Advanced topics on Railway Transportation
Advanced Transportation covers the advanced aspects of Railway operation and analysis of day to day operating performance. It includes, inter-alia:
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Freight train operations
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Coaching operations
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Marshalling yard operations (functioning , statistics, yard congestion).
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Various operating statistics and operating Ratio.
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Use of Information Technology (FOIS, Control office automation etc.)
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Freight marketing
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Calculation of Line Capacity and planning capacity augmentation
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Modernisation and latest developments in Railway transportation
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Multi-modal transport etc.
Anti Collision Device (ACD)
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Anti Collision Device (ACD) is a fully integrated Electronic Control System designed to minimize collisions and increase safety on Railway system.
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It is a non signaling system and provides additional cover of safety in train operations to prevent dangerous train collisions caused due to human errors or limitations and equipment failure.
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ACD system does not interfere with normal working of train operations.
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Being the non-signaling and inter locking system it does not replace any existing signaling and interlocking system and does not alter any procedures of train operations in vogue.
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Network of Anti -Collision Devices (ACDs) are provided comprising of a variety of devices such as onboard (Mobile) ACDs for Locomotives and Guard vans and track-side (Stationery) ACDs, Level Crossing ACDs, Loco Shed ACDs, Sensor based ACOs and ACO Repeaters. All these work on the principle of distributed control systems.
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All ACDs along the ACDroute communicate with each other through radio communication when they are within a radial range of at least 3 kms. On board computers use inputs from Global Positioning System (GPS) for determination of train location, speed, course of travel and time.
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Both mobile and stationary components of ACO system exchange information and take decisions based on train working rules and embedded software to apply brakes automatically without any input from the users.
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If two ACOs are deemed to be at a risk of collision, the ACD system activates automatic braking operation to prevent collisions. Loco ACO is designed to interface with various types of braking system of locomotives.
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System provides audio-visual "Train Approach" warning to road users at level crossings. At Manned LC Gates, when approaching Loco ACD detects "Gate Open" condition, the speed of the train/loco is reduced and kept under a pre-defined speed. Similarly, it can also provide warning and regulate speed in case of movements of land slopes in deep cuttings that are "sensed" through Inclinometer grids, embedded in such slopes.
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More than 2,000 Anti Collision Devices have already been installed over 2,700 Route Kms of track on Indian Railway system out of which about 1900 Route Kms are on North east Frontier Railway and balance are on Konkan Railway. Further proliferation of this safety device on the balance BG network of Indian Railways is being planned.
Control Office Application (COA)
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Control Office Application (COA) is comprehensive software for the automation of Control Charting at a railway divisional control office.
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COA is intended to replace the tedious manual plotting of running trains on a chart.
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The core functionality of the control charting with ergonomics is intended to provide the Traffic Controllers good look-and-feel and user-friendly work environment.
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The integration with allied systems like FOIS, NTES and COIS will be facilitated through a Central Application Server at CRIS in future.
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The flow of data on real time basis to adjoining divisions will mark a significant breakthrough in the train operations without dependency on human interference.
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The application will have interfacing capability with Data Logger to capture data pertaining to train movements in the final version of the product.
Benefits of COA
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Better planning and decision-making in train operations.
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Increased operational efficiency.
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Fully Automated work environment.
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Aid to the controller in terms of efficiency, precision & time management.
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Leverage to Controller's Experience in decision making through manual forecast.
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Real time information on train operation without human dependence.
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Backbone system for sharing of data between allied systems.
Functionalities of COA
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Train Ordering
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Maintain Train Information
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Manage Train Movement (Abnormal Working, Stabling, Banker Movement)
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Report Unusual Occurrences.
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Management of Maintenance Blocks
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Caution Orders
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Plot Graph.
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Advance Plotting _ System / Manual
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Maintain referential data
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MIS Reports
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Yard Management Siding
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Miscellaneous Functions
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View Station Layout
Intended Audience
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Operation Managers
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Train Controllers
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Key functionaries of sister departments.
Freight traffic on Indian Railways
Importance of Freight traffic
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Freight traffic is the major source of revenue for Indian Railways.
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Only one-third of the 13000 trains running daily on IR are freight trains, but it accounts 65% of total revenue of IR.
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Railway Freight traffic is vital for economic and industrial progress of the country.
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Raw materials from producing centers to factories and finished/semi-finished products from factories to consumption areas or ports for export has to be carried. Eg: Coal reserves from Bengal and Bihar has to be transported to thermal and steel plants all over the country.
Share of traffic carried over rail/road
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Freight
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Passenger
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Rail
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Road
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Rail
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Road
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1950-51
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89%
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11%
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80%
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20%
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2000-01
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36%
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64%
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20%
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80%
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Goods Traffic on IR for the Year 2010-11
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Net tonne Kilometres - 626,473
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Originating Tonnage - 926.4 (in Millions)
Diversion of freight traffic
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Taking into overall cost of transport road transport is generally economical only for short hauls only.
Railways plays dominant role for meeting transport requirement for the following reasons:
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More energy efficient: Using same quantity of fuel Railways carry more than 6 times the traffic that could be carried by road. Thus it reduces the burden on foreign exchange.
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Less pollution : Railways are more environment friendly especially for electric traction.
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Better Land use
Goods operations Points
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Loading/unloading points viz, station platforms, goods sheds and sidings which maybe private, assisted or railways owned.
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Sections through which various kinds of goods trains are run to carry the traffic from originating to destination points.
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Intermediate marshalling yards where goods trains are received, reformed and dispatched.
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Transhipment points where goods are transshipped from one gauge to another.
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Control organization which is responsible for planning, organizing and monitoring of goods operation as well as passenger traffic.
Units of Loading
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Smalls traffic ie, less than wagon load.
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Wagon load.
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Full train load
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Containers
Discontinuance of less than wagon load
IR discontinued booking of less than wagon load as it was neither convenient nor economical for following reasons.
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Wagon space is poorly utilized as waiting for full wagon delays the dispatch of consignment.
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Repeated handling of goods leading to claims.
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Cumbersome documentation.
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Van Goods trains which carry the consignments may have poor average speeds due to detention at stations for loading/unloading or shunting and hence poor utilization of Rolling stock and Line Capacity.
Booking of Train load Traffic
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Rail Transport is most cost effective where traffic is moved in point to point train loads without the need of shunting/sorting enroute.
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Major commodities forming 90% of goods traffic are amenable to be moved in train loads.
Steps taken to encourage train load traffic
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Quoting reduced rates for train loads.
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Encouraging collieries and major users of coal like thermal power houses to have their sidings suitably strengthened/ extended to ensure full rake loading.
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To set up coal dumps at nodal points for small consumers.
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To encourage steel authorities to set up steel stock yards so that full train loads of iron and steel products could move from steel plants to stock yards.
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Encourage oil companies to install full rake sidings at loading/unloading points for POL trains.
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Ensure Jumpo rakes consisting of covered Roller Bearing CBC wagons are provided for laoding and transport of commodities such as foodgrains, cement and fertilizers.
Freight Operations Information System (FOIS)
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FOIS is the Management Information System (MIS) used in Indian Railways for its freight business.
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MISs are used for improving efficiency in management and control of operations in Railways resulting in higher productivity of resources and improving quality of service to customers. FOIS helps to improve the process of planning, monitoring and decision making and reduce operating expenses through a more efficient utilization of rolling stock.
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FOIS software comprises Rake Management System (RMS) for handling operating portion and Terminal Management System (TMS) pertaining to commercial transactions.
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The system has been introduced to keep records of loads/trains, wagons, loco movements and consignment details etc. by reporting rake formation, load formation, train arrangements, crew assignment, train consists including consignment details, train departure, train arrival, forecast, shunting performed en-route, loco changes, train stabling, correction in rake composition, placement, releases, removal from sick lines/goods sheds, RR details, loco irregularities and maintenance activities.
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Further it facilitates to make enquiries from the system regarding all the above activities and furnish real-time, accurate and reliable information about the status of all the activities.
Advantages of FOIS
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FOIS uses Information Technology as an aid to decision making and ultimately improving the freight services.
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A management tool to optimize utilization of costly assets and resources by improving distribution of rakes /wagons and locos and scheduling and routing traffic in a cost effective manner.
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Provides continuous cargo visibility and instant access to information regarding status of consignments in transit to freight customers.
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Global tracking of consignments in trains and wagons.
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Timely planning and just in time inventory management.
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Facilitate acceptance, billing, cash accountal of freight traffic from identified nodal customer centers which may not be handling terminals.
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Simplified logistic management by extending such facilities to customer premises.
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Total logistic system in future.
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Accurate and uniform operating information regarding loco, wagon, yard, terminal etc. will be available to operating officers and other managers.
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Distribution of empties can be done, Congestions can be avoided.
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No missing / unconnected wagons.
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Maintenance record of loco / wagons available.
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Accurate statistics regarding loading / unloading earnings and freight will be promptly available.
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Long term planning for increasing section / line capacity can be done.
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Train/stock/wagon interchange position.
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Yard detention/delay on the run information.
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Stock /loco holding.
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Just in time inventory is available and hence no case of unconnected/missing wagons.
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Manual process/maintenance of registers dispensed.
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Quick settlement of claims.
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Arrival/departure/placement, release info.
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Indents registered/pending, RR preparation, Goods shed earnings.
Implementation
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Software implementation and maintenance is done by CRIS.
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If MIS requirements are to be met in totality entire IR has to be covered, otherwise only a truncated picture will be available.
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Certain FOIS subsets presuppose others to be operational before they can be implemented.
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Loco and wagons based functions presuppose load/train/rake formations to be operational.
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Goods shed functions expect wagon based functions to be in place before they can be implemented.
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FOIS/RMS has been designed in a modular structure which could be taken up for implementation in phased manner.
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COMs of Zonal Railways to ensure timely completion of field implementation including training of staff, preparing of sites for installation of hardware, maintenance of channels and datacom equipments.
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CRIS provides specifications for hardware.
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Servers are networked among themselves and to the central server.
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Central server provides management reports at board level and act as repository of all the global data and also provides global services to maintain referential integrity of database including master files.
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Star based network topology is used in which every location has at least two paths to reach CRIS.
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Railway owned digital microwave communication networks, leased lines from BSNL are used for reliable and fast means of data transfer.
FOIS design
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FOIS is designed in a modular way.
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FOIS is designed taking into account IR’s present and future requirement.
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Around 80-85% of rakes moves already in rakes. It is assumed that this trend will continue in future.
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Forecast and pipeline of consignments should be available.
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Movement and forecast of consignments has to be available for the customers also.
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Operations and data capturing will remain control centric for train, rake, loco and stock management and terminal centric for booking, loading, unloading and delivery taking into account spatial distribution of activities that needs to be captured.
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RMS and TMS are designed to provide integration with other subsystems as and when they are developed.
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FOIS gives web access to Railways customers for obtaining information regarding pipeline of their incoming outgoing rakes and details of Closed Circuit rakes.
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FOIS introduced SMS based Consignment Tracking which facilitates Railway customers to track consignments using mobile phone. Customer have to send the SMS with FNR id of consignment.
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FOIS ultimately plan to put in an event driven integrated reporting in real time, beginning with tendering of Forwarding note to loading and generation of invoice followed by load consists, train ordering, departure of train, transit, arrival of train at destination, unloading and delivery.
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Data thus captured is used for generating associated managerial reports(MIS).
FOIS - Current Status
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Rake Management System, the core module of FOIS has been deployed at around 250 locations spread throughout Indian Railways which are networked through Optical Fibre Cables (OFC).
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Terminal Management System (TMS) has been deployed around 500 locations.
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A pilot project for e-payment of freight for Badarpur Power House , Delhi is implemented which transfer the freight amount electronically to Railways Account.
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Other modules like Control Office Application (COA), Crew Management System are under various stages of implementation by CRIS.
FOIS Software
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FOIS is designed in client server technology using middleware and a Relational Data Base Management System (RDBMS).
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Application servers at the CRIS are networked and linked to a central database for global level transactions.
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The central database acts as the repository of all current and historical data.
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The application is interface-ready for web-based services like connectivity to customers and e-payment gateway interface.
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RMS module is with Graphical User Interface (GUI). IT is totally menu driven and navigation is through logically linked tasks.
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The application and front end forms for reporting are done in Visual Basic and resides in the client machine located at the reporting location. Data is stored in the Central server located at CRIS.
System Architecture
FOIS envisages a 3 tier architecture as below:
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Data (Data Server)
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Business Logic ( Application server)
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User Client
Concept of rake/ load/Train in FOIS system
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A rake refers to a set of wagons moving together and identified in the system as a rake.
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Wagons can be attached / detached to a rake.
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Each rake is identified with a unique rake number which remains unchanged through various load/empty cycles and detaching/ attaching.
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A rake when given a destination is known as a load.
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A load when given a loco is known as a train.
Cycles in RMS Software
RMS software has two identifiable cycles:
1. Train Cycle - It starts the moment a load is identified as a train and the following tasks are required for its online booking.
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Train ordering
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Train departure
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Train arrival
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Train run through
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Train rerouting
2. Yard Cycle – It starts as soon as a terminal load arrives at its destination or a train is cancelled.
Other tasks
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Interchange forecast – reports daily targets which is frozen by noon. A pipeline is generated from originating station to destination and the position can be viewed at any point in its route. Forecast can be reported by selecting trains from the pipeline shown at the interchange point.
Rake Related Tasks
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Rake formation details
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Movement order
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Rake placement / release
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Rake merging – moving wagons from one to another.
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Rake dissipation – piecemeal out of rake.
Load related Tasks
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Load planning
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Load stabling
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Inward number taking
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Load diversion / termination /extension.
Train related tasks
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Train ordering.
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Train departure.
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Train arrival.
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Train run through.
Loco Related taks
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Attachment / Detachment of Loco.
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Reporting loco failure on run.
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Light engine movements.
Roadside / Piecemeal wagon related tasks
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Attachment / Detachment of Wagons enroute. (Load consists are automatically modified)
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Piecemeal placement / release
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Piecemeal Sick / Fit
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Clearance of detached wagons
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Demands – Intends for a Goods Shed
VG Tasks
Detention Related tasks
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Detention enroute
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Pre-departure detention
BPC & Crew details
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Besides these routine tasks divisions have to carry out some systematic tasks which helps in generating MIS reports and some of the time specific reports.
FOIS Subsystems
Subsystems
Two subsystems RMS & TMS already in use after trials and validation. Rake Management System (RMS) handles the operation potion and Terminal Management System (TMS) pertains to commercial transactions.
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Rake Management System (RMS) – RMS covers computerisation of various operational functions relating to Yard and Freight train operations.
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Rake based consignments tracking and pipeline.
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Intelligent terminals will be placed at field locations to capture data from place of activities ie, Control offices, yards, goods sheds, Carriage and Wagon depots, Loco sheds etc.
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These terminals are connected to application server at CRIS office at Zonal Headquarters through reliable communication links for transaction processing.
RMS provides
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Stock holding in terms of summary of wagon types.
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Train and stock interchange.
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Terminal handling performance.
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Loco holding, outage and power on line.
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Reporting to take care of Train/load on summary basis.
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Invoice based consignment tracking.
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Wagon wise stock holding.
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Wagons wise interchange.
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Missing wagons/Wrongly delivered wagons.
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Invoice based loading, originating tonnage and revenue.
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Control charting of trains will also be integrated with FOIS.
TMS
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TMS relates to computerization of different activities pertaining to Goods shed working.
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Computerised booking and delivery of consignments.
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Station Accounting.
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RR generation and transmission.
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Improved customer interface.
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TMS seeks to achieve the following:
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Link the stock demand captured and handled by RMS to wagon based booking particulars in real time to further optimize tracking of consignments and day to day supply of wagons.
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Keep an account of goods and freight between booking and destination stations through data captured in real time.
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e-payment of freight and other charges by customers to Railways’ account.
Subsystems in development include:
Yard Management System
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Terminals in the yard will provide information regarding expected arrival of trains along with detailed consists of train with particulars like the destination, commodity loaded, whether explosive or not, whether it can be loose shunted or not etc.
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As soon as the train arrives in the yard actual sequence of wagons will be cross checked and corrections if any made.
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System will also prepare the cut-lists and humping memo according to the prescribed marshaling orders and nominations of sorting lines.
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The system will have the road position of the yard at any moment.
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After re-formation when the train is ordered and ready for despatch, its consists and departure time will be entered. This will also apply to the bypassing trains.
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They system will have all the information regarding locos and wagons at any point of time.
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It will also provide relevant statistics regarding detention to locos and wagons, sick marking etc.
Terminal Management System
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System will generate Railway Receipts(RR).
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Calculation of freight and other charges will be done automatically by the system.
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Goods shed not having terminals will prepare RR manually as at present and the details will be entered later into the system.
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Forwarding notes and wagon registration will be done in the system. Delivery of consignments, inventory of consignments and calculation of Wharfage and Demurrage charges will also be done by the system.
Locomotive Repair Management System (LRS)
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LRS will cover all BG Electric and Diesel locomotives working Passenger, Freight trains and Shunting Engines.
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The system will have a performance and maintenance history of locomotives and their sub-assemblies. It will maintain records of laboratory testing of fuels and lubricating oils, and cooling water for Diesel locomotives and compare successive testing results.
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It will include a stores inventory system for locomotive store depots.
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They system will analyse lubricating and fuel oil consumption of Diesel locos.
Wagon Repair Management System
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System will maintain a record of work performed in the yard and sick lines, including a gangwise analysis of work performed.
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It will record the defect details of wagons marked sick and record the defects attended without sick marking.
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It will maintain inventory of stocks wagon depots, print items in short supply or out of stock and monitor the implementation of modifications required to be made on wagons.
Crew Management System (CMS)
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System will provide information regarding crew at all times. It will provide at any time availability of crew at headquarters and outstation. The system will assign crews to trains with a view to optimal and effective utilization of crew.
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It will maintain information regarding periodic and other rests, Road learning, Traction knowledge, Traction scheduling, Periodic Medical Examination Details(PME), DAR Action, Refresher/Promotional course details etc. They stem will monitor implementation of 10 hour Rule and schedule the Periodic Rest of crews.
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CMS will monitor the productivity of crew by calculating the total hours of duty performed, total kilometers earned by each staff. It will also monitor acts of malingering and excessive leave, absenteeism etc.
Fuel Management System(FMS)
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FMS will monitor fuel stocks(HSD and lubricating oil) at fuelling points.
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It will maintain a record of receipts, issues and losses at fuelling points.
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It will also have provision to analyse fuel consumption driver-wise.
Freight Revenue Accountal System (FRAS)
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This is a comprehensive system for collection, Accountal and remittance of freight earnings by stations.
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System will incorporate software for calculation and collection of charges siding, crane charges, maintenance of goods outward booking and delivery books. Station balance sheets also will be prepared by the system. As such thenumber of checks at the Traffic Accounts Office will be less.
Safety Management System (SMS)
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This will keep a record of all accidents fo analysis purpose.
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This will be an offline system.
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It will monitor progress of accident enquiries and compliance of inspection schedules and their follow up. Safety record of staff also will be maintained in the system.
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System will monitor inspection schedules of Accident Relief Trains (ART) and Medical Vans and record shortcomings noticed.
Statistical System (SS)
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Statistical System will extract relevant data from all the other subsystems and consolidate for statistical purpose with inputs from Zonal and Central System where necessary to produce offline reports in various areas such as Yards, commodity and revenue statistics, detention to stocks, accidents, rolling stock (locomotives and wagons) and fuel and lubricating oils.
Empty Wagon Distribution System
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FOIS will have details of registration of wagons and requirement of empties at any point of time. Movement Instructions as desired by the Management as per the policy guidelines will be updated and System will assign empties supply of various types of wagons to different loading points.
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Supply of empties will be regulated keeping in view the Movement Instructions as well as availability of wagons according to the flow in pipe-line.
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Thus whenever the status of a wagon changes from loaded to empty FOIS will assign automatically it to the next loading point. This will ensure minimum empty haulage and optimum utilization of wagons.
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The system will have a provision for authorized operating officers to override the arrangements made by the computer if need arises for same.
FOIS enquiries/Reports
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FOIS will have online information pertaining to basic data. Therefore information will be available from the system in real time in the form of Reports and Enquiries.
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Reports can be programmed to print at specified time at specific places like the morning operating position. Or they can be programmed to be printed automatically in select yards on the route of the train.
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Enquiries have to be made specifically as and when they are required. Enquiry results will be real time and will be same whether enquiry is made at Divisional level, Zonal Headquarters or Railway Board level. Enquiries that can be made from the system is extensive and cover the all aspects of operation.
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In addition to the above, FOIS will prepare operating and other statistics as required by the administration. Periodical or monthly statistics will be available as soon as the period/month is over.
Reports available in RMS Module
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Interchange Forecast Summary
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Running interchange – detailed view of forecast and interchange, running position of train forecasted.
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Current interchange – Summary information of interchange with breakup of empties and loaded, stock interchanged.
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Likely shortfall- Summarized view of interchange along with trains likely to shortfall.
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Stream wise pipeline – Provides pipeline between two nominated stations and also pipeline for a route.
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Traffic Flow – Likely traffic flow at interchange points upto 3 days in advance.
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Loads on run – This can be filtered with various filters like commodities, destination, rake wise.
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Outward train railwaywise
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Terminal position – total rake at terminals and insight for the terminal.
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Terminal performance – for a selected period.
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Terminal history – details of individual rakes handled at the terminal for a specified period.
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Some of the important Enquiries provided in the system include:
Wagon
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Status and location of every wagons, loaded or empty, from and to, commodity loaded etc.
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Wagon marked sick
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In sight (Pipeline) figures for a particular destination or route
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Wagons requiring special handling such as ODC, QTS, perishables etc.
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Wagon balances and their breakups.
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Wagons interchanged between Railways/ Divisions etc.
Trains
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Forecasts of trains running, their expected arrivals in the yard, and work to be performed.
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Advance train consists/ vehicle guidances. Particulars of Crew on train with hours spent on duty.
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Stabled loads.
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Wagons detached/attached enroute.
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Trains run section-wise, throughput and balances left over.
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Average speed of trains.
Locomotives
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Details of locomotives with their last reported fuel oil levels and schedule particulars.
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Outward ordering of locomotive from a yard.
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Locos due for scheduled repairs.
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Current location etc.
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Usa ge of locos typewise area wise Zonewise., destination, detention in yard etc.
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Listing of sick wagons in a yard defect wise.
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Number of trains received/despatched and number of wagons dealt with.
Yards
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Yard line position with sequential location of wagons on lines.
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Yard wagon balance – breakup based on type of wagons, commodity, originating station.
Ordering of a Goods Train and process of Freight Train Operations
Ordering of Goods Trains
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The message from Divisional Control Office that a train is scheduled to leave from a station or yard at a certain time is known as Train Notice. The message is further conveyed to all concerned.
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Availability of suitable load, loco, crew, guard and path has to be ensured while ordering a train.
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Each freight train has to be run under a unique number/name/train ID for monitoring its movement through intermediate Divisions /Zones and also to facilitate activities at Control Office, Yards, C&W Depots, Crew/ Guard booking Lobby, Power Controller, Traction Loco Control. Co-ordination between Traffic control and PRC(or shed if fresh power is required), Yard/Station, C&W, Crew/Guard booking lobby is then essential.
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Regular conference with yards, terminals, adjoining division is held by Control office for exchange of information on forecast of trains, completion of loading/unloading and interchange information.
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Monitoring is done also through FOIS.
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Constant monitoring of Loading/unloading at sidings / goods sheds by station staff and control.
Complexity of Freight operations
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Changing patterns and fluctuations in demand for rakes/wagons.
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Variety of commodities to be moved requiring different type of wagons.
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Preferential traffic schedule, rationalization schemes, and other public policy regulations.
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Seasonal variations in demand.
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Time taken for loading/unloading and weather it is manual/mechanical.
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Train examination systems – End to end, CC rakes.
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Wagon maintenance, sick wagon detaching, attaching fit wagons.
Steps involved in Freight Train Operations
Basic operations involved in offering empty rakes for loading are:
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Examination.
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Supply/placement
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Loading/despatch.
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Inward loaded trains released after unloading and which has to be back loaded may require an outward examination unless rake is certified fit for a round trip or for a prescribed distance.
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Once the train is certified fit all the commercial formalities has to be followed.
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At this stage train ordering is done by Control office and crew and loco has to be arranged.
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Movement of freight traffic is monitored at different levels in Control Office upto its arrival at destination and co-ordination with Divisions/Zones are also done.
Sidings for freight Traffic
Sidings
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Major rail users have railway sidings in factory premises so as to have door to door services and to avoid double handling from factory to Railway goods shed and vice-versa.
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More than 75% of freight traffic is handled in sidings.
Different types of Sidings
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Public sidings : Owned and operated by Railways and are available to rail users just like goods shed lines.
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Assisted sidings : For the exclusive use of owners of the sidings . The cost is borne jointly by Railways and owners of the siding. This has been discontinued.
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Private sidings : For the use of owners of the sidings. The cost is borne by owner of the siding.
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Departmental (Railway) siding – For departmental use.
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Military siding
Private Sidings
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Private sidings save expenditure on provision, maintenance and operation of Goods shed. It is therefore desirable for Railways to encourage Private sidings especially for those users whose traffic is amenable to be handled in full train loads such as collieries, thermal power houses, steel, cement and fertilizer plants , iron ore mines, refineries, FCI godowns, POL depts. Etc.
Exchange yard
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A siding may be served through an exchange yard or train engine may place/remove the inward/outward rake directly into/from siding.
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Concept of exchange yard is getting outdated and for better utilization of Rolling stock it is preferable to place and remove rakes into and out of siding by train engine itself.
Highlights of Kakodkar Committee Report on Railway Safety
High Level Safety Review Committee constituted by the Ministry of Railways and headed by the eminent scientist Dr. Anil Kakodkar gave its report in Feb 2012.
Major recommendations of the Committee include:
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Elimination of all Level Crossings(manned and unmanned) in the next five years with an estimated cost of Rs. 50,000 crores.
-
Maintenance of safety related infrastructure at a cost of Rs. 20,000 crores.
-
Implementation of Advance Signaling System through Special Purpose Vehicle covering 19,000 km of trunk route with an estimated cost of Rs. 20,000 crore.
-
All new coaches will be of safer LHB type with a total cost of Rs. 10,000 crore.
-
Total financial implication for the implementation of the committee report is Rs.1,00,000 crore which has to be funded by safety cess on passengers, deferred dividend, grant by Central government etc.
Indian Railway Corporate Safety Plan(2003-13) Highlights
Collisions
-
7% of total accidents, account for 38% of total fatalities.
-
Suggestions: Total elimination of Collisions by the extensive use of Anti-Collision Device (ACD).
Derailments
-
75% of total accidents, account for only 14% of total fatalities.
-
Suggestions: Derailments will be reduced by 60% by following measures:
-
Replacement of overaged tracks, bridges, S&T gears and rolling stock under SRSF and current arisings under DRF.
-
Elimination of four-wheeler tank wagons, which are accident-prone.
-
Reduction of thermit welded joints which are weak areas.
-
Improved training facilities enhancement of human skills.
-
"Continuous Track Circuiting" and use of `State-of-the-art SPURT Cars' for rail flaw detection.
Fire accidents
-
2% of total accidents, account for 2% of total fatalities.
-
Suggestions: Fire accidents and consequent fatalities will be reduced by 80% by adoption of fireproof coaches and fire retardant material in the existing coaches.
Level Crossing Accidents
-
16% of total accidents, but account for 46% of total fatalities.
-
There has been a rising trend in level crossing accidents in the last decade (+23%).
-
Suggestions :
-
Social awareness programmes.
-
Construction of ROBs/RUBs at level crossings with TVUs > 1 lakh.
-
Manning of unmanned level crossings.
-
Provision of phones & interlocking of level crossing gates.
-
Use of Train Actuated Warning Device (TAWD) and Anti-Collision Device (ACD)
Other Suggestions/Remarks
-
Overall consequential train accidents per million train kilometers will be reduced from 0.44 in 2002-03 to 0.17 in 2012-13.
-
Fatalities in case of serious accidents will be appreciably reduced by use of Crash worthy Coaches and tight lock couplers with anti-climbing features.
-
Bridges - Following measures being adopted:
-
Under Water Inspection.
-
Integrity testing of foundations.
-
Non-destructive testing techniques.
-
Bridge Management System.
-
Fatigue life and residual life assessment techniques.
-
Replacement/ rehabilitation of identified overaged and distressed bridges.
-
Filling up of all Safety Category posts on urgency basis.
-
Safety Related Retirement Scheme (SRRS) for gangmen and drivers in age group of 50 to 57 years.
-
Disaster Management measures for ensuring quick relief and rescue operation.
-
Funds requirement for safety enhancement works, including SRSF, outlined in the Corporate Safety Plan : Rs. 31,835 crores.
Indian Railways Fact Sheet
-
Third largest railway network in the world with route kilometer of nearly 64,000 route km.
-
IR operations span 170 years, from the first train that ran from Mumbai to Thane on April 16, 1853.
-
19,000 trains are run every day including 12,000 passenger trains and 7,000 freight trains.
-
Over 7,000 stations.
-
Transports 2.65 million tonnes of freight every day.
-
Ferries 23 million passengers every day, 7.2 billion annually.
-
1.36 million employees on its rolls.
-
Seventh largest employer in the world, according to Economist magazine.
-
Ranks as largest employer after the US defence department, the Chinese army, Wal-Mart, China National Petroleum, State Grid of China and British health services.
-
Has an annual revenue base of Rs.1,06,000 crore ($21 billion).
Integrated Coaching Management Systems(ICMS)
1. MODULES IN ICMS
-
Punctuality Module (PAM):For Post facto analysis of punctuality loss and its causes (not an on-line system), Captures train running at Originating/ Terminating and interchange points and the causes of detention. Data input predominantly at Divisional HQ level. Status: Implemented.
-
Coaching Operations Information System (COIS): Captures events on Coaches/Rakes, Generates Reports for Management of Coaching Stock. Data input predominantly at Station/Coaching Yard level. Status: Implemented.
-
COIS Data Entry Module: Support module of ICMS, to maintain database pertaining to the information of Rake Links, Yard Infrastructure, Coach Master, Train Schedules etc. Data input at Zonal HQ level. Status: Implemented.
-
Coaching Maintenance Module: To capture depot activities related to coaching maintenance operations, Utility tool for managers looking after mechanical and electrical maintenance, Includes module for Material Management and Manpower data (gang strength per shifts etc), Data input at CDO level. Status : Under system study.
-
Time-tabling Module: For simulating the suitable timings for running of all kinds of trains, simulating the best available path for planning a train keeping in view all variables, simulating optimum utilization of rake link, generating all time-tabling documents. Data input at Zonal HQ level. Status : Under system study.
2) ICMS-SYSTEM ARCHITECTURE
-
User connects through browser interface (like Internet Explorer)
-
Separate URL for PAMS ,COIS and DATA modules ( for ex: http/…/cois , http…./pam , http/…/data and so on).
-
Users have Thin clients at location.
-
Back-end: RDBMS (Oracle based).
3) ICMS-DATA FEEDING
-
Master Data: Common Master database for PAMs and COIS, includes Infrastructure data: (of more permanent nature like List of Stations, Platforms, washing lines) and Other Master Data: (of less permanent nature like Rake Link Data, Time Table data, Coach Master etc).
-
Running Data: Separate and independent running database for PAMS and COIS
a) PAM:
Feeding mostly at divisional level. Interchange owning division controls the data feeding for handing over or taking over, Zonal client does the responsibility fixing( deciding the trains “lost in punctuality”). Activities include:
-
Originating terminating, interchange timings.
-
Detention Reports.
-
Cause wise logging
-
Fixing Responsibility
b) COIS:
Unlike PAM - no concept of data “feeding” in COIS. Instead working on the system at station/yard level leads to generation of required data (and memos for the operator).This works as input for MIS. All station/yard activities from arrival to departure of rake are captured:
-
Yard stock entry
-
Dispute Resolve
-
Yard Position
-
Sick Marking
-
Rake formation
-
Sickline Placement
-
Sickline Operation
-
Modify consist
-
Shop Marking
-
Movement Shop Placement
-
Movement (Yard to yard)
-
Remove fit available coaches
-
Rake Examination
-
Search Feedbacks
-
Departure Reporting
-
Send Feedbacks
-
En route Attachments/Detachments
-
Generate memo
-
Arrival Reporting
(iii) ICMS-MIS-REPORTS
a) PAM : Reports for Management at Divisional Level, HQ level, Board level like:
-
Railway Punctuality Performance for a date for a Division
-
Movement of Trains (Division wise) in a Zone
-
Punctuality percentage of Mail/Express
-
Cause wise/Gauge Wise breakup of Lost Trains between dates
-
Division wise analysis of Cause of Lost Trains on Date in a Zone
-
Railway Punctuality performance for a date in a Zone
-
Cause wise breakup of Trains lost in a period
-
Summary of Monitored trains daily Run and Lost
-
Section wise/Cause wise analysis for all trains on a date
-
Zone wise/Cause wise analysis for all trains on a date, etc
b) COIS: Reports for Management at Station Level, Divisional Level, HQ, RB level like :
-
Yard Stock Position (Line position)
-
Vehicle Guidance
-
Zonal Stock Balance sheet (type wise details of Bare Requirement, allotment, running in service, ineffective etc)
-
Coaches on way from/to shop
-
Foreign Railway Coaches
-
Ineffective Coaches
-
Coach History
-
Rake Link Information Zonal/Divisional Coaching Stock allotment/availability, etc.
LBH Coaches
LBH Coaches
LBH Brake Van
-
For improved safety and comfort , Indian Railways have introduced Linke Holfmann Bush (LHB) coaches in 2000.
-
LHB coaches have been developed by Linke-Hofmann-Busch in Germany (ALSTOM).
-
IR entered into contract with ALSTOM for initial supply , Transfer of Technology for design and manufacturing, the training of Indian Railways personnel in the premises of the manufacturer and the technical assistance to Rail Coach Factory, Kapurthala during the initial stages of production.
-
In 2002 RCF rolled-out the first rake of ALSTOM-LHB Chair Car Coaches for Shatabadi Express.
-
Presently LHB coaches are run only in premium air-conditioned services such as Rajdhani, Shatabdi and Duronto trains owing to high cost of manufacture (currently about Rs. 2 crore).
Features of LHB coaches
-
Designed for an operating speed up to 160 km/h and tested up to 180 km/h.
-
Anti-telescopic.
-
Crashworthy design.
-
Improved suspension system ensuring more riding comfort for the passengers.
-
Microprocessor controlled high capacity air conditioning system .
-
The automatic center buffer coupler(AAR tight lock type CBC).
-
CBC coupler has a support frame which is providing an anti-climbing protection in case of accidents. The coupler can be opened from the side by a lever.
-
The design allows also the use of screw coupler instead of center buffer coupler.
-
Stronger bogie -body connection and intra-bogie connection.
Line capacity
Line capacity means the number of trains that can be run on a section in 24 hours.
Line Capacity is calculated in three different ways:
-
Maximum Line capacity – This the maximum number of trains that can be plotted in the master chart so that it is impossible to introduce even a single train.
-
Practical Line capacity – This is number of trains which can be run on a given section in practice. This can be derived from Maximum Line capacity by making allowances for maintenance of Permanent way, time required for operational exigencies/irregularities etc. In general in Railways Line Capacity means Practical Line Capacity.
-
Economic Line Capacity - Following diagram shows Cost analysis against number of trains on a section.
-
It can be seen that as the number of trains in a section goes up the cost of running trains decreases resulting in higher return upto a certain point. This is due to the better utilization of available resources. But as the number of trains goes higher than this point section get saturated making it increasingly difficult to increase train services without operational delays. Ultimately this leads to an increase in Cost. Optimum number of trains which can be run on the section economically (Point E in the graph) is called Economic Line Capacity.
Calculation of Line Capacity - Following are the commonly used methods for calculating Line capacity
1. Scott’s formula
Line Capacity C = 1440/(T+t) x E
Where T is the running time of the slowest goods train over the critical block section, T is the Block operation time and E is the Efficiency facto
2. Charting method
-
Charting method is the most reliable method of calculating Line capacity. The train paths are plotted in a time-distance graph for 24 hours. Fist paths of all Scheduled Express/ Passenger trains are plotted. Then scheduled goods trains are plotted. And after other paths are plotted as many as possible in the chart.
-
Line Capacity by charting is more accurate as this method takes into account all the peculiarities of a given section. It should not be less than the Line capacity as per Scott’s formula as it is based on the slowest moving train over critical section.
-
In Indian Railways Line Capacity is calculated based on Charting method.
-
A section can be considered saturated when it is running more than 90% of Line capacity arrived by charting.
-
Terminal facilities should not be taken into account while calculating Line Capacity.
Increasing Line Capcity
-
From Scott’s formula we can see that Line capacity increases, if we decrease Running time T, Block operation time t and increase the Efficiency FactorE.
-
Reducing T - Can be achieved by reducing length of Block sections (provision of intermediate block stations etc.) or by increasing speed of trains.
-
Reducing t - Block operation time can be reduced by provision of tokenless Block instruments, panel interlocking, automatic signaling etc.
-
Increasing E - Efficiency Factor E can be increased by Time table improvements, improved maintenance practices ,improving staff efficiency, yard and terminal improvements, provisions of simultaneous reception, additional loops etc.
Marshalling Yards
-
Marshalling Yard is a place where goods trains are received, sorted, reformed and dispatched.
-
A yard is a classifying and distributing machine with facilities for receiving, sorting and despatching wagons to their various destinations after the prescribed attention.
-
A yard has a network of tracks, divided into several grids for receiving, sorting, forming and despatching of trains.
-
Even though yards perform important functions, the work done in a Marshalling yard is only indirectly productive. The ingenuity of operating man consists in putting in minimum number of wagons into minimum possible number of marshalling yards by forming trains for farthest common points subject to rules and regulations. Working of the marshalling yard has to be closely monitored and planned.
-
The need and importance of Marshalling yards has considerably reduced with the discontinuance of piecemeal traffic in favour of point to point train loads.
-
However such works as placement and removal of wagons from siding, sorting sick and other wagons detached at intermediate stations and brought to yard, running of pilots, ad dealing through trains continue to be done at marshalling yards and as such Marshalling yards continue to play an important role in goods operation.
-
Work in a marshalling yard not only affects the traffic it deals with, but also the entire train running on the section in particular and working of Railway system in general.
Classification of Yards
1. Terminal yard
-
Terminal yard means yard attached to terminal goods shed where large number of wagons are loaded, unloaded. This term is also used for every goods yard, where a goods train terminate.
2. Marshalling yard
-
Yards are nominated as Marshalling yards on the basis of number of wagons dealt with. The concept of Marshalling yard are becoming anachronistic and world over it is giving way to freight terminals.
3. Transit yard
-
Trains are received and despatched without any shunting on them. In such yard generally change of crew, engine, C&W examination, etc. are carried out.
Types of Marshalling Yards
1. Flat Yards
-
Sorting by push and pull method of shunting.
-
Maximum number of wagons that could be sorted out in a flat yard with one shunting neck and one shunting engine will be around 500 or so in aday.
-
If the total quantum of traffic is more than this it is advisable to have a hump yard or separate Up and Down Yards.
-
Flat yards are economical in space, but slow in working and wasteful in shunting engine hours.
2. Hump yards
-
A hump of suitable height is provided and wagons are rolled from the crest of hump to desire sorting lines with gravitational force.
-
With proper mechanisation it is possible to sort upto 5000 wagons per day in a single hump.
-
One train load of 60 wagons can be sorted in 20-25 minutes in no-mechanised hump yard.
-
With retarders it can be done in 12-15 minutes.
-
In fully mechanised yards it can be done in 7-8 minutes.
-
Hump yard are economical in Shunting Engine Hours compare to Flat yards.
3. Gravity Yards
-
Natural slope of the site is taken to locate reception and sorting lines in such a fashion that wagons can be rolled from reception to sorting lines without the help of a shunting engine.
-
Wagons on reception lines are held in position by track brakes.
-
Main advantage is the reduction in operating costs due to saving in shunting engine hours.
-
Economical than Flat yard, but layout is dependent on the availability of plenty of land with the required topography.
=================================================================
Bailey Yard – Largest Marshalling yard in the world
Bailey Yard in North Platte in North America is world’s largest Marshalling Yard. It is operated by Union Pacific Railroad.
Features of Bailey Yard includes :
-
Covers a huge expanse of 11.5 square km.
-
13 km in length and more than 3 km wide.
-
200 separate tracks including 17 receiving and 16 departure lines.
-
2600 employees
-
An average of 14,000 wagons pass through the Yard every day.
-
Yard has two humps – one with a 10 m tall mound and another with 6.1 m high tall mound sorting four cars a minute into one of the 114 sorting lines.
-
Yard sorts approximately 3,000 coaches daily using its two humps.
-
Yard’s loco fueling and servicing center handles more than 8,500 locos per month and wagon repairing center attends to more than 1500 wagons per month.
Mughalsarai yard – Largest Marshalling Yard in India and Longest in Asia
-
Length of about 12.5 km.
-
Sub Yards - Down Central Yard, Down Receiving Yard, Marshalling Yard with Hump provided with Pneumatic Retarders, Down Departure yard, Up Central Yard, Up Inter Yard & Up Departure yard .
-
Yard has also a Electric Locomotive Shed (holding 147 locomotives), Diesel Locomotive (holding 53 locomotives), Wagon ROH shed .
-
On an average more than 210 freight trains pass through Mughalsarai yard every day.
-
Handles 1500 wagons daily.
-
With the discontinuance of piecemeal loading the traffic in the yard has substantially reduced.During its peak the yard handled 5,000 wagons daily.
Components of Marshalling Yards
-
Reception Yard – Incoming trains are received and wait in reception in Yard lines while waiting to be dealt with. Incoming trains may require change of crew/Guard/Loco or may require sorting and Marshalling. Separate grids may be provided for reception yard maybe one for through loads and another for terminating trains. Separate Reception Yard may also be provided for trains coming from different directions. Grid for through trains bypass hump.
-
Sorting Yard – Trains are broken up on different sorting lines for various directions or specified destinations as per Marshalling order so as to form them into trains.
-
Marshalling Lines – The lines in which sorted wagons are separated first, if necessary, according to commodity, type of vehicle, Marshalling order, direction reformed into train in a special order to meet specific requirement of a section or special transportation requirement.
-
Departure Yard – In which loads are kept ready for departing. Separate Departure yards for different directions are provided in large Marshalling Yards.
-
Shunting Neck – It is a line in yard leading to sorting lines in which actual shunting of trains are done clear of any running lines.
-
Gathering Lines – On which turnouts to other lines are arranged. Transfer Lines – These lines are meant for transferring wagons, generally from Up Yard to Down Yard or vice versa, in case two separate marshalling or hump yards exists.
-
Bypass or avoiding Lines – It is a line which skirts the hump to avoid engine going over the hump. It joins the shunting neck at one end and main hump line short of the King Point at the other end. It is also used for vehicles which can’t pass over hump due to any other reason.
-
Engine Run round line – It is the line reserved for incoming and outgoing train engine to and from yard or loco shed or for independent movement of shunting engines.
-
Engine Escape Line - The line is meant for engine movements to and from loco shed to yard so that engine returning to loco shed does not interfere with engine going out of loco shed or with any other movement in the yard.
-
King Points – The first pair of points a wagon meets with after passing over the hump. They divide the sorting yard into two portions.
-
Queen Points – The second pair of points a wagon meets with after passing over the hump on its way downwards which further divide the sorting yard into four portions.
-
Jack Points – The third pair of points a wagon meets with after passing over the hump. These serves to divert the rolling wagons into different grids of sorting yard.
-
Ten Points -Points beyond Jack Points are called ten points.
-
In a hump yard there is usually one pair of King Points, two pairs of Queen Points and four pairs of Jack points.
-
Retarders – Retarders are used to reduce and keep the speed of humped vehicles under control. It can be automatic or manually operated. Speed of wagons depends on push given by the engine, height of hump, weight of wagons, Roller Bearing or Conventional bearing etc. weather prevailing.
-
Skids – Where mechanical retarders are not provided skids are placed on sorting lines to control speed of humped wagons.
-
Breakvan siding – BVs of incoming trains detached are kept for attaching to outgoing trains.
-
Special stock siding – For keeping special type of stock like cattle wagon, explosive stock which can’t be humped.
-
Stabling lines – In Large Yards ballast, material train, POH special, empty military special are sometimes required to be stabled. Moreover heavy accumulation of certain type of stocks can happen due to various reasons. Stabling facilities should be ample to keep mobility of yard even in case of accumulation.
-
Sick Lines – Normally sick wagons are sorted out in Sorting yard, then sent in sick line. As the time taken in placing wagons and withdrawing from sick lines takes much time repairs can be done in Sorting Yard itself by providing Sick Line in Sorting Yard.
Sidings
Major rail users have railway sidings in factory premises so as to have door to door services and to avoid double handling from factory to Railway goods shed and vice-versa. More than 75% of freight traffic is handled in sidings.
Classified as :
(i) Public sidings : Owned and operated by Railways and are available to rail users just like goods shed lines.
(ii) Assisted sidings : For the exclusive use of owners of the sidings . The cost is borne jointly by Railways and owners of the siding. This has been discontinued.
(iii) Private sidings : For the use of owners of the sidings. The cost is borne by owner of the siding.
(iv) Departmental (Railway) siding – For departmental use.
(v) Military siding
-
Private sidings save expenditure on provision, maintenance and operation of Goods shed. It is therefore desirable for Railways to encourage Private sidings especially for those users whose traffic is amenable to be handled in full train loads such as collieries, thermal power houses, steel, cement and fertilizer plants , iron ore mines, refineries, FCI godowns, POL depts. Etc.
-
A siding may be served through an exchange yard or train engine may place/remove the inward/outward rake directly into/from siding.
-
Concept of exchange yard is getting outdated and for better utilization of Rolling stock it is preferable to place and remove rakes into and out of siding by train engine itself.
Functions of a Marshalling Yard and Activities involved
Functions of a Marshalling Yard
-
Reception of goods trains
-
Pass through trains after changing engine, C& W examination, detaching sick wagons if any, adjusting load of trains if any.
-
Breakup and sorting of terminating trains and local loads originating in yard direction or destination wise.
-
To form originating through trains for the farthest possible destination in accordance with marshalling orders.
-
Reformation of goods trains
-
Despatch of trains
-
Placement and removal of goods wagons into and from various sidings and sub yards eg. Sick lines, Transhipment yard, repacking sheds, Goods shed, sidings served by the yard.
-
Recption and despatch of through Block loads.
-
To form shunting and van trains for different sections served by Yard.
-
To move Train engine and Pilots between Yard, Loco shed and sidings.
-
Keep wagon detentions minimum.
-
Placement and removal of sick/fit wagons from Sick Line.
-
Assessment of room by nominated shunting Trains from roadside stations.
-
Supply of stock as per Indent register.
-
Weighment of Wagons in nominated Yards.
-
Maintenance of correct tally of daily output of yard.
-
Maintenance of record of detentions to other kind of stock such as local loaded, sick wagons, empties, special stock etc.
Objectives of Marshalling yards
1. Quick transit
-
Acceptance of trains without detention
-
Minimising average detention to wagons
-
Forming block load to farthest destination
-
Ensuring correct marshalling. Right time start of outgoing trains.
-
Timely supply and placement of wagons to goods shed, Transhipment shed, repacking shed, sidings, C&W depots served by the yard.
2. Economy
-
Maximising productivity of resources viz, shunting locos, track including humps.
-
Optimise trailing load of wagons.
3. Safety
-
Minimum damage to wagons and consignments during shunting movements.
-
Safe marshalling.
-
Elimination of yard accidents.
Activities involved
-
Reception of trains – Co-ordination between AYM(Asst Yard Master) – nomination of road, Cabin ASM, Shunnting Master etc.
-
Release of incoming loco without any detention – Detention may take place due to faulty layout, uncoupling porter not attending in time etc.
-
Inward number taking – TNCs note down wagon numbers in handbooks and note down in wagon exchange books. No inward number taking is necessary if reliable teleprinter is available. Automatic Car identification, CCTV are modern methods of number taking.
-
Inward Train examination – Adequate TxR staff to be employed on Reception lines to carry out Intensive C&W examination of Incoming trains. This ensures that the sick marking on outgoing trains are minimised. Minor repairs should be done on Reception lines themselves as placement on sick lines cause considerable detention to wagons. For this adequate facilities to be provided on Reception lines. Lighting, proper pathways, storage of C&W materials, portable welding sets etc.
-
Sorting of Trains
-
Preparation of cut-lists
-
Uncoupling of cuts – In Hump yards this is being done while the load is being pushed over the hump.
-
Controlling the speed of humping loco – by proper signalling which is repeated at reception lines. Switching or operation of points – from hump cabin power operated or manual points.
-
Wagon speed control – Height of the hump has to be sufficient that the worst rolling wagon clear at least Facing Point and Fouling mark.
-
Speed control is necessary as rollability of wagons vary. It leads to : Successive cuts catch with each other before being separated, Wagons stop before clearing Facing Point or Fouling Mark, Wagons colliding with other wagons.
-
Speed is controlled by: Handbrakes(manual), Skids, Mechanical retarders, Dressing up of sorting lines: For making up gaps between wagons and coupling up loads for giving final formation of trains.
-
Despatch
-
If there is no separate despatch yard, trains are despatched from sorting lines themselves.
-
Outgoing Train examination
-
Safe to run examination.
-
Apart from checking wagons for defect, ensure continuity and effective Brake power. Load is certified fit if minimum 85% effective cylinders are available on a train.
-
Outgoing number taking - VG is prepared based on this.
-
Attaching outgoing engine and taking over by GDR.
-
Guard has to report 30” before the departure of a through Goods train.
-
Check up load with VG and check that seal cards and pocket labels are intact.
-
Seal defective wagon has to be sealed in presence of RPF and checked at next station where facilities are available.
-
Ensure couplings are tight, load in open wagons properly secured, ensure proper marshalling as per extant instructions.
-
Ensure minimum prescribed vaccum/air in Brake Van.
-
Conduct continuity test.
-
Placement and removal of local wagons
-
Various sidings, sick lines at nominated times
-
Reception and despatch of through Block loads.
-
Separate bypass yards deal trains that do not require shunting. If not provided, it is dealt in Reception Yard or Despatch yard. A short line shall be provided in bypass yard to detach sick wagons if any.
-
Section and Transhipment Trains.
-
To be marshalled in geographical order of stations to be served.
-
Such formation is generally done in a separate grid yard or at the tail end of sorting lines.
Marshalling Yard Organisation
Yard working is controlled by CYM/YM for small yards and Area Officer for bigger yards. Yard in charge will have 2 organizations under him.
-
1. Field Staff – It includes CYM who is overall in charge, YM in each shift responsible for each shift. In dual yard system, there may be more than one YM eg. One for Down Yard, one for Up yard etc.
-
Next level of supervision is related to Shunting Engines. Each Shunting Engine may have an AYM/Shunting Master attached to it who control the movement of the Shunting Engine. 3 or 4 pointsmen for each Shunting Engine for uncoupling wagons, relaying signals, operating points etc.
-
Besides there are staff for auxiliary functions – Cabin staff, call boys, box boys, skid porters apart from staff of other departments.
-
2. Trains Branch – Chief Trains Clerk (CTNC) has overall responsibility for Trains branch. Below TNCs will work in shifts. Duties include preparation of Marshalling Yard Statistics, maintenance of Yard Balance Register, Daily Stock taking, maintenance of Wagon Exchange registers, Stock on line position etc.
Area Control
-
Co-ordination and planning.
-
Liaison between control and yard.
-
Ascertain expected arrival of trains for next 8-12 hours. Keep AYM informed of the same.
-
To ascertain from AYM of Sorting and Departure yards of loads which can be formed in next 8-12 hours, liaison with Deputy Controller regarding planning and ordering them.
-
Keep a track of powers and to minimize detention.
-
Keep a watch on pilots and punctuality of scheduled placements and removals.
Assistant Yard Master (AYM )
-
Nomination of reception lines. Ensure that the trains are not detained for want of lines.
-
Quick release of incoming Train Engine.
-
Deciding priority of loads for humping in consultation with Departure Yard AYM and Section Controller.
-
Ensure smooth humping.
-
Planning outgoing trains and forming loads.
-
Maintain Floating Balance Register.
-
Monitor start of outgoing trains. Activities like Train examination, number taking, attaching outgoing loco, attaching of outgoing loco, attendance of train crew, line boxes, obtain Line Clear etc.
-
Forming section trains in geographical order of stations.
Chief Yard Master (CYM)
-
Co-ordinates between various departments to fulfill objectives of yards.
-
Regular review of procedures and method of working adopted in the yard with a view to improve.
-
A critical analysis of Shunting engine programs with a view for economy and productivity.
-
Regular review of pattern of traffic to examine if any revision of marshalling order or nay change in nomination of sorting lines are needed.
-
A detailed analysis of late starts and co-ordination meetings with various department supervisors for improving percentage of right time starts.
-
Analysis of cause for detention to trains short of yard for no room in the yard. Take necessary steps to minimize the same or suggesting suitable steps.
-
Scrutinize line occupations charts.
-
Scrutinize yard layout, suggest modification/remodeling if any.
-
Daily planning and review of yard work in consultation with control.
-
Man-management.
-
Number taking Staff
Functions include
-
Number taking of incoming trains and outgoing trains
-
Preparation of VG
-
Maintaining of requisite yard statistics, various registers
-
Submitting necessary returns regarding yard statistics, including average detention to wagons in yard.
-
Stock taking of yard by check of wagons linewise
-
Maintaining Cardex system for wagons dealt in the yard.
-
Tracing missing wagons, overdue wagons.
-
Efforts to connect unconnected wagons.
-
List of wagons detained in the yard for over 48 hours/24 hours in case of special wagons.
Marshalling Yard Statistics
Targets and Statistics
-
To utilise fully and efficiently the existing carrying capacity of a Railway it is important to set measurable and specific targets for various performance after taking into consideration all local conditions. Once targets are laid down all possible efforts must be made to attain them.
-
Targets should be set sufficiently high and reviewed constantly with a view to improve performance further. Where targets are not attained within a reasonable period causes shall be analysed and remedial actions shall be taken. If necessary revised targets shall be laid down.
Marshalling Yard Statistics
-
Marshalling Yard Statistics shall be prepared for select yards generally dealing with 8000 or more 8 wheeler wagons per month in BG or 5000 or more wagons per month in case of MG. However prior approval of Railway Board to add/delete any Marshalling Yard in the list.
-
Marshalling Yard Statistics shall has to be maintained in terms of 8 wheeler wagons.
-
Break Vans to be included.
-
Area of Marshalling Yard is to be carefully defined. A diagram showing the extent of Marshalling yard should be prepared and kept in Yard office.
-
Sick lines, repacking sheds, Trashipment points, goods shed, departmental sidings, industrial sidings etc. may be treated as lying outside Marshalling Yard for the purpose of Marshalling Yard Statistics.
-
In case of wagons whose detention or despatch particulars are not available their detention should not be omitted but reckoned on the basis of average detention during the month for similar type of stock. Number of such wagons shall be indicated separately.
-
Yards provided with a hump are to be denoted by a star and terminal yards should be specified by a note to that effect.
-
Results are to be corrected to one place of decimal. Those which are less than 10 should be worked out correct to two places of decimal.
Marshalling Yard Statistics can be divided into two: Quantitative and Qualitative.
Quantitative
-
Average number of trains received per day
-
Average number of trains despatched per day
-
Average number of wagons received per day
-
Average number of wagons despatched per day
-
Average number of wagons detached per day
-
Average number of trains dealt per day
Qualitative
-
Average detention to through loaded wagons
-
Average detention to local wagons
-
Average detention to empty wagons
-
Average detention to all wagons
-
Number of wagons dealt with per shunting engine hour
-
Average detention to trains for reception in yard
-
Percentage of right time starts
-
Total average cost per wagon dealt
Marshalling Yard Statistics by Railway Board
Railway Board publishes monthly operating Statistics of Marshalling Yards, terminal Goods Sheds, Transhipment Points once in every six months. Following are included:
1. Number of wagons dealt with per month
2. Daily average number of wagons detached
3. Daily average number of wagons dispatched
4. Number of trains received per month
5. Number of trains despatched per month
6. Number of wagons dealt with per shunting engine hour
7. Average detention to all wagons
8. Average detention to through loaded wagons
Calculating Marshalling Yard Statistics (Monthly)
-
1.01 Number of wagons despatched – Despatched by trains during the month
-
1.02 Number of wagons placed from Marshalling Yard outside the Yard by pilots in goods sheds, transhipment/repacking sheds, departmental sidings or Yards, military sidings, assisted sidings, etc. A wagon should be included as many times as it leaves the Marshalling Yard.
-
1.03 No. of wagons dealt with during the month (Item 1.01 + 1.02 )
-
2 Daily average number of wagons despatched. ( Item 1.03/No. of days in the month )
-
3. Number of trains received (All trains, both terminating and by-passing (i.e. through goods trains) are to be included. “By passing trains” should be accounted both under the number received and despatched.)
-
3.01 a) Number of by passing trains
-
b) Number of terminating trains
-
c) Total (a+b)
-
3.02 Average detention to by passing trains:
-
Target-
-
Actual –
-
3.03 Number of wagons carried by –
-
By passing trains included in items 3.01(a)
-
4. Number of trains despatched (All trains, both terminating and by-passing (i.e. through goods trains) are to be included. “By passing trains” should be accounted both under the number received and despatched.)
-
4.1 No. of by passing trains
-
4.2 No. of originating trains
-
4.3 Total
-
5. No. of wagons dealt with per shunting engine hour -
-
5.1 No. of pilots working in the station
-
(a) Number of pilots
-
(b) Number of shifts per day
-
5.2 Total shunting engine hours outside Marshalling Yards
-
5.3 Total shunting engine hours of regular shunting engines employed for work inside Marshalling Yard
-
5.4 Total shunting hours by train engine employed for work in Marshalling Yard.
-
5.5 Total time taken for locomotive duties and minor repairs
-
5.6 No. of wagons dealt with per shunting engine hour ( Item 1.03/(Items 5.03 + 5.04))
-
6. Average detention per wagon (Hours)
-
6.1 All Wagons-
-
Target
-
Actual
-
6.2 Through loaded wagons –
-
Target
-
Actual
-
6.3 Through empties
-
6.4 Outward Local
-
6.5 Inward Local
-
6.6 Sick wagons
Instructions for Calculating Marshalling Yard Statistics
-
A train for this purpose is a set of wagons or vehicles worked by locomotive, or any other self-propelled unit, or rail-motor vehicles, empty or conveying traffic when running, under a particular number or a distinct name, from a fixed point of departure to a fixed point of destination.
-
Note: (i) While compiling shunting engine hours under item 5.3 and 5.4 the following instructions should be kept in view.
-
(a) Shunting engine hours are to include the shunting hours of regular shunting engines and train engines before and after working a train or during its run when employed in shunting goods wagons only in the Marshalling Yard area. The shunting time within the Marshalling Yard area should only be taken into account and not the time spent outside its limits.
-
(b) Shunting engine hours are to be reckoned from the time of arrival of the shunting engines in the Marshalling Yard upto the time of their departure from the Yard on the basis of shunting vouchers. The time spent on locomotive duties whether in the Yard itself or outside the Yard is to be included. However, any extra time taken over the normal time prescribed for carrying out legitimate locomotive duties should be excluded, the normal time being determined by the individual railway taking into account the local conditions and indicated in the operating manuals.
-
If shunting engine is required to be repaired in the Yard itself, the extra time beyond 30 minutes spent on such repairs in a shift should also be excluded.
-
(c) The time spent in the Marshalling Yard for change of crew and/or fuelling, should be accounted for in the same manner as on locomotive duties referred to in Note (1)(b) above.
-
(d) Since shunting engines shunt both coaching and goods vehicles, the allocation of shunting engine hours to goods and coaching stock may be fixed for each Yard on a percentage basis after an examination of the work done. This percentage is to be rechecked at least once a year and also when any change occurs in the type of traffic passing through that Yard. Where daily records are kept of the working of shunting engines according to hours spent (i) inside the Marshalling Yard (ii) outside the Marshalling Yard and (iii) in shunting coaching vehicles, it will not be necessary to fix a percentage, as the actual hours spent in the Marshalling Yard in shunting goods vehicles will be available. Time taken by shunting engine in placing wagons in such lines is to be included in shunting hours when such lines form the part of the Marshalling Yard area.
-
Note: (ii) Time spent for locomotive duties recorded separately under item 5.5 will include under 5.3 also. Item 5.5 will include the time taken by shunting locomotive for locomotives duties and minor repairs upto 30 minutes per shift as per Note (i)(b) under item 5.
-
vi). Average detention per wagon:
-
(a) The detention time should have reference only to the detention within the Marshalling Yard territory as defined in para (iv) of General Instructions and the incoming and outgoing wagons from and to the local outlying sheds, sidings, etc. should be counted as many times as they enter the Yard. This will include detention to sick wagons in the Marshalling Yard although their detention is separately shown against item 6.6.
-
(b) The average detention is to be obtained by recording in the wagon exchange register or similar record, the hours of detention to each wagon, that is the interval between its arrival and departure. At the end of the month under different types must be totalled, and both detentions and number of wagons for each type must be multiplied by the factor of equivalence to four wheeler and then consolidated to work out the average detention per wagon, the following example will illustrate the method of calculation of the average detention per wagons.
-
Example: Suppose Yard A has despatched 100 four wheelers with a total detention of 400 hours, 20 bogie wagons (Equivalent to 40 four wheelers) with a total detention of 200 hours and 10 Box wagons (equivalent to twenty five four-wheelers) with a total detention of 150 hours. Average detention per wagon will be – (400 x 1 + 200 x 2+ 150 x 2.5) / (100 x 1 + 20 x 2 + 10 x 2.5)= 7.1 hours
-
The detention of wagons arriving in one month and despatched in the next will be shown in the month in which they are despatched, but the time must be reckoned from the date of arrival. Stations which maintain a wagon card index may obtain the figures therefore instead of from the wagon exchange register. The number and detention of Brakevans will be excluded for the purpose of this item.
-
(c) The ‘target’ detention hours will be fixed by the Railway Board from time to time having regard to the past performance of each Yard and also materialisation of different streams of traffic, Marshalling commitments and the facilities available. A pointer to the correct level of a target would be the best result achieved in the past one or two years, assuming that there has been no noticeable improvement or deterioration in the operating conditions and methods. The target should be somewhat better than the actual recorded performance so that it may call for better effort on the part of the staff concerned to achieve the margin of improvement remaining between the actual and the target.
-
Item 6.1 – All wagons – The term ‘all wagons’ includes through loaded, through empty, local loaded, local empty and departmental wagons, wagons on ‘through trains’ (as defined in item 1.01 & 1.02) sick and damage wagons will be excluded. Sick and damaged wagons will be included wherever the sick lines form part of the Marshalling Yard area.
-
In respect of the Yards which may as well be depots for holding empties, such empties should not be included for the purpose of this item. These Yards should, however, be denoted by a suitable footnote specifying therein the average daily holding of the depot.
-
The “exit” and “re-entrance” timings may be fixed on the basis of sample observations made once a year.
-
These fixed timings may be rechecked annually and also when any major change occurs in the working of the Marshalling Yard.
-
Item 6.2 - Through loaded wagons – The term “loaded wagons” mean loaded wagons which neither originate nor terminate at the station, but which are dealt within the Yard and are not on “by-passing” trains (as defined in item 1.01. and 1.02).
-
Item 6.3 – Through empty wagons – The terms “empty wagons” means empty wagons which neither originate nor terminate at the stations, but which are dealt in the Yard and are not on ‘by-passing” trains (as defined in items 1.01 and 1.02).
-
Item 6.4 - Outward Local - This item will include detention to local wagons despatched by trains from the Marshalling Yard i.e. from the time of their entry into the Marshalling Yard from the outlying sheds and sidings till their despatch by trains.
-
Item 6.5 – Inward Local - This will include the detention to local wagons from the time of their arrival in the Marshalling Yard till their placement into the local sidings.
-
Item 6.6 – Sick Wagons - Detention to sick wagons in the Marshalling Yard will be included under this item as also under “all wagons”. In case the sick lines form part of the Marshalling Yard the detention in the sick lines will also be included under this item. If the sick lines are outside the Yard, such detention will be excluded.
Yard Working Instructions and Registers kept in Marshalling Yards
Yard Working Instructions
Yard Working Instructions contains instructions on all important aspects of working other than Reception and despatch procedures (which is given in SWR). It contains:
-
General instructions for Yard working in each shift.
-
Full description of Yard, number of lines, holding capacity.
-
Strength of Yard staff in each shift. Quantum of inward, outward and internal traffic required to be dealt with by the yard and their timings.
-
Marshalling orders in force.
-
Shunting engines available in each shift and their utilisation generally.
-
Procedure of work to be carried out generally in each shift.
-
Directions to Shunting Masters and YMs on duty with regard to advance planning of work to be done during their shift.
-
Directions to Shunting Masters and YMs on duty with regard to position of Yard at the time of handing over charge.
-
Important safety precautions.
-
Miscellaneous instructions.
Some factors affecting Working of Yard
-
Lack of proper advance planning and co-ordination between control and, Yard, loco shed, C&W.
-
Yard has to plan in consultation with Control and adjacent Yards.
-
While breaking up of terminating trains local wagons are not properly collected in specified lines and remain scattered in Sorting and Marshalling lines or other parts of yards.
-
Late or irregular removal of loads from local areas affecting timely placement of wagons.
-
Empty stocks, sick wagons and wagons for load adjustment lying scattered in the yard hampering Yard operations.
-
Higher wagons balance in Yard affects mobility.
-
Highest wagon balance beyond which mobility will be seriously affected should be worked out for each yard and yard balance should be constantly monitored to see that it is not exceeded.
-
Efficiency of Yard shunting engine. Efficiency and sufficiency of Yard shunting engines should be periodically watched.
-
Repairs should be attended promptly.
-
Yard layout – Features of Yard like wrongly placed cross over, short shunting neck, or isolation of two busy groups of lines can restrict working of yard.
-
Minor addition/modification proposal should be forwarded.
-
Delay in release of wagons by public and departmental consignees can cause heavy accumulation of wagons.
-
Advance information should be given to rake handling parties and departmental supervisors.
-
Late start of trains from yard.
-
Yard facilities – Shunting in part interfere with shunting movements in other parts or simultaneous reception from and despatch to different directions are not possible.
-
In case of frequent congestion entire working should be thoroughly examined.
-
Adequate Lighting facilities
-
Communication facilities
-
Underload run of outward trains
-
Trains received mismarshalled.
-
Congestion/Interruption in the section.
-
Yard congestion – Block back to neighbouring sections, delegate sorting and marshalling work to adjacent yards/stations.
-
Heavy receipt of loaded wagons.
-
Shortage of engines.
-
Crew shortage.
-
Yard staff shortage.
Yard Design
-
As far as possible movements in several marshalling movements should be continuous and progressive in the direction of destination of wagons.
-
Reception line, sorting line, shunting neck, marshalling lines, departure lines should be arranged with this objective in view.
-
Maximum flexibility in movements - Simultaneous reception of trains from different directions.
-
Simultaneous despatch of trains to different directions.
-
When 2 or more Shunting engines work they should not interfere with each other by provision of separate shunting necks.
-
Reception of train not to interfere with the Despatch of another train and vice-versa.
-
Reception of one train not to interfere with shunting in another part of the yard.
-
In large Yards there should be separate liens for Reception, Marshalling and Despatch. Bypass running line may also be provided.
-
Adequate lighting and communication in different parts of yard.
-
Future requirements
Important Registers kept in Marshalling Yards
-
1. Pattern of Traffic Register
-
2. Wagon exchange books
-
3. Quick Trun Round register for Local wagons
-
4. Floating Balance Register
-
5. Wagon Key register
-
6. Block Loads Register
-
7. Occupation of reception lines Register
-
8. Late Start Register
-
9. Register for Mismarshalled Wagons
Wagon Exchange Books
-
Receipt particulars of all wagons are entered on left side from Number Takers books.
-
Despatch particulars are entered from outgoing Vehicle Guidance(VG) or from Number Takers books.
-
Generally maintained for Up and Down directions and loaded and empty wagons.
-
Average detention to wagons are calculated from Wagon Exchange Books.
-
Also used for wagons tracing when separate key registers are not maintained.
Quick Turn Round Registers
-
Details of Placement, release, reloading, clearance of local loads are entered so that persistent delays in certain operations could be pinpointed.
Cardex System
-
Cards are made for each wagons and kept till wagons are despatched. Wagon Key Register Wagons are entered number wise. Mainly used for tracing wagons.
Floating Balance Register
-
Give destination and directionwise breakup of wagons in the yard at any particular moment.
-
Yard balance broken up destination wise is kept in Floating Balance Register.
-
Balance of empties are given type wise.
-
Break Van balance are indicated.
-
This is an important register to help AYM in planning.
-
For each receipt/despatch of trains entries are made below corresponding destination or type and get new balance.
Multi Modal Transport
Multi modal transport is the carriage of cargoes in containers by more than one mode of transport.
-
Containerisation involves consolidating mixed general cargoes into standardised containers.
-
Containerization an essential pre requisite for efficient multi modal transport.
Advantages
-
Reduces overall physical distribution costs.
-
Quicker and safe transit.
-
Door to door service. Trader can import/export goods from nearby Inland Container Dept(ICD)/Container Freight Station(CFS) without going to sea ports.
-
Easy packaging.
-
Reduce cost in packaging, insurance and documentation.
-
Easy tracking.
-
Easy handling by gantries, mobile cranes wit reduction in time.
-
A standard size flat car could move all traffic of varying cargo size.
-
Better space utilization in ships.
-
Freight customer does not have to register a wagon or rake, he has just to order a given number of containers which is send to his premises for loading/unloading and are brought to freight terminals.
-
Cost involved in taking freight to goods shed and taking them to customer premises at the other end is avoided.
Sea Transport
-
Containerization has become essential in respect of international trades in general goods involving transportation by sea. Containerization has brought economic benefits to both ship owners and shippers by better use of vessels, shorter time in ports, reduced transit time for goods, greater reliability.
-
Capacity of ship or terminal or quantum of container traffic handled is generally measured in terms of 20 feet equivalent units(TEUs) of Containers.
Freight Terminals
-
An Inland Container Depot for import / export of cargo with customs clearance facility and customs duty payment.
-
Warehousing facilities.
-
Cargo stuffing / restuffing and moved as per customer instructions.
-
Road/Rail/air transport connectivity.
-
Facilities to store refrigerated cargo.
-
Bank.
-
Fax, Telex, Telephone, Internet connectivity.
-
Continuous cargo tracking.
In this new scenario erstwhile Marshalling Yard function as:
-
Providing suitable rail substitute for road.
-
Serving large production units like Steel, plants and refineries.
-
Major customers like thermal powerhouse, fertilizer plants, cement plants ensuring availability of inputs and clearance of outward cargo.
-
Carriage and Wagon depots for Rolling Stock.
-
Crew and loco changing points.
-
Inland Container Depots of CONCOR.
-
Transition from conventional Goods Shed and Marshalling Yards to freight terminals have equipped Railways to win back traffic from road to rail-cum-road system which reduces cost of transport and economy paving way for sustainable development.
-
Future role of Railway Yards will be that of a Logistics park, shift towards a logistic provider from that of a transporter.
CONCOR
-
Container Corporation of India(CONCOR) was set up in 1988 as a subsidiary of Indian Railways for the operation and management of inter modal terminal facilities.
-
First Inland Container Depot(ICD) was set up in Bangalore in 1981 followed by a number of ICDs across the length and breadth of the country.
-
.All the ICDs were transferred subsequently to CONCOR.
-
These ICDs will be supported and fed by Container Freight Stations(CFS) located within a radius of 350 km from each ICD.
-
CONCOR got registered as a Multi modal operator and its activities are expanding very fast.
-
CONCOR also has bonded warehousing facilities.
-
It has also pioneered transport of Tank containers for POL traffic.
Steps for Future development of Multimodal Transport
-
Increase port facilities.
-
Setting up of more ICDs/CFS with adequate facilities for reception/dispatch of freight liners, mechanized loading/unloading facilities for containers, adequate warehousing, expeditious customs check and documentation.
-
Adequate rail transport between ports and ICDs. These should include running of freight liners on scheduled paths and also land bridging between ports.
-
Improving roads for moving ISO containers.
-
Acquiring cellular container ships by Shipping Corporation of India.
-
Developing Inland Waterways.Developing computerized information system to keep track on movement of containers so as to enable efficient monitoring of same.
-
Accepting ICC recognized trading terms, Combined transport documents, uniform customs practices.
-
Development of adequate number of Multi modal transport operators.
Concession agreement with Container Train operators.
-
For increasing Railways share of Container traffic IR has eneterd agreement with Container Train operators.
-
The operators can ask Railway Administrations to haul container trains on IR network subject to concessionaire establishing/ ensuring access to Railway terminals and acquiring minimum number of wagons including Brakevans(BV) to form a Block rake.
-
Concessionaire shall have right to
-
Collecting, storing and loading on to wagons consignment of goods from any third party
-
Determine, collect charges from consignors.
-
Access to rail terminals and develop rail terminals including ICDs.
-
Procure, own/lease wagons & containers.
-
Concessionaire will be responsible for laoding/unloading at both origin and destination Rail terminals.
-
Railway Administration shall haul concessionaire’s trains on payment of prescribed charges.
-
Rail terminals used by concessionaire shall have facilities to (i) handling trains with locos in conformity with siding rules. (ii) RDSO approved in-motion weigh bridge. (iii) TMS and other facilities to enter data into FOIS.
-
If concessionaire’s wagons are lying idle it may be offered to Railway Administration for use.
-
Wagons shall be maintained by Railway Administration including ROH (Routine overhauling) and POH(periodical overhauling) on charges which includes haulage charges also.
-
If wagons are maintained by concessionaire, Railway administration does the inspection and certify.
-
At least 4 hours prior to the planned departure concessionaire has to give indent for loco.
-
Concessionaire has to give weekly advance schedule mentioning number of trains, destination, route, departure dates.
-
Diversions will be permitted as per existing rules.
-
Haulage charges will have to be paid by concessionaire.
Report on Modernisation of Indian Railways by Sam Pitroda
Expert Group on Modernisation of Indian Railways by Sam Pitroda submitted its report in Feb 2012. The Group was constituted to suggest ways and means to modernize Indian Railways to meet the challenges of economic growth, cater to the aspirations of common man, the needs of changing technology while ensuring at the same time socio economic requirements of the country.
Major recommendations of the Group include:
-
Modernisation of 19,000 km of track.
-
Strengthening of 11,250 bridges.
-
Eliminating all Level crossings.
-
Automatic signaling on A and B routes.
-
Cab signaling system .
-
GSM based mobile train control system on A,B,C routes.
-
Introduction of new generation locos – electric locos of 9,000 and 12,000 HP and High Power diesel locos of 5500 HP.
-
Introduction high speed LHB coaches with 160/200 kmph.
-
Introduction of high haul freight bogies.
-
Modernisation of 100 major stations.
-
Development of 34 multi modal logistic parks.
-
To set up real time information system.
-
Internet access at 342 railway stations.
-
To attract private investment through PP models for freight terminals, high speed railway lines, leasing wagons, coach and loco manufacturing renewable energy generation etc.
-
Mission mode approach for 15 focus areas – track and bridges, signaling, rolling stock, stations, dedicated freight corridors, High speed trains, review of existing and proposed projects, ICT, indigenous development, safety, funding and human recourses.
-
Construction of Eastern and Western Freight Corridors.
-
Construction of high speed Railway line between Ahmedabad and Mumbai with a speed of 300 kmph.
-
Establish Indian Institute of Railway Research.
-
To offer Graduate programme in Railway Technology in IITs and Railway Management in IIMs.
-
Revamping accounting system on business lines.
-
Empower Zonal Railways in investment decision with accountability for return on capital, transport output, safety and profitability.
-
Total funding requirement for implementation of committee report will be Rs.8,22,671 crores for next five years. It proposes this from Rs. 2,50,000 crore from budgetary support, Rs. 2,01,805 crore from Internal generation and rest by leasing/borrowing, dividend rebate, road safety fund.
Throughput
-
Throughput of a section is the quantum of traffic which can be transported over the section in a period of 24 hours.
-
Traffic can be Passenger or Goods.
-
Passenger throughput is measured in terms of number of passengers or passenger Kms carried over the section in 24 hours.
-
Goods throughput can be measured in terms of
(a) Number of wagons
(b) Gross Tonne-Kms
(c) Net Tonne-Kms carried over the section in 24 hours.
-
When we spoke of throughput in Railways it is generally the Goods throughput.
-
Net Tonne Kms is the important throughput calculation for all planning purposes. For day to day control working Number of wagons are calculated.
-
Throughput can be increased by (a) Increasing the number of trains (b)Increasing load per train
-
Increasing more number of trains generally needs huge capital investment and hence it is more economically feasible to run heavier trains, that is to increase load per train.
Steps for increasing load per train
-
Increasing Loop capacities - On IR 686 m has been specified as the standard loop CSR(clear Standing room) on BG. Any increase in this will necessitate large scale remodeling of stations and yards involving huge capital investment.
-
wagon improvements - High capacity wagons with Roller bearing.
-
Braking –Vaccum to Air brake.
-
Improved signaling – Provision of double distant.
-
Track improvements – Axle load restricted to 20.3 Tonnes . Nominated sections have axle load 22.9 Tonnes. Now IR is planning for 25 t axle load for high density routes.
-
Easing of gradients
-
Strengthening of Permanent Way and Bridges.
-
Liberalizing Standard Moving Dimensions
-
Motive Power requirements - Diesel and Electric traction
Heavy haul trains
-
Heavy haul trains experimented by IR in Mughalsarai- Gaziabad section.
-
Total haul - 9400 Tonnes
-
Length of formation - 1292m .
-
Formation - 2 WAG 5 + 116 BOXN + 2 BV
Types of Goods Trains
1. Shunting Trains
-
Carries inward loaded wagons and empties to be supplied for loading at intermediate stations and pickup outward loaded or empty wagons from those stations.
-
These trains perform only shunting at intermediate stations and no loading/ unloading is done on the train.
-
Wagons detached enroute as sick and subsequently made fit are also collected.
2. Pilots
-
Apart from inward and outward traffic in wagon loads, wagons are also loaded in large numbers at Sidings, Goods terminals, Transhipment points, Industrial areas like steel plants etc.
-
Outward and inward between above places and marshalling yards are generally cleared by running of pilots.
-
For clearing an outward load, an engine with or without BV and Guard is sent from nearest yard to siding.
3. Through Goods Trains
-
One Marshalling Yard to next Marshalling Yard without any shunting enroute.
-
Resorting done only in next Marshalling Yard.
-
A train load which bypasses one or more Marshalling Yard is known as Block load.
-
Block loads are given progressive number each month to see how many are run during the month.
4.Point Loads
-
All wagons are meant to be unloaded at a particular point.
-
Eg. Full train load of coal wagons to a particular thermal power house.
5. Unit Trains
-
Integral movement of Goods, usually one particular commodity, moving from a sinlge origin to a single destination on a regular schedule using dedicated equipment and moving under a special tariff requiring annual minimum tonnage is called Unit Trains.
Essential features of Unit Trains are:
-
They move between two fixed points on a fixed timetable basis.
-
Rakes are dedicated exclusively for such services and no shunting is permitted enroute.
-
Bypasses all intermediate yards. No sorting required.
-
Loading/unloading operations at originating and destination stations are fully mechanized so that turn round at terminals are drastically curtailed.
-
Entire train load is consigned by and consigned to a single consignor so that documentation is for a train load.
-
Rolling stock is normally owned by users on whose behalf railways work the unit trains. Users guarantee a minimum quantum of traffic per annum and railways offer a reduced rate for transport of goods.
Advantages of Unit Trains
-
Intensive utilization of freight car: Move on a tight schedule, bypasses intermediate yards. Terminal detentions are reduced due to mechanized loading/unloading. As a result utilization of freight cars is high.
-
Relief to intermediate yards
-
Special wagons: Tare weight can be reduced as they are not subjected to humping etc.
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Reduction in accounting and paper work as documentation is for train load.
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No damage/ loss to consignments and hence reduced claim.
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More orderly operation.
6. Merry Go Round (MGR) Trains
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Formed with bottom discharge hopper wagons which are loaded mechanically from overhead bunkers in the collieries while the train is in slow motion.
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Loaded wagon is moved to thermal power station at normal speed.
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At unloading line doors of wagons are opened through mechanical shaft devices and coal is discharged from bottom into underground bunkers.
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Doors are similarly closed at the exit end of the unloading line.
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Entire loading/unloading operations take hardly 45 minutes with 30 hopper wagons.
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Crew changing, electronic weighing, billing, documentation all is done while the train is in slow motion.
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NTPC have MGR system for thermal power house at Ramagundam, Singrauli etc.
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Advantages : High productivity of Rolling stock, regular movement, less investment in track by way of loading/unloading yards.
7. Freight Liners
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Freight Liners are fully containerized traffic.
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Run between container terminals on large scales.
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Loading/ unloading is mechanized and as such detention to rakes at terminals is reduced to minimum.
Wagon Numbering System
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New wagon numbering system has been adopted in Indian Railways in 2003. Wagons are given with 11 digit numbers making it easy for identification and digitalizing wagon information.
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First two digits will indicate Type or Wagon. Eg. BOXN, BCN, BCNA etc. Different wagon types are given numbers from 10 to 99.
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Next two digits will indicate Owning Railway. Eg. SR -06, CR-01, 16 Zones are given numbers from 01 to 16 and 25 for CONCOR, 26 for Private owned wagons and 24 for wagons owned by defence.
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Next two digits will indicate Year or Manufacture. eg.13 for 2013.
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Next four digits will indicate Individual Wagon Number (0001 to 1000 for Departmental and 1001 to 9999 for Commercial purpose).
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Last digit will be a 'Check digit'.
Finding check digit
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Step 1 : All even digits ED = D2 + D4 + D6 + D8 + D10
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Step 2 : Add all odd digits OD = D1 + D3 + D5+D7 + D9
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Step 3 : Find ED x 3 + OD
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Step 4 : Deduct it from next multiple of 10 . The number obtained will be check digit.
Eg. 31101695215
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Step 1: ED = D2 + D4 + D6 + D8 + D10 = 1+0+6+5+1 = 13
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Step 2 : OD= 3+1+1+9+2=16
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Step 3 : 3x 13 + 16 = 55
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Step 4 : 60 – 55 =5
However. for the convenience of normal day-to-day use, type of wagons will be stenciled alphabetically also.
Eg.
BCNAHS
31101695215