A GUIDE ON

SENIOR TRANSPORTATION, ESTABLISHMENT

& ACCOUNTS
(QUESTIONS WITH ANSWERS)

COMPILED BY
ZONAL RAILWAY TRAINING INSTITUTE
ALIPURDUAR JUNCTION

Objectives of Indian Railways

Railway is a public utility service as well as a commercial organization. Its main object is to transport
passengers and goods from one place to another under some stipulated condition of time with the
highest standard of safety at the lowest possible cost and also to develop organizationally effective
personnel with pride in their work and faith in management.
History of Indian Railways
The evolution and growth of Indian Railways can be divided into six phases
.1st Phase: Old Guarantee Scheme (1849-1869)
To attract private companies to invest their capital for the construction of Railways in India, The East
India Company offered guarantee of 5% return on capital irrespective of loss or gain and the company
& the Government will share gain and surplus above 5% equally. Land was given free of cost to the
companies and the railway to carry royal mail free of cost and troops at a concessional rate.
2nd Phase; state Construction & Ownership: ( 1869-1882)
To overcome the criticism from various corners about the absolute guarantee of fixed returns at the
cost of Indian Tax payers, the parliamentary committee decided to go in for construction of railways
by the government itself.
Lord Dalhousie had planned for one gauge for the entire India. But this phase witnessed two great
famines of 1874 & 1877 and two Afghan wars in 1875 & 1879 The Government compelled to adopt
MG which was cheaper.
3rd phase: Modified Guarantee System (1882-1924)
Under this system the guaranteed returns were reduced from earlier 5% to 3% to 3.5% and surplus
will be shared at 60:40 ratio by the Government & companies. The ownership will be with
Government and the operation by companies.
4th phase: Nationalisation (1924-1949)
When the Freedom movement gained momentum due to emergence of Mahatma Gandhi on the
national scene, the Acworth committee recommended for state management and state control of
Railways and accordingly Railway budget was seperated.The staffs on the Railways were
indianised.Up to 1930 prosperity-Bombay Central, BBVT, HWH LKO, TPJ, ED and Kanpur stations
were renovated in 1925 Electric traction was introduced.

5th phase: Era of Integration & regrouping (1949-1951)

After independence there were 9 nationalized and 33 state Railways. The railways were reorganized
in to 6 zones to avoid unnecessary correspondence and inter railway adjustments.
6th phase: The Era of planning 1951 onwards
With the increase in the volume of both Passenger and Goods traffic and with the improvement in the
operational infrastructure ad with the introduction of latest technologies, for smooth operation the
Railways were reorganized in to 17 w.e.f --------- .
CORPORATE OBJECTIVES OF INDIAN RAILWAYS
The summarized form of corporate objectives of Indian railways are: To increase the net tonne KM freight traffic.
To increase suburban and nonsuburban Passenger KM.
To make rail the safest mode of transport of men and material.
To reduce cost of transportation in producing transport.
To ensure proper utilization of rolling stock i.e. locomotives, wagons/vehicles&tracks.
To improve quality and reliability of Passenger and Goods services comparable to international
standards.
To encourage safety research and development.
To reduce train accidents to 0.5 per million train km by 2012.
OBJECTIVES OF OPERATING DEPARTMENT
Pass. Train operation i) Better time table
ii) Punctuality
iii) Adequate accommodation
1. Better quality of service

iv) Safety
Goods Train operation i) Prompt regular and
assured supply of wagons
ii) Quick and safe transit

2. High productivity of resources ----------- i) Locomotives

ii) Vehicles and wagons

iii) Track
iv) Signaling and telecommunication
v) Fuel and electric supply
vi) Staff
3. Maximizing loading and unloading---i) Maximizing loading by prompt supply of wagons
ii) Attracting high rated and high yielding traffic
Profitable to railways
iii) Increasing passenger capacities on profitable routes
4. Ensuring safety ---------------------------- i) Safety in Train operation
ii) Safety in yard operation and shunting
iii) Safety of personnel
iv) Safety of consignments
5. Timely planning ---------------------------- For arranging additional capacity to meet the
Future growth of traffic efficiently
ORGANISATIONAL STRUCTURE OF INDIAN RAILWAYS
MINISTER OF RAILWAYS

MOSR-I

MOSR-II
RAILWAY BOARD

CHAIRMAN OF RAILWAY BOARD

MEMBER

MEMBER

TRAFFIC

ENGINEERING

MEMBER

MEMBER

MECHANICAL ELECTRICAL

MEMBER
STAFF

FC

PUBLIC UNDERTAKINGS
Rail India technical and economical service ltd. (RITES)
Indian Railways construction international ltd. (IRCON)
Indian Railways finance corporation (IRFC)
Container corporation of India ltd. (CONCOR)
Konkan Railway corporation ltd.(KRCL)
Centre for Railway information system (CRIS)
Indian Railway catering and tourism corporation (IRCTC)
Railtel corporation of India ltd .(RAILTEL)
Rail Vikas Nigam Ltd (RVNL)
Pipavav Railway corporation ltd. (PRCL)
Dedicated Rail Freight Corridor Corporation ltd(DRFCCL)
PRODUCTION UNITS
Integral coach factory(ICF)-PERUMBUR
Rail coach factory(RCF)-KAPURTHALA
Chittoranjan locomotive works (CLW)-CHITTORANJAN
Diesel locomotive works(DLW)-VARANASI
Rail wheel factory (RWF)-BANGALOR
Diesel loco modernization works(DMW)-PATIALA
Central organization for modernization of workshop (COFMOW).RESEARCH AND DESIGN
Research design and standard organization -LUCKNOW
CENTRALISED TRAINING INSTITUTE
Indian railways training institution for civil engineering-PUNE
Indian railways training institution for mechanical engg.-JAMALPUR
Indian railways training institution for S&T engineering-SECUNDERABAD.
Indian railways training institution for electrical engineering-NASIK
Centre for advance maintenance and technology-GWALIOR.
Indian railways institute of transport management-LUCKNOW

Railway staff college-VADODARA.

What is punctuality and how it is calculated?

Millions of passengers travel by trains on the Indian Railways every day. Punctual running of these
trains is extremely important for keeping up the image of the Railways. Late running of trains not
only puts the rail users to great inconvenience but also it involves wasteful expenditure. The
efficiency of passenger train operation is judged by punctuality. Punctuality is measured on the
basis of
i) Right Time Arrival (RTA) of trains at destination; and
ii) Train Not Losing Time (NLT) on the Railway/Division for which punctuality is being taken.
Punctuality is calculated in percentage as follows:
No. of trains arriving RT+No. of trains not loosing time (NLT) on the Division/Railway

Punctuality= ------------------------------------------------------------------------------------X 100

Total No. of trains
The fundamental documents through which punctuality is to be ascertained, are ;
i) Guards journal; and
ii) Control Chart.

What are the factors affecting punctual running of trains?

Factors affecting Punctuality: In the broader sense punctuality depends on the following factors:
i) Factors pertaining to the Railway such as late placement of rake, equipment failure, speed
restrictions etc.
ii)Factors pertaining to the public such as ACP. Agitation, passengers getting sick enroute etc.
iii) Factors pertaining to the natural calamities such as flood, breaches, cyclone, foggy weather etc.
As we have no control over the second and third factors so it will be wise to discuss on the factors
pertaining to the Railway.
Punctual running of trains is the result of coordinated efforts of various departments. It will
therefore, be appropriate to discuss these factors department wise.
a)Operating Department.
i) Inadequate roadside and terminal facilities.
ii) Improper time tabling.
iii) Inefficiency of station staff.
iv) Inefficiency of Guard.
v) Inefficiency of Controllers.

b) Commercial department.
i) Improper Reservation Charts and Slips.
ii) Untimely Service of Meals.
iii) Dilatory attitude in loading and unloading
of parcels and Luggage.
c) Mechanical department.
i)Improper maintenance of locomotives
resulting loco failure, loss of time on run e.t.c
ii)Late shed out of locomotives.
iii)Inefficiency of Loco Pilot.
iv)Improper maintenance of coaches resulting poor brake power, hot axle, and flat tyre enroute
v) Enroute C&W examination not completed within prescribed halts.
d) Electrical Department
i) Improper maintenance of Train lighting Equipment.
ii) Improper Maintenance of A.C Coaches.
iii) Failure of head light of locomotives
iv) Fire due to short circuit
e)Signal and Telecommunication Department.
i) Improper maintenance of points and signals.
ii)Improper maintenance of block instruments.
iii)Improper maintenance of Communication system.
iv) Bad sighting of signals
f)Civil Engineering Departments.
i) Block given to Engg. Department being exceeded.
ii) Rail fracture and weld failure
iii)Poor maintenance of track resulting frequent imposition of speed restrictions.
g) Unusual occurrences
i) Alarm chain pulling, agitation, fair, festival e.t.c
ii) Passenger run over, fallen down or getting sick
iii) Theft, robbery, dacoity etc.
iv) Interruption of through line of communication due to accident, flood, breach etc.

What steps to be taken to improve punctual running of trains?

Measures to improve punctuality:-

Achievement of punctuality depends on the combined efforts of all the departments which may be
summarized as below:
a) Operating Department.
i)Adequate terminal facilities.
ii)Proper time tabling.
iii) Efficiency of station staff.
iv) Efficiency of Guard.
v) Efficiency of Controllers.
b) Commercial department.
i) Proper Reservation Charts and Slips.
ii) Timely Service of Meals.
iii) Timely loading and unloading of parcels and luggage.
c) Mechanical department.
i) Proper maintenance of locomotives.
ii) Timely Shed out of loco.
iii) Efficiency of Loco Pilot.
iv) Proper maintenance of coaches.
v) Maintenance of brake power.
vi)Enroute C&W examination within prescribed halts.
d) Electrical Department
i) Proper maintenance of Train lighting equipment.
ii) Proper Maintenance of A.C Coaches.
e)Signal and Telecommunication(S&T) Department.
i) Proper maintenance of points and signals.
ii) Proper maintenance of block instruments.
iii)Proper maintenance of Communication system.
f) Civil Engineering Departments.
i) Restriction within the limit of Allowance.
ii)Allowed traffic block must not be bursted.
iii)Working of Dip Lorries in face of Mail/ Exp must be avoided.
g) Other steps by the Administration
i)Maintenance of Punctuality registers in the control office.
ii)Daily punctuality meeting.

iii)Checking of Control charts by Operating and power officers.

iv)Monthly Punctuality meeting.
v) Daily watch at Zonal HQ and Railway Boards Level.
vi) Analysis of detentions at Zonal HQ Level.
vii) Punctuality Awards.
viii) Foot Plate Inspections.
ix) Punctuality Drives.
x) Creation of Punctuality sense amongst the employees.

What are the obligations on the part of Railway in publication of time tables?
As per section 49 of IRA 1989 it is one of the statutory obligation for the administration to publish
time table in each year and a copy of time table must be pasted in a conspicuous and accessible
place at every station in English, Hindi and in regional language. Moreover G.R 4.02 provides that
no passenger or mixed train shall be dispatched from a station before the advertised time in the time
table. Railway thus publishes time table once in a year to come in to force w.e.f 1 st July of every
year.

What are the objects of Preparation of Time table?

(i) For giving information to the public regarding arrival,departure,connections
with some commercial rules to facilitate Passengers to Plan their journey

(ii) To facilitate depts.: for their planned coordinated activities

For guidance of the P & T and railway staff
(iii) To ensure the optimum utilization of rolling stocks and locomotives.
(iv) To prevent wasteful expenditure

How many types of timetables are there?

For administration:Working time table
Staff copy time table
Graphical time table
Goods time table (Presently not in use)
Military time table prepared by the Railway board which is a confidential document to be kept in
secret custody (At Zonal HQ).
For general public:Public time table
Sheet time table

Trains at a glance (TAG) i.e. All India Public time table published by the Railway board.

What are the factors to be considered at the time of preparation of Time table?
Apart from the station to station running time the basic considerations to be kept in view at the time
of preparation of time table are as follows:Operational requirements:_
1. Platform Berthing facilities
2. Maintenance slots at pit lines
3. Running time- (which depends on) -a) Block section length and gradient
b) Permanent Speed restrictions
c) Maximum permissible speed of section based on track condition, locomotive,
coach etc
d) Type of signaling/Interlocking
e) Total load
f) Train stopping/ run-through
4. Minimum Running time (based on maximum permissible speed)
5. Normal running time
6. Availability of coaching stock.
7. Composition and loads of trains.
8. Adequacy of locomotives.
9. Availability of adequate line capacity.
10. Formation of rake links and engine links.
11. Terminal facilities
12. Crossing /precedence facilities at road side stations
13. Connections/ shunting time
14. Time for crew changing/ fueling/ electrical attention/ parcel loading /un-loading/
15. Time for Rake maintenance and examination/ Coach watering
16. Time for track maintenance /corridor traffic blocks
17. Time made up/ Recovery time
Passengers convenience
1. Convenient arrival and departure according to requirement and nature of traffic.
2. Speeding up of trains especially long distance with minimum stoppages.
3. Adequate halt for breakfast and meals

4. Adequate stoppage at enroute stations for entraining/detraining

5. Suitable connections with other trains
6. Suitable timings for commuters/daily passengers
Other considerations:i) Suburban services to be interfered as little as possible
ii) Timings of passenger trains not to be too tight or liberal
iii) Due consideration to the provision of timings for clearance of luggage, parcels,
newspapers etc.
iv) Reasonable margin of time for connecting trains.
What is the object of revision of time table every year?
(i)

To suit the growing needs of Population and Industries

(ii)

Due to technological change and development in speed potential

(iii)

To eliminate time tabling draw backs

(iv)

To resolve the constraints of regular late running trains

(v)

Due to introduction of new trains and extended runs etc.

(vi)

To provide different engg. Allowances according to the progress of various works and to plan for
undertaking new works.

(vii)

To give due respect to the request of additional stoppage by MP, MLA, ZRUCC, DRUCC, P & T
etc.

What is the revision schedule of time table?

1. Inviting suggestions for next time table from public, Govt., MPs, MLAs, RMS, DRUCC and
other organizations

-----------July & August.

2. Divisional time table meeting headed by DRM and other divisional off icers where departmental
suggestions,DRUCCs suggestions and suggestions from others are discussed and minutes are
drawn and sent to CPTM-- September.
3. Zonal Time Table Committee meeting with divisions (between CPTM and Sr.DOM--------October.
4. Zonal Time Table Committee meeting with Principal heads of other departments such as Engg.
Signal,C&W, Mechanical Loco,CE(Construction),RMS authorities, Military and ZRUCC
--------November.
5. Headquarter agenda with details of proposals in prescribed format to Railway Board with
requirement of rolling stock and proposed link ------December.

6. IRTTCC meeting between Rail Board and CPTMs of all Zones

------December last OR January
beginning where abstract timings are prepared.
7. Final approval to proposals by Board

-------- February/March.

8. Preparation of time table at the Zonal level and tagging of TAG with zonal T.T
--------- April/May.
9. Time table to press for printing

-------- May last.

10. Time table publications

--------- Middle of June.

11. To be brought in to use

--------1 st. July.

What is Block Rake?

Block rake means a required number of electrically equipped and wired coaches, properly marshaled and
interconnected electrically through flexible cables (called slip couplers) as per the painted number of the
coaches given by the COM in consultation with the Mechanical and Electrical departments, to run in the
same formation day after day.
No alteration is permitted in the composition of block rake without the prior sanction of COM but incase
of emergency Sr.DOM may permit alteration with the advice to the COM.
Coaches on block rakes must not be detached to make room for reserved coaches.
If any coach on a block rake is detached due to unsafe condition to run, it should be replaced from the
spare stock and after repairs such damaged coach must be restored to its original block rake.
Block rakes should be worked complete to shops for periodical overhaul within 10 days of their release.
What are the advantages of Block rake?
1. To facilitate proper maintenance at terminals and to ensure the optimum utilization of the vehicle
resources.
2. To avoid shunting to form a train every day.
3. Better arrangements for repairs and overhauling of block rakes can be made.
4. To maintain proper sequence of marshalling of coaches, as any change in block rake affects the
same.
What is Rake link?
Rake link means the programme of running a particular rake to work one or more trains after
primary/ secondary maintenance at terminals.
Rake link is prepared for intensive and efficient utilization of stock and to facilitate proper
maintenance at terminals.
When a rake works the first train it is the beginning of the link and the link ends when the rake is
further available to work other train.

Rake links are prepared either to run up and down trains or for combining a series of services
according to the density of traffic to be handled. Requirement of rakes to run the trains may be as
follows:
i)

One rake is used for certain days for the use of short branch line trains.

ii)

One rake is used for several short distance trains run every day.

iii)

Several rakes used for one train being long distance trains.

The following points should also be considered at the time preparation of rake link:
1. The depot at which the rake will be maintained (primary maintenance) has to be decided and the
time and facilities available there, should be seen.
2. Where the halting time at the terminal is too tight for the rake to start back as the corresponding
train in the opposite direction, it should be better to have an overlapping rake at the terminal so
that late arrival does not effects to late start of the train.
What is Restricted Trains and Prohibited trains?
Restricted trains are those trains to which inspection carriage/extra coaches can be attached with the
prior permission of CPTM depending upon the availability of room as per maximum trailing load
notified in the W.T.T.
Prohibited trains are those trains to which no inspection carriage/extra coaches can be attached.
How many kinds of terminal maintenance are there?
The terminal maintenance of block rake is classified as primary maintenance and secondary
maintenance.
Primary maintenance work is done at the terminals where the rakes are based and the secondary
maintenance works are done at the other terminals.
During primary maintenance rakes are to be placed in pit line where all the under gear examination
including braking system is carried out as per maintenance schedule with the object that no coach
should be marked sick before it comes back to primary maintenance depot after having made a
complete round trip as per rake link. Normally 06 hours is required for primary maintenance.
Secondary maintenance is carried out at the other terminal point. It covers all items that affect
comfort of passengers and safe running of trains. Normally 1/3 rd staff is required for secondary
maintenance as compared to primary maintenance.
The time required for primary/secondary maintenance depends on shunting time required for
placement or withdrawal of rakes on and from pit line.
Enroute Examination: In addition to Primary and secondary maintenance, it is allowed at nominated
stations normally every after a run of 250-300 kms. Such examination covers check of safety items

like hot axle, flat tyre, loose fittings in the under gear, leakage in the brake system etc.in two stages
namely
Stage I = at the approach point when the train is still moving with slow speed.
Stage-2 = When trains are normally stop.
The first stage helps to detect the defects of the under gears. Such as, an unusual sound is the
indication of defective or broken components and the second stage helps to make it repair.
What are the aspects to be seen in considering the composition of passenger carrying train?
The following aspects have to be taken in to account while considering the rake composition of a
particular passenger carrying train.
a) The rake composition depends on quantum and nature i.e. pattern of traffic according to
the need.
b) Length of the loop and platform.
c) Normally it is 90% of the hauling capacity of the locomotives to keep provision for
attaching extra coaches, through service coaches, inspection carriages etc
What do you understand by Bare requirements?
Bare requirement means the minimum number of coaching stock required to run the train as per rake link
and as per composition of rake depending upon the pattern of traffic.
Bare requirement for rakes depends on the following factors:
1. Number of schedule trains
2. Pattern of train services
3. Load of trains
4. Extent of lie over at terminals
5. No. of overlapping rakes in use
What is the percentage of spare requirements over bare requirements?
Type of stock

Traffic

Mechanical

Total

AC coaches

12%

12.5%

24.5%

Non AC coaches

12.5%

10%

22.5%

Rajdhani/Shatabdi

10%

5%

15%

Brake power Certificate of Passenger carrying train:-

BPC for Mail/Express/shuttle passenger carrying train is valid for 3500 KMs or 96 hrs from the time of
issue which ever is earlier. If such train is to re-originate without fresh examination SM will endorse the
next destination on the BPC.
(Authority Director/Mech, Engg.(coaching)/RBs letter No.95/M( C )/141/1 dated 31.01.2007).
Two trains starting from different station and amalgating in to one train at enroute station the BPC for
individual trains shall be at the intermediate amalgating point revalidated and the train work up to the
destination.

Train originating from one station and disintegrating in to two trains at enroute station, the originating
station shall issue separate BPC for all the trains. At the intermediate station after declubbing, the
respective BPC shall move with the train after revalidation.
At intermediate if TXR is posted the same BPC to be revalidated by the TXR and if no TXR is posted
train will move with GDR check as for freight stock jointly by Guard and Loco Pilot.
BPC for Military/Election/Union special train is valid for 3500KMs or 96 hrs. from the time of issue
whichever is earlier.
BPC for Parcel Express train is valid for 3500 KMs or 10 days from the date of issue whichever is
earlier.
However isolated OCV lying in yard when attached to the rake or to a Mail/Express/passenger train
should be examined before attachment and suitable endorsement to that effect should be recorded in the
BPC of the train.
If train Engine is changed or rake integrity is broken, BPC should be revalidated by JE/SE/SSE (C&W)
through endorsement in the column provided on reverse after ensuring brake continuity provided the
coaches being attached have been maintained as per extent instructions.

What are the rules for running of special trains:1. Application with complete itinerary must be made at least 30 days in advance and not more than 06
months prior to date of commencement of journey.
2. Application should be sent to the CPTM of the originating Railway who will co-ordinate with other
Railways and finalise the programme subject to availability of spare coaches engine, path e.t.c
3. Special train will run subject to a minimum number of 18 passenger coaches.
4. A haulage charge at the rate of 50% of the fare of class of coach will be realized subject to a minimum
of 200 kms whether coach is available at the starting station or not.
5. a) A deposit of Rs 50000/- per coach should be paid at the time of application at the station from which
the special train is proposed to be originated. In the application form the number of the money receipt,

number of coaches required, date of journey, amount deposited and the station at which it is deposited,
route to be mentioned.
b) 50% of the deposited amount to be adjusted against the fare due to be collected and after the
completion of journey the balance amount shall be refunded after adjustment of any charges due to the
Railway.
6. Charges will be levied for a minimum distance of 500 Kms for one way trip and 1000Kms for a round
trip.
7. Mail/Express fare should be charged on point to point basis. The total fare should be the sum of the
separate fares to and from each stop over point.
8. Fares for actual number of persons traveling or adult fares for the marked carrying capacity of the
carriages which ever is more shall be collected.
9. A service charge of 20% of the total amount shall be collected.
10. If it is not possible to run the special train by the Railway on the required date as desired by the party
and if the suggested date offered by the Railway is not accepted by the party, the running of special train
will be politely refused.
11. If the Railway is not in a position to arrange a special train for any reason the deposited amount will
be refunded by CCM after surrendering the original money receipt.
12. When a special train is detained by the party at any place, detention charges will be levied without
giving any free time as per extent rules @ Rs 600/- per hour per coach subject to minimum of Rs 1500/per day treating the detention as halt.
13. Charges should be paid in full 48 hours before departure of train.
14. If the application for running the special train is withdrawn the following cancellation charges will be
realized:
i) If cancellation is done 02 days in advance --------- 10% of registration fee
ii) If cancellation is done within o2 days

----------25% of registration fee

iii) If cancellation is done within 24 hours in advance from the schedule departure of
the train

---------- 50% of registration fee

What are the rules for running of Military special train?

Military special train means a train intended exclusively for the use of military which may run as
passenger, goods or mixed train. Rules, rates and conditions for the carriage of military traffic are
contained in the IRCA military tariff. The word military includes Army, the navy and the Air force.

Demand for running special trains for the conveyance of military traffic such as troops, stores, vehicles
and live stock e.t.c are made direct to the Railway by military section (code MILRAIL) of the Quarter
Master generals branch of Army head quarter/NDLS.
Maximum load of military special are given in Annexure C of IRCA military tariff. Requisition for
running a military special indicating composition, paths to which they should run are placed on COM by
MILRAIL.COM then arrange regarding the running of special trains.
Allotment of military stock viz Armour cars, Ambulance cars, military cars, kitchen cars, canteen cars,
officers car, family cars is made by MILRAIL.They also control some special type of stock such as BFU,
DBKM,BWLS, KM,Ramp wagons. The Railways do other coaching and goods stock required for such
trains.
The marshalling should be done in consultation with military authorities.
When there are more than one upper class vehicles they must be dispersed to the maximum extent subject
to the observance of ordinary principle of marshalling.
The Railway wagons carrying explosives may be hauled by a military special train up to the hauling
capacity of the engine at the discretion of military authorities.
Military time table for military special is issued by the HQ which is a confidential document
Paths are provided according to the requirements of military personnel. The punctual running of military
special and comfort of the militaries are also an important factor.
When military trains are to be detained at the starting station or enroute the O.C of the train must give a
memo to the guard of the train and the guard must attach and submit this memo along with his journal so
that the Railway against the defence department may raise necessary debits. Halts for meals are to be
given in consultation with the O.C of the train.
The SM of the starting station/interchange points and the terminal station must send a wire to the
MILRAIL regarding the arrival/dispatch time as the case may be.
Military stock controlled by MILRAIL, after arriving at the destination by the military special shall be
stabled till orders for working it away are received from either MILRAIL or from HQ.
Goods train operation:The main index of efficiency of passenger service is punctuality and the main index of efficiency of
goods train is speed.
Transportation of goods from one place to another is of vital importance for economic and industrial
progress of the country.
With the economic and industrial progress of the country the pattern of traffic on Indian Railways has
changed radically during the last four decades.

With the improvement in infrastructure of goods train operation Indian Railways now carry bulk of
commodities in point to point heavier train loads which helped the Railways in achieving greater
efficiency and economy in freight train operation.
What are the main commodities carried by the Railway in point to point load?
Railways now carry the following commodities especially in point to point train load
i) Coal
ii) Iron ore
iii) Limestone
iv) Dolomite
v) Cement
vi) fertiliser
vii) Iron & steel
viii) Mineral oil
ix) Foodgrain
Goods train operation has basically three stages viz
i)

Loading of traffic at the originating points

ii)

Transit of traffic from the originating to destination point

iii)

Unloading at the destination.

The various kinds of goods train which are running on Indian Railways are :
i)

Express goods train

ii)

Through goods train

iii)

Crack goods train

iv)

Link Unit goods train

v)

Unit train

vi)

Unit train in closed circuit

vii)

Departmental trains

viii)

Shunting trains

ix)

Speed link trains

x)

Freight forwarders

xi)

Freight liners

xii)

Merry go round trains

What is Unit train and what are its essential features?

A unit train is an integral movement of goods, usually one commodity moving from a single origin to a
single destination on a regular schedule moving under special tariff requiring annual minimum tonnage.

Essential features of unit trains are thus as follows:

i) These trains move between two fixed points on a fixed time table basis.
ii) Rakes are dedicated exclusively to such services and no shunting whatsoever is permitted enroute.these
trains therefore bypass all intermediate yards .No sorting is required even at originating and destination
station.
iii) Loading and unloading operations at loading and destination stations are fully mechanized so that turn
round at terminals is drastically curtailed.
iv) The entire trainload is consigned by and to a single consignor.
v) Rolling stock is often owned by the users on whose behalf the Railways work Unit trains.
The users guarantee a minimum quantum of traffic per annum to the Railways and the Railways in turn
offer a reduced rate for transport of goods by unit trains.
What are the advantages of Unit trains?
The main advantages of unit trains are as follows:i) Intensive utilisation of freight cars

ii) Relief to intermediate yards

iii) Freight car specialisation
iv) Reduction of physical Distribution costs
v) Assured traffic to Railroads
vi) No damage or loses to consignments as no switching is involved at intermediate yards.
vii) More orderly operation due to planned and scheduled movement of unit trains.
But the main advantage of unit trains is reduction in the transportation costs of goods by way of improved
utilisation of rolling stock and other equipment.
Define: Speed link trains, Freight forwarders, Merry go-round trains.:Speed link trains;- speed link trains are those which runs between specific pairs of stations on a regular
time table basis i.e. it is a point to point first goods trains.
It may not be economical for the Railway to move piecemeal wagon load traffic to different destinations.
However if sufficient quantum of traffic in piecemeal wagon loads is available for being carried between
specific pairs of station, such traffic could be combined and transported in full train loads without any
shunting/resorting enroute which is economical for the Railways to carry.
Under this scheme, delivery of goods booked is guaranteed within a certain no. of day and when delivered
normal charges + some percentages as QTS charges are collected at the destination.

Freight forwarders:- Railways appoint Freight forwarders with a view to consolidate smalls traffic in to
wagon load traffic. Freight forwarders are granted lump sum wagon load rates which are cheaper than
small rates. They collect smalls traffic from various Rail users and consolidate the same in to wagon load
traffic for specific destination. Collection and delivery of such traffic to the parties concerned is the
responsibility of freight forwarders. With such a procedure Railways gets better average load per wagon
and are saved the botheration for booking and sorting numerous smalls consignments.Freight forwarder
trains to be run on fixed schedules and merged with speed link trains.

Merry Go-round trains:- These trains are normally run between collieries and to the thermal plant and
formed with bottom discharge hopper wagons which are loaded mechanically from overhead bunkers in
the collieries while the train is in slow motion. The loaded train is worked to the thermal power house at
normal speed where again it moves at a regulated speed on the unloading line. An automatic slow speed
control device on the locomotive achieves the slow speed regulation. The empty train goes back without
stopping to the loading point to repeat the cycle virtually without stopping.Crew changing can be
arranged when the train is put on automatic slow speed control at the loading/unloading points. Wagons
are weighed automatically with electronic weigh bridges while entering and leaving loading/unloading
lines.In India NTPC have gone in for MGR systems for their new super thermal power houses at
Ramagundam,Singrauli e.t.c.ensuring high productivity of rolling stock.
What do you understand by line capacity?
Every section of the line has a limit to the no. of trains which can be handled on that section during the
period of 24-hrs.This limit is known as the line capacity of that section. It is sometimes known as the
sectional capacity. In other words, we can say Line capacity means the maximum number of trains that
can pass over a section during 24 hrs.
How the maximum utilization of line capacity of a section can be judged?
To maximise the possible utilisation of a section the line capacity has to be measured not only by running
the maximum no. of trains but also by increasing the transportation potential of each section. The
transport potential would be measured by vehicle kms, Passenger kms, wagon kms, GTKM,
NTKM.These are known as traffic density figures. There are also another term to measure transport
potential known as Throughput which is normally related with goods train operation. So in the broader
sense the line capacity is related to daily utilisation of maximum carrying capacity of each section by

running largest number of trains with the heaviest permissible loads in the shortest possible time with the
highest standard of safety at the lowest possible cost for the fairest annual revenue.
What are the different Categories of Line Capacities?:Broadly speaking we can divide the line capacity in to the following three categories.
Maximum Line Capacity: Maximum Line Capacity means the maximum number of trains plotted in the
24 hrs Master chart so that it is impossible to introduce even a single more train on that section
concerned. This is prepared without taking into consideration of all the practical constraints in the open
line..
Practical line capacity: It is represented by the practical no. of trains which can be run in a day taking in
to consideration allowance for maintenance work, operational irregularities, and incidences etc.
Economic line capacity. It means the maximum number of trains that can be run in 24 hrs. over a section
at minimum cost per unit per tonne km per train. When line capacity is under utilised increase in train
services follow the pattern of law of increasing returns due to more utilisation of fixed assets. But the
section starts getting saturated with the increase in number of train services resulting working expenses
increases, delays, late running e.t.c.This increases the total costs per train km and correspondingly the
cost per unit. Therefore, the optimum number of trains that can be run on the section economically is the
Economic line capacity.
This can be graphically represented as follows:

COST
PER
TONNE
KM

------------------------------------

NO OF TRAINS

What are the different methods for calculating line capacity?

Different methods of calculation of line capacity of a section are ;
i) Practical method based on the Master chart.
ii) Theoretical method based on different empirical formulae
Practical method:
In this process the advertised paths of all Mail/Express, Passenger trains are plotted out first and then
the paths of maximum possible number of reasonable goods trains are interplotted so as to make the
maximum use of the line capacity of a section.
This method gives almost accurate assessment of the line capacity of the section as all the actual
conditions prevailing at that section e.g. pattern of train services, the layout of the stations
enroute,restrictions,characterestics of the block section, terminal facilities e.t.c are generally taken in
to account.
Scotts formulae:

The Working capacity of a section can be calculated by means of the following formula:-

Line Capacity =

24x60

__________ X

Running time of slowest train in the Block +5 mts

_7__
10

section in which it is the maximum

1. The result will give the total number of trains in both directions on single line and should be
divided by two to arrive at the capacity each way.
2. In case of double lines, it should be calculated separately for UP and DN lines as gradients, if any ,
can make a difference in the speeds of trains.
3. Any fraction of the result should be dropped.
4. 5 minutes is the time allowance to obtain line clear, lower signals and start a train especially at the
time of crossing and precedence.

5. With the improvement in the method of working, if a lesser time is allowed for line clear work etc.
the same should be taken in to account instead of 5 minutes.
What are the limitations of Scotts formulae?
Here 7/10 allows 30 percent spare line capacity over the efficient and economic working capacity.
This gives us 70% of the potential sectional capacity as practical capacity. Since in order to realise the
theoretical capacity the critical block section must always be occupied by train services in either
direction, which is next to impossible.
On the other hand block operating time is a factor which depends on the block Instruments
provided,signalling facilities at the station and it would be preposterous to take the same as 5 minutes
at a non interlocked station and at other stations equipped with automatic signalling where the block
operating time is absolutely lesser. Moreover with the introduction of advanced method of working,
modern signalling,interlocking arrangements,TBI,RRI,SSI,Panel Interlocking e.t.c block operating
time should be less than 5 minutes. So Scotts formulae would therefore be outdated.
Line Capacity for goods train paths:
In order to find out the line capacity of a section for goods trains paths, the following formula should
be adopted:24X60-T

x 7/10

Running time of the slowest train in the }+5 mts.

block Section in which it is maximum
T is the total time taken by all the passenger trains while passing over the block section from which
the maximum running time of the slowest train has been picked up.

What do you understand by Maximum net head way, critical block section, Ruling gradient?

Maximum net head way: Maximum net head way is the time the slowest train takes to cover the

longest block section in one direction plus the time taken by the opposing train to cover the same long
block section in the opposite direction.

Critical Block section: Critical block section is the section which has the maximum time as

compared to all other Block sections.

Ruling gradient: means the gradient which rules the section regarding the trailing load of a train

i.e. it is the gradient which determines the maximum train load that can be hauled on the section with
a given type of loco. Ruling gradient is determined usually when ascending, but can be worked out
also separately for loaded and empty movement. Curves can also be equated with grade as they too
slow down the speeds. 2 degree curve in level is equivalent to 1 in 1250 grade.

What is spare line capacity?

When the density of traffic overtakes the line capacity the movement slows down

and efficiencies

suffers. Practically, with the present traffic facilities, a section can be efficiently and economically
worked up to 80% of its theoretical line capacities leaving 20% spare line capacities over the highest
density of traffic. When the density of trains over a section reaches 60% of its theoretical line
capacities, measures to increase line capacity proportionate to the expected increase in traffic should
be taken in hand so that 20% marginal capacity over the peak traffic is maintained. With the adoption
of the most modern traffic working methods, it may be possible to increase the working capacity to
90% or even more of the theoretical line capacity.
Why only critical block section is considered for calculation of line capacity in empirical
formulae?
Since trains have to go through each block sections, the effective capacity would be where the
capacity is least and this will be the longest block section from the time point of view, which is
known as critical block section, and the running time on that section known as
critical block time is taken in to consideration for calculation of line capacity.
How line capacity can be improved?
Line capacity can be improved with minimum input or with major input
With minimum input:
i) Reducing length of the block section by providing additional crossing stations,
ii) Increasing the speed of trains by improvements in mode of traction, track, and rolling stock and
signaling.

iii)

Proper time tabling.

iv)

Staff efficiency.

iv)

Upkeep of the instruments.

v)

vi) Efficient operation of the terminal.

vi)

With MAJOR input:-

vii)

Use of Modern signaling.

viii)

Introduction of CTC on double line section will improve line capacity by 15%Use of EMUs
for stopping trains.

ix)

Use of radio mobile communication.

x)

Provision of Auxiliary Warning System

xi)

Gauge conversion.

xii)

Manning of unmanned LCgate.

xiii)

Easing of the gradient and curves.

xiv)

Increasing the length of the running loops.

xv)

Electrification of the track.

xvi)

Increase facilities at the terminals.

xvii)

Improving the type of rolling stock having more reliability than the conventional type.

xviii)

Doubling/ quadruplicating is the last resort to increase the line capacity of a section.

How line capacity can be improved mathematically?

As per Scots formulae line capacity is calculated as follows;C=

1440

X 7/10

T+t
where C is the capacity of the section
T is the running time of the slowest goods train to clear the critical block section
t is the block operating time which is taken as 5 minutes
7/10 is the efficiency factor
Mathematically line capacity can be improved in the following way:
T may be reduced and line capacity may be improved by:

i) Reducing length of the block section by providing additional crossing stations,

ii) Increasing the speed of trains by improvements in mode of traction, track,
Similarly,t may be reduced and line capacity may be improved by :
i)Higher standard of interlocking
ii)By providing token less block instrument.
iii) by providing panel/RR interlocking.
iv) By switching over to CTC and Automatic Block system of working.
E can be improved and thereby line capacity can be improved by:
i)Proper time tabling.
ii) Staff efficiency.
iii) Upkeep of the instruments.
iv) Efficient operation of the terminal.
v) Adequate loop lines in the section.
vi)Traffic facilities at the stations and terminals.
What is the necessity of adequate line capacity?
The route kilometer of Indian Railways during 1950-51 was 53,596 and of 2003-04 is 63,166 an
increase of 18% only. During these period railways have increased originating freight traffic from 93
mt to 450 mt an increase of 384%.Quantum of passenger traffic has also increased with the increase
of population of the country.
The said increase of passenger and freight traffic is to be carried more or less on the existing routes.
since construction of new line is cost intensive, it is essential to improve the line capacity on the
existing routes.
Moreover the lack of adequate line capacity will impair the operating efficiency of the system as
indicated below:1. It will slow down movement thereby registering a fall in the average speed of goods trains
passing over the section.
2.

The fall in the average speed will have an adverse effect on turn round of wagons and engines.

3. The deterioration in engine and wagon turn round will lead to an artificial shortage of both and
necessitate the putting in to use of a greater number of these to carry the given volume of traffic.
4. This will, in turn, further aggravate the already deficient line capacity and make the section a
transport bottleneck entailing waste of engine and wagons days compared with engine and wagon
kilometers. So, it is evident that adequate line capacity is essential for the efficient and economic
use of engines and wagons.
What is Throughput? What is its relation with line capacity? How throughput of a section can be
increased?
Throughput represents the maximum no. wagons that can be cleared in a day in a section within 24
hours.In the divisional level for day to day working it is calculated interms of the no. of wagons cleared
within 24 hrs, but for the statistical purpose it is calculated in terms of total quantum of traffic transported
within 24 hrs.
Thus throughput is dependent on the line capacity of the section. If the line capacity increases throughput
increases correspondingly. But even when the capacity of the section is limited, throughput may differ, if
the no. of wagons cleared per train differs.
It is therefore evident that all trains must run with full loads for achieving a satisfactory throughput.
In railway the word throughput generally refers to goods throughput which may be expressed in terms
of
i)

No. of wagons or,

ii)

GTKM or,

iii)

NTKM carried over the section in 24 hrs.

Throughput of a section could be increased by:

i)

Running more no. of trains and/or

ii)

Increasing loads per train

Running of more no. of trains also dependent on the line capacity of the section, so it will be wise and
economical for the railway to improve the throughput of the section by increasing the loads per train
which may also be dependent on the following factors.
i)

Hauling capacity of the locomotives ------ so employment of more powerful engine capable
of hauling heavier loads will help to increase the throughput.

ii)

Loop capacities of the enroute stations ------ long loop capacities of stations enroute will help
to increase the loads per train.

iii)

Ruling gradient ------- stiff gradients and sharp curves are to be avoided as far as possible

iv)

Utilization of improved design rolling stock with shorter buffer length will also help to
increase the loads per train and thereby throughput of the section.

The vehicle limit of goods train beyond the loop capacity of the section with double header/banking
considering the ruling gradient and track condition are the other measures to improve the throughput of
the section.
What do you understand by average speed of goods train? What are the merits and demerits of
good and bad average speed?
The index of efficiency of Goods train operation is speed which is a vital factor and has all-round effect
on goods train operation.
It shows the rates at which goods are transported from one point to another and the cost in producing such
transport.
An increase in the average speed of goods train increases the wagon mobility, improves the wagon turn
round, engine turn round and ensures the maximum utilization of the line capacity of the section and
reduces the operating costs, duty hours of the running staffs etc.
On the other hand low average speed of goods train not only increases the operating costs ,affecting the
wagon and engine turn round, line capacity of the section but also makes the section congested, saturated
which will in turn further reduces the average speed of goods train and make the section transport
bottleneck.
So that better average speed means better utilization of rolling stock, locomotives, line capacity, running
staff etc
How average speed of goods train is calculated?
Average speed of goods train is calculated section wise from control chart as follows:Average speed = Total train kms
Total engine hours
i.e.

Distance of the section X Total number of trains

Sum total time taken by all the goods train in the section

The kilometeraage of diesel engines is to be reckoned as 16 km an hour for the time engines are used
on shunting services. The kilometerage for fractions of an hour for such engines is to be calculated at the
rate of one km for every five minutes or part of five minutes.

Sum total time includes shunting time and detention of the trains at intermediate stations on account
of operating, mechanical, engineering, signal and others.
Practically the train km indicates the amount of productive work done and the train engine hours are
the unit of costs in producing such transportation. A combination of these two units i.e. train km per train
engine hour is a good index to judge the efficiency in goods train operation.
What are the factors affecting average speed of Goods train?
Some important factors on which average speed depends are as follows:1) Improper planning and train ordering.

Late start due to late formation, detained for power, c&w exam., staff turning up late resulting
goods trains are thrown out of path.
2) Poor maintenance of the locomotives.
3) Loads on trains.
5) Condition of rolling stock particularly availability of brake power.
6) Poor maintenance of points, signals and interlocking gears resulting frequent failure.
7) Detention of trains outside signals due to inefficient working of station staff such as
late
lowering of signals, run through signal is not taken off etc.
8) Inadequate line capacity.
9) Inadequate facilities at road side stations to complete shunting within minimum time
and terminal facilities.
10) Characteristics of the block section in regard to length, gradient, curvature e.t.c.
11) Nature of Engineering restrictions enforced.
12) Movement of oversized consignments requiring speed restrictions.
13) Late running of Mail/Express trains.
14) Bad controlling.
15) Relief to train crews due to hours of duty exceeding statutory duty hours.
16) Failure of equipments such as :
a) Engine failure
b) Points / signal/ Block failure
c) Hot axle/ Flat tire enroute
d) Control interruption
17) Natural calamities like floods, breaches, cyclones etc.
18) Running train thefts and detention on this account.

19) Accidents resulting interruption to through line of communications.

20) The working of the yard also affects in the following ways
a) detentions outside yards for acceptance.
b) Improper marshalling of trains having shunting enroute etc.
What are the steps to be taken to improve average speed of goods train?
Some measures to improve the average speed of goods trains are as follows:1) Time table improvement/ Review of running time.
2) ) Running of maximum LINK /UNIT/CRACK GOODS means better average speed.
3) Right time start to avoid pre-departure detention and CFR by crews.
4) Effective controlling ..
5) Proper maintenance of locomotives/rolling stocks, track, signal/telecommunications etc.
6) Introduction of improved design wagons and high power locomotives capable of running
with high speed.
7) Easing of curves and grades, installation of Fan-shape lay-out etc.
8) Increasing sectional capacity on saturated sections.
9) Long loop capacities and additional facilities at road side stations to perform shunting
freely and adequate terminal facilities.
10) Proper working of yards and terminals.
11) One way traffic on short single line sections considering the terminal facilities,
passenger train schedules etc to minimize detentions due to crossing.
12) Improvement of staff efficiency by better training and
management.
Among other things coordinated action of mechanical, operating, engg.& signal departments should
be cultivated which will come in to play a very important role to increase the average speed of goods
trains.
What do you understand by Sectional congestion?
It means the normal flow of traffic over the section is retarded

and the usual running of trains is

affected converting the section in to a transport bottleneck. It may be a permanent feature due to
insufficiency of running facilities resulting in the section being saturated with the work load or the
line capacity may have been temporarily reduced due to certain unforeseen causes.
What are the effects of sectional congestion?
If efforts are made to force the normal amount of traffic through a section with a reduced or deficient
line capacity, it will cause congestion in the yards serving the section. The consequences will be

Detention of trains out side of signals and at station.

Increase in the hours on the road.

Engine running short of water and going light for loco requirement.

Stabling of loads enroute.

Greater demand for engines and running staff in face of their reduced availability to clear
stabled loads as well as to work scheduled services.

Cancellation of scheduled trains for want of engines and crews.

Poor maintenance of engines in sheds for want of time resulting in poor speeds and even failure.

Crews working under rest with ill-maintained engines.

Indifference of the crews in the performance of their duties.

Therefore it is utmost importance to take action to remove the cause or causes of congestion so as
to prevent the situation from getting out of control.

What are the main causes of sectional congestion?

The main causes which individually or collectively lead to congestion may be summarized as follows:

Deficiency of line capacity for the traffic offering.

Want of continuity in the flow of traffic , as the more constant the flow of traffic the greater will
be the output.

Unbalanced movements,e.g.,short distance traffic reduces the capacity of the section for long
distance traffic.

Unsuitable paths for goods trains resulting in more hours on the road.

Accidents impairing then fluidity of traffic.

Sudden engineering restriction imposed causing slow speed of the train.

Frequent single line working on double line section.

Frequent failure of signaling gear.

Continuous bad weather.

Congestion in the marshalling yard.

Shortage of crew and guard.

Poor maintenance of engine.

Poor maintenance of rolling stock

Wrong marshalling arrangement necessitating detachment enroute.

Sudden increase in particular type of traffic.

What are the remedial measures?

The fact of the matter is to reduce the density of traffic in proportion to the reduction in the
capacity of a section before steps, as detailed below are taken to remove the original cause or
causes which may have to a temporary set back.

The line capacity should be augmented to provide additional capacity for the traffic offering,
meanwhile ,the work load on the section should be reduced, if possible , by diversion or
otherwise.

There should be judicious planning of fast and slow traffic to avoid bunching.

Trains should be run to the most suitable paths.

Receipt of or on loading of traffic which is responsible for congestion. Efforts to restrict the
engineering restrictions to the absolute minimum and for the minimum period but consistent with
safety should be made.

Single line working on a double line section should be minimum.

Signaling and interlocking should not be failed frequently to hold up trains.

Arrangement of power should be adequate.

Availability of brake van must be ensured to avoid canceling of trains.

The strength of running staff should be requisite and if necessary selection may be conducted to
promote the staff.

Proper attention to the locos should be given to avoid loco failure enroute.

Maintenance of rolling stock should be up to the mark to avoid detachment enroute on account of
being sick.

Reduce load of the congested section by diverting some trains via alternative route.

Impose temporary restriction on receipt of or on loading of traffic which is responsible for

congestion.

What is wagon turn round?

The term wagon turn round means the time interval between the time a wagon picks up a load and the
time it is next available for loading. Wagon Turn round is therefore the time interval between two
successive utilization of a wagon measured in terms of days.
What are the stages on which WTR depends?
It is depended on the following factors:

Time spent in placement for loading, the loading and there after waiting dispatch.

Loaded transit time

Time spent in placement for unloading at destination , unloading, and if no back load offers,
waiting dispatch to the next loading point.

Empty transit time to the next loading point.

Briefly these may be termed as loading time, loaded transit time, unloading time, and empty transit
time.
From the above it is clear that if we place empties, load and clear loaded wagons promptly, avoid
detentions on the road and keep our goods trains to time, place and release them expeditiously at
destination, and if we have a back load, place and load them quickly or if dont have a back load, get the
empty wagons away without delay to the next loading point, we are doing all in our power to keep down
the wagon turn round.
How wagon Turn round is calculated?
The wagon turn round can be calculated by means of the following formula:Wagon Turn Round (W) = __Effective average daily wagon holding (B)
Average no. of

Average no. of

wagons loaded
daily including

loaded wagons
+

transhipment (L)

received daily from

other railways(R)

i) The result will be in days.

ii) To find out the average wagon holding , the total number of wagons present on the railway
will be taken in to account and from this figure will be subtracted the following stock being not
available for goods traffic :-

Total number of wagons in or for workshops.

Total number of wagons in or for sick lines.

Departmental wagons.

Wagons made over for departmental use.

Wagons utilized for coaching traffic.

iii) Wagon turn round can be calculated on the whole of the railway basis by the HQ office and on
the divisional basis separately for each division by the respective divisional offices.

How WTR can be improved?

The turn round varies inversely as the speed of goods train and directly as the detention in yards
and the handling. For reducing the turn round therefore the speed has to be increased and the
detention in yards and terminals should be reduced.

The line capacity , effective power holding, hauling capacities and speeds of engines, running
facilities on the section and terminal facilities in yards, etc.have to be taken at the highest level.
But closer supervision and vigorous and intelligent drives even at the lower levels by different
categories of staff on the lines indicated below can result in a quickened movement.

Supervision of goods clerk and station master.

Supervision by the staff at transit sheds.

Supervision by the staff at large yards.

Supervision by the control staff.

Supervision by the guards and Drivers.

Supervision by the train examiner.

Supervision by the Inspectorial staff.

Proper maintenance of locomotives, points and signals and interlocking gears, tracks, rolling
stocks etc.

General: To achieve and maintain better turn round of wagons , activities of all will have to be
coordinated and reasonable measures to be taken on the lines as indicated below-

Efforts should be made to give higher priorities in the direction of flow of empties than to traffic
to be moved in that direction.

Special rates may be quoted for traffic moving in the direction of empty movement to encourage
their use.

If intensive train examination, which at present is given to out going loads, is transferred to
incoming loads and only fit to run examination is given after formation of out going rakes then
pre-departure detention of trains could be avoided.

Organized efforts should be made to induce merchants to clear some of their general goods in
open trucks undercover of tarpaulins and protection of railway security force.

Upsetting of scheduled departures at the last moment will be minimized.

What are the advantages of quick turn round of wagons?

Wagons will become available sooner to pick up fresh loads.

As the wagons will become available quicker, the fewer will be the wagons required to carry a
given volume of traffic.

The fewer the wagons required, the lesser will be the capital outlay and maintenance charges.

The fewer the wagons to move, the greater will be the yard mobility.

The greater the fluidity in the yard, the lesser will be the chances of congestion and transport
bottlenecks.

The lesser the number of trains, the greater will be the freedom and ease of the movement on a
section.

The greater the freedom and ease of the movement, the wider will be the scope for selecting best
paths.

The most suitable paths, the greater will be the average speed of the goods trains.

The greater the average speed, the minimum will be the time on the road in reaching the
destination.

The quicker the transport, the lesser will be the possibilities of wagon shortage.

The lesser the chances of wagon shortage, the lesser will be the exploitation of the same for
personal gains by the staff.

What are the objects of wagon turn round statistics?

It is an index of wagon utilization and operating efficiency, as the lower the turn round the better
the efficiency and vice versa.

It indicates the wagons available for goods traffic on a railway in relation to its actual
requirements to carry the traffic e.g., if the turn round is four days, the effective wagon holding of
the railway is four times the number of wagons daily used.

If additional traffic springs up on a railway, the turn round will help in ascertaining the additional
stock required to cope with the said traffic.

If the turn round improves, it will help in calculating the number of wagons that will be rendered
surplus on a system indicating their better utilization elsewhere.

It provides one of basis for fixing interchange obligations between different railways as well as
between different divisions of the same railway.

What is marshalling Yard?

Yard means a set of lines where trains are received, shorted out and new trains formed for onward
dispatch The term yard generally implies a point for the concentration of traffic. By reason of
concentration, it is handled speedily and economically and thereafter dispersed in the form of
goods trains. Stated differently, a yard may be defined as a classifying machine with facilities for
receiving, sorting and dispatching vehicles to their several destinations as quickly as possible.
When a yard deals with 20,000 thousand wagons on BG and 10,000 thousand wagons on MG in
terms of four wheeler in a month it is called Marshalling Yard.
.

Actually marshalling yards are the heart that pumps the flow of commerce along the
tracks.

What are the principal objects of marshalling yard?

The principal objects of marshalling yards are summarized as follows:
A) Quick transit:- a) Acceptance of trains without detention.
b) Shorting out and reforming these trains in accordance with the
prescribed marshalling strategy and dispatch resulting minimum

average detention to wagons in the yard.

c) forming block loads to furthest destinations with correct marshalling
d) ensuring right time starts of outgoing trains to keep the yard fully
mobile as mobility is the alpha and omega of the yard.
B) Economy:-

a) maximum productivity of resources i. e maximum utilisation of

shunting locos, hump yard and staff utilised for that purpose
b) avoid despatch of underload trains.

C) Safety:-

a) Ensuring minimum damage to wagons and consignments loaded

therein during shunting operation.

What are the principal functions of marshalling yard?

The principal functions of a marshalling yard are: To receive incoming trains without detention at adjacent stations.
To break up terminating loads, sort out the individual wagons and form fresh trains with correct
marshalling for onward dispatch.
To form them in to shunting train in the order of stations for the various sections served by the
yard .
To form through and express goods trains for the farthest possible yards.
To feed the local points with the stock destined for them.
To remove the stock from the local points, sort it out and combine it with other stock for dispatch.
To provide storage accommodation for spare stock, ballast trains etc.
To provide holding accommodation for trains or wagons held up awaiting dispatch or disposal.
To provide an uninterrupted passage for through trains passing through the yard except for the
time required for it to run examination, change of engine, dispatching any isolated damaged
wagon or attaching wagons for completing the load.
To enable engines to move freely to and from the shed.
What are the important components of a marshalling yard?
A yard is said to be comprised of
Reception yard: Reception lines are those lines where trains are received whilst waiting to be
shunted.
Sorting yard or classification yard: It is a yard in which trains are broken up on the

different lines for various directions or stations, irrespective of station order so as to

form them in to trains and prepare them for correct marshalling.

Marshalling yard: It consists of lines on which sorted out traffic is made up I to through and
express trains in train order for the farthest possible points as well as work and van trains for the
immediate shunt sections in order of stations.

Departure lines: On these lines , when made up, may be placed waiting to be dispatched.
Auxiliary/grid yard:- It is a subsidiary yard located adjacent to the classification to short out and
form local traffic/sectional traffic It is very useful to expedite yard mobility. Sick vehicles,TP
wagons are also shorted here to provide relief to the main classification yard.

Shunting neck:

It is a line leading to sorting siding on which the actual shunting of the train

may be done clear of the running lines.

Exchange yard:- It is a yard under the control of port or some other factories where loads and
empties are exchanged.

Sick line:- Sick lines are provided near classification yard for repair to sick wagons from I/C or
O/G trains.

Transfer lines:- These lines are meant for transferring wagons from up side to down side or vice
versa in case of separate up and down marshalling yards or in case of goods shed and the
marshalling yard being situated on opposite sides of the running lines.

Run round line or By Pass line: It is a line leading which skirts the hump and its object is to
avoid the engine having to go over the hump and thus gradually reduce its height. It joins the
shunting neck at one end and the main hump line short of the king points. It should not be
confused with the engine run round line.

Engine escape line or engine run round line: It is provided to admit the release of train engines
immediately on arrival of a train and to permit movement of engines freely to and from the shed
without interference with the yard work.

King Points: King points are the first pair of points the wagon meets with and these divide the
hump yard in to two portions.

Queen points: Queen Points are the second pair of points the wagon meets with on either of the
two diverging lines taking off from the king points and these divide the sorting lines in to four
sub- portions. These are two in number in each hump yard.

Jack Points: Jack points are the next pair of points the wagon meets with after passing over the
queen points.

 Retarders:- To adjust suitably the speed of the humped wagons rolling down the hump so that
they may not cause damage by humping violently against wagons already standing on the same
line.

Skids:- all yards where mechanical retarders are not provided, skids are placed on classification
lines to control the speed of the humped wagons.
How many types of marshalling yards are there and what are those?
There are three types of marshalling yards:
a) Flat yard
b) Hump yard
c) Gravity yard.
a) Flat yard: In these yards, all movements of wagons are carried out with the help of engine by
push and pull method with flay shunting neck. They are slow in working, wasteful in shunting
engines hours and there by the most expensive to operate and are justified only where a small
amount of traffic has to be dealt with and space is limited. It takes about 2.5 hrs to complete a
train and it is not possible to deal with more than 350 to 400 wagons in a day.
Hump yard: In these yards, a gradient is created artificially by constricting a hump in such a
manner that the wagon may roll down to specified classification lines from the summit of the
hump/Apex. Apex of the hump is constructed between reception and classification lines. Wagons
are pushed up on one side of the hump and allowed to gravitate down the slope in to appropriate
classification lines .It is most economic yard in all respect, because the engine hours is curtailed
to minimum and the no. of wagons dealt with is more than that in other yard. This type of yard
may be constructed as and when required as it does not dependent on the topographical condition.
A hump yard is able to deal with 32 to 45 trains per day if the work goes on round the clock.
Gravitational yard: Gravity yards are yards with a continuous falling gradient where
the shunting of wagons is done purely through gravity without the assistance of any
shunting engine. In this yard the unproductive shunting engine hours is totally
eliminated. But gravity yard can only be constructed depending upon the
topography of the place where plenty of place with continuous falling gradient is
available. But the main problem of gravity yard is to stop the wagons after they t

have rolled in to the shorting sidings from the reception yard. This problem of
gravity yard is solved by the provision of rail brakes or retarders.Gravity yards are
available at Kalyan and Bhuswal.
Yard Capacity
The maximum number of wagons a yard can accommodate at any one time is its
holding or standstill capacity. Stated differently it is the theoretical capacity to hold
stocks..
Working capacity
The working capacity means the amount of traffic that can be received, dealt with and
disposed off by a yard at any one time without affecting its fluidity. In other words, it
includes the number of trains that can be crossed, preceded or accommodated, the
wagons that can be stabled in sidings or dealt with per day in the marshalling yards
and inward and outward local traffic for which terminal facilities exist. The working
capacity of a yard is also termed as the ideal yard balance.
The working capacity of a yard is obtained by dividing the holding capacity of the
yard in 24 hours by total average detention to wagons in hours.
Approximately, it is one third of the holding capacity.
Yard Mobility
Yard mobility

(Wagons received+ wagons dispatched)

100

2 X Balance on hand at 18 hrs.

Wagons received and dispatched are to be taken for a period of 24 hrs .
For every yard , the target is fixed taking in to consideration the local conditions e.g., one yard
may be acting as a reservoir for different kinds of traffic, coal wagons, stock for transit sheds and
other local points etc. and other may simply be dealing with through traffic. It is only in
comparison with the target that the mobility of a yard can be judged whether the performance is
poor or otherwise.
What is yard congestion?

When a yard including a goods shed, transit shed or a departmental siding is unable to cope up with
the traffic offering or any kind of troubles reduces it working capacity, it causes holding up of rolling
stock. The mobility of the yard is lost or curtailed and heavy accumulation of unhandled traffic takes
place. It leads so strained working and is called congestion.
What are the sign of yard congestion?
1. Heavy yard balance.
2. Detention to trains out side signals.
3. Holding up of trains at intermediate stations.
4. Stabling of trains at intermediate stations.
5. Frequent late start to trains and
6. Increase in detention to through loaded stock, through trains etc.
What are the causes of yard congestion?
The causes which individually or collectively lead to yard congestion are as follows;1. Lack of proper advance planning and cooperation between adjacent yard, CNL and lack of
coordination between yard staff, loco staff,.c & w staff which affect the yard working adversely.
2. Strained working in the yard due increase in the work load in excess of its working capacities due
to sudden spurt in traffic or change in the pattern of traffic..
3. Imbalanced movement between inflow and outflow of traffic.
4. Too much work thrown on the goods, transfer, or loco sheds beyond the terminal or transfer
facilities available.
5. Working capacities temporarily reduced due a series of accidents
6. Maximum number of ineffective wagons accumulated in the yard due rough
shunting.
7.

Shortage of empties for transshipment works.

8.

Bad paths of trains resulting in bunching of incoming or out going trains.

9. Late placement or non placement of empties at the transshipment points.

10 .Wrong or non placement of inward loads at the sidings.
11.. Wrong marshalling of trains necessitating remarshalling.
12. Shortage of power and suitable brake van.
13 Shortage of crews and guards necessitating putting back of trains.
14. congestion in the adjacent yard.
15. Poor performance of pilot engines in the yard.
!6.

In adequate lighting arrangement in the yard.

What are the remedial measures?

The steps which should be taken to clear congestion after ensuring the actual cause of congestion may
be summarized as follows:
1) The particular traffic which has made the congestion may be restricted for the time being.
2) The inflow of traffic should be controlled to its working capacity.
3) Neighboring yard may be asked for to take upon them, the shunting and marshalling work which
would normally have been done by the congested yard.
4) The adjacent yard should be asked for to form as many block loads as possible so as to pass the
congested yard untouched.
5) A scheme to carry light repairs in the yard without the necessity of wagons going to sick lines
should be enforced.
6) Ensure timely placement and withdrawal of empties/loads in and from the siding.
7) Engines should be given full loads to avoid wastage of hauling capacities.
8) Ensure the sufficient availibity of Engines/B vans and empties for transhipment work.
9) Ensure adequate availibity of rested crews and Guards.
10) Ensure that there is no delay on the part of the yard staff in made over the o/G loads
for examination and no dilatory attitude by the C & W staff for examination and
issue of BPC.
11) Staff strength in the yard should be strengthened proportionate to the work.
12) Consignees and departmental supervisors should be informed in advance of the
approximate arrival and placement of loaded wagons meant for them.
13) Demurrage and wharefage rules should be strictly enforced.
14) Difficulties arising from cross traffic can be mitigated by proper sitting of transfer
lines.
15) Better understanding and co-operation between yd staff, C & W staffs
and loco staffs should be cultivated.
The best thing is to avoid congestions instead of dealing with
them after they arise. For this purpose a constant watch is necessary
from the control office. The responsibility of control office towards the
yard is to ensure the fluidity; to co-relate the inflow with the Outflow
and to ensure that the yard balance does not go beyond the working
capacity.

Why most of the Marshalling yards has lost their importance and going to be closed?
With the change in the pattern of traffic offering to the Railway and with the improvement in the
goods train operation infrastructure marshalling yards have lost their importance and are going to be
closed due to the following reasons:i) running of marshalling yard are costly
ii) heavy detention to wagons in the marshalling yard and wagons could not put to their
maximum utilisation
iii) introduction of improved design rolling stock without any necessity of intermediate
intensive examination every after an interval of 250 to 300 kms.
iv) innovation of new type BPC which will remain valid from end to end.
What is marshalling yard statistics?
It is a monthly statement in tabular form to be furnished by each marshalling yard. It is to be
prepared to judge the efficiency and performance of the marshalling yard during the last month.
Working in the marshalling yard is totally unproductive as no revenue is earned direcrtly from
marshalling yard.
In the marshalling yard the out put is the no. of wagons dealt with and the unit of cost is the shunting
engine hours. Therefore efforts should be made to ensure in dealing with maximum no. of wagons with
the minimum shunting engine hours.
It contains the following informations:
1.Name of the yard.
2.Number of the wagons dealt with during the month.
3.Daily average number of wagons detached.
4.Daily average number of wagons dispatched.
5.Number of trains received.
6.Number of trains dispatched.
7.Number of wagons dealt with per shunting engine hour.
8. Average detention per wagon i.e all wagons including through loaded wagons
1.The number of wagons dealt with per shunting engine hour should be calculated as under:
Wagons shunted
Shunting engine hours.
To improve marshalling yard statistics, the following points should always be adhered to:
i) Average detention to through loaded stock to be minimized.
ii) Shunting engine hours to be minimized.

iii) Quick turn round of the stock.

iv) Wagon exchange register must show causes of detention to wagons.
v) Staff educated in marshalling of trains.
vi) Stations having card index system must maintain a register showing detention to
through loaded wagons over 24hrs.
vii) Station Masters must exhibit a graph of the performance of marshalling yard statistics
in the following proforma:a) Shunting engine hours.
b) Number of wagons per shunting engine hour.
c) Average detention to through loaded stock.
d) Average number of wagons dealt with.
viii) Supervisory staff to maintain a register showing time train arrived, time train released
by TXRs, time train picked up from reception line and sorted out, time train made up.
ix) Yard foreman must show details of work done by the shunting engines minute by
minute while preparing shunting certificates so that individual output may be gauged.
x) Placement memos must be exchanged between yard foreman and goods clerks.
What do you understand by Interchange?
Inter change means the exchange of coaching/goods stock between Railways.
What is the object of Interchange?

Efficient & optimum utilization of stock.

Operating fluidity

Utilization of maximum line capacity.

Financial aspects

A record of wagon interchange is maintained in the office of Director of interchange based on

Daily junction Returns, submitted by the junctions who involves in interchange

The figure indicates the actual wagon holding.

It is adjustable through a yearly wagon census.

IRCA (Indian Railway Conference Association) functions as the watch-dog of the stock
holding of the Zonal Railways and arranges debit/credit for Zonal Railways as necessary.

General secretary of IRCA is designated as the Director of Interchange

What is wagon pool and what are its objectives?

All wagons in the Indian Railways are owned by individual Railways. Each Railway has a certain number
of wagons owned by them according to the traffic potential of the section.But traffic potential may not
always be the same .In order to ensure the optimum utilisation of such stock the concept of indiscriminate
loading irrespective of ownership is known as wagon pool.
The objects of wagon pool are:
i) to increase wagon efficiency(better utilisation)
ii) to reduce the operating cost.
iii) to cut down the empty haulage.
What are the advantages of wagon pool?
Pooling system has been developed on the common user basis with the following advantages:
i) Elimination of cross running of empties.
ii) Reduced empty wagon kilometer age.
iii) Reduction in un economical use of powers.
iv) Less shunting at terminal points, exchange junctions and in marshalling yards.
v) Reduced empty haulage resulting increased mobility of wagons.
vi) Due to greater mobility, a smaller no. of wagons required to carry given volume of traffic
vii) Smaller no. of wagons creates less congestion at exchange points.
What is pooled wagon?
Pooled wagons are those wagons which can be utilised indiscriminately for loading irrespective of
ownership, except those exempted by Director /Wagon Interchange subject to return date to the parent
Railway either loaded or empty. In short it permits to use any wagon for any journey. Wagon pool was
introduced in Feb 1917 to increase wagon efficiency, reduce operating cost and curtail to a minimum the
light haulage and wastage of carrying capacity. B/Vans are also interchangeable.
What is non pooled wagon?
These are the wagons, which have been excluded from the wagon pool and therefore cannot be freely
used by any other Railway except the owing Railway. Non pooled wagons are special type stock for
meeting the specific requirements of individual Railways such as BFR, BFUS,Tank wagons e.t.c. All
these non pooled wagons shall be marked NP in a circle adjacent to the number on both sides of the
wagon. Non pooled wagons are also interchangeable subject to observance of some formalities after
mutual agreement between one or more Railways with the approval of Director/wagon Interchange.
What is local traffic?

Local traffic wagons are those wagons of low carrying capacity essentially intended for the movement of
traffic within the Zonal Railway. Primarily they are departmental traffic and not booked outside Zonal
Railways.
The interchange of such wagons may if mutually agreed upon by two or more Railways, be permitted for
short distance traffic during a specified period with the approval of Director. But when they are booked
for any station outside Zonal Railways they should be marked NP same as incase of non pooled wagons.
What is pool target?
Each Railway owns a certain no. of wagons. But traffic requirement of that particular Rly may fluctuate
as per current traffic offering. As a result, while one Rly may hold excessive wagons then the other
may run on short. Such imbalance causes a bad impact over the entire system.In the interest of
national economy and in order to rationalize the use of Rolling stock and to secure its distribution
according to requirements in view of the fluctuations of traffic irrespective of ownership, the target of
wagon holding for each Rly in relation to no.of wagons owned by that Railway is known as pool
target.
. The Pool targets are prescribed in conference every after six months among the CFTMs of all the zonal
railways with Member Traffic (Rly Board) keeping in view of the expected traffic during the next six
months.
What are the factors to be considered to fix pool target for each railway?
Authorized stock holding.
Traffic demand in respect to stock holding
The number of loaded wagons required to be received.
The wagon turn round of the zone.
Line capacity / Terminal capacity in regard to Traffic offering.
The total stock is thus distributed to various railways depending on its relative requirements and urgency of
the traffic existing on each Railway. If the requirement of wagons is in excess of the wagons owned by
them, a target debit is fixed for that Railway. On the other hand, if the owning of wagons are in excess of
requirement, a credit target is fixed. These targets are known as POOLED WAGON TARGETS.
What is Junction Quota?
The number of wagons to be interchanged daily among the Zonal Railways is called Junction Quota. It is
prescribed by Railway Board.
IT IS BASED ON

The volume of traffic offering for movement across the junction

Line capacity / Terminal availability at Zonal Rlys for handling the traffic.

Power Plan
Junction Quota represents the maximum no of wagons that can be handled daily at
interchange points.

What are the purposes of fixing Junction quota?

Proper & Fluent movement in each direction

Commitment of empty movements must be fulfilled by the concerning Zonal Railways

No need to fix at interchange points where traffic is very light.

What is Junction allowance?
Due to Operational congestion at junctions of interchange this extra allowance is allotted for
movement of through loaded traffic over the working Rly. This is called Junction Allowance.
It is calculated on the actual detention to wagons during the month, to be selected by Director of
Wagon Interchange (DWI ) for each junction.
Examination of wagons

All wagons needs periodical overhauling to be done by owning Railways

For safe & smooth running

Periodicity of Examination
i) 4 (four) years for conventional stock
ii) 6 ( six ) years for Air-brake stock

Due date ( Return date) is stenciled on the wagon

Standard of examinations
a) SINGLE CONTROL :- Manned by the staff of the Railway working at the junction.
b) DUAL CONTROL :- :- Manned by the staff of both Railways( Working Rly & Using Rly)
c) NEUTRAL CONTROL :- C&W staff are under control of DWI & independent of Zonal Rlys to
carry out impartial examination.
What do you understand by wagon Census?

The accountal/enumeration of wagons in Railways, or division, once in two years on fixed day and time in
all over India. is termed as wagon census. Actually, census is an exercise of actual counting of available
stock on Indian Railways.
What are the objects of census?
1. To identify all wagons/coaching stocks running on Indian Railways.
2. To verify all privately owned wagons.
3. To identify all wagons leased by Indian Railways under various schemes like Own your Wagon
scheme, BOLT (BUILT OPERATE LEASE TRANSFER) scheme, etc.
4. To confirm the wagons owned by other organization.
5. To ascertain the actual stock balance which forms the basis for realizing hire charges.
6. To ensure updating of master of stock.
Locations for census:1.

Stations

2.

Yards/ Goods shed / other sheds

3. Workshops /Pit line/Sick line/Rail sidings

4. Stores & store siding
5.

/Outlying & private siding

Colliery and port area

6. Military depots & sidings

7. FCI depots/ sidings
8. Mills/ Factories /Thermal power stations.
9. Accident and off- track stocks which has not yet declared as condemned.

Stock to be enumerated in:1. Running Trains

2. Piecemeal stock in siding & other locations
3. ART/ARME/BD VAN
4. Passenger/Express/Mail Trains/Rakes
5. DMU/EMU
6. Track machines
7. Special / Troop / Mixed / Departmental trains
8. Damaged/Accidental/Off the track stock not yet condemned
9. Pakistan Rly. & Bangladesh Rly. owned wagons
10. Private owned/leased wagons

11. Converted wagons after conversion

Any difference noticed on account of census to be adjusted by divisions. The result of each census shall
be taken as the opening balance for each railway and the changes adjusted by adding or deducting. The net
daily difference in interchange will be carried forward daily to the total debit or total credit of each Railway.
These settlements between Railways will be made monthly and they are of two types Preliminary adjustment and
Final adjustment.
A Preliminary adjustment is derived when the census balance is struck. and Final adjustment is
after census which has already been linked with the actual movement of the wagons, for which any
reason appears to have been recorded by mistake. If a wagon is not enumerated, is found moving
regularly before the adjustment, it shall be credited to the owning railway. If the movements are
irregular it will be ignored and debit will be given against the owning Railway.

What are the methods of taking Census?

Each division of a Railway is divided in to a number of districts and they are subdivided in to circles,
consisting of ten blocks and the block may be a road side station or part of a large yard, but shall not
consists more than 200 wagons. The tally book will have 10 pages consisting of 20 entries each printed
in black and BV tallies are printed in Red. After enumeration, tallies are summarized in to block, circle
and finally district.
What is Block train operation?
A train carrying wagons for destination where stations are open for handling of train load with the
following conditionsBoth stations notified for full rake terminal or half rake terminal.
Indent for standard size wagons.
Loading not less than Standard rake size.
Full rake shall be supplied.
Reason for less supply to be recorded.

Rake spitted up will not invite withdrawal of trainload benefit.

One or multiple loading/ unloading point shall not forfeit the train load benefit.
The customer shall pay all charges like Busy season S/C, development and charge.
What is mini rake?
It is short rake having minimum composition of 20 wagons.
Can be booked from notified full rake or half rake terminal.
Free time for loading/unloading is 05 hours.
Booked only up to a distance o0f 400 kms.
Permitted only in covered wagons.
Mini rakes can not be loaded with coal, ore and Railway Materials and stores.
What is two point rake?
It is a train carrying wagons for two terminals.
Destination terminal should not more than 200 kms apart in busy season and 400 kms in lean season +
conditions for B/Rake.
Minimum 10 wagons should be loaded for each destination.
What is multi point rake?
Wagons carrying trains for more than two destination.
All terminals must be open for full / half rake.
No two destination terminals can be more than 200 kms.
Minimum 10 wagons should be loaded for each destination.
Conditions of wagons of Block Rake must be fulfilled.
What is two and multi point rake?
It is for other than covered wagons.
Both the stations should be notified full/half rake terminals.
Minimum 10 wagons should be loaded for each destination.
Total number of wagons indented and loaded should be for Block Rake.
What is the concept of rakes from two originating terminals (covered)?
Two point combinations from which loading is permitted, will be notified by Zonal railways.
In case terminals falling on different Railway, the Railway issuing notification will take and record prior

consent of the concerned Railway.

Each terminals must be full/half terminals.
Distance less than 200 kms + min. 10 wagons.
Indent to be placed for Block rake.
Once loading is completed in one terminals, the other terminal can not cancel his indent.
What is the concept of rakes from two originating terminals (other than covered wagons)?
Each terminals must be full/half terminals. Destination terminal must be full/half terminals.
Minimum 10 wagons should be loaded from each.Indent should for complete Block Rake.
Customer can not cancel indent if loading starts at other point.If he does so, freight for both the portions
be charged.
What is multi commodity block rake?
Both the originating and destination stations notified as full/half rake points.
Total no. of wagons indented and loaded as per block rake.
Each wagon will contain one commodity. Different wagons for different commodity.
Freight will charged at one class higher than the existing class up to class 100.
In addition to freight other charges shall also to be paid.
The scheme is applicable on all types of wagons subject to compliance of all terms and conditions.
What do you mean by Control organization?
The organization set up to supervise and regulate the running of trains and movement
of traffic in the best possible manner with the resources available is called control
organization. Actually it is the organization to provide the best quality of services to
rail users and to ensure the high productivity of resources and to eliminate wasteful
expenditure. It is the organization for planning, organizing, implementing and
monitoring passenger and goods train operation and for meeting emergencies such
as accident, equipments failure etc.
Principal functions of control:
The object of control organization is to provide good quality service to rail users and to ensure
the high productivity of resources and to eliminate wasteful expenditure with continuous
supervision over the entire operation as follows:

To ensure timely running of Mail/Exp/Passenger and goods train by judicious crossing and
precedence.

To ensure the maximum utilization of goods stock and locomotives.

To ensure the optimum utilization of the sectional capacity.

To co-ordinate and rationalize the clearance of traffic.

To keep a close watch with Engg. Blocks, restrictions, working of TMM and ballast train and to
give maximum time with the minimum dislocation to others.

To avoid cross running of empties and powers.

To increase the average speed of goods train.

To ensure the mobility or fluidity of marshalling yard as well as on the section.

To reduce the operating cost in producing transportation.

To minimize the shunting engine hours in comparison to the number of wagons dealt with per
shunting engine hour and average detention to wagons.

To ensure the economical use of running staff.

To ensure that divisional wagon balance does not go beyond the target.

To depute controller for preparation of W.T.T at the Zonal HQ.

To keep a close watch over the damaged stock at roadside stations to ensure prompt and proper
attention.

To fulfill the interchange commitment

In case of an accident, to arrange prompt information to all concerned, to assist and provide relief
measures without delay & to regulate the movement of traffic in the best possible manner.

To maintain a close liaison with sister departmental controls to achieve the above objectives of
the control organization.

Advantage of control
It is an instrument for utilizing to the best advantage the existing capacity of a
railway and of speeding up transportation at a minimum cost without impairing
efficiency thereby ensuring maximum output. The principal advantages are:1. There is a concentration of supervision through out a given area and the consequent
ability to arrange the working in that area, minute by minute, according to prevailing
conditions
2. Instructions can be given promptly through the medium of telephone/ FOIS / COIS.

3. The controlling authority can speak direct to the man on the spot .
4. It allows the controller to maintain a personal contact with all parts of the area under
his supervision.
5. Experience shows that sections which were previously non controlled on being
converted in to controlled sections have registered more out put.
What are the duties of Section Controller?
Section controller is responsible for efficient controlling of the movements of all trains
within his jurisdiction as follows:
i)

Ordering the movements of trains from station to station by judicious crossing and
precedence taking calculated risk to ensure punctual running of all Mail/Express/Pass trains.
He is also responsible to ensure running of goods trains to path with least detentions and to
record the actual movements of trains in the time-distance control chart i.e. he is responsible
for graphical
representation of all movements on the control chart and for this purpose
advance plotting is to be done for at least 2 hours in advance.

ii)

to record the full particulars of all trains i.e. Train No, Engine No, Drivers and Guards name,
call time and load particulars in a register meant for this purpose and also on the control chart
where available.

iii)

to record all the events and the detention to trains at various stations in the remarks column.

iv)

for supply and clearance of stock from road side stations as per the planning of CHC
( Stock/planning).

v)

for transmitting the meal messages received from road-side stations.

vi)

for arranging relief crews/ guards in advance before the completion of their duty hours.

vii)

to record the particulars of sick wagons detached enroute and prompt attendance of TXR
staffs.

viii)

to provide maximum time possible for working of material trains and TMM
machines with minimum dislocation to other movements and to regulate the
running of trains in view of the Blocks required by the Engg. Department.

ix)

to ensure efficient utilization of engines to reduce the unproductive time.

x)

to maintain the fluidity of the marshalling yard by controlling the flow of train in to and out
of the Marshalling yard and also on the section.

xi)

to give time signals to all stations at 17.00 hours on the control circuit.

xii)

to obtain block messages and temporary restrictions if any for the next day.

xiii)

to record and transmission of restriction messages to notice stations under

exchange of private numbers.

xiv)

to maintain permanent caution orders register on the section.

xv)

to inform sheds and stations about late running of trains to avoid calling of
crews and guards earlier than necessary.

xvi)

to carry out any other duties allotted to him/her by CHC.

xvii)

incase of accidents inform the CHC shift and PRC with the available particulars, call for
ARME/ART as the case may be and ensure its timely exit and clear path up to the site of
accident and regulate the movement of traffic in view of the circumstances prevailing under
the guidance of CHC.

What is Master Chart?

These are 24hrs charts prepared for each section separately. Actually master chart is a time distance graph
showing the schedule paths of all mail/Exp/Passenger trains in different colors. In between running of
passenger carrying trains paths for goods trains are worked out and plotted. These charts are very helpful
in revision of time tables, running of extra trains and arrangement of Engg. Blocks and for working out
line capacity and guidance of section controllers and must display on the boards to which they refer.
Duties of DYC/ CHC(Planning/ goods)?
The duties and responsibilities of CHC (Planning/ goods ) are as follows:

To ensure optimum utilization of all the resources available.

To ensure the punctual running of all Mail/Express train.

To increase the average speed of goods train.

To ensure the economical use of the running staff.

overall supervision of works of DYC (Board) within the period of his duty.

To keep a close touch with the PRC regarding availability of powers and to keep
power holding within the target and over due scheduled powers are sent to home
necessary repairs either light or working a train.

Ordering of goods train according to the availability of loads, powers and paths.

To keep a close touch with the yard to co-relate the I/C and O/G loads to and from
the yard to keep the yard and the section fully mobile.

To maximize loading on the division by ensuring prompt supply of empties and

the
shed for

dispatch loaded wagons.

To ensure adequate supply of empties for loading in transshipment yard/ stations

enroute.

To keep a close touch with the movement of special type stocks like
BFU, Tank wagon, live stock, ODC etc.

To ensure the fulfillment of interchange commitments.

To give maximum possible time to Engg. Dept. for working of TMM and material

train with minimum dislocation to service.

To keep a close touch with the adjacent division/Railways about the forecast of
trains and wagons insight (now available through FOIS) which will help to
chalk out advance planning for loading and unloading on the division.

To arrange power and crew to clear stable loads.

It is the responsibility of the night shift DYC( Goods) to plan for the day and
interchange forecast and to keep the basic informations ready for CHC for
finalization of planning of the day and the forecast.

It is the responsibility of the evening shift CHC(Goods) to review the planning and remaining
execution of the day and the interchange commitments and rough planning of work for the next
shift.

In case of accidents, Ensure

i) A/C officers are informed.
ii) Immediate dispatch of ARME/ART as the case may be.
iii) Traffic is regulated efficiently according to the prevailing conditions.
iv) Arrange for rushing whatever relief and rescue equipment is required at site.
v) Ensure quick resumption of normal train services.

To maintain a hand book containing the detailed particulars and all events affecting the working
of trains.

What are the duties of CHC(I/C)?

The CHC(I/C) is the senior operating and administrative supervisor and over all in charge of a divisional
control office. Apart from his daily routine work he should ensure the optimum utilization of all the
resources available to achieve the main objectives of the operating department for which actually the
control organization have been set up.
The daily routine work of CHC is as follows:-

 Planning of the days programme and forecast.

Checking of control chart, counseling of board controllers about the irregularities in working
and report to Sr.DOM all possible avoidable detentions.
Ensuring that the interchange obligations are fulfilled and incase of shortfall the cause of such
failure.
Ensuring that the divisional wagon balance does not go beyond the target to keep the division
fully mobile.
Ensuring the target DKM is achieved.
Daily checking of :
i.

Movement of special type of stock

ii.

Engine and wagon turn round

iii.

Transshipment work

iv.

Disposal of unconnected wagons

v.

Punctuality of Mail/Express trains

vi.

Unloading and loading position of the division

vii.

Arrangement of movement of Traffic inspectors etc

Arranging maximum Engg. Blocks /TMM work with minimum dislocation to service.
Maintaining liaison with neighboring divisions for smooth operation.

Preparation of Time table at the HQ level.

Maintaining a close liaison with SS of important stations.

CHC (I/C) should always keep a close touch with all operating officers including DRM/ADRM
of the division.
Incase of accident in the division CHC(I/C) should first take over the charge of the control office
and ensure immediate dispatch of ARME/ART as the case may be.
According to the gravity of the accident all concerned including central control has informed in
time.
Arrange to maintain the accident log register
Arrange for cancellation/diversion of trains in consultation with SR.DOM.
Last but not the least being the overall in charge of the divisional control office
CHC (I/C) should give more stress on man management.
What are the duties of Section controller in case of an accident?

Immediately after getting information of an accident either in the block section or at a station the SCR
will perform the following duties chronologically.
i) Note the time at which the first information is received and inform the PRC about the nature of
assistance required.
ii) Inform CHC (I/C) with the available particulars of accident for onward information to officers concern.
iii) Inform TXR control, Engg.control Security control and safety control.
iv) Inform SMs of the adjacent stations to stop/control movements of all trains over the affected section.
v) Regulate the movement of other trains suitably
vi) Inform the nearest SE/JE(P-Way and Works) to proceed to the site of accident site with gang staff.
vii) Collect the following information without delay from the guard of the accident involved train or from
the nearest station master.
a)Date and time of accident
b) KM and section between which accident occurred.
Name and description of the train met with accident with special regards to total loads, Eng.no, no of
wagons/coaches derailed/capsized etc and their position serially either from Eng or from B/van.
d) No. killed, seriously injured, injured ( if available).
e)Nature of accident, extent of damage and probable detentions to traffic.
f) Whether site of accident is protected or not and if not advise to protect.
g) Incase of accident occurred at station whether through communication is possible or not.
h) Nature of assistance required.
viii) Inform sub divisional police HQ station and district police HQ station if the accident is due to bomb
blast or other miscreants activies.
ix) Security staff present at the station or nearest available station should be informed to proceed to the
site of accident.
x) Arrange for immediate dispatch of medical assistance to the site of accident from nearest available
place and ensure that SM concerned has taken appropriate action regarding medical and other relief
measures.
xi) Ensure IMMEDIATE dispatch of ARME/ART and is given a clear run to the site of accident and while
ARME is returning with injured passengers.
xii) Obtain All concerned accident message issued by the SM without delay.
xiii) Ensure that block stations on either side of the site of accident are clear as far as possible.
xiv) On arrival of the ART at the accident site obtain prima-facie cause of accident, probable detention to
traffic and other requirements regarding restoration work from the O.C of the site and convey to the O.C
of the division.

xv) Ensure that equipments and materials are being sent to the site of accident without delay as per
requirements from the O.C of the site.
xvi) Obtain time to time progress report from the accident site
xvii) when restoration work is going to be completed arrange for train call as required in consultation with
O.C site/O.C division/CHC.
xviii) After completion of restoration work and before allowing any movement over the affected section
ensure track clearance certificate from the sectional SE/JE(way) and section clearance certificate from
the respective officials are received.
Incase of serious accident controllers intelligence, initiatives as well as personality come in to play for
smooth restoration work and should keep his/her brain cool to cope up with the abnormal situation.
What are duties of CHC (Planning/ goods) in case of accident?
Immediately after getting information of an accident, he shall:1. Advice the concerned loco foreman and Station Master for immediate working out of
ARME/ART.
2. Ensure the availability of Engine to work out the ARME/ART.
3. Inform the following officers and organizations immediately.
i.

CHC, DSO, Sr.DOM, DOM, DRM/ADRM, AOM, CMS.

ii.

Sr.DEN/DEN,SR.DCM/DCM,DEE,Sr.DME/DME,Sr.DSTE/DSTE.

iii.

The concerned OC/GRP,OC/RPF,District Magistrate,S.D.O,OC/local police.

iv.

Emergency control/central control (HQ).

v.

Civil, Military, Railway hospitals and available doctors at the nearest place incase of
casualty/injury.

2. Ensure that ARME/ART to and from the site of the accident is on top priority.
3. Advice RMS authorities if a Mail carrying train is involved in accident.
4. Regulate the train running on either side of the accident.
5. Assist the board DYC to cope up with abnormal situation as and when required.
6.

Ensure rescue and relief operations at the site of accident.

7. Keep a chronological record of all details of accident, action taken, progress of rescue and
relief measures, progress of restoration works etc.
What are the duties of Chief Controller (I/C) incase of accident?
Immediately on receipt of information of an accident he shall ensure that:1. ARME/ART is called for.

2. The advice of the accident is relayed to all concerned including the central control.
3. ARME/ART is dispatched without delay and is given a clear run up to the site of accident.
4. The emergency office is opened and manned in the divisional control office.
5. The regulation of traffic is done correctly and passenger-carrying train is regulated at
convenient stations preferably where catering facilities, drinking water etc is available.
6. Arrangement have been made for the onward journey of the rest passengers of the accident
affected train by cancellation/diversion/transshipment or by running extra train in
consultation with the Sr.DOM according to the prevailing conditions.
7. Timely information of all changes in train timmings, diversion/cancellation of trains are given
to all important stations of the division as well as to the adjacent division/Railways.
8. Enquiry counters are opened at important stations.
9. Accident log register is maintained chronologically with all details of accident information
and action taken thereof.
10. All assistance is extended to the officer in charge of the divisional control office.
What are the important registers maintained in the control office?
Section Control:1. SCRs diary
2. Inward message book
3. Stock and Line position register
4. Caution Order register
5. Train particulars register
6. Block register
7. S & T failure register
8. Control failure register
9. Interchange register etc
DYC (Shift/movement/coaching/stock):1. DYCs diary
2. Train Ordering register
3. Forecast register
4. Yard running register
5. Train advice register
6. Punctuality register
7. Accident register

8. HQs Conference
9. Emergency and General Control office message register (Inward/Outward)
10. Stock register(indent/loading/Unloading/TPT etc)
11. Interchange register
12. List of Doctors/Ambulance/NGO/Important Telephone number(Police/DC/DM etc)
What is power control organization?
Control is termed as brain centre of railway transportation system. Power (Traction) Control is one vital
part of control organization. Without co-ordination in-between Train, Traffic & Power Control, the
railway transportation system cannot run effectively.
CPRC
PRC
PRC Clerk
CPRC is the in charge of Power Control Organization. Power Controller will work round the clock shiftwise. The requirement of power, availability of power, preparation of power link, maintenance of power
and monitoring of power for its ultimate utilization is closely monitored by the PRCs.
What do you understand by Engine and crew scheduling?
Indian railway has adopted preventive maintenance system for Engine. Generally time basis is followed
for Diesel engine for various schedules.
Description
Trip
Trip
Monthly
Quarterly
Half yearly
Yearly
IOH
POH
Rebuilding

Schedule
T-1
T-2
M-2
M-4
M-12
M-24
M-48
M-96
----

Time/Interval
15/20 days
30/40 days
60 days
4 months
12 months
24 months
48 months
96 months
18years

@ Condemned after 36 years of service.

What do you understand by crew scheduling?

Estimated time
4 hrs
6 hrs
8 hrs
16 hrs
4 days
16 days
21 days
30 days
----

Crew has to be called for 2 to 3 hours in advance of the schedule signing on signing-on is a physical
act when the staff presents himself at the place of the duty at the scheduled call time.
Crew scheduling is required ear marking of individual staff for every requirement. The requirement may
be as under;
a) Daily train arrangement.
b) Schedule for Pilot.
c)

Schedule for Shunter.

d) Waiting duty staff.

At the time of scheduling the following points are to be kept in mind;
i)

Completion of rest as laid down.

ii) PME is not overdue.

iii) Competency of the type of locomotive for which the staff is nominated.
iv) Road knowledge is current of the section for which the staff is nominated.
v) Competency certificate for working in the system of working.
What is shed & traffic outage?
Shed outage means number of engines available for goods train after allotting Engine for
Mail/Express/Passenger trains and servicing.
i.e. Total holding minus 10% ineffective engines. Balance minus used in passenger carrying train link.
Rest 10% for servicing. Balance engine may be for goods train.
Traffic outage means the average number of engines available to traffic use in a day i.e. 24 hours. The
position may be maintained graphically for entire duration (O to 24 hours) the engine on line on the
division. Different colour graphic representation on Bar Chart can represent the time spent by each
engine e.g. by running train, crew changing, fuelling, shunting, loco inspection, en-route detention,
terminal detention & light engine run.
Total Engine Hours for traffic use
So, Engine for traffic outage = -----------------------------------------24
Engine outage can be prepared service-wise, shed-wise & traction-wise.
This is an important item for calculating DKM.
What are the factors affecting engine utilization and what are their methods of improvement?
The factors affected for engine utilization as under;
a) Ineffective percentage.
b) Engine links are not properly drawn.

c) Faculty Time Table.

d) Timely preventive maintenance schedule not maintained.
e) Increase in en route detentions.
f) Pre-departure detention increase.
g) Technique & technical knowledge of loco pilot.
h) Detention at fueling points.
i)

Average speed of goods trains.

j)

Increase in speed restrictions

Method of improvements
A) Reducing the ineffective percentage by allowing the target time of schedule & other out of course
repairs with servicing.
B) While preparing engine link,
i)

train timings should be checked from latest time table.

ii)

Links to be prepared before commencement of new time table.

iii)

Effort should be made to send the loco to home shed for servicing within the stipulated
schedule time.

iv)

Ensure loco is permitted to run in the section with MPS.

C) At the time of preparation of time table, Platform facility at originating, en route & terminal
stations are to be kept in mind. Pit slot facility & other faculties are also taken into account.
D) Timely preventive maintenance schedule should be maintained. Otherwise the engine may be
failed or engine may not be used for traffic movements.
E) To overcome the unnecessary en route detention, controllers judgment, station staffs
effectiveness & signaling gears of station are to be maintained in fine fettle.
F) To avoid in increasing the pre-departure detention, at the time of ordering of goods train the
traffic controller should mindful in the availability of readiness of loads, engine, crew, path &
terminal facilities.
G) Technique & technical knowledge of loco pilot should be improved by effective timely training.
Frequent inspection and counseling of loco pilot to be done by the experts while on run or in the
lobby.
H) Detention at fueling points can be minimized by using minimum time for fueling.

I) To increase the average speed of goods trains as maximum engines are utilized for hauling of
goods trains. For this effectiveness of all departments engaged for these are required.
J) Imposition of speed restriction always effected the engine utilization directly as because it causes
detention to train as well as train engine. So, it is better not to imposed frequent speed
restrictions. Maintained the track in good fettle.
LOCO MAINTENANCE SCHEDULE
Coaching locos
Maintenance schedule

Periodicity

Duration

Trip Inspection

After 3000 kms or one trip whichever is later

2 hrs.

IA

40 + or _ 3 days

4 hrs.

IB

80 + or _ 3 days

6 hrs.

IC

120 + or _ days

8 hrs.

AOH

12 months + or _ 15 days

6days

IOH

36 months + or _ 1 month or 4 lakh kms

9days

whichever is earlier
POH

5 years + or _ 3 months or 8 lakh kms whichever

28 days

is earlier

Freight locos:Maintenance schedule

Periodicity

Duration

Trip Inspection

15 days(Fitted with TAO TMs)

2 hrs.

IA

20 days (Fitted with Hitachi TMs)

45 + _ days

4 hrs.

IB

90 + _ 3 days

6 hrs.

IC

135 + _ 3 days

8 hrs.

AOH
IOH

18 months + _ 10 days
54 months + _ 1 monthly or 6 lakh kms

6 working days
9 working days

whichever is earlier
POH

9 years + _ 3 months or 12 lakh kms.

28 working days

Whichever is earlier.

What is Diesel engine utilization?

The efficient, effective, productive and optimum utilization of diesel engine is called diesel engine
utilization.
Diesel engines are very much costly. So, when we are going to utilize the diesel engine, that utilization
must be to the fullest extent i.e, to increase the number of productive Engine hours and to increase the
average daily kilometerage.The efficiency of diesel engine utilization is expressed by Engine Kilometer
per Engine per Day. This figure gives the mobility of the engines available in the division or in the
Railway.
The two main indices to judge the diesel engine utilization are as follows:

Engine KMs per engine per day in use .

Engine KMs per engine per day on line.

Engine KMs(EKM) per engine per day- in use:

This unit indicates the kilometer earned by an engine daily- in use.
Higher the figure, the better is the engine mobility. It is the most useful
and key index of engine usage.
In use figure includes engines made available for traffic use only. An engine made available for
traffic for part of a day is treated as available for traffic use for the full day for statistical purposes. It
is calculated as under:
EKM per engine per day-in use =

Engine Kilometers

_______________

Average no of engines in use X No. of days for the

calculating period.
Calculation of engine kilometers includes the following:

Train engine kilometer

Shunting engine kilometer

Assisting engine kilometer.

Assisting not required engine kilometer

Light engine kilometer

Siding and departmental engine kilometer.

Calculation of Average Number of effective engines actually in use

on goods train, on passenger train ,on mixed train, shunting train, departmental train
But engines sent to workshops or under repairs or after repair stored or
spare are not included. This statistical figure represents the engine utility,
every effort should be made to secure the highest figure under this head.
Engine kilometer per day per engine on line
This figure takes in to consideration of all the engines allotted to the shed including all engines under
repairs or in workshops or spare i.e., not used from 0 hrs. to 24 hrs. or engine on the way to or way
back from the shops are taken in to consideration.. It is calculated as under.
E K M per day per engine on line =

Engine Kilometers_____________________
Engine on line X No. of days for the calculating period.

This unit should always be used in conjunction with the engine kms per day per engine is use. The
closer the two units approximate to one another, the better is the result as the difference between the
two figures indicates the number of engines which have not been used and as such no revenue is
earned by them. But efforts should be made that there should not be a wide difference between the
two figures and both figure should be kept closer to each other.
Engine kms per day per engine in use are always higher than the figure of engine kms per day per
engine on line.
This figure is generally used to examine and justify the allotment of engines. It can be
improved by cutting down the repair time to the barest minimum.
What are the methods to improve diesel engine utilization?
To improve the Diesel Engine utilization, the utilization of an engine in
hours has to be cut down to minimum while the engine km has to be
increased and the following are the methods to improve the diesel engine
utilization-

The speed of goods train to be increased to the maximum, reducing engineering restrictions.

The signaling and interlocking gear to be kept in perfect condition and in case of failure
unnecessary delay on account of the failed signaling is to be kept to minimum.

The running of trains should be carefully monitored by control to have good speed. Minimum
time should be spent in crossing / precedence.

Emphasis should be made to run trough trains and marshalling of the trains should be done
accordingly.

The engine lead is to be prepared in such a manner that engines are not detaining at the terminal
for connecting loads.

More running of crack/ link/fixed path trains will ensure better average speed and thereby better
turn round of engine.

The better turn round of engine will ensure a better utilization.

At big yards, fueling arrangement may be done at the departure line.

Running of light engines may be avoided as far as practicable.

In the event of shunting at the road side station, a shunting kilometer at the rate of 16 kilometer
per hour in BG and 12 kilometer in MG should be taken in to account while calculating DKM.

DKM is calculated by dividing the total kilometers earned by the total average numberof
engines available for the traffic use i.e, by the Outage.

Outage (Y) = Total hours of the diesel engine in the division(H)

24
i.e, Y = H / 24

DKM = Total kilometers earned by all diesel Engines in 24hrs.

Outage.
i.e, DKM = TKM / Y

Merits and demerits of good and poor Engine utilization:-

Improvement measures of DKM:DKM will increase ----- increase in total engine kms
decrease in total engine hours
increase in average speed of goods train
To achieve the above the following steps to be taken:1. Avoid enroute and marshalling yard detentions.
2. More crack and link goods train by better speed means better engine kms.
3. Right time start from originating station
4. Engines should not be detained for laods.pulling of engines where loads are available will yield
better kms except where trains are running on train on load concept.
5. Loco maintenance high standard resulting reduction ineffective percentage
6. Effective controlling
7. Better maintenance of track
8. Increasing loads per train for optimum utilization of hauling capacities of locomotives.

What are the functions of Crew and Guard Lobby?

Functions of Crew and Guard Lobby are very important for smooth and punctual running of train from
each changing point. Therefore each crew and guard lobby should be ensured the following --1. Ensure serving of train call to the crew and guard well in advance with detailed particulars of the
train as per advice of Control.
2. Ensure that the proper rest is given to each crew and guard from the safety point of view.
3. Each crew and guard lobby shall ensure Breathalyzer test for each crew and guard before
signing on duty.
4. Ensure that all crew and guard sign on Crew Management System (CMS).
5. In unforeseen circumstances like delay of train for any reason, put back of call for operational
reason etc. Crew and guard lobby shall immediately convey the message to the concern crew and
guard to save the misuse.
6. At once arrange crew and guard for ARME/ART if call for, if required lobby duty staff should
work the train.
7. Relay the actual position of rested HQ and Out station crew and guard to the control from time to
time, if required advance requisition should be given.
8. Book order should be up date for correct information regarding special instructions, amendment
of rule books and other safety related items without fail.
9. Preserve Alert advice, safety bulletin and other safety related circulars for readily available to the
crew and guard.
10. Prominently display safety posters speed restrictions board of the various sections, changing beats
of Mail Exp. And passenger trains.
What is integrated Crew and Guard lobby?
Previously crew booking lobby headed by crew controllers are ensured booking of crews on the other
hand Guard from the Guard lobby from separate place. As per recommendation of Running allowance
committee 2002 recommends Guard and a Loco Pilot should be send and working of Guards and Loco
Pilots to be in-sets to improve the utilization of the running staff and computerization of all crew booking
points where the numbers of Loco Pilot and Guard is more then 50.
Therefore need to be realised to serve the train call from a central point named as integrated Crew
and Guard lobby and in N.F.Railway already setup the intergraded Crew and Guard lobby.
Each integrated crew and Guard lobby must be ensure the following:-

1) Ensure serving of train call to the crew and guard well in advance with detailed particulars of
the train as per advice of Control.
2) Each crew and guard lobby shall ensure Breathalyzer test for each crew and guard before
signing on duty.
3) Ensure that all crew and guard sign on Crew Management System (CMS).
4) Prominently display safety posters speed restrictions board of the various sections, changing
beats of Mail Exp. And passenger trains.
5) Book order should be up date for correct information regarding special instructions, amendment
of rule books and other safety related items without fail.
6) Preserve Alert advice, safety bulletin and other safety related circulars for readily available to
the crew and guard.
7) Adequate sitting arrangement of the Crew and Guard waiting for train work.
8) Attached rest room for Crew and Guard for the trains delayed for unforeseen circumstances.
9) Attached toilet and drinking water facilities.
10) Line box room for securing the line box.
11) At once arrange crew and guard for ARME/ART if call for, if required lobby duty staff should
work the train.
12) Recreations facility like TV sets.
What are the important operating indices to judge the performance of Goods train operation?
The following are the important operating indices internationally accepted as yardsticks for measuring
the efficiency of Goods train operation.
1. Net tonne kilometers per Engine hour
2. Wagon kilometers per wagon day
3. Net tonne kilometer per wagon day
4. Percentage of train engine hours to total engine hours
Net tonne kilometers per Engine hour:This operating index is calculated by dividing Net tonne kilometer by total Engine hours including
Train Engine hours, shunting Engine hours, assisting required Engine hours, Light Engine hours.
Here NTKM represents the transportation produced and the Engine hours represent the work done for
producing transportation.
In order to achieve a good result it should be ensured that trains should always run with economical
load and with maximum permissible speed and all kinds of enroute detentions to be avoided as far as

possible to reduce train Engine hours and for this proper maintenance of locomotives,wagons,tracks,
S & T gears is absolutely necessary.
Wagon kilometers per wagon day:This figure is arrived by dividing the kilometer age during the month by load and empty wagons
excluding B/van and departmental wagons by the wagon days.
Wagon days are worked out multiplying the average number of wagons pooled or non pooled on the
line daily in terms of four wheelers by the number of days in the month.
This statistical unit is an index of the movement of wagons.
It represents how many kilometers every wagon on the division has moved in a day and to improve
this statistical unit all avoidable detentions are to be eliminated.
Net tonne kilometer per wagon day:This is an useful index to ensure the transportation produced against the wagon resources available
and can be worked out by any of the two following ways:a) By multiplying the wagon kilometers per wagon day by the average load of a wagon where load
and empty are taken together.
b) By dividing NTKM by the wagon days on line
This is most important for watching the movement and loading of the wagons and a combined check
on the mobility as well as load of a wagon.
Actually NTKM per wagon day represents the amount of goods moved and the lead over which they
are moved in a day with each of the wagons available on the division.
This figure is largely influenced by average wagon load on run and average starting wagon load,
nature of traffic moving, axle load restriction, and carrying capacity of the wagon and enroute
detentions.
Percentage of train engine hours to total engine hours:This unit indicates what proportion of the engine hours has been incurred on account of employment
in productive work.
This statistical unit is obtained by multiplying the goods train engine hours by 100 and dividing the
resultant figure by the total goods engine hours including Train engine hours, assistance required and
assistance not required engine hours, light engine hours and other engine hours. Shunting engine
hours employed in the yard are not included in view of the difficulties in allocating them to the
branches or divisions served by the yard.

What is Freight Incentive Scheme and Transportation Products?

Ref: - Railway Boards Rates Circular No. 62 of 2009 vide letter No. TCR/1078/2009/13
New Delhi, dated 10.11.2009.
The policy guidelines are effective from 01.01.2010. But the following traffic are
excluded from the purview of the scheme
i.

Coal and all its variants.

ii.

Coke and all its varieties.

iii.

Iron Ore

iv.

POL

v.

Traffic such as Cement in bulk/loose, Food grains in bulk/loose, Caustic Soda, LPG,
Ammonia, Phosphoric Acid etc.availing freight concession under any other scheme moving
in privately owned wagons including OYWS and WIS/LWIS wagons.

vi.

Traffic loaded in Ports

vii.

Container Traffic

viii.

Military Traffic

ix.

RMC

x.

Short lead traffic less than 100 kms (< 100 kms)

1.0 Objectives of the scheme the main objective of the freight Incentive scheme is to generate
additional traffic volumes and additional revenue by giving freight concessions. Therefore, a close
watch needs to be kept to ensure the success of the objective.
2.0 Grant of concession The concession will be given as a discount at the time of issue of Railway
Receipts.
3.0 Definitions i.

Benchmark NTKMs: It refers to average NTKMS in the corresponding period (month or

year) of the previous two years from the same terminal NTKMs for lead less than 100kms
will be ignored.

ii.

Block Rake: It is a train carrying wagons for a single destination.

iii.

Concurrent Freight concession: Freight concession under TIELS (Terminal Incentive Cum
Engine on Load Scheme) and Liberalized Siding Rules will be permitted concurrently with
concession under these schemes. Benefit of freight concession under a particular scheme
cannot be taken concurrently with benefits under any other Freight Incentive Scheme or
freight concession under any other policy unless explicitly permitted under the relevant

scheme or policy. Concurrent concession will be given one after the other on the reduced
NTR. Levy of charges on NTR such as Development charge, Terminal Charge etc, will be
levied on the original NTR without any concession.
iv.

Covered Wagons referred to BCX, BCXN, BCN, BCNA, BCNAHS, BCNHL and equivalent
wagons but do not include tank wagons.

v.

Divisional Empowered committee (DEC): It comprises of a Senior Commercial Inspector

and a Traveling Inspector of Accounts nominated by DRM in consultation with
Dy.CAO/Traffic for each division of the zone. It is the final authority at the Divisional level
to vet all data furnished by customers. In case the number of customers is more and it is so
required more than one committee can be formed by the DRM.

vi.

Flat wagons refers to BRN, BRNA, BFR, BRH, BRS, BFNS AND equivalent wagons.

vii.

Floor Rate: This refers to the minimum chargeable freight payable after granting all
concurrent concessions, under any freight incentive scheme.

viii.

Freight concession is a term indicating a rate lower than the normal tariff rate without being
specific about it being a freight distance or freight rebate. All freight concessions will be
granted by the loading division irrespective of whether the traffic is PAID or TO-PAY.

ix.

Freight Distance refers to an upfront discount on the normal tariff rate at the time of booking
of traffic at the terminal.

x.

Freight Earning refers to the net revenue realized by railway from a customer for
transportation of cargo by way of freight charges including surcharges or other charges, if
any.

xi.

Freight Incentive Scheme refers to the following available in this categorya) Incentive Scheme for loading Bagged Consignments in BOXN,
b) Incentive Scheme for Traditional Empty Flow Direction, \
c) Incentive Scheme for Freight Forwarders and
d) Incentive Scheme for Incremental Traffic.

xii.

Freight Rebate: It is a concession in freight granted by way of a refund based on fulfillment

of certain agreed performance parameters over a period of time. Traffic is booked at the
terminals at NTR and refund by way of rebate is paid in lump sum.

xiii.

Full Rake Terminal refers to Terminals notified by Zonal Railways as full rake handling
point.

xiv.

Half Rake Terminal refers to Terminals notified by Zonal Railways as half rake handling
point.

xv.

Incentive is the benefit in freight charges or any other additional facility being granted to all
rail users under a particular scheme.

xvi.

Incremental NTKMs is the NTKMs earned over and above the average NTKMs in the
corresponding period (month or year) of the 2 previous corresponding months/years.

xvii.

Lead Restriction specifies restrictions by way of minimum lead for traffic to be eligible
under an Incentive scheme.

xviii.

Lead Restriction specifies restrictions by way of minimum lead for traffic to be eligible
under an Incentive Scheme.

xix.

Multi point Rake is a train carrying wagons destined to more than two destinations.

xx.

New Traffic refers to the traffic loaded by a customer in the current year from a terminal
provided that this customer had not loaded same commodity from the same terminal in each
of the 2 previous years.

xxi.

NTKMs = Net Tonnage Charged X Chargeable distance in Kms. The figure for any period
will be sum total of NTKMs of all rakes loaded during that period.

xxii.

NTR = Base freight + Demand Management Charges ( Busy season surcharge, Congestion
charge, and Supplementary charge as applicable on various transportation products. Other
charges like Development Charge, Punitive Charges for over loading, and Penal Charges for
Mis-declaration will be levied on NTR. Similarly, freight concession (discount/rebate) will
also be granted on NTR.

xxiii.

Open wagons refer to BOXN, BOXNHS, BOXNHA, BOXNCR, BOXNEL, BOXNHL,

BOST, BOX and equivalent wagons but does not include Hopper wagons.

xxiv.

Permitted Terminal identifies the type of Terminal, where traffic is eligible for a particular
freight incentive scheme.

xxv.

Restricted Commodities refers to specific commodities excluded from being eligible for a
particular Freight Incentive Scheme.

xxvi.

Permitted wagon specifies the type of wagons, traffic in which is eligible under an Incentive
Scheme.

xxvii. Terminal refers to a private siding, assisted siding, railway siding, goods siding, goods shed
where cargo is loaded or unloaded but does not include an Inland Container Depot or port.
xxviii. Traditional Inter Zonal Empty Flow Directions are Inter Zonal traffic movement streams
comprising predominantly of empty wagons. Railway Board notifies these streams/directions
for specific wagon types.

xxix.

Traditional Intra Zonal Empty Flow Directions are Intra Zonal traffic movement streams
predominantly of empty wagons. Railway Board notifies these streams/directions for specific
wagon types based on proposals received from zonal railways.

xxx.

Transport Products are various transportation options differentiated primarily by the

volume of traffic and include following services

(a) Block rake,

(b) Mini Rake,
(c) Two Point Rake,
(d) Multi Point Rake,
(e) Two and Multi point Rake other than covered wagons,
(f) Rake from Two Originating Terminals,
(g) Rake from Two Originating Terminals other than covered wagons.
The provisions of these products mentioned in these instructions will be automatically applicable
depending on the type of service a customer chooses.
xxxi.

Two Point Rake is a freight train carrying wagons destined for two terminals

xxxii. Year is the period from 1st January to 31st December of the same year.
4.0 Processing Procedure: A Customer willing to participate in any of the schemes shall follow the
following
1. Customers will apply to DRM for grant of benefits under the specific Freight Incentive
Scheme they wish to participate in.
2. Applications shall contain the detail of their monthly NTKMs for 2 previous years from
1st January 2008 to 30th September 2009. Figures for the next 3 months should be
submitted subsequently on completion of the period. The type of wagons needed. The
documents should be duly authenticated by the SM/CGS of the concerned terminals.
3. After receipt of the proposal the DEC shall verify the accuracy of the data furnished by
the customer by visiting the concerned siding or goods shed as the case may be.
4. The DEC shall submit its report within 15 days of receipt of the proposal. In case of
variation in figures between the applicant and Dec, those of latter will prevail.
5. The proposal shall be submitted to Sr.DCM to DRM for issue of an authorization to the
Goods Supervisor of the concerned terminal for maintaining records and granting freight
concession. If the proposal of the customer is not approved, a regret letter will be issued.

6. DRM must ensure that restrictions in respect of concurrent operation of the Freight
Incentive Schemes as well as the conditions as specified in the relevant scheme are
complied with.
7. Freight concession should generally be granted by means of discounted freight rate at the
time of issue of RR itself.
8. The Authorization or Regret letter must be issued to the Customer and Goods Supervisor
of the terminal with a copy to Dy. CAO/TA. Where the destination terminal falls on a
different division, a copy of the above to be sent to concerned CCM and DRM.
9. Detailed account of NTKMs earned both for the current period and the average NTKMs
of corresponding periods of 2 previous years must be maintained for each customer who
has been granted the benefit.
10. Commercial staff of the concerned terminal shall issue a message to the concerned
Sr.DCM and Dy.CAO/TA as soon as a customer becomes eligible for freight concession
advising start of discount freight. DEC will then visit the concerned terminal for post
check of fulfillment of the conditions for grant of discounted freight. Grant of freight
concession will start as soon as a customer become eligible for the concession after
fulfilling the conditions without waiting for post check inspection of the DEC.
11. The concession will be applicable for all zonal railways and cannot take care of
specific/peculiar requirement of a particular stream of traffic moving over individual
divisions/zones. In case it is found that there is adequate justification for freight
concessions for such type of traffic which are not covered under any of the Freight
Incentive Schemes, then detailed proposals for freight concessions (i) beyond the power
of DRMs, (ii) new streams of traffic, (iii) traffic excluded from the perview of freight
incentive schemes etc., should be forwarded to Railway Board for consideration with
approval of COM, CCM, concurrence of FA&CAO and personal approval of GM.
Proposals not complying with this procedure will not be processed at the Board.

What is Incentive Scheme for Traditional Empty Flow Directions?

Objectives: The main objective of this policy is to generate additional traffic from sidings and goods
sheds for loading Inter-Zonal and Intra-Zonal Traditional Empty Floe Direction across which traffic
movement traditionally comprises predominantly of empty wagons in order to achieve improved
utilization of rolling stock.

Traditional Empty Flow Directions:

Notified Inter-Zonal Traditional Empty Flow Directions are enclosed as Annexure-I. Notified
Intra-Zonal Traditional Empty Flow Directions are enclosed as Annexure-II.
Incentive: Slabs of freight discounts on NTR for traffic loaded in the notified Traditional Empty Flow
Directions are as under:
Distance slab for TEFD
Lead less than or equal to 500kms
Lead more than 500 kms and upto 600 kms.
Lead more than 600 kms and upto 700 kms.
Lead more than 700 kms and upto 900 kms.
Lead more than 900 kms and upto 1200 kms.
Lead more than 1200 kms.

All Terminals
NIL
10%
20%
30%
35%
40%

Floor Rates: Minimum chargeable freight after all concessions should not be less than NTR of Class LR1.Bench Mark:
(1) Average Month wise NTKM performance for the 2 previous years from 01.01.08 to
31.12.08 and 01.01.09 to 31.12.09 for the same commodity from the same terminal.
Benchmarks will be fixed on monthly basis only. For subsequent years, NTKM figures
for 2 immediate previous years will be taken. For calculating the benchmark only traffic
for more than 100 kms distance will be considered. However, concession will be
available onle for traffic lead of more than 500 kms after monthly benchmark has been
crossed.
Example: - If a customer who is loading cement has achieved 200 NTKMs in BCN rakes
and 100 NTKMs in BOXN rakes (average of January 2008 and January 2009) then his
bench mark for cement for the month of January 2010 will be 300 NTKMs.; and he will
start getting the discount for cement only for traffic of more than 500 kms. in Traditional
Empty Flow Directions only after he crosses this benchmark. This will ensure that there
is no diversion of traffic from one generic type of stock to anther.
(2) Rake, on the loading of which benchmark NTKM has been crossed, will not be eligible
for concession. Customer will start getting concession from next rake onwards.
Example: - A customers benchmark NTKMs on the basis of his average for a

Particular month over last 2 years is 1000. Suppose, after completing 8 th rake his
cumulative NTKMs is 910. In the 9th rake he earns 100 NTKMs. Therefore, after completing
9th rake his cumulative NTKM becomes 1010. that in that case he will start getting rebate
from the 10th rake onwards. Similar principle will be followed for other NTKM slabs also.
Permitted Terminals: All.
Restricted Commodities:
SL
(a)
(b)

Type of wagons
Open
Covered
Flats

Private Sidings
All ores and minerals
None
None

Goods Sheds
All ores and minerals, Salt
None
None

Lead Restriction: Upto 500 kms.

Permitted Wagons: Covered, Open and Flat wagons.
Concurrent Freight Concessions:
Freight concession under following Schemes will be permitted concurrently with concession under this
scheme.
(i)

6% concession to and from North East.

(ii)

TIELS & Liberalized Siding Rules.

(iii)

Incentive Scheme for loading bagged commodities in open and flat wagons.

(iv)

Incentive scheme for incremental traffic.

Concurrent concessions will be given one after the other on the discounted NTR.
Conditions:
1. New traffic which has not been loaded during each of the 2 previous years will not be eligible for
this concession.
2. This scheme will be applied to each terminal separately and independently for customers
operating from multiple terminals.
3. Concessions will be given at the stage of issue of RR itself on incremental NTKMs over the
monthly benchmark.
4. Application for availing this discount must be submitted by customers latest by 20 th November of
the previous preceding year (30th November 2009 for availing discount in 2010). Divisions/Zones
will not have any discretion for entertaining any application after that date.
5. For the year 2010 from January 2010 to December 2010), customer will submit data along with
the application for the period from 1st January 2008 to 31 st December 2008 and from 1st January

2009 to 30th September 2009. figures for the ensuing period from 1 st October 2009 to 31st
December 2009 will be submitted after completion of this period latest by 31 st January 2010 and
will be verified by the DEC subsequently latest by 28 th February 2010. Applications received
from customers must be finalized within 30 days at the Divisional level, latest by 20 th December
(30th December for 20090. Notification for the first nine months of 2010indicating the
benchmarks must be issued by 20th December (30th December 2009).
6. Notification for the last three months of 2010 (October 2010 to December 2010) indicating the
benchmarks must be issued latest by 15th March 2010.
7. Concessions granted under this scheme will always be for the entire year with effect from 1 st
January to 31st December after notification is issued in 2 phases.
8. However, performance for any one month (say November) will be compared to the average
monthly performance of the same month(November) of two previous years independent of the
performance during other months of the current year.
9. For subsequent years the time schedule as above should be followed.
10. Traffic booked under this scheme will not rebooked or diverted normally. In case such traffic is to
be rebooked or diverted then normal freight will be charged for the entire distance without any
concession.
NOTE: - Inter-Zonal Flow of Traditional Empty Flow Directions for Jumbo Rakes in BCN/BCX
wagons originating from N.F.Railway may be destined to All Zonal Railways. But for BOXN stock
the movement is allowed to ER & SER only and for BRN, CONCORD, BRH Group wagons to SER,
SECR, ER and ECOR.
Intra Zonal Flow is not allowed over N.F.Railway.
What do you understand by Inspection?
The Rly. Network is spread over a vast area. It is estimated that for running of a train over a section cooperation and coordination of about 2 thousand Rly staff is essential. Rules and instruction lay down the
procedure of work and the staff is properly trained and the officials at various levels monitor supervise
and direct the staff from time to time by different means through inspection particularly in the field of
Rly operations to ensure efficient working at all levels. Actually it is a managerial process of getting
things done through people engaged at different levels and to ensure co-ordinated activities for running
trains safely and efficiently.

What are the main objectives of inspection?

1. Verify whether every rly servant/employee is fully conversant with rules, instructions and
procedures relating to his duties..
2. Ascertain that the staff is performing their duties according to rules, instructions and the
procedure inn force.
3. Detect undesirable shortcuts, irregularities or unsafe practices being resorted to by the staff taking
remedial action which may be (a) educative (b) corrective (c) punitive.
4. Observe the condition actually prevailing at the work spots to understand the
difficulty faced by the staff including their grievances and seeking immediate
redressal.
5. To ensure the full complement of staff and equipment is available and staff has
knowledge of its operation.
6. Ensure that registers, documents and other records are being maintained and
preserved according to instructions.
7. Monitor the behaviors of the staff towards the customers, specially
Promptness of response and willingness to help.
8. Assess as far as possible that the interest of public and the Railways
Are kept in view and safeguarded.
9. Inculcate discipline and build up the morale of the workers.
10. Check the compliance of previous inspection reports.
11. Analyze efficiency targets vis--vis performance.
Inspections, thus means to achieve efficiency and effectiveness
through spot checks and personal contact with the staff on line. In order to accomplish these objectives,
inspections have to be carried out at officers and supervisors level. The inspective officials have to
command the respect and obedience of the staff, for his inspection to be effective and beneficial and as
such his conduct should be exemplary.
What will be the quality of an Inspecting Officials?
1. Approach to be objective - not fault finding.
2.Conversant with the area of working going to inspect.
3. Equip himself as a friend, guide and critic.
4. Possess leadership qualities
What are the methodologies of inspection?

 To establish free communication with staff.

Staff to be encouraged to bring forward their genuine difficulties and problems.
To observe and pinpoint repetitive failures.
To check the minimum two previous reports to have working insight of the particular station.
To create conditions for safe and efficient working.
To check and cross check the records.
What are the different types of Inspection?
1. Thorough or Detailed Inspection
2. Non- detailed / Casual Inspection
3. Foot plate inspection
4. Running Train Inspection
5. Surprise road inspection of level crossing
6. Surprise inspection
7. Safety Inspection
8. Joint Signal light inspection
9. Night Inspection
10. Motor trolley inspection
11. Brake van/ ART / ARMV inspection
12. Special drives- punctuality drive, surprise speed checks and ambush check.
Thorough/Detailed inspection
Half yearly/yearly schedule inspections where each single item is checked in depth on printed
format with check list.
Casual inspection
It is done within limited time span available and selected safety items are checked such as
1. Assurance register
2. Block proficiency register
3. Signal & Interlocking failure register
4. Caution order book & register
5. Train register
6. Cross check of private number booklet
7. Detonator register
Surprise night Inspection
It is carried out with an element of surprise preferably at night between 00 hrs to 4 hrs.

Main items to be checked are 1. Alertness of staff

2. Staff following procedures for reception, dispatch & crossing of trains.
3. Shunting operations
4. General working
Footplate Inspection
It is carried out by traveling in the drivers cab of the locomotive without disturbing the concentration of
driver. Main items observed during footplate are
1. Certain safety items of locomotive
2. Working/alertness of loco crew.
3. Observance of signals & caution order by driver.
4. Whether location of restriction is correctly advised.
5. Visibility of signals & focus of its light.
6. Alertness of gateman & station staff enroute.
7. Condition of track riding.
8. Some safety aspects of Loco Pilot and Asstt. Loco Pilot
9. Awareness of loco crew about train working rules.
10. Difficulties & problems faced by driver in the section
specifically.
Motor Trolley Inspection
It is carried out by traveling on motor trolley. This facilitates inspecting officials to
spend desired time at stations for inspections. Main items of inspections are
1. Certain selected items at stations
2. Level crossing gates in B/Sec
3. Working & alertness of engg. Staff in B/Sec
Brake van inspection
1. Condition of brake van
2. Alertness of Driver/Guard & exchange of signal
3. Working & alertness of station of staff
4. Rear view/visibility of signals & light
5. Track riding
ARMV Inspection
Availability of all medicines & other equipments

 Expiry date of medicine

Cleanliness & dust free equipment
Availability of all prescribed equipment
ART Inspection
Availability of all materials & other equipments as per prescribed scale of ART
Random checks of some of the equipments functioning such as PA system, Generator etc.
Condition of eatables like biscuits etc
. How inspection report is to be prepared?
The inspection reports should be brief and succinct and bring out not only the action to
be taken but also the action already taken by the inspecting officer/officials himself.
The inspection should not be unduly long and should not call for unnecessary action.
What is the schedule of submission of inspection reports?
The inspection reports must be submitted by the inspecting officers within 7 days to the
DRM and officials must within three days to the Sr, DOM/DOM/AM/ DSO.
What is the responsibility of Station Master on receipt of Inspection report?
Every station shall maintain I/Registers for officers and inspectors separately.
Inspecting officials should note at the top of the clear page of the register that they
carried out detailed or non-detailed Inspection and serious irregularities for urgent
action. The report received shall be pasted on the register. It is very essential that a
record of every inspection made is available in this registers so that evidence of
inspection is always is available that the action is taken on irregularities detected
What is Statistics?
The word statistics has been derived from the Latin word status.According to Prof. King this word has
been derived from the Italian word statista means statements.
DEFINATION OF STATISTICS:

A) Statistics is the science of deriving facts from figures__Jagajit Sing.

B) Statistics is the science of counting__Dr. A.L.BOULEY.

C) Statistics is the science of estimates and probabilities.__Boddington.

Statistics can be briefly defined as the statements of numerical facts and figures arranged and classified so
as to provide a ready comparison of results of two or more operations.

What is the definition of Railway statistics?

1. It is a record of what happened yesterday to be taken into consideration to deal with what is to
happen tomorrow.
OR.
It is a process of continuous study of the facts relating to the past and the present to obtain reliable
estimate for the future.
OR
It is a record to make comparison of EXPENSES ------ WORK DONE --- PROFIT
What is the object of compilation ?

To know the trend and pattern of traffic

To make easy comparison of Tones earnings and lead with corresponding period of previous year.

To judge the efficiency of railway operation and also to find the way to carry more and more
traffic with less and less cost i.e to assist in increasing the gross earnings.

To assist in eliminating the waste

The output of the traffic carried is judged through

Train kilometers

Loaded wagon kilometers

Net tone kilometers

AND
The unit of cost is the engine hours.

How this can be achieved?

1. Full and economical use of locomotives, vehicles/wagons.

2. Eliminating wasteful delays.

3. Curtailment of unproductive services.

4. Economy in fuel consumption.

Statistical units: There are three types of statistical units used in the railway statistics Viz, Primary Units,
Fundamental Units and Derivative Units.

Primary Units: The primary unit is a unit depicting a single idea. In other words this refers to the
factors of measurement which are Quantity, Distance Duration and Service. They are expressed as
follows:i) Quantity-Volume, Weight, Numbers & Earnings.
ii) Distance- Given in Kilometers.
iii) Duration: Hours and Days.
iv) Service- Performed in trains, Vehicles, Wagons and Engine.
Fundamental Units:-Primary units linked together to denote joint conceptions from Fundamental
Units. For example, the object is to carry weight i.e tonnes, a certain distance i.e Kilometers. Therefore by
multiplying the two relative primary units i.e tonnes Kilometers, the result is net tonne kilometers.
Likewise, there are other fundamental units, such as Wagon days, Engine days, train kilometers, Engine
Kilometers etc.
Derivative Units:-This unit indicates the relation ship that exists between two sets of primary or
Fundamental Units; and the result thus arrived is termed as Derivative Units. The following example will
make it clear- the results in derivative units are also arrived by dividing one set of Primary Unit by
another set of Primary or Fundamental Unit, and one set of Fundamental Unit by another set of Primary
or Fundamental Unit.

a)

Passenger Earning (Primary) = Earnings per passenger.

Passenger Carried (Primary)

b) Goods earnings (Primary)

= Earning per tonne of goods per KM carried.

Tonnes Kms (Fundamental)

Compilation of Railway Statistics- a) Compilation of Railway statistics of Indian Railways falls broadly
under two categories namelyi) Statistics required to be compiled by the railways for submission to the Railway Board about different
activities of Indian Railways, and
ii) Detailed railways statistics which the Individual railways may undertake for their own requirements.
b) The compilation of statistical work on N.F.Railway is in the charge of Statistical officer duly assisted
by a compilation officer and the different Statistical cells of different divisions of this Railway. The
method of compilation of the monthly statement is detailed in the manual of Statistical Instructions, Vol-I
and Vol-II.
How many kinds of statistics are maintained by the operating department on the

basis of performance in respective fields?

a) Passenger Train performance Statistics- through adequate light on the standard
of service rendered to the public.
b) Wagon usage performance Statistics- through adequate light on the uses of
wagons,wagon mobility, wagon detentions.
c) Goods Train Performance Statistics- through adequate light on the performance of
goods trains i.e wagons load,wagon mobility,
wagon detentions.
d) Locomotive performance Statistics- through adequate light on the extent of
use of locomotives.
e) Marshalling Yard performance statistics-to judge the efficiency and performance of the
marshalling yard
a) Indices of passenger train performance statisticsi) Punctuality:-The index of efficiency of passenger service is Punctuality. The punctuality is
defined on the basis of
a) Right time arrival(RTA) of trains at destination station and
b) Trains Not losing time(NLT). The punctuality is calculated in percentage.
ii) Vehicles km per vehicle day:- This figure indicates the extent to which coaching vehicles are
kept on move. The main factors affecting its value area) The average speed of trains.
b) Average length of trains runs
c) The idle period provided for in rake links.
The improved figure can be achieved by increasing the average speed and curtailing the idle period in
rake links adequately since the length of the trains run are not susceptible to much change.

iii) Average Speed:-This figure represents the average time table speeds of passenger trains. The
higher the figure , the better the service to the passengers and the more intensive utilization of coaching
stock.
b) Indices of Wagon usage performance Statistics.
i)Average starting wagon load: This is compiled by dividing the tonnage loaded in to wagons by the
number of wagons loaded. This indicates the extent of utilisation of wagon space.
ii)Average Wagon load during run:- This result is useful for indicating the extent to which each wagon
has been loaded on an average. This is estimated by dividing the Net Tonne Kilometers by loaded wagon
kilometers.
iii) Wagon Kilometers and tonne Kilometers : Number of wagons (excluding brake vans) multiplied by the
distance traveled during a certain period will give Wagon Kilometers. Similarly, considering the gross
load or net load of each wagon, Gross tonne kilometers (GTKM) or Net Tonne Kilometers (NTKM) are
calculated.

i)

Wagon Mobility statistics ;

Wagon km per wagon day

NTKM per wagon day

Wagon-turn-round

a) Wagon Kilometers per Wagon Day: This indicates how many kilometers is earned by each
wagon daily on an average. It should be a high figure under this unit, as then alone, it can be said that
wagons are moving or stranded. The result is to be obtained by dividing the total wagon kilometers by
wagon days.
b) Net tonne kilometers (NTKM) Per Wagon Day: This is one of the most important of the derivative
units, as it compares the transportation produced against wagon resources. The target is to produce
maximum transportation with limited wagon holdings. This is obtained by dividing net tonne kilometers
by wagon days.

c) Wagon Turn Round(WTR): This figure expresses the ratio between total number of serviceable
wagons on a railway and the number of wagons required daily for effective use on the railway for its
outward, inward and transhipment traffic. Stated in different way, it is the interval between two
successive utilization of wagon measured in terms of days. Mathematically, it is represented as
T=

B
L+R

Where B is the effective daily average holding, L is the average number of wagons loaded and R is
the number of loaded wagon received. The result will be in days.
c) Goods Train Performance Statistics:The goods train mainly contains two elements as unit of operation, such as
i) The load of the train in tonnes and
ii) The mobility given by the speed to produce revenue. The product of these two factors multiplied by a
given period of time gives either wagon kilometers or tonne kilometers carried. Derivative units can be
applied to measure the efficiency of goods train running and to study the economics of goods train
working.
i) Average speed of goods trains: a) This gives a measure of the speed of goods train. Low speeds increase
the operating expense,affecting Locomotives & wagon usages.
The average speed of goods train is calculated by dividing the total train kilometers by total train engine
hours.
b) For statistical purpose,
Total train kilometers of goods train.
Average speed of goods train = ----------------------------------------Total train engine hours + total shunting hours (of the relevant
train engine during run.)
Some important factors on which the Average speed of goods
train depends ;
a)Hauling capacity of the loco.
b)Trailing load of the train.

c)Condition of rolling stock/ brake power. .

d)Standard/maintenance of Signaling & Interlocking.
e)Adequate line capacity& efficiency controlling.
f)Engineering restrictions / Gradient of the section.
g)Stock holding beyond the authorized limit.
h)Accident and unusual occurrences.
So, in order to have a good average speed, improvement in the above areas is absolutely essential.
ii) Average Net Train load: This figure refers to the average freight load carried in tonnes
iii) Average Gross Train load: This figure refers to the average overall load of goods trains i.e. to the
freight load plus the weight of the rolling stock.
iv) Net Tonne Kilometers per Engine Hour:- This is one of the most important derivative unit, as it
compares the transportation produced against wagons available. This should have to be a good figure and
it is possible only when all factors are favorable. The following factors are responsible for decrease of the
above figurea) Less traffic offering.
b) Decease in average starting load /average train load .
c) Decrease in average speed.
d) Increase in unbalanced traffic.
e) Increase in light engine hours/ shunting engine hour
f) Type of traffic carried.
d) Locomotive performance:
Engine usage- Engines in use are those engines which are actually used in working traffic out of the
effective engines which exclude engines under or awaiting repairs.
The efficiency of engine utilisation is expressed by Engine Kilometers per Engine Day.
The figure gives the engine mobility on a division or Railway. So, two figures are calculated to obtain the
engine mobility.
i)

Engine Kilometers per day per Engine- in use, and

ii) Engine Kilometers per day per Engine- on line.

Engine Kilometers per day per Engine in use:- Engine in use are those engines which are used for
working traffic either for a whole Or a part of the calendar day. Engines which are under repairs

are omitted. This figure is compiled separately for passenger, mixed and goods train services as well as
for all services. This is affected by such factors asi) The average runs of trains;
ii) The average speed of trains;
iii) The engine links;
iv) The location of the engine sheds with respect to the stations
which they serve.
Engine Kilometers per day per engine- on line:- Engine on line are all available engines that put to
effective use during period in question. Engine kilometers per day per engine in use is the proportion of
available engines on line. As some engines on line may always not be used for traffic, the figure of engine
online is comparatively less than the figure of engine in use. This figure is also compiled separately for
passenger, mixed and goods train services as well as for all services.
e) Marshalling Yard Statistics:It is a monthly statement in tabular form which is required to be furnished by each marshalling yard. It
contains the following information:
1. Name of the yard.
2. Number of the wagons dealt with during the month.
3. Daily average number of wagons detached.
4. Daily average number of wagons dispatched.
5. Number of trains received.
6. Number of trains dispatched.
7. Number of wagons dealt with per shunting engine hour.
8. Average detention per wagon.
a) All wagons
i) Permissible.

ii) Actual.

b) Through loaded wagons.

i) Permissible

ii) Actual.

Number of wagons dealt with per shunting engine hour:The number of wagons dealt with per shunting engine hour
Should be calculated as under:

Wagons shunted
Shunting engine hours.

Average detention per wagon:- This is the most important items of marshalling yard statistics. Apart from
the detention of all wagons, detention to through loaded wagons is calculated separately. Detention
suffered by stock in a yard depends on the lay out of the yard and on the number of trains per day that can
be dispatched in various directions. Target figures have been laid down for each yard for detention to all
wagons and through loaded wagons. Such targets take in to consideration the condition of work and
facilities available in the yard concerned. Detention in excess of the figure indicates inefficient yard
working. Lesser detentions mean lesser cost of handling wagons in yards.
What is operating Ratio and what are the factors affecting operating ratio and how operating ratio
can be improved?
Operating ratio is the ratio between the total expenses and the gross earnings expressed in percentage.
Mathematically it is shown as follows:
Operating ratio = Total expenditure X 100
Total Earnings
From the above formulae, it is clear that operating ratio depends on the level of earning and the level of
expenditure.
This statistical unit will indicate the revenue earning capacity of a railway or a division and its suitability
as an investment risk. It is a very useful index to judge weather a railway or a division is running at a loss
or profit and measures the transportation produced against the work done in producing the transportation.
Even if the operating efficiency is high the operating ratio may not be favourable on account of either
topographical condition or a fall in the gross earnings or a rise in the wage level or an increase in the costs
of fuel and other stores i.e increase in the working expenses. The pattern of traffic offering also influences
the revenue earnings.
The higher operating ratio of N.F.Railway is mainly due to the following constraints of the region:
1) topographical condition i.e. gradients, climate e.t.c
2) region is not agriculturally or industrially developed
3) physical characteristic of the line
4) traffic are of receiving in nature and not have much outward traffic
5) more expenditure have to be made to build bridges,tunnels,gradients and more revenue is lost in
their maintenance including the maintenance of rolling stock owing to more wear and tear
6) soil condition predominates to run trains with better load with good average speed.
Measures to improve:
1) future plan may be made to connect with South East Asia to enhance transportation/international
transportation

2) agricultural and industrial development of the region to be made

3) expenses on maintenance of tunnels/bridges are running in nature, so efforts are to be made to
minimize them
4) staff efficiency to be enhanced by proper management and training
5) movement of high rated commodity will also help to increase earnings and thereby help to
increase the financial health of the railway.
So operating ratio of N.F.Railway very often is a measure of operating handicaps rather than
operating efficiency.
Some important statistical indices by which we can measure the goods train performance:S.N
1

2..

Statistical unit
Goods Train

How compiled and what it represents

This unit is obtained by adding up the distance traveled by all goods

Kilometers

trains. This unit represents the aggregate distance traveled by all the

Goods Train Engine

goods trains on a section during the statistical period.

This unit is derived by adding up all the hours incurred by train

Hours

engines. Shunting engine hours are also included in this figure. This
unit indicates the period spent by engines in hauling goods trains. This

3.

4.

Goods Engine

represents the productive part of the work done by an engine.

This unit is calculated by adding up the distance traveled by all the

Kilometers

train engines during the statistical period. This unit represents the

Shunting Engine

productive work done by the train engine.

The unit is derived by adding up the shunting engine hours of all

Hours.

regular shunting engines, as also the time spent by the train engines in
performing shunting at roadside or terminal stations after giving the
free allowance of 15 minutes, wherever necessary. This unit represents
the total unproductive work done in connection with attaching and

5.

Light Engine Hours.

detaching of wagons at stations.

This is compiled by adding up the engine hours incurred by all light
engines running on traffic account. This represents the unproductive

6.

Assistance required

work done by a locomotive on account of unbalanced traffic.

This is derived by adding to gather the engine hours incurred by all the

Engine Hours.

engine engines used for banking or double heading, a train whenever

the existence of gradients makes it necessary to resort to baking or
double heading. This represents the semi productive work done in

7.

Shunting Kilometer.

hauling bigger loads over graded sections.

The shunting engine hours are converted in to kilometers by reckoning

each shunting hour as being equivalent to 8 shunting kilometers. This

unit is derived from the shunting engine hours. This result indicates
8.

Loaded wagon

the measure of unproductive work done in terms of distance.

This unit is obtained by aggregating the distance traveled by all the

kilometer

loaded wagons. It is a measure of the transportation produced in terms

of the loaded wagon kilometers. It gives an idea of the volume of

9.

10.

11.

Empty wagon

traffic moved.
This is obtained by aggregating the distance traveled by all the empty

Kilometers

wagons. It is indicative of the measure of the unproductive movement

Total Wagon

of empty wagons.
This is obtained by adding up the loaded and empty wagons

Kilometers.

kilometers this is a measure of the total wagon movement effected on

Net Tonne

the section or division.

The Tonnage of the contents of each wagon is multiplied by the

Kilometers.

distance traveled, and the aggregate is totaled to obtain this result. This
unit is a direct measure of the transportation produced. It is a very

12.

13.

Average no of

important for its utility and judging the efficiency of a division.

This is obtained by averaging the sum total of effective wagons of the

effective wagons.

month. This gives the number of serviceable wagons for traffic use.

Wagon days.

This also gives figure of wagon usage.

This is obtained by multiplying the average number of effective
wagons with the number of days in the statistical period. This unit is

14.

Speed of all Goods

very useful for assessment of wagon usage and wagon mobility.

This is compiled by dividing the total of goods train kilometers by the

Trains

total of goods train engine hours+ the time spent by the train engines
on shunting enroute for which shunting orders/vouchers have been
issued. This gives a measure of the speed of movement of goods
trains. As low speeds increase the operating expenses, besides
affecting locomotive and wagon usage, the endeavour should be to

15.

Speed of Through

obtain as high a figure as possible.

This is calculated by dividing the goods train kilometers earned by

Goods Train

through goods trains, by goods engine hours incurred by through

goods train only+ the time spent by the train engines of these goods
trains on shunting enroute for which shunting orders/ vouchers have
been issued.
This is indicative of the speed of movement of through traffic. The

speeds of through goods trains are invariably higher than those of

other Goods trains and the endeavour should be to secure as high a
Average gross load of

speed as possible for through goods train.

This is derived by dividing the Gross Tonne kilometers by the good

a train

train kilometers. This result is a measure of the average load hauled by

17.

Average Net Load of

the locomotive.
This is calculated by dividing the net Tonne kilometers by goods train

18.

a Train
Average Starting

kilometers. This gives a measure of the goods moved by each train.

This is compiled the tonnage loaded in to wagons by the number of

Wagon load.

wagons in to which they have been loaded. This gives a measure of

Net Tonne

the utilization of the wagons loaded on the Division.

This is obtained by dividing the Net Tonne kilometers by the total

Kilometers per

engine hours including train engine hours, shunting engine hours,

Engine Hour.

assistance required or not required engine hours, light engine hours

16.

19.

and other engine hours. This is one of the most comprehensive of the
derived units, in as much as it estimates the transportation produced
against the work done in producing transportation.
WHAT ARE FREIGHT OPERATIONS INFORMATION SYSTEMS?

To give total transparent with continuous cargo visibility.

Up-to date business environment to the customers with instant access to information regarding
their consignments in transit for just in time inventory.

A management tool to optimize utilization of costly assets and resources by improving the
distribution of rakes/wagons/locos.

Scheduling and routing traffic in an cost effective manner.

What are the scopes of FOIS system?

RMS RAKE MANAGEMENT SYSTEM
Rake based consignment tracking & pipeline.
Train/rake operation.
Stock holding in terms of summary of wagon types.
Train and stock interchange.
Terminal handling performance.
Loco holding, outage & power on-line.
Reporting to take care of train/load on summary basis.

 Invoice based consignment tracking.

Wagon wise stock holding.
Invoice based loading originating tonnage and revenues.
Wagon wise interchange.
Statement of missing wagons.
Wrongly delivered wagons.
TMS TERMINAL MANAGEMENT SYSTEM.
Computerized booking and delivery of consignment.
Station accounting.
R.R. generation/ transmission.
Improved customer interface.
BENEFITS OF FOIS

Continuous cargo visibility.

Optimised asset utilisation.

Increased revenue

Improved productivity per man/year.

Goods shed operations.

CONTINUOUS CARGO VISIBILITY

Rake based consignment tracking & pipeline.

Invoice based loading Originating tonnage & revenue.

Information of trains on the run.

Vehicle guidance of all trains on run.

The performance of all through trains operated in a controlled territory.

Estimated/Actual arrival & departure particulars train at any point.

Yard & on run delay information.

Train & stock Interchange.

Wagon wise interchange.

OPTIMUM ASSET UTILISATION

Improved Locomotive utilization by reducing ineffective movements.

Elimination of missing/wrong delivered wagon

Elimination of unconnected wagons.

Increased availability of repair capacity.

Stock holding.

Loco holding.

INCREASED REVENUE

Reduced Loco & rolling stock maintenance cost.

Saving in time & cost of handling in yards.

Ensures optimal crew management & monitors statutory limits of running duty& overtime.

Reduction of staff cost per unit of transportation due to improved productivity of the available
man power.

IMPROVED PRODUCTIVITY PER MAN / YEAR

Elimination of manual process of maintenance.

Particulars of crew on train with hours spent on duty.

Re-deployment of staff involved in wagon tracing & accounts checking activities.

Improved customer service & satisfaction.

Facilitation of acceptance (customers demands), billing & cash accountals from identified nodal
customer service centre.

Quick settlement of claims.

GOODS SHED OPERATION

Arrival particulars of wagons.

Placement & Release particulars.

Information on demands registered & pending indents.

Preparation of Railway Receipts.

Information on Demurrage & Wharfage.

Loading particulars.

Goods shed earning.

Information on delayed wagons & Wagons waiting placement/release.

WAGON/RAKE/LOAD/TRAIN

Any set of wagons moving to gather & has been identified as rake with uniquely ID
number.

A rake, when given a destination, is known as load.

A load, when given a locomotive, is known as train.

RMS SOFTWARE HAS TWO IDENTIFIED CYCLES

TRAIN CYCLE :- It starts the movement a load is identified as train. the tasks are used
for on line reporting as undera) Train ordering.
b) Train departure.
c) Train arrival.
d) Train run-through.
e) Train rerouting.

YARD CYCLE: - It starts as soon as a terminating load arrived at its destination.

Load related tasks.

Vehicle guidance related tasks

Rake related tasks.

Loco related tasks.

Demand.

Interchange forecast.

RAKE RELATED TASKS

Rake formation details-form rake consist.

Movement order- facility to advance assignments to rake.

Rake placement/ release.

Rake dissipation.

VEHICLE GUIDANCE RELATED TASKS

Consist reporting: - originating station reports summary details

LOAD RELATED TASKS

Inward number taking.

Load planning.

Load stabling.

Load diversion/termination/extension.

LOCO RELATED TASKS

Attachment/detachment of loco-

Loco reporting- shed activities of loco.

Light engine- reports light engine movements.

DEMAND
This function is to be reported at station where the party/consignor registers his demand for
supply of rake/piecemeal wagon for loading of goods.

New demand.

Modify demand.

Add/delete demand.

Fulfilling demand.

Forfeiture / withdrawal of demand.

INTERCHANGE FORECAST
In the system as the trains are planned, a pipeline is generated from originating ststion to
destination and the position can be viewed at any point in its route.
WHAT IS INTEGRATED COACHING MANAGEMENT SYSTEM ICMS?

PAM- For post facto analysis of punctuality loss and its causes. Capture train running at
originating/terminating/interchanging points and the causes detention. Data imputed by
the Divisions.

COIS- Capture events on coaches/rakes, generate reports for management of coaching

stocks. Data imputed at station or coaching yard.

COIS DATA ENTRY MODULE- To maintain database pertaining to the information of

rake links/train scheduling etc. Data imputed by Zonal HQ level.

COACHING MAINTENANCE MODULE- To capture depot activities related to

coaching maintenance operation. Data imputed by CDO level.

TIME-TABLE MODULE- For simulating the suitable timings for running of all kinds of
train. Data imputed by Zonal HQ level.

WHAT IS CONTROL OFFICE OPERATION COA?

It is comprehensive software for the automation of control charting at railway divisional
control offices. It is intended to replace the tedious manual plotting of running trains on a
chart. The benefits of COA includes better planning and decision making in train operations
& thus contribute to increased operating efficiency.
SCOPE OF COA

Train Ordering.

Maintain train information.

Manage train movement.

Report unusual occurrences.

Management of maintenance block.

Caution order.

Plot graph.

Advance plotting.

Maintain reference data.

Yard management siding.

BENEFITS OF COA

Fully automated work environment.

As an aid to the controller in terms of efficiency, precision & time management.

Leverage to controllers experience in decision making through manual forecast.

Real time information on train operation without human dependence.

To serve for sharing data between allied system.

What is Multi modal Transport?

Multimodal transport is the carriage of cargoes in containers by more than one mode of
transportation.Containerisation is a prerequisite for efficient multimodal transportation.
Containerizations could be defined as a a means by which goods are transported within large
uniform containers or boxes that could be conveniently carried by, and transported between
different modes of transportation.

Multimodal transport especially of high rated general goods has helped in reducing overall
physical distribution costs as well as in providing better quality of service which includes
i)

speedy transport,

ii)

door to door service

iii)

safe and secure transit,

iv)

easy packaging,

v)

reducing overall cost of transportation due to mechanized handling.

vi)

less documentation.

What is CCRS Organisation?

Autonomous body for Safety of Rail travel and Train Operations.

Administrative control of Ministry of Civil Aviation.

Functions are regulatory, inspectorial, investigatory and advisory in nature.

Commission is a recommendatory body

Final safety controlling authority is Railway Ministry (Rly. Board

Organization and structure of the CRS: This organization is headed by chief CRS with head quarter at Luck now who is assisted
by Dy.CRS i) General ii)Mechanical iii)S&T iv) Operating v) Electric traction.
Under CCRS there are 10 CRS of different circle. Again each circle CRS is assisted by
one/two Dy.CRS.
CRSs circle

Head Quarter

i) Central circle

Mumbai

ii) Eastern ,,

Kolkata

iii) Northern ,,

Delhi

iv) North Eastern .,,

Lucknow

v) North East Frontier ,,

Kolkata

vi) Southern ,,

Bangalore

vii) South Central ,,

Secunderabad

viii) South East ,,

Kolkata

ix) Western ,,

Mumbai

x) Metro Rly ,,

Kolkata

Duties and Functions of CRS:_

Inspection of a new railway line before it is opened for the public carriage of passengers.
To sanction its opening after inspection on behalf of the Central Government.
Authorizing opening of closed lines for

passenger traffic if considered fit after

inspection.
To conduct investigations into serious accidents or accidents considered to be of serious
nature and suggest safeguards.
To sanction the execution of all new works and installations on the running track
affecting the safety of the traveling public such as :
rebuilding of bridges,
remodeling of station yards,
line capacity works,
Re-signaling works, etc.
Periodical inspections of Railways
To inspect a closed line and sanction its re-opening.
Reporting his opinion to Central Govt. to order the closure of the railway line or the
discontinuance of the use of rolling stock.
To examine the technical aspects of new rolling stock and advise on their introduction in
the existing network and to sanction their running.
General Advice on matters concerning safety of train operation.

INVESTIGATION OF ACCIDENTS BY COMMISSION

As per Sec.113 and 114 of IR Act,1989 on train accident attended with loss of human life,
grievous hurt to passengers in the train or damage to Railway property exceeding Rs. 25
Lakhs, inquiry by Commissioner is mandatory.
Any other accident, which in the opinion of the Commissioner requires the holding of an
enquiry by him.
Other accidents inquired by the joint committee of Rly. Officers appointed by the
administration.
Sometimes the Central Govt. sets up a Judicial Commission in very serious accidents.

What are the other important roles of CRS?

To sanction the execution of all new works and installations on the running track
affecting the safety of the traveling public such as:

Rebuilding of bridges,

Remodeling of station yards,

Line capacity works,

Re-signaling works, etc.

Underground cables, pipe crossings etc.

Interlocking/manning of level crossings

Besides these CRS also sanctions the followings:

Introduction of new rolling stock

Higher speed/capacity of rolling stock

Any other work concerning to safety.

What is the system in dealing with inquiry reports of CRS?

Railway Administration submits to CCRS detailed remarks on inquiry report stating:

Cause and responsibility : accepted or if not with detailed reason

Recommendations accepted and action taken thereon

The recommendations beyond its competence are referred to Rly. Bd. for decision
at its level.

Detailed reasons for recommendation not accepted are given.

CCRS on receipt of Rly admn. remarks, formulates his views on the cause, responsibility
and recommendations.
On matters involving difference of opinion he gives his weighed opinion.
CCRS sends his note (called CCRS note) containing brief details of accident, views of
CRS and Rly Admn. and final opinion of the Commission on the issues raised in the
report to Railway Board
Railway Board takes final decision on the cause, responsibility and recommendations.
It gives detailed reason if not in agreement to Commission and apprises the Commission
accordingly.

If Commission is not convinced then the matter is taken up by sending reference to the
Board.
Meeting with Commission to come to agreement.
If finally no agreement is reached the matter referred in Annual Report.
Principal matters deals with by CCRS:

Matters appurtenant to Field Inspections and statutory inquiries into accidents.

Inspection Reports of Commissioners of Railway Safety.

Reports of statutory inquiries held into accidents by the Commissioners. After

careful study, he forwards his considered opinion to the Controlling Ministry and
the Railway Board with such recommendations as he considers necessary.

Preparation of the Annual Report on the working of the Commission of Railway

Safety.

Railway Boards suggestions pertaining to corrections of amendments to General

Rules, Rules for Opening of a Railway, Schedules of Dimensions, the Way, Works
and Signal Engineering Manuals, Procedures for inquiries into accidents, Codes
of Practice for Engineering Works and other publications.

What are the circumstances when sanction of CRS is necessary?

Under section 21 of the Indian Railway Act, chapter VI of the Rule for opening of a
Railway or section of a Railway for public carriage of passenger, approval of
Commissioner of Railway safety (CRS) is required for Commissioning any work
on the open line, which will affect running of passenger trains and any Temporary
arrangement necessary, except in case of emergency. The following signal and
Interlocking works, when they are connected with or form part of a Railway
already opened for carriage of passengers, require the sanction of CRS before the
work are commenced or opened.

Addition, extensions and alteration to existing Block, Signaling and Interlocking

installations;

New Block, signaling and Interlocking installations;

New stations temporary or permanent;

Interlocking of level crossing, catch siding, slip siding, etc.

What is the definition of disaster?

Railway Disaster is a serious train accident or an untoward event of grave nature, either
on the Railway premises or arising out of railway activity in that area, due to natural or
man-made causes, that may lead to loss of many lives and/ or grievous injuries to a large
number of people, and/ or severe disruption of traffic, necessitating large scale help from
other Government/ Non- government and Private Organisations.
1. Disasters are exceptional events which suddenly kill or injure large numbers of people
.Red Cross/Red Crescent
2. A Disaster is a situation or event which overwhelms local capita city, necessitating a
request to a National or International level for external assistance
.Centre for Research on Epidemiology of Disasters, Brussels.
3. A catastrophe, mishap, calamity or grave occurrence in any area, arising from natural or
man made causes, or by accident or negligence which results in substantial loss of life or
human suffering or damage to, and destruction of property, or damage to, or degradation
of environment and is of such a nature or magnitude as to be beyond the coping capacity
of the community of the affected area. ........ DM Act 2005.
What are the different classifications of disaster?
Natural disasters-

Earth quakes, Floods, Cyclones, Landslides, Tsunami,

mudflow, etc.

Man-made disasters - Chemical/ nuclear/ industrial disaster; Accident on airways,

waterways, road & railways (Collision, Derailments, Level crossing accidents, Fire in
trains, Train wrecking, Sabotage etc.)
Biological disaster Pest attacks, Cattle epidemics, Food poisoning etc.
.What is the distinction between disaster and accident?

Accidents are occurrences where safety has been affected; whereas, Disasters are those
situations which cause acute distress to passengers, railway users, staff and their families.

GM, AGM or CSO is nominated by the Railway Board to declare a train accident of
serious nature as a Disaster.

What are the different level of Disasters?

Level-I: Can be managed by the concerned divisional authorities.

Level-II: May require assistance from neighboring divisions but can be managed by the
Zonal Railway.

Level-III: Require active involvement of multiple agencies of the Central Govt. (Ministry
of Rly & other ministries)

What are the objectives of Disaster management?

Disaster management in the railway context envisages arrangement of relieve measures in
case of a disaster Adequately, Expeditiously, Effectively, and Orderly to- Save Life and alleviate suffering,
- Protect property including mail,
-Provide succour and help other passengers at the site of accident,
-Ascertain cause of accident, and
- Restore through line of communication.
What is Disaster Management Plan?
To tackle a Disaster with minimum manpower (instantly available) and limited infrastructure
Disaster Management Plan is imperative. Disaster Management Plan is divided into two
phases- Pre-disaster management plan and Post-disaster management plan. Pre-disaster
management plan deals with precautionary measures to prevent Disaster and preparedness.
Post-disaster management plan includes responsibilities of respective departments and
individuals.
What are the Railway accident related pre disaster management plans at the Zonal level?
CRACK TEAMS:

The high level disaster management committee recommends that each zone should have a
professionally trained Crack Team of Rail Rescue Experts Consisting of Officers of medical and
Mechanical Branch.

The team will rush to any site of accident at short notice.

This group will continuously be exposed to the latest rescue, extrication techniques and
medical relief.

This group will support the accident rescue and relief arrangements made by divisions at
the site of accident.

One complete set of sophisticated equipment/gadgets required for rescue and relief must
be available with one specialized disaster response unit at each zonal head quarter.

Each unit will be provided with state of the art equipment for entrapment rescue from the
accident involved coaches and will be kept at the disposal of GM.

This specialized disaster response unit (comprising of both men and material) available at
Zonal head quarter must be Helicopter or along with GMs special train as needed. They
would serve as an additional aid.

Specialized response unit maintain its elite character. It must not be sent to sites of
smaller accidents and should only be rushed to sites of major disasters.

Monitoring Cell
There shall be a high level monitoring cell, at Zonal head quarters level, which shall include the
following

Chief Safety Officer

Principal Chief Engineer

Chief Medical Director

Chief Mechanical Engineer.

Chief Signal& Telecom Engineer

Chief Electrical Engineer

Controller of stores

Chief commercial Manager

Chief Operations Manager

Chief public Relations Officer

As soon as the report of a serious train accident is received at the Head quarters the committee
shall meet immediately to take stock of the situation and monitor rescue, relief and restoration
works.
The committee shall be responsible for the following actions:i)

Shall be in regular touch with the division, to monitor the rescue, relief and restoration
works

i)

Shall take stock of the latest position and convey in formations to GM/AGM and
nominated officer of the Railway Board.

ii)

Shall co-ordinate with board; adjacent foreign Railway and Public enterprises, private
agencies, Hospitals, State Authorities, NGOA, New Agencies, media, Private Air
Operators, Based at Local area to seek assistance whenever required.

iii)

Shall nominate headquarters officer with the approval of GM/AGM, to attend site when
necessary.

Training on Disaster Management

All the front line staff, such as Driver/assistant Driver, Guard/Assistant Guard, Coach
conductor, Train Superintendent, TTE, AC Mechanic, Coach attendant, catering staff,
Safaiwalas, Gang man, TXR staff, ARME/ART staff, Station Master, Security Staff
should be given periodical training on Disaster management.

Officers of mechanical, Safety and medical departments should also be nominated to

undergo special training programme on disaster management at nominated training
centre.

Special focus should be laid on imparting extensive state of the art training on rescue,
medical relief and rolling stock restoration techniques.

All the front line staff as mentioned above shall be provided with folders with guidelines
in the form of Dos and Don'ts on actions to be taken at the site of the accident.

What are the pre disaster management plans at the divisional level?
All divisions should be fully aware of the local, civil, army and other resources
available for supplementing their disaster management efforts as and when required.
The Disaster management plan, of each division must contain the following
information relevant addresses, contact persons and their contact telephone/ mobile
numbers whenever required.
i) Important telephone nos. including mobile numbers of Railway officials at both
headquarters and Divisional level.
ii) List of medical facilities of the division.
iii) List of phone nos of stations, their respective blocks districts and states.
iv) List of District and state officials.
v) List of fire stations with contact phone nos.
vi) List of army services headquarters and corresponding railway zonal/Divisional

headquarters
vii) List of location of ARME/ ART.
viii) List of news agencies with contact no.
ix) List of helipads/Air strips.
x) List of social organizations/NGOs.
xi) Establishments having road cranes/ Bulldozers etc.
xii) Establishments having tents and decorations equipments.
xiii) List of electrical decorators.
xiv) Availability of boats.
xv) Name and address of divers.
xvi) List of forensic personnel.
xvii) List of road transport (state & private).
xviii) List of distance & time taken by road and rail.
xix) A road map super imposed a system map of the division.
xx) List of materials available in each ARTs / ARMEs.
xxi) Updated station/ Yard diagrams of the division.
xxii) List of major and important bridges and their locations.
Divisional control office must have a ready updated list of names, addresses, telephone
numbers and any other relevant information of the followingi)

Fastest approach by rail or road to any station/ section of the division.

ii)

Detailed road map.

iii)

Locations where a small plane or a helicopter can land.

iv)

Local doctors, hospitals, polyclinics, nursing homes, etc. at all major junctions, along
with facilities available.

v)

Officials of civil administration, district wise.

vi)

Senior officials of state administration

Vii)

Defense Establishments, including army, navy and air force.

viii)

Paramilitary establishments.

ix)

Names and address of Divers.

x)

Names and address of boatmen and availability of boats.

xi)

Social, Voluntary, Industrial and other non government organizations.

xii)

Organizations having road cranes, Bulldozers, etc.

xiii)

Organizations having flood light equipment etc.

xiv)

Establishments having communication facilities, etc.

xv)

Establishments having tents etc.

xvi)

Fire brigade stations.

xvii)

Road transport depots both state government and private.

xviii)

Local AIR and TV stations.

xix)

Station wise list of ARME with adjoining division of the home railway as well as that of
adjoining zonal railways.

Display of addresses of Government official/ Railway officials and other particulars at

stations.

Jurisdictional government officials name and HQ.

District Magistrate and Dy. Commissioner.

Sub divisional officer/Magistrate.

District superintendent of police.

Inspector general of Railway police.

District superintendent of Government of railway police.

Officer in charge of local police station.

Officer in charge of government railway police.

Civil surgeon.

Post Master General.

Superintendent of post and telegraph.

Inspector of post and telegraph.

Divisional engineer of post and telegraph.

Lineman of post and telegraph.

Base station of ARME.

Base station of ART.

Nearest Railway, Civil, Military, Private Hospital or Dispensary and local doctors
indicating the distance from the station.

All railway officials concerned with the accident and their jurisdiction.

Such road vehicles with names of the drivers and addresses which can be called for in
case of urgency.

List of persons living in the locality who have passed First Aid examination.

In Railway Hospital or Dispensary/ Health Unit.

In each railway hospital or dispensary, a complete list of railway, Civil, military or

Private Hospital or Dispensary and local doctors, organizations having ambulance
facilities, NGOs, and voluntary organizations, in the near by localities, indicating the
distance from the nearest station and details of facilities available shall be maintained and
kept in a conspicuous place along with their contact numbers.

Accident Relief Medical Equipment Train/VansAccident relief medical equipment:a) The medical officer in charge shall be responsible for keeping ARME ( Scale-I & Scale-II)
in updated condition.
b) SS/SMs of stations where scale-II equipment are kept, must ensure updated by medical
officer after being used.
c) ARME Scale-I must be inspected once in a month by the following officials in charge
(preferably jointly)i) Medical Officer.
ii) SS/SMs.
iii) SE/SSE (Telecom)
iv) SE/SSE (C & W)
v) Electrical official

Medical officer shall inspect quarterly.

An inspection book must be maintained for both the scale-I and Scale-II equipments.

Monthly statement shall be submitted by the joint committee to the divisional officers
who in turn refers the note to CMD.

Each member of the joint committee shall inspect his concerning items and set right in
the event of any shortfall.

Accident Relief Train(a) Following Record shall be maintained in the Accident Relief Traini)

Log book.

ii)

Attendance Register.

iii)

List of tools and equipments.

iv)

Register for testing of wire ropes and chains.

v)

Periodical testing register for- First Aid equipment

vi)

Field Telephones

vii)

Detonators.

viii)

Gas cutting equipment.

ix)

Petromax and tilly lamps.

x)

Generators.

xi)

Compressors.

xii)

Fire fighting equipment.

xiii)

Inspection Register.

b) i) All Relief trains and Relief vans are under the charge of Mechanical department.
ii) They are to ensure that ARTs and Relief Vans are fully equipped.
iii) Concerning deptt. will ensure proper availability of their equipments.
iv) DME, DEN, DEE, DSTE concerned must personally inspect the relief trains and their
equipments concerned to their departments and to ensure the availability and their efficient
functioning.
The person in-charge of the loco shed/ Running shed shall ensure

That the relief train staff understands the accident hooter.

That a list of staff who are supposed to attend with the relief train, is available in the
shed.

The person in-charge of the C&W department is responsible to organize a break down
gang amongst his staff at the base station of relief train and to see that they thoroughly
understand the accident hooter for their attendance, also to ensure that the gang is
efficient enough to work at the site accident.

The person in-charge of the loco shed/running shed is responsible to keep engine and
accident relief crane in readiness.

The person-in-charge of C&W department for relief train is responsible to maintain all
vehicles on the train in the same way as other coaching stock in regular use.

Disaster management team of RPF

There should be a disaster management team of RPF on each division of IR composing

about 15 men in different ranks.

Equipments for RPF: this disaster management team of RPF should have the following
equipment available with them:

i)

Torches and other lighting arrangements.

ii)

Nylon ropes and poles for segregating the affected area from visitors and spectators.

iii)

Loud hailer for making announcements.

iv)

Stretcher and first aid equipment.

v)

Wireless sets for inter communication.

vi)

Cameras for photographing the scenes.

Training on Disaster Management.

First Aid training to be mandatory for all frontline staff i.e. for onboard staff, gang men,
and station staff who are specially first responder at site.

GMs/DRMs may explore the feasibility of entering in to an MOU with reputed training
institutes like St.John ambulance/Red cross or any other agency for providing periodic
training on disaster management ( First aid and other medical relief) for the frontline staff
over their zones/ Divisions.

The frequency and contents of first aid training module as well as category of staff being
covered should be reviewed.

Shunting of wagon/vehicle containing explosives/inflammable articles should be done in

prescribed speed (not exceeding 8 Kmph) with prescribed protection with engine.

Smoking, naked lights, H.S. lamp should be prohibited near the wagon/ vehicle
containing explosives inflammable consignment.

Train should not be run with hot axle, brake binding, skidding etc.

Basic training in search and rescue operations

Railway officers( Mechanical and medical) should be nominated to undergo Basic training
in search and rescue as per the instructions, to be issued by Board. Further, lessons on
railway disaster management will also form the part of rotational training programme and
refresher and promotional courses at RSC, ZRTI & STCs.

Ensuring full complements of brake van equipments.

At the originating and interchanging points of all passenger carrying trains, it must be
ensured that, these trains run with full equipments of brake van as prescribed by GR, SR
and other special instructions.

The officers and senior subordinates of the traffic, mechanical, S&T& electrical
engineering departments must examine these equipments regularly and take necessary
action to ensure that they are in good working condition.

The first aid box and the stretchers should also be examined for this purpose by the
concerned medical officers.

The guard/ Asst. Guards of the passenger carrying trains while taking over the charge of
these equipments should also ensure that they are in good/ working condition.

Preliminary warning for ARME /ART

If a passenger carrying train does not arrive within 10 minutes or a goods train does not
arrive within 20 minutes after allowing for its normal running time, at the next block
station, the station master on duty at the block station in rear and the section controller.

The section controller on duty on receipt of such advice shall immediately issue a
preliminary warning to the nearest base stations of ARME/ART, so as to keep them ready
for dispatch pending further information.

What is accident mock drills?

a) Each division should conduct one full scale disaster Management exercise on the
similar line as the army conducts once in a year.

b) Accident mock drills for ARME/ART: The period between two consecutive turnouts of
any relief train/Accident medical equipment should not exceed three months.

If, therefore, relief train / accident medical equipment has not been called out in the
normal course during a period of three months, a practice drill should immediately be
arranged. In carrying out these drills the following points should be carefully borne in
mind:-

Every drill should be made as realistic as possible.

Arrangements regarding the drills should be kept confidential

The turnout of a relief train should be completed with full complement of equipment and
staff.

These drills should be ordered by the DRM personally and conducted under the direct
supervision of an officer not lower rank than that of a senior scale.

The results of mock drills should be maintained in a special register along with the
particulars of corrective actions taken where ever necessary. The result should also be
communicated to CSO and General Manager.

What is the intention of mock drill?

To test the practical knowledge of staff.
To check the alertness of the staff.
To check the status of equipment.
To ensure timely turning out of ART/ ARME.
All staff, supervisors and officers related to Disaster management are within the purview of
this mock drill.
Practice makes a man perfect.
What actions to be taken during serious accident (post disaster management)?
Instant Action Team (IAT) in the field comprise ofi)

The Guard, Crew, TS, TTEs, AC coach Attendant, Asstt. Guard, RPF and other
railway staff on duty on the accident involved train.

ii)

GRP staff traveling on the train on duty.

iii)

Railway staff traveling by the accident involved train either on duty or on leave as
passenger.

iv)

Doctors traveling by train.

v)

Passengers traveling on the train who volunteer for rescue and relief operations.

vi)

Railway staffs working at site or available near the site of the accident.

vii)

Non-Railway personnel available at or near the accident site

Pre-accident checklist preparation for members of IAT:i)

Generally, about 15minutes time elapses before information regarding occurrence of

an accident reaches the Divisional Control Office. In case information can be
conveyed immediately this time can be saved. This 15 minutes time is of vital
importance since it constitutes 25% of Golden Hour.

ii)

In case they have Mobile, ensure that telephone numbers of all relevant officials such
as those of Divisional Control Offices etc. have been permanently fed into the Mobile
for immediate use in an emergency.

iii)

These important telephone numbers should cover all those sections where they are
required to work their train either within their own division or even those of adjoining
divisions.

iv)

Divisions will get printed and circulate a DM Telephone Directory containing all such
telephone numbers that are likely to be required in an emergency.

v)

Whenever they are traveling at night they should keep a torch handy and secure it by
some means. The torch will be of no use in an emergency if it cannot be taken out
from inside suitcase at that point of time, or if the torch cannot be located since it has
fallen off due to severe jerk.

Duties of the Guard of the affected train:

Note the exact time and kilometer.

Switch on the Amber Light, if provided, in Flashing Tail Lamp, in the rear of the Brake
van.

Inform LP through Walkie-Talkie set.

Inform SM on Walkie-Talkie set, if possible.

Protect the adjacent lines and the train as per GR6.03 and SRs thereto;

Secure the train and prevent escaping of vehicles as per rules.

Ascertain if adjacent lines is/are fouled;

Make a quick survey, for an immediate action of the casualties, injuries and assistance
required;

Relay the information giving details of the accident and assistance required to the Control
Office and SM of the nearest station by the most expeditious means.

Utilize Emergency Train Lighting Box to facilitate rescue work and medical aid.

Render first aid and rescue the injured persons taking assistance of all available Railway
staff, Doctors and volunteers on train or near the accident site.

Stop running trains on adjacent line and utilize resources on that train.

Assessment of the damage

Arrangement of shifting of the injured persons to the nearest hospitals.

See that water, tea etc. are supplied to the affected passengers.

Arrange of protection of the Railway and Public Properties with the help of railway staff,
volunteers on train, RPF and GRP.

Preserve of all clues and evidences regarding probable cause of the accident and ensure
that these do not get disturbed.

Post a railway man to man the field telephone to ensure regular flow of information.

Arrange to clear the unaffected portion of the train to the nearest Station.

In case of suspected sabotage nothing should be disturbed except rescuing of injured

passengers till police clearance is received and a senior railway officer permits.

Log your activities. Remain in as overall charges till he is replaced by a senior Railway
official.

Duties of Loco Pilot of the affected train.

Note the time of the accident, and Kilometer age.

Switch ON the Flasher Light of the locomotive and blow four short engine code
whistles.

Inform Guard on Walkie-Talkie set.

Inform SM on Walkie-Talkie set, if possible.

Protect the adjacent lines and the train as per GR6.03 and SRs thereto; ignite fusee if
required.

Take such precautions as may be necessary or as prescribed by special instructions to

render locomotive safe.

Take necessary action to prevent Loco/Vehicles/Wagons from rolling down.

Make a quick survey of magnitude of accident and roughly assess casualty, damage and
assistance required.

Send information through quickest means to Control Office and SMs on either sides of
the block stations for this purpose:
a) Walkie-Talkie communication provided with stations should immediately be used.
b) Otherwise field telephone should be used.
c) If a train comes on the other line which is not blocked the same should be stopped
and information of the accident should be sent.

d) ALP or Assistant Guard may be sent to the nearest station to convey the
information of the accident.
e) If all of the above fail, one of the railway staff on duty on the train should be sent
on foot to the nearest station.

Render all possible assistance to the guard in rescue and relief measures.

Duties of Assistant Loco Pilot

Assist the guard/Driver in conveying accident message to all concerned.

Help the Driver in protection of the site of accident.

Render all possible assistance to the Guard in rescue and relief measures.

Carry out any other job assigned to him relating to accident by the driver of the train.

Man the engine in absence of the Loco Pilot.

Duties of Station Master.

Stop entry of any other train from either ends in to the affected section.

Lock the commutator /handle of the block instruments controlling the affected section at
train on line position if possible.

Keep all signals giving entry to the affected section at ON.

Put line blocked slide/ lever collars on the concerned slide / lever.

Take action to protect the traffic and safeguard the property.

Set the Route against the obstructed section.

Render all possible assistance to the injured persons if the accident takes place within the
station limits.

Collect correct information on a) Time of accident b) Trains involved in accident c)

Nature and location of accident. d) Position of adjacent lines.

Inform controller about the accident giving details of the accident and assistance
required.

Send information to all concerned including civil and police authorities.

See that the injured persons are shifted to hospital with the help of all available assistance
and see that the detailed particulars of the dead and injured are recorded.

Arrange to remove the unaffected vehicles of the train in consultation with controller/
officer in charge present at site.

If the accident is attributed to sabotage or suspected sabotage nothing should be disturbed

except for rescuing injured persons till police clearance is received.

All measures for quick movement of ARME and ART to the site of accident shall be
taken.

Issue of caution order, block ticket etc. indicating exact kilometerage, etc. should be
done.

Water, tea & snacks are supplied to the injured and stranded passengers within his
resources.

Remain on duty till relieved by a competent person.

Issue accident message to all concerned.

Seize relevant documents.

Take the statement of staff wherever possible.

Preserve all clues and arrange to protect the area with the help of police and RPF.

Open an information counter at the site of accident and important stations.

Display the list of dead and injured persons.

Duties of TI, PWI, SI, CWI & LI (Post Disaster Management

Reach the accident site by the quickest available means.

Take general charge of the situation until the arrival of an officer.

Ensure the occupied and obstructed lines are protected as per rules.

Make out a quick survey of causalities and injuries, ensure rendering of first aid to the
injured, taking assistance of all available Railway staff, doctors and volunteers on the
train and near the site of accident.

Arrange to shift the injured persons to the nearest hospital with the help of available
assistance, keeping their particulars as available and ask for further assistance if required.

Collect and record all important information relating to the accident, such as ;

i) The conditions of the track, with special reference to alignment, gauge, cross/ levels, super
elevation, points of mount and drop, any sign of sabotage etc.
ii) The condition of rolling stock with special reference to brake power and braking gear.
iii) All marks on sleepers, rails, locomotives, and vehicles etc. especially for preservation of
clues.
iv) Position of derailed vehicles.

v) Position of the Block instruments.

vi) Position of the indications, Keys levers etc. if the accident is within station limits, in the
section where provided with signals etc.
vii) Prima facie cause of accident.

Ensure that the train signals register, logbook, Private number book, speed recorder chart
and other relevant records are seized.

Obtain the statement of the staff involved in the accident as far as possible.

A rough sketch of the site is to be prepared.

Remain in the accident site till relieved by another staff.

Duties of the train Conductor/TS.

Assist the guard in rendering first aid to the injured persons and shifting them to the
hospital.

Look after the comfort of the passengers, injured and un-injured alike.

Assist the passengers for protection of their luggage.

Make out a list of injured/Dead passengers.

Preserve reservation charts to know the particulars of injured/Dead passengers in respect

of the following:a) Tickets of the passengers traveling (to and from)
b) Ticket numbers, Class and berth no.
c) Coach number and its position from engine.
d) Address of the passengers.
e) Nature of injury

Prepare a separate list of Dead passengers with address and ticket particulars, if available.

Inform stranded passengers about alternative transport arrangement.

Organize to transship/ transfer passengers and their luggage's to the passenger special.

Assist for arranging snacks, tea, coffee& drinking water to the injured and other
passengers detained at the accident site.

Collect the addresses of the relatives of the injured/ dead passengers to send information
regarding accident.

Look for the assistance of any doctor or Para medical staff traveling in the train.

Custody of luggage and other belongings- in case of injury, this should be kept by the
TTE and in case of death it should be handed over to the GRP with full details and
acknowledgement obtained.

He should record evidence of passengers with full particulars- if some passengers are
willing to give evidence later on, their names and addresses should also be recorded.

Duties of the Traveling Ticket Examiner.

The Traveling Ticket Examiner should work under the guidance of the train conductor/
train superintendent.

Similar actions as mentioned above should be initiated by the TTE for his nominated
coach.

Duties of A.C Mechanic

He should immediately switch off the current where necessary to avoid short circuiting.

He should also assist commercial staff i.e. Train conductor/ Train superintendent/ TTE in
their duties at the accident site.

Duties of the senior most RPF officer available.

Segregate and protect the area against the entry of spectators in to the affected place.

Luggage and parcels of the passengers are to be protected.

RPF personnel should respond to any call for assistance to rescue victims and transport
them to nearest Hospital.

RPF officers should keep liaison with the officers of the various departments of the
Railways, GRP, Local Police and officers of the Civil Administration.

Duties of officer- in charge at the site.

The senior most official present at the site when the accident occurred shall be in overall
charge of the relief operation till he is relieved by another official deputed by the
Administration to take over the charge. However, the senior most official of the
mechanical department shall be in charge of the relief train. The senior most official
present at the site of a serious accident , shall-

a) Take general charge of the situation and take action to provide all possible assistance.

b) Depute officers/ senior subordinates and all other staff or specific duties ini) Assisting the rescue operation, if any;
ii) Assisting the transshipment work, if any;
iv) Taking action to remove the obstruction as soon as possible.
v) Ensuring the protection of adjacent lines and the affected train as per rules.
c) See that the portable telephone is installed and manned constantly by a responsible staff,
and ensure adequate lighting of the accident area at night.
d) See that the injured persons if any are rendered first aid and shifted promptly for
medical aid.
e) Ensure to get clearance from police authorities in case of suspected sabotage.
f) Make an immediate assessment of the following, with the help of the available doctors
and/ or others;
i) The number of persons killed, and of those sustaining grievous, simple and trivial injury;
ii) Extent of damage;
iii) the expected period of suspension of traffic.
iv) Assistance required;
v) Prima facie cause of accident;
g) See that dealing centre is opened at the site of accident and mannedi) to keep the details of persons killed, injured, and action taken in each case;
ii) To relay the above information in details to the Divisional Headquarters.
iii) To attend to public enquiries and iv) to relay the progress of relief work;
h) ensure recording of all information at the dealing centre concerning the accident and
relief operations in the form of an accident log book;
i) See that immediate action is taken to protect and safeguard property;
j) See that proper assistance is given to the injured, ladies, children and the aged;
k) Arrange for transporting the stranded passengers, preferably to station where
drinking water,catering arrangements etc. are available, unless they can be sent to
their destinations;
l) See that the arrangement is made for preservation and proper card of dead bodies, if
any, till further disposal;
m) See that obstruction is cleared in the minimum possible time, and every action taken

for this purpose;

n) Arrange, for speedy ex gratia payment as per extant rules.
Duties of Railway staff traveling on the accident involved train:i)

Whenever a train is involved in a serious accident with casualty/ injury to passengers,

all railway staffs traveling on the train either on duty or on leave are deemed to be on
duty with immediate effect.

ii)

Under no circumstances should any of them leave the accident site unless and until
Divisional officers arrive, take over charge of rescue and relief operations and permit
them to leave.

iii)

Railway staff on train/ at site shall volunteer themselves to render assistance and
report to TS/TTE/Guard of the train.

iv)

The senior most officer traveling on the train will assume charge as Officer-in-charge
Site.

v)

In the absence of any officer, the TS or senior most TTE/ Guard will discharge duties
listed out for OC Site.

vi)

Dont panic. Once the accident has already occurred and the train has come to a
standstill nothing worse can happen.

vii)

In case you have a Mobile and it is working, inform the Divisional Control Office
immediately about the accident.

viii)

Observe the position in which your coach has stopped, whether it is standing upright
or turned upside down or lying on its side.

ix)

Try and see whether your coach has stopped on a bridge or whether there is level
ground on both sides.

x)

In case the coach is on a bridge or very high embankment or in case it is raining

heavily, then it is better to wait for some time and not be in a hurry to leave the coach.
You may be jumping from the frying pan into the fire.

xi)

Search your coach with torch and try to determine the general position.

xii)

See that passengers dont panic either. Passengers sometimes make things worse for
themselves by panicking at this critical moment. Try to calm and build up confidence.

xiii)

Ascertain whether passengers are injured or not; and whether any of them are trapped
or pinned down inside the debris.

xiv)

Call out aloud and find out whether there are any Doctors present.

xv)

Doctors who are traveling in the coach should be asked to announce their presence so
that they can attend to and help injured passengers.

xvi)

Call out aloud and find out whether there are any railway staffs present.

xvii)

Railway staffs that are traveling in the coach should be asked to announce their
presence so that they can attend to and help other passengers.
For each coach, form a core team comprising of railway staff available, doctors and 3
or 4 uninjured passengers from the same coach. This core team should take the lead in
helping remaining passengers both injured and uninjured.

Duties of Divisional Safety Officer

Immediately on receipt of information of a serious accident, the Divisional Safety Officer

shall reach the site of accident by the quickest possible means. He will be specially
responsible to

(a) Ensure protection of affected line (s) and adjacent line (s) as per rules;
(b) See that a proper arrangement is made in rescue and/ or relief operation;
(c) Take all action for preservation of clues;
(d) See that the assistance, to the extent necessary, is called from all sources;
(e) Ensure collection of detailed particulars of the accident;
(f) Ensure prepare of a general note of all evidence in regard to the cause of the accident;
(g) Ensure co-ordination of all the departments concerned in rescue and / or relief operation.
(h) Ensure that front and rear portions are cleared from the site;
(i) Ensure joint measurement etc taken in prescribed proforma;
(j) Ensure that the evidence of train staff, station staff and public is taken on the spot;
(k) Address of passengers who are to give statements latter should also be obtained.
Duties of Commercial Officer at site
The Sr. Divisional Commercial Manager or in his absence the Divisional/Assistant
Commercial Manager, on receipt of information of a serious accident, shall:
(a) Reach the site of accident by the quickest available means;
(b) See that immediate arrangements are made to protect the area and safeguard
the property;

(c) Look after the comfort of the passengers, injured and un-injured alike;
d) Ensure prompt supply of refreshments, free of charge, to the injured persons
and also make adequate arrangement for refreshment and drinking water for
the passengers detained at the site of accident for any reason;
(e) Ensure, in co-ordination with Medical Officer (S) at site, preparation of a
complete list of injured and dead persons;
f) Arrange for adequate number of porters for carrying luggage and parcels in case of
transshipment etc;
(g) See that the doctors are assisted by porters and other staff in attending to the
injured and for shifting them to the hospital;
(h) Ensure the making over of the dead bodies to the Police for disposal;
(i) Arrange preparation of a complete list of damaged consignments;
(j) See that the proper arrangements are made for the transshipment of passengers and their
luggage at the site of accident if required, as also for transshipment /unloading of
parcels/affected wagons, if required;
(k) Ensure preservation of documents of damaged parcels Mails and Goods etc.
Preservation of clues:

Officers/ Sr. Subordinate of any departments shall preserve all clues pertaining to (i)
Vehicles

(ii) Track. (iii) Points. (iv) Signals (v) Levers (vi) Breakage of axle, spring,

Locking Bolt & Cotter.

(vii) Any obstruction. (viii) Any tempering, (ix) Engine & its

speed recorder

A complete and accurate dimensioned sketch of the accident showing the position of
vehicles and their condition, permanent way including any detached components, should
be made out by the engineering officials and signed by the senior engineering and
operating officials of the railway as also by the senior police officials present. In case of
any signal or level crossing at the site of the accident, a detail position of the same should
also be indicated in the sketch.

In case of sabotage and suspected sabotage, every possible action shall be taken to ensure
that any finger prints or foot prints observed at the site of accident are not obliterated.

Incase of serious accidents with loss of human life or grievous hurt, restoration work
should normally be limited to the removal of dead bodies and injured persons from the
debris, if any, and wherever possible communication may be restored by laying a
diversion, if it is expected that the commissioner of railway safety may have the benefit
of personal examination of the site of accident undisturbed.

Whenever possible, photographs of the wreckage shall be taken, which may afford the
clue to the cause of the accident.

Incase of derailments, the marks on the wheels of engine and/ or vehicles and marks on
the permanent way shall be recorded.

Any engine ,vehicle or other materials involved in an accident must be set apart till it is
examined.

Speed recorder with chart must be seized with the signature of the driver at the reverse of
the chart.

Incase of fire in train, the affected coaches/wagons or the portion of the railway property
should be preserved for inspection by the forensic scientists.

One photographer with camera and necessary equipments should form integral part of the
group of staff who accompany the ARME and ART.

Supply of Refreshments, foods and beverages to the passengers and staff at site of accident.
a) Refreshments, foods and beverages may be supplied free of cost to the passengers at site of
accident.
b) Sr.DCM or in his absence DCM/ACM shall be responsible to take necessary action in this
regard.
c) The senior most officer at the site shall have the powers to:i) Arrange conveyance for the affected passengers free of cost.
ii) Incur expenditure, if necessary, for supplying free food to the affected passengers.
d) Free food will also be supplied to the staff including officers, engaged in restoration works at
site. In this case payment of diet allowance is not permissible.
Dispatch of free telegrams

Inland express telegrams to the close relatives will be allowed free of cost.

The passengers of the affected train , may be provided to use phones/ DOT phones,
wherever feasible free of cost. SM/Railway officers at the site of accident may hire cell
phones for this purpose.

Accommodation of the relatives of the deceased: - Waiting Hall, Retiring room free of
charge.

Issue of Complementary passes: Complementary passes may be issued to the close

relatives to return their destination.

Safe custody and appropriate disposal of the luggage:- RPF and commercial staff at the
site of accident will ensure safe custody of the luggage of the passengers

Care for the trapped/ injured

All necessary actions to be taken by railway officers and staff to extricate injured
passengers from the debris.

On arrival at the site of accident, the railway medical officials shall offer medical aid as
best as possible and shall arrange for the transport of the seriously injured persons to the
nearest available hospital promptly.

Officers of all departments shall render all possible assistance to the medical officer in his
effort to reach the site of the accident with his medical team and to give treatment to the
injured.

In the event of injured persons being treated at non railway hospitals, the senior most
medical officer of the division will maintain close liaison with the hospital authority. In
order to keep information's of latest developments.

Ex-gratia payments:
1. In the event of a train accident, Ex- gratia payments to be made in case of death /injuries
irrespective of whether bonafied authority to travel has been produced or not.
2. The amount of ex- gratia relief payment to the dependents of dead or injured passengers
involved in train accidents shall be as under:

In case of death-

In case of grievous injuries-

Upto 30 days of hospitalization

= Rs. 15000/= Rs.5000/-

Upto further six months of hospitalization = Rs. 1000/-per week or part thereof the
period for indoor treatment;
Upto further six months of hospitalization = Rs. 500/- per week or part thereof the
period for indoor treatment.

Incase of simple injuries-

= Rs. 500/-

3. The amount of ex- gratia admissible to road users who meet with an accident due to Railways
prima facie liability at manned level crossing shall be as follows:

In case of death

= Rs. 6000/-

In case of grievous injuries = Rs. 2500/-

In case of simple injuries-

= Nil.

4. Ex-gratia payments should also be made to Railway servants killed or injured on duty by a
moving train.
5. No ex-gratia payments will be admissible to the trespassers, persons electrocuted by OHE and
road users at unmanned level crossings.
Video coverage at accident site.

Prior to undertaking restoration measures at an accident sites, suitable video film

coverage should be arranged where ever feasible. Out side trade may be hired for the
purpose. DRMs should take suitable actions accordingly.

What are the duties of the officer In charge of the Divisional Control office?
The Senior Divisional operations Manager or in his absence the Divisional Operations
Manager shall take charge of the Control office who shall be assisted by Officer/ senior
subordinates of all the concerned branches and shall have the authority to summon for such
additional assistance as he deems necessary. He shall:a) Keep a close watch on the movement of ARME/ART;
b) Make necessary arrangements for Doctors and medical staff from near by hospitals, medical
units or stations to move promptly to the site of accident;
c) Keep a close touch with the officer in charge at the site of accident to ascertain the position
and particularly the assistance required at site.
d) Ensure that the report of accident has been advised to all concerned officials including civil
and police authorities.

e) Collect details information of accident, progress of rescue, relief and restoration operation and
pass on the information to the headquarters;
f) Divert/Cancel trains and also run duplicate/ transshipment of trains as their circumstances
may demand.
g) Arrange for transporting the stranded passengers from the site of accident to suitable places.

What are the duties of disaster Monitoring Cell of the division?

Immediately on receipt of information of a serious accident, all railway branch officers
concerned must report at the control office or at the nominated place and take the following
action promptly;
a) Decide, the officers who will be deputed to take charge at the site and at the Divisional
control office.
b) Arrange the quickest means for reaching the site of accident;
c) Ensure that resources of all departments are promptly made available for rendering
assistance to passengers, in clearing the line and, if required, for transshipment of traffic.
d) make out a general plan of action for dealing with the accident and detailing the
duties of officers of different Branches and other officials;
e) Ensure that all civil authorities concerned and other concerned officials have
attended the site of accident;
f) Ensure attendance of doctors, ambulances and other available road vehicles in
addition to ARME and / or Relief train;
g) Keep a close touch with the officer- in charge at the site of accident and dealing
centers and see that all assistance is provided and properly utilized in rescue and
relief measures;
h) Keep close touch with Headquarters, adjacent divisions/ Railways for necessary
assistance.
What is an enquiry?
An Inquiry means the Judicial /Quasi- judicial proceedings. It is a set up of arbitrators
committee formed amongst the concerning departmental officers. They collect the evidence and

statements of the employees, having link with the accident and they are cross-examined by the
members of the committee to arrive at a comprehensive conclusion about the cause of the
accident based on factual and / or circumstantial evidence.
What are the objects of inquiry?
i)

To establish the cause / causes of an accident,

ii)

To ascertain the rule / rules violated by any person,

iii)

To fix up responsibility on the correct person / persons for the accident,

iv)

To ascertain whether there has been any general laxity of working, supervision of
maintenance, or other indirect cause / causes which may have contributed to the
accident,

v)

To find out the defects, if any, in the system of working and suggest means and
measures to prevent recurrence of similar accidents in future, and

vi)

To find out whether there has been laxity or avoidable delay in rendering relief and
restoring through communication.

When inquiry is held?

i)

The accident falls within the purview of section 113 of the Railway Act 1989,

ii)

There is reason to believe that railway staff are responsible either on Prima Facie
evidence or on Police report,

iii)

When system of working is suspected to be defective,

iv)

When accident is serious in nature,

v)

When CRS wants to hold an Inquiry or requires the Inquiry to be held,

vi)

The cause of the accident is not clear,

vii)

If ordered by GM/CSO,

viii)

If ordered by DRM

What are the different types of accident inquiry?

Depending upon the gravity of the accident, accident enquiries are conducted by various
Committee / Authorities at various levels.
i)

Commission of Enquiry

ii)

Commissioner of Railway Safetys Enquiry

iii)

Magisterial / Judicial Enquiry

iv)

Police Investigation

v)

Joint Enquiry

vi)

Departmental Enquiry

Joint and Departmental Inquiries may be held by

a) Administrative Officers
b) Senior Scale Officers
c) Junior Officers
d) Senior group C supervisory Officials
What is the level of inquiry?
i)

Depending upon the gravity of an accident and public interest generated thereupon,
Central Government appoints a Commission, under the Commission of Inquiry Act
1952, to inquire into the accident.

ii)

All serious accidents are inquired by CRS as per Section 113 of the Railways Act
1989.

iii)

In case, CRS or CCRS is not in a position to inquire into the serious accident case, the
inquiry shall be done by a Committee of JA-grade Officers with DRM as the
accepting authority subject to the review by CSO.

iv)

All cases of collisions falling under A-1 to A-4 categories shall be inquired into by a
committee of SAG officers with General Manager as the accepting authority unless
the same is being inquired into by CRS.

v)

All other consequential train accidents except unmanned level crossing shall
inquired by a Committee of JA grade Officers; in case of its absence, by
Officers. DRM shall be accepting authority for these inquiries

be
Branch

subject to the review

by CSO.
vi)

Consequential unmanned Level Crossing accidents and all other train accidents shall be
inquired into by Committee of Senior or Junior Scale Officers as decided by
respective DRM with DRM as the accepting authority.

vii)

All Yard Accidents shall be inquired into by a Committee of Senior

Supervisors with Sr DSO / DSO as accepting authority.

viii)

All cases of Indicative Accidents shall be inquired into by a Committee of Senior or

Junior Scale Officers with DRM as the accepting authority.

ix) All cases of Equipment Failure shall be inquired into by Senior Supervisors /Supervisor
of respective departments.
ix)

General Manager or DRM can have the inquiry conducted by a committee of higher
levels of officers than the above mentioned levels depending upon the seriousness of
the accident.

xi)

In accident cases wherein the inquiry committee determines responsibility on the staff
of Foreign Railway, the Inquiry Report should be put up to the Principal Head of the
Department of the concerned department of the railway on which the accident took
place through CSO after which such inquiry report shall be accepted by the AGM
(instead of DRM). Finalization of Inter-railway DAR cases arising out of such inquiry
reports be followed up by the Principal Head of the Department of the concerned
department of the railway on which the accident took place. If suitable response is not
received from the respondent railway at General Managers level, then the case
should be referred to Railway Board.

xii)

All inquiries will be ordered by the concerned DRM except for inquiries into collisions
as per item (iv) above wherein GM will order the inquiries.

What is the schedule for inquiry?

The target date laid down for holding and processing are given below:D

= Date of accident = SM concern shall issue all concern

message within 12 hour of the accident occurred.

D + 1 = DRM / GM shall order the inquiry, if no particular

department accepts the responsibility.
D+3

= Committee shall convene the inquiry into the accident.

D+7

= Submission of Inquiry report to DRM / GM.

D + 10

= Acceptance of Inquiry Report by the GM / DRM / Sr. DSO.

D + 15

= Inquiry report will be finalised by CSO / AGM.

D + 20

= Submission of inquiry report to CRS for the section of the

Railway on which the accident occurred with the remarks.

A copy of the findings of the Inquiry Report has to be sent
to Railway Board.
D + 90
Note: (i)

= DAR action against responsible officials to be completed.

DRM / GM may decide to have the inquiry conducted even if a particular department
accepts the responsibility for enabling thorough review of associated systems
involved in the accident.
(ii)

The limits prescribed above are the maximum period of time. Railway should
make efforts to finalize the Inquiry Report and DAR action as early as possible
but not beyond the prescribed time limit.

Write short notes on :CRS enquiry:All serious accidents are inquired by the Commissioner of Railway Safety as per section 113 of
the Railways Act 1989. However, for any accident, the Chief Commissioner of Railway Safety
may either hold the inquiry himself or direct any CRS to do so. CRS shall notify CCRS, the
Railway Board and the Head of the Railway Administration concerned of his intention to hold an
inquiry, as soon as possible, fixing the date and time of inquiry. Public is called for to give
evidence. Railway Administration also arranges witness to make available whatever other
evidences those are necessary. Senior officers are deputed to assist CRS. DM / DSP / SRP are
also informed to be present in enquiry. CRS submits a preliminary report to CCRS, Railway
Board, and GM and in case of sabotage to the Director, Intelligence Bureau, Ministry of Home
Affairs. Draft report is submitted to all concerned. GM gives his comment on the CRS report and
sends the same to Railway Board, CCRS & CRS within a fortnight of the receipt of draft report
from CRS. PHOD shall submit their remarks within five days of receipt of the reference from
CSO. Punishment awarded to staff shall be advised to CRS for CRS record.
Magistrate inquiry:Whenever an accident covering Sec 113 of Railway Act 1989 has occurred in the course of
working a railway, the District Magistrate or any other Magistrate who may be appointed in this

behalf by the state Government, may either himself conduct the inquiry into the causes of the
accident or direct Subordinate Magistrate (first class, if possible) or Police Officer for inquiry /
investigation. This Enquiry shall be dispensed with in case Commission of Enquiry is appointed
by Central Government. If the Magistrate Inquiry has started, all the evidences records and other
documents shall be handed over to the Commission.
Magistrate desiring to hold an inquiry, shall at once inform the Head of the Railway
Administration concerned and DRM by telegraph, of the date and time at which the inquiry will
commence enabling Railway Administration to summon the requisite evidences.
The Result of the Magistrate Inquiry has to be communicated to the Head of the Railway
Administration as well as to CRS.
Judicial inquiry:A Magistrate may summon any Railway servant and any other person whose presence may be
necessary. After taking evidence and completing the enquiry, if he considers that there are
sufficient grounds for holding a Judicial Inquiry, shall take requisite steps for bringing to trial
any person who may be considered to be criminally liable for the accident.
Police investigation:The Railway Police may make an investigation into the causes, which led to any accident
occurring in the course of working a Railway (i) when attended with loss of human life or
grievous hurt or with serious damage to Railway property of the value exceeding Rs 2 crores or
has prima facie due to any criminal act or omission; (ii) when DM/Magistrate has given
direction.
Police investigation shall be dispensed with
i)

when Central Government has appointed a Commission of Inquiry

ii)

when Central Government has appointed any other authority

iii)

when Magistrate Inquiry has been commenced

Joint inquiry: Whenever a reportable train accident has occurred in the course of working a railway, the
head of the Railway Administration concerned shall cause an injury to be promptly made

by a committee of Railway officers to find out the causes of accident. Such inquiry may
be termed as Joint Inquiry.
In case of accident not falling under Section 113 of Railway Act 1989 such as Averted
Collision, Breach of Block Rules or other Indicative Accidents, Railway Administration
may cause a joint inquiry.
Competent Authority to issue orders for holding joint inquiry
i) General Manager ( A-1 to A-4)
i) DRM ( All other Accidents )
Whenever a joint inquiry is to be made, the Head of the Railway Administration
concerned shall cause notice of the date and time of the commencement of the inquiry to
the District Magistrate / DC of the district or other officer appointed in this behalf, the
Superintendent of Police; the CRS concerned and Head of the Railway Police of the
jurisdiction at which the accident occurred. If there is no Railway Police the officer in
charge of the Police station concerned may be advised.
When a joint inquiry is held after receipt of information about the inability of the CRS to
hold an inquiry, the Head of the Railway Administration concerned shall issue a Press
Note in this behalf inviting the public to tender evidence at the inquiry or send
information relating to the accident to the Joint Inquiry Committee.
A joint inquiry shall be held at the station nearest to the site of accident and within three
days after the occurrence of accident. If there is no siding facility to stable the Inspection
Carriages the inquiry shall be held at the nearest station where siding facilities exist. The
site of accident shall be inspected immediately.
The Senior Officer in all cases shall preside. Seniority shall be decided by rank. Officers
officiating or temporary in rank shall be at par with the officers confirmed in that rank.
The relative seniority in any one rank shall be based on the date of increment in the junior
time scale.
When the Inquiry Committee consists of senior subordinates only, the senior most official
belonging to any department, shall preside.
The date once fixed should not be changed, except in case of absolute necessity.
The representative of each department shall be responsible for summoning and arranging
for the attendance at the enquiry of the staff, able to give evidence, of his own

department. The presiding officer shall arrange for the attendance of any other witness
whose presence is desirable.
When Police officials and Magistrates attend inquiry they are to be treated as also
present. Their duties will be only to see that the evidence is properly recorded and that
the salient points of the case are carefully inquired into. They may be permitted to put a
question to the witness through the President in matter involving a point of law or to
bring out a point more clearly. The Findings and Discussion of Evidence and Reasons for
Findings must not be drawn out in their presence. But copies of proceeding may be
furnished to the Police, as and when requested except the Recommendation, Matter
brought to light, System improvement etc.
When a joint inquiry may be dispensed with?
A Joint Inquiry may be dispensed with under the following situations
a)

If any Inquiry is to be held by the Commissioner of Railway Safety or a

Commission appointed under the Commission of Inquiry Act, 1952 (60 of 1952) or any
other authority appointed by the Central Govt, or

b)

If there is no reasonable doubt as to the cause of the accident, or

c)

When the cause of accident appears to be clear and the department concerned accepts
the responsibility.

What are the preambles of DAR?

Article 311 of Constitution of India provides protection to civil servants. It reads
Dismissal, removal or reduction in rank of persons employed in civil capacities under
the Union or a State.
No person who is a member of a civil or a civil service of a state or holds a civil post
under the Union or a State shall be dismissed or removed by an authority subordinate to
that by which he was appointed.
No such person as aforesaid shall be dismissed or removed or reduced in rank except
after an inquiry in which he has been informed of the charges against him and given a
reasonable opportunity of being heard in respect of those charges.
As such need and importance of departmental D&AR proceedings can not be over
emphasized.

Guilt should not be compromised and offender to be penalized commensuration with the
gravity of offence.
Apply full logical mind before going for DAR action.
What is suspension?
Suspension is an action where by a Railway Servant is kept out of duty from his position for the
time being. Thus, in Railways an employee is known to have been suspended when he is kept
deprive to perform his duties as per his position. But one does not lose his Office or suffer any
degrading by suspension. Suspension is not a penalty. Suspension means keeping the employee
away from discharging his Official duties temporarily.
When the staff may be suspended?
a. When a disciplinary action proceeding is contemplated or is pending.
b. When he has engaged himself in activities prejudicial to the interest of the security of the
state .
c. Where a case against him in respect of criminal proceedings is under investigation,
inquiry or trial .
When the staff must be suspended ?
When the competent Authority is of the opinion that
a. The continuance of the employee in working may endanger public safety or cause serious
damage or loss to Railway property or may prejudice the enquiry in to the charge or may
lead to loss of relevant records.
b. The offence for which he is charged i. e. charges involved serious moral turpitude.
When the staff may not be suspended ?
a. Staff should not be suspended indiscriminately and without sufficient reasons.
b. Suspension is uneconomical to the administration and staff, both. i.e. .
(i)

Admn. Losses man days, staff gets subsistence allowance @ 50%, 25% or
75% without work.

(ii)

The staff undergoes mental torture and economic hardship.

When a Railway servant shall be deemed to have been placed under suspension.?
a. With effect from the date of his detention, if he is detained in custody for a period
exceeding forty eight hours .

b. In the event of a conviction for an offence , he is sentenced to a term of imprisonment

exceeding forty eight hours , with effect from the date of conviction.
c. When penalty of removal , dismissal or compulsory retirement is set aside by appeal or
review or declared void by order of a court of Law from the date of removal /
dismissal / comp. Retirement .
Entitlement during Suspension
Subsistence allowance = of wages,
Review:- Before 90 Days,
Passes:- nos for Gaz, 01 set for NG,
PLB:- Payable after revocation,
Medical facility:- Outdoor & indoor,
Can act as defence council,
Can be elected as office bearer of union,
Can be called for selection/ S-test (Result in sealed cover),
Can leave HQ with permission only,
No type of leave to be granted,
No increment,
Stagnation increment is allowed.
REVOKING OF SUSPENSION
3. An order of suspension made or deemed to have been made under this rule, may, at any time,
be modified or revoked by the authority which made or is due to have made the order.
What is Charge sheet?
1.It is primary document which sets a disciplinary action in motion (Charge sheet does not say
about any penalties to be imposed).
When do you propose to issue a charge sheet?
When there is prima facie evidence.
The issue of charge sheet necessitate to comply with the provision of Article 311(2) of the
Constitution of India which states No person shall be dismissed or removed or reduced in rank
except after an inquiry in which he has been informed of the charges against him and given a
reasonable opportunity of being heard.

What is speaking order?

While issuing NIP. The speaking order should contain in brief:The charges leveled against the delinquent employee,
The basis on which each and every charges alleged has been proved or not proved.
The reason which the disciplinary authority conclude that the imposition of a particular
penalty commensurate with the gravity of the offence and it meets the end of Justice.
In simple language should answer chronologically as to:1. Who has been issued the charge sheet?
2. What for has been issued the charge sheet?
3. How have the charges alleged against has been proved or not proved?
4. What penalty has been imposed?
5. Why the said penalty has been imposed?
6. Why the penalty has been imposed can be one or all the following to(i) For having violated so and so rule (Mention of this is a must).
(ii) That the penalty commensurate with the gravity of the offence.
(iii) That it meets the end of Justice.
Note about speaking order
Without speaking order no penalty should be imposed by disciplinary authority at all.
Appellate authority should not enhance the penalty without any speaking order.
On revision also speaking order is a must for enhancement of the penalty by revising
authority.
CHECK LIST AT THE TIME OF ISSUE OF CHARGE SHEET
1. Prima facie evidence,
2. Gravity of offence,
3. Major or minor charge sheet,
4. Suspension warranted or not,
5. Documents and witnesses (Have statement of every witness recorded).
CHECK LIST AT THETIME OF FRAMING OF CHARGE SHEET

1. Language- simple, precise, clear and one that is understood by charged officer/ official
2. Place, date and time of incidence, Rules, orders, instructions etc. violated.
3. Separate charge with rule violated for each allegation.
4. No spitting. No multiplicity, Matter already decided not to be included.
5. Correct name and designation of charged officer and signed by the DA with his name and
designation.
CHECK LIST AT THE TIME OF SERVICE & ACKNOWLEDGMENT OF CHARGE
SHEET
1. Serve within 90 days of suspension,
2. Not to be served through subordinate,
3. Two witness's signature,
4. Signature in case of refusal to accept, By registered post to last known address,
5. Not to open undelivered registered envelop, but to be pledged on record.
CHECK LIST AFTER SERVICE OF CHARGE SHEET TO CO
1. Await defense- 10 days from the date of receipt.
2. Defense not received- confirm from unit in charge.
3. On receipt of defense- inquiry warranted or not (even in case of minor penalty an inquiry
should be held if it is being proposed to impose penalty that may effect pensioner
benefits, or withholding of increment with future effect for any specific period or without
future effect for a period more than 03 years and penalty of reduction to lower scale in
time scale of pay for less than 03 years which would effect the pensionary benefit of the
CO.
4. Nomination of IO/ PO.
5. Keeping check on the progress of inquiry with IO.
CHECK LIST OF CONDUCT OF INQUIRY BY IO
1. Inform date/ time and place.
2. Inform to attend defense council.
3. Mention warning of not postponing of date for more than one occasion due to defence
assistance.

4. Confirm acceptance and/ or inspection of documents or additional documents and

witness desired with their relevance to the case.
5. Copy of the letter to the DA, defense asstt ( if intimated) and all witnesses desired with
their relevance to the case.
6. Copy of the letter to the DA, charged official, defense asstt. To held ex-party inquiry in
case all absented in the first occasion and genuine reason or absence not intimated.
7. Preliminary Inquiry 5 Questions (1 to 5 as already covered in details..
8. Day to day proceedings Examination in chief, cross examination, re-examination,
exhibiting all relevant documents, adduced during the course of the Inquiry (5 copies
with signature of IO, CO, DC & PO)
9. At the end of the inquiry point out evidences, going against the charged employee,
supply of copy of the POs brief if any.
10. Take written brief from the charged employee (within a reasonable time from 3 to 10
days).
11. Draw Findings (3 copies) to be written as under :12. 1st Para SF7 + SF5 (Annex. I to IV in brief plus additional documents or witnesses
adduced during inquiry)
13. 2nd Para Gist of the proceedings, and
3rd Para Concluding as to charges proved or not proved. Ensure that no additional charge is
included unless given opportunity to defend it during the course of Inquiry. Never suggest
quantum of punishment.
What are the different types of penalties?
Penalties are of two types:1. Minor Penalties, &
2. Major Penalties
(311 of COI)
The following penalties as provided in Rule 6 of the discipline & appeal rules, be
imposed on a Railway servant.
What is minor penalties?
i. Censure,
ii. Withholding of privilege pass/s or privilege ticket order/s or both.

iii. Recovery from his pay of the whole or part of any pecuniary loss caused by him to the
government or Railway administration by negligence or breach of orders.
iii

(a) Withholding of his promotion for specified period,

(b) Reduction to a lower stage in the time scale of pay fro a period not exceeding 3 years
without
cumulative effect and not adversely affecting his pension.

STIFF MINOR PENALTIES:iv. Withholdings of increments of pay for a specified period with further directions as to whether
on the expiry of such period, this will or will not have the affect postponing the future increments
of pay.
What is major penalties?
v. Reduction to a lower stage in the time scale of pay for a specified period, with further
directions as to whether only expiry of such period, the reduction will or will not have the effect
of postponing future increments of his pay.
vi. Reduction to a lower time scale of pay, grade, post or service, with or without further
directions regarding conditions of restoration to the grade or post or service from which the
Railway servant was reduced and his seniority and pay on such restoration to that grade, post or
service,
vii. Compulsory retirement
viii. Removal from service which shall not be a disqualification for future employment under the
government or Railway administration.
Stiff Major Penalty
ix. Dismissal from service which shall ordinarily be a disqualification for future employment
under the government or Railway administration.
Procedure for Recording warning and censure:1. Warning and recorded warning is not a penalty. Warning is given for negligence, carelessness,
lack of interest. For some act or omission. Educate/ Coach/ Motivate staff in the areas of their
working and update their skill. Warning/ written displeasure to be tired in normal situation.
2. Censure is a minor penalty and can be imposed on the Railway servant as a formal
punishment. In this the person has been held guilty of some blameworthy act or omission.

3. An order of censure is a formal and public act intended to convey that the person concern has
been held guilty of some blameworthy act or omission.
What are the procedure for imposition of Minor Penalties under Rule 11 of RS(D&A)R,
68?
1. Inform in writing of the intention to take action.
2. Statement of imputation of misconduct or misbehavior to be made available.
3. Reasonable opportunity of making representation (submission of defence),
4. Hold inquiry as per rule 9(Clause 6 to 25) in case DA is the opinion that inquiry is
necessary (Use SF/11(b)),
5. Record findings on each imputation of misconduct/ misbehavior with reasoned
(speaking order.)
What is the procedure for imposition of Major Penalties?
a. Only after instituting an inquiry into misconduct- either by DA himself or by appointing and
inquiry officer.
b. The DA should deliver to the Railway Servant a copy of the article of charges, the statement of
imputation of misconduct, a list documents and witnesses by which charges are proposed to be
sustained.
1. Give Railway servant time of minimum of 10 days to submit written statement of
defence.
2. He may allow inspection of documents for preparation of defence or give hearing in
persons.
3. When charges are admitted, inquiry is not necessary, straightway penalty is
imposed.
4. When the charges are denied by the employee, the case is remitted for inquiry
5. During the inquiry, the Railway servant may represent his case with assistance of
any other Railway servant. He can not engage a lawyer unless the presenting officer,
appointed by a DA to represent administrations case is a lawyer.
The following persons can not be engaged as Defence Helpera. Lawyer,
b. Official of a recognized trade union unless he was worked for a period of at

least one year continuously as an official.

c. Any official having more than three pending Disciplinary cases,
d. Retired defence helpers: not exceeding 7 cases.
DA may also nominate a PO,
IO/ Board of inquiry to hold inquiry giving advance notice to CO, DC, DW and PW,
Preliminary inquiry to be conducted where no fact finding inquiry was held,
Examination in chief, reexamination of witnesses, cross examination of all including PO
must be there for the chapter of reasons for findings.
IO to prove or disprove or partially prove the charges in his findings.
1. A copy of the inquiry report is to be given to the charged official if the DA
agrees with the findings of the inquiry report.
2. If, the DA disagrees with any of the findings of the inquiry report of any article
of charge then it should record its reasons for disagreement and record his own
findings before giving to the charged official.
ACTION ON RECEIPT OF FINDINGS
Ensure proper procedure followed or not.
Send copy of the findings with reasons for disagreements if any along with copies of Day
to Day proceedings to CO to enable him to forward final defence before the imposition of
penalty.
Issue speaking orders (.Ensure power in SOPDAR)
Ensure entry in Service Book of CO in Red Ink.
Send copies of NIP addressed to all concerned for the implementation of the penalty
imposed. (Mention provision for submission of Appeal to the NIP to proper AA within
45 days time.
What is appeal?
Appeal is a representation against an order with which one is aggrieved.
An employee has a right to appeal against any orders of suspension or deemed
suspension, or
Any penalty imposed by the disciplinary authority, appellate authority or reviewing
authority, or

Any order that hampers or denies or changes his service conditions or is intercepted to his
disadvantage.
Appeals against any order can be made to:i.

The authority next above;

ii.

Appeal has to be made in once own name and individually addressing proper appellate
authority.
Within 45 days of receipt of the order;

iii.

Should not be forwarded or countersigned by a Lawyer or through Unions;

What are the rules for acceptance of appeal?

1. Received within specified time of 45 days from the date of receipt of N.I.P.,
2. Addressed to correct appellate authority,
3. Delinquent employees own name and signature,
4. Penned in a respectful and proper language,
5. Restricted to the charges leveled and for which he has been imposed the punishment.
Special provision for NonGazetted staff
Mercy appeal of removed group C staff for reinstatement may be considered by General
Manager.
Similarly mercy appeal of removed Group D divisional staff may be considered by
DRM.
Save of group D non-divisional staff may be considered by concerned PHODs.
Special procedure in certain cases (No inquiry cases)
14(i)- Penalty for conviction in criminal charges (show cause notice is necessary).
14(ii)- Where the DA is satisfied for recording the reason in writing that inquiry is not reasonably
practicable (Say participation in large scale illegal strike, work stoppage etc.).
14(iii)- When President satisfied in the interest of security of state, not expedient to hold an
inquiry.
What can be appealed against?
1. Any service matters,

2. Subsistence allowance if review is not done after 90 days,

3. Against suspension if charge sheet is not issued within 90 days from the date of placing
the employee under suspension.
What can not be appealed against?
1. Any order made by President of India,
2. Any order that is of an interlocutory or Step-in-aid nature,
3. Any order passed by inquiry officer during the course of inquiry.
REVISION
Revision order in disciplinary cases under Rule 25, only Railway Board, GM and an
Officer not below the rank of deputy head of department or DRM are empowered to
revise any order passed by an authority subordinate to them and to reconsider an earlier
order passed on an appeal by them.
What is Natural Justice?
Justice should not only be done, but also seem to have been done.
Justice delayed, Justice denied.
Adhere target for finalization of DAR cases i.e.
215 days for departmental cases,
365 days for Railway vigilance cases,
470 days for CBI/ CVC cases
What are the principles of Natural Justice?
There are two principles of natural justice which are universally recognized as
fundamental to the dispensation of Justice.
The proceedings must be free from prejudice or bias of any kind. The principle is based
on No one shall be a judge in his own cause. May also be referred to as Principle of
Impartiality. The accused person must have an adequate opportunity to present his
defense to prove his innocence. The principle is based on Hear the other side. May also
be referred as Principle of fairness (i.e. everything should be in good faith and there
should not be any biasness.
Railway employees (except RPF/ RPSF personnel) are getting protection of their services
under Article 311 of the Constitution of India. The Discipline and Appeal rules for

Railway employees was CCS(CCA) Rules, 1966 and w.e.f. 01.10.1968. R.S.(D&A)
Rules, 1968 came in force for Railway employees. ( Disciplinary rules for RPF/RPSF
Personnel are in RPF Act, 1957 and RPF Rules, 1987).
What is the goal of disciplinary action?
a. Disciplinary authority- to punish the guilty,
b. Defence council and charge official- to disprove the charge,
c. Inquiry officer- to find the truth,
d. The witnesses- to substantiate the charge.
What is the system of application of these rules?
a. These rules are applicable to every Railway servant but shall not apply to any
member of the All India Services.
b. Any member of the Railway Protection force as defined in the Railway Protection
Force Act, 1957.
c. Any person in casual appointment.
d. A person for whom special provision is made in respect of matters covered by these
rules or under any law for time being in force with the previous approval of President.
e. Notwithstanding anything contained in sub rule (1), the President may order, exclude
any class of Railway servants from operation of all or any of these rules.
Appointments are of two types i.e. initial (remain constant) & Promotional (Varies from
post to post, service to service)
Appointing Authority:Authority who appointed him initially to Railway Service or appointed in promotional
post whichever is higher.
Disciplinary authority:Authority to institute proceedings.
OR
Exercises Disciplinary Power as per SOPDAR.
Schedule I, II & III. Schedule II is for Zonal Railways & PUS. Suspension:Suspension means keeping an employee away from his official activities temporarily.

Suspension is not a penalty.

Suspension must follow disciplinary action for imposition of major penalty.

CONCLUSION
The key to a rational DAR proceedings is a precise substantive charge sheet, well
supported by documents/ witnesses. Major charges will require a fresh charge sheet,
which can be issued either before the RH or else fresh hearing to be recorded thereafter.
Delays in the DAR proceedings are not desirable as they may vitiate the process.
Principles of Natural Justice are to be invariably ensured in DAR proceedings.
General principles governing departmental proceedings must be born in mind.
Inquiry findings must be based on cogent reasons.
STANDARD FORMS
SF-1

SUSPENSION,

SF-2

DEEMED SUSPENSION,

SF-3

UNEMPLOYMENT CERTIFICATE,

SF-4

REVOCATION

SF-5

MAJOR PENALTY CHARGE SHEET,

SF-6

REFUSAL OF ADDITIONAL DOCUMENTS,

SF-7

APPOINTMENT OF INQUIRY OFFICER,

SF-8

APPOINTMENT OF PRESENTING OFFICER,

SF-9

A-C CANCELLED DURING 1972 AND 1975

SF-10

CHARGE SHEET IN COMMON PROCEEDINGS,

SF-10A

APPOINTMENT OF INQUIRY OFFICER IN COMMON PROCEEDINGS,

SF-10B

APPOINTMENT OF PRESENTING OFFICER IN COMMON PROCEEDINGS,

SF-11

MINOR PENALTY CHARGE SHEET

SF-11(b) INQUIRY IN MINOR PENALTY CHARGE SHEET

SF-11(c) MINOR PENALTY AFTER ISSUE OF SF-5,

SF-12

SHOW CAUSE NOTICE (NPP) for removal of convicted staff or

Enhancement of any penalty at Appeal or Revision

What do you understand by traffic survey?

It means detailed studies and analysis of existing condition of the traffic as well as future
prospect in that regard in connection with construction of new lines, gauge conversion, doubling
of lines, restoration and other traffic related set up in a particular place or area.
How many kinds of survey are there?
1. Traffic survey;
2. Reconnaissance survey;
3. Preliminary survey;
4. Final location survey.
What is the necessity of traffic survey?
Before undertaking any project it is necessary to analyze the need of the consumers of the area;
suitable alignment taking into the benefit of users and above all the financial viability of the
project.
What is the object of traffic survey?
It is a detailed study of the traffic conditions of the area to determine promising route,
probable traffic, existing facilities available and standard of construction required.
What is the method of traffic survey?
The survey is carried out by the Commercial Department either independently or with
Engineering Department. All possible data should be collected in the beginning only to avoid
repetition of the survey. The Officer-in charge of the survey shall be supplied with the terms of
reference.

Terms of reference
Tentative alignment plotted on the top sheet. Particulars of any existing railway in the area,
Interest involved in the proposal and scope and nature of investigation to be carried out ,
Estimated copy of surveys with its details, Time limit for completion of survey work and
submission of project reports and Guidance regarding preparation of the project reports and
estimates.
Field work
It consists of Visiting trade centers, consulting local authorities and prominent citizens as regards
trade, industry, Most possible route, alternative alignments and Possible extension.
Census should be conducted wherever necessaryTo assess inward /outward goods and coaching traffic, Existing means of communication,
Their effect on the proposed railway and quantum of long distance and short distance traffic etc.
Estimate
Calculation should be done for coaching and goods traffic earnings and compared with the data
of similar existing lines in the country. Working expenses should be worked out and financial
prospects of the proposed lines should be examined.
Report
Report should be submitted summarizing the information collected diving it in the different parts
such as general description of the country, alternative routes, possible extension, population,
existing imports and exports at station sites, goods and coaching earnings, train services etc.
Rules for Parliamentary control over Railway finance:Article 114 (3) of The Constitution of India lays down the Parliament is the supreme authority
and no money can be spent out of Consolidated Fund of India without the vote of Parliament.
The Constitution provides of strict control over finances of the country and calls for attention of
everyone in Government Machinery to be extremely critical of any fresh proposal not

contemplated in the Budget for expenditure and also to be quite vigilant to the pace of
expenditure vis -a -vis Budget allotments.
The control of Parliament over Railway finances is exercised as follows :
a) Through periodical examination of working of Railways by Railway Convention Committee
to review rate of dividend payable by Railway to general revenues:
b) Through Estimates Committee and special Parliamentary Committees to examine estimates
specifically referred to it by Parliament of otherwise.
c) Through interpretations, resolutions, discussions on Budget;
d) Through Public Account Committee;
e) Through Committee on Subordinate Legislation;
f) Through Committee on Government Assurances;
g) National Railway Users Consultative Committee;
h) Through References from Members of Parliament;
The Committee system is an essential part of the system of Parliamentary Control. The
Object of referring a matter to a Committee by the house is to have the matter dealt with
better by a small group of members or in a body which is not fettered by technical rules of
debate and procedure. The method of working of various committees is based on the Rules of
Procedures for Conduct of Business in Lok
Sabha
What is Railway Convention Committee?
Pursuant to recommendations of Acworth Committee (1920-21) Railway Finances wire
separated in 1924 from General Finances primarily to secures stability for general estimates by
providing for an assured contribution from Railways and also to introduce Flexibility in
Administration of Railway Finances. This is known as Separation Convention. A comprehensive
review was undertaken by Convention Committee of 1949, to be effective from 01.04.50 and rate
of dividend is reviewed every 5 Years and integrated with five years plans for resource
mobilizations. This Committee is appointed by the Parliament during its tenure of 5 Years from
among the Members of Parliament, with a Chairman.
What is Estimate committee?
This Committee examines such of the estimates as it may deem fit of are specially referred to it
by Parliament or the Speaker. Its functions are:-

1. To report what economies, improvements in organisational efficiency or administrative

reform, consistent with the policy undertaking the estimates, may be effected;
2. To suggest alternative policies in order to bring about efficiency and economy in
administration;
3. To examine whether the money is will laid out within the limits of policy implied in the
estimates;
4. To suggest the form in which the estimates shall be presented to Parliament:
i) The Committee consists of thirty MPs elected by Lok Sabha every year on principal
of proportional representation by single transferable vote.
ii) Term of office shall not exceed one year.
iii) The Committee may continue the examination of estimates throughout the year and
report results of examination of the house.
What is Public Accounts Committee?
This is a Parliamentary Committee on Public Accounts for examination of accounts
showing the appropriation of sums granted by Parliament for the expenditure of Government of
India, annual finance accounts and such other accounts laid before Parliament as Committee may
think fit.
(1) In scruitnising the Appropriation Accounts and report of CAG thereon the Committee
satisfies itself:-

i) That the moneys shown in accounts as having been disbursed were legally
available for and applicable to the service or purpose to which they have been
applied.

ii) That the expenditure conforms to the authority which governs it;
iii) That every re-appropriation has been made in accordance with provisions under
rules framed by competent authority.
(2)

It is also the duty of the committee: To examine statement of accounts showing income
and expenditure, Balance Sheet, Profit & Loss Account as audited by CAG

(3)

If any money has been spent on a service during a financial year in excess of grant it
will examine w.r.t. facts and circumstances of each case leading to excess and make its
recommendations.

(4)

i) The Committee consists of 22 member elected by both houses of Parliament every

year according to principle of proportional representation by single transferable
vote;
ii) The term of office shall not exceed one year;
iii) Chairman will be appointed by speaker from amongst the members.

Committee on Subordinate Legislation:

This committee scrutinizes and report to parliament whether the powers to make regulation,
rules, sub-rules, bye-laws conferred by the Constitution or delegated by a Parliament are being
properly exercised within such delegation.
Parliamentary Financial Control
Annual Budget Under Article 112 of the Constitution a statement of estimates of annual
receipts and expenditure whether on capital or revenue account is laid before both houses of
Parliament by Minister of Railways under voted or changed in the forms of Demands for Grants,
vote of Parliament is taken only votable expenditure.
Cut Motion
Member of Lok Sabha may send their proposals for cuts in individuals demands. A motion may
be moved in Lok Sabha to reduce the amount of a Demand as follows:
(i)

That the amount of the Demand be reduced by Re.1 as representing disapproval of

policy underlying the Demand Disapproval policy cut:

(ii)

That the amount of the Demand be reduced by a specified amount representing

economy that can be effected Economy cut:

(iii) That the amount of the Demands be reduced by Rs. 100 in order to ventilate a
specific grievance Token cut
Question in Lok Sabha, Rajya Sabha :
Any Member of Parliament may ask a question for obtaining information on a matter of public
importance. Questions are of following kinds to be answered within 10 days:

Starredi.e. questions for oral answers on which supplementaries may also be asked on the
floor of the House.
Unstarred i.e. replies to which are laid on table of the House. Short notice questions will be
replied or time will be given for answer.
Discussion on Urgent Matters :
Through adjournment motion or a calling attention notice.
Committee on Government Assurances :
This Committee scrutinises, whether the assurances, promises, undertakings etc. given by
Ministers from time to time on the floor of Lok Sabha/Rajya Sabha have been implemented
within the minimum time necessary for the purpose.
National Railway Users Consultative Committee:
In order to given general public voice in management of Railway and to remain in close touch
with public opinion, this council was formed in 1953. It consists of 70 Members appointed by
Railway Minister as under:
(i)

Secretary of Ministers Agriculture, Industry, Commerce, Shipping, and Transport,

Steel and Mines, Tourism and Civil Aviation:

(ii)

Railway Board Chairman, Members, Adviser Traffic,

(iii) 15 MPs of Lok Sabha, 5 of Rajya Sabha

(iv) A Representative of each Zonal Committee:
(v)

Representatives of Coal, Steel, Minerals, Jute, Cotton, Sugar, Cement, Salt Industries

(vi) One Member from each Chamber of Commerce and Manufacturers;

(vii) One Members of Agricultural Interests;
(viii) Three Member of Economic Research institutes;
(ix) Two or three retired Railway officers GM/Member of Board with special experience;
(x)

Eminent persons who take interest in Railway problems.

Note : This committee has since been dissolved, rather scrapped by RM reconsidering its utility
and restructuring.
Reference from MPs :
MPs may address Ministry of Railways on any matter of Railway working. These letters are
attended to immediately and final reply is issued as soon as possible.

What are the rules for control over expenditure?

The control over expenditure on working expenses and on Works Expenditure is exercised
throughWorking Expenses:The Associated Accounts Officer, in the beginning of each financial year, in consultation
with the Spending Authorities and based on the past experience, works out and distributes the
revenue Budget Allotments of the year under each sub-head of grant for each month. This
distribution of Allotments is known as Proportionate Budget
The proportionate Budget is posed in red ink in the register of Revenue Allocation maintained in
the Accounts Office and posted directly from CO 7 and adjustment Memos. The expenditure so
recorded in the Revenue Allocation register is compared with proportionate Budget monthly
allotments and is watch through monthly financial reviews in order to see that expenditure is not
proceeding at mote rapid pace than of proportionate Budget allotment of each month and to the
end of month.
These reviews enable the Spending Authorities to take remedial measures either to curb the
expenditure or to ask for additional funds at appropriate Budget stage as to avoid any explanation
for excess in Appropriation Accounts.
Note : On most of the Railways the maintenance of Revenue Allocation Register has been
computrised and all the above items are taken on computer except for restricting the expenditure
when it is likely to exceed the allotments.
Work Expenditure
The Control over expenditure on Works under grant 16, namely, Capital, DRF, DF,
OLWR and ACF is exercised through the medium of works register, where running comparison
of the following two sets is made :
(i)

Between the actual expenditure and Budgetary allotments;

(ii)

Between the actual expenditure and the estimated cost of work shown in Works,
Machinery and Rolling Stock programme.

To exercise control over expenditure on works. the first and foremost point is that no work
should be started unless a detailed estimate is prepared and sanctioned by the competent
authority subject to the provision of funds during the year.

What do you understand by Cannons of financial propriety?

Sanctioning authority must pay due regard to which sanctioning expenditure to the following
principle:(i)

The expenditure should not Prima-facie be more than the occasion demands and that every
Government servant should exercise the same vigilance in respect of expenditure incurred
from public moneys as a person of ordinary prudence would exercise in respect of own
money.

(ii)

No authority should exercise its powers of sanctioning expenditure to pass an order which
will be directly or indirectly to its own advantages.

(iii) Public money should not be utilised for the benefit of a particular person or section of the
community, unless:a)

The amount of expenditure involved is insignificant; or

b) A claim for the amount could be enforced in a court of law; or

c)

The expenditure is in pursuance of a recongnised policy or custom.

(iv) The amount of allowances, such as traveling allowances, granted to meet expenditure of a
particular type, should be so regulated that the allowances are not on the whole sources of
profit to the recipients.
Every Government servant is the custodian of public money. He must consider these
Cannon as most sacred.
What is depreciation reserve fund?
The Depreciation Reserve Fund was started with effect from 1 st April, 1924 to provide for the
cost of renewals and replacements of assets as and when they become necessary. The scope of
the fund varied from time to time as indicated below.
Upto the end of March 1935, the fund was credited with an annual contribution from
revenue calculated on The Straight line Method as follows. Wasting assets were classified and
a normal life was fixed for each class. The total expenditure to the end of the previous financial
year on all the units of each class of asset, divided by the number45 of years assumed as the
normal life of that class of asset, was taken as the annual contribution to the Fund, no credit
being given on account of any unit after the period assumed for its normal life has expired. In
order to simplify the calculation involved, an amount equal to one-sixtieth of the total capital at

charge as shown in the Finance and revenue accounts of the Government of India at the end of
the previous financial year, was set aside annually to cover depreciation with effect from 193536, this fraction being the nearest simple fraction calculated to give results approximately equal
to the results of the complicated procedure followed previously. Under the Convention of 1949
introduced with effect from 1st April 1950 to the fund from the Railway Revenues was made at
the rate of Rs. 30 Crores per annum during the five years period ending 1954-55. Under the
Convention of 1954, the annual contribution to the fund has been fixed at Rs. 35 Crores for the
next quinquennium beginning from 1955-56. The amount of contribution was raised to Rs. 350
Crores for 5 Years from 1-4-61 on the recommendations of the Convention Committee, 1960.
Based on the recommendations of Convention Committee, appropriation to D.R.F. is
made annually on the basis of estimates for 5 Years period.
Taking into consideration ever increasing the needs of Fund, the amount of appropriation
has been on the increase and it stood Rs.1500 Crores for the year 1988-89 and has been gradually
enhanced since then. The contribution budgeted for 1993-94 as per RCC recommendation is Rs.
2400 crores.
Besides the above annual contribution the DRF is also credited with the amount realised
form the disposal of an asset the original cost (cost at the debit of Capital/Devl.Fund) of which is
more than Rs. 5000 Crores and the amount realised from the disposal of materials released from
a work replaced at the cost of the Depreciation Reserve Fund, after deducting the incidental
charges, e.g., the cost of dismantling, handling and shifting including freight to Stores Depot.
Another item credited to the Fund is the interest earned on the balance of the Fund. The
following are the items of expenditure debitable to the Depreciation Reserve fund.
(1) The cost of replacement, and renewals as under:(i) The full cost of replacement, including the improvement ad inflationary elements of an
asset should be charged to Depreciation Reserve Fund, if the original cost of the assets
estimated if not known is at the debit of the Capital of Development fund
(ii) When the cost of replacement chargeable to DRF is lesser than the original cost (cost at
the debit of Capital/Development Fund) of the assets replaced, the entire cost of
replacement between the original value or cost and the cost of replacement is credited
to Capital or Development Fund.

(2) The original cost (Cost at debit of Capital) of an asset other than land, estimated if not
known, replaced at the cost of open line works-revenue.
(3) The cost at debit of Capital/Development Fund of an asset (other than land) which is
abandoned or disposed off without being replaced.
(4) The cost of tools and plants specially purchased and of any posts specially created for the
supervision or construction of a work.
(5) The cost of replacement of ballast involving improved type of ballast.
(6)

The full cost or replacement of an asset originally created out of Development Fund,
irrespective of cost.

What is development fund?

In pursuance of revised convention of 1949, the fund was created with effect from 1 st April, 1950
by merging in it, then the existing Betterment Fund was started from 1-4-46. The Railway
Betterment Fund was originally designed to relieve. Capital at charge relating to works for the
provision of amenities for passengers and staff and of expenditure on operating improvements
costing not more than Rs.3Lakhs each which were not likely to produce sufficient return to
cover service charges and interest. To start with, a sum of Rs.12 Crores was transferred to the
Fund from the Railway Reserve Fund (Since renamed Revenue Reserve Fund) and further
credits to the Fund consisted of annual appropriations from the surplus. With effect from 1-4-49
the scope of the Betterment Fund was restricted to meet only the expenditure on works
connected with the provision of amenities for passengers.
The Development Fund as instituted from 1st April, 1950 under the revised convention of
1949, was utilised for financing expenditure on:(i)

the passengers amenity works;

(ii) the labour welfare works costing individually above the New Minor Works limit of
Rs. 25,000;
(iii) the excess over Rs.3 lakhs in cost of each unremunerative project for improvement of
operational efficiency, and
(iv) the construction of new lines (except strategic lines) which were necessary but
unremunerative
What is Audit Report on Railways?

The report prepared by the controller and Auditor General of India relating to the amounts of
Union including the appropriation Accounts in accordance with Article 151 (1) of Constitution of
India is known as Audit Report. This report is submitted to the President who causes the same to
be laid before each house of Parliament. The audit report contains apart from any comments
general interest, the following:
(i) A narration of cases involving financial irregularities losses of public money due to fraud
or negligence, wasteful on nugatory expenditure and criticism thereon and
(ii) Comments and criticism arising out of Appropriation Accounts e.g. accuracy of
budgeting, control of expenditure, excess and savings etc.
The matters falling under (i) above are dealt with in Audit Report Part I while those falling
under (ii) are contained in Audit Report Part II.
What is August review?
Railway Administrations have to review their expenditure in August in order to see whether any
modifications are necessary in the allotment placed at their disposal. The review which is
prepared in respect of each grant is called August Review and is required to be submitted to
the Railway Board so as to reach them not later than 1st September each year.
The Administrations are required to review the position in as much detail as possible at
the time, and if there is any new expenditure which was definitely not anticipated in the budget
and which cannot be postponed without serious detriment to safety or efficiency, they have to
examine whether such expenditure provided for in the budget, when such savings can be
foreseen or can be achieved without serous damage. The review has also to show whether such
examination discloses the necessity of additional grants or the possibilities of net savings, in
order to enable the Board to set off savings on one railways against excesses on another and to
arrive at the estimate of the net additional grant required, if any.
What is Budget?
It is an estimate prepared annually of the approximate earnings and expenditure during the
ensuing financial year under the prescribed heads. Simultaneously with the preparation of budget
estimates for the next year, the revised estimates for the current year are also prepared. The
various spending authorities submit their estimates to the Budget Branch of G.Ms office. The

estimates are scrutinized and consolidated by the Branch and submitted to the Railway Board on
prescribed dates. The Railway Board consolidates the estimates after proper scrutiny and
examination and after approval of the Railway Minister and the Estimates Committee. submits
the same for Parliaments sanction in the shape of Demands for Grants
What is Budget order and Expenditure orders?
The orders by means of which the sanction to grants as voted by the Parliament and the
appropriations for charged expenditure as sanctioned by the President are advised by the Railway
Board to the Railway Administrations and other authorities subordinated to them are known as
Budget orders. There are accompanied by the final issues of Demands for Grants and Works,
Machinery and Rolling Stocks Programmes containing the detailed distribution of the budget
allotment made to the Railway Administrations for working expenses and Capital, Depreciation
Reserve Fund, Development Fund and open line works (Revenue) Expenditure.
What is Pink Book?
Pink book was the name given to the detailed estimates of railways in respect of Works etc. This
formed a part of the budget and was sent to the Railways with the Budget Orders. This is known
as Works, Machinery and Rolling Stock Programme.
How Parliament exercise control over Railways finances through various committees ?
Railway budget is presented in the Parliament in advance of the General Budget of the country.
Separate days are allotted for its discussion and only after the demands of Railway are voted
upon by the Parliament, Railways are allowed to incur any expenditure against them. After the
close of the financial year, Railways are required to make out their Appropriation. Which along
with Comptroller and Auditor General audit report thereon are examined by the Pu8blic
Accounts Committee on behalf of the Parliament. The findings of PAC are placed before the
Parliament. Parliament through its body named as Railway Convention Committee get the whole
financed position of Railway checked up. In addition to other aspect, Railway Convention
Committee review the rate of dividend payable by the Railway undertaking to General Revenue.
Parliament also exercise control over Railway Finance and policies through various committees
whose members are generally elected from the members of parliament as given below:-

(i) Estimate Committee :- This committee examines such of the estimate as it may deem
fit or are specifically referred to it by the parliament.

(ii) Committee on Government Assurances :- This Committee scrutinizes and report to

Parliament whether powers to make regulations, rule, sub-rules, by-laws, etc. conferred
by the Constitution or delegated by Parliament are being properly exercised within such
delegation.

(iii) Committee on Government Assurances :- This Committee scrutinizes whether

assurances, promises, undertakings etc. given by ministers from time to time, on the
floor of the Lok Sabha Rajya Sabha, have been implemented within the minimum time
necessary for the purpose.
In addition to above, Members of Parliament serving on the National Railways Users
Consultative council also contribute towards the formation of policy decisions in regard to the
working of the Railways. Individual Member of Parliament may address the Ministry of
Railways (Railway Board) or a Railway Administration on any matter concerning Railway
working. Members may also ask questions in both the Houses for Parliament on issues connected
with the Railways
What are the different kinds of passes?
Privilege pass
Duty pass
School pass
Post-retirement complimentary pass;
Widow pass
Residential card pass
Special pass.
Who are entitled for privilege pass and PTOs?
All serving employees
Who can be included in the privilege pass/PTOs?
Family (wife, son, adopted son, U/M or divorced daughter (earning or not) widow or divorced
mother U/M or widowed sister brother/step-brother under twenty one years of age provided he
resides with and is wholly dependent on the railway servant, invalid brother of any age.
Not more than two dependents can be included in a pass/PTO subject to the condition that the
total number of persons included in the Pass/PTO will not exceed 5 exclusive of Attendant where
permissible. This limit will not apply if only family members are included in the Pass or PTOs/

First Class pass/PTO holders are entitled one Attendant in the Pass /PTOs but he will travel in
2nd class.
When the Rly. Servant or a member of his family or a dependant is blind in both eyes and has to
travel alone on privilege pass one companion may be allowed to travel in the same class in which
the blind person is traveling.
If the distance to destination via a longer route preferred by the Rly. Servant does not exceed by
fifteen percent of the distance via the direct route such passes may be issued even if a double
journey over a small portion involved.
Candidates including Probationary Officers and temporary officers issued First Class-A passes
for rail journeys to join their first appointment on Railways should not be allowed Attendant in II
Class.
Non-gazetted physically handicapped who are eligible for 2nd class pass under pay limit, may
be granted Higher Class of Privilege pass but not higher than 1st Class, with an escort in the
same class, in lieu of their total entitlement of privilege.
No Attendant is allowed in Rajdhani. However, a separate II Class check pass may be issued for
the Attendant on the same route.
Entitlement of first class and
2nd class pass/PTO
1. All Group-A & Group-B (Gazetted)------------------------------------------- First Class-A.
Non-gazetted Gr-B and Gr.C appointed prior to l.8.69--------------------------First Class.
Drawing pay Rs.4900/- or above provided the employee
is in a scale the maximum of which is 6000/- or above.
Appointed during l.8.68 to 10.11.87
Drawing pay of Rs.5375 or above provided they are
In scale the maximum of which is Rs.7000/- or above. ---------------------- First Class
Employees other than those covered item (i) above. ---------------------Appointed during the period from 10.11.87 to 1.2.99
Drawing pay of Rs.7250 or above or those who are

II/Sleeper class.

in a scale, the minimum of which is Rs.6500/Employees other than those covered above II/Sleeper class
Employees appointed after 1.2.99
Employees in pay scale minimum of which is Rs. 6500/- or above ------------I Class
Employees drawing pay of Rs.7600/- or above ----------------------------------I Class
Employees in pay scales of Rs.5000-8000/- and --------------------------II Sleeper Class/A
Rs.5500-9000/- and drawing pay of Rs.7250/- or above but less than Rs.7600
What is the meaning of attendant?
Attendant means a person exclusively employed on salary in the personal service of a railway
servant
ENTITLEMENT TO TRAVEL ON DUTY BY RAJDHANI/SHATABDI EXPRESS
STATUS

RAJDHANI

Gold pass holder

First AC coupe or 4

SHATABDI
4 Seats in Executive class

berths in 2 AC
Silver, Metal & First A 1 berth in lst AC2 berths

2 Seats in Executive class

(pay 14300)

in 2-AC and 4 berths

and 4 seats in chair Car.

1 berth in 2-AC and 2

Two Seats in AC chair car.

in 3 AC
Metal & lst Class A

berths in 3 AC
First Class pass holder

1 berth in 3 AC

COLOUR OF THE PASS FORMS

First Class-A

White

First Class

Green

II Sleeper Class-A :

Yellow

One seat in AC chair car

Second Class

Pink

DUTY PASS
CRB, Members or RB,

Gold pass

Financial Comm, CCRS,

GMs, Advisers in Rly. Bd.
SAG & HOD

silver pass

All other Gazetted officers.

Bronze pass

Gr.C & Gr.D

Card Pass/Cheque pass according to their entitlement.

What is transfer pass?

When an employee is transferred from one station to another on administrative ground, he is
entitled set of transfer pass according to his entitlement, for self and family members. If the
employee is ordered to proceed with a short notice and unable to take his family with him, a
separate pass may be issued for the family members.
What is kit wagon pass?
KIT WAGON PASS is admissible while Rly. Servant is transferred from one station to another
on administrative ground according to their entitlement.
What is school pass?
School Cheque pass according to entitlement of the employee can be issued to each student
son/daughter on production of a certificate from the recognized institution where the student is
studying and which is away from the Hrs. of the Rly. Servant for undertaking journeys.
Maximum 3 sets per year i.e. 6 half sets.
School pass is eligible according to the entitlement of the Rly. Servant as on privilege account.
However, the children of Oak Grove school, Jharipani, who are not ordinarily entitled to lst Class
passes, may as a special case be issued l Class Passes from their home to Dehradun at School
Session and from Dehradun to their home at the conclusion of the school session.

On these

occasions I Class Passes may also be issued to the escorts (School teachers) for their up and
down journeys.

School pass may be issued from School or college to a place other than the railway servant
HQrs. Where either parent is residing and back to school or college.
School pass can be issued for admission in a recognized institution and back to HQ
of the Rly. Servant.
Parent/Guardian/Attendant shall be allowed if the student son is below 18 years and Girl of any
age.
A parent including a step-parent or guardian in the same class may be included in a pass outward
or inward and he/she may be issued a separate pass for going to bring the student or returning
along after leaving the student at School/college etc. and he passes thus issued shall be treated as
part of one half set of school pass i.e. it will not count as a separate half set. If the attendant be a
guardian he/she will be issued only a II Class pass.
In cases where both husband and wife are railway servants the passes shall be allowed against
the account of either of the two
In case of a boy under 18 years and girl of any age, the parent or guardian may be included in the
pass issued.
A parent including a step parent or guardian in the same class may be included in a pass outward
or inward and he/she may be issued a separate pass for going to bring the student or returning
along after leaving the student at school/college etc. and the passes thus issued shall be treated as
part of one half-set of school pass i.e. it will not count as a separate half. If the Attendant be a
guardian he/she will be issued only a II Class Pass.
What is the rules for entitlement of post retirement complimentary pass?
Entitlement for Gr.A & B with 20 years or more service:--------- 2 sets
25 years or more:---------- 3 sets
Gr.C with 20 years or more but less than 25 years---------1 set
With 25 years or more:--------- 2 sets
Define the rules for complimentary passes to widows:Widows of those Rly. Servants who were in service on 12.3.87 and opted for the scheme of
Widow pass or widows of those Rly. Servants who joined service on or after 12.3.87. and are

compulsorily governed under the scheme of Widow Pass are eligible for Widow pass.The
scheme will not apply to Rly. Servants who have retired or expired before 12.3.87.
Entitlement half the number of Post retirement of passes.
The widows of Gr.D staff are entitled for l set widow pass every alternative year.
The widows of any Rly. Employee who dies while in service, shall be entitled to a minimum of
one set of pass every alternative year even if the service of the employee falls short of the
requisite service prescribed for entitlement of post retirement pass. The widows/their dependents
who are eligible for such passes should be issued Family I/Card by the Rly. And the same should
be carried by them during their journey.
Dependent relatives are not entitled to be included in such pass.
In case there is more than one widow the passes for widows shall be given by rotation in a
specified year.
The widower of female Rly. Employee are also eligible to get the above facility.
What is residential card pass?
Residential Card passes are issued to those Rly. Servants who live away from the place of work
and have to travel to their place of work where this facility was in vogue prior to 14.1.53.
What is special passes?
Special pass may be issued to family members or dependent relatives on
(a)

Medical Grounds

(b)

Sports account

(c)

For scouting activities;

(d)

For attending Courts:

(e)

Physically handicapped persons;

(f)

Passes to staff or Rly. Co-operative Societies/Bank;

(g)

On any other occasion which the department of Rly. Or a

Rly. Admn deems fit;

(h)

Passes for attending meeting of SBF

(i)

Passes to Rly. Servants under suspension

Medical Ground:- If the Medical Officer considers that patient should be accompanied by an
attendant during travel for his journey to an outside station for treatment the inclusion of
attendant in the Rly. Pass shall be regulated as under:
(a)

One Attendant may be allowed if the patient is bed ridden and is unable to sit up.

(b)

If the patient is in big plaster where one attendant cannot lift the patient two attendant in the

same class on the recommendation of Medical officer.

(c)

If the patient is in Coma/shock a higher class pass with attendant may be issued. In case of

return journey, necessity of higher class is to be decided by the Medical officer.(CMD).

Passes on Sports Account: For participating in tournament and inter-railway athletic contests
organized by Rly. Bd/Rly. Sports Control Board/Rly. Admn. Or recognized by the State
Sports/Athletic Association should be issued passes of class of entitlement of the Rly. Servant on
privilege . A higher class pass not higher than lst class may be issued to a team when at least one
member of the team is ordinarily entitled to travel by the higher class.
For Scouting Activities: Passes in 2nd class irrespective of entitlement may be granted to Rly.
Servants/apprentices/trainees and their family members who are appointed as Office-bearer of
the State Scouting Associations or enrolled as Rovers, Rangers, Cubs, Bulbuls, Scouts or guides
to help the growth of the movement for attending camps or rallies or when engaged in other
scouting duties.
For attending Courts: A Rly. Servants who is summoned to give an evidence in a criminal/civil
suit , a a trial before a Court Martial or proceedings.
What are the rules for issuing passes to physically handicapped Rly. Servants?
(a) When a blind Rly. Servant travels along, one attendant in the same class in which he
travels should be allowed.
(b) Wheel chair or Tricycle may be allowed
(c) A higher class pass may be issued to physically handicapped employee and an escort in
the same pass provided it is recommended by

DMD. Such employee will get only one set

pass per year even though he is entitled for 3 sets.

Passes to Staff of Rly. Co-operative Societies Bank/SBF:
1st and 2nd years of service - NIL
3rd to 20th years of service - One set per year

21st and above - 2 sets per year.

Passes to Rly. Servant under suspension:
For Gr. A & B officers - 3 Sets if not availed before suspension
Gr. C & D staff

- 1 set if not availed before suspension.

PASSES TO LICENSED PORTERS

One set per year in 2nd class for self. And one set PTOs for self and spouse
INCLUSION OF ESCORT IN THE POST RETIREMENT COMPLIMANETARY
PASSES ISSUED TO PHYSICALLY HANDICAPPED RETIRED EMPLOYEES:
1.Three sets of First Class-A post retirement C/pass - Escort in same class by
surrendering l set pass.
2. Two Sets of First Class Post Retd. C/pass
3.

set

first

class

Post

-doRet.

C/Pass

Escort

in

same

4. In respect of those who are eligible for 2nd class post retirement C/pass, one set of
higher class of pass with an escort in same class may be allowed in lieu of the total
entitlement of post retirement passes.
The above facility of an escort would be allowed only on the recommendation of
Sr.DMO and no Attendant will be allowed in the pass.
MISCELLANEOUS. INFORMATIONS:1. Settlement pass may be issued 6 months before the date of retirement and within
one year of retirement. This applies to settlement pass for kit and motor car etc.
2. Eligibility for issue of post retirement complimentary passes in regard to their
number and class such benefit may be given to those who are eligible for the
deemed benefits after working for two years after regular promotion in the grade.
3. Casual labour are not eligible for railway pass.
4. One set of post-retirement complimentary pass should be stopped for each month
or part thereof above 10 days of unauthorized occupation of Rly. Qrs. However,
there is no need to withhold the complimentary passes of the widow.
5. Retired Rly. Employee if acting as Defence Counsels may be issued pass for
attending departmental inquiry according to their entitlement.
6. Rly. Employee who are Mountaineer Spl. Pass may be issued according to their

class.

entitlement.
7. Powers have been delegated to Sr.Subordinates in Gr.5000-8000/- to issue passes
including Post-retirement complementary passes.
8. One set of pass & PTO may be issued to the non-railway staff working in Railway
Safety Organization.

Objective questions on senior Transportation

1. What is Punctuality?
Punctuality is defined based on right time arrival of trains at the destination and trains not
loosing time on the division for which punctuality is being reckoned. Actually, it reflects
the standard quality of service rendered to the traveling public.
2. What is the main index to judge the performance of passenger train operation?
Punctuality is the main index to judge the performance of passenger train operation.
3. Why punctual running of Passenger train is necessary?
Late running of passenger carrying train not only irritates the passengers but also
involves wasteful expenditure. This will affect the good image of the Railway to the rail
users.
4. How it is calculated?
It is expressed in percentage and calculated as follows:
Punctuality = No. of trains arriving right time + No. of trains
not loosing time
Total no. of trains run
5. What are the fundamental documents from which it is calculated?
i) Guards journal
ii) Control chart

X 100

As control chart is prepared indirectly on getting the information, hence Guards journal is
considered to be more authentic for calculation of punctuality.
6. What do you understand by NLT?
Trains not loosing time will include all mail/express trains terminating right
time or all trains taken over late from another railway/division which do not lose
any further net time on the home line and terminate/hand over either right time
or as many minutes late as taken over from other railway/division
7. What are the causes affecting Punctuality?
In addition to some unusual incidents like theft, robbery, dacoity, passengers getting sick
e.t.c and equipment failure ,lack of initiatives of staff those are directly responsible for
train operation will affect the punctual running of trains.
8. What are the steps to be taken to improve punctual running of passenger trains?
Co-coordinated efforts of all the departments, responsible for train operation should be
cultivated and punctuality sense among the staff to be created by counseling to take more
initiatives in dealing with passenger carrying trains will help to improve punctual running
of trains.
9. What is prohibited train and what is restricted train?
Prohibited trains are those by which no extra coach can be attached
Restricted trains are those by which extra coaches can be attached with the permission of
CPTM provided maximum trailing load permits.
10. What is the validity of BPC of Mail Exp/Passenger/shuttle services?
3500 kms or 96 hours whichever is earlier.
11. What is the validity of BPC of Election special/Union special?
3500 kms or 96 hours whichever is earlier.
12. What are the different types of maintenance of Passenger trains and why it is
necessary?
In addition to normal periodical overhauling every after 12/18 months as the case may
be, all the passenger carrying rakes will undergo primary and secondary maintenance at
the base station where the rakes are based on or at the other terminals depending on the

lead of the rake. In addition to that all the passenger rakes will undergo roll in and roll
out examination at some certain selected stations having C&W facility.
13. What is the POH interval of passenger coaches run on Mail Exp/Passenger trains?
12 months for mail/Exp. train and 18 months for passenger trains
14. What is IOH and what is the period of interval of IOH?
IOH is to be done for coaches run by high speed trains after attaining one lakh kms or
every after an interval of six months whichever is earlier. Normally it is to be done in
between two POH.
15. What is the codal life of passenger coaches?
25 years.
16. What are the percentage of spare coaches on bare requirements both incase of AC
and non AC coaches?
Percentage of spare requirements over bare requirements
Type of stock
AC coaches
Non AC coaches
Rajdhani/Satabdi

Traffic
12%
12.5%
10%

Mechanical
12.5%
10%
5%

Total
24.5%
22.5%
15%

17. What is Sectional coach and what is Through service coach?

Sectional coaches are the coaches, which are run on selected trains between two
important stations on the direct route of the trains.
Through coaches are the coaches, which are transferred from one train to another
train at a junction station to reach a destination not served by the original train.
18. What is the obligation and necessity on the part of Railway to publish Time table?
Obligations:As per section, 49 of IRA 1989 it is one of the statutory obligations for the
administration to publish timetable in each year and a copy of timetable must be pasted
in a conspicuous and accessible place at every station in English, Hindi and in regional
language. Moreover, G.R 4.02 provides that no passenger or mixed train shall be
dispatched from a station before the advertised time in the timetable. Railway thus
publishes timetable once in a year to come in to force w.e.f 1st July of every year
19. What is the necessity on the part of Railway to publish Timetable?

Necessity of time table:i) For giving information to the public regarding arrival, departure, connections with
some commercial rules to facilitate Passengers to Plan their journey
ii) For guidance of the P & T and railway staff
iii) To facilitate deptts: for their planned coordinated activities
iv) To ensure the optimum utilization of rolling stocks and locomotives.

iv)

To prevent wasteful expenditure.

What are the different kinds of time table?

a) Working time table
b) Staff copy time table
c) Graphical time table
d) Goods time table
e)

Military timetable prepared by the Railway board, which is a confidential document

to be kept

in secret custody.

f)

Public timetable

g)

Sheet timetable

h) Trains at a glance (TAG) i.e. All India Public timetable published by the
Railway board
20. What are the factors to be considered from the operating point of view at the time
of preparation of time table?
Platform Berthing facilities, Maintenance slots at pit lines , Running time
between stations, Availability of coaching stock., Composition and loads of
trains., Adequacy of locomotives., Availability of adequate line capacity,
Formation of rake links and engine links, Terminal facilities,Time for rake
maintenance and examination, Recovery time e.t.c
21. What is bare running time?
Actual time taken by a train to clear the section with maximum permissible speed
including acceleration and deceleration time if any except recovery time. and
time loss due to restrictions.
(Bare running time = distance between two stations divided by maximum
permissible speed including AC and DC for stopping train excluding recovery

time and time loss due to restrictions)

22. What is minimum running time?
Minimum running time = distance between two stations divided by maximum
permissible speed including AC and DC for stopping train , recovery time and
time loss due to restrictions)
23. What are the different kinds of recovery time and why it is given?
Recovery times are of two types namely traffic recovery time and engg. recovery time to
compensate the time loss due to unforeseen delays and engineering works in progress.
24. What do you understand by Block rake and what are its advantages?
Block rake means a required number of electrically equipped and wired coaches,
properly marshaled and interconnected electrically through flexible cables (called slip
couplers) as per the painted number of the coaches given by the COM in consultation
with the Mechanical and Electrical departments, to run in the same formation day after
day.
Advantages of Block rake:1. To facilitate proper maintenance at terminals and to ensure the optimum
utilization of thevehicle recourses.
2. To avoid shunting to form a train every day.
3. Better arrangements for repairs and overhauling of block rakes can be made.
4. To maintain proper sequence of marshalling of coaches, as any change in block
rake affects the same.
25. What is rake link and what are its objectives?
The systematic arrangement of coaches with proper marshalling and electrically
connected internally through inter coach flexible cable forming a definite train
shape is called a block rake. The Links/diagram made to work the block rakes
systematically day after day is called Rake links.The basic object of rake link is to
ensure the optimum utilisation of coaching stock
26. Who prepare All India Trains at a glance Register?
Railway Board
27. What is the object of revision of time table every year?
i) To suit the growing needs of Population and Industries with the technological

change and development in speed potential

ii) To eliminate time tabling draw backs and to resolve the constraints of regular
late running trains
iii) Due to introduction of new trains and extended runs etc.
iv) To provide different engg. allowances according to the progress of various
works and to plan for undertaking new works.
28. What are the important informations available in the WTT?
Station to station running time with inter distance between stations, Maximum
permissible speed of different classes of locomotives on different sections, Recovery
time, Class of stations, system of working,signalling arrangement with standard of
interlocking,gradient,CSL of roadside stations, different classes of L/Xing gates, Corridor
block e.t.c.
29. What is Corridor block (integrated maintenance block) and why it is given?
Corridor block means the block granted to Engineering or other departments for
their work in consecutive block sections of a particular section at a time.
30. What are the factors on which loads of a train depends on?
Hauling capacity of the locomotive used, CSL of the roadside stations, Ruling gradient of
the sections.
31. What do you understand by Ruling gradient and what is the ruling gradient in
LMG-BPB and SUKNA-DJ section?
Ruling gradient means the gradient, which rules the section regarding the maximum
trailing load with a given type of loco.
In LMG-BPB section, the ruling gradient is 1 in 37.between Jatinga Harangajao.
In Sukna DJ section the ruling gradient is 1 in 22 between Ghum Darjeeling.
32. What is yard?
The term yard generally implies a point for the concentration of traffic. By reason
of concentration, it is handled speedily and economically and thereafter
dispersed in the form of goods trains. Stated differently, a yard may be defined
as a classifying machine with facilities for receiving, sorting and dispatching
vehicles to their several destinations as quickly as possible.

33. What is marshalling yard?

When a yard deals with 20,000 thousand wagons on BG and 10,000 thousand wagons on
MG in terms of four wheeler in a month it is called Marshalling Yard.
34. What are the principal functions of marshalling yard?
The principal functions of a yard are:i) To receive incoming trains, break up terminating loads, sort out the individual
wagons and form fresh trains with correct marshalling for onward dispatch.
ii) To form through and express goods trains for the farthest possible yards.
iii) To feed the local points with the stock destined for them.
iv) To enable engines to move freely to and from the shed.
35. What are the demerits of marshalling yard?
Running of marshalling yard is costly
Heavy detention to through loaded trains
Optimum utilisation of wagons could not be ensured due to heavy detention in
Marshalling yards.
Chances of pilferage in the yard resulting increasing claims and compensations.
36. How many kinds of yards are there?
Mainly three kinds of yards are there namely Flat or Flag yard, Hump yard, Gravity yard.
37. Which yard is the best in your opinion and why?
Hump yard is the best yard because in this yard maximum no. of wagons can be dealt
with the minimum utilisation of locomotives i,e maximum no of wagons can be dealt
with minimum shunting engine hours.
38. What is the object of bypass line in hump yard?
To transfer wagons directly from the reception yard to classification yard, which cannot
be humped i.e passenger coaches, live stock, wagons containing explosives, tank wagons
e.t.c?
39. What are the important components of a marshalling yard?
Some of the important components are reception yard, classification yard or shorting
yard,despatch yard, transfer line,bipass line ,engine escape line, engine turn round line,
king point, queen point, jack point,retarders,skids e.t.c.

40. Why marshalling yard has lost its importance and most of the marshalling yards
are going to be closed?
Due to change in the pattern of traffic offering to the Railway preferring end to end
concept, introduction of improved design rolling stock without any necessity of reexamination every after an interval of 250 300 kms ,innovation of new type of BPC
which will remain valid up to destination and to ensure the optimum utilisation of wagon
resources marshalling yard has lost its importance and going to be closed.
41. What is the object of marshalling yard statistics?
The object of this statistics is to judge the efficiency and performance of the yard
during the last month.
42. What is yard capacity?
The maximum number of wagons a yard can accommodate at any one time is its
holding or standstill capacity. Stated differently it is the theoretical capacity to
hold stock.
What is working capacity of a yard?
The working capacity means the amount of traffic that can be handled in a yard at
any one time without affecting its fluidity. In other words, it includes the number
of trains that can be crossed, preceded or accommodated, the wagons that can be
stabled in sidings or dealt with per day in the marshalling yards. The working
capacity of a yard is also termed as the ideal yard balance.
Approximately, it is one third of the holding capacity.
43. Why yard balance should not go beyond target yard balance?
If yard balance goes beyond target it will lead to yard congestion resulting multi various
effects on the total transportation system such as low average speed of goods train,
increased WTR, under utilisation of line capacity, under utilisation of engine and wagon
resources.
44. What is yard report?
It is a report to be relayed to control everyday at 18 hrs to judge the overall
performance of the yard during last 24 hrs.
45. What is LSR?

After collection of yard report from the various stations of the division ,the report which
is compiled at 0.00 hrs in the control office in prescribed format, to be relayed to central
control to judge the performance of the division during last 24 hrs.
46. What is congestion?
When a yard including goods shed, departmental siding or transshipment siding is
unable to cope up with the traffic offering or any kind of troubles reduces its
working capacity, it leads so strained working and is called congestion.
47. What are the sign of yard congestion?
1. Heavy yard balance.
2. Detention to trains out side signals.
3. Stabling of trains at intermediate stations.
4. Frequent late start to trains and
5. Increase in detention to through loaded stock, through trains etc.
48. What are the causes of yard congestion?
There are so many causes of yard congestion of which the main causes are
1. Lack of advance planning and co-operation between adjacent yard, CNL and lack of coordination between

yard staff, loco staff, C&W staff which affect the yard working

adversely.
2. Strained working in the yard due to increase in the workload in excess of its
working capacity due to sudden spurt of traffic.
3. Imbalanced movement between inflow and outflow of traffic in and out of the
yard.
4. Bad paths of trains resulting bunching of I/C and O/G trains.
49. What are the remedial measures of yard congestion?
The steps, which should be taken to clear congestion after ensuring the actual
cause of congestion are
1. The particular traffic, which has made the congestion, may be restricted for the
time being.
2. The inflow of traffic should be controlled to its working capacity.
3. Neighboring yard may be asked for to take upon them, the shunting and
marshalling work which would normally have been done by the congested

yard.
4. A scheme to carry light repairs in the yard without the necessity of wagons
going to sick lines should be enforced.
5. Better understanding and co-operation between yd staff, C & W staffs and loco
staffs should be cultivated.
50. What are the important registers maintained in the yard?
Yard masters order book, Yard masters diary book, Wagon balance register, Number
takers book. Sick wagon register, Unconnected wagon register, Load report register,
Special stock register, Wagon detention register, Register of train advice e.t.c.
51. What is goods train?
Goods train means a train intended solely or mainly for the carriage of animals or goods.
52. How many kinds of goods train are there?
The various kinds of goods trains, which are running on Indian Railways, are:
Express goods train, Through goods train, Crack goods train, Link goods train, Unit
trains, Unit trains in closed circuit, Departmental trains Shunting train, speed link trains,
Freight forwarders trains, freight liners, Merry go round trains e.t.c.
53. What are the main commodities that Indian Railway carry in point to point load
concept?
Railways now carry the following commodities specially in point to point train load coal,
Iron

ore,

limestone,

Dolomite,

Cement,

Fertiliser,Iron

and

steel,

Mineral

oil(POL),Foodgrain,Salt e.t.c
54. What do you understand by point loads and Block loads?
In a point load all wagons on the train are meant to be unloaded at a particular point.
A train load which by passes one or more intermediate marshalling yard/yards is
generally known as Block load.
55. What do you understand by crack, link ?
Crack train is the train when same engine and crew instead off signing off remain on
duty at out station and works back a train fro out station to headquarters thus
completing a round trip within one stretch of duty.

Link train is a train which runs normally on a single line with extended engine run
skipping at least one intermediate engine/crew changing station with the same engine
crew.
56. What is Unit train in closed circuit?
A Unit train in closed circuit is a train which comprised of a rake of freight train loaded
with one shiftment from its base and moved through to destination without stopping or
remarshalling at intermediate yards and after unloading the entire rake either loaded or
empty
58. What is the main index to judge the performance of goods train?
The main index to judge the performance of goods train is average speed which is a vital
factor and has all-round effect on goods train operation.
59.How average speed of goods train is calculated?
Average speed of goods train is calculated section wise from control chart as
follows:Average speed = Total train kms
Total engine hours
i.e

Distance of the section X Total number of trains

Some total time taken by all the goods train in the section

The kilometeraage of diesel engines is to be reckoned as 12 km an hour for the

time engines are used on shunting services.
60.What are the factors affecting average speed ?
Some of the important factors on which average speed depends are:1.Improper planning and train ordering.
2.Haulage capacities of the locomotives used.
3.Poor maintenance of all the assets of Railways resulting frequent failure
affecting average speed.
4.Loads on trains.
5.Inadequate line capacity.
6.Nature of Engineering restrictions enforced.
7.Bad controlling.

8.Natural calamities like floods, breaches, cyclones etc.

61. What are the measures to improve the average speed?
The following are some of the measures to improve the average speed of goods
trains:1) Time table improvement.
2) Review of running time.
3) The greater no of link and crack goods means better average speed.
4) Effective controlling in respect to planning and ordering of goods train,
judicious crossing, precedence etc .
5) Proper maintenance of existing locomotives, points, signals & interlocking
gears, rolling stocks, telecommunications etc.
6) Introduction of improved design wagons and high power locomotives capable
of running with high speed.e.t.c
62. What are the advantages of good average speed ?
An increase in the average speed of goods train increases the wagon mobility, improve
the wagon turn round, engine turn round and the line capacity of the section and reduces
the operating costs, duty hours of the running staffs etc. So that better average speed
means better utilization of rolling stock, locomotives, line capacity, running staff etc.
63. What are the disadvantages of low average speed?
Low average speed of goods train not only increases the operating costs ,affecting
the wagon and engine turn round, line capacity of the section but also makes the
section congested, saturated which will in turn further reduces the average speed
of goods train and make the section transport bottleneck.
64. What is Diesel Engine Utilisation?
The efficient, effective and optimum utilization of diesel engine is called diesel
engine utilization.
65. What are the main indices to judge the performance of diesel engine utilization?
The two main indices to judge the diesel engine utilization are as follows:Engine KMs per engine per day in use .
Engine KMs per engine per day on line.
66. What is Outage?

Outage means the average nos. of engines available in the division for traffic use in 24
hours.
67. How DKM is calculated?
DKM is calculated by dividing the total kilometers earned by the total average
number of engines available for the traffic use i.e, by the Outage.
Outage (Y) = Total hours of the diesel engine in the division(H)
24
i.e, Y = H / 24
DKM = Total kilometers earned by all diesel Engines in 24hrs.
Y
i.e, DKM = TKM
outage
68. What are the advantages of good utilization of Diesel Engine and disadvantages
of bad utilization of diesel engine?
The advantages of good engine utilisation are better availability of engines resulting
quick clearance of load, maintaining fluidity of the yard and in the section, which will
increase average speed of goods trains means improvement in WTR, decrease in
divisional wagon balance and ultimately optimum utilisation of line capacity of the
section.
69. What are the disadvantages of bad utilization of diesel engine?
Reduced power availability in time resulting poor clearance of o/w traffic leading to yard
and sectional congestion, reduced average speed of goods train entailing waste of engine
km as compared to engine days,detoriation in WTR,increased divisional wagon balance
and ultimately under utilisation of line capacity.
70. What is Inspection?
It is a managerial process of getting things done through people engaged at
different levels and to ensure co-ordinated activities for running trains safely and
efficiently.
71. How many kinds of Inspections are there?
The following are the different types of inspections:
Thorough or Detailed inspections, Casual inspection, Surprise inspection, Motor

trolly inspection, Foot plate inspection, Brake van inspection, Joint Signal light
inspection, Surprise road inspection of level crossing, Brake van inspection,
ARMV Inspection, ART Inspection
72. What are the objectives of Inspection?
a. To identify areas of deficiencies, shortcomings or handicaps in the working of
organization and take steps for corrective action.
b) To monitor the implementation of rules, regulations and instructions and remits
on different aspects of working.
c) To focus around the individuals entrusted with exclusive areas of responsibility
such as awareness, knowledge regarding train running rules, proper attitude
towards their work.
d) To identify such rules & regulations-not practicable and suggest alternatives.
e) To eliminate unsafe conditions which may lead to an unplanned, uncontrolled or
an undesired happening may adversely affect train running.
f) To ensure that staff do not fall in short cut unsafe practices and counsel them.
73. What should be the quality of an Inspecting official?
Inspecting official should have an approach of objective type and not fault
finding., should be conversant with the area of working going to inspect, equip
himself as a friend, guide and critic and should possess leadership qualities
74. What is the main objects compilation of statistics on Railways?
The efficiency of operating branch depends upon the full and efficient utilisation
of the carrying capacity. Statistics are essential to understand the trend and
pattern of traffic of working to make easy comparison of Tones earnings and lead
with corresponding period of previous year and the direction in which there is
scope for improvement.
75. What are the different statistical units?
There are three types of statistical units used in the railway statistics Viz, Primary
Units, Fundamental Units and Derivative Units.
Primary unit is a unit depicting a single idea. In other words this refers to the
factors of measurement which are Quantity, Distance Duration and Service.
Primary units linked together to denote joint conceptions form Fundamental

Units. Derivative units indicates the relation ship that exists between two sets of
primary or Fundamental Units and the result thus arrived indicates the efficiency
of utilization of resources., is termed as Derivative Units.
76. What is GTKM?
Gross tonne km is a unit of measure of work which corresponds to the movement of
one tonne over a distance of one km.It is equal to tare plus load(tonnes of contents) X
distance traveled which will be aggregated to obtain GTKM(measure of transportation
produced)
77. What is NTKM?
The Tonnage of the contents (excluding the tare weight) of each wagon is
multiplied by the distance traveled, and the aggregate is totaled to obtain this
result. This unit is a direct measure of the transportation produced.
78. What are the important statistics maintained to judge the wagon usage?
The following are the important statistics maintained to judge the wagon usage;
Wagon load statistics, Wagon mobility statistics, Wagon detention statistics,
Wagon maintenance statistics.
79. What are the important indices to judge the mobility of wagons?
Wagon kms per wagon day, NTKM per wagon day, Wagon Turn round
80. What are the main indices to judge the performance of goods train
operation?
The following are the important operating indices internationally accepted as
yardsticks for measuring the efficiency of Goods train operation.
i) Net tonne kilometers per Engine hour
ii) Wagon kilometers per wagon day
iii) Net tonne kilometer per wagon day
iv) Percentage of train engine hours to total engine hours
81. What is operating ratio?
Operating ratio is the ratio between the total expenses and the gross earnings
expressed in percentage.
Mathematically it is shown as follows:

Operating ratio =

Total expenditure
X 100
Total Earnings

82. What does operating ratio reflects?

This statistical unit will indicate the revenue earning capacity of a railway or a division
and its suitability as an investment risk. It is a very useful index to judge weather a
railway or a division is running at a loss or profit and measures the transportation
produced against the work done in producing the transportation.
83. What are the factors on which operating ratio depends?
Operating ratio depends on the level of earning and the level of expenditure.
84. What are the main causes of higher operating ratio of N.F.Railway?
The higher operating ratio of N.F.Railway is mainly due to the following
constraints of the region:
a) topographical condition i.e. gradients, climate e.t.c
b) region is not agriculturally or industrially developed
c) physical characteristic of the line
d) traffic are of receiving in nature and not have much outward traffic
e) more expenditure have to be made to build bridges,tunnels,gradients and
more revenue is lost in their maintenance including the maintenance of
rolling stock owing to more wear and tear
f) soil condition predominates to run trains with better load with good average
speed.
85. How operating ratio of N.F.Railway can be improved?
The following are the ways to improve operating ratio
i) future plan may be made to connect with South East Asia to enhance
transportation/international transportation
ii) agricultural and industrial development of the region.
iii) expenses on maintenance of tunnels/bridges are running in nature, so efforts
are to be made to minimize them
iv) staff efficiency to be enhanced by proper management and training
v) movement of high rated commodity will also help to increase earnings and

thereby help to increase the financial health of the railway.

86. What is PTO (Priority Traffic Order) ?
It is a booklet published by the Railway Board once in a year under the provision of
Section 71 of the Railways Act, 1989. This booklet contains a list of commodities for
movement in order of preference at the national interest. Accordingly a commodity
may get preference to other commodity though registered at a later date.
The scheme is applicable to the movement of traffic in wagonloads only. Movement
of BFR and BWT wagons also come under the purview of the scheme.
87. What is the objective of PTO?
It is necessary due to the fact that wagon supply is not adequate, position does not
permit to move the commodities on First come, First serve basis and movement of
some commodities are essentially required for the defence, economic industrial
growth of the country and over all interest of the nation.
88. What are the classifications of PTO?
Commodities are grouped into four priorities under A, B, C, and D.
89. What are the commodities booked under priority A?
Commodities sponsored by MILRAIL.
90. What are the commodities booked under priority B?
a) Goods for emergency relief to victims of natural calamities like flood, draught
earthquake etc. when sponsored by an officer not below the rank of Deputy Secretary of
Central/ State Government or a non- official organization nominated by the Central/
State Government and mentioned in the sponsorship.
b) All traffic sponsored by a Central Government Agency and approved by Railway
Board/Zonal Railway.
91. What are the commodities booked under priority C?
All programmed traffic for which monthly or quarterly programmes ar approved by the
Railway Board/Zonal Railway.
92. What are the commodities booked under priority D?
All other commodities not included under priority A to C will move under this
priority.
93. What are the general instructions related to PTR?

1.Traffic will have preference over other traffic within the same class of priority
in the following order: All rakes including the normal and guaranteed supply of rakes under the
Wagon Investment Scheme.
Traffic in rakes registered under the Premium Registration Scheme.
Traffic in rakes loaded under the Engine- On- load scheme.
Traffic in rakes loaded from a siding/goods shed having round the clock
working.
Traffic in rakes from a full rake handling siding having mechanized system of
loading.
2. All traffic offered in block rakes including clubbed indents constituting a block
rake will be given preference over traffic in piecemeal irrespective of the class
of priority and date of registration.
3.All traffic can be accorded preference in loading and movement under a higher
priority under special orders issued by the Ministry of Railways, Railway
board/Zonal Railways.
4.Two days in a week shall be reserved and notified for allotment of rakes as per
the date of registration irrespective of the class of priority.
94. What is line capacity and how it is calculated?
Line capacity means the maximum number of trains that can run over a
particular section within 24 hours
95. What are the different ways to calculate line capacity?
Line capacity can be calculated either by practical method based on 24 hours Master
chart or by theoretical method by different emperical formula.
96. How line capacity is calculated by charting method?
In this method the paths of all passenger carrying trains are to be plotted out first and
then maximum no. of reasonable goods trains are to be interplotted in 24 hours Master
chart after taking in to consideration of all the practical constraints in the open line to
arrive at the line capacity of a particular section.
97. How line capacity is calculated by Scotts formula?
C = 1440

X 7

L+5

10

Where C is the capacity of the section,1440 is equal to 24 hiurs,L is the running

time of the slowest goods train to clear the critical block section,5 minutes is the
block operating time ,7/10 is the efficiency factor.
98. What are the traffic density figures to judge the transport potential of a
section?
Passenger KM, GTKM, NTKM are the traffic density figures to judge the transport
potential of a section?
99. What are the different categories of line capacity?
Maximum line capacity, Practical line capacity and Economical line capacity
100.Why calculation line capacity by practical method based on the master
chart is more realistic than any other empirical formula?
Calculation of line capacity by practical method is more realistic because while
doing so all the practical problems in the open line such as characteristic of the
block section,patteren of traffic services,signalling and interlocking
arrangements e.t.c are taken in to consideration.
101.What is critical block section and critical block time?
The block section, which takes the maximum time to clear by a slowest goods
train, is called the critical block section and the time taken by that train to clear
the critical block section is known as the critical block time.
102.Why only the critical block section is taken in to account for the calculation
of line capacity by empirical formula?
Since trains have to pass through each block section, the effective capacity
would be where the capacity is least and this will be the longest block section
from the time point of view known as Critical Block Section.
103.Why 7 is considered as efficiency factor in Scott formula?
10
As far the efficiency factor is concerned this is connected with the extent of
occupation of the critical block section and also depends on the efficiency of
staff such as proper time tabling,effective controlling, efficiency of the running
staff, efficiency of train working staff e.t.c.So considering everything the

Scotts formula is multiplied by a factor less than one and it is taken

as 7 . known as Efficiency factor.
10
104.How line capacity can be improved?
To increase the line capacity efforts should be made to reduce the value of
Twhich is the ratio of length of the block section and the speed of the train i.e
length of the block section has to be reduced where as speed has to be increased.
Similarly block operating timet between two successive or opposing trains has
to be reduced by the introduction of TBI,Panel e.t.c.On the other hand efficiency
factor has to be increased by increasing the efficiency of the staff by proper
training and management.
105. What is the necessity of adequate line capacity?
The lack of adequate line capacity will impair the operating efficiency as a
whole reducing the average speed affecting turn round of wagons and engines
leading artificial shortage of both putting into use of greater number of these
two resulting transport bottle neck entailing waste of engine and wagon days
compared with engine and wagon kilometers. It is therefore evident that
adequate line capacity is essential for the efficient and economical use of
engines and wagons.
106. What is through put?
Throughput means the maximum number of wagons that can be despatched to
Adjacent division or Zones within 24 hours or from the statistical point of view
the total quantum of traffic transported within a division within 24 hours is
called throughput.
107. How throughput of a section can be improved?
Throughput can be increased either by increasing the number of trains or by
increasing the loads per train.
108. What is its difference with the line capacity?
Line capacity represents the maximum number of trains that can pass over a
section within 24 hours and throughput represents the maximum no. of wagons
that can made over to adjacent division or Railway within 24 hours. Line

capacity is not dependant on throughput but throughput is dependant on line

capacity.
109. How throughput can affect the WTR?
Throughput represents the maximum no. of wagons that can made over to
adjacent division or Railway within 24 hours. An increase in throughput helps
to reduce the value of divisional effective wagon holding affecting improvement
in WTR.
110. What is Wagon Turn Round?
The period of successive utilization of a wagon interns of days is called Wagon
Turn Round.
111.How WTR is calculated?
The wagon Turn Round is calculated by the following empirical formula:
WTR =

Divisional effective wagon holding______________________

No. of wagons loaded on the division in the division + No. of loaded
wagons received from the adjacent division/Zones.

112.What may be the way to reduce the value of divisional wagon balance and
what are its effects on the WTR ?
Divisional wagon balance can be reduced by increasing the throughput of the
section i.e. by overequalisation which will help to improve WTR i.e will increase
the scope of availability of empty wagons for loading.
113. What are the objects of wagon turn round statistics?
It indicates the availability of wagon for goods traffic in relation to its actual
daily use. It is an index of wagon utilization and operating efficiency as lower the
turn round ,the better is the efficiency and vice-versa. It also helps in ascertaining
the additional stock required to cope-up incase additional traffic springs up.
114. What is the necessity of quick turn round?
Quick turn round helps the quick availability of empty wagons to pick up fresh
loads, so the minimum no. of wagons will be required to clear the given volume
of traffic means minimum no. of trains to run with good path resulting
improvement in average speed of goods train i.e quicker transport with minimum
costs in producing transport affecting improvement in operating ratio.

115. What are the measures to improve the wagon turn round?
WTR can be improved by increasing the average speed of goods train and by
eliminating all kinds of wagon detentions with the coordinated efforts of the
various departments by increasing the efficiency of staff in practical field.
116. What do you understand by Interchange?
Interchange means the exchange of coaching stock and goods stock in between
one railway and the other railway for proper and optimum utilization of such
stock affecting fluidity of movement as well as operating efficiency.
117. What are the advantages of wagon pool?
The concept of wagon pool reduced empty haulage increasing mobility of
wagons and ensures better utilization, eliminating cross running of empties and
thereby reducing operating costs.
118. What is pooled wagon?
The concept of indiscriminate loading of wagons irrespective of ownership
except those exempted by Director of wagon interchange is known as wagon
pool
119. What is non-pooled wagon?
These are the wagons which have been excluded from the wagon pool and
therefore cannot be freely used by any other railway except the owing railway.
120. What is pool target?
In order to rationalize the use of rolling stock and to secure its distribution
amongst zonal railways according to requirements in view of the fluctuations of
traffic irrespective of the ownership, the targets set for each zonal railway in
respect to no. of wagons that should have on its system plus or minus in relation
to no. of wagons owned by that railway is known as pool target.
121. What are the factors taken in to consideration before fixing pool target?
The following are the factors taken in to account before fixing junction quota:
Authorized stock holding, anticipated traffic demands,WTR of the zonal
railway,infrastructue available in that particular railway in handling the traffic in
relation to line capacity and terminal capacity.
122. What is Junction quota?

The quota fixed by the railway with regards to no. of wagons to be interchanged
daily at the zonal interchange points considering the infrastructure available in
handling traffic, volume of traffic for movement across the junction and power
plan for movement of traffic from the junction is known as junction quota..
123. What is equalization, overequalisation and under equalization?
When an equal no. of wagons is handed over and taken over at zonal interchange
points there has been equalisation.When traffic handed over is in excess of
traffic taken over then there has been
over equalization and traffic taken over is more than traffic made over there has
been under equalization.
Over equalization tends to reduce zonal/divisional wagon holding to remain the
zone/division fully mobile.
124. What are the effects of excess wagon holding of a division?
Excess wagon holding will lead to sectional congestion affecting the average
speed of goods train entailing waste in engine hours as compared to engine kms
which will ultimately make the section a transport bottleneck
125. What is control organization?
The organisation set up to supervise and regulate the running of trains and the
movement of traffic in the best possible manner to ensure high productivity of
resources and to eliminate wasteful expenditure through a speaking instrument
and to meet requirements incase of emergency such as accidents, engine failure
e.t.c. is called control organisation.
126. What are the objects of control organization?
The object of control organisation is to supervise and regulate the running of
trains and the movement of traffic, to secure the maximum productive utilisation
of assets, to reduce the operating costs involved intransportation, economical use
of running staff and to provide relief measures in case of accidents.
127. What are the other sister concern in control organization?
Other sister controls are Power control, carriage control, engineering control,
commercial control, security control, S & T control, safety control e.t.c.
128. What are the main functions of train control and traffic control?

Train control is for absolute supervision of movements of trains from station to

station on the section so as to avoid delay to trains and to secure maximum
utilisation of the capacity of the section
Traffic control includes maximizing loading in the division, fulfilling the
interchange commitments and maximizing productivity of resources available
with the railway.
129. What is Master chart?
These are 24 hours charts prepared for each section seperately.Actually master
chart is a time distance graph showing the schedule paths Mail/Express/passenger
trains in different colors which is helpful in revision of time tables, running of
extra trains and arranging engineering blocks and guidance of section controllers
and must be displayed on the boards to which they refers.
130. What are the factors to be considered before allotment of wagons?
Factors that are considered before allotment of wagons are date of registration,
Priority schedule, availability of empties and operating convenience, quotas and
restrictions.
131. What are the important registers maintained in the control office?
Section Control:SCRs diary, Inward message book, Stock and Line position register, Caution
Order register,Train particulars register, Block register, S & T failure register,
Control failure register, Interchange register etc
CHC (Shift/movement/coaching/stock):DYCs diary, Train Ordering register, Forecast register, Yard running register,
Train advice register, Punctuality register, Accident register,HQs Conference,
Emergency and General Control office message register (Inward/Outward),Stock
register(indent/loading/Unloading/TPT etc),Interchange register,. List of
Doctors/Ambulance/NGO/Important Telephone numbers (Police/DC/DM etc)
132. What are the duties and functions of CRS?
Inspection of a new railway line before it is opened for the public carriage of passengers
on behalf of the Central Government.

Authorizing opening of closed lines for

passenger traffic if considered fit after

inspection.
To conduct investigations into serious accidents or accidents considered to be of serious
nature and suggest safeguards.
To sanction the execution of all new works and installations on the running track
affecting the safety of the traveling public such as : rebuilding of bridges, remodeling of
station yards, line capacity works, Re-signaling works, etc.
Periodical inspections of Railways
Reporting his opinion to Central Govt. to order the closure of the railway line or the
discontinuance of the use of rolling stock.
General Advice on matters concerning safety of train operation.
---------------------------------