RDSO's report no. TFC-77 (January 2002) of the ... - eLocoS

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Executive Summary'CRB vide his D.a.No. 2001/CRB/Misc.l5 date 4.9.2001 directed ROSa to form aCommittee with representatives from Track, Traffic, Electric Traction and Diesel Traction tostudy and submit a report which should look into the problems of frequent stalling,· requirementof additional power and its cost implications. As per this letter under powering of trains result inthe following disadvantages: -: i) Low average speed resultinq in loss of line capacity and lower engin'e and wagonutilization;ii) Problem of loco maintenance;iii) Damage to the track in the form of wheel burns and lower maintainability of track dueto heavier longitudinal forces.Rosa accordingly formed a Committee consisting of EDITFC. ED/MP, Sr.ED/Elec.Loco,and EOffrack to assess the extent of the problem being faced in the field and give solutionsaccordingly.The Committee collecterl the details of stalling cases from all the Railways. The averagestalling cases on all Indian Railways (excluding E. Railway) are about 3.6 per day. The problemVias found effecting S.E. Railway the most. SUbject of stalling of 58 BaXN in Bilaspur andt..Jagpurdivisions. was earlier studied by ROSa and a report No. IR 73 (Nov., 98) was sent toRailway Board.tFor the purpose of present study it was, decidedthat as a sample case Bilaspur divisionshould be taken up again for in depth study to see the trends of stalling cases over the yearsand steps taken for reductionin stalling of freight trains as this division has got predominantgradients of 1: 100 to 1:250 in its jurisdiction.' A Committee of officers from Track, Electric Locoand Traffic Directorate visited Bilaspur division and had detailed discussionswith the divisionalofficers and staff associated with the rlJnnin~ f ,rains. The division has shown a uniqueexample of reducing stalling cases from 36B in the y~ar 1998-99 to 27 cases in the year 2000-01, without major financial technical inputs.

i) Improvement in enginemanship;ii) Availability of working sanding gears;iii) Use of WAG7 (in place of WAGS) as banker;iv) Use of dynamic braking;Rosawhile examining the problem from a technical point of view feels that the earlier loadtables issued were inadequate because they were based on the following conditions:i) Fair weather conditions i.e. dry rail conditions,ii)Tangent track Le. straight track without any curvature,iii) Adhesions values - taken corresponding to standard track conditions,Iiv) Track maintained to standard conditions.Besides this, in case of BaXN wagon loading is permitted up to CC+2 t; therefore load of 58BOXN rake is being considered as 4850 t as against existing 4700 t. Hence revised loadtables have been issued for both diesel and electric locos.The cost implications however, for following the revised load tables will be high. S.E.Railwayvide their letter No. 48/4 dated 7.3.2001 has asked for additional 130 electric and 40 diesellocos for following the existing ROSa load tables. The same may further increase if revisedload tables are used. Average additional loco cost is Rs. 3.75 ~rores and homing sheds forabout 100 locos will cost another Rs. 10 crores.Besides this, we should also take into consideration the cost of strengthening of bridges onthe section, as double-headed operation is not permitted on certain BGML spans. Theapproximate.cost l cti strengtheninQ n~~ 8r.11 pf ~5.7 m BGML girder brid~e as per ROSa'sspecifications has been worked out as Rs. 12.50 lakhs.These additional costs might not commensurate with the advantages gained except inreducing the cases of rail burns (extra cost incurred on Bilaspur division during the last 4 .years in replacing burnt and scabbed rails is rough~ ·Rs. 14:4~Ocrores) a~dincreasing line

capacilj. Hence, tllis may ue iJdvantageous for those sections only which are operating tonevr sC.JlurC.Jlion level of line capacily.I •In ~uch c()ses Zllso, improvement in operating pmctices as clone by Bilaspur division"!.~lJl ;J:, Ir;flU \(:Ifll pllJllIlil1U, fullowing suggestions of r~DSO should be implemented on the. .1~C.Jil'/lJj~in ;J pll~J~C:'/lise rtliJnncr depending upor/ the local needs and resource availability.:I. Running of trains hauled both by diesel and electric as per the revised loadlaules issued in Annexure VI as it woul8 not only decrease the possibility ofslallinu but also improve the speed of goods train~ and reduce speeddifferential between freight and coaching trains. generating extra line capacity.II. Follov/illg Rosa guidelines for the approach speed versus maximumnegoliClble gradient stretch attached in Annexure VII.III. Deciding about the use of banker vis-a-vis double heading as per Para 0.3.1.3of the repqr1.IV, Strengthening of bridges to allow double headed operation in accordance withrevised load tables.2~0..(G.~~):' Oi~/MP EO/T ra-;kNfIJc(Ashima Singh)EOrrraffic

INDEX:S.NG. Desc'ript~oll Page No.1.0 Introduction2.0 Incidences of stalling & data collection 13.0 Previous study on stalling 64.0 Study of Bilaspur dh'isior. ofS.E.Rly. 7,.J :4.1 Causes for reduction of stalling cases 95.0 Study of Khurda Road division ofS.E.Rly. 106.0 Load haulage capability of the locomotives 1 16.1 Load haulage capability aI)d concept ofTE 1 16.2 Factors affecting load haulage capability 1 16.3 Haulage chart for locomotives 127.0 Effect on Track 177.1 Cost of rail renewal due to wheel burns 187.2 Issue c0nnected 'with bridges 187.3 Cost of upgradation of bridges 198.0 Summary of Discussions & Recommendations 19I9.0 Annexures 23-48

LIST OF ANNEXURESAnncxurc No. Description Page No.CRB's D.O. No. 200l/CRB/Misd5Daleu tl.9.200 I 23JJ !ZJ)SO's leller No. 96rrFC/21 O/Catch SiuingDaled 13.9.2001 24III Summary of stalling cases 25[V Gradient in BSP-KTE seelion 26V -~Jength& location ofwhecl burnt/scabbedrail in 13ilaspur division 27-28VJ Revised Haulage charts 29-32VjJApproach speed versus length of maximumnegotiable stretch 33-40VIII Month-wise cases of wheel burnt/scabbedrail in 13ilaspur division 41-43IX : '-S.E. Rly.'s letter No. 48/4 clat~d 2/7.3.2001 44X Balancing speed and time/distance for 75 kmphopcration for 4850 t load on lcveVtangent track 45XI Comparison ofloads permitted und loads inactual pnicticc on S.B. Railway 46-48

1.0·Introduction:Adequate powering of the freight trains is an issue, which has been of concern to railwaysall along, especially fo-r the graded sections. Though powering of the trains is broaqlybased on the loco load haulage charts, arriving at acceptable loads for a particular sectionis a tight ropewalk between loco haulage capability, operational constraints andinfrastructurallimitations. Whereas under powering will mean low average speeds, stallingof loads resulting in loss of line capacity, slogging of the locos resulting in low reliabilitynnd availability, wheel burns and damage to track calling for premature replacement whileon the other hand, providing adequate cushion on every stretch may call for, far morelocos than used at present and consequently lot more infrastructure requirements by wayof maintenance facilities etc. requiring heavy financial investment. In this scenario,judicious decisions are called for 'keeping both health of costly assets and financialposition of Railways in mind.Though railways have fixed loads, on the basis of past experience and on the basis oftrials cunducted, many times the trailing Icads have been found to be exceeding theprescribed limits. Also sometimes there is wide disparity in 4!,'IC loads for similar class cflocomotives.With above background, a study has been taken up as directed vide CRB's D.O. No.2001/CRB/MISC.lS dated 4.9.2001 (copy enclosed as Annexure no. I ).In this report,concept of loco haulage capabili~1 and factors affecting it, load haulage charts for differenttrack and weather conditions, minimum speed at which a loco should approach a gradientand the maximum length of the gradiel'lt, which a loco can clear with.out stalling, arediscussed. This will help railways to analyse the local conditions realistically and arrive atcorrect trailing loads rationally.I2.0 Incidences of stalling & data collection:To assess the extent of the problem being faced in the field, all zonal railways lVererequested to provide details of stalling cases along with sectional details, loads of trains,types of locos used etc. vide RDSo's letter No.96/TFC/210/Catch Siding dt. 13.9.2001(copy enclosed as Annexure No.n ). ,All railways have responded except E.R. Summaryof stalling cases over various zonal railways are attached as Annexure no. Ill. If totalstalling cases are averaged out on daily basis, it is found that there are about 3.6 cases.per day of freight trains stalling over all Indian Hailways (exclusive of ER).It seems that all cases of actual stallihg may not have been reported - some might havebeen reported under other categories like 'miscellaneous' etc. and some might not havebeen reported or highlighted at all. The actual Incidences may be much higher. Asproblem of stalling of trains seriol,lsly affects operation, a review is called for studyingexisting load tables, actual loads of trains ve,.~us types of locos to be utilized, effect ofcurves, & adverse weather conditions, length of gradients etc. on hauling capacities oflocos afresh.

Brief summary indicating extent of problem of stalling as reported by railway' is givenbe 10'11: -Central Railway has given position of freight train stalling cases as separatelyand electric traction, Brief summary division~wise is given below: -'IIfor dieseloDir;sr:1 Traction -Total of 33 cases of freight train stalling were reported on this division in one-year periodfrom Sept, 2000 to August 2001. 19 cases took place'in RTA-MUGA section (ruling(]radient 1 in 125), 5 cases took place in GUNA-PGA section (ruling gradient 1 in 200).80th WOM2 uno WOG2 locomotives were used.'Totul of 37 cases of freight trains stalling were reported on this division for one-yearperiod from Sept 2000 to August 2001. Break up is 10 cases in KNW-ET section (rulinggradient 1 in 150). 20 cases in ET-BPL section (ruling gradient 1 in 125) and 7 cases in. BIN-BPL section (ruling gradient 1 in 180). Single/multiple WAGS & WAG7 locomotiveswere used for hauling freight trains.Total of 86 cases of stalling 'were reportod on this division for one-year perioe' from Sept2000 to August 2001. Breakup of these cases is - 32 cases in KYN-LNL section (rulinggradient 1 in 37), 18 cases in CLA-TR section (ruling gradient 1 in 150), 17 cases tookplace in KYN-IGP section (ruling gradient 1 In 37). 10 cases in PNVL-NSPT section (rulinggradient 1 in 100). 9 cases in KYN-PNVL-ROHA section (ruling gradient 1 in 125).Bankers have been provided in all cases in KYN-LNL & I

Total of 22 cases of freight stalling were reponed on this division during Jan. 2001 toSept. 2001 - 11 cases in BZM-JHS section "(ruling gradient 1 in 200), 6 cases in BHDA-MKP section (ruling gradient 1 in 150) and 5 cases in BNDA-JHS section (ruling gradient1 in 125). Locomotives used were both WDG2 & WDM2.Total of 12 cases of freight train stalling were reported on this division in one-year periodfrom Sept 2000 to August 2001. All cases took place in JHS-AGC section (ruling gradient1 in 150). Both WAG5 & WAG? locomotives were used for hauling freight trains.18 cases of freight train stalling were reported on this division for one-year period fromSept. 2000 to August 2001. All these cases took place in NKJ-DMO section (rulinggradient 1 in 150). WAG5 & WAG? locomotives were used for hauling of th,ese trains.NagpurDivision:Total of 14? cases of freight train stalling were reported on this division for one-yearperiod from Sept. 2000 to August 2001. Breakup is - 49 cases in NGP-AMF section (rulinggradient 1 in 150), 35 cases in WR-NGP section (ruling gradient 1 in ·132), 26 cases inBD-WR section (ruling gradient 1 in 132), 1? cases in ET-AMF section (ruling gradient 1 in70) and 20 cases in BPQ-WR section (ruling gradient 1 in 150), Single/multiple WAGS &WAG? locomotives were used for hauling these trains.Total of 40 cases of frelight train stalling were reported on this division for the period April2001 to Sept.2001 (Total 6 months) -J 24 cases in SUR-DD section (ruling gradient 1 in150), 8 cases in MMR-DD section (ruling gradient 1 In 100), 6 cases in SUR-WD section(ruling gradient 1 in 100) and 2 cases In other sections. Single/multiple WDM2M/DG2locomotives have been used Jor hauling of Ult1tH~ trains.NorthernRailway:As per information furnished by NR only 18 cases of stalling have been reported (betweenMarch 2000-June 2001) on the section falling under Delhi division. In all other divisionsno stalling cases have been reported. Out of 18 cases reported in Delhi division, in tencasas banker was used for clearing the load. BG track under N.Rly. are mostlx plain.3

North EasternRailway:As per details submitted by NER there are no cases of stalling of freight trains in theirjurisdiction. NER is completely diesel traction area and WDM2 engines are being used forhauling freight trains. In BG section there is only one gradient section Le. Lalkuan-Haldwani-Kathgodam in Izzatnagar division which has ruling gradient of 1 in 70, but in thissection i.e. Lalkuan- Kathgodam. presently no freight trains are running.N.F.Railw

gradient of 1 in 37, two triple heads of WDG21ocosrear.are utilized, one in front and other inGuntakaJ Division:In GTL division total of 31 cases of stalling took place. Section wise breakup is 10 casesin RU-NRE'section (ruling gradient 1 in 100), 11 cases in NRE-HX (ruling gradient 1 in100), ? cases in GTL-I-JDL section (ruling gradient 1 in 92) and 3 cases in DMT-GZLsection (ruling gradient 1 in 100). Locomotives used for hauling are yYDM2, WDG2 andWDG4. In most of the cases bankers were provided.SecunderabadDivision:9 cases have taken place during the period in KZJ-BN section (ruling gradient 1 in 100).This is electrified traction area and locomotives used are WAG? (for loads up to 3333tonnes). WAG7 multiple unit and WAG5 multiple unit (for loads up to 4750 tonnes).Bankers were provided in all cases.S.E.Railway have provided position of freight train stalling cases for the years 1998/99.Current figures for the year 2000 & 2001 have not been made available. Position ofBilaspur Division is available up to October'2001, as this division has been studied indepth as sample case, as discussed in Para-4. Detailed current position of Khurda RoadDivision has been obtained separately.ISummarised position of stalling cases. divisionwiseis as follows:IAdra DivisionChakradharpur Div. -Kharagpur Div.Waltair Div.Nagpur Div.Sambalpur Div.Khurda Road Div.-Bilaspur Div.41 cases (January'99 to September'99)19 cases (January'99 to June'99)09 cases (JarlUary'99 to June'99)06 cases (December'9? to November'98)56 cases (January'99 to December'99)28 cases (April'98 to February'99)52 cases (May'2001 to August'2001)27 cases (April'2000 to March'2001)From the analysis, it comes out that maximum numbers of stalling were taking place onBilaspur division followed by Khurda Road, Nagpur & Adra divisions. Cases of stalling inKharagpur, Chakradharpur and Waltair Divisions are comparatively less, In BilaspurDivision, there were 368 cases reported in the year 1998-99, 156 in the year 1999-2000,27 in the year 2000-2001 and only 8 (26 if cases under miscellaneous category are alsoincluded) in the year 2001-2002 (up to October). Number of cases, which weresignificantly high on both main line,. and CIC section of Bllaspur division have beencontrolled due to number of factors as discussed in Para -4.1Stalling of freight trains has been reported in Ajmer, Kota and Ratlam divisions of WesternRailway. -

In one year (from September 2000 to August 2001), maximum number of slallin~ casesi.e. 8 has been report:=d in HP-BAR section (On line), which has a ruling gradient of 1 in150 with maximum 2.5 0 curve. 4 cases each of stalling took place in MOI-KTR (Up line) .and NANA-KVJ (Up line). Bankers were used for clearance after stalling. Maximum loadpermitted in Ajmer Division is 3280 tonnes with WDM2 Loco and 32~0 tonnes with WDG2loco. . .In Kola Division maximum cases of stalling occurred in Kanwalpura (KIW)-Dara (DARA) inKota-r\Jagda Section (On line) which has a ruling gradient of 1 in 195 with maximum 4.5 0curve. D8tail of other stalling cases is - 9 cases in CMU-SGZ (On line) and 8 cases inI\Jr'-JW-LRU(On line). No neutral section has been provided in the gradient section. Herealso bankers were used to clear the section after stalling.In Ratlam Division maximum number of stalling cases occurred in Limkhera (LMK) toJetok (JKT) in Godhara-Dahod section, which has a ruling gradient of 1 in 150 withmaximum 2.5 0curve and length of gradient being 20 kms. 40 BCN load with WAG5 arebanked on GDA-RTM (On line).3.0 Previous study on stalling:Subject of stalling of 58 BOXN trains in Bilaspur and Nagpur Divisions of South EasternRailway was earlier studied by RDSO and a Report No. IR-73 November 1998 on 'Studyof train stalling of 58 BOXN hauled by single WAG7 locomotive in Nagpur and BiJaspurDivision of S.E.Rail"v;:l-Y'was sent to Railway 8C"ard vice letter No. EU3.1.39 dated10/12/88. This report basically concentrated over the causes of stalling and whether theWAG7 locomotive is performing as .per the rated capacity. Thus emphasis was onoptimum loading of locomotive along with optimum operations Le. effect on speeds, linecapacity and hold ups etc. The conclusion drawn in above report wereThe Railway board's instruction:.i issued viue letter no. 03/Elec (TRS)/44-8/3Vol-II dated 27.5.98 on haulage of load with single WAG7 locomotive are in linewith the experience of South East.ern Railway.ORM/Bilaspur's instructions issued vide letter no. DRM/G/Sr.DEE(OP) dt.13.4.98 are also in line with Board's Instructions.S.E.Railway's joint Procedure Order No. EUOPTG/SFY/6 dt. 30.5.97 is also inline with Railway Board's instructions. .South Eastern. Railway l~ b .\liA~ ~~lIing cases on 1 in 150 .gra~ient orcompensated gradients,- which are sharper than 1:200. Such a situation canonly be met under run through conditions as stipulated in para 2 of RailwayBoard's letter mentioned above.Brake binding 0.- late releasing of brake while negotiating the speed restrictions .or passing through the restricted aspect of signal also contributes the stalling ofload. The rake of 58 Box 'N-, therefore, be test~d for air leakage tests beforeBrake Power Certificate is issued for CC rake.. 6

VI)' Running of 58 Box 'N' rake should be closely monitored during the rainy.season as the gross weight (~C+2=484LI T) of the train is expected to increaseby about 1 to 2T pet wclgon due to accumulation/absorption of water in coalload, further worsened by loss in adhesion.For the purpose of present study, it was decided that as a sample case, Bilaspur Divisionshould be taken up again Jor in-depth study to see the trends of stalling cases over theyears & steps taken for reduction in stalling of freight trains as this Division has gotpredominant gradients of 1 in 100 to 1 in 250 in its jurisdiction. In depth analysis of KhurdaRoad Division, which is predominantly die~el traction, has also been carried out.4.0 Study of Bilaspur Division of South Eastern Railway:Bilaspur Division is the major Coal loading division of Indian Railways. Coal is beingloaded mainly from three areas Le. Korba. Chirimiri - Tigerhill-Bisrampur area and BRJNarea. Maximum numbers of coal rakes are loaded in Korba area. Loaded BOXN rakes (onaverage 10 rakes per day) are also received at Jharsuguda point of- Chakradharpurdivision. Area is rich in minerals with number of coal sidings, steel plants, and cementplants situated in the area. Part of the division Le. main line lies on one of the diagonal ofGolden quadrilateral routes Le. Mumbai to Howrah line.A team of officers from RDSO visited Bilaspur division for in-depth study of stalling offreight trains and operating practices of running of freight trains. Team had detaileddiscussions with divisional officers including DRM and staff associated with running oftrains.Belpahar (BPH)-Dagora (DAO) Section: This section has (1 in 100) gradient and in bothdirection banker is being provided which is attached and detached at Raigarh. In rainyseason banker is extended up to BEF if the train is started from loop line of Raigarh.GIG Section: I •IIBilaspur-Anuppur section: In Khongsara (KGS)-Khodri (KQI) section, which has 1 in 100gradient, banker is used up to Pendra Road station. 58 BOXN loads are cleared eitherwith multiple WAGS or single WAG7 or multiple WAG7. In case of single WAG7 andmultiple WAGS, banker Is required which ar~lnvWlably now WAG7- earlier WAGS locoswere used for banking with which soni'e 3talling cases were reported. Now with WAG7banker no -stalling is occurring. In case of multiple WAG7 Le. two WAG7 no banker isrequired as there is sufficient' power for clearing the gradients of 1 in 100. Normallymultiple WAG7 loco rakes are allowed to run· up to Anuppur only and then they areintercepted.

Trains are either hauled by multiple WAG5 or single WAG? All trains·hauled by singleWAG? locos are banked with WAG? loco between Anuppur-Jhalwara (short of NKJ).In this section banker is requirecl between Paradol-Boridand. Either WAG? or WAG5 isused as banker. 'Gradient chart of the Division is enclosed as Annexure No.IV. At 16 loc?tions there isrisinG gradient short of home signal.On this section, 58 BOXN loads vVerebeing operated with WAG5 multiple, till March'97.Since April'97, the Rly has been running 58 BOXN loads with single WAG?, with conditionof run through on those stations where home signal is on compensated rising gradients of1:150 or steeper. 40 BeN loads are worked with single WAG5, multiple WAG5 or singleWAG7 locomotives.The year wise stalling of 58 Box 'N' and 40 BeN loads are given in followIng tablejLocomotive type ' Yearr-1998-99 1999·2000 2000·2001 2001·2002 (up to Oct.)G5 SU 27 9 2 0(35 MU 156 104 9 8G7 SU 165 35 12 18-G7 MU 20 8 1 0TOTAL-368 156 27* 26**·Some cases of load stalling are not shown though they have been recorded inmiscellaneous category .••All the cases of load stalling are included.These cases are further classified based on factors contributing to stalling, viz, badweather, cattle run over, Signal given on approach. Loco defect, Temporary restrictionson raising gradient, OHE no tension, brake binding in load, poor engine man ship. Thebreak up is as under-YearCAUSEBad Cattle Signal on Lo~o CD No Brake Poor Exces~weather Run approach defect 'tension binding. engine loadOver on OHE man--._--- -_.__ ._.- --- ------ --- --- ---- ----2..h.!R_ .__ ._--199U 133 3 54 75 36 17 18 12 30-991999 69 1 6 37,20 8 ? ,3 5-00--.---- -,. .._ ...•..•...-02000 2 0 3 5 4 2 3 8-012001 16 0 1 .1 5 0 2 1 0-02 "(Oct) , I

The "table above shows a substantial reduction in stalling cases over the years. Acombination of measures - operational restrictions and discipline and provision ofadditional motive power - has resulted in this reduction.-• At 10 locations bankers are provided.• At 15 locations instructions are given to receive the train, run through withoutstopping .at Home signal.• No engineering speed restriction of less than 50 kmph shall be imposed. If speedrestriction is imposed due to any emergency, a banker is utilized.Stalling and associated wheel slip cause auto regression and at times driver in effort toclear the section adopts short cuts and by passes the relay which results in continuouswheel slips causing rail burns and scabbed rail. Over a stretch of around 300 km in thesection, on 68 locations there are rail burns and scabbed rail. Cases of rail burn arE:'enclosed at Annexure V.Maximum starting load for WAG7 loco for fair weather conditions on tangent track on 1 in150 gradient is 3977 tonnes and for adverse weather conditions on 2.5 degree curvetrack, the starting load is 2860 tonnes, where as the loads worked are 4850 tonnes.4.1 Causes for reduction in stalling cases:Based on the discussions held with the officers and staff of Bilaspur division, the followingreasons are found to be responsible for reducing the number of stalling cases:-

••• a"·Drivers are now being counseled for use of dynamic braking in regulating speed duringobservation of temporary/permanent speed restrictions to avoid any brake binding.Imposition of speed restriction on the approach of gradient is being done judiciouslykeeping in mind the approach speed requirements and steps are taken forremoval/relaxing the same at the earliest. Besides this, trains are also examined for theircorrect leakage rates so as to avoid brake binding during running. It was intimated that allIr ;Jirl~; uru t)(:irlU clleckncJ at BHTK for brake binding. .5.0 Study of Khurda Road Division of S.E.Rly:. IIKUR division of S.E. Railway has steep gradients of 1 in 100 and 1 in 150, accompaniedwith curves up to 4 degree. Critical gradients, which ,are prone to stalling, are shownbelo'll. In Up direction LOADED 58 BOXN trains are worked and in the down directionloaded 40 BCt'J trains are v.orked.r---~i NO.I S. SECTIONt -~: -~1~~~--5~~~~3. 1 GHNH-ROP (On)I 4. I BAV-SPT (On)l~~:-l-~-}~~=·t~~l~~n)TYPE OFLOAD40 BCN58 BOX N40 BCN40 BCN58 BOX N40 BCN'.STEEPESTGRADIENT1 IN150 R1 in 150 R1 in 150 R1 in 150 R1 in 150 R1 in 100 R2 Deqree2 Degree4 Deqree2 Deqree2 Demee20eoree58 BOXN loads are worked with WDM2 multiple or single WOG2 loco. Following tableshows no. or stalling cases involving different locos. It can be seen that during fourmonths, there have been 52 stalling cases. Out of these 32 (61.5%) are involving singleWDG2, while working 40 BCN loads arid 18(34.65 %) are involving WDM2 multiple, whilev/orking 58 BOXN loads. .MONTH NO.Orr .TYPE OF NO. 0F ST.ALLING NO.OF STALLINGSTALLING LOAD CASES INVOLVING CASES H~VOLVING2001 CASES WDM2 WDG240 58 SU MU SU MU -BeN BOXN.Mav 3 ._ 2 1 - 1 '2 --_. --- ...- ---- _._- •..._--_ •.- ..... AJune 11 7 4 I - 4 7 -_Juh~_ 22 15 5 1 5 ~..- .... _._ ...•. 16........ ......_----Auq 16 7 9 - 8 7 1Total: 52 31 19 1 18 32 1,,, '

Similarly starting load for WDM2 multiple for fair weather conditions, on 1 in 150 gradientis 4518 tonnes, whereas the actual load worked by the multiple in the section is 4850tons.6.0 Load Haulage Capability o,fthe Locomotive:I6.1 Load Haulage Capability and Concept of Tractive Effort (T.E.):Primarily tractive effort of the loco determines the load hauling cap8bility. It is thecombined adhesive force developed by the locomotive wheels on the rail. The tractiveeffort transforms into draw bar pull after accounting for the locomotive resistance, andpulls the trailing load.Tractive effort varies ~i!.h the speed. The starting tractive effort is determined by adhesionlimit of the locomotive and decides the starting load~. Tractive effort at varioL.s speeusdetermines acceleration potential of the locomotive. Starting tractive effort in itself is afunction of locomotive weight and adhesion, higher the weight higher the T.E and higherthe adhesion, higher the T.E.Though weight is constant for a particular locomotive, adhesion is dependent on numberof factors and it is always the endeavor of locomotive designer to achieve as highadhesion as possible to maximize the loco capability.A locomotive employs the friction drive between the wheels and rails, and ma~imum forcewhich can be transmitted by this drive is dependent upon thr-:load carried by the drivingwheels and is simply referred,to as adhesion. The full weight of the locomotive is usua!'yemployed for adhesion and increase in T.E. of the locomotive without proportionateincrease in weight necessitates that the value of adhesion, the ratio between tractive effortand weight, be improved greatly.Drive wheel and rail work as friction gear. In the stabilized state of torque transmission,the tractive effort in the starting condition is produced by adhesive friction between drivenwheel and rail. As soon as rolling of the driven wheel starts, the adhesion frk:tion changesto kinematic rolling friction.Both adhesive and kinematic friction and there by tractive effort are dependent on manydesign and external variables. The. factors that affect t~active effort can be broadlyclassified as under.• Locomotive desigf}• Track conditions and rail wr,eel contact• Environmental and weather conditions

..6.2.1 Loco Design• Axle load ..• Load distribution and weight transfer• Locomotive bqq~1and geometry• Type of suspension .• Characteristic of transmission• Electrical regulation and adhesion control• Gradient• Rail profile• Vertical irregularities• Track curvature• Angle of attack• Slip stick effect• Rail surface condition• \filet track• Oily track• Sanding6.3. Haulaqe Charts for Locomotive~The haulage charts currently in vogue, for the mainline freight locomotives for electricand diesel traction viz., WAG7, WAGS, WDM2 and WDG2 locomotives are given below:AOE 20 30 40 50 60 70 80 90 100 STARTIEL >4700 >4700 >4700 >4700 >4700 >4700 >4700 4619 2785 >4700~~v 00 >4700 >4700 >4700 >4700 >4700 >4700 3465 2345 1465 >470000-->4700 >4700 >4700 4085 3285 2715 1915 1295 820 >4700l-~ 50 3960 3880 3795 3210 2590 3.150 1515 1020 645 3977I 1 00-1-2705- ---- 2665 2625 2225 1805 1500 1055 725 450 3002[ 50 TI345 1335 1320 1120 905 750 515 - - 1700

GRADE 20 30 40 50 60 70 80 STARTLEVEL >4700 >4700 >4700 (>4700 >4700 >4700 4713 >4700:500 .>4700 >4700 >4700 >4700 >4700 3382 2266 >4700200 3602 3512 3411 3310 2714 1762 1233 3810150 2782 272(, 2663 2599 2140 1390 972 3198100 IHl)O._----1863 1832 1798 1485 994 700 240750 4700 >4700 >4700 >4700 >4700 3845 2935 2258 1730 >4700500 >4700 >4700 3875 2760 2140 1725 1390 1125 895 >4700--400 >4700 4515 3335 2385 1860 1510 1225 990 795 4545200 3690 2595 .. 1940 1400 1105 905 740 605 490 3250150 2850 2005 1505 1085 860 705 575 470 380 2725100 1945 1365 1020 735 580 470 385 310 245 2050-_._- -_ ..- -_._-- -_ ...- ._...... _- "-' ....-. -..-. -- ------ -- -_.- -- --50 %0 (J65 4H5 340 255 - - . - 1150.--GRADE 20 30 40 50 60 70 80 90 100 STARTLEVEL >4700 >4700 >4700 >4700 >4700 4610 3490 2660 2090 >4700--_._----_. 500 >4700 >4700 4640 3425 2665 2075 1660 1325 1090 >4700400 >4700 >4700 3990 2960 2320 1815 1460 1170 965 >4700200 >4700 3310 2325 '1745 1385 1095 890 720 600 4400150 . 3865 2565 1805 1355 1075 850 690 560 465 36S0100 2645 17501---' .._- ---_ ...~---- f-_123O 920 730 575 465 370 305 278550 1320 860 590 430 330 - - - - 1570The current load charts are very simple to use and clearly lay down the starting capabilityof a locomotive at level and on different gradients for tangent Le. straight track.It is however to be noted that, the load charlo; are valid for fair weather conditionswith track maintenance to requisito standards. .andThe current load charts do not therefore truly represent the field conditions where a hostof factors not accounted for in above, like adverse weather/rail conditions, combination ofgrade with a curve adding substantially to the rolling resistance that the locomotive has toovercome etc., are regularly present.

As discussed earlier, the load hauling capability of a locomotive is dependant on theadhesion between the rail and the wheel.Adhesion values vary significantly under different conditions of rail Le. whether it is dry or'1/(:1 8nd v/ho!h(:r sllnc..Jinghas been carried out or not. Following table shows the variationin adhosion '/8Iues for different loco under dry e·anded and dry unsanded conditions. It willbe observed that loss of adhesion could be around 10%, with sanding not applied.LOCO DRY SANDED DRY UNSANDED'i'WDM2 0.333 0.274: I; ,-. 'NAM4 1--- ---- 0.34 0.32-1--- WAG5 0.31 0.28----_. --------------IWAG? 0.3 ci---0.355I WDG2-0.355---0.361- WAG9N.A.0.37!L- WDG4 0.42---------- '-------_. 0.38 __._----The adhesion values will be still worse for wet conditions of rail. The adhesion will be10Vierby around 15%- 20% on wet rails compared to the dry rails. Variation in adhesionon dry rail and wet rail is shown below.t:0VIIII..c"0n:l0.45-004 -0.350.30.25 -.•..0 - 0.2:iIII0.150u0.10.05o·0 0.1 0.15 0.2 0.25' 0.3Adhesion on clean dry rail

0.3Coeffecientof Adhesion on Oily RailO.L~c:0Vl 0.2 .:-._...NJN STANDA RD TRACK ( Of\OITIG;>oJGiIIt is therefore desirable that load tables are redrawn taking adverse effect of wet rails intoaccount.

Similar to grade resistance on the gradients, on the curves, the rolling stock encountercurv.e resistance. The curve resistance is significant and is in the order of 0.4 kg per{annes per degree of curvature and can significantly affect the loco starting capability.Graded sections are generally associated with curves. A loco, which can start and haul 58UOX N un.1 in 200 qracJient, on a straight section, may not start 50 BOX N on 1 in 200~radi0nt with 4 d&[jree r;urv~. ~!enc.e the elemert uf curve resistance Ci:.n play animportant role in the stalling or running through of a load.Normally, the effect of curve resistance in a grade is accounted for by designing the gradeas 'compensated' or ' non - compe::nsated' grade, Le., a grade of 1 in 150 on a straighttrack when compensated for eXisting' curve of 4 degree could offer cumulative rollingresistance equal to a grade of 1 in 121. -Since there could be a large variety of curvesavailable in the field, working out loads for each degree of curve would not be feasible, itis the normal practice to consider the value of 'compensated gradient' in the load tables.But in the field the gradient posts indicate the actual typical gradient level available in thespot and it is this value, which becomes the guiding factor when fixing trailing loads, whichneeds to be corrected.On the BG system of IR, normally a curve of more than 4 deg. is rare. Most curves wouldlie somewhere between 0 to 4

6.3.4.2 Length of the Gradient and Approach Speed:Presently the load charts only specify the maximum loads that a loco can start at differentgradients, on a tangent track, and the loads that it can maintain continuously at specifiedbalancing speed on different gradients. While the first part of the information is useful andessential, the latter part - regarding loads it can maintain at different balancing speeds ona gradient is not of great practical significance in regard to fixing up the trailing load. Theweight of the trailing load is primarily determined by the starting capability of thelocomotive only, but when sec.:tionalcapacity approaches saturatic)n point balancing speedalso assumes importance for generation of extra capacity.Important point which is of practical value in the field is the information as to what is thelength of a particular gradient that a loco can clear with the given .train load alreadydetermined by its starting load capability consideration as mentioned above. This lengthwill be dependent on two factors: firstly, the inherent loco design and its capabilityincluding its Tractive Effort (TE) versus speed characteristics and secondly, the attackspeed, i.e. the speed at which the locomotive approaches the start of the gradient.The motive power requirement for clearance of different gradients as per actual conditionsavailable in the field can be worked out for different train speeds ensuring that the tractionmotor currents do not exceed the maximum permitted rating etc. of the locomotive andstalling are avoided.It is therefore proposed to include this information also in the load charts, in future, forguidance, for smoother train operations.For various approach speeds, feasibility of clearing 58 BOXN loads, maximum stretdl thatcan be cleared and balancing speed are evaluated through computer simulation. lhasehave been worked for four critical gradients, viz., 1in 100, 1in 150, 1 in 200 and 1in 250,both for tangent track and 2.5 degree curve and are shown in Annexure No.VII.It will greatly assist in laying 'down operational guide lines like judicious imposition ofspeed restrictions, location of stop/warning signals, need for run through operation at thespecific locations, provision of bankers etc.6.3.5 Based eJn the above discussion thereforu, taking into account the aforesaidoperating/field conditions, the load tables have Leen also drawn for wet rail conditiom with -2.5 0 curve for the different diesel and electric locos and are shown in Annexure No. VI.The incidences of wheel burnt rails / scabb~d r~i1s take place due to continuous \theelslipping of loco becaw;e of inadequate motive p6wer of the locomotive vis-a-vis 10addemand and efforts on the part of driver to pull the train and clear section in such ad'eiseconditions. The year-wise incidences of wheel burnt rails in Bilaspur Division are encbs edas the Annexure No. VIII. I

• __ H _________ (unto")The summarized position of the incidences occurring over the year In this Division isas under:SectionYear1995-9( 1996-97 1997-98 1998-99 1999-00 2000-01 2001-02Nov·LM'I{-KTF, 2 I 1 4 10 24 15. - .. - - ---'-V.'II:-/\/'!

7.2.2 The restricfions for double-headed 'operation of WDG2 as per speed certificate No.H SD.WDG2.11 dated 27.12.95 are as under:~ 2.2.3 - Double headed operation is permitted on MBG and RBG spans except for12.2 m RBG span where dispersion of longitudinal forces should be ensured interms of clause 2.8.2.3 of Bridge Rules. BGML bridges may be checked for theirsuitability for MBG loading in terms of guidelines issued for same by ROSa andsubsequent letter No. CBS/DOW dated 31.8.94:Based on revised values of TE & BF of WOG2 advised as 40.5t and 11.7t (MP Dte's NoteNo. SD.POL.12.8 dated 02.&:2000) double:'headed operation of WDG2 is constrained asIunder: .."8GML spans of 31.9m and 47.3m (effective) are prollibited."The clearance with regard to' bridges refers to standard design of girders, slabs. pipes.culverts, piers and abutments etc. issued by ROSa for BGML, RBG and MBG-1987standard loadings. The constrains specified in 7.2.1 & 7.2.2 above do not include thenon-standard bridges including those to GC loading.7.2.3 The above restriction is necessary to limit the longitudinal track forces to 60 t of TE ,on such bridges.Additional Member/Electrical's suggestion received vide D.O. No. 2001/Elect (TRS)/440/6dated 17.9.2001 to overcome bridge constraints for multiple operation of locos byproviding switch to limit TE on bridges is not considered acceptable for safety ofpermanent vital assets like bridges. Therefore bridge strengtf-tening will be necessary.All those bridges, which do not conform to ROSa. design. the superstructure. bearingsand substructure including foundations, are to be checked by Railways on condition basis(case by case) befo,~eevolving the cost of strengthening/modification for such bridges asit may vary considerably. However. tne appruximate cost per span of 45.7m span i3GMLgirder bridge. requiring modifications, has been worked out as Rs. 12.50 lacs.8.0 Summary of Discussions & Recommendations:The issues dealt primarily in this report are:1. Whether under powering has really affected the Line Capacity of crticalsections?2. Whether there has been substantial damage to the track due to wheel burns?3. Can ROSa give any techniGsl Ll.oluU~HJ to overcome the problem Of stalling? .4. Cost implications of the techniCal solutions. .The data collected from the field shows that there are about 3.6 cases of stallirg offreight trains every day on the Indian Railways. Each stalling takes an' average 011.519

hours in clearinfJ the section through provision of an extra power. Test division take" forlfI8 study by RDSO is Bilaspur Division of S.E.Railw

plDced at Annexure No. VI. New sets of tables - one based on standard conditions anjthe other on adverse conditions (taking into consideration the wet rDil conditions and 2.5 0of curvature) are beir~~rissued. Other factors like conditiol"ls of track have not been take ninto consideration as it is hoped that all the adverse factors will not occur toge'lher.8.3.1.2 ROSO's guidelines for approach/attack speed versus maximum negotia blegradient length are attached in Annexure No. VII.8.3.1.3 While deciding the use of banker, vis-a-vis- double heading, it will be pragma ticto have multiple heading when there are stretches of steeper gradients throughout thesection as banking of trains on graded sections can lead to transport bottlenecks by wayof banker movement, loss of time in attaching/detaching of bankers etc. but when thesame (graded section) is limited to one or two sub-sections, provision of banker iseconomical so that overall hauling capacity does not remain unutilized during most ollherun.Double-headed operation is not permitted on certain BGML spans, This restrictionis necessary to limit the longitudinal track force to 60 t of TE. Hence, for running of dOJbleheaded trains on those bridges, which do not confirm to RDSO's design, the superstructure, bearings and sub-structure including foundation should be strengthened. Theapproximate cost per span of 45.7m span BGML girder bridge, has been worked out asRs. 12.50 lakhs.S.E.Railway vide their letter No. 48/4 dated 2/7.3.2001 has asked for an addito nal130 electrical and 40 diesel locos for following the existing Rosa load tables (AnnexureNo.1X). The same may ~urther increase if revised load tables'are used. Average additonalloco cost Rs. 3.75 crores approximately, besides the cost of homing sheds that wI beanother Rs. 10 crores for every 100 locos. Hence, the benefits/returns may notcommensurate with the additional investment in the form of extra locos and strengthen ingof bridges.8.5 Finally it is concluded that provision of adequate power as per the technicalsolutions given in the present ROSO load tables may give additional benefits in the b rmof generation of extra path ,due to belter/improved balancing speeds and clearanca ofcritical block sections in lesser time (Annexure No. X). This may be advantageous forthose sections, which are operating to near saturation level of line capacity. But 'thenextra capacity is available to run extra trains, decision should be taken judich.J slykeeping in mind the financial implications .. However, It is felt that in large number of cases, improvement in oper(ti ngpractices as done by Bilaspur division (Para 4.1 of the report) will greatly help in redLCingthe incidences of stalling of freight trains in graded sections at minimal cost.

8.6 Reducing the speed differE::ntial between freight and coaching trains has been!

q-~1~~JF.y~r, m- ~r~1.[

An nexuroe·.!!f !.Tir:/;'.",;1/ ;lj;;IJ.;)[ I ::

I HL Y- . Di"jsion Total Period T faction Av.C:lSCS Divll. "'illt N\). of cases on gr:ldiclllS II I C:1SCS From To Per d:\\' ll1ax. C:lses 1:100 1: 150 1:200 I OlhlTS I\\'.:,;,. i Ajlllcr 19 Sepl.2000 :\u!!.200 I Diesel 0.05 Kola I -Il)- I -I K 49 Sepl.2000 A:Jg.2001 I Dsl/Elect 0.13I- 06 43 Iota -Ratlall1 34 Sepl.2000 AUl!..200 I Dsi/Ekct 0.09 - 30 04 I .SKy. Chenllai 02 Apr.1999 ~!:lr.200 I Diesel - Palghat - - 02 I -P3lgh:Jt 54 Apr.1999 i\lar.200 I Diesel 0.07 20 0: · I ':iI T rivandrul11 15 Apr.1999 ~lar.2001 Diesel 0.02 05 - · I i l)Bangalore 37 Apr.1999 ~lar.200 I Diesel 0.05,-._I - 01 l)l)IMysore ., 38 Apr. 1999 j\ 13r.200 I Diesel 0.05 18I, -- I 20Tiruchchir3ppalli 05 Apr.1999 t\lar.200 I Diesel 0.01 02 - 02 I 01Madurai 06 Apr.1999 Mar.2001 Diesel 0.01 - 02 01 I 03l\'.?Rly. Lumbding 85 Apr.2000 Mar.2001· Diesel 0.23 Lumbding - 57 28 I -Alipurdwar 02 Apr.2000 Mar.2001 Diesel 0.01 - 01 01 I -Kathihar 02 Apr.2000 Mar.2001 Diese. 0.01 - - 01 . I .S.C.Rly. Hubli 55 S-:p1.2000 Aug.2001 Diesel 0.15 Hubli 55 - · I -Guntakal 31 Sept.2000 Aug.2001 Diesel 0.08 31 - - I -Secunc!nbad 09 Sept.2000 AUI!.2001 Electric 0.02 09 - - I -,C.~I) Bhopal 33 Sept.2000 Aug.2001 Diesel 0.09 Nagpur 01 24 08 I -37 Sept.2000 . AU!!.2001 Electric 0.10 - 29 OS I -Bhusaw::1 06 Jan. 2001 Sept.2001 Diesel 0.02 - 05 01 I -30 Sept.2000 Au!!.200J Electric 0.08 - 30 I- I -Jhansi 22 Jan. 2001 Sept.2001 Diesel 0.08 - II 1 I I -12 Sepl.2000 AU\:.2001 Electric 0.03 - 10 02 I --IS Scpl.2000 AU!!.2001 Electric 0.05 I - 02 06 I 10Mumb:;i S6 Scpt.2000 Aug.2001 Diesel 0.24 56 23 07 I - INagpur 1·1] St:pt.2000 Aug.2001 Eleclric 0.40 ! II 124 12 I - ISholapu~ 40 Apr. 2001 I Sept.200 1 Ditsel 0.22 r-TI 26 01 I -S.::.Rly. Adra 41 l:Jn.1999 S~p1.1999 I DslIElcct 0.15 Khurd:l Rd. N.A. I IKhar3~C'!Jr 09 J:ln. 1999 SC;J:.1999 I Dsl/Elect 0.03 - I 07 02 I -Sambalpur 21 Apr.1999 ~!:lr.2000 I DslIElect 0.06 07 I 07 - I 07,Chakr3c!larrur 19 J:ln.1999 St:pL1999 I Dsl/Elect 0.07 IG I OJ - I . INa~pur 56 Jan. 1999 Dec.1999 Electric 0.15 - I 25 "0 I IIKhurd:l Rd. 99 lan. J 999 SepLI999 DslIElect 0.37 N,A. IWaltair 05 Jan. J 998 Dec.199S Dsl/Elcct 001 - I 04 . I 01Bilaspur 27 Apr.2000 Mar.2001 DslIElect 0.07 1 I cases on MIL & 16 cases on C IC:\.Rly. Delhi 18 Mar.2000 Jun. 200 I Dsl/Elect 0.04 - I 18 - I -Avcrage No. ofc:lsCS lier d3\' on IR - 3.57IJabalpur 10 0IJul2001 .3J lul200 1 Diesel '0.33 03 03 04 I I

S. Section Grade Curvature Length (km)No.(deQree)1. GTK-KGB 1/150 - 1.02. KGB-BIG--- ------1/150 - 0.5,O.25--r3)3. BIG-KGS --_.~- ....1/150 --1.5,0.5 (2)t: KGS-BHTK-------11"00 5.67 7.755. BHTK-KOI -_ .. _-- ---- ---_. __ ..•1/100 5.67 2.0- --- 1/844 ._ •••• ____ ~_5.67 1.06. KOI-F.Jr'JD----- 1/125 3 1.25I'-1/100'-----3 1.01/100 1 1.51/150 1.5..- --- ------7. VKr~-,JTI-_.~_.------ 1/150 2 1.0. 8. .nl-API~----- 1/150. __ .._-------- 1 1.09. AF'R-AAL1---1/150 1.5 1'.0--1/150 1 1.010. AAL-BUH 1/150 1 2.711. \ BUH-SNGP 1/150 2 5.512. SDL-BDWA 1/100 1/3 1.013. BDWA-GGT--- -----_.-_._. 1/100 4 1.25- ----14. GGT-GRC 1/125 31.25-."--- _ ...... _-. --_ ..-----_15. BRC-NRZ8 1/125 21.0-... -._- - ----1E;. r'JRZB-KKI---- 1/150 1.53.0- -_. -------- -17. KKI-UMR 1/150 1.52.75-.--- . - .... _._--_._- 18. .UMI~-CHO ----._---- 1/150 3.02.5019. CHD-RPD 1/140 1.53.25---- ,'--- 20. \ RPD-KTE 1/200 --2.0

__ .' __ 0"_ 0.0.••• 0- __ ••----.-.'-- ·----r--·--· .--------Major Block Location Length Rail Speed Grad icntsection section From Tokm in section Restrictionkm km Yes/No1 2 3 4 5 6 7 8;PH-GAD URGA-KRBA 696/4 696/30 0.600 52 kg Yes 1/150+2°-_ ... _. - KBS-KRBA..706/18 707/8 e-Q.(.50 52 kg Yes 1/150-._ ... __.-- KBS-GAD 709/2 709/12 0.700 _2? kg__ No 1/400._--- _._--- --)UG-DRZ----._"'--GDZ-RSA 897/9 897/10 0.100 52kL- Yes L---'3SP-APR _~LF-APR 868/2 868/3 .0.100 52 kg Yes1/150+ 1°----- _.~PR-KTE APR-AAL 869/31 869/33 0.050 52 kq No 1/2000-------_- .... _. -- 876/31 877/11 0.010 .'§Q.~g--- No1/150+ 1u- .. .... . --_.- ...__ .- -- -_._----- f-----.-.- SOL-SNGP 906/32 906/22 0;050 60 kg No1/150+2°- -- 906/10 906/12 0026 60 kq No 1/150+2 u-_._------- -- 906/4 905/32 0.128 60 kg No 1/150+1 u------------- -- 905/14 805/2 0.500 60 kq-No -00--.- SNGP-YD 904/44 904/40 0.026 60 kq No1/15('+-2 u-- -- 904/22 904/6 0.030 60 kq No -00--- ._- SNG~-CHDX 903/18 903/4 0.580 60 kg No L-- -- 897/24 897/26 0.026 60 k9.-- No1/15(+2°-- -- 89§/1~_ ~ 896/26 .._._~- ------0.014 ~O_~g_ No 1/40(+2°-- _._- -- 896/14 896/10 0.060 60 kq No -00-- CHDX-BUH 896/36 896/34 '0.026 60 kq No -00-- 893/28 893/20 '0.052 60 kg No 1/150--- BUH-AAL 886/24 886/22 0.052 60 kg No1/20(+3 u- AAL-APR 880/14 880/12 0.020 60 kg No 1/200 ._--------- -- 870/26 870/24 0.052 60 kq No 1/200 F-----_._- -- MDXR-GGT 939/26 939/22 0.050 52 kg__ No 1/13~.3+4_3°-- .._---- --- --- GGT-BDWA 925/22 925/18 '0.039 5~_ No 1/1 OCF--.... _- -------- BDWA-SDL 916/10 916/0 0.200 52 kg No 1/400 F- SDL-SNGP 907/12 907/10 0.013 60 kg- No 1/15C+-2°- MDXR-BRS 943/19 943/27 0.250 60 kq No 1/12:- -- 943/31 943/35 0.100 60 kq No 1/12:- BRS-YD 947/3 947/21 0.750 52 kq No 1/20CDBRS-NRZB 948/3 951/3 3.000 52 kq No 1/15(+-3°- -- 954/25 955/5 0.500 52 kg No 1/15C-- -- 963/1 964/1 1.000 52 kg No 1/15C+-1.5°-- NRZB-KKI 964/19 965/1 00400 52 kg No 1/20~-- KKI-UMR 967/1 968/1 1.000 52 kg No 1/15(- -- 9l0/9 972/5 2.80U 52 kg No 1/15

•• _____ 4 ___--•• ' 10 ____ --- -- _--- .- 996/11 996/15 0.070 52 kg No 1/2000-_._-- -- .- 996/31 996/33,0.030, -,_52.kg_ ... No -00-CHD-VYK 997/1'· •..'99iig--- ...•._-- ._.__ . . . '._ .. _~.-.. '" _.__ .. _ .._--- 1.500 52 k~ No 1/250 F- -r. 997/13 997/17 0.140 52 kg No -00--- I -- 998/1 998/3 p.050 52 kg No 1/150-t3 u--- -- 998/11 998/13 0.100 52 kg No -00-._.- . .- '-- _.-~_--. -- 998/25 998/27 0.080 _?1..!5.9- -No -00-----_~ - ---!,PR-KT[ CHD·VYK 998/19 998/21 0.030 52 kg No 1/150-t3 u F..' ... .... -___---- . -- -- .. --- ----- -. 1000/17 1001/17 0.800 52 kg No 1/150-t3 v_._ ..._-- .. _._---_.-- -- 1000/2 1003/1 '0.080 52 kg No 1/140-t1.5 v____ •• 0..- "------.' \j,(K-r~P() ___ 11"'05/1 ._. _w_. __ 1005/5 0.040 52 kg_ No .., , , 1/140-- -- 1006/17 1006/19 0.020 52 ~g_ No 1/200+3U1007/23 1012/1 0.210 52 kg No -00-1010/3 101017 0.140 52 kg No 1/200+2 u= ~---'~-l(~=-=_=~-- ! -. 1011/23 1012/1 0.210 52 kq No -00-_-=~._ ._ .__ _ f~f)D:_~LYV______1016/17 1016/21 0.140 52 kg No L--=---- -----l--~----------.- -_.-- I -- 1017/35 1017/41 0.2Q~ 52 k9- No . JJ150=i~-1019/19 1019/23 0.140 52 kL- No 1/200'-- 1020/5 1020/11 0.210 52 kg No 1/150- --1020/23 1021/27 1.000 52 kg No -00--- -- 1021/35 1021/41 0.210 52 kg No -00--- JLW·YD 1025/5 1025/15 0.350 52 kg No 1/200·-- JLW-NKJ 1025/35 1025/39 0.140 60 kg No -00-f--.---- _.KTE-APR NKJ-JLW 1027/6 1027/10 0.140 ~9~L- No 1/200 F- JLW-RPD 1015/20 1015/14 0.210 60 kg No 1/200 F--.. .. 1006tnf--,1006/4 O.O~C '30 kg No L-1005/26 1005/24 0.050 60 kq No 1/140 F1005/20 1005/18 0.026 52 kg No -00-~-- -- 993/18 993/16 0.040 52 kg No 1/150- -- 990/14 990/12 0.100 52 kg No 1/125- -- 989/14 989/6 0.240 52 kg Yes 1/125+1 v-- -- 998/10 997/28 0.400 52 kq N.o 1/250LOA-UMR 986/22 986/14 0.700 52 kg Yes 1/10Ot-10- -- 985/2 984/2 1.000 52 kq No 1/100-- -- 980/22 980/2 0.800 52 kg Yes 1/100+-3 0- KKI-NRZB 965/2 963/2 2.000 52 kg No 1/150+-1.5 F- - 954/20 954/0 0.500 60 kg No 1/150 F-- NRZB-BRS 948/10 948/2 0.250 60 kg No 1/200---'.- BRS-YD 947/20 947/0 0.500 60 kg_ NoL------_._. --DUG-R DUG-DLBS 864/10 864/18 0.250 60 kg No NA-- DUG·YD 866/10 866/16 0.200 60 kg No NAR-DUG DUG-DLBS :364/9 864117 0.250 60 kg No NAc== BOR-DLBS 861/9 861/13 0.140 60 kg No NA---" ··--r;:TlO"~'-'l',,""':----;-;-

HAULAGE CHARTS FOR DIESEL LOCOS FOR DRY RAIL CONDITIONS--GRADI: 20 30 40 50 60 70 lW \)0 100 START------ -_._- -.--LEVEL ;"\X50 >4X50 >4850 >4850 >4850---~--_. 4610 34\)0------- -- 2660 20\)0---->4850500 >4850 >4850 4640 3425 2665 2075 1660 1325 I O~IO--- ----'-->4850400 >4850 >4850 3990 2960 2320 1815 1460 1170 %5 >4850:-J- .-200 >4850 3310 2::25 1745 1385 . 109'3 890 720 600 4400150 3865 2565 1805 1355 1075 850 690 560 465 3690IOU 2645 1750 1230 920 730 575 465 370 305 278550 1320 860 590 430 330 250 195 - . - 1570GRADE 20 30 40 50 60 70 80 90 100 STARTLEYFI >4850 >4850 >4850 >4850 >4850 3844 2935 2258 1730 >4850---500 >4850 >4850 3875 2760 2140 i725 1390 1125 8\)5" >4850; 400 ;.4850 4515 3335 ,t.385 1860 1510 1225 ()()O 7()5 45i~5200 3690 2595 1940 1400 1105 \)05 7'10 605 it () () ~~5~_~ JJ------- -- ---- -- --- ----- --- ---- --- ---- -------- _ .. ',-- --- ------- -_.--150 2850 2005 150:5 1085 860 705 575 470 3:)0 2725100 1945 1365 1020 735 580 470 385 310 245 205050 900 665 485 340 255 - - - . - 1150-.••....•..,..---- --.----_. ---- --..:..... :~~

IJi\ULi\(;ECIJi\IrI'S !"{»){ ELECTHIC LOCOS Foa D){Y aAl), CONDITIONS(ON TANGENT TRACK) FOR IlOXN LOAD(i!(II,I)!: 2(---- _ .. ~-,--..- --- _._. ,LEVFL :",,1X---- --_ ..- ------~5(JO >4X200 36('-150- 27--- ----._-- ._._--- ----J 30 40.._ ......••.-------50 60 70 lW START-----50------>4850 >4850 >4850 >4850 >4850 4713 >485050 >4850 >4850 >4850 >4850 3382 2266 ---;-4850)2 3512 3411 3310 2714 1762 1233 3810X2 2726 2663 2599 2140 1390 972 3198-j0iJ-----r-1 Xl )() 1863 11532 1798 1485 994 700 2407·--S(j-----r C)20 912 902 893 742 483 330 1438 ------j--- ----_Cil~i\ !2 1 L_,_~___30 40 50 60 70 80 90 100 STARTU:VLL ..... 4X50 >4X50 >4850 >4850 >4850 >4850 >4850 4619- 2785 >4850---5(j-(j--- r-::-4X5fJ----------->4X50 >4850 >4850 >4850 >485.0 3465 2345 1465 >4850------- ---- ----_._--20{) 47JX ,1738 4738 4085 3285 2715 1915 1295 820 4738-- -'--- ---ISO 3%0 3880 3795 3210 2590 2150 1515 1020 645 3977100 2705 2665 2625 2225 1805 1500 1055 725 450 300250 1345 1335 1320 1120 905 750 515 --- --- 1700~---'---

~ ___ • _0 ••••---_._ 0 ••• __HAULAGE CHARTS OF DIESEL LOCOS FOR ADVERSE CONDITIONSGRADE-- -20-- ---------30 40 50 60 70 80 90 100 START••----LEVEL >4050 >4850 >4850 >4850 3765 2880 2265 1785 1445 >4850500__----_.->4850----->4850 3500 2605 2050 1610 1300 1045---865 4795400 >4850 4445----3110 2325 1835 14L,5 1170 945 780 4465200 3815- 2820 1985 1490 1185 935 760 615 510 3320150 3045 2255 1585 1190 945 750 605 490 405 2825-_... .... - - _ .._---- _ ..... _--- --- _.- --'---100 2155· 1595 1120 835 660 520 420 335 275 2170f---- -----50 1115 815 555 405 3,10 235 - - - 1250- ._-,.: tlO-_. _.~-_ ...._- 50 60 70 80 90 100 STARTI. >4850 >11850 >4850 3980-3030 2400 _._- 1900 ---1510 ----- _._----- 1190 _._~ >4850>4850 3940 2920 2100 1645 1335 1090 885 710 3~lJO-->4850 3490 2595 1870 1470 1200 980 795 640 36253115 2210 1655 1195 945 775 635 520 415 2690- .. - ._..... _._-2485 1765 1320 955 755 615 505 410 330 2290-_. ._- -_ ..- - ._- ----.._-. --- ------ ---- ---- -----1755 1245 930 665 525 425 345 280 220-.1755905 625 460 320 240 190 145 110 75 1010(iIU\!) ·_jo--'--jO·L1~V 1·:__-- --"'_-0-- _500400.-200150--------10050

HAULAGE CHARTS OF ELECTRIC LOCOS FOR ADVERSE CONDITIONS(WET RAIL WIT~ 2.5 DEGREE CURVE TRACK) FOR BOXN LOADL .~(! .. 1._~~). __~3(-'- -50- --60---' ----70·-- -KO"'" ::-· ..----sTi\l~j=_=.~=~I :.--4850 \ >4850 >4850 >4850 >4850 >4850 3340 >

--_.- ._ ..._._ •.... .... .. .. --- ------_._-._- _ .._--_. --...-S. NO. APPROACH SPEED MAX. STRETCH EXIT SPEED-_ ..._. __ .. IN KMPH.•NEGOTIABLE IN KM IN KMPH. - _ .. _.... - - ---.1----- ---------30 0.5 20.0 ---_.2 40 0.8 20.03 50 1.2 20.0---4 60 1.75 20.05 75 2.0 20.0_..-' ---IS. NO. APPROACH SPEED MAX.STRETCh EXIT SPEEDIN KMPH NEGOTIABLE IN KM IN KMPH1 30 1.2 20.0\2 40 1.6 20.03 50 2.25 20.04 60 2.75 20.05 75 3.5 20.0--S. NO. APPROACH SPEEDMAX.STRETCHEXIT SPEEDIN KMPH NEGOTIABLE IN Kl\ll'll,--' 1 30 NO LENGTH LIMITATION 20.62 40 NO LENGTH LIMITATION 20.6--3 50 NO LENGTH LIMITATION 20.64 60 NO LENGTH LIMITATION 20.65 75 NO LENGTH LIMITATION 20.6S. NO. APPROACH SPEED MAX.STRETCH EXIT SPEEDIN KMPH NEGOTIABLE IN Krvl P II..1 30- NO LENGTH LIMITATION 24.52 40 NO LIiNGTI-l LIMITATION 24.53 50 NOTEN(!fH '-UMITATION 24.5----60 NO LENGTH LIMITATION 24.5_._-- 475 NO LENGTH LIMITATION 24.55..-

APPROACH SPEED VS LENGTH OF MAXIMUM NEGOTIABLE STRETCH;WDG2 LOCO WITH 2.5 DEGREE CURVE_. -- ---_._---CH Syr:EJ MAX. NEGOTIABLF. STRETCH EXIT SPEEDKMPH INKM IN KMPH30 0.5 11.040 0.75 20.050 1.0 20.060-1.5 20.0-.75 2.0 20.0- _.~-_..__. -_. --_.._--------I..'--'S. NO. APPROACH SPEED MAX. NEGOTIABLE STRETCH EXIT SPEEDIN KMPH INKM IN KMPH_._---1 30 0.6 20.0· .2 40 1.0 20.0; 3 50 1.75 20,04 j 60 2.0 20.05 3.0 20.0......______ J.~___________ "_4S. APPROACH SPEED MAX EXIT SPEED ON REMARKSNO. IN KMPH NEGOTIABLE GRADE_. STRETCH IN KM IN KMPH- ..--- ..~1 30 0.50 I 20.0 TRAINWILL RUN2 40 2.25 20.0 AT 17.6 KMPH IF3 50 3.0 20.0 STRETCH LENGTH.4 60 IS MORE THAN

S.NO.- --- -- --- ---_. --.--.----- ...--..0:- -APPHOACIl SPEED MAX. NEGOTIABLE-- ---------EXIT SPEEDIN KMI'Il STRETCH IN KM IN KMPHI 30 0.5 20.02 40 0.6 20.03 50 1.2 20.04 60 1.5 20.0I 5 1 75 1.6 20.0I s.:ii:~-_._-_.-_. _.APPI{()ACII SPEED MAX. NEGOTIABLE EXIT SPEEDI .!=:.._.-IN KMI'II STRETCllIN KM IN KI\II'II -- .._-._---.. 30 1.0 20.040 1.6 20.0SO 2.0 20.0(,0 2.5 20.07S 2.75 20.0------~- .---_ ..._---- .. ------ -_._--_ .. _- ----------,-.S. NO. AI'I'ROACI I SPEED MAX. NEGOTIABLEEXIT SPEEDIN KMI'II STRETCH IN KM IN KMPH----- - -_.-. ----------_._----I :W NO LENGHI LIMITATION18.5-- _.-2 I 40 NO LENGTH LlMrI'ATION18.53 50 NO LENGTII LIMITATION J R.S-_.- - .. ._--.._._ .. _-- - _.. .. -_ ... ---.-----.\ ()O NO LENUTII LIMITATiON I X.5.....- - --_._.... --_.-_.5 75 NO LENGTII LIMITATION 18.5_._-_.- -- - -_ ...-..- ....... _-_ ..----- - -- --- ..S.NO. APPHOACII SPEEDMAX. NEGO'I;IAiiLEEXIT SPEEDIN Kl\lPIl STltET

.0. ___ • ____SI'~~it J) MAX. NEGOTIABLE EXIT SPEED>II STRETCH IN KM IN KMPH0.2 11.0--._-- --. 0.5 20.0.---------1.0 20.01.3-20.01.5 20.0-.._-S. r\O. API'-- 1_-=.1---~-~--- 1----~fn--- - 11 -: IHOACII SPEED MAX. NEGOTIABLE EXIT SPEEDIN KJ\lPIl STRETCH IN KM IN KMPIl30 0.5 20.0'lO 1.0 20.0---51) 1.5- -20.0- .- --_ .. - ------r,!) J.7S 2ll.075 2.0 20.0~---_.--.,~ 3----- ~---- ..- -A ('!'!{OACII SPEED MAX NEGOTIABLE EX IT SPF.EI>IN KMPIl STRETCH IN KM IN Kl\lPlI30 0.50 20.0--_. __ 40.2.0 20.050 2.5.20.060 2.7520.075--3.e 20.0-.- --- ----- ----S.NO. Ai'1'r,--1- ---r--::--r---S--[=-~,---r-.-.-------------l='~---r==-.--_._-.-!{()ACII SPEED MAX. NEGOTIABLEEXIT SPEED._---(N KJ\lI'!1 STRETCII Jr¥ 1)'1\1 IN KMPII.30NO LENGTH'-L'I~nJI:A'i'i6N 18.5·10 NO LENGTH L1MITrATION 18.550 NO LENGTH L1MIlTATION 18.5------(,(JNO LENGTH L1MITIAnON' IS.S75 NO LENGTH L1MIlTI\TION IX.S(

APPROACH SPEED VS LENGTH OF MAXIMUM NEGOTIABLE STRETCHATTACKING SPEED MIN KMPH-----__._----_ '10 .._---- -5060 ..-- .._--70._-AX. LENGTH OF SECTION WHICH CAN EXIT SPEEDBE NEGOTIATED IN KM-. ----------------------- . . --_. --- IN ....KMPH.._ ••-. - 0.5 :~o_ ......_---- - ._ .•. .. . ~._.---- -. .-._._- 1.0._----------- --- - ..._ ..20-- - - -1.5 201.7.5 ·203.0 20---.r----------- .... -.----_.-. ------ATTACKING SPEED MAX. LENGTH OF SECTION WHICH CAN EXIT SPEEDIN KMPH- BE NEGOTIATED IN KM IN KMPH30 0.40 2040 1.5 2050 2.75 20f----_._-_ ...- GO _..---- ..-- -. --- ---3.0 -----_. 2070 4.0---20"",.- ...... - .. -, ..... . ... _--_._ ...~-_..... ---------_._-----_._- ..•-. ------_.- ----[ ATTACKING SPEED MAX. LENGTH OF SECTION WHICH CAN EXIT SPEEDIN KMPH BE NEGOTIATED IN KM IN KMPHI 30 1.25 2040 2.50 2450 4.5 2060 6.0 2070 : .- 6.5 20"-_ .._-- ---'f._t.~.. '.'f. -,'r'q,~ -"~.f- •,_.ATTACKING SPEED MAX. LENGTW ~F ~~~TlqN WHICH CAN EXIT SPEEDI~ r

i70ATTACKING'SPEED'- - .. - MAX:--CEr:rGTH OFSECri6N' WHIC H' CAN EXIT SPEEDIN KMPH BE NEGOTIATED IN KM IN KMPH30 Not recommended ---._. 40 0.50 20.._------50 1.25 2060 1.5 201.75 20.ATTACKING SPEED ~.•ViAX. LENGTH OF SECTION WHICH CAN EXIT SPEEDIN KMPH BE •..JEGOTIATED IN Y:M IN KMPH-------30 0.25 2040 1.25 2050 1.75 2060 2.502070 3.0 20---"-_. -.._._----_.--~'ATTACKING SPEED MAX. LENGTH OF SECTIO-N WHICH CAN EXIT SPEEDIN KMPH BE NEGOTIATED IN KM IN KMPH30 0.75 2040 1.75 .·20-----_. 50 3.502060 4.022-------"- - -------70 4.520--ATTACKING-SP-E'E'b --'-rViAX. LENGTH OF SECTION WHICH CAN EXIT SPEED_.IN KMPH BE Wrti'illA lfO I~ KM IN KMPH~..;3.0 "._---302040 6.02050 9.0 2160 11.0 20-70 12.021.""'"r" •••• _ ••

APPROACH SPEED VS LENGTH OF MAXIMUM NEGOTIABLE STRETCHI APPROAcffsPEEO-iN- --MAX STRETCH NEGOTIABLE EXIT SPEEDKMPH IN KM IN KMPH30 0.50 20.;40 1.0 2050 1.75 20.--60 2.50 20 ..70 3.0 20APPROACH SPEED IN MAX STRETCH NEGOTIABLE EXIT SPEEDKMPH INKM IN KMPH30 1.25 2240 2.75 20_._------_ 50..--_._-5.0 20.5-_ 60 6.024.. ----_ ..._---"_ ..--- -- -70 7.520;i.-_ .. . ..APPROACH SPEEDMAX STRETCH NEGOTIABLE EXIT SPEEDIN KMPH INKM IN KMPH30 No lenQth limitation >2040 . No lenQth limitation >20-------_ ..._50 No length limitation >20..... _--.- ---.->20f.-. 60 No length limitation70 1....• 0 length limitation >20r- ~_1--. J)' ILJ'..."-'-,....-- ..._- ...__.-...._....... - ._-.APPROACH SPEED MAX STRETCH NEGOTIABLEEXIT SPEED---- --_._IN...-KMPH .._----- -_._-INKM IN KMPH30 No length limitation---------->2040 No lenQth limitation >20-50 No lenQth limitation .>20--_._._------ 60 No length limitation >20I 70 No lenqth limitation >20

APPROACH SPEED VS LENGTH OF MAXIMUM NEGOTIABLE STRETCHAPpr~OI\CH SPEEDIN KMPH---------------30-40SO60L. 7_O --MAX'STRETCH NEGOTIABLEIN KM0.2!)0.71.252.02.75---_ ... _...-.- .. __ .. -----EXIT SPEEDINKMPH2020_______ 20•••••••• 42020APPROACH SPEEDIN KMPH--- 30... -... .. --. "._. -_ .. - - _.110- --..50-------- .. 60--._ .. -_. -- -_._---- -70MAX STRETCH NEGOTIABLE EXIT SPEEDINKMIN KMPH0.45 202.0203.25I204.25 20-._--5.2520-- _._-APPROACH SPEED ,-MAX STRETCH-NEGOTIABLEEXIT SPEEDIN KMPH----- ---- -----.-_.INKM IN KMPH30----- -------2.252040-------- 3.020- -. - •• P-. ---- . ------ ---_._._-50 8.02260 10.0 2170 12.0 20~----'-------------------- - ------- --------------APPROACH SPEED MAX STRETCH NEGOTIABLE EXIT SPEEDIN KMPH INKM IN KMPH30 No lenath limitation >2040 No lenQth limitation >20--- --------------_. __ .50 _____________ No length limitation>20... - -.. --. ---60------;20- ----._-- --. ...._----- No length limitation-' . ./-70 No ler.Qth :imitation >20

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I'V~l_SECTIONAnnexure-XICUMPARISON OF LOADS PERMITTED AND LOADS IN ACTUAL PRACTICE ONS.E.RAILWAY (FOR ELECTRIC LOCOS)RULING AS PER ROSa AS PER ACTUAL PRACTICEGRADIENT WAGS WAG? WAGS WAG?------_TAD.•.--_ ..._- ..- -._--- _._-_. --------------SU SU SU MU SU MU-'~'~'-'---:;,p ----_.- -_._- ------ _.~_._.~--_ t·4PGC 11 GO.. --3150 3977 2950 4800 4800., --_..._- -_ ... -_ .._._- -_. - ._.._- -, _ .. - _ ...- -(j-[)(;(j--* ._..-- 1:1~)U 3150 3977 2950 4800 4800. -- ..._-- ------ ..---_.-._- ---------[)(fjfW- 11 SO 3150 3977 2950 4800 4800-- ..... i [f/:;-L~I/·, (ur 1) 1_._~~-------200--_ 3600 4738 4800 4800... -._--S-p ----I DU(J-[JI/·,·i~ 1(;-- ---- _ .._-1:150 3150 3977 3250 4800 4800---rR1G~-Br~jr:.j(oi·jfl·1:100 2200 3002 3250 3250 4800---r------------ --___..~f3.J}.'J-J_?..G__________ 1,:,~ .. ~0 3150 3977 4800 3250 4800Yf

;,1,tI I ,IiC;:.:'iJ1_-,- ---------~c(; I iOi'J f::~~;.f~1:~~~·3-·rULli'JGiAS PER ROSa AS PER AC1LJ_~\LF~,'..CT!_::;::- --------GfV~OI- WO~12 IV\.tDG2 I _~VD~:_'______ ::'~QG: !I ENT I SU r.'lUI~ su II r.'lU I SU j IJ'U TLJ SU' i:i~! I -_·_----_·. ___ 0 ______ ---•.... -.,"'"p~P\~\,'S:·~p I 1: 150 I 2510 ~S18 ::2~O I ! ~SOG !~~:~ -,:--,'tv\... _ - ...... ..., 1--., .-. - ...•I I !, 25JO I 4S0: .•.. _ ...... .•.•. :: ....../ I:f

--1S;(F/l\RSU- i 1:100 192G 51 2503 1680 4800 , "1 (\;or TO i,STOP AT 1'..\ :8~m.~I(L) 34IL- I I--~1DNDU''' •I Si'!Oi\'l-HTL: 1:100 1920 51 2503 ----l1680 I 4800I :II 84 I .I Ci'!I-f-\OT PII:100 1920 3456 2503 T 1680 4800 I I! r.4 T A-81'.~F;R , 1:100 1920 3456 I I 2503 , I I 1680 I I I - jIf".r;!\·t\GPn~i~iPi 1:125 1920 34562100 4800 . I/W/\-Cr-~I ! 1:100 I 1920 3456 2503 1900 4800 -.ISJ~·Gi