L.G.S. EXAMINATION
CIVIL ENGINEERING 30
-01-2005
Q.1. ( a ) Explain the salient features covered under
Section 3 ( 3 ) in the Official Languages Act. 1963.
( b )
Write the correct Hindi terms for the following English Administrative
terms.
i.
Interim
reply may be given.
ii.
Discuss
with papers.
iii.
Keep
pending.
iv.
Please
circulate & file.
v.
Immediate
action please.
( c )
Protection of line in case of ‘STOP DEAD RESTRICTION’ for
carrying out a work of short duration on a single line section on a B.G. route
– Explain with a sketch giving all the details along with specified distances
etc.
Ans.- ( a ) ®úÉVɦÉɹÉÉ +ÊvÉÊxÉªÉ¨É , 1963 EòÒ EÖò±É 9 vÉÉ®úɪÉå
½éþ * <xɨÉå ºÉä vÉÉ®úÉ 3 ( 3 ) ºÉ¤ÉºÉä ¨É½þi´É{ÉÚhÉÇ ½èþ * <ºÉ vÉÉ®úÉ
Eäò +xÉÖºÉÉ®ú EÖòUô EòɨÉEòÉVÉ Ë½þnùÒ +ÆOÉäVÉÒ Êuù¦ÉɹÉÒ °ü{É ¨Éå BEò ºÉÉlÉ
VÉÉ®úÒ Eò®úxÉÉ +ÊxÉ´ÉɪÉÇ ½èþ * vÉÉ®úÉ 3 ( 3 ) Eäò +ÆiÉMÉÇiÉ +ÉxÉä ´ÉɱÉä
EòɨÉEòÉVÉ EåòpùÒªÉ ºÉ®úEòÉ®ú Eäò ¨ÉÆjÉɱɪÉÉå , ʴɦÉÉMÉÉå , EòɪÉÉDZɪÉÉå ,
Eåòpù ºÉ®úEòÉ®ú Eäò ÊxɪɨÉÉå , EÆò{ÉÊxɪÉÉå uùÉ®úÉ VÉÉ®úÒ ÊEòªÉä VÉÉxÉä ´ÉɱÉä
ºÉÆEò±{É , ºÉÉvÉÉ®úhÉ +Énäù¶É , ÊxÉªÉ¨É , +ÊvɺÉÚSÉxÉÉBÆ , |ɶÉɺÉÊxÉEò ªÉÉ
+xªÉ Ê®ú{ÉÉä]Çõ , |ÉäºÉ Ê´ÉYÉÉÎ{iɪÉÉÆ , ºÉÆÊ´ÉnùÉ , Eò®úÉ®ú , +xÉÖYÉÎ{iÉ ,
+xÉÖYÉÉ{ÉjÉ , ºÉÚSÉxÉÉBÆ , ÊxÉÊ´ÉnùÉ |É°ü{É ªÉÉ ºÉƺÉnù Eäò ºÉnùxÉÉå ¨Éå ®úJÉÒ
VÉÉxÉä ´ÉɱÉÒ |ɶÉɺÉÊxÉEò ªÉÉ +xªÉ ®ú{É]åõ ºÉÉlÉ ºÉÉlÉ nùÉäxÉÉå ¦ÉɹÉÉ+Éå ¨Éå
VÉÉ®úÒ ÊEòªÉä VÉɪÉäMÉå * BäºÉä EòÉMÉVÉÉiÉ Êuù¦ÉɹÉÒ °ü{É ¨Éå BEò ºÉÉlÉ VÉÉ®úÒ
Eò®úxÉä EòÒ ÊVɨ¨ÉänùÉ®úÒ ®úÉVɦÉɹÉÉ +ÊvÉÊxÉªÉ¨É , 1976 Eäò ÊxÉªÉ¨É 6 Eäò
+xÉÖºÉÉ®ú =xÉ EòÉMÉVÉÉiÉÉå {É®ú ½þºiÉÉIÉ®ú Eò®úxÉä ´ÉɱÉä ´ªÉÊHò EòÒ ½þÉäMÉÒ *
Ans.- ( b ) ( i ) +xiÉÊ®ú¨É =kÉ®ú ¦ÉäVÉ ÊnùªÉÉ
VÉɪÉä . ( 2 ) ºÉ¨¤ÉÎxvÉiÉ EòÉMÉVÉ ±ÉäEò®ú Ê´ÉSÉÉ®ú ʴɨɶÉÇ Eò®åú . ( 3 ) ÊxÉhÉǪÉÉlÉÇ ®úÉäEò ®úJÉå . (
4 ) EÞò{ɪÉÉ {ÉÊ®ú{ÉÊjÉiÉ Eò®åú +Éè®ú
¡òÉ<±É Eò®ú nåù . (
5 ) iÉiEòÉ±É EòɪÉÇ´ÉɽþÒ Eò®.åú.
Ans.- (
c ) Protection in block section and procedure for passing of trains for Works of short duration –
Before commencing any work of such category the Permanent Way
Inspector or authorised Railway servant should issue a notice to the Station
Master/ Block hut in-charge at each end of the Block section and obtain their
acknowledgment. Depending as to whether the train is to be passed after
stopping the line should be protected in the following manner :–
i. Post a
flagman with hand signals at a distance of 30 meters in rear of the place of
obstruction, to show stop hand signals.
ii. Post a
flagman with hand signals and place a banner flag across the track at a
distance of 600 meters. The flag man will show stop hand signals
iii. Post a
flagman with hand signals and detonators at a distance of 1200 meters. The
flagman shall fix three detonators on the line 10 meters apart and take stand
at a place not less than 45 meters from the three detonators, from where he can
obtain a clear view of the approaching train. He will show stop hand signals.
iv.
The man at the site of obstruction shall give proceed hand
signal to indicate to the Driver, when he may resume normal speed after the
train has been hand signalled past the obstruction
Q.2. (
a ) A theodolite was set up at a distance of 150
m from a tower. The angle of elevation to the top of the parapet was 100
8’ while the angle of depression to the foot of the tower was 30
12’. The staff reading on the B.M. of R.L. 50.217 m with the telescope
horizontal was 0.880 m. Find –
i.
Height
of the tower.
ii.
The
reduced level of the top of parapet wall.
( Note : Assume sin 100 8’ =
0.1759 & sin 30 12’ = 0.0558 , cos 100 8’ = 0.9844
& cos 30 12’ = 0.9984 )
(
b ) Explain in detail the various stages
of attending to Rail fracture / weld failure in a L.W.R. track in field.
Ans.- ( a ) In 
ABD - BD
sin 30 12’
ABD - BD
sin 30 12’
----- = tan 30 12’
, BD = AB tan 30 12’ = 150 x
------------ ,
AB
cos 30 12’
0.0558
Y
= BD = 150 x ---------- = 8.38 m.
0.9984
In ABC - CB
sin 100 8’
ABC - CB
sin 100 8’
----- = tan 100 8’ , CB = AB tan 100 8’ , = 150 x ------------- ,
AB
cos 100 8’
0.1759
X = CB = 150 x ------------ =
26.80 m.
0.9844
Height
of the tower = BC + BD = x + y = 26.80 + 8.38 = 35.18 m.
Height
of the tower from BM = 35.18 – 0.880 = 34.30 m.
The
reduced level of the top of parapet wall = 50.217 + 34.30 = 84.517 m.
i. Height of the tower =
35.18 m.
ii. The reduced level of
the top of parapet wall = 84.517 m. Ans.
Q.3.
( a )
Calculate super elevation, maximum permissible speed and transition length for
a 3o curve on ‘HIGH SPEED B.G. SECTION’ having maximum
sanctioned speed of 110 km/h. Assume the equilibrium speed as 80 km/h and
booked speed of goods trains as 50 km/h.
(b)
Write short notes on the following items-
i)
DBM
system of maintenance
ii)
Single
tender system
iii)
Painting
schedule for steel bridge girders
iv)
Slump
test
Ans.- ( a ) Radius of curve = 1750 / D = 1750 / 3 =
583.3 meters.
Equilibrium super elevation ( for 80 kmph ) =
GV2 / 127 R = 1750 x 802
/
127 x 583.3
= 151.2 mm.
Equilibrium super elevation for
max. Sanctioned speed ( for 110 kmph )
= 1750 x
1002 / 127 x 583.3 = 285.8 mm.
Cant deficiency = 258.8 – 151.2 =
134.6 mm. This is more than 100 mm
permitted Cd.
With 100 mm cant deficiency,
actual cant = 285.8 -100 = 185.8 mm.
But actual cant is limited to 165
mm and this value therefore will be adopted.
Equilibrium super elevation for
goods train speed ( 50 kmph ) = 1750 x 502 / 127 x 583.3
= 59 mm.
Cant excess = Actual cant – 59 mm =
165 -59 = 106 mm.
Which is excess of 75 mm permitted
value. With 75 mm cant excess actual cant now to be provided = 75 + 59 = 134
mm.
Provided cant 135 mm ( rounding off
to higher multiple of 5 mm. )
Maximum permissible speed on the
curve for high speed route
= √ [ ( Ca + Cd ) x R ]
/ 13.76 = √ [ ( 135 + 100 ) x
583.3 ] / 13.76 = 99.6 kmph
Say 100 kmph
Length of transition is maximum of
the following :-
i. From consideration of
rate of change of cant ( 35 mm / sec. ) L = 0.008 Ca x Vm = 0.008 x 135 x 100
meters. = 108 meters.
ii. From consideration of
rate of change of cant deficiency ( 35 mm / sec. ) L = 0.008 Cd x Vm = 0.008 x
100 x 100 meters. = 80 meters.
iii. From consideration of
cant gradient ( 1 in 720 ) L = 0.72 x E = 0.72 x 135 = 97.2 m.
Provided transition length of 108 meters.
1.
Super
elevation to be provided = 135 mm.
2.
Maximum
permissible speed over the curve = 100 kmph.
3.
Length of transition curve = 108 meters. Ans.
Ans.- ( b ) ( i ) DBM system of maintenance –
To improve the productivity of staff
available for maintenance of colonies and to improve the level of satisfaction
of the occupants, it is proposed to introduce Directed Maintenance of Buildings
with effect from 01-4-1995 in all Divisions of this Railway.
The directed building maintenance in the
section of each AEN should be started as per the order to be decided in
consultation with recognised unions. Once a colony is identified for starting
the work the work should be taken up from one end of the colony and
systematically proceeded towards the other end.
The principle of Directed Maintenance would
involve the following steps:-
The Directed Maintenance will be carried out
jointly by civil Engg. Electrical Engg. And Medical departments.
Inspection of one or two blocks ( depending
upon the size of blocks ) by inspections
/ supervisors of the three departments a few days in advance and preparation of
quarter-wise list of items to be attended.
Calculation of material and man-power
required for those blocks will be done by the supervisors. They will maintain
the record in a register.
Identification of the order in which various
blocks are required to be attended.
On the day of attention full complement of
staff requirement and the material to be used are taken from the store to the
work site. Work is done by staff of
all the three departments under direct supervision of one Inspector /
supervisor of each department.
Based upon quantities, the actual execution
of work can be done for 1, 2, or 3 days, as per requirement.
In major colonies , 50 to 60% of the
maintenance staff can be put into direct maintenance gang, and the rest of the
staff can be left for attending the day-to-day complaints.
In smaller colonies , as number of staff
available for maintenance is small they can attend to day-today complaints for
3 days in a week and do directed maintenance for rest of the days.
Directed system of
maintenance would also increase the productivity of staff as follows apart
improving the conducting of the worst maintained colonies in the section of the
AEN.
Time spent by
Artisan staff at present to inspect, report back, get the material issued etc.
is used.
As all work is done
under the supervision of an inspector better quality and quantity of work is
achieved.
As three
departments are working jointly the instances of work not getting done due to
non- receipt of assistance from other departments dose not occur.
For taking
assistance from other departments, joint instructions may be issued by Sr. DEN
( Co ) with Sr. DEE and M.S. of the division and with the approval of DRM ,
where necessary.
In the beginning
there may be some difficulty in meeting with day-today complaints will
drastically come down and satisfaction of the residents of the colony would
increase.
The Assistant and the divisional Officers
should closely monitor the system followed by the staff for this maintenance,
including timely supply of material and site supervision to ensure its success.
The number of quarters attended by directed
Building Maintenance must be reported by each Sr. DEN in their covering letter of MCDO every
month.
( ii ) Single Tender
–
In
case of emergency, the tender can be invited from a single contract provided
that he should be from approved list of contractor.
( iii ) Painting schedule for
steel bridge girders
-
Girder
painting is essentially an application of surface coating to the steel work so
as to inhibit corrosion. The basic principle underlying maintenance painting is
not to allow deterioration of existing paint film to reach such a stage that rusting
starts underneath the paint film.
The entire steel work of a girder should be
painted at regular intervals which may vary from six years in arid zones to one
year in highly corrosive areas.
Q.4. (
a ) Position of Engineering indicators in case of
Multi speed restrictions on one of the line in a Double line section where the
first speed restriction is of less value (say 20km/h) In comparison with the
following speed restriction (say 45 km/h) in the direction of traffic movement.
Explain with a sketch giving all the details along with specified distances
etc.
(
b ) Distinguish between the
following –
i.
Catch
siding & Slip siding.
ii.
Prestressed
concrete & Reinforced cement concrete.
iii.
Final
modification & Material modification.
Ans.- ( a )
Multi Speed
Restriction (i.e. existence of two or more than two speed restrictions in
continuation) :-
When work of deep screening or sleeper renewal
is in progress, there is situation of having two or more than two speed
restrictions in continuation. In such situation, placement of speed boards for
following speed restriction shall be as under:
i. In case of following
speed restriction being more restrictive, a minimum of 200m track should be
under earlier speed restriction zone. If not, then only one SR board should be
provided, considering that the previous speed restriction is at par with the
following SR, which is more restrictive.
ii. In case of following
speed restriction being less restrictive, corresponding speed indicator board
for following speed restriction shall be placed at a distance equal to the
length of the longest goods train operating on the section after termination
point of previous speed restriction zone.
The details and
position of fixing each indicator are detailed in Figure as under.
Position
of Engineering Indicators in case of Multi speed restriction in case Ist speed restriction is (say 20 kmph ) lower
in comparison to the 2nd speed restriction ( say 45 kmph ) on one of
the line of a double line section in the direction of train movement in a BG
section .
Ans.- ( b ) ( i ) - 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.
Reinforced
cement concrete –
Concrete is strong in compression but weak in
tension hence plain concrete can only be used where a member is in pure
compression. Steel is equally strong in compression and tension but long member
can not develop fully strength due to buckling. It is necessary to reinforce
the concrete. The reinforced should have following qualities.
- There
should be good bond.
- It
should have high tensile strength.
- Coefficient
of thermal expansion of both should be same.
- It
should be easily available, easy to cut, bend and place
- Concrete
should not produce harmful effect on it. Steel satisfies all these
requirement and hence used for reinforcing concrete.
( iii )
Final modification & Material modification -
Final
Modification :-
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 of
appropriation . This is done through the submission of modification statements.
The third review is conducted in the month of
February every year and is known as final modification. Actual expenditure
during first Nine months and approximate expenditure for the Tenth month is
reviewed and compared with: -
1.
Budget
grant/ revised grant (if received)
2.
Budget
proportion.
3.
Actual
expenditure during the last financial year.
4.
Actual
expenditure during corresponding period of the last financial year.
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.
Q.5. ( a ) A beam AB 12 m long is simply supported at 2 m & 1 m from A
& B respectively. It carries a uniformly distributed load of 300 kg/m and
concentrated load of 1500 kg & 2000 kg at A & B respectively. Draw the
bending moment and shear force diagram duly indicating the values at critical
locations.
( b ) Explain in detail the need and
the system of carrying out ‘GAP SURVEY’ and subsequent adjustment of
gaps in SWR track in field.
Ans.- ( a ) Taking moments about
C
RD x 9 =
(2000 x 10) + (300 x 10 x 5) – (1500 x 2) – (300 x 2 x 1)
= 20000 + 15000 – 3000
- 600 = 35000 – 3600 = 31400
RD = 31400 / 9 = 3488.89 kg.
And RC = ( 2000 + 1500 + 300 x 12 )
– 3488.89 = 7100 – 3488.89 = 3611.11 kg.
Shear Force –
The shear force diagram is drawn in fig. And
values are Tabulated hear
FA = + 1500Kg, FC = +1500 + 600 – 3611.11= + 2100 – 3611.11
= - 1511.11 Kg,
FD = - 1511.11 + 300 x 9 – 3488.89 = - 5000 +
2700 = - 2300 Kg, FB = - 2000 kg.
Bending Moment –
The Bending Moment Diagram is drawn in fig.
And the values are tabulated hear
MA = 0 , MC = - (1500 x 2) – ( 300 x 2 x 1 )
= - 3000 – 600 = -3600 kgm ,
MD = - ( 2000 x 1 ) – (300 x 1 x 0.50 ) = -
2000 – 150 = - 2150 kgm. MB = 0
Maximum Bending Moment –
X / 1511.11 = (9 – x) / 1188.89 , 1188.89 x =
9 x 1511.11 – 1511.11x ,
1188.89 x + 1511.11x = 13599.99 , 2700 x =
13599.99 , x = 13599.99 / 2700 = 5.03 m.
MM = - ( 1500 x 7.03 ) + ( 3611 x 5.03 ) – (
300 x 7.03 x 7.03 / 2 )
= - 10545 + 18163.88 – 7413.14 = -
17958.14 + 18163.88 = + 205.74 kgm.
Ans.- ( b ) Gap survey and adjustment of gaps in SWR –
Gap survey and rectification of gaps is to be
carried out, in stretches where track develops excessive creep jammed joints,
sun kinks, buckling, wide gaps, battered and hogged joints, fractures at joints
and bending of bolts etc. In SWR the gap survey and adjustment should normally
be done before the end of February once a year (i.e., before onset of Summer).
The gap survey shall be conducted
on a clear and sunny day in the cool hours of the day.
The length over which gap survey
is to be done should, wherever possible, be divided into suitable sub-sections,
each bounded by fixed points such as level crossings, points and crossings etc.
The survey should be completed during as short a time as possible, by employing
adequate number of parties so that the rail temperature is not likely to vary
appreciably.
Q.6. (
a ) What do you understand by budgetary review
and explain the same in detail.
( b )
Explain ‘Standard Measurement books’
( c ) Write short notes on the
following –
i.
Dismissal
and Removal from service.
ii.
PREM-
meeting.
iii.
An
employee deemed to be placed under suspension.
iv.
Trade
test.
Ans.- ( a ) Budgetary Review of
Expenditure.-
Railway Administrations should review their expenditure in August to see
whether any modifications are necessary in the allotments placed at their
disposal. The review in respect of each
grant should be submitted, to the Railway Board in form No. F-383 so as to
reach them not later than 1st
September each year.
The administrations should review the position
in as much detail as possible at the time, and if there is any new expenditure
which was definitely not anticipated in the budget and which cannot be
postponed without serious detriment to safety or efficiency, they should
examine whether such expenditure can be met by saving in expenditure provided
for in the Budget when, such savings can be foreseen or can be achieved without
serious damage. The review should show
whether such examination discloses the necessity of additional grants or the
possibilities of net savings, in order to enable the Board to set off savings
on one railway against excesses on another and to arrive at one estimate of the
net additional grant required, if any.
Ans.- (
b ) Standard Measurements Book .—
Detailed measurements may be dispensed with
in the case of periodical repairs when the quantities are recorded in
efficiently maintained Standard measurement books. In the case of letting out
the work of whitewashing of quarters on contract the Railways call group the
quarters in Division or Sub-Division Area in such a way that each group
includes quarters which would individually entail approximately the same
equivalent surface area for whitewashing. The grouping should broadly be such
that all the quarters in one group should be susceptible of being given to one
contractor for the purpose of whitewashing. Non-standard bungalows of officers
may however, be excluded from such grouping. The standard areas of while
washing to be paid for in respect of one unit of quarters in each group and the
approximate number of units to be whitewashed should be clearly shown in the
tender documents. Payments should be made for the number of quarters actually
while washed on the basis of such area per unit as indicated in the tender
documents.
Ans.- ( c
) ( i ) Dismissal and Removal from service –
Removal from service which shall not be a
disqualification for future employment under the Government or Railway
Administration.
Dismissal from service which shall ordinarily
be a disqualification for future employment under the Government or Railway
Administration.
Provided that in cases of persons found
guilty of any act or omission which resulted or would have, ordinarily,
resulted in collisions of Railway trains, signals at danger, one of the
penalties specified shall, ordinarily be imposed and where such penalty is not
imposed, the reasons therefore shall be recorded in writing.
Provided further that in case of persons
found guilty of having accepted or having obtained from any person any
gratification, other than legal remuneration, as a motive or reward for doing
or forbearing to do any official act, one of the penalties specified shall
ordinarily be imposed and where such penalty is not imposed, the reasons
therefore shall be recorded in writing.
( 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 :-
i.Evaluate the functioning of the Railways and
exchange date and ideas.
ii.Appraise the investment programs,
particularly in regard to housing and other welfare services.
iii.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.
iv.To facilitate effective and meaningful
participation of the railway employees in the management process.
v.To give them a sense of involvement and pride
in the organisation’s works.
vi.To discuss and identify the measures for
improving the quality of service to the rail passengers and safety operations.
Structure –
i.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.
ii.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.
iii.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 ) An employee deemed
to be placed under suspension -
A 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.
( iv ) 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.
Q.2.
- ( b ) Explain in detail the various stages of
attending to Rail fracture / weld failure in a L.W.R. track in field.
Ans.- (
b ) Various stages of attending to Rail fracture / weld failure in a L.W.R.
track in field -
Equipment required
-
i)
Special 1 meter long fishplates with screw clamps and Joggled fishplates with
bolted clamps (for fractures at welded joints) .
ii)
Steel tape capable of reading up to one mm.
iii)
Alumino-thermic welding and finishing equipment.
iv)
Equipment for destressing.
v) 6.5
meter long sawn rail cut piece of the same section as LWR duly tested by USFD.
vi)
Rail closures of suitable lengths.
vii)
Equipment for protection of track.
viii)
Equipment for night working.
Procedure for
repairs -
If any
fracture takes place on LWR/CWR, immediate action shall be taken by the
official who detected the fracture to suspend the traffic and to protect the
line. He shall report the fracture to the Gang mate Key man/PWI, who shall
arrange for making emergency repairs to pass the traffic immediately. Repairs
shall be carried out in four stages as described below
a)
Emergency repairs to pass the traffic immediately.
b)
Temporary repairs.
c)
Permanent repairs.
d)
Destressing.
Emergency Repairs:
- The fractured rails shall be joined by using
the arrangements clamps, fish plates. If the gap at fracture does not exceed 30
mm, insertion of any closure rail niece is not necessary. The traffic may then
be resumed at a speed of stop dead and 10 kmph for the first train and 20 km/h
for subsequent trains.
Temporary Repairs
:-
If a
welding party is not readily available, the fracture shall be repaired by using
a cut-rail (not less than 4 meter long) and clamped/bolted.
i) A
traffic block shall be taken as soon as possible preferably when the rail
temperature is within the range specified for td.
ii) (a)
Two points on either side of the fracture shall be marked on the rail such that
the length of closure rail (not less than 4 meters) to be inserted is equal to
the total length of the rail pieces removed from the track minus allowances for
two welds and saw cut (normally 51 mm).
(b)
Alternately two points on either side of the fracture shall be marked on the
rail at a distance equal to the length of the available closure rail. The
length of closure rail should not become less than 4 meters at the time of
permanent repairs.
iii)
The rails shall then be cut through at these points simultaneously, if
possible. The closure rail shall then be inserted joined After joining the
traffic shall then be resumed at restricted speed. In case closure rail
inserted one of the joints may have to be provided with closure piece of
adequate width and joined by one meter fishplate and clamps.
Permanent Repairs
:-
(i) If
the fracture is such that, wide gap A T welding ban be adopted, then the total
length of fractured ends to-be cut shall be equal to the gap required for wide
gap welding. Once the two ends are cut, a gap required for wide gap welding
will be created by using rail tensors and joint welded by wide-gap Alumino
Thermit welding technique.
ii) In
case rail closure Temporary Repairs (
ii ) ( a ) has been provided for temporary
repairs one joint of the closure rail shall be welded without rail tenser after
setting correct gap for welding. However to ensure correct gap during welding
of the other joint, tensor shall be used.
iii) In
case rail closure as per Temporary
Repairs (ii) (b) has been provided at the time of
temporary repairs, the rail closure shall be suitably cut such that the length
of the rail to be final inserted in track is equal to length of rail remove
from track after fracture minus allowances for two welds i.e. 50 mm. Once the
closure rail is cut, the closure rail will be welded.
iv)
After welding of joints, a length of track equal to breathing length or about
125 meters on either side be unfastened and tapped to ensure equalisation of
stress and then refastened.
Q.7. (
a ) Explain so as to what do
you understand by ‘Break in Service’ due to strike and how they are
settled one way or the other finally.
( b )
What do you understand by ‘revising Authority’ in DAR cases and
what are his power? What procedure needs to be followed by ‘Revising
authority’ in case he decides to enhance the penalty imposed to a Railway
servant in a DAR case.
( c )
Write short notes on the following –
i.
Operating
Ratio.
ii.
Liability
register.
iii.
Deposit
Works.
iv.
Audit
Paras.
Ans.
( a ) Breaks in service –
A break
in the service of a subscriber shall, unless condoned under the provision of
this rule, entail forfeiture of his service before the break for the purpose of
calculating the special contribution admissible under rule 915: Provided that- interval between relinquishing appointment on one railway and
joining another shall not constitute a break, if the condition laid down in
rule 918 have been observed, and
participation in a strike, other than a strike declared to be illegal
under any law, does not constitute a break in service for the purpose of this
rule.
The
President may condone any break or deficiency in the service of a subscriber
for the purpose of these rules.
In the
case of a Group A or Group B railway servant, the Railway Board, and in the
case of Group C or Group D railway servant, the controlling officer, or when
the break does not exceed twelve months in all, a head of department or a
Divisional Railway Manager may condone break in service, the period being rated
as dies non: Provided that- the break was not due to dismissal or to participation in a strike
declared to be illegal under any law for the time being in force, the break was due to resignation by the
subscriber in circumstances beyond his control, or when the break was between one period of
temporary service and another or between temporary service and permanent
service, the total service, permanent and temporary, rendered or likely to be
rendered up to the date of superannuation, by the subscriber is not less than
thirty years:
( b ) Revising
authority -
Revising authority is the authority not
below the rank of Deputy Head of Department in the case of a Railway Servant
serving under his control.
Revising authority unless it is higher than
the appellate authority where an appeal has been preferred or where no appeal
has been preferred and the time limit laid down for revision by the appellate
authority, has expired after more than six months from the date of the order to
be revised.
Provided that when revision is undertaken by
the Railway Board or the General Manager of a Zonal Railway or an authority of
the status of a General Manager in any other Railway Unit or Administration
when they are higher than the appellate authority, and by the President even
when he is the appellate authority, this can be done without restriction of any
time limit.
For the purposes of this sub-rule the time
limits for revision of cases shall be reckoned from the date of issue of the
orders proposed to be revised. In cases where original order has been upheld by
the appellate authority, the time limit shall be reckoned from the date of
issue of the appellate orders.
The President may at any time either on his
own motion or otherwise review any orders passed under these rules when any new
material or evidence which could not be produced or was not available at the
time of passing the order under review and which has the effect of changing the
nature of the case has come or has been brought to his notice.
Provided that no order imposing or enhancing
any penalty shall be made by the President unless the Railway servant concerned
has been given a reasonable opportunity of making a representation against the
penalty proposed or where it is proposed to impose any of the major penalties
specified in Rule 6 or to enhance the minor penalty imposed by the order sought
to be reviewed to any of the major penalties and if an enquiry under Rule 9 has
not already been held in the case, no such penalty shall be imposed except
after inquiring in the manner laid down in Rule 9, subject to the provisions of
Rule 14 and except after consultation with the Commission where such
consultation is necessary.
( c ) (
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.
(
iii ) Deposit Works.-
The
term Deposit Work is applied to works of construction or repair the cost of
which is met not out of Railway revenues but out of funds from non railway a
source works carried out by the railway for other Government department
municipalities and other local bodies and private firms and individuals are
known as deposit works.
The
cost of plans and estimated are required to be deposited by private persons and
local bodied etc before the detailed plans and estimated are prepared charges
at siding scales are recovered from these deposits if works are not
subsequently carried out keeping in view the charges may be decided by the
competent authority.
( iv ) Audit Paras –
The comptroller and Auditor General of India is the highest authority on Audit in India
Main object of Audit is to ensure that –
- The
system of accounts used by the internal check authority is correct.
- The
method of check applied at every stage of accounts is sufficient.
- That
the accounts are maintained and the checks applied with due accuracy.
- Arrangements exist in the accounts officers to ensure
attention to the financial interests of the Railways on the part of all
concerned.
These checks are carried out by a percentage check method to the vouchers and
connected accounts and records of the accounts office and by spot inspection of
initial records and documents of the office where the transactions originate.
The following are different kinds of the
Audit communications –
1.
Factual
statement and Draft Paras.
2.
Special
audit letters.
3.
Audit
inspection reports – Part I & II.
4.
Rough
Audit Notes.
Q.8. ( a ) What do you understand by ‘Late &
Delayed’ tenders and how they will have to be dealt as per rule.
( b )
Variation in quantity during the execution of work – how they are to be
dealt with as per rule.
( c )
What do you understand by ‘Supernumerary Posts’ and under what
circumstances such posts are created.
( d )
Explain the term ‘Declaration under Service Conduct Rules’.
Ans.-
( a ) Late
& Delayed’ tenders -
Late
Tenders –
Are the tenders received after the opening of tenders such tenders should not
be considered. However GM in consultation with FA and CAO may accept such
tenders in exceptional cases where GM is satisfied that such decision is
necessary in absence of adequate competition.
Delayed
tenders – Are
the tender which are received after the notified closing time but before the
schedule time of opening of the tenders. Such tenders should not be considered.
However in special circumstances if response through others tenders received in
time is not adequate and it is established that delayed tender is benefited in
the sense that no undue advantage will occur through such consideration
delayed tenders can be considered in
consultation with Accounts department.
(
b ) 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.
( c ) Supernumerary Posts.—Supernumerary posts are permanent posts created under special
circumstances for operation for a limited period as such at the discretion of
the competent authority to create the posts in the administrative convenience.
While
it is obviously not possible to give an exhaustive list of the circumstances in
which supernumerary posts may be created, the following broad principles
governing the creation of such posts may be indicated.
- A supernumerary post is normally
created to accommodate the lien of an officer.
- It is shadow post i.e. , no
duties are attached to such posts. The officer, whose lien is maintained
against such a post, generally performs duties in some other vacant
temporary or permanent posts.
- It can be created only if another
vacant permanent or temporary post is available to provide work for the
person, whose lien is retained by the creation of the supernumerary post.
- It is always a permanent post.
Since, however, it is a post created for accommodating a permanent officer
till he is absorbed in a regular permanent post.
- It is personal to the officer for
whom it is created and no other officer can be appointed against such a
post. It stands abolished as soon as the officer for whom it was created
vacates it on account of retirement or confirmation in another regular
permanent post or for any other reason. No extra financial commitment is
involved in the creation of such posts in the shape of increased pay and
allowances, pensionary benefits etc.
( ii ) Liability
register –
Liability Register is a manuscript register
maintained for the purpose of bringing out the unliquidated liabilities
pertaining to each work on a given date.
It is maintains in the Executive Engineer’s
office of each district or division showing the particulars –
i.Approximate amount of liabilities incurred.
ii.Liabilities liquidated from time to time.
iii.Approximate unliquidated liabilities pertaining to each
work.
The resister helps in the preparation of
completion Reports of works and it is particular watched that the accounts of
works are closed after taking into account all the outstanding liabilities.
L.G.S.
EXAMINATION – CIVIL ENGINEERING15-5-2005
1. Draw
labeled free hand sketch plan and X section for inturning and jacketing of 6.1
m arch bridge. Also write briefly the important steps of execution. ( Height of
abutment 5 m, depth of foundation 1 m, foundation strata – rock.)
Ans.-
Jacketing
should be undertaken only when the existing structure is fairly sound and does
not show signs of distress. All cracks should be thoroughly grouted before
providing the jacket. For the jacketing to be effective, it has to be taken right
up to the foundation and integrated at this level with the existing
foundation.The foundation shall be exposed for only limited width at a time and
for the shortest time necessary for strengthening so as to avoid endangering
the safety of the structure. Site and soil conditions including water table
shall be considered for deciding the width of foundation to be exposed at a time.
The
face of the existing masonry or the concrete should be thoroughly cleaned free
of all dirt. Before laying new concrete, neat cement slurry should be applied
uniformly over the face of the old masonry. Dowel bars consist of M.S. rods 20
mm dia hooked at the exposed end. M.S. tie bar flats with the ends split can
also be similarly fixed into the old masonry. These dowels should be taken down
to a depth of not less than 200 mm inside the masonry . For driving of dowels
many times holes are required to be made. These holes must be drilled and not
made by pavement breakers. The spacing of the dowels should not be more than
450 mm horizontally and vertically. The dowels should be staggered. The new
concrete layer should be of minimum cube strength of 250 kg per sq.cm at 28
days. A mat of steel reinforcement bars spaced at minimum 200 mm horizontally
and vertically may be provided as distribution reinforcement. The concrete
should be cured for a minimum period of 28 days by covering with gunny bags or
similar material and splashing with water.
2. Write short notes on any two
of the following -
i.
Distressed
bridge & vulnerable Bridge.
ii.
Painting
of Girder Bridges.
iii.
Numerical
rating of Bridges.
Ans.-
( I )
Distressed bridge & vulnerable Bridge -
Distressed
bridge -
A distressed bridge
is one which shows any physical sign of
deterioration of its physical condition, indicating the need for rehabilitation through special
repairs, strengthening or rebuilding (including replacement of girders
N.B. This definition
does not include those bridges considered vulnerable due to hydrological
factors.
Vulnerable Bridges –
Those bridges where conditions unsafe for the passage of trains
are apprehended and there is need for stopping of trains in time in case such
conditions develop called Vulnerable Bridges such as -
i. Bridges,
having inadequate water-way, liable to scour in foundations, oblique/ parallel
flow of water to the approaches, rise of flood above danger level frequently.
ii. Bridges
located across river courses fed by Railway affecting tanks.
( ii )
Painting of Girder Bridges -
Protective Coatings by painting –
1.
Correct surface preparation of the steel to receive the paint:
a)
The minimum requirements of a surface prepared for painting are:
i)
It should be clean, dry and free from contaminants.
ii)
It should be rough enough to ensure adhesion of the paint film.
b)
Any one or a combination of the following methods –
i)
Manual hand cleaning . ii) Cleaning with power driven tools . iii) Blast
cleaning. iv) Flame cleaning. v) washed with lukewarm water. vi) Temporary coatings.
Choice
of suitable paints :-
The following system of paints may be adopted for
painting of Bridge girders :
a) In areas where there is no severe corrosion -
i)
Priming coat : One heavy coat of ready-mixed paint red lead priming to IS : 102
ii)
Finishing coat :
Two
cover coats of red oxide paint to IS : 123 or any other approved paint applied
over the primer coats.
b)
In areas where corrosion is severe -
i)
Priming Coat :Two coats of ready mixed paint red lead Priming to IS : 102
ii)
Finishing coat :Two coats of aluminium paint to IS : 2339.
c)
In case where the priming coat is in good condition the steel work is painted
with two coats of ready mixed red oxide paint to IS : 123.
Conditions
for obtaining good painting : -
a)
Painting should be done in dry and reasonably warm conditions.
b)
Painting at night and in the early hours of morning should be avoided.
c)
Painting should be avoided during rainy season.
d)
Control of paint film thickness.
Periodical
through painting : - The entire
steel work of a girder should be painted at regular intervals which may vary
from six years in arid zones to one year in highly corrosive areas
( iii )
Numerical rating of Bridges -
In the numerical rating system, the condition
of a bridge is represented by a number consisting eight digits. This eight
digit number is called as unique rating number ( URN ).
In this eight digit URN, the first digit
describes the over all condition of the bridge and this number is known as over
all rating number ( ORN ).
The remaining seven digits are known as
condition rating number ( CRN ) and these describes the physical condition of
the different components of the bridges.
|
Digit
|
Part of the Bridge which is described by
the digit.
|
|
Ist
|
Over all condition of the bridge.
|
|
Iind
|
Condition of the Foundation & Flooring.
|
|
IIIrd
|
Condition of the Masonry / concrete sub-
structure.
|
|
Ivth
|
Condition of the Bed training / Protective
works.
|
|
Vth
|
Condition of the Bed Block.
|
|
Vith
|
Condition of the Bearing & expansion
arrangement.
|
|
VIIth
|
Condition of the super structure – girder /
slab / arch / pipe etc.
|
|
VIIIth
|
Condition of the track structure.
|
Condition Rating Number
A Condition which warrants rebuilding /
re-habilitation immediately.
A Condition which requires rebuilding /
re-habilitation on program basis.
A Condition which requires major / special
repairs.
A Condition which requires routine
maintenance.
Sound Condition.
Not applicable.
Not inspected.
Over all rating number will be lowest CRN
given to a Bridge except 0.
Numerical code given to a bridge helps in
identifying the progressive deterioration in the bridge.
NRS is convenient for storage of the date in
the computer.
NRS is not in any way linked to the load
carrying capacity of the bridge.
3. Write short notes on any two
of the following -
i.
Loss of
camber in steel girders.
ii.
Types of
bridge bearings.
iii.
Replacement
of loose rivets.
Ans.-
( I ) Loss of camber in steel girders -
Steel triangulated
(open web) girders are provided with camber to compensate for deflection under
load. Out of the total design camber, the part corresponding to dead load is
called dead load camber. The balance is called live load camber which should be
available as visible and measurable camber in the girder when not carrying
load.
Loss of camber can be
mainly attributed to :
a) Overstressing of
members beyond the elastic limit
b) Overstressing of
joint rivets
c) Loose rivets
( ii ) Types of bearings : -
The
bearing transfers the forces coming from the superstructure to the
substructure. It also allows for necessary movements in the superstructure
which are caused by temperature variations. The following types of bearings are
generally used.
a) Sliding bearing - permitting
rotation and translation
b) Rocker and roller bearings - permitting
rotation and translation respectively.
c) Elastomeric bearings
- Made of natural or synthetic rubber of shore hardness of approximately 50 to
70. They are very stiff in resisting volume change but are very flexible when
subjected to shear. They are generally reinforced with steel plates in
alternate layers to reduce bulging. When used with a steel or concrete girder
these permit moderate longitudinal movements and small rotations at the ends.
These are provided for bridges having RCC or Pre stressed girders and can take
deflection a well as movement
d) P.T.F.E. Bearings - The PTFE
can be unfilled or filled with glass fibre or other reinforcing material. These
are used either to provide rotation by sliding over cylindrical or spherical
surfaces or to provide horizontal sliding movement over flat surface or a
combination of both. Where there are large displacements accompanied with relatively
small loadings, as in case of centrifugal loads, wind loads or seismic loads,
PTFE sliding bearings are utilised.
(
iii ) Replacement of loose rivets-
i) Slight slackness of rivet does not cause loss of
rivet strength.
ii) Renewal of slack rivets should be done only when
the slack rivets are in groups or are bunched up.
iii) Rivet is to be considered finger loose when the
looseness can be felt by touch,
without tapping. Rivets should be considered hammer loose, when the looseness
can be felt only with the aid of a hand hammer.
iv) All rivet renewals in a bridge girder shall be
done only with pneumatic rivetting. The following points should be kept in mind
while carrying out the rivetting work.
a) In pneumatic rivetting, the driving of the rivet, filling
of the hole and formations of the head should be done by snap mounted pneumatic
hammer by delivering quick hard blows on practically white hot rivet.
b) The rivet shank should be about 1.5mm less than the
diameter of the drilled hole.
c) While rivetting a loose joint, not more than 10%
rivets should be cut at a time.
d) It is preferable to drill a rivet out than to use a
rivet buster as the latter cuts the rivet head in shear, imparting very heavy
shock to the adjoining group of rivets.
e) The loose rivets in a joint are replaced, it is
very necessary that all the rivets in the assembly are rechecked for tightness.
f) At locations where replacing rivets is difficult,
turned bolts of appropriate diameter and length may be used.
g) The rivet must be driven straight, while hot,
keeping the hammer coaxial.
h) Rivets conforming to IRS specifications only should
be used.
4. Write short notes on any two of the
following -
i.
License
fee and way leave charges for Railway land.
ii.
Minimum
essential amenity and desirable amenity.
iii.
Powers
of recording measurement in M.B.
Ans.- ( I ) License
fee and way leave charges for Railway land –
license
fee for railway land -
License fee for Railway land licensed to
private parties, a return of six per cent on the market value of the land as
assessed by the local revenue. authorities should be treated as "standard
rent". But in actual licensing out, Railway Administration should aim at
obtaining the best possible rent. They may accept in individual cases,
variation from "standard rent" on merits and for good and sufficient
reasons. The minimum rent in such cases should be Rs. 100/- per annum.
Way leave charge –
If
no other means of access to properties/ houses adjoining railway land are
available way leave facility may be granted by railways for the following-
i.
Pathway(
1.00 m. vide ) across railway line – One time recovery of Rs. 6400/-.
ii.
Water
pipe line Xing for agriculture – One time recovery of 12800 /-.
iii.
Electric
line for private party – One time recovery
of 12800 /-.
iv.
Electric
line for Government agencies- One time recovery of 12800 /-.
v.
Water
/ Sewage line up to 300 mm dial.- One time recovery of 12800 /-.
In
the above cases Agreement for 35 Yrs and renewal after every 35 yeas.
vi.
Passage
( 1.00 m to 3.00 m ) for vehicles scooters etc for private parties – 6% of
market value of land P.a. subject to a minimum of Rs 5000 P.a.
vii.
Passage
( 1.00 m to 3.00 m ) for Government bodies - 6% of market value of land P.a.
subject to a minimum of Rs 10000 P.a.
viii.
Under
ground Water / Sewage line above 300 mm dial.- 6% of market value of land P.a. subject to
a minimum of Rs 10000 P.a.
ix.
Under
ground / over head electrical Xings not covered under 3 above and other for
cable / OFC - 6% of market value of land P.a. subject to a minimum of Rs 10000
P.a.
x.
Open
drain and over ground water / sewage / gas / oil pipe lines for private or
Government bodies – 10% of market values subject to minimum of Rs 20000/-.
xi.
Under
ground oil / gas pipe lines - 10% of
market values subject to minimum of Rs 20000/-.
xii.
Optical
fiber cable crossing ( width not more than 0.50 m. ) -6% of market value of land P.a. subject to a
minimum of Rs 10000 P.a.
It
should be noted that these charges are only for way leave facility , this
should not be treated as license fee.
( ii ) Minimum
essential amenity and desirable amenity -
Minimum essential amenities –
When a station is constructed certain minimum
amenities are required to be provided at each category of station on the basis
of projected traffic earnings. These were earlier termed as basic amenities /
infrastructural facilities and will now be called Minimum essential amenities.
Minimum essential amenities and norms for quantum of Minimum essential amenities required
to be provided in each category of station are prescribed and listed will have
to be ensured.
The Minimum Essential Amenities required in
each category of station shall be as Booking facility, Drinking water-Piped / Hand
Pump, Waiting Hall, Seating Arrangement, Platform Shelter, Shady trees, Urinals,
Latrines, Platforms, Lighting & Fans only at electrified stations, Foot
over bridge, Time Table display, Clock, Water cooler, Public Address system /
computer based announcement, Parking-cum-circulatory area with light,
Electronic Train indicator Board, Public phone booth, Signage ( Standardised )
etc.
Desirable
Level of amenities -
Desirable amenities are those which are
considered desirable to further improve customer satisfaction and interface
process at the station. The quantum of
these amenities would depend upon the category of the station.
Desirable Amenities is given as Retiring room,
Waiting Room, Cloak room, Enquiry Counter, NTES, I.V.R.S., Public Address
system / computer based announcement, Book stalls/other stalls of essential
goods, Refreshment room, Parking/Circulatory area with lights, Washable apron
with jet cleaning, Electronic train indicator Board, Public phone booth, Touch
Screen Enquiry system, Water vending machines, Water coolers, Signage (
Standardised ), Modular Catering Stalls., Automatic Vending Machines, Pay &
use Toilets on platforms & Circulating area. UTS, Computerisation
complaint, Provision of ATMs ( preferably with ticketing facility).
Following amenities required on A1 Category -
Provision of cyber cafes, Provision of at least one AC VIP Lounge, Food Plaza
(
iii ) Powers of recording measurement in M.B -
On the open line organisation of the Railways
the following powers can be exercised in recording measurements:-
- Inspectors
of Works and Permanent Way Inspectors in Gr. (Rs. 1600-2660) and Gr. (Rs. 2000-3200), can. record all
measurements including ballast measurements subject to the test checks
given below, but cannot record earth work sectional measurements unless
they aye, specially nominated by the Assistant Engineer on considerations
of competency and reliability. A 10% cheek by the, Assistant Engineer is
necessary for works costing up to Rs. 25,000/-, if the value of the work
exceeds the estimated cost by more than 10% and for works costing above
Rs. 25,000/- a 20% check by Assistant Engineer, is necessary. In the case
of ballast and pitching stones measurements a 100% check on quantity and
quantity by the Assistant engineer is necessary. The Check of the
Assistant Engineer in respect of earth work sectional measurements may be
done at his discretion. Those Inspectors in Gr. (Rs. 2000-3200) may
finalize measurements for work up to Rs. 10,000/- even when the total
value of the works exceeds the estimated value by more than 10%.
- Inspector
of Works and Permanent Way Inspectors in Grade (Rs. 1400-2300) when they
holds independent charge, can record measurements for works costing up to
Rs. 25,000/- each, subject to a test check of 20% by the Assistant
Engineer.
- Sub-Overseers,-Mistries
having a diploma in Engineering and having more than three years of
service and those not having a diploma in Engineering, but having six
years experience to be nominated by name by the Divisional Engineer can
record measurements of works up to Rs. 10,000/-, subject to a test cheek
of 20% by the Inspector of Works.
5. a) Write the specifications of
earth work in embankment briefly.
b)
Write specifications of machine crushed ballast briefly.
Ans.- ( a ) Specifications of earth work in embankment -
Borrow pits - (a) Borrow pits must not be dug close to
telegraph poles, electric poles, level crossings, bridges a culverts, or within
800 metres of the boundary of an inhabited area.
(b) In
banks over 3 metres high, the outer halves only of the borrow pits are to be
marked out. Berm - A berm 6 metres wide is to be left untouched
initially at every 60 metres.
Earth Bunds - Before the
commencement of the monsoon, continuous longitudinal earth bunds 25 cm in
height and 40 cm wide on the top, with side slope 2 to 1 are to be made on outer edges of the top
of embankments.
Large clods to be broken up - All large clods
shall be broken up in the borrow pits or bank. Banks to be thrown up in Layers - All
banks shall be broken up in successive layers of not more than 30 cm in depth
over the whole width between the toes of the slopes.
Compaction in Railway Embankments -
Swelling and shrinkage of soils during wet
and dry seasons respectively because
physiochemical properties of a soil do not get altered by compaction.
Side slope - Suitable for sandy or silty soils with moderate cohesion. With the moderate cohesion, the compaction in
layers by rollers is most effective.
Vibratory rollers have been found more effective than the static rollers
and greater thickness of layers can be allowed.
For having preliminary idea of the type of rolling
equipment and number of passes required to achieve the best results.
Compaction of Clays. - Main objective of
compacting predominantly clayey soils is to achieve a uniform mass of soil with
no voids between the chunks of clays. Sheep-foot rollers are most effective in
breaking the clods and filling large spaces. The layer thickness should be
equal to the depth of the feet of roller plus 50 mm.
Compaction of Cohesionless Soil. - The effective method
of compacting cohesionless soil is the use of vibratory compaction. .
Side slopes in carried up simultaneously - Side slopes shall be
carried op simultaneously with the rest of the work and not filled in
afterwards.
Profile - Profiles for banks shall be set up
where every cross section has been taken, and in flat country where there may
be no cross sections, at least at every 30 metres on the straight, and every 15
metres on curves with radius sharper than 600 metres.
Allowance for Shrinkage - The allowance for
shrinkage or subsidence will be as under :-
For soft or loose rock, laterite, or gravel :
8 cm per metre in height.
For ordinary soil :10 cm per metre in height.
For black cotton soil : 25 cm per metre in
height.
sloping at an inclination of 1 in 30
on either side from the centre line and slopes dressed to the required
inclination and neatly trimmed.
Banks in Black Cotton Soil - Banks in Black
Cotton Soil or of sand, more than 1 metre in height shall, if necessary, is
blanketed on top and sides to a depth of at least 30 cm with Moorum or suitable
material.
Benching - No step or bench being less in cross
section than 0.6 metre horizontal and 0.5 metre vertical.
Dressing - After completion of earthwork, the
slopes shall be neatly dressed to the correct profile and after the monsoon
they shall be made up where required.
Turfing - When so specified, the finished and
trimmed side slopes of the embankment shall be turfed with turfing material of
approved species.
Payment - In the case of
payment made according to truck wagon/hopper measurements, the following
deduction shall be made from the actual quantities measured, after completing
the loading up to the top of the loading line, before the trucks are allowed to
move.
i. Earth of all types
with clods broken (excluding moorum & black cotton soil) - 16%
ii. Black
Cotton Soil. - 25%
iii. Ashes,
pure sand, bajri, fine shingle, gravel, moorum. - 8%
( b ) Specification for Track ballast -
Scope: These specifications will be applicable for
stone ballast to be used for all types of sleepers on normal track, turnouts,
tunnels and deck slabs etc on all routes
Basic Quality: Ballast should be hard durable and as far as
possible angular along edges/corners, free from weathered portions of parent
rock, organic impurities and inorganic residues.
Particle Shape: Ballast should be
cubical in shape, not be flaky and should have generally flat faces.
Mode of
Manufacture: To ensure
uniformity of supply machine crushed ballast should be preferred for broad
gauge and metre gauge routes.
Physical Prosperities
Ballast
sample should satisfy the following physical properties
Aggregate
abrasion value –
30%
Max for BG, MG & NG (Planned/sanctioned
for conversion)
35%
Max for NG&MG(Other than those planned for conversion)
Aggregate
Impact Value –
20%
Max for BG, MG & NG (Planned/sanctioned
for conversion)
30%
Max for NG&MG(Other than those planned for conversion)
Size and Gradation -
Ballast
should satisfy the following size and gradation:
Retained on 65mm sq. mesh sieve - 5% Maximum and Retained 40mm sq.mesh sieve*
40% - 60% for machine crushed ballast only
Under Size Ballast : The ballast shall be treated as undersize and
shall be rejected if –Retention on 40mm
Sq. Mesh sieve is less than 40% Retention on 20mm square mesh sieve is
less than 98% (for machine crushed)
Stack
Measurement:
Stacking shall be done on a neat, plain and firm ground with good
drainage. The height of stack shall not be less than 1m except in hilly areas
where it may be 0.5m. Top width of stack shall not be less than
1.0m. Top of stack shall be kept
parallel to the ground plane. The side
slopes of stack should not be flatter than 1.5:1 (Horizontal: Vertical). Cubical content of each stack shall normally
be not less than 30 cum in plain areas and 15 cum in hilly areas.
Wagon
Measurement
- In case of ballast supply taken by direct loading into wagons, a continues
white line should be painted inside the wagon to indicate the level to which
ballast should be loaded. The cubical
content in cubic meter corresponding to which line should also be painted on
both sides outside the wagon.
Shrinkage
Allowance
-Payment shall be made for the gross measurement either in stacks or in wagons
without any deduction for shrinkage/voids.
However, when ballast supply is made in wagons, shrinkage up to 8% shall
be permitted while verifying the quantities at destination.
Sampling
and Testing
-A minimum of 3 samples of ballast for
sieve analysis shall be taken for measurement done on any particular
date even if the numbers of stacks to be measured are less than three.
The test viz., determination of Abrasion
Value, Impact Value and Water Absorption should be got done through approved
laboratories or Railway’s own laboratories
Sample should be collected using a wooden box
of internal dimensions 0.3mx0.3mx0.3m from different parts of the stack/wagon.
6.
a) Draw a free hand sketch of conventional SEJ
on concrete sleeper and show the most common location of fracture.
b)
Write briefly the important precautions to be observed in maintenance of
LWR track.
Ans.-
( a )Sketch For conventional SEJ -
Ans.- (
b ) Precautions to be observed in maintenance of LWR track –
Track Structure consisting of other than concrete sleepers in LWR/CWR -
The regular track maintenance in
LWR/CWR shall be confined to hours when rail temperature is between td
+10°C and td -30°C and shall be completed well before onset of
summer. If rail temperature after maintenance operation exceeds td +
20°C during the period of consolidation the speed restriction of 50 kmph shall be
imposed when shoulder and crib compaction has been done and 30 kmph and 20 kmph
respectively when shoulder and crib compaction has not been done in addition to
posting mobile watchman.
Track structure consisting
of concrete sleepers -
The regular track maintenance in
LWR/CWR shall be confined to hours when the rail temperature is between td
+ 10°C and td -30°C and shall be completed well before onset of
summer. If rail temperature after the maintenance operation exceeds td
+ 20°C during the period of consolidation then the speed restriction of 50 kmph
shall be imposed.
i)
Maintenance tamping:- Tamping in .LWR/CWR with general
lift not exceeding 50 mm in case of concrete sleeper and 25 mm in case of other
sleepers.
ii)
Lifting of track:- Lifting where needed, in excess of 50 mm in
case of concrete sleepers/25mm in case of other types of sleepers shall be
carried out in stages.
iii)
Cleaning of shoulder ballast:- Mechanised cleaning of shoulder
ballast shall be undertaken when prevailing rail temperatures are within the
limits.
i. At no
time, not more than 30 sleepers spaces in a continuous stretch shall be opened
for manual maintenance.
ii. For
correction of alignment, the shoulder ballast shall be opened out to the
minimum.
iii. In
exceptional circumstances when more than 30 sleeper spaces have to be opened
for any specific work, like through screening of ballast etc. during the period
of the year when minimum daily rail temperature is not below td -
30°C maximum does not go beyond td + 10°C, up to 100 sleeper spaces
may be opened under the direct supervision of PWI.
Casual Renewal of Sleepers - Not more
than one sleeper in 30 consecutive sleepers shall be replaced at a time.
Renewal of fastenings - The work
of-renewal of fastenings shall be carried out when rail temperature is within
the limits specified.
i) Renewal of fastenings not requiring lifting:- Fastenings
not requiring lifting of rails, shall be renewed on not more than ' one sleeper
at a time.
(ii) Renewal of fastenings requiring lifting:- Fastenings
requiring lifting of rails i.e. grooved rubber pads, etc. shall be renewed on
not -more than one sleeper at a time.
Maintenance of SEJs/buffer rails -
i. Once in a
fortnight SEJs shall be checked packed and aligned if necessary. Oiling
greasing of tongue and stock rails of SEJ and tightening of fastenings shall be
done simultaneously. Movement of SEJs shall be checked and action taken for
destressing if necessary.
ii. During
his daily patrolling, keyman shall keep special watch on the SEJs falling in
his beat.
7. Write short notes on any two of the
following –
i.
Hot
weather patrolling.
ii.
CTR
value of track & CTR of track.
iii.
Chamfering
of bolt holes.
Ans.- ( I ) Hot
weather Patrolling -
Hot
weather Patrolling is done for LWR and CWR tracks when the rail temperature
reaches td + 200 C and above and td + 140 C for Central
Railway.
( ii ) CTR value of
track & CTR of track –
CTR value of track -
CTR value shows of Track performance which is
calculated on the basis of peaks such as unevenness, Gauge, twist, Alignment
which is noticed during Track recording.
CTR value for Rajdhani route will be
calculated as under-
CTR value = 100 – ( U + G + T + A )
Where – U = No of peaks exceeding 6 mm in
unevenness per Km.
G = No. of peaks exceeding 3 mm in gauge per Km.
T = No. of peaks exceeding 5 mm in twist per Km.
A = No. of peaks exceeding 5 mm in alignment per Km.
As per the new practice the track is being
classified in various categories to the CTR values as under –
|
CTR
Value
|
Classification
of Track
|
CTR
Value
|
Classification
of Track
|
|
Between
0 & 50
|
Poor
|
Between
70 & 80
|
Very
Good
|
|
Between
50 & 60
|
Average
|
Above
80
|
Out
standing
|
|
Between
60 & 70
|
Good
|
|
|
CTR of track –
Complete Track renewal of track implies
renewal of all the components of the track over a particular length. Necessary
recoupment of ballast and provision of full ballast cushion is also done along
with CTR.
( iii )
Chamfering of rail / Bolt holes –
Chamfering of rail holes has been done for
the life of rail hole is increased and chances of the rail hole developing any
crack is eliminated.
To operate the equipment chamfering bits are
fixed on either side of the hole of the rail with the help of bolt and packing
pieces. The torque is set on the torque wrench to a valve of 370 Lbs ft for 52
kg rails. The nut is then tightened progressively till the designed torque is
reached and the torque wrench slips. The nut bolt arrangement is then unscrewed
and the equipment is back in normal position.
The manufacturer claim that time taken for
chamfering the hole is only about 1½ minute.
8. a) What do you understand by
super-elevation, cant deficiency and cant excess for curves.
b)
Approximate maximum speed which can be permitted on a 3 degree
curve.
Ans.- ( a )
Super elevation –
Equilibrium Cant / Super elevation is the cant
for a particular speed at which the amount of centrifugal force dove loped in
the curved track exactly balanced.
The Equilibrium Cant is given by the formula
- e = GV2 / 127 R
Where – e = Equilibrium Cant in mm. , G =
Gauge in mm. , V = Speed in kmph. ,
R = Radius of curve in meter.
Cant Deficiency
–
Cant Deficiency 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
( b ) Approximate maximum
speed on 3 degree curve may be calculate the formula
e = GV2 / 127 R , V =
√ 127 R x e / G , Where G = Dynamic
Gage = 1750 , e = Super elevation which is permissible 165 mm. R = 1750 / D = 1750 / 3 = 583.33 m. Say 584 m.
V = √127 x 584 x 165 / 1750 = 83.62 Kmph. Say
80 Kmph.
9.
Describe for any two of the three items listed below the
procedure to be followed for maintenance in LWR / CWR track.
i.
Overhauling
of level xing.
ii.
Rectification
of rail fracture.
iii.
Scattered
renewals of sleeper.
Ans.- (
I ) Overhauling of Level xing. -
Each level crossing except those laid with
PSC sleepers must be opened out and the condition of sleepers and fittings,
rails and fastenings inspected at least once a year or more frequently, as
warranted by conditions. However, level crossings laid with PSC sleepers should
be overhauled with each cycle of machine packing or more frequently as
warranted by conditions and in no case shall opening be delayed by more than
two years. In all cases, rails and fastenings in contact with the road shall be
thoroughly cleaned with wire brush and a coat of coal tar/anti-corrosive paint
applied. Flange way clearances, cross level, gauge and alignment should be
checked and corrected as necessary, and the track packed thoroughly before
reopening the level crossing for road traffic.
( ii ) Rectification
of rail Fractures-
Equipment required - i) Special 1 metre
long fishplates with screw clamps and Joggled fishplates with bolted clamps
(for fractures at welded joints).
ii)
Steel tape capable of reading unto one mm.
iii)
Alumino-thermic welding and finishing equipment. iv) Equipment for destressing.
v)
6.5 metre long sawn rail cut piece of the same section as LWR duly tested by
USFD.
vi)
Rail closures of suitable lengths. vii)
Equipment for protection of track.
viii)
Equipment for night working.
Procedure for repairs - If any fracture
takes place on LWR/CWR, immediate action shall be taken by the official who
detected the fracture to suspend the traffic and to protect the line. He shall report
the fracture to the Gang mate Key man/PWI, who shall arrange for making
emergency repairs to pass the traffic immediately. Repairs shall be carried out
in four stages as described below
a)
Emergency repairs to pass the traffic immediately.
b)
Temporary repairs.
c)
Permanent repairs.
d)
Destressing
( iii ) Scattered Renewal of sleeper –
In this case, unserviceable
rails, sleepers and fastenings are replaced by identical sections of
serviceable and nearly the same vintage track components. These are carried out
in isolated locations and not more than 10 rails and/or 250 sleepers in a gang
beat in a year. Such renewals are a part of normal maintenance operations.
10. Draw
a neat free hand sketch of channel sleeper, including fixing arrangement of
track and girder.
Ans.-
Sketch of channel sleeper-
11. Draw
Bending moment and Shear Force diagram for a simply supported beam of 6 m span
having overhangs of 2 m on either side ( 2 + 6 + 2 m ) with a UDL of 500 kg per
meter.
Ans.- 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.
12.
Explain the salient features covered under Section 3 ( 3 ) in the
Official Languages Act. 1963.
Ans.- see
on page 1
13.
Write short notes on any three of the following –
i.
SRSF
ii.
DRF
iii.
RSF
iv.
Deposit
work.
Ans.-
( ii ) Depreciation
Reserve Fund ( DRF ) -
Depreciation Reserve Fund is the fund
specially reserved for replacement of assets. Once the assets are purchased
from the capital money but after some years the assets become scrap and
requires replacement. Every year the life of an asset is reduced and the value is
also reduced which is credited to DRF. After scrapping the asset it is replaced
by spending money from the DRF the cost is debited to this head and credited to
capital.
(
iv ) Deposit work - See on page 14.
14.
Write short notes on any three of the following –
i.
Single
Tender.
ii.
P.P.E.
Act.
iii.
Completion
Estimate.
iv.
On
Account Bill and Final Bill.
v.
M.A.S.
Account.
Ans.-
( I ) Single
Tender – See on Page 4
( ii ) P.P.E. Act
:-
Public
Premises eviction Act – It is the act passed by the Parliament for eviction of
unauthorised persons from the public premises.
Under
this act Railway officers are nominated as estate officer to whom judiciary
powers are allotted equal to civil judges.
Any
order issued by Estate officer can not be quashed over ruled by other civil
court except for appellant purposes.
Under
this act action is taken against persons who have un authorisely occupied
Government land building or using any fittings etc.
Different
Forms used under this Act are as under –
|
Form
No.
|
Sections
& Sub sections of eviction act.
|
Function
|
|
A
|
Sub
sec 1 of sec 4
|
Issue
of notice to show cause against order of eviction.
|
|
B
|
Sub
sec 1 of sec 5
|
Order
of eviction after hearing on show cause notice within specified time.
|
|
C
|
Sub
sec 1 of sec 6
|
After
waiting 30 days a notice to be issue of giving time limit of 14 days and
circulate in one of the local news paper for recovery of the amount by
auction.
|
|
D
|
Sub
sec 3 of sec 6
|
Show
cause notice for recovery of rent and arrears.
|
|
E
|
Sub
sec 1 of sec 7
|
Order
for payment of rent / license fee and arrears.
|
|
F
|
Sub
sec 3 of sec 7
|
Show
cause notice for recovery of damages and order for payment of damages as per
schedules.
|
|
G
|
Sub
sec 2 of sec 7
|
- do -
|
|
H
|
Sub
sec 2 of sec 12
|
Order
for asking information on schedule I & II as per section 12.
|
|
I
|
Sub
sec 2 of sec 14
|
Certified
and order letter to collector for recovery of amount due a land revenue.
|
|
J
|
Sub
sec 2 of sec 13
|
Notice
for recovery from their in case of deceased or defaulter.
|
( iii )
Completion estimates –
A Completion estimate is prepared in super
session of construction estimate. Following particulars are included in the
Completion estimates.
i. Amount of sanctioned
estimate.
ii. Actual expenditure on
all works up to the date of construction estimate.
iii. Commitments on that
date.
iv. Anticipated further
outlay.
v. Total estimated cost
and
vi. Difference between
the sanctioned estimate and the estimated cost.
It is prepared on form No E 713.
( iv ) 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.
( v ) 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.
15. Distinguish between any three
of the following :
i.
Earnest
money and Security Deposit.
ii.
General
Conditions of Contract and Special Conditions of Contract.
iii.
Revised
Estimate and Supplementary Estimate.
iv.
Final
Modification and Material Modification.
v.
Re-appropriation
of funds and Misappropriation of Funds.
Ans.- (
i ) Earnest money and Security Deposit –
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
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.
( ii ) General Conditions of Contract and
Special Conditions of Contract -
General
Conditions of Contract – Operation of a contract is based upon the various
stipulation contained in the General condition of contract. This is in the form
of a booklet and forms as essential part of the tender documents and ultimately
of the contract documents. It is essential that every body dealing with
contract should be aware of the contracts of this booklet. These general
conditions are normally applicable to all contracts and can be superseded when
special conditions are specially formed and stipulated in the tender documents
/ agreement.
Special
Conditions of Contract – These are the conditions which are not covered in the
general conditions of the contract.
The special conditions of contract arise due
to the site conditions and the nature of work to be carried out. These
conditions are framed by the Executive and the contractor is bound to fulfill
the conditions during the execution of specific works and all out general
application.
( iii )
Revised Estimate and Supplementary Estimate –
Revised
estimates –
Revision of estimates is some times necessary
if there is rise in rates of materials, cost of labour, alteration in design
etc. If the rise in the cost of work is likely to be more than 10% or Rs.
10,000/- a revised estimates is required to be made. Revised estimates should
be prepared in the same degree of detail as the original estimates. The reasons
for exceed should clearly explained.
Supplementary
estimates –
If it is necessary to do any additional work,
after an estimate is sanctioned or if any substantial changes are required to
be made Supplementary estimates are made in a similar manner as the detailed
estimate. The details of items should include only the extra amount of work
needed to be executed.
( iv ) Final
Modification and Material Modification -
Final
Modification :-
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 of
appropriation . This is done through the submission of modification statements.
The third review is conducted in the month of
February every year and is known as final modification. Actual expenditure
during first Nine months and approximate expenditure for the Tenth month is
reviewed and compared with: -
1.
Budget
grant/ revised grant (if received)
2.
Budget
proportion.
3.
Actual
expenditure during the last financial year.
4.
Actual
expenditure during corresponding period of the last financial year.
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 .
- 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.
- Introduction
of any new station or omission of any station.
- Any
alteration in the type or number of engines or vehicles provided in an
estimate for rolling stock.
- 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.
- Any
departure from the standards of
construction as accepted by the railway board in the Abstract
estimate or use of any second new material.
- The
introduction or omission of any work or facility involving a sum of Rs. 5
Laces and over.
- 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.
- 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.
- Any
alteration in the standards of inter locks.
( v )
Re-appropriation of funds and Misappropriation of Funds -
Reappropriation of funds -
The transfer of funds originally assigned for
expenditure on a specific object to supplement the funds sanctioned for another
object is called ‘’ Reappropriation’’.
Misappropriation Of Fund -
Misappropriation Of Funds allotted for
specific works under capital or Revenue demand but the expenditure is incurred
for another work for which there is no competent authority sanction i.e.
expenditure is not voted by Parliament, voted by Parliament but not
Reappropriated by the competent authority. Misappropriation Of Fund is a major
irregularity in financial point of view and may invite accounts as well as
audit objections.
16.
Describe briefly the main features of Hours of Employment
regulation.
Ans. - Hours of Employment Regulation –
The working hours and periodic rest of all
railway servants are governed by the Hours of Employment Regulations. The rules
regarding temporary exemptions from these Regulations as regards hours of work,
periodic rest or the period of rest between the end of one period of duty (
rostered duty ) and the compensation same by payment of overtime allowance and
or compensatory rest or off are also contained in these Regulations. Orders issued
on these Regulations also give a list of staff who are treated as Excluded from
the provisions of limitations of hours of work as well as from the provisions
periodic rest and which such staff are not entitled to any overtime payment,
instructions having been given in these Regulations to Railways Administrations
to see on humanitarian grounds that unreasonable conditions are not imposed on
them.
17.
Write short notes on any three of the following –
i.
Family
Pension.
ii.
Compassionate
appointment.
iii.
Major
Penalty.
iv.
Staff
Benefit Fund.
v.
Retirement
benefits.
Ans.-
( I ) Family Pension –
With effect from
1.1.1964 this pension scheme has been started. In case a railway pensioner or a
railway servant dies the family is entitled for monthly pension.
No condition in
regard to the length of service, status of the employee is laid down for grant
of family pension. But if the employee at the time of his retirement is not
eligible for pension the question of family pension does not arise.
The pension is
based on the last pay drawn and payable @ 30% of the last pay drawn subject to
minimum of Rs.1275 p.m. plus D.A. admissible from time to time . This is called
as relief.
No commutation of
family pension is allowed.
If the family
pensioner is employed she is not eligible for D.A. relief on her pension.
The pensioner may
get family pension of his / her spouse.
Family pension is
payable to –
- Widow or widower for life or till
remarriage whichever earlier.
- Sons blow 25 years and not
earning.
- Daughter below 25 years of age and
not married and not earning.
- Physically handicapped child for
life if not earning.
In case of dispute
the settlement dues are paid on the basis of the succession certificate issued
by the court of law.
In case of blind or
mentally retarded son/daughter the family pension is payable through guardian
appointed by the court.
( ii ) Compassionate Appointment –
An employee’s son /
daughter / near relative may be appointed on compassionate grounds in
relaxation of the recruitment rules to a group ‘D’ or Group ‘C’ post.
When an employee
dies in service / extension of service but not during re-employment , leaving
his family in immediate need of assistance, when there is no other earning
member in the family.
When an employee is
invalided before attaining the age of 55 years ( 57 years in case of group ‘D’
) if the department is satisfied that the condition of the family is indigent
and is in great distress.
This concession is
admissible only to one dependant.
( iii ) Major
Penalties :-
1) Reduction
to a lower stage in the time scale of pay for a specified period ( NC / C ).
2) Reduction
to lower time scale of Pay, grade, post or service with or without further
directions regarding conditions of restoration to the grade or post or service
from which the railway servant was reduced and his seniority and pay on such
restoration.
3) Compulsory
retirement.
4) Removal
from service.
5) Dismissal
from service.
( iv ) Staff Benefit
Fund -
This is a fund intended to afford certain kinds of
amenities and benefits to no gazetted staff as well as to gazetted officers of
the Railway over and the normal facilities offered by the Railway
administration from out of Railway funds direct. This is managed by a committee
in which the chairman is an officer not below the rank of a Deputy need of a department
nominated by the General Manager one representative elected from the staff.
( v ) Retirement
Benefits –
The following are
the Retirement Benefits granted to pension able and non-pension able Railway
employees at the time of retirement from railway service –
- Pension / Family pension in the case of pension
able employee.
- Employee’s own contribution to P.F. and
interest.
- Govt. contribution and interest in case of SRPF
optees.
- Retirement gratuity / Death gratuity.
- Deposit link insurance to the member of family.
- Group Insurance.
- Leave encashment.
- Transfer allowance, packing allowances and
mileage allowance.
- Kit Pass and post retirement Passes.
- Medical facilities.
- Booking of Holidays.
- Recruitment of wards on compassionate grounds.
- Retention of Railway accommodation after
retirement or death.
- Allotment of railway accommodation to wards of
retiree or on compassionate ground.
18. What
are the various types of leave that an AXEN / ADEN
Ans.- Various types of leave that an AXEN / ADEN
i. Earned Leave ( APL )
–
Thirty days Earned Leave is credited to one’s leave account every year 15 days
on 1st Jan. and 15 days on 1st July. Maximum leave that
can be accumulated at any time is 300 days. Encashment of un utilized leave up
to 300 days is permissible on retirement / death of an employee.
ii. Leave on Half Pay – It is earned at the
rate of 20 days for each calendar year . Leave on Half pay can be converted in
to full pay on medical grounds and also for approved course of study. The leave
converted is called Commuted Leave. In case of grant of Commuted Leave twice
the amount of such leave is debited against the half pay leave due. Half pay
leave credited in 10 days on 1st Jan and 10 days on 1st
July on every year. Encashment not permissible.
iii. Maternity Leave – It may be granted to
female Railway employees for a period of 135 days on full pay provided they do
not have more than one child. This is also admissible in case of abortion /
miscarriage to the extent of 45 days in the entire service.
iv. Paternity Leave – A male Railway
servant with less than two living children may be granted Paternity Leave for a
period of 15 days during the confinement of his wife.
v. Study Leave – Study Leave up to a
maximum period 24 months in the entire service may be granted to a Railway
servant for undergoing a special course consisting of higher studies or
specialized training in a professional or technical subject having a direct and
close connection with the sphere of his duties or being capable of widening his
mind and improving his ability as a railway servant.
vi. Casual Leave – casual leave is not
a recognized form of leave. It can not be combined with any other kind of leave. Holidays,
Sundays falling within the spell of casual leave do not count as casual leave.
The staff who are not permitted to enjoy all holidays are entitled to 11 days
casual leave. Casual leave if not availed during a calendar year will lapse.
L.G.S. EXAMINATION – CIVIL ENGINEERING29-5-2005
1.
Explain briefly the precautions to be taken during maintenance to
control fractures of rail, welds and fish plated zone.
Ans.- Precautions to
reduce rail fracture in fish plated zone -
- Since about 70% of the fractures
occur in fish plated zone intensive visual examination of rail ends should
be carried out with the help of magnifying glass while lubricating rail
ends. Mate & Key man who direct rail end cracks at the time of
lubrication should be promptly rewarded while those in whose beat end
fractures are detected suitably taken up.
- As large number of rail
fractures start accruing from
October on wards lubrication of rail ends should preferably be commenced
from Ist September every year instead of Ist October so as to complete
visual examination of rail ends prior to on set of winter.
- Creep and gap adjustments
wherever necessary should be done in advance of lubrication of rail ends.
- End cropping and welding of rail
ends which are prone to fractures should be done.
2. Draw
a labeled free hand sketch of 18.3 m temporary girder arrangement on sleeper
crib. Height from base level to rail level is 3.0 m. What speed restriction
will be imposed.
15 Kmph speed
restriction will be imposed.
3. Write short notes on any two
of the following -
i.
Breathing
length of LWR.
ii.
Pre-Temping
operation.
iii.
Lubrication
& Toe load of ERC.
Ans.- (
I ) 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.
( ii ) 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.
(
iii ) Lubrication & Toe load of ERC -.
Toe load of ERC –
Elastic Rail Clips-J for use on Rail joints
on concrete sleepers (Broad Gauge). The material specification, hardness depth
of decarburisation and freedom from surface defects of Elastic Rail clip-J
shall be as per Indian Railway standard. The clips shall be manufactured from
silico-manganese spring steel rounds Gr. 55 S17 to IS : 3195 - 75 - "Steel
for the Manufacture of Volute and belical spring (for Railway Rolling Stock)"
by hot forming and shall be subsequently suitably heat treated. The clips shall
conform to the requirements of the relevant drawing and the requirements of
tests stipulated be rein after.
The normal toe load of g the clip shall be
300 kg at 3.5mm toe deflection. The weight of the clip shall be 915 gms
approximately. clips
shall be tested for toe load, with the help of toe load test arrangement
approved by the purchaser/Inspecting agency. The toe load test arrangement and
toe load values of the different clips shall comply with the requirements. The toe-load range of ERC-MK III in Annexure
VII has been revised to 850-1100 kg.
4. Write short notes on any two
of the following -
i.
Gap
Survey and adjustment of gap.
ii.
SEJ
maintenance.
iii.
Pulling
back creep.
Ans.- (
I ) Gap Survey and adjustment of Gap –
see on Page 10
(
ii ) SEJ maintenance. -
Once
in a fortnight SEJs shall be checked packed and aligned if necessary. Oiling
greasing of tongue and stock rails of SEJ and tightening of fastenings shall be
done simultaneously. Movement of SEJs shall be checked and action taken for
destressing if necessary. During his daily patrolling, keyman shall keep
special watch on the SEJs falling in his beat
5. Write short notes on any two of the
following -
i.
Cement
pressure grouting.
ii.
Sliding
centralized bearings.
iii.
Distressed
Bridge diagram.
Ans.- (
I ) Cement pressure grouting -
Air compressor, Grout injecting machine,
Flexible hose, Drilling equipment,
25 mm dia holes are drilled to a depth of 200
mm in a staggered manner in the area in which pressure grouting is to be done,
particularly along cracks and hollow joints.
G.I. pipes 12 to 20 mm dia and 200 mm long
with a threaded end are inserted and fixed with rich cement mortar.
Any crack and annular space around the G.I.
pipes are sealed with rich cement mortar. All the cracks are cut open to a ‘V’
shaped groove, cleaned and sealed.
Grout holes should be sluiced with water one
day before grouting so as to saturate the masonry. Sluicing is circulation and
filling of water. This is carried out by using the same equipment as for grouting.
All holes are plugged with wooden plugs. Bottom most plugs in holes 1, 2 and
9 are removed. Water is injected in hole
1 under pressure. When the water comes out through holes 2 and 9, injection of
water is stopped. Plugs in holes 1 and 9 are restored. The process is repeated
in all the holes. After 24 hours all plugs are removed to drain out excess
water. The plugs are restored after draining.
Cement pressure
grouting of masonry structures are to done by following equipments –
Cement grouting with water-cement ratio of
0.4 to 0.5 is done from bottom to top and left to right using grout injecting
machine. The cement grout should be completely used within 15 minutes of
mixing. The procedure for grouting is similar to sluicing in terms of removal
and refixing of plugs and sequence of operation. The recommended proportion may
be altered if admixtures are used to attain flowability of the grout. In case
admixtures are used, manufacturer’s specifications should be adopted for grout
proportioning. Curing with water is to be done for 14 days over the grouted
portion.
( ii ) Sliding
centralized bearings –
These are provided for plate girders
generally up to span of 24.4 m . In this arrangement a curved or chamfered
bearing plate is fixed to the bottom flange of the plate girder just below the
bearing stiffener and the same rests on the bed plate fixed to the bed block.
The bed plate at the free end has to be periodically greased to reduce the
coefficient of friction. The rocking of the girder is facilitated by the curved
of the bearing plate.
( iii ) Distressed Bridge Diagram
The
Railways should maintain a diagram of distressed bridges containing relevant information.
6.
Write the name of various types of heavy on-track, track machines used
on Central Railway for maintenance and relaying. Describe their use and output
in a block period of three hours.
Ans.- Various types of heavy track machines –
Following major on-track 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
(
b ) RM-76 for points and crossing.
(
b ) KSC-600 Kershaw Make
(
b ) Track Relaying Train (TRT).
Points & Crossing
Changing Machine –
Turn
out Renewal MC T-28 (AMECA-Make) , DST.
Sleeper Exchanger and
Crane
(
a ) Mobile Flash Butt Welding Plant K-355 APT (Plasser and Theurer make).
(
b ) Rail Grinding Machine (Loram).
(
c ) Rail vac jumbo VM – 170 – Vacuum cleaning Machine.
Output
of machines –
|
Name of machine
|
Output
|
Name of machine
|
Output
|
|
Duomatic
|
1600
Sl / hr.
|
Tamping
Express
|
2700
Sl / hr.
|
|
Universal
Tamping machine (UT
|
450
Sl / hr.
|
Continuous
Action Tamping Machine (CSM)
|
2000
– 2400 Sl / Hr.
|
|
Unomatic
|
700
Sl / hr.
|
Unimat
|
1
T / out per 90 minitues.
|
|
Ballast Cleaning Machines – RM 80 & RM 76
|
550
cum / hr.
|
Shoulder Ballast Cleaning Machines –
FRM-80&KSC-600
|
550
cum / hr.
|
i.
Encroachment
Inspection Register.
ii.
Standards
of quality of Drinking water.
iii.
Plinth
area limits for different type of quarters.
Ans.- (
i ) Encroachment
inspection register -
The
Section Engineer ( Works / P.Way ) should maintain details of encroachments in
a register showing their incidence and removal with necessary details.
One
page of this register shall be allotted to each encroachment. A scale plan of
the encroachment shall be provided on the facing side.
Once
a case is opened the entries should not be discontinued unless and until the
encroachment is removed. A note to that
effect should be made in the register.
The frequency of inspection of encroachment shall be at least once in 3
months.
Section
Engineer (Works) shall give a certificate in the following proforma, once in
three months which shall be verified and countersigned by the AEN.
"I.............................................,
Section Engineer (Works) certify that I have inspected the Railway land in my
section during the quarter ending
..................and there have been no encroachments except at the locations shown in this
register, that have been reported upon
vide references given against each."
sd/-
Section Engineer (Works)
AEN
should submit every month the summary of the status of removal of encroachments
to the Divisional Engineer.
Monthly
progress regarding additions and removal of encroachments, filing eviction cases and their progress in court of
Estate Officer, in Civil Courts etc. should be submitted by Divisions to Head
Quarter.
Encroachment
plans to scale shall be made for every encroachment. These encroachment plans
along with details of encroachment should be checked and signed by Section
Engineer (Works)/AEN. Records of such
encroachment plans should be kept in the Divisional office and these
encroachment plans should be handed over and taken over by Section Engineer
(Works)/ AENs at the time of change of charge.
A
copy of encroachment plan should be handed over by the Engineer (Works / P.Way)
to SMs / RPF Inspectors / Workshop Supervisors in charge etc.
A
copy of encroachment plan should be handed over by the AEN to SMs/RPF
inspectors (where Section Engineer (Works) is not headquartered).
|
S. No.
|
Characteristics
|
Requirement
|
Permissible limit
|
|
|
Turbidity
|
10
|
-
|
|
|
Colour
|
25
|
-
|
|
|
Taste
& Odour
|
Unobjectionable
|
-
|
|
|
P.
H. Value
|
6.5 TO
8.
|
No Relaxation
|
|
|
Total
dissolved solids
|
500 mg/l
|
2000
|
|
|
Total
hardness
|
300 mg / l
|
600
|
|
|
Chlorides
|
1000 mg / l
|
-
|
|
|
Sulphates
|
200 mg / l
|
400
|
|
|
Fluorides
|
1.0 mg / l
|
1.5
|
|
|
Nitrates
|
45 mg / l
|
100 mg / l
|
|
|
Calcium
|
75 mg / l
|
200 mg / l
|
|
|
Iron
|
1.0 mg / l
|
-
|
|
|
Zinc
|
15 mg / l
|
-
|
|
|
Minral
Oil
|
0.03 mg / l
|
-
|
|
|
Copper
|
0.05 mg / l
|
1.5 mg / l
|
|
|
Arsenic
|
0.05 mg / l
|
No Relaxation
|
|
|
Cadmium
|
0.01 mg / l
|
- do -
|
|
|
Lead
|
- do -
|
-
|
|
|
Residual
free Chlorine
|
0.02 mg / l
|
-
|
(
iii ) Plinth area limits for different type of quarters -
The
Plinth area to be adopted for various types of quarters by Central Government
departments is indicated in the Ministry of Works and housing memorandum dated
14.08.1975. The Railways may adopt their own economical type design for each
category of quarters keeping in mind the economics in construction. The designs
followed by Local bodies, Housing Boards, etc. will bring out the most
economical local designs which could be referred for guidance.
Scale of Plinth Area
|
Type
|
Area
of unit m2
|
Stair
cash m2
|
Balcony
m2
|
Cycle
shad / scooter garage
|
Remarks
|
|
I
|
34.00
|
5.00
|
7.45
|
2.50
|
Cycle shed 100%
|
|
II
|
45.00
|
5.00
|
7.45
|
2.50
|
-Do-
|
|
III
|
55.75
|
5.00
|
7.45
|
4.20
|
Scooter
shed 100%
|
|
IV
|
83.60
|
5.50
|
7.80
|
4.20
|
-Do-
|
|
V
|
139.35
|
6.00
|
9.85
|
18.00
|
75%
garage
|
8.
Write short notes on any two of the following -
i.
Official
Languages Implementation Committee.
ii.
Hindi
Week.
iii.
Schemes
of Cash Awards & incentives.
Ans.- ( I ) Official Languages Implementation
Committee -
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˽þnùÒ ¨Éå EòÉ¨É Eò®úxÉä EòÉ +¦ªÉÉºÉ ½þÉä <ºÉʱÉB ˽þnùÒ EòɪÉǶÉɱÉÉBÆ
SɱÉÉ<Ç VÉÉiÉÒ ½éþ iÉlÉÉ Ë½þnùÒ ¨Éå +|ÉʶÉÊIÉiÉ Eò¨ÉÇSÉÉÊ®úªÉÉå EòÉ
|ÉʶÉIÉhÉ {ÉÚ®úÉ Eò®ú =x½åþ |ÉʶÉIÉhÉ Eäò ¤ÉÉnù ʨɱÉxÉä ´ÉɱÉä ±ÉÉ¦É ÊnùªÉä
VÉÉiÉä ½éþ *
( iii ) Schemes of Cash Awards & incentives
-
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9.
Describe various types of patrollings and their purpose.
Ans.-
Types of Patrolling.
1. Keyman's Daily Patrol. Every portion of the permanent way shall be inspected daily on
foot by the keyman of the beat in which the portion of the track falls.
Provided that the interval between such inspections may, under special
instructions, issued by Chief Engineer be increased to once in two days in the
case of specified section of lines with light and infrequent traffic.
2. Gang Patrol during Abnormal Rainfall or
Storm. This patrol should, in case of
heavy rainfall, confine its inspection to known points of danger, such as
cutting or culverts likely to scour, banks affected by tanks likely to breach
and bridge approaches. In case of high winds.
3.Night Patrolling during Monsoon.
During the monsoon, certain section of the railway line, as may be specified,
shall be patrolled to detect damage by flood, such as breaches, settlements,
slips and scours and immediate action taken to protect trains.
4.Security Patrolling during Civil
Disturbance and on Special occasions - On
apprehension of a Civil disturbance, the Divisional authorities should contact
the local Civil authority and arrange, as circumstances may warrant for
security patrolling of the railway line. This may be arranged on the pattern of
the monsoon patrolling with modifications, as deemed necessary, in consultation
with civil authorities.
Security patrolling on special occasions should be carried out according
to the special instructions issued by the administration.
The primary duty of the patrolman employed on Security patrolling shall
be to protect trains against any condition of danger, such as tampering with
track or obstruction placed on line.
5.Hot weather Patrolling for L.W.R./C.W.R. Hot weather patrol is carried out when the rail temperature
reaches td + 20 degree or above.
6.Watchmen at vulnerable locations. In addition to patrolmen, stationary watchmen are posted at
known or likely locations of danger or trouble.
10.
Describe in brief annual inspection of major and minor bridges.
Ans.-
Annual inspection of major and minor bridges -
The Assistant
Engineer shall inspect every bridge major and minor on
the sub division 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.
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.
11. Draw
neat free hand sketches bringing out the details of the reinforcement, the
bending of the bars and their spacing, for a typical T – Beam with two adjacent
panels of slab, assuming suitable data based on your experience. No design
calculations are required.
Ans.-
12. Draw
a neat free hand sketch of a septic tank for 100 users and explain its working.
There is no nallah river nearby. Indicate how you will treat the effluent.
Ans.- Working of ‘Septic tank’ -
A septic
tank is a masonry or concrete tank usually built under ground in which bacteria
are specially cultured to hasten the put refection of the organic matter in
sewage under controlled conditions. The bacteria are of the anaerobic type those which flounce in the absence of air.
The action of a septic tank is not to purify the solid organic matter in human
excreta as is popularly and erroneously often believed but to liquefy it and
incidentally to reduce its bulk.
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.
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.
Design for Size & shape of Septic Tank of 100 users –
Volume of sewage to
be dealt – 100 x 0.086 = 8.60 M3 .
Depth to be provided – 2.10 m. ( Except free
board 0.45 m. )
Plan of Tank = Volume / Depth = 8.60 / 2.10 = 4.10 m2.
Keeping length 3 times of a width, if B is
the width then length ( L ) will be 3 B and Plan area =
3 B2 = 4.10 m2.
, B = √ 4.10 / 3 = 1.17. Say 1.20 m. , Length of tank L = 3
x 1.20 = 3.60 m.
Digestion chamber will be 1.20 x 1.20 m. ,
Areation Chamber will be 1.20 x 2.40 m.
Sludge chamber will be 1/3 of Volume of
septic tank. Hence – 8.60 / 3 = 2.87 m3.
Depth of Sludge chamber = 2.10 + 0.45 = 2.55
m. ,
Plan area of Sludge chamber = 2.87 / 2.55 =
1.13 m2.
Size of Sludge chamber - √ 1.13 = 1.06 m. say
1.10 m. Sludge chamber will be 1.10 x 1.10 m.
Hence Dimensions will be as follows -
Total depth of tank including space for
accumulation of gases – 2.10 + 0.45 = 2.55 m.
Depth of Water ( H ) = 2.10 m., Length of Septic Tank = 3.60 m. including
1.20 m. Digestion Chamber and 2.40 m. Areation Chamber and Width of septic tank B = 1.20 m.
Size of Sludge Chamber – 1.10 x1.10 m. and
depth of sludge chamber 2.55 + 0.45 = 3.00 m.
Disposal of affluent from the septic tank –
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. Affluent coming out from septic tank, is
still foul in nature and needs further treatment in a soak pit / filter bed for
further purification, before it is left to large body of water for dilution.
13.
Write short notes on any three of the following -
i.
Completion
Report.
ii.
Cannons
of Financial Property.
iii.
August
Review.
iv.
Write
off Sanction.
v.
Works
Programme.
Ans.- ( I ) 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.
( ii ) 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.
( iii )
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.
( 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 ) Works programme –
Railway are a growing, dynamic organization.
The development of facilities amenities etc have to keep pace with the growth
of goods and passenger traffic. To plan in advance and execute such development
investment decisions relating to certain acquisition and replacement of assets
are processed through Works programme.
The railway board lay down the financial
limits under various plan heads which
the railway administration are required to make out their programme for the
year. These proposals initiated by the concerned departs either individually or
severally are vests by the FA & CAO and approved by the GM for submission
to railway board as the Preliminary works programme. The board discusses the
proposals with the GM and the works and outlays during the ensuring budget year
are decided upon.
The states of investment planning and
preparation of the final works programme are-
i. Formulation of schemes as advance planning.
ii. Submission of major schemes for advance seruting
and clearance by the Railway Board.
iii. Preparation of Preliminary works programme
within programme within the financial ceiling.
iv. Discussion with the Railway Board and there
after submission of final works programme.
14. Write short notes on any three
of the following -
i.
Stock
Verification Sheets.
ii.
Operating
Ratio.
iii.
Works
Register.
iv.
Assessed
Rent.
v.
DRF.
Ans.- ( I ) Stock
Verification 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.
( ii ) 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.
( iii )
Works Register –
This is a collective record of expenditure
designed :
(i) for
effecting control of expenditure on works with reference to estimates, by
facilitating comprise on between the expenditure incurred on each work and the
detailed provision made in the estimate for work;
(ii) for
effecting budgetary control, by facilitating a comparison between the budget
allotment for the work and the actual expenditure to the end of the month; and
(iii) to
enable any material modification occurring being spotted.
This register should show the amount of
estimate sanctioned, the budget allotment and details of expenditure on each
work by heads of accounts and in addition under sub-heads of estimates in case
of track renewal works estimated to cost Rs. 3 lakhs and over and Rs. 1 lakh
and over In the case of other works. In this register sub-heads of estimate estimated
to cost less than Rs. 10,000 need not be separately detailed, hut may be
grouped together as may be found 'the convenient. The Register may be arranged
by detailed heads of classification (for works falling under the demand
relating to creation and replacement of assets) separate folios being set apart
for each work. At the close of every month the Register of Works should be
totalled up and the monthly, yearly and 'up-to-date' totals for each work
struck. The Register of Works should be preserved for a period of 10 years.
(
iv ) Assessed Rent -
The assessed rent for each class of quarters
should be fixed at six per cent of the total cost of all the quarters in that
class- whether the total cost is charged to Capital Development Fund or Open
Line Works Revenue.
In the case of
officers' quarters all the quarters on each Railway should be pooled in one
class and the rent to be charged for such pooled accommodation calculated on
the floor area basis. The assessed rent of staff quarters should also be fixed
on floor area basis wherever possible. Substandard quarters not provided with
essential basic amenities such as kitchen, store, lavatory and without source
of water supply in the vicinity and with very low roof should be excluded from
the general, pool of quarters and constituted into a separate pool and their
rent fixed at six per cent of the total outlay on such quarters.
Rent should be
reassessed once in five years on the basis of the total cost as on 31st March,
and for the purpose of working out the details a period of two years is allowed.
( v ) Depreciation Reserve Fund ( DRF ) - See on page 24
15. Write short notes on any three
of the following -
i.
Part I
& Part II Audit Reports.
ii.
Advice
Note.
iii.
Variation
Statement in Contracts.
iv.
Non-Schedule
Items.
v.
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, crap
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 ) 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.
( iv ) Non-Scheduled
Items -
The practice of calling item wise rates to be
quoted by the tenderer should be avoided as for as possible. It is however
observed that large number of non-scheduled items is being operated for various
types of works. Absence of a suitable item in the master schedule is cited as
the main reason for adopting non-scheduled items.
It is further noticed that proper care and
attention is not being given to the operation of NS items in respect of
description, specifications, mode of measurements, rate etc. causing ambiguity
and vagueness in NS items which, at times, may result in over payment to the
contractors.
With a view to safeguarding against the above
inadequacies, it has been decided that introduction of NS items will henceforth
be subject to the following: -
- NS
items shall be included in the tender with the specific approval of Sr.
DEN (Co) / Dy. CE (C).
- NS
items shall be operated only when it is unavoidable & should satisfy
the following criteria –
a)
No item with similar description is available
in the master schedule, which can serve the purpose.
b)
The
description of NS item is not prepared by combining more than one SSR item.
c)
The
descriptions of NS items are not prepared by splitting the existing SSR item
into more than one NS item.
d)
Wherever
it is expedient the NS item can be formed by combining / splitting the existing
SSR items with the specific approval of HQ.
- The
description and the specifications of NS item should be complete &
unambiguous. No component of NS item should be overlapping with the
description of any of the existing SSR items included in the tender, since
such overlapping may lead to double payment for that particular component
of NS item.
- Special
conditions specific to the NS items should be included in the tender
agreement.
- Mode
of measurement of NS items should be clearly spelt out.
- Proper
rate analysis should be prepared for the NS items taking into account the
prevailing market rates as well as the past accepted rates for identical
NS items duly modified for geographical and conditions which may influence
the rates.
- Basic
rate for NS item shall be prepared at par with standard schedule of rates
in items. For this purpose the market rate or the analysed rate of the NS
item shall be discounted in accordance with percentage above / below
accepted recently for SSR items of concerned. The basic rate thus worked
out shall be vetted by Associate finance.
- In
all the new tenders, the tenderer should be advised to quote common
percentage above / below for SSR items as well as for NS items. Such a
common percentage of rates will facilitate quicker evaluation of tender
and its finalisation. Besides the possibility of vitiation of tender as a
result of variation in quantities
of different items will also be eliminated.
( v ) 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.
16. Describe briefly the main
features of Workmen Compensation Act.
Ans.- Workmen’s Comensation Act -
Workmen’s Comensation Act an act to provide for the payment
by certain classes of Employers to their workmen of compensation for injury by
accident.
This act applies to all such workers who are connected with
the operations and maintenance of vehicular traffic or a movement of vehicular
traffic.
if
wholly dependant on the earnings of the workman at the time of his death, a son
or a daughter who has attained the age of 18
years entitle for appointment on compensation ground..
The following employees are not coming under the provision of
this act.
i. A Railway servent employed in any clerical capacity.
ii. Apprentices not governed by apprentice Act 1961.
iii. Persons empoloyed in the armd forces.
iv. The worker who is not connected with the trade or business of
the employer.
Under
following circumstance the employer will not be responsible to pay the amount
of compensation to the worker, if accident is attributed to –
1.
Workers being in the drunken stage or under the
enfluence of any intoxication drugs.
2.
Willful disobedient of safety rules / order.
3.
Willful removal or non use of safety devices,
provided for safety purpose of workman.
If
workman contract any disease which is treated as occupational disease the
contracting of disease shall be treated as an injury by an accident.
17.
Write short notes on any three of the following -
i.
Running
Allowance.
ii.
Breach
of rest allowance.
iii.
Break
down allowance.
iv.
Night
Duty allowance.
v.
National
Holiday allowance.
Ans.-
( I ) Running Allowance –
Running Allowance is granted to railway
servant whose duties are in running trains or engines and are connected with
the charge of moving train or engines. Running Allowance will include the
following –
- Kilometrage
allowance – This is granted to running staff for being employed on running
duties at the specified rates computed on the basis of distance traveled
in term of kilometers.
- Allowance
in lieu of kilometrage – This is granted to running staff with a view to
compensate them for the loss of kilometrage.
- Special
compensatory allowances to meet out of
pocket expenses incurred at out station.
( ii ) Breach of rest
allowance –
The running staff will be granted Breach of
rest allowance if they are booked for running duty before completing 16 hour’s
rest at head quarter provided it is immediately preceded by a full term of 8
hours or more of duty. The allowance will be payable at the rate of 2 hours for
every hour or part of an hour by which the rest availed of actually falls short
of 16 hours. Periods of less then half an hour shall be disregarded and these
of half an hour or more shall be rounded
off to an hour for the purpose of this rule. Each period of under rest should
be treated as a separated unit and rounded off for purposes of payment.
Breach of rest allowance will not be payable
for breach of rest at outstations.
( iii ) Break down allowances -
Break down
allowance is an allowance given to relief train , Electrical staff and certain
categories of other non gazetted staff employed in running sheds and C & W
depot, who are earmarked for attending to break down duties in connection with
a break down trains or engine. These staff shall be given a break down
allowance on monthly basis at the rates prescribed. Moreover they will also be
given other concessions as below wherever employed on break down duties. These
other concessions will also be admissible to other non gazetted staff besides
those earmarked, whenever they are employed on break down duties which may be
either in connection with breakdown duties of a train or engine or breach or
wash away on the line which interrupts normal traffic or break down of normal
traffic on running lines due to :
- Snapping
of overhead electric traction/ lines which involves calling of tower wagon
or breakdown lorry.
- Damage
or bursting of points,
- Break
down of interlocked lifting barriers and
- Total
interruption of communications, Telecommunications or of power
supply.
These other concessions are as under –
a. Supply
of free food departmentally or other wise during the period the staff are
engaged in break down duties.
b. Payment
for overtime work in accordance with the normal rates, time taken in traveling
to the site of accident and break shall also be reckoned for payment of over
time.
c. Payment
of full days daily allowance/ traveling allowance for attending to break down
duties with out stipulation that they should be out of head quarters beyond 8
kms for a period exceeding 12 consecutive hours ( full days DA/TA will be
allowed even when the staff attended to break down duties at their place of
work/ Headquarters station limits).
Where it is not
possible to make arrangements for supply of free food to the staff attending to
break down duties they may be paid cash in lieu the rate there of being fixed by
GM in consultation with FA&CAO.
Casual labour
employed on break down duties will also be given free food in addition to the
higher rates of wages which may be fixed depending upon the circumstances, as
also TA/DA if other wise admissible under the normal rules as per regular
employees.
Free food supplied
to staff attending to accidents duties may also be supplied to gazetted
officers. No special arrangement will however be made for officers separately
nor cash reimbursement in lieu of free food will be permissible.
( iv ) Night duty allowance
–
All Group ‘C’ and
‘D’ staff classified as intensive, continuous and essentially intermittent
under the Hours of Employment Regulations, Group ‘C’ and ‘D’ workshop staff,
and supervisory staff and sisters in charge working on regular shift duty and
Group ‘C’ staff, working in confidential capacity will get weightage at the
rate of 10 minutes for every hour of night duty between 22 to 06 hours and
shall be paid Night duty allowance for such weightage at the rates prescribed.
( v
) National Holiday allowance –
Non gazetted staff who do not enjoy public
holiday should be considered entitled to the nine national holidays. As these
staff cannot be relieved of their duties on those days, they will be
compensated for working on those days by grant of additional payment at the
rates prescribed. This payment will be made even when an employee has worked
for a short period during a national Holiday ,
or if the day of rest of staff falls on such day, or in case of relieving staff.
18. What
are the different ( Minor and Major ) penalties under D & A Rules. What is
the underlying intention, in your opinion for grouping the penalties under two
heads - Minor and Major?
Ans.-
Minor Penalties :-
1)
Censure.
2)
Withholding of Promotions for a
specified period.
3) 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.
4) Withholding
of increments of pay for a specified Period ( NC / C )
Major Penalties :-
5) Reduction
to a lower stage in the time scale of pay for a specified period ( NC / C ).
6) Reduction
to lower time scale of Pay, grade, post or service with or without further
directions regarding conditions of restoration to the grade or post or service
from which the railway servant was reduced and his seniority and pay on such
restoration.
7) Compulsory
retirement.
8) Removal
from service.
9) Dismissal
from service.
There are nine items of penalties under Rule 6 of D & A Rules, actually there are 10 kinds
of penalties shown there in of these 5 (
but covered under the heading Major penalties. The latter 5 penalties and 5
only under the heading under the provision of Article 311 of the constitution
of India and these being of serious nature have been grouped under the heading
Major penalties making their distinction from the rest of the penalties which
are not of so serious nature as to effect the status and position of the person
when subjected to such penalty and are not covered by the said Article of the
constitution of India.
*********************************************
Q.8. ( d ) Explain the term ‘Declaration under
Service Conduct Rules’.
6. a) Draw a free hand sketch of
conventional SEJ on concrete sleeper and show the most common location of
fracture.
10. Draw
a neat free hand sketch of channel sleeper, including fixing arrangement of
track and girder.
13.
Write short notes on any three of the following –
( I ) SRSF
(iii ) RSF
3. Write short notes on any two
of the following -
( iii
)Lubrication & Toe load of ERC.
4. Write short notes on any two
of the following -
( ii ) SEJ maintenance.
( iii )Pulling
back creep
