CHAPTER IX
SAFETY, BREAKDOWNS AND DISASTER MANAGEMENT
30900 General
The safety precautions to be taken have been dealt with great length in various parts of the Manual particularly in Chapters 2 to 7 dealing with Operation and Maintenance of Rolling Stock. The compliance of these rules should be ensured.
Various instructions given under this Chapter are in addition and over and above to the ones already mentioned elsewhere in this manual and other relevant manuals issued by the railway.
Drivers/ Motormen should be fully trained to protect not only their train but also the trains running on other tracks in case of any infringement suspected as laid down in General and Subsidiary rules.
30901 Knowledge of Rules
All officers and supervisors of the Rolling-Stock section should be fully conversant with the "Rules for Reporting Accidents" as given in the Accident Manual and other instructions in force for dealing with accidents and breakdowns. The instructions given in the following paragraphs are to be treated as supplementary instructions. They should not be taken as nullifying or contradicting the instructions contained in other official manuals.
30902 Emergency Stores and Break Down Equipment
At electric loco sheds and EMU sheds and at selected stations in the electrical sections, tools and equipment such as special lifting jacks, traversing jacks, etc. for dealing with accidents to electric rolling stock will be maintained. ' Sr. DEE / DEE in charge of sheds will be responsible for proper upkeep of such equipment. They should Inspect the same periodically and ensure that the same are kept in working order and maintained properly. The list of tools and equipment to be maintained specially for dealing with breakdowns of electric rolling stock in use on the railways will be issued by CEE.
30903 Use of Hydraulic Re-railing Equipment of Electrified Tracks
In case of electrified tracks whenever the restoration is to be carried out and infringements are required to be removed which in most cases will be the Rolling stock i.e. locomotive, coaches and wagons, it will be mandatory to use hydraulically operated jacks. The use of overhead crane will be resorted to in case the hydraulic operated rerailing equipment, is unable to carry out restoration. Use of overhead crane for restoration of services on electrified sections will only be permitted with the personal approval of DRM.
30904 Break Down Gangs
It is essential that adequate number of selected, experienced staff of all categories should be housed in railway quarters closed to loco sheds / EMU sheds, outstation depots and EMU stabling lines etc. so that their services can be utilized for dealing with breakdowns and accidents whenever required.
30905 Record of Staff Movements
Senior Supervisors of the Rolling Stock section should keep Traction Loco Controller advised of their movements to enable him to contact them in the event of an emergency of any breakdown involving electric rolling stock.
30906 Summoning of Emergency Staff
Addresses and telephone numbers of officers and staff of the Rolling Stock Section should be available with TLC. Station Masters should also keep the residential addresses of staff residing nearby especially those who have no residential telephones, so that they can be summoned when required. Where special sirens are installed in railway colonies to summon emergency staff in the event of breakdowns or accidents, a special code signal may be employed for such summoning. The adequacy and proper observance of these instructions should be checked at least once in every six months by sounding the alarm and recording the time taken for the key staff to turn up.
30907 Expeditious Clearing of Track
In the event of a failure of locomotive or EMU, the primary objective should be to clear the line as quickly as possible so that the repercussions on traffic are minimal. The Driver should follow the detailed instructions given in the respective trouble-shooting manuals. He should seek guidance from TLC wherever necessary.
In such cases it may be necessary to disconnect / disengage and even cut out the drive due to wheel sets getting jammed. For expeditious clearing of the track, the locomotive may have to be driven at a reduced speed to be decided in consultation with the engineering staff.
If the Driver is unable to move the locomotive or EMU on its own power, he should ask for a relief engine or assisting train as the case may be.
30908 Emergency Telephone .
The driver of every locomotive shall carry with him a portable emergency telephone set, so that in the event of a serious breakdown en-route in mid-section, he could contact the TPC/TLC from the nearest emergency telephone circuit. To help the Driver arrow marks are painted on the faces of OHE masts indicating the direction in which the nearest emergency telephone socket lies. Every Driver shall be fully conversant with the method of plugging the portable telephone to its socket and establishing communication with TPC/TLC.
In case telephone is not working the Driver will arrange to communicate the incident to the nearest railway station either himself or through Guard or Asstt Driver. In busy suburban sections, motormen of disabled EMU trains can send messages to the nearest station through the Motorman or Guard of trains on adjacent track, which may be stopped by him for the purpose by showing hand signals. In case telephone is not working the Driver will arrange to communicate the incident to the nearest Railway Station either himself or through Guard or Asstt. Driver.
30909 Flasher Lights
These lights are provided on all locomotives and EMUs. As soon as the train stops due to emergency application of brakes not initiated by the crew, the driver should assume that some portion of his train has derailed and should put on the flasher light to warn the driving crews of the oncoming trains on the opposite track. The operation of the flasher lights may be suspended only after the crew have verified physically that the neighboring track is not infringing. Similarly the crew observing the flasher light should take immediate action to stop the train even with emergency application. of brakes if necessary and should only restart after the physical verification of the infringement.
30910 Access to the Roof of Electric Locos and EMUs
On Line
a) Access to the roof of electric locos and EMUs is authorized only under the conditions that the OHE has been made dead and earthed on both sides of the loco /EMU by the OHE staff in accordance with procedure laid down. The power block will be' taken by the OHE staff.
b) On locomotives a ladder is provided for gaining access to the roof. The ladder is normally kept locked. To remove the ladder from its locked position the Driver should operate the main isolating switch and take out the key for unlocking the ladder. When the operations on the roof of the locomotive are over the Driver should put back the ladder in its proper place. After locking the ladder he can release the key for operating the main isolating switch.
c) When required, for climbing from rail level, portable ladders are provided in each EMU. These ladders are fixed at a height at the ends of motor coaches. Though no special interlocking is provided to prevent the ladders being used, the Motorman must ensure that the condition of para (a) above is satisfied before going on to the roof.
d) After the Driver/Motorman has completed his work, he shall ensure that everything is in order and advise the OHE staff to energize the line.
In Sheds
The supervisor in charge of maintenance gang shall ensure that OHE supply is switched OFF and earthed before any staff is authorized to go on the roof of a locomotive/EMU. For this purpose, the OHE shall be made dead and earthed by opening the controlling isolator(s) fitted with earthing heels. He will ensure physical contacts of earthing wheel and provision of padlock in this condition. Where the isolators are not provided with earthing heel, the line shall be earthed an both the ends of the locomotive with the help of discharge rod. Having ensured this, he will allow the staff access to the roof who in turn will follow the following procedure :
a) Each of the staff will collect padlock(s) with key(s) and will sign in a register maintained for this purpose.
b) Handle(s) of the controlling isolator(s) already opened by the supervisor in charge will be further secured by providing individual lock(s) by the staff. Keys of the locks will be retained by. the staff till such time the work is completed.
c) After completion of the work and when the last staff has removed his padlock(s) from the isolator(s) and signed the register again; the concerned supervisor, after satisfying himself that all staff, tools etc. and the earths provided have been removed, may re-energize the OHE.
30911 Precautions to be Followed While Despatching Locomotives as Vehicle
Electric locomotives should not be worked as dead vehicles unless an authorised railway employees has taken all the measures detailed in the respective Operating Manuals. Essentially these measures are lowering and isolating the pantographs, making all electrical equipment of the loco dead, releasing the brakes of the loco and closing the corridor and cab doors. In such cases, the loco must be attached as the first vehicle of the train next to the engine. Para 30912 may also be referred in this regard.
30912 Hauling a Damaged Locomotive
1. If a damaged electric locomotive which is stabled on the open line or at a station is to be hauled as a dead vehicle, it must be certified by the Driver or EXR and must be accompanied by competent staff. In case of damage to the traction motor or transmission gear, the locomotive must be examined by an engine examiner and certified as fit for movement. The speed at which the damaged locomotive may be hauled in such cases should be as specified by the engine examiner.
2. On dead locomotive all the circuit breakers and battery knife switch shall be off and such other steps to ensure that the dead locomotive cannot be started inadvertently.
3. Care shall be taken to ensure that traction motor reversers are physically placed and locked in the neutral position. For long distance movement of dead electric locomotives, the traction motor brushes shall be lifted and secured before the loco is dispatched.
4. The locomotive brakes shall be fully released. The brake pipe and main reservoir pressure shall be fully discharged or the vacuum fully destroyed. The MU2B valve, if fitted, shall be lifted and properly secured.
5. The dead locomotive shall be accompanied by a competent person not lower than an Asstt Driver when attached to a passenger train and also when attached to the rear of a goods train. When attached to the rear of a goods train, it will be the duty and responsibility of this person to apply the hand brakes judiciously in case of run away occurring on a graded section.
6. The train driver shall be informed that he should work the train carefully as the dead locomotive will have no brake power at any time. If the dead loco is to be hauled by a light engine, the speed may be required to be limited on account of limited brake power available on the light loco. This will be laid down by the CEE of the railway.
7. The Assistant Driver of a train to which a dead electric locomotive has been coupled should keep frequently looking back to watch for any signal from the staff accompanying the dead locomotive.
30913 Haulage of a Disabled EMU Train
1. Instructions contained in Para 30912 for haulage of damaged loco shall apply mutatis-mutandis for movement of a disabled EMU as well.
2. An EMU train which cannot move on its own power but is otherwise fit to be moved, may be hauled by another EMU train or a steam, electric or a diesel locomotive till it can be conveniently side-tracked into a siding. Special adopters are provided to enable such emergency haulage of EMU trains fitted with automatic couplers by means of locomotives. Drivers must be familiar with the procedure for fitting such adopters. The speed at which a disabled EMU train may be hauled under such conditions will be as laid down in local instructions.
3. The relevant General and Subsidiary Rules for moving disabled EMU trains should be rigidly observed.
30914 Movement of Electric Trains under Conditions of Flooded Tracks
When the tracks are flooded, the restrictions regarding movement of electric locomotive and EMU trains shall be in accordance with local instructions (see also para 30716).
The traction motor and associated parts including gear case, etc., are designed to permit propulsion of rolling stock at 10 km/h through water upto a level of 200mm above above rail level. Further, the traction motors are made completely water-proof to a standing water depth of 760mm above rail level.
30915 Accidents involving Electric Rolling Stock
The Traction Loco Controller should immediately inform the Officer-in-charge of operation of Electric Rolling Stock in the event of any accidents involving Electric Rolling Stock. An Officer or Senior Supervisor of the Electric Rolling Stock section should be invariably associated with restoration work when derailment or other accidents to Electric hauled trains are involved. Before restoration commences the shed supervisor shall make measurements/ checks jointly with the engineering staff to help investigation into the cause of accident later. For this purpose proforma prescribed in the Accident Manual or issued under the local orders of the railway should be used. Action shall be taken to preserve the evidence as far as possible. The restoration work of locomotive and train shall only be started after the TrD gives clearance.
The checks to be carried out are detailed in the Annexure 9.01.
30916 Look out for OHE Defects
The engine crew of all trains shall keep a sharp look out and report any defects in OHE noticed by them to the TPC from the nearest station. Such defects need not be confined to the line on which train is moving but in the entire vicinity. They should give as detailed information as possible on the nature of the breakdown, its location whether the masts have been uprooted, whether both lines in a double track section have been affected etc. The OHE defects as observed by the driver may be of any one of the following classification:
1. Uprooting of or damage to OHE masts on account of cyclone, derailments etc.
2. Entanglement of pantographs with the OHE.
3. Snapping of OHE conductors.
4. Flash-over or other damage to insulators.
5. Faults on account of stray wires etc.
6. Theft of OHE conductors,
30917 Pantograph Entanglement
The officer or supervisor of the Electrical Department arriving first at site of a breakdown, particularly those involving entanglement of pantographs with the OHE, should make a very careful note of all relevant details pertaining to the break-down and also prepare a sketch indicating the particulars. He will also arrange for preservation of such evidence as may be useful subsequently for investigating the cause of the breakdown.
Items to be checked on the pantograph and OHE are indicated in the Annexures 9.02 and 9.03.
Maintenance Staff, after ensuring that OHE is dead, and earthed in association with OHE staff will climb on the roof of the locomotive. They will remove the HPT links of the damaged pantograph and earth it and will secure the pantograph with wire rope from the base frame of the pantograph in such a manner that it does not come in contact with OHE during the run.
30918 Protection of Train in Case of Loco Failure and / or OHE Supply Failure
1. When overhead supply fails, the Driver shall endeavour to proceed on the momentum of the train. and see whether he can reach the next station otherwise he will stop the locomotive close an emergency socket. To help the Driver, arrow marks are painted on the faces of OHE masts indicating the direction in which the nearest emergency socket lies. If power supply is not restored within 5 minute after stopping the train, he should make use of his portable telephone to ascertain from the TPC through the emergency telephone socket the time when the supply is expected to be restored. If it is likely to be more than 15 minutes then the Driver should apply air and hand-brakes on the loco and pin down brakes on 10 wagons immediately behind the loco in the case of goods trains and all available hand brakes in the case of passenger trains.
If the Driver is unable to stop the train close to the emergency telephone socket, and is likely to take more than 15 minute to ascertain the time of restoration of the over head power supply from TPC he must first protect the train against rolling as indicated above and then contact the TPC.
The same instructions shall be observed in case of electric loco failure when it becomes necessary to make the loco dead and call for assistance.
2. In addition, the precautions prescribed in General and Subsidiary Rules for protection of trains when stopping out of course should be observed.
3. If after power, is restored, the Driver experiences tripping again, he shall not energize the locomotive until he has personally satisfied himself that there is no abnormality on his locomotive.
4. The locomotive will not be left unmanned in such an eventuality.
30919 Parting of Trains
1. Failure of inter-vehicle couplers can cause train partings. This can be due to sudden acceleration or braking causing jerky motion of vehicles. Such jerks cause waves of alternate compression and tension in inter-vehicle couplers passing down the train length and the weakest coupler is liable to break.
2. Drivers will observe following precautions to avoid parting of trains:
a) When starting a train, attractive effort should be applied gradually to ensure that all the couplings are fully tight.
b) Pick up speed notch by notch and start train smoothly.
c) Do not release brakes too fast after destroying vacuum by using double exhausters.
d) It is not enough to be guided solely by the vacuum gauge. Sufficient time (3 to 5 mt.) should be allowed for full release of vacuum brakes.
e) Do not use loco independent air brakes to stop trains.
f) Ensure engine coupling is properly tightened / locked before starting a train.
3. When a parting occurs the driver (in the front portion) should not endeavour to stop the front portion of the train, but should allow the portion to move forward to the extent possible to prevent the possibility of the rear portion colliding with the front portion. The automatic brakes applied on parting may not be effective equally on both the halves of the parted train.
30920 Firefighting Appliances for Electric Rolling Stock
1. Every electric locomotive should be provided either with 2 number of 4 kg capacity or 4 number of 1.25 kg capacity halon type fire extinguishers to IS: 11108, one in each cab and remaining in each corridor. The fire extinguishers shall be fixed on brackets at approved points in the cabs and corridors. The ATFR on duty will be responsible for ensuring that the locos leave with the full complement of fire extinguishers. Sufficient number of spare fire extinguishers should be available with the ATF(R) to replace defective and damaged fire extinguishers.
In exceptional circumstances CEE may authorize change in complement and / or type of the fire extinguishers.
2. On EMU, 2 number of 2.5 kg. capacity Halon type fire extinguisher should be provided in each of the cabins occupied by motorman and Guard and also one number of Halon type extinguisher of the same capacity should be provided in each motor-coach of EMU. As in the case of other passenger trains, the Operating Department will be responsible for custody of the fire extinguishers and their issue to the Guard at the originating station of each EMU rake.
3. All the staff of electrical department connected with the running and operation of trains should be duly trained for fire fighting and use of fire extinguishers within the locos and EMUs.
4. The staff should be trained in taking necessary precautions as enumerated in para 30921.
30921 Fires in Electric Rolling Stock
Preventive Maintenance and Inspection
1. The presence of a large quantity of oil in the transformers and tap-changers of electric locos and EMUs makes it possible for even minor fires to spread and assume serious proportion. Leakage of oil from exhausters and compressors results in accumulation of oil on the loco flooring causing spread of fires. An essential step in prevention of fires in locos is, therefore, to control the leakage of oil from exhausters, compressors and pipe lines and to arrange periodic cleaning of the locos to remove accumulated oil. Always use funnel of proper shape for tapping of oil to prevent spillage.
2. The arcing horns should be properly attended to during inspections. The arc-chute should be properly secured and the securing arrangement periodically checked. The arc-chute should also be cleaned during inspections.
3. In addition to periodic cleaning of the bogies and underframe to remove oily dust, it is also important that rheostatic and regenerative braking, where provided, is kept in working order and drivers trained to make use of these on graded sections, obviating the need for heavy mechanical braking as far as possible thus preventing sparks from brake blocks.
4. Rating of the fuses particularly of low voltage dc circuits are to be checked periodically to eliminate the possibility of fires due to short circuits / overloads etc. Always ensure that the proper sizes and types of fuses are used for replacement. Check calibration of MCBs during POH. Use MCBs and fuses of only approved suppliers as laid down by RDSO.
5. Ensure that all the protective relays are in good working order and are properly calibrated. Do not bypass any protection on the rolling stock.
6. A loose connection is a potential source of fire. Proper tightness of all the connections is, therefore, to be ensured and this point is to be given particular attention during inspections. Coaches commissioned after POH or new coaches after commissioning should be thoroughly checked up for loose connection as during the first few days, loose connections will show up. Ensure that all the connections secured with a nut and bolt are provided with a set of plain and spring washers.
7. Insulation failures can result from surface flash overs due to presence of dirt and dust. It is, therefore, essential that proper cleaning of terminal connections, bus bars, insulators and equipment is done during schedules as laid down to remove oil and dust.
8. Fires in control equipment cubicles are a problem and usually lead to considerable damage. A particular difficulty is the detection of fire and, therefore, the fire is likely to get a good hold before it is noticed. Ensure that proper maintenance of the equipments inside the cubicles is done and the equipments are carefully looked at during inspection for any developing faults.
9. Batteries constitute some fire or explosion risk when they are being given a heavy charge. Heavy charging can be either due to malfunction of the charging equipment or carelessness when charging from the shop floor rectifier. It is therefore Important to check that the ventilation provided in the battery box is not choked. The staff should, therefore, be made aware of the danger of overcharging.
10. Use only approved quality of cables and furnishing material for repairs. Proper care should be taken while laying down the new cables so that no damage to the insulation is caused.
11. In order to monitor healthy condition of insulation of wiring and equipment, insulation resistance should be measured periodically in sheds and during POH in shops, and records kept.
12. In the event of fire it is essential that the main circuit breaker is tripped and the battery fuses of locomotives and EMUs are immediately removed to eliminate the continued feeding of the fault by the battery.
30922 Technical Investigation into Fires
Every case of fire minor or major, Irrespective of the location, whether In power, auxiliary or control circuits, should be investigated very carefully, even though an inquiry in accordance with the Accident Rules may not be called for. The causes as established by the investigation should be analyzed by the Sr DEE / DEE personally to identify areas requiring further investigation and to tighten up preventive measures. A report on each case of fire should also be furnished to CEE. The general guidelines to check up the items in locomotive in the event of fire, is given Annexure 9.04.
30923 Fire Accidents
1. Fires in trains, whether carrying passengers or not, resulting in loss of human life or injury to any person or loss of or damage to railway property to the extent of or more than the value prescribed are required to be treated as "accidents" and have to be inquired into in accordance with the "Rules for Reporting and inquiring into Accidents". Fires in other railway premises resulting in damage to railway property of the prescribed value or over are also to be treated as "accidents". Fire accidents involving loss of human life or injury to persons or damage to railway property estimated to cost equal to or over a prescribed value have also to be reported as soon as possible on telephone to the Railway Board by the General Manager through Operating (Safety) Branch. Procedure laid down in the Finance Manual should be followed.
2. When electrical installations or electric rolling stock are involved or when there is possibility that the fire was caused by electrical short circuit or due to defect or malfunctioning of electrical equipment, a representative of the Electrical Department should invariably be a member of the inquiry committee. Rules also require that a representative of the Security Department should be associated with all inquiries into fire accidents. On arrival at the site of fire they will collect necessary evidence and make out a joint report in consultation with the representative of the security department.
3. The composition of the inquiry committees and the method of disposal of the report of the inquiry committee will be as laid down in the "Rules for Reporting and Inquiring into Accidents" issued by the Zonal Railways.
30924 Electrical Safety
Procedure for reporting of electrical accidents and action to be taken have also been laid down in Vol. I of this manual. The various authorities to be informed in case of injury / death due to accidental contact with live installations have also been indicated.
Following guidelines are specifically meant for Electrical Rolling Stock. These are to be observed and in no way nullify or counter any of the instructions laid down elsewhere by the CEE in his capacity as Electrical Inspector to the Government of India.
1. All Loco / EMUs sheds should ensure that the various interlocks provided on the high tension compartments are effective and it is not possible to open HT compartment until the pantograph is in lowered position and is fully earthed.
2. Drivers / Motormen should not enter the HT compartment unless the pantograph has been lowered and fully earthed.
3. Drivers / Motormen should be fully trained in operations necessary to ensure electrical safety.
30925 Rehabilitation of Fire/Accident Damaged Rolling Stock
The items need to be checked up before the electric rolling stock is taken for rehabilitation for its suitability is given is Annexure 9.05.
Annexure 9.01 ITEMS TO BE CHECKED ON ELECTRIC LOCO AFTER DERAILMENT/ACCIDENT Loco No ............................................................ Homing Shed................................................
Date of Accident................................................................... Train No...............Stn.............................
1. Cab Equipment
1.1 Position of notch repeater (NR).
1.2 Position of master controller, SMGR, tap changer.
1.3 Hasher lights, Head lights and Horns.
1.4 Condition of speedometer-
(The Telco chart should be removed and sealed after the joint signature)
1.5 Brake equipment
1.5.1 Single loco:
(a) Position of MPF/A9, loco independent brake valve/SA9, Assistant Driver, Emergency brake valve RS/D1 and hand brake in both the cabs.
(b) Condition of various gauges.
(c) Whether any of the bogie brakes is in isolated condition; if so, since how long?
(d) Position of angle cock (of BP and FP of locomotive).
(e) Position of lead/trail cock of MU2B valve and 3/4" isolating cock A8.
(f) Whether the circuit for automatic brake application is effective in case dynamic brake fails or not.
1.5.2 Multiple locos
(a) All the items mentioned under item 1.5.1 above.
(b) Position of MPF/A9, loco independent brake valve/SA9, Assistant Driver emergency brake valve RS/D1 and hand brake of both the cabs in rear locomotives.
(c) Position of lead trail cock of MU2B and 3/4" isolating cock A8 of all rear locos.
(d) Loco brake isolating cocks position in all the rear locos.
(e) Whether interconnecting pressure pipes are properly connected and isolating cocks are in open position.
2. Under-frame Equipment
2.1 (a) Wheels measurement
| Sl No | Wheel No. | Wheel guage | Tyre Thickness diameter | Root wear | Flange wear | Visual abnormality including hitting/flash mark on wheel face thread | | | | | | | | |
(b) Journal condition (c) Lateral clearance of axle box (d) Proud metal of wheel disc.
2.2 Cattle guard.
2.3 Draw bar coupler
2.4 Traction gear
2.5 Equaliser beams/safety brackets.
2.6 Bogie frame.
2.7 Primary & secondary suspension springs.
2.8 Gear case bolts. .
2.9 Traction motor suspension unit bolts.
2.10 Safety strip.
2.11 Brake rigging components.
3. Miscellaneous
3.1 Hitting marks on cattle guard and other undergear equipment.
3.2 Any other deficiency in the under-gear equipment.
Annexure 9.02 PANTO ENTANGLEMENTS : ITEMS TO BE CHECKED ON PANTOGRAPH
1) Check that the pantograph wearing strips are properly fastened with the panto pan and there are no loose fasteners or bent strips or deep grooves on the strips. Pantograph strip joints must be smooth so as not to hinder smooth riding of the contact wire on the pan.
2) Check that the grease plate is properly fastened.
3) Check the bow plunger for free sliding while pressing. Check that the split pins are intact.
4) Check the horizontality of the panto pan and its free vertical movement. Check the transverse flexibility of the pan by pulling transversely at the middle cross member with a force of 50 kg. The displacement of the pan at the middle cross member should 36 + 5mm. Check that the positioning link is not bent/cracked or dislocated from the fixing pivots. Check the intactness of split pins.
5) Check the pantograph frame for signs of bending or cracks. Check the springs for any cracks.
6) If possible, take the measurement of the pan as per the Fig. 9.01.
7) Check the broken or cracked fittings of the pantograph and see whether the cracks are old or fresh.
Annexure9.03
PROFQRMA FOR RECORDING MEASUREMENT/OBSERVATION W RESPECT OF OHE IN CASE OF PANTO ENTANGLEMENT.
1. Location
2. Height of contact wire above main line.
3. Height of contact wire of turnout/cross-over-above R.L.
4. Stagger of contact wire of main line.
5. Stagger of contact wire of turn-out/cross-over.
6. Length of steady arm holding main line contact wire.
7. Length of steady arm holding turn-out/crossover contact wire.
8. Position of Registration tube and register arm dropper clip.
9. Track separation at obligatory point.
10. Position at which horn of pantograph Jumped above contact wire.
11. Vertical height of steady arm clamp from register arm.
12. Hitting marks on the steady/Registration arm tube, P.G. Clamps droppers contact wire, dropper dip, splices, Jumpers, if any.
13. Condition of cracked or broken OHE fittings such as damps, catenary suspension bracket, splices and clips etc. Check whether the cracks are fresh or old.
14. Check free vertical movement of the steady arm.
Above observations will be made on every mast within at least 500 m in the rear of the location of entanglement.
Annexure 9.04
ITEMS TO BE CHECKED UP AFTER THE FIRE IN A LOCOMOTIVE
1. Position of master controller, SMGR drum and tap position of tap changer.
2. Condition of DJ , whether locked or in open condition?
3. Whether relays, particularly QLM, QRST, QOP, QOA, are in tripped condition or normal?
4. Condition of HOBA, HQOP and HQOA knife switches.
5. Condition of fuses.
6. Condition of CGR1, CGR2, CGR3 and RGR.
7. Arc-chute of CGRs, line and shunting contactors, auxiliary circuit contactors.
8. Condition of contactors - whether found in wedged or welded condition.
9. Possibility of loose connections at the terminal points.
10. Possibility of overheating due to poor thimbling.
11. Identify the location of the cable where globules are found formed.
12. Identify the area / zone where the damage to the locomotive is extensive due to fire.
13. Condition of 25 kV bushings of the transformer- whether burnt after bursting or simply burnt or not damaged.
14. Possibility of transformer oil splashing with special attention to any sign of oil in conservator.
15. Condition of tap changer with particular attention to splashing of oil and flash-over of the taps.
16. Condition of other electrical equipment like rectifier block, inductive shunt, auxiliary machines and traction motors for any abnormality entailing fire in the locomotive.
17. Polarity of the smoothing reactor, if not damaged fully.
18. Condition of brake blocks, wheel disc for over-heating and melting of brake blocks. Search out molten pieces of brake blocks, if any on SL.
19. Whether the fire took place when dynamic brake was in applied condition. If so, whether" thermal relay of DBR was in working order. Examine the condition of DBR resistances.
20. Presence of any inflamable material like jute, rubber etc.
21.. Abnormality, if any already indicated in the log- book by the driver which could lead to fire.
22. Take this statement of crew and other personnel traveling on the locomotive about how the fire originated.
23. Whether specified fire extinguishers were available in the locomotive and used by the driver and how many of them were found effective?
Annuxure 9.05
ITEMS TO BE CHECKED UP BEFORE TAKING UP SPECIAL REPAIR OF FIRE/ACCIDENT
DAMAGED LOCOMOTIVE
All the items given below need attention for a locomotive involved in a major accident, affecting the under-frame. However, checking up of only under-frame and item 3 is necessary in case a major fire damaged locomotive is taken for rehabilitation.
1. Electrical equipment
1.1 Condition of tap changer plate, oil level in the gauge glass.
1.2 25 kV condenser bushing for physical damage and oil leakage.
1.3 Fixing/foundation bolt of all equipment.
1.4 Visual inspection for any damage 2 Mechanical equipment
2.1 Under-frame
(a) Visually inspect the under frame main sills for crack/local deformation/squareness.
(b) Measure height of couplers/buffers
(c) Measure important dimensions of the under frame and examine for any bend/twist. The typical dimensions which are required to be recorded for WAG-5 class of locomotive are given in Fig. 9.02 (Sheet 1, 2).
(d) Measure camber by running a piano cord from end to end of the locomotive. If there is a negative camber, the under-frame is likely to have under-gone a permanent set. It is normally not possible to set right such deformation except when it is localised or is on a non-stress bearing member.
(e) Any separation between under frame and shell.
(f) Coupler, coupler pin, draft lugs (inside the coupler pocket) for crack/deformation, (g) Holding arrangement of each equiment and shear checks, etc.
2.2 Bogie and Brake rigging
(a) Visually examine the bogie frame and brake rigging for any damage with special attention to cracks.
(b) Measure all dimensions of bogie frame and examine for its deformation/squareness.
(c) Condition of the interfaces of the bogie frame with underframe.
(d) Condition of axle box roller bearing and horn liners.
(e) Bending of axle and traction motor shaft.
(f) Cracks/deformation of equaliser beam, spring and spring seats. 3. Miscellaneous
3. Miscellaneous
Visual inspection of all equipment of locomotive for any damage and deficiency.
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SWITCHGEAR INSPECTION AND TEST PROCEDURE PKR ELECTRICAL ENGINEERING CONFIDENTIAL TABLE OF CONTENTS 1) VISUAL INSPECTION 2) W...
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