 07.001st session

8.30-10.002nd session

10.30-12.003rd session

13.00-14.304th session

15.00-16.30Special session 16.30-17.30

Yoga & MeditationComputer

# Computer training will include basic knowledge of computers and IT gadgets like Pen drive, burning CD/DVD, use of Digital Camera, Basic knowledge of MS Office, use of Internet, Email, Speedo graph and microprocessor analysis.

Introduction Objective

Railway System

INDIAN RAILWAY ORGATION STRUCTURE

MINISTER OF RAILWAYS

MINISTER OF STATE FOR RAILWAYS NORTH

MINISTER OF STATE FOR RAILWAYS SOUTH

CHAIRMAN RAILWAY BOARD

(UNDER CRB)(a) SECRETARY ESTABLISHMENT MATTERS

(b) SECRETARY ADMINISTRATION MATTERS

1. MEMBER MECHANICAL

2. MEMBER ELECTRICAL

3. MEMBER ENGINEERING

4. MEMBER TRAFFIC

5. FINANCIAL COMMISSIONER

6. MEMBER STAFF

(UNDER MS)

(a) DIRECTOR GENERAL RAILWAY HEALTH SERVICES

(b) DIRECTOR GENERAL RAILWAY PROTACTION FORCE

ZONAL RAILWAYS

( 17 GENERAL MANAGERS ) HEAD QUARTERS

1. CENTRAL RAILWAY

MUMBAI

2. EASTERN RAILWAY

KOLKATA

3. EAST CENTRAL RAILWAY

HAJIPUR

4. EAST COAST RAILWAY

BHUBANESHWAR5. NORTHERN RAILWAY

DELHI

6. NORTH CENTRAL RAILWAY

ALAHABAD

7. NORTH EASTREN RAILWAY

GORAKHPUR

8. NORTH EAST FRONTIER RAILWAY MALIGAON9. NORTH WESTREN RAILWAY JAIPUR

10. SOUTHERN RAILWAY CHENNAI

11. SOUTH CENTRAL RAILWAY

SECUNDERABAD12. SOUTH EASTREN RAILWAY KOLKATA

13. SOUTH EAST CENTRAL RAILWAY BILSAPUR

14. SOUTH WESTERN RAILWAY HUBLI

15. WESTERN RAILWAY MUMBAI

16. WEST CENTRAL RAILWAY JABALPUR

17. METRO RAILWAY, KOLKATA KOLKATA

PRODUCTION UNITS

( 05 GENERAL MANAGERS )

1. CHITTARANJAN LOCOMOTIVE WORKS

2. DIESEL LOCOMOTIVE WORKS

3. INTEGRAL COACH FACTORY

4. RAIL COACH FACTORY

5. RAIL WHEEL FACTORY

( CHIEF ADMINISTRATIVE OFFICER)

a. DIESEL LOCO MODERNISATION WORKS

b. CENTRAL ORGANISATION FOR MODERNISATION OF WORKSHOPS

OTHER UNITS

( 03 GENERAL MANAGERS )

1. NF RAILWAY ( CONSTRUCTION)

2. METRO RAILWAY KOLKATA

3. CENTRAL ORGANISATION FOR RAILWAY ELECTRIFICATION

Y( DIRECTOR - GENERAL )

4. RAILWAY STAFF COLLEGE

5. RDSO

PUBLIC SECTOR UNDERTAKINGS/CORPORATIONS ETC.

IRCON = Indian Railway Construction Company Ltd.

RITES = Rail India Technical and Economic Services Ltd

CRIS = Centre for Railway Information System

CONCOR= Container corporation of India Ltd.

IRFC = Indian Railway finance corporation

KRCL = Konkan Railway Corporation Ltd.

IRCTC = Indian Railway catering and tourism Corporation Ltd.

RCIL = Railtel Corporation of India Ltd.

MRVC = Mumbai Rail Vikas Corporation

RVNL = Rail Vikas Nigam Ltd.

IRWO = Indian Railway Welfare Organisation

PRCL = Pipavan Railway Corporation Ltd

Role of LOCO INSPECTOR

The duties of loco inspector Diesel traction are summarised as under:

INSPECTION:1. Foot plate inspection during day and night to check abnormalities on line and rectification of the same through concerned departments.

2. Inspection of running rooms allotted to him regarding facilities available for running staff.

3. To conduct ambush checks in automatic signaling territory to see whether the loco pilots are following relevant rules as laid down in general & subsidiary rules.

4. Surprise inspection of out pits, crew booking offices including breath analyser equipment for proper functioning, proper usage and to check that proper procedure is followed.

5. Inspect locomotives allotted to him (if any) particularly in regard to safety items including proper functioning of flasher lights etc. and take necessary action to get the defects attended to by the home or outstation shed as per convenient.

6. Check wastage, spillage, misuse or pilferage of lubricating oil/ grease etc.

7. Joint checking of emergency telephone sets used on electric locos with supervisors of S & T department.

8. Periodical checking of loco pilots personal equipment and stores.

Field work (on line):

1. Plan out in advance and train loco pilots and other running staff to learn the road and become fully familiar with all the signals especially automatic signaling sections and layout of the track, en-route and in yards, test the running staff for their knowledge of road and arrange for issue of competency certificate to them.

2. Train the running staff in the correct methods of trouble shooting, correct manner of operation of electric locomotives, inspection of locomotives in accordance with the prescribed instructions and observance of safe working rules. Train the running staff about new modifications carried out in electric locos.

3. Check out load, speed checks, intersectional running time, braking distance and signal visibility checks (joint inspection with S & T department), riding quality checks of locomotives, test staff of other departments as prescribed for their knowledge of rules applicable. If any irregularities are noticed with loco/ crew to be reported to sr. DME & ADME.

4. Train the new loco pilots regarding train dynamics, how to apply vacuum/ air brake application on loco and on train.

5. To train loco pilots of poor caliber allotted to him by giving intensive training on line and in exceptional cases when a person fails to make the grade, submit reports to sr. DME/ Power.

6. Conduct trails for energy conservations, modifications, and heavy hauled trains with maintenance staff.

7. To improve driving skills of loco pilots by adopting latest methods of energy conservation.

8. Foot plating by mail/express trains to make up lost time (to maximum permissible limits) lost due to loco defects or any other account.

9. Conducting punctuality drives to ensure punctual running of mail/ express and slow passenger trains and counsel loco pilots to make up time without exceeding maximum permissible speed.

10. To arrange issue of competency certificate to running staff for working in automatic signaling sections after giving them one day intensive training and after testing their knowledge.

11. Test and check the accurate working of the speedometers on run and arrange for attention to defective speedometer by shed staff as required.

12. Arrange timely renewal of speedometer charts and sealing of speedometers.

13. Scrutinize speedometers charts removed from locomotives and report to superiors, if any over speeding or other irregularities are noticed. 100% scrutiny of charts from mail/ express and passenger trains and 25% of charts from goods trains should be carried out.

14. Escort VIP and other important/ special trains.

15. Carry out special drives and trails as directed by head quarters/ division.

16. Maintain records in respect of running staff allotted to his control indicating the training imparted, refresher and promotional courses gone through knowledge of safety rules, knowledge of trouble shooting procedures etc.

17. Make a review of troubleshooting carried out by each loco pilot and impart necessary guidance if any incorrect procedure or irregularity is brought to notice.

18. To associate training school and ensure the troubleshooting aspects that are taught in the classes are relevant to the existing problems, education of running staff regarding engineman-ship - loco failures and breakdowns.

Punctuality

Punctuality is two kinds

1. Divisional punctuality: Time loss for less than 45 minutes.

2. Zonal punctuality : Time loss for above 45 minutes.

Items to be checked, role of LOCO INSPECTOR in punctuality monitoring

To maintain punctuality of train, especially to an important train, Loco Inspector should take the following.

1. The importance of punctual running of said train may be informed to the crew well in advance informing that loco inspector is coming in the Loco, other officials in the coach/ Saloon, if any.

2. Ensure that Loco Pilot came to on duty in time as per the Divisional Instructions.

3. Loco Inspector should collect the fresh caution order of the section.

4. Ensure Loco Pilot has gone through all necessary registers in crew lobby and signed wherever required.

5. Ensure Loco Pilot is not intoxicated position with the help of breather analyser.

6. Ensure Loco Pilot got his personnel and necessary tools for working the train.

7. Ensure Loco Pilot has collected all necessary documents, keys, if any, from in charge of crew lobby.

8. Ensure PT set & walkie-talkie are working and to be kept ready always.

9. As LI, he should ensure that no unauthorized person is allowed in engine.

10. Loco Inspector should ensure that Loco Pilot and Asst. Loco Pilot checked loco thoroughly. LI may also check the loco, to ensure the loco is fit to work the existing formation and required amount of BP/ Vacuum level in Engine. (Also conduct continuity test).

11. Ensure safety items of loco are in good working order such as Horns, wipers, Flasher Light, Head Light, etc.

12. Ensure all necessary documents were received and correct Authority To Proceed is given and starting signal from guard.

13. Dont increase the speed of train till platform is cleared.

14. Advice Loco Pilot to reach Maximum Permissible Speed, as early as possible.

15. Ensure Loco Pilot has checked brake power of train and satisfy that brake power is upto the required and also make judgment for further controlling of train.

16. Ensure Loco Pilot is maintaining correct speed at the engineering restricted spots and on points wherever required.

17. Ensure train is controlled correctly i.e. not well in advance.

18. Judicial application of brakes is an important role in punctual running of train.

19. While stopping the train at station ensure train is on platform to enable to entrain or detrain of passengers and loading or unloading of luggage / parcels.

20. Ensure engine crew exchanging all right signals with crew and guard of opposite trains and station staff en-route.

21. Ensure correct visibility of signals in section.

22. If loco is giving any trouble try to attend it on run, if not possible, after stopping the train but it should be rectified in a lesser time.

23. If train is stopped due to any other reasons i.e. ACP, etc. It should be rectified in less time and to be restarted as quick as possible.

24. Always advice Loco Pilot to run the train at MPS to make up the time and also to overcome the unforeseen detentions.

25. LI to ensure Loco Pilot and Asst. Loco Pilot calling out signals properly.

26. Dont allow the Loco Pilot to think about any other things except punctual running of train.

27. If loco/ formation is required to be attended by concerned maintenance staff, it should be informed to TLC/ SCOR well in advance, en-route.

28. Advice Loco Pilot/ Asst. to use appropriate whistle codes at the time of whistling.

29. After reaching the destination loco and other documents to be handed over to the concerned staff promptly.

30. Ensure Loco Pilot had made entries in RS 5 register of C & W and other necessary registers in crew lobby.

PROCEDURE OF CONDUCTING LOAD TRIALS

Load Trials: These trials are carried out as per orders of CEE/COM/CME by the divisional inspectors. These trials are aimed at achieving an optimum load that could be hauled by a Diesel /Electrical loco within permissible limit of their strain on the ascending gradients and on the falling gradients the maximum load that could be controlled at the specified speed with minimum required brake power using the RB and as well as vacuum / air brake of the locos.

The following are the limitations for fixing load on a graded section.

Ascending: a. Horse power of the locomotive.

b. Gradient of the section.

c. The minimum continuous speed permitted for each locomotive.

d. The load current supplied to Traction motors. Normally within the unrestricted zone within the time limit specified.

Descending:a. Brake Power of the Locomotive; RB, Vacuum and Synchronized air brake application obtained.i. Brake power of the train: it depends upon the type of stock of train and amount of vacuum maintained by the locomotive and percentage of operative brake equipment.

ii. Speed limit.

iii. Weather condition.

iv. Emergency braking distance.

v. Train holding ability of the loco brakes on steep falling gradient.

vi. Brake application technique.

vii. Loco Pilots reflex time towards any unusual incidents.

RDSO has issued a haulage chart for each type of locomotive on different gradients and speed with respect of bogie stock of goods and standard coaching stock and ICF all-coiled coaching stock. The RDSO haulage chart is kept as a guidance before undertaking any load trial.

Method of conducting load trial: Trial should be undertaken with an average load, average Loco Pilot. The train brake power should be checked for effective brake power. Engine should be checked for good working speedometer, RB, vacuum and air brake. The synchronized function of air brake along with vacuum has to be ensured for a successful trial. A minimum of 2 inspectors should travel on the foot plate, one to monitor the Loco Pilot for proper handling of the loco and other to take every minute reading of the following parameters.

1. Time

2. Notch

3. Speed

4. Load Amps.

5. Gradients

6. Km/TP post and remarks on halt and detentionThe loco should be normally worked on its maximum output observing all permanent speed and temporary speed restrictions in force. For test purpose the train should be stopped at Ruling Gradient where ever there is a stop signal which may interpose while hauling such maximum load and may be kept at ON for operational reasons. Restarting from such locations has to be done with utmost care to avoid parting as well as slipping and straining the loco beyond certain limit. During restarting from the critical spots the notch, speed, load amps if on the restricted zone, the minute zone and duration in seconds should be recorded. On completion of this trial documentation has to be done from the working sheet to calculate the Load Factor.

Load Trials on the Ghat section comprising long stretches of descending gradient are undertaken to check whether the train could be controlled at the speed laid down, whether the load could be held firmly by the loco air brakes alone so that vacuum could be recharge to overcome brake fade and whether the train could be stopped dead on emergency application of brakes within the authorized EBD ( ie. 1400 meters ).

During this load trial the following particulars are recorded for every 30 seconds to assess the extent of fade and availability of residual vacuum level to stop the train wherever necessary.

i. Km/TP

ii. Time

iii. Vacuum level

iv. RB brake load amps

v. Speed

vi. Gradient

vii. Remark

While holding the train on the falling gradient, brake cylinder pressure can be increased to 3.5 Kg/cm2 and it should be reduced to 2.8 Kg/Cm2 after clearing the ghat section or on arrival at the next station. During emergency braking distance test, it should be conducted preferably on a straight stretch over the steepest falling gradient. The mode of application will be as follows:a. A9 moved to emergency with synchronized air brake application.

b. Keeping RB at max. 650 amps on BG locos. A9 should be moved to over reduction duly taking care to avoid A9 handle falling in emergency position which will qualify the RB.

The following records should be made using a stop watch.1. Km A9 applied to emergency.

2. Time A9 applied to emergency

3. Speed at the time of brake application.

4. Extent of spurt in speed noticed.

5. Km train came to a stop.

6. Time train came to a stop.

7. Time taken for the train to come to stop.

8. Emergency braking distance obtained in meters (to be reckoned either by actual measuring or counting the number of traction poles).

If the emergency braking distance is more, then either the load or speed should be reduced to keep the emergency braking distance within the safe limit.

Supervisory SkillLeadership / Motivation

1. Irrespective the ethics and formalities of the family always to reach the goal, the person attitude should be changed as a leader.

2. Though the person came from a rich family should not have the ego.

3. Similarly if came from a poor family should not feel the inferiority.

4. Once got the chair all are equal and also should see that the value of the CHAIR is not decreased at all.

CharacterHumilityAdjustmentIntegrityRespect

A supervisor wherever he works the day if he maintains the chair as above, his name will be remembered in the hearts of the staff.

Management1. Management is a science.

2. A leader should have a full pledged understanding on this science ie,. Policy, Planning, Communication and inter personal system, Assignment, Supervision, Team work, Motivation and Co-Ordination.

3. In these things the supervisor should have the perfection.

4Ds formula to achieve the goal (Management expert Mr.Jackwelsh).

1. Designing

2. Direction

3. Decision making

4. Delegation

Any department is depended on the four important issues.

1. People

2. Structure

3. Environment

4. Technology

These are the pillars to strengthen the slab.

LEADER SHIP

The work leader ship can be derived as

Leading the team

Envision and energise

Attitude

Decision making

Effective self management

Resource and strategy planning

Stress management

Hypnotic motivation

Innovative thinking and change

Perfect communication

The supervisor should work as an ESCORT to his members

Equality

Support

Cooperation

Openness

Respect

Trust

If the supervisor, if escorts his members, the members can do wonders.

How the motivation should be?

Do you want to know how to motivate your staff? If so, you have to answer this question paper. Each question contains three answers. Select & tick one which is nearer to your experience.

Q.No.QuestionAnswers

1.I am trying like to be a friend to my staffYes

At times

No

2.If my staff does not know the work I use to tell with patienceYes

At times

No

3.

To keep my staff happy I will be doing some thingYes

At times

No

4.In my staff I never give scope for politicsYes

At times

No

5.All the departmental information I will inform to my staff trulyYes

At times

No

6.The staff leaving the department I will ask for the reasonYes

At times

No

7.I will meet all my staff in any one of the occasionYes

At times

No

8.Before taking disciplinary action on any one of my staff I will discuss with him.Yes

At times

No

9.I will take decision only after consulting my staff.Yes

At times

No

10.I will be observing each and every time the behavior and workmen ship of my staff.Yes

At times

No

11.I believe the long standing problem will arise if I make my staff to work by threatening.Yes

At times

No

12.At the time of failures before blaming one I will enquire.Yes

At times

No

13.

In case of motivation I am improving my skills in each and every timeYes

At times

No

14.I will be editing the work procedure and rules which come in the way of work.Yes

At times

No

15.All the employees are getting bonus according to the ratio.Yes

At times

No

16.I will discuss directly with the staff at the time of reconcile.Yes

At times

No

17.I will counsel the staff for doing the work, if they do not listen, I will resort for severe action.Yes

At times

No

18.I will chitchat in a friendly way with my staff very often.Yes

At times

No

19.I will attend every function in my staff houses.Yes

At times

No

20.I will utilize every opportunity to present gifts to my staff.Yes

At times

No

21.The staff who served the organization for 5 years, I will recognize his services with a gift and offer the same for every five years.Yes

At times

No

22.I will try to solve the disputes among the staff and personal problems.Yes

At times

No

23.If it is required to promote one of two, I will explain the reasons to the employee who was not promoted. Yes

At times

No

24.I will create such an environment to the staff, who come forward on their own for work.Yes

At times

No

25.I will call outside experts for training to improve skills of the staff.Yes

At times

No

26.I will convey my heartful greetings with my own handwriting to the staff who perform outstanding in their work besides gifts.Yes

At times

No

27.I will encourage the staff to think in a different way to solve the work related problems.Yes

At times

No

28.I will treat a lesson to the staff who escapes from work.Yes

At times

No

29.I will be flexible about rules to help the staff if required.Yes

At times

No

30.If will try to make every staff as a leaderYes

At times

No

Communication Skill

AREAS OF COUNSELLING A supervisor before going to counsel the employee:

Must prepare a note of area of topics to be counseled.

Must explain the objective of the topics and how they are useful for his profession.

Must have thorough knowledge about the subject.

When any topic is reiterated, supervisor shall listen to employees view.

After completion of counseling, ask for any doubt.

Dont allow any argument, but give directions or instructions.

For testing his understanding ask few questions and if required counsel once again briefly.

WRITTEN MESSAGE Written message is used for giving any information about an incident.

For giving a good written message subject grammar is very essential along with punctuation.

Francis bacon says reading makes a full man,writing makes and exact man, and speaking makes a ready man.

Written message shall include TO address, with date, place and time. From address along with signature is also essential along with acknowledgemet.

Written message shall comprise simple grammar with simple present tenses.

Since it is an official message unnecessary and irrelevant subject shall be eliminated.

It should be easily conveyable to the officials and shall not arise any other doubts.

VERBAL MESSAGE Verbal message shall be given when employee is attentive to you.

It shall be with eye to eye contact.

Before starting the message the topic shall be disclosed first.

At the end we can check whether the message is understood or not.

It is a way of expressing the matter from source to receiver.

The following four things will help to overcome the barriers.

Developing an open communication climate.

Communication should be ethical.

Adopting an audience centered approach.

Creating and processing the messages effectively and efficiently.

Non verbal communication skills

Smile genuinely.

Respect status with eye contact.

Adopt a hand shake.

Oral communication

Speaking and listening are oral communication skills.

Dos of good listening.

Listen caringly.

Listen with your body.

Listen with your eyes.

Listen with your ears.

Listen with your heart.

Listen with your mouth closed.

Donts for good listening.

Dont interrupt.

Dont contradict.

Dont criticize about past behaviour.

Dont interrogate.The essentials for good communication are

Clarify ideas before communicating.

Examine true purpose of communication.

Take the entire environment, physical and human into consideration.

Be a good listener.Communication can be defined as The interchange of information to bring about mutual understanding and confidence between persons. Dimensions of communication: Intra personal communication.

Interpersonal communication.

Group communication.

Mass communication. Basic forms of communication Non verbal communication. Facial expressions and eye behaviour.

Gestures and postures.

Vocal characteristics.

Personnel appearance.

Use of time and space.

Verbal communication.

THE COMMUNICATION SKILLS BECOME A GOOD OBSERVER LEARN TO LISTEN ASK OPEN QUESTIONS DOCUMENT YOUR DAY GIVE CLEAR INSTRUCTIONS KNOW THE DIFFERENCE BETWEEN ORDERS, REQUESTS AND SUGGESTIONS Counselling Technique

LI Diary

PERSONAL BIO-DATA OF LI

Name:Due Date of PME:

Date of Birth:Due Date of refresher:

Date of Appt. (As):Due Date of safety camp:

Qualification:Blood Group:

P.F. A/C No:Residence Address & :

Grade:Phone

TRAINING / SEMINAR ATTENDED BY LI

DurationPlaceName of Training / TopicsRemarks

INSTRUCTION FROM OFFICERS

DateInstructionsAction taken

IMPORTANT ITEMS TO BE DEMONSTRATED

1. Manual operation of SMGR.

2. Checking whether OHE is having power supply or not.

3. Wedging of three phase contractors.

4. Wedging of Q-118 relay.

5. Manual operation of Q-44 relay.

6. Manual operation of REV. & CTF by opening HT compartment.

7. Checking whether exhausters are working and creating adequate vacuum by seeing the PVs exhaust pipe and leak test.

8. Checking whether loco train pipe is free of obstruction.

9. Proper fixing of HRC fuses.

10. Repercussion over shooting of master controllers wheel.

11. Checking of batteries.

12. Manual operation and wedging of VEPT / VER.

13. Isolation of QOP / QOA / HOBA.

14. Isolation of loco brakes with the help of peddle switch.

15. Application of emergency brakes by Loco Pilot and Asst Loco Pilots.

16. Isolation of TM in various loco.

17. Checking of CBC.

18. How to dummy compressor safety valve.

19. How to attend brake-binding cases.

20. How to measure flat tyre.

ITEMS FOR CROSS CHECKING OF CREW

TECHNICAL7.Speed of different types wagons.

1.Location of equipment8.Total interruption on SL & DL.

2.Complete preparation of loco.9.How to read WTT

3.Inspection of loco on arrival.10.Different system of working.

4.Traction failure.11.Different places exchanging of signals.

5.Auxiliary failure.12.Clearing of stable load.

6.Rheostatic braking failure.13.Precaution in the event of a train

7.Air brake system.coming to a stand on gradient.

8.How to enter loco logbook.14.Working precaution during Summer,

9.Checking of traction motor.Winter & Monsoon.

10.Mechanical parts of under gear.15.Ghat working knowledge.

11.Driving techniques.16.Look back on curvature.

12.Functioning of Airflow indicator, LSAF, 17.Awareness of Energy conservation.

LPAR & Buzzer.18.Checking of BPC.

13.Auto flasher light.19.Correct procedure of shunting.

14.How to give information in case of 20.G & SR correction slip.

failure / Accident (with in 20 minutes).21.Accident manual.

15.Information about OHE.

16.Knowledge of DJ control circuit.MISCELLANEOUS CHECKING

17.Knowledge of Traction Power Circuit.1.Uniform wearing.

18.Knowledge of Progression & regression circuit.2.Spectacle.

19.Use and availability of Fire Extinguishers.3.Cab & look out glass cleaning.

20.Modifications.4.Working of PT phone & last check.

21.Various Test of Loco.5.Loco Pilots personal store.

a. BP/FP/Vacuum leak test (LE/Load)6.Detonators & fusee.

b. MR leak test with & without auxiliary.7.Spare vacuum / BP / FP hosepipe.

c. Compressor capability test.8.Fire extinguishers on loco and condition.

d. BP/FP/Vacuum leak hole test.9.Signals location and their aspects.

e. ACP test.10.Up keep of Loco Pilots memo book.

f. Loco brake power test (SA-9 & A-9).

g. Traction test.

h. Sanding test.

i. LT test.

j. DBR test.

SAFETY

1.Signals failures.

2.IBH signal failures.

3.Protection of trains.

4.Authorities.

5.Single line working on double line.

6.Parting on train.

QUIZ FOR LOCO PILOTS

Locomotives, Traffic / C & W / OHE, TRAIN OPERATIONS TECHNICAL, 3- Locomotives, EMU/MEMU, G& SR and Others SAFETY CIRCULARNoDateIssued ByContents

TECHNICAL CIRCULAR

NoDateIssued ByContents

SOBs for the Year

NoDateSUBJECT

SAFETY DRIVE

NoDateIssued by Subject

COMPLETE BIODATA OF NOMINATED LOCO PILOTS

Loco Pilot NameDegQualifDOBDOADOP LP (G)DOP LP(P)DOP LP(M/E)Pay ScaleDORGrade

G&SR Due

Tech DuePME AttnPME DueAutomatic ValidityPsychological trgSimulatorBlood Gr.Family DetailsAddressPhone No

PERSONAL EQUIPMENT OF NOMINATED LOCO PILOTS

S. NoLoco Pilot Name

DesignationDeto natorFuseeG&SRA/MTSD

WTTTri-color torch lightNo. of FlagsIR washersDummy PlugsNo. of spannersHammerScrew

DriverTapeContactor

WedgesRelay WedgesCBC Optg. Key

SURPRISE / AMBUSH CHECKS (Including mock drill)

Place & timeType of checkRemarkAction Taken

Date

Name

T. No.

L. No.

LIST OF ALCOHOLIC LOCO PILOTS

SNoName of LP (Sri)DesignationDepot

SUMMARY OF THE GRADING IN DIFFERENT ATTRIBUTES OF NOMINATED DRIVERSS. No.Name of the DriverDesignationDepotDate of GradingDriving TechniqueKnowledge of Safety & Operating RulesTechnical Knowledge & Trouble ShowingPersonal HabitsAccident RecordNegative MarksTotal MarksGradation awarded.

Alcoholism Chronic or HabitualPrimary or Secondary Responsible for Accident

2530151020

MONITORING PROGRESS OF OWN LOCO PILOT AT A GLANCE

NameCatPg NoJanFebMarAprMayJun

fromto

NameCatPg NoJulAugSepOctNovDec

fromto

MONITORING DETAILS OF LOCO PILOT

Name:

Designation:

Cat:

DateWeak areas of LPCounseling imparted in regard to overcome the weakness

Counseling of SOBs

S.NoLoco Pilots NameSOBs

12345678

Counseling of Circulars

S.NoLoco Pilots Name

DAILY MOVEMENT REPORTDateLoco No.Train No.FromToDepartureArrivalLP NameALP NameReason for movement

Safety Rules

DISASTER MANAGEMENT

Introduction

Indian Railways is the largest Railway system in ASIA and first largest system in single management in the world. Railways are the principal mode of transport for both passengers and goods in the country.

With growing passengers and freight traffic Safety has become one of the principal concerns. The safety of Railway operations is becoming all the more imperative in view of the Railways endeavor to lift more passengers and fright traffic. The Railways are gearing themselves to meet the challenges posed by the increasing traffic needs. Accordingly, High priority is being given to various safety measures to ensure greater safety in rail travel and transportation of goods

While every care is taken to ensure safety, disasters of rail accidents do occur for internal and external factors on Railways.

The term Disaster envelops a wide spectrum of occurrences are arrayed by sudden calamitous event having loss of life, injuring, grate material damage loss and distress.

Disasters are caused as a result of:

Human failure / equipment failure.

Sabotage.

Natural calamities.

Disasters in Railways result in heavy loss of lives, injuries, damage to property and affect the normal movement of trains.

Human / Equipment failure leads to

Collisions

Derailments

Level crossings accidents at manned / unmanned level crossings

Fire on Train

Sabotage involving disaster is on account of:

Bomb blasts.

Setting fire to train/Railway installations and Railway property.

Tampering with Railway fittings to cause accidents.

Placing of obstructions on track to cause disruption to traffic.

Disasters owing to natural calamities are

Earth quakes.

Land slides.

Cyclones/Floods.

Storm/Tornadoes.

NEED FOR DISASTER MANAGEMENT PLAN

Indian Railways do have an established system of disaster response. Swiftness of response in an accident primarily, depends upon various components constituting the accident relief them being fully conversant with their areas of responsibility.

Success or failure of rescue operations, in the event of major disaster, depends upon the availability of adequate resources both in terms of men and material and extensive teamwork and co-ordinated efforts. In this regard Railways have set up an High Level Committee to review disaster management on Indian Railways. Based on the recommendations of the Committee, it has been felt necessary to have well documented disaster management plan and upgrade our resources to improve the capability to handle disasters and mitigate the hardships and suffering of passengers.

OBJECTIVES:Disaster management plan is prepared as per high level committees report keeping in mind the following objectives.

Quick extrication of victims are effective on site medical management.

Speedy transportation of the injured to hospitals.

Preservation of clues and evidences.

Early restoration of traffic with better on site management.

Quick dissemination of information at all levels.

Better media management.

Details of first information to be given in case of accident/disaster:

Time of accident

Train No.

Type of accident-Collision/Derailment/Manned LC/Unmanned

LC/Fire/Misc.

Block Section,KM

Obstruction of line/adjacent line

If derailment:

No.of coaches/wagons/loco derailed/canted

If collision:

Trains/wagons collided

If LC accident:

Train/road vehicle

If fire:

Loco/coach etc.,

Casulties-Killed/injured

Whether any Doctor/officer/staff available

Assistance required:MRV/ART with crane or without crane, whether re4quired from both ends.

Prima-facie cause if known:

DISASTER RESPONSE

INSTANT ACTION TEAM (IAT):Disaster response constitutes the spontaneous contribution of men at site and meticulously planned action by trained teams to rescue the people. Under such situation, it is necessary to take firn and quick decisions to save lives and property. For immediate relief and rescue operations i.e., before the arrival of ART/MRV, an INSTANT ACTION TEAM (IAT) is formed to perform various activities:

When a train is involved in a serious accident associated with deaths/injuries to passengers;

Railway servants on train/at site shall volunteer themselves to render assistance and report to TS/TTE/Guard of the Train.

Immediately TS/TTE/on duty shall collect all Railway servants on train/at site and form three or four groups.

One group shall assist the Guard and Driver and the other groups may be directed t5o assist in rescuing injured/entrapped the passengers.

In the absence of TS/TTE the Guard/Assistant Guard shall take steps to form such groups.

INSTANT ACTION TEAM (IAT)The Instant Action Team comprises:

The Guard, Crew, TS, TTE, Asst. Guard and other staff on duty by the train.

Railway servants ON/OFF duty/ as passenger by the train.

Doctors and other volunteers traveling by train.

Railway staff working at site.

Non-Railway resources available at site.

Every member of this team is responsible to ensure that timely action is taken to protect traffic, save lives and communicating the incident to the all concerned properly.

RESCUE AND RELIEF OPERATIONS

The relief team arrived by ART with its elaborate preparedness shall swing into the following action.

Rescue operation

Relief operation

Installation of Communication Network

Crowd Control and Law and Order

Clearance from State Police for restoration

Preservation of clues and Evidence

Media Management at site

Restoration Operation

Salvage operation

Officer /official nominated from various departments, arriving at site by ART form part of Disaster Rescue Team. The officer/official representing each department is responsible to ensure that the assigned duties of the department concerned are efficiently carried out for fquick rescue/relief operation.

Disaster Rescue Team normally comprises members of following departments:-

Trained Railway men from Mechanical, Medical, Engineering, RPF and other departments.

In case of fire accidents, trained Fire services personnel shall form part of this unit.

In case of an accident on water body, Divers, Naval cadets.

In case of a Sabotage/Bomb explosion, Bomb squads and GRP/Local police.

Rescue unit shall accompany the Relief Train or move it by road as quickly as possible.

MANAGEMENT OF RESCUE OPERATIONS

One of the most important factors in managing the disaster is prompt rescue operation. By following meticulously the duties listed below, there are chances of saving lives and giving relief to the injured. All Railway men whether on or off duty should provide assistance in rescue operations. The following action should be taken promptly.

Render medical attention to the injured at the earliest without any loss of time.

Stop Bleeding and restore Blood pressure within an hour.

Persons under shock shall be relieved of shock.

Transport the casualties to the nearest hospital.

For being effective, any Disaster Management system must aim at recovering as many critical patients as possible and rushing them to hospital at the earliest.

COMMUNICATION NET WORK

Due to leap in information dissemination, the electronic media is in the forefront of reporting train accidents even before the details reach Divisional control/Central control.

In this environment, there is an urgent need for quicker information flow in disaster/accidents/unusual occurrences. Therefore it is necessary that the information regarding accident is relayed with least possible delay.DUTIES OF ELECTRICAL OFFICIALS/OFFICERS

OPERATION

Where an EMU or Electrical Local is involved arrange for relief loco/train if required.

Proceed to the site immediately with adequate shed/break down staff.

Ensure that records of maintenance of loco/EMU and repair books are seized and sealed.

A responsible Electrical Officer of respective branch in Control Office shall co-ordinate with site and arrange supplemental assistance.

Assess the cost of damage.

If loco is provided with memory module speedometer, break the window glass of the SPM and switch off the switch to freeze the memory. This would help in saving the recorded memory.

SPM chart need to be extracted jointly by Driver/Loco Inspector, SM/TI or along with any other authorized staff of C&W and P.Way department etc.,

Ensure vehicle next to engine are not detached until their condition regarding brake application is recorded/photographed.

140 TONNE GOTTWALD DIESEL HYDRAULIC BREAKDOWN CRANE8.1 INTRODUCTIONAccident Relief Trains (ARTS) have always been an integral part of our Steam Loco sheds and have been manned by Loco Shed Staff. To help in restoration of traffic, a breakdown crane formed a part of most ARTS. Two types of ARTs existed, namely,'A'and'B'class. The difference between the two was only on the basis of the scale of equipment provided in each. Based on the erstwhile location of steam sheds, there were 141 'A' and 60 'B' class ARTs on the Indian Railways till the early 80s.

Location of the ARTs and consequently the cranes that they included was based on the location of the sheds. On an average, the ARTs were located about 2OO to 250 kms apart but were closer at many points. Most of the ARTs included a Medical van also.

Bulk of the rolling stock on the ARTs was fit to run at 90 to 100 kmph. Actual speed was, however, limited to about 65 kmph due to the limitation imposed by the maximum speed of the breakdown crane. Also, most of the cranes were steam powered and of very inadequate capacity, ranging from 20T to 75T. There were only 6 diesel cranes of 120T capacity on the Railways at that stage.

The Railways had in the meantime gone in for heavier and bigger rolling stock. Heavy BOX type wagons had replaced the erstwhile 4-wheeler. Need to reach the site of accident as quickly as possible was also a prime requirement. The Railways had no option but to think of a new faster crane capable of lifting heavier loads. It, was therefore, decided by the Railway Board in 1981 that new diesel powered cranes of 140T capacity on the BG and 75T on the MG would be inducted into the Railways. Due to on-going electrification, it was also decided to include hydraulic retailing equipment as part of the ARTS. At the same time the location of the cranes was fully rationalised on the following basis:

1. 'A' class ARTs would be located so that no point on their beat would be more than 250 kms from its base. These ARTs would be equipped with heavy-duty breakdown cranes of 140T capacity as well as hydraulic retailing equipment. A Medical Van would also be located along with these ARTS.

2.'B' class ARTs would be located so that the maximum distance from the site of accident would not be more than 150 kms. These ARTs would include an auxiliary van only with retailing equipment. A Medical van would form part of these ARTs also. Based on this rationalisation, it was possible to reduce the number of ARTs from the earlier 201 to 151.

Accident Relief Trains

(a) Location, Classification and composition of Accident Relief Trains stabled:S.

No.LocationClassComposition

SECUNDERABAD DIVISION

1.Secunderabad

SecunderabadA

B

140TCrane Spl

Match Truck

Slings Wagon

LUKAS Van

Staff, Kitchen & Elec. Van.

Officers & Staff rest Van.

Self Propelled Accient Relief Train (SPART)

MFD Van

Rest Van.

2.KazipetA

A140 T Crane

Match Truck

Ballast Wagon

Kitchen, Elect. Van Tool & packing Van.

Officers & Staff rest Van

Accident Relief Train (ART)

MFD Van

Engg. C&W tool Van

Staff rest Van

Kitchen & Staff Van

Engg. Wagon

OHE Wagon.

3.BellampallyBAccident Relief Train (ART)

MFD Van

Staff rest Van

Kitchen & Engg. Tool Van

Engg. Wagon

OHE Wagon

VIJAYAWADA DIVISION

1.VijayawadaA

B140 T Crane

Match Truck

Ballast Wagon

Officers rest Van

Kitchen & Staff Van

Tool & Packing Van

Self Propelled Accident Relief Train (SPART)

LUKAS Van

Staff Van

2.BitraguntaBAccident Relief Train (ART)

LUKAS Van

Kitchen & Staff Van

Elec. S&T. Engg. &

OHE Tool Van

Officers rest Van

Engg. Wagon

OHE Wagon

3.RajamundryBAccident Relief Train (ART)

LUKAS Van

Kitchen & Staff Van

Elec. S&T. Engg. &

OHE Tool Van

Engg. Wagon

OHE Wagon

GUNTAKAL DIVISION

1.GuntakalBAccident Relief Train (ART)

MFD Van

Officers & Staff Van

Kitchen, Elec. Engg.

Tool Van

2.ReniguntaB Accident Relief Train (ART)LUKAS Van

Officers & Staff Van

Kitchen, Elec. Engg.

Tool Van

Engg. Wagon

3.GootyAAccident Relief Train (ART)140 T Crane

Match Truck

Ballast Wagon

Officers rest Van

Kitchen Cum Staff Van

Elec. Van

Packing Van

Crew Rest &

Emergency Store Van

NANDED DIVISION

1.PurnaAAccident Relief Train (ART)140 T Crane

Match Truck

Water Tank for Crane

MFD Van

Staff rest Van

Kitchen & Staff Van

Elec. & Engg. Tool Van

Crane Crew Van

GUNTUR DIVISION

1.GunturBAccident Relief Train (ART)LUKAS Van

Staff Van

HYDERABAD DIVISION

1.NizamabadBAccident Relief Train (ART)LUKAS Van & Elect. Van

Staff Van

Engg. Tool Van

METRE GAUGE S.

No.LocationClassComposition

GUNTAKAL DIVISION

1.GuntakalAAccident Relief Train (ART)35 T Steam Crane

Match Truck

Water Tank for Crane

LUKAS Van

Officers & Supervisors Van

Elec. Van

Ropes and Packing Van

Kitchen cum Dining Van

Material Van

Coal Wagon for Crane

2.PakalaAAccident Relief Train (ART)35 T Steam Crane

Match Truck

Water Tank for Crane

Mechanical Tool Van

Elec. Van

Kitchen Cum Tool Van

Brake cum Rest Van

Engg. Packing Van

Engg. Tool Van

Engg. Rail Wagon

Coal Wagon for Crane

NANDED DIVISION

1.AkolaAAccident Relief Train (ART)35 T Steam Crane

Match Truck

Water Tank for Crane

Equipment Van

Staff Rest Van

Engg. Tool Van

Coal & Packing Van

Rails Wagon

Keys of Accident Relief Train

(b) (i) The key of Mechanical equipment van or power and tool van or staff car shall be kept in TXR Office / the loco shed and the engineering equipment van in the Permanent Way Inspectors office for normal use when Accident Relief Trains are ordered. The duplicate keys of all the vehicles of the Accident Relief Train shall be kept in a separate sealed glass fronted box at a conspicuous place in the Station Masters office for emergency use. In the event of the keys from the C&W/S&T/PWI/Electrical office cannot be obtained readily for any reason, the seal or the glass of the box in the Station Masters office shall be broken and the duplicate keys taken out for use. After use of such duplicate keys, they shall be put back in the box immediately on its return, after which the Station Master will ensure its sealing forthwith.

(ii) Whenever the duplicate keys of the Accident Relief Train in the Station Masters office are taken out of the box, and put back, the Station Master shall enter the fact in the station diary noting the date, time and reasons for having done so.

(c) The Accident Relief Train and Crane Spl shall be readily available at all times on a stabling siding set apart exclusively for this purpose, preferably with double exit.

(d) The DRM, DME, DOM, DSO and Assistant Officers of the Transportation (Traffic), Mechanical and Engineering Departments and the Control office may order an Accident Relief Train if necessary. It is desirable to indicate to the concerned department, the nature of work required to be done, the type of engine and number of vehicles or rolling stock involved to be dealt with.

(e) Whenever the Accident Relief Train is ordered, the Chief Crew Controller / Station Master / SSE (C&W) shall report for duty no sooner the Hooter/Siren is sounded. They shall take steps to turn out the Accident Relief Train with the least possible delay.

(f) (i) The target time for turning out Accident Relief Train is as under except as provided in sub-paras (ii) & (iii).

(a) During day light hours (from 6 to 18 hours) 30 minutes

(b) During night hours (from 18 to 6 hours) 45 minutes

(ii) The target time for turning out Accident Relief Train, in respect of the following stations is as under:

StationTarget time

DayNight

Hrs. MtsHrs. Mts.

Vijayawada01 0001 00

Bitragunta01 0001 00

Guntakal towards Hubli01 0001 15

Pakala01 0001 00

(iii) Guntakal station, while turning out the Accident Relief Train, except for the direction indicated in para (ii), shall adhere to the provision of 30 during day and 45 during night as mentioned in para (i).

(iv) There shall be no delay whatsoever in dispatching the Accident Relief Train. The Chief Crew Controller shall ensure that the first available engine and crew are provided for accident relief train to be despatched within target time.

Chief Controller and Section Controller concerned will also ensure that engine and crew are provided for dispatching the Accident Relief Train within the target time.

(g) The Accident Relief Train shall be inspected monthly by the following officials.

Chief Crew Controller, SSE/P.way, SSE/C&W, Station Manager, SSE/S&T and SSE/Elec.

The Chief Crew Controller and the SSE/C&W shall examine the Mechanical Equipment Van or Power and Tool Van or Staff Car etc., including the Mechanical condition of the complete Rolling Stock and the Crane. The SSE/C&W will also ensure that periodical oiling and re-packing is done to the rolling stock and there are no overdue POH vehicles on the composition.

The SSE/P.Way shall examine the Engineering Equipment van and the signal Inspector shall thoroughly test the communication equipment provided in the Accident Relief Train such as portable field telephone, public address system, Megaphone etc., and ensure that they are in good working order and ready for use in emergency.

The SSE/Elec shall examine and test the electric Generators and other Electrical equipments. He shall ensure that the staff who are called upon to use the same are competent and thoroughly conversant.

Such periodical inspections carried out by the Supervisory staff shall be entered in a separate register meant for this purpose and a detailed report submitted to their Departmental Officers and Sr.DSO / DSO. The Inspection Registers for Officers will, however, continue to be separate in the Accident Relief Train. The copy of the Inspection Report of the Officers shall be sent to the Departmental Officers concerned and Sr.DSO / DSO. The Departmental Officers concerned and Sr.DSO / DSO shall be responsible for ensuring the compliance of the irregularities notified in the above Inspection Reports.

Proper house keeping, proper stocking of equipment and tools and their location with name badges in all the ART vans shall be ensured by all departments concerned.

1003. Generating Plant:

Both portable and stationary type oil engine driven generator sets are mounted in Power & Tool Van and Auxiliary Van. Power & Tool Van is marshaled with the Accident Relief Train and Auxiliary Van is marshaled with Medical Relief Train.

Generator sets are used mainly to provide lighting at the accident spot by means of flood lights fixed on the roof / side of the van, portable stand lights, hand lamps etc., with trailing cables.

The vehicles (Power & Tool van and auxiliary Van) in which the generator sets are mounted shall be maintained in the same way as other coaching stock in regular use and shall be inspected monthly by the Electrical Official in charge and the Train Examiner. The Electrical Official in charge shall inspect the generator sets along with the other electrical equipment provided to ensure that all equipment is in good working condition to meet emergencies. Particulars of inspection and maintenance work carried out shall be recorded in the inspection book provided in the van.

The Divisional / Assistant Electrical Engineer shall inspect once in a quarter the equipment and the inspection book provided in the Power & Tool Vans and Auxiliary Vans of all depots of his Division and ensure the satisfactory condition of the equipment. He shall also ensure the staff who are earmarked for the operation of the equipment on these vans in emergencies are fully competent and conversant with their duties.

For operating the generator sets provided in power & tool van, Auxiliary van for providing the lighting at the accident spot, the following set of staff should be earmarked.

For Power & Tool Van

Two sets of staff comprising one Fitter-cum-Driver and two khalasis in each set for handling portable generator sets.

One Fitter-cum-Driver to operate the stationary generating sets.

For Auxiliary Van

Two sets of staff comprising one Fitter-cum-Driver and two Khalasis in each set for handling the portable generator sets.

The staff should be made available by giving suitable training to selected men from the existing Train Lighting staff only. In addition, wherever possible another set of staff should also be selected and given training who will be available for emergencies when the staff earmarked for the work are absent or on leave. The staff earmarked should be provided with Railway quarters near the Station premises. Immediately on becoming aware of an accident they shall report to the Station Master and proceed with the Accident Relief Train / Medical Relief Train.

1004. Medical Relief Equipment:

Types of Medical Equipment:

There are two types of Medical equipment namely, Scale I and Scale II. Scale I equipment is stored in Medical vans and Scale II equipment is stored in boxes in Special rooms preferably being at two ends on the Station Platforms. This equipment will be called Accident Relief Medical Equipment.

The Accident Relief Medical Equipment Scale I and II are provided at the following stations.

Medical Relief Train

(a) Location, Classification and composition of Medical Relief Trains stabled: (BROAD GAUGE)

S.

No.LocationScaleComposition

SECUNDERABAD DIVISION

1.SecunderabadI

Self Propelled Accident Relief Medical Train (SPARMT)

Medical Van

Aux. Van

2.KazipetIMedical Relief Train (MRT)Medical Van

Aux. Van

VIJAYAWADA DIVISION

1.VijayawadaIMedical Relief Train (MRT)Medical Van

Aux. Van

2.RajahmundryIMedical Relief Train (MRT)Medical Van

Aux. Van

3.BitraguntaIMedical Relief Train (MRT)Medical Van

Aux. Van

GUNTAKAL DIVISION

1.GootyIMedical Relief Train (MRT)Medical Van

Aux. Van

2.ReniguntaIMedical Relief Train (MRT)Medical Van

Aux. Van

NANDED DIVISION

1.PurnaIMedical Relief Train (MRT)Medical Van

Aux. Van

HYDERABAD DIVISION

1.NizamabadIMedical Relief Train (MRT)Medical Van

Aux. Van

MEDICAL RELIEF TRAINS

METRE GAUGES.

No.LocationScaleComposition

GUNTAKAL DIVISION

1.GuntakalIMedical Relief Train (MRT)Medical Van

Aux. Van

2. PakalaIMedical Relief Train (MRT)Medical Van

Aux. Van

NANDED DIVISION

1.AkolaIMedical Relief Train (MRT)Medical Van

Aux. Van

ACCIDENT RELIEF MEDICAL EQUIPMENT

SCALE-II

SECUNDERABAD DIVISION

S. No.Location

1.Bellampalli

2.Dornakal

3.Parli-vaijnath

4.Vikarabad

VIJAYAWADA DIVISION

1.Gudur

2.Ongole

3.Eluru

4.Tuni

5.Bhimavaram

GUNTAKAL DIVISION

1.Cuddapah

2.Raichur

3.Dharmavaram

4.Nandalur

5.Madanapalle Road (MG)

6.Kadiri (MG)

HYDERABAD DIVISION

1.Mahabubnagar

2.Nizamabad

NANDED DIVISION

1.Jalna

2.Kinwat

GUNTUR DIVISION

1.Nadikudi

2.Nandyal

The Medical van containing scale I equipment is marked Accident Relief Medical Equipment and bear on each side a Red cross against a white background, each unit of the cross being 60Cms long and 15 Cms wide.

The special room containing the Scale II equipment is marked on at least two sides by a Red cross against white background as mentioned in clause (iii) above.

A copy of the list enumerating the equipment Scale I and II shall be exhibited on the wall inside the Medical Van and the special room, respectively, for ready reference.

(b) Stabling and Maintenance of Medical Relief Trains

(i) The Medical Relief Train consisting of a Medical van and an Auxiliary van, coupled together shall be stabled in traffic yard in a siding which has preferably an exit on both ends for quick despatch in either direction. Since the Medical and Auxiliary vans have to leave the station within 15 minutes of the ordering of the Medical Relief Train, it should on no account be detained.

At such stations where the staff conversant with the use of Oxy-acetylene equipment and other tools already provided in the Medical Relief Train may not be able to accompany the Auxiliary van within the target time of 15 minutes, the TXR staff and Train Lighting staff available at the station who are trained for handling these equipments should leave with the Medical Relief Train.

(ii) No other vehicles shall be stabled on the line or siding set apart for the Medical Relief Trains.

(iii) All the officials of the departments concerned shall ensure that the Medical Relief Trains are kept always in a fit condition.

(c) Keys of the Medical Relief Equipment: -

Scale I equipment in Medical Van The keys of locks of the Medical Van shall be in duplicate. One set of the keys shall be in the custody of the Station Master and the second set retained by the Assistant Divisional Medical Officer of the station where the Medical Van is stabled. These keys shall be secured in a sealed glass fronted box fixed in the office of the respective officials. The keys of all the locks inside the Medical Van shall be secured in a glass fronted case fixed inside the Medical Van, duly sealed by the ADMO and the other retained in his custody.

Scale II Equipment at Stations The boxes of the Accident Relief Medical Equipment (Scale II) shall be sealed by the ADMO of the station where the equipment is stored. These should not have any locks. The complete equipment shall be kept in a separate room either in the station building or adjacent to it. This room shall be locked, the lock being provided with duplicate keys. The keys shall be secured in a sealed glass fronted box, one in the Station Masters office and the other in the office of the ADMO.

Auxiliary Van The keys of the locks of the Auxiliary van shall be in duplicate, one set of the keys shall be in the custody of the Station Master and second set retained by the TXR at the station. These keys shall be secured in a sealed glass fronted box fixed in the office of the respective officials. The keys of all the locks inside the Auxiliary Van shall also be in duplicate. One set of these keys shall be secured in a glass fronted box fixed inside the Auxiliary Van duly sealed by TXR and other set of keys retained by TXR at the station.

The keys shall be made available to the Electrical Official in-charge at the station for inspection and periodical maintenance of electrical equipment by TXR.

Entry in Tools and Plants Register--- The articles in the Accident Relief Medical Van and the Scale II equipment room shall be entered in the Tools and Plants Register of the concerned ADMO, while the articles in the Auxiliary Van entered in the Tools and Plant Register of the TXR as the case may be.

Inspection Book --- An inspection Book is provided in the Medical Van and in the Scale II Equipment room. All Inspecting Officials shall sign in this book together with any remarks they wish to offer with regard to the equipment. The book shall be neatly maintained. The copy of the Inspection Report of the Officers shall be sent to the Departmental Officers concerned and Sr.DSO / DSO. The Departmental Officers concerned and Sr.DSO / DSO shall be responsible for ensuring the compliance of the irregularities notified in the above Inspection Reports.

The target time for turning out the Medical Relief Train is as under ---

For stations other than Secunderabad and Vijayawada

(i)For direct dispatch15 minutesBoth during day and night

(ii)For indirect despatch i.e., shunting on to the running line first20 minutes

For Secunderabad Jn Station Between

6 to 20 hrsBetween

20 to 06 hours

(i)For direct despatch 15 mts20 mts

(ii)For indirect despatch (i.e.) shunting on to the running line first20 mts20 mts

For Vijayawada Jn Station

(i)For direct dispatch20 minutesBoth during day and night

(ii)For indirect despatch i.e., shunting on to the running line first25 minutes

This time is reckoned from the time the Medical Relief Train is ordered to the time it is taken out and kept ready for despatch on a suitable running line. It shall be ensured by all concerned that there is no delay in dispatching Medical Relief Trains.

140 ton breakdown crane

Capacity Capacity of a breakdown crane is usually expressed in tonnes. For example, the crane under discussion is the 140T crane. This figure is actually the capacity of the lifting hook and as far as the crane capacity is concerned is a misnomer. The term that describes the capacity of a crane more correctly is the load moment, which is defined as the load that can be lifted in tonnes multiplied by the radius at which it is lifted. For example, the existing 120T diesel crane can lift this load at a radius of 5 metres only so that its load moment is 600 tonne-metres. On the other hand, an 80 tonne crane that can lift this load at a radius of 15 metres has a load moment of 1200 tonne-metres. The 140T Gottwald Crane lifts its 140 tonne at a radius of 9 metres, so it has a load moment of 1260 tonne metres. It is thus seen that the 80 tonne crane has a capacity that is double that of the 120 tonne crane. A crane with a bigger load moment is the bigger crane and cranes should not be compared by their hook load capacities only.

Today, breakdown cranes are classified into three categories:

1.Small

Upto 700 tonne-metre load moment

2.Medium700 to 1 000 tonne-metre load moment

3.Large

above 1000 tonne-metre load moment

By this definition,the 140T crane is a large crane.

2. Number of axles

The number of axles has an important bearing on the working of the crane. If the number Of axles is kept large to stay within axles load limitations, it will result in an unduly long crane that may require extra time for attaching, detaching, preparation, etc. It is also likely to have lower running speeds. Cranes with a large number of axles usually have poor riding. It is, therefore, desirable to keep the number of axles as low as possible.

3.Tall Radius

This is the maximum distance from the center of rotation to the tail of the revolving

Superstructure. If the tail radius is small the crane will not get obstructed by the tail portion of its super structure while working in cuttings, etc. However, a small tail radius will increase the need for more counter weights, which may require an additional ballast wagon, and consequently more setting up time.

4.Prop baseThe effective span or area of the supporting base when outriggers are used to increase Stability by virtue of making contact with the ground at points farther from the centre line of the crane than the normal wheels/track position, the size of this base is obviously very critical in the design of the crane. A small prop base is advantageous while working in cuttings while a large base is useful in embankments where the soil cannot take heavy loads. The prop base, therefore, has to be carefully designed.

5.'A' frame

In large cranes derricking forces can be very high. To accommodate these forces a frame shaped like an 'A' is located on the tail side of the crane that helps in the derricking. All large cranes have such a frame. This obviously poses problems when working under catenary in electrified sections. The enclosed sketch shows that for large cranes, an 'A' frame is required to reduce derricking forces.

6.Basic crane motions are:

Hoisting: The movement of the hook, main or auxiliary, with or without load,

when being raised or lowered vertically, Jib remaining stationary.

Slewing: The movement of the superstructure along with jib rotating about a

vertical axis.

Derricking: Raising and lowering of Jib in a vertical plane.

Travelling: This is the self-travel of the crane.

7.Working radiusThe horizontal distance from the centre line of the lifting hook to the centre about which the Crane slews.

8. Outreach The horizontal distance from the centre line of the lifting hook to the headstock (under Carriage)

9. Stability

Stability is based on the moments about the tipping fulcrum. The worst condition usually occurs when the jib is at right angles to the track. For a free on rail duty the fulcrum is the rail while for propped duty, the jack beam-ends are the fulcrum. The sum of the moments in front of the fulcrum plus a percentage of the load for stability margin must be balanced by the sum of the moments behind the fulcrum. For this naturally the maximum load at the maximum radius is taken into consideration.

A crane has to be stable backwards also. This introduces some problems as the weight in the tail used to counterbalance the weight in the jib and the hook load becomes an overturning moment for backward stability when the jib is raised to its minimum radius and consequently its weight only partially comes into play for forward moment.

8 TECHNICAL DETAILS OF DIFFERENT BREAKDOWN CRANES

(i)Maximum Capacity For full propped condition.

132 Tonnes at 1 0 metre radius 30 degree slewing (with 43.2 Tonnes counterweight) For free on rail condition.

59.5tonne at 8 metre radius 13 degree slewing (with 43.2 tonne counterweight)

(ii) Cabin: Mounted on front of Superstructure between Jib fork.

(iii) Hoist Block: Main hook of Rams horn type and auxiliary hook of shank type.

(iv) Axle Load : Jib resting on match truck.

For match truck

17.5 tonnes

For crane 20.0 tonnes

(v) Maximum moving dimensions (RDSO Drg No. CSL 3039) Width 3200 mm

Height 4200 mm

Specifications of 140T Diesel HYD BD Crane.

i) Track gauge

1676mm

ii) Wheel dia nominal

915mm

iii) Bogie centres (Crane)

7500mm

iv) Length over buffers (crane)

13300mm

v) Brakes

Wheel disc brakes

vi) Brake control

Air pressure system, Vacuum Brake system

vii) Max. axle load in train order20 tonnes

viii) Tail Radius

5500mm

ix) Max. Propping load

200 Tonnes

x) Minimum Track Curvature

174 metre radius.

JIBi) Overall length

18000mm (Main hoist centre to jib foot pin centre).

ii) Min. Working radius

5.5 metre

Max. Working radius

16.0 metre

MAIN POWER PACK

i)MakeCUMMINS U. S. A.

ii)TypeNT855 R4

iii)Performance224KW at 1800 rpm.

EMERGENCY ENGINE

MakeSchule (Germany)

TypeTA2

Performance10.5 KW at 1800 rpm

HOISTDRIVE MAIN HOIST AUX. HOIST1) Capacity 140 Tonnes 25 Tonnes

ii) Hoist speed Normal 2.5m/min15 metre/min

Rapid 5.0m/min30 metre/min

DERRICKING DRIVEi) Derricking speed

5.5 to 16m in 90 Seconds

RECOVERY WINCHi) Pulling force Max. 5099kgf.

i) Speed

Max. 20 m/min

PROPELLING SPEEDi) Self propulsion of crane Max. 12 Kmph

ii) Self propulsion with load Max. 6 Kmph

iii) Crane hauling in train orderMax. 75 Kmph

COUNTERWEIGHT COMBINATION ON SUPERSTRUCTURENo counterweight

Nil on Superstructure.

5.2tonne on undercarriage.

Half counterweight

29.2 T. counterweight.

(24T in special condition)

Full counterweight

43.2 T. counterweight

OUTRIGGER COMBINATIONCondition

Propping base

Free on rail

1.74 metre x 7.5 metre

Half prop

2.70 metre x 11.8 metre

Full prop

6.00 metre x 11-8 metre

CAPACITIES OF 140T BRAKEDOWN CRANEThe 140T crane of M/s Gottwald make is capable of performing the following tasks

FULL COUNTERWEIGHTThe crane with full counterweight of 43.2 T. when fully propped is capable of lifting A fully loaded BOX wagon (85 tonne gross weight) over crane head stock, at an outreach of 9 metres (Radius 15M) with limited slewing range of 30 degrees on either side of track center line.

The crane with full counterweight of 43.2 Tonne and free on rail is capable of lifting an empty BOX wagon (30 tonne tare weight) over end of the crane on same track, at an outreach of 3 metres with limited slewing range of 13 degrees on either side of track centre line.

HALF COUNTERWEIGHTThe crane with half counterweight of 29.2 Tonnes when fully propped is capable of lifting an empty BOX wagon (30 Tonne tare weight) over crane head stock at an out reach of 9 metres for 360 degree slewing range.

ii)The crane with half counterweight of 29.2 tonnes when fully propped is capable of lifting a loaded CRT wagon of 41 tonnes at an outreach of 5.3 metres over crane. head stock for 360 degree slewing range.

iii)The crane with half counterweight of 29.2 Tonnes when fully propped is capable of lifting one end of a standard diesel/electric locomotive on the same track (lifting capacity required 66 tonnes) at 5.1 metre outreach with a limited slewing of 30 degrees on either side of track centre line.

HALF COUNTERWEIGHT-SPECIAL CONDITIONThe crane with 24 tonnes on Super Structure and 5.2 Tonnes on Chassis while free on rail is capable of lifting an empty CRT wagon (1 3.1 Tonne Tare weight) over crane head stock at an outreach of 5.3 metre for 360 degree slewing range.

8.4 CONSTRUCTIONAL FEATURES OF 140T BD CRANE

140T crane is having the following assemblies incorporating hydraulic, pneumatic, electrical and electronic equipment

a)Match Truck

b) Jib

c)Undercarriage

d) Superstructure. Structural items are mostly to DIN standard of which Indian equivalent is IS 961 ST 55 HTW and SAILMA450HI. Welding is of Argo-shield type to radiographic quality.

a) MATCH TRUCKMatch truck is of bogie type with suspension consisting of two spring packs in each bogie. Each pack consists of four pairs of helical springs and two stacks of disc springs centrally arranged. Disc springs are available indigenously.

Match truck is mainly for carrying jib, Counterweights, Main and auxiliary Snatch block, ropes and tackles. The location of weights tackles, lifting beams and Jib head is placed so as to distribute the load evenly and keep the axle load within limits.

b) JIBJib is of articulated and cranked type so that the jib footpin is fully relieved of all stresses arising from the crane passing over curved track with buffers in full compression and jib resting on trestle of match truck. For articulated jib, it is important to ensure that the derrick wire rope is sufficiently slack when the jib rests on the trestle to permit articulation. Jib main body is of hollow type and of octagonal shape (two split octagonal halves welded along the length). Boom stopper rest is provided on the top to prevent backward swing of jib from maximum position (due to storm or otherwise). Jib is lifted by two gantry ropes one of which is fitted with load sensing devices. Boom angle sensor is mounted on the fork end inner side.

Design also exists for telescopic jib, derricking by hydraulic cylinder and rail-cum-road type in heavy-duty break down cranes.

ii) HOOKS

The main hoist of the crane is provided with a rams horn hook of 140 tonne capacity supported on thrust ball bearing to allow free swivel even under loaded condition. An auxiliary hook of shank type for a safe working load of 25 tonne capacity is also provided.

c)CRANE UNDERCARRIAGEi)Crane undercarriage is pivoted on two bolsters which are mounted on three axle bogie wheels provided with disc brake due to which wear of only the motion on rail goes to tread and braking wear goes on disc. Each wheel is braked with double jaw brakes by separate pneumatic cylinders.

ii)A Crane suspension in each bogie consists of four spring packs, each pack with two stacks of coil springs (inner and outer) and two stacks of disc springs diagonally arranged.iii)In coil springs, release of load being instantaneous, damping effect is minimum. Incase of Disc springs contact area of friction is released gradually (with release of load) resulting in provision of damping.

iv) The spring suspension arranged can be blocked by axle blocking arrangement. Each bogie is fitted with gear drive (pinion to be engaged by pneumatic cylinders) operated by hydraulic motors.

d)SLEWING RINGi)Slewing ring is a large size roller bearing mounted horizontally and connecting under carriage and superstructure ( while permitting rotations of Superstructure and under carriage). This is specially designed to accommodate oscillating moments. Slewing ring comprises of inner ring and outer ring. Inner ring is having gear teeth which mesh with slewing gear pinion mounted on slewing motor. The Inner ring is having 64 holes and Outer ring is having 64 holes. The outer ring is fastened with Superstructure and Inner ring is fastened with undercarriage by long studs. The Slweing ring permits rotation of the superstructure on under carriage and accommodates tilting movement as well as axial and radial loads.

ii) The main advantage of the slewing ring assembly is that it is much more compact and its hollow centre permits the installation of driving mechanism (slewing motor) and the passage of various control connections through rotor. Further, the superstructure and various mountings on it are very easily accessible from under-neath.

e) SLEWING MECHANISMBy provision of slewing pinion driven by a hydraulic axial piston motor, complete slewing with speed of 360 degrees rotation per minute has been provided. Slewing motor is supplied oil from a closed hydraulic circuit (pump Q3) which ensures extreme sensitive and jolt free slewing of the crane. The lamina brakes engage automatically at the end of the stewing motion and disengage automatically at the beginning of any slewing motion.

f) ROTOR CONNECTIONThe Rotor is mounted on the undercarriage in the centre of the slewing ring and it connects hydraulic and air system of Superstructure and Undercarriage.

8.5 VARIOUS SYSTEMS OF CRANE WITH BRIEF DESCRIPTIONS.

a)AIR PRESSURE SYSTEM I)Air pressure system in the crane carries out the following operations

Operations of the brake cylinder.

- Engaging the traction gear pinion.

-Operations of condition indicators for service brake, hand brakes and springs suspension blocking.

-Signal horns.

ii) When the main power pack of crane works, the main engine air compressor charges the entire air pressure system. The pressure-regulating valve keeps the pressure in the range of 6.2 to 7.3 bar. A gauge in drivers cabin indicates the pressure. An air oiler mixes small quantity of oil with air, thereby ensuring that pneumatic valves and equipment are lubricating continuously. Condensed water from the system can be removed by means of drainage valve provided in air supply tanks.

b)Brake systemThe Undercarriage is equipped with air brake system but can be integrated in both vacuum braked or compressed Air braked train order. For this the corresponding hose couplings must be connected and the brake valves switched over with side mounted hand levers. Each bog i.e. has a total of 6 compressed Air brake cylinders, whose double jaws at on the discs mounted on wheel centres.

c) Hauling In Train Order with compressed air brakeIn this case, the crane has to be changed over to the vacuum controlled compressed air brake system, which means that the brake and release impulses come via the train order vacuum line; however the braking force itself is still generated with compressed air. Two Axle mounted air compressors serve to charge the air tanks, which are driven by belt from the axle.

Automatically operated multiple disc clutches ensure that the air compressor is only driven in case of need. Thus, caution must be taken by prefilling it with main power pack as the air compressor requires about three hundred metres hauling distance to fill the air tank in case it is completely empty.

d) Self propelled crane travel In uncoupled condition of the undercarriage, brake system is supplied air from the

compressor on the crane's main drive assembly. The air pressure is directed by means of a rotor to the undercarriage air tanks. When the spring suspensions blocking is engaged, the brake also closes. By operating the travel control lever,'the brakes open and when the control lever is pulled back to neutral position the brakes are automatically engaged again.

In addition, independent of the position of the control lever, braking can be initiated by foot valve in the cab. Slow motions of the control lever and simultaneous braking enables the crane to be braked very smoothly when travelling with load.

vi)When air brake train hauls the crane, the air supply is made from the trains

mainair pipeline.

vii)Whether it is an air brake train or a vacuum brake train, in either case brakes on the

crane are applied simultaneously with the application of brakes on the train.

e)Parking brakeWhile leaving the crane on site or in yard ( in every case when the diesel engine is not running), the parking brake must be applied. On track with more than 3% gradient, additional wedges should be used to protect the crane from rolling. By turning the parking brake hand wheel, the brake jaws will be closed by means of a piston pump and additional hydraulic cylinders on each brake cylinder per axle. The respective brake condition (open/ close) is signaled by side mounted indicator devices.

f) MATCH WAGON BRAKE SYSTEMEach match wagon bogie wheel is braked by means of a double jaw brake with a Separate air pressure cylinder. One of the brake cylinder per axle is fitted with a hydraulic cylinder which is pressurised by the hand brake and closes the corresponding brake. Contrary to the crane Undercarriage, match wagon brake system is only in operation in compressed air braked train order and by self-propulsion in combination with the crane. When being hauled in vacuum braked train order the compressed air brake will be shut off and the through vacuum brake line connected. In this condition there are no brakes in the match truck.

g) ROPE WINCHESThe crane is fitted with two single rope winches for main and auxiliary hoists as well as a double rope winch for derricking the boom in and out. Each winch gear and rope drum form a compact sub-assembly and comprises of internal planetary gear, built-in lamina brake and flanged hydraulic motor.

h) COUNTERWEIGHTS

Counterweights are mounted on the Superstructure as per requirement of load condition. Sensing of 29.2T/43.2T or no counterweight is done by pressure switches provided with the counter weight gallows hydraulic cylinder and it is transmitted to the PAT and also indicated in the drivers cabin.

i)TRACTION GEARIn the inner wheel of the crane bogie, traction gear is mounted during travel mode, traction pinion meshes with the gear operated by pneumatic cylinders.

This occurs if Axle blocking is operated. With Axle blocking, brake is applied on the crane wheels. When the driver operates the control lever for travelling of the crane, brake opens automatically.

j) OUTRIGGERS The outriggers comprise 4 swing-type telescopic beams, each fitted with a vertical

outrigger cylinder at the end. Extending and swinging out the beams is carried out simultaneously by means of a hydraulic cylinder.

According to space and operating conditions the crane can be propped in both swing limited positions. Outrigger bases are (i) 1 1.8 m x 2.7m (ii) I 1.Bm x 6.Om

k)LAMINA BRAKE IN CRANE MOTIONIn main hoist drive, auxiliary hoist drive, derricking drive, slewing drive and salvage winch motors, lamina brake has been provided. The drive assembly consists of hydraulic motor, gear box with built in lamina brake and rope drum. This arrangement provides safety in case of damage to the circuit and prevents free fall of the load/motions.

In case of main/auxiliary hoist and derricking drive, while lowering, pressurised oil releases lamina brake. When the load is getting lifted up, the check valve provided in the brake valve attached to the hydraulic circuit prevents falling of the load in case the motor is not able to produce the required torque to lift the load. While lowering the load lamina brake is released and the throttle provided in the brake valve permits smooth lowering of the load.

While lifting or lowering when the motion is stopped above the ground, due to drop in pressure lamina brake gets applied and holds the load at the same position. This ensures safety in crane motion.

l)SAFETY DEVICESIn this crane, all the crane motions and related actuation are carried out hydraulically and controlled from the Cab. Hydraulic pumps are driven by main diesel engine (224 KW at 1800 rpm). Hydraulic system is protected by means of check valves to take care of pipe/hose fracture/leakage.

ii) Main hydraulic circuit working pressure being 280 bar, the valves are not directly

operated manually. The main valves and the circuits are actuated by another hydraulic circuit called "Pilot circuit" which is at 30 bar. All joy sticks and levers which are manually operated, in fact control through the pilot circuit only.

NOTE: - Though joy stick and lever operation does not take much effort, it should not be operated with jerks. Due to rough handling, valves have got damaged in some cranes.

III)Three sensing devices, i.e. slewing angle, load cell and boom angle sensors, respectively monitor the slewing angle, actual load on hook and boom angle. The sensing is continuous. These work in conjunction with PAT system provide computer monitored safety against unsafe operation based on excess load moment.

IV)All the electrical safety solenoid valves are incorporated in, the 30 bar pilot control circuit. While operating the crane, if the operator exceeds the safe working parameters such as working radii or overload conditions are approached, the safety components such as limit switches, load cell, angle sensor, etc. respond and interrupt the power to solenoid valves. This results in connecting concerned pilot line to return line (to hydraulic oil reservoir) thereby stopping the functioning of respective hydraulic working equipment (motor cylinder etc.)

m) MAIN POWER PACKMain power pack is a horizontally mounted, six cylinder diesel engine with super charger. The main power pack at the radiator end drives two pumps (06 & 07) and sits the opposite end, is flanged with the transmission box and drives 5 pumps (Ql to Q5). The main power pack also drives the main compressor and the three phase alternator through belt drive, both at the radiator end.

n) AUXILIARY POWER PACK/EMERGENCY ENGINEThis is a smaller c