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जिंदगी में शादी के अलावा ट्रेन में RAC ही एक ऐसी स्थिति है,जिसमें दो अजनबी साथ निभाने को मजबूर होते है। - Junaid

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Page#    1622 FAQs  next>>
Jan 13 (18:23)
Locomotives

Entry# 2225     
Forever Railfan^~
List Of Electric Loco Trip Sheds ?

General Travel
0 Followers
1138 views
Jan 13 (18:22)
Blog Post# 4539193-0     
Forever Railfan^~   Added by: Forever Railfan^~  Jan 13 (18:23)
List Of Electric Loco Trip Sheds ?
----------------------------
CR
▬▬
1.)Mumbai CSMT
2.)Vidhya
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Vihar For LTT
3.)Kalyan
4.)Lonavala
5.)Pune
6.)Igatpuri (AC / Ex.)DC)
7.)Bhusawal
8.)Ajni
==================
ER
▬▬
1.)Howrah (BMG)
2.)Asansol (UDL)
3.)Narkeldanga
==================
ECR
▬▬▬
1.)Dhanbhad
2.)Gujandi
3.)Gaya
4.)Gomoh
5.)Mughalsarai
==================
ECoR
▬▬▬
1.)Angul
2.)Puri
==================
NR
▬▬
1.)New Delhi
2.)Delhi
3.)Tuglakabad
4.)Ghaziabad
5.)Amritsar
6.)Ludhiana
7.)Moradabad
8.)Ambala
9.)Lucknow
==================
NCR
▬▬
1.)Tundla
2.)Agra
3.)GMC[Kanpur Goods Marshalling Yard]
4.)Jhansi
6.)Allahabad
==================
SR
▬▬
1.)Basin Bridge
2.)Tiruvottiyur
3.)Erode
4.)Trivandrum
==================
SCR
▬▬
1.)Vijayawada (P-Passenger)(G-Goods)
2.)Renigunta
3.)Sanath nagar
4.)Hyderabad
==================
SER
▬▬
1.)Kharagpur
2.)Tata
3.)Chakradarpur
4.)Rourkela
5.)Dongaposi
6.)Adra
7.)Anara
8.)Santragachi
9.)Hatia
10.)Bokaro
==================
SECR
▬▬▬
1.)Bhilai
2.)Durg
3.)Bilaspur
==================
SWR
▬▬
1.)Bengaluru
==================
WR
▬▬
1.)Mumbai CTL
2.)Bandra (BAMY)
3.)Ahmedabad
4.)Ratlam
5.)Vodadara
==================
WCR
▬▬
1.)Itarsi
2.)New Katni Jn.)
3.)Kota
4.)Sawai Madhopur
Jan 13 (18:01)
Locomotives

Entry# 2224     
Forever Railfan^~
Planning of Locomotives ?

General Travel
0 Followers
847 views
Jan 13 (18:01)
Blog Post# 4539175-0     
Forever Railfan^~   Added by: Forever Railfan^~  Jan 13 (18:01)
Planning of Locomotives ?
►►►
Power Plan:
The power plan indicates the daily average number of locos required and planned for freight services section-wise for each division. This bare requirement of Locos for Traffic use is calculated on the basis of the traffic turn round and an average number of trains run on each section. This represents the average number of locos needed on
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the Division.
Loco Outage and Loco Utilization:
Loco Outage means the average number of locos available for traffic use in a day (24 hours). Since the Diesel and Electric Locos have long extended runs and may cover many divisions in a day, the position may be maintained graphically for the entire duration (0 to 24 hours) the loco is online on the Division.
Different color graphic representation on Bar Chart can represent the time spent by each Loco to serve as a good Management Information System.
Time is taken by running train
Time is taken for Crew Changing
Time for Fuelling (Diesel Locos)
Time is taken for Loco inspection
Time for repairs online
Time for Light Engine running
Time is taken for Shunting (h) time spent at terminal/ destination
Enroute detention.
Thus, the total hours for which the various Locos were available for Traffic use divided by 24
(Number of hours in a day) would give the Loco outage.Loco outage = Engine Hours for traffic use /24
Loco outage can be prepared service-wise/shed-wise/railway-wise, traction wise etc. The actual Loco outage should generally be around the target fixed for each Division. However, it should be appreciated that while the target is based on average, the actual requirement of Locos may fluctuate due to bunching of trains, increase in traffic or due to bottlenecks on account of operational reasons, equipment failure or after effect of interruption to traffic.
Control of Operating Department in Loco running:
Electric and Diesel Locos are maintained by the respective Loco Sheds and Locos once turned out of shed are available for utilization for a number of days till prescribed maintenance/inspection schedule is due in the shed or the locos require out of course repairs.
Thus, while the operating staff has the operational control over utilization of Locos as well as the flexibility of using the Locos as per operational requirement, they have to keep in view the maintenance/inspection schedules of the Locos and send the Locos to the Shed well in time.
Overdue running of locos should be avoided by suitably planning the train running. Similarly, all-out efforts should be made to send the dead locos or locos requiring attention in the home shed. The hauling capacity of the Locos and special restrictions as jointly agreed to by the officers of operations and loco departments should also be adhered to.
While operating department has to optimize the work done by each Loco i.e. moving maximum traffic with the minimum number of Locos by adoption of operational strategies and improving the efficiency, the Shed and the Loco organization should provide optimum number of Locos in good fettle, keeping in view the traffic needs as shortage of Locos can lead to transport bottlenecks and inability to move the existing and potential traffic.
Along with the availability, reliability, safety, and predictability have to be aimed. Loco failures, Loco troubles en-route and ineffective locos should be kept to the bare minimum. Balancing of Locos is also required to be done i.e. Locos without loads may be sent to other divisions where they are required.
Reduction in terminal detentions and increasing average speed of goods trains would substantially improve engine utilization
Availability of Engine Crew and Guard:
Running staff for Goods operations are generally booked on the principle of first in and first out,
Balancing of Crews/Guards by sending staff spare is also required to be done in case the running of trains is not even in both directions on a section.
Jan 13 (18:00)
Locomotives

Entry# 2223     
Forever Railfan^~
What Is Engine Utilization ?

General Travel
0 Followers
847 views
Jan 13 (17:58)
Blog Post# 4539172-0     
Forever Railfan^~   Added by: Forever Railfan^~  Jan 13 (18:00)
What Is Engine Utilization ?
►►► Engines being costly resources their utilization has to be carefully monitored. Some of the measures for improving Engine Utilizations are as under:
Running of the Goods Trains on the proper path, For this, the Master Charts have to be properly framed and consolidated.Proper co-ordination between Control and Line Staff.Reduction in the Terminal detention of Locos by proper monitoring co-ordination and working with Yard Staff, C&W Staff etc.
The
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judicious ordering of Trains and Right time start of Goods Trains.Proper controlling, judicious crossings and preferences.Loop Lines on critical block sections should not be generally blocked.Stabling and picking up of load should be judicious and properly planned.Loco pilot should run at maximum permissible speed subject to restrictions.
Light Engines can be coupled or attached to trains in order to save path and energy.Light Engines (Single or Couple) should run at maximum permissible speed, for which they are fit, subject to speed restrictionsSignals must be taken off promptly at Stations. Distant/Warner Signals must always be taken off promptly.
Tangible authority to proceed should be handed over at the appointed place instead of getting the train slowed down in front of the Station for handing over the Authority from the
Platform.Trains should be run through Main Line (as far as possible) since looping results in extra time on the run.
Locomotives should be in good working order and staff should be well versed in Loco operations and troubleshooting.Hauling capacity of the Locomotives should be properly utilized.Engineering speed restrictions should be regularly reviewed and reduced by maximizing the output of the Engineering staff and machines. Due care and foresight in offering blocks for track maintenance should be exercised.
Regular foot plating by officers and staff involved in operations motivates train crew and alerts the line staff.Effective control over traffic yards to reduce other engine hours, detention to locos at important loading/unloading points and industrial sidings.
The factors adversely affecting the Locomotive utilization, the speed of goods train, terminal detention etc. should be got analyzed by suitable multi-departmental teams and remedial
measures were taken.Incentive schemes for the motivation of staff connected with Goods Operation, so as to improve Engine utilization Special watch on Loco pilots losing time on the run and not running at maximum permissible speed.
Jan 07 (18:40)
General

Entry# 2222     
Forever Railfan^~
History of RDSO

General Travel
0 Followers
2198 views
Jan 07 (18:40)
Blog Post# 4533815-0     
Forever Railfan^~   Added by: Forever Railfan^~  Jan 07 (18:40)
History of RDSO :
In 1903,the Indian Railway Conference Association (IRCA) was set up to provide for standardization and coordination amongst various Railway systems. This was followed by the Central Standards Office (CSO) established in 1930 at Shimla for preparation of designs, standards and specifications. However, till Independence, most of the design and manufacture of railway equipment was entrusted to foreign consultants. With Independence and the resultant phenomenal rise in country’s industrial and economic activities, the demand for rail transportation increased causing a total shift in emphasis. The urge towards national self-sufficiency together with the expansion of activities of the Indian Railways in the field of design and manufacture brought in its wake the demand for more indigenous applied research in
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railway technology. Consequently, the Research Section of the Central Standards Office was reorganized as Railway Testing Research Centre (RTRC) and established on 1st September 1952 as a separate Directorate of Railway Board with headquarters at Lucknow and two sub- centres at Lonavla and Chittaranjan. In 1957, the Central Standards Office and RTRC were integrated into a single unit as Research Design and Standards Organisation (RDSO) at Lucknow.
Jan 07 (18:35)
General

Entry# 2221     
Forever Railfan^~
History Of RPF

General Travel
0 Followers
2155 views
Jan 07 (18:35)
Blog Post# 4533813-0     
Forever Railfan^~   Added by: Forever Railfan^~  Jan 07 (18:35)
History Of RPF
The Railway Protection Force has its origin since 1882 when the Railway Companies then in existence appointed their own security for each Department. This arrangement was found to be fairly satisfactory till 1918. With an increase in traffic; there was a steep rise in the incidence of thefts of goods entrusted to Railways. This led to the Government of India to appoint a committee to enquire into causes thereof and suggest corrective measures.
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Acting on the Committee’s recommendations, most of the Class I Railways reorganized their security as a separate unit under a superior officer. But this too proved inadequate, and in the aftermath of the Second World War, losses due to thefts and claims on the Railways assumed huge size and needed serious attention.
The Government of India, therefore in year 1954, instituted a special enquiry through Director, Intelligence Bureau (Ministry of Home Affairs) who in his report, forcefully brought out the necessity of organizing the security in railways on a statutory basis. The Railway Board also appointed a Security Adviser to the Railway Board in July, 1953 to work out the details for the reorganization of the Security department. It was decided in consultation with the Ministry of Home Affairs that there should be an integrated well organized force on the model of the Police with adequate supervisory staff specially trained to meet the peculiar aspects of crime that were prevalent in Railways and act as a second line to the States Police with whom, under the Constitution, policing on Railways was rested. This led to introduction of the R.P.F. Bill in the Parliament of India for the better protection and security of Railway property and the same was passed as The Railway Protection Force Act, 1957 (No.23 of 1957).
Gradually and steadily the force has evolved in many aspects from then onwards and there after The RPF Act, 1957 was modified by Parliament for the first time in 1985 vide Act No.60 for the constitution and maintenance of the Force as an Armed Force of the Union and for the second time in 2003 with Railway Act vide which the additional responsibilities of Passenger Safety and Security of their belongings were laid on the shoulder of the Force by extending the powers of execution of 29 sections of Railway Act. At present the Force is escorting maximum number of mail/express trains throughout the length and breadth of the nation beside the access control duties at important stations.
Page#    1622 FAQs  next>>

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