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

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• __ 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
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 and 18: VI)' Running of 58 Box 'N' rake sho
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: 6.3.4.2 Length of the Gradient and
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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