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INDIAN RAILWAYS MAINTENANCE MANUAL FOR DIESEL LOCOMOTIVES - PART 8

Document No:

Chapter –3 Infra. Facilities of Diesel Loco Shed

Version No: 1.0-d0

Date Issued: dd/mm/yyyy

Document Title: MANUAL MAINTENANCE FOR DIESEL LOCOMOTIVES

Revised 2013

Printed: 2015/03/08

Page 24 of 303

2.6.6 Forecast of locos to be turned out from shed.

2.6.7 Keeping a watch on the movement of disabled, overdue schedule, new and locos

from/to POH/Rebuilding shops.

2.6.8 Daily utilization of diesel locos on each division.

2.6.9 Monitoring of VVIP / VIP specials like MR, MOSR, GM, etc. from point of view of

arrangement of diesel loco and running staff requirement.

2.6.10 Close monitoring of ART /SPART, ARMV/SPMRT & BD Cranes during accidents.

2.6.11 Monitoring of diverted trains in coordination with Zones & Divisions.

2.7 Facilities: The Central Power Control Organization should be well equipped, to enable it to

discharge its function efficiently. It should have suitable and well-furnished
accommodation which is free from other disturbances. The key to proper functioning of
centralized power control organization is prompt and efficient communication facilities.
Central Power Control Organization should be able to contact all diesel sheds, Divisional
Control Organization and all the major yards directly, and if possible, simultaneously, so
that instructions to all concerned can be conveyed without delay. One P&T Line, three
Railway phones with STD, two CUG phones, two computers with FOIS connectivity, two
printers and one photocopier should be available to enable Central Power Control to get in
touch with Central Control on other Railways, other diesel sheds and individual Officers,
LIs/LPs/ALPs, Supervisors, etc., to effectively monitor the loco performance and prepare
various types of information required.

2.8 Maintenance Schedules:

2.8.1 Strict enforcement of maintenance schedule is one of the important responsibility of

the Central Power Control Organization. If the locos are not attended for schedule
maintenance in time, it would not only affect its reliability but would also cause
serious setback to the maintenance as well as availability of diesel locos. The uneven
flow of locos will result in shed capacity going underutilized during lean period and
locos waiting for repairs when there is bunching of locos.

2.8.2 As a rule, the loco should not be booked to work trains after the due date except with

the specific permission of the Dy. CME (Diesel) or the Engineer-in-charge of the
shed.

2.8.3 The Central Power Control should therefore prepare a list of diesel locos which are

due for schedule attention four days in advance and relay these numbers to the
divisions on which the locos are working on that day so that they can be booked on
trains working towards the home shed and reach in time for undergoing schedule
attention.

2.9 Operations

2.9.1 Passenger services:

2.9.1.1 Allotment of diesel locos for passenger services is made on the basis of loco links.

Loco links for working passenger services should be so framed as to get the

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Document No:

Chapter –3 Infra. Facilities of Diesel Loco Shed

Version No: 1.0-d0

Date Issued: dd/mm/yyyy

Document Title: MANUAL MAINTENANCE FOR DIESEL LOCOMOTIVES

Revised 2013

Printed: 2015/03/08

Page 25 of 303

maximum advantage of extended runs by providing fuelling facilities and change
of crews en-route.

2.9.1.2 Loco Link: Loco link is an arrangement of loco for working a set of trains from

one station to another for Mail/Express/Passenger trains. Loco link gives the
requirement of locos required to run the given number of trains. Loco link is
prepared by HQ office in consultation with COM. Factors to be considered while
preparing a loco link: 1) Availability of the Locos 2) Trip Inspection
(Mail/Express /Passenger locos are required to be given trip inspection within the
link) 3) Lie over period at destination station: When a loco completes its journey
after working a train, this loco is sent to yard, trip shed etc. This loco is again
attached to the train as per the link. The period for which it remains idle at
destination station (i.e. the time period when loco is detached and again attached
to train) is known as lie over period of the loco. This time should be adequate to
take care of the types of attention required to be given to loco 4) Total Kms
earned during trip should normally not exceed 5000 Kms. 5) Fueling locations.

2.9.1.3 For every 30 locos in link, an additional overlapping loco shall be provided to

cater for higher schedules (as per Railway Board’s letter no. 2006/TT-IV/9/3
dated 2

Nov’06).

2.9.2 Goods operation:

2.9.2.1 The allotment of diesel loco for each division is worked out on the basis of

number of through goods trains to be run daily on different sections. The number
of diesel locos required for working the planned number of trains is arrived at on
the basis of target of loco Kms per day per loco in use. Normally, utilization of
500 Km on BG double-line and 400 km on BG single – line per day per loco can
be adopted. The actual targets should be fixed by each Railway taking into
consideration the operating conditions prevailing on that Railway.

2.9.2.2 To get the best results, all diesel loco operating goods trains should be run on

fixed paths. This system is also helpful in forecasting the number of locos which
are likely to be available at terminals or the interchange points

2.9.2.3 The movement of each diesel loco in 24 hours should be monitored and plotted on

a chart having hourly divisions. Locos working passenger and goods services
should be plotted in different colors. The detention to locos in yards can also be
shown in a distinct manner for clearly bringing out the utilization of the locos.
Similarly, the idle time when a loco is waiting in the yard for load can be shown
in a different manner

2.10 Crew Management

2.10.1 Training of Crew:

2.10.1.1 Induction/Promotional training of crews for diesel operation and conducting

refresher courses for the running staff should be organized by the Headquarters
Office at the various Diesel Technical Training Centers on the Railway. A
competency certificate must be issued to the running staff after they have been
trained and qualified for operating each type of diesel loco.

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Document No:

Chapter –3 Infra. Facilities of Diesel Loco Shed

Version No: 1.0-d0

Date Issued: dd/mm/yyyy

Document Title: MANUAL MAINTENANCE FOR DIESEL LOCOMOTIVES

Revised 2013

Printed: 2015/03/08

Page 26 of 303

2.10.1.2 In addition, special courses for diesel operation shall also be organized for the

Trainers and Loco Inspectors.

2.10.1.3 Details of training content and periodicity for promotional and refresher courses

for LIs, LPs, Shunters and ALPs prescribed by Railway Board are given at
Annexure-2.1

2.10.1.4 After completion of training of particular(s) types of diesel unit(s) by running

staff, endorsement of that diesel unit(s) should be made in their competency
certificate.

2.10.1.5 After a Loco Pilot/ Shunter/ Assistant Loco Pilot has done the basic course of a

diesel electric unit, he can be retrained for Diesel Electric Multiple Unit/ Diesel
Hydraulic Multiple Unit with a short 3 week familiarization course. Such courses
should include 1 week of handling/on line training with Loco Inspector.

2.10.1.6 In the event of a Loco Pilot / Shunter not having handled a particular type of unit

for which he had been trained for a period of more than 6 months, he should be
given 3 trips of handling with Loco Inspector. In the event of the period
exceeding 18 months, the 3 week familiarization course as mentioned in para
2.10.1.5

should be repeated.

2.10.1.7 Road Learning Training:

(i) Road Learning training is given to running staff to make themselves conversant

with signal locations and other operating conditions. This training is essential
before a LP or ALP is booked to work the train independently in section. During
the Road Learning period, LP/ALPs travel in the section on loco and make
themselves aware with the following aspects of train working:

a)  Locations of signal at each station of the section.
b)  Idea of visibility of signals of each station.
c)  Intermediate block signaling in section.
d)  Automatic and semi-automatic signals.
e)  Location of spring points in section.
f)  Approximate idea of gradient of the section and ruling gradient.
g)  Siding at various places in section where goods train are placed or removed.
h)  Locations of Permanent speed restriction in section.
i)  Maximum load allowed in section with single and multiple locos.
j)  Banking section where banker is provided to avoid stalling of the train.
k)  Maximum permissible and booked speed of the train in section.
l)  Idea of capacity of loop lines at various stations.
m)  Idea of running time in section.
n)  Restriction of not stopping the good trains at certain stations or signals
o)  Knowledge of WTT
p)  Knowledge of approximate trip rations for different locos and loads.

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Document No:

Chapter –3 Infra. Facilities of Diesel Loco Shed

Version No: 1.0-d0

Date Issued: dd/mm/yyyy

Document Title: MANUAL MAINTENANCE FOR DIESEL LOCOMOTIVES

Revised 2013

Printed: 2015/03/08

Page 27 of 303

(ii) Every new LP should be given three trips, including one night trip between 20:00

hrs. to 06:00 hrs. This scale of trips would apply to all systems of working,
including sections having one train only system of working. During road learning
crew should sign ON & OFF, like working crew.

(iii) After completion of Road Learning, LP/ALP should submit the diary indicating

the Road Learning taken by them. During the Road Learning training, they should
obtain the signature of the LP of the train by which they traveled during their
Road Learning training. In addition to above, the depot in-charge should also
interview the crew of his depot, to judge the knowledge gained during Road
Learning. If the performance is unsatisfactory, the Road Learning period can be
extended suitably with knowledge of branch officer.

(iv) After the road learning training, the candidate should give a declaration as per the

format given as under:-

FORMAT

“I hereby declare that I have taken Road Learning in following section.
______________________________________________________________
S.No. Section Date of learning No. of trips From To

1.
2.
3.
4.
Now, I am fully familiar with the requirements for safe and efficient diesel
operations in the aforesaid sections.
Signature:_______________________
Name:__________________________
Design:__________________________
Date:____________________________

(v) If the candidate is not confident of Road Learning, in the prescribed period, he

may ask for an extension of road learning period to his depot in-charge. On
getting such request, Road Learning period shall be suitably extended.

(vi) A register should be maintained at crew booking point indicating the Road

Learning validity of LP/ALPs. Before a LP/ ALP is allowed to work the train, a
declaration should be obtained that he has taken the Road Learning of the section
and he is fully familiar to work the train in the section.

(vii) If a LP/ALP has not operated on a section for over three months, he should be

given Road Learning trips as per schedule given below:-

Absence of

Number of Trips

3 to 6 months

One trip

6 months to two years

Two trips

Absence of over 2 years.

Three trips (as given to new
entrants)

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