Infrastructure
Geo-technical Engineering
New Technology in Geo-technical Field
•
So far Railway embankment used to be constructed
with locally available soil only. This had the limitation
of carrying low axle load, broad width due to flat side
slope and living with poor quality track.
•
These short coming are to over come with the use of
NEW TECHNOLOGIES like :
(a) By conducting Study on Higher Axle Load on Railway
Formation. Also undertaking project with TTCI for
further study.
(b) By reinforcing earth embankment to strengthen the
embankment and overcome the space constraint
problem in metro cities.
New Technology in Geo-technical Field
(c) By studying “Problem
and
Principles
of
Managements
of
Desert
Soil”
and
suggesting
remedial
measures. This helps in
maintenance problems
in desert areas.
(d) By
studying
“Liquifaction of Soil”.
This helps in taking
measures
to
avoid
embankment failures in
Earthquake
prone
areas.
New Technology in Geo-technical Field
(e) Using Soil nailing technique to
construct embankment in
space constraint areas by
restricting
the
width
requirements and to protect
steep/unstable slopes.
(f) Developing technology for
Rock/Boulder fill embankment.
This
economies
the
construction cost in hilly
areas.
New Technology in Geo-technical Field
(g) By enhancing use of Geo Grid, Geo Textiles, Geo
Jute, and Coal Ash in embankment construction.
This economies construction and improves load
carrying capacity of embankment.
Laying of Geogrid in new works
Laying of Geogrid in rehabilitation works
Various Application Of Geo-Synthetics
New Technology in Geo-technical Field
By studying “Suitability of Blast Furnace Slag as
Track Ballast”. This reduces the ballast cost and
maintainability of track. On the other hand it will
develop the eco friendly environment by reducing
the stack of waste slag near steel plants.
Slag collection at steel plant
Blast furnace slag
Important completed Projects in
GE Directorate
GUIDELINES•
Guidelines for Earthwork in Railway Projects
•
Guidelines for cuttings
•
Geotechnical testing for Railway Engineers for quality control
•
Guidelines on Erosion and Drainage of Formation
•
Guidelines for construction on Soft Soil
•
Guidelines on Rehabilitations of weak formation
•
Guidelines for use of Jute Geo textile and its adoption on Indian
Railways
•
Guidelines for Blanket layer Provision on track formation with emphasis
on Heavy Axle Load train operation
SPECIFICATIONSSpecifications for Mechanically produced blanket material.
Important completed Projects in
GE Directorate
TECHNICAL REPORTS•
Various methods Formation Rehabilitation on Indian Railways
•
Pre fabricated Vertical PVC drainage systems for construction of
Embankment on compressible soft soil
•
Design of Reinforced Earth Structure
•
Soil Nailing Techniques
•
Design and Construction Rock-Boulder filled embankment
•
Problems of Track Maintenance in Desert areas and their
Management
•
Suitability of LD slag as track ballast
•
Liquefaction of soils
•
Study of ballast penetration with different type of soils
Important Projects in progress
PROJECTS WITH TTCI•
Consultancy project for test track of RDSO
•
Development and up gradation of track for Heavy Axle load
•
Assessment and development of Bridge approach transition system
OTHER PROJECTS4.
Pilot study for technical suitability of Coal Ash in Railway embankment
5.
Numerical modeling of Railway tracks on compacted Sub grade with IIT
Delhi
6.
Development of equipment for determination of In-situ moisture content
and density of Railway track formation soil compacted layer
PROJECT PLANNEDCentrifuged modelling at IIT Mumbai
Infrastucture
Research
ON
BRIDGES
12
Heavy Axle Load Operation:
1.Development of load model and fatigue design
criteria for design of steel girder bridges for heavy axle
load operation on proposed dedicated freight corridor.
2.Guidelines for running of 25t axle load, CC+8+2t
(22.82t axle load) and CC+6+2t(22.32t) axle load train
on existing bridges issued.
3.Associated with Zonal Railways for Instrumentation
of bridges to assess the actual loadings on the bridges
an d to access the capacity of bridges to carry Heavy
Axle Loading.
4. Development of software for working out the
Bending Movement and Shear Force for working out
forces based on actual Train Load.
13
Research Projects
1 Residual Life assessment of concrete
and masonry Bridge structures.
large number of masonry and
concrete bridges on Indian Railways have been in
service for more than 60 years. To assess residual
life of these bridges, project has been taken on
hand
14
2
Vibration Signature Analysis & Condition
Assessment of Bridges using Vibration
Signature Analysis
Vibration signature analysis can be used as a rapid
condition assessment tool. This requires bridge specific
modeling data processing and decision making software
which need to be developed. This project is being
executed in association with IIT/Bombay.
15
3
Bridge Scour estimation, measurement and protection
and using of various real time scour monitoring system
like TDR, TTS,SMC and SA etc.
The research project will help to get mathematical formulae to
access scour around pier/abutment in bridge for different types
of river beds. These mathematical expressions will be
validated by existing data, actual real time scour by using
monitoring equipments and laboratory modeling. Measures to
reduce scour will be suggested. These suggestions will be
implemented in field and scour will be monitored to validate
suitability of these measures. The project is being done in
Association with IIT/ Kharagpur.
4 Seismic Isolation and Protection System and
Development of Guidelines/Codes for Earthquake &
Laboratory Facilities for Testing of Bridges
Rly. is not having any code/guideline for seismic design.
There is also a need of preparing guidelines for rehabilitation
of bridges damaged during earthquake and also to strengthen
existing bridges for seismic forces. Use of seismic isolation is
not known in Indian Railways. So this project has been taken
up in association with IIT/Kanpur,
17
5
Provision of LWR on Railway Bridges
To calculate the forces coming on the bridges from
long welded/ continuous welded type rails so as to lay
the LWR/CWR over the bridges.
18
Study and effects of temperature gradient
in concrete box girder bridges.
6
To study temperature gradient across concrete section in
bridges and to recommend for taking necessary
provisions in IRS codes to take care effect of temperature
gradient in concrete.
19
7 Revision of fatigue provisions in IRS
Steel Bridge Code
To review the existing fatigue provisions of Steel
Bridge Code with respect to other International
Practice and give revised draft provisions for
adoption. The project is being done in association
with IIT/Roorkee.
20
8 Capability Assessment and Condition Monitoring
of Bridges
1. Background :
• Bridge rating
Approx. 75% Bridges are more than 60 year old out of
which 42% Bridges are more than 100 year old.
Bridges have been designed for various Bridge Loading
Standards based on
hypothetical loading.
At present there is no system of rating of existing
Bridges. Capacity assessment of existing Bridges for
Heavy Axle Load is being done based on theoretical
design criteria.
21
This has resulted in Re-building/ Rehabilitation/
Strengthening of Bridges or imposition of Severe Speed
Restrictions.
It is proposed to do such rating for Bridges on Indian
Railway based on AREMA Guidelines modified to Indian
Conditions.
This will help in prioritization of Bridge Re-building/
Rehabilitation/ Strengthening works
22
Condition Monitoring System:
•
Condition Monitoring System will be used to assess
the real time health of Bridges. This will include:
Continuous/ Intermittent monitoring of critical
parameters like Strains, Temperature,
Wind,
Deflection,
Displacements,Tilt
etc
by
Instrumentation and analysis.
This system will provide various integral alert levels
for critical parameters.
Assessment
and development
approaches transition system:
of
bridge
Elastic behavior of track changes suddenly from
approach bank of bridge to bridges. Due to this
train experience jerk.
23
• In order to ensure smooth running of trains,
transition system at bridge approaches is
required.
• At present bridge transition system is provided as
per para 605 of IRBM and para 6.4.2 of
“Guidelines for earthwork in Railway projects July
2003”. The provisions are irrespective of height of
approach embankment, type of bridges, type of
routes.
•
In view of heavy axle load and high speed trains,
improvement in the transition system on bridge
approaches is essential.
24
Objective of Project:
• Methodology and guidelines for capability assessment of
existing Bridges for heavy axle loads.
• Development of Condition Monitoring System.
• Assessment and development of bridge approaches
transition systems
25
Infrastructure Developments
on
TRACK
Important works
Tackling problem of corrosion.
Improved elastic fastenings.
Rubber pad.
USFD.
Broken Rail Detection
Improved Thermit Welding.
Points and crossings.
Alternative to Bridge Timber.
Anti Sabotage and anti-theft measures.
Long Welded rails.
Track structure for 25t Axle load.
Works related to DFC.
Development Of Technology For High Speed
Trains
Indian Railway’s March Towards
Higher Speeds
•
Introduction of the Rajdhani Express from 1st
March, 1969 was the first step towards higher
speeds on IR. its present peak speed is 130 km/h.
•
•
•
Indian Railway’s March Towards Higher
Speeds
A second phase of increase in speeds has been commenced
with the introduction of LHB coaches that provide better
riding quality even at higher speeds.
Increase of maximum speed of Bhopal Shatabdi to 150
kmph between New Delhi and Agra is the first step in this
direction. Coming years will see more and more of such
trains.
As a next step, extension of benefits of LHB Coaches,
WAP5 and WDP4 to 200kmph high speed passenger trains
at 200 kmph and goods trains at 120 kmph should be
considered on existing railway lines as dedicated track for
passenger train will take long time and heavy investment.
Issues Connected with Speeds More
Than 150 Kmph:
• Aspects pertaining to following are to be
studied:
–
–
–
–
–
Locomotives Carriages
Formation
Track
Bridges
Signalling & Electrical Traction Installations
Operating matters
Feasibility Study to be done to identify large
number of technical, R&D Projects and same to
be undertaken
Proposed High Speed Vision for IR
As a short term implementable solution,
RDSO proposes to implement project for
160/200 kmph with the following features ;• To upgrade existing rolling stock and track
& signal at low cost.
• To use existing signal locations by reducing
braking distance by use of E.P. Brakes.
Proposed High Speed Vision for IR
• To develop track fencing in a socially accepted
manner by making adequate number of
RUBs/ROBs.
• To identify and conduct time bound R&D in
areas of infrastructure that need special
strengthening and study especially, Bridges,
Formation, Point & Crossings, SEJs, Approach
to bridges, OHE and current collection.
Works related to Operation of 25t
Axle Load
Track Structure
• Track structure for operation of 25t axle load was
proposed for discussion by RDSO Track Standard
Committee (TSC).
• Based on the inputs of RDSO and discussions in
the TSC, Track Policy Circular No 2 of 2006 was
issued by Railway Board laying down track
structure for 25t axle load.
Track Structure
• Track structure for all future track renewals, construction of new lines,
doubling etc
Rail Section
Sleeper and Density
Ballast Cushion
Points and Crossings
60Kg 90 UTS
PSC, 1660/Km
300mm
Fan shaped layout with 60Kg
curved switches
• Existing track structure consisting of 52Kg/90UTS rails on PSC
sleeper with 1540/km and 250mm ballast cushion is suitable for
running at a restricted speed of 60kmph for BOXN and similar
wagons.
• Sidings: 52Kg/90UTS (60kmph)/ 52kg/72UTS (30 kmph), PSC
sleeper, 1540/km and 250mm ballast cushion.
Maintenance Practices
• Grinding has been prescribed as an essential
maintenance practice for 25t axle load operation.
• Close monitoring of track components namely
rail, sleeper, rail clip, rubber pad, liner, ballast and
formation and corrective action.
• USFD testing of rail covering gauge face corner to
control rail fractures on account of un detected
Rolling Contact Fatigue (RCF) defects.
Wagons Cleared
• BOBSNM1 on Dalli Rajhara- Bhilai
Section
• BOXNEL on Banspani- Daitari- Paradip
section
• BOYEL on KK line
Works related to DFC
Track Structure
• It is planned to enter into an MOU with TTCI for design of track structure
for operation of 32.5t axle load.
• Tender documents in this regard have been prepared and the same are
under approval of Railway Board.
• However, certain studies/design activities have been carried out in this
connection based on the knowledge available.
• It is pertinent to point out that precise design of various track components
require specific studies such as simulation, FEM analysis, laboratory and
field evaluation.
• All these activities are vital and these have been planned under MOU with
TTCI. In view of above, designs may under go substantial change based on
input received through TTCI on various issues involved.
Track Structure
• Rails
– Literature survey indicates that operation of axle load in excess of 26t
uses 68kg/m section.
– Although UIC 68 rail section is available, literature survey does not
indicate the use of the same anywhere.
– On the other hand, use of equivalent section namely, 136RE are
commonly used on North-American Railroads and Canadian Railways.
In view of above, use of 136RE 14 rail sections appear to be a logical
choice.
• Rail Hardness
– Literature survey indicates use of rail hardness above 320BHN for
tangent rail for axle loads in the range of 32.5t.
– However, in case of curves, hardness of 350BHN and above are
preferred. Similar rails may have to be planned for DFC.
Track Structure
• Rail Material
– Pearlitic steel is primarily used while Bainitic steel is
currently limited to trials.
– Use of low heat treated rails and micro alloyed
head hardened rail is also reported globally. This area
needs further study.
• Sleeper
– RDSO has developed a new design of PSC sleeper,
considering increased rail seat area for rubber pad,
136RE rail and ERC Mk-VI.
• Rubber Pad
Track Structure
– Design of 10mm composite rubber pads has been developed.
– However, manufacturing of prototype and evaluation of the design has to be
taken up.
• Fastenings
– Development of ERC Mk-VI in progress.
• Insert
– Design to appropriately match with ERC Mark VI is in progress
• Liner
– Design of liner matching with the requirement of 136RE rails has been
conceptualized.
• Points & Crossings
– Development of P&C crossing is in progress.
•
MMD & Fixed Structure Gauge for
DFC
MMD for DFC has been firmed up based on the requirements
pertaining to freight stock for various commodities and motive
power.
• Development of fixed structure gauge requires kinematic
movements of the rolling stock on a given type of track. This
will require firming up of design parameters pertaining to
fixed and moving infrastructure.
• However, assuming the kinematic movements similar to those
exhibited on AAR, fixed structure gauge has also been
developed.
• These profiles have been circulated to all concerned in Nov
2007.
MMD & Fixed
Structure
Gauge for DFC
Fixed Structure for DFC
1
Minimum, horizontal distance from centre of track to any structure (other than Platform)
(i)
From rail level to 6670mm above rail level
2825mm
(ii)
From 6670mm above rail level to 7100mm above rail level-
2825mm decreasing to 2710
(iii)
From 7100mm above rail level to 7965mm above rail level
2710mm decreasing to 1925 mm
(iv)
From 7965mm to 8430mm above rail level on main line
1600
2.(i)
Minimum height above rail level for a
distance of 1925mm on either side of
centre of track for overhead structures
7965mm
(ii)
Where 25 KV A.C. traction is likely to be used, the minimum height above rail level for a distance
of 1600mm on either side
(a)
Light overhead structure such as foot
over bridges
8430mm
(b)
Heavy overhead structure such as road over or flyover
bridges
8050mm
(c)
Heavy overhead structure at turnout etc
8430mm
Note: (i)
For curves, extra clearance is to be calculated and accounted for.
(ii)
The height mentioned against item No. 2 (i) & (ii) above shall be measured from higher or super
elevated rail.
(iii)
On lines proposed to be electrified on 25 KV A.C. system, necessary provision should be made in
overhead structure and overhead equipment if necessary by using longer traction overhead
equipment masts to permit possible raising of the track by 275mm in future to cater for
increased ballast cushion, larger sleeper thickness and deeper rail sections.
(Required only
where electrified section is
planned)
MMD for Feeder Routes
• Railway Board issued broad guidelines as under:
– MMD for existing goods platform
Height from rail level, mm
>1230
1170-1230
–<1170
MMD for modified
Width, mm
3500
3250
3135
platform
(840mm
goods
1850mm from track center)
Height from rail level, mm
Width, mm
>1000
3500 (w/o doors)
945-1000
3250(with doors)
<945
3135
height &
MMD for Feeder Routes
– Wagon dimensions
• Corner height: 4025mm
• Center Height: 4385mm
• Wheel Diameter: 840 to 1050mm
•Considering above guidelines, various MMD options for feeder
routes were devised by RDSO and sent to Railway Board in Feb
08.
•These options with the constraint/repercussion of each are
presented hereinafter.
•
•
MMD for Feeder Routes
The MMD options are drawn keeping in view the operation of DSC with new design of container
flat, RORO and three tier auto rake services. Side bottom of the wagon is as per side bottom
dimensions approved by Board for wagons designed for modified goods platform and doors not
opening outwards .
Following structural constraints may be kept in view while adopting this MMD for existing feeder
routes:
– Reduction in clearance between wagon and rail level from 102mm to 75mm (marked as A in
diagram) shall call for modifications in S&T installations erected as per present clearance of
102mm.
– Lowering of side bottom of wagon from 1145mm to 1000mm (marked as B in diagram) will
require lowering of high level passenger platforms from existing 840mm-760mm to 700mm or
lower in order to maintain adequate dynamic clearances from the wagons while they negotiate
main/loop lines of the stations having high level passenger platforms. Such modification shall
result into compromised comfort and safety levels for passengers. Alternatively the operation
shall be as ODC and clauses applicable to various classes of ODC shall apply for negotiating
lines with high level passenger platforms.
– Increase in the width of MMD in upper half for accommodating RORO, three tier auto services
and covered wagons for bagged commodities beyond 2600mm (marked as C in the diagram)
shall call for large scale modifications in the fixed structures in station limits including setting
back of the platform shelters way behind platform edge as well as outside station for same
speed potential.
– Increase in the height of MMD to 7100mm from 6810mm adopted for existing DSC operation
(shown as D in the diagram) shall involve increased raising of ROB/FOB etc besides requiring
more lateral clearances for same speed potential for cover over platforms at stations.
– Height of goods platforms to be reduced to 840mm for a distance of 1850mm from centre of
track. (As per Board’s letter).
Another alternative
MMD option is shown
here. This shall provide
benefit on feeder routes
having predominant
traffic of iron ore since
the modifications
required in the structures
shall be limited to a
large extant and
electrified routes can
also be made feeder
routes. However, for
other commodities the
through put related
repercussions shall
apply.
Track Monitoring
Track monitoring of Indian Railways by
Track Recording Cars and Rail Profile
Measurement
System
including
upgradation and development of Track
monitoring system
(i) Track Recording Car:
There are four track recording cars with RDSO
which are run and maintained by the directorate for
the statutory track recording different routes of IR
as per frequency specified in Indian Railway
permanent Way Manual (IRPWM)
(ii) RPMS:
This directorate is having one track recording car
which is fitted with rail profile measurement and
analysis system. This is Laser based , non contact
rail profile measuring system. It provides accurate
measurement of railhead profiles in real time, lateral
& Vertical wear, rail rollover, lip flow and gauge.
(iii) Track Management System:
Development/Upgradation , installation &
commissioning of Track Management
System on various zonal railways including
training of officials in operation and use of
the system is done by the directorate.
TESTING FACILITIES AVAILABLE:
• STATIC AND DYNAMIC TESTS ON TRACK COMPONENTS
• FATIGUE TESTING OF TRACK COMPONENTS ON HARD
BED AND BALLASTED BED
• FATIGUE TESTING OF
HYDRAULIC PULSATOR
• MEASUREMENT
FASTENINGS
OF
TRACK
TOE
COMPONENTS
LOAD
FOR
ON
ELASTIC
• EVALUATION OF STRESS AT CRITICAL LOCATIONS FOR
TRACK COMPONENTS
• CALIBRATION OF HELICAL SPRINGS FOR MECHANICAL
TOE LOAD MEASURING DEVICE
TESTING FACILITIES AVAILABLE:
•
VERIFICATION OF CALIBRATED LOAD CELL FOR ELECTRONIC TOE
LOAD MEASURING DEVICE
•
CREEP RESISTANCE TEST
•
PULLOUT TEST FOR INSERT AND DOWELS
•
CALIBRATION OF OSCILLATION MONITORING SYSTEM OF ZONAL
RAILWAYS.
•
APART FROM THE TESTING JOBS, TRAINING IS IMPARTED TO
STAFF AND OFFICERS OF ZONAL RAILWAYS FOR PROPER
INSPECTION OF ERCs TO ENSURE QUALITY CONTROL
Projects in Progress
Projects in Progress
• High Speed Track Recording Car (TRC)
• Replacement of two Track Recording Cars
(TRCs- 225 & 2500)
• Replacement of one overaged TRC
• Dedicated Test track for RDSO
• Field Trials on various Track Components to
study the stresses under actual field conditions
High Speed Track Recording Car
• One High Speed Track Recording System with following
features is being procured at a cost of about Rs. 5.15 crores from
M/s ENSCO, USA.
Salient features:
- Laser based contact-less sensor for measurement of lateral
track geometry
- Recording of curvature and vehicle ride parameters
- Recording of rail corrugation, cupped and misaligned weld
- Simultaneous storage of processed, raw data and profile /
chord data
- Both analogue and digital output
- Synchronisation with route data information
- Wider speed band of recording : 20 to 200 kmph
Replacement of TRC – 225 and 2500
• ICF all coil coaches built and commissioned in 1972
• Coaches are 33 years old showing sign of fatigue with
badly corroded under frame
• Coaches have outlived their normal life
• Recording system more than 12 years old
• System architecture built around 286/386 Personnel
computers with sub systems built on 8088
microprocessor.
• System has become obsolete and spares required to
maintain the system are no more available in the
market
• Efforts to get the spares have been unsuccessful
Replacement of TRC – 225 and 2500
• Thus it is proposed to replace the two recording cars
(TRC-225 & 2500) along with state of art recording
system with following features.
-
LASER based contact less sensors
-
Location synchronization using Global positioning
System (GPS)
-
High speed LHB coaches
• Total cost of the Project : 22.13 Crores
Thank
You