OPERATING MANUAL FOR INDIAN RAILWAYS (2020-2022)

(c)

Trap Points

(i)

This is a single rail cut.

(ii)

This rail cut will be away from the adjacent line.

(iii)

To provide isolation, the trap point will be open.

(iv)

When it is open and if a vehicle moves the vehicle will derail.

(v)

This is provided to isolate running line from non-running line and main line

from loop line.

(d)

By setting of points:

At interlocked stations, isolation can also be obtained by setting of points.

(e)

Permanently locked points

Certain points, including traps are kept permanently locked and

(ii)

The keys for these points are kept in on duty station

Master custody.

(iii)

These points have to remain set and locked in normal position.

(iv)

These keys are handed over, when these points are required to be

worked.

(f)

Scotch Block

(i)

A lump of log covered with iron sheets and coloured red.

(ii)

This will be connected with a chain tied up on the earth.

(iii)

This is a place across the rail and locked to prevent vehicles moving away.

(v)

If the vehicle moves the vehicle will derail.

(vi)

This is used normally to isolate running line from non-running line.

(g) Hayes Derail

It is a device designed to limit the movement of free rolling, uncontrolled wagons/

vehicles. This is accomplished by grinding the flange of a wheel up and over the railhead,

dropping the wheel clear of the rail on outside of the rails. The wheels lodging in the tie

cribbing and ballast halt movement of wagons /vehicles.

(h) Derailing Switch

This is an extended portion of track ending with some sand.

•

The distance from the points is about 15 feet.

•

This is used to isolate main line from loop line.

•

This is an efficient substitute for signal overlap under approved special instructions.

•

The normal setting of points is for derailing switch.

•

If the vehicle moves, the vehicle will derail on the sand at the end of the derailing

switch.

•

Simultaneous reception is possible with CRS permission.

•

This should not be obstructed.

Explanation of certain simple terms: -

(i)

COUPLED POINTS: - When two or more points are worked by the same lever.

(ii)

CROSSINGS: - The appliances provided at the Junctions where two lines cross or

join one and other.

(iii)

COMPENSATOR: - It is an appliance provided to compensate for difference in length

of roddings and wires due to variations in temperature.

(iv)

CRANK: - It is an appliance fitted with the rodding to change the direction of the

motion given by the lever.

(v)

DETECTOR:- It is an electrical or mechanical device which prevents the signals from

being taken ‘OFF’ unless the points are correctly set.

(vi)

ECONOMICAL POINT LOCK OR S.L.M.

(Switch & Lock Movement):- When the

facing points and the facing point lock are worked by the same lever, it is called

“Economical Point Lock” or “S.L.M.”

(vii)

FACING POINT LOCK:- It is a plunger bolt provided at facing points, which ensures

that the points are correctly set and locked to prevent them from being moved.

(viii)

FACING POINT LOCK BAR: - It is a bar provided at facing points is connected with a

facing point lock, which prevents facing point lock being moved while a vehicle is

passing or standing over it.

(ix)

FOULING BAR:- It is a bar provided at the fouling points between two diverging

roads which prevents points being set and locked and signal being taken ‘OFF’ for

one road while a train is standing short of clearance on the other road.

(x)

LOCKING: - A lever is said to be locked when in the normal position it cannot be

pulled over. A lever is said to be locking another lever when owing to the farmer’s

remaining or in the normal or reverse position the latter cannot be pulled over.

(xi)

RELEASE: - A lever releases another lever, when due to its operation the later can be

pulled. If lever No. 2 can only be pulled over when lever No. 1 is pulled then lever No.

1 is said to be de-releasing lever No. 2.

(xii)

SLOT: - It is an electrical or mechanical arrangement where by a signal can only be

lowered only by the joint operation by two or more persons, but can be put back to

‘ON’ by any one of them.

(xiii)

TONGUE RAILS: - These are rails with tapered movable ends which controls the

setting of the route.

(b)

PANEL BUTTONS:

1. Signal buttons

2. Route buttons

3. Point buttons

4. Calling on signal buttons

COGN

5. Emergency buttons

EGGN, EUYN,EUUYN, EWN

6. Reminder collors

XT RES PB+A/C RES KEY, POWER FAIL, ACK, SYS, HL/SL

MECR FAILEDFAIL,ACK

7. Point group buttons

WWN

8. Gate signal buttons

LXN

9. Slot release, slot lock buttons

S No

Button

Description

Colour

Location

SM KEY

Top Centre of the panel.

PANEL/PC

Used during the procedure Transferring

NEAR BY TO SM KEY.

SWITCH

control PANEL to PC or VICE VERSA.

(Main) Signal Button

RED

Close to signal and on the first track

SH-GN

Shunt signal button

YELLOW

Close to Signal and on the first track

Route Button

WHITE

Centre of the berthing or last control

track circuit

Point Button (used only for point

BLUE

Close to the point demarcation

operation)

WWN

Point Button (used for point operation

BLUE OR BLUE

Top to the PANEL

and also for route section release)

WITH WHITE DOT

ON TOP

LXN

Level crossing control release button.

BROWN OR

Close to the level crossing

CHOCLATE

demarcation

KLYN

(Point) key lock Release Button

BLACK

Close to the slotted point demarcation

COGGN

Calling on Signal control Button

RED

Top of the panel and below COGGN

(common)

COUNTER

EGRN

Common Button to replace a cleared

RED

Top to the panel below EGRN

Signal at ‘ON’

COUNTER

10.

GBN

Common Slot Release Button (For

GREEN

Top of the panel

Gate, Crank handle)

11.

GBRN

Common Slot Return Acknowledgement

BLACK

Top of the panel

Button

12.

EWN

Common point button for (emergency

BLUE

Top to the panel and below

operation)

EWN COUNTER

13.

AGGN

Common Button to introduce Auto

TOP OF THE PANEL

working of a Main Signal.

GREEN

14.

AGGRN

Common Button to cancel Auto working

BLACK

TOP OF THE PANEL.

of a Main Signal

15.

EUYN

Emergency Route Cancellation button

GREY

Top of the panel and below EUYN

COUNTER.

16.

EUUYN

Emergency Route Release button

GREY

Top of the panel and below EUUYN

COUNTER

17.

OYN

Emergency Overlap Release Button

WHITE

Top of the panel and below OYN

COUNTER

18.

E/WHLMEF

Signal lamp Failure Alarm acknowledge

WHITE

Top of the panel and below

AIL,

button

FILAMENT FAIL INDICATIONS

WSLMEFAI

19.

E/WHLMER

Signal lamp Failure Rectified Alarm

WHITE

Top of the panel and below

ECT,

acknowledge button

FILAMENT FAIL INDICATIONS

WSLMERE

20.

POWERFAI

POWER Failure Alarm Acknowledge

RED

TOP OF LEFT SIDE OF THE PANEL

Button.

ACK

21.

SYSFAIL

SSI system failure acknowledge

WHITE

TOP OF THE PANEL and SYSTEM

ACK

ON INDICATIONS

22.

G/U/W/GR

Button hold alarm acknowledge

WHITE

TOP OF THE PANEL

N ACK

23.

FCORPB

False feed alarm

RED

TOP OF THE PANEL

Acknowledge

24.

XY RESPB

loop line axle counter reset button

GREY

BELOW AXLE COUNTER

RESET COUNTER

25.

TRAIN

Train entering next station block section

BLACK

TOP OF THE ADVANCE STARTER

ENTRY

alarm acknowledge button

SIGNAL DOMINO.

ACK

PANEL BUZZERS:

Button hold buzzer

Signal filament failure buzzer

Power fail buzzer

System fail buzzer

Block release buzzer, train entry buzzer

False feed buzzer

PANEL COUNTERS:

Emergency signal replacement counter (EGRN)

Emergency route release counter (EUUYN)

Calling on signal counter (COGGN)

Emergency route cancellation counter (EUYN)

Emergency point operation counter (EWN)

Emergency overlap release counter (OYN)

Panel Button Description

Panel Operation Chart

S.No

Gear Type

Buttons to operate

Required Conditions

For Route Release

Signal

Emerg.

Emerg. Route

Cancel

Route

Cancel

Release

Home Signal

GN+UN

Control Tracks overlap tracks up,

GN+

required point detection including

EGGRN

EUUYN

EUYN

overlap/isolation point detections, gate

is locked and concerned CH locked plus

concerned MCB’s switched on.

Calling-On

GN+COGGN

Calling-On Track in front of Signal must

GN+

Signal

Release only

be occupied and rear/ replacement

EGRN

EUUYN

EUYN

COGGN keeping GN

track must be high [clear ]

pressed and press

Main Line

GN+

Control Tracks up, required point

GN+

Starters

Ad.St. UN

detections including isolation point(s)

EGRN

EUUYN

EUYN

GN+St.UN

and concerned CH locked plus

concerned MCB’s switched on.

Loop Line

GN+AdSt-UN

Control Tracks up, required point

GN+

Starters

GN+St.UN

detections including isolation point(s)

EGRYN

EUUYN

EUYN

and concerned CH locked plus

concerned MCB’s switched on.

Approach clear, Clrars after berthing

track is occupied for 48 seconds.

Shunt Signal

SHGN+UN

Control Tracks up, required point

SHGN+

GN+

detections including isolation point(s)

EGRN

EUUYN

EUYN

and concerned CH locked plus

concerned MCB’s switched on.

Auto Signal Set.

GN+AGGN

The Signal should be lowered first

‘A’ Marker will lit.

Auto Signal

GN+AGGRN

‘A’ Marker will not lit.

Cancel

Loop Line Axle

XT RES PB+A/C RES Loop line Axle Counter Track failed

Station Master will ensure personally for

Counter Reset

KEY

clearance of line

Power Fail ACK

POWER FAIL ACK

Buzzer will stop on pressing the BUTTON,

the RED indication remains till the

problem is rectified.

System Fail

SYS.

System Fail Buzzer should give sound

Buzzer will stop immediately

ACK

FAIL,

ACK

HL/SL MECR

HL/SL MECR FAILED On hearing a Buzzer for MECR(Signal

Buzzer will stop immediately

Failed

filament failure) along with the

indication.

HL/SL MECR

RECTIFIED

Signal filament rectified.

Buzzer will stop immediately

Rectified

STATION WORKING RULES (SWRs) AND TEMPORARY WORKING ORDER. (Back to Index)

General Rules 5.06, stipulates

“(1)

In addition to General Rules for Indian Railways and Subsidiary Rules of a Railway

each station shall be provided with Station Working Rules, applicable to the station, issued

under special instructions.

(2)

A copy of the Station Working Rules or relevant extract thereof shall be kept at

stations, cabins and level crossings concerned. ”

SWRs shall be issued in Bi-lingual i.e. in English and Hindi (Devnagri script) form.

Object:

The object of issuing SWR is to inform all staff concerned with working of trains about the special

features of the station to ensure safe train operations at & between stations including level crossings,

depending on local conditions.

Authority to issue SWRs:

Under the provisions of GR

5.06, the authority to issue SWRs rests with the

Authorised Officer of Railway. The power to issue SWRs has further been delegated

to the Sr.DOM/DOM and Sr.DSTE/DSTE jointly for all stations within the Division.

ii)

SWRs are issued in conformity with the G&SR and can not, in any way supersede

them. In case of any conflict, the provisions of G&SR will prevail.

SWRs requiring sanction of Commissioner of Railway Safety (CRS):

At stations where relaxation has been obtained from provisions of General Rules

under approved special instructions, the approval of CRS already obtained shall find

place in the SWRs.

ii)

Railway administration must obtain sanction of the CRS, when the SWRs are revised

as a result of any work listed in para 1302 of the Indian Railway’s P.Way Manual.

iii)

Works requiring the sanction of Commissioner of Railway Safety and notice thereof

(See Appendix B to Ch XV of G&SRs)

iv)

SWRs of Special Class Stations

Procedure for Preparation of SWR

The Sr.DSTE/DSTE will prepare/amend the Rule Diagram on the basis of signalling

plan/appendices and send the Rule Diagram and also signalling plan/ appendices in

case of interlocked station, to the Sr.DOM/DOM for framing Station Working Rules.

ii)

Since the Rule Diagram has a vital bearing on the preparation of the SWRs, the

Sr.DOM/DOM will scrutinise the Rule Diagram and the Signalling Appendices, if any,

and have these checked at the site.

ii)

The Sr.DOM/DOM will arrange for preparation of the Draft Working Rules by the

Transportation Inspector in the Standard Format, after which these will be checked

and approved by the Sr.DOM/DOM personally. In case of interlocked stations the

Draft Working Rules shall be checked and approved by Sr.DSTE/DSTE.

Sr.DEE/DEE (TRD) shall also be associated in electrified sections.

iii)

If there is a

‘D’

(Flag Station) and ‘DK’ (station with siding) between two Block

Stations, the SWRs of the Block Stations on either side shall contain a reference to

such D/DK class Station (in Appendix ‘F’ of the SWR). In the case of a DK class

Station, the special instructions for working the siding shall also be incorporated in the

SWRs of the Block Stations situated on either side of the ‘DK’ class Station. A copy

of these special instructions along with the Rule Diagram shall be made available at

such DK class Stations.

iv)

LC Gates controlled by the Stations and rules for their working shall be incorporated

in Appendix A of SWR.

The detailed working instructions of Ghat sections shall also be appended on

Appendix to the SWRs of adjacent block stations of Ghat section.

Responsibility of the Officers signing the SWRs :

SWRs are the functional rules governing the working of stations,. These need to be

prepared with care and attention as any deficiency in these rules can endanger safety

,in which case the officers signing the SWRs shall alsol be held responsible along

with other staff for breach of safety rules.

ii)

It is obligatory that the rule diagram of the ground conditions are compared at site to

confirm accuracy of R.D. In absence of officials signing the SWR having verified it

personally, the Transportation Inspector and the SE (Signal) will, after having jointly

inspected the site shall certify in writing that the actual layout conforms to what is

shown in the Rule Diagram and the number of points and signals quoted therein are

correct.

Reviewing of SWRs:

The SWRs should be reviewed once in every five years. In case the review brings out the

necessity of carrying out changes, the SWRs should be re-issued. In the event of more than three

correction slips having to be issued, the SWRs should be reissued without waiting for the periodical

review to be conducted every five years as mentioned above.

Method of correcting SWRs:

Whenever any addition/amendment is required to be made in the said rules, the entire

page/pages duly signed by concerned officers on which the provisions requiring addition/amendment

appears should be replaced. The method of pasting correction slips by hand in the SWRs is not

permitted.

Responsibility of Transportation Inspectors (TI):

ii)

The Transportation Inspector is responsible to see that SWRs of stations on his section

are correct and upto date. He will also be responsible to ensure that the station staff viz.

Station Supdt., Station Master, Switchman, Cabinman, Pointsman, Gateman and any

other staff who are in any way connected with train passing duties, possess correct

knowledge of the Rule Diagram and the SWRs and observe them strictly.

iii)

Transportation Inspector will also check the SWRs and Rule Diagram and point out

irregularities, if any, detected by him. If he finds that certain rules are impracticable

thereby forcing the staff to infringe them, he shall immediately bring this matter to the

notice of the Sr.DOM/DOM. If he detects any error or omissions which, in any way, affect

safe running of trains, he shall take immediate steps at the spot as necessary for safe

working of trains and report the matter to the Sr.DOM/DOM concerned for necessary

amendment/ modification in the SWRs.

Responsibilities of Station Manger/Station master in charge:

The Station Superintendent/Station Master on receipt of the SWRs must immediately check to

ensure that these conform to the local conditions at their stations. If he finds any discrepancy in the

said rules, he shall immediately bring such discrepancies and difficulties to the notice of the

Sr.DOM/DOM and Transportation Inspector of the section. The Station Manager in charge shall see

that all staff having definite responsibilities in train passing at their stations correctly understand and

follow the SWR.

10.

Assurance of staff:

All the staff who are in any way associated with train passing duties, must sign a

declaration in the Assurance Register in token of having studied the SWRs, Rule

Diagram and other instructions pertaining to their duties and understood the same

and that they are in a position to take up duties independently at the Station. In case

of illiterate staff, the Station Manager in charge/Yard Master/Assistant Station Master

shall personally explain the SWRs, Rule Diagram and their duties and obtain their

acknowledgements in the Assurance Register as a token of their having understood

the instructions. The SS/YM/SM/ASM shall also certify that the staff concerned has

understood the instructions pertaining to their duties.

ii)

Fresh assurance shall be obtained in the Assurance Register from the staff

concerned when -

(a)

He joins at the station as a new member,

(b)

There is any change in the Station Working Rules,

(c)

He resumes duty at the station after an absence of 15 consecutive days or

more.

10.

Distribution of Station Working Rules:

Copies of SWRs shall be distributed as per current instructions

11.

Standardisation of SWRs:

To maintain uniformity in the SWRs, the following format shall be used while framing/revising

the Station Working Rules for stations. Care may, however, be taken to ensure that -

a) The SWRs framed as per the format are self-contained, brief, precise to the point and

written in simple spoken language and

b) General and Subsidiary Rules need not be reproduced in the SWRs. Relevant GR/SR

number, may be mentioned in bracket against each para when required.

c) Sr.DOM/DOM and Sr.DSTE/DSTE and Sr.DEE/DEE (TRD) are required to add those

special items or features having a bearing on safety in operation at the concerned

Station, which is not covered by the format given below (This format has been fixed

by RLY Bd) :

……………RAILWAY

No…………………..

…………DIVISION

STATION WORKING RULES OF

------------

(Name of the station)

……………. (BG/MG/NG)

Date of issue: -----------------

Date brought in force---------

NOTE:

(i)

The Station working rules (SWR) must be read in conjunction with General&

subsidiary Rules and Block Working Manual. These rules do not in any way supersede any

rule in the above books. The language of SWR should be simple, brief and unambiguous

applying provision of rules to the specific conditions at the relevant station. These rules must

be in simple language intelligible to ordinary railwaymen. However, relevant GR/SR Numbers

may be mentioned in the brackets.

(ii)

The SWR must be page numbered with the station name code written on each page

and signed by the Divisional Operations Manager and Divisional Signal & Telecom Engineer

at interlocked stations and at non-interlocked stations by Divisional Operations Manager and

Divisional Engineer should sign each page.

(iii)

The SWR should be issued afresh after every five years or after issue of three

amendment slips and reviewed as and when required.

(iv)

Any new innovations introduced to facilitate train operation should be incorporated in

SWR.

Station working rule diagram :

SWR Diagram No. ---------- based on CSTE/----- Railway and Signal Inter locking Plan No. -

------- should show the complete layout of the yard, Points, Signals, gradients and

interlocking arrangements of the station including the non-interlocked sidings, exact and

actual holding capacity of all the individual lines in metres, actual inter signal (demarcation

point) distances, names of adjacent stations and IBH signals, where provided, on either side

of the station with their respective distances from the centre line of the station building to the

central line of the adjacent stations and any other information necessary in the day to day

operation of trains. The particulars of date up to which it is corrected should also be

mentioned. SWR diagram should show actual distances and not the minimum prescribed. It

should be signed by the Divisional Operations Manager, Divisional Signal & Telecom

Engineer and Divisional Engineer. The detection table, Lever Collar Chart and Pull Sheet

may be provided in Appendix ‘B’. Pull Sheet should be reproduced on a board brightly

painted in the cabins to be placed above the Lever Frames.

Description of station

2.1 General (Location)

-------- (Name of the station) is a ------- class station on the ------------ (name of the section)

double/single line Electrified/non-electrified (BG/MG/NG) section of -------. Railway on -----------

---- route. It is situated at KM ------- from-----( a nominated point on the Railway). The number

of cabins should be furnished.

2.2

BLOCK STATIONS, IBH, IBS ON EITHER SIDE AND THEIR DISTANCE AND OUTLYING

SIDINGS.

------- Station is situated between -------- (Name of adjacent station on one side) in the---------

(North/South/ East/West) side at a distance of ----- km and ----------- ( Name of adjacent station

on the other side) in the --------(North/South/ East/West) at a distance of ------ km.

In case of IBS signal being provided in the adjacent section the mention of the same need to

be made as follows: The section between ------ ------ (name of the section on which the IBS is

provided) has been split into two Block sections by providing Track Circuit/Axle Counters and

Intermediate Block Stop Signal at Km. -------- and Km. ------ on Up and Dn lines respectively,

which are controlled by Track Circuit/Electronic Axle Counter and Double Line Block

Instrument.

In case the adjacent section is provided with the automatic signals, necessary mention of the

same need to be made in the SWR literature.

In case of outlying sidings/DK station taking off from the section its name and Km in Up/Dn

direction should be mentioned. Their detailed working instructions should be given in

Appendix ‘F’.

2.3.

BLOCK SECTION LIMITS ON EITHER SIDE OF THE STATION ON DIFFERENT

DIRECTIONS

Points up to which block section in rear terminates and the point from which the block section

in advance starts should be indicated in the following tabular format:

Between

The point from which the

The point at which the

Stations.

“Block Section” commences

“Block Section” ends

2.4

GRADIENTS IF ANY

The gradients in the yard and the adjacent block sections should be mentioned with their

locations. Any gradient which are steep enough to warrant special precaution in train

operation should be mentioned.

2.5

LAY OUT

Under this head, information pertaining to the number of running lines in the main yard,

(namely UP Loop, UP Main, DN Main and Common Loop etc.), Goods sheds/siding, Hot Axle

siding, passing sidings, engineering sidings, sidings taking off from the yard with the details

whether electrified/non-electrified etc. and how they are isolated from the running lines should

be mentioned. The information in relation to provision of low/high level platforms on the

running lines/goods sidings should be given.

2.5.1 RUNNING LINES, DIRECTION OF MOVEMENT & HOLDING CAPACITY IN CSR.

The direction of movements on all the lines and Clear Standing Room of running lines

in terms of metres need to be specified.

2.5.2 NON RUNNING LINES AND THEIR CAPACITY IN CSR

2.5.3 ANY SPECIAL FEATURE IN THE LAYOUT.

Any special feature of the yard such as catch siding, slip siding, non-standard turnouts,

curves, spring points etc. having bearing on the operation of trains need to be mentioned.

2.6

LEVEL CROSSINGS:

Detailed working of the gate along with the particulars regarding LC gate No., location, class,

normal position, whether interlocked or non-interlocked, whether communication provided or

not and whether Train Actuated Warning Device(TAWD) provided or not, how the gate is

operated etc, need to be mentioned in Appendix ’A’.

SYSTEM AND MEANS OF WORKING

System of working in force

- Absolute/Automatic by using Double line/ Single line

Token/Tokenless Block Instruments, whether co-operative or non-co-operative, the staff

responsible for their operation and custody of keys should be clearly mentioned. Mention

should also be made of the availability of block telephone at the station and Telephone

provided at IBS posts to establish contact by the Loco pilot with Station Master in rear, in

case of any necessity.

SYSTEM OF SIGNALLING AND INTERLOCKING

4.1

The Standard of interlocking, type of signalling

(MLQ/TALQ/MAUQ/MACLS), method of

operating the signals/points from Lever Frames/Control Panel/VDU/CTC, provision of axle

counters/track circuits on running lines, Calling-On Signals/IBS, special signalling features

such as fixed Warner, stop boards at terminal stations, emergency cross-overs, permanently

locked points, motor operated points at an otherwise mechanically worked stations,

emergency/crank handle keys and their custody, indications(electric/banner type) of

points/trap points/signals/track circuits/axle counters need to be mentioned. The detailed

description of the Lever Frame/control panel/Video Display Unit for route setting using

point/signal/gate control switches, individual operation of points, operations of gates within the

station limits, setting of points using the crank handle and the maintenance of proper records

of emergency operation counters provided on the panel need to be mentioned here.

Procedure for working of stations provided with Train Protection and Warning System and Anti

Collision Device need to be mentioned. The procedure for resetting of the system in case of

failure of Axle counter on berthing portion as well as IBS section, emergency operation of

points, emergency route cancellation, clearing of block etc also need to be mentioned from

operations point of view.

(Details of signalling and interlocking should, however, be given in Appendix ‘B’ and details of

Anti Collision Device, if provided, be given in Appendix ‘C’).

4.2

CUSTODY OF RELAY ROOM KEY AND PROCEDURE FOR ITS HANDING OVER AND

TAKING OVER BETWEEN STATION MASTER AND S&T MAINTENANCE STAFF.

4.3

POWER SUPPLY

The sources of Power supply for Signalling such as Dn AT/Up AT/ Local supply (State

Electricity Board)/Diesel Generator/UPS/Integrated Power Supply etc. should be mentioned

here. It should be clearly mentioned whether the changeover from one source of supply to

the other shall be automatic or manual in case of failure of normal source of supply. The

procedure for manual changeover should be described.

TELECOMMUNICATION:

The availability of the telecommunication facilities at the station and their operational aspects

should be clearly defined:

Section Control/Dy. Control/Traction Power Control Telephone, etc.

ii)

Auto/DOT Telephones,

iii)

Magneto Telephone with the cabins/gates,

iv)

IBS Telephone with IBS at Km. -------,

Telephone with Axle Counter reset boxes,

vi)

Telephone for yard communication,

vii)

VHF Sets, and

viii)

Mobile Train Radio Communication (MTRC)

The action to be taken in case of failure of communication given above to be clearly spelt out.

(Details of working should be given in appendix ‘B’)

SYSTEM OF TRAIN WORKING:

6.1

DUTIES OF TRAIN WORKING STAFF

The duties of the train working operational staff such as Station Master, Switchman,

Cabinman, Leverman, Pointsman, Platform Porter, Gateman for train operation should be

mentioned in detail in Appendix ‘D’ giving specific references to the G&SR of the Railway and

the Block Working Manual.

6.1.1 TRAIN WORKING STAFF IN EACH SHIFT

The availability of above operation staff provided at the Station in each shift with their

duties for working of trains should be mentioned in Appendix ‘D’.

6.1.2

RESPONSIBILITY FOR ASCERTAINING CLEARANCE OF THE LINES AND ZONES OF

RESPONSIBILITY.

Responsibility for ascertaining clearance of lines and zones of responsibility of each of the

staff on duty should be clearly mentioned here. Mention should be made that Private Number

Book should be under the custody of train passing staff who is authorised to use it.

6.1.3

ASSURANCE OF STAFF IN THE ASSURANCE REGISTER

Every train passing staff posted newly at the station or leave reserve staff at the station or

regular staff who has resumed his duties after more than 15 days absence must go through

Station Working Rules in force and give assurance in the prescribed Assurance Register.

6.2

CONDITIONS FOR GRANTING LINE CLEAR :

Under this head, principles of the System of Working in force on the station should be

described briefly and clearly as applicable to the station. Specific points on the track up to

which the line is required to be kept clear must be indicated. Mention of outlying sidings, if

involved, may also be made.

6.2.1

Any Special Conditions To Be Observed While Receiving Or Despatching A Train

6.2.1.1

Setting of points against block line.

6.2.1.2

Reception of train on blocked line.

6.2.1.3

Reception of train on non-signalled line.

6.2.1.4

Despatch of train from non-signalled line.

6.2.1.5

Despatch of train from line provided with common starter signal.

6.2.1.6

Any other special conditions should be mentioned giving reference to the

G&SR.

6.3

Conditions for taking ‘off’ approach signals:

This needs to be mentioned here giving reference to the relevant provisions of the

G&SR.

6.3.1 Responsibility of station master for restoration of signals to ‘on’.

Station master should ensure that signal is put back to ‘ON’ after passage of the train as per

GR 3.36.2 (b).

6.4

Simultaneous Reception/Despatch, Crossing And

Precedence OF TRAINS :

This should mention the specific setting of points and traps for the purpose of achieving the

desired signal overlaps/isolations to Sand Humps/sidings etc. while receiving trains

simultaneously, crossing and giving precedence to trains at the station.

6.5

Complete Arrival Of Trains

Responsibility for verification of complete arrival of trains before closing the block section

should be made clear. In case Block Proving by Axle Counter (BPAC) installed on the

section, the procedure of block working should be mentioned, giving reference to the relevant

provisions of G&SR and Block Working Manual.

6.6

Despatch of trains:

Particulars regarding starting of trains from running lines, non-signalled lines, issue of caution

orders etc should be mentioned giving reference to the provision of G&SR and Block Working

Manual. In case IBS is provided, the procedure for despatch of trains up to the IBS and

thereafter to the next station should be clearly defined.

6.7

Trains running through:

The provisions given in G&SR should be mentioned.

6.8

Working in case of failure:

Working in case of failure of track circuits, points, signals, block instruments, axle counters,

Axle Counter Block, procedure for working over damaged points, reception of trains on

obstructed lines, non-signalled line including failure to read the occupation of line by trolley or

light engine etc. should be mentioned in detail here

6.9

Provisions for working of trolleys/motor trolleys/material lorries:

Some of the precautions such as given below should be mentioned:

(i)

The section where axle counters are provided in lieu of track circuits, Trolleys,

Motor Trolleys, Lorries etc., which are not insulated, shall not be allowed to run

except on line clear.

(ii)

Motor trolleys/Tower Wagon/Material Lorries are not likely to actuate the Axle

counter correctly. When they are to run over the section split by Axle counters, the

whole section to be treated as one and next train to be started after the last train has

arrived complete.

(iii)

In all other respects the working of a light Motor trolley shall conform to the rules laid

down for ordinary trolleys while running without block protection and to those laid

down for motor trolleys while running under block protection or following another

light motor trolley or a motor trolley.

(iv)

Any other restriction on movement of trolleys/motor trolleys/material lorries/tower

wagons etc.

Blocking of line:

The precautions to be taken by the Station Master, when lines are blocked by stabled vehicles or

otherwise for maintenance works, to be detailed here.

Shunting:

8.1

General precautions

8.2

Shunting in the face of approaching train

8.3

Prohibition of shunting, special features if any.

8.4

Shunting on single line -

Within station section

Between Last Stop Signal and opposite First Stop Signal.

Beyond opposite First Stop Signal

During failure of block instrument on single line.

8.5

Shunting on double line.

Block back

Block forward

Following a train travelling away.

Upto IBS

Beyond IBS

During failure of block instrument on double line.

8.6

Shunting in the siding taking off from station yard/ goods yard.

Abnormal conditions

(a) The Rules To Be Observed In The Event Of Abnormal Conditions.

The procedure to be followed in the event of following abnormal conditions should be

specifically mentioned.

(i)

During partial interruption/ failure of Electrical communication instrument.

(ii)

The authority to proceed in the occupied block section in case

obstruction of line or accident etc.

(iii)

Trains delayed in block section

(iv)

Failure/passing of intermediate block stop signal at ‘ON’.

(v)

Failure of Axle Counter Block/ BPAC

(vi)

Failure of MTRC

(b) Procedure For Emergency Operation Of Points By Crank Handle.

(i)

The detailed procedure for emergency crank handle operation of motor operated

points at different lines at the station from operation point of view should be

mentioned here.

(ii)

Procedure for Emergency operation of point with point zone axle counter/ track circuit

failure and emergency route release, giving reference to GR 3.39 and GR 3.77 should

be mentioned here.

Mention should be made that before taking off Calling-on Signal during failure of track

circuit/axle counter, the route and the clearance of the track over

which train would

pass to be verified by SM/ASM.

(d) Reporting Failure Of Points, Track Circuit/Axle Counter And nterlocking.

Mention should be made that whenever there is a failure of points, track circuit/Axle

Counter or any other interlocking gear at the station, the failure should be reported by

SM/ASM on duty to the concerned Signalling Maintenance Staff on duty responsible

for attending to the failure and only after receipt of the written memo from the

Signalling Maintainer for rectification of the fault, SM/ASM should restore the normal

working..

(ii)

The entries in failure register to be done with message to the Section Controller.

9.1

TOTAL FAILURE OF COMMUNICATION

Provision of the SR and instructions laid down in Block Working Manual relating to the

working of trains during total failure of communication at the station should be briefly summed

up giving the action to be taken and by whom and what precaution to be taken giving

reference to the relevant provisions of the G&SR.

9.2

TEMPORARY SINGLE LINE WORKING ON DOUBLE LINE SECTION

9.3

DESPATCH OF TRAIN UNDER AUTHORITY TO PROCEED WITHOUT LINE CLEAR OR TO

ASSIST THE CRIPPLED TRAIN.

10.

VISIBILITY TEST OBJECT

Position of the Visibility Test Object in each Zone of operation and the officials

authorised

to check the V.T.O from a nominated place at the station should be mentioned here.

11.

ESSENTIAL EQUIPMENTS AT THE STATION

The list of the essential equipment should be given in Appendix-‘E’.

12.

FOG SIGNAL MEN NOMINATED TO BE CALLED IN CASE OF FOG

In Foggy or tempestuous weather or in dust storm when V.T.O. cannot be seen from the SM’s

Office, the SM shall send trained men to act as fog signalmen. Instructions regarding their

selection from Traffic and Engineering Departments, entry of their names in the Fog Signal

**********

LIST OF APPEDICES

APPENDIX ‘A’

WORKING OF LEVEL CROSSING GATES

APPENDIX ‘B’

SYSTEM OF SIGNALLING AND INTERLOCKING

AND COMMUNICATION ARRANGEMENTS AT

THE STATION

APPENDIX ‘C’

ANTI COLLISION DEVICE (RAKSHA KAVACH)

APPENDIX ‘D’

DUTIES OF TRAIN PASSING STAFF AND STAFF IN EACH SHIFT.

APPENDIX ‘E’

LIST OF ESSENTIAL EQUIPMENTS PROVIDED AT THE STATION

APPENDIX ‘F’

RULES FOR WORKING OF DK STATIONS, HALTS, IBH, IBS, AND

OUTLYING SIDINGS

APPENDIX ‘G’

RULES FOR WORKING OF TRAINS IN ELECTRIFIED SECTIONS.

(To be jointly signed by Divisional Operations Manager and Divisional Electrical Engineer)

TEMPORARY WORKING ORDER

(Details of N.I. Working are given in a later chapter )

Temporary Working order or TWO is an embodiment of detailed instructions issued and circulated by

the Sr.DOM/DOM whenever any pre-planned work of signalling, electrical (OHE) or engineering

department is to be executed, requiring special safety precautions to be observed by staff.

Circumstances under which ‘TWO’ is to be issued:

When the nature of work is such, that it will require the imposition of speed restriction

for more than one day.

In all the cases when addition or alteration in the layout of the yard or to permanent

signalling and interlocking arrangements are to be made.

Overhauling of the signal and lever frames.

The nature of the work involves temporary cessation of working of the trains.

For construction of all new installations on or near the track, such as new station, foot

over bridge, OHE, renewal of track, providing temporary diversions, etc.

II.

Procedure for preparation of Temporary Working Order/Instructions:

The draft of TWO is prepared by the supervisor concerned viz. SE(P.Way) for engineering

works, by the SE(Signal) for signalling and interlocking work and the SE(Elec.) For electrified sections

etc. for electrical works detailing the requirement of the work and precaution to be observed. This pre-

planning of the work is known as Draft of TWO.

Draft TWO is submitted by the SE(P.Way)/SE(Signal)/SE(Elec.) to their Divisional Officers i.e

Sr.DEN/DEN/ Sr.DSTE/DSTE/Sr.DEE/DEE. After the draft TWO is checked and justified by the

divisional officer of department concerned. Sr.DEN/DEN/ Sr.DSTE/DSTE/Sr.DEE/DEE will send the

draft TWO to the Sr.DOM/DOM who will include instructions for regulation of Traffic during the

execution of work and will issue the TWO with detailed instructions including the safety precautions to

be observed during execution of work.

NON - INTERLOCKED WORKING OF STATION (Back to Index)

Non Interlocking

N.I. Working means temporary disconnection of points, signals, track circuits, axle counters

and other signaling gadgets for any designated works. This kind of working is normally

resorted to works such as over hauling of lever frames, yard remodeling, introduction of

panel/RRI working, cable etc.,

ii)

In another sense, at an interlocked station when points and signals become defective, station

becomes non-interlocked for the purpose of working.

In both the cases the safeguards ingrained through normal functioning of various signaling equipment

are missing and as such responsibility of the part of staff increases manifold. N.I. working puts staff

under severe strain and hence prone for lapses. Unflagging attention from every quarter is the need

of the hour so that safety is ensured.

Non - Interlocked working entails not only slowing down of train operations; it is also a less safe

system as compared to interlocked working. Since it is desirable to avoid NI altogether, both from

safety as also customer convenience point of view, attempt must be made at the project proposal

stage itself to dispense with NI altogether and undertake the work by means of traffic blocks.

Instructions given below are in addition to existing rules for Non - Interlocked working such as

issue of Green Notice etc. They must be read together with existing provisions in G&SR, Block

Working Manual etc.

Requirement of Non - Interlocked Working:

The following guidelines are laid down for a correct assessment of whether NI working is required in

the first place or whether it can be dispensed with altogether.

NI working should not be resorted to as far as possible, in case of installation of new S&T

gears. NI is unavoidable only if modifications are to be made to existing S&T gears.

For new S&T gears, there is no need of NI and the work can be managed through well-

planned pre-change over works (insertions of point & crossing etc). The final change over

to new gears can be carried out under partial or complete traffic block.

At the project proposal stage itself, S&T department should make it clear whether the

project requires NI or not; and if it does, the duration of such NI. This fact must be

mentioned in the check list on the original tracing itself.

Sr. DOM & Sr. DCM must quantify the actual impact of such NI, and deduce it to monetary

terms, by calculating anticipated losses both on account of passenger and freight traffic.

These should include losses on account of cancellation, short termination, diversion,

rescheduling, detention to trains and imposition of restriction on booking/movement of

freight traffic.

Expenses likely to be incurred on account of TA/DA of temporary NI staff, and other

administrative costs should also be added to arrive at the traffic cost of proposed NI

working.

This traffic cost of NI should be communicated to S&T, who will evaluate if new gears can

be installed without resorting to NI for less than the expected cost of proposed NI, if

necessary by constructing a new building etc. as the case may be.

If new gears can be installed in a new building and commissioned under traffic block at a

cost that is comparatively less than the overall traffic cost of proposed NI, then the project

should be recorded as one to be taken up without NI.

This entire exercise must be carried out under the personal supervision of DRM, who will

ensure that all estimates are reasonable and no figures are unrealistic both with regard to

duration of NI or the anticipated traffic cost.

Thus, NI will be undertaken only if found to be unavoidable, and this fact will be recorded

on the original tracing, to be signed by branch officers concerned, and the DRM.

Minor and Major Works :

Guidelines given below should be followed for deciding whether NI working is required or not.

NI working is not required and the work can be managed by traffic block in following cases :

(i)

Replacement of Mechanical lever frame by another Mechanical lever frame.

(ii)

Replacement of Mechanical lever frame by panel.

(iii)

Replacement of Panel by RRI.

(iv)

Replacement of RRI by RRI.

(v)

Commissioning of new SSI/RRI.

(vi)

Amalgamation of newly constructed double line portion into existing conventional

double line.

NI working is required only for following cases :

(i)

Overhauling of cabins.

(ii)

Replacement of Panel by Panel at road side stations.

(iii)

Meggering of cables.

(iv)

Changes in yard layouts

NI working can be divided into 2 distinct categories, namely minor and major works.

(i)

Minor works - Overhauling of cabins at road side stations.

(ii)

Major works - Changes in yard layouts, overhauling of cabins etc. at comparatively

bigger terminals and junction stations.

MINOR WORKS

(A)

Procedure to be followed for Non - Interlocked Working for Minor Works :

Road side stations on double line having up to 2 lines in each direction, and on single line

having up to one main line and 2 loop lines are covered under this heading of Minor Works.

(C1)

Duration of NI working for Minor Works :

A road side station would normally have about 21 lever in each end cabin (including spare

levers).

S&T department must suitably augment the strength of their NI gang so that each cabin can

be completed in one day.

NI working at the 1^st cabin should start at 8/- hrs. in the morning and by 18/- hrs. the same

must be interlocked and handed back to traffic.

The same procedure should be repeated the next day for the 2^nd cabin.

(C2)

General Instructions for Train Operation :

Speed restriction of 15 kmph. shall be imposed over all facing points.

No train/wagon should be stabled on any running line of the NI station.

The common line should not be used for reception of trains coming from opposite directions.

Emergency and other crossovers including sidings taking off from the station should be set for

normal position and clamped and padlocked. The keys of all padlocked points must be kept in

the personal custody of the overall in-charge of NI working to prevent their being used even by

mistake.

(C3)

Train Running on double line section during NI working :

Twin single line should be suspended during the duration of NI working and section worked as

conventional double line only.

No temporary single line working should be introduced during NI period, except in case of an

accident or blockade of through communication.

At road side stations on double line, route must be set for platform line in each direction and

clamped and padlocked.

In case there is more than one platform in each direction, route must be set for one nominated

platform.

At all such stations no precedence should be arranged.

During the NI period station should basically function as a halt station.

(C4)

Train Running on single line section during NI working :

Ideally, if possible, only one platform line should be nominated for train running.

The route must be set for this platform line in each direction and clamped and padlocked.

No precedence or crossing should be arranged at this station.

In case it is not possible to nominate only one line, then 2 specific lines should be nominated

for Up and Down movement.

In that case, while crossings would have to take place, no precedence should be arranged at

this station.

(C5)

Staff requirement :

Sectional TI and SI will be overall in-charge of NI working at the station.

Additional staff if required should be managed locally .

MAJOR WORKS

(B)

Procedure to be followed for Non - Interlocked Working for Major Works :

Changes in yard layouts, overhauling of cabins etc. at comparatively bigger terminals and

junction stations are covered under this heading of Major Works.

(D1)

Duration of Non Interlocked Working :

NI working must not be simultaneously introduced at more than one station in a Division.

NI must be planned during temperate weather, to avoid wrong actions on account of harsh

and inclement weather.

Period of Non - interlocked working must be kept to the bare minimum as it is a potential

safety hazard.

Staff of all departments must work round the clock in three shifts so that the work can be

completed at the earliest.

For NI working of up to 3 days, plans will be finalized in consultation with DRM, Branch

Officers and concerned HOD of Construction/RE Organization.

For NI working of more than 3 days, plans will be finalized in consultation with CTPM, CPTM

and HOD of RE/Construction Organization at Zonal level to assess the duration and

arrangements of NI working.

For more than 3 days NI, plans should be worked out for cancellation, diversion, rescheduling,

short termination or even extension of trains as the case may be.

For NI working of more than 7 days personal approval of the General Manager must be

obtained.

No NI working should last for more than 14 days.

(D2)

Sanctions, clearances and preparatory works :

Signal Plan must be finalised in Hdqrts. at least 45 days in advance.

All plans and clearances including CRS sanctions that are required for NI working must be

available at least 1 month before commencement of NI working.

Under no circumstances should this period of 1 month be relaxed.

NI working must be postponed in order to provide for 1 clear month before start of NI either in

case of :

(i)

Delay in receipt of above clearances/sanctions etc.

(ii)

Last minute modifications to Signal Plan.

All pre - NI work that can be carried out without non - interlocking must be completed before

actual NI working begins. These include changes in yard layout, insertion /removal of points &

crossings etc. Changing/installation of new point machines must be done in advance.

Preparatory work in connection with OHE work must also be done in advance, including

shifting of neutral section, if required.

Lessons learnt during previous NIs must be gone through in detail so that shortcomings of

earlier occasions are avoided.

(D3)

Level of Supervision/Responsibility :

Responsibility to ensure availability of proper arrangement for NI working shall be of

Construction/RE organization.

Though the responsibility to provide necessary arrangement will be of Construction/RE

organization, concerned branch officers from open line shall be responsible to ensure its

availability and functioning during train operation. For this he shall be the coordinating officer

for the department concerned.

PERT chart should be made out detailing various activities to be completed on a day-to-day

basis.

For round the clock working PERT chart should be made out detailing various activities to be

completed on a shift to shift basis.

Dy. CSTE/Dy. CE/Dy. CEE as applicable shall make themselves available in non-interlocked

area where the work is being undertaken.

The concerned Project in - charge (XEN, DSTE/Con. etc) shall camp near the non-interlocked

area till completion of non-interlocked working.

Overall in charge for NI working will be Sr. DOM/DOM as the case may be for both Safety and

Operations.

(D4)

Green Notice :

Construction officials responsible for carrying out the work should send a ‘circular notice’ to

the Sr. DOM/Sr. DSO at least two months in advance.

They will advise as to when the work will be undertaken with a request to issue special

instructions. A copy of the notice shall also to be sent to SS of the station concerned.

Sr. DOM/Sr. DSO on receiving such ‘circular notice’ get special instructions prepared for that

station. These are then issued to all concerned.

Green notice is to be issued by Sr. DOM. It should incorporate the following :

(i)

Details of existing yard layout and its various provisions.

(ii)

List of all works to be completed by Civil Engg./S&T/Elec. before start of NI.

(iii)

List of all works to be undertaken by Civil Engg./S&T/Elec. during NI period.

(iv)

Additional facilities to be made available after commissioning of new works.

(v)

Existing facilities that are to be dismantled.

(vi)

Details of yard layout to be made available after completion of NI.

Signalling Plan must indicate permissible routings and simultaneous movement facilities to be

made available.

Signalling Plan must invariably indicate whether any of existing facilities for train movement

are to be (i) either curtailed, (ii) modified or (iii) restricted.

(D5) Time Tabling changes :

For assessing the impact of NI working at a bigger terminal or at a Junction station, a detailed

exercise has to be undertaken as indicated below.

During the course of NI working changing of points manually after passage of a train and after

completing all formalities takes about 10 minutes time.

The capacity of the junction station to handle maximum number of trains during a particular

time period has to be worked out keeping in mind the above constraints.

Every possible train movement of reception and despatch must be clearly documented,

(i)

Along with time of movement.

(ii)

With exact sequence of points, whether in normal or reverse.

For time-tabled moves, trains demanding same point either at the same time or within 10

minutes must be identified since this is the time required before an existing setting of points

can be changed. In case of conflicting moves, the less important moves have to be cancelled,

rescheduled or diverted.

Crossing and precedence must be restricted to the bare minimum with few specific routes

being selected for most movements.

As a thumb rule, only 80% of the reduced capacity as worked out should be utilized since

unforeseen failures such as ACP, equipment failures etc. are likely to take up the remaining

20% of the available capacity.

In all such planning it is better to keep adequate cushion in train operations and initially

cancel, reschedule or divert more number of trains than what may be required. In case NI

working progresses smoothly without major detentions and it is felt that some of the cancelled

trains can be restored, the same may be done after a week or so.

Clear corridor for freight must be charted out, with exact number of moves possible, and extra

freight trains that cannot be handled should be planned to be diverted to other routes. In case

diversion is not possible then operating restrictions must be imposed.

More time must be spent in precise planning of each move during NI period, such that the

station is not brought under pressure at any time.

10.

Changes in PRS reservation system for cancellation, diversion, rescheduling etc. must be

done in advance as per advance period of reservation.

(D6)

Advance preparation for Train Running :

Stoppages on Platform :

Duration of stoppages of Mail/Express trains must be reduced to the extent feasible.

Loading/unloading of parcels should be reduced to the bare minimum. If possible handling of

parcels should be suspended giving due publicity in the Press and other media.

Running of trains with single SLR must be prohibited.

Shunting operations must be restricted to the bare minimum and preferably avoided

altogether as far as possible.

Booking of through carriages, inspection carriages, etc. to the NI station must be restricted.

Quick watering of coaches must be ensured by deputing additional staff as required.

Nominated stations for watering of coaches may also be changed if alternate stations are

available.

Extra TXR staff on platforms for attending to defects in rolling stock and promptly attending to

complaints.

Extra train lighting staff must also be deputed on platform duty for promptly attending to

complaints.

10.

Special squads of commercial and RPF staff must be deputed on platform duty for checking

ACP etc.

11.

All efforts must be made to minimize detentions.

Crew Changing :

Loco Supervisor must be kept on round the clock duty on the platform for quick change over

of crews.

If possible crew changing for through passing trains may be planned at adjoining stations.

If necessary, LIs may be deputed to accompany the loco pilot from one station before NI

station till one station after NI station.

Traffic Supervisor must be kept on round the clock duty on the platform for quick change over

of guards.

At notice stations, computerized print out of caution orders must be used for saving time.

Similarly, extra porters should be deputed for delivering these caution orders to loco pilot and

guard.

Locomotives :

Engine changing for through trains must be curtailed.

Locomotives must be freely extendable beyond territorial jurisdiction.

If it is unavoidable, then changing of locos may be done at either side of NI station.

For avoiding changing of locos from Diesel to Electric and vice versa, train routings may be

changed during the duration of NI working.

For traction changing, half shunt of locos may be freely resorted to.

Attaching of locos in rear should be resorted to in case of stations where trains reverse.

Sending of light engines to sheds must be restricted. For this purpose, an out pit may be

opened, if necessary.

Controlling of Trains :

In case of major terminal stations, a mini control office may be opened at the station. This mini

control will liasion with divisional control office for purposes of train running. The jurisdiction of

this mini control office would be the NI station itself, and 2 - 3 stations on either side in each

direction.

Station under going NI must not be permitted to be brought under any pressure whatsoever at

any time during NI working.

All relevant notices must be issued in advance.

(D7)

Goomty Arrangements :

Location and number of goomties is an extremely important aspect of advance planning for

NI. Sr. DOM/Sr. DSO should personally approve final arrangements regarding goomties.

Cabins should not be used as goomties.

For a group of maximum of three sets of points operated from the ground, one goomty should

be made.

Ideally, only 2 sets of points should be controlled from a single goomty.

Each goomty should be provided close to the group of points that it controls. This will ensure

that physical movement of staff is reduced to the bare minimum.

A group of 3 - 4 goomties at one end of the yard should be put in one zone.

Under no circumstances should 2 ends of the same points/crossings be with different

goomties. This must be specially ensured for diamonds with single slips and also with double

slips. Each such diamond must be under the same zonal in-charge.

Location of each goomty as also number of points that are controlled from it should be

tentatively marked out in yard diagram. This should then be physically cross checked at site

by visiting the station yard.

At site it must be ensured that staff are not required to walk long distances for setting of

points.

Both ends of each point must be clearly visible from the goomty itself.

10.

A goomty must be provided near the first stop signal for prompt issue of OPT forms etc. as

required. Another goomty must be provided at the last stop signal to ensure correct dispatch

of trains.

(D8)

Staff Arrangements :

Staff Requirement :

Each goomty should have one ASM and two Pointsman in each shift. These extra ASMs

posted in goomties shall be called goomty ASMs. ASM posted with indoor ASM will be termed

as co-ordinating ASM.

For cabin operated points, extra commensurate staff as required (ASM/cabinman/ pointsman)

should be provided. However, cabins should not be used as goomties as far as possible.

Goomty ASMs during their duty hours shall be fully in-charge of working of points/levers under

their charge. They shall discharge all obligations of the cabinman/pointsman working at the

station/cabin. They shall work under the direct supervision and instructions of the co-

ordinating ASM on duty.

A group of four goomties or more at each end of the station should be put in one zone. Each

zone should be under the charge of a TI in each shift. TI will periodically keep moving about

amongst the goomties within his zone. He will check up and monitor the working of group of

goomties under his charge.

For non-interlocking work at major terminal stations, necessary arrangement for additional

staff should be made, if necessary, from adjoining divisions, before undertaking NI working.

Under no circumstances should NI working be started unless full complement of staff is

available at the station as per above norm and adequate training has been imparted to them.

Preferably those staff should be drawn from outstation who have

(i)

Adequate knowledge of NI working.

(ii)

Previous experience of the same.

Boarding and lodging of outstation staff is an important aspect of NI preparation. Dormitory

type arrangement would be ideal, if these can be arranged. At major junctions these can be

taken care of by stabling a few coaches at sidings. However, facilities will have to be arranged

for electrical charging, watering, cleaning of bathrooms, sanitation etc.

On divisions where separate non - interlocking gangs are already in existence their strength

may be adjusted accordingly. However, composition of such NI gangs should be periodically

changed by inducting fresh faces and with drawing earlier ones.

10.

Round the clock engineering gangs with crow-bars and handles should be available to move

points in emergency. One gangman should be available with each goomty in each shift for this

purpose.

11.

At each non-interlocked station one Asst. Scale officer of operating department will be

nominated for over all supervision.

(D9)

HOER :

Under no circumstances HOER violation should be permitted during NI working. As far as

possible duty hours of staff should be restricted to 8 hrs. duty per shift in continuous roster.

For catering to unexpected casualties such as leave, sickness etc. during the NI period, RG

and LR staff must invariably be provided for.

RG and LR must be made available shift wise. The standard of RG and LR should be the

same as that of regular duty cadre staff for that shift as stipulated.

(D10)

Duty Rosters shift wise :

Meticulous detailed planning must be carried out for drawing up roster of staff to be deputed

for NI working. While drawing up roster of staff for various shift duties, following guidelines

must be followed :

Duty rosters must be drawn up as per guidelines given below.

These should be drawn up for the entire duration of NI period.

Duty rosters drawn up should be openly displayed and given wide publicity.

No staff shall be permitted to mutually exchange his duty roster with any other staff, without

prior permission of his departmental officer at site.

Level ‘N + 1’ shall be responsible for ensuring that level ‘N’ has followed all instructions, etc.

as laid down above.

Last Night Shift Duty :

Regular staff permanently posted at the NI station must be rostered during the last night shift.

Second preference should be for staff who have previously worked at that station.

Best and most competent supervisors should be deployed for last night shift duty.

First Night Shift Duty :

Regular staff permanently posted at the NI station, if still available for deployment after

covering last night shift, should be rostered for first night shift duty.

Second preference should be for staff who have previously worked at that station.

Amongst outstation staff preference should be as follows :

(i)

Senior staff having previous experience of NI working.

(ii)

Staff who are presently posted at major junctions.

Day Shift Duty :

Comparatively junior inexperienced staff from outstation should be deputed for day shift

working.

Teams for different goomties should be so formed as to include at least one staff having

previous experience of NI working.

For day shift working, more number of staff may be deputed per goomty, if required, to cater

for comparatively inexperienced staff.

(D11)

Temporary Working Instructions (TWI) :

When NI is undertaken, inter - locking provisions stipulated in SWR are no longer available.

So the SWR in its existing form becomes invalid.

TWI is basically meant to replace some portion of Station Working Rules of the station during

the period of NI working. While they need not be as detailed as the original SWR of the

station, nevertheless, they must cover all aspects of train operation that are included in the

existing SWR.

Static information of SWR will continue to be valid. These include :

(i)

Inter - station distances.

(ii)

Description of yard layout.

(iii)

Level crossing gates.

TWI is to be read in conjunction with G&SR, Operating Manual, Block Working Manual. It

must also be read along with existing SWR of the station.

Portions of SWR that will get replaced pertain to :

(i)

Ensuring clearance of running lines.

(ii)

Granting of line clear.

(iii)

Reception/despatch of trains.

(iv)

Working of level crossing gates.

(v)

All checks that are done by means of :

(a)

Slots.

(b)

Lock bars.

(c)

Point locks.

(d)

Signals.

All these checks have to be taken care of manually.

TWI should list out :

(i)

Number of goomties.

(ii)

Portions of yard that each goomty would control.

(iii)

Which goomties are to be involved for reception/departure of a train on/from different

lines.

TWI should list out different conditions required to be fulfilled for receptiondespatch of train :

(i)

How line clear is to be granted/obtained.

(ii)

How clearance of nominated line is to be ensured.

(iii)

Procedure for closure of level crossing gates, if any.

(iv)

How the route is to be set.

(v)

What are the series of points involved.

(vi)

Which one of them are to be in normal position and which ones in reverse.

(vii)

How signals are to be lowered.

(viii)

Which staff would do what.

(D12)

Field level Advance Preparation :

Detailed working instructions clearly specifying the zone of responsibility of each and every

staff and supervisor along with temporary working instructions must be issued well in advance

of the NI working. In any case these should be ready at least 15 days in advance of NI

working.

Station Superintendent/Traffic Inspector who is overall in-charge should be fully aware of their

responsibilities/duties. Temporary working instructions should clearly stipulate these

unambiguously.

Each Station Masters/Assist. Station Master, Cabin Man and point man deployed on shift duty

should be supplied with copies of temporary working instructions. In addition SM/ASM and

Cabin Man shall be supplied with yard layout diagrams and pull charts for their guidance.

The temporary working instruction shall be supplied to SS/ASM/Cabinman and Pointsman in

advance for study by them and for explaining to illiterate staff.

The instruction should be prepared in Hindi, English and Vernacular language and assurance

to the fact that they have understood shall be obtained.

Ready made pull charts indicating normal and reverse position of points for specific routes

must be prepared goomty wise. All such pull charts should be prepared at least 15 days in

advance.

TI should be entrusted with the job of personally checking each and every pull chart.

Compliance report must be submitted by TI at least 10 days in advance.

These pull charts must be printed, laminated and displayed in goomties as also given to each

staff concerned.

Draft instructions and pull sheets must be computerized and prepared in advance. Thereafter

these should be revised on a day to day basis. Actual revision should take into account the

progress of work as per the original time schedule.

10.

A checklist of items to be inspected jointly by Traffic, Signal and Permanent Way Inspector

should be drawn and controlling officers should monitor that instructions in the checklist are

complied with.

11.

The exact location on the stock rail where clamps are to be fixed must be marked with white

paint and clamps should actually be fitted to check that there are no obstructions. Clamps

should be actually fitted to check that there are no obstructions.

12.

It may not be possible to fix clamps on motor operated points provided with second leading

stretcher bar. In all such cases provision must be made for cotter bolting of points.

13.

In any case, cotter bolting of points must always be preferred as compared to clamping and

padlocking since it is a much faster method.

14.

Normal/reverse position of points should be painted on tongue rail to indicate position of the

road.

(D13)

Mock Drill and Staff Assurance :

Before the SM/ASM/Cabinman/Pointsman and other staff connected with train passing work

are allowed independent duty, the Station Superintendent shall obtain their verbal assurance

that they have understood the same.

With regard to semi - literate and illiterate staff :

(i)

SS/TI should explain detailed working.

(ii)

Test their knowledge.

(iii)

Satisfy himself that they can work independently.

Before starting actual non-interlocked working, a

“mock drill” or

“hands-on”

demonstration/training should be given to all staff for at least

1 to 3 days in advance

(depending on the size of the station) to familiarize them thoroughly with the type of work they

have to handle.

This should be carried out in all the 3 shifts to ascertain difficulties, if any, which may be

encountered during NI working.

Teams already formed for different shifts should be deputed as per roster.

“Mock drills” should be carried out without actually disconnecting signal gears, points etc.

Whatever deficiencies are noticed during this period should be rectified before introduction of

actual NI. This experience should also be used to accurately estimate capacity to be available

during N.I. and the number of trains planned to handled should be accordingly revised.

Written assurances are required to be obtained before staff connected with train passing

duties are allowed to work independently.

This written assurance should be taken from the staff only after :

(i)

They have participated in the “mock drill”.

(ii)

Worked independently as per their laid down roster.

(iii)

Successfully carried out all responsibilities entrusted to them during the “mock drill”.

10.

No staff should be deployed unless proper entries are made in the “Assurance Register” and

relevant signatures obtained.

(D14)

Dissemination of information :

All aspects of working during NI, and changes post-NI should be clearly documented and

explained at all Loco pilot/Guard lobbies, whose staff pass through that yard.

For this purpose loco/traffic inspectors, senior subordinates will be nominated to visit these

lobbies, with yard plans and camp at these lobbies.

Assurance of each and every running staff regarding these changes should be recorded in

respective lobby assurance registers, and complete report submitted to Sr. DOM/Sr. DSO/Sr.

DME/Sr. DEE on return.

Adjoining divisions/railways including notice stations and inter-change points should also be

intimated of the detailed program pertaining to NI working.

All control staff including CHC, Dy. CHC, Section controllers, Power controllers, TLCs, TXR

control etc. should be appropriately briefed.

The section controllers working on control boards must be fully conversant with the proposed

changes pre-NI, restricted movement during the course of NI working and post-NI facilities to

be made available.

Adequate publicity must be given through newspaper advertisements, electronic media,

announcements at stations etc. informing the public of the likely repercussions on train

running.

(D15)

Telecommunication, Lighting and Medical :

Absolutely foolproof arrangements must be made regarding communication between the

station and two adjoining stations on either side so that under no circumstances should there

be a situation of total failure of communication between these stations.

Satisfactory arrangements for telephonic communication between station (indoor), Cabins,

Goomty and Level Crossings Gates should be made to ensure efficient functioning of

telephones provided at various locations.

Additional fail safe communication between control office and the NI station must be provided

as a backup to existing section control channels.

Arrangements for public address system should also be made so that the same can be used

for warning the public etc.

Loud speakers must be provided on each goomty for making announcements regarding train

movement.

Walkie - Talkie sets must be provided to all supervisors working at site.

Gangmen, Keymen and Patrolmen in 2 block sections on either side of the NI station must be

provided with walkie - talkie sets, electronic hand signal lamps etc.

Arrangements of staff and recharging facilities should be available for charging of batteries of

telecom equipment including walkie - talkies.

General lighting in yard should be adequate.

10.

Separate lighting should be provided in each point zone. Lighting should be adequate so as to

ensure that each point controlled from a goomty is clearly visible to the ASM/Cabinman in

charge of that goomty.

11.

Adequate generator backup should be provided. Spare bulbs should also be provided at each

location.

12.

Round-the-clock medical post with doctor and para-medical staff must be provided. They

should be equipped for handling first aid and crush injuries. Anti-snake venom (Covalent)

should be available. Road ambulance should be permanently stationed for quick

transportation if needed.

(D16)

Safety Equipment :

Safety equipment required for each location such as goomty, cabin, level crossing gate etc.

must be spelt out in detail and full complement arranged.

Adequate spares must be arranged for safety equipment such as of hand signal flags,

detonators, fusees, clamps and pad locks etc.

LED based flashing Hand Signal Lamp must be provided to each such location for better

visibility.

Cotter bolts, cotter pins and clamps & padlocks must be thoroughly tested to be in proper

working condition.

Spare numbered crank handles must be provided in goomties where point machines are pre-

dominantly working.

Each goomty must be provided with the following safety equipment :

(i)

Clamps, padlocks, detonators, fusees.

(ii)

Flags, hand signal lamps etc.

(iii)

Relevant pull sheets, yard diagrams etc. duly laminated.

(iv)

Torches, emergency light, in addition to normal lighting.

(v)

Umbrellas, caps, raincoats as required.

(vi)

Cotton Gloves for staff handling points etc.

(vii)

Table, chairs in tent or covered area.

(viii)

Containers and glasses for drinking water.

(ix)

Thermos for tea/coffee and provision of snacks and meals for staff deployed from

other station or /headquarters.

(x)

Mosquito/insect repellant creams.

(xi)

Magnetto, and VHF walkie talkies, Public Address Equipment.

(xii)

Private number books, paper, pens.

(D17)

Security arrangements :

Adequate RPF security staff round the clock must be arranged at following locations :

(i)

ASM’s office.

(ii)

Central place at the station.

(iii)

Level crossing gates.

(iv)

Outer most goomties on either end.

(D18)

Introduction of NI working :

Before permitting introduction of NI working DRM/ADRM will satisfy himself regarding

arrangement of staff, safety equipment, lighting, telecommunication and ground position.

On the day of commencement of NI working, branch officers concerned from

Operating/Safety, Engineering, Signal, Electrical and Mechanical along with DRM/ADRM will

visit the place of work. They shall satisfy themselves of availability of necessary arrangement

as per standard before permitting introduction of non-interlocking.

On the notified day, for introduction of NI working, Signal Inspector concerned shall give a

general disconnection memo for gears proposed for NI workinng.

(D19)

Train Operation during NI period :

Working of Signals :

Speed restriction of 15 kmph. must be in force over all points and crossings. Speed restriction

Board of 15 kmph. must be exhibited at the foot of the first stop signal.

The following signals should be provided with caution aspect :

(i)

In case of colour light signals, a common NI home signal without route indicator.

(ii)

In case of MAUQ/TALQ, single arm NI home signal.

(iii)

Warner signals, if any are to be put out of commission by putting 2 cross bars.

NI Home/Starter signal can be taken off only after ensuring that :

(i)

All points on the route are correctly set, both facing and trailing points clamped and

padlocked.

(ii)

In addition to correct setting, clamping and padlocking of facing points, they must also

be manned.

(iii)

Level crossing gates on the route have been closed against road traffic.

Last stop signal should not be disconnected throughout NI working except at the fag end.

Movement of trains to and from the block sections should be controlled by taking off the last

stop signal.

Normally, no Paper Line Clear should be issued to the loco pilots as authority to proceed in

the block section.

A traffic block of 2 - 3 hrs. should be taken for disconnecting the last stop signal and block

instrument and reconnecting the new last stop signal and new block instrument.

Train Running :

Each train movement must be announced well in advance on the loudspeaker:

(i)

Along with the number of the goomty involved.

(ii)

Sequence of points required to be set and locked in normal or reverse condition.

Trains must be allowed to enter cautiously at 15 kmph.

Loco pilot of an incoming train must not under any circumstances pass the outermost facing

points even though signals have been taken off:

(i)

Unless he also sees that the points are manned.

(ii)

A proceed hand signal is exhibited towards him from the points.

(D20)

Failures :

All indicative accidents during the period of NI working must be immediately reported to the

site in charge in order to ensure prompt corrective action and avoidance in future.

Details regarding such cases must be promptly intimated to DRM and Sr. DSO.

A register must be opened at each goomty in which before handing over charge, staff will

enter details of whatever difficulties they have faced during their shift. The person in charge of

NI working at that station must scrutinize this register daily.

Cases of bursting of NI target should be appropriately dealt with and individual responsibility

should be fixed up.

(D21)

Revised Station Working Rules :

After completion of NI working, new works are to be commissioned.

Since the yard layout, facilities etc. have changed, the previous SWR is no longer valid.

A new SWR duly approved by CRS is to be brought into effect after completion of NI.

Staff assurances for the revised SWR must be taken afresh.

(D22)

Completion of NI Working:

NI working must not be terminated unless and until each and every item originally scheduled

for completion has been successfully complied with.

Designated operating officer must visit the NI station and verify the following:

(i)

Completion of work as per program.

(ii)

Correspondence of yard layout as per SWR.

(iii)

Correspondence of movements permitted as per SWR.

The installation shall jointly be tested by Traffic, S&T and Engg. officials and for their correct

functioning.

(i)

The lever/knobs, signals, points and connections work freely and properly and that

the installation fulfils its objective.

(ii)

Signals are properly focussed, the indications on the panel correspond with the signal

aspect and point position at site.

(iii)

Engineering officials shall check the proper housing of points gauge level etc.

Before issue of Safety certificate and taking over of stations, the Transportation/Safety Officer

shall instruct the station staff responsible or working the interlocking installation and test them

in their knowledge of the signalling arrangement.

Engineering and S&T officers shall give a certificate stating that all works as per the approved

plan are completed.

OPERATING STATISTICS

(Back to Index)

Railway Statistics: Essential for planning prioritizing and exceeding activities connected with

operation.

The railway statistics are based on four factors -

Quantity

Distance

Duration and

service.

In Railway environment these relate to -

Primary Units:

(a)

Quantity

Expressed as tonnes and number of passenger carried and earnings

derived.

(b)

Distance -

Expressed in kilometres.

(c)

Duration-

Expressed in minutes, hours & days

(d)

Service performed -

Expressed in terms of trains, vehicles, wagons Engines.

Fundamental Units: Relationship between primary units, expressed in composite terms is

called ‘Fundamental units’. The fundamental units express two primary ideas in their relationship to

one another viz.

Tonne-kms,

Passenger kilometres,

Train-kilometres,

Wagon-kilometres,

Engine hours,

Wagon days etc.

Derived Units:

Expresses the relationship that exists between two sets of primary or fundamental units and the

results thus arrived is termed ‘Derived Units’. The process by which this relationship is ascertained is

as illustrated in the following examples.

(a)

Passenger earning (Primary): Passenger carried (Primary = Earning per passenger

(b)

Passenger earning (Primary): Passenger kilometres (fundamental) = Earning per

passenger kilometre.

(c)

Passenger kilometer

(fundamental): Number of passenger

(Primary)

= Average

distance travelled by a passenger also called lead of passenger traffic.

(d)

Wagon kilometres (fundamental): Wagon days (fundamental) = Wagon kilometres per

wagon day.

These ‘Derived Units’ highlight special features of transportation output and are useful in evolving

suitable management strategies

Classification of Railway Statistics:

The principal heads under which the railway statistics are generally grouped are indicated below:

Economic and financial statistics:

Under this head are to be included detailed statistics relating to the advance statement of gross

earning and traffic handled i.e.the number of passenger booked and tonnage lifted and wagons

loaded for current information and the statistics of revenue and expenditure as booked in monthly and

yearly accounts.

Operating statistics:

Operating statistics are broadly be divided into

(i)

Traffic (ii) Power.(iii) Rolling Stock

(ii)

The traffic statistics include statistics of wagons loaded, wagon mobility, wagon usage, train

loads, train mobility, productive and unproductive services, wagon detention, marshalling yard,

terminal goods station and punctuality

(iii)

The power statistics include engine usage, fuel and energy consumption, and engine failure

statistics etc.

(iv)

Rolling stock holding & availability, repairs& maintenance %

age

Commercial Statistics: Coaching and freight revenue and volumes and earnings by class of

passengers, for different commodities, claims paid for compensation of goods and parcels lost or

damaged Rolling stock and workshop repair statistics:

Under this head are grouped statistics dealing with POH of coaches, wagons, locomotives and other

information relating to workshop activity.

Administrative statistics:

These statistics relating the staff matters, numbers, by categories and classes of staff.

Other statistics

Number of stations by

Class, halt stations

Standard of interlocking,

Medical statistics relate to sickness of staff etc

Engineering statistics give details of track and bridges requiring attention - ultra sonic tests done or

overdue, track renewals, distress bridges etc.

Compilation of Railway Statistics:

Compilation of statistics of Indian Railways falls broadly under two categories, namely (i) the

statistics required to be compiled by the railways for submission to the Railway Board in order to keep

the Board generally informed about the different activities of the Indian Railways and (ii) further

detailed Railway statistics which individual railway may undertake for their own respective domestic

requirements.

The statistical compilation work on the zonal Railways is in the charge of a Statistical Officer

working under Finance deptt. The format and the methods of compilation of the monthly Statistical

statements and the Annual Statistics required to be submitted to the Board are detailed in the Manual

Statistical Instructions, Volumes I and II respectively.

Operating Statistics:

Operating Statistics for the various Indian Railways are issued in the form of various

pamphlets published periodically by the Railway Board. Detailed Statistics relating to each division

and gauge are contained in various parts of the ‘Domestic’ statistics issued quarterly (Parts, I, II and II-

B & C).

Some of the important statistics include.

Operating ratio: The ratio of workings expense (excluding suspense but including appropriation to

Depreciation Reserve Fund and Pension Fund) to Gross Earnings.

(Expenditure incurred in connection with Administration, Operation, Maintenance and repairs of line

open for traffic)

A - Passenger Train Performance.

Punctuality:

Punctuality is the main criterion for judging passenger train performance, some of the

statistics compiled separately for ‘Mail and Express trains’, ‘Other Passenger Trains', and ‘Mixed’

trains are:

RT + NLT

Punctuality = -------------------------------------- x 100

Total no. of Mail/Express trains

= Trains arriving Right Time

NLT

= Trains not loosing time

Vehicle Kilometres per Vehicles Day:

This figure indicates by the vehicle days which are the product of average number of coaching

vehicles on line /in use and the number of days in the period under reference.

This figure indicates the extent to which coaching vehicles are kept ‘on the move’. The main

factors affecting its value are:

(a)

The average speed of trains

(b)

The average length of train run (average load)

(c)

The idle periods provided for in rake links.

Since in the short run, train composition is not susceptible to change, it is only by increasing

the speeds of trains and tightening up rake links that an improved performance can be achieved.

This result is calculated by dividing the coaching vehicles kilometres by the vehicles days

which is the product of average number of coaching vehicles on line and the number of days in the

period under reference.

Coaching Vehicle Km

Vehicle km. Per Vehicle day = ----------------------------

Vehicle day

Average Speeds:

This figure represents the average time tabled speeds of passenger trains. The higher this figure, the

better the service to the passengers

Shunting Kilometres per 100 Train Kilometres (Passenger including proportion of Mixed) :

This figure indicates the amount of unproductive service that has to be performed per 100

train kilometres (Passenger including proportion of mixed). Since the amount of shunting to be done

on a passenger train depends upon various local factors, the figure will vary from Division to Division

and from Railway to Railway, traffic conditions remaining constant, is indicative of wasteful shunting.

The figure is arrived at by multiplying by 100 the quotient of shunting kilometres divided by

train kilometres (passenger including proportion of mixed). It can be depicted by formula given below:-

Shunting Kms x 100

----------------------------

Train kms.

B - Wagon Usage

Average Starting Wagon Load :

This figure is compiled separately for coal and coke, heavy merchandise and light-

merchandise, thus affording an indication of the extent to which wagon space is utilised by stations

from which traffic originates. It is extremely important that wagons be given as full a load as possible

because this means economy, in wagon usage and hence engine power and less strain on line and

yard capacity. Even a slight improvement in the starting wagon load can mean a tremendous saving

to the Railway.

The result is calculated by dividing the number of tonnes loaded by the number of wagons

loaded (in terms of four wheelers), CR and TR vans as also wagons used for live stock and

departmental purposes, however, are excluded.

Tonnes Loaded

Average Starting Wagon Load = -----------------------------

No. of Wagons Loaded

Wagon Kilometres per Wagon Day:

This figure is a measure of wagon mobility and indicates the average number of kilometres

moved by a wagon, on the average, per day, both loaded and empty journeys being included. Delays

in marshalling yards, delays at stations when loading or unloading, delays in clearance from roadside

stations, decrease in average speed of goods trains, increase in the number of wagons awaiting

repairs, and shorter loads of trains are some of the factors normally responsible for poor mobility.

This result is obtained by dividing wagon kilometres by wagon days which is the product of

daily average number of wagons on line and number of days in period.

Wagon Kms.

Wagon Km. Per Wagon day = ---------------

Wagon Days

Net Tonne Kilometres per Wagon Day :

This unit is a measure of the revenue earning work done by the wagons and reflects both

mobility and loading. A decrease in this figure may be due interalia to any of the causes which effect

the figure of wagon kilometres per wagon day. The proportion of loaded to total wagon kilometer age,

the average loaded wagon and the relative amount of heavy and light merchandise carried, are some

of the other factors which may effect this figure.

The numerator in this case is the net tonne kilometres (excluding departmental) and the

denominator wagon days.

Net Tonne kms.

Net Tonne km. Per wagon day = --------------------

Wagon days

Wagon Turn Round:

This future expresses the ratio between the total number of serviceable wagons on a Railway

and the number of wagons required daily for effective use on the railway for its outward, inward and

transhipment traffic. Stated in a different way, wagon turn round represents the average period of time

in which a particular wagon completes its average loaded trip and after which it again becomes

available for loading.

No. of effective wagon holding

Wagon Turn Round = -----------------------------------------------------

Loaded Wagons + Loaded received wagons

Average Wagon Load during the Run :

This unit is a good index of wagon utilisation as it refers to the average load of all loaded

wagons carried. It suffers from the draw back that it does not directly reflect the performance of the

division, gauge or railway to which it applies, as only a proportion of the loaded wagons carried is

loaded locally and the balance consists of both received traffic and cross traffic.

For obtaining this figure net tonne kilometres are divided by loaded wagon kilometres, (the

figure relating to departmental trains are excluded).

Net Tonnes Kms.

Average Wagon Load during the run = --------------------------

Loaded Wagon kms.

Goods Trains Performance

Average Speed of Goods Trains :

This result is calculated separately for ‘through goods trains’ and all goods trains and is

arrived at by dividing the total train kilometres by total train engine hours of the concerned service.

Detentions to goods trains at roadside stations enter into the calculations and have therefore the effect

of bringing down average speeds.

Train kms.

Average Speed of Goods Trains = ------------------------

Train Engine hours.

Some of the factors on which the average speed of goods trains depends are:

(a)

The proportion of the density of trains to the sectional capacity. The nearer a section is

worked to its sectional capacity, the proper the speeds obtained.

(b)

Hauling power of the engines used, quality of coal and quality and adequacy of water supply,

standard of maintenance of engines and time taken by loco pilots for loco requirements.

(c)

Loads of trains.

(d)

Condition of rolling stock, particularly the brake power available.

(e)

Standards and maintenance of signalling and interlocking.

(f)

Facilities at watering stations, facilities at roadside stations to complete shunting in the

minimum time and shorter block sections which will increase the sectional capacity.

(g)

Engineering restrictions - permanent and temporary gradients and curves.

Average Net Train Loads (in tonnes) :

This figure refers to the average freight load carried in tonnes, i.e., to that portion of load which earns

revenue for the railway.

Net Tonne kms.

Average Net Train Loads =

---------------------

Train kms.

Average Gross Train Loads (in tonnes) :

This figure represents the average overall load of goods trains i.e. the freight load plus the weight of

the rolling stock.

Gross Tonne kms.

Average Gross Train Loads = ----------------------

Train kms.

The principal factors affecting this figure are:

The tractive capacity of engines on goods train services.

The gradients on various sections of the line.

The nature of goods carried.

Shunting Engine Kilometres per 100 Train Kilometres :

This figure indicates the amount of non-revenue earning work done per 100 train kilometres

(Goods and proportion of mixed). Its value is affected mainly by the load of goods trains, and the

amount of terminal work involved.

Shunting kms. x 100

Shunting Engine kms. per 100 Train kms. = --------------------------

Train kms.

However, for the same division or/railway, the pattern of traffic remaining the same, rise in this

figure is indicative of wasteful shunting.

Net Tonne Kilometres per Engine Hour :

The figure of net tonne kilometres per Engine hour is a very useful index of the efficiency of freight

working on a division. Net tonne kilometres indicate the amount of revenue earning work done while

engine hour measure the cost of if doing it.

Net Tonne kms.

Net Tonne Kilometers per Engine Hours = --------------------

Engine hours

A decrease in net tonne Kilometres per engine hour may be due to factors such as:

Shunting engine hours not using cut down in proportion to the decrease in traffic offering.

Increase in departmental, assistance required, assisting hot required and light engine running.

Decreasing in the average train and or the average speed of goods train.

Decrease in the average starting wagon load or in the wagon loads of wagons received from

other divisions.

Increase in the proportion of unbalanced traffic.

The type of traffic carried heavy or light.

Average Detention per Wagon :

All wagons

Through loaded wagons:

Detention suffered by stock in a yard depends, interalia, on the layout of the yard and on the

number of trains per day that can be despatched in various directions. Target figures have been laid

down for each yard for detentions to all wagons and through loaded wagons. Such targets take into

consideration the condition of work and facilities available in the yard concerned. Detentions in excess

of this figure indicate inefficient yard work. Lesser detentions mean lesser cost of handling wagons in

yards.

Total Detention Hours

Average Detention per Wagon = ----------------------------------

No. of Wagons despatched

Number of Wagons Dealt with per Shunting Engine Hour:

The number of wagons that a given yard can deal with per shunting hour depends, interalia, on its lay-

out. Accordingly a target figure has been prescribed for each yard to enable the efficiency of yard

work to be gauged. As shunting involves cost, the higher this result, greater the efficiency of the yard.

No. of Wagons dealt with

No. of wagons dealt with per shunting engine hour = ---------------------------

Shunting Engine hours

Locomotive Performance

Engine Kilometres per Day per Engine in Use :

This figure is compiled separately for passenger, mixed and goods train services as well as for all

services refers to ‘engines in use’. This is affected by such factors as:

The average run of trains.

The average speed of trains.

The engine links

The location of engine shed with respects to the stations which they serve.

Engine kms.

Engine kms. per day per engine in use = ----------------------

Engine days in use

Engine Kilometres per Day per Engine on Line:

This figure is also compiled by services and for all services put together. The proportion that this figure

bears to the corresponding figure of ‘engine kilometres per engine day per engine in use’ indicates the

proportion of available engines ‘on line’ that were put to effective use during the period in question.

Engine kms.

Engine kms. per day per eigine on line = ------------------------

Engine days on line

Quantity of Fuel Consumed per Engine Kilometre by Service:

This figure indicates the fuel consumption in relation to engine kilometres only and does not reflect the

tonnes hauled.

Quantity of Fuel Consumed

Quantity of fuel consumed per engine km by service = -----------------------

Engine kms.

Quantity of Fuel Consumed per 1000 Gross Tonne Kilometres by Services:

This figure indicates the fuel consumption in relation to the work done and is, therefore, a better index

of fuel consumption than the quantity of fuel consumed per engine kilometer figure. The main factor

that influences this result is the gross load of the train. It is derived by the formula given below:

Quantity of Fuel Consumed x 1000

Gross Tonne kms.

Traction Energy consumption per engine km and per 1000 gross tonne kms is worked out exactly in

the same way, replacing 1000 litres of diesel by kwhs.

~~~~~~

FREIGHT OPERATIONS INFORMATION SYSTEM (FOIS)

(Back to Index)

INTRODUCTION

In keeping with global trend, there has been a long outstanding demand of the industry &

trade for transparency in sharing of information to give the customers an up-to date business like

environment. Railways in this millennium have decided not only to perform the traditional tasks of

carrying passengers and goods efficiently, but also to change the mindset of working as a closed

system. The great concern to improve on its market share has prompted Railways to have a multi

pronged approach to its freight policy.

Continuous Cargo Visibility has always been a critical component of the Supply Chain Distribution

Management System.

To achieve this, out of the stated multi pronged new freight policy, a lot of emphasis has been

laid on establishing a computerized FREIGHT OPERATIONS INFORMATIONS SYSTEMS (FOIS).

The system indigenously developed is fully functional in the B.G. system of Indian Railways being the

first of its kind in South East Asia.

Freight Operations Information Systems Mission - FOIS

To give a total transparent system with continuous Cargo visibility and an up-to date business

environment to the Customers with instant access to information regarding their consignments in

transit for just in time inventory’.

FOIS is an On-line Real-Time system based on absolute current State of Art

Technology

and efficient Communication system.

A management tool to optimize utilization of costly assets and resources by improving the distribution

of Rakes/Wagons & Locos, and also scheduling and Routing Traffic in an optimized cost effective

manner.

Provides Continuous Cargo Visibility and enables the Freight customers to have instant access to

information regarding the current status of their consignments in transit for just in time inventory.

Strategic Advantages Derived From The FOIS System

•

Extension of the current business practice from bulk movement of freight traffic in

train load formations to piecemeal traffic by clubbing and moving together similar type

of stock in ‘Hub & Spoke’ arrangement to increase its market share by re diverting

high profit yielding piecemeal cargo from road to rail.

•

Global tracking of consignments in real time Rakes or individual wagons.

•

The insight and pipeline of consignments thus captured on the entire BG network is

made available for timely planning and just in time inventory management on a time

span cargo movement which may extend to 2 to 5 days from origin to destination...

•

Facilitate acceptance (customer’s Orders), billing and cash accountal of freight traffic

from identified nodal customer centers which may not necessarily be the handling

terminals.

•

Extension of such facilities to customer’s premises and introduction of e-commerce,

benefitting both IR and the trade & industry, by eliminating manual transactions which

necessarily add to the burden of logistics management.

•

Providing requisite Foundation for a total logistics system furnishing real time

information of the chain of physical distribution, an essential element in reducing

inventory costs.

Scope Of FOIS Systems

Presently two subsystems of FOIS are already in use after extensive field trials and validation.

RMS

TMS.

Rake Management Systems -RMS

Rake based consignment tracking and pipeline

Train/Rake operation

Stock Holding in terms of summary of wagon types

Train and stock Interchange

Terminal Handling performance

Loco holding, outage and power on-line

Reporting to take care of Train/Load on summary basis

Invoice based consignment tracking

Wagon wise Stock Holding

Reporting of consist Wagon wise

Invoice based loading originating tonnage and revenues.

Wagon wise Interchange

Statement of missing Wagons/wrongly delivered

Terminal Management Systems -TMS

Computerized booking and delivery of consignment

Station Accounting

RR generation/Transmission

Improved Customer Interface

Crew Management has been developed & is under implementation. Control charting of trains

currently being done manually will also be integrated with FOIS.

The above two sub systems have been fully developed and tested and are ready for

implementation.

FOIS Design Architecture

FOIS is designed and developed in conformity with the state of art technology which is scaleable,

maintainable, with open systems architecture and is based on the Indian Railways organizational

hierarchy, its present and future requirements. Based on the business processes that are being

adopted, the business model developed in the FOIS - IT architecture is based on the assumptions: -

The current business practice of bulk movement in rake formation is the accepted norm for future also.

Around 80 to 85% of traffic already moves in Rake, majority of which comprises similar type of rolling

stock.

Global perception is more important, with respect to tracking of consignment and Rakes rather than

of individual wagon, locomotive and train. The insight and pipeline of consignment and rakes should

be seamlessly available. Railways would like to share information on booking and movement of

consignments with individual customers also.

The operations and data capturing, will remain control centric for train, rake locomotive and

stock management and terminal centric for booking, loading, unloading, and delivery. Taking into

account the spatial distribution of activities, which need to be captured.

Integrity of Operation and Commercial data is an absolute necessity. RMS and TMS

application are conceptualized, to provide the integration with the other subsystems as and when

these are developed.

FOIS ultimately expects an event driven integrated reporting in real time, beginning with the

tendering of Forwarding note to loading and generation of invoice, followed by load consists, train

ordering and departure/arrival of load destination, unloading and delivery. The data thus captured is

used for generating associated managerial reports on-line information (MIS). The data will also be

used for expanding the scope to cover other functional areas of the remaining modules and can easily

integrate with RMS/TMS using appropriate middle ware Technology for sharing information locally.

Therefore, a strategic approach has been adopted to computerize IR operations by implementing

RMS/TMS systems in a phased manner using modular approach.

FOIS System Architecture

Key components of the System Architecture

Intelligent terminals will be placed at the field locations to capture the data from the place of activity

namely control offices, yards, goods sheds, C & W depot, Loco sheds etc., and connected to the

identified Application Server through reliable communication links for transaction processing.

Application servers are centrally placed at CRIS office. These servers are connected to the

Zonal Hd. Qrs., Divisional Control Offices, yards, interchange points, and good sheds etc., with a

reliable and integrated network. The servers are networked amongst themselves and to the central

server for global level transactions.

The central Server provides management Reports at board level and acts as repository of all

the global data and also provides global services to maintain referential integrity of the databases

including master files.]

Network Topology

In view of the Centralized application architecture, a star based network topology has been

designed. However, in order to provide alternate paths ( to meet the up time requirement of 99.9%)

from reporting locations, a mesh has been created with in each zone so that every location has at

least two paths to reach CRIS. Each zonal HQ has been connected to central location (CRIS) on high

bandwidth pipes. In addition to this, another zonal location has been connected to CRIS using high

capacity link. Hence these two high bandwidth links shall cater to the entire transaction load

generated by a zone. Railway telecommunication network, leased lines, DOT, VSAT Technology

as communication media has been provided for reliable and fast means of data transfer.

Phased Implementation - Approach

In case implementation is attempted for events of all the functions to be reported in

real time, concurrently from day one, then the reporting sites to be readied, the

associated communication requirements and the number of staff to be trained

assume enormous proportions. To ensure that the implementation effort is within

manageable limits, one way is to take up, one by one, only limited portions of

geographical territory for computerization at any given time. On the other hand, if the

territory is small, instances of repetitive data entry increase; resulting in redundant

expenditure on reporting infrastructure that will have no use as the territory expands.

At the same time, if the MIS requirements are to be met in totality, the territorial

expansion must ensure that a function is implemented on end to end basis as quickly

as possible, otherwise only a truncated picture will be available to various levels of

users and the benefits of computerization remain postponed till the entire Indian

Railways have been covered.

ii)

The FOIS comprises several subsets of functions each meeting a distinct set of

objectives. Certain FOIS subsets presuppose others to be operational before they can

be implemented. Loco and wagon based functions presuppose load/train/rake

functions to be operational. Goods shed functions expect wagon-based functions to

be in place before they can be implemented. With these assumptions the FOIS / RMS

systems have been designed in a modular structure which could be taken up for

implementation in a phased manner.

For example:-

Phase I (PI module)

Provides facility for reporting load summary with only wagon type and number of units.

Phase II (PII module)

Provides facility for reporting the consists with details of wagon numbers.

Phase III (PIII module)

TMS provides facility for good shed functions and generation of RR.

Implementation Strategy

Realizing that functional phasing is the only way to keep the implementation effort within manageable

limit and yet remain meaningful at every stage, FOIS software has been developed as above in three

modules such that functions of global utility are implemented faster from fewer sites. It also takes into

account that the beginning is made from the control offices where computer awareness is of a high

order. The implementation can grow on need basis driven by the Railways themselves.

For timely completion of field implementation, the total involvement and commitment of

Railways is very essential from day one. Therefore, COM’s of Railways have been given the total

responsibility and charge of implementation of FOIS, to provide for the following:-

Railways to get staff identified and train them to work on PCs

Railways to prepare the sites for installation of hardware including provision of

electrical and civil facilities.

Maintenance of channels & data com equipment has been given to CSR of the zones.

CRIS would provide specifications for the same.

For facilitating this process the organization of CAO/FOIS has been strengthened and made

responsible for coordination, implementation on All - India-basis.

The software implementation and maintenance shall remain the responsibility of CRIS. Pre

implementation training of the required number of staff (consisting of Core Implementers and Telecom

Inspectors from each of the divisions), in RMS - phase 1 has been completed by CRIS for all the zonal

railways and their divisions. However, Railways will be required to make arrangements through the

Zonal Training Schools to train the remaining staff of the concerned categories.

10.

Benefits

Continuous Cargo Visibility

Rake based consignment tracking and pipeline

Invoice based loading -Originating Tonnage & Revenue

Information on trains on the run, the ETA at next point and the work to be performed.

Vehicle guidance of all trains on run.

Daily report describing the performance of all through trains operated in a controlled

territory for the day.

Actual/Estimated arrival and departure particulars for a particular train at any or all the

reporting points

Yard or on the run delay information.

Train & stock Interchange

Wagon wise Interchange

ii)

Optimised Asset Utilisation

•

Improved Locomotive Utilization by reduction in Light Engine running and reduced in

effectives

•

Statement of missing or wrongly delivered wagons and finally its elimination.

•

Elimination of unconnected wagons

•

Increased Availability of Repair Capacity

•

Stock Holding

•

Loco Holding

iii)

Increased Revenue

Savings in wagon fleet would result in corresponding saving in the recurring cost of

maintenance of wagons

Reduced Locomotive power and Rolling Stock Maintenance Cost

Savings in Time & Cost of handling in yards, cost of empty haulage

Ensures optimal crew management and monitors statutory limits for running

duty

and overtime payments

Reduction in staff cost per unit of transportation due to improved productivity of the

available manpower

iv)

Improved Productivity per/man Year

Accuracy of reporting -In the Head &Hand system collecting data on telephones results in

sizeable error levels, which need to be reconciled &corrected periodically .FOIS data with built in

validation systems has Zero errors .

Drudgery of manual processes like maintenance of registers etc. is eliminated.

Particulars of crew on train with hours spent on duty.

Re-deployment of major portion of staff involved in wagon tracing and accounts

checking activities.

Improved Customer service and satisfaction

Facilitation of acceptance (customer’s Orders), billing and cash accountals from

identified nodal customer services centers and not necessarily at the handling

terminals

E-Commerce will facilitate the customers to operate from their premises for the above

requirements of billing and cash accountal and thus reduce the burden of logistics

management, and in addition drastically bring down the inventory costs. in the entire

chain of physical distribution system.

Quick settlement of Claims

Just in Time Inventory

Goods shed Operations

•

Arrival particulars of Wagons

•

Placement and Release Particulars

•

Information on demands registered and pending Indents

•

Preparation of Railway Receipts

•

Information on Demurrage and Wharfage

•

Loading Particulars

•

Goods Shed Earning

•

Information on delayed wagons and Wagons awaiting Placement/Release

II.

Application/Software

RMS module has been developed with GUI interface which is highly interactive, very user

friendly. The software is totally menu driven and navigation is through logically linked tasks. The

application and front end forms for reporting events has been developed in Visual Basic and resides in

the client machine located at the reporting location . Data is stored in the central server locate at

CRIS.

General Concepts

A Rake is a very generalized term, which refers to any set of wagons moving together and has

been identified in the system as rake. Wagons can be attached/detached to a Rake. A Rake is

identified by a uniquely defined ID number, which remains unchanged through various Load/Empty

cycles & movements. A Rake, when given a destination, is known as a Load. A Load, when given a

loco, is known as a Train. Thus, there can be no Train without a Load & no Load without a Rake

(except where a load is mixed and is not identified in the system as a rake). With a clear

understanding of these terms, you enter data through clearly defined “tasks”.

The RMS software has two identifiable cycles-

Train cycle: It starts the moment a load is identified as a train and the following tasks are used

for online reporting: -

Train Ordering: TO/Call between two crew-changing points.

Train Departure: reports departure.

Train Arrival: reports arrival.

Train Run-through: reports through runs

Train rerouting

Yard Cycle: It starts as soon as a terminating load a terminating load arrives at its destination

or a train is cancelled. (i.e. the load is sent to load planning)and the following tasks are used for

various online reporting:-

Load Related Tasks

Inward Number Taking: destination validates consist.

Load Planning: initial activity, following rake assignment.

Load Stabling: run/ordering termination is reported through this.

Load Diversion/Termination/Extension: reports changes in planned load destinations

Load Yarding: takes a load-to-load planning screen, but will not reflect in stabled position.

Vehicle Guidance Related Tasks

Consist Reporting: originating station reports summary details. (Guidance is also called as

Consist).

Rake Related Tasks

Rake Formation Details: form/modify rake consist.

Movement order: facility to give advance assignments to rake

Rake Placement/Release: reporting Load/Empty cycle.

Rake Dissipation: for generating piecemeal out of rake or for doing away with a rake which

has no wagons left.

After a load is made ready, loco attached and train ordered

Again the train cycle begins.

Loco Related Tasks

Attachment/Detachment of Locos.

Loco Reporting: reporting shed activities of loco.

Light Engine: reports light engine movements

Given above is the list of tasks that are to be performed on real-time basis i.e. as soon as the

event takes place.

Demand:- This function is to be reported at station where the party/consignor registers his

Demand for supply of Rake/Piecemeal wagon for loading of goods. The following

tasks are used for reporting this activity:-

New demand

Modify demand

Add/delete demand

Fulfilling demand

Forefeiture/Withdrawl of demand

Interchange forecast:- In the system as the trains are planned, a pipeline is generated from

Originating Station to destination and the position can be viewed at any point in its route. Forecast

can be reported by selecting trains from the pipeline shown at the interchange point. The task used is

interchange forecast reporting task.

Given below is a summarized list of entity related tasks :-

Rake Related Tasks

Rake Formation Details: form/modify rake consist.

Movement order : facility to give advance assignments to rake

Rake Placement/Release: reporting Load/Empty cycle.

Rake Merging: moving wagons from one to another rake.

Rake Dissipation: for generating piecemeal out of rake or for doing away with a rake which has no

wagons left.

Load Related Tasks

Load Planning: initial activity, following rake assignment.

Load Stabling: run/ordering termination is reported through this.

Inward Number Taking: destination validates consist.

Load Diversion/Termination/Extension: reports changes in planned load destinations

Load Yarding: similar to stabling, but will not reflect in stabled position.

Cut-in by Arrival/Departure: was useful when there were non-computerized territories also.

Train Related Tasks

Train Ordering: TO/Call between two crew-changing points.

Train Departure: reports departure.

Train Arrival: reports arrival.

Train Run-through: reports through runs.

Loco Related Tasks

Attachment/Detachment of Loco: reporting loco failure on run.

Loco Reporting: reporting shed activities of loco.

Light Engine: reports light engine movements.

Roadside/Piecemeal Wagons Related Tasks

Attachment/Detachment of Wagons en route: load & consist are automatically modified in this task.

Piecemeal Placement/Release: reports piecemeal activities.

Piecemeal Sick/Fit Reporting: reports sick/fit.

Clearance of Detached Wagons: clears detached wagons.

Demand: reports indents for a good shed type of loading.

Vehicle

Guidance

Related Tasks

Consist Reporting: originating station reports summary details. (Guidance is also called as Consist)

Detentions Related Tasks

Train Detention en route: reports unscheduled stoppages.

Pre departure Detentions: reports detentions suffered by loads/trains at yards/stations.

Other Tasks

Interchange Forecast: reports daily targets, which should be frozen by noon.

BPC & Crew Details: reports these details.

Modify ETA: changes ETA for a train.

Re-routing: changes path of a train while on run.

As you realize, these are all routine tasks. Besides this the divisions have to carry out some systemic

tasks which help in generating MIS reports (name for reports which are not generated on online data)

and some time specific reports.

TSS (Terminal Sub-Systems) (Back to Index)

TSS (Terminal Sub-Systems) is a generic word used in FOIS to refer to PCs, Printers & UPS. This PC

is used for entering (and retrieving) data. Following are the important guidelines for users.

Power Connection:

Please make sure that a data entry PC or a “Reporting Terminal” is always kept in the “ON” condition.

The power feed required is met through a 5A dedicated socket.

Please make sure that all the different PCs & Printers have a separate 5A socket. Don’t use multi-plug

adapters.

Also check up with the Electrical personnel as to whether your sockets have Earthing arrangement. In

absence of the same, your PC may get damaged. The earthing to neutral voltage not be more than 2-

3V.

It is also better to have a MCB attached to main power supply point/board.

Your AC connection & PC supply must be on different phases. This saves from fluctuations.

Your PC is not connected to the mains directly. Instead, the Power supply is routed through a UPS

(Uninterrupted Power Supply). Please ensure that this is always done. This saves your PC from power

fluctuations as well as gives a power from batteries for about 20 minutes, in case of power failure.

There should be a power back up, either through AT (OHE) or through Diesel Generator. The change

over switch should be close to you.(care to be taken that earthing is proper)

It is a healthy practice to ensure that various power chords feeding your PC, Printer etc are neatly tied

together, rather than strewn all over.

If you locate your UPS very close to your monitor, the display will wobble. Please ensure that UPS &

Monitor are separated by at least 24 inches.

When the PC is ON, don’t try to change any connection. This applies equally to not only power

connectors, but also to various chords connecting different equipments, LAN Cables etc.

When turning the PC ON, (if need arises) follow this sequence

Mains → UPS → Monitor → Printer → CPU.

The reverse is followed when switching off.

Environment:

If an AC is provided, make sure that it is working properly.

AC should be on a phase different from the one feeding your PC.

The room should be kept as clean as possible. Dust, smoke particles & moisture cause maximum

damage to your PC. So, don’t allow any smoking, eating or drinking at the workstation.

Never clean your PC using an organic solvent (such as Colin). Always use a soft, damp, dirt-free cloth.

When the PC is not in use, keep it covered with “Dust Covers”.

Make sure that the Keyboard has been supplied with a “Skin” - a tight-fitting plastic covering for

Keyboard, which does not stop usage.

Your PC should not face direct sunlight. Nor should it be placed so close to window where rains can

affect it.

CPU (Central Processing Unit) & Monitor should not be placed in such a way that the fans/outlets at

the rear of these equipment get blocked by walls/other objects.

Virus Protection:

Viruses come to you PC through pirated softwares of games & utilities that you load. Yet another

source is downloading of files from Internet. Once a virus is on a single PC of a network, it spreads on

its own to the entire network. Therefore, you must not load pirated software or download wallpapers

etc from Internet.

Make sure that Virus protection files are loaded on your PC.

Please enable virus scans on data transfers, floppy drive files & CD files.

Please schedule your Virus software to run every day at a fixed time. To do this, open “My Computer”.

Double Click on “Scheduled Tasks” Folder. Double Click on “Add Scheduled Task”. This will activate

“Schedule Task Wizard”. Click next & select the name of the Anti-Virus program given to you. Keep

following the simple steps to schedule your Anti-Virus to run daily. Once scheduling is done, your PC

will automatically run the program everyday at a given time, as specified by you.

There is an arrangement whereby we get updated Anti-Virus files every 3 months. These CDs are

available at your Divisional HQ through OCC. You must update your anti-virus programs to enable it to

take care of new viruses.

There are tell tale signs of virus on your PC. Please be on lookout for these signs, which are listed

below:

•

Unexplained disk drive activity light or floppy drive light

•

Reduction in RAM Availability

•

“File Copied” message appears without copying anything

•

Failure of a memory resident program to operate properly

•

System behaves slowly or in a chaotic manner

•

Bad clusters on the disk

•

Increased number of files on disk

•

Increase in size of executable programs

•

Change in file’s date and time stamp, without modification

•

Program running slower; taking more time

•

Program/Data file corruption/disappearance

Internet Connections:

There should be no Internet connection on your PC. This restriction is applicable to everything related

with Internet - email, chat, surfing etc.

Further, your PC should not have access to another network - such as Railnet. This makes the

network prone to hackers & Viruses. Since the information available on FOIS is confidential, therefore

hackers have to be prevented from entering our network. This is the reason for having separate LAN

and Routers for FOIS.

Important Files (Software):

You work with Windows 98 (Second Edition). A quick restore CD is also available with you, along with

Anti-Virus software & RMS.

Also windows back up files are normally available in the cab folder.

Please ensure that none of the following files are tampered.

COMMAND.COM

IO.SYS

MSDOS.SYS

Similarly, ensure that RMS file - which resides in Program Folder of your Hard Disk - is never

tampered.

Datacom Equipment & Connectivity

In this chapter, we shall deal with some pertinent issues regarding Connectivity. Your PC is

connected not only to adjacent PC but also to each & every PC on FOIS. (Each PC on the network,

therefore, has a unique identification or Address - known as IP address). This has been achieved by

using leased lines, ISDN connections & VSATs for data transfer. This data transfer rate is higher than

PRS system. Also, unlike PRS terminal, your terminal is a full-fledged independent machine. The

interface is Windows, unlike text type processing in PRS.

Your PC is connected to FOIS through a Router, which is a junction between LAN (Local Area

Network - connecting all PCs in your premises) & WAN (Wide Area Network - a bigger network which

connects all PCs on the system). A Router does this mostly through Channels - which are connected

to it using Modems. (A channel has two ends. One end is connected to Router through a Modem in

your premises. The other end is again connected through a Modem to the equipment of Channel

Provider, at his premises. This can be S&T or BSNL or any other telephone company). Finally, a

Router will have connections with your LAN (through Hub/Switch), Modems (one for each channel),

ISDN Connections (directly to Router) & VSAT (directly to Router). All this equipment is collectively

referred to as Datacom Equipment.

Routers:

A Router routes the data that you want to send/receive. It is an intelligent device, unlike Hubs &

Modems. The data is sent & received in data packets. A LAN works below a Router. Data sharing

between various PCs connected on a LAN is automatic & Router has no role. It is only when the data

requires being sent/accessed from a remote PC/Server - i.e. accessing WAN terminals - that Router’s

role assumes significance. Its IP Number specifies each Router - like all intelligent devices on a

network -. This IP Number actually identifies its Ethernet port. A Router may have WAN, LAN, &

VOICE port. A port is actually a point where a channel (through Modem) or LAN or ISDN or VSAT

connection can connect to Router. On Railways, we have two makes of Routers supplied - Cisco &

Motorola.

Router has to remain “ON” at all times.

Also ensure that the power feed is having a proper earthing arrangement. The earthing norm of 2-3V

to be maintained.

Power supply to Router should be routed through a UPS. Never operate a Router without a UPS.

Also, wide fluctuations in input voltage can damage the Router.

There should be a power back up, in addition to Normal Power Supply. This could be through Auxiliary

Transformers (AT) in OHE area or through a Diesel Generator Set (DG Set). The change over switch

should be accessible easily.

The Router should be kept in a dust, smoke & moisture free environment. Please use Racks provided

to house the Router. Since Router is expensive & sensitive equipment - which does not require daily

maintenance - therefore, it is better to leave the equipment undisturbed.

Essentially provide Air-conditioning for routers.

A Router, along with Modems should be placed at a location where it is always accessible to the user.

You actually don’t have to do anything with Router, but just by looking at various displays & reporting

the same, you will be participating in troubleshooting. For this reason, you must have Router under

your control and not locate it in Test Room.

Some of the Routers have a specialized Port for ISDN. (Not all Routers have it). Unlike all other

terminating leads on a Router, ISDN connection gives a higher voltage (≈ 100 V). Therefore, if ISDN

lead is connected to any other port, that port will burn down. Be careful.

Firm connections of all chords to Router are to be ensured.

Nothing should be placed on Router.

Router should not be dragged.

Modems:

Modem (Modulator/Demodulator) is the device through which a channel connects to your Router (&

through it, to your PCs on LAN). It is a very sturdy & maintenance free device. It also requires a dust &

smoke free environment. It is normally housed in a Rack along with Router. A lot of information is

available on its front display.

We have two types of Modems on Railway - G703 (at service provider’s premises) & V35 (at our

premises, with Router).

When the channel connected to a Modem is working properly, you will find both “RD” & “TD” glowing &

blinking. If it is not so, then there is some problem with channel.

As always, you have to ensure that Modem is always kept “ON”.

Also ensure that the power feed is having a proper earthing arrangement.

Never use a metallic brush to clean the surface. Organic solvents are also not permitted.

Since one end of a channel always resides at the channel provider’s premises, therefore you must

also know some simple checks to analyse the channel position. Some of these steps you take in

tandem with the operator at other end, who is observing his Modem. These steps, which are invoked

when the channel is down (i.e. “line protocol” is down), are

Make “LL” (Local Loop) switch “ON”. This gives the status of the Modem & Router. If “TD”, “RD” blinks,

then local equipment is OK. If it doesn’t, then the problem is with Modem/Router.

In the next step, we make “RL” (Remote Loop) switch “ON”. This checks the local lead condition

between Modems. However, to get the response of this action, there should be an observer at the

other end. If everything is OK, then at the remote end, “RD” & “TD” will blink. Similarly, remote end can

also give a “RL”, in which you will get blinking “RD” & “TD” on your Modem, if everything is OK

between two Modems.

If both “RL” & “LL” give OK results, then the problem is beyond the Modem at service provider’s end.

You have to take a docket number after registering the fault with service provider (i.e. S&T or BSNL).

If Modem at the other end is not able to execute “LL” successfully then Modem at that end is

defective/improperly connected.

If all loops show positive result & line protocol is still down, try initialising Modem by switching it off &

then on.

If everything gives OK & data is still not able to pass through then there may be problem with Router.

Inform Divisional Control.

Always ensure that all leads are firmly connected. However, no lead should be checked with power at

“ON” position.

Channels:

A Channel refers to a leased line dedicated channel for data transmission. You have two types of

channels - Railway & BSNL. However, as a user you don’t see a difference. Though technically a

Channel refers to a leased line channel, in this section we will also cover ISDN & VSAT in it. A

channel connects your system through Modems & Routers. In addition to leased channels, you also

have ISDN connections & VSAT (Very Small Aperture Terminal) connections to enhance your

Connectivity. Connectivity refers to the immediate links that your PCs on LAN (at a Node) has with

neighbouring nodes. It has been planned that ideally each node has a minimum of two links, each

giving a different route to your data - so that data transmission can continue even if one link is down.

This is technically known as Route Diversity.

Unless a Channel is available, data will not transmit. If your node is connected through two channels &

one of them is down, you will not know the difference. However, with one channel down, you are in a

very precarious position as data entry will stop as soon as the second channel even flickers. It is

therefore important for you to take active interest in knowing the state of a channel. This can be done

through “pinging”. Pinging is the name given to sending & receiving a test data packet from one

computer to another remote PC/Router or to any intelligent device. However, you can ping only if you

know the (IP) address of remote PC or Router. These are listed in Annexure I. You can ping by

following command

OPERATING MANUAL FOR INDIAN RAILWAYS (2020-2022) - page 3