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Page#    1623 FAQs  next>>
Jan 28 (10:32)

Entry# 2226     
16591🔸Hampi Express🔸16592^~
What is a satellite railway station?

Info Update
Jan 27 (07:49)
Blog Post# 4550285-0     
꧁«प्रभात शरण ☆ IAS Usha​™»꧂^~   Added by: 16591🔸Hampi Express🔸16592^~  Jan 28 (10:32)
*What is a satellite railway station? How
does it differ from the normal railway
A satellite town or satellite city is a concept in urban
that refers essentially to smaller metropolitan
areas which are located somewhat near to, but are mostly
independent of larger metropolitan areas.
Similarly, a satellite railway station is like any railway
Station. The only difference is the location.
While a main railway station is amidst the city or at a busy
place in the city, satellite stations are little far, in
decongested areas so that the trains can terminate and
originate from the station without congesting the main
Decades back, many cities started to build satellite railway
stations but sooner they too became saturated with trains
and started serving as main station. Examples are Anand
Vihar Terminus in Delhi, Rajendra Nagar Terminus in Patna,
Kolkata Terminus etc.
Indian Railways are now planning to make more satellite
stations on the lines of the airports in cities like Bengaluru
and Hyderabad which are quite far from the cities(thus it
ease the traffic towards them and the city), though
stations will not be as far from the city. For example: SCR is
planning to develop Moula Ali and Nagulapally stations at
10-25 km distance from 3 of the Hyderabad main stations
as satellite stations. These stations will be considered for
unloading of goods trains coming from North and West
directions respectively thus easing the traffic at
Secunderabad and other suburban station a little
There is a need for integrated planning for transport
management. Integrated approach road-rail integration
etc. If we have proper integrated approach then it will be
good for ambitious smart city projects as good
transportation is crucial for a smart city. Hence in most of
the metros satellite terminals will be developed in the
nearby cities to divert the rail as well as road traffic to ease
pressure on the bus stations.
(From Quara.)
Link :- click here
Jan 13 (18:23)

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

General Travel
Jan 13 (18:22)
Blog Post# 4539193-0     
Forever Railfan^~   Added by: Forever Railfan^~  Jan 13 (18:23)
List Of Electric Loco Trip Sheds ?
1.)Mumbai CSMT
Vihar For LTT
6.)Igatpuri (AC / Ex.)DC)
1.)Howrah (BMG)
2.)Asansol (UDL)
1.)New Delhi
3.)GMC[Kanpur Goods Marshalling Yard]
1.)Basin Bridge
1.)Vijayawada (P-Passenger)(G-Goods)
3.)Sanath nagar
1.)Mumbai CTL
2.)Bandra (BAMY)
2.)New Katni Jn.)
4.)Sawai Madhopur
Jan 13 (18:01)

Entry# 2224     
Forever Railfan^~
Planning of Locomotives ?

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

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

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

Entry# 2222     
Forever Railfan^~
History of RDSO

General Travel
Jan 07 (18:40)
Blog Post# 4533815-0     
Forever Railfan^~   Added by: Forever Railfan^~  Jan 07 (18:40)
History of RDSO :
In 1903,the Indian Railway Conference Association (IRCA) was set up to provide for standardization and coordination amongst various Railway systems. This was followed by the Central Standards Office (CSO) established in 1930 at Shimla for preparation of designs, standards and specifications. However, till Independence, most of the design and manufacture of railway equipment was entrusted to foreign consultants. With Independence and the resultant phenomenal rise in country’s industrial and economic activities, the demand for rail transportation increased causing a total shift in emphasis. The urge towards national self-sufficiency together with the expansion of activities of the Indian Railways in the field of design and manufacture brought in its wake the demand for more indigenous applied research in
railway technology. Consequently, the Research Section of the Central Standards Office was reorganized as Railway Testing Research Centre (RTRC) and established on 1st September 1952 as a separate Directorate of Railway Board with headquarters at Lucknow and two sub- centres at Lonavla and Chittaranjan. In 1957, the Central Standards Office and RTRC were integrated into a single unit as Research Design and Standards Organisation (RDSO) at Lucknow.
Page#    1623 FAQs  next>>

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