SHUNTING- GR 5.13 to 5.21
SHUNTING:
Shunting means the movement of a vehicle or vehicles with or without an engine on of any engine on any other self-propelled vehicle for the purpose of attaching, detaching with the train transfer on for any other purpose.
TYPES OF SHUNTING
1. Hand shunting
2. Loose shunting
3. Hump shunting / Fly shunting
4. Push and pull shunting
HAND SHUNTING:-
Hand shunting means pushing the vehicle/the vehicles by using man power for the purpose.
RULES OF HAND SHUNTING:-
1. Hand shunting shall be performed only under the supervision of responsible traffic staffs.
2. The coolies shall push such vehicles, in between the buffer or by the side of the vehicle.
3. The Hand brakes should be in proper working condition.
4. Where the gradient in the station /yard are within 400 meters beyond the outer most points is steeper than 1 in 400 No hand shunting or loose shunting of vehicle is permitted.
MERITS OF HAND SHUNTING:-
This type of shunting is beneficial from economical point of view because no engine or fuel is used.
DE-MERITS OF HAND SHUNTING:-
1. This type of shunting is very time consuming. So it is performed at those stations or in yards, where the frequency of shunting is very low. More man-power is utilized in this type of shunting.
LOOSE SHUNTING:-
Loose shunting means vehicles being pushed by an engine and being allowed to run forward unattached so that the vehicle shall reach the line for which the points are set.
Loose shunting shall not be performed in the case following vehicles.
1. Empty or loaded coaching vehicle,
2. Wagons loaded with livestock,
3. All types of tank wagons,
4. Wagons loaded with dangerous/ Explosive or Inflammable materials,
5. Wagons loaded with heavy machinery,
6. Cranes,
7. Wagons loaded with ODCs,
8. Damaged vehicles,
9. All other vehicles for which loose shunting is forbidden.
MERITS OF LOOSE SHUNTING:-
1. Train can be ready in lesser time.
2. Delay of wagons in the yard can be minimized.
3. Shunting Engine hours is minimized.
DEMERITS OF LOOSE SHUNTING:-
1. Wagons will be prone to damaged,
2. The consignment loaded in the wagon is damaged, so chances of claims are increased.
3. More skids, potter and brake changers are utilized. So it is less safe.
FLY SHUNTING:- Fly shunting is prohibited on the Central Railway except in hump yards which are mechanized. Fly shunting applies to two or more vehicles after receiving an impetus from an engine are uncoupled while on move by the points being sharply reversed between the vehicles in order to send them on desired line.
MERITS:-
1. This type of shunting is consuming very less time.
DEMERITS:-
All those which are described in loose shunting.
PUSH & PULL SHUNTING:- This is very safe mode of shunting. At present most shunting is performed by this method. Wagons are pushed on pulled by engines. So this method is called push and pulls shunting. This shunting is performed under the control of shunt signal or by hand signal. MERITS:- This method is very safe. Neither the wagons nor the consignment loaded in the wagons are damaged. There is no chance of derailment.
DEMERITS:- This method of shunting is more time consuming.
GENERAL RULES OF SHUNTING (SR 5.13-1 & 5.14-1)
1. Loco pilot should be given shunting order-T/806. However at station other than road side stations where separate shunting staffs are posted and regular shunting movement takes place within the defined area, the shunting authority T/806 is not required.
2. Shunting must be performed under the supervision of properly authorized operating staff. It is performed only by the engine driver on the instruction of Station Master, Yard Master, Shunting Master, Guard (In case of road side station) or whoever may be in charge of shunting operation.
3. The shunting of train from one line to the other across the main line shall be conducted by the Guard under the SM’s instruction. The Guard shall travel in his brake-van while a train is being shunted. At this time the shunting will be done by an A grade pointsman.
4. Maximum speed of shunting should not exceed 15 kmph.
5. Maximum speed of shunting of wagons loaded with Dangerous/Explosive/Inflammable goods should not exceed 8 kmph.
1. Train can be ready in lesser time.
2. Delay of wagons in the yard can be minimized.
3. Shunting Engine hours is minimized.
DEMERITS OF LOOSE SHUNTING:-
1. Wagons will be prone to damaged,
2. The consignment loaded in the wagon is damaged, so chances of claims are increased.
3. More skids, potter and brake changers are utilized. So it is less safe.
FLY SHUNTING:- Fly shunting is prohibited on the Central Railway except in hump yards which are mechanized. Fly shunting applies to two or more vehicles after receiving an impetus from an engine are uncoupled while on move by the points being sharply reversed between the vehicles in order to send them on desired line.
MERITS:-
1. This type of shunting is consuming very less time.
DEMERITS:-
All those which are described in loose shunting.
PUSH & PULL SHUNTING:- This is very safe mode of shunting. At present most shunting is performed by this method. Wagons are pushed on pulled by engines. So this method is called push and pulls shunting. This shunting is performed under the control of shunt signal or by hand signal. MERITS:- This method is very safe. Neither the wagons nor the consignment loaded in the wagons are damaged. There is no chance of derailment.
DEMERITS:- This method of shunting is more time consuming.
GENERAL RULES OF SHUNTING (SR 5.13-1 & 5.14-1)
1. Loco pilot should be given shunting order-T/806. However at station other than road side stations where separate shunting staffs are posted and regular shunting movement takes place within the defined area, the shunting authority T/806 is not required.
2. Shunting must be performed under the supervision of properly authorized operating staff. It is performed only by the engine driver on the instruction of Station Master, Yard Master, Shunting Master, Guard (In case of road side station) or whoever may be in charge of shunting operation.
3. The shunting of train from one line to the other across the main line shall be conducted by the Guard under the SM’s instruction. The Guard shall travel in his brake-van while a train is being shunted. At this time the shunting will be done by an A grade pointsman.
4. Maximum speed of shunting should not exceed 15 kmph.
5. Maximum speed of shunting of wagons loaded with Dangerous/Explosive/Inflammable goods should not exceed 8 kmph.
6. Impact speed of 5 NBOX wagon should not exceed 2 kmph.
7. Impact speed of 1 BOX wagon should not exceed 5 kmph.
8. The Outer, Home and the Last Stop Signal shall not be taken OFF for shunting movement.
9. If interlocking permits, lock bar shall be used to lock facing points at interlocked station. Otherwise all points at non-interlocked stations shall be locked either by a clamp/trough bolt with a pad lock provided points are not governed by shunt signal.
10. When there are two engines (multiple head), then shunting shall be performed by one engine only. But if two engines are connected as multiple engines, then they will be considered as one and shunting shall be performed.
11. Generally during shunting, there should be sufficient vacuums/air pressure throughout the train.
12. When vehicles are taken outside the Last Stop Signal for shunting, the last vehicle should be provided with TL/TB on red banner to ensure that all the vehicles are out of the block section.
13. At ‘B’ class station on the single line, where the gradient beyond the outermost points is steeper than 1 in 400, if shunting has to be performed in the direction of the train running towards the station section the engine should be towards the up side.
14. All the staffs related to shunting should thoroughly understand the instructions of shunting and Guard should understand all the shunting restriction on that station.
15. Shunting instructions once given should not be changed and points should not be changed unless shunting operation is complete and shunting staffs have been advised.
16. Coupling must not be hanged down or dragged.
17. While attaching engines to the passenger train, the engine should be stopped at 20 meter away from the train and there after coupled carefully. It is the responsibility of SM and Guard to inform the passengers about the shunting.
18. Hand signal should be exhibited in such a manner that it is clearly visible to the driver. If hand signals are shown from a cabin such signals must be repeated by the person in charge of shunting operation from the ground. The driver shall act only on the latter’s signals if shunting is performed on the basis of fixed signal/shunt signal there is no need of exhibiting hand signal.
19. The vehicles should be secured by the pointsman/ porter after shunting. The SM/ Guard on shunting supervision should ensure it.
20. If any Engine, other than that involving shunting with passenger carrying train is required to be brought in rear of passenger carrying train, it should be accompanied and hand signal by shunting staff and stopped in rear of passenger carrying train at minimum separation distance of 50 meters between the train and the engine.
7. Impact speed of 1 BOX wagon should not exceed 5 kmph.
8. The Outer, Home and the Last Stop Signal shall not be taken OFF for shunting movement.
9. If interlocking permits, lock bar shall be used to lock facing points at interlocked station. Otherwise all points at non-interlocked stations shall be locked either by a clamp/trough bolt with a pad lock provided points are not governed by shunt signal.
10. When there are two engines (multiple head), then shunting shall be performed by one engine only. But if two engines are connected as multiple engines, then they will be considered as one and shunting shall be performed.
11. Generally during shunting, there should be sufficient vacuums/air pressure throughout the train.
12. When vehicles are taken outside the Last Stop Signal for shunting, the last vehicle should be provided with TL/TB on red banner to ensure that all the vehicles are out of the block section.
13. At ‘B’ class station on the single line, where the gradient beyond the outermost points is steeper than 1 in 400, if shunting has to be performed in the direction of the train running towards the station section the engine should be towards the up side.
14. All the staffs related to shunting should thoroughly understand the instructions of shunting and Guard should understand all the shunting restriction on that station.
15. Shunting instructions once given should not be changed and points should not be changed unless shunting operation is complete and shunting staffs have been advised.
16. Coupling must not be hanged down or dragged.
17. While attaching engines to the passenger train, the engine should be stopped at 20 meter away from the train and there after coupled carefully. It is the responsibility of SM and Guard to inform the passengers about the shunting.
18. Hand signal should be exhibited in such a manner that it is clearly visible to the driver. If hand signals are shown from a cabin such signals must be repeated by the person in charge of shunting operation from the ground. The driver shall act only on the latter’s signals if shunting is performed on the basis of fixed signal/shunt signal there is no need of exhibiting hand signal.
19. The vehicles should be secured by the pointsman/ porter after shunting. The SM/ Guard on shunting supervision should ensure it.
20. If any Engine, other than that involving shunting with passenger carrying train is required to be brought in rear of passenger carrying train, it should be accompanied and hand signal by shunting staff and stopped in rear of passenger carrying train at minimum separation distance of 50 meters between the train and the engine.
21. Carriages occupied by passengers must not be moved without warning the passengers and Guard shall see that vacuum/air brake is connected up and points are set correctly.
21. When shunting is done simultaneously from both ends, person in-charge of shunting must inform the CASM/Switchman/Cabin man at his end to inform the CASM/Switchman/Cabin man at the other end to advise the person in charge of shunting at the other end before shunting/backing a train which may foul a line on which shunting is done from other end. He shall also depute a man in rear of load to pin down hand brakes to prevent the points in rear being fouled and exhibit a danger signal when the fouling mark is being reached.
22. Except under the supervision of an operating ‘Officer, no hand shunting by hands is permitted.
23. SM must personally ensure that the following practices are prohibited-
Uncoupling of vehicles in motion,
Riding on buffers/screw couplings in motion,
Getting between vehicles before the engine comes to a stop,
Passing under vehicles during shunting,
Sheltering under wagons,
Sleeping in the yard,
Working on vehicles under repairs without protection,
Keeping slip coaches on a blocked line in rear of a passenger train.
Shunting in block section:
If it is required to perform shunting in block section, the line shall be blocked back or blocked forward by the SM.
In such cases, one of the following authorities is given to the Loco Pilot to enter into the block section for the purpose of shunting:
(a) Shunting key; or
(b) Block occupation key; or
(c) Taking ‘Off’ the shunt signal provided below the last stop signal; or
(d) Private No. in lieu of block back or block forward on T / 806
PRACTICES TO BE PROHIBITED AT THE TIME OF SHUNTING
- Un-coupling of vehicle in motion.
- Riding on buffers/screw couplings in motion.
- Getting between vehicles before the engine comes to a stop.
- Passing under the vehicles during shunting.
- Sheltering under wagons.
- Sleeping in the yard.
- Working on vehicles under repair without any protections.
- Keeping slip coaches on a blocked line in near of a passenger train.
SHUNTING IN BLOCK SECTION
Whenever shunting is permitted in block section either in near or in front, the SM, after blocking back/forward the line as the case may be, shall issue T/806 authorizing the Driver to enter into the block section for shunting purpose. One of the followings may be given to the driver.
a. Shunting key, or
b. Block occupation key, or
c. Taking off the shunt signal provided below the last stop signal, or
d. Private No. In lieu of block back or block forward on
T/806 PRECAUTIONS TAKEN TO PREVENT DE-RAILMENT DURING SHUNTING IN THE STATION
1. Hand signal shall be shown for shunting after ensuring that the relevant points are correctly set and locked.
2. The lever man/switch man shall show danger signal while changing the points.
3. Correct implementation of hand signal.
4. After observing the hand signal of shunting staff for change of points, the cabin man shall first ensure the train has stopped and then he shall change the points and show hand signal from the cabin.
FOLLOWING TRAIN SHUNTING ON A DOUBLE LINE-GR.8.06
1. Shunting or obstruction for any other purpose shall not be permitted in the block section in advance unless it is clear and blocked forward, provided when the block section in advance is occupied by a train travelling away from the station shunting or obstruction may be permitted behind the train under special instructions taking into consideration the speed, weight and brake power of the train and the gradient on the section. As soon as intimation has been received that the train has arrived at the block station in advance the line shall be blocked forward if it is still obstructed.
2. Station master shall obtain permission of SCOR before performing such shunting.
3. Following the train traveling away from the section, T/806 is issued to the Loco pilot of the shunting train, clearly mentioning that “Shunting is being done following a train traveling away from the station”. The number and departure time of the train traveling away from the station along with the Private No. of block forward, if necessary, is mentioned on the authority.
SHUNTING OUTSIDE THE STATION SECTION ON SINGLE LINE
Block back shall be taken while shunting is performed in the block section. But where the Token Block Instrument is provided, shunting can be performed up to the outer signal in TALQ system and up to the Home signal in MAUQ/MACLS system without block back, provided line clear has not been granted to any train. As soon as line clear is asked by the SM at other and then the line shall be blocked back immediately.
NOTE: - On single line where token-less instrument is provided the line should be blocked back while shunting is done in the block section.
SHUNTING IN THE FACE OF APPROACHING TRAIN AT A ‘B’ CLASS STATION ON SINGLE LINE SR.5.14-2
a. Shunting may be performed within the station section unless prohibited by the Station Working Rule.
b. At stations where there is a gradient steeper than 1 in 400 falling away from the station within the station section towards the approaching train, shunting should be performed with the engine leading towards the gradient.
c. On Narrow gauge section shunting must not be performed at the station after line clear is give for a train to approach and until the train has arrived and come to a stop at the Outer Signal and the SM has personally satisfied himself in this regard.
SR-5.20-2 SHUNTING ON LINES AT STATION WITH FALLING GRADIENT AND NOT ISOLATED FROM MAIN LINE
a. At the station having falling gradients away from the station, while performing shunting the shunting engine should be leading towards the falling gradient.
b. AT a station where it is not feasible to have shunting engine towards the falling gradient shunting may be performed from other end provided no line clear has been granted to the train coming from opposite direction such shunting shall be permitted up to the station building/45meters short of the points from where the falling gradient commence.
c. Additional precautions shall be observed while performing shunting.
I. No loose shunting shall be permitted.
II. Load should be fully on vacuum/air brake.
III. Detached wagons are secured by applying hand brakes and use of wedges.
IV. While taking engine on load it should be stopped 20 meter short of the load and then be taken cautiously on load to avoid bumps.
V. The point beyond which shunting shall not be permitted should be clearly demarcated. d. There Rules should be incorporated in the SWR of the concerned station.
a. Shunting may be performed within the station section unless prohibited by the Station Working Rule.
b. At stations where there is a gradient steeper than 1 in 400 falling away from the station within the station section towards the approaching train, shunting should be performed with the engine leading towards the gradient.
c. On Narrow gauge section shunting must not be performed at the station after line clear is give for a train to approach and until the train has arrived and come to a stop at the Outer Signal and the SM has personally satisfied himself in this regard.
SR-5.20-2 SHUNTING ON LINES AT STATION WITH FALLING GRADIENT AND NOT ISOLATED FROM MAIN LINE
a. At the station having falling gradients away from the station, while performing shunting the shunting engine should be leading towards the falling gradient.
b. AT a station where it is not feasible to have shunting engine towards the falling gradient shunting may be performed from other end provided no line clear has been granted to the train coming from opposite direction such shunting shall be permitted up to the station building/45meters short of the points from where the falling gradient commence.
c. Additional precautions shall be observed while performing shunting.
I. No loose shunting shall be permitted.
II. Load should be fully on vacuum/air brake.
III. Detached wagons are secured by applying hand brakes and use of wedges.
IV. While taking engine on load it should be stopped 20 meter short of the load and then be taken cautiously on load to avoid bumps.
V. The point beyond which shunting shall not be permitted should be clearly demarcated. d. There Rules should be incorporated in the SWR of the concerned station.
