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

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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.
Page 5 and 6: . ,sma ~HCPZ:i' ~a--i:tzCl
Page 7 and 8: i) Improvement in enginemanship;ii)
Page 9 and 10: INDEX:S.NG. Desc'ript~oll Page No.1
Page 11 and 12: 1.0·Introduction:Adequate powering
Page 13 and 14: Total of 22 cases of freight stalli
Page 15: gradient of 1 in 37, two triple hea
Page 19 and 20: The "table above shows a substantia
Page 21 and 22: Similarly starting load for WDM2 mu
Page 23 and 24: GRADE 20 30 40 50 60 70 80 STARTLEV
Page 25 and 26: 0.3Coeffecientof Adhesion on Oily R
Page 27 and 28: 6.3.4.2 Length of the Gradient and
Page 29 and 30: 7.2.2 The restricfions for double-h
Page 31 and 32: plDced at Annexure No. VI. New sets
Page 33 and 34: q-~1~~JF.y~r, m- ~r~1.[
Page 35 and 36: I HL Y- . Di"jsion Total Period T f
Page 37 and 38: __ .' __ 0"_ 0.0.••• 0- __
Page 39 and 40: HAULAGE CHARTS FOR DIESEL LOCOS FOR
Page 41 and 42: ~ ___ • _0 ••••---_._ 0
Page 43 and 44: --_.- ._ ..._._ •.... .... .. ..
Page 45 and 46: S.NO.- --- -- --- ---_. --.--.-----
Page 47 and 48: APPROACH SPEED VS LENGTH OF MAXIMUM
Page 49 and 50: APPROACH SPEED VS LENGTH OF MAXIMUM
Page 51 and 52: •• • • # • • ."'"!=..
Page 53 and 54: ,110'~. •.;...~::.. "(.-:-:A~~ ,
Page 55 and 56: f:.~"L /\!. ~~~:~'!::}.~:;?,~_Gl~~l
Page 57 and 58: ;,1,tI I ,IiC;:.:'iJ1_-,- ---------

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