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

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.