L.G.S. EXAMINATION
CIVIL ENGINEERING 01 –
02 - 2003
Q.1.- ( a ) What are the two main Grants for engineering
Department and what are detailed heads, sub heads and primary units?
( b ) Mention the
various Budgetary stages for reviews in a financial year?
Ans.- ( a ) There are Two main grants for engineering
Department –
Demand No. 4 – This demand covers
the expenditure on repairs and maintenance of permanent way and work Assets
like track, other buildings and structures.
Primary
units / minor Head -
100 Establishment in offices, 200 Maintenance of Permanent Way. 300 Maintenance
of Bridge work and Tunnels including Road over/under bridges. 400 Maintenance
of service buildings (other than staff Quarters and Welfare buildings). 500
Water supply, Sanitation and Roads (other than Colonies, staff Quarters and Welfare buildings). 600 Other repairs. 700
Special repairs pertaining to Breaches, Accidents etc. including Special
Revenue works. 900 Credits or recoveries.
Sub-Heads – 110, 120, 130, 210, 220, 230, 240,
250, 260, 270, 280, 290, 310, 320, 330, 340, 410, 420, 430, 440, 510, 520, 530,
610, 620, 630, 640, 650, 710, 720, 730, 910, 920, 930.
Detailed Heads – 111 to 118, 121 to
128, 130, 211 to 213, 221 to 223, 231 to 233, 241 to 243, 251 to 253, 261 to
263, 271 to 273, 281 to 283, 291, 293, 310, 320, 330, 340, 410, 420, 431 to
433, 440, 510, 520, 531, 532, 610, 620, 630, 641 to 644, 651 to 657, 711 to
715, 721 to 725, 731, 911, 912, 921 to 923, 930. ,
Demand No. 16 - The Revised
Classification of expenditure on works irrespective of whether they are charged
to Capital DRF, DF, Revenue (OLWR) or ACF will come under a single Demand-16
namely Assets-Acquisition , 'Construction and Replacement. The Accounting
Classification for works expenditure is in the form of a 7 digit—4 module
alphabetical code. The first module which is the alpha indicates the source of
fund viz., Capital, DRF, DF, Revenue (OLWR) or ACF as the case may be. The
second module of 2 digits which is numerical will represent the standard Plan
Heads. The third module which is also numerical will represent the 2 digits
corresponding to the sub and detailed head of classification giving the details
of the assets acquired, constructed or replaced. The last module which is of
two digits will indicate the primary unit i.e.,
object of the expenditure.
For the purpose of
link with the accounts of the Central Government the Plant heads will form the
Minor Heads of Railway Capital under the Major Heads "546-Capital Outlay
on Indian Railways-Commercial lines" and "546-Capital Outlay on
Indian Railways-Strategic lines
The classification of
the assets will be indicated by these 6 digits in all the cases irrespective of
whether the expenditure on the asset is chargeable to Capital, DRF, DF, Revenue
(OLWR), or ACF, The source of financing will be indicated in the beginning in
the following alphabets: -
P-Capital. , R-Revenue
(OLWR) , T-ACF , Q-DRF , S—DF.
( b ) Following are the Budgetary reviews under taken on
Railway during the course of a financial year –
i. August Review – This is one of the Budgetary reviewed stages.
This is conducted in the month of August every year by all the spending units /
executives to see that any modification are necessary in the allotments placed
at the disposal at the beginning of the year.
ii. The second budgetary
review is carried out at the time of submission of revised and Budget estimate.
The revised estimates for the current year are shown on the basis of
conclusions derived after this examination in respect of revenue expenditure.
iii. Modification Statements – Railway Administration are required
to review the budgetary position even after the receipts of revised allotment
and advise the position to Railway Board in regard to additional allotment
required or surrenders to be made during the current year under each head of
grant or appropriation. This is done through the submission of modification
statements. First modification statement is sent to Board by 1st
February and final modification statement is sent by 21 st February.
Q.2.- ( a ) What are On Account Bill and Final Bill of works
and what documents and certificates are to be attached with each? ( b ) Describe the Material at site
account.
Ans.- (
a ) On account Bill & Final Bill :-
On account Bill :- On account Bill or running bill prepared on Form No. E 1337
is indicated for use in contract works only and not supplies . On account payments before the completion of a work
should be made through this form.
Final Bill :- The final bill prepared on form
No. E 1338 should be used for making
final payments . i.e. On closing running accounts for works . Normally only one
final bill should be prepared against an agreement or work order . But in cases
where groups of annual repair works are included in one agreement or work order
there is no objection to more than one final bill being prepared on the
completion of each group or certain groups.
( b ) M.A.S. Accounts –
This
stands for material at site account. This is a suspense head of account that is
maintained to watch actual consumption of materials obtained for specific work
such materials stores are requisitioned separately by the executive officer and
consigned to the site of work. The monitory value of materials consumed is
debited to the work concerned through works Register. The balance under this
suspense represents materials on hand yet to be consumed.
Q.3.- Write short notes on any Three of the following -
i. Operating Ratio.
ii. Material Modification.
iii.
Completion
Report.
iv. Canons of financial
properties.
v. D.S.8 Note.
Ans.- (
I ) 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.
( ii ) Material
modification :-
No
material modification in a work or scheme as sanctioned should be permitted or
under taken with out the prior approval of the authority who sanctioned the
estimate . In the case of estimates sanctioned by the Railway Board or higher
authority instances of will be considered to be a material modifications of a
sanctioned project or work are given in below –
The
following may be taken as material modifications on the lines under
construction and open line works estimated to cost rupees one crore and over .
a)
Any
change in the alignment likely to affect the facilities offered to the public
in the neighborhood or likely to increase or decrease the length of the line by
over one kilometer.
b)
Introduction
of any new station or omission of any station.
c)
Any
alteration in the type or number of engines or vehicles provided in an estimate
for rolling stock.
d)
A
change in the layout of a yard affecting the general method of working or
increasing or deducting the number of trains that can be dealt with.
e)
Any
departure from the standards of
construction as accepted by the railway board in the Abstract estimate
or use of any second new material.
f)
The
introduction or omission of any work or facility involving a sum of Rs. 5 Laces
and over.
g)
Any
modification of a sub work provided for in the estimate of a sanctioned work
involving an additional out lay on that sub work of more than Rs. 5 laces.
h)
The
introduction of any new sub work not provided for in the estimate of a
sanctioned work involving an out lay of more than Rs. 5 laces.
i)
Any
alteration in the standards of inter locks.
( iii ) Completion Report :-
The object
of a completion report is to compare the cost of work actually constructed with
those provided for in the last sanctioned estimate. A completion report of a
project duly verified by the accounts officer should be submitted to the
Railway board within eighteen months after the end of the financial half-year
in which the completion estimate is submitted. It should state the expenditure
in the same details as abstract estimate sanctioned by the Railway board and
should indicate material modification if any.
The completion
report should be prepared in prescribed form and brief explanation should be
furnished for: -
i.Excess of not less than 10% or
Rs25000/- which ever is less over the estimated provision under each work.
ii.Saving of not less than20% or
Rs1,00,000/- which ever is less occurring under each sub-work.
A completion report
for work costing Rs one crore and less should be subjected to the detailed
instructions issued by the Railway administration and should
be prepared in the same form for works costing above Rs one crore. It should
compare the actual expenditure incurred with the sanctioned amount and should
give details under each sub-work. Brief explanation should be furnished for all
excess and savings of over 5% or Rs10,000/- which ever is less. A completion
report duly verified by the accounts officer should ordinarily be submitted to
the authority that accorded the administrative approval to the work for
information or regularization.
( iv ) Canones
of financial Property –
In exercise of their financial powers the
sanctioning authorities must pay regard to the following principles –
- The
expenditure should not prima facie be more than the occasion demands, and
that every govt. servant should exercise the same vigilance in respect of
the expenditure of his own money.
- No
authority should exercise its powers of sanctioning expenditure to pass an
order, which will directly, or indirectly be to its own advantage.
- Public
money should not be utilized for benefit of a particular person or section
of the community.
- The allowances such as travelling allowance sanctioned to staff should be so regulated that it should not become a source of earning of the recipient.
( v ) Ds8 Note:-
( G27 f )
This is a receipt voucher on which credit is
given to the party returning the released material not required for use. Such
material is classified by stores
officer and credit is given to the returning party.
The following type of material should be
return on Ds8 Note-
1.
Balance
material after completion of specific work.
2.
Release
material from old work.
3.
Tools
and plants which is used or in broken condition.
4.
Scrap.
It is prepared in six copies. First copy is
office copy.One block copy 2,3,4 is sent to the depot along with the material,
5th copy is sent to officer A/Cs and 6th copy is sent as
advance copy to depot which is returned back as record in depot , 3rd
copy sent to A/c and 4th copy sent to consignee as A/Cs.
Q.4.- ( a ) What steps are
being taken for Man Power planning on Indian Railway?
( b ) What are the classification of
staff under HOER? Give one example for each.
Ans.- ( a ) The cost of staff on
railway amounts to approximately 605 of the total working expenses there fore
it would be necessary to plan its manpower in such a way that adequate staff
are made available for the new assets without incurring additional expenditure.
This is being achieved by locating the excess manpower in the existing system
and making available for additional assets after giving necessary training
where ever necessary.
In
order to achieve these objectives to arrest the bottlenecks and to ensure
smooth working of railways the Ministry of railways have planned its manpower
suitably as under -
1.
Recruitment of staff with proper and suitable educational and technical
qualifications by upgrading the limit of educational and technical
qualifications for most of the categories.
2.
Arranging training frequent refresher courses, promotional courses technical
courses and catering orientation courses in Government and non Government
institutions.
Ans. – ( b ) The
Railway employee have been classified as under –
Intensive – The employment of a railway servant is said to be
intensive when it has been declared to be so on the ground that it is of a
strenuous nature involving sustained attention or hard manual labour with
little or no period of relaxation.
Essentially Intermittent – The staff whose daily hours of duty includes periods of 6
hours or more during which although they are required to be on duty but are not
called to display either physical or sustained attention such as waiting room
bearers, sweepers, caretakers, saloon attendants, bungalow peons etc.
Excluded – Employment of a
railway servant is said to be excluded those staff employed in a confidential
capacity or supervisory staff, Armed staff of staff of RPF, Teaching staff of
railway schools, Certain para medical staff such as Stenos, PWI, IOW, Foremen,
TXRs, RPF staff, Midwives, Health Visitors, school teachers etc.
Continuous – who have not been
classified in above three such as Office staff, Parcel clerks, reservation
office staff, guards, Drivers, Train clerks etc.
Q.5.- ( a ) What are the
steps involved in finalizing a major penalties charge sheet?
(
b ) Describe in brief the procedure for compassionate Ground
Appointments?
Ans.-
( a ) Steps
involved in finalizing a major penalties charge sheet-
i. Issue
of charge sheet S.F. 5.
ii. Submission
of written statement of defense by the delinquent employee within a period of
10 days.
iii. Permission
to inspect and take note from documents.
iv. Appointment
of enquiry officer.
v. Appointment
of presenting officer.
vi. Nomination
of Assisting Railway Servant by the delinquent employee.
vii. Inquiry
– ( I ) Preliminary Inquiry. ( ii ) Examination in chief ( main Inquiry ) .
viii.
Submission of Inquiry report and
finding by Inquiry officer to disciplinary authority.
ix. Forwarding
of inquiry report and finding by the disciplinary authority to the delinquent
employee for submission of his oral / written final defense.
x. Order
of disciplinary Authority ( speaking order ).
xi. Communication
of penalty to the delinquent employee with a copy of speaking order.
Ana.- ( b ) Procedure for compassionate
Ground Appointments -
Appointment on compassionate Ground relate to
those appointments which are given to dependents of regular railway employees
who lose their lives in the course of duty or die in service. The following should be the order of
priority to be followed while offering appointments on compassionate Ground –
i. Dependents of employees who die or are
permanently crippled in the course of duty.
ii. Dependents of employees who die in harness as
result of railway accident while off duty.
iii. Dependents of employees who die on service or
are medically incapacitated.
Son / daughter / widow / widower of the
employee are eligible to be appointment on compassionate ground. All
appointments on compassionate ground should be made only in recruitment grades.
Normally the persons seeking appointments on compassionate grounds should
fulfill the conditions of eligibility regarding age and qualifications
prescribed for appointment to the post concerned.
The candidate applying for appointment on
compassionate ground in group C post should be subjected to suitability test by
a committee of three Sr. Scale Officers. The candidate who are to be offered
appointment may be appointed on submission of character certificates from two
gazetted Officers. The power to make compassionate appointments is vests in the
General Manager. In case of Group C posts the power have been delegated to CPOs
who may in consultation with the Head of Department concerned appoint a
candidate to such a post. In case of Group D posts the power to make such
appointment should be delegated to DRM.
Q.6. - Write short notes on any Three
of the following -
i. Trade Test.
ii. PREM
iii.
Hospital
Leave.
iv. Qualifying
service.
v. Calamity
Advance.
Ans.- (
i ) Trade Test -
With a view of perform the work in a trade an
artisan staff should have the skill required for the trade and for this Railway
workers classifications Tribunal in 1948 emphasized that the fairest and the
best means of classifying the artisans in skilled and semi skilled in each
trade should be through the trade test method.
The trade tests will be arranged by an
Assistant officer of the branch concerned. The results of Trade test should be supervised by an official not below
the rank of IOW in charge.
The trade test result with the
recommendations of the trade testing officer will be placed through the senior
scale office of the branch concerned officer of deputy’s rank who are competent
to approve of the trade test Assessments.
( ii ) PREM
( Participation of Railway Employees in Management ) :-
To facilitate meaningful and effective
participation of workers in the management process it was decided in March 1994
that the Corporate Enterprise Group at the Board, Zonal and divisional level
should be restructured and designated as group for participation of Railway
employees in management ( PREM ). Also to make the working of PREM more
purposeful a separate cell headed by a joint secretary was set up under the
direct control of secretary Railway Board. The joint secretary shall assist the
secretary in convening the meeting of the Group periodically and monitor the
implementation of various decisions taken. He will also monitor the working of
PREM at the Zonal and Divisional levels.
The board objectives of PREM are :-
Evaluate the functioning of the Railways and
exchange date and ideas.
Appraise the investment programs,
particularly in regard to housing and other welfare services.
Identify areas and devise action-oriented
methods for maximizing organizational effectiveness, the use of technology and
towards building up the image of the Railway as a service organization.
To facilitate effective and meaningful
participation of the railway employees in the management process.
To give them a sense of involvement and pride
in the organisation’s works.
To discuss and identify the measures for
improving the quality of service to the rail passengers and safety operations.
Structure –
At Board level –
At Board’s level the Group shall comprise the
Chairman Member of Railway Board, Secretary, railway Board, four
representatives each from the two recognized railway men’s federations and two
representatives each from the two Railway Officers Federations.
At Zonal Railway level –
At the Zonal Railway level the Group shall
comprise the GM, AGM coordinating heads of the departments, four
representatives each from the two recognized Railway man’s Federation and two
representatives each from two railway Officers Federations.
At Divisional Level -
At the Divisional level the Group shall
consist of DRM, ADRM, Officers – in – charge of various branches, four
representatives each from of the Railway man’s Federation and two
representatives each from two railway Officers Federations.
( iii )
Hospital Leave –
Hospital Leave may
be granted to railway servants other in Group A & B while under treatment
for illness of injuries if such illness or injury is directly due to risk
incurred in the course of official duties, on production of medical certificate
from an authorized medical attendant.
Hospital Leave may
also be granted to employees who have to remain absent from duty for amputation
and replacement of artificial limb or for obtaining spare limb.
The amount of
Hospital leave which may be granted by GM to Railway servants is unlimited.
Hospital Leave shall not be debited against the leave account and may be
combined with any other leave.
( iv ) Qualify
Service :-
Qualify service includes the period of
permanent, temporary or officiating service with out interruption by
confirmation in the same or other post excluding leave without pay other than
covered by medical certificate, apprentice / under age service, suspension
treated other than duty / strike period not treated as dies on.
For the purpose of pension qualifying service
is considered in terms of completed six monthly period.
( v )
Calamity Advance –
The advance is admissible only to non
gezetted Railway servants whose property, movable or immovable has been
substantially affected or damaged by the natural calamity. An advance of one
month’s pay recoverable in three monthly installments may be granted to staff
in the circumstances such as floods Earthquake, Cyclones, or if the Railway
servants camp is burnt.
Q.7.- Write short notes on any Six of the following -
i. Cant Deficiency and Cant Excess.
ii. Switch & Expansion joint and Breathing
Length.
iii. Free Board & Clearance.
iv. Scour Depth and
Danger Level.
v. Private &
Assisted Siding.
vi. Security Deposit
& Earnest money.
vii. Catch siding &
Slip Siding.
viii. Temporary &
Permanent Speed restriction and Engineering Allowance.
ix. Design Mix and
Quality control in concrete.
x. CRS Sanction.
Ans.- ( i ) Cant Deficiency and Cant Excess –
Cant
Deficency –
Cant Deficency occurs when a train travels
around a curve at a speed higher than the equilibrium speed. It is the
difference between the theoretical cant required for such higher speed and
actual cant provided.
Cant excess –
Cant excess occurs
when a train travels around a curve at a speed lower than equilibrium speed. It
is the difference between the actual cant and the theoretical cant required for
such lower speed.
( ii ) Switch &
Expansion joint and Breathing Length -
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.
Breathing
length of LWR –
Breathing Length is that length at each
end of LWR/CWR, which is subjected to expansion/contraction on account: of
temperature variations. Usual breathing lengths in BG for different types of
track structures and for different temperature zones as laid down.
( iii ) Free Board & Clearance -
Free
Board –
This is the vertical distance between the high flood level inclusive of afflux
and the formation level.
Clearance
- This
is the vertical distance between the high flood level inclusive of afflux and
the bottom most part of bridge super structure like slab girder etc.
( iv )
Scour Depth and Danger Level –
Depth
of Scour-
The maximum scour
depth in a stream can be ascertained when ever possible by actual sounding at
or near the site proposed for the bridge during or immediately after a flood.
Before the scour holes have had time to
silt up due to allowance should be made in the observed depth for increase in
scour resulting from-
- The designed discharge being greater than the
flood discharge during which the scour was observed.
- The increase in velocity due to the obstruction
in flow caused by construction of the bridge.
Where the above practical method of determining
scour is not possible the following theoretical method may be used as a guide
when dealing with natural streams is alluvial beds. D = 0.473 [ Q / F ]⅓
Where
D = Depth of scour below HFL for regime conditions in a stable channel in
meters.
Q = Design discharge in cumecs.
F= Silt factor = 1.76 √ m , m is the
mean diameter of particles in mm.
Danger level –
It is not possible
to lay down any adhoc levels for fixing danger levels. It has to be decided on
the spot for each and every individual bridge depending upon the site
conditions. Local conditions such as nature of bed, condition of approach bank,
depth of foundation & free board to be allowed should influence the
decision.
The marking of
danger level would imply that is would be safe for the flood water to reach up
to the danger level with out affecting the safety of the bridge structure or of
its foundations or approaches. Danger level for a particular bridge should be
fixed after site inspection, examination of records of past history, local
enquiries about flood, afflux and velocity of water under bridge.
( v ) Private &
Assisted Siding -
Assisted
Siding –
An Assisted Siding is a siding to serve a
factory, mill or other industrial premises other than colliery or mining are
because such siding is anticipated to attract competitive traffic to the
Railway.
1)
The
applicant should deposit a sum to cover the cost of survey and preparation of
plans estimates.
2)
The
applicant should deposit the estimated cost of his portion of the work before
the construction of the siding is taken up.
3)
The
cost of land to be acquired for the siding out side the applicant’s premises
should be borne by the applicant.
4)
The
incidence of cost of the siding out side the applicant’s premises will be as
follows –
a)
The
cost of all works which would have to be abandoned in the event of the siding
being closed e.g. earth work, bridge work, culverts, buildings etc should be
borne by the applicant.
b)
The
cost of all works which would be removed by the railway administration in the
event of the siding being closed such as rails sleeper’s fastenings, points
& crossing, girder work of bridges, signaling & interlocking appliances
and machinery of any kind should be borne by the Railway Administration.
5)
Over
head electric traction equipment whether on railway land or on private land
should be paid by the Railway Administration and will remain as Railway
property.
6)
The
entire cost of the siding within the applicant’s premises should be borne by
the applicant.
( vi ) Security
Deposit & Earnest money –
Security
Deposit – A
Security deposit is taken for the satisfaction of and efficient execution of
the work within the agreed time from contractors. Such Security deposit may
also be percentage deduction from on accounts bills of contractors called as
retention Money usually 10% of the gross amount of bill. The scale of Security
Deposit is as under –
- Contracts
up to one lack in value 10% of the value of contract.
- Next
one lack in value 7½% of the value
of contract.
- For
3rd one lack and
above in value 5% of the value of contract. Subject to maximum of 10 lacks.
The amount over and above 3 lacks to be
recovered from the progressive bills of the contractor at the rate of 10% till
it reaches the required value.
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
( vii ) Catch siding & Slip Siding -
Catch
Sidings –
Normally
all catch sidings except those which are sanded shall be kept alive. On sanded
catch siding, the rails shall be kept clear of sand for a length of 21.5
metres, beyond the section insulators in the overhead lines and the switches
controlling the sanded catch sidings shall be kept in the neutral position. If
an electric engine or single or multiple unit train runs into the sanded length
of a catch siding, it may possibly be insulated from earth except through the
buffers or couplings if connected to other vehicles, therefore these sidings
shall not be made alive when an electric engine or single or multiple unit
train or any vehicle coupled thereto are standing in the sanded tracks until
all staff have been moved away from positions where they are likely to make
contact between the permanent way formation and any part of the locomotive or
single or multiple unit train or coupled vehicles. No person shall attempt to
enter, or leave or in any other way make contact between the permanent way
formation and the electric engine or single or multiple unit train or any
vehicles coupled thereto while the overhead equipment of the sanded length of
siding is alive.
Slip Siding –
If the Station yard is in a gradient steeper
than 1 in 260 or there is a continuous falling gradient away from the station
there is a possibility of vehicles standing in the yard entering or escaping
into the block section and cause accidents to prevent such escaping of vehicles
into the block section slip siding are provided.
At a station where there is a gradient 1 in
100 falling away from the station within 45 meters beyond the outer most points
at either end a slip siding should be provided.
As per the schedule of dimensions no station
yard should be constructed nor should any siding join a passenger line on a steeper
grade than 1 in 260 except where it is unavoidable and then only with the
previous sanction of the railway board obtained through the commissioner of
Railway safety when a slip siding is made sufficient prevent accident.
( viii ) Temporary
& Permanent Speed restriction and Engineering Allowance -
Temporary Speed restriction –
The Temporary speed
restrictions to be imposed during various sequences of work such as Opening,
relaying and initial packing, through packing, Picking up of slacks as required,
tamping, Attention to track as required, These consists of :
(a)
Caution indicator.
(b)
Speed indicator.
(c )
Stop indicator.
(d)
Termination indicators ( T/P & T/G).
Permanent speed restriction -
Permanent speed restrictions in force are notified in working
time-tables. The speed indicators are erected to indicate to the Drivers the
speed restrictions to be observed e.g., between stations, and at stations due
to weaker/non standard track/ bridges, restrictions on curves, grades and
points and crossings etc.
The indicators to be used are similar to those used for
temporary restrictions, namely, caution indicator, speed/stop indicators and
termination indicators (T/P&T/G). The details of the indicators and the
distance at which they are to be fixed are the same in both the cases
The permanent indicators need not be flood lit at night as in
the case of temporary indicators/ signals.
Engineering Allowance -
The Divisional Engineer in consultation with the Operating
Department. Where necessary, separate power and crew should be arranged.
Provision of Engineering time allowance in the working time table should be
arranged with the Traffic Department.
( ix )
Design Mix and Quality control in concrete-
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.
Quality control in concrete –
Adequate
quality control measures should be taken at the site of work. The construction
should result in satisfactory strength serviceability and long term durability
so as to lower the over all life cycle cost. Quality control in construction
activity related to –
i. Proper
design.
ii. Use
of adequate materials and components to be supplied by the producers.
iii. Proper
workmanship in the execution of works.
iv. Proper
care during the use of structure.
v. Materials
for concrete.
vi. The
related plant and machinery, equipments.
vii. The
tasks and responsibility of all persons involved.
viii.
For adequate checking and control.
ix. Maintenance
of adequate documentation.
( x )
CRS Sanction –
The approval of the CRS is required for the
execution of any work on the open line, which will affect the running of trains
carrying passengers and any temporary arrangements necessary for carrying it
out except in case of emergency.
Q.8.- ( a ) What safety precautions are to be
taken for maintenance of LWR / CWR during extreme hot weather and cold
weather?
( b ) Explain in brief USFD testing
of rails and welds.
Ans.- ( a ) Safety precautions are to be taken for
maintenance of LWR / CWR -
i. Check and carry
LWR/CWR equipment daily. Each Gang mate/PWM should keep two sets of joggled
fishplates, 2 clamps, one rail thermometer, special 1m long fishplates, rail
closure pieces, one straight edge and one feeler-gauge. The thermometer should
be regularly checked with that of standard thermometer kept in PWI’s office.
ii. Know the td of your
section/panels.
iii. Keep the ballast
section full and in compacted condition particularly in cribs and shoulders.
iv. Get your SEJs oiled
and greased once in a fortnight.
v. Check the gaps of SEJ
at extremes of temperatures.
vi. Keep the patrolling
equipments always handy and start patrolling of track as soon as temperature
exceeds td+200C
vii.
Keep
sharp look out for severe alignment defects in summer.
viii.
Keep
the anchors wherever provided always butting against the sleepers.
ix. Renew fittings only
on one sleeper at a time.
x. Ensure that fittings
are tightly fitted at proper places at all times.
xi. Pack loose sleepers
without lifting or opening track in summer.
xii.
Attend
only one or two sleepers at a time for adjusting fittings while removing a
kink.
xiii.
Confine
essential maintenance to period when the temperature is below td+100C.
xiv.
Impose
speed restriction if temperature exceeds td+200C during consolidation period.
xv.
Pay
special attention to SEJs, breathing lengths, curves, approaches to level crossings,
umbellate bridges, horizontal and vertical curves.
xvi.
Check
that reference posts at SEJ and at centre of LWR/CWR are correctly maintained.
xvii.
Learn
the six items (I) missing and loose fastenings, (ii) shortage of ballast, (iii)
misalignment, (IV) slewing, (v) lifting (VI) improper packing, about which you should
be very careful to avoid buckling.
xviii.
Learn
what to do when there is buckling or fracture in the track.
xix.
Ensure
that all bridges and its approaches have all fittings at all times and are
regularly tightened.
( b ) USFD testing of rails and welds –
Rails & weld failure can be detect by
USFD Ultrasonic flow detection test. A defect in rail which will ultimately
lead to the fracture or breakage of rail is called a flow. Thus it is necessary
to detect these flows and take timely action to remove them.
The detection of rail flows can be done
either by visual examination of rail end or by Rail flow detection equipment.
Q.9.- As AEN in charge you have to carry out 3.0
Km of CTR with 60 Kg 10 rail welded panels on MBC sleepers of existing LWR main
line track of 52 KG. on CST9 sleepers. Broadly give the planning and steps
involved for execution of this work from start to finish in a financial
year.
Ans.- Planning of Renewals – Renewals may be
planned in as long and continuous lengths as practicable, within the available
resources with priorities to meet the projected traffic. Short isolated
stretches of 3 kms. on condition basis may be programmed along with the
adjoining lengths, if these stretches do not confirm to the required standards.
Priority in planning renewals should be given to busy and important lines.
Track
renewal programmes shall be framed by the Chief Engineer of each Railway taking
into consideration the proposals submitted by the Divisional Engineers.
Track Renewal Programme –
(1)
Initiation of Proposals – Track renewal proposals are submitted to the
Divisional Engineer by the Assistant Engineer on condition basis and also on
the basis of various inspections carried out during the year. The Divisional
Engineer shall personally check the details submitted by the Assistant
Engineers at site and compile and initiate the track renewal programme
indicating the priorities. The justification for track works shall be prepared
on the basis of factually correct data and submitted in proforma. It shall
include an abstract estimate of the cost of work and detailed narrative
justification covering technical and financial aspects. The Divisional Engineer
should personally satisfy himself about the reasonableness of the proposal and
certify that the justification furnished is factually correct. The Assistant
Engineer should keep a close watch on the condition of all track on their
sub-divisions so that every length which after careful and judicious
examination requires renewal, is included in the proposals, bearing in mind
that the programme is prepared a year in advance and as much as two years may
elapse before renewals are carried out. The proposals should reach the Chief
Engineer’s Office by end of March.
(2)Verification
of proposals by the Track Cell in the Chief Engineer’s Office – Important items
relating to complete track renewal.
(a)
Co-ordinate the proposals received from the divisions;
(b)
Frame programmes for renewal taking into account the sections planned for
renewal;
(c)
Decide priority for the works;
(d)
Satisfy himself that the renewal is unavoidable in the case of track renewal
proposals which are justified primarily on condition basis but are premature as
far as quantum of traffic carried (G.M.T.) is concerned.
(e)
Finalise the track renewal programme and submit the same to the Chief Track
Engineer/Chief Engineer for his approval. On receipt of Railway Board’s
sanction to the track renewal programme, arrangements will be made by the
Headquarters for supply of track materials to the Divisions and for coordinated
execution and control over the works.
Q.10.- ( a ) What is mechanical compaction of earth
work and what system you will observe for quality control and measurements and
payments to the contractor? Draw the typical cross section of a double line
track in bank and cutting.
(
b ) What are the function of blanketing material and how its thickness is to be
decided in case of earth work in railway bank.
Ans.- (
a ) Mechanical compaction of earth work -
Compaction is the process of increasing the
density of soil by mechanical means by packing the soil particles closer
together with reduction of air voids and to obtain a homogeneous soil mass
having improved soil properties. Compaction brings many desirable changes in
the soil properties as follows:
a) Helps soils to acquire increase in
strength.
b) Reduces compressibility.
c) Increases density and reduces permeability.
d) Reduction in erodability.
e) Results in homogenous uniform soil mass of
known properties.
f) Reduction in frost susceptibility in cold
regions.
However, while compaction of earthwork is a
necessary condition to achieve a stable formation, it does not help in checking
against the following causes which needs to be taken care during the design of
bank or cutting :
(i) Excessive creep or slipping of slopes .
(ii) Swelling and shrinkage characteristic of
soils due to variation in moisture content.
(iii) Mud pumping at ballast - soil
interface.
(iv) Settlements due to consolidation of bank.
Factors
Affecting Compaction in the Field:-
(a) Compacting Effort: In modern construction
projects, heavy compaction machinery are deployed to provide compaction energy.
Sheep foot rollers or pneumatic rollers provide the kneading action. Silty soil
can be effectively compacted by Sheep foot roller/pneumatic roller or smooth
wheel roller. For compacting sandy and gravelly soil, vibratory rollers are
most effective. If granular soil have some fines both smooth wheeled and
pneumatic rollers can be used.
(b) Moisture Control: Proper control of
moisture content in soil is necessary for achieving desired density. Maximum
density with minimum compacting effort can be achieved by compaction of soil
near its OMC (Optimum Moisture Content). If natural moisture content of the
soil is less than the OMC, calculated amount of water should be added with
sprinkler attached to water tanker and mixed with soil by motor grader for
uniform moisture content. When soil is too wet it is required to be dried by
aeration to reach up to OMC.
(c) Soil Type: Type of soil has a great
influence on its compaction characteristics.
(d) Thickness of Layer:-Layer thickness
depends upon type of soil involved and type of roller its weight and contact
pressure of its drums. Normally, 200 – 300 mm layer thickness is optimum in the
field for achieving homogenous compaction.
(e) Number of Passes: Density of soil will
increase with the number of passes of roller.
Method of Measurement and Payment -
i.The initial rate for earthwork, carried out
manually, will include the first lead of 50 metres and 2 metre lift free.
ii.Lift from borrow pits to natural ground level
is not to be taken into account in any payment for lift, unless the pit is
deeper than 1.6 metres and then, only the portion below 1.5 metres will be
allowed payment for additional lift.
iii.The Engineer will then enter the reduced
levels at which such soil is met on the relevant cross-section in his
Classification Register, whenever a change of classification is involved, and
obtain the initials of the Contractor on the reduced levels entered.
iv.In case of mechanical earthwork where the
excavation is in ‘’All types of soil’’ the Engineer will enter the reduced
level at the classification of rock requiring blasting
v.In case of banks made up from cutting spoil,
measurements of leads will be taken where necessary from the centre of gravity
of the embankment mass, by using a mass diagram. However Mass diagram may not
be prepared in case of mechanical earthwork where free lead in up to 1.0 km.
and all lifts are included.
vi.The quantity of work done will be arrived at
from cross section measurements of banks. In the case of such measurement, all
bridge structures, openings and other gaps and quantities are to be deducted in
full as existing at the time of final measurement.
vii.Rates for earthwork is inclusive of jungle of
clearing, dressing and maintenance, and is also inclusive all plant and tools,
maintenance of level pegs, construction of approach ramp, making berms,
dressing of slopes, maintenance of earthwork through monsoon, stacking of
released boulders from cuttings, construction of temporary approaches for
execution of earthwork.
viii.(j) Side drains in cuttings below formation
level and catch water drains above cuttings will be paid for by measurement at
the rates shown in the Schedule for excavation in cuttings.
Ans.- ( b ) Function
of Blanketing Material -
i. It reduces
traffic-induced stresses to a tolerable limit on the top of sub grade
ii. It prevents
penetration of ballast into the sub grade.
iii. Its absence or
inadequate thickness results in yielding formation and instability.
iv. Its absence may
result in bearing capacity as well as progressive shear failure of sub grade
soil.
v. It restricts plastic
deformation of sub grade caused due to cyclic stresses induced by moving loads.
vi. It results in
increased track modulus and thereby reduces track deformations.
vii. It facilitates
drainage of surface water and reduces moisture variations in sub grade.
viii.
It
prevents mud pumping by separating the ballast and sub grade soil.
ix. It ensures that the
induced stress in sub grade are below the threshold stress of sub grade soil.
x. It ensures
dissipation of excess pore water pressure developed in sub grade on account of
cyclic loading and leads to increase in shear strength of sub grade soil.
xi. It obviates the need
for formation rehabilitation work under running traffic at prohibitive cost.
xii. It leads to enhanced
performance of sub grade as sub grade can serve designed functions more
efficiently and effectively.
Depth
of Blanket Layer: -
Depth of blanket layer of specified material
depends primarily on type of sub grade soil and axle load of the traffic.
Depth of blanket to be provided for axle
loads up to 22.5t for different types of sub grade soils (minimum top one meter
thickness) has been given as under. In case more than one type of soil exists
in top one meter then soil requiring higher thickness of blanket will govern.
Poorly graded Gravel , Poorly grade Sand , Silty Gravel , Silty
Gravel , Clayey Gravel , soils shall need minimum 45cm thick Blanket.
Clayey Gravel , Silty Sand , Clayey Sand, Clayey
Silty sand , soils shall need minimum 60cm thick Blanket. Silt with low plasticity, Silty clay of low plasticity, Clay of low
plasticity, Silt of medium plasticity, Clay
of medium plasticity, Rocks which are very susceptible to weathering, types of
soils shall need minimum 1m thick Blanket.
Q.11.- ( a ) How are the zonal contract fixed? What
is the limit of a zonal work order?
( b ) What is the procedure for
dispensing with calling of tenders and doing work on quotation?
( c ) How the variations in contract
are dealt with?
Ans.- (
a ) Zonal Contract –
It is often advantageous to allot all miner
works and all works of repairs and maintenance in a particular zone for a
definite period to one contractor. The works of supply of building material may
also be allotted to same contractor. The division is divided into suitable
zones and a contractor is reelected to carry out the works in the zones.
The period for zonal contract is from Ist
July to 30th June. 10% variation in the quantity on total cost is
permissible. It may be invited in the month of April and finalised by June end.
The zonal contracts are mainly intended for
executing the usual ordinary maintenance works new minor works costing up to Rs
1,00,000/- in a particular zone or area with the concurrence of finance.
The zonal contracts also cover the supply of
the materials such as bricks, ballast (road metal) stone chips, timber, murum,
sand etc. Cost of any one item not exceeding Rs 50,000/- at a time.
( b ) Procedure for dispensing with
calling of tenders and doing work on quotation -
The power should be exercised sparingly and
reasons for calling quotations should be recorded in writing.
Quotations should not be for fancy items or
those items, which can be, executed through existing contracts/Zonal contracts.
Quotations should be invited from at least
three contractors out Of whish at least two should be from approved list of
division and a minimum notice of 7 days should be given. The quotation should
be received, opened and tabulated in the same manner as tenders. It should be
ensured that quotations are from genuine firms.
J.A. grade officer shall obtain prior
approval of next higher authority justifying the urgency before inviting the
quotations. Junior scale officers / AENs are not empowered to invite quotations
Of any value either for Works or Supply of materials. AENs may carry out
purchases though Imparts cash within their power of local purchase.
The accepting authority should certify that
the rates accepted are available.
Each officer shall maintain a register of
quotations and should ensure before accepting a quotation that the annual
ceiling limit exceeded Of Rs.4 lakhs has not been exceeded. This ceiling limit
is inclusive of all types of quotations.
Ans.- ( c ) Variation statement in
contracts -
The Engineer on behalf of the Railway
shall be entitled by order in writing to enlarge or extend, diminish or reduce
the works or make any alterations in their design, character position, site,
quantities, dimensions or in the method of their execution or in the
combination and use of materials for the execution thereof or to order any
additional work to be done or any works not to be done and the contractor will
not be entitled to any compensation for any increase/reduction in the
quantities of work but will be paid only for the actual amount of work done and
for approved materials supplied against a specific order.
Unless otherwise specified in the
special conditions of the contract, the accepted variation in quantity of each
individual item of the contract would be up to 25% of the quantity originally
contracted, except in case of foundation work. The contractor shall be bound to
carry out the work at the agreed rates and shall not be entitled to any claim
or any compensation whatsoever up to the limit of 25% variation in quantity of
individual item of works.
In case of earthwork, the variation
limit of 25% shall apply to the gross quantity of earth work and variation in
the quantities of individual classifications of soil shall not be subject to
this limit. In case of foundation work, no variation limit shall apply and the
work shall be carried out by the contractor on agreed rates irrespective of any
variation.
In
case of Zonal work the limit of 20 % variation in quantity of individual item
of works and 25% variation on work order subject to not exceed from maximum
limit of work order cost 1 lack.
Variation
in Contract Quantities are as under -
Up
to + 25% of Agr. Value: Same Rates
>
+ 25% and up to + 40% : 2% reduction in rates
>
+ 40% and up to + 50% : Additional 2% reduction
Execution
of quantities beyond + 50% of overall Agreement Value to be done through fresh
tender or by negotiating rates with existing contractor.
If
variation is beyond –25% of C.V. negotiation is not required to be done
Include
regulatory mechanism (for variations) in contract itself.
Q.12.- ( a ) What are the monsoon precautions to be
taken in a sub division having heavy rain fall?
( b ) A breach of 6m. length with average depth of
4.5 meter has taken place in a flash flood. Design the temporary girder
arrangement for restoration of traffic. Assume suitable dimensions for drawing
the sketch?
Ans.- ( A )
i. All catch
water drains and side drains must be cleared of silt, vegetation and other
obstructions.
ii. The
waterways of bridges must be cleared of vegetation and other obstructions.
iii. Protective
and river training works must be maintained in good condition and repairs
carried out wherever necessary. Scour holes should be filled with boulders.
iv. The High
Flood Level (H.F.L.), Full Supply Level (F.S.L.) in the case of canals, and
Danger Level (D.L.) must be painted.
v. Water
shall not be allowed to stagnate on the track. For this purpose, cross drains
should be provided at regular intervals. In yards, cross drains and
longitudinal drains should be cleared/provided to proper grades.
vi. In hilly
areas, where there is incidence of falling boulders, a survey should be carried
out to locate loose boulders.
vii. Selection
of Patrolman and Watchman should be made The equipment of Patrolmen and other
watchman shall be complete in all respects.
viii.
Spare trolleys should be kept in readiness at the headquarters of
the Permanent Way Inspector Rivers in the upstream reaches should be inspected
for guarding against possible change in watercourse.
ix. The
prescribed reserve stock of boulders, empty cement bags, wire netting and
sand/quarry dust should be kept at specified locations for rushing to site
x. The
temporary Engineering indicators must be painted and kept ready for use.
xi. The rain
gauges should be inspected before the monsoon and it should be ensured that
they are in perfect working condition.
xii. Vulnerable
locations/kilometrages should be reviewed jointly by the Assistant Engineers
and Divisional Engineers and on the basis of past history and pre monsoon
inspections and the register of vulnerable locations should be brought
up-to-date.
Ans.-
( b )Temporary
girder arrangement for restoration of traffic for breach of 6m. x 4.5 m. –
Temporary
girder arrangement for restoration of traffic for breach of 6m. x 4.5m. should
be done as per showing in the sketch. For this R.H. Girder 18.30 m. long
support on sleeper crib.
Q.13.- ( a ) What are items of detailed inspection
of a open web steel girder of 45.7 m. span.
( b ) Suggest the launching scheme for
super structure of 3 x 30.5 m span steel girders to bridge a deep gorge.
Ans.- (
a ) The Assistant Engineer shall inspect every
bridge on the sub division including road and foot over bridges once a year
after monsoon during the prescribed months and record results in ink in the
Bridge inspection register.
Bridges the condition
of which warrant special attention should be inspected more frequently.
In case of Girder
Bridge 3 x 60 feet Bridge classified on major Bridge. For major bridges entries
of bridge inspection should made under the following heads –
i. Foundation
& flooring – Extent or scour and damage.
ii. Masonry
– Condition and extent of defects.
iii. Protective
works – Scour slips or settlement.
iv. Bed
Blocks – Tendency to movement and cracking.
v. Bearing
and expansion arrangements – Defects in seatings and expansion arrangements.
vi. Steel
work – Structural condition of girders and Paint.
vii. Sleepers
– Condition and renewals required.
viii.
Track – Defects in line and level.
Under each head the
first entry should state whether the previous year’s notes have been attended.
And also following
aspects should be noted while inspecting steel girder bridges –
i. Loss
of camber – Plate girder of span above 35 m and open web girders are provided
with camber to be checked by using dumpy level or precision level.
ii. Distortion.
iii. Loose
Rivets – To be checked with the help of light hammer weighing 110 gms.
iv. Corrosion.
v. Fatigue
Cracks.
Ans.- (
b ) For
launching steel girders of 3 x 30.5 m span of the major bridge, The following
are the four methods :-
By
slewing method – This
method is suitable when there is adequate space to accommodate old and new
spans on the abutment and piers.
Replacing
by sliding method – This
method when there is no space to accommodate
old and new spans on the abutment and piers, the new spans are erected with the
help of trussels.
Replacing
by Rolling method –
In rolling method the new spans are erected on the approaches hence that line
is blocked. Diversion should be avoided by inserting the turnout before
commencing the replacing work.
Replacing
by Service span method or Enveloping method – This is the most reliable method by
launching the service span and replacing can be carried out advantage of this
method.
Before
taking the work of replacing CRS should
be approached for his sanction along with the method of replacing. CRS
sanction should be obtained.
Draft
circular notice to be prepared and published for the phase working and blocks.
Phase
I – Obtain suitable block and launch the service span for the Ist span.
Phase
II – Obtain suitable block, change the floor system from old spans to service
span and allow the traffic with restricted speed.
Phase III – Remove the old spans under suitable
blocks.
Phase
IV – Launch the new spans in positions with the help of check trolley under
suitable block.
Phase
V – Under suitable blocks change the floor system from service span to the new
span.
Phase
VI – Under the suitable block roll the service span to the next span.
This
process is repeated till all the three spans are replaced.
Q.14.- ( a ) Draw out a plan for PQRS yard and
mention the various activities dealt with in PQRS yard.
( b ) What are the various schedules of
maintenance for CSM ( Tamping Machine ) and draw a labeled sketch of tamping
bank of CSM.
Ans.- ( a ) Various
activities in PQRS yard –
Auxiliary
track – Auxiliary
track is laid to 3.40 m. gauge both at the site of work and at base depot
lines. It is supported at every 2 m. on wooden blocks or released CST-9 plates.
Rail level of the auxiliary track shall be 40 mm above the existing rail level.
PQRS
Rake Formation – The
following should be the marshaling order of the PQRS Rake-
1. Engine.
2. Brake van. 3. Crew rest van cum mobile workshop.
4. Covered wagon for oil etc. 5. Machine BFR. 6. Loaded BFRs with new panels. 7. Empty BFRs.
Working
system –
The actual laying operation can be done by adopting any of the following modes
of working –
Pulling – In this mode the PQRS rake is
pulled by the engine as the work progresses.
Pushing - In this mode the PQRS rake is pushed
by the engine as the work progresses.
Train Parting - In this mode the PQRS rake is
parted at site keeping the loaded.
Relaying
– The
activities can be described at two fronts. Base depot activity and relaying
site activities.
Base
depot –
The main activities in the base depot are –
i. Unloading of PRC
sleepers from the rake.
ii. Fabrication of new
panels.
iii. Unloading of released
panels from PQRS rake.
iv. Dismantling of
released panels.
v. Loading of
prefabricated panels.
vi. Formation of PQRS
rake.
vii. Maintenance of
machines.
viii.
Dispatched
of released materials.
ix. Loading / unloading
of ballast if the base depot is also to be used as ballast depot.
Plan
for PQRS yard
Model
PQRS Yard Layout
RB x 6 = ( 500 x 8 x 8/2 ) = 16000
kg.
RB = 16000 / 6 = 2666.67 Kg.
RA = ( 500 x 8 ) – 2666.67 = 4000 –
2666.67 = 1333.33 Kg.
Shear Force –
The shear force diagram is drawn in fig. And
values are Tabulated hear
FC = 0, FB = - ( 2 x 500 ) + 2666.67 =
- 1000 + 2666.67 = 1666.67 kg.
FA
= 1666.67 – ( 6 x 500 ) = 1666.67 – 3000 = - 1333.33 kg.
Bending Moment –
The Bending Moment Diagram is drawn in fig.
And the values are tabulated hear
MA = 0 ,
MC = 0 , MB = - 500 x 2 x 2/2 = - 1000 kg.m.
Maximum Bending Moment – x 6 - x
------------ = --------------
1333.33
1666.67
1666.67 x = ( 1333.33 x 6 ) – 1333.33 x
, 1666.67 x – 1333.33 x = 7999.98
3000 x = 7999.98 , x =
7999.98 / 3000 = 2.67 m.
MM
= - ( 500 x 5.33 x 5.33 / 2 ) + ( 2666.67 x 3.33 ) = - 7102.23 + 8880.01 = 1777.78 kg.m.
Ans.- (
a ) Final
Location Survey –
A final Location
Survey is under taken on the completion of traffic survey to select the final
rout of the line to be constructed, taking into consideration all the
circumstances of the case including the probable expenses to ensure that
alignment selected final is most economical. During the course of the survey
the center line finally located should be marked out by pegs at every 30
meters. Survey is made in connection with all the bridges waterways curves and
stations proposed to be built and their plans, sections and designs are also
prepared.
Details covered for FLS of a new line
project.-
Preliminary Investigation - In the case of construction of new lines a preliminary
investigation should be undertaken by the Railway Administration.
Terms of reference - The project Investigator should be supplied by the Railway
Administration with terms of reference, and should indicate the category of
line.
Categories of Lines - Broad Gauge lines on Indian Railways are classified into
various categories indicated below, on the basis of future maximum permissible
speed.
Scope of Survey
Operations.
-
(1) Staking
out of the centre line;
(2) Levelling along with the centre line, with
transverse levels where necessary and cross sections of important rivers;
(3) Plane
Table Survey of a Strip of country 100 meters on each side of the centre line;
(4) Plane Table Survey of rivers requiring a
provision of a water way of 1.10 sq. mts. or upwards;
(5) Plane
Table Survey of Station sites.
Alignment - In fixing the
alignment of railway line such as Position
of curves, Degree of Curvature,
Transition Curves, Gradients, Vertical
Curves etc..
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L.G.S. EXAMINATION – CIVIL ENGINEERING 008 –
02 - 2003
Q.1.- What is alphanumeric system of allocation of
expenditure under revenue Grant and works grants? Give an example of such
allocation of expenditure on an activity you are associated with.
Ans.- The
Revised Classification of expenditure on works irrespective of whether they are
charged to Capital DRF, DF, Revenue (OLWR) or ACF will come under a single
Demand-16 namely Assets-Acquisition , 'Construction and Replacement. The
Accounting Classification for works expenditure is in the form of a 7 digit—4
module alphamerical code. The first module which is the alpha indicates the
source of fund viz., Capital, DRF, DF, Revenue (OLWR) or ACF as the case may
be. The second module of 2 digits which is numerical will represent the
standard Plan Heads. The third module which is also numerical will represent
the 2 digits corresponding to the sub and detailed head of classification
giving the details of the assets acquired, constructed or replaced. The last
module which is of two digits will indicate the primary unit i.e., object of the expenditure.
For
example, when track renewals are undertaken the allocation of expenditure will
be given as 3141 or 3142 for renewal of rails and fastenings or sleepers and
fastening as the case may be. To these 4 digits will, however, be added the
code for primary unit of expenditure viz.,
wages or materials etc. to complete the allocation e. g., 3141-04 will indicate the pay and allowances of departmental
establishment engaged on renewals of rails and fastenings. The cost of
Permanent Way materials etc. directly supplied for this work will be allocated
to 3141-04 and so on.
Q.2.- Describe in brief the format in which a
detailed Estimate of construction covering all activities will have to be
arranged ( without quantities ) for –
Or
Railway siding for a cement
Plant on deposit term basis.
Q. 3. - Write short notes on any four
of the following -
i. Part I & Part II Audit Reports..
ii. Advice Note.
iii.
Stock
Sheets.
iv. Write Off.
v. Final Bill.
vi. Variation Statement
in Contracts.
vii.
Briefing
Note.
Ans.- (
I ) Part I & Part II Audit Reports –
The DAuO conduct inspection of the executive
and subordinate offices of the entire division once in 3 years. Programme is
made in advance and the concerned officers are advised in advance so as to
enable them to keep their records ready.
The reports, as a result of such inspections
consist of two parts –
Part I – Contains more important
irregularities.
Part II – Contains minor irregularties.
The final disposal of Part II audit notes
rests with the Accounts Officer and no reply to the divisional audit Officer is
necessary. However, when required these should be made available to the DAuO.
Replied to Part I are to be submitted by the
Divisional Officers to the DAuO through the Divisional Accounts Officer, as
early as possible ( within 2 months ) indicating there in the action taken. The
closure of the objections rests with the ADuO.
(ii ) Advice Notes –
Advice Notes to prepared on form no. S- 1539 returning to stores. Separate
Advice Note should be prepared for each group and for new, second-hand, scrap
and condemned materials and should show the nomenclature and other particulars
of the stores, the head or heads of account to be credited as well as the rates
and value of the stores. Separate serial
numbers should be given for Advice Notes originating from each shop.
The foreman returning to stores should retain one copy as his block foil
send the remaining four foils along with the materials to sub-ward-keeper.
The materials should be checked with the Advice Notes and arranged for
inspection and valuation by the Depot Officer or a gazetted officer on his
behalf. Immediately after the stores the
stores in stock are valued, the sub-ward-keeper should complete the four foils
in this respect, take into stock (either his own or that of the parent ward)
and initial the advice Notes and send them to the depot office through the
parent ward where they should be assigned R.O. numbers as usual.
The four foil, after signature by the Depot Officer or a gazetted
officer on his behalf, should be disposed of, as follows:-
The first foil retained as record,
The second foil sent to the returning officer,
The third and fourth foils sent to the Stores Accounts Office after the
numerical ledgers
have been posted.
( iii )
Stock Sheets -
The proper custody
and accountal of stores is the prime duty and function of an executive or the
stockholder. To ensure this verification of stock is done either departmentally
or by the Accounts stock verifier. The stock verification sheets are prepared
giving the numerical balances of items as in the ledgers and actual stock. The
verification between ledger balances and actual stock are clearly brought out.
The verifier and the stockholder jointly sign these sheets.
One copy of the sheet is kept with the stock
verifier and three copies are handed over to the stockholder. The stock holder
is required to offer his explanation for variation and recon cite the
discrepancies and submit the sheets in duplicate to the divisional office for
scrutiny and acceptance. These sheets are then forwarded by divisional office
along with their remark to the Accounts.
Clearance of out standing S.V. Sheets is
closely watched by the department and also by accounts. At the time of handing
over charge the stock holder is required to clear the out standing S.V. Sheets
for any reason the same should be recorded in the handing over notes by the
stock holder.
( iv ) Write
off sanction –
When ever any sums become accrued due to the
railway for any kind of services rendered of sums due to the recovered under
extent procedure from staff / Parties considered as irrecoverable either fully
or partially are said to be written off under competent authorities sanction
with out collection of effecting recoveries. The communications authorizing non
recovery / not collection are called write off sanction
( v ) Final
Bill :- see on page 2
(
vi ) Variation
statement in contracts – see on page 14
( vii )
Briefing Note –
After the tender opening the preparation of
briefing notes is another serious activity in the process of tender
finalisation. The briefing note is prepared by the executive office giving all
facts, details, conditions, etc to assist the tender committee in finalisation
of the tenders.
The tabulated comparative statement and
briefing note both in duplicate together with the original tenders shall be sent
for scrutiny to the section officer deputed for the purpose. The statement
should be signed by him in token of his verification.
Q.4.- ( a ) What is the
procedure for creation of additional posts for additional assets?
( b ) How Group ‘D’ vacancies are
filled up these days on Railways?
Q.5.- ( a ) What are
various minor penalties under D & AR ?
( b ) Give steps up a staff for loss
of stores on account of neglect of duty.
Ans.- ( a ) Minor
Penalties :-
- Censure.
- Withholding of
Promotions for a specified period.
- Recovery from
pay of the whole or part of any pecuniary loss caused to the government or
railway administration by negligence or breach of orders.
( a ) Withholding of Privilege Passes
( b ) Reduction to a lower stage in the time
scale of pay for period not exceeding 3 years. NC and not adversely affecting
pension.
- Withholding of
increments of pay for a specified Period ( NC / C )
Q.6. - Write short notes on any four
of the following -
i. Conduct Rules.
ii. Suspension.
iii.
Industrial
dispute Act.
iv. Final Settlement on
superannuation.
v. Productivity Linked
Bonus.
vi. PNM.
vii.
Communal
Roster.
Ans.-
( I ) Conduct
Rules –
The code of conduct of Government servant is
both written and unwritten. The written code of conduct is therefore not
exhaustive. Every employee is bound to observe himself in his dealing with the
public as compatible with his employment. An improper conduct therefore,
outside the employment is likely to give rise to disciplinary proceedings.
Every Government servant is Railway servant
is bound to observe certain rules of conduct and discipline in the discharge of
duties. The code of discipline which is binding on the Government servants, as
stated above is both written and unwritten. The Government servant is expected
to maintain absolute integrity and devotion to duty and he is at all times
bound to conduct himself in accordance with the specific or implied orders of
Government regulating and conduct which may be in force.
( ii ) Suspension
–
Suspension means the Suspension of official
activities of a Railway servant. The Suspension is no a penalty. Railway
servant shall be deemed to have been suspended by an order of competent
authority in the following cases. The information to this effect should be
conveyed to the employee on ( Standard Form No. 2 )
i. With effect from the
date of his detention, if he is detained in custody whether on criminal charge
or other wise for a period exceeding 48 hours.
ii. With effect from the
date of his conviction if in the event of a conviction for an offence, he is
sentenced to term of imprisonment exceeding 48 hours.
( iii )
Industrial dispute Act –
This act aims making provisions for the
investigation & settlement of industrial disputes. This act extends to
whole of the India
Promotion of measures for securing amity and
good relation between the employer and workman.
Investigation and settlement of industrial
dispute.
Prevention of illegal strikes and lock outs.
Relief to work man in case of lay off
retrenchment and closure. Collective Bargaining.
Railway is an industry but railway schools
and Railway training schools are not covered under the provisions of Industrial
dispute Act.
( iv ) Final
Settlement on superannuation –
Final
Settlement on superannuation to be done on basis of emoluments and average
emoluments which have primary significance in determination of pension and
retirement Gratuity. Gratuity is normally based on emoluments and pension is
based on average emoluments.
Emoluments
for the purpose of determination of pension / Gratuities include only basic
pay.
Average
emoluments is the average of the emoluments drawn during the last ten months of
service.
Pension is
determined on the basis of average emoluments. Gratuity is based on the
emoluments drawn at the time of retirement.
Full
pension is admissible to an employee who retires after completing qualifying
service of not less than thirty three years and the amount of pension is
determined at 50% of the average emoluments.
( v )
Productivity linked bonus-
The grant of
productivity-linked bonus is intended to provide substantial motivation towards
achieving higher productivity by way of increased out put by the employees and
improved quality of service.
The productivity
shall be determined on the basis of revenue traffic tone kilometers achieved
each year, derived from thee audited and financial year 1977-78 has been
adopted as base year for this purpose.
The scheme is
applicable to –
a)
All Railway employees other than
Railway protection force.
b) Casual
Labour having temporary status and substitutes with not less than 120 days
continuous service.
c) Daily
rated casual labour employed of projects having completed continuous service of
180 days.
P.L.B. shall be payable to all class III
& IV staff.
( vi )
PNM Permanent Negotiating Machinery -
Two Federation of Union All Indian Railway
men’s federation (AIRF) & National Federation of Indian Railway (NFIR) men
have been recognized by Ministry of Railways. All the Railway units of the
unions affiliated to these Federations have also been given recognition.
With a view to maintain contact with the
labour to resolve disputes & differences between labour & management
& to maintain healthy industrial relations the Railway Board have set up
Machinery to have a periodical dialogue with both the recognized Federations
which is called PNM.
The machinery functions in three tiers as
under: -
The Railway Level or Zonal Level :-
At this level meeting between the recognized
unions and administration are held at
Divisional level/ workshop level and zonal level. The cases which are not decided
at Divl. / workshop level are referred at zonal level. PNM meetings with each
recognized union at Divl. Level is held once in two months, while at Head
quarters level it is held once in a quarter.
The Railway Board level :-
Matters connected with the revision of pay
& allowances and other policy matters for bettering service conditions.
Which are not decided at zonal level are taken up by the Federation for
discussion at Board’s level in this forum. PNM meeting at Board’s level is held
once in a quarter.
The Tribunal level :-
Cases in which agreement is not reached
between the Federation and the Railway Board and the matters are of sufficient
importance are referred to an adhoc Railway Tribunal composed of
representatives from the Railway Administration and Labour presided over by a
neutral chairman.
( vii )
Communal Roster –
To give proper effect to the reservation
prescribed every appointing authority should treat vacancies as reserved or
unreserved according to a modal roster each of 40 or 100 points as described
bellows –
- Direct
recruitment made on all
- Direct
recruitment to class III and class IV posts scale of which do not go
beyond Rs. 425/- 100 point roster.
- For
all posts filled by promotion to which reservation apply 40 point roster.
Roster have to be maintained separately for –
- Permanent
appointments and appointments likely to become permanent or continuous
indefinitely.
- Temporary
appointment in each grade or post or group separately for leave vacancies
for 45 days or more.
- Adhoc
promotion pending selection / suitability test etc for 45 days or more.
The points which are specified as reserved
points for these communities in a 40 point roster are as under- SC :- 1, 8, 14, 22,
28, 36, ……..
ST :- 4, 17, 31, ….
Q.7.- Write short notes on any Six of the following -
i. Cumulative frequency diagrams for curve
Realignment.
ii. Distressing of LWRs / CWR.
iii.
Pre-temping
& Post-temping operations.
iv. Guard Rails &
Check Rails.
v. Rocker & Roller
Bearings.
vi. Camber in
Triangulated Girders.
vii.
Launching
aprons.
viii.
Arbitration.
ix. Septic Tank &
Acqua Privy.
x. Chlorination of
Water.
( iii ) Tamping and Post-tamping operations-
Pre Tamping Operations-
i) Layout including spacing of
sleepers as per relevant drawings shall be ensured.
ii) The nose of the crossing may
get battered or worn or the sleepers below it may get warped or bent. In such
cases, the crossing should be reconditioned or replaced and sleepers below the
crossing should be attended.
iii) High points on the turn out
and approaches should be determined and general lift should be decided. General
lift of minimum 10 mm must be given.
Post Tamping Operations-
The Section Engineer (P. Way
i) Checking and Tightening of
loose fittings.
ii) Replacement of broken
fittings.
iii) The ballast shall be dressed
neatly. Proper consolidation of ballast between the sleeper shall be done.
iv) Final track parameters should
be recorded with the help of recorders provided in the tamping machine.
(v) The fixtures like check rails
removed during pre-tamping operation should be restored.
( iv ) Guard Rails
& Check Rails.-
Guard
Rails -
Guard rail should be provided on all girder bridges (including
prestressed Concrete girder bridges without deck slab) whether major or minor.
Guard rails should also be provided on all major and important ballasted
bridges and also on such other minor bridges where derailment may cause serious
damages. On all flat top, arch and prestressed concrete girder bridges with
deck slab, where guard rails are not provided the whole width of the bridge
between the parapet walls shall be filled with ballast up to the top of sleeper
level.
Check Rail –
Check Rails are basically provided on sharp
curves to reduce the lateral wear on the outer rail. They also prevent the
outer wheel flange from mounting on the rail and this decrease the chances of
derailment of the vehicles. Check Rail
wear out quite fast but as these are normally worn rails unfit for main line
tracks further wear of checkrails is not considered objectionable.
As per present stipulations check rails are
provided on the inside of the inner rails on curves sharper than 80
on BG and 140 on MG. Minimum clearance prescribed for check rail is 44 mm for
BG and 41mm for MG.
Check rail also provided either on points
& crossing and level crossing having the sharpness of a degree for safety.
The minimum & maximum clearance between
the running rail & Check rail for BG provided as under-
|
|
Maximum
|
minimum
|
|
1.
– On Points & Crossing.
|
48
mm.
|
44mm.
|
|
2.
– On Curve.
|
48
mm.
|
44mm.
|
|
3.
– On Level Crossing.
|
57
mm.
|
51
mm.
|
( v ) Rocker &
Roller Bearings -
In this type of the bearing at the fixed end
the girder end is fixed in apposition but rocking due to deflection under load
is permitted by the curved knuckle pin. At the free end the arrangement for
rocking is similar but the knuckle assembly is mounted on a set of roller to
take liner expansion. It has to be ensured during inspections that the knuckle
pin and the rollers are well lubricated.
( vi ) Camber in
Triangulated Girders –
Camber in Triangulated Girders should be
provided at the time of fabrication. Length of all member of truss are to be
fabricated to camber lengths as indicated in camber sheet of fabrication
drawing with the group of connection holes of main gussets which are drilled on
nominal layout. For this purpose, hole drilling jig is to be manufactured for
each member with the distance between the group of end holes altered by the
amount of camber allowance i.e. difference between nominal length and camber
length. Bottom chords camber length are same as nominal length to facilitate
the fabrication of stringer.
Track structure over the stringers or top
chord is provided with same thickness of sleeper throughout the length of span
hence track will have the same camber profile of truss during unloaded state.
(
viii )Arbitration -
Referring of
dispute for determination in a judicial manner by a person or persons other
than in court of jurisdiction.
The matter can only
be referred to the arbitration if there is provision in the contract agreement
and disputes are settled as per Arbitration
Act.
Contractor is
supposed to submit his claims from time. On receipt of claims from the
contractor pre arbitration meeting is held between Sr DEN / DEN, Sr DAO / DAO
and the contractor to thrash out the claims. If there is any dispute the matter
is referred to DRM. DRM will discuss the issue with all the three in a meeting
and communicate his decision. If contractor is not satisfied he may apply to
GM. In such cases counter statement is prepared by the Sr DEN / DEN it is
vetted by Sr DAO / DAO and sent to head office with papers of pre arbitration
meeting. If the value of claim is within 5 Lakhs one arbitrator is appointed,
If the value is more than 5 Lakhs or
complicated nature two arbitrators are appointed. GM is declaring panel
of three or more officers not connected with the case. Contractor is selecting
one person and other is appointed by GM ensuring that one is from accounts
department.
( ix ) Septic Tank
& Acqua Privy –
Septic Tank
Septic tank system is on a site disposal method which uses standard
flushing. The septic tank acts as sedimentation cum digestion tank, Anaerobic
digestion of the settled sludge occurs in its bottom zone and the supernatant
liquid has to under go treatment in a soak pit / filter bed. Use of septic tank
with out follow up treatment is not permitted, as the effluent from the septic
tank is hazardous from the point of view of health and pollution, since it is
usually not possible to provide sock pit / filter bed in built up urban areas,
Septic tank system would not be appropriate in such areas.
Septic tank shall be air tight, the light and oxygen should be totally
excluded. In order to create favorable atmosphere for anaerobic bacteria to develop
the lighter part of the suspended matter in sewage floats on water colleted
scum, the scum should not be disturbed for this purpose t out let and in let
are provided. Scum board also may be provided at times to prevent scum being
disturbed. Velocity of the sewage is reduced by allowing water to pass through
opening at the bottom. The detention period of sewage is 10 to 12 hours.
Aqua Privy Latrine –
There are a sort of latrines also called
septic tank latrines. These are constructed over septic tanks & flushing is
also provided. The excreta together with flush water falls into the septic tank
where it under goes anaerobic decomposition. The effluent flows to filters and
then to soak pits. These tanks are designed for a capacity of 70 Liter / head /
day and for a population even up to several thousands. A raw of water closets
may be constructed over single septic tank. A grit chamber is necessarily
provided at the inlet end of the septic tank which detains hard solid masses of
faces which would other wise pass undigested at the other end . the grit
chamber is made by erecting a wall at 1/6th the length of tank from in let side. This wall has an
opening at the bottom so that excreta pieces are held on the surface in grit
chamber till they are decomposed and digested while the main flow passes down
through the opening at the bottom.
( x ) Chlorination –
The process of applying small quantities of
chlorine or chlorine compounds to water
is called chlorination.
The form in which Chlorine can be applied may
be any one of the following –
1. Bleaching powder 2. Hypochlorities 3. Chloramines 4. Chlorine dioxide 5. Liquid chlorine 6. Chlorine gas.
Chlorination should be done generally using
chlorine Gas or other similar methods by Engineering department. At other
places chlorination has to be done by mixing good quality bleaching powder
solution at a particular rate with raw water in the pumping main at the pump
house it self or at the high level storage Tanks by the IOW.
Q.8.- ( a ) What are ( I ) Grade Compensation, ( ii ) Cant Deficiency, ( iii ) Cant Excess in respect of
curves?
( b ) Calculate the Equilibrium Cant ,
maximum permissible speed and length of transition curve for a 3 degree in BG with the following data -
Maximum sectional
speed - 110 km/h.
Speed for determining
Equilibrium Cant - 80 km/h.
Booked speeds for goods
trains - 50 km/h.
Permitted cant
deficiency
- 100 mm.
Permitted cant excess - 75 mm.
Ans.- ( a ) ( i ) Curve Compensation / Grade
Compensation on curve -
The ruling gradient is required to be
compensated on curves to offset the extra resistance due to curvature. The
curve resistance depends upon a number of variable factors but for simplicity
reasons it is taken as a percentage per degree of curve. Compensation for
curvature allowed on Indian Railways is as follows –
BG
- 0.04% per degree of curvature.
MG
- 0.03% per degree of curvature.
NG
- 0.02% per degree of curvature.
( ii ) Cant Deficency –
Cant Deficency occurs when a train travels
around a curve at a speed higher than the equilibrium speed. It is the
difference between the theoretical cant required for such higher speed and
actual cant provided.
( iii ) Cant excess –
Cant excess occurs
when a train travels around a curve at a speed lower than equilibrium speed. It
is the difference between the actual cant and the theoretical cant required for
such lower speed.
Ans.- ( b )
GV2 1750 x 802
Equilibrium
cant = -------- = --------------- =
146.98 mm.
127
R 127 x 600
1750 x 1102
Cant for maximum
sectional speed = ----------------- =
277.88 mm.
127 x 600
Cant deficiency for
maximum sectional speed = 277.88 - 146.98 = 130.90 mm.
which is more than
the permitted cant deficiency of 100 mm. With 100 mm. Cd,
actual cant =
277.88 - 100 = 177.88 mm. But actual cant is to be limited to 165 mm.
Cant excess: Cant
for a speed of 50 kmph. which is the booked speed of a goods train (assumed).
1750 x
502
--------------- = 57.41 mm.
127 x
600
Cant excess = 165 -
57.41 = 107.59 mm. which is in excess of 75 mm. permitted value.
Provide actual cant
= 57.41+ 75 =132.41, say 130 mm.
Maximum permissible
speed Vm
= 0.27 Ö R(Ca+Cd)
= 0.27 Ö 600(130+100)
= 100.3 or 100 kmph
Length of
transition -
(a) L = 0.008 x Ca
x Vm =
0.008 x 130 x 100 = 104 M.
(b) L = 0.008 x Cd
x Vm = 0.008 x 100 X
100 = 80 M
(c) L = 0.72 Ca
= 0.72 x 130 = 93.6 M.
The maximum value
obtained is 104 M.
Ans. –
( I ) Equilibrium cant = 146.98 mm.
( ii )
Actual cant that can be provided on this curve = 177.88 mm. But actual cant is
to be limited to 165 mm.
( iii )
Maximum permissible speed on this curve = 100 kmph.
( iv ) Length of the transition
curve = 104 m.
Q.9.- ( a ) What are the schedules of inspection
of an AEN in-charge of an open line sub-division?
( b ) What are the various items to be
checked while inspecting manned Level crossing gate across a motor able road?
Or
1 :
12 Turnout
Ans.- ( a ) The important
inspection to be carried out by Assistant Engineer are summarized below –
Works side –
1. Inspection of building and structures - Systematically
inspect all buildings and structures periodically, One fifth every year on a Programme
basis , 10% to
20% test check inspection of structures under each group, He
shall record brief details of repair works to be carried out and plan to carry
out the same.
He should also examine the Petty Repairs Book
maintained by Section Engineer (Works) at stations.
2.
Inspection Of Water Supply - The Assistant
Engineer shall inspect water supply installations. He shall ensure cleaning of
overhead/underground storage tanks and proper disinfection of drinking water
supply.
3.
Inspection of Sewerage and Drainage
System – Periodically inspect sewerage and drainage systems and its efficient performance.
4. Inspection of Railway affecting works/
Railway affecting tanks (RAW/RAT) - Assistant
Engineer shall jointly inspect with civil authorities, all RAW/RAT before the
monsoons every year and arrange for their safe maintenance to avoid any danger
to nearby tracks and structures. Records
of these annual inspections should be kept in registers as prescribed.
5. Land & Land Boundaries
- Periodically inspect land and land boundaries in his jurisdiction.
6. Private Siding –
Inspect Private sidings maintained by private parties once in six month.
7.The
Assistant Engineer should associate himself with various Committees and Groups
such as the Colony Committee, the Sanitation Committee and the Station Improvement
Group as decided by the Administration and take prompt action
for items pertaining to his jurisdiction.
Schedule
of Inspection Of Assistant Engineer ( as per C. E. circular No. 153 )
Schedule
of Inspection in connection with maintenance of station and important Service
building and structures as per C. E. Circular No. 153 are as under –
|
Category of
building to be inspected
|
AEN
|
|
1.Staff
Quarters- ( a ) Staff quarters at wayside stations .
( b ) Staff
quarters in major colonies.
2.Other
important Structures and Service buildings- ( A ) Station buildings ( i ) Station with waiting rooms &
refreshment rooms. Way side stations.
(
ii ) Junction and important Stations.
(
B )
(
ii ) Running room.
(
iii ) Cabins.
(
iv ) Dispensaries.
(
v ) Hospitals.
(
vi ) Administrative offices.
(
vii ) All sheds ( Loco, Goods , IRS type cover over.
(
viii ) Roads, Platforms surface.
(
ix ) FOB, ROB, RUB.
3.Water
Supply – ( a ) High Service tanks & Under ground tanks.
(
b ) Filter Plants and Chlorination plants.
(
c ) open well and tube wells.
(
d ) Reservoirs Dams Infiltration galleries.
4.Drainage
–( a ) Under ground drainage system.
(
b ) Oxidation ponds. ( c ) Septic tanks. ( d ) Manholes. ( e ) Aqua type
chambers.
5.Gardening
– ( a ) Lawn –
( b ) Nursery.
6.Land
– ( a ) Verification of land boundary in station yard ( where IOW is
Stationed )
(
b ) Checking encroachments.
(
c ) Licensing of land . ( d ) Shops.
7.Stores.-
Departmental verification of stores.
|
Once
in 2 years.
Once
in a years.
Half
Yearly
Quarterly
Half
Yearly
Quarterly
Half
Yearly
Half
Yearly
Quarterly
Quarterly
3
Years
Yearly
Yearly
Yearly
Quarterly
Yearly
Yearly
Once
a year.
10
Nos. in 2 years.
Once
in 6 months
Quarterly
Once
in 2 years.
Quarterly
Yearly
Once
in 3 years
|
1. Inspection of Permanent Way – The important inspections to be carried out by the
Assistant Engineer are summarised below :
(1)
Trolly Inspection – The entire sub-division should be inspected by trolly once
a month.
(2) Fast Train
Inspection – The entire subdivision should be covered by Engine (foot
plate) once in a month.
(3) Inspection of
Level Crossings – He should inspect all the manned level crossings once in six
months.
(4) Checking of curves – The Assistant
Engineer shall check at least one curve in each P. W. I.’s jurisdiction every
quarter by verifying its versine and super-elevation.
(5) Checking of Points and Crossings –
He shall inspect once a year all points and crossings on passenger lines and 10
percent of the points and crossings on other lines.
(6) Monsoon Patrolling – When Monsoon
Patrolling is introduced he should check the work of Patrolman at night once in
a month.
(7) Track on Bridges
– The track on Girder Bridges should be inspected as a part of the annual
Bridge inspection.
(8) Scrutiny of Registers during Inspection–
He should scrutinise the registers maintained by P W I, such as Creep register,
Curve register, Points and Crossing register, SEJ and Buffer rail register, Gap
Survey register and Section register.
(9) Inspections of L W R / C W R Track
– The Assistant Engineer shall inspect the SEJs/Buffer rails provided in the
L W R / C W R track once in every six months.
Ans.- ( b ) Important items to be inspected
during level Crossing inspection -
- Examination of Gate equipment and Gateman in
Rules.
- Obstruction of view.
- Condition
of sleepers and fittings, rails and fastenings inspected at least once a
year or more frequently.
- The
painting of gates and discs.
- Whistle
boards and 'STOP' boards provided on the approaches to level crossings.
- The
Assistant Engineer should inspect the equipment at every manned level
crossing on the sub-division every six months, and examine the Gateman in
rules during his inspection.
- The
Assistant Engineer should scrutinise the manuscript register of level
crossing maintained by the Permanent Way Inspectors and inspect as many
level crossings as possible, when they are completely opened out during
the year.
- Visibility Requirements for unmanned Level
Crossings.
- Provision of speed breakers on the approaches
of level crossing.
- Appointment of
Gatemen , Rosters and Medical fitness Certificates.-
- Gate Lamps and Blinders.
Ans.- (
b ) Inspection of 1 in 12 Turn out-
After laying in track, the resurfaced points
and crossing shall be inspected quarterly in order to record the amount of wear
on the nose, left wing and right wing rail as well as stock and tongue rail and
also for the structural soundness, presence of disintegration or any other
defects. Wear shall be recorded in crossing at ten different locations marked
(A1, A3, B1, B3, C1, C2, C3, D1, D2 & D3) and in tongue rails at seven different
locations starting from one at toe to places each 100 mm away towards heel side
and up to 600 mm from the toe.
The
following aspect of these points & crossings should be regularly checked
and recorded in a register –
Maximum misalignment on 7.5 m chord any where
on the run through lie from the stock rail joint to the backing of the
crossing. Misalignment defect beyond 3 mm are to be attended to within 3 days
of inspection. Cross level at 15 cm from the nose of crossing defects beyond 4
mm are to be attended to immediately.
Wear
at the nose of the crossing on high speed route of BG wear should not exceed 4
mm.
Q.10.- ( a ) Draw the Plan & Elevation of 3 x 6
m Slab Bridge
(
b ) Describe in brief annual inspection of major and minor bridges.
Q.11.- ( a ) What soil investigations are required
to be done for designing the foundation of major bridge.
( b ) Raker & under Reamed
Piles.
( c ) Cube Tests & Slump Tests
for prestressed concrete girder designed Mix.
( d ) Anti corrosion care of
reinforcement bars in concrete work in saline environment.
Ans.- (
a ) Geo-technical investigations
to get the soil particulars as necessary, for the design of foundations. For
the satisfactory design and construction of piles, detailed soil exploration to a depth generally not less
than 10 metres below the anticipated
level of pile tip (unless bed rock or firm strata has been encountered earlier) should be carried out
and the following particulars are collected.
a) Ground water table and
its tidal and seasonal fluctuations;
b) Soil profile and bore
hole log;
c) In-situ bulk and dry
density ;
d) Index properties of soil
;
e) Shear properties of
soil. If required Standard Penetration
Test (SPT) may be done;
f) Consolidation properties,
in case of clays ;
g) Chemical analysis of soil and ground water to
identify sulphate and chloride content
or any other deleterious chemical content.
Additional data such as high
flood level, maximum scour depth , normal water level during working season,
etc. should also be collected.
( b ) Raker & under Reamed Piles -
Under Reamed Piles –
Under Reamed Piles mainly used in shrinkable
soils ( black cotton soils ) to over come the effect of differential settlement
due to volumetric change in soil effected by seasonal variations. It can also
be used for sandy and clayey soils. These are three type –
i.Single
under reamed piles.
ii.Double
under reamed piles.
iii.Multiple under reamed piles.
The diameter of under reamed bulb is normally
2.5 times the pile diameter and spacing of bulb should not exceed 1.5 times of
the bulb. The minimum diameter of piles should be 20 cm. The top most bulb
should be at minimum depth of two times of the bulb diameter. Minimum spacing
of piles should be two times the bulb diameter.
( c ) Cube Tests & Slump Tests –
Cube
Tests -
Cube Tests to be done for determine desired compressive
strength of concrete. Sample consisting of six cubes 15 x 15 x 15 cm shall be
taken for every 20 cum or part thereof of concrete work ignoring any part less
than 5 cum or as often as considered necessary by the Engineer in charge. A
register of cubes shall be maintained at the site of work. Cube tests to be
done 7 days test and 28 days test.
Slump Tests –
Slump Tests to be done for determine desired workability of concrete. The workability of concrete can be
measured by Slump
Test.
The slump test gives satisfactory results for concrete mix
of medium to high workability. It however, dose not give correct indication for
concrete of low workability (suitable for compaction by vibration) which may
give zero slump.
( d ) Anti corrosion care of reinforcement bars
in concrete work in saline environment –
Anti corrosion care of reinforcement bars
should be done by Cement polymer compost coating system. This system consists
application of one coat rapid setting primer followed by a coat of cement
polymer sealing product. The primer and sealing products have thermoplastic
acrylic resin as basic raw material. Sealing product is formulated with resin
mixed with cement as pigments.
The
coating is applied to the cleaned surface as soon as after cleaning and before
oxidation of the surface. A rapid setting primer shall be applied over the
prepared surface of the reinforcing steel either by brushing or dipping. After
30 minutes of application of the primer a cement polymer sealing coat shall be
applied either by brushing or dipping. The coated rods shall be handled after 6
hours.
Q.12.- ( a ) Suggest a scheme for replacing of
existing early steel plate girders of 10 x 18.2 m. span by new MBG welded
girders received at site on a single branch line non electrified section Daily
/ weekly. Blocks of required duration can be arranged on this section and
adequate width is available on abutments and piers for temporary arrangements
and all spans are having flowing water.
( b ) Suggest the painting scheme
for these new plate girders.
Q.13.- ( a ) How will you fix danger level for a
major bridge?
( b ) A Distressed 1 x 3 m arch
bridge is to be replaced by 1 x 6 m PSC slab bridge by using temporary girder
arrangement for constructing the sub-structure and launching PSC slab in
position. Assume suitable height of bank and other dimensions. Channel remains
dry during working season. Draw a detailed dimensioned sketch of temporary
arrangement.
Q.14.- ( a ) Draw a typical reinforcement diagram (
cross section ) of one way continuous roof ( 5 x 6 m span ) Slab simply
supported on brick walls.
( b
) Draw Bending moment and Shear force diagram for a simply supported beam of 6
m span having over hange of 2 m on either side ( 2 + 6 + 2 ) with a UDL of 500
kg per meter.
Ans.-
(
a ) Typical reinforcement diagram ( cross
section ) of one way continuous roof ( 5 x 6 m span ) Slab simply supported on
brick walls-
(
b ) Taking moment about A -
RB x 6 = ( 500 x 8 x 8/2 ) – ( 500 x 2
x 2/2 ) = 16000 –1000 = 15000 kg.
RB = 15000 / 6 = 2500 Kg.
RA = ( 500 x 10 ) – 2500 = 5000 – 2500
= 2500 Kg.
Shear Force –
The shear force diagram is drawn in fig. And
values are Tabulated hear
FD = 0, FC = 0, FB = - ( 2 x 500 ) + 2500 = -
1000 + 2500 = 1500 kg.
FA
= 1500 – ( 6 x 500 ) + 2500 = 1000 kg.
Bending Moment –
The Bending Moment Diagram is drawn in fig.
And the values are tabulated hear
MD = 0 ,
MC = 0 , MB = - 500 x 2 x 2/2 = - 1000 kg.m. MA = - 500 x 2 x 2/2 = 1000 kg.m.
Maximum Bending Moment – At center
MM = - ( 500 x 5 x 5 / 2 ) + ( 2500 x
3 ) = - 6250 + 7500 = 1250 kg.m.
Q.15.- ( a ) What are the latest track tamping machines available with central
Railway for tamping of main line and turnouts? Describe in brief the salient
features of these two machines.
(
b ) Describe the formation of track Relaying train. Mention the operations involved in relaying of a
single line 52 Kg. MBC sleeper track by 60 Kg. on MBC sleepers.
Ans.-
Various types of Track Tamping machines –
Following Track Tamping machines, which are in use on Indian Railways at
present are as under-
(
a ) 06-16 Universal Tamping machine (UT).
( b ) 08-16 Unomatic. ( c ) 08-32 Duomatic.
(
d ) 09-32 Continuous Action Tamping
Machine (CSM). ( e ) 09-3x Tamping Express
Q.16.- ( a ) What details are to be covered in Reconnaissance Engineering – cum
– Traffic Survey for a new line project and what is meant by rate of Return and
economic rate of return in railway projects.
(
b ) What provisions under section 3 of official language Act? What rules for
corresponding for ‘B’ reason to ‘A’ reason ?
Ans.-
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Q.7.- Write short notes on any Six of the following –
( v ) Private
siding.
Q.2.- Describe in brief the format in which a
detailed Estimate of construction covering all activities will have to be
arranged ( without quantities ) for –
Or
Railway siding for a cement
Plant on deposit term basis
Q.4.- ( a ) What is the
procedure for creation of additional posts for additional assets?
( b ) How Group ‘D’ vacancies are
filled up these days on Railways?
Q.5.- ( b ) Give steps up a staff for loss of
stores on account of neglect of duty.
Q.7.- Write short notes on any Six of the following -
(
vii ) Launching aprons.
Q.10.- ( a ) Draw the Plan & Elevation of 3 x 6
m Slab Bridge
(
b ) Describe in brief annual inspection of major and minor bridges.
Q.11.- ( b )
Raker & under Reamed Piles.
Q.12.- ( a ) Suggest a scheme for replacing of
existing early steel plate girders of 10 x 18.2 m. span by new MBG welded
girders received at site on a single branch line non electrified section Daily
/ weekly. Blocks of required duration can be arranged on this section and
adequate width is available on abutments and piers for temporary arrangements
and all spans are having flowing water.
( b ) Suggest the painting scheme
for these new plate girders.
Q.13.- ( a ) How will you fix danger level for a
major bridge?
( b ) A Distressed 1 x 3 m arch
bridge is to be replaced by 1 x 6 m PSC slab bridge by using temporary girder
arrangement for constructing the sub-structure and launching PSC slab in
position. Assume suitable height of bank and other dimensions. Channel remains
dry during working season. Draw a detailed dimensioned sketch of temporary
arrangement.
Q.15.- ( b ) Describe the formation of track Relaying train. Mention the operations involved in relaying of a
single line 52 Kg. MBC sleeper track by 60 Kg. on MBC sleepers.
Q.16.- ( a ) What details are to be covered in Reconnaissance Engineering – cum
– Traffic Survey for a new line project and what is meant by rate of Return and
economic rate of return in railway projects.
