L.G.S. EXAMINATION
CIVIL ENGINEERING
21.01.2007
PART ‘A’
Q.1.- Describe in brief format in which
a Detailed Estimate of Construction covering all activities will have to be
arranged ( without quantities ) for
Or
Railway siding for a cement
Plant on deposit Term Basis.
Q.2.- Write
short notes on any Three of the following -
i) Part I & Part II Audit Reports.
ii) Advice Note.
iii) Stock Sheet.
iv) Write Off.
v)
Final Bill.
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 )
Stock Sheets -
The proper custody
and accountal of stores is the prime duty and function of an executive or the
stockholder. To ensure this verification of stock is done either departmentally
or by the Accounts stock verifier. The stock verification sheets are prepared
giving the numerical balances of items as in the ledgers and actual stock. The
verification between ledger balances and actual stock are clearly brought out.
The verifier and the stockholder jointly sign these sheets.
One copy of the sheet is kept with the stock
verifier and three copies are handed over to the stockholder. The stock holder
is required to offer his explanation for variation and recon cite the
discrepancies and submit the sheets in duplicate to the divisional office for
scrutiny and acceptance. These sheets are then forwarded by divisional office
along with their remark to the Accounts.
Clearance of out standing S.V. Sheets is
closely watched by the department and also by accounts. At the time of handing
over charge the stock holder is required to clear the out standing S.V. Sheets
for any reason the same should be recorded in the handing over notes by the
stock holder.
(
iv ) Write off –
When ever any sums become accrued due to the
railway for any kind of services rendered of sums due to the recovered under
extent procedure from staff / Parties considered as irrecoverable either fully
or partially are said to be written off under competent authorities sanction
with out collection of effecting recoveries. The communications authorizing non
recovery / not collection are called write off sanction.
( v ) Final
Bill :-
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.
Q.3.- State the agency would meet the
expenditure on following cases:
i. Construction of a level crossing meant to meet
Railway’s Statutory Liability.
ii. Construction of a new ROB / RUB to meet
demand due to increased road traffic.
iii.Replacement of a Busy Level Crossing by an
RUB which was originally provided at Railway’s cost.
iv. Widening of Existing ROB.
v.Upgrading of a level Crossing.
vi.Interlocking of an existing Level crossing
Ans.- (
I ) The
Construction of a level crossing meant to meet Railway's statutory, liability
under the Railway Act is chargeable to the Railway.
( ii ) Construction of a
new ROB / RUB to meet demand due to increased road traffic of the Road
Authority, provided that in either case any extra cost due to additional width
or length or other facilities required on account of probable future
developments will be born by the Authority requiring such addition or
facilities.
( iii ) Replacement of a Busy
Level Crossing by an RUB which was originally provided at Railway’s cost the apportionment of the cost of replacement will be as
under :-
(i) The Railway will bear 50 per cent of
the total cost of the over or under-bridge including approaches. The total cost
would include the cost of diversion of road, sewers, cables, gas and water
mains, etc., but would exclude the cost of acquisition of any land and
structures thereon required for approaches or diversions.
(ii) The Road Authority will bear 50 per cent
of the total cost of over or under-bridge including approaches, etc., as
referred to above and the cost of acquisition of any land required for
approaches and diversions and structures thereon.
( iv ) Existing road over Bridge is
required to be widened the cost will be
borne by the authority requiring such widening. Any extra cost due to
additional width or length or other facilities required by any authority shall
be borne by that authority.
( v ) Upgrading of a level
Crossing is chargeable to the Railway.
( vi ) Interlocking of an
existing Level crossing is chargeable to the Railway.
PART ‘B’
Q.1.- (
a ) What is the procedure for creation of additional posts for additional
assets.
( b
) How Group ‘D’ vacancies are filled up these days on Railways.
Ans.- ( a ) Creation
of additional posts for additional assets –
Railway
Board have banned of all posts of Gazetted and Non gazetted staff in the open
line on Revenue Account.
General
Manager have full powers for the creation of non gazetted posts for operation
and maintenance of new / additional assets with matching surrender.
Q.2.-
What procedure is to be adopted for change of classification of staff from one
category to other under HOER Rules.
Q.3.- What is meant by –
Permanent total disablement &
Permanent partial disablement in case of an accidental injury to Railway
workman. What is the compensation
admissible in both the cases?
Ans.- Permanent
Total disablement - Such
disablement, whether of a temporary or permanent nature, as incapacitates a
workman for all work which he was capable of performing at the time of the
accident resulting in such disablement.
Permanent
Partial disablement - Where the disablement is of a temporary
nature, such disablement as reduces the earning capacity of a workman in any
employment in which he was engaged at the time of the accident resulting in the
disablement, and, where the disablement is of a permanent nature, such
disablement as reduces his earning capacity in every employment which he was
capable of undertaking at that time.
The amount of compensation is payable only if
the injury manifest beyond the period of three days following the date of
accident. Amount of compensation Payable – 60 % of average monthly wages ( max.
2000 ) multiplied by age factor = Rs. 60000/- minimum.
PART ‘C’
Q.1.- Explain with hand sketch, the
method of building a bridge under running line by ‘box pushing’ method. What
are the advantages and disadvantages of this method.
Ans.- Box pushing’ method –
Technique
of Box pushing is used an opening with out causing disruption to traffic. The
process of box pushing consists of the following steps.
A
reinforced concrete thrust wall of adequate height, Thrust bed, Jacking pit,
reaction frame is constructed from the
slope of bank at the proposed bed level as per approved drawing. Then the work
consists of construction of RCC box over the thrust bed and a cutting edge
frame to be fixed at the end of box and pushing
same by using Jacks under the existing railway embankment.
A jacking
rig having pockets for provided 6 hydraulic jacks of 50 MT capacity each is
fixed vertically against the thrust wall. Oil pressure is than applied to the
Hydraulic jack which forces the shield and the box in to the slope of the bank.
The earth falling inside the shield is removed manually.
The process
of pushing continues till the cutting edge comes out from the other end and is
taken out by providing some temporary arrangements to protect the slope of the
bank.
While
jacking of the precast boxes to form of opening under the railway under traffic
conditions maximum allowable deviation at any time from the theoretical
alignment will be limited to 200 mm horizontally and 100 mm vertically. Any
deviation beyond this tolerance will have to be rectified.
Grouting of
all joints after completion of pushing with epoxy compound so as to make then
water tight. Removal of all existing under ground as well as over head
obstruction in the railway area near the site of the work which are likely to
obstruct the work of box pushing is to be removed before operation of pushing.
Adequate
precautions are taken to watch the bank on top so that no disturbance to the
running traffic takes place. Also alignment of pushing is checked from time to
time with the help of a theodolite.
Necessary
provision of opening in the roof of Boxes for bentonite pumping if required for
pushing of boxes safely to be made and bentonite slurry to be injected. The
work will be carried out under suitable speed restriction.
Advantages –
i. In
this method work can be done with out any traffic block.
ii. In
this method Crane not required.
Disadvantages –
i. At
the time pushing alignment, level of track should be disturbed which is to be attended
frequently.
ii. At
the time pushing should be keep close watch of Railway Track.
iii. At
the time pushing RCC Box alignment should be disturbed which is to be
rectified.
Q.2.- Please explain the important
items to be observed while inspecting a multi span plat Girder Bridge
Ans.-
The Assistant
Engineer shall inspect every bridge on the sub division including road and foot
over bridges once a year after monsoon during the prescribed months and record
results in ink in the Bridge inspection register.
Bridges the condition
of which warrant special attention should be inspected more frequently.
In case of Girder
Bridge 3 x 60 feet Bridge classified on major Bridge. For major bridges entries
of bridge inspection should made under the following heads –
- Foundation & flooring – Extent or scour and
damage.
- Masonry – Condition and extent of defects.
- Protective works – Scour slips or settlement.
- Bed Blocks – Tendency to movement and cracking.
- Bearing and expansion arrangements – Defects in
seatings and expansion arrangements.
- Steel work – Structural condition of girders and
Paint.
- Sleepers – Condition and renewals required.
- Track – Defects in line and level.
Under each head the
first entry should state whether the previous year’s notes have been attended.
Q.4.- Explain in brief the classification of Rail / weld defects for need
based concept of USFD.
Ans.- Classification of Rail /
weld defects for need based concept of USFD -
1. For Rail Defects -
|
Probe used
|
Nature of defect
|
Oscillogram pattern
|
ClassifiCation
|
|
1.
Normal probe (sensitivity set with 5 mm dia. standard hole at rail web foot
junction).
|
Within
fish placed zone
A.
Any defect connected with the rail end in any location (head, web, foot
junctions) of the rail end covering both the bolt hole length.
|
1.
No back echo, and 2. Flaw echo with or without multiples
|
IMR
|
|
B.
Any defect connected with the rail end in any location (head, web, foot
junctions) and covering first blow hole or any defect connecting both bolt
holes or any defect originating from bolt holes and extended upto head web
junctions.
|
1.
No back echo, and 2. Flaw echo with or without multiples
|
REM
|
|
|
Outside
fish plated zone Any horizontal defect progressing transversely in the rail
head.
|
1.
No back echo 2. Shifting flaw echo with normal probes.
|
REM
|
|
|
70
 probe (sensitivity set with 12 mm dia.
standard hole at rail head). |
A.
Any transverse defect in the rail head at one location within 1 m of fish
plated joint, or at more than one location less than 4 m apart in length
beyond fish plated joint.
|
Flaw
echo of 50% horizontal scale movement and 60% of full scale height or more.
|
IMR
|
|
B.
Any transverse defect in the rail head at any location.
|
Flaw
echo of 30% horizontal scale movement and 20% of full scale height or more.
|
REM
|
In case of open top major bridge
including 100 m of approach on either side, other criteria remaining same, for
transverse defects 15% or horizontal scale movement and 20% of full screen
height or more shall qualify as REM.
2. Weld Defects –
|
0 & 70
probe |
Same as applicable for rails to be tested along with rail.
|
|
80O probe (Flange testing for AT welds)
|
A moving flaw signal of 50% or more height observed in any of
the six zones.
|
|
A moving flaw signal of 40% or more height observed in any two
zones.
|
Q.5.-
List the various types of small track machines. Write short notes on any two
small track machines.
Ans.- Small Track machines – Various
small track machines are as under -
( I
) Rail Drilling Machine. ( ii ) Rail
Sawing machine. ( iii ) Sleeper
drilling machine.
( iv ) Portable
rail grinding machine. ( v ) Flexible
Shaft Grinder. ( vi ) Hydraulic Rail Bender. ( vii )
Rail Joint Straighter. (
viii ) Hydraulic track lifting cum
slewing device. ( ix ) Non infringing
track jacks. ( x ) Light
weight Hydraulic Jack.
( xi ) Rail
straightness recorders. ( xii ) Long
rail skates. ( xiii ) Insertion Tool for elastic rail clip. ( xiv ) Special
tool for handling of concrete sleepers. ( xv ) Multipurpose portable welder.
( xvi
) Chamfering equipment. ( xvii ) Semi
mechanized ballast screener.
( xviii ) Rail
reprofiling machine. ( xix ) Rail creep adjuster. ( xx ) Sleeper Squarer.
( xxi ) Ballast
Compactor. ( xxii ) Rail Tensor. ( xxiii ) Rail Lubricators.
( xxiv ) Bolt/
Nut Tightener. ( xxv ) Mono Rail wheel
barrow.
Rail Drilling Machine –
This is a
self powered small portable machine used for drilling holes in the rails for
fish bolts etc. The machine is light weight and the total weight including all
attachments is about 50 kg. The machine can drill holes from 22 mm to 35 mm dia
in all types of rails. The time required for drilling a hole varies from 3 to 5
minutes including attaching and removal of the machine unit.
Rail Sawing machine –
Rail Sawing
machine is a self powered machine which can be used for cutting the rails. The
saw frame and blade are precision adjusted in cutting position by means of a
shaft allowing displacement along with it is approximately 30 mm. The machine
generally weight about 75 kg and have cutting height and length up to 190 mm.
The machine is able to deliver a cut within 5 to 15 minutes.
Q.6.-
( a ) What are the different methods of chlorination available for disinfection
of water? Indicate the form of chlorine use in each of them.
(
b ) What do you mean by and how do you check ‘residual chlorine’’?
Ans.-
Chlorination –
The process of applying small
quantities of chlorine or chlorine
compounds to water is called chlorination.
The form in which Chlorine can be
applied may be any one of the following –
1. Bleaching powder 2.
Hypochlorities 3. Chloramines 4. Chlorine dioxide 5. Liquid chlorine 6. Chlorine gas.
Chlorination should be done
generally using chlorine Gas or other similar methods by Engineering
department. At other places chlorination has to be done by mixing good quality
bleaching powder solution at a particular rate with raw water in the pumping
main at the pump house it self or at the high level storage Tanks by the
IOW.
Different
form of chlorination –
- Plain
chlorination
- Pre
chlorination
- Post
chlorination
- Double
chlorination
- Break point
chlorination
- Super
chlorination
- De chlorination
Plain chlorination
-
When only chlorine treatment is given to raw
water the process is termed as Plain chlorination.
Pre
chlorination –
When chlorine is added to raw water before
any treatment, the process is termed as Pre chlorination.
Post
Chlorination –
When chlorine is applied after all the
treatment, the process is termed as Post chlorination.
Double
chlorination –
When chlorine is added to raw water at more
then one point, the process is termed as
Double chlorination.
Break
point chlorination –
The process of adding chlorine beyond the
Break point is called Break point chlorination.
Super
chlorination –
The application of excess amount (residual
chlorine 0.5 PPM To 2 PPM) of chlorine thus removes high concentration of Taste
Odour & Bacteria. The type of treatment is termed as Super chlorination.
De
chlorination –
The process of removing excess chlorine from
water is called De chlorination Following chemicals are used for this
purpose – Sodium bisulphate, Sodium
thiosulphate, Sodium sulphate, Potassium per magnate, sulphur dioxide,
activated carbon.
( b ) Residual
chlorine: -
The amount of
chlorine remaining at the end in treated water after chlorine used in killing
bacteria’s called as Residual chlorine. The dose should be such that a residual
chlorine of about 0.2 PPM appears in water after a contact period of 20
minutes.
Free or Residual
chlorine available in the water can be very easily found out using chlorotex
apparatus (chloroscopes) such apparatus should be available with all
engineering staff in charge of chlorination at filtration Plants.
Q.7.- Write short notes on any Two of the following -
a) Cant
Deficiency and Cant Excess.
b) Score
depth and danger level.
c) Design
mix and quality control in concrete.
Ans.- ( a ) Cant Deficiency and Cant Excess
-
Cant
Deficency –
Cant Deficency occurs when a train travels
around a curve at a speed higher than the equilibrium speed. It is the
difference between the theoretical cant required for such higher speed and
actual cant provided.
Cant excess –
Cant excess occurs
when a train travels around a curve at a speed lower than equilibrium speed. It
is the difference between the actual cant and the theoretical cant required for
such lower speed.
(
b ) Score depth and danger level -
Depth
of Scour-
The maximum scour
depth in a stream can be ascertained when ever possible by actual sounding at
or near the site proposed for the bridge during or immediately after a flood.
Before the scour holes have had time to
silt up due to allowance should be made in the observed depth for increase in
scour resulting from-
- The designed discharge being greater than the
flood discharge during which the scour was observed.
- The increase in velocity due to the obstruction
in flow caused by construction of the bridge.
Where the above practical method of determining
scour is not possible the following theoretical method may be used as a guide
when dealing with natural streams is alluvial beds. D = 0.473 [ Q / F ]⅓
Where
D = Depth of scour below HFL for regime conditions in a stable channel in
meters.
Q = Design discharge in cumecs.
F= Silt factor = 1.76 √ m , m is the
mean diameter of particles in mm.
Danger level –
It is not possible
to lay down any adhoc levels for fixing danger levels. It has to be decided on
the spot for each and every individual bridge depending upon the site
conditions. Local conditions such as nature of bed, condition of approach bank,
depth of foundation & free board to be allowed should influence the
decision.
The marking of
danger level would imply that is would be safe for the flood water to reach up
to the danger level with out affecting the safety of the bridge structure or of
its foundations or approaches. Danger level for a particular bridge should be
fixed after site inspection, examination of records of past history, local
enquiries about flood, afflux and velocity of water under bridge.
( c ) Design mix and quality control in
concrete –
Design mix –
The mix
shall be designed to produce the grade of concrete having the required workability
and characteristic strength not less than the appropriate value. The tar gate
mean strength of concrete mix should be
equal to the characteristic strength plus 1.65 times the standard deviation.
The
objective of concrete mix design is to produce a concrete of desired
compressive strength with adequate workability. Design of concrete mix involves
determine of the proportions of cement , water, course and fine aggregates.
Quality control in concrete –
Adequate
quality control measures should be taken at the site of work. The construction
should result in satisfactory strength serviceability and long term durability
so as to lower the over all life cycle cost. Quality control in construction
activity related to –
i. Proper
design.
ii. Use
of adequate materials and components to be supplied by the producers.
iii. Proper
workmanship in the execution of works.
iv. Proper
care during the use of structure.
v. Materials
for concrete.
vi. The
related plant and machinery, equipments.
vii. The
tasks and responsibility of all persons involved.
viii.
For adequate checking and control.
ix. Maintenance
of adequate documentation.
Q.8.- Suggest a scheme for replacing of
existing early steel plate girders of 10 x 18,3 m span by new MBG welded
girders received at site on a single branch line non electrified section Daily
/ Weekly Blocks of required duration can be arranged on this section and
adequate width is available on abutments and piers for temporary arrangements
and all spans are having flowing water.
Ans.- For replacing of existing early steel plate girders of 10 x 18,3 m span by new
MBG welded girders of the major bridge, The following are the four methods :-
1. By slewing method – This method is
suitable when there is adequate space to accommodate old and new spans on the
abutment and piers.
2. Replacing by sliding method – This
method when there is no space to accommodate
old and new spans on the abutment and piers, the new spans are erected with the
help of trussels.
3. Replacing by Rolling method – In
rolling method the new spans are erected on the approaches hence that line is
blocked. Diversion should be avoided by inserting the turnout before commencing
the replacing work.
4. Replacing by Service span method or
Enveloping method – This is the most reliable method by launching the
service span and replacing can be carried out advantage of this method.
Before
taking the work of replacing CRS should
be approached for his sanction along with the method of replacing. CRS
sanction should be obtained.
Draft
circular notice to be prepared and published for the phase working and blocks.
Phase
I – Obtain suitable block and launch the service span for the Ist span.
Phase
II – Obtain suitable block, change the floor system from old spans to service
span and allow the traffic with restricted speed.
Phase III – Remove the old spans under suitable
blocks.
Phase
IV – Launch the new spans in positions with the help of check trolley under
suitable block.
Phase
V – Under suitable blocks change the floor system from service span to the new
span.
Phase
VI – Under the suitable block roll the service span to the next span.
This
process is repeated till all the ten five spans are replaced.
Q.9.- Write the important items to be
inspected during level Crossing inspection. How do you take census of traffic
at level crossing.
Ans.-Important items
to be inspected during level Crossing inspection -
- Examination of Gate equipment and Gateman in
Rules.
- Obstruction of view.
- Condition
of sleepers and fittings, rails and fastenings inspected at least once a
year or more frequently.
- The
painting of gates and discs.
- Whistle
boards and 'STOP' boards provided on the approaches to level crossings.
- The
Assistant Engineer should inspect the equipment at every manned level
crossing on the sub-division every six months, and examine the Gateman in
rules during his inspection.
- The
Assistant Engineer should scrutinise the manuscript register of level
crossing maintained by the Permanent Way Inspectors and inspect as many
level crossings as possible, when they are completely opened out during
the year.
- Visibility Requirements for unmanned Level
Crossings.
- Provision of speed breakers on the approaches
of level crossing.
- Appointment of
Gatemen , Rosters and Medical fitness Certificates.-
- Gate Lamps and Blinders.
Census
of Traffic at Level Crossings –
Periodical census of traffic at all level
crossings, unmanned/manned should be taken at least once in five years to
review the classification, in the case of manned level crossing and need for
manning in the case of unmanned level crossing. However, for manned level
crossings with traffic density 75000 TVUs or more but less than 1 lakh TVUs,
the census should be taken up once in a 2-1/2 years to determine their
eligibility and priority for replacement with ROBs/ROBs on cost sharing basis.
The total train vehicle units/day (Train units ´ vehicle units) are worked out
taking the census for a week. Train, motor vehicles, Bullock carts and Tongas
Q.10.- Describe briefly the
specifications of machine crushed ballast. What are the important precautions
required while measurement & passing of ballast.
Ans.- 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.
Q.11.- What are the different types of
Patrolling? When these are adopted? What are points to be considered while
preparing the charts?
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.
Points
to be considered while preparing the patrol Charts-
i) Ordinary patrolling will be carried out by a single patrolman, but
in regions where danger from wild animals, dacoits and other risks as in ghat
sections exist, patrolling in pairs may be introduced with the approval of the
Chief Engineer.
ii) All trains carrying passengers between sunset and sunrise get the
maximum protection possible.
iii) As far as possible, each block section will be treated as a unit
and the length will be divided into equal beats. The length of each patrol beat
should not normally exceed 5 km. Where the block section is more than 10 km. an
intermediate flag station, if any, or any other suitable point may be fixed as
intermediate station, to keep the length of beat at about 5 km.
iv) The walking speed of a patrolman may be taken as 3 km. per hour.
v) The maximum distance covered by a patrolman should not normally
exceed 20 km. in a day.
vi) A period of at least & 1/2; hour rest is desirable between
consecutive beats.
vii)If the frequency of train services is high, and one set of
patrolmen is not able to cover all the trains in the section, a second set of
patrolmen may be introduced to reduce the interval.
viii) For giving better protection to all the passenger trains, between
sun-set and sun-rise it would be advantageous to plot the scheduled paths of
all passenger trains and then plot the patrol movement in such a way, so as to
minimise the time interval between patrolling of the beat and passage of train.
Q.12.- ( a ) As an AEN what precautions
you will take while casting of an RCC slab of room.
( b ) Show the details of reinforcement of an over hanging canopy
with a sketch.
Q.13.- You have been posted as an open
Line AEN in charge of works and track. Draw your annual inspection schedule
taking into consideration the latest CE’s Circular on the subject.
Ans.- The important inspection to be carried
out by Assistant Engineer are summarized below –
Works side –
1. Inspection of building and structures - Systematically
inspect all buildings and structures periodically, One fifth every year on a Programme
basis , 10% to
20% test check inspection of structures under each group, He
shall record brief details of repair works to be carried out and plan to carry
out the same.
He should also examine the Petty Repairs Book
maintained by Section Engineer (Works) at stations.
2.
Inspection Of Water Supply - The
Assistant Engineer shall inspect water supply installations. He shall ensure cleaning of
overhead/underground storage tanks and proper disinfection of drinking water
supply.
3.
Inspection of Sewerage and Drainage
System – Periodically inspect sewerage and drainage systems and its efficient performance.
4. Inspection of Railway affecting works/
Railway affecting tanks (RAW/RAT) - Assistant
Engineer shall jointly inspect with civil authorities, all RAW/RAT before the
monsoons every year and arrange for their safe maintenance to avoid any danger
to nearby tracks and structures. Records
of these annual inspections should be kept in registers as prescribed.
5. Land & Land Boundaries
- Periodically inspect land and land boundaries in his jurisdiction.
6. Private Siding –
Inspect Private sidings maintained by private parties once in six month.
7.The
Assistant Engineer should associate himself with various Committees and Groups
such as the Colony Committee, the Sanitation Committee and the Station
Improvement Group as decided by the Administration and take prompt action
for items pertaining to his jurisdiction.
Schedule
of Inspection Of Assistant Engineer ( as per C. E. circular No. 153 )
Schedule of Inspection in connection with maintenance of station
and important Service building and structures as per C. E. Circular No. 153 are
as under –
|
Category
of building to be inspected
|
AEN
|
|
1.Staff Quarters- ( a ) Staff quarters at wayside stations .
( b ) Staff quarters in major colonies.
2.Other important Structures and Service buildings- ( A )
Station buildings ( i ) Station with
waiting rooms & refreshment rooms. Way side stations.
( ii ) Junction and important Stations.
( B )
( ii ) Running room.
( iii ) Cabins.
( iv ) Dispensaries.
( v ) Hospitals.
( vi ) Administrative offices.
( vii ) All sheds ( Loco, Goods , IRS type cover over.
( viii ) Roads, Platforms surface.
( ix ) FOB, ROB, RUB.
3.Water Supply – ( a ) High Service tanks & Under ground
tanks.
( b ) Filter Plants and Chlorination plants.
( c ) open well and tube wells.
( d ) Reservoirs Dams Infiltration galleries.
4.Drainage –( a ) Under ground drainage system.
( b ) Oxidation ponds. ( c ) Septic tanks. ( d ) Manholes. ( e )
Aqua type chambers.
5.Gardening – ( a ) Lawn –
(
b ) Nursery.
6.Land – ( a ) Verification of land boundary in station yard (
where IOW is Stationed )
( b ) Checking encroachments.
( c ) Licensing of land .
( d ) Shops.
7.Stores.- Departmental verification of stores.
|
Once in 2 years.
Once in a years.
Half Yearly
Quarterly
Half Yearly
Quarterly
Half Yearly
Half Yearly
Quarterly
Quarterly
3 Years
Yearly
Yearly
Yearly
Quarterly
Yearly
Yearly
Once a year.
10 Nos. in 2 years.
Once in 6 months
Quarterly
Once in 2 years.
Quarterly
Yearly
Once in 3 years
|
1. Inspection of Permanent
Way – The
important inspections to be carried out by the Assistant Engineer are
summarised below :
(1) Trolly Inspection – The entire sub-division should be
inspected by trolly once a month.
(2) Fast
Train Inspection – The entire subdivision should be covered by Engine (foot
plate) once in a month.
(3)
Inspection of Level Crossings – He should inspect all the manned level
crossings once in six months.
(4) Checking of curves –
The Assistant Engineer shall check at least one curve in each P. W. I.’s
jurisdiction every quarter by verifying its versine and super-elevation.
(5) Checking of Points and
Crossings – He shall inspect once a year all points and crossings on passenger
lines and 10 percent of the points and crossings on other lines.
(6) Monsoon Patrolling –
When Monsoon Patrolling is introduced he should check the work of Patrolman at
night once in a month.
(7) Track
on Bridges – The track on Girder Bridges should be inspected as a part of the
annual Bridge inspection.
(8) Scrutiny of Registers during
Inspection– He should scrutinise the registers maintained by P W I, such as Creep
register, Curve register, Points and Crossing register, SEJ and Buffer rail
register, Gap Survey register and Section register.
(9) Inspections of L W R /
C W R Track – The Assistant Engineer shall inspect the SEJs/Buffer rails provided in the
L W R / C W R track once in every six months.
Q.14.- What are the items to be attended on the track for getting
best result from machine tamping at the following periods –
i) Before Tamping.
ii) During Tamping.
iii) After Tamping.
Ans.- The following items to be attended on the track for
getting best result from machine tamping –
( i ) Before Tamping -
i.
Field survey should be carried out to determine existing profile
of track.
- The
beginning and the end of curve/transition curves should be marked on
sleepers. Super-elevation and slew should be marked on alternate sleeper
to act as guide for the operator.
iii.
Ballast shall be heaped up in the tamping zone to ensure effective
packing.
- Hogged,
battered and low joints shall be attended.
- Low
cess should l be made up.
- Track
drainage should be improved for better retentivity of packing, Pumping
locations should be attended. Ballast should be replaced with clean and
angular ballast.
- Deficient
fittings and fastenings should be made good and all fittings and
fastenings like fish bolts, keys, cotters, loose jaws, elastic rail clips,
pads etc should be properly tightened. Worn out fittings should be
replaced.
- Broken
and damaged sleepers shall be replaced.
ix.
Sleepers should be squared, correctly spaced and gauge corrected.
- Destressing
of rails, adjustment of creep, expansion gaps in joints, buffer rails and
SEJs etc.,if necessary shall be carried out.
- Guards
rails at the approach of bridges and check rail shall be removed
temporarily.
- All
obstructions such as rail lubricators, signal rods, cable pipes, which are
likely to obstruct the tamping tools should be clearly marked and made
known to the operator before the start of the work.
- In
electrified sections, the earthing; bond should either be removed or
properly adjusted for tamping.
( ii )
During Tamping –
- The
gap between top edge of the tamping blade and the bottom edge of the
sleeper in closed position of the tamping tool should be adjusted
depending upon the type of rail and sleepers. The gap for different types
of sleepers will be as under:
a)
Metal sleeper : 32-25mm
b)
Flat bottom sleeper : 10-12mm
- The
tamping (Squeezing) pressure should be adjusted according to the type of
sleeper as under:
a)
CST-9 sleeper : 90 - 100 kg/sq.cm
b)
ST or wooden sleeper : 100 - 110 kg/sq.cm
c)
PSC sleeper : 110 - 120 kg/ sq.cm
- Care
should be taken to ensure that tamping tools are inserted centrally
between the sleepers into the ballast to avoid damage to sleepers. The number
of insertions of the tamping tool per sleeper varies with the type of
sleeper and the amount of track lift to be given. While tamping, following
guidelines should be adopted:-
a)
CST-9 sleepers and steel trough sleepers may require double
insertion before passing on to the next sleeper.
b)
Wooden sleepers, require one insertion up to 20 mm lift and two
insertions for lifts above 20mm.
c)
One additional insertion for joint sleepers will also be required.
d)
Concrete sleepers require one insertion up to 30 mm lift. Two
insertions may be required for lifts above 30mm.
- For
maintenance packing, squeezing time of 0.4 second to 0.6 seconds should
normally be adequate. Higher squeezing time may be required for track with
caked up ballast.
- The
machine should have full complement of tamping tools. The tamping tools
should not be loose or worn out. The wear on the tool blade should not be
more than 20% of its sectional area.
vi.
A ramp of 1 in 1000 shall be given before dosing the day's work
and obligatory point.
- Care
shall be taken to provide for Slew and lift compensation as necessary. Heavy slewing or
lifting should normally be done in steps of not more than 50 mm. For
LWR/CWR track, the relevant provisions of. LWR manual shall be adhered to.
- During
tamping, the parameters of tamped track should be checked immediately
after tamping for cross level and alignment and necessity corrective
action should be taken.
( iii ) After
Tamping –
- Checking and
Tightening of loose fittings.
- Replacement of
broken fittings.
- The ballast
shall be dressed neatly. Proper consolidation of ballast between the
sleeper shall be done.
- Final track
parameters should be recorded with the help of recorders provided in the
tamping machine. A copy of this record should be kept with the Section
Engineer (
- If the recorder
is not available, then track parameter of at least four stretches of 25
sleepers per kilometer of tamped track should be recorded. In addition,
the versines and super-elevation of curves shall be recorded for at least
ten stations at a specified cord length.
- The fixtures
like check rails removed during pre-tamping operation should be restored.
Q.15.- What are the various items to be checked while inspecting
1 in 12 turnout on PSC sleeper with CMS crossing and curved switch.
Ans.- After laying in track, the
resurfaced points and crossing shall be inspected quarterly in order to record
the amount of wear on the nose, left wing and right wing rail as well as stock
and tongue rail and also for the structural soundness, presence of disintegration
or any other defects. Wear shall be recorded in crossing at ten different
locations marked (A1, A3, B1, B3, C1, C2, C3, D1, D2 & D3) as shown in Fig
and in tongue rails at seven different locations starting from one at toe to
places each 100 mm away towards heel side and up to 600 mm from the toe.
The following aspect of these points & crossings should be
regularly checked and recorded in a register –
Maximum misalignment on 7.5 m
chord any where on the run through lie from the stock rail joint to the backing
of the crossing. Misalignment defect beyond 3 mm are to be attended to within 3 days of
inspection. Cross level at 15 cm from the nose of crossing defects beyond 4 mm
are to be attended to immediately.
Wear at the nose of the crossing on high speed route of BG wear
should not exceed 4 mm.
**********************************
PART ‘A’
Q.1.- Describe in brief format in
which a Detailed Estimate of Construction covering all activities will have to
be arranged ( without quantities ) for
Or
Railway siding for a cement Plant on
deposit Term Basis.
PART ‘B’
Q.1.- ( b ) How Group
‘D’ vacancies are filled up these days on Railways.
Q.2.- What procedure is to be adopted for change of
classification of staff from one category to other under HOER Rules.
