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

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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:-
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 and 16: gradient of 1 in 37, two triple hea
Page 17: VI)' Running of 58 Box 'N' rake sho
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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