CENTRAL RAILWAY
L.G.S. EXAMINATION – CIVIL ENGINEERING - Date : 23.04.2011
PART
‘A’
Attempt any six
questions of the ten listed below. All questions carry equal four marks. One
mark kept for neatness.
( 6 x 4 = 24 marks
)
Q. 1. - Why is earnest money taken ?
Ans. - Earnest
money –
The Tenderer shall be required to deposit
Earnest money with the tender for the due performance with the stipulation to
keep the offer open till such date as specified in the tender. Earnest money
should be either in cash, deposit receipts, pay orders, demand draft.
The earnest money shall be 2% of estimated
tender value. The earnest money shall be rounded to the nearest Rs. 10/- .
Earnest money shall be applicable for all modes of tendering
Q. 2. -
When is supplementary estimate prepared?
Ans. - Supplementary estimate –
Supplementary estimate should be prepared for
any item of work, which ought to have been included in the first instance in an
estimate already sanctioned but has not been so included, or which it is found
later, should be considered as being a part or a phase of an estimate already
prepared and sanctioned if it cannot be met out of contingencies. Such a
supplementary estimate should be prepared in the same form and the same degree
of detail as the main estimate and for all purposes be treated as a part of the
main estimate.
Q. 3. -
What is Operating ratio?
Ans.- Operating Ratio –
Operating
Ratio is the ratio which the total working expenses excluding suspense of a
Railway bear to its gross earning or in other words represents the percentage
of working expenses in this connection include appropriation to DRF and Pension
fund as well. This is used to measure the efficiency of the railway.
Q. 4.- What do you
understand by departmental charges as defined in Para
1137 of engineering code?
Ans.- Departmental charges.—
When
work is undertaken by the Engineering Department of a railway for outside
parties including other railways, government department, public bodies and
employees of the railway, departmental charges should be levied to never the
cost of tools and plant and of establishment supervision. The charges livable
will be 12½ percent on the total cost of the work including the cost of land,
except where a rate higher than 12½ percent is charged to governmental
departments on a reciprocal basis. The charge will be levied once only on the
total outlay on a work and will not be in addition to a first charge of 12½ per
cent on the value of stores.
Q. 5. - Indicate the procedure to sanction office building costing 42 Lakhs.
What are the various stages for processing the proposals for
inclusion in works programme?
Ans - Various stages of
processing the proposal for works programme as follows :-
As per Engineering code Railways
are required to submit every year to Railway Board their preliminary works
programme (in 15 copies) of works chargeable to Capital, D.R.F., D.F., and
O.L.W.R. so as to reach the Railway Board not later than the 7th
September of the preceding that to which they relate. These programmes are
built up as a continuous process from the District/Divisional office level
upwards.
A project should ordinarily
commence at District/ Divisional Officer level.
The District/ Divisional officer of all persons controlling the
Department is in a position to state what works are needed and the reasons
therefore. When he is satisfied about the need for a project, he obtains a
rough estimate for the work from the Divisional/ District Engineer. At this state no detailed information is
required and the estimate is required to be accurate enough to indicate the
classification of the work e.g. New Minor Works. If in his opinion the work is essential or
justified, he submits the case to the H.O.D.
That officer in turn, if he
considers the project necessary and sound, prepares a detailed justification
and sends the proposal to the FA&CAO. The FA&CAO then examines the
project and returns the case with his comments to the H.O.D. either accepting, rejecting or questioning
the justification.
If the project is accepted by the
FA & CAO, the H.O.D. then forwards the case to the Chief Engineer or
whichever authority consolidates and compiles the programme. The programme is then considered for
finalization by the G.M.
The departments work up schemes
in this manner and maintain registers of projects justified, accepted and
forwarded. Railway Administration takes
proper care to see that the cost of each work is worked out as accurate as
possible and only those works/projects which have reached maturity or which
have been approved by the Railway Board are included in the programme.
Major works, like doubling of
lines, rebuilding of big major bridges important yard remodeling and all works
estimated to cost more than Rs. 30 lakhs, are not included in the programme
unless these have been previously approved by the Railway Board. The proposals for all such works with full
technical and financial justification together with the FA & CAO’s remarks
are submitted to the Railway Board when they get ready and well in advance of
the programme.
Each new work included in the
programme should be supported by a brief explanation to be furnished below the
work showing the necessity and urgency for the work and the essential features
of the scheme. The financial
implications of all new works costing more than Rs. 10 lakhs each, duly vetted
by the FA & CAO is noted below the justification for each item. Fresh justification is given in case of work
which although included in some previous year programme have been kept in
abeyance and are proposed to be restored.
The programme before submission
to the Railway Board is examined by the FA & CAO and his comments on each
work are shown under the justification for each item.
Final Works Programme – The
programme of individual railways are examined by the Railway Board and
discussed with the General Managers. The
Railway Board thereafter decide the works which should be undertaken during the
following year and Railway Administration then modify their works programmes as
a result of the Board’s decision and send their final programmes to the Railway
Board.
Thus the works programme is given its final shape.
Q.6. - What are the consequences to after termination of contract.
Ans.-
Consequences to after termination of contract –
( i ) Revival of
the contract within 48 hours – The contract is
alive till the notice of termination is issued. As such there is no need of its
revival during this period. Notice may be withdrawn if the contractor is able
to demonstrate his earnest intention to restart the work.
( ii ) Revival of
the contract after expiry of 48 hours and issue of termination notice – Once the formal notice of termination has been issued revival of the
contract, if on the same terms and conditions, is possible only as a single
tender and would require the observance of all relevant orders relating to such
tenders.
( iii ) Loss on
account of failure to observe provisions for enforcement of risk action – The defaulting contractor has to be given an opportunity for
participating in a risk and cost tender in order to enable him to mitigate his
losses keeping in view the spirit of natural justice.
Tender Committee to
consider all aspects of the case such as the contractor’s capacity, credentials,
financial status and changes in the relevant circumstances which might have
taken place intervening period of award / termination of the earlier contract
and opening of risk and cost tender.
It is specified
that no work or supply should be entrusted for execution to a contractor whose
capacity, credential and financial status have been investigated before hand
and found satisfactory.
Q. 7. - What do you understand by primary unit of expenditure?
Ans. –
Primary unit of expenditure -
The primary units are an important and integral part of the
classification of expenditure as they serve to analyse the expenditures by the
elements of cost viz wages / stores / other expenditure etc. A few examples of
classification using the code of primary units of expenditure. The code 27
representing PU-27 ( Primary unit 27 )
‘’ Cost of material from stocks. And the code 28 representing PU-28 ( Primary unit 28 ) ‘’ Cost of material
direct purchase.
Q. 8. - State the difference between stock and non stock item?
Ans.- Stock
item –
Stock items are
those items which have regular turnover and required in day to day working
frequently and at least 2 times in a year. As regards the procurement of stock
items, the demand is sent by consignee and the items are recognized by P.L. number.
Non
stock item –
Non stock item are
those items which do not have regular turn over, not required frequently. These
items are planned by the user department. The requirement with complete
specification, detailed description of items is submitted to their concerned
stores depts. on requisition form No. S – 3102.
As the procurement
of items always take some time, advanced planning should be done to procure
particularly costly items.
Q. 9. - What is the importance of Pink book in railway working.
Ans.- Importance of Pink Book :-
This
shows the various sub heads under which the lum sum amount sanctioned by
allotment is to be spent and this indicates the works for which the allotment
of money is intended. These books are furnished to the Railways along with
budget orders.
The
Pink Books also show in the case of work costing over one lack each , total
estimated cost of each work and railway administration are required to exercise
control over expenditure not only against the allotment sanctioned for the year
for each work but also against its total estimated cost as shown in Pink
Book for works costing less than one
lack rupees each a lum sum is allotted to each Railway administrations in Pink
Book.
Q. 10.
- What is the object of including arbitration clause
in contract?
Ans.-
Object
of including arbitration clause in contract :-
In the event of any dispute or
difference between the parties here to as to the construction or operation of
this contract, or the respective rights and liabilities of the parties on any
matter in question, dispute or difference on any account or as to the
withholding by the Railway of any certificate to which the Contractor may claim
to be entitled to, or if the Railway fails to make a decision within 120 days,
then and in any such case, but except in any of the 'excepted matters' referred
to in clause 63
of these conditions, the .Contractor, after 120 days but within 180 days
of his presenting his final claim on disputed matters, shall demand in writing
that then dispute or difference be referred to arbitration.
The demand for arbitration shall
specify the matters which are in question or subject of the dispute or
difference as also the amount of claim item-wise.
The arbitration proceedings shall be
assumed to have commenced from the day a written and valid demand for
arbitration is received by the railway.
Part “ B “
Write
short notes on any six. All questions carry equal four marks. One mark
kept for neatness.
( 6 x 4 = 24 marks )
Q. 1. - Write
short notes -
1.
Compassionate Appointment
2.
Overtime Allowance
3.
Commutation of pension
4.
Filling posts of Artisans
5.
House Building
6.
Major Penalties
7.
Vacancy Bank
8.
Voluntary Retirement
9.
Staff Benefit Fund
10. Night Duty Allowance
Ans. –
1.
Compassionate Appointment –
An employee’s son /
daughter / near relative may be appointed on compassionate grounds in
relaxation of the recruitment rules to a group ‘D’ or Group ‘C’ post.
When an employee
dies in service / extension of service but not during re-employment , leaving
his family in immediate need of assistance, when there is no other earning
member in the family.
Exception – In
exceptional circumstances with the prior approval of the secretary of the
ministry department concerned , the appointment on compassionate grounds of a
son / daughter / near relative of a Government servant who dies in harness will
be considered even when there is an earning member in the family of the
deceased government servant.
When an employee is
invalided before attaining the age of 55 years ( 57 years in case of group ‘D’
) if the department is satisfied that the condition of the family is indigent
and is in great distress.
This concession is
admissible only to one dependant.
2. Over Time Allowance –
Under the HOER the earning of over time
depends on the extra amount of work performed between the rostered hours and
statutory limits or beyond the statutory limits on the basis of either daily or
weekly or two weekly periods as may be prescribed for different categories.
The staff has to work over time when it is
necessary due to accidents emergencies, clerical staff are not entitled for
over time.
Over time is paid at one and half times of
the wages per hour of duty if the employee has worked between the rostered
limit and statutory limit and twice the ordinary wages per hour of duty if the
employee has worked beyond the statutory limit.
3. Commutation of Pension –
Every pensioner is
eligible to commute a portion of his monthly pension ( excluding personal
pension ) for a lump sum payment i.e. commuted value of pension. An employee or
pensioner against whom department or judicial proceedings are pending is
however not eligible to commute a portion of his pension till completion of
such proceedings.
Amount admissible
for commutation not exceeding 40% of monthly pension. Admissible on minimum
amount of pension of Rs. 1275.
4.
Filling posts of Artisans -
Artisans are those who are skilled in a
trade. The posts in Artisans categories are filled by direct recruitment and or
by promotions to staff working in a trade in lower posts. 50% of the vacancies
in skilled grade will be filled by promoting basic tradesmen and semi skilled
staff provided the latter attain the standard prescribed in the relevant trade
tests.
The remaining vacancies of 50% will be filled
by direct recruitment method. 25% of these will be filled by selection from
course completed Act Apprentices. ITI passed candidates and Matriculates from
open market who will be given training to bring them up to the standard of
earlier trade apprentices. The remaining 25% will be filled in from serving
staff with educational qualifications as laid down in the apprentices Act who
will be given a appropriate training before absorption in the skilled grade.
5. House Building
Grant
of House Building Advance (HBA) is regulated in the terms of rules and
regulations laid down from time to time by the Ministry of Urban Development
for Central Government employees in general. The instructions apply to railway
employees as it is –
i.
All permanent Railway employees.
ii.
All other temporary railway employees
than 10 years service.
iii.
Members of all India Services deputed
for services who are on deputation on railways for more than 06 years.
iv.
When Both husband and wife are railway
employees and both are eligible for grant of advance the advance will be
admissible to only one of them.
v.
When both husband and wife are employee
then cost ceiling limit pay of both husband and wife will be taken into
account.
vi.
Suspended railway employees are also
eligible for advance on witness of two collateral security.
6. Major Penalties
:-
1) Reduction
to a lower stage in the time scale of pay for a specified period ( NC / C ).
2) Reduction
to lower time scale of Pay, grade, post or service with or without further
directions regarding conditions of restoration to the grade or post or service
from which the railway servant was reduced and his seniority and pay on such
restoration.
3) Compulsory
retirement.
4) Removal
from service.
5) Dismissal
from service.
7. Vacancy Bank –
For dealing with matching surrenders, a
vacancy bank shall be operated at divisional & head Quarter level and Board
level also.
For the purpose of working out the monetary value of
the posts being surrendered only the mean pay of pay band plus corresponding
grade pay & dearness allowances as on the date of creation / surrender of
the posts should be taken in to account.
This
account is credited with 75% money value of the surplus posts surrendered as a
result of initiative and work study undertaken by the division for locating
pockets of surplus. 25% of money value of such post shall be credited to head quarter Vacancy
bank.
25% of
the money value of all posts surrendered in the Zonal railways such as
Division, Workshops and extra Divisional units be transferred to Railway Board
for crediting to the Railway Board Vacancy Bank.
8. Voluntary Retirement -
An employee has the right to retire and get
pensionary benefits by giving three months notice to the appointing authority.
As per new Voluntary Retirement Scheme Safety Related Retirement Scheme was
introduced in January 2004 exclusively for two frontline safety categories i.e.
Drivers and Gangmen.
The ward of the employee seeking retirement
under the scheme is considered for appointment in the respective category
subject to fulfillment of eligibility / suitability etc. The existing scheme
has been renamed as Liberalized Active Retirement Scheme for Guaranteed
Employment for Safety Staff and will cover all safety categories including
Gangman with grade pay of Rs. 1800/-. The condition of having minimum 33 years
qualifying service has been reduced to minimum 20 years and the eligibility age group from 55-57 years to 50-57 years.
9. Staff Benefit
Fund -
This is a fund intended to afford
certain kinds of amenities and benefits to non gazetted staff as well as to
gazetted officers of the Railway over and the normal facilities offered by the
Railway administration from out of Railway funds direct. This is managed by a
committee in which the chairman is an officer not below the rank of a Deputy
need of a department nominated by the General Manager one representative
elected from the staff.
10. Night duty allowance
–
All Group ‘C’ and
‘D’ staff classified as intensive, continuous and essentially intermittent
under the Hours of Employment Regulations, Group ‘C’ and ‘D’ workshop staff,
and supervisory staff and sisters in charge working on regular shift duty and
Group ‘C’ staff, working in confidential capacity will get weightage at the
rate of 10 minutes for every hour of night duty between 22 to 06 hours and shall
be paid Night duty allowance for such weightage at the rates prescribed.
Part
‘C’
Attempt any ten
questions. All
questions carry equal ten marks.
Q.No.
1 - Draw
a hand sketch showing position of engineering indicators in case of multi speed
restrictions (Speed increasing in direction of train)
Ans.
- Multi Speed Restriction (i.e. existence of
two or more than two speed restrictions in continuation) :-
When
work of deep screening or sleeper renewal is in progress, there is situation of
having two or more than two speed restrictions in continuation. In such
situation, placement of speed boards for following speed restriction shall be
as under:
i. In case of following
speed restriction being more restrictive, a minimum of 200m track should be
under earlier speed restriction zone. If not, then only one SR board should be
provided, considering that the previous speed restriction is at par with the
following SR, which is more restrictive.
ii. In case of following
speed restriction being less restrictive, corresponding speed indicator board
for following speed restriction shall be placed at a distance equal to the
length of the longest goods train operating on the section after termination
point of previous speed restriction zone.
The details and
position of fixing each indicator are detailed in Figure as under.
Position
of Engineering Indicators in case of Multi speed restriction in case Ist speed restriction is (say 20 kmph ) lower
in comparison to the 2nd speed restriction ( say 45 kmph ) on one of
the line of a double line section in the direction of train movement in a BG
section .
Position
of Engineering Indicators in case of multi speed Restrictions
[ Case
– I : S2 < S1 ]
Q.2. - What are important points to be kept in mind
to maintain switches in good condition?
Ans.- Important points to be kept in mind to maintain switches
in good condition –
i.
Manual Maintenance :- Covers rectification of
clearances, gauge, level & alignment; tightening of fittings; packing.
ii.
Machine Maintenance :- By UNIMAT tampers. Alignment, levelling and
packing is done. Machine packing is essential for concrete sleeper layouts.
iii.
Reconditioning :- Switches and crossings are
reconditioned if the wear comes close to permissible limits.
iv.
Ensure efficient drainage.
v. Ensure adequate ballast cushion.
vi.
Ensure correct spacing of sleepers.
vii.
No junction fish plate at SRJ and HOC. At
least one rail should be of the same section.
viii.
Spherical washers are used on skew side. In I.R.S. turnouts with
straight switches, these should be provided on the left hand side invariably in
the switch assembly.
ix.
Burred stock rail should be replaced.
x. Creep anchors and box anchoring of one rail length
ahead of stock rail.
xi.
Desirable to weld SRJ and lead curve
joints.
xii. Lubrication of gauge face of tongue rail.
xiii. ST sleepers – Wooden blocks under crossing in case of ST
sleepers.
xiv. Gauge Tie Plate should be used on wooden layouts
under switch and crossing.
xv. Tongue rail should bear evenly on all the slide
chairs.
xvi. No change of cant outside ATS and HOX for a distance
of 20 m on BG and 15 m on MG.
xvii. In case of straight switches, correct amount of bend
should be given to the stock rail on the turnout side at the theoretical toe of
switch.
xviii. Tongue rail should bear evenly on all the side
chair. When the tongue rail is in closed
portion, it must bear evenly against distance studs or blocks.
xix. Insertion or removal of P & C in a running line
affecting layout must be carried out only after obtaining sanction of CRS.
xx. Avoid - Gap at toe, Loose packing and loose bolts in switch,
Tight gauge at nose of crossing, Loose bolts in crossing assembly.
xxi. If only wing rails are replaced, the difference in
the level of nose of Xing and wing rail to be as per original assembly
xxii. On Toes where one road is used predominantly, the
wear on Stock Rail should be closely monitored and attended.
xxiii. Grind gauge face of stock rail if burr is there.
xxiv. Maintain P & C with zero missing fittings.
xxv.
In case of bad housing, replace that
pair of Stock Rail & Tongue Rail if not able to rectify.
xxvi.
Cleaning
and Lubrication of Points :- At all interlocked and partially
interlocked stations the signal staff will be responsible for the periodical
cleaning and lubrication of those slide chairs in which signaling and
interlocking gears are connected generally up to 3rd sleeper from
toe of switch in all points interlocked with signals or provided with locks.
Q.3. - What precautions are
to be taken during deep screening by BCM, followed by tamping machine &
DTS?
Ans. - Precaution to be taken during deep screening of track by BCM
followed by TTM and DTS machines are as under -
( i ) All precautions laid down
in LWR manual ( specially those in para no. 6.3.2 ) shall be strictly followed.
( ii ) Hard Sal wood blocks of
size 600 x 300 x 300 mm ( six numbers ) duly end bounded shall be arranged for
supporting ends of three adjoining sleepers where cutter bar is left in the
track and remains untamped.
( iii ) Sleepers of cutter bar
area shall be manually packed and ballast under cutter bar location sleepers
shall be removed only half an hour before the expected traffic block. Adequate
care shall be taken to ensure that wooden blocks are not dislodged before
arrival of BCM at site.
( iv ) Fish plated joint shall
not be located in cutter bar location.
( v ) Ramp shall not be located
in locations like level crossing, girder bridge, transition portion of curve
etc. It shall be kept minimum two rail length away.
( vi ) In case of fracture or cut
in CWR / LWR, a speed restriction of 20 Kmph shall be imposed till it is
repaired as per para 7.2.3 of LWR Manual.
( vii ) In case of malfunctioning
of TTM and or DTS, deep screening shall be stopped and track which has not been
tamped and stabilized shall be attended manually by ballast ramming and
correction of track geometry to ensure safety of running trains. Speed
restriction shall be imposed and relaxed in term of IRPWM para 238 ( 2 ) ( g )
( i ) or ( ii ) which ever is the case.
( viii ) In case of non
availability of traffic block on subsequent days of deep screening by BCM speed
restriction shall be imposed and relaxed in term of IRPWM para 238 ( 2 ) ( g )
( i ) or ( ii ) which ever is the case.
( ix ) When BRM is not deployed,
adequate track men shall be deputed to recoup ballast, particularly in shoulder
and maintain ballast profile after machine working.
( x ) Lifting of track shall be
resorted after ensuring adequate availability of ballast for maintaining
ballast profile for planned lifting.
( xi ) Adequate arrangements for
supply and training out of ballast prior to deep screening should be made.
Special care shall be taken by deploying watchman on stretches overdue for rail
renewal.
Q.4.- a)
What is the difference between insulated joint and glued insulated
joint? ( 5 marks )
b) What is the purpose of providing
structure bonds in electrified section? ( 5 marks )
Ans.- (
a ) Difference between insulated joint and glued insulated joint –
Insulated joints –
Track circuited sections are
‘insulated’ electrically from the track on either side by insulated joints. The
standard insulated joint in normal use, is made out of ordinary fish-plates
duly planed on the fishing planes for accommodating channel type insulation
between rails and fish-plates with ferrules/ bushes over the fish bolts and end
posts between the rail ends.
Glued insulated joint –
Glued insulated joint have been
developed using resin adhesives. These joints consists of web filling fish
plats glued to the rails with a high polymer adhesive and bolted with high
tensile steel bolts. The insulation is provided by special type of insulating
side channels, bushes and end posts made of fiberglass cloth rovings.
Ans.- (
b ) Purpose of providing structure bonds in electrified section –
Structure Bonds :– All
structures supporting overhead equipment either in A.C or D.C. track circuited
areas are connected to the running rails for ensuring good earthing. Failure of
insulator or leakage of current switches off the supply from the sub-station so
that men coming in contact with supporting structure etc. do not get electric
shock. Removal or tampering of such bonds can, therefore, result in unsafe
conditions. Since the structures are grouted in concrete, they are likely to
become charged in case such bonds are kept disconnected. Similarly other steel
structures such as foot-over bridges, sheds, etc., in the vicinity of O.H.E.
lines are also connected to rails through similar structure bonds.
Q.5. - Indicate the difference between any four- 4
X 2.5 = 10 marks.
a) Relaxation of speed by
manual & machine packing.
b) Nominal mix and design mix
of concrete
c) IMR & OBS defects
d) Bracings & Stiffeners (
Related to girder bridges)
e) Switch Expansion joint &
Buffer rails
f) Interlocked & non
interlocked gates.
Ans.
5. a) Difference
between Relaxation of speed by manual & machine packing -
Relaxation of speed With Manual Packing –
The details of the work to be carried out in stages on various
days, after the starting of the screening operation and the speed restriction
are as under and sectional speed can be resorted on the 21st day.
Details
of work
|
Day of
work
|
Speed
restrictions
|
Deep screening and their initial packing –
First through packing –
Second through packing –
|
1
2
3
|
20 Kmph
|
Picking up slacks as required –
Third through packing –
|
4 to 9
10
|
45 Kmph
|
Picking up slacks as required –
Fourth through packing –
|
11 To 19
20
|
75 Kmph
|
21 on wards
|
Normal Sectional speed
|
Relaxation of speed With machine packing –
The details of work to be carried out in stages on various days
after the start of the screening operations and the speed restriction are as
under and sectional speed can be resumed on the tenth day.
Details
of work
|
Day of
work
|
Speed
restrictions
|
Deep screening with initial packing –
First machine packing –
|
1
2
|
20 Kmph
|
Picking up slacks as required –
Second through packing –
|
3 To 5
6
|
45 Kmph
|
Picking up slacks as required –
Third through packing –
|
7 to 8
9
|
75 Kmph
|
10 on wards
|
Normal Sectional speed
|
( b ) Difference between Nominal mix and design mix of concrete -
Nominal mix –
When the proportion of cement, aggregate and
water are adopted based on arbitrary standard the concrete produced is termed
as nominal mix concrete.
Nominal mix concrete is used in works where
the quality control requirement for design mixes are difficult to be implemented.
Nominal mix concrete can generally be produced by taking cement, fine aggregate
and coarse aggregate in the ratio 1 : n : 2n for normal work. However the ratio
of the course aggregate to fine aggregate can very from 1½:1
to 2½ : 1 depending upon whether denser or more workable
concrete is to be produced.
Design
mix –
The mix shall be designed to produce the
grade of concrete having the required workability and characteristic strength
not less than the appropriate value. The tar gate mean strength of concrete mix
should be equal to the characteristic strength plus 1.65 times the standard
deviation.
The objective of concrete mix design is to
produce a concrete of desired compressive strength with adequate workability.
Design of concrete mix involves determine of the proportions of cement , water,
course and fine aggregates.
( c ) Difference between IMR & OBS defects-
Depending on the nature and extent of internal flaws, traffic
density and speed on the section, the defects have been classified into three
major categories i.e. IMR, REM and OBS.
IMR defects-
i. Transverse
crack – Flaw at more than one location separated by less than 4 m or within 1
m. of fish plated joint.
ii. Horizontal
longitudinal 1 238 defect accompanied with transverse defect. - In any length
iii. Vertical
longitudinal split. In any length
Action required to be taken - Immediate
replacement (not later than 3 days). The fractured portion should be replaced
by a sound tested rail piece of not less than 6 m length within 3 days of
detection.
Speed restriction - Impose 30
km/h and depute a watchman till defective part replaced.
Marking
of defects in the field : - Painting on both faces of web -
Red - 3 stars
OBS defects-
i. Transverse
crack – At one location but not on IMR/ REM category. ( OBS (FP)
ii. At one
location or more locations ( OBS )
iii. Vertical
longitudinal split. - In any length.
Action
required to be taken –
i. For OBS (E) - Replace
or end crop within 15 days
ii. For OBS ( B ) -
Replace within 15 days
iii. For Other OBS - PWI
should observe with a magnifying glass each OBS location and duly record his
observation once a month, to see if the crack has developed further in which
case action as for REM defects should be taken. PWI should maintain sleeper,
fittings and ballast at such locations in sound condition. AEN should also
test-check some of the OBS locations and record his observations during his
monthly push trolley inspection of each section.
Speed
restriction -
Impose 30 km/h if not replaced within 15 days.
Marking
of defects in the field : - Painting on both faces of web -
Red - 1 stars
( d ) Difference between Bracings & Stiffeners ( Related to
girder bridges) –
Bracings
–
All inclined web members
between Bottom chord & Top Chord at either end and intermediate in Girder Bridge
Stiffeners
–
All Vertical standing web members between Bottom chord & Top Chord are called Stiffeners. And
these are also called
Vertical member.
( e ) Difference between
Switch Expansion joint & Buffer rails -
Switch & Expansion Joint ( SEJ ) –
Switch Expansion, Joint (SEJ) is an
expansion joint installed at each end of LWR/CWR to permit
expansion/contraction of the adjoining breathing lengths due to temperature
variations.
The
exact location of SEJ shall be fixed taking into account the location of
various obligatory paints such as level crossings, girder bridges, points and
crossings gradients, curves and insulated joints. SEJ with straight tongue and
stock shall not be located on curves sharper than 0.5 degree (3500 m radius) as
far as possible. SEJ shall not be located on transition of curves.
Buffer Rails -
Buffer Rails are, a set of rails provided in
lieu of SEJ at the ends of LWR/CWR to allow expansion / contraction of
adjoining breathing lengths due to temperature variations. These will be laid
with prior approval of Chief Engineer at locations where provision of SEJ is
not permitted. Buffer rails may also be temporarily laid to facilitate
maintenance/renewal operations.
( f ) Interlocked & non interlocked gates
–
Non interlocked gates -
Non-interlocked gate not provided with
telephone and gate signals. Non-interlocked
gates provided with telephonic communication with Station / Cabin.
Interlocked gates –
Interlocked Level Crossing gate provided with telephone and gate
signals. The normal position of gate generally is open to road traffic. The Station Master shall advise the Gateman
of the passage of train on the telephone, before permitting
a train to enter into the block section.
6. Indicate in brief essential components of a water treatment plant to
treat water from a river source. Purpose of each should also be given. (No
sketches needed)
7. हिंदी का कार्यसाधक ज्ञान प्राप्त
करने की क्या शर्तें हैं?
8. Indicate scheme &
precautions for executing work of constructing new foot over bridge in electrified
section. ( no sketches needed)
Q. 9.- Indicate procedure
& measures for obtaining best results from design mode tamping.
Ans. - Design mode operation of Track Machines –
In Design Mode precise track geometry data
must be known before work commences. Correct track geometry data should be
input at the front tower as even small error will have a cumulative effects on
the slews produced by the machine.
a) Curved Track
Versine survey of the curve is to
be carried out, then slews are worked out and made available to the operator
for feeding to the front tower.
b)
Transition position
The correct location of
transition and its location in relation to run up or down is essential. The
actual sleeper at the start and end of the transition should be indicated to
the operator. With this information, the length of transition can be
ascertained and the tabulated values applied to the control of the machine at
the front tower.
c) Straight Track
There is a possibility of a long
straight track being made up of a series of smaller zig-zag straight lengths.
Therefore, the theodolite should be used to establish straight line along the
length of track to be corrected.
Levelling in Design Mode -
Levels of a track section are
recorded by using levelling instrument. Final level along with gradients and
vertical curves are decided. The required lifts are finally recorded on every
alternate sleeper. Levelling is carried out by entering the lift values at the
front tower.
By adopting design mode of
levelling and lining desired track geometry can be achieved.
Q.10. As an ADEN
Q. 11.- List out
various members of a through type steel bridge. Explain working &
maintenance of Rocker & Roller bearing. ( 6 + 4 = 10 marks )
Ans.- Various members of a through type steel
bridge –
Bottom Chord & Top Chord
- Compression
member and made up of 2 nos. rolled or built up channels and top flange plates.
End Rakers – Inclined members at either end of the truss. It
is a compression member and heaviest member of truss.
Diagonals – All intermediate
inclined web member are called diagonal member.
Vertical Members – All Vertical standing
web members are called Vertical member.
Members of floor system –
Cross Girder – Each panel point of
bottom chords of both trusses are connected by cross beams called cross girder.
Rail bearers or stringers – Between two cross
girder one set of built up I section like plate girder is provided called Rail
bearers or stringers.
Secondary members – Secondary members are those which can be replaced
by themselves individually as under –
Bottom lateral bracings – These bracings are
connected with hanger plates to bottom flanges of rail bearers to transfer the
longitudinal forces to bottom chords panel points.
Top lateral bracings – These are provided in each panel and diagonally
connected to top chords with top lateral gusset plates to resist wind force as
well as for lateral rigidity.
Sway bracings and knees sway
– These are provided in webs of
top chords at intermediate panel points for lateral rigidity.
Portal bracings and knees
portal – Portal bracings connected at
either end panel points partially to top chord and partially to end raker. Knee
portal struts or frames are connected to end rakers.
Corner brackets – Corner brackets are connected to top flanges of
cross girders at ends.
End stools and end brackets –
End stools are provided to end panel point of
bottom chords. End brackets are provided to end cross girders.
Main gussets – Main
gussets are connecting members at every panel point of top and bottom chords.
Bearings – Bearing are connected with turned bolts between
saddle plate and bottom chord at either end.
Working & maintenance of Rocker & Roller bearing -
All
bearings should be generally cleaned and greased once in three years. The
roller and rockers are lifted from their position (by adequate slinging). The
bearings are scraped, polished with zero grade sand paper and grease graphite
in sufficient quantity applied evenly over the bearings, rockers and rollers
before the bearings are lowered. The knuckle pins of both the free and fixed
and should also be greased. While lifting fixed ends, the space between girders
(in case of piers), or between the girder and the ballast wall (in case of
abutment) at the free ends should be jammed with wedges to prevent longitudinal
movement of the girders.
Q. 12. - State
in brief various quality control measures for executing earth work ( including
blanketing layer )
Ans. - Various quality control measures for executing
earth work –
To
achieve effective performance of permanent assets created in New line / Doubling
/ Gauge Conversion projects, adequate quality control / checks at all stages of
construction viz. selection of construction materials, adoption of method, use
of suitable machinery for construction and during execution of work is
essential. Following quality control system needs to be adopted during
execution of earthwork.
A well-equipped GE Field Laboratory
shall be set up at all construction projects.
a ) Aspects to be looked after by
field GE lab are as under :-
i. To ensure that the quality of supplied soil and blanket
material conforms to the accepted limits of gradation, classification,
plasticity, etc.
ii. To evaluate method of compaction by conducting tests in
connection with field trials.
iii. To exercise moisture and density control as the earthwork
proceeds in layers rolled with the suitable equipment.
b ) Depending on the requirement,
field lab shall be equipped with minimum equipments to facilitate the following
minimum tests :-
i. Gradation Analysis-Sieve and Hydrometer.
ii. Atterberg’s limits - liquid limit & plastic limit
iii. Optimum Moisture Content (OMC), Maximum Dry Density (MDD)
and Relative Density.
iv. Placement moisture content & in-situ Density.
Quality
Check of Earthwork - Quality of execution of formation
earthwork shall be controlled through exercise of checks on the borrow material,
blanket material, compaction process, drainage system and longitudinal &
cross sectional profiles of the embankment.
Quality
Control on Construction Material - This
is required to ascertain the suitability of the material for construction of
embankment and to decide the OMC and MDD, which become the quality control
inputs for compaction control. Control tests are required to be done for borrow
material as well as blanket material.
Frequency
of Testing at Site - At
least one test at every change of soil strata subject to minimum of one test
for every 5000 cum to assess suitability of fill material and to lay down OMC
and MDD / Relative Density. Minimum
one test per 500 cum or part there of for Blanket Material.
Density
check would be done for every layer of compacted fill/blanket material as per
following minimum frequency :
i. At least one density check for every 200 sq.m for blanket
layers and top one metre of sub-grade.
ii. At least one density check for every 500 sq.m. for other
than blanket and one metre of sub-grade.
In
case of bridge approaches or special locations closer frequency may be adopted.
Acceptance
Criteria :- Materials conforming to specification need only to be used
for construction of embankment.
Blanket
Material : - The
source of blanket material needs to be identified based on tests & studies
conducted and conformity of the material to the Specification. It would be
desirable to have a check on quality of material at source / manufacturing
point so that major deviation in quality of the material being sent to site
does not exist.
Compacted Earth :- Degree of compaction of
each layer of compacted soil should be ascertained by measurement of dry
density / Relative Density of soil at locations selected in specified pattern.
The method of sampling, frequency of tests, method of tests to be conducted and
acceptance criteria to be adopted.
Q. 13. - Explain the precaution
& procedure for replacing an old 1 : 12 turnout by new concrete sleeper
layout using T – 28 Machine. ( In a busy electrified section ).
Ans.- Precaution & procedure for replacing an old 1 :
12 turnout by new concrete sleeper layout using T – 28 Machine.
Precaution &
procedure &
Operations for
replacing an old 1 : 12 turnout by new concrete sleeper layout using T – 28 Machine are as under -
Pre-Block Operations -
i. New turnout should be assembled using Jib Crane near
the site of turnout to be replaced.
ii. The assembled turnout should be loaded on trolleys for
transportation.
iii. Rails on either side of existing turnout should be of
the same section as that of new turnout.
iv. Deep screening of turnout portion should be done.
Ensure required cushion and proper drainage.
v. Point machines should be disengaged and turnout should
be non-interlocked before taking up its replacement.
vi. Ballast from crib and shoulder of sleepers should be
removed up to sleeper bottom for full turnout length.
vii.
60 wooden blocks, each
approximately 60 cm long, should be kept ready for facilitating passage of
crawler on the obstacles.
viii.
4 nos. of rail pieces each 70 cm
long should be kept ready for housing; below the rail wheels of the crane.
ix. Jumpering of both ends of the turnout should be done
by electrical staff before lifting and removing of existing turnout.
x. Adequate arrangements should be made for protection of
the line involved and adjacent lines while the machine is working.
xi. Fish bolts should be lubricated and worked to
facilitate easy removal during block.
xii.
Location where clamp of each
crane will hold the crossing and switch portions for lifting
xiii.
should be marked on the assembled
turnout.
Operations During Block
i. Immediately after getting traffic block, the fish
bolts of existing turnouts should be opened.
ii. Both cranes should be traversed and brought in
position for handling the existing turnout at the demarcated position.
iii. Old turnout should be lifted by cranes and traversed
to suitable location for further dismantling after the block.
iv. The crane should be traversed to the pre-assembled
concrete sleeper turnout and both the cranes should be taken to demarcated
position on turnout.
v. Simultaneously, the gangs should scarify the ballast
from the location where the turnout has been removed.
vi. The ballast bed is lowered to accommodate extra height
in case of concrete sleepers.
vii.
The crawler side frame of the
cranes should be spread suitably in stages to accommodate the length of the
turnout sleepers on their demarcated locations for each crane.
viii.
Pre-fabricated turnout should be
held by the crane. The cranes with the turnout be traversed across in stages
and brought to the location of laying. The turnout is laid in position and fish
plates are bolted to the existing track.
ix. One crane is traversed on the track and the second is
utilised for final alignment of turnout.
x. After placing the turnout, gangs should fill back the
ballast manually.
Post Block Operations
i. Ballast deficiency should be made good by putting
additional ballast. profiling and boxing of ballast should be done.
ii. The turnout should be tamped with the help of UNIMAT
machine. Both alignment and levels should be corrected while tamping the
turnout.
iii. The turnout may be interlocked and point machine
engaged immediately after laying the turnout.
iv. Damage to the cess during block operation should be
made good.
v. Provision of proper earthing points should be ensured
by the Electrical staff.
Q.14.- Explain the technical
aspects of any two of the following.
( a ) Transition curve and Cant Gradient. ( b ) Painting specification for steel
bridges.
( c ) Abrasion Value & Impact Value of
ballast sample. ( d ) Use of Rail tensors.
Ans. - ( a ) Transition curve and Cant Gradient –
Transition Curve –
In order to provide
smooth entry to the curve, Transition Curves are provided on either side
of a circular curve so that the centrifugal force is built up gradually by
running out super elevation slowly at a uniform rate.
A
transition curve is there fore an easement curve in which the degree of
curvature and gain of super elevation are uniform through out its length
starting from zero at the tangent point to the specified value at the circular
curve.
Cant
Gradient –
Cant gradient indicate the amount by which
cant or deficiency of cant is increased or reduced in a given length of
transition e.g., 1 in 1000 means that cant or deficiency of cant of 1mm. is
gained or lost in every 1000mm. of transition length.
( b ) Painting specification
for steel bridges -
i. Paints from approved manufacturers only should be
used.
ii. Special care should be taken to shift sleepers on
girders or rail bearers to clean the seating very thoroughly before applying
the paint.
iii. Paint should be mixed in small quantities sufficient
to be consumed within 1 hour in the case of red lead paint and 5 days in the
case of red oxide paint.
iv. While painting with red oxide paint, a little quantity
of lamp black shall be added to the paint while doing the first coat to
distinguish it from the second coat. Similarly, in the case of aluminium paint
a little blue paint can be added, instead of lamp Black for 1st coat.
v. Paints should be used within the prescribed shelf life
from the date of manufacture.
vi. Brush shall not be less than 5cm in width and should
have good flexible bristles.
vii. Dust settled after scraping shall be cleaned before
applying paint.
viii.
Rags, waste
cotton, cloth or similar articles should not be used for applying paint.
ix. The coat of paint applied shall be such that the
prescribed dry film thickness is achieved by actual trial for the particular
brand of paint.
x. Each coat of paint shall be left to dry till it
sufficiently hardens before the subsequent coat is applied.
( c ) Abrasion Value &
Impact Value of ballast sample -
Abrasion Value of ballast
sample -
The abrasion Value test for ballast sample shall be carried out
using Los-Angeles machine.
Test sample of 10000gm shall consist of clean
ballast conforming to the following
grading :-
i. Passing 50mm and
retained on 40 mm square mesh sieve
5,000 gm
ii. Passing 40 mm and retained on 25mm square mesh sieve
5,000 gm
tolerance of ± 2% permitted.
The sample shall be dried in oven at 100 - 110 °C to a constant weight and weighed
( Weight 'A' )
The test sample and the abrasive charge shall
be placed in the Los-Angeles abrasion testing machine and the machine rotated
at a speed of 20 - 33 revolutions / minute for 1000 revolutions. At the
completion of test, the material shall be discharged and sieved through 1.70 mm
IS sieve.
The material coarser than 1.70 mm IS sieve shall be washed, dried in
oven at 100-110°C to a constant weight
and weighed ( weight B ).
The proportion of loss between Weight
"A" and Weight "B" of
the test sample shall be expressed as a percentage of the original weight of
the test sample. This value shall be reported as :- Aggregate Abrasion Value = [ ( A - B) / A ] X 100
Aggregate Abrasion Value = 30% Max. for BG,
MG & NG ( planned/ sanctioned for
conversion ) and relax able up to 35%.
Impact Value of ballast
sample –
Impact
Value test of ballast sample shall be carried out using impact testing machine.
The test sample shall be prepared
out of track ballast so as to conform to following grading:
Passing 12.5mm IS sieve 100%
Retention 10mm IS sieve 100%
The sample shall be oven dried for
4 Hours at a temperature of 100 -
110°C and cooled.
The measure shall be filled about
one-third full with the prepared aggregate and tamped with 25 strokes of the tamping rod. A further similar quantity of aggregate shall
be added and a further tamping of 25
strokes given. The measure shall finally be filled to over flowing, tamped 25 times and the surplus aggregate struck off,
using and tamping rod as a straight edge. The net weight of the aggregate in
the measure shall be determined to the nearest gin.
(weight 'A')
The cup of impact testing machine
shall be fixed firmly in the position on the base of the machine and the whole
of the test sample placed in it and compacted by
25 strokes of the tamping rod.
The hammer shall be raised 380mm
above the upper surface of the aggregate in the cup and allowed to fall freely
on to the aggregate. The test sample shall be subjected to a total of 15 such blows, each being delivered at an
interval of not less than one second.
The sample shall be removed and
sieved through 2.36mm IS sieve. The fraction passing through shall be weighed.
(Weight "B").
Aggregate Impact Value = B/A X 100
Aggregate Impact Value = 20% Max. for BG, MG & NG ( planned/
sanctioned for conversion ) and relax able up to 25%.
( d ) Use of Rail
tensors -
For
distressing and permanent repairs Indian Railway have procured a few Rail
Tensors either of hydraulic type called hydro stressors or of mechanical type
called mechanical rail tensor.
A
hydro stressor consists essentially of a hydraulic pump which transmits its
force through connecting vans to clamps which grips the rail. In case of
mechanical tensor the force is exerted mechanically by longitudinal jacks by
means of this force the rail can be pushed or pulled to a desired length. In
case of pushing the force should not exceed 30 tons otherwise the track is
likely to buckle on that account. The rail are however normally pulled only
during the distressing operations. The rail tensor is capable of distressing a
rail at any time when the rail temperature is less than distressing
temperature.
Q. 15. Indicate the various
stages involved in acquiring land for a new line project.
Ans.- Following procedure will be adopted for land acquisition.
Application :- Whenever
land is required for Railway purposes an application should first be made
direct to Revenue Officer In charge of District in which the land is situated for
statement of value of land and a draft declaration for acquiring it. Application should set forth clearly the
purpose for which land is required and should have the complete set of land
plans prepared in accordance.
When the work of acquisition
extends to more than one district lies within the one division application
should be made to Commissioner when in more than one division to the Chief
Revenue Authority of State.
For better identification of land
in cases where the areas to be taken up are expensive, following details should
be given to State Government:
i. Name of
the Railway.
ii. Copy of
Order of Government when necessary.
iii. Brief
description of route to be followed by Railway.
iv. A list of
Civil districts in which the land will be required for the purpose.
Revenue Officers’ estimate of cost of land :- On
receipt of application from Railway Administration a responsible Revenue
Officer will forward to Railway Administration a stateme4nt showing the nearest
approximate cost of land also a draft declaration under section’6’ of Land
Acquisition Act on which it should be recorded there is no objection to
acquisition of land.
When the estimated value of land
exceeds Rs 25,000 in any one district or one lack in any division, it is
necessary that the data should be countersigned by the Commissioner in which
land is situated or Chief Revenue Authority of State respectively.
Statement of data received from
Revenue Authority should be taken as representing the value of land, exclusive
of tenants rights but exclusive of value of houses, trees, standing crops etc
on the land the approximate cost of which should be separately furnished by
Revenue Authority.
With the information in land the
Railway Administration should proceed to frame an estimate of total cost of
acquisition in detail the additional 15% laid down in section 23 ( 2 ) of land
Acquisition Act on market value of land under section 23 ( 1 ) Clause - 1 of
that Act.
( a ) Value of Land :- ( I ) Waste
( ii ) Arable ( iii ) Homestead
( b ) Value of :- ( I ) Masonry House. ( ii )Trees. ( iii ) Thatched House. ( iv ) Standing Crops.
Add additional 15% compensation
under section 23 ( 2 ) on the market value of land including houses, trees and
crops.
Add market value of Government land taken up.
Add damage under clauses 2 to 6 of Section 23 ( 1 )
Add capitalized value of land revenue (when necessary).
Add cost of establishment (when necessary)
Add contingencies
Sanction to land Estimates :- General Manager or any other officer duly empowered to sanction the
estimate will than accord sanction and allot necessary funds and forward the
estimate duly signed Accounts Office together with the draft declaration and
duly signed plans and schedules to the State Government for taking necessary
steps for acquisition of land. If the
sanction of Railway Board is necessary to estimated cost of land Railway
Administration should apply for and obtain that sanction before applying to
State Government for acquisition of land.
Work bona fide Railway Purpose :- As a general rule land may not be acquired
except in connection with a duly sanction work but this rule does not debar the
acquisition of land for bonafide Railway purposes.
In case of urgency Railway
Administration are empowered to depart from ordinary rule stated in the
previous paragraph and sanction the acquisition of land prior to preparation
and sanction of estimate either for work or the land, provided the total
probable cost of work is within the power of Railway Administration to
sanction.
*****************************************
ALSO SEE - MORE RELATED FOR RAILWAY EMPLOYEE 
